Final Engineering Report 09/2009 M3 Section: Comrat South to Ciumai

FINAL ENGINEERING REPORT 09/2009 M3 SECTION: COMRAT SOUTH TO CIUMAI

VOLUME 1: MAIN TEXT

EUROPEAN UNION REPUBLIC OF MOLDOVA

FEASIBILITY STUDY FOR THE REHABILITATION AND EXTENSION OF THE ROAD M3 CHISINAU – GIURGIULESTI/ROMANIAN BORDER

Europe Aid/125919/C/SER/MD

Koblenz, Germany Chisinau, Moldova

Road M3 Chisinau — Giurgiulesti/ Romanian Border Extension and Rehabilitation Project Final Engineering Report: Comrat South to Ciumai

REPORT COVER PAGE

Project Title: Feasibility Study for the Rehabilitation and Extension of the Road M3 Chisinau - Giurgiulesti/Romanian Border

Contract Number: 2008/156-690

Countries: Republic of Moldova

Name: Local Recipient EC Consultant Republic of Moldova Kocks Consult GmbH & Ministry of Transport / Universinj Ltd State Road Administration Address: Bucuriei Street 12a Chisinau MD 2004 Republic of Moldova

Tel. Number: +373 22 595849 +373 22 716655

Fax Number: +373 22 748850

Contact Person: Ulrich Sprick Thomas Herz Project Director Dept. Team Leader

Signatures:

Date of Report: August 2009

Reporting Period: June 2008 – August 2009

Author of the Kocks Consult GMBH Report:

EC M & E team ______[name] [signature] [date] ÉU Delegation ______[name] [signature] [date] ______[name] [signature] [date]

Joint Venture Kocks Consult GmbH, Koblenz – Universinj SRL, Chisinau

Road M3 Chisinau — Giurgiulesti/ Romanian Border Extension and Rehabilitation Project Final Engineering Report: Comrat South to Ciumai

SYNOPSIS

Project Title: Feasibility Study for the Rehabilitation and Extension of the Road M3 Chisinau - Giurgiulesti/Romanian Border Project 2008/156-690 Number: Country: Republic of Moldova

Project Provide a bankable technical, financial, environmental and institutional feasibility objectives: study for the rehabilitation and extension of the M3 road Chisinau-Giurgiulesti / Romanian Border. Planned • Identification of Transport Needs outputs: • Assessment of technical, environmental, financial and economic feasibility • Assessment of institutional sustainability of the road rehabilitation • Detailed Technical Surveys and Engineering Design • Coordination with International Financial Institutions • Preparation of tender documents for the rehabilitation of one or two priority sections chosen

Project • Conduct of traffic surveys and traffic forecasts activities: • Technical assessment of the present infrastructure • Road condition survey • Survey of factual pavement condition • Road safety assessment (black spots) • Road maintenance standards • Present traffic management • A review of the Status of institutional development and policy reforms • Evaluation criteria based on poverty indicators for rural roads and bridges • A socio-economic analysis and environmental and social impact assessment • Cost estimates for infrastructure and maintenance costs • Economic and financial cash flow calculations • Calculation of internal rates of return and net present values • Assessment of Institutional sustainability for carrying out the necessary works and maintenance tasks • Geo-technical and topographic surveys • Soil and Materials Investigations • Preliminary Design • Detailed Drawings • Technical Specifications • Design Report • Tender documents for the rehabilitation of one or two priority sections chosen based on the Feasibility study • Road Maintenance Plan including regular and periodic maintenance • Coordination with IFIs

Joint Venture Kocks Consult GmbH, Koblenz – Universinj SRL, Chisinau

Road M3 Chisinau — Giurgiulesti/ Romanian Border Extension and Rehabilitation Project Final Engineering Report: Comrat South to Ciumai

TABLE OF CONTENTS

ABBREVIATIONS

1. INTRODUCTION AND BACKGROUND...... 1 1.1 . Country Background...... 1 1.2 Project Background ...... 1 1.3 The Assignment...... 3 1.4 Sections Recommended for Improvement ...... 3

2. TRAFFIC ...... 4 2.1 Data Collection ...... 4 2.2 Base Year Traffic...... 6 2.3 Traffic Characteristics of the Study Road...... 7 2.4 Traffic Forecasting...... 10 2.5 Traffic Forecast Summary...... 14 2.6 Road Safety Analysis...... 15 2.7 M3 Chisinau – Giurgiulesti Traffic Accident Data ...... 16 2.8 Traffic Accident Patterns...... 17 2.9 General Safety Strategies...... 17

3. TOPOGRAPHICAL SURVEY AND MAPPING...... 20

4. GEOTECHNICAL INVESTIGATION...... 23 4.1 Geotechnical Overview ...... 23 4.2 Geotechnical Field Investigations and Laboratory Testing ...... 24 4.3 Evaluation and Recommendation ...... 25 4.4 Construction Material Sources...... 26 4.5 Conclusions...... 27 4.6 Earthworks ...... 27 4.7 Operations of Borrow Pits ...... 31

5. PAVEMENT CONDITION AND DESIGN...... 32 5.1 General...... 32 5.2 Pavement Rehabilitation Options...... 32 5.3 Selection of Rehabilitation Measures...... 33 5.4 General Design Principles ...... 34 5.5 Flexible Pavement Design ...... 40 5.6 Recommended Thickness of Pavement Layers ...... 42 5.7 Pavement Materials ...... 46 5.8 Road Inventory and Surface Condition ...... 52 5.8.1 Road Inventory ...... 52 5.8.2 Asphalt Pavement Distress...... 52 5.8.3 Road Roughness...... 54

6. BRIDGE CONDITION AND DESIGN...... 56 6.1 Bridge Design ...... 56 6.2 Bridges Along the Improvement Sections...... 57 6.3 Classification of Existing Bridge Structures...... 58 6.4 Culvert and Bridge Field Inventory...... 58 6.5 Bridge Condition...... 60

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Road M3 Chisinau — Giurgiulesti/ Romanian Border Extension and Rehabilitation Project Final Engineering Report: Comrat South to Ciumai

6.6 Organization of Improvement Works...... 61 6.7 Monitoring during Operation Period ...... 63

7. HYDROLOGICAL AND DRAINAGE DESIGN...... 65 7.1 Overview ...... 65 7.2 Carrying Capacity of drainage System...... 65 7.3 Location specific Characteristics...... 67

8. ENVIRONMENTAL IMPACT ASSESSMENT...... 70 8.1. Introduction...... 70 8.2 Impacts and Mitigation Measures referring to Planning and Design Phase...... 70 8.3 Impacts and Mitigation Measures referring to Construction Phase...... 71 8.4 Impacts and Mitigation Measures referring to Operation Phase...... 76

9. POVERTY AND SOCIAL ASSESSMENT ...... 87 9.1 Objectives of the Poverty and Social Assessment ...... 87 9.2 Summary of Findings and Recommendations of the Poverty and Social Assessment ...... 89

10. ENGINEERING ROAD DESIGN...... 89 10.1 Road Design Standards...... 89 10.2 Design Applications ...... 91 10.3 Departure from Standard...... 91 10.4 Junctions ...... 92 10.5 Sidewalks, Street Lighting, and Road Furniture ...... 92 10.6 Utility Lines ...... 94 10.7 Traffic Management during Construction ...... 95

11. COST ESTIMATES ...... 97 11.1 Methods of Estimation ...... 97

12. IMPLEMENTATION PROPOSALS ...... 98 12.1 Resources and International Competitive Tendering...... 98 12.2 Time Schedule...... 98 12.3 Procurement of Works...... 98

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Road M3 Chisinau — Giurgiulesti/ Romanian Border Extension and Rehabilitation Project Final Engineering Report: Comrat South to Ciumai

List of Figures

Figure 1. Corridor Overview ...... 2 Figure 2-1. Location of Traffic Survey Stations ...... 4 Figure 2-2. Traffic Growth Rates ...... 11 Figure 2-3. 2030 Traffic Forecast (AADT) ...... 15 Figure 2-4. Number of accidents on M3 January 2004 – June 2008 ...... 16 Figure 5-1. Average Road Roughness M3...... 55

List of Tables

Table 2-1. Traffic Survey Programme...... 5 Table 2-2. 2008 AADT at Selected Locations...... 7 Table 2-3. AADT per Vehicles Categories ...... 7 Table 2-4. Origin - Destination Survey Sample ...... 7 Table 2-5 Vehicle Occupancy by vehicle class – all stations ...... 8 Table 2-6. All OD Stations Journey Purpose ...... 8 Table 2-7. Results of Turning Movement Count ...... 8 Table 2-8. Summary of ESA Values by Vehicle Class ...... 9 Table 2-9. Normal Traffic Growth Rates ...... 10 Table 2-10. Strategic Traffic Diversion Modelling Results...... 12 Table 2-11. Estimated Traffic Generation Giurgiulesti Free Port...... 14 Table 2-12. Summary of Traffic Forecasts: Low, Central, High Growth ...... 14 Table 2-13. Fatalities per 1000 Registered Vehicles ...... 15 Table 2-14. Types of Accidents on M3 ...... 17 Table 3-1. Survey Benchmarks: Comrat South to Ciumai...... 21 Table 3-2. Survey Benchmarks R-38 to Ciumai...... 22 Table 5-1. Cumulative ESAL for 20 year design life...... 36 Table 5-2. Preliminary Sub grade Design CBR values ...... 37 Table 5-3. Preliminary Design CBR and Resilient Modulus ...... 38 Table 5.4. Required Structural Number ...... 40 Table 5-5. Required Structural Number (SN) on top of existing base course layer ...... 40 Table 5-7. Flexible Pavement Design according AASHTO Guide for Design of Pavement Structures 1993 ...... 44 Table 5-8. Comparison of pavement structures determined by Russian and American design procedures...... 45 Table 5-9. Recommended Grading for Asphalt Concrete ...... 47 Table 5-10. Recommended Grading for Asphalt Binder Course ...... 48 Table 5-11. Recommended Grading for Bituminous Base Course...... 48 Table 5-12. Corridor Section Road Width...... 52 Table 5-13. Corridor Section Raise and Fall and Curvature...... 52 Table 5-14. Average Road Roughness M3...... 54 Table 6-1. Existing Bridges...... 61 Table 6-2. Programme of the Quality Control of Works ...... 63 Table 6-3. Programme of Preventive Measures for the Bridges...... 64 Table 8-1. Environmental Management Plan...... 76 Table 8-2. Trees to be removed and Re-planted ...... 84 Table 8-3. Environmental Monitoring Plan...... 85 Table 10-1. Horizontal and Vertical Alignment Parameter ...... 90 Table 10-2. Curve Widening...... 90

Joint Venture Kocks Consult GmbH, Koblenz – Universinj SRL, Chisinau

Road M3 Chisinau — Giurgiulesti/ Romanian Border Extension and Rehabilitation Project Final Engineering Report: Comrat South to Ciumai

Appendices

Appendix Description / Content

Volume 1 A 1.1 Project Location Map A 1.2 Traffic Study A 1.3 Geotechnical Investigation and Laboratory Test Results A 1.4 Pavement Condition Data A 1.5 Pavement Design

Volume 2 A 2.1 Condition of Existing Drainage Structures

Volume 3 A 3.1 Drawings Lot 1 A 3.2 Drawings Lot 2

Volume 4 A 4.1 Technical Data Sheets and Quantities Volume 5 A 5.1 Environmental Assessment Report A 5.2 Poverty and Social Assessment Report

Joint Venture Kocks Consult GmbH, Koblenz – Universinj SRL, Chisinau

Road M3 Chisinau — Giurgiulesti/ Romanian Border Extension and Rehabilitation Project Final Engineering Report: Comrat South to Ciumai

ABBREVIATIONS

AADT - Average Annual Daily Traffic AASHTO - American Association of State Highway and Transportation Officials ADT - Average Daily Traffic BIU - Bump Integrator Unit CBR - California Bearing Ratio DIN - Deutsche Industrie Norm EIA - Environmental Impact Assessment EIRR - Economic Internal Rate of Return ESAL - Equivalent Standard Axle Load FSU - Former Soviet Union FYRR - First Year Rate of Return GDP - Gross Domestic Product Ha - Hectare HDM - Highway Design and Maintenance Model Hr - Hour IBRD - International Bank for Reconstruction and Development (World Bank) ICB - International Competitive Bidding IMF - International Monetary Fund LHS - Left Hand Side LL - Liquid Limit m - Metre m² - Square metre m³ - Cubic metre MC - Moisture Content MDD - Maximum Dry Density mm - Millimetre N - Newton n/a - Not applicable NGO - Non-Governmental Organisation NPV - Net Present Value O/D - Origin / Destination OMC - Optimum Moisture Content PCU - Passenger Car Unit PI - Plasticity Index PL - Plastic Limit RHS - Right Hand Side ROW - Right-of-Way RSI - Roadside Interview TOR - Terms of Reference TRL - Transport Research Laboratory USD - United States Dollar VAT - Value Added Tax VOC - Vehicle Operating Cost Vpd - Vehicles per day

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Road M3 Chisinau — Giurgiulesti/ Romanian Border Extension and Rehabilitation Project Final Engineering Report: Comrat South to Ciumai

1. INTRODUCTION AND BACKGROUND

1. 1 Country Background

The Republic of Moldova is a landlocked country situated between Romania and the Ukraine, with the exception of a short frontage of about 500 meters on the river Danube in the extreme South of the country. Moldova is a gateway between the former Soviet Union countries and the West, both trade-wise, language-wise and culturally. With the recent accession of Romania to the European Union in early 2007, Moldova has now become a border state between the European Union (EU) and the countries further to the East. The Pan European Corridor IX (Moscow-Kiev-Bucharest) crosses Moldova from East to West, going through the capital city of Chisinau. The challenge of Moldova, similar to that of all low income CIS’ countries, is to secure better access to EU markets and thus to encourage exports and foreign direct investment inflows into the country. At the same time, it must also seek to maintain access to its traditional markets in the CIS countries. However, presently it appears that Moldova might not be able to seize its opportunities, because of its deteriorating transport infrastructure, and its crumbling road network, in particular.

1. 2 Project Background

The Moldovan M3 road provides the most important and shortest link between Chisinau and Giurgiulesti – giving access to the Danube and the Black Sea. In addition, the M3 corridor is an integral part of the European Road E577 Poltava – Kirovograd – Chisinau –Giurgiulesti –Galati – Slobozia. It provides a link between TEN corridors IV and IX. Currently, the corridor has, in parts, a high level of deterioration and reduced bearing capacity, resulting in axle load restrictions and the diversion of freight traffic, high transportation costs and subsequently reduced local business opportunities and transit traffic. Figure 1-1 presents an overview of the study corridor.

The construction and rehabilitation of the road M3 Chisinau-Giurgiulesti will improve transport links between Moldova, Ukraine and other TRACECA countries. The rehabilitation and partial realignment of the first section of the road (Chisinau-Cimislia) will improve transport connections avoiding inhabited areas and substantially decrease transport costs. The rehabilitation of the second (existing) part of the road Cimislia-Giurgiulesti is very important since road conditions are poor for current traffic levels. The rehabilitation and reconstruction of the whole road will facilitate trade, transport, industry and tourism development and strengthen access to agricultural markets in the region and will be a prerequisite for securing transportation connections between the country's centre and its southern regions.

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Road M3 Chisinau — Giurgiulesti/ Romanian Border Extension and Rehabilitation Project Final Engineering Report: Comrat South to Ciumai

Figure 1. Corridor Overview

Project Section

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Road M3 Chisinau — Giurgiulesti/ Romanian Border Extension and Rehabilitation Project Final Engineering Report: Comrat South to Ciumai

1.3 The Assignment

With the Contract Agreement for Consultancy Services dated 06 May 2008 the European Commission Delegation in Moldova appointed Kocks Consult GmbH, Germany, as the leading firm, in association with Universinj SRL, Republic of Moldova as Consultant for the

“EuropeAid/125919/C/SER/MD FEASIBILITY STUDY FOR THE REHABILITATION AND EXTENSION OF THE ROAD M 3 CHISINAU - GIURGIULESTI/ROMANIAN BORDER ”

The scope of services comprises:

• Identification of transport and economic characteristics of the project influence area; • Carrying out traffic counts on each road sub- section and updating of existing traffic pattern; • Preparation of traffic forecasts in terms of vehicles per day by representative vehicle types; • Assessment of existing road condition; • Detailed bridge inspection and identification of bridge bearing capacity; • Investigation of soils and materials, including pavement thickness, sampling and testing of various layers, location of quarries and borrow pits; • Preparation of preliminary road, pavement and bridge designs; • Proposing of possible phasing of the construction works; • Preparing an environmental impact assessment; • Preparation of cost estimates, indicating foreign exchange costs, and as a separate item the amount of local taxes and duties; • Assessing vehicle operating costs using the Highway Design and Maintenance Model; • Carrying out an economic analysis for each road section based on current traffic volumes, vehicle operating costs, construction and maintenance cost to provide an estimated Internal Economic Rate of Return, Net Present Value and appropriate analyses; • Evaluation of economic benefits of each road segment with and without improvement; • Undertake sensitivity analysis to test the economic results against possible and likely changes in key variables, that may include the growth rate for forecast traffic, construction costs, implementation delays, and vehicle operating costs; • Identify 1 to 2 roadway sections for engineering design • Preparation of Detailed Drawings; • Preparation of Tender Documents for Priority Sections.

1.4 Sections Recommended for Improvement

The results of the feasibility study recommended to improve the sections of M3 from Comrat to Ciumai for engineering design. The project roads described in this Engineering report are comprised of two sections:

1. the section from Comrat to junction R38 (km 96.8 to km 135.4) and 2. 2. from Junction R38 to Ciumai (km 135.4 to km 151.2) with a combined length of about 55 km.

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Road M3 Chisinau — Giurgiulesti/ Romanian Border Extension and Rehabilitation Project Final Engineering Report: Comrat South to Ciumai

2. TRAFFIC

This section summarises the traffic analysis as it relates to the design of the Comrat to Ciumai section of the M3 Chisinau-Giurgiulesti road.

2.1 Data Collection

Traffic surveys were conducted late July through the end of August 2008. The survey programme for the project section is summarised in Table 2-1 and consists of Manual Classification Count (MCC), a Turning Movement Count (TMC), and Origin Destination Survey (O-D). Figure 2-1 presents the location of the traffic count stations .

Figure 2-1. Location of Traffic Survey Stations

Source: The Consultant

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Road M3 Chisinau — Giurgiulesti/ Romanian Border Extension and Rehabilitation Project Final Engineering Report: Comrat South to Ciumai

The purpose of the MCC programme was to confirm existing traffic volumes and vehicle composition along the various corridor sections. Origin-destination surveys were conducted north Cimislia, at Bugeac, east of Vulcanesti, and between Cislita Prut and Slobozia Mare. The purpose of the O-D surveys was to gain knowledge regarding journey origins and destinations, journey purpose and the potential for diversion to the rehabilitated M3 corridor. Each O-D survey was accompanied by manual classification counts. The surveys were conducted by a team of interviewers and traffic directed by a police officer.

Table 2-1. Traffic Survey Programme Survey Road Type of No. No. Km from to Location Survey(s) MCC3 M3 96 Comrat Vulcanesti S. Comrat MCC TMC1 M3 135 Comrat Vulcanesti R38 junction TMC OD3 M3 172 Comrat Vulcanesti E. Vulcanesti MCC OD * 24-hour count Source: The Consultant

Manual Classification Counts The purpose of the MCC programme was to confirm existing traffic volumes and vehicle composition along the various corridor sections. In order to confirm daily variations in traffic flow two 24 hour counts were conducted at the northern and southern ends of the corridor. The following vehicle types were categorized:

Car/4x4 - This includes private cars, and all other small vehicles such as 4 wheel drive vehicles, passenger vans etc. which are being used as private vehicles. Taxis were also included in this category.

Minibus - This includes minibuses and small buses of up to 15 seats being used for the transport of fare paying passengers.

Medium/Large bus - This includes all standard and large buses with more than 15 seats being used for the transport of passengers.

Light goods vehicle (4-wheel) - Vans and pick-ups are small four-wheel vehicles used predominantly for the transport of goods.

Light goods vehicle (6-wheel) - Six-wheel vans used for the transport of goods.

2 axle goods vehicle - Trucks with a total of two axles and six wheels.

3 axle goods vehicle - 3 axle trucks with a single axle at the front and two axles at the rear.

4 + axle goods vehicle - 4+ axle trucks or truck - trailer combinations with 4 or more axles in any formation.

In addition, motorcycle, bicycles, and animal carts were counted. For all vehicle it was recorded whether the vehicles were registered nationally or internationally.

Each MCC consisted of 12 hours (06h00 - 18h00). 24 hour counts were included within the survey programmes for road M3.

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Road M3 Chisinau — Giurgiulesti/ Romanian Border Extension and Rehabilitation Project Final Engineering Report: Comrat South to Ciumai

Origin Destination Survey Origin-destination surveys were conducted north Cimislia, at Bugeac, east of Vulcanesti, and between Cislita Prut and Slobozia Mare. The purpose of the O-D surveys was to gain knowledge regarding journey origins and destinations, journey purpose and the potential for diversion to the rehabilitated M3 corridor. Each O-D survey was accompanied by manual classification counts. The surveys were conducted by a team of interviewers and traffic directed by a police officer. A total of 2,149 interviews were conducted at the four locations. The following information was collected and questions asked: • Vehicle class • Nationality of vehicle • No. of occupants • Where are you coming from? (Origin) • Where are you going? (Destination) • Why were you there? / What is that place? • Why are you going there? / What is that place? • Frequency of Journey • Type of Goods Carried

Turning Movement Count A Turning movement count was conducted at the intersection of M3 and R38 in the vicinity of the village of Balabanu. This count location was identified in regard to possible diversion movements to and from the M3 corridor from and to the City of Cahul.

Axle Load Survey Programme As in many other countries the paved road network carries the bulk of national and international freight traffic. Over time roads deteriorate due to two primary reasons: traffic volumes and induced loading, as well as the environment (climate). Traffic is therefore regarded as the key parameter in road deterioration. For this reason it is essential to know its composition in terms of:

• total traffic volume (AADT) • magnitude of the loads (axle load) • axle configuration • contact pressure from the loads (mainly from tyre pressure) • number of load repetitions

In order to assess axle loads as well as axle configurations on trucks axle load surveys were conducted at the former police station north of Cimislia and at the intersection of M3 and R 38. Two survey teams supported by local police used portable axle weights to conduct the surveys.

2.2 Base Year Traffic

The raw counts were expanded to 24 hour values using a factor of 1.075 derived from SRA data. Seasonal factors were then applied to calculate Average Annual Daily Traffic (AADT) for each count location. Since July and August are months with higher than average traffic

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Road M3 Chisinau — Giurgiulesti/ Romanian Border Extension and Rehabilitation Project Final Engineering Report: Comrat South to Ciumai

volumes, the raw counts were factored down to represent an Average Annual Daily Traffic. Table 2-2 presents 24 hour equivalents together with AADT for 2008.

Table 2-2. 2008 AADT at Selected Locations

Nr. Station Location km Vehicles Counted AADT 2008 5. South of Comrat 96 2863 2495 6.a N. of intersect R 38 135 1028 829 6.b S. of intersect R 38 135 782 653 7. East of Vulc ăne ti 172 1318 1091 Source: Consultant’s surveys

Table 2-3 presents the vehicle categories as percentage of total traffic. The majority of vehicles counted are cars with over 67%, followed by 11% Light Goods Vehicles, Trucks with more than 4 axles make up about 5% of traffic. Non-motorized vehicles make up almost 2 percent of the average traffic flow, in certain locations such as Vulcanesti west 3.2 % of traffic is non- motorized.

Table 2-3. AADT per Vehicles Categories

Medium 4 6 2 3 4+ Total Location Car& Mini- & Large wheels wheels axles axles axles Motor- Bi- Animal veh./ 4x4 bus Bus LGV LGV truck truck truck cycles cycles cart day Comrat South 68.7% 5.6% 3.7% 9.0% 3.9% 2.9% 1.0% 2.9% 1.0% 0.7% 0.5% 100.0% North of M3 / R38 61.8% 4.5% 2.3% 12.8% 1.9% 3.9% 2.2% 7.5% 1.2% 0.9% 0.8% 100.0% South of M3 / R38 63.2% 4.2% 1.9% 11.9% 1.8% 3.2% 2.1% 6.8% 2.5% 0.9% 1.6% 100.0% Vulcanesti East 70.5% 4.2% 3.7% 8.3% 2.8% 1.7% 0.7% 3.8% 2.3% 0.7% 1.3% 100.0% Source: Consultant’s surveys

2.3 Traffic Characteristics of Study Road

Origin-Destination Sample Size and Factors During the O-D survey period of 12 hours, the drivers of a sample of vehicles were interviewed. At each location MCCs were undertaken concurrently, to allow the calculation of a sample factor for the interview period. A summary of the number of vehicles counted and interviewed is shown in Table 2-4 below.

Table 2-4. Origin - Destination Survey Sample

Number Location Count Interviews Sample 4 Bugeac 1579 485 30.7% 2 Cimislia 3319 846 25.5% 7 Vulcanesti 1044 271 26.0% 9 Cislita Prut 939 547 58.3% Source: Consultant’s surveys

Table 2-5 presents vehicle occupancy by vehicle class for all survey stations. Average vehicle occupancy for all vehicle categories combined is 3.3, for cars alone the vehicle occupancy rate is 2.5 passengers per vehicle.

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Road M3 Chisinau — Giurgiulesti/ Romanian Border Extension and Rehabilitation Project Final Engineering Report: Comrat South to Ciumai

Table 2-5. Vehicle Occupancy by vehicle class – all stations Medium Truck Cars & LGV 4 LGV 6 Mini- & large Truck Truck 3 4 + 4x4 wheels wheels bus bus 2 axle axle axle Average Occupancy / Vehicle 2.5 2.1 1.9 6.4 18.8 1.4 1.4 1.4 3.3 Source: Consultant’s surveys

Major traffic movements in Bugeac are between Gagauzia territory and Chisinau, to a far lesser degree to Cimislia or Cahul. At the Vulcanesti survey station most trips are within the Gagauzia territory with an additional strong east-west movement between Cahul and Ukraine. In Cislita Prut a significant number of trips originate in Romania, while Cahul is the dominant destination with about 74% of trip ends.

Asked about their journey purpose, as presented in Table 2-6, the majority of drivers responded with commuting trips (51%), followed by non-work related trips (30%) and work related trips (19%).

Table 2-7 presents the overall approach volumes at the intersection of M3 and R38 in the vicinity of Balabanu. The counts indicate a distinct drop of the M3 volumes south of the intersection indicating a diversion of traffic to and from the east-west axis Taraclia – Cahul. While absolute numbers of counted vehicles are small, almost 20% of M3 traffic moves either east or west.

