R7 Expressway Dunajská Lužná - Holice Report on Impact Assessment

Noise Noise may be a serious impact of the expressway operation on inhabitants. Its adverse impacts may be obvious in case of long-term state exceeding the permitted hygienic limit. Noise may be defined as unwanted sound causing the feeling of disturbing to unpleasant perception with generally adverse effect. In urbanized environment, adverse effects of noise impact practically all parts of the population without time restriction disregarding the age, sex or state of health. Noise sources from transport are not point sources but line sources affecting the inhabitants of the vast territory along the transport routes. The noise effects in regard to a human being depend on its physical characteristics, i.e. on intensity, prevailing height (frequency) and on time course (steady, variable, interrupted, impulsive noise). Moreover, on the human qualities, on his/her perception, ability of adaptation, age, total and current state of health, on motivation and on the type of the work performed. Reaction of a human being to noise is to certain extent dependent on the fact whether he/she is a source of noise (or his/her working activity) or someone else, then on the time (at night hours there is greater sensitivity to noise, and also in winter period). The noise effects on the human body are usually divided into disturbing when no damage to the acoustic analyzer occurs but the load is increased, e.g. hindered communication, problems at concentration etc. and into harmful when in dependence on the stay length in the noisy environment the gradual changes in the acoustic analyzer to deafness. In case of gradual phases of damage, short-term deafness, reduction of adaptation, worsening of sensitivity for higher frequencies, gradually arising loss hearing (changes in the middle ear) etc.. Effects of seemingly bearable noise levels are obvious after longer effect when they result in permanent disturbance of organism. High noise levels are manifested immediately. Basic noise consequences are:  acute or chronic organic damage of the auditory organ with subsequent irreversible impaired hearing,  functional impaired hearing with the shift of auditory threshold – defective hearing,  increased disposition to convulsions and temporal cycle disorders,  demonstrations of subjective feeling of nuisance, sourness, problems with concentration, reduction of work productivity etc. Here are some activities and their loudness expressed in decibels: rustling of leaves in 10dB – audibility threshold freight vehicle 95 – 105dB the forest human whispering 20dB jackhammer 100dB peaceful discussion 50dB bigbeat music up to 110dB singing, shouting 60 – 80dB airplane 120dB vacuum cleaner in 70dB pneumatic drill 130dB – pain threshold operation passenger car up to 85dB jet engine 140dB

The Decree of the Ministry of Health No. 549/2007 Coll., establishing details on the admissible values of noise, infra sound and vibrations and on the requirements for the objectification of noise, infra sound and vibrations came into force on 1st December 2007.

Admissible values of determining quantities of noise in the outdoor environment Admissible values (dB) Noise from transport Categ Description of the protected Noise Ref. Road Air transport ory area from Time and water Railways territ or outdoor other Inter. transport c) ories premises L L sources b) c) Aeq.p ASmax.p LAeq.p LAeq.p Territory with special protection Day 45 45 50 - 45 I. against noise, e.g. spa and Evening 45 45 50 - 45 therapeutic areas Night 40 40 40 60 40 The space in front of windows of Day 50 50 55 - 50 residential premises of residential Evening 50 50 55 - 50 buildings and houses, space in II. front of windows of protected Night 45 45 45 65 45 rooms of school buildings, health facilities and other protected

79 R7 Expressway Dunajská Lužná - Holice Report on Impact Assessment

objects, d) outdoor premises in the residential and recreational territory Admissible values (dB) Noise from transport Categ Description of the protected Noise Ref. Road Air transport ory area from Time and water Railways territ or outdoor other Inter. transport c) ories premises L L sources b) c) Aeq.p ASmax.p LAeq.p LAeq.p The territory in Category II in the Day 60 60 60 - 50 surrounding of a) highways, roads Evening 60 60 60 - 50 III. of Ist and IInd class, local roads with public transport, railways Night 50 55 50 75 45 and airports, 11) city centres The territory without residential Day 70 70 70 - 70 function and without protected Evening 70 70 70 - 70 IV. outdoor premises, production zones, industrial parks, plant Night 70 70 70 95 70 areas Notes to the table: a) Admissible values apply to the dry road surface and ground not covered with snow. b) Road transport is transport on roads including trams. c) stops of local public transport, bus, railway, water transport and stands of taxes intended for getting in and out of passengers are considered to be a part of road and water transport. d) admissible values in front of the facade of non-housing objects are applicable at the time of their use, e.g. schools during school lessons.

Building of the R7 expressway shall increase traffic fluency and transit transport will be diverted outside the built-up area variant (A and E) or in case of B variant it is led at the edge of residential urban units (Blatná na Ostrove). The results of the noise study (Dopravoprojekt a.s., 2009, see attachment) confirmed that due to construction of the R7 expressway including implementation of anti-noise measures, hygienic limits in daily, or night hours in all variants shall not be exceeded. Thus the noise study for the expressway construction proposes the measures which would damp the adverse effects of potential cumulative noise as much as possible:  A variant blue – length of anti-noise screen - 2,130m /height 2m to 3m,  B variant red – length of anti-noise screen - 4,600m /height 2m to 2.5m,  E variant violet – length of anti-noise screen - 1,350m /height 2m to 3m,

Air pollution Air pollution is one of the most monitored indicators of environment quality. Act of the National Council of the Slovak Republic No. 203/2007 which amends Act No. 478/2002 Coll. on Air Protection and which supplements Act No. 401/1998 Coll. on Air Pollution Charges as amended (Air Act) and Decree No. 351/2007 of the Ministry of Environment on air quality harmonized with the EU legal regulations provides the following limit values of air pollutants:

Pollutant Averaging Limit Limit for evaluation (g/m3) Receptor . period value Upper Lower SO2 Human health 1 hour 350 (24) - - SO2 Human health 24 hours 125 (3) 75 (3) 50 (3) SO2 Ecosystem 1y, ½ y 20 (-) 12 (-) 8 (-) NO2 Human health 1 hour 200 (18) 140 (18) 100 (18) NO2 Human health 1 year 40 (-) 32 (-) 26 (-) NOx Vegetation 1 year 30 (-) 24 (-) 19.5 (-) PM10 Human health 24 hours 50 (35) 30 (7) 20 (7) PM10 Human health 1 year 40 (-) 14 (-) 10 (-) Pb Human health 1 year 0.5 (-) 0.35 (-) 0.25 (-) CO Human health Max. 8hrs daily 10,000 (-) 7,000 (-) 5,000 (-) Benzene Human health 1 year 5 (-) 3.5 (-) 2 (-)

80 R7 Expressway Dunajská Lužná - Holice Report on Impact Assessment

Limit values in µg/m3 and regarding the standard conditions (volume calculated per temperature 293oK and pressure 101.325KPa). In relation to accession to EU, immission limits for NO2, PM10, PM2,5 CO, benzene and other -3 harmful pollutants are provided. PM10 particles are inhalable particles with diameter <10 µg.m and -3 form a subset of airborne dust. Immission limit for PM10 particles set in EU is 50 µg.m for 24hrs and 40 µg.m-3 for annual concentrations. Critical level (CL) is the highest tolerated concentration of harmful pollutant which does not cause damage to the ecosystem. Critical levels vary for various harmful pollutants and various -3 ecosystems. UN ECE 1990 proposed for all categories of ecosystems KÚ NOx - N 9 µg.m for a period annual average. Apart from products of perfect combustion (CO2, H2O) exhaust gases of vehicles contain pollutants carbon monoxide, hydrocarbons, nitrogen oxide, sulphur dioxide, aldehydes, ketones, unburned hydrocarbons, polycyclical aromates, carbon black and other components. Out of all those concentration, the most dangerous is concentration of NOx, CO, CxHx in the air due to motor vehicles and it is determined expressly by emission of exhaust gases of petrol engines of passenger cars and diesel engines of freight vehicles. At present, the situation in air pollution due to automotive transport improves – introduction of catalyzers or soot collectors significantly reduced production of harmful pollutant emissions. Use of unleaded petrol reduces lead emissions to the air. In addition to harmful substances in the exhaust gases and road vehicles the air pollution involves also the increased dust caused by turbulence of particles on the road surface and in its immediate vicinity.

Description of main air pollutants from line sources of pollution

Nitrogen oxides (NOx) are mixture of nitrogen dioxide (NO2) and nitric oxide (NO). They arise at high combustion temperatures when elemental oxygen is related to nitrogen to form NO and it oxidizes fast in the exhaust pipe into NO2 or further nitrogen oxides. Nitrogen dioxide is gas with suffocating smell detectable with smell from concentration of 0.2-0.4 mg/m3 which causes irritation of airways and increase of their resistance already after 10-15 minutes of exposure. Persons with chronic bronchitis react sooner and asthmatics are the most sensitive, their state begins to worsen already at concentrations of 0.6 mg/m3. Six-week exposure to 3 concentration of 0.64 mg/m results in changes in lung structure and lung metabolism. In summer months NOx participate in origination of photo-chemical smog the main part of which is surface ozone. This smog has significantly irritable effects on eyes, airways, especially with children and allergy sufferers. It reduces resistance to virus diseases, bronchitis. Total share of approx. 30% in NOx emissions in the Slovak Republic is attributed to mobile sources.