Table 2-6. All OD Stations Journey Purpose From To Home Work Business Education Store Social/ Rec Other Grand Total Home 552 225 3 50 344 88 1262 Work 254 406 1 3 6 3 673 Business 68 7 1 2 6 84 Education 2 2 Store 26 1 1 2 30 Social/ Rec 58 1 59 Other 27 3 1 8 39 Grand Total 435 563 634 4 56 352 105 2149 Type of Trip Commute Work Non-work 1099 413 637 51.1% 19.2% 29.6% Source: Consultant’s surveys

Table 2-7. Results of Turning Movement Count Intersection M3 – R38 Approaches 18/08/08 19/08/08 Chisinau (M3) 923 989 Giurgiulesti (M3) 744 760 Cahul (R38) 913 961 Taraclia (R38) 694 730 Source: Consultant’s surveys

In summary, the M3 corridor from Chisinau to Giurgiulesti traverses half of the expanse of the Republic of Moldova from its centre to the very south. The northern portion of the corridor is characterized by its proximity to the Chisinau urbanized area, displaying high traffic volumes as

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Road M3 Chisinau — Giurgiulesti/ Romanian Border Extension and Rehabilitation Project Final Engineering Report: Comrat South to Ciumai

well as distinct commuting patterns. The middle portion of the corridor displays a mixture of interregional trips primarily between Cimislia, Comrat and Cahul. The southern portion serves as an international linkage to Romania as well as Ukraine and connects the smaller localities with the regional centres in Cimislia, Comrat and Cahul.

Axle-Loadings The axle-load data from the two survey stations, at Cimislia and Balabanu, has been processed to produce values of Equivalent Standard Axles (ESA) by medium and heavy vehicle class. ESA is a measure of the “potential damage factor” of each axle and by extension each vehicle. ESA is calculated as follows:

ESA = (measured axle weight (tonnes)/8.16) 4.5

The total ESA of a vehicle is the total of the individually calculated ESA values for each of the vehicle axles.

The ESA formula emphasises the damage to road pavements resulting from very heavily loaded vehicles. In contrast, light vehicles produce negligible ESA values and are conventionally excluded from the analysis.

A summary of the results of the axle-load survey analysis, in terms of ESA by vehicle type, is provided in Table 2-8 below. These results include both survey stations.

In general, the ESA values obtained are relatively modest indicating that overloading of vehicles is not a major problem on the M3 corridor. Only 4.5% of the surveyed vehicles had one or more axles loaded with 11.5 tones or more. However, it should be noted that a small number of highly overloaded vehicles can still destroy a conventional paved road.

Table 2-8. Summary of ESA Values by Vehicle Class Vehicle Class Sample ESA/vehicle Total Edited* Minibus 14 14 0.0019 Large Bus 141 140 0.2002 LGV 50 50 0.0021 2-ax MGV 310 310 0.3331 3-ax HGV 74 68 1.1381 4-ax HGV 57 57 5.0404 5-ax HGV 401 289 3.7423 3.9717 6-ax HGV 6 6 4.8704 1053 934 Average 1.7204 * excludes inconsistent or incomplete entries - Source: Consultant's survey

The Cimislia survey site generally produced higher ESA values than the Balabanu site. However, it is conventional to reflect any such variation by combining the datasets to produce an overall average for the study to be used in both the pavement design and the economic evaluation. The survey results also showed a marked directional imbalance in axle-loadings. At both locations, and for the majority of medium-heavy vehicle classes, southbound vehicles produced higher ESA values than their northbound counterparts. This may, in part, be attributable to the current importation of many materials to the region of the corridor from Chisinau and northern Moldova. The imbalance in loadings has been taken into account in the pavement design.

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Road M3 Chisinau — Giurgiulesti/ Romanian Border Extension and Rehabilitation Project Final Engineering Report: Comrat South to Ciumai

2.4 Traffic Forecasting

Traffic forecasts have been made on the basis of available data, including:

• existing time series traffic count data • available study reports such as the study in preparation of the National Transport Strategy • statistical data published in the Statistical Yearbook of Moldova. • past and predicted GDP figures from World Bank, EBRD and International Monetary Fund. • recent traffic counts and OD survey results carried out on the study corridor

There are four main components of future traffic growth in the M3 corridor:

• “normal” traffic growth, deriving from national and regional economic development • “diverted” traffic from alternative routes and corridors following upgrade of the M3 • “generated” traffic resulting from local and regional improvements in accessibility • traffic generated by the development of Giurgiulesti Freeport

The traffic forecasts have taken each of these four components into account to produce future flows for each of the traffic sections, taking cognisance of the particular characteristics pertinent to each section. It has been assumed that the date of opening of the improved/rehabilitated road corridor will be the beginning of year 2011. The forecasts cover the period 2008 – 2030, respectively representing the traffic survey base year and the twentieth operational year following implementation of the project.

High and low traffic growth scenarios have been developed to reflect the inherent uncertainty of traffic forecasting. High growth represents an optimistic scenario in which national, regional and local economic development factors contribute to a rapid growth in vehicle ownership and usage in the M3 corridor over a sustained period. Alternatively, low growth represents a contrastingly pessimistic combination of factors leading to sluggish growth in traffic on the M3 corridor.

The resulting traffic growth rates have been smoothed to produce three growth periods, short term up to 2013, medium term from 2014 to 2020 and long term on to 2030. The growth rates are summarised in Table 2-9 below and shown in Figure 2-2. Low growth takes 75%, and high growth 120%, of central growth.

Table 2-9. Normal Traffic Growth Rates

Traffic Growth Rates (% per annum) Passenger Goods From To Low Central High Low Central High 2008 2013 5.4 7.3 8.7 5.3 7.0 8.4 2014 2019 4.9 6.5 7.8 4.5 6.0 7.2 2020 2030 3.0 4.0 4.8 2.9 3.9 4.7 Source: The Consultant

These growth rates have been applied to all of the motorised vehicle classes. Non-motorised transport (nmt) will be affected by improvements in prosperity and accessibility and reduced growth rates have been assumed, taking half the rate of passenger vehicles until 2013 with zero growth subsequently to reflect increasing motorisation and the stagnation of non-motorised traffic.

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Figure 2-2. Traffic Growth Rates

Traffic Growth Rates

10.0 9.0 8.0 Passenger Low Growth 7.0 Passenger Central Growth 6.0 Passenger High Growth 5.0 4.0 Goods Low Growth 3.0 Goods Central Growth % % per annum 2.0 Goods High Growth 1.0 0.0

2008 2010 2012 2014 2016 2018 2020 2022 2024 2026 2028 2030 Year

Diverted Traffic In relation to the rehabilitation and upgrading of the M3 corridor there are two potential components of traffic diversion:

• Localised diversion from the existing M3 to the various proposed bypasses and sections of new alignment • Strategic diversion from other corridors or routes, notably the R34, to the M3 corridor

A dual approach has been adopted to model this potential diversion of traffic to the upgraded M3, using spreadsheet-based diversion curves in conjunction with the travel demand software QRSII to calculate the diversion to the bypass and other offline sections and QRSII alone to forecast the strategic traffic diversion from other corridors or routes. The results of the two approaches have then been compared and assessed before arriving at diversion forecasts for each section of the M3 corridor.

Strategic Diversion of Traffic Rehabilitation and or upgrading of the M3 corridor have the potential to attract traffic from alternative routes. An assessment of existing traffic data relating to southern Moldova in combination with field reconnaissance visits which were not confined exclusively to the study corridor indicated the following major potential sources of diverted traffic:

• R3 Chisinau – Hincesti – Cimislia • R47/R46/R34 Cimislia – Cantemir – Cahul • R3/R34 Chisinau – Leova – Cahul – Giurgiulesti

The first named could be expected to lose traffic to an extended M3 in conjunction with the Cimislia bypass. Cimislia – Cahul traffic would predominantly travel via the R38 and Balabanu in the event of M3 rehabilitation and upgrading, in particular provision of the Comrat bypass. Traffic from one end of the corridor to the other is currently limited but can be expected to use the M3 throughout in the case of project implementation. (See Table 2-10)

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Sketch Plan Travel Demand Model A Sketch Plan Travel Demand Model using the Quick Response System II (QRS II) software was developed to model traffic diversion from outside the M3 corridor. This computer program is generally used for forecasting impacts of urban developments on roadway traffic and for forecasting impacts of roadway improvement projects on travel patterns. In light of the absence of developed socio-economic data sets, as well as time series determining trip generation factors by socio-economic activities the application of the computerized travel demand model was limited to the forecast of major travel demand trends. However, it does provide the benefit of testing the effects of the corridor improvements in a wider network of highways, and helped to determine the potential diversion effects to and from other corridors.

. Table 2-10. Strategic Traffic Diversion Modelling Results Flow From To (vehicles/day) Cahul Chisinau (via M3) 360 Cahul Chisinau (via R3/Hincesti) 370 Cahul Cimislia 1,140 Cahul Comrat 1,096 Giurgiulesti/Slobozia Mare Comrat/Cimislia/Chisinau 280 Source: Consultant's traffic model (QRSII)

Special Traffic Generator: Giurgiulesti International Free Port One of the objectives of improving the M3 corridor is to provide a direct link between Chisinau and Giurgiulesti, the most southern village in Moldova. Giurgiulesti is located at the confluence of the Prut and Danube rivers between Romania to the west and Ukraine to the east. Border Crossings to each country exist for road as well as rail traffic.

Between the international border of Romania and Ukraine the Republic of Moldova owns 800 m of shore line on the Danube, providing for the only access to international waters for the otherwise landlocked country. In addition, railways linking Ukraine, Moldova and Romania pass through Giurgiulesti since the city of Reni was a part of Romania prior to 1947 . In summary, Giurgiulesti, lies at the convergence of rail, road and maritime transportation corridors, linking western with Eastern Europe. M3 Chisinau to Giurgiulesti is designated European Corridor E584 providing this linkage on an international level.

Development of Giurgiulesti Free Port Danube Logistics SRL, a Moldovan limited liability company, is the general investor, owner and operator of Giurgiulesti International Free Port (GIFP). In December 2004 Danube Logistics signed an investment agreement with the Government of Moldova for the construction of Giurgiulesti International Free Port. Danube Logistics’ shareholders are the Dutch EASEUR Holding BV and the European Bank for Reconstruction and Development, holding 80% and 20% of Danube Logistics shares respectively. The investment agreement includes the subsidiaries of EASEUR: Danube Logistics SRL, BEMOL Retail SRL, BEMOL Refinery SRL, and BEMOL Trading SRL. Once completed, GIFP will consist of:

• Oil Terminal • Dry Cargo-Terminal and Storage

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• Industrial Free Zone • Administration Centre

Trip Generation of Port Activities With little data available on the generation of truck trips from an inland river port in a transition economy the following approach was taken to estimate the number of trips generated by the Giurgiulesti Freeport:

1. estimated tonnage of throughput at the port by activity 2. estimate mode share between rail and truck distribution 3. apply average load factor for each truck trip 4. divide identified number of annual truck trips by working days

The same methodology was applied for the anticipated oil product distribution - only with larger truck loads. Anticipated trip generation of the commercial and industrial activities was estimated based on a trip generation factor per employee – representing both the commute of the employee to and from work as well as trips attracted and produced by the economic activity the employee is serving. Again in the absence of developed data sets for transition economies a trip generation factor of 2.5 trips/employee was applied. Trip generation for the passenger port was based on proposed staffing schedules obtained from the Ministry of Transport.

Assignment of Port generated trips to study Corridor Further assignment of trips on the study corridor was based on results of the Origin- Destination survey, particularly from the survey station in Cislita Brut. Data from this station indicated that approximately 25% of trips, today, currently use the M3 corridor while 75% continue north along the R3 corridor towards the city of Cahul. It is assumed that with the development of the port activities a larger percentage of trips will go to “market” destinations in Chisinau and the northern portion of Moldova, therefore a percentage of 36% of future trips generated at the port are assigned to the M3 corridor.

The central growth estimate projects 2583 trips generated by the port activities, including 553 truck trips. This represents a conservative estimate of generated trips primarily reflective of the uncertainties in trip generation rates. See Table 2-11 for rationale.

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2.5 Traffic Forecast Summary

The composite traffic forecasts produced by the methodology described above are summarised in Tables 2-11, 2-12, for central, low and high growth respectively. These are summary tables, showing AADT (excluding two-wheelers and non-motorised vehicles) for scheme opening year, 2011, and final evaluation year, 2030. Forecasts are provided for both online and offline variants of the project Figure 2-3 illustrates forecasted volumes by 2030.

Table 2-11. Estimated Traffic Generation Giurgiulesti Free Port

Giurgiulesti Free Port - Traffic Generation Growth Scenario Dry Cargo Low Central High Annual Forecasted Throughput Dry Cargo Terminal w/o oil products 250,000 940,000 940,000 Truck Mode Share 80% 80% 80% Annual Tonnage on Truck 200,000 752,000 752,000 Average Number of trucks based on 10t* load per vehicle 20,000 75,200 75,200 Daily Trucks (LGV & HGV) per working day (Mo - Fr) 77 289 289 Oil product delivery Forecasted Throughput oil products, annual tonnes 200,000 500,000 500,000 Tanker truck trips (return trip) 30t load per vehicle 6,667 16,667 16,667 Daily Truck Trips per working day 26 64 64 Bio-ethanol production site Needed material per day 0 t 1000 t 1000 t 10 t trucks daily - return trip 0 200 200 Economic Free Zone Port trip generation based on number employees (all activities) 400 800 1,600 Vehicle trips per Employee (commute & business generated trips) 2.5 2.5 2.5 Trips 1,000 2,000 4,000 Passenger Port Passengers/day 250 250 250 Work Force 21 21 21 Buses/cars trips 30 30 30 Total vehicle trips 1,133 2,583 4,583 * (Dorsch Consult Due Diligence 2006)

Table 2-12. Summary of Traffic Forecasts: Low, Central, High Growth

Online Scheme Low Growth Central Growth High Growth 2011 2030 2011 2030 2011 2030 Sect. No. From To AADT AADT AADT AADT AADT AADT 7 Comrat R38 3,091 7,018 3,306 9,869 3,549 13,361 8 R38 Ciumai 1,088 2,693 1,240 4,261 1,432 6,471 Source: The Consultant

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Figure 2-3. 2030 Traffic Forecast (AADT)

Low 2030 Central 2030 High 2030

30,000

25,000

20,000

15,000

10,000

5,000

lia n 8 lesti - R3 rban Mare u i imis U omrat ia C isl R3 - C m islia Ci m Comrat UrbaComrat - R 3R 38 - Ciumai Porumbre Ci Vulcanesti Urbanti -Slobozia are - Giurgi s M Ciumai - Vulcanesti e Chisinau - Porumbrei ia lcan u V loboz S

Source: The Consultant

2.6 Road Safety Analysis

Traffic safety conditions in Moldova are characterized by a still low motorization index (vehicles available relative to population) and a high level of traffic accidents resulting in a high rate of fatalities. As presented in Table 2-13, the number of fatalities per 1000 registered vehicles is almost eight times higher in Moldova if compared to the situation in a Western European country like France:

Table 2-13. Fatalities per 1000 Registered Vehicles

Country Registered Population Accidents/year Fatalities Fatalities/ 1000 vehicles (2007) Registered vehicles France 37,150,988 63,392,000 81,272 4620 0,1 Moldova 586,015 3,581,100 2437 464 0,8

In the Republic of Moldova, traffic accident data are collected and recorded by the Road Police Division of the General Department of Public Police and Internal Affairs. Statistics are collected on accidents resulting in injuries or fatalities. Non-injury accidents are not included in the statistics.

The Ministry of Internal Affairs communicated recently the following information:

• In 2007, 2,437 road accidents occurred in total, resulting in 464 fatalities and 2,984 injuries. • 279 road accidents, which constitute 11.4% of the total, were due to unsatisfactory road conditions resulting in 62 people dead and 358 injured.

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• Subsequent analysis identified 80 road sections with a high frequency of accidents. (244 road accidents, 102 fatalities, 340 injuries). • A major problem, needing an urgent solution, is the reduction of the road sections with a high frequency of road accidents. Therefore it is of high urgency to develop measures to ensure the road safety of the public on these dangerous sections. In order to address the problem the Ministry of Internal Affairs together with the State Road Administration carried out an examination of the identified sections and proposed counter measures.

2.7 M3 Chisinau - Giurgiulesti Traffic Accident Data

Traffic Accident Data for the study corridor was requested from the Road Police Division and received for the years 2004 through 2007. In addition, summarized data for the first half of 2008 was also obtained.

Corridor Specific Information Between 1 st of January.2004 and June 31 st 2008 a total of 106 accidents (injury and fatalities) occurred along the study corridor. The recorded accidents resulted in 159 injuries and 35 fatalities. Figure 2-4 presents the number of injuries and fatalities by year. After a short decline between 2004 and 2005 absolute numbers of injuries as well as fatalities increased dramatically. Note that data for 2008 represents only first half of the year. Between 2004 and 2007 injury accidents increased by 130% and fatalities by 160%. The number of fatalities in the first half of 2008 (13) are almost as high as the total of 2006 and 2007 combined. It is also noted that traffic volume increased in the range of 3 to 5 percent annually).

Figure 2-4. Number of accidents on M3 January 2004 – June 2008

Number of Accidents on M3 2004 through 2008 (note data for 2008 for first half only)

2008*

2007

2006

2005

2004

0 10 20 30 40 50 60

Injuries Fatalities

Source: Consultant, data Ministry of Internal Affairs

The data received from the Road Police Division contained some data items regarding type and cause of the recorded accidents. Table 2-14 presents the type of accidents. From all accidents 56 % were vehicle with vehicle collisions, followed by a combined 31% of single vehicle accidents (inversion, obstacle, stationary vehicle), and approximately 11 % involving pedestrian and cyclists. The majority of accidents were caused by either speeding (45%) or drunk driving (14%). More than 10% involved pedestrians and cyclists.

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Table 2-14. Types of Accidents on M3 Type of accident Number Percent of Total Collision 47 57.3% Inversion (roll-over) 12 14.6% Stationary vehicle 5 6.1% Obstacle 9 11.0% Pedestrian 2 2.4% Cyclist 7 8.5% Non-motorized vehicle 0 0.0% Total 82 100.00% Source: Consultant, data Ministry of Internal Affairs

2.8 M3 Accident Patterns – Black Spots

The analysis of the accident locations revealed five distinct “black spots” with a high frequency of accidents along the Chisinau – Giurgiulesti corridor. The identified locations correspond with the locations identified by the Ministry of Internal Affairs. Along the project roads a black spot was identified Between Chirsova and Congaz. On this 2 lane section between the villages of Chirsova and Congaz with a straight alignment and high visibility accidents reoccurred, most likely due to speed differential, high speed, and mix of traffic modes. Suggested improvements include rehabilitation of the carriageway, renew the road markings and ensure lighting during night time.

The following general safety improvements were suggested by the Road Police Department of Moldova for the M3 corridor:

• The implementation of modern traffic survey technologies which would transmit the images and information directly to the control stations in Chisinau and to the respective police units in the districts; • To supplement the police staff for the survey and monitoring of the dangerous and high risk sections; • European standard road signing and marking. For example, the indicators which show the four lane section is ending will become a two lane section, should be placed at 500, 300, 200 m, etc from the point of lane reduction; • On the sections with trees planted on the roadside: to plan some crash barriers in order to avoid the impact with the trees. It should be done at least on the high risk sections first; • Not to plant any tree on the new road sections (on the extensions); • To make a meticulous examination of the soil in the land sliding risk sectors, to reconstruct and reinforce the road in these sectors and limit the future consequences of the road sliding, as much as possible.

2.9 General Safety Strategies

Roll-over Accidents at Bends The apparent cause of these accidents is usually the driver entering the bend at excessive speed. The reason for this can be because the driver was wilfully travelling at a high speed, was

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paying insufficient attention or because he misjudged the severity of the bend. Such misjudgements can be caused because of the bend’s visual configuration, poor delineation or because it was unexpectedly sharp. Therefore for all bends below the desirable minimum standard, warning signs should be provided to give the driver an idea of the severity of the bend. This should ideally follow a standard whereby the most dangerous bends have the highest level of signing and marking.

Hazardous bend signs placed in front of the bend inform the driver of how the horizontal road alignment changes. Edging the signs with fluorescent strips will improve complicity. Advisory information can be written on the road or placed on speed limit signs. The information should inform the driver of how severe the hazard is and provide readily understandable advice on how to navigate the hazard safely.

Overtaking and Head-on Collisions Another major problem occurs when drivers sometimes ignore the no-overtaking enforcement. Where head-on accidents are a problem, double white lines should be enhanced. Since line markings are widely ignored in Moldova, more physical deterrents to crossing the centre line are required. A variety of traffic engineering devices have been developed that could be used in similar circumstances, from rumple strips (profiled line marking) to heavy duty road studs.

The differential between the speed limits inside and outside a village can be large. If drivers have been travelling along rural roads subject to the national speed limit for an appreciable distance, they may not recognize the need for greater care and lower speeds. They may be unaware of a lower speed limit or of their own speed and may respond late to the lower limit. In particular they may be unaware of the increased risk of an accident, especially with a vulnerable road user. Speeds observed through villages are often high compared to what is appropriate for the conditions. Although village name signs together with speed limit signs have been conventionally used to mark the entry to a village these are largely ignored by the drivers. Other features within the village, respectively at the entrances, should be considered, if appropriate, to urge the driver to keep an appropriate speed. These may include reductions in road width, traffic islands and mini- roundabouts.

Rehabilitation and Enforcement Unfortunately it is likely that accidents will increase as a result of the road rehabilitation improvements as it will be much easier for drivers to travel at greater speeds. From the engineering point only limited possibilities exist to oppose this tendency to higher speeds, and Police action to enforce speed limits is probably the only effective way to limit accidents.

Safety Features to be considered In the Design However, the following work items should be considered, where appropriate, in the detailed design phase of the project to enhance traffic safety:

Install and replace delineation Install rumble strips Install crash barriers Replace deficient signing, as needed, using current standards Separate traffic modes, i.e. provision of sidewalks Install traffic islands and pedestrian refuges Restore sight distance at public road junctions and the inside of curves through low cost measures if they are available such as removal or relocation of signs and other obstructions, and cutting back of vegetation

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Safety and Miscellaneous Design Items In addition to the requirements on the road geometry, junction design, road furniture and markings, International Design Manuals include recommendations for safety and miscellaneous design items, which are considered in the design review of the project as follows:

• Safety Rest Areas and Scenic Viewing Points • Bus Lay-bys and Parking Bays/Lanes • Public Utilities • Safety Barriers • Emergency Escape Ramps

Road Furniture and Markings Adequate road furniture and markings in conformity with international standards and/or improved project standards are included in the design to provide for the road users suitable:

• Signalization • Orientation • Safety

Road Markings and Marker Posts For appropriate guidance during the day and especially at night or during adverse weather conditions (e.g. rain, fog) road markings are considered in the design. For the centreline and other markings, which are often crossed by vehicles (e.g. at lay-bys or junctions), thermoplastic material should be specified, which has a long service life and reduces maintenance requirements. All other markings, which are usually not crossed by vehicles, will be provided in ‘ordinary’ road marking paint due to economic reasons.

Traffic Signs For signalization danger warning and regulatory signs (e.g. speed limit, curve warning, give way) will be considered as well as standard 1.6m x 1.5m destination signs according to international practice. In order to provide an optimum signalization and orientation during darkness all road signs will be specified to be retro-reflective.

Kilometre and Guide Posts The kilometre and guide posts should be upgraded. Therefore an improved type of guide post should be developed and used for the present project.

Guard Rails Galvanized steel guard rails will be considered at high embankments, at bridge approaches, etc. They will exclusively be installed with bevelled/buried end sections, because these provide a higher safety than the ordinary end pieces.

Populated Areas

Speed Calming System (SCS): As observed during the site inspection and as pointed out by town officials during our visit, a major concern is the high speed of vehicles entering or passing through sensitive areas. Consequently, an appropriate Speed Calming System (SCS) should be developed to increase road safety.

Pedestrian Walkways: Where the site conditions (space) allow, pedestrian walkways will be considered which are separated from moving or stopping traffic (carriageway or parking bay/lanes) by a kerbstone for the best possible safety of pedestrians and their convenience as well.

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3. TOPOGRAPHICAL SURVEY AND MAPPING

Topographical survey works were under taken in fall 2008 and the surveys were carried out with MOLDREF 99 coordinates and Baltic altitude system. The works were carried out according to the technical requirements and according to the current standards in Republic of Moldova:

1. Topographical instruction at the scale 1:500 – 1:5000 MD 36-05-06-97 2. Cartographic objects at the scale 1:500 – 1:5000

According to these technical requirements the necessary works for topographical survey and outlines were carried out. See Tables 3-1 and Tables 3-2 for the survey Benchmarks.

The topographic-geodesic network survey was created in the following way:

• The placed stations in planimetric and altitude connection of the topographical survey points were reinforced, fixed to the local objects, metallic piles. • For the topo-geodesic works, the basic network was carried out, with the intersection method with the total station. • The angles and lines measurements were carried out with an electronic tachometer „Leica TC 405”. • The angles between the road lines were measured with the total station, in the tripod measurement system from a complete reception. • The technical characteristics of the road, measured with the total station, and the evaluation of their precision are described in the Annexes. The deviation from the measured values resulted from the linear and angle measurements, as well as altitude measurements do not exceed the admissible values.

For the topographical measurements:

• The relief tachometer measurements and of the additional surfaces was carried out at the scale 1:500; • Marking the horizontals by step of 0.5m; • The measurements are carried out with MOLDREF 99 coordinates, with Baltic altitude system.

Field works The measurements were carried out with the intersection method with the electronic tachometer. The measured surface was traced in detail on situ, were indicated in the coordinates order and the additional measurements were done in places were the coordination was not possible due to the obstacles.

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Table 3-1. Survey Benchmarks: Comrat South to Ciumai

Distance from axe , m Level of Nr Km Rp benchmark (m) Left Righ t x y 1 97,313 Rp 28 64.487 - 10 125077.337 219376.632

2 98,131 Rp 27 67.029 - 8 124259.4 219400.708

3 99,176 PP 15 58.614 - 29 123215.042 219431.486 4 100,227 Rp 26 54.480 7 - 122196.894 219252.392 5 101,302 Rp 25 52.804 8 - 121160.919 218964.69 6 103,120 PP 14 48.472 12 - 119423.3 218432.409 7 103,703 PP 13 49.447 - 9 118856.167 218296.754 8 102,208 Rp 24 54.086 9 - 120288.255 218717.663 9 104,578 Rp 23 50.187 - 10 117998.172 218126.641 10 105,485 Rp 22 52.900 - 10 117108.394 217949.478 11 106,504 PP 12 53.615 11 - 116104.456 217773.848 12 107,467 PP 11 53.631 - 14 115199.348 217436.335 13 107,921 Rp 21 52.423 10 - 114746.728 217494.35 14 108,359 Rp 20 52.041 9 - 114312.77 217416.714 15 109,278 Rp 19 46.377 - 12 113416.101 217217.185 16 110,321 PP 10 48.564 8 - 112389.223 217033.912 17 111,180 PP 9 55.232 - 10 111549.891 216850.01 18 112,180 Rp 18 44.010 - 11 110568.729 216656.609 19 113,229 Rp 17 38.685 14 - 109534.739 216476.247 20 114,172 PP 8 34.659 8 - 108648.306 216160.845 21 115,352 Rp 16 39.399 7 - 107573.354 215673.745 22 115,896 Rp 15 37.184 13 - 107135.162 215457.898 23 116,577 Rp 14 37.426 6 - 106456.563 215172.615 24 117,350 PP 7 34.310 - 12 105740.14 214881.748 25 117,613 PP 6 33.316 11 - 105485.601 214812.024 26 118,376 Rp 13 33.243 - 10 104394.874 214228.57 27 119,463 PP 5 33.044 - 9 103877.685 213942.378 28 120,347 PP 4 34.055 8 - 103082.242 213556.957 29 121,174 Rp 12 49.140 - 9 102352.69 213167.255 30 121,501 Rp 11 52.852 11 - 102051.919 213036.16 31 122,182 Rp 10 27.111 - 9 101454.047 212710.169 32 122,807 Rp 9 28.552 - 22 100894.153 212424.69 33 125,157 Rp 8 44.732 - 9 98556.797 212706.12 34 126,012 Rp 7 40.92 9 - 97728.019 212918.23 35 126,996 Rp 6 34.694 8 - 96763.873 213112.435 36 128,239 Rp 5 35.722 8 - 95524.999 213209.211 37 129,180 Rp 4 36.274 - 8 94585.803 213265.966 38 129,979 Rp 3 44.317 9 - 93791.018 213347.248 39 130,889 PP 3 41.125 11 - 92883.381 213429.05 40 131,219 PP 2 49.616 7 - 92554.387 213391.303 41 132,398 Rp 2 72.138 - 10 91393.259 213187.756 42 132,762 Rp 1 73.825 - 10 91027.943 213182.838 43 133,699 PP 1 73.558 10 - 90095.95 213284.314 44 134,232 PP 20 73.764 - 9 895605.487 213227.855

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Table 3-2. Survey Benchmarks R-38 to Ciumai Distance from axe , Level of m Nr Km Rp benchmark Left Righ t (m) stinqa dreapta x y 1 136,197 PP21 78.67 14 - 87622.145 213130.11 2 137,183 RP50 86.88 - 86644.117 213260.464 3 138,232 RP51 87.92 11 - 85611.358 213443.202 4 139,200 PP22 77.05 8 - 84652.66 213580.042 5 139,534 PP23 69.01 8 - 84326.176 213650.25 6 141,949 ALU6 39.69 6 - 81941.281 214032.086 7 142,436 ALU5 35.65 7 - 81458.205 213964.32 8 143,079 ALU4 37.66 - 7 80826.388 213841.793 9 140,636 RP52 51.83 - 9 83235.22 213809.397 10 143,847 RP53 39.61 - 41 80061.78 213758.479 11 144,847 RP54 22.1 - 9 79061.487 213788.171 12 145,994 RP55 9.23 11 - 77914.872 213806.765 13 150,449 RP56 7.4 49 - 73471.146 213624.034

Levelling the topographic network and calculating the coordinates The levelling of the network and topographical measurements and calculating the coordinates points of the basic network was carried out with the programme „CREDO DAT 3.0”. The levelling materials and the coordinate’s calculation are shown in the Annexes. Creating the digital model of the locality, placing the points was carried out with the programme „ROBUR”.

Creating the outline digital plan Creating the topographic plan was carried out with the programme „AUTO-CAD», based on the obtained information after the field measurements at the scale 1:500. As the basic parameters for the outline digital plan was the coordination system – MOLDREF 99 in the Baltic altitude system with measurement unit in meters. The graphical data was saved in data – dwg, dxf format. The topographical survey data was printed at the scale of 1: 500.

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4. GEOTECHNICAL INVESTIGATION

4.1 Geotechnical Overview

General For the preparation of the Engineering design of the road sections from Comrat to the junction with R38 (Project km96.8 to km135.4) and from the R38 junction to Ciumai (Project km135.4 to km151.2) which are part of the M3 Chisinau-Giurgiulesti road geotechnical and materials investigation had to be carried out to provide the design team with the required reliable geotechnical and material information. The two road sections from Comrat to Ciumai with a combined total length of about 55km are a two lane road with an asphalt surface.

This section provides an overview of the characteristics of the terrain and foreseen difficulties during the rehabilitation works for the M3 road sections from Comrat to Ciumai. It describes the general methodology that was used to conduct the geological and geotechnical studies and investigations and studies undertaken to assess the geomorphologic and geotechnical characteristics along the project road, identify potential critical areas and determine relevant subgrade parameter for the pavement design. Additional detail is provided in the Geotechnical report in Appendix.

Information obtained from geological maps and available reports was used to set up the geological outline of the project area and determine the geomorphologic and geotechnical characteristics along the project road.

Geology In the geological structure of the Republic of Moldova the Neogene, Quaternary and contemporary deposits are prevalent. Most ground water bearing stratums are related to the depths of Neogene deposits.

The Neogene deposits are developed all over the Republic and are represented by sands and loams, limestone and marls. In south – west the thickness of Neogene deposits reaches 400 m.

The Quaternary deposits are developed almost overall in Moldova. In the river valleys their depth reaches 30 m. The thickness of deposits is increasing from north to the south. The loess-type loamy soils, sands, loams, silts and pebbles of the river valleys are prevalent.

From the geomorphologic point of view the two road sections from Comrat to junction with R38 and from the junction to Ciumai are confined to the lower-middle part of the right bank of the Ialpug River valley, sectioned by small inflows.

There are no unfavourable physical-geological process and phenomena except of the local erosions at the culverts.

The whole length of the two road sections is situated in seismic zone 8.

Climate The climate of the Republic of Moldova is moderately continental. It is characterized by a lengthy frost-free period, short mild winters, lengthy hot summers, modest precipitation, and long dry periods in the south.

Considering the cohesive subgrade and embankment fill along the project road attention has to be paid to the influence of freezing temperatures to the pavement layers and subgrade.

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4.2 Geotechnical Field Investigations and Laboratory Tests

Investigations The scope of the geotechnical study relates primarily to the assessment of the subgrade strength, the type and structure of the existing pavement, the location of suitable construction material and provision of parameter for elaboration of rehabilitation measures and pavement design.

Geotechnical field works for the preliminary design commenced in November 2008 and were completed during December 2008. Based on the results of the preliminary investigations an additional field investigation, sampling and laboratory testing program has been developed and implemented for the detailed engineering design phase. The site investigations for the detailed design commenced in April 2009 and were completed in May 2009.

The two phases of investigations and field surveys were carried out by the Consultant’s Geotechnical Engineer assisted by a team from Universinj SRL in Chisinau.

For the preparation of the engineering design the field studies for the material and site investigations included the following:

• Excavation of Trial pits along the existing road alternating between right and left lanes at nominal intervals of 3.0km, • Execution of Dynamic Cone Penetration Tests (DCP) at 0.5km intervals at the same locations as the core samples, • Drilling and extraction of Asphalt cores have been executed at 0.5km intervals • Execution of plate load tests on top of the existing base layer

For the design, surveys and investigations the project road has been subdivided into two (2) distinctive road sections. In the following investigations, tests and results for each of the road section will be listed separately.

Laboratory Tests Laboratory tests were performed on soil and asphalt samples extracted during the field investigations to determine the main parameter.

Samples from each type of subgrade soil encountered, existing base and asphalt layers were collected from site and brought to the Soils- and Materials Laboratory “State Organization Institute INGEOCAD” in Chisinau for testing.

Analyses of samples from existing asphalt were done by the Testing Laboratory of the “State Road Administration” of the Republic of Moldova in Chisinau.

The following laboratory testing has been executed on soil samples for the engineering design: • determination of grain size distribution • determination of natural moisture content

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• determination of Atterberg limits • execution of Proctor tests (moisture density relation, MDD/OMC) • determination in-situ density • determination of modulus of deformation / elasticity • determination of salinity On samples from the existing asphalt pavement, consisting of the top asphalt layer and lower asphalt layers, the following laboratory tests have been performed:

• determination of bitumen content • determination of aggregate grading

Laboratory tests were carried out according Russian Standards as the available and existing laboratory equipment complies with GOST and other Russian Standards, guidelines and regulations.

4.3 Evaluation and Recommendation

The existing pavement of the two M3 road sections from Comrat to Ciumai have an asphalt surfacing consisting of two, locally only one or three layers. The road is over greater length constructed on an embankment of varying height. Remaining sections are at or near natural ground level.

During the field investigations it was reported by residents of Chirsova that near the church (around km115) there has been a tunnel in former times across the road in a depth of 3 to 4.0m below surface. If this tunnel still exists or has been fill up could not be verified during the investigations. During construction works in this road section attention should be paid to any settlements or depression in the road or other unusual observations with regard to subsoil performance.

Evaluation of each road section has been done based on all available information and results for the existing bituminous layer (actual condition, re-use), existing base course (grading, bearing capacity) and subgrade condition (determination of design subgrade strength).

The existing pavement consists mainly of two asphalt layers, locally one to three layers have been recorded. The asphalt is generally underlain by a layer of crushed limestone or naturally gravel which is considered the base course. A subbase layer has not been detected during the investigations. The subgrade material either natural ground or embankment fill has over the full length of the road sections a cohesive characteristic and has been classified as sandy clay with low to medium plasticity.

The subgrade material along all road sections contains material aggressive to cement concrete. Appropriate protective or other measures have to be taken for all concrete structures in contact with subgrade material to avoid damage to concrete structures due to the saline content of the subgrade

For design purposes it is important that the strength of the subgrade is not seriously underestimated for large areas of pavement or overestimated to such an extent that there is

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a risk of local failures. Based on field and laboratory tests the preliminary subgrade design CBR has been determined as 7% for both project road sections.

In selecting the design CBR value for the subgrade, consideration has been given to the likely moisture conditions applying during construction, assuming that appropriate precautions are taken against excessive disturbance, as shall be demanded by the Specification. Also the likely long-term equilibrium moisture condition has been considered, making reasonable allowance for moisture ingress through the pavement, but assuming drainage is correctly installed as designed.

Most of the length of the project roads sections is in fair to poor, only locally very poor condition. However the existing bituminous road surface on some road sections is widely in a condition which needs major maintenance and repair where rutting, depressions, alligator cracking and frequent transverse cracks have been recorded

For the rehabilitation of the M3 road sections from Comrat to Ciumai it is recommended to construct a new pavement over the entire length for the following reasons:

The existing asphalt pavement has or will shortly reach the end of it design life The pavement requires strengthening to be able to carry the future traffic load Width of existing pavement is varying and needs be adjusted to fit the cross section of relevant road category

For the rehabilitation works it is recommended to remove and/or recycled and reuse the existing asphalt in a cold recycling process with or without the addition of stabilising agents. The existing crushed limestone base may be left in place where the design permits as a capping, improved subgrade layer or part of subbase.

Along most of the length of this road section direct-in-place cold recycling of the existing asphalt pavement is feasible. The direct in-place recycling method normally requires road sections with sufficient subgrade strength and a horizontal and vertical alignment following closely the existing road alignment.

In other sections with considerable change of the vertical or horizontal alignment the indirect- in-place cold recycling method should be used and the existing pavement material should be reused and incorporated as part of the new pavement structure where ever feasible. New asphalt pavement layers can then be placed on the recycled layer.

Considering the very limited availability of high quality aggregates for road construction, reuse and recycling of existing pavement material has to be a priority during any rehabilitation works.

4.4 Construction Material Sources

Natural sources for high quality aggregates for road construction and other purposes are very rare in Moldova. The only existing and operating rock quarry in the country which is the main if not only source of high quality aggregates near Soroca and is located at the northern border to the Ukraine.

Granular deposits exist along rivers at the western and eastern border of the country. However most of these old borrow areas are closed and do no longer operate as they are located in environmental protected areas. Locations of main material sources in the republic

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of Moldova are shown on the (Appendix A 1.3, Figure 5) . In the central and northern part of the Republic of Moldova there are several locations where limestone is extracted and processed. For the most southern section of the project road the import of high quality aggregates from neighbouring countries as Romania may be an option.

Other construction materials needed for the road pavement construction as bitumen and cement are also not or not in the required quantity available in Moldova. For the asphalt pavement construction besides aggregates, bitumen is required as the main component and binder. Bitumen products for road construction are not produced in Moldova and have to be imported. Cement is locally produced, but the demand exceeds presently the production. It has therefore to be expected that part or all of the cement for construction of structures and road works has to be imported.

4.5 Conclusion

The main aim of the investigations was to define a realistic subgrade CBR valid for most of the road length. DCP tests and Static Plate load tests have been used for the determination of the in-situ CBR values and subgrade design values.

The results of the Plate load tests on top of the base layer with only one value below 2 45MN/m for E v2 show that at the top of the existing base course fulfils the requirement for a 2 road foundation according German Standard (RStO) (Ev2 >45MN/m ) for both road sections. The conversion of the deformation module into CBR values >15% confirm the acceptable bearing capacity at top of existing base layer.

A new pavement structure to carry the future traffic load can directly be placed on the existing granular base layer if the geometrical design permits.

Locations with lower E v2 values correspond with lower base course thickness. At these locations the existing base layer should be increased to about 200mm.

The existence of wet soil and soft spots, also not encountered during the investigations cannot be excluded. At such locations the subgrade will be subject to a soil replacement with increased capping layer thickness. Where widening of the pavement is required on the existing embankment the same condition for the road foundation shall be provided as exists for the old pavement.

The whole length of this road is situated in seismic zone 8.

4.6 Earthworks

Where earthworks are required, these have been designed with full attention to the nature of the available materials and their strength and engineering properties. Where the existing profile is altered or the road widened, care has to be taken to adequately choose and place the material according requirements and that new fill is properly bonded to the existing work

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and that new fill material is suitable for use in the specific circumstances in which it is to be placed.

As far as practical the material resulting from cuts, widening of cuts or other excavations in the road reserve shall be utilised for construction of earthworks if suitable. Material which will not be used in earthworks due to quality or other reasons may be stockpiled for future use as topsoil or side fill.

During construction all earthworks shall be kept well drained and protected at all times. All windrows shall be cut away after construction to prevent the concentrated flow of water on completed earthworks layers, but, where necessary, flat berms shall be constructed to prevent the undue erosion of fill slopes. All permanent drains shall be constructed as soon as possible, together with sufficient additional temporary drains as may be necessary to protect the road prism, and shall be maintained in a good working order. Ruts, potholes, soft spots or any other damage developing in the earthworks after completion shall be repaired, and the damaged portions shall be reshaped and re-compacted. Side drains discharging water from cuts and all other drains shall be constructed in such a way that damage to the earthworks by erosion is avoided.

Proper precautions and temporary measures shall be taken in all cases to ensure that the method or procedure by which the fills are constructed will not impose loads on structures, especially on uncompleted structures, which may damage or overstress such structures.

All excavation shall be carried out to the required lengths, width, depths, inclinations and curvatures as required for the construction of the project. Wherever necessary for safety of the persons on site, adequate barricades and protective covers shall be provided around all excavations. The base of all excavations, after being trimmed and levelled, shall be well compacted to form a solid formation. To prevent damage to the prepared formation from weathering or construction activities adequate protection is required.

During construction, every effort should be made and measures taken to protect the subgrade before rain can soften it. Any subgrade material exposed during excavation works which will form part of the works should be protected from the ingress of water. Excavated material intended to be used or re-used should also be protected from water to avoid saturation and become unsuitable.

Embankments and other areas of fill shall be constructed evenly over their full width and their fullest possible extent and the Contractor shall control and direct constructional plant and other vehicular traffic uniformly over them. Damage by constructional plant and other vehicular traffic shall be made good with material having the same characteristics and strength as the material had before it was damaged.

For the construction of a new pavement on the existing embankment it is important to start the new pavement construction on a formation that is shaped to allow adequate drainage and is sufficiently compacted. Compaction control tests and preferable plate load tests should be carried out to confirm the compliance of the formation with the design requirements.

Embankment Construction Materials for embankment construction shall be taken from the identified and recommended borrow areas or other material sources with similar or better material quality.

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For construction of new embankments materials classified in the A-1, A-2-4, A-2-5, or A-3 groups according AASHTO M 145 shall be used if available and compacted to not less than 95% of the modified maximum dry density. Material of this character is not or only in greater distance available in the required quantity in the project corridor. If materials of the A-6 or A-7 groups will be used this has to be done with extreme care. Materials from these groups shall be compacted to not less than 95 % of the modified maximum dry density as determined in the laboratory and within two percentage points of the optimum moisture content. The material for the embankment construction has to be placed and compacted in layers not exceeding 250mm after compaction. The general fill material for embankments shall have a CBR equal or greater than the subgrade design CBR used in the pavement design.

Embankment construction or widening of embankments shall commence following the removal of vegetation and organic top soil where existing. Locally soft or muddy soil shall also be removed. Locally standing water on the surface may occur during times of higher rainfall. Prior to embankment construction this areas shall be drained to remove the surface water. Where a natural drain into near channels or ditches is not possible due to elevation difference the water has to be removed by pumping.

Construction of new embankments shall start at low point and material placed in layers approximately parallel to finished grade. The roadbed should be crowned or have other slopes to provide drainage at all times. Suitable equipment is required for spreading and to obtain uniform moisture content and layer thickness. The moisture content of the material placed should be at the time of compaction being within 2% of the optimum moisture content determined in the laboratory.

Material from recommended sources shall be placed in layers. The natural ground and the lowest layer of high embankments over soft ground shall be compacted to at least 92% of the modified maximum dry density (AASHTO T180) determined in the laboratory. The 500mm soil layer immediately beneath the subbase or capping layer should be compacted to at least 95% and shall have a CBR of equal or greater than the relevant subgrade design CBR (at 95%MDD) used in the pavement design. Compacted layer thickness shall not exceed 250mm. The embankment shall be constructed in such a way that at any time the surface is kept shaped and compacted so that surface water can run off quickly.

Where any additional material has to be imported to obtain the required level and layer thickness, and where the thickness of the layer of imported material would be less than the minimum layer thickness of at least 100mm after compaction, then the existing embankment material shall be scarified, the necessary imported material placed, and this combined material mixed and compacted to the full specified depth of the layer.

Where widening of the existing embankment is designed, it is essential to avoid different settlements of the road at the joint between the existing embankment and the new embankment which may result from the different stiffness and degrees of compaction of the existing and new fill. For widening of the existing embankment benching is an essential requirement for technically sound widening works. The following major steps for benching into an existing embankment slope should be followed:

• remove top soil and vegetation from the existing slope • cut horizontal benches in the existing slope to a sufficient width to blend the new material with the existing embankment and to accommodate the placement, and compaction operations and equipment • bench the slope as the embankment is placed, and compact into layers.

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• begin each bench at the intersection of the existing slope and the vertical cut of the previous bench. Re-compact the cut materials along with the new widened embankment.

Recommended width of the base of each bench is >2.00m with height of the bench back slope < 0.75m. This is to allow compaction and grading equipment to work on a level surface at any elevation from the bottom to the top of each bench.

Compaction of fill material placed upon an existing embankment slope, especially thin “sliver” fills of 1.0m or less thickness, is especially difficult. Conventional compaction equipment cannot be used on slopes as steep as a typical highway embankment, which means that fill placed directly on such a slope will generally be either poorly compacted or un-compacted, which leaves it highly susceptible to erosion or sliding failure. Even if compaction can be assured in such a fill, the sloping interface between the existing surface and the new fill provides a potentially weak continuous plane along which a shear failure may develop. This shall be avoided by using benching which creates a “stair-stepping” surface which improves stability by inhibiting the development of a contiguous shear plane along the interface.

The new pavement layers including capping layer where require and sub-base course shall be placed over the entire construction width.

Embankments shall be constructed according designed cross sections as shown on the relevant drawings and shall have side slopes as follows:

1 : 3 (vertical : horizontal) for shallow embankments (height <3.0m); For higher embankments a slope of 1:2 to 1:1.5 should be used.

Construction of Cut Sections The construction of new cuttings or widening of existing cut sections invariably disturbs the natural stability of the ground by the removal of lateral support and a change in the natural ground water conditions.

The engineering design requires only at a very few locations the construction of cut sections of marginal height.

New or widened cut slopes should be constructed according the design as shown on the relevant drawings with the following recommended slopes:

1: 1.5 (vertical: horizontal) for cut slopes < 3.0m

1: 1.75 (vertical: horizontal) for cut slopes from 3.0 to < 6.0m

For cut slopes higher than 6.0m general benching is recommended and a slope of 1 : 2.

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Capping layer/improved subgrade/soil replacement Rehabilitation measures along the road include the removal of the existing pavement and replacement of wet muddy and soft soils. The minimum thickness of locally required soil replacement will be the capping layer thickness according pavement design. The capping layer (improved subgrade) thickness may vary depending on the local conditions along the road sections.

The soil replacement and construction of a capping layer is required to provide sufficient cover on weak subgrades. These measures are used in the lower pavement layers as a substitute for a thick sub-base to reduce costs. The requirements are less strict than for sub- bases.

A minimum CBR of 15 per cent is required for capping material at a density of 95%. The minimum required degree of compaction is 95 % MDD. Recommended grading or plasticity criteria are not given for these capping materials. However, it is desirable to select reasonably homogeneous materials since overall pavement behaviour is enhanced by this. The selection of materials which show the least change in bearing capacity from dry to wet is also beneficial. The capping layer or soil replacement material in cut sections shall have a low permeability to prevent ingress of water from the surface or granular pavement layers into the subgrade.

4.7 Operation of Borrow Pits

If the volume of suitable material arising from the excavation is insufficient to meet the requirements for construction of embankments or fill, additional material shall be taken from approved borrow pits.

Where the Contractor finds it necessary to import material for earthworks or pavement onto the site from borrow pits he shall be entirely responsible for the location and operation of such pits and for obtaining all necessary permits and authorizations as well as for all acquisition of pit areas and meeting all claims for compensation resulting from the operation of such pits.

The operation of borrow pits shall comply in all respects with specifications and environmental requirements. Borrow pits shall be executed in a neat and regular manner so that measurements can be made if required when the work is finished. The borrow pits shall be restored according to the national norms and standards and in accordance with the technical specifications and environmental requirements.

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5 PAVEMENT CONDITION AND DESIGN

5.1 General

This section of the report covers the pavement design of the road sections from Comrat to the junction of M3 with R38 (Project km96.8 to km135.4) and from the R38 junction to Ciumai (Project km135.4 to km151.2) which are part of the M3 Chisinau-Giurgiulesti/Romanian border road. These two road sections have a combined length of around 55km.

Traffic counts and axle load weighing have been carried out to determine the existing traffic volumes and establish the base year traffic. Forecasts of future traffic have been prepared in terms of vehicles per day for each year over the evaluation period of the project.

The design of pavement rehabilitation works should consider in accordance with the Terms of Reference a limit of 11.5 ton axle load for the determination of the bearing capacity and a 20 year performance period.

5.2 Pavement Rehabilitation Options

Pavement rehabilitation measures are usually defined as a combination of repair and preventive treatments performed over a defined period of time to restore the ability of an existing pavement to carry expected future traffic with adequate functional performance. Pavement rehabilitation usually includes a combination of individual rehabilitation treatments that are required to repair existing deterioration and minimize future deterioration.

Only cosmetic treatment on a deteriorated pavement should be avoided as the effort and funds spent on such superficial repairs are essentially wasted. If the mechanisms that cause the distress in the pavement are not halted as part of the rehabilitation, the distresses will continue to appear with increasing severity and leading to more repairs and costs.

Minor rehabilitation measures without overlay include a series of repair and preventive treatments as patching, pothole repairs, and crack sealing and surface treatments.

Major rehabilitation measures applicable to the actual project are:

• Non-structural overlay • Structural overlay • Reconstruction with/without lane widening

Non-structural overlay Non-structural overlays may be placed on existing pavement to improve ride quality and/or surface friction. They are also placed to minimize the effects of aging of flexible pavements and minor surface irregularities. Non-structural overlays should not be placed where pavements show extensive signs of fatigue as longitudinal or alligator cracking, transverse cracking, faulting and pumping. Non-structural overlays are only effective if the existing pavement is structurally adequate with no or little signs of fatigue related distress or durability problems.

Structural overlay Structural overlays represent a wide variety of treatments to rehabilitate a pavement. They are used when a pavement has medium to high level distress which would make preventive maintenance/repair treatments too expensive or ineffective. However structural overlay should not be used in the following cases:

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• severe alligator cracking which will require complete removal and replacement of the pavement, • severe rutting indicates that the existing material lack sufficient stability • base course shows sign of serious deterioration and must be removed and replaced

Reconstruction with/without lane widening Reconstruction is the most invasive rehabilitation option; however it may be the most cost- effective if life cycle costs are considered. Reconstruction is most suitable for flexible pavements with high severity distress such as fatigue cracking or rutting or material durability problems. Reconstruction usually involves the removal and replacement of the entire pavement or larger parts of it, followed by the construction of new pavement layers.

Recycled material from the existing pavement and special recycling techniques may be used in reconstruction of the pavement layers. Recycling of existing asphalt and other materials has become very common with the increase of costs for new materials and increased costs of disposal. The cost effectiveness of reconstruction measures could be enhanced greatly by the application of recycled pavement materials.

There are two fundamental methods of asphalt recycling.

• Hot Mix Recycling (HMR) with or without new materials

• Cold Mix Recycling (CMR) of existing asphalt, bound and unbound material with or without new materials

Mixing of the recycled and new materials can be done in-situ, on-site or off-site.

Recovered materials should be used in such a manner that the expected performance of the pavement will not be compromised. Recycled materials differ vastly in there type and properties and certain limitations max be associated with their use.

5.3. Selection of Rehabilitation Measures

Within in the context of this report the selection and proposal of pavement rehabilitation measures is mainly based on technical reasons.

It must be noted that the selection of the rehabilitation measures are highly influence by the amount of future traffic expected on the pavement and the effect of climate. Future traffic is a key consideration, because traffic direct influences rehabilitated pavement structural capacity and performance for the anticipated design life. Along with future traffic, climatic condition can also cause premature failure of rehabilitation especially if non-durable materials are used.

The existing asphalt pavement has nearly reached the end of its design life but has due to lack of regular maintenance along several sections experience premature failure. The geotechnical investigations have shown that the asphalt is placed on a granular base consisting of crushed limestone or natural gravel over a cohesive mostly clayey subgrade. Locally deficiencies obviously related to improper drainage have been observed.

Considering the following major factors as:

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• severe deterioration of the asphalt on longer sections of the road, • locally improper drainage, • relatively soft limestone base, • weak subgrade, • future traffic load in the range between 7msa and 11msa, reconstruction of the pavement is recommended.

For the rehabilitation of the M3 road sections from Comrat to Ciumai it is recommended to construct a new pavement over the entire length for the following reasons:

• the existing asphalt pavement has or will shortly reach the end of it design life • the pavement requires strengthening to be able to carry the future traffic load • width of existing pavement is varying and needs be adjusted to fit the cross section of relevant road category

Overlay options are at this stage not considered a technical sound solution for the actual situation with severe deterioration of the existing asphalt pavement.