Carbon monoxide (CO) is generated in relatively big quantities during combustion of rich mixtures in petrol engines. When combusting poor mixtures what is typical for diesel engines with injection of easily evaporable fuel, CO can be found in combustion products only in immaterial range. It can be generalized that presence of bigger volume of CO in combustion products of petrol engines is caused by dosing devices, i.e. by their regulation e.g. of carburator or injection pump etc. CO is strongly toxic gas which is associated with blood pigment haemoglobin, and with origination of carboxyhaemoglobin it blocks tissue oxidation. It has three hundred times bigger affinity than oxygenium. It is lighter than air and it goes up from the breathing zone and gets diluted relatively fast. It is dangerous in closed premises (garages) and in places with bad and hindered ventilation (tunnels, interchanges of narrow streets with high buildings etc.). It causes slowing down of reflexes and it increases headaches.

Sulphur oxides (SOx) especially sulphur dioxide are further part of emissions from combustion engines. They are generated at combustion from fuel and partially also from lubricating oils to improve their properties. They irritate airways and they probably contribute to origination of chronic diseases of the respiratory system (chronic bronchitis, emphysema of lungs, bronchial asthma). The result of irritation is constriction of bronchial tubes with subsequent phlegm in airways. In winter months their dominant originator is coal combustion in fire chambers.

Polycyclical aromatic hydrocarbons (PAU) originate at imperfect combustion of organic substances and thus also fuels. It is a big quantity of substances the health effects of which are very different. Carcinogenic benzo(a)pyrene is deemed to be the indicator of environment contamination by PAU. A significant source of PAU with very effective exposure of a man is smoking where their carcinogenic character was unambiguously proved. PAU is considered as contributing element to the increase of lung cancer especially in the industrial and

81 R7 Expressway Dunajská Lužná - Holice Report on Impact Assessment urbanized environment of big cities. They cause sleepiness, cough and eye irritation. PAU has negative impact on genetic apparatus of plant cells. In general, the amount of CxHy and thus also of PAU is influenced especially by the engine structure and its technical condition.

Polychlorinated dibenzo-p-dioxines and dibenzofurans (PCDD and PCDF) originate inter alia at activities of combustion engines, especially at petrol combustion. There are toxic substances which are carcinogenic for animals. Carcinogenicity with a human being was not proved. Occurrence of those substances is however in fractions to units of pg/m3, thus the actual exposure level is very low.

Solid particles (airborne dust) cause local eye and airway irritation. While bigger particles are removed from airways by coughing, movement of cillia and phlegm secretion, the particles below 5µm travel to lower airways and lungs where they cause irritation and toxic effect if toxic substances are absorbed to them (heavy metals, organic substances, PAU). Microorganisms associate with solid particles thus creating the transmission route for various infectious diseases.

Soot is generated usually from hydrocarbons in the process of thermal decomposition of molecules in case of local shortage of oxygen. Various unburnt hydrocarbons associate with solid particles of free carbon. Soot generation is typical for engines with internal generation of mixtures which have very short time for generation of homogeneous mixture. With engines with external method of the mixture preparation soot is generated only in special cases of operation (too rich mixture, detonation combustion)

Scent is a feature of certain substances or groups, most frequently partially oxidated hydrocarbons as well as other (unburnt hydrocarbons, aldehydes, oxides of nitrogen, organic acids, peroxides etc.).

Degradation of pollutants in the air

Degradation of CO The retention time of CO in the atmosphere is 0.1 - 0.3 of the year. It depends on weather effects and speed of CO removal from the atmosphere. The process is carried out through oxidation of CO by some components present in the air.

Degradation of NO, NO2 The retention time in the atmosphere is estimated to four days. In case of balance conditions in case of oxygen presence, majority of NO oxidize to NO2. Removal of NO2 from the atmosphere is carried out starting with its oxidation and hydratation up to nitric acid.

Degradation of SO2 Medium retention time of SO2 in clean atmosphere is 2-6 days. It can be replaced into bigger distances within this time span. Subsequently, majority of them after reaching the atmosphere reacts with the present components. Atmospheric reactions of SO2 may be in fact classified in three types: photolysis of SO2, reactions of free radicals with SO2 and reactions of solid particles or dissolving SO2 in water drops.

At present, the I/63 road is the most loaded communication on the monitored territory from transport and immission point of view and it shall be relieved of the load which will be taken over by the R7 expressway. The reduction of harmful pollutant production due to automotive transport in urban areas of municipalities and the town through which the whole transit is currently led is expected. Localization of routes of all variant solutions outside the built-up area of municipalities shall result in immediate impact of the minimum part of inhabitants by air pollutants. Based on the results of the dispersion study (see annexes to the Evaluation Report), after the R7 expressway, limit value for CO, or for NO2 will be exceeded in neither all variants, nor in close vicinity of the expressway. The difference among individual variants in terms of their influence on air pollution of surrounding municipalities is minimal.

Safety of inhabitants Increase of automobilism and motorization causes significant increase of the number of the injured and dead persons in traffic accidents, i.e. not only vehicle crew members but also pedestrians and cyclists. After the expressway construction, the traffic is going to be redistributed between the expressway and the existing road network thus, as assumed, will result in reduction of traffic accident

82 R7 Expressway Dunajská Lužná - Holice Report on Impact Assessment rate. According to the results of the Technical-economic evaluation (Valbek s.r.o., 2005) the drop of traffic accident rate will occur due to reduction of transport load in the built-up area and by reduction of passages across the interchanges and fluency of traffic.

III.1.3. Social and Economic Consequences and Relations Impacts during construction The negative consequence of the construction on inhabitants shall be permanent and temporary use of agricultural and forest soil fund and restriction of economic activity. Impacts during operation Social-economic effects of the construction under preparation will be visible after its implementation as a result of higher technical level of the proposal against the current condition. Social effects shall be visible with users by speeded transport, better availability, comfort and increase of passenger security. Positive influence of the proposed activity is potential of the region development and provision of new jobs.

III.1.4. Disturbance of Life Comfort and Quality Apart from health risks resulting from the increased emissions of air pollutants and noise, the life comfort and quality during the construction phase directly in the concerned territory will be affected by transport restrictions, restriction of access and movement of inhabitants close to the site, existence of plan depots etc. The life quality and comfort of inhabitants shall be disturbed especially during the period of construction which is related to big volume of earthwork and transport of mined materials between the construction and material stockyard. The concerned inhabitants shall perceive frequent transitions of building and freight mechanisms as disturbing since inevitably noise, dustiness and road foulness from such transport is related to them. Removal of vegetation, digging, fencing, plant depots shall have negative impacts on aesthetic perception of environment by inhabitants who are present in such area on a daily or occasional basis. Disturbance of life comfort and quality of inhabitants is undoubtedly related to the length of construction. During construction it is necessary to consider also temporary redirection of road transport in case of crossing the current road. Impacts on disturbance of life comfort and quality are comparable in case of all variant solutions.

III.1.5. Acceptability of Activity for Municipalities Search for variant solutions of the proposed activity, scope of loss of property, measures for inhabitant protection against adverse impacts of the activity as well as compliance with land-planning documentation are the areas which have been carefully monitored by amateur and expert public and by local municipal administration. The main problems which may cause negative reaction of inhabitants to the proposed solutions are interventions in private property, bringing the transport corridor to the residential construction (noise risk) and the problem of nature protection. Pursuant to Art. 23 par.3 of Act No. 24/2006 Coll. the concerned municipalities informed the public on the plan "R7 Expressway Dunajská Lužná – Holice" via a public notice displayed on the information board, through the town and local radio as well as on the possibility to consult the plan. The following opinions were received from individual municipalities on the proposed activity: Town of Šamorín – the town perceives the R7 expressway construction positively since it shall substantially remove the load from the I/63 road leading through the town centre. The expressway construction shall not lead to collision with the development plans of the town and the town deems leading of the R7 expressway route in B variant red to be the best for them. Municipality of Dunajská Lužná – the municipality perceives expressway construction positively, the municipality requires reduction of the preparation and construction period to as short time as possible. Construction of the proposed variants of the solution shall not lead to collision with the development plans of the municipality and the municipality deems both proposed solutions, i.e. C variant green and B variant red to be satisfactory for them. Municipality of Kvetoslavov – the municipality perceives expressway construction positively, its opinion states that regarding the daily traffic jams in Dunajská Lužná even yesterday it was not soon