The rehabilitated pavement shall withstand deterioration caused by expected future traffic and by using materials that are durable enough to last through the anticipated design life and shall include recycling techniques to make optimal use of the existing materials.

The rehabilitation measure will be based on a pavement design which includes pavement layers of recycled materials and relevant recycling techniques.

For the pavement design of the project road sections the selection of standards has been done during the inception phase to include established and well known design methods from different areas. These are the Russian/Former Soviet Union standard and European/Western standards. The British standard as representing a European standard, the Russian Standard used in The Republic of Moldova before and an American standard as general western standard has been reviewed and commented on.

For the project road it is recommended to use the AASHTO Design Method as the data collection and compilation of required input values as traffic load and subgrade condition have been determined on the basis and method according AASHTO method. However, parallel to the AAHSTO design pavement, design calculations have been done according Russian standard for comparison.

5.4 General Design Principles

Pavement design is a process of selection of appropriate pavement and surfacing materials to ensure that the pavement performs adequately and requires minimal maintenance under the anticipated traffic loading for the design period adopted. This selection process involves adoption of material types, thicknesses and configurations of the pavement layers to meet the design and performance objectives. Performance objectives are to: • provide safe and comfortable riding conditions to all road users, being motor vehicles, cyclists and pedestrians, optimized for the road’s intended function and the level of use • provide low cost of ownership (i.e. minimum whole of life cost) to the State

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Road Authorities (Government) • comply with the Pavement Standards and other relevant State Road Authorities’ Guidelines and/or Standards

Pavement Types The international recognised Pavement Design Standards set out procedures for the design of the following pavement types:

• flexible pavements consisting of granular pavement materials with thin bituminous surfacing (“granular pavements”); • flexible pavements that include one or more lightly bound layers, either in situ or in a plant (“stabilised pavements”); • flexible pavements consisting of predominantly asphalt concrete layers; • rigid pavements (“concrete pavements”).

Flexible pavements consisting of granular pavement materials without dust free surfacing (“gravel pavements”) should be considered only for remote rural roads, minor access roads or temporary roads.

Design Parameter When designing or selecting a pavement, there are three fundamental external design parameters to consider:

• the characteristic of the subgrade upon which the pavement is placed, • the applied loads and • the environment.

Pavement Design Procedure The major influence on pavement design methods worldwide has the design method developed by the „American Association of State Highway and Transportation Officials“ (AASHTO). This design method defined in: ASHTO Guide for Design of Pavement Structures , 1993, Volume 1, Design Procedures for new construction or reconstruction is recommended to be used for the pavement design of the project road sections from Comrat to Ciumai.

The AASHTO Guide for Design of Pavement Structures is based on precise input numbers for material properties, performance, reliability and Traffic. The main input parameters required by the design method are:

• Traffic load • Reliability • Serviceability • Subgrade Strength In the following these parameters will be discussed and applied for the project road sections from Comrat to Ciumai. Design Life Design life is defined in terms of the cumulative traffic that can be carried before strengthening of the pavement is necessary. In this context, design life does not mean that at

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the end of the period the pavement will be completely worn out and in need of reconstruction; it means that towards the end of the period the pavement will need to be strengthened so that it can continue to carry traffic satisfactorily for a further period.

For the road sections Comrat – Ciumai a design life of 20 years has to be considered according the TOR and will be applied for the pavement design.

Traffic The traffic load is based on the forecasts of future traffic, vehicle damage factors and cumulative standard axles for a period of 20 years. Traffic counts have been performed which are used as the basic input figures for the determination of the traffic load.

The traffic counts and axle load weighing to confirm existing traffic volumes and vehicle composition along the length of the project road have been conducted during July and August 2008. As traffic flows are not constant throughout the year seasonal variation factor have been used to adjust the data from the month of survey to an “average” month.

Traffic growth forecasts have been developed with regard to the existing traffic volumes on the project road, as revealed by the traffic surveys, and anticipated national and regional economic development especially the commissioning of the port at Giurgiulesti and its subsequent impact on the demand for highway transport, also considering the effect of improved accessibility and connectivity resulting from project implementation.

The total forecasts volume of traffic during the design life is a two-way traffic. It is usually assumed that 50% of the total traffic goes into each direction. However the actual traffic survey has shown that the number of loaded trucks going south is considerable greater than in the opposite direction. The lane distribution factor for the design lane has therefore been taken as 0.6 (60%) instead of the usually 0.5 (50%).

For the pavement design the cumulative equivalent standard axles (ESAL) for each road section for a 20 year (2011-2031) design life are used. Detailed information regarding traffic is presented in the relevant chapter of the engineering report.

For easier reference the summary of the cumulative standard axles for each road section is presented in the Table 5-1 below:

Table 5-1. Cumulative ESAL for 20 year design life

Road section Cumulative ESAL (2011-2031) msa from (km) to (km) total in design lane Comrat Junction with R38 6 6 11.12 x 10 6.67 x 10 96.8 135.4 Junction with R3 Ciumai 6 6 7.05 x 10 4.23 x 10 135.4 151.2

The lane distribution factor for the design lane has been taken as 0.6 (60%) instead of the usually 0.5 (50%).

Detailed traffic data are presented in the corresponding chapter and report. Subgrade strength The subgrade is forming the foundation of the road. The main purpose of the foundation is to distribute the applied vehicle loads to the deeper ground without causing distress in the

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foundation itself or in the overlying layers. This is required both during construction and during the service life of the pavement.

During the life of a pavement, its foundation has to be able to withstand large numbers of repeated loads from traffic. It is also likely to experience ingress of water, particularly as the upper pavement materials begin to deteriorate towards the end of their design lives.

The materials which represent the subgrade can be either natural ground or compacted fill. It is essential to investigate and evaluate the existing subgrade condition to determine the subgrade strength. The California Bearing Ratio (CBR) is traditionally used as an index test for subgrade strength.

For the two road sections from Comrat to Ciumai subgrade strength has been evaluated compiling the results of geotechnical investigations and testing. The subgrade assessment for this project is based on the California Bearing Ratio (CBR). The subgrade design CBR has been evaluated for the road and is presented in the “Geotechnical Investigations Report”. Based on the geotechnical determination the following subgrade CBR values will be used for the pavement design (see Table 5-2):

Table 5-2. Preliminary Subgrade Design CBR values

Road section subgrade CBR design values from (km) to (km) % Comrat Junction with R38 7 96.8 135.4 Junction with R3 Ciumai 7 135.4 151.2

These values do not consider locally low subgrade strength of only 3% and below 7% encountered during the investigations. At this location this soil replacement/capping layer may have to be increased to about 0.5m to compensate for locally soft spots. Extend of this additional measure can only be determined during construction.

The AASHTO design method uses the Resilient Modulus as a main input factor to characterize the roadbed soil. Determination of the Resilient Modulus is given in AASHTO Test Method T274. The field investigation approach and method and testing was done for a CBR based Design Method of Pavement Structures. For this reason a direct determination of the resilient Modulus was not done and could not have been done in Moldova as the equipment and trained personnel for the execution of the required test is not available locally. As this is not an unusual case, correlations and equations have been developed which can be used to estimate the Resilient Modulus (M R) from the standard CBR value. In addition to the correlation given by AASHTO there are various other relationships that are used around the world:

AASHTO (Heukelom and Klomp) MR (psi) = 1,500 CBR, valid for values of CBR < 10

Transportation and Road Research Laboratory (TRRL) MR (psi) = 2,555*(CBR)^0.64

U.S. Army Corps of Engineers (Green and Hall): MR (psi) = 5,409*(CBR)^0.71

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The equation suggested in the AASHTO Design Guide is considered reasonable for fine grained soils with a soaked CBR of 10 or less. The TRRL and AASHTO correlation provide results within a reasonable range where the U.S. Army Corps of Engineers equation gives results almost twice of the AASHTO correlation. The TRRL quotation has been proposed to be used in an up-dated AASHTO design and will therefore be used for the determination of the Resilient Modulus from CBR values for this project.

0.64 MR (psi) = 2,555*(CBR)

This equation used for the determination of Resilient Modulus suggested by the Transportation and Road Research Laboratory (TRRL) is considered a slightly conservative approach. For the project road the following values, see Table 5-3 have been determined:

Table 5-3. Preliminary Design CBR and Resilient Modulus

subgrade Resilient Road section CBR design Modulus values from (km) to (km) % kpa Comrat Junction with R38 7 61200 96.8 135.4 Junction with R3 Ciumai 7 61200 135.4 151.2

In addition to the subgrade strength and traffic load the AASHTO Pavement Design procedure requires a number of input parameters which are determined in the following.

In addition to DCP tests Static plate load tests (acc. DIN 18134) have been carried out at selected trial pit locations on top of the existing base course to determine the deformation 2 modulus. A deformation modulus of E v2 =45.0MN/m or more is according German Standard (RStO) the minimum requirement at road formation level. With the plate load tests the 2 deformation moduli E v2 have been determined in the range between 36.4 and 188.3MN/m , with only one value below 45.0MN/m 2. The deformation modulus is an indication of the in-situ bearing capacity at top of existing base layer. The high variation of the deformation modulus is a result of the varying thickness of the existing base course layer. A conversion of the deformation moduli into CBR values has been done with the following results (see geotechnical report, chapter 1.72 and 1.7.3):

Section 1: Comrat to junction with R38:

km97 to km133 : CBR> 15% on top of existing base layer Low Ev2 values at km121.520 and km127.33, converted to CBR= 3 to 5% on top of existing base layer are corresponding generally with a thin base layer.

Section 2: Junction R38 to Ciumai

km135 to km152 : CBR> 15% on top of existing base layer

A low Ev2 value at km136.189, converted into a CBR= 5% on top of existing base layer corresponds with a thin base layer. The deformation moduli and the converted CBR values confirm that at the top of the existing base course layer the in-situ bearing capacity is generally sufficient as a road foundation, and the new pavement can be constructed on top of the existing base layer. At the locations

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with lower bearing capacity the base thickness has to be verified and if necessary the bearing Capacity to be improved by increasing the capping layer (existing base) thickness.

Pavement design parameter: Reliability The reliability design factor accounts for chance variation in both traffic prediction and the performance prediction, and therefore provides a predetermined level of assurance that pavement sections will survive the period for which they are designed.

For a given Reliability level (R), the reliability factor is a function of the overall standard deviation (S o) that accounts for both chance variation in the traffic prediction and normal variation in pavement performance prediction for a given W18 traffic load.

Values of S o developed at the AASHO Road Test corresponds to a total standard deviation for traffic of

Total standard deviation: 0.45 for flexible pavements

Suggested Levels of Reliability for various functional classifications are given in the AASHTO Guide. For the project road which can be classified as a Principal Arterial passing through rural and urban areas, a level of Reliability of 95% is recommended.

Standard Normal Deviate: -1.645 equivalent to 95% Reliability level

Pavement design parameter: Serviceability The serviceability of a pavement is defined as its ability to serve the type of traffic which uses the facility. The primary measure of serviceability is the Present Serviceability Index (PSI), which ranges from 0 (impossible road) to 5 (perfect road). Selection of the lowest allowable PSI or terminal serviceability index (p t) is based on the lowest index that will be tolerated before rehabilitation, resurfacing, or reconstruction becomes necessary. An index of 2.5 or higher is suggested for design of major highways and 2.0 for highways with lesser traffic volumes.

The original or initial serviceability value p o has been observed at the AASHTO Road Test at 4.2 for flexible pavements.

The total change in the serviceability index is defined as:

∆ PSI = p o - p t

As the project road is considered a major highway a terminal serviceability index p t=2.5 and an initial serviceability value po=4.2 is suggested. With the above values for the project road the total change in the serviceability index is:

∆ PSI = 4.2 – 2.5 = 1.7

Pavement design parameter: Structural Number According the ASHTO Guide for Design of Pavement Structures the design is based on identifying a flexible pavement structural number (SN) to withstand the projected level of axle load traffic.

For the Comrat to Ciumai road sections the structural number has been calculated using the AASHTO software DARWin 3.1 which solves the formula given in the AASHTO Design Guide. The software program DARWin 3.1 has been used with the above determined input

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values applying the metric system. Detailed calculation results are presented in the Annex to this report.

The Structural number can also be obtained from the Design Chart, Figure 3.1 provided in the AASHTO Design Guide using the above determined input values.

For the road sections with different traffic loads and a 20 years design life the total required structural numbers (metric) have been determined as follows:

Table 5.4. Required Structural Number

Cumulative Required Road section ESAL Structural (2011-2031) in Number from (km) to (km) design lane SN (metric) Comrat Junction with R38 6 6.67 x 10 118 96.8 135.4 Junction with R3 Ciumai 6 4.23 x 10 111 135.4 151.2

As comparison to the DCP method the required Structural number on top of the existing base layer has been determined based on the results of the plate load tests for a CBR value of 15%. See Table 5-5.

Table 5-5. Required Structural Number (SN) on top of existing base course layer

Cumulative CBR value Required Road section ESAL on top of Structural (2011-2031) in base layer Number from (km) to (km) design lane (%)r SN (metric) Comrat Junction with R38 6 6.67 x 10 15 99 96.8 135.4 Junction with R3 Ciumai 6 4.23 x 10 15 92 135.4 151.2

Based on the above input parameter and calculations a pavement structure will be determined.

5.5 Flexible Pavement Design (AASHTO Method) - Determination of pavement structure The design procedure is based on the analysis of all available data obtained from the geotechnical evaluations and other design parameter together with traffic data. Based on the evaluation of the geotechnical investigations, test results and traffic data the pavement design has been based on subgrade design CBR values 7%. These CBR values have been determined based on investigations. Shorter sections of locally weak subgrade material which might require additional soil replacement/capping layer may exist but exact extend and limits have still to be verified during construction.

The pavement design is done according AASHTO “Guide for the Design of Pavement Structures” for a 20year design life with the relevant traffic loads for both road sections.

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Determination of pavement layer thickness is done using the AASHTO design software DARWin 3.1 which uses the method and parameter according the AASHTO “Guide for the Design of Pavement Structures”.

To convert structural numbers into layer thicknesses a layer coefficient is assigned to each layer material in the pavement structure. This layer coefficient expresses the empirical relationship between Structural Number (SN) and thickness and is a measure of the relative ability of the proposed material to function as a structural component of the pavement.

The following general equation for structural numbers reflects the relative impact of layer coefficients (a i) and thickness (D i):

Structural Number SN = Σ ai D i i=1

Layer coefficients (a i) have been determined using graphs and tables presented in the AASHTO Guide for Design of Pavement Structures. Detailed layer coefficients are shown on the design calculation sheets which are attached in the Annex.

Considering the limited natural resources, the required import of bitumen and required recycling of existing asphalt pavement a new pavement structures including a cement stabilised layer consisting of RAP(Reclaimed asphalt pavement) material and new aggregates has been calculated.

The proposed pavement structure has two asphalt layers and a granular base course containing cold recycled asphalt, with new aggregates and cement to raise the bearing capacity. The existing granular base material (crushed limestone and natural river gravel) is utilised as capping layer.

Based on the above input parameter and calculations for this pavement structure the layer thickness will be determined as New Asphalt pavement with cement stabilised cold recycled granular base, comprised of:

• Asphalt surface course • Binder course • Granular base containing recycled asphalt, new aggregates, stabilised with cement • Capping layer, existing base course (crushed limestone, natural gravel)

This pavement structure requires less new high quality aggregates and bitumen by applying the cold recycling method and utilising the existing asphalt material in cement stabilised granular base course.

The existing base layer will be considered as capping layer for the DCP method and will not be considered as part of the pavement for the “Plate load method”, but as part of the road foundation. Detailed calculation results for both methods are presented in the Annex, Tables 3 and 4.

For the proposed pavement the pavement layer thicknesses has been determined separate for the two road sections based on the relevant parameters for each section. Where widening of the pavement is required on the existing embankment the same pavement structure has to be applied. This shall include a capping layer for the DCP and for Plate load method.

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5.6. Recommended Thickness of Pavement Layers

The proposed pavement structure has been designed according to AASHTO, Guide for Design of Pavement Structures. The principal input parameters are defined above in the relevant chapter. Traffic load and other design parameter have been evaluated for a 20 year design life.

The layer thicknesses have been designed taking into consideration the requirements of AASHTO for minimum thicknesses, the maximum aggregate size of the different material mixtures and construction considerations as practicality and maximum single layer thickness in terms of compaction. The local availability of materials within the country has also been considered by reducing new asphalt thickness to optimum levels.

The pavement design and determination of layer thicknesses has resulted in a constant surface course for both road sections, but little thinner binder course, between M3 junction with R38 to Ciumai. The cold recycled cement stabilised base course is designed with a constant thickness for both sections. This has the advantage that the relatively thick base serves as a strong road foundation and the top pavement layers may be in future, if required, adapted to changing traffic loads.

For both road sections the reuse of existing suitable pavement materials is essential. The cement stabilised granular base course shall contain reclaimed asphalt pavement (RAP) as well as new aggregates. For the strength improvement of the mix of cold recycled material it is recommended to add cement in the range of 3 to 5%. The stabilised base material shall have an unconfined compressive strength (UCS) of >3.0 MPa after 7days. The UCS shall not exceed 5MPa to avoid a too rigid base course. Exact mix proportions and cement content have to be determined based on laboratory testing.

For both road sections the cold mix recycling method should be used for the whole road length. The “direct in-place” cold recycling method is considered feasible for most of the length of the road sections.

Cold recycling “indirect in-place” method which requires the removal and storage of material for reuse on-site should be used along road sections where the new alignment shows larger deviations in vertical or horizontal direction and at locations where a soil replacement or subgrade improvement is required.

A summary of the recommended pavement structures for the existing alignment for both sections is shown in Table 5-7 and in the Annex, Table 1. Detailed pavement design calculation results are presented in the Annex, Tables 3 and 4.

The proposed pavement design takes into consideration the type of materials available in the Republic of Moldova. Less new asphalt will require less high quality aggregates which are rare and have to be transported over greater distance form Soroca or imported. Less asphalt thickness also requires less bitumen which has to be imported. Cement is available locally and can be utilised in the pavement rehabilitation at lower rates than imported materials. The recycling and reuse of the old asphalt pavement material is considered a basic requirement and will also add to reduced need of new material.

Comparison of Russian and AASHTO Pavement Structure In the Republic of Moldova for pavement design the Russian based Design Standard is commonly used. For the proposed pavement structure a calculation has been done

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according the Russian Standard ODN 218.046-01 2001 using the software “RADON-2 CREDO/DIALOGUE Pavement Design and Analysis System”. The result of the calculation in form of the pavement structure with layer thicknesses is shown in Table 5-8 and in the Annex, Table 2, in comparison with the AASHTO Design method. The differences in layer thickness result from a number of differences in input parameter which are summarised below.

One of the major differences is the way in which the traffic data is evaluated and the required input data determined. As the AASHTO design is mainly based on the number of vehicles of certain categories converted into standard axles the Russian method relies not only on the number but also on the type (brand, make) of vehicles (trucks) with each type having a different axle load. Most of the pre-set vehicle types are soviet made, which makes it difficult to assign the wide range of international vehicle types to the pre-set categories.

The second major difference relates to the determination of subgrade strength. The Russian design method mainly relies on predetermined parameter for certain soil types and moisture conditions of the relevant region; the adaptation of actual values is limited, whereas the American method makes full use of the actual values determined by field and laboratory tests.

Another difference relates to the material parameter of the different pavement layer according the relevant standards and requirements. This is the case to a lesser extend regarding the parameter of the standard asphalt layers but leads to greater differences with regard to pavement layers which require the relatively new recycling and stabilising technology.

Despite the different approach, evaluation method and input parameter the final results shown as pavement structure and pavement layer thicknesses vary in the actual case only marginal. The difference in total pavement thickness is a 20mm thicker pavement according ODN (Russian design method) compared to AASHTO (American design method). Detailed calculation and results for the ODN method are presented in the Annex, Tables 4.

As all data collection, surveys, investigations, tests and evaluation during the Feasibility study and detailed design phase have been carried out based on Western/American methodology it is highly recommended to use the pavement structure, layer thickness and material parameter according AASHTO Design Guide for the pavement rehabilitation works and relevant specifications.

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Table 5-7: Flexible Pavement Design according AASHTO Guide for Design of Pavement Structures 1993 Calculation by software: DARWin Pavement Design and Analysis System Proposed pavement layer thickness along existing alignment

Design life 20 years M3 Chisinau - ESAL ESAL Design Resilient Total Asphalt Asphalt Bituminous Base Capping layer Total Giurgiulesti/Romanian Carriageway Design Lane CBR Modulus Thickness Concrete Binder RAP+cement existing Pavement Border msa msa % kpa mm mm mm mm mm mm Comrat - R38 Junction 11.122 6.673 7 61200 160 40 120 200 200 560 km 95.3 to km 135.4 R38 Junction - Ciumai 7.051 4.231 7 61200 150 40 110 200 170 520 km 135.4 to km 151.2

Recommendations:

Wearing Course: Asphalt concrete 0/11mm (0/16mm) Bitumen: Penetration Grade Bitumen 50/70 (EN 12591) Binder Course: Bituminous binder course 0/16mm (0/22mm) Base Course: Cold recycled asphalt (RAP) with new aggregates (RAP/crushed stone-50/50) and stabilised with cement (3-5%). Unconfined compressive strength >3MPa after 7days

Capping: Existing base course layer (crushed limestone and natural gravel), the indicated thickness is the minimum thickness required and has to be verified prior to construction.

The existing asphalt pavement (thickness 60mm to 280mm) has to be milled/recycled and processed for reuse .

Following the removal of the existing pavement layers as required by the design in sections without direct in- place recycling the existing base layer (now used as capping) has to be shaped to line and level and compacted to at least 95% MDD (AASHTO T180).

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Table 5-8: Comparison of pavement structures determined by Russian and Amercan design procedures

Proposed preliminary pavement layer thickness along existing alignment

Design life 20 years

Flexible Pavement Design according ODN 218.046-01 2001 Flexible Pavement Design according AASHTO Guide for Design Calculation by software: RADON-2 CREDO/DIALOGUE Pavement Design of Pavement Structures 1993 and Analysis System Calculation by software: DARWin Pavement Design and Analysis System

Total Total M3 Chisinau - Asphalt BituminousBase cold Capping Total Asphalt BituminousBase cold Capping Total Asphalt Asphalt Giurgiulesti/Romanian Concrete Binderrecycled existing Pavement Concrete Binderrecycled existing Pavement thickness thickness Border mm mm mm mm mm mm mm *)mm mm mm mm mm *) Comrat - R38 Junction 160 40 120 220 200 580 160 40 120 200 200 560 km 96.8 to km 135.4

R38 Junction - Ciumai 150 40 110 220 200 570 150 40 110 200 170 520 km 135.4 to km 151.2

*) including existing *) including existing capping capping layer layer

Bitumen: Penetration Grade Bitumen 60/90 (GOST 22245) Bitumen: Penetration Grade Bitumen 50/70 (EN 12591)

Base Course : Cold recycled existing asphalt stabilsed with cement, new aggregates added as required based on laboratory tests

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Frost protection Considering the cohesive subgrade and embankment fill along the project road attention has to be paid to the influence of freezing temperatures to the pavement layers and subgrade.

Based on long-term meteorological data the maximum depth of frost penetration has been recorded in the range from 600mm in the Cahul and Vulcanesti area to 700mm in the region around Comrat. The total thickness of the pavement structure, which including the existing base course layer, now used as capping, is considered non frost-susceptible, has a thickness from 520 to more than 560mm. The average frost penetration depth is 400mm which is less than the pavement thickness. The subgrade is considered frost-susceptible.

Taking full consideration of the frost penetration depth requires pavement thickness to be increased by adding granular material to reach the frost penetration depth . Granular material which qualifies as non frost-susceptible is very rare in Moldova. For this reason a limited subgrade frost penetration approach is adapted for the design for this road sections. This approach allows some frost penetration into the subgrade but not enough to allow unacceptable surface roughness to develop.

5.7 Pavement Materials

All materials to be used shall comply with the requirements listed below, in the geotechnical report and in the relevant standards and specifications. For the construction of the proposed pavement the main properties of the bituminous mixes and materials which shall be used for the designed layers are as follows:

Bitumen For the bituminous mixes of the new pavement layers for the M3 road sections from Comrat to Ciumai the use of penetration grade bitumen 50/70 according European standard EN12591 is recommended. The interaction of the bitumen with the aggregates to be used shall be tested especially with regard to adhesion. Depending on the test results it might become necessary to use additives to modify the properties of the bitumen and meet the requirements.

Bitumen is not produced in Moldova and it is assumed that all required bitumen und bituminous products will have to be imported

Modified Bitumen Bitumen is so useful in the road making and road maintenance industries because of its basic thermoplastic nature, i.e. it is stiff/solid when cold and liquid when hot.

These basic properties of bitumen can be modified by the addition of flux oils or volatile oils to produce bitumen of various grades. These grades are specified by their viscosity, (penetration), and their softening point, this information, along with other physical characteristics is specified in EN 12591 (Bitumen and bituminous binders).

Polymer additives do not chemically combine or change the chemical nature of the bitumen being modified. Polymers change the physical nature of bitumen; they are able to modify such physical properties as the softening point and the brittleness of the bitumen. Elastic recovery/ductility can also be improved. This in turn will alter the properties of the aggregate/bitumen mixture in which the modified bitumen is used. These criteria are important in a mix in relation to wheel track rutting at high temperatures and fatigue cracking at low temperatures due to the brittleness of the mix.

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These are the advantages of modified bitumen that it performs better in higher or lower temperatures than the standard bitumen.

The possible problems with modified bitumen are mainly in the storage of the bitumen, mixing temperatures, and the length of time the material is held at elevated temperatures before laying. The blending of bitumen and polymer is not an easy process, so modified bitumen is usually purchased in a ready blended form from the bitumen supplier.

Bituminous materials containing modified bitumen binders are very expensive, especially the proprietary materials. In some cases the extra cost will be justified, but there are very good "conventional'' materials available capable of satisfying most highway requirements.

For the actual project it is recommended to consider the use of modified bitumen only if the required properties of the bitumen and asphalt mixes cannot be satisfied with normal bitumen. If modified bitumen for these road sections will be used it should aim to provide an extended elasticity range to ensure good performance at high temperatures and improve adhesion of the bitumen and aggregates. Any modified bitumen utilised in the asphalt should comply with European Standard EN 14023-Bitumen und bituminous Binders, modified bitumen.

Asphalt surface course A continuously graded asphalt concrete based on Marshall Test criteria is recommended for the construction of the structural surfacing. Aggregates for asphalt concrete shall be entirely crushed material and provided from approved sources and shall be free from elongated, soft or decomposed pieces, excess dust and any dirt, acids or other deleterious substances.

Asphalt concrete (0/11mm), Binder: Bitumen 50/70, Recommended range of binder content > 6.2% Degree of compaction D > 97% Air voids in mix 1.5 to 3.5%

The grading of the mixture of coarse and fine aggregates shall be within and approximately parallel to the grading envelope given in the table below.