83 R7 Expressway Dunajská Lužná - Holice Report on Impact Assessment enough. The development plans of the municipality are located well away from the proposed variants. The municipality supports construction of the expressway in B variant red. Municipality of Báč – the municipality perceives expressway construction positively, its inhabitants impatiently await the construction regarding catastrophic commuting to Bratislava to work in morning and evening hours. Implementation of the proposed variants would not cause collision with the development plans of the municipality. However, regarding the existing and planned built-up activities the municipality supports construction of the R7 expressway in E variant violet which is more distanced from the built-up area than B variant red. Municipality of Rohovce – they definitely support construction of the R7 expressway since the inhabitants have currently hindered conditions when travelling to and from Bratislava while use of E variant violet makes the parallel road freely passable. In case of the expressway implementation in B variant red crossing the north part of the municipality cadastral area, the municipality requires building of anti-noise measures regarding the position of the protected area of the Park in Rohovce (note of the processor: based on the results of the Noise Study in case of the expressway implementation in B variant there is an anti-noise screen designed with length of 1,000m and height 3.0m). Municipality of Trnávka – the municipality perceives the R7 expressway construction positively only in case of E variant violet implementation, A and B variants according to the opinion of the municipality disadvantage the inhabitants of Trnávka in the fact that they can reach the district town only using substitutes routes or after paying the charge for the expressway use. Municipality of Macov – the municipality agrees with the expressway construction in B variant red, since this variant shall mean the least load for the municipality inhabitants. There has been a building permit issued for construction of 13 family houses close to the proposed A variant. In case of the expressway implementation in A or E variant it is necessary to deal with the noise and vibration issues by using anti-noise asphalt and earth embankment (note of the processor: based on the results of the Noise Study in case of the R7 expressway implementation in A or E variant there is an anti-noise screen designed with length of 600m and height 2.0 m). Municipality of Blatná na Ostrove - according to the opinion of the municipality the expressway construction will help the transport and will contribute to the area development, however, the construction should not be implemented in the urban area or close to the urban area of the municipality, since the purpose of the proposed plan should not be only securing fluency and safety of road traffic but also reduction of negative impacts of road traffic on environment. The development plan of the municipality corresponds best with the E variant violet. Municipality of Holice – based on the opinion of the municipality sent to the prepared plan in April 2009, the municipality deems the E variant violet of expressway to be the most satisfactory.

Written opinions or email communication with the representatives of municipalities is available at the evaluation report processor.

Preference of the proposed variants based on opinions of the concerned municipalities:

Municipality Preferred variant Dunajská Lužná B variant red, C variant green Šamorín B variant red Kvetoslavov B variant red Báč E variant violet Rohovce E variant violet Trnávka E variant violet Macov B variant red Blatná na Ostrove E variant violet Holice E variant violet

III.2. IMPACTS ON ROCK ENVIRONMENT

Based on the foregoing assessment of current condition it is evident that due to flat, very gently undulating relief with mild depressions and low aggradation banks and sand dunes no

84 R7 Expressway Dunajská Lužná - Holice Report on Impact Assessment significant impacts on the rock environment are expected. However, soils in the subsoil of low embankments or at ground level are dangerous and highly frosty with capillary water regime. In terms of suitability for the road plane subbase, they are classified in group VII. - IX., i.e. they provide less suitable to unsuitable subsoil, it is therefore necessary to consider replacing the soil in the core with a thickness of about 0.50 m with gravel using geosynthetics. Depth foundation is recommended for bridges. Extracted unsuitable soils, which could not be technically integrated into the embankment body of the expressway, must be deposited on the stock pile of inappropriate soils, or otherwise used. Pursuant to opinions of municipal representatives, the land of the affected municipalities does not provide natural terrain conditions suitable for storing such soils (terrain depression, ravine, gravel pits). Only the municipality of Dunajská Lužná would be able to store a part of such earth close to the R7 expressway route, however, against the fee for reclamation. Unsuitable earth could be used on regional dumping site in Čukárska Paka for backfill of layers of solid communal waste and for building earth embankment to ensure protection against noise according to the requirement of the municipality of Macov. Building of earth embankment would, however, require further use of the usually private land.

III.3. IMPACTS ON CLIMATIC CONDITIONS

Implementation of the proposed activity in each of the variant solutions will require felling of wood species and use of agricultural land. Removal of the vegetation cover may influence the change of micro-climate. Another problem covers the change of the snow coverage distribution due to field adjustments and winter maintenance what may have significant impact on the water balance changes in the surrounding. In case of certain types of weather the increase or reduction of air temperature in the vicinity of the road occurs by several tenths of °C, what may result in change of frost and frozen elements on the road and it may have local influence on fog creation and dissolution, melting of snow cover. Adverse impacts of the expressway operation on air quality may be obvious during deteriorated disperse conditions. Especially cumulative impact of worsened dispersion due to windlessness and ground inversions is of adverse character.

III.4. IMPACTS ON AIR (E.G. AMOUNT AND CONCENTRATION OF EMISSIONS AND IMMISSIONS)

Air pollution due to car traffic has a negative impact on the overall condition of the environment. The new road will create a line element of air pollution in the landscape. During the road operation a part of air pollution from transport shall be shifted from the current I/63 road and roads of IInd class in the urban area to the newly-built expressway in the area which has not been attacked by direct adverse impact of transport. This means distribution of pollution on the substantial bigger territory. Apart from products of perfect combustion (CO2, H2O) exhaust gases of vehicles contain pollutants carbon monoxide, hydrocarbons, nitrogen oxide, sulphur dioxide, aldehydes, ketones, unburned hydrocarbons, polycyclical aromates, carbon black and other components. In addition to harmful substances in the exhaust gases and road vehicles the air pollution involves also the increased dust caused by turbulence of particles on the road surface and in its immediate vicinity. Such effects will be felt during construction and operation. Last but not least air pollution has negative impact on terrestrial habitats. After exceeding the limit amount they have toxic effects and may cause pathological changes (malformations, drop of vitality, reproduction disorders).

Impacts during construction In the construction period temporary, short-term increase of air pollution due to emissions from engines of transport and building mechanisms during transport of materials using the existing road network crossing urban areas of settlements, increase of secondary dustiness due to ground adjustment and earthworks, earth loading and transport is expected. The composition of vehicle and

85 R7 Expressway Dunajská Lužná - Holice Report on Impact Assessment mechanism fleet of the contractor is this phase is not available. Moreover, the decisive influence on negative impacts of the expressway construction can be expected from the construction phasing, work organisation and the selected construction procedure which may probably substantially eliminate adverse impacts of building works.

Impacts during operation Similarly as at present, air quality during the expressway operation shall be influenced by harmful pollutants and dustiness from the automotive transport as well as by polluting solid substances in case of winter spreading. Based on calculations for average annual concentrations the contribution to air pollution by considered harmful pollutants originating from the assumed traffic load regarding the respective limit is minimal. At present, the I/63 road is the most loaded communication on the monitored territory from transport and immission point of view and it shall be relieved by the load which will be taken over by the R7 expressway. Thus the drop of harmful pollutant production due to automotive transport in urban areas of municipalities through which the whole transit is currently led is expected.

III.5. IMPACTS ON WATER CONDITIONS

Impacts on surface water Possibility and rate of intensity of impact on surface water during construction and operation depends mainly on the distance of the proposed route of the expressway from surface streams, on the size of their flows, character of contact of the natural environment and the construction (relaying, contact, flow bridging etc.), on length of time and substantially also on the current quality of surface water and subsequent induced cumulative impact. Regarding the fact that the route of the R7 expressway Dunajská Lužná - Holice does not include surface streams, the impacts on surface water neither during construction, nor during the operation are expected.

Impacts on water areas Water areas of greater surface and depth scope were formed after the extraction of raw materials - sand and gravel for the construction of the Gabčíkovo Water Dam, e.g. Nové Košariská to the north-west from the area of interest. The largest water area is Hrušov on the Danube reservoir. In close vicinity of the proposed R7 expressway there are only smaller water areas situated as follows: A variant blue  km 12.700 in a distance of approx. 200m from the road axis there is a lake in the Šámot location in the cadastral area of Bučuháza,  km 16.850 in a distance of approx. 200m from the road axis there is a small water area in the Dolný Pasienok location in the cadastral area of Trnávka,  km 22.300 in a distance of approx. 300m from the road axis there is a small water area in the Prameňový vŕšok location in the cadastral area of Kostolná Gala, cadastral area of Veľká Budafa. B variant red  km 18.200 in a distance of approx. 100m from the road axis there is a wetland (currently grown up) in the cadastral area of Trnávka,  km 20.700 in a distance of approx. 20m from the road axis there is a small water area in the cadastral area of Blatná na Ostrove in the location of Dlhé polia,  km 23.740 in a distance of approx. 20m from the road axis there is a small water area in the Prameňový vŕšok location in the cadastral area of Kostolná Gala, in the cadastral area of Veľká Budafa. E variant violet  km 13.800 in a distance of approx. 200m from the road axis there is a lake in the Šámot location in the cadastral area of Bučuháza,

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 km 17.520 in a distance of approx. 200m from the road axis there is a small water area in the Dolný Pasienok location in the cadastral area of Trnávka.

During construction works there is threat of possible contamination in the form of fuel and oil leakage from building mechanisms or also due to contaminated water coming from the construction. In such cases it is necessary to minimize the impacts by strict observation of technological and working discipline and safety measures. The aforementioned impacts may be reflected in B variant (red), at leading the expressway route in approx. distance of 20m from the water area in km 20.700 and in km 23.740.