Table 5-9. Recommended Grading for Asphalt Concrete Percentage by mass of total aggregate passing Sieve size Asphalt concrete 0/11mm Asphalt concrete 0/16mm mm Min % Max % Min % Max % 16.0 100 100 90 100 11.2 90 100 70 85 8.0 70 85 59 72 2.0 45 55 35 45 0.063 6 12 5 9

As an alternative the grading for asphalt concrete 0/16mm is provided in the above table. The recommended bitumen content for the coarser asphalt concrete 0/16 is >5.4%.

A nominal mix proportion of 6.5% bitumen can be considered for cost calculation purposes for Asphalt concrete 0/11mm.

Asphalt binder course A continuously graded bituminous binder course based on Marshall Test criteria is recommended. Crushed material from approved borrow areas or from natural river gravel will

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meet the main requirements for aggregate production. Aggregates for asphalt binder shall be entirely crushed material and shall be free from elongated, soft or decomposed pieces, excess dust and any dirt, acids or other deleterious substances.

Asphalt binder (0/16mm) Binder: Bitumen 50/70, Recommended range of binder content >4.4% Degree of compaction D > 97% Air voids in mix 2.5 to 5.5%

The grading of the mixture of coarse and fine aggregates shall be within and approximately parallel to the grading envelope given in the table below.

Table 5-10. Recommended Grading for Asphalt binder course

Percentage by mass of total aggregate passing Sieve size Binder course 0/16mm Binder course 0/22mm mm Min % Max % Min % Max % 22.0 100 100 90 100 16.0 90 100 65 80 11.2 60 80 53 63 2.0 25 40 25 33 0.063 3 8 3 7

As an alternative the grading for asphalt binder course 0/22mm is provided in the above table. The recommended bitumen content for the coarser asphalt binder course 0/22 is >4.2%.

A nominal mix proportion of 4.6% bitumen can be considered for cost calculation purposes for binder course 0/16mm.

Bituminous base course The material for base course shall consist of crushed stone, roughly cubical in shape, free from elongated, soft or decomposed pieces, excess dust and any dirt, acids or other deleterious substances. Crushed river gravel will be suitable material for the production of the coarse aggregates. For the fine aggregate material like crushed stone or sand or a blend of these may be used.

Asphalt base (0/22mm) Marshall stability >8kN at 60°C Binder: Bitumen 50/70, Degree of compaction to > 97% binder content >4.0% Air voids in mix 4 to 10%

The grading of the mixture of coarse and fine aggregates shall be within and approximately parallel to the grading envelope given in the table below.

Table 5-11. Recommended Grading for bituminous base course

Percentage by mass of total aggregate passing Sieve size Bit. base course 0/22mm Bit. base course 0/32mm Mm Min % Max % Min % Max % 31.5 100 100 90 100 22.4 90 100 75 90 16.0 75 90 66 81 11.2 62 79 57 73 2.0 25 40 25 40 0.063 3 9 3 9

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As an alternative the grading for bituminous base course 0/32mm is provided in the above table. The recommended bitumen content for the finer bituminous base course 0/32 is >4.0%

A nominal mix proportion of 4.0% bitumen can be considered for cost calculation purposes.

Prime Coat All non–bituminous road bases shall be primed. The most appropriate binders for priming are medium curing fluid cut-backs MC 30 and MC 70. The rate of application of 1.0 litre/m² is proposed for cost calculation purposes

The use of emulsions for priming is not recommended. If the use of emulsion (SS-1) is proposed by the contractor the suitability of the material has to be demonstrated on a test section.

Tack Coat A tack coat has to be applied on all bituminous surfaces, e.g. bituminous base course, existing bituminous surface for overlaying, widening of existing bituminous pavement layers. Tack coats shall be bitumen emulsions complying with the relevant standards. For cost calculation purposes a rate of spray of 0.6litres/m² is proposed.

Cement stabilised base course, containing recycled asphalt (RAP) and new aggregates The existing asphalt pavement shall be cold recycled, new aggregates added and stabilised with cement.

Cold recycling can be achieved either “indirect in-place” (“in-plant”) by hauling material recovered from an existing road to a central depot where it is processed and mixed, or “direct- in-place” using a recycling machine.

“Indirect in-place” or “ in-plant” processing is generally the more expensive option in terms of cost per cubic metre of material processed, primarily due to haulage costs that are absent at “direct in-place” recycling.

For the actual project it is proposed to use the “direct in-place” method where technically possible and feasible with a powerful recycling machine.

Possible surplus of asphalt material can be used for the construction of the unbound pavement shoulders.

In the case of “in-direct in-place” or “in-plant” cold recycling the existing asphalt construction is to be milled and to be transported to special collecting stations. Than this asphalt material is to be mixed with crushed gravel material. This process can also occur direct in place.

Milled asphalt material and crushed stone (gravel-sand grading) material may also be transported to the construction site separately. Both materials will be laid upon each other in the needed layer thickness and in accordance to the profile. Both layers are to be compacted together, as it will be possible to drive on the surface by a milling machine or stabilizer. Homogeneous blending of both materials occurs using a high-capacity milling machine – stabilizer.

For both methods the recommended proportion of milled asphalt material and crushed stone material is 1:1. The crushed stone should have a grading as a sand-gravel material.

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For raising the strength of the material mix it is proposed to stabilize the mixture of milled asphalt material and crushed gravel material by cement as binder. This activity should be carried out direct in place and were possible the milled asphalt material and crushed gravel material can be mixed in place also.

Cement stabilisation, however requires careful attention. All cement treated material is prone to cracking. Cracking appears for two different reasons:

• Cracks caused by shrinkage • Cracks caused by traffic

Cement is to be uniformly spread in a measured amount on the milled asphalt granulate . The moisture content shall be maintained at or below the optimum moisture during application of cement. Immediately after blending the required cement, the required amount of water shall be incorporated into the mixture, ensuring that no excessive concentration of water is on or near the surface of the mixture. Water, cement, and the recycled asphalt material shall be thoroughly mixed until water and cement are uniformly distributed throughout the mixture. The moisture content shall be maintained within a range of minus 1.0 percent of optimum moisture to plus 1.5 percent of optimum moisture during final mixing and compaction.

The cement stabilization may also be carried out by adding the cement as slurry to the mix. This procedure however will require a so-called recycling train.

All cement-treated materials, including concrete are prone to cracking. The rate of gain of strength in cement-treated material is a function of time. Tensile stresses develop within a cement treated material as a result of shrinkage and/or traffic and, if these exceed the tensile strength at that time, cracks occur.

The surface of the compacted layer stabilized by cement has to be kept wet by spraying water. Approx. 24 hours after placing the material a vibrating roller is to drive on the surface of the cement stabilized layer to induce micro cracks in the layer. These micro cracks in the layer stabilized by cement are necessary in order to avoid uncontrolled shrinkage cracks appearing in the base course stabilized by cement. These micro cracks in the base course can usually be achieved after three passes of the vibrating roller.

Subsequently the surface of the base course stabilized by cement is to be sprayed by bituminous emulsion as protection against evaporation. The addition rate of bituminous emulsion (bitumen content of min 50% by mass) is approx. 0.7 kg/m².

The cement stabilized base course should not be cover by an asphalt layer earlier than 4 days after its construction.

Technological requirements to a base course stabilized by cement are the following:

Cement

- Type of cement: CEM II 32.5 or CEM III 32.5

- Cement rate: 3% to 5% ( ≥ 80 kg/m³ per m³) of the mixture stabilized by cement

The exact percentage of cement to be used should be established based on tests of the existing asphalt layers and new aggregates for use on the project.

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Recommended grading for cement stabilized material from recycled asphalt and crushed material (RAP/crushed stone: 50/50)

Sieve size Percentage by mass of total aggregate passing mm min % max % 50 100 31.5 75 100 16.0 50 90 8.0 40 70 4.0 30 50 1.0 10 35 0.063 0 15

Requirements to the mixture stabilized by cement

Characteristic Unit Requirement Proctor density (1) kN/m³ ≥ 21.0 (Standard Proctor value)

Compressive strength after 7 days (2) (Proctor specimen d: 150 mm) MPa ≥ 3.0 - ≤ 5.0 Standard Proctor compaction

Indirect tensile strength after 7 days (3) MPa ≥ 0.25 - ≤ 0.55 (Proctor specimen d: 150 mm)

Cement stabilization increases the stiffness and strength of the base material. A stiffer base reduces deflections due to traffic loads, which results in lower strains in the asphalt surface. This delays the onset of surface distress, such as fatigue cracking, and extends pavement life.

Capping Layer The existing base layer consisting of crushed limestone and locally natural gravel will be used as capping layer. Wherever the geometrical design permits this layer should be left in place. At locations where the new road design requires a lower gradient, the existing base material may be used to construct a new capping layer according the requirements below, where the new road will be raised the existing base may be left in place and new capping material added on top as required. .

Soils for capping layer or soil replacement can be obtained from areas of cut, or from borrow pits. Road way excavation will virtually also yield material suitable for the construction of the capping layer.

Recommended grading or plasticity criteria are not given for these materials; the content of fine material passing the 0.063mm sieve shall be less than 10%. It is also desirable to select reasonably homogeneous materials since overall pavement behaviour often enhanced by this. The selection of materials which show the least change in bearing capacity from dry to wet is also beneficial.

Material to be used as capping layer shall have a minimum CBR of 15 % at 95% MDD under soaked conditions.

5.8. Road Inventory and Surface Condition

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The applied roadway category, type as well as the condition of the pavement along the corridor is subject to large variations. The corridor varies in applied design standard and is surfaced with asphalt.

A road inventory and condition survey was conducted along the study corridor between September and November 2008. The survey recorded the parameters needed for the economic appraisal by HDM-4, and the information on existing condition required for the designs. Before carrying out a detailed visual condition survey a windscreen survey has been done in order to divide the project road into lengths of similar construction and condition. For each uniform section the road condition has been recorded separately.

5.8.1 Road Inventory

Road Width Table 5-12 presents the total width of carriageway including travel lanes and paved shoulders. The widths were obtained by site measurement and average values were applied to each of the project sections.

Table 5-12. Corridor Section Road Width

From To No. Section (km) Width Shoulder km km (m) (m) 7 Comrat - R38 Intersection 96.76 135.80 39.04 8.23 2.38 8 R38 Intersection - Ciumai 135.80 151.35 15.55 8.06 2.55 Source: Consultant

Rise and Fall, and Curvature Table 5-13 presents corridor section rise and fall, and curvature values. Rise and fall is defined as the sum of the absolute values, in meters, of all ascents and all descents along the road, divided by the length of the road in kilometres. The data were determined based on GPS survey data.

Table 5-13. Corridor Section Raise and Fall and Curvature

Rise/Fall Curvature No. Section Start km End km (km) m/km deg/km 7 Comrat - R38 Intersection 96.76 135.80 39.04 7.53 6.53 8 R38 Intersection - Ciumai 135.80 151.35 15.55 9.77 11.20 Source: Consultant

The data of the horizontal curvature characteristic of the road were extracted from the topographical maps and data from the GPS survey of the existing alignment. The curvature is defined as the sum of the absolute values of angular deviation (in degrees) of successive tangent lines of the road alignment when travelling in one direction, divided by the road length in km.

The two sections from Comrat to Ciumai are relatively straight on flat terrain with minimal curvature and raise and fall. .

5.8.2 Asphalt Pavement Distress

The surface distress survey for the asphalt portion of the project road was carried out by visual inspection and measurement. The surveys were conducted September through October 2008. The measurement method and distress type was taken from the suggested inputs described in

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the HDM Manual. The field team measured the distress data for every one km section in the field. The definitions of the recorded data are as follows:

Cracks in m Cracks were recorded as number of metres per kilometre. Traverse cracks occur relatively perpendicular to the centreline and are often regularly spaced. The cause of traverse cracks is movement due to temperature changes and hardening of the asphalt with aging. Cracks running in the direction of traffic are longitudinal cracks. Centre line or lane cracks are caused by inadequate bonding during construction or reflect cracks in the underlying pavement. Longitudinal cracks in the wheel path indicate fatigue failure from heavy vehicle loads. Cracks near the asphalt edge are caused by insufficient shoulder support, poor drainage, or frost action.

Alligator cracks in m² Alligator cracking is associated with loads and is usually limited to areas of repeated traffic loading. The cracks surface initially as a series of parallel longitudinal cracks within the wheel path that progress with time and loads to a more branched pattern that begins to interconnect. The stage, at which several discontinuous longitudinal cracks begin to interconnect, is defined as alligator cracking. Eventually the cracks interconnect sufficiently to form many pieces, resembling the pattern of an alligator.

Potholes in m² Potholes are holes of various sizes in the pavement surface which are usually caused by weak base or subgrade layers. The loss of surface by de-bonding is also including in this distress category and describes the removal of the asphalt surface from the underlying layer. The problem is most common with thin asphalt surface layers and is caused by freeze-thaw action or poor bonding of the two layers during construction. The areas of open cavities in the road surface with at least 150 mm diameter and at least 25 mm depth are measured.

Patched area in m² A patch is an area of pavement which has been replaced with new material to repair the existing pavement or access the utility. A patch is considered a defect no matter how well it is performing (a patched area or adjacent area usually does not perform as well as an original pavement section). Generally, some roughness is associated with this distress. Temporary patches, as well as localized permanent repairs (dig-out repair), are included in this distress category. Utility cut patches are also included as part of the patching values.

Settlements/deformations in m² This distress category also covers forms of surface distress that are not limited to the wheel path, although they generally include the wheel paths. The distress usually occurs in isolated areas of the roadway surface. Settlements and deformations are localized depressions or elevated areas of the pavement that result from settlement, pavement shoving, displacement due to subgrade swelling, or displacement due to tree roots.

Edge-break in m² Edge break is defined as the loss of surface and base materials at the pavement edge, caused by shear failure and attrition. This commonly arises on narrow roads with unsealed shoulders, where vehicles wheels pass on or close to a pavement edge.

Ravelling in m² Ravelling is a pavement surface deterioration that occurs when aggregate particles are dislodged (ravelling). An asphalt concrete pavement loses its smooth surface and begins to appear very open and rough. Ravelling is caused by stripping of the bituminous film from the

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aggregate, asphalt hardening due to ageing, poor compaction especially in cold weather construction, or insufficient asphalt content.

Bleeding in m² Bleeding is indicated by an excess of bituminous material on the pavement surface which presents a shiny, glass-like reflective surface that may become sticky in hot temperatures. Bleeding is caused by a poor initial asphalt mix design or by paving or seal coating over a flushed surface.

Rutting in m² incl. rut depth average and rut depth deviation Rutting is a surface depression within the wheel path. Rutting is caused by traffic compaction or displacement of unstable material. When the upper pavement layers are severely rutted, the pavement along the edges of the rutted area may be raised. The severity level of rutting is also defined through the rut depth and rut depth standard deviation. Rut depth is the average of the measures of maximum depth under a 2 m straight edge placed transversely across a wheel path, in mm. Rut depth standard deviation is the standard deviation of rut depth measures (across both wheel paths), in mm.

The area of any distress (cracks, ravelling and potholes) is the sum of rectangular area circumscribing the manifest distress and for line cracks a width dimension of 0.1 m is assigned. The distresses are expressed as a percentage of the total carriageway area. Surface distress data for each km are presented in the Appendix

5.8.3 Road Roughness

Road roughness is gaining increasing importance as an indicator of road condition and as a major determinant of road user costs. The roughness of a road means the surface elevation along a road that causes vibration in traversing vehicles. HDM defines roughness as deviation of a surface from a true planar surface with characteristic dimensions that effect vehicle dynamics, ride quality, dynamic loads and drainage. The IRI (International Roughness Index), is the reference measure expressing roughness as a dimensionless average rectified slope statistic of the longitudinal profile in m/km. Suggested values based on a qualitative evaluation of the ride quality of the road (and respective condition rating):

Smooth paved road 2 m/km Reasonably smooth paved road 4 m/km Medium rough paved road 6 m/km Rough paved road 8 m/km Very rough paved road 10 m/km

Using a vehicle equipped with Bump Integrator (BIU) developed by the United Kingdom Transport Research Laboratory (TRL) the State Road Administration crew measured the roughness along the corridor during November of 2008. The bump integrator system measures the road roughness by recording the cumulative displacement of the vehicle axle relative to its body. Table 5-13 displays the averaged measurements by road segments.

Table 5-14. Average Road Roughness M3

From Roughness No. Section End km (km) km IRI (m/km) 7 Comrat - R38 Intersection 96.76 135.80 39.04 5.89 8 R38 Intersection - Ciumai 135.80 151.35 15.55 7.19 Source: Consultant

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The detailed records of the measurements for each kilometre and the resulting road roughness are presented in the road inventory and condition summary sheets, Appendix A 1.5. Figure 5-1 displays the same data in graphical form. The green line in the graphic indicates the threshold of good condition, orange delineating medium roughness. The graphic shows that south of Comrat the roughness of the road lies well in the rough to very rough range. Individual kilometre segments, particularly south of Ciumai displayed very high roughness readings.

Figure 5-1. Average Road Roughness M3

9.00 8.00 7.00 6.00 5.00 4.00 3.00 2.00 1.00 IRI (m/km) 0.00 ti rat 38 sti e islia R ar les m area om - M iu urban ane urban Ciumai i ia g - Ci ban rat rat iur - Porumbrei ur 38 - Vulc - R3 junctionon a islia - C om om R - G C C anest e au rei isli ai - Cim m ulc - Sloboz sin juncti iu V hi Cim C C R3 ia Mar anesti Porumb c ul V Sloboz

Source: Consultant

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6. BRIDGE CONDITION AND DESIGN

6.1 Bridge Design

Bridges have the tasks, to connect roads while bridging over rivers, channels, ravines, railway lines, etc. Based on their functional requirements, the type of bridge structure has to be chosen. This selection is influenced by many contextual factors including the following:

• local geology, • local topography, • the length of the bridge, • the load to be carried; • the nature of the load; • the nature of the crossing (stream, road, railway, etc.), • the outward appearance of the structure, • standardized types in respect to construction and maintenance, • technical and constructional knowledge

All these factors have to be considered for choosing the type of construction. The length of a bridge will be determined by the topographical requirements to bridge a stream, another road or railway lines. In most cases, the existing alignment of the road and the required height (water level /road level, railroad level) are determining the slimness of the construction.

Bridges are key elements in the transport system and technical and economical influences, e.g. importance of the road, traffic outlook, availability of construction material, expected durability and political issues to be considered for determining the type. In most cases, the length of span is the most significant technical and financial factor in determining the type.

Girder Bridge according to the Russian System (SNIP) The Russian system is a chain of single girders with a span of max. 33.0 m. The beams are precast elements, pre-stressed and supported by elastic bearings at the beginning and end of each beam. The gap over the piers and between the single beams will closed and a 200 mm in situ concrete slab to be concreted over the beams. The shape of the post-tensioning system is straight.

The precast beams are shear profiled along longitudinal joints, and filled with concrete for providing transverse distribution of wheel loads onto adjacent pre-cast beams. Construction deficiencies at the longitudinal joints between the precast beams results in insufficient load distribution and therefore fatiguing of the system.

The advantages / disadvantages of a Girder Bridge according to the Russian system can be summarized as follows:

• the moment of inertia is linear at the beam due to the post-tensioning; • increased number of bearings due to single girders with limited span length; • change of bearings without destroying the slab of the bridge is not possible; • the different length of spans require different heights of beams, resulting in a inharmonious view of the bridge; • concreting of the slab over the pre-cast segments require additional formwork; • no beneficial effect of a continuous system; • span lengths of the bridge are limited due to limits of handling in the prefabrication and transportation; • limited stability in case of severe earthquakes.

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Modified Russian System Girder Bridge The superstructure of the modified Russian system is constructed in three main steps: • reinforced cross beams to be placed in top of abutment and piers. • T-beams to be manufactured as pre-cast elements. Each T-beam is pre-stressed by parabolic strands. The beams so arranged, that the upper parts are forming a closed surface. • a reinforced concrete deck slab of 200 mm is placed in-situ over the T-beams.

The load distribution take place over the reinforced concrete bridge slab, which allows effective load transfer and avoid longitudinal joints in the superstructure.

The advantages/disadvantages of a modified Russian system Girder Bridge can be summarized as follows:

• the number of bearings is reduced and they can be changed without destroying the bridge slab; • the moment of inertia is contrasting to the bending moments; • crossbeams give additional stiffness in transversal direction; • no additional form work is required; • the benefit of a continuous system is used; • harmonious design due to same height of the beams.

Slab Bridges Slab bridges are the simplest form of bridges. 20 m is the maximum length of spans for continued slab system. At the ends and over all piers a cross beam is integrated into the slab.

The advantages/disadvantages of slab bridges can be summarized as follows: • slim construction height of the superstructure; • with growing length, the dead load becomes very high • formwork is needed but very simple; • reinforcement is easy to place • aesthetic appearance of the bridge.

6.2 Bridges along the Improvement Sections

This project will provide repair works of the existing bridges along the improvement sections. A total of 9 bridges are located on the Comrat – Ciumai Sector which are public and managed by State Road Administration. Detailed information on the condition and status of each bridge as well as necessary works are provided in the Appendix.

The Design solutions developed for the bridge repairs have been developed on the base of Feasibility Study, carried out by the Kocks Consult GMBH in collaboration with “Universinj” SRL in 2008. The design is developed in compliance with the following basic standard documents:

- SNIP 2.05.03-84* “Bridges and Culverts”; - SNIP 2.03.01-84* „Concrete and Loads and Impacts”; - SNIP 2.05.02-85 „Motorways”; - SNIP 1.04.03-85* „The Rules of Construction Terms”; - SNIP 3.01.01-85* „Production Arrangements for Construction”;

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- SNIP III-4-80* „Construction Safety Rules”; - The Moldova Republic Law No.721 of 02.02.96 referring to Construction Quality.

The main technical parameters of the rehabilitated bridges:

- The minimum width of the carriageway – 9.5m; - Number of traffic lanes – 2x3.75m; - The minimum width of the safety strip – 2x1.0m; - Walkways Width – 0,75÷1.5m; - Cross-fall – 20‰; - Standard Design Loads – A-11, HK-80.

6.3. Classification of Existing Bridge Structures

The bridges included in this project are in operation for more than 45 years. The bridge structures were designed (calculated) in compliance with the Russian technical standards (H- 106-53, SN 200-62 and SNiP 2.05.03-84*). By their span length, the bridges are classified as small and medium ones, with a length from 5,0m to 42,3m. The bridge structures are constituted of massive beams or slabs with back slabs (consoles), cast in situ of reinforced concrete, having a length from 2,5m to 14,06m, of precast reinforced concrete ribbed slabs of 6,0 and 9,0 m- long. By their static scheme, the bridges are classified as simply supported structures of beams or slabs. In most cases the bridge deck superstructure is directly supported on the template.

A bridge infrastructure is constituted of abutment and piers, made of a boulder stone masonry or of cyclopean concrete on a foundation, or of driven precast R/C piles. A bridge roadway consists of a set of layers that form the waterproofing and the asphalt concrete pavement. The bridge walkways of 0,75m-wide are separated by the carriageway by means of precast kerbs or precast R/C rigid parapets of 45-60cm-high. As a safety measure for pedestrians there are provided special pedestrian parapets. In most cases the bridge roadway is executed without walkways.

During the years of operation, depending on the quality of works executed for the bridges, on the accuracy and quality of current, there appeared different defects and degradations, which, under the action of traffic, climatic and seismic factors, reduce the functionality and durability of the structural elements of bridges.

To improve the general technical condition of the bridges (maintaining the parameters of strength, stability, safety, human and environment protection) in view of a maximum safe continuous traffic, interventions are required, having repair works to the bridges. Further it is presented the existing condition of the bridges and the design solutions.

6.4 Culvert and Bridge Field Inventory

There are many similarities between bridges and culverts, and they perform similar tasks. Bridges however, usually accommodate longer spans; they consist of free-standing abutments and a separate articulated superstructure which carries the traffic. Culverts are often made of pre-fabricated pipes or boxes, or are cast in one or two pieces; they are usually set low in an embankment and less often bear the direct weight of traffic where the waterway opening is less than about 15 m 2, and particularly where the road crosses the waterway on a relatively high embankment, a culvert will usually be cheaper than a bridge.

Single pre-cast concrete pipe culverts are commonly used for small openings up to 2 m 2, while multiple concrete pipes with common headwalls or corrugated steel pipes cater for larger areas.

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Alternatively, reinforced concrete box culverts are used with internal box sizes up to 4 m x 3.5 m. Twin or multiple boxes may be required for larger waterway openings.

In difficult ground conditions a flexible steel pipe has an advantage over a rigid concrete culvert through its ability to accommodate a certain amount of differential settlement over the length of the culvert without overstressing the material. A culvert of rigid concrete sections will not be tolerant to differential settlement unless it is specifically designed for such condition either by increasing its structural strength or by segmenting the culvert along its length to allow it to flex.

If properly constructed, a reinforced concrete culvert is likely to have a service life in excess of 60 years and will almost certainly be more durable and require less maintenance than a steel pipe. By comparison, a corrugated steel pipe culvert, well protected against corrosion, can be expected to have a working life in the order of 30 to 40 years in a non-aggressive environment. It is usual to design culverts to last the life of the highway.

It must be expected that some culverts will become silted or obstructed by debris. For this reason, pipes of internal diameter less than 1.0 m are not recommended since they are difficult to clean.

Culvert Condition Survey In total, 88 culverts are located along the existing project roads, 62 along the Comrat –R38 section and 26 on the section R-38 to Ciumai. In fall of 2008 a survey of all culverts was undertaken, together with an assessment of the culvert condition. The drainage structures along the project road M 3 section Comrat-Ciumai were inspected and records were taken for the following characteristics:

• Type of culvert (small bridge, pipe, box); • Geometrical data (length, height, width, diameter, etc.); • Material of culverts (concrete, metal, etc.); • General structural condition of culvert elements, headwalls, wing walls, and inlet/outlet structures; • General hydraulic condition – i.e. whether silted or free-flowing.

Visual inspections were performed to verify the existing culvert condition. Inspection standard report forms were used to record geometrical information and condition data. Photographs were taken to document problems and provide an overall picture of the structure.

Summary of Structural Damages to Culverts All recorded structural damages are listed in the Appendix III-3, together with rehabilitation measures and estimated cost for all culverts. The main structural information is included and details are shown in the investigation forms. The conditions of existing culverts are summarized as follows:

• Majority of culverts are of reinforced concrete with an average length of 17.2 m • Generally in need of major maintenance and repair • 30% of the culverts need to be replaced due to failure or insufficient capacity • Average cost of rehabilitation measures is just over 9,000€ per culvert • Lack of maintenance of drainage system is of concern

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6.5 Bridge Condition

Bridges start ageing and deteriorating from the day they are built due to the natural weathering of materials, environment and traffic. Bridge inspection aims at following up this ageing and deterioration process and recording which components have changed since the last inspection and to what extent.

Information concerning existing bridges has been obtained from the bridge passports, but the information is often incomplete or even insufficient or not comprehensive or not in accordance with the as-built condition on site. There are many reasons for incomplete documentation, partly the long period of time since the bridges were built, partly there are no as-built drawings available, and organisational problems and understaffing in the years following independence and financial difficulties in the years of an emerging economy. The available documentation was thus taken as orientation, and comprehensive field surveys had to be done for the assessment of the bridge condition.

The visible inspection consists of visual control and assessment of all bridge elements. It involves a thorough check of all bridge elements, e.g. approaches for potholes and related damage, settlement of the pavement, erosion, excessive vegetation, any obstruction, or missing bridge signs; checking the superstructure from above and underneath for damage caused by traffic, cracks, spalling and similar damage, deflections etc; examining whether the bearings are functioning well, and for any blockage, rust, change of shape etc; checking the substructure for cracks, settlement, bulging, wearing of pointing, under scouring etc, and waterway for erosion, scour, widening or narrowing of the river, silting up, obstructions, etc.

Typical types of routine maintenance works to be checked are the cleaning of bearings, vegetation control around the bridge, removal of debris from the wearing course, the opening of drain pipes, removal of debris from the waterway, etc.

The seriousness of the damage which is required to be recorded was based on the estimated extent of damage. The locations of the damage, however, have to be accurately shown.

Bridge Condition Survey During September 2008 the bridges along the study route were evaluated according to the guidance outlined in the Bridge Inspection Manual. A total of 9 bridge structures were examined. Initially, general dimension data for each structure was recorded including:

• Year of Construction • Vertical Clearance (m) • Design Load Class • Type of Wearing Surface (m) • Total Bridge Length (m) • Thickness of Surface Layer (mm) • Roadway Width (m) • Structure Type • Number of Lanes On and Under the Bridge • No of Spans in Main Unit • Curb or Sidewalk Width (m) • No. of Approach Spans • Approach Roadway Width (m)

In addition the structure’s system components were recorded and evaluated. For each bridge the following components were assessed:

• Slab • Abutment • Piles • Longitudinal Beams • Bearings • Cross Beam • Joints

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Condition Rating These basic units are divided into structural members or components. The general procedure for evaluating the structure was to assign a numerical rating to the condition of each element or component of the main units.

The condition rating is based on the AASHTO Manual for the Condition Evaluation of Bridges. Condition ratings based on the field inspections can be considered as “snapshots in time” and cannot be used to predict future condition or behaviour of the structure. However, the condition ratings based on the inspections along with the written comments by the field inspector act as the major source of information on the status of the bridge. Condition ratings are a measure of the deterioration or damage and are not a measure of design deficiency. For instance, an old bridge designed to lower load capacity but with little or no deterioration may have excellent condition ratings, while a newer bridge designed to modern loads but with deterioration will have lower condition ratings.

Each element or component of the bridge was then rated using a scale of 0 through 9, with 9 representing a new condition and 0 a failed condition. Separate bridge assessment forms were compiled for each structure, accompanied by notes and photographs describing the condition.

The location of existing bridges along the project road alignments and the main geometrical data of these bridges are presented in Table 6-1 below.

Table 6-1. Existing Bridges Nr. Nr. Ctr. Chainage Section Corridor Category Road River Crossed Locality Closest Year Built Length (m) Carriageway Width (m) Class Technical Restriction* Rating 1021. 97+596 8 II Comrat 1972 12 13.5 4 T 5 1022. 98+096 8 IV Chirsovo 1971 6 9.6 4 S & T 4 1023. 114+160 8 V Congaz 1968 18 7.6 4 S 5 1024. 118+356 8 II Congaz 1961 18 12.8 4 No 4 1025. 122+212 8 IV Ialpugel Congaz 1961 42.3 8 4 S & T 3 1026. 127+881 8 III Svetlîi 1964 8 10.1 4 T 4 1027. 130+727 8 II Samurza 1964 21 11.6 4 No 4 1028. 134+987 8 V Samurza 1964 20 7 4 S 5 1029 145+663 9 V Ciumai 1960 5 7 4 S 5 “T” – tonnage, “S” – Size / Source: Consultant

6.6. Organization of Improvement Works

The bridge works will be performed in stages, the traffic moving on one half of the carriageway, with a speed limit, in compliance with a Traffic management Plan approved by the authorities of the Traffic Police.

The organization and execution of all the construction works will be carried out following the norms and instructions set by: the project, SNiP 3.01.01-85* "Organization of the constructional works", SNiP 3.03.01-87 «Bearing and Protecting Structures», SNiP 3.06.04-91 «Bridges and Culverts», SNiP 3.06.03-85 «Motorways», SNiP III-4-80* "Safety Rules in Construction", FSR- 05-86 "Fire Safety Rules during Constructional-Mounting Works" and at last the "Law referring to the Quality of Construction" No. 721-XII of 02.02-96.

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Road M3 Chisinau — Giurgiulesti/ Romanian Border Extension and Rehabilitation Project Final Engineering Report: Comrat South to Ciumai

The Contractor shall carry out the tests they are to be done by him in a laboratory possessing a license according to the applicable legislation.

The quality of the fresh concrete will be determined in the lab based on test samples during execution (implementation), the test results being recorded in the register for object (project).

Arrangements on Site Before the repair works to the bridges, there will be performed the arrangements of the site. The arrangement of the site shall be provided in the close vicinity of the bridges, shall not include demolitions or expropriations of property. The territory for site arrangements is legally owned by the Local Councils and makes part of the public estate (domain). The surface area adjacent to the project, to be provided to the Contractor will be a concern of the local authorities.

Quality Assurance To ensure the quality of the repair works, the acceptance of works will be carried out based on execution phased and on phases determined according to a work quality monitoring programme. Quality control of the works will be obligatorily performed during the whole period of implementation by the Client through responsible technicians and by the Contractor through a site foreman (manager).

The Client will organize the Completion Acceptance and the Final Acceptance in compliance with the applicable legislation.

The quality assurance will be based on the „Law referring to the Quality of Construction” No.721-XIII of the 2nd of February 1996 an MCS A.02.02-96 „Regulation on Quality Management and Assurance”.

According to MCS E.01.02 – 2005 „Regulation on Setting the Important Categories for Structures”, the bridges are qualified as structures of category I of importance.

According to MCS A.02.02-96 „Regulation on Quality Management and Assurance”, depending on the category of importance of the construction, for the execution and maintenance of bridges it is recommended Pattern 1 of Quality Assurance.

The executors of the works will have their own programmes of quality assurance. At certain phases determined according to the project and standard documents, the contractor shall apprehend beforehand all the decision-making factors participating in the control and acceptance of works.

Below it is proposed a programme of quality assurance of works.

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Table 6-2. Programme of the Quality Control of Works

Written documents: The working phase, which is subject Prepared and PVLA- minutes of No. And to control or to qualitative signed by: No. the covered works Date of acceptance, and for which are B- the Client crt. PVR- minutes of the required the documents prepared in E- the Executor acceptance Statement written form P- the Designer PV- Minutes 0 1 2 3 4 Taking over, location, setting out of PV PBE the axis, benchmarking, etc. Level Control of the foundations PV PBE Level Control of the superstructure, including the approaches to the PV PBE bridges Control of the waterproof protective PV PBE elements Control of the degree of compaction PV BE embankments, road system, etc. Acceptance Committee Acceptance of works PVR according to legislation

Note: Column No. 4 shall be filled in on date when the document is finalized The Executor will notify in written form the other factors for participation in the control phase The quality of the placed concrete shall be assessed visually and by lab analysis bulletins issued the Contractor When the acceptance of the site, a filled copy of the present programme shall be annexed into the technical register of the construction The present programme will be filled in with the works, which will have to be controlled by the Client and Executor when the acceptance of the project.

6.7. Monitoring during Operation Period

In view of fair technical condition maintenance, of a safe traffic, there will be performed in time monitoring works on the behaviour of bridges, on the current maintenance and repair works. Assessment, maintenance and repair works will be performed in compliance with SNiP 3.06.07.- 86 «Bridges and Culverts. The Inspection and Testing Rules», BCH 4-81 «Instruction on how to conduct bridge and culvert inspections on motorways», BCH 24-88 «Technical Rules of the Repair and Maintenance of Motorways», method statements on bridge maintenance «Method Statements on Maintenance of Bridge Structures on Motorways» (ROSAVTODOR, 1999) and the law No.721-XIII of 02.02.1996 «Referring to the Quality in Construction».

During the operational process of the works there will be permanently monitored the condition of the roadway, of the waterproof, of the expansion joints, of the parapets, of walkways, of drainage system and of the bearing elements. The results of surveys shall be recorded in the operational register of the bridge.

During winter time the bridge shall be in time cleaned of snow. There accumulations of snow along the parapets will be not allowable, the salt being not used as a de-ice means. During the operational period care shall be taken to regularly keep clean from mud and dust the main bearing elements of the superstructure. The revealed superficial defects and degradations

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of the concrete surfaces during control will be, without any delay, appropriately treated with special mortars or concrete. As a preventive measure, a hydrophobic treatment of the exposed concrete surfaces will be welcome once in 5 years. This procedure consists of spraying a special hydrophobic solution based on the emulsion type КЭ -30-04 or ГКЖ -94 on top of clean surfaces. The metallic components of the bridge will be regularly cleaned of mud and dust, there will be restored the anti-corrosive protective system.

Below it is proposed a programme of preventive measures in view of current maintenance and repair of the bridges.

Table 6-3. Programme of Preventive measures for the bridges

No. Frequency of Works, Name of Works, Procedures ctr. Procedures, years 1 2 3 Bridge Roadway

Carriageway patching (pot holing) As the defects are accumulating Removal of the corrugation, of rutting, bumps and sags on As the defects are accumulating the carriageway Local waterproofing repair works As the defects are accumulating Sealing of the cracks on the carriageway using bituminous 1.0 mastic Rehabilitation of the Wearing Course of the Asphalt 1.0 Pavement Restoration of anticorrosive protective coating of parapets 1.0 Repair works to the parapets and their partial replacement As the damage is detected Bearing Elements Sealing of cracks and broken edges on the concrete surface As the defects are accumulating Anti-corrosive protective coating with paint (lateral 5.0 surfaces),or Hydrophobic treatmen t of the lateral surfaces of the 5.0 superstructure Connection at the approaches to the bridge Restoration (locally) of slope strengthening using concrete 10.0 on top of crushed stone Restoration and compaction (locally) of the slopes with 10.0 backfill of draining soil Approaches to the bridges

Patching works of the carriageway 1.0 Removal of corrugation, rutting, bumps and sags on the 1.0 carriageway Rehabilitation of the Wearing Course of the Asphalt 3.0 Pavement Reshaping of shoulders adding crushed stone 1.0

Conclusions Rehabilitation Works of Bridge will contribute to improvement of traffic conditions, traffic becoming smooth, and they will have a positive impact on the area, both: from the environmental point of view and from the social-economical point of view.

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7. HYDROLOGICAL AND DRAINAGE DESIGN

7.1 Overview

The project roads cross numerous permanent and temporary watercourses which are the right- hand-side (RHS) tributaries of the Ialpug River, draining toward the Black Sea to the southeast. The existing road crosses them on 88 culverts and 9 bridges, which have been constructed during the 1960s and early 1970s.

The Ialpug river has its sources in the northern part of the Marienfild village of Cimislia district and flows into the lake Ialpug, near Bolgrad town in the Ukraine. The river stretches over a length of 114 km. The surface area of the drainage basin is 3180 km2. The drainage area with less suitable land for agricultural purposes is covered with steppe vegetation; the other spaces are covered with vineyards and orchards. The geological structure is constituted of limestone and loam. The mechanic structure of the surface rocks is loamy. Usual chernozem and carbonate soils. The width of the valley with construction is of 5-7 km and has morphologically a trapezoid shape. The difference of the altitude at the source and at the estuary constitutes 128 m, the average measured gradient of the river is 1.1‰, and the coefficient de sinuosity is 1.11.

The RHS slope on Chirsova - Chirilovca sector reaches an altitude of 130-140 m, near Svetlii village – 179 m. The Chirsova village is situated on a terrace of 3.5 km-long and a width of 700- 800 m. At the slope foot there are springs with a debit of 1 l/s.

On the LHS at km 136, parallel to the Chisinau – Giurgiulesti Road Sector, there exists the Danube Taraclia Canal. The Canal is more closely approached to the road from km 145+500 to km 151+00, where the distance between the canal and the road constitutes 80-85 m. The canal was dug in the 80th years and then it was abandoned because of the increased salinity of the water. The water is not accessible for irrigation. The canal does not have an impact on the embankment and on the road structure.

Based on the official data and on the field studies of the tributaries crossed by the road, the hydrometric condition is characterized by spring high waters and summer high waters. By their intensity and volume the summer precipitations prevail over the spring ones. The vast majority of watercourses are falling dry during summer. Only the rivers Cogilnic, Ialpug and Ialpugel have established year-around stable low water flows

Climatic conditions in Moldova are not homogeneous. The project roads are situated between an area which is referred to as a zone of unstable and insufficient moisture, and the extreme southern regions, from Comrat on to the end of the road, which is a draught (arid) zone. The precipitation occurs mainly in the form of rains during summer, especially in June and July. The annual summarized amount of precipitations is decreasing in southern direction with Chisinau at 443 mm, Giurgiulesti with 300 mm of precipitation a year.

During years with insignificant snowfalls there are no high waters in spring. During summer there can be 2-6 flash floods as a result of torrential rain falls. Rainfall contributes more to the year-around water flow in the rivers than snow fall.

7.2 Carrying capacity of the drainage structures

The determination of the calculated flow rate for bridges and culverts was carried out according to the recommendations in the Code of Practice CPD.01.04-2007 “Determination of the main calculated hydrologic characteristics”, which contains norms and requirements regarding the organisation and the order of engineering calculations for the determination of

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the main hydrologic characteristics at the design justifications for all the construction categories and engineering protection of the territory.

The flow rates were calculated according to the calculation formula of the Type III to 2 determine the Q c% for the hydrological surfaces under 200km using the cartographic material of the maps at the scale 1:10 000, 1:50 000 and 1:100 000.

The III type of calculation equation is the equation of the intensity limit of the flow, in case of a non available analogous river. No observations are carried out within the State Hydro meteorological Services on small rivers with an accumulation basin less than 500 km 2.

The equation is interpreted as follows: = ⋅ϕ ⋅ ⋅ δ ⋅ λ ⋅ Q c% q'1% H 1% c % A

In which:

q'1% – the relative maximum debit of water, measured with an annual probability of exceedance of P=1%, which represents the relation:

ϕ q'1% = q1% / H 1%

In which

q'1% - is set for the basin in question depending on the hydromorphometric characteristics of the river bed Fa and on the time of concentration on the slope τv , min; ϕ - coefficient of cumulative flow, represented by the equation:

n6 n5 ϕ = [c 2 ϕo / (A+1) ] (ib/50) c2 – empiric coefficient for the forest steppe equal to 1.3

ϕo, n5, n6 – parameters in dependence of the soil type and on the mechanical composition

A – the surface area of the water accumulation basin, km 2 ib – average gradient of the basin sides (slopes)

H1% – the maximum precipitations per diem with a probability of exceedance of P=1% mm; it is determined according to data from the nearest meteorological stations,

δ - coefficient of adjustment, taking into account the lakes, ponds, swamps; λ 1% - coefficient of conversion from maximum debit of an annual probability of P 1% to other probabilities

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7.3 Location Specific Characteristics

Water disposal in the villages such as Chirsova, Congaz, Svetlîi and Chirilovca is very difficult due to water runoff from the slopes. The accumulation basins outside the villages are often silted Since the mechanical composition of rocks is simple heavy rains lead to the erosion of the soil and its depositing in the form of alluviums on the road corridor with partial or total silting up of the culverts.

Comrat South From km 94+000 to km 95+505, in Comrat town the road runs along the RHS slope of the river Ialpug valley. The drainage from the slope causes flooding of the carriageway.

From km 96+976 to km 99+392 water drainage is provided sufficiently except for two (km 96+630 and km 96+680) sections where during significant precipitations the water floods the carriage way.

Chirsova Through Chirsova village on the section from km 99+400 to km 103+000, the existing culverts are getting silted after each flash flood, and after recurrent flash floods there are overflows. The surface waterway is being formed on the RHS arable slope of the river Ialpug valley. During heavy rains, intensive erosion of the top soil occurs.

The chutes are located on the RHS of the road. In Chirsova village at km 102 +173 during high and rapid waters big quantities of water are rushing from slopes to the road corridor, where there are no water delivery (catchments) and discharge structures on the LHS. There are overflows on the surface of the road and on the adjacent to it territory with housing.

The longitudinal profile of the road is nearly zero. There are ponds of water standing a long the carriageway and deposits of silt, causing deterioration of the pavement. The problem with the surface drainage in the village is not addressed. To take the water and to divert it towards the structure, a lined concrete chute is required along the whole village.

The local people made an earth wall to protect against waters with alluviums, all kind of garbage and organic residues. In 1975, 1985, 1991, 1994 years there were traffic problems due to such high and rapid waters. During these years a deep ravine of 4-6 m on the slope developed at a distance of 300-400 m from the road.

To mitigate the negative impact of the high waters on the road as a design solution it is recommended to construct a dam of 900m- long and a h=1,5m round the village together with the Chisinau-Giurgiulesti road on a distance of 800 m. The dam will direct the water towards the watercourse valley at km 103+080. On the last road segment the water will flow on a lined concrete ditch of a forced gradient of 150 m- long. For the debit of water between the dam and the road at km 102+173 the design provides a

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Road M3 Chisinau — Giurgiulesti/ Romanian Border Extension and Rehabilitation Project Final Engineering Report: Comrat South to Ciumai

collecting chamber (basin), from where the water will flow through lined ditches to the culverts at km 101+955 and km 102+380

Chirsova to Congaz From Chirsova to Congaz village, on some sections of the road overflows occur due to insufficient carrying capacity of the culverts for the designed flow of water at:

• km 105+094 • km 108+116 • km 105+571 • km 108+428 • km 107+509 • km 112+740

Through Congaz village, from km 114+500 to km 117+676, the longitudinal profile of the road is nearly zero. The village is situated at the foot of the RHS slope of the river Ialpug valley. During intensive precipitations the topsoil is washed off the slope, overflowing the culvert on the street intersections. Overflows of the road in Congaz village occur on seven street intersections. On the sections between the structures, there are ponds of water standing long on the carriageway, resulting in deterioration of the road pavement. Currently, the drainage of waters is taking place through lined ditches to the culverts. After cleaning the culverts of silt, the waters will drain towards Ialpug River through existing channels, but they will be also cleaned and deepened.

Congaz Village to Svetlii From the suburbs of Congaz village to Svetlii village, on separate sections, there are overflows on the road, especially at km 118+812, km 123+802, where the carrying capacity of the culvert is not sufficient to take the design debit of water. Through Svetlii, village the longitudinal profile of the road is nearly zero.

Through the village, the road Chisinau – Gurgiulesti runs on the ‘bed’, resulted from deposits of sediments, washed off from the slope. The problem with the water drainage is not addressed. Due to permanent ponds of water, the pavement of the road completely deteriorated.

Svetlii to Chirilovca From Svetlii village, km 126+500 to Chirilovca village, km 147+833, the water drainage is provided sufficiently, except for the culverts at km 133+487, km 140+253, km 140+500, km 146+719. At the end of the village, at a distance of 200-300 m from the Chisinau-Giurgiulesti road corridor and parallel to the road in the years of 1965-1970 there was constructed a protection dam of the village against floods, which directs the water towards:

• culvert at km 126+324 • culvert at km 126+841 • culvert at km 127+890

The discharge capacity of the pipe culvert at km 126+841 with a diameter of 1.0 is not enough to allow a free flowing of the high waters. There were overflows of water on the road, causing a flood of the houses too. Under the road reconstruction project the real culvert section is extended by a pipe of Ø 1.5 m.

For better drainage of waters accumulated on the surface between the dam and the road corridor the renovation of the existing ditch with lined concrete chutes of 0.4 x 0.4 m with the slope of 1:1 is proposed.

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Chirilovca village Through Chirilovca village, km 148+000 – km 149+500, the problem with the water drainage can be resolved replacing the culvert at km 148+209 by a structure of a large aperture (opening) and constructing a ford chute at km 148+746. At km 148+746 from the slope there is concentrated a strong flow of water, which together with the moving roots, causes the silting up of the culvert. There overflows of the road occur. It is necessary to provide a ford chute.

Also, at the end of the village, at a distance of 200-300 m from the Chisinau-Giurgiulesti road corridor and parallel to the road in the years of 1965-1970 there was constructed a protection dam of the village against floods. The dam concentrates the water at km 148+489, where there is no delivery (catchments) and discharge structures. Against the centre of the water flow across the road is a house of a local person from the village.

Under the design it is provided an oblique culvert of Ø 1.2 m related to the road corridor. The oblique location of it was determined by the house and the garden. At the pipe outlet and up to the channel „Danube-Taraclia” there will be cut a non-consolidated channel to discharge the water from the culvert.

Chirilovca to Ciumai From Chirilovca village, km 149+500 to end of section, km 151 + 200, the water drainage is provided sufficiently.

Summary In summary, drainage regiment and current condition of exiting drainage structures are of concern. Particularly, the lack of functioning drainage features led to the deterioration of the current road and especially the pavement. Through the villages, where water runoff from the carriageway is a problem due to almost horizontal longitudinal profile, the solution was to have a cross section both: either of two slopes and kerbs or one slope to discharge the water into ditches

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8. ENVIRONMENTAL IMPACT ASSESSMENT

8.1 Introduction

As a result of the Feasibility Study (FS) for the Road M3 Chisinau – Giurgiulesti / Romanian Border the road sections Comrat to Balabanu (R38) and Balabanu (R38) to Ciumai are proposed for the engineering design and preparation of tender documents. Both sub-projects are reconstruction road sections and as regards there overall environmental impact to be assessed as category B. Therefore for these sub-projects it is not necessary to conduct a full scale EIA, but it is necessary that an Environmental Management Plan (EMP) is to be prepared.

According to guidelines of the various international financial institutes (IFI) and following the provisions of the World Bank Environmental Assessment Sourcebook (1999) the EMP includes the identification and summary of all the significant adverse environmental impacts that are anticipated. In addition the EMP consists of the set of measures to be taken during implementation and operation to eliminate, offset or reduce adverse environmental impacts to acceptable levels. Also included are the actions needed to implement them.

Both sub-projects, the Comrat to Balabanu (R38) and Balabanu (R38) to Ciumai section are reconstruction only sections requiring similar types of environmental mitigation measures. Therefore the two reconstruction sections are covered in one single EMP. In the following the environmental impacts that are associated with the two sub-projects are described together with the required mitigation measures. By doing this there will be a differentiation in between the various project stages that is the design, construction and operation phase of the two sub- projects.

Based on this description the actual EMP is presented in form of a Table 8-1 that summarises the various measures proposed under the two sub-projects. It is structured such that it lists and describes all potential impacts that were identified, provides a short description of the respective proposed measures and attributes responsibilities for their implementation. Moreover monitoring requirements are specified in a separate Table 8-3.

Following to the official approval of the proposed set of measures the detailed design team will be responsible to follow up the recommendations of the EMP by including the proposed measures into the bidding or draft contract documents.

In the following potentially occurring environmental impacts as well as mitigation measures are described for 3 different Project stages, i.e. the design, construction and operation stage of the two sub-projects.

Additional detail is provided in the Appendix.

8.2 Impacts and Mitigation Measures referring to the Planning and Design Phase

Due to the overall design concept the Comrat to Balabanu (R38) and Balabanu (R38) to Ciumai sub-projects will result in only minor direct impacts on the physical and biological environment. With regard to the biological environment it is important to note, that the two sub-projects will not cause the loss of valuable habitat or biodiversity hot spots, nor will they cause new fragmentation of currently undisturbed natural habitats.

The design of the Project will generally follow the existing Moldovan SNIP standards. See chapter on engineering design for detail.

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Reconstruction of the new road will be confined to the existing RoW. Therefore no impacts arise from these sub-projects that would require any additional land acquisition.

On many road sections alongside the two sub-projects tree rows are planted consisting of walnut trees (Juglans regia). In a predominantly open and rather ‘empty’ environment these structures have a positive aesthetical effect and are assessed as valuable and significant elements of the landscape as can be seen on the picture below.

In case of the reconstruction sections the design road is being overlaid to the existing road. For this reason tree losses are put to a minimum. However at some locations tree losses can not be avoided.

Tree losses are either due to smaller alignment shifting that is necessary at some places due to technical reasons or because of embankment fillings in the stem area of the respective trees. In the case of those trees which are impacted by embankment filling, the decision whether the tree has to be cut or not shall be made by the construction supervision engineer.

Necessary tree cuts have to be compensated by new tree plantings at the respective sites alongside the new road. Species to be planted is walnut (Juglans regia). Plantings shall be conducted after technical works have been completed. Planting time shall be restricted to spring (March till April) and/or autumn (September till October). Locations for planting are within the existing Right of Way (ROW) at the locations where tree losses occur. Therefore no additional land acquisition is necessary.

In addition at some stretches of the project road tree rows are standing very closely to the bottom edge of the newly designed road embankment. In these cases a temporary tree protection fence shall be established during the construction phase as a mitigation measure. This applies to the following stretches alongside the reconstructed road:

Sections for tree protection fence on right side of reconstructed road: 600m km 121+300 – km 121+900 Sections for tree protection on left side of reconstructed road: 800m km 121+300 – km 122+100

8.3 Impacts and Mitigation Measures referring to the Construction Phase

During construction stage direct and indirect adverse environmental impacts may arise from a series of sources and affect various receptors of both the human and the natural environment.

Borrow areas The volume of borrow materials that will be used for the two sub-projects is indicated in the bill of quantity (BoQ). It is suggested that extraction be undertaken from the borrow areas described in the Geotechnical Report. These borrow areas are already in operation. Thus environmental

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impacts concerning potential disfigurement of landscape, vegetation losses and damage to access roads are kept to a minimum . However there might be long distance haulage.

While the contractors will be sourcing the borrow materials under their own arrangement, the following measures to minimize impacts associated with the operation of borrow areas shall be implemented:

• Secure all required environmental approvals and carry out extraction and rehabilitation activities consistent with the pertinent legal requirements and/or permit conditions; • Prior to operation of the borrow areas, submit to the construction supervision the following: • A plan indicating the location of the proposed extraction site as well as rehabilitation measures to be implemented for the borrow areas and access roads upon project completion. Rehabilitation measures may not be necessary for borrow areas still in operation after road works have finished; • Dust management plan which shall include schedule for spraying on access road and details of the equipment to be used • Undertake regular dust suppression on all unpaved access roads during the construction period, particularly in sections where critical receptors, such as settlements, are located; • Locate stockpiles away from watercourses to avoid obstruction of flow and siltation; • Provide cover on haul trucks to minimize dust emission and material spillage; • Undertake repair of access roads to their original condition

Contractor’s work camps The establishment of contractor’s work camps may cause adverse impacts if various aspects such as liquid and solid waste disposal, equipment maintenance, materials storage, and provision of safe drinking water supply are not addressed properly. The location for the contractor’s work camp is to be decided by the contractor. To ensure that minimal impacts will arise from the choice of the location and the operation of such areas, the contractor shall prepare the following plans:

• Layout of the work camp and details of the proposed measures to address adverse environmental impacts resulting from its installation. • Sewage management plan for provision of sanitary latrines and proper sewage collection and disposal system to prevent pollution of watercourses; • Waste management plan covering provision of garbage bins, regular collection and disposal in a hygienic manner, as well as proposed disposal sites for various types of wastes (e.g., domestic waste, used tires, etc.) consistent with appropriate regulations; and • Description and layout of equipment maintenance areas and lubricant and fuel storage facilities including distance from water sources and irrigation facilities. Storage facilities for fuels and chemicals will be located away from watercourses. Such facilities will be bounded and provided with impermeable lining to contain spillage and prevent soil and water contamination.