During the operation of expressway no negative impacts on quality of open water areas are expected. The negative impact on quality of water areas may be demonstrated in case of unpredictable events related to accident of freight vehicles transporting dangerous substances and subsequent leakage into water. The aforementioned impacts may be reflected in B variant (red), at leading the expressway route in approx. distance of 20m from the water area in km 20.700 and in km 23.740.

Impacts on ground water Impacts of construction of the expressway objects on the ground water, the size of their influence and the resulting risks of jeopardy are closely related to hydrogeological states which are conditioned by geological-tectonic structure. The extent of negative impact of ground water depends on the thickness and permeability of non-saturated zone, parameters of the watered layer (permeability, area range), on the current ground water quality as well as character of building- technical solution of the construction in regard to ground water (depth and method of the building foundation embedding) and impact duration. The extent of impact depends also on climate conditions in individual construction phases (intensity of precipitation, length of precipitation period, significant changes of temperatures). Occurrence of significant meteorological phenomena may influence the rock environment (area wetting) and subsequently the ground water (penetration of contamination from the surface). Due to location of the expressway in the PWA Žitný Island and occurrence of the ground water level in depth of 1.0 – 3.0m (in case of higher state of levels in surface streams, the increase by approx. 1.0m may occur) in permeable gravel-sand sediments it shall be necessary to pay increased attention to ground water protection. Negative impact on the ground water regime and quality may be attributed especially to construction of bridges with deep foundations, implementation of elevated junctions and earthworks. The ground water contamination may also occur in case of water leakage from service devices and from maintenance of mechanisms, sewage from the site equipment and plant depots. The main negative impacts on the ground water quality in the expressway operation phase may include accident with the involvement of freight vehicles. Discharge of treated water drained from the road surface to gutters along the route of the R7 expressway shall be classified as permanent impact. Storm water from the R7 expressway, from interchanges and bridges shall be discharged into crude oil separators (ORL) and shall be treated to concentration 0.1 mg.l-1 of oil substances (NEL) in order to ensure as vast protection of ground water as possible. Waste water from parking lots of the SSÚR centre will be pre-treated in the crude oil separator, the sewage shall be treated by a separate waste water treatment plant or will be discharged into the municipal sewerage system of Holice. Water from WWTP is collected in the clean water tank and used for watering in summer and collected in the seeping drainage in winter. Due to the location of the expressway in PWA Žitný Island it is advised to drain the sewage to the municipal sewerage system of Holice. In order to assess the option of infiltration of treated waste water into ground water, it shall be necessary to perform hydrogeological survey with regard to possible contamination of ground water. Ground water is very vulnerable with regard to high permeability and high level of ground water (in the concerned area it varies from 1.0 to 3.0m below the ground). Emissions due to motor vehicles as well as use of spread material prove partially negative impact on the soil layer where especially SO2, NOX, metals or chlorides are deposited. The soil layer becomes a source of the mentioned pollutants for ground water during precipitation. Due to the mentioned reason it is proposed to use inert spreadings at winter maintenance of the expressway.

87 R7 Expressway Dunajská Lužná - Holice Report on Impact Assessment

A variant blue The ground water regime and quality will be influenced especially by construction of bridges with deep foundations. A variant includes bridges in km 9.692 (bridge on R7 over the field path) and in km 11.112 (bridge over R7 on the II/503 road). During construction impacts on quality may occur especially in places of plant depot location (in elevated junctions of Dunajská Lužná, Šamorín and Holice), Macov lay-by and Expressway Management and Maintenance Centre (SSÚRC). The scope of field works at implementation of elevated junctions will have significant impact on ground water (total of 3 - Dunajská Lužná, Šamorín and Holice) and bridges (11 bridges with total area of 4,942.7m2).

B variant red Similarly as in A variant, the impact on the ground water regime may be expected at building bridges with deep foundations in km 10.339 (bridge over R7 on the field path), in km 11.739 (bridge over R7 on the III/503 road), in km 12.849 (bridge over R7 on the III/0638 road, in km 14.193 (bridge over R7 on the III/06311). The ground water quality may occur especially in places of plant depot location, Rohovce lay-by and SSÚRC Holice. The expressway shall be led via 11 bridges with total area of 5,117.2km2. There are 3 elevated junctions proposed (Dunajská Lužná, Šamorín a Holice). The scope of field works at implementation of elevated junctions and bridges will affect potential contamination.

E variant violet During the expressway construction, the impact on the ground water regime and quality may be expected at building bridges with deep foundations in km 10.336 (bridge over R7 on the field path), in km 11.790 (bridge over R7 on the II/503 road). During construction impacts on quality may occur especially in places of plant depot location (in elevated junctions of Dunajská Lužná, Šamorín and Holice), Macov lay-by and Expressway Management and Maintenance Centre (SSÚRC). The scope of field works at implementation of elevated junctions (total of 3 - Dunajská Lužná, Šamorín and Holice) and bridges (11 bridges with total area of 4,922.9m2) will have decisive impact. In order to restrict the negative impact on ground water, it will be necessary to implement technical and technological measures in the expressway construction and operation period.

Impact on the used water management source, thermal and mineral waters The route of the proposed R7 expressway Dunajská Lužná - Holice does not include used water management sources or mineral water. Influence of water management sources or mineral water the wider environment while adhering to the inevitable measures is not expected. The proposed route of the expressway is passing through the protection zone of IInd degree of natural healing waters in Čilistov in all variants. In A variant blue it is from the beginning of section to km 15.520, in B variant red from the beginning of the section to km 17.270 and in E variant violet from the beginning of the section up to km 16.220. Geothermal waters are related to the collectors of Dacian, Pontian and Pannonian which are formed especially by sand and sandstones. The reservoir of these waters is spatially delimited from the top by the plane in depth of 1,000m and by relatively impermeable subsoil - insulator on the sides and from the bottom. Due to the mentioned reason the impact on the natural healing source is not expected.

III.6. IMPACTS ON SOIL

The building works during the expressway construction may have negative impact on agricultural land due to their disturbing interventions in the landscape. These impacts may be expected especially when heavy construction mechanisms are used, due to higher volume of traffic, removal of vegetation, disturbance of the soil profile stability during earth excavation, consolidation of expressway surface, overlays by other soil or gravel and the like. In addition, it is necessary to take into account that chemical properties and hygienic conditions of the soil will be endangered due to accumulation of extraneous toxic substances, fuels and mineral oils, waste generation and other. Removal of humus horizons and interruption of pedogenetic and biological processes for several years are gross intervention in soils temporarily exempted from agricultural use.

88 R7 Expressway Dunajská Lužná - Holice Report on Impact Assessment

Construction activity and related human activities may cause the following negative changes in quality and stability of concerned soils: a) Degradation (disintegration of) structural soil aggregates to be used for construction machinery and means of transport (handling zones and their close vicinity, plant depots). This change is usually reversible but only if due biological reclamation of concerned lands is carried out after completion of the construction focusing not only on humus horizons but also subsurface horizons up to about 1.0m in depth. b) Acceleration of erosion processes due to deep intervention in the hillside relief. This impact may be prevented by consistent observance of rules against erosion during construction work. c) Soil profile downtrodding (compaction) in its root zone caused by compaction of construction and heavy transport machinery with a negative impact on the overall physical condition of soil, biological and chemical processes and water and air regime of soil. Compaction of the root zone is reversible if due biological reclamation aimed also at deep loosening of soil profiles is carried out following the completion of construction at concerned land. d) Soil intoxication by exhaust emissions, especially Polycyclic Aromatic Hydrocarbons (PAH) which are combustion products of diesel engines. Exhaust emissions may cause contamination up to 100m away from source. Although these impacts will be intense, they will be short-term and thus irreversible nature of these changes is not to be expected. However, in terms of maintaining sustainable soil production potential it is necessary to carry out complex and intense biological reclamation of concerned soils immediately after completion of the construction. e) Nitrate accumulation (NOx) in humus horizons of soils up to 100m distance from the site and in plants grown in these soils. As for agricultural soil, this impact is present especially in fluvial soils and muck soil where the change is reversible by means of biological reclamation of soil. In case of growing plants this negative impact may be visible on their technological properties or their effect on human health. It is impossible to eliminate these impacts, only the content of nitrates in grown products may be monitored prior their direct consumption or further processing. f) Spot/local contamination of soil with crude oil substances and engine oils which may be expected in the area of handling zone and plant depots is also a potential risk factor of soil intoxication. Soil contamination with crude oil substances is reversible on condition the soil is temporarily exempted from agricultural use and specific multi-year biological reclamation of it is carried out. Contamination with motor oils is usually irreversible because there is no efficient soil decontamination method known.