Prior to establishment of the work camps, conduct consultations with local authorities to identify sources of water that will not compete with the local population.

Provide safe drinking water supply for the workers. The quality of water shall comply with the national standards.

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Preparatory Works and Earthworks Tree felling, clearing and soil stripping are part of routine preparatory works. See Table 8-2 for list of trees to be removed. They bear risks like unjustified tree felling or dumping of excavated top soil with excess spoil instead of recovering and stockpiling it for re-use.

The road rehabilitation will entail generation of cut materials at an estimated volume of 132 771m³. Site preparation will also involve stripping and temporary storage of about 24 204m³ of topsoil. Such materials, if not properly managed will contribute to erosion, siltation and obstruction of watercourses and drainage, and may impact on aquatic biota. Improper storage of topsoil could also lead to loss of fertility.

The provisions of Moldovan SNIP provisions will have to be complied with to minimize negative impacts associated with earthworks. Specifically, topsoil shall be stripped and reused to cover areas where excess materials will be dumped. Long-term stockpiles of topsoil will be immediately provided with a grass cover and protected to prevent erosion or loss of fertility. The excavated material from road cuts (13 879m³) will be reused as fill material and compacted in road embankment at Optimal Moisture Concentration (OMC) within 3 km.

Likewise, all reclaimed asphalt pavement (estimated at 66 615m³) will be recycled for the construction of new pavement, thus, reducing the volume of spoils that need to be disposed of.

Materials that will not be used will be transported to the final disposal sites as extraction proceeds to minimize exposure to the elements that could cause erosion. The contractor shall also undertake regular spraying of water on haul roads to suppress dust emission, especially along sections that will pass close to settlements. Upon completion of the project, the contractor shall provide spoils stockpiles with grass cover.

Before site preparation activities commence, the contractor shall submit a soil management plan to the construction supervisor detailing measures to be undertaken to minimize effects of wind and water erosion on stockpiles, measures to minimize loss of fertility of top soil, timeframes, haul routes and disposal sites. The selection of disposal sites will be conducted in consultation with local authorities and landowners. To avoid soil compaction, particularly of agricultural land, the contractor shall confine operation of heavy equipment within the ROW, as much as possible.

Bridge Rehabilitation/Reconstruction In addition to the rehabilitation / reconstruction of the already existing road, there will be rehabilitation/reconstruction of 9 existing bridges and the rehabilitation/reconstruction of 84 already existing culverts. From these culverts, 1 will be eliminated, 33 culverts will be demolished and replaced (29 round culverts and 4 box culverts), 37 culverts will be extended, from which at 9 extended culverts it will be attached a new culvert ring, 13 culverts will be cleaned. There are planned 4 new culverts in new locations, 3 of which circular, and one box culvert. The existing bridges and culverts will be replaced by new structures at the same position.

Construction works may alter the local drainage pattern and may also cause impairment of the quality of surface waters as a result of increased erosion in disturbed areas. The works associated to the rehabilitation of bridges could have an adverse temporary effect on fish and other aquatic fauna through siltation.

To mitigate such impacts, the project design should incorporate installation of cofferdams, silt fence, sediment barriers or other appropriate devices to prevent migration of silt during

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excavation and boring operation within rivers or streams. During bridge demolition, the contractor shall avoid "dropping the bridge" into rivers / streams.

Dewatering and cleaning of cofferdams will be performed to prevent siltation, by pumping from cofferdams to a settling basin or a containment unit. Discharge of sediment-laden construction water (e.g., from areas containing dredged spoil) directly into surface watercourses will be forbidden. Sediment laden construction water will be discharged into settling lagoons or tanks prior to final discharge.

The contractor shall submit a method statement or plan for the execution of bridge construction works including measures that will be undertaken to address adverse environmental impacts such as erosion of river embankment and siltation of watercourses that may result from such activities. The plan shall be submitted to the engineer for approval.

Asphalt Plants The establishment of a new plant shall take into consideration the following measures to ensure that there will be minimal impacts on settlements and productive land: (i) asphalt plants must be located downwind of settlements at a distance of 500 meters or more; (ii) the contractor shall secure approval from the construction supervision for installation and operation of asphalt plants; (iii) the contractor shall have provisions for spill and fire protection equipment and shall submit an emergency response plan (in case of spills, accidents, fires and the like); and (iv) asphalt plants shall not be located close to plantations and productive land.

In road rehabilitation the most severe possible water quality impact could come from spilled bitumen or any petroleum products used to thin the bitumen. Bitumen is stored in drums which may leak or which are often punctured during handling after long periods (more than 6 months in the elements) of storage. Bitumen will not be allowed to enter either running or dry streambeds and nor can be disposed of in ditches or small waste disposal sites prepared by the contractor. Bitumen storage and mixing areas must be protected against spills and all contaminated soil must be properly handled according to requirements laid down in the pertinent legal provisions. As a minimum, these areas must be contained, such that any spills can be immediately contained and cleaned up.

Water Pollution Various activities (earthworks, operation of borrow areas, implementation of contractors yard, bridge rehabilitation) associated with the two sub-projects may cause deterioration of surface water quality if appropriate measures are not implemented. Especially when construction activities are being carried out on or in the vicinity of watercourses there is a risk of pollution. Mitigation measures have been presented in the previous sections on earthworks, operation of borrow areas, implementation of contractor’s yard and bridge rehabilitation.

Air and Noise Pollution Impacts on air quality are expected to occur as a result of exhaust emissions from the operation of construction machinery; fugitive emissions from aggregates, concrete, and asphalt plants; and dust generated from road construction/rehabilitation works, along haul roads, exposed soils, and material stock piles. The following mitigation measures will be implemented by the contractor to reduce emission levels: (i) maintenance of construction equipment to good standard and avoidance, as much as possible, idling of engines; (ii) banning of the use of machinery or equipment that cause excessive pollution (e.g., visible smoke); (iii) establishment of aggregate, asphalt, and concrete plants as far away as possible (minimum 500 m) from human settlements and operation of such facilities within the terms of Government pollution control guideline; and (iii) submission of a dust suppression program which provides detailed action to be taken to minimize dust generation and equipment to be used to construction

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supervisor prior to construction. The contractor shall seek the approval of the concerned local authority regarding sourcing of water to avoid competition with the local population on water demands.

During construction, the operation of heavy machinery can generate high noise levels. In order to minimize impacts due to excessive noise and vibration, work will be restricted to between 0600 to 2100 hours within 500m of the settlements. In addition, a limit of 70 dBA shall be set in the vicinity of the construction site and strictly followed.

Impact on Fauna and Flora Impacts on vegetation and wildlife along the road reconstruction corridor are not expected to be significant since the rehabilitation will be undertaken within the existing ROW. Further there are no protected and densely vegetated areas within the influence area of these alignments as well as in the proposed borrow areas.

Plantations of walnut trees (Juglans regia) are abundant alongside the project road. However the designed road is within the RoW of the existing road. Therefore tree losses are put to a minimum. Residual impacts and mitigation measures are described in above chapter referring to the design phase of the project.

In addition there are road side poles that are potentially used as stork nests along the existing alignment, one of them being located within the vicinity of Ciumai at km 149.5. To protect these nesting site construction activities near this site shall not take place during the most sensitive part of the breeding period, i.e. not between April and the first half of August.

Construction Water During construction process water will be required for the compaction of material. In this context the need for larger volumes of construction water (e.g. for the compaction of granular material and for the spraying of haulage routes) may become an issue of environmental concern. Sources for the construction water shall be the water channels along the project road and natural rivers.

Health and Safety If not properly managed work camps and construction sites pose health and safety risks. Transmission of diseases is likely under conditions with inadequate heath and safety facilities and practices. The contractor shall provide the following: (i) adequate health care facilities (including first aid facilities) within construction sites; (ii) training of all construction workers in basic sanitation and health care issues, general health and safety matters, and on the specific hazards of their work; (iii) personal protection equipment for workers, such as safety boots, helmets, gloves, protective clothing, goggles, and ear protection in accordance with pertinent SNIP regulations; (iv) clean drinking water to all workers; (v) adequate protection to the general public, including safety barriers and marking of hazardous areas in accordance with Safety Regulations for Construction, Rehabilitation and Maintenance, (vi) safe access across the construction site to people whose settlements and access are temporarily severed by road construction; (vii) adequate drainage throughout the camps to ensure that disease vectors such as stagnant water bodies and puddles do not form; and (ix) sanitary latrines and garbage bins in construction site, which will be periodically cleared by the contractors to prevent outbreak of diseases. Where feasible the contractor will arrange the temporary integration of waste

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collection from work sites into existing waste collection systems and disposal facilities of nearby communities.

8.4 Impacts and Mitigation Measures Referring to Operation Phase

After completion, the Project will have positive indirect impacts on human health and safety through decreased number of accidents, reduced air pollution resulting from more constant rates of travel speeds on rehabilitated road sections, cleaning up of solid waste from roadside drains, and reduced water pollution resulting from rehabilitated drainage systems. Residents in the area of influence of the road subprojects will benefit from: (i) a reduction in travel times and in transport costs, (ii) improvements in the quality of road passenger and cargo transport; and, (iii) employment generation.

However during the operational phase, both direct and indirect adverse environmental impacts may arise from a variety of sources and potentially affect various receptors.

Water Pollution During the operation stage of the project, accidents near a watercourse will have the potential of affecting water quality if this involves vehicles transporting toxic and hazardous substances. Provisions such as road signs and markings, guardrails, streetlights, improved horizontal alignments and traffic control structures, replacement of unsafe bridges, and provision of pedestrian facilities in the project design will improve road safety and is expected to contribute to the reduction in the frequency of accidents along the road. In the vicinity of water courses, rivers, channels, spills etc., speed for vehicles carrying hazardous goods should be limited and periodically controlled by traffic police.

Air Pollution and Noise Calculation of the expected levels of vehicle emissions during project operation was not undertaken. Regarding air pollution / ambient air quality the Project will have both positive and negative effects. Benefits will generally result from improved traffic flow, which entails improved fuel efficiency and better engine performance, thereby reducing volume of vehicle emissions which otherwise result from bad road conditions.

However in the medium to longer term increasing traffic volumes will bring about higher noise levels and higher volumes of aerosol emissions, including lead and other solid particles, and also increased emissions of gaseous pollutants like NOx and CO²;

Along sections of the road with sensitive receptors such as settlements and schools ambient air quality shall be regularly monitored. In addition speed control signs and speed limits along sensitive areas, especially along schools will keep noise and air emissions to a minimum.

Road Safety Increased traffic volumes and speed raise the issue of road safety and the need to maintain speed limits and post appropriate signalization especially within settlements, along schools, at animal and livestock crossings. Safety measures for addressing these issues have been incorporated into the technical design of the two sub-projects. The measures comprise the design of safety features such as speed control signs, proper road markings, streetlights, pedestrian crossing, livestock crossing and other visual means at the entrance of and through the settlements, particularly along schools.

In addition increased traffic volumes and higher vehicle speeds are likely to directly or indirectly affect wildlife and potentially biodiversity through greater fragmentation of previously little

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disturbed natural habitats and weakening or loss of small animal populations through continuous road kills.

As a mitigation measure animal road kills should be monitored at sensitive road sections. In the case that accident hot spots with large mammals are identified, appropriate protective measures shall be elaborated (e.g. reflectors / local fencing, warning signs, speed reductions etc.)

Wild Dump Sites ‘Wild’ dumping of solid waste into road side drains is an institutional and community problem which is likely to continue in the long term unless these issues are addressed by the appropriate institutions, such as those responsible for solid waste collection and disposal, enforcement of environmental regulations, and the communities themselves;

Prior to construction works, the following method statements/plans shall be submitted by the Contractor for approval by Construction Supervision:

• A plan indicating the location of the proposed extraction site as well as rehabilitation measures to be implemented for the borrow areas and access roads upon project completion. Rehabilitation measures may not be necessary for borrow areas still in operation after road works have finished. • Dust management plan which shall include schedule for spraying on access roads and details of the equipment to be used • Layout of the work camp and details of the proposed measures to address adverse environmental impacts resulting from its installation • Sewage management plan for provision of sanitary latrines and proper sewage collection and disposal system to prevent pollution of watercourses • Waste management plan covering provision of garbage bins, regular collection and disposal in a hygienic manner, as well as proposed disposal sites for various types of wastes (e.g., domestic waste, used tires, etc.) consistent with appropriate regulations • Description and layout of equipment maintenance areas and lubricant and fuel storage facilities including distance from water sources and irrigation facilities. Storage facilities for fuels and chemicals will be located away from watercourses. Such facilities will be bounded and provided with impermeable lining to contain spillage and prevent soil and water contamination • Soil Management Plan detailing measures to be undertaken to minimize effects of wind and water erosion on stockpiles of topsoil and excess materials, measures to minimize loss of fertility of top soil, timeframes, haul routes and disposal sites for excess materials. • Emergency response plan (in case of spills, accidents, fires and the like) prior to operation of the asphalt plant • A plan (mechanism and organizational structure) detailing the means by which local people can raise grievances arising from the construction process and how these will be addressed (e.g., through dialogues, consultations, etc.) • Method statement or plan for the execution of bridge construction works including measures that will be undertaken to address adverse environmental impacts such as erosion of river embankment and siltation of watercourses that may result from such activities

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Table 8-1. Environmental Management Plan

MITIGATION MEASURES DURING DESIGN, CONSTRUCTION AND OPERATION Activity Potential Impact Mitigation measures Institutional Responsibility Implement Monitor DETAILED DESIGN PHASE Road alignment in Tree losses that cannot be Alignment of new road is overlaying the existing alignment. On this basis tree losses will be Design Construction areas of tree prevented. In total reduced to the technically necessary minimum. Trees that have to be cut are compensated Consultant supervision (CS), plantations. The approximately 78 trees are by compensatory plantations. In total 78 new trees have to be planted. Ministry of Ecology distance from the lost. Main species is walnut and Natural tree stands to the (Juglans regia ). Plantings shall be conducted after technical works have been completed. Planting time shall Resources (MENR) planned road edge Location of tree losses in be restricted to spring (March till April) and/or autumn (September till October). shall be sufficient to respect of the project road prevent cutting. chainage are shown in Table Locations for tree plantings are within the existing Right of Way (ROW) at the locations However at some 8-2: where tree losses occur. Location of tree losses in respect of the project road chainage stretches it is A total of 78 trees will be lost. chainage are shown in Table 8-2, A total of 78 trees will be lost. technically not possible to prevent Species to be planted is walnut ( Juglans regia ). cutting of individual trees.

Road alignment Potential damage to irrigation In the course of the road rehabilitation all existing culverts will be renewed and sufficiently Design Construction traversing irrigated system if new culverts should dimensioned in order to prevent damages to existing irrigation system. Consultant supervision (CS) areas and existing not be sufficiently culverts dimensioned or in case that not all existing culverts should be renewed in the course of the road rehabilitation. CONSTRUCTION PHASE Top soil Loss of top soil. Removing of top soil occurring within clearing corridor. Topsoil shall be removed and stored Contractor Construction preservation for reuse. Long-term stockpiles of topsoil will immediately be protected to prevent erosion or supervision (CS), loss of fertility. Ministry of Ecology and Natural Resources (MENR) Road alignment in Tree losses due to A maximum fill up of the tree stem area of 30 cm can be accepted. Fill up material in the Contractor Construction areas of tree embankment fill. Locations of tree stem area has to be organic soil. supervision (CS), plantations. trees that are subject to Ministry of Ecology Embankment filling embankment fill are shown in A filling up of more than 30 cm will damage the tree. In this case cutting can not be and Natural of the tree stem Table 8-2:: prevented and a new tree is to be planted as a compensation measure at the respective Resources (MENR) Joint Venture Kocks Consult GmbH, Koblenz – Universinj SRL, Chisinau - 78 -

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MITIGATION MEASURES DURING DESIGN, CONSTRUCTION AND OPERATION Activity Potential Impact Mitigation measures Institutional Responsibility Implement Monitor area. A total of 78 trees will be lost location within the existing RoW.

Species to be planted is walnut ( Juglans regia ).

Plantings shall be conducted after technical works have been completed. Planting time shall be restricted to spring (March till April) and/or autumn (September till October).

Bottom of Potential damaging of trees Temporary vegetation protection fence during construction activities. Contractor Construction embankment of during construction activities Location of protection fence in respect of project road chainage: supervision (CS) designed road lying very close to tree 600m: right side of project road rows 800m: left side of project road Total length: 1400m Meters

Operation of borrow Potential disfigurement of All proposed borrow areas are already in operation. Thus environmental impacts concerning Contractor Construction areas and quarries landscape, vegetation losses potential disfigurement of landscape, vegetation losses and damage to access roads are supervision (CS), and damage to access roads kept to a minimum. Ministry of Ecology and Natural Increased dust emission Wet aggregates and/or provide cover on haul trucks to minimize dust emission and material Resources (MENR) spillage. Siltation and obstruction of Locate stockpiles away from surface waters. surface waters Prior to operation of borrow area, the contractor shall submit a plan through the Construction Supervisor (CS) to the MENR indicating the location of the proposed extraction site as well as rehabilitation measures and implementation schedule for the borrow areas and access roads. Rehabilitation measures may not be necessary for borrow areas still in operation after road works have finished.

Operation of Odour emission and safety Asphalt plants shall be 500 m downwind from settlements. Contractor Construction asphalt plant risks supervision (CS), Provide spill and fire protection equipment and submit an emergency response plan (in case Ministry of Ecology of spills, accidents, fires and the like) to the authority in responsibility prior to operation of and Natural the plant. Resources (MENR)

Secure official approval for installation and operation of asphalt plants from the MENR.

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MITIGATION MEASURES DURING DESIGN, CONSTRUCTION AND OPERATION Activity Potential Impact Mitigation measures Institutional Responsibility Implement Monitor Water pollution due to spilled Bitumen will not be allowed to enter either running or dry streambeds nor shall it be Contractor Construction bitumen disposed of in ditches or small waste disposal sites prepared by the contractor. supervision (CS), Ministry of Ecology Bitumen storage and mixing areas must be protected against spills and all contaminated soil and Natural must be properly handled according to legal environmental requirements. Such storage Resources (MENR areas must be contained so that any spills can be immediately contained and cleaned up. Site selection, site Potential soil and water The contractor shall submit documents for approval (short statement and site plan in Contractor Construction preparation and pollution appropriate scale) which indicate: supervision (CS), operation of • Site location, surface area required and layout of the work camp. The layout plan shall Ministry of Ecology contractor’s yard also contain details of the proposed measures to address adverse environmental and Natural impacts resulting from its installation. Resources (MENR • Sewage management plan for provision of sanitary latrines and proper sewage collection and disposal system to prevent pollution of watercourses; • Waste management plan covering provision of garbage tons, regular collection and disposal in a hygienic manner, as well as proposed disposal sites for various types of wastes (e.g., domestic waste, used tires, etc.) consistent with appropriate regulations; • Description and layout of equipment maintenance areas and lubricant and fuel storage facilities including distance from water sources and irrigation facilities. Storage facilities for fuels and chemicals will be located away from watercourses. Such facilities will be bounded and provided with impermeable lining to contain spillage and prevent soil and water contamination • Prior to the commencement of works the site installations shall be inspected for approval

Competition for water Prior to establishment of the work camps, conduct consultations with local authorities to Contractor Construction resources identify sources of water that will not compete with the local population. supervision (CS)

Site selection, site Health and safety risks to For health and safety protection of workers and adjacent communities the following shall be Contractor Construction preparation and workers and adjacent provided: supervision (CS), operation of communities • adequate health care facilities (including first aid facilities) within construction sites; Ministry of Ecology contractor’s yard • training of all construction workers in basic sanitation and health care issues, general and Natural (continuation) health and safety matters, and on the specific hazards of their work; Resources (MENR • personal protection equipment for workers, such as safety boots, helmets, gloves, protective clothing, goggles, and ear protection in accordance with legal legislation; • clean drinking water to all workers; • adequate protection to the general public, including safety barriers and marking of

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MITIGATION MEASURES DURING DESIGN, CONSTRUCTION AND OPERATION Activity Potential Impact Mitigation measures Institutional Responsibility Implement Monitor hazardous areas; • safe access across the construction site to people whose settlements and access are temporarily severed by road construction; • adequate drainage throughout the camps so that stagnant water bodies and puddles do not form; • sanitary latrines and garbage bins in construction site, which will be periodically cleared by the contractors to prevent outbreak of diseases. Where feasible the contractor will arrange the temporary integration of waste collection from work sites into existing waste collection systems and disposal facilities of nearby communities;

Work site operation Worker’s health and soil / Prior to the commencement of works, the work site personnel shall be instructed about Contractor Construction / Operation of water pollution safety rules for the handling and storage of hazardous substances (fuel, oil, lubricants, supervision (CS), equipment bitumen, paint etc.) and also the cleaning of the equipment. In preparation of this the Ministry of Ecology maintenance and contractor shall establish a short list of materials to be used (by quality and quantity) and and Natural fuel storage areas provide a rough concept explaining the training / briefing that shall be provided for the Resources (MENR construction personnel.

Locate storage facilities for fuels and chemicals away from watercourses. Such facilities will be bounded and provided with impermeable lining to contain spillage and prevent soil and water contamination.

Store and dispose waste/used oil consistent with environmental legal requirements.

Work site restoration: After completion of construction works the contractor shall execute all works necessary to restore the sites to their original state (removal and proper disposal of all materials, wastes, installations, surface modelling if necessary, spreading and levelling of stored top soil). Operation of Road construction projects Providing information to workers, encouraging changes in individual’s personal behaviour Contractor Construction construction camp bear a high potential risk to and encouraging the use of preventive measures. The goal of the information is to reduce supervision (CS), affect local communities and the risk of HIV / STD transmission among the beneficiaries (construction workers and camp Ministry of Health the health and well-being of support staff) those that live in or near to the temporary work camps by supporting the spread of STD and HIV/AIDS. In addition, the transport sector itself actually helps the epidemic, Joint Venture Kocks Consult GmbH, Koblenz – Universinj SRL, Chisinau - 81 -

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MITIGATION MEASURES DURING DESIGN, CONSTRUCTION AND OPERATION Activity Potential Impact Mitigation measures Institutional Responsibility Implement Monitor as infrastructure and associated transport services give people and infections mobility. Earth works and Loss of topsoil Topsoil shall be stripped and reused to cover areas where excess materials will be dumped Contractor Construction various construction and on road embankments. In addition a soil management plan shall be provided detailing supervision (CS) activities measures to be undertaken to minimize effects of wind and water erosion on stockpiles, measures to minimize loss of fertility of top soil, timeframes, haul routes and disposal sites. Earth works and Siltation of surface waters Mostly all extraction material will be reused. In addition the reclaimed asphalt pavement will Contractor Construction various construction and/or impact on soils due to be recycled for the construction of new pavement. Thus potential impacts due to the need supervision (CS) activities improper disposal of excess for disposal of excess material will be kept to a minimum. (continuation) materials

Competition for water Conduct consultation with local authorities to identify sources of water (for spraying and Contractor Construction resources other construction requirements) that will not compete with the local population. supervision (CS)

Air pollution due to exhaust Maintain construction equipment to good standard and avoidance, as much as possible, Contractor Construction emission from the operation idling of engines. Banning of the use of machinery or equipment that cause excessive supervision (CS) of construction machinery pollution (e.g., visible smoke).

Disturbance of adjacent Restrict work between 0600 to 2100 hours within 500m of the settlements. In addition, a Contractor Construction settlements due to elevated limit of 70 dBA will be set in the vicinity of the construction site and strictly followed. supervision (CS) noise levels

Soil compaction due to Confine operation of heavy equipment within the corridor that is absolutely necessary for the Contractor Construction operation of heavy equipment road construction to avoid soil compaction and damage to pasture land. supervision (CS)

Earth works and Traffic impairment Submit a traffic management plan to local traffic authorities prior to mobilization. Contractor Construction various construction supervision (CS), activities Provide information to the public about the scope and schedule of construction activities and Local (continuation) expected disruptions and access restrictions Representative of State Road Allow for adequate traffic flow around construction areas. Administration

Provide adequate signalization, appropriate lighting, well - designed traffic safety signs,

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MITIGATION MEASURES DURING DESIGN, CONSTRUCTION AND OPERATION Activity Potential Impact Mitigation measures Institutional Responsibility Implement Monitor barriers and flag persons for traffic control. Bridge Impairment of water quality, Submit a method statement or plan for the execution of bridge construction works including Contractor Construction reconstruction, potential erosion of river measures that will be undertaken to address adverse environmental impacts such as Supervision (CS), bridge number 9 embankment erosion of river embankment and siltation of watercourses that may result from such Ministry of Ecology activities. and Natural Resources (MENR) Avoid "dropping the bridge" into rivers/streams. This will be done by "sawing" appropriate sections of the bridge and using cranes to lift these sections or alternatively construct a platform onto which the bridge could be dropped.