III.7. IMPACTS ON FLORA, FAUNA AND THEIR HABITATS

In addition to anthropogenic changed and urbanized environment, natural elements (forest stands, original bank stands and the like) are represented in the monitored area. Alternative solutions of the concerned structure pass through the area covered by the first level of protection pursuant to provisions of Art. 12 of Act of the NC of SR No. 543/2002 on Nature and Landscape Protection and the construction or operation is not the activity prohibited in the area pursuant to quoted Act. Impacts of the proposed activity will be the most visible especially at the stage of construction and they will include: a) removal of trees and shrubs in the free landscape; b) intervention in habitats of avifauna; c) intervention in forest habitats.

III.7.1. Impacts on Fauna Habitats and Migration Corridors of Animals Impacts on fauna at the stage of construction will be short-term but highly disruptive. During construction works, originally compact eco-system will be divided to two or more independent parts in some sections. Construction of the expressway represents the barrier which will subsequently affect the condition of biodiversity and the number of species. Building traffic during the construction will limit the occurrence and reproduction of some stable species in the area. Fragmentation will lead to

89 R7 Expressway Dunajská Lužná - Holice Report on Impact Assessment interruption and change of migration routes and changes of territorial boundaries of hunting and living territory of animal species. At the given time, some populations will be completely isolated. Construction will be accompanied with higher machinery activity and related increased noise and dust levels, potential fuel leaks in soil which will result in changes of ethology of species. During construction, soil cover and vegetation will be damaged and this will have a negative impact on zoocenosis in the evaluated territory. Uncovered soil horizon will provide appropriate stand conditions for more aggressive botanical and animal species. On the other hand, temporary presence of construction machinery, excavation pits and the like will attract other animals in the construction area, and the behaviour of species will be forced to change. Intervention in the relief and soil cover will result in damage and destruction of ecosystems related to high level of underground water (high sedge stands, wet meadows). On the other hand, new micro-wetlands and depressions with water as new stands for species.

III.7.2. Impacts on Flora Habitats Some ecosystems or parts thereof will be directly physically destructed during construction. It will be a direct liquidation of organisms (plants, animals) and living environment of some animal species. This process is irreversible and given ecosystems will be lost for the territory. During construction, temporary areas (fillings, areas of temporary waste dumping site, site facilities and other) will be created where primary and secondary succession will occur and it will result in the creation of semi-natural or nature-like ecosystems. Permanent interventions in the vegetation cover are assumed especially in forest stretches. Respective parts of ecosystems will be mechanically damaged during construction works, transport of machinery and other machinery activities. Originally compact ecosystem will be divided to two or more independent parts during construction works. Construction of the expressway represents the barrier which will subsequently affect the condition of biodiversity and the number of species. Fragmentation of the forest habitat will be a new (other) barrier element but also a new stand for existence of life. Building traffic during the construction will limit the occurrence and reproduction of some stable species in the area. Fragmentation will lead to interruption and change of migration routes and changes of territorial boundaries of hunting and living territory of species. Construction of the expressway will be accompanied with higher machinery activity and related increased noise level which will result in changes of ethology of species. During construction, soil cover and vegetation will be damaged and this will have a negative impact on zoocenosis in the evaluated territory. Uncovered soil horizon will provide appropriate stand conditions for more aggressive botanical and animal species. On the other hand, temporary presence of construction machinery, excavation pits and the like will attract other animals in the construction area, and the behaviour of species will be forced to change. Intervention in the relief and soil cover caused by considerable volume of earthworks will result in damage and destruction of ecosystems related to high level of underground water (high sedge stands, wet meadows). On the other hand, new micro-wetlands and depressions with water as new stands for species. Direct impact on vegetation and its habitats consist of their direct liquidation. Negative effects are visible and have significant impacts even during preparation works and construction itself. Permanent negative impacts in the route of alternative solutions are assumed at entries to stands.

Habitats in the route of variant solutions of the R7 expressway Dunajská Lužná - Holice:

A variant blue The route is led in the entire section in the agricultural country, field cultures, A100000 habitats on cultivated fields. Approx. in km 6.000 the route is in contact with and partially interferes with the line stand non-original wood species (X9 A 20000). The wood species are dominated by Black Locust (Robinia pseudoacacia), Persian Wallnut (Juglans regia), including field maple (Acer campestre), Box Elder (Negundo aceroides). The stand is not phytocoenologically well-defined, intensely and repeatedly modified by agrotechnological procedures in crop cultures. The herbal stand only fragmentarily corresponds to alliance Balloto-nigrae-Robinion Hadač et Sofron 1980 by its to floristic composition,

90 R7 Expressway Dunajská Lužná - Holice Report on Impact Assessment in the edge it corresponds to allianceArction lappae R. Tx. 1937 by its floristic spectrum, especially to associationHyoscanmo-Conietum maculati Slavnić. This community, edge stand in the agricultural area is significantly represented in the entire evaluated area in all variants of the evaluated section of R7 expressway Dunajská Lužná – Holice. The species are dominated by Mugwort (Artemisia vulgaris), Black Horehound (Ballota nigra), Spiny Plumeless Thistle (Carduus acanthoides), Couch Grass (Elytrigia repens), Prickly Lettuce (Lactuca serriola), Common Nettle (Urtica dioica), spotted deadnettle (Lamium maculatum), field bindweed (Convolvulus arvensis) etc. Approx. in km 6.650 the route is in contact with and partially interferes with the line wind break, line habitat, stand of non-original wood species (X9 A 20000). The stand is being clearly dominated by European Ash (Fraxinus excelsior) and unique hybrid cultivars of American ash (F. americana). Moreover, there is European Elder (Sambucus nigra), Sweet Cherry (Cerasus avium), Myrobalan Plum (Prunus cerasifera subsp. myrobalana), Blood-twig Dogwood (Swida sanguinea), Hawthorn (Crataegus laevigata), Common Spindle (Euonymus europaeus), Wild Privet (Ligustrum vulgare), Box Elder (Negundo aceroides). Floristically poor spectrum corresponds to the alliance Arction lappae R. Tx. 1937, it is obviously modified by long-term application of pesticides especially by herbicides. Significant prevalence of poison hemlock (Conium maculatum), parsnip (Pastinaca sativa), Couch Grass (Elytrigia repens). Substantial stands of Jimsonweed (Datura stramonium) are in contact with field culture of cole and form X8 Stands of invasive neophytes (5414000). In further section the route is led only through intensely cultivated fields where field paths edge narrow line accompanying stands of non-original wood species X9 which correspond to the floristic composition described above with dominating Black Locust (Robinia pseudoacacia), including Persian Wallnut (Juglans regia), Ash (Fraxinus exelsior), Box Elder (Negundo aceroides), European Elder (Sambucus nigra). Approx. in km 11.000 it is directly led through the avenue of trees edging the road which shall interfere with the construction, line stand of non-original wood species (X9 A 20000). Persian Wallnut (Juglans regia) dominates, Box Elder (Negundo aceroides) appears significantly, it is possible to detect European Elder (Sambucus nigra) and Ash (Fraxinus exelsior) occur sporadically. The edge stand of herbs includes species of the association of Dauco-Meliotion Görs 1966, in particular the alliance of Dauco-Picrididetum Görs 1966, Echio-Meliloletum R. Tx. 1947, X4- Thermophillic ruderal vegetation outside the settlements, partially in contact facies, fragmentary small-area accompanying edges in the degraded spectrum of the association Arrhenateretum elatioris Lk1 Lowland and submontane hay meadows. Despite it is a habitat of European importance, it is not in direct interference, it is currently significantly degraded fragment, in terms of area and floristic meaning. The dominance is attributed to False Oat-grass (Arrhenatherum elatior), Purple Rain (Salvia verticilata), Meadow Fescue (Festuca pratensis), Couch Grass (Elytrigia repens), milfoil and diagnostic species and constant species of alliance Dauco-Meliotion Görs 1966, what more or less characterizes already diagnosed habitat in the route X4. In this section, field depressions include ruderal stands of Common Reed (Phragmites australis) which are diagnosed in the respective situation as habitat X5 Fallow lands and the extensively cultivated fields A 112000 – Fallow lands. Depressions and fallow lands cover Canada Golden-Rod (Solidago canandensis), Common Michaelmas daisy (Aster x salinus) – they form X8 stands of invasive neophytes. Approx. in km 11.650 the route is in contact with and interferes with more or less the line stand of wood species X9 stands of non-original wood species, stands of wood species of anthropogenic origin. The wood species in the spectrum of species are dominated by Black Locust (Robinia pseudoaccacia), Hybrid Black Poplar (Populus x canadensis), Black Poplar (Populus nigra), Box Elder (Negundo aceroides), Myrobalan Plum (Prunus cerasifera subsp. myrobalana) incidentally Ash (Fraxinus exelsior), shrubs are represented significantly by European Elder (Sambucus nigra), including Blood-twig Dogwood (Swida sanguinea), Field Elm (Ulmus minor), Common Spindle (Euonymus europea). However, the communities of biennial and perennial species of high growth belonging to the group of thermophilic and sub-thermophilic communities of dry sites of warm regions dominate in the assessed territory in the physiognomy of vegetation unambiguously. The ruderal dynamic facies of the alliance of Sisymbrion officinalis R.Tx., Lohmeyer et Preising in T. Tx. 1950 as the stands close to the associations of Erigeronto-Lactucetum serriolae Leohmeyer in Oberd. 1957 em. Mucina 1978, Linario vulgaris-Brometum tectorum Knapp 1961, as well as association Atriplicion nitentis Passarge 1978 mainly Cynodonto-Atriplicetum tataricae Morariu 1943, Kochietum densiflorae

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Gutte et Klotz 1985, Bromo tectorum-Sisymbrietum orientalis Eliáš 1979, Chenopodietum stricti (Oberd. 1957) Passarge 1964, Cannabidetum ruderalis Fijałkowski 1967. The species forming mosaic facies of further shambles ruderal communities: alliance Malvion neglectae Hejný 1978, also Chenopodion glauci Hejný 1974, e.g. association Echinochloo-Polygonetum Soó et Csürös 1947, as well as species-poor ruderal communities of alliance Eragrostio-Polygonion arenastri Couderc et Izco ex carni et Mucina 1997, built late germing summer one-year plant: Redroot Pigweed (Amaranthus retroflexus), Horseweed (Conyza canadensis), hairy crabgrass (Digitaria sanguinalis), green foxtail (Setaria viridis), field bindweed (Convolvulus arvensis), including monofacial stands of devil's grass (Cynodon dactylon), in depressions Common Barnyardgrass (Echinochloa crus-galli), especially common millet (Panicum miliaceum) which form habitat X4-thermophilic ruderal vegetation outside the settlements, X5–fallow lands and extensively cultivated fields, but also X8 stands of invasive neophytes – in the location especially Jimsonweed (Datura stramonium), Weedy Hemp (Cannabis ruderalis). Approx. in km 12.200 the route crosses the avenue of trees, line stand of wood species X9- stands of non-original wood species, stands of wood species of anthropogenic origin, poor in species, represented only by the species Persian Wallnut (Juglans regia), Black Locust (Robinia pseudoacacia), including Blood-twig Dogwood (Sambucus nigra). From other habitats as in the entire section but for field cultures, X7 – intensely cultivated fields, there are X5-fallow lands and extensively cultivated fields, X4 – Thermophilic ruderal vegetation outside the settlements which is in this part of the section represented by alliance Chenopodion glauci Hejný 1974, especially association Echinochloo-Polygonetum Soó et Csürös 1947, in drier edges of roads Dauco-Meliotion Görs 1966, especially association Echio-Meliloletum R. Tx. 1947, partially as islands Berteroetum incanae Sissingh et Tideman in Sissingh 1950 may be found. Fragments of alliance Artion lappae R. Tx. 1937, also partially Convolvulo-Agropyrion repentis Görs 1966. Coenoses of the alliance of Aegopodion podagrariae Tx. 1967, mostly in the form of mosaics in fallow lands in association Artio- Rumicetum obtusifolii Passargr 1959 are present. Stands of invasive neophytes in this section are represented by monofacies of burningbush (Bassia scoparia), Canada Golden-Rod (Solidago canandensis), Common Michaelmas daisy (Aster x salinus). Approx. In km 13.900 the previous habitats can be found - groves of trees in agricultural countryside X9 stands of non-original wood species, stands of wood species of anthropogenic origin, poor in species, represented by Ash (Fraxinus exelsior), planted American Ash (Fraxinus americana aggr.), Black Locust (Robinia pseudoacacia), Box Elder (Negundo aceroides), damson plum (Prunus insititia), including Blood-twig Dogwood (Sambucus nigra). From other habitats as in the entire section but for field cultures, X7 – intensely cultivated fields, there are X5-fallow lands and extensively cultivated fields, X4 – thermophilic ruderal vegetation outside the settlements which is in this part of the section of drier character represented by facies of alliance - Sisymbrion officinalis R.Tx., Lohmeyer et Preising in T. Tx. 1950 close to the associations of Erigeronto-Lactucetum serriolae Leohmeyer in Oberd. 1957 em. Mucina 1978, Linario vulgaris-Brometum tectorum Knapp 1961, also alliance Atriplicion nitentis Passarge 1978 edged by field cultures, roads and field paths, embankments such as especially stands close to association Cynodonto-Atriplicetum tataricae Morariu 1943, Kochietum densiflorae Gutte et Klotz 1985. Frequent occurrence of further shambles ruderal communities: alliance Chenopodion glauci Hejný 1974, e.g. association Echinochloo-Polygonetum Soó et Csürös 1947. alliance Dauco-Meliotion Görs 1966, especially association Dauco-Picrididetum Görs 1966, Echio-Meliloletum R. Tx. 1947, Tanaceto-Artemisietum vulgaris Sissinngh 1950 and fragments of alliance Artion lappae R. Tx. 1937, also partially Convolvulo-Agropyrion repentis Görs 1966. There are stands belonging to alliance Onopordion acanthii Br.-Bl. Et al 1936 with association Onopordetum acanthii Br.-Bl. 1926, in which Cotton Thistl (Onopordum acanthium), Spiny Plumeless Thistle (Carduus acanthoides), Spear Thistle (Cirsium vulgare), Common Horehound (Marrubium vulgare), Dyer's Weed (Reseda luteola), Mugwort (Artemisia vulgaris), Black Horehound (Ballota nigra) and Couch Grass (Elytrigia repens) dominate. Presence of Common Ragweed (Ambrosia artemisifolia) Canada Golden-Rod (Solidago canandensis), Common Michaelmas daisy (Aster x salinus) from among invasive neophytes X8. Danewort (Sambucus ebulus), American pokeweed (Phytolacca americana) from extensive species. Approx. in km 15.400 the route is in contact with the avenue of trees in the agricultural landscape X9 stands of non-original wood species, stands of wood species of anthropogenic origin,

92 R7 Expressway Dunajská Lužná - Holice Report on Impact Assessment poor in species, represented by Ash (Fraxinus exelsior), Black Locust (Robinia pseudoacacia), Box Elder (Negundo aceroides), Grey Poplar (Populus canescens) damson plum (Prunus insititia), including Hybrid Black Poplar (P. canadensis), Blood-twig Dogwood (Sambucus nigra). Approx. In km 17.400 it contacts again the avenue of trees in the agricultural landscape X9 stands of non-original wood species, stands of wood species of anthropogenic origin, the dominant species are Black Locust (Robinia pseudocacacia), added Ash (Fraxinus exelsior), in the edge also white willow (Salix alba), European Elder (Sambucus nigra), Blood-twig Dogwood (Swida sanguinea), Dog Rose (Rosa canina), in herbal stand very poor anthropogenic species spectrum: Couch Grass (Elytrigia repens), Common Nettle (Urtica dioica), Black Horehound (Ballota nigra), greater celandine (Chelidonium majus). Apart from field cultures, X7 – intensely cultivated fields, there are X5-fallow lands and extensively cultivated fields, X4 – thermophilic ruderal vegetation outside the settlements which is in this part of the section represented by mosaic phytocoenological undefined with significant anthropogenic influence facies of alliance - Sisymbrion officinalis R.Tx., Lohmeyer et Preising in T. Tx. 1950 close to the associations of Erigeronto-Lactucetum serriolae Leohmeyer in Oberd. 1957 em. Mucina 1978, Linario vulgaris-Brometum tectorum Knapp 1961, also of alliance Atriplicion nitentis Passarge 1978. Frequent occurrence of further shambles ruderal communities: alliance Chenopodion glauci Hejný 1974, e.g. association Echinochloo-Polygonetum Soó et Csürös 1947. alliance Dauco-Meliotion Görs 1966, especially association Dauco-Picrididetum Görs 1966, Echio-Meliloletum R. Tx. 1947, Tanaceto-Artemisietum vulgaris Sissinngh 1950 and fragments of alliance Artion lappae R. Tx. 1937, also partially Convolvulo-Agropyrion repentis Görs 1966. Stands of invasive neophytes X8 in the location consist of Canada Golden-Rod (Solidago canadensis), Common Michaelmas daisy (Aster x salignus) and Bushgrass (Calamagrostis epigejos). Approx. in km 18.550 the route is in direct contact with the bigger stand, forest, wood species of habitat X9 stands of non-original wood species. It is in fact represented by the stand of Black Locust (Robinia pseudoacacia), in the edge including Persian Wallnut (Juglans regia), Box Elder, European Elder (Sambucus nigra). Other species are characteristic. From phytocoenological point of view, these stands belong to the alliance Balloto-nigrae-Robinion Hadač et Sofron 1980. In the stands edges and on the entire territory, from amongst shrubby stands, there is the community of nitrophillic shrubby vegetation with European Elder that can be phytocoenologically classified in the alliance of Arctio-Sambucion nigrae Doing 1962 represented by habitats X3, X4 thermophillic and nitrophillic vegetation outside the settlements. Herbal species are represented rarely, there is constant presence of garden chervil (Anthriscus cerefolium), Deadnettle (Lamium purpureum), Barren Brome (Bromus sterilis), Ivy-leaved Speedwell (Veronica hederifolia), cleavers (Gallium aparine), Common Nettle (Urtica dioica). Stands of invasive neophytes X8 consist of Canada Golden-Rod (Solidago canadensis), Common Michaelmas daisy (Aster x salignus) and Bushgrass (Calamagrostis epigejos) as well as Johnson Grass (Sorghum halapense). In approx. km 19.800 the wind break stand of non-original species X9 is occupied which proves significant prevalence of Hybrid Black Poplar (P. x canadensis). In the edge of at the margin there is also Black Locust (Robinia pseudoacacia), Box Elder (Negundo aceroides), Myrobalan Plum (Prunus cerasfera). There is a drier variant of bushes and ruderal stands directly connected to wood species stand. Dog Rose (Rosa canina), Common Hawthorn (Crataegus monogyna), Blood-twig Dogwood (Swida sanguinea), sporadically also Blackthorn (Prunus spinosa), European Spindle (Euonymus europaeus), on wetter sites also Grey Poplar (Populus canescens), from amongst herbs: Common Nettle (Urtica dioica), Bloody Geranium (Geranium sanguineum), Hedge Bedstraw (Galium mollugo), Barren Brome (Bromus sterilis), etc. dominate on the surface. Despite that the ambivalence, these shrubs on secondary places in the proximity of roads, wastelands and in the edge of wind breaks - the stand of wood species of anthropogenic origin are classified as Kr7 Backthorn and hazel shrubs. In this location, there are X5-fallow lands and extensively cultivated fields, X4 – thermophilic ruderal vegetation outside the settlements which is in this part of the section of drier character represented by facies of alliance - Sisymbrion officinalis R.Tx., Lohmeyer et Preising in T. Tx. 1950 close to the associations of Erigeronto-Lactucetum serriolae Leohmeyer in Oberd. 1957 em. Mucina 1978, Linario vulgaris-Brometum tectorum Knapp 1961, also alliance Atriplicion nitentis Passarge 1978 edged by field cultures, roads and field paths, embankments such as especially stands close to association Cynodonto-Atriplicetum tataricae Morariu 1943. There are also mosaic facies of further shambles ruderal communities: alliance Chenopodion glauci Hejný 1974, e.g. association