Discharge of sediment-laden construction water (e.g., from areas containing dredged spoil) directly into surface watercourses will be forbidden. Sediment laden construction water will be discharged into settling lagoons or tanks prior to final discharge. Bridge Impairment of water quality, See above Contractor Construction reconstruction, potential erosion of river Supervision (CS), bridge number 9 embankment Ministry of Ecology and Natural Resources (MENR) Bridge Impairment of water quality, See above Contractor Construction reconstruction, potential erosion of river Supervision (CS), bridge number 9 embankment Ministry of Ecology and Natural Resources (MENR) OPERATION PHASE Increased traffic Elevated levels of gaseous Integrate in the engineering design safety features such as speed control signs, proper road Design Construction flow and noise emissions due to markings, streetlights, pedestrian crossing, livestock crossing and other visual means. Consultants Supervision (CS) increased traffic. In addition increased pedestrian vs. vehicle accidents due to traffic volume and higher speed as a result of improved road design Increased traffic Increased risk of accidents Spill-contingency plan Project Project volumes and higher with possible spills of harmful A contingency plan or emergency response plan is a set of procedures to be followed to Implementati Implementation Unit vehicle speeds substances minimize the effects of an abnormal event on the Project roads, such as a spill of oil, fuel or on Unit of of State Road other substances that may harm drinking water resources or have adverse effects on the State Road Administration Joint Venture Kocks Consult GmbH, Koblenz – Universinj SRL, Chisinau - 83 -

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MITIGATION MEASURES DURING DESIGN, CONSTRUCTION AND OPERATION Activity Potential Impact Mitigation measures Institutional Responsibility Implement Monitor natural balance of sensitive areas. Administratio n Damaged drainage Harmful environmental Routine monitoring of drainage and erosion control at least twice a year. Project Project or uncontrolled impacts resulting from Implementati Implementation Unit erosion. damaged drainage or on Unit of of State Road uncontrolled erosion. State Road Administration Administratio n

Table 8-2 Trees to be removed & replanted Chainage Nr. of Chainage Nr. of Chainag Nr. of Chainage Nr. of Chainage Nr. of km Trees km Trees e km Trees km Trees km Trees 99+410 2 100+051 1 128+404 1 144+315 1 149+247 1 99+433 1 104+950 1 131+238 1 148+273 2 149+325 1 99+435 1 105+636 2 131+243 3 148+398 1 99+467 1 108+300 7 132+134 2 148+462 1 99+495 1 109+915 1 133+067 1 148+412 1 99+500 1 110+335 1 136+187 1 148+589 2 99+523 1 110+313 1 136+695 1 148+755 1 99+532 1 118+6 10 139+507 3 148+783 1 99+971 1 121+4 1 139+537 2 148+800 1 100+00 1 123+750 1 140+370 8 149+124 1 100+031 1 124+128 1 143+354 1 149+166 1

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8-3. Environmental Monitoring Plan

Issue What Where How When Institutional parameter is to is the Is the parameter to be is the responsibility be monitored? parameter to monitored? parameter to be be monitored? monitored Frequency A potential Trees located At tree Inspections; When Construction tree loss within the newly locations as observation. An construction Supervision (CS), because tree designed indicated in embankment fill of up to activities take Ministry of stems area is embankment. Table1 30 cm at the bottom of place at the Ecology and subject to the tree stem area can respective tree Natural embankment be accepted. A filling up locations as Resources filling. of more than 30 cm will indicated in (MENR) damage the tree and Table1 cutting will be necessary. Decision is to be made by the construction supervision engineer. Top soil Stockpiling and Job site Inspections; Upon Construction preservation means of observation preparation of Supervision (CS), protection the construction Ministry of Ecology and site, after stockpiling and Natural after completion Resources of works on (MENR) shoulders Equipment Prevention of Contractor’s Inspections; Unannounced Construction servicing and spilling of oil and yard observations inspections Supervision (CS) fuelling fuel during construction Worker’s Official approval Job site and Inspection; interviews; Unannounced Construction safety and for worker’s worker’s comparisons with the inspections Supervision (CS) health camp; camp Contractor’s method during Availability of statement construction and appropriate upon complaint personal protective equipment; Organization of traffic on the construction site Worker’s Has relevant To be To be determined by After beginning Construction education on education been determined assigned Construction of works and at Supervision (CS) AIDS and STD provided? by assigned Supervision appropriate Construction intervals Supervision throughout construction Material Possession of Asphalt plant Inspection Before work Construction supply official approval begins Supervision (CS) Asphalt plant or valid operation license Borrow areas Possession of Sand and Inspection Before work Construction official approval gravel borrow begins Supervision (CS) or valid operation pit license Material Are the truck Job site / haul Supervision Unannounced Construction transport loads covered or routes inspections Supervision (CS) Asphalt wetted?; during work

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Issue What Where How When Institutional parameter is to is the Is the parameter to be is the responsibility be monitored? parameter to monitored? parameter to be be monitored? monitored Frequency Stone Compliance with Job site / haul Supervision Unannounced Construction the Contractor’s routes spot checks inspections Supervision (CS) method during work statement Sand and (restricted Job site / haul Supervision Unannounced Construction gravel working hours; routes inspections Supervision (CS) haul routes) dust during work suppression methods where required Surface water Contractor’s Bridges and Inspection Unannounced Construction protection compliance with Culverts inspections Supervision (CS) his approved during bridge method and culvert statement works Air pollution At site Visual inspection Unannounced Construction Exhaust fumes, from improper inspections Supervision (CS), maintenance during Ministry of dust of equipment construction Ecology and works Natural Asphalt plant and Resources (MENR) Machinery

Planting of Regular At locations of Replanting of trees that Monitoring to be Contractor 1 st new road side monitoring and new planted have died conducted in Year / Project trees control of trees autumn so as to Implementation successful growth allow for Unit of State Road of new planted replacement of Administration trees failures subsequent Year(s)

Increased road Road kills of Along the Keep records of Throughout the Regional kills of animals animals new road accidents. In the case Year Departments of due to higher that accident hot spots State Road traffic loads with large mammals are Administration and vehicle identified, appropriate speeds protective measures shall be elaborated (e.g. reflectors / local fencing, warning signs, speed reductions etc.) Increased Accidents that Along the Counting of accidents Throughout the Regional traffic volumes cause spills of new road Year Departments of may increase harmful State Road possible spills substances Administration of harmful substances Damaged Leakages in Culverts and Documentation Throughout the Regional drainage or drainage system drainage Year Departments of uncontrolled and damages facilities State Road erosion due to erosion Administration

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9 POVERTY AND SOCIAL ASSESSMENT

The Poverty and Social Assessment (PSA) is presented in separate report (ref. Appendix). However, the major findings and recommendations of the PSA is summarised below.

9.1 Objectives of the Poverty and Social Assessment

In line with the intent of the TOR for the Project to mitigate social impact, the Consultant carried out a social screening to determine the existence of local population who could be negatively affected by the Project and, if so, develop a Resettlement Action Plan (RAP) to address the impact, including those that result from land acquisition. Assessment of initial impacts will be considered as input in finalizing the alignment with the aim to minimize or avoid the negative impacts on the local population.

The social screening considers the potential benefit and negative impacts of the proposed rehabilitation and reconstruction of this road section. The following tasks were undertaken:

• Identification of local vulnerable and poverty groups. Their capacity to effectively engage and benefit from commercial developments along the project road section will be analysed. • Consultation with local stakeholders on development of a strategy/plan for roadside businesses and mechanisms. • Conduct of consultations with communities adjacent to the road section, i.e., pedestrians who cross and traverse the road, to identify appropriate locations for pedestrian crossings to ensure safe, continued access for these pedestrians across. • Preparation of baseline indicators to monitor and evaluate the social impacts of the section implementation and operations.

The assessment involved different approaches and strategies, namely:

• Collection and Review of Existing Documents and Data • Conduct of Social Screening • Consultation and Information Dissemination, and • Formulation of a Resettlement Action Plan (RAP), as the case maybe.

9.2 Summary of Findings and Recommendations of the Poverty and Social Assessment

The following are the key findings of the social screening on poverty, land acquisition and other potential impacts of the Project: i. Land Acquisition and Resettlement Plan – As no private land acquisition for this Project Road Section is anticipated and no impact on private structures and other assets will be experienced, the preparation of a Resettlement Action Plan (RAP) is not required . ii. Gender Development Plan – As no significant gender impact is anticipated, no Gender Development Plan i s required. iii. Participation Strategy – No special participation program will be devised but the State Road Administration will engage in full consultation activities that will encourage the involvement and participation of the local residents as well as people directly affected by

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the construction. This consultation and participation program will be implemented by the State Road Administration and its activities will cover (i) public discussion related to the design of facilities for pedestrians, bus users, road side vendors and/or animals; (ii) general publicity about the intended program, scope of the construction works, and environmental and health safety (particularly HIV/AIDs) impacts through information dissemination and printed brochures; (iii) establishing a mechanism for local people to raise concerns over the impacts of the construction works. The design and supervision consultant and the Civil Work Contractor will assist SRA to implement the participation program. iv. HIV/AIDs Awareness - The Project should adopt several activities stipulated in HIV/AIDs Awareness Policies. These include HIV/AIDs mainstreaming of all project partners and adoption of an HIV/AIDs awareness raising policy, to ensure that all construction staff have appropriate information to enable them to adopt protective behaviours. The use of peer-counselling in the workplace would also strengthen the project’s role in HIV risk reduction and response for construction workers, their families and partners. The project should also adopt policies of non-discrimination of HIV positive workers and gender equity in project business. To reduce the risk of creating demand for transactional sex, the project should encourage the employment of local workers and facilitate their daily travel between their homes and construction sites through appropriate clauses in the construction works contracts. These approaches will be in line with the internationally agreed guidelines on results-based management of HIV. By scoping the expertise, funding availability, resources and materials of specialist organizations, the project will ensure low-cost and integrative support of a broad range of responses to the epidemic in project areas that will both support the highway development and optimize the national response to the epidemic. v. Internal Monitoring System - To track the progress and the changes in civil work activities as well as monitor effects and impacts of the road construction and rehabilitation on the households and communities along the road, an internal monitoring system should be established . Establishment of the monitoring system will be the responsibility of SRA with the assistance of the Supervision Consultant and the Civil Work Contractor which will be specified in the terms of reference for the work contracts.

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10. ENGINEERING ROAD DESIGN

10.1 Road Design Standards

Designs should be justified economically and the optimum choice will vary with regard to construction and road user costs. Construction costs will be related to terrain type and choice of pavement construction, whereas road user costs will be related to level and composition of traffic, journey time, vehicle operation and road accident costs.

Currently, the geometric road design standards in Moldova are those which were used throughout the former Soviet Union. Since the last edition of the SNIP 2.05.02-85 for road design was introduced in 1984, this standard is not in keeping with the times and modern developments and practices are not considered.

Design speeds and the resulting geometric road characteristics according to SNIP 2.05.02-85 are slightly higher than in Western Europe or North America for certain parameters. This indicates a lesser consideration given to economic justification at the design stage and makes these standards expensive.

However, the geometric standards that are proposed for implementation under the Project are based on SNIP standard in accordance with the Terms of Reference. To improve the shortcomings of the SNIP standard, in addition German Standard and British Standard are partly consulted to have a more flexible approach in defining suitable solutions in individual locations, including a departure from the standard design values.

The main horizontal and vertical alignment parameters of the standard are summarized below.

Road Cross Section The width of road on the one hand should be minimised so as to reduce the cost of rehabilitation construction and maintenance whilst on the other hand it shall be sufficient to carry the traffic loading efficiently and that vehicles in opposing directions of travel can pass safely. The width of road is composed of the width of carriageway (sum of the width of lanes) and the width of the shoulders. The designed embankment is placed within the existing Right- of-Way. The designed cross section has the following parameters:

o width of the road embankment – 12 m; o carriageway width: 7,5 m (2 x 3, 75 m); o width of shoulder: 2.25 m (2 x 2,25m), including 0,75 m (2 x 0,75 m) paved strip lanes, 1.0m (2 x 1,0 m) hard shoulders, and verge 0,5m (2 x 0,5); o carriageway crossfall 2 %; o shoulder inclination 4 %;

The cross section parameters are as stated in the Terms of Reference and correspond to the road category II according to SNIP 2.05.02-85 for rehabilitation/reconstruction conditions.

Where necessary, the designed superelevations and crossfalls were, depending on the radius, proposed to be from 3.0 % to 4.0 %. On the section km 121 + 470 -km121+940 a climbing lane was added increasing the road width to 15.5 m.

On many road sections, where there is a risk of surface water infiltration and accumulation at the base of the road structure it is proposed to carry out a transversal draining system in the shoulders. The drains are in the form of a ditch with the depth of 0.4m, filled with ballast, and

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constructed out perpendicular to the road platform at a distance of 15-20m, as it is shown in the related drawing, Vol. II, Drawings.

Design speed Considering the following:

• the road category of the project road given in the Terms of Reference • the main approach in the rehabilitation conditions of the existing road sections • making maximum use of the existing road • insuring of an acceptable standard of road safety

The design speed for a category II road was determined to be:

• Sections outside of inhabited localities 100 (80) km/h • Sections Inside of inhabited localities 60 km/h

Horizontal and vertical alignment parameters Considering the design solution adopted for the road section, the main design parameters are as follows:

Table 10-1: Horizontal and Vertical Alignment Parameter

Design element Minimum values Outside of inhabited Inside of inhabited localities localities Design speed 100 (80) km/h 60 km/h Min. radius 400 (300) m 50 m Max. gradient 5 (6)% 7 % Min. crest curve 10000 (5000) m 2500 m Min. sag curve 3000 (2000) m 1500 m

Transition curve Transition curves will be introduced between straight alignment sections and circular curves or between two circular curves of significantly different radii.

The transition curves conforming to SNIP will be used. Where this is not possible, transition curve parameters complying with German standards will be used for optimal driving dynamic.

Widening of curves Curve widening is required if the curve radius less is than 1,000m. The recommended widening amount is shown below:

Table 10-2. Curve Widening

Radius 850 650 575 425 325 225 140 95 80 70 60 50 40 (m) Widening amount W - 0.4 0.5 0.5 0.6 0.8 0.9 1.1 1.2 1.3 1.4 1.5 1.8 (m) Source: Road Standard SNIP 2.05.02-85

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On simple curves, widening runoff is applied over the super elevation runoff length and wholly on the inside edge. On the transition curves widening runoff is applied over the transition length. In all cases the guiding line marking should be placed half way between the edges of the widened carriageway.

10.2 Design Applications

The detailed design is carried out by application of the Consultants Road Design Software with the following consideration:

• The purpose of the project is the rehabilitation and reconstruction of the existing two lane carriageway

• The standards to be applied will be those for a category II road, with some flexibility in application when the strict application of the standards would result in an excessively costly technical solution.

• In order to avoid environmental problems that arise when land taking is required any road realignments will as much as possible be limited to what can be achieved within the existing road corridor.

• In general, the design follows the existing alignment wherever possible and considers the existing structures. Where the existing alignment does not correspond to the proposed parameters, certain improvements depending on topography, build-up areas and structures have been made.

10.3 Departure from Standards

The proposed design values of the geometric design standards are usually intended to provide guidance for the design rather than to be considered as rigid minima. It should be realized that information and values presented in the design guidelines are considered as a ‘design standard’, but more appropriately described as good engineering practice that should be strived to achieve. But the justification for construction of a particular road will always be based on a detailed technical and economic appraisal, and relaxations of standards may be essential in order to achieve an acceptable level of return on investment. However, safety implication of a substandard road section needs serious consideration.

The Horizontal and Vertical Alignment Parameter for the designed road section can be maintained, on most of the designed section, since the design speed is defined at 100 (80) km. However, the longitudinal profile on the designed section of M3 on some road sections between localities combine vertical curves with minimal convex radius at the distance 1000-2200m and concave radius up to 660. These are very dangerous sections with low visibility. It is proposed to reconstruct these sections in longitudinal profile to ensure the minimal admissible parameters, according to the design speed 80km/h. The proposed minimal convex radius is 5000m, except of the section km 130, where it was designed a radius of 4000m to avoid land acquisition and resettlement.

10.4 Junctions

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There are many junctions along the road where minor roads join the project road. The junctions are typically gravel or earth roads with no signs indicating to where the road leads. However, these minor road junctions have to been furnished with adequate marking and traffic signs for safety of the road user.

The project is planning to establish the access roads and the existing junctions at the end of rounding with asphalt pavement, and the rest of the length up to 50m of the access road with macadam pavement. Also, additional accelerating/braking lanes are planned at junctions with more important local roads, where the traffic intensity at the access is over 200vehicles/day. It is planned to set road signs, marker posts, and road markings. In localities, where it’s necessary, the junctions at the existing unpaved streets will be paved up to the length of 50m, to improve the surface water disposal conditions and to prevent silting of the main road.

Roundabout At km 135+800 the road M3 is crossing the Republican road R38 Vulcanesti-Cahul-Taraclia. The existing junction does not correspond to road safety standards; in the access areas the visibility is not ensured.

The construction of a new gas station and the exit of the vehicles from the station right near the junction, increases even more the risk of accidents. To avoid severe road accidents, the Project is proposing to carry out a roundabout, according to the modern road standards, with road signs, markings, road signing and guiding, pedestrian crossings, bus stations.

The diameter of the central island is 30m, including a paved ring on a 2m width. The entrance and the exit to the roundabout are separated by islands and markings. To ensure minimal safety conditions, it was proposed to change the exit place from the gas station, further from the centre of the roundabout, on the secondary road R38.

10.5 Street Lighting, Sidewalks, and Road Furniture

Street lighting Illumination of road in inhabited areas Chirsova, Congaz, Svetlii, and Chirilovca according SNIP 2.05.02-85 shall be provided.

The lighting of the roundabout was planned at km 135+800, where the road M3 is crossing the republican road R38 Vulc ăne ti-Cahul-Taraclia.

Standard drawings for lighting are prepared in accordance with NCM C.04.02-2005, Natural and artificially lighting standards for design and standard drawing no. 503-0-31 part 6, Lightening of streets.

Sidewalks, accesses to properties, access roads Sidewalks have been designed in inhabited areas with a width of 1.50. These works include the repair of the existing sidewalks. The total length of designed sidewalks is 19,420 m.

At the crossings of the sidewalks and water courses in the culverts area, 24 pedestrian bridges are planned, constructed of reinforced concrete slabs, with metallic crossbeams.

The pedestrian crossings will be set up to ensure the access of handicapped people according to the current standards.

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Accesses to the properties, access roads In localities crossed by the designed section 493 access roads to the yards are planned. In the villages Svetlii and Aluatu it is proposed to set up existing side access roads, to prevent unregulated entrances on the main road. The total length of the access roads is 1,200m, with a width of 3.0m; these sections will be used for pedestrians as well.

Bus stops, stationing platforms The existing stops, stationing platforms and adjacent sidewalks will be repaired and planned with all the necessary accessories. The project is planning to set up 30 platforms and 24 passenger pavilions.

Road Signing and Marking The road standards on signing and marking in Republic of Moldova have been adopted from Soviet times and are close to international standard on signing and marking. Because of lack of funding signs and especially markings do not exists on large parts of the project roads, respectively, have not been maintained well where signs and marking still remain. Many signs are not reflective and cannot be seen well at night.

Signs are not always used properly. Very typically a local speed limit or restriction against overtaking is introduced due to roadwork or bad road, but this is very seldom cleared or ended after the driver has passed the bad section. This can make the road user confused and disrespectful to signs.

The use of signs, markings and street lighting should be consistent throughout the project roads. It should live up to national standards and should be used correctly. Whenever there is a restriction sign, such as a speed limit sign it should be followed up by an “end restriction” sign.

The use of reflective materials (paint and signs and reflectors) is strongly recommended, taking into account that many vehicles have defective headlights.

The road should have edge lines and a centreline on all road sections. There should be no pedestrian crossings outside of urban areas or where the speed limit is over 60 km/h. Many pedestrians get killed in pedestrian crossings as the drivers often oversee them when they drive at high speeds.

Crash barriers The reason for putting up crash barriers is to protect the road user from something that is worse than hitting the crash barrier itself. A crash barrier is also a fixed object and presents a risk in itself. Consequently, when and where to place a guardrail, has to be well considered.

Crash barriers should comply with national standards and should be in good condition. On the dangerous sections with steep slopes and curves, where heavy vehicles are more likely to leave the road, the crash barrier should be made with sufficient strength and height to resist this. The guardrails should be equipped with reflectors. This makes them very easy to see at night.

It is very important that a guardrail starts well before the danger zone. This extra length of crash barrier before danger zone depends on the speed on the road and the distance between the guardrail and the edge line.

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Crash barriers ends should preferably be bent back to an angle of 1:20. This length can be included in the protective section. The crash barrier ends can also be brought down in the ground for a section of 15 m. This section cannot be included in the protective section.

Across bridges, crash barrier should be put up before the bridge where the slopes are high and they should be continuing across the bridge or just connect well to the bridge fence. On most bridges on this road there are very few pedestrians so there is no need for special protection for pedestrians across the bridges.

10.6 Utility Lines

Relocated or Protected Utility Networks and Installations In the designed road area are utilities networks, underground cables, electricity lines, gas pipes, water pipes. The project is planning to relocate the telecommunication cable on a length of 132km (km 101+957- 66m, and km 102+385 -66m) section Comrat –R 38, and on the section R 38- Ciumai 410m (km142+776-140m, km145+580-270m).

Approvals, agreements and technical conditions Existing utility lines like water, gas, electricity and telephone services within the road reservation were surveyed. These are marked on the drawings as lines and posts. Also the heights of electricity cables and their voltages are indicated. Information of underground utilities is marked as received from the suppliers and measured poles.

During construction it has to be ensured that heavy construction equipment does not damage the lines and pipelines are proper protected prior to commencement of construction activities.

The tender documents draw the Tenderer’s attention to the need to investigate any service diversions or alterations that may be necessary for the purpose of constructing the road. The Contractor shall be responsible for arranging in liaison with the appropriate Authority, the moving of, alterations to or provision of adequate protection to services such as pipelines, power and telephone lines, water mains, sewers and surface water drains or any other utilities which are affected by the Works. The arrangements for such moving or alteration shall be subject to the agreement of the Engineer and the appropriate Authority. The Contractor shall be solely responsible for obtaining the required permits from the competent authorities or companies.

Agreements and approvals from the organisations owning the Utilities Network in the road area were obtained during the design works. In the notes and technical conditions, it was established with the stakeholders the technical conditions for the protection, or deviation if necessary of the affected networks. These data are presented in the list of approvals- coordination, attached to this study.

10.7. Traffic Management during Construction

Specific conditions to carry out the rehabilitation works of the road

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Traffic Diversion during construction has to be considered carefully. Though the Civil Works Contractor will be contractually obliged to prepare and submit detailed traffic diversion plans for each construction phase which have to be approved by the Resident Engineer before being installed, some general considerations should be reflected.

The frequency of crashes in work zones is disproportionately higher than at other locations. Therefore the primary consideration in work zone traffic control is safety. If driver can easily understand the traffic control and have adequate time to make decisions, they will operate their vehicle in a safe manner.

Maintaining the full carrying capacity is usually not possible during construction periods. As construction progresses, travel lanes are either narrowed, closed or rerouted.

Traffic shifting is one of the least disruptive work zone strategies since the same number of lanes are retained and narrow lanes, while reducing speed, have minimal effect on capacity. Utilization of the shoulder as temporary traffic lane in order to maintain the same number of lanes requires that the shoulder pavement is able to adequately support anticipated traffic loads. Re-gravelling and sealing of the existing shoulder is required to sustain the traffic load during construction and permit the safe movement of traffic at a reasonable speed. Adequate signing must be provided to guide drivers to the temporary shoulder lane.

The works will be carried out on half of the road, in case the existing traffic cannot be diverted on other roads. The works will be carried out on sections of approximately 350-1000m length, according to the traffic volumes veh/hour, and the traffic guiding method according to “ The Methodology Norms regarding Traffic Stopping Conditions and establishing the Traffic Restrictions to carry out the Works in the Road area and/or for the Road Protection/Norme metodologice privind condi Ńiile de închidere a circula Ńiei i de instituire a restric Ńiilor de circula Ńie în vederea execut ării de lucr ări în zona drumului public i/sau pentru protejarea drumului ”, approved by the Internal Affairs Ministry order No. 194 at 25.05.2004, and the Ministry of Transport and Road Management, No. 386, at 08.10.2004.

To facilitate the road traffic on the opposite side of the works, it is proposed to maintain the shoulders in fair condition. Traffic guidance will be carried out according to the” Methodology Norms regarding Traffic Stopping Conditions and establishing the Traffic Restrictions to carry out the Works in the Road area and/or for the Road Protection/Norme metodologice privind condi Ńiile de închidere a circula Ńiei i de instituire a restric Ńiilor de circula Ńie în vederea execut ării de lucr ări în zona drumului public i/sau pentru protejarea drumului ”, Road Police Department, MAI (Ministry of Internal Affairs), RM”, „ Road Traffic Regulations of Republic of Moldova/Regulamentului de Circula Ńie Rutier ă a RM ”, and the current norms in Republic of Moldova.

To avoid traffic accidents the Constructor shall strictly follow the standard requirements mentioned above, as well as the Standards for General Labour Protection and for Road Works /Normelor de protectie a muncii cu caracter general i specifice lucrarilor de drumuri.

Impacts of Construction on Property Access During construction access to driveways could temporary blocked by the construction zone, thereby affecting access and parking for the adjacent business and residences. Alternative access should be provided where feasible, with guide signs to inform the public. The Contractor shall give written notification to all landowners, tenants, business operators, and residents along the right-of-way of the construction schedule, and shall explain the exact

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location and duration of each construction activity. Potential obstruction to their access shall be identified and alternative access provisions shall be made, if feasible.

Public information Accurate and timely reporting of project information is a valuable element in the overall strategy for managing a work zone. The use of resources such as newspapers, radio and television can greatly improve the public’s perception and acceptance of necessary delays and inconveniences. Key benefits of a public information program associated with construction activities are:

Advanced notice might encourage users to seek an alternative route around the project Advanced notice might encourage users to travel at off-peak times, or when construction sites are dormant Motorist acceptance might reduce speeding and other aggressive driving behaviour in work zones

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11. COST ESTIMATES

11.1 Methods of Estimation

Cost Estimation documents are developed according to the basic recourses method:

• drawings, initial data and list of work volumes • cost estimation standards indicators for Construction and Repair works, which are valid in Republic of Moldova (approved by the Ministry of Ecology, Ministry of Construction and Territory Development No 137, at 23 of November 2001) • instructions regarding the development of the cost estimates for LCM CPL 01.01.2001 (approved by the Ministry of Ecology, Ministry of Construction and Territory Development No 69 at 07.09.2001)

For the local cost estimates for construction, sanitarian, building works and metallic constructions are received average overhead charges of 14.5% and an average benefit of 6%.

The cost estimate for the technical equipment is determined as the amount of the total expenditures at the acquisition, transportation, and the storage or the installation place, and it includes the cost of:

• spare parts • package, packing and technical documents • transport expenses and dealer services, or the supplying companies • finishing expenditures • storage expenditures

In the general cost estimates the limited expenditures are received in the day of the cost estimates elaboration. The reserve for the unexpected expenditures is 3.00%. The cost estimates is elaborated based on the current prices if the second semester of 2009.

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12. IMPLEMENTATION PROPOSALS

12.1 Resources and International Competitive Tendering

The nature of work requires modern equipment and machinery for milling distressed parts, for the production of bituminous mixes and laying of the mixture, including compaction, and for concreting and bridge construction. It is suggested to use locally available resources like materials, personnel, and transport to the possible extent. Regional experience suggests that international firms should associate with local entities for full integration of locally available sources. Local entities may benefit from association with the international firm for transfer of the latest state of the art, and for contractual reasons (bonds, guarantees, currencies, insurance, international tender and contract conditions, and international specifications). The formation of associations between foreign and local entities may be encouraged in the notices to the public.

12.2 Time Schedule

The existing road has reached the end of the useful service life. To keep the road serviceable and save the investment of the existing carriageway, the improvement of the existing carriageway is urgently required.

Pre-qualification Documents for the Civil Works Contractor could be submitted in fall 2009 to start the pre-qualification procedure.

It is anticipated that the successful bidder could commence works on Site in spring 2010. The contract period for the construction works is estimated at 18 months for Lot 1 and 12 month for Lot 2. .

12.3 Procurement of Works

Procurement of the Works will follow the EBRD procedural guidelines.

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