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Echinochloo-Polygonetum Soó et Csürös 1947. alliance Dauco-Meliotion Görs 1966, especially association Dauco-Picrididetum Görs 1966, Echio-Meliloletum R. Tx. 1947, Tanaceto-Artemisietum vulgaris Sissinngh 1950 and fragments of alliance Artion lappae R. Tx. 1937, also partially Convolvulo-Agropyrion repentis Görs 1966. There are stands belonging to alliance Onopordion acanthii Br.-Bl. Et al 1936 with association Onopordetum acanthii Br.-Bl. 1926, in which Cotton Thistl (Onopordum acanthium), Spiny Plumeless Thistle (Carduus acanthoides), Spear Thistle (Cirsium vulgare), Common Horehound (Marrubium vulgare), Dyer's Weed (Reseda luteola), Mugwort (Artemisia vulgaris), Black Horehound (Ballota nigra) and Couch Grass (Elytrigia repens) dominate. Invasive neophytes X9 in the line stand and at its edge are significantly represented by Canada Golden-Rod (Solidago canadensis), New York Aster (Aster novi - belgii) and Common Michaelmas daisy (Aster x salignus). Approx. in km 20.300 the route is in partial contact with the wind break stand, habitat X9 stands of non-original wood species. The situation in case of floristic representation of species and phytocoenological characteristics or definition and dynamics of accompanying habitats in the location is in fact compliant with the location in km 19.800.

B variant red At the beginning of section in km 6.900, in the place of the interchange, there is the phytocoenologically undefined stand of wood species represented by the stands of non-original wood species - habitat X9. More or less it represents the fragment of the stand which based on the species spectrum can be attributed to the alliance Balloto-nigrae-Robinion Hadač et Sofron 1980. There is prevalence of Black Locust (Robinia pseudoacacia) including European Elder (Sambucus nigra), common osier (Salix viminalis), the edges of the stand includes the species of the community of nitrophilous bushy vegetation with European Elder which from phytocoenological point of view may belong to the alliance Arctio-Sambucion nigrae Doing 1962, while in the urban area of municipalities there are mosaic stands of association Balloto-Syringetum vulgaris Exner in Exner et Willner 2004. This comunity is a habitat of nitrophilous vegetation outside settlements X3. The habitat of thermophillic ruderal vegetation outside the settlements in a wider surrounding of the future interchange is represented by a manifol mosaic of facies of ruderal communities. From the alliance Sisymbrion officinalis R.Tx., Lohmeyer et Preising in T. Tx. 1950 there are stands present close to the association of Erigeronto-Lactucetum serriolae Leohmeyer in Oberd. 1957 em. Mucina 1978, Linario vulgaris-Brometum tectorum Knapp 1961. On the embankment, filling of organic material, from the alliance Atriplicion nitentis Passarge 1978 there are especially species of association Cynodonto- Atriplicetum tataricae Morariu 1943, Bromo tectorum-Sisymbrietum orientalis Eliáš 1979, Chenopodietum stricti (Oberd. 1957) Passarge 1964, as well as Cannabidetum ruderalis Fijałkowski 1967 occuring frequently. Out of other shambles ruderal communities, there is also mosaic stand of the alliance Chenopodion glauci Hejný 1974, e.g. the association of Echinochloo-Polygonetum Soó et Csürös 1947. In drier series, in the location there are stands close to the alliance Dauco-Meliotion Görs 1966, in particular the association of Dauco-Picrididetum Görs 1966, Echio-Meliloletum R. Tx. 1947, Tanaceto-Artemisietum vulgaris Sissinngh 1950, partially the fragments of the association Berteroetum incanae Sissingh et Tideman in Sissingh 1950 was identified. Present fragmentary stand of alliance Artion lappae R. Tx. 1937. The developed coenoses of the alliance Aegopodion podagrariae Tx. 1967 prevailingly associations Artio-Rumicetum obtusifolii Passargr 1959. 1964. Remote areas especially eutrophized are settled by stands belonging to the alliance Onopordion acanthii Br.-Bl. Et al 1936 with association Onopordetum acanthii Br.-Bl. 1926, in which Cotton Thistl (Onopordum acanthium), Spiny Plumeless Thistle (Carduus acanthoides), Spear Thistle (Cirsium vulgare), Common Horehound (Marrubium vulgare), Dyer's Weed (Reseda luteola), Mugwort (Artemisia vulgaris), Black Horehound (Ballota nigra) and Couch Grass (Elytrigia repens) dominate. In pits, there are often the ruderal fragments of the communities of Common Reed – Phragmitetum communis (Gams 1927) Schmale 1939. The stands of invasive neophytes X8 there are Canada Golden-Rod (Solidago canadensis), Common Michaelmas daisy (Aster x salignus), with present Goji Berry (Lycium barbarum). In further section the route is led only through intensely cultivated fields where field paths which edge the narrow line accompanying stands of non-original wood species X9 corresponding to the floristic composition described above with dominating Black Locust (Robinia pseudoacacia),

94 R7 Expressway Dunajská Lužná - Holice Report on Impact Assessment including Persian Wallnut (Juglans regia), Ash (Fraxinus exelsior), Box Elder (Negundo aceroides), European Elder (Sambucus nigra) etc. (approx. km 9.100 and 10.350). Approx. in km 11.800 it is led through the avenue of trees edging the road which forms the line stand of non-original wood species (X9 A 20000). The avenue of trees behind the municipality of Šámot consists of Armenian plum (Armeniaca vulgaris), however, in place with direct interference there is prevalence of Persian Wallnut (Juglans regia) with significant Box Elder (Negundo aceroides), sporadically appearing European Elder (Sambucus nigra) and Ash (Fraxinus exelsior). The edge stand of herbs includes species of the alliance of Dauco-Meliotion Görs 1966, in particular the alliance of Dauco-Picrididetum Görs 1966, Echio-Meliloletum R. Tx. 1947 meaing X4 habitats - thermophilic ruderal vegetation outside settlements. In field depressions, pits next to roads there were ruderal stands of Common Reed (Phragmites australis) which are diagnosed in the respective situation as habitat X5. Fallow lands and the extensively cultivated fields A 112000 – Fallow lands. Depressions and fallow lands cover Canada Golden-Rod (Solidago canandensis), Common Michaelmas daisy (Aster x salinus) – form X8 stands of invasive neophytes. Approx. In km 12.900 there is direct occupancy of the line stand X9 stands of non-original wood species with significant prevalence of Persian Wallnut, with European Elder (Sambucus nigra), sporadically Myrobalan Plum (Prunus cerasifera subsp. myrobalana). The accompanying stands between the field culture and the road edge prove significant stands of the alliance Atriplicion nitentis Passarge 1978 especially association Cynodonto-Atriplicetum tataricae Morariu 1943. Out of other shambles ruderal communities X3, X4, there is also mosaic stand of the alliance Chenopodion glauci Hejný 1974, e.g. association Echinochloo-Polygonetum Soó et Csürös 1947, alliance Dauco-Meliotion Görs 1966, especially association Dauco-Picrididetum Görs 1966. There was also the stand close to the alliance Artion lappae R. Tx. 1937, with remnants of cenoses of alliance Aegopodion podagrariae Tx. 1967 prevailingly associations Artio-Rumicetum obtusifolii Passargr 1959. Approx. In km 14.200 the route crosses and occupies road avenue of trees behind the municipality of Kraľovianky X9 formed by Armenian plum (Armeniaca vulgaris), Black Locust (Robinia pseudoacacia), field elm (Ulmus minor), Persian Wallnut (Juglans regia), European Elder (Sambucus nigra). Accompanying ruderal communities X3, X4 are represented by mosaic stand of the alliance Chenopodion glauci Hejný 1974, e.g. association Echinochloo-Polygonetum Soó et Csürös 1947, alliance Dauco-Meliotion Görs 1966, especially association Dauco-Picrididetum Görs 1966, alliance Artion lappae R. Tx. 1937 also associations Artio-Rumicetum obtusifolii Passargr 1959 of the alliance Aegopodion podagrariae Tx. 1967. The invasive neophytes X8 are apart from the widely occuring Common Michaelmas daisy in this part represented by facies of Common Ragweed (Ambrosia artemisifolia), Jimsonweed (Datura stramonium), there are significant stands of Danewort (Sambucus ebulus), as well as Velvetleaf (Abutilon Theofrasti). Approx. in km 17.300 there is a road avenue of trees in the middle of field crop cultures X9 with dominating Black Locust (Robinia pseudoacacia), including Persian Wallnut (Juglans regia), Ash (Fraxinus exelsior), Box Elder (Negundo aceroides), European Elder (Sambucus nigra) and Dog Rose (Rosa canina) etc. The ruderal communities are represented by narrow lines of the alliance Dauco-Meliotion Görs 1966, in particular the association of Dauco-Picrididetum Görs 1966, Echio- Meliloletum R. Tx. 1947, partially also Tanaceto-Artemisietum vulgaris Sissinngh 1950. From approx. km 19.000 to the end of the section in km 24.800, the direct occupancy of the existing line stand of wood species with prevailing Persian Wallnut (Juglans regia) and Black Locust (Robinia pseudoacacia), Ash (Fraxinus exelsior), Box Elder (Negundo aceroides), Hybrid Black Poplar (Populus x canadensis), common hawthorn (Crataegus monogyna aggr.), European Elder (Sambucus nigra), and European dewberry (Rubus caesius). In the section of line of road avenue of trees X9 A 20000 there is no important tree with more significant parameters which would require protection. The entire avenue of trees, current wood species are substantially exposed and modified by traffic emissions and anthropogenic factors resulting from the road operation and maintenance. Approx. In km 20.800 the route of the variant is in marginal contact with the small forest significant for the landscape in the surrounding of the former gravel pit. The bottom of the ingrowing gravel pits consists of compact polygon of the Common Reed (Phragmites australis). Regarding the stand character and floristic spectrum, however, the habitat does not belong among reed communities of wetlands, phytocoenologically to the alliance Phragmition communis Koch 1926, but it represents only the stand belonging among the habitats of X3 category – stands on secondary habitats,

95 R7 Expressway Dunajská Lužná - Holice Report on Impact Assessment nitrophilous ruderal vegetation outside the settlements. The banks or slopes are covered with species of ruderal facies of X4 alliance Sisymbrion officinalis R.Tx., Lohmeyer et Preising in T. Tx. 1950 with associations of Erigeronto-Lactucetum serriolae Leohmeyer in Oberd. 1957 em. Mucina 1978, Linario vulgaris-Brometum tectorum Knapp 1961. There are further shambles ruderal facies of alliance Malvion neglectae Hejný 1978, also alliance Chenopodion glauci Hejný 1974, e.g. association Echinochloo-Polygonetum Soó et Csürös 1947, partially also communities of the alliance Dauco- Meliotion Görs 1966, especially association Dauco-Picrididetum Görs 1966, Echio-Meliloletum R. Tx. 1947, in the edge of the tree stand, with fragments of alliance Artion lappae R. Tx. 1937, in the floristic spectrum of banks there is Spear Thistle (Cirsium vulgare), Spiny Plumeless Thistle (Carduus acanthoides) Common Horehound (Marrubium vulgare), Dyer's Weed (Reseda luteola), Mugwort (Artemisia vulgaris), Black Horehound (Ballota nigra), Couch Grass (Elytrigia repens), False Oat- grass (Arrhenatherum elatius), Meadow Brome (Bromus erectus), Cock's-foot (Dactylis glomerata), Meadow Fescue (Festuca pratensis) etc.. The invasive and expansive species X8 are represented by species of Common laLambsquarters (Chenopodium), Orache (Atriplex), Bassia (Bassia), especially Canada Golden-Rod (Solidago canadensis), from area point view it is Common Michaelmas daisy (Aster x salignus), Bushgrass (Calamagrostis epigejos), including Bprosoittersweet (Solanum dulcamara), common millet (Panicum miliaceum). The banks are substantially covered by Dog Rose (Rosa canina) and European dewberry (Rubus caesius aggr.). The tree polygon representing the planted trees and natural seeding is dominated by species of willow-poplar floodplain forests, however, they are not phytocoenologically formed in a way so as to form this habitat. Despite the prevalence of domestic species, the stand is characterized by habitat X9 stands of non-original wood species A 20000. There is especially Hybrid Black Poplar (Populus x canadensis), Black Poplar (P. nigra), White Willow (Salix alba), Ash (Fraxinus exelsior), European Elder (Sambucus nigra), including significant occurrence of Blood-twig Dogwood (Swida sanguinea), Common Spindle (Euonymus europaeus). In the edge and herbal stand there are species based on which it is possible to classify the edge of the tree from phytocoenological point of view in the alliance Arctio-Sambucion nigrae Doing 1962 represented by habitats X3, X4 thermophillic and nitrophilous vegetation outside the settlements. Herbal species are represented rarely, there is constant presence of garden chervil (Anthriscus cerefolium), Deadnettle (Lamium purpureum), Barren Brome (Bromus sterilis), Ivy-leaved Speedwell (Veronica hederifolia), cleavers (Gallium aparine), Common Nettle (Urtica dioica), Couch Grass (Elytrigia repens) etc.

E variant violet The route of the violet variant from the beginning of the section to approx. km 9,000 is identical with the route of the red variant, and from approx. km 9,000 to the end of the section it is practically identical with the blue variant.

Impacts on forest habitats  direct liquidation of a part of ecosystem in the area of interest of the construction and its fragmentation will be an important impact on forest ecosystem with a considerable barrier effect of line construction;  opening of stand walls will reduce the stability of forest stands against abiotic agents and potential onset of ruderal and invasive species, impacts of construction activity;  intervention in soil cover will endanger forest stands by erosion;  disturbance of forest integrity will restrict economic activity in forests;  trees on the boundaries of forest stands will be damaged by negative impact of emissions, dust, contamination, mechanical damage caused by the contact with mechanisation;  excessive noise in surroundings of the expressway will result in reduced occurrence of game,  natural migration routes of animals will be disturbed and the risk of crash with an animal will arise.

Felling of trees growing outside forests

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Felling of trees growing outside forests (tree and shrubby vegetation) will also represent a significant impact. These interventions will affect especially bank stands with willow and poplar trees, scattered landscaping vegetation – shrubby stands of bounds, groves in agricultural countryside with rosehip, blackthorn, privet, dogberry, hawthorn and the like. Felling of trees growing outside forests will affect bank and accompanying stands of water courses with occurrence of massive poplar, alder and willow trees. For selected route variant it is necessary to carry out an inventory of trees growing outside forests and quantify the social value of trees in the next stage of the project documentation.

Stocktaking of trees growing outside forests A variant blue km 6.000 – 10.000 – wood species along field paths, trees – acacia, nut tree, ash, sycamore maple, linden, black poplar – approx. 120pcs, trunk perimeter from 30 to 120cm, bush stand with height of 3 - 4m, km 11.000 – nut-tree avenue in the Šamorín interchange – approx. 25pcs – trunk perimeter from 110 to 140cm, km 12.000 – accompanying greenery of the field path – poplar, acacia approx. 22pcs, trunk perimeter from 60 to 140cm, km 13.900 – depot near the road – acacia, ash, apricot three - approx. 35pcs of trees – trunk perimeter from 30 to 220cm, km 18.600 – stand along the road – acacia, nut three - approx. 6pcs, trunk perimeter from 30 to 60cm, km 21.700 – accompanying stand along the road – poplar, approx. 20pcs, trunk perimeter from 110 to 300 cm. Total: 228pcs of trees Indicative social value of wood species subject to felling: EUR 219,477.0

B variant red Section beginning – interchange in Dunajská Lužná – nut-tree avenue, approx. 10pcs – trunk perimeter from 100 to 130cm, acacia depot - approx. 8pcs – trunk perimeter from 60 to 80 cm km 9.000 – 11.000 – wood species along field paths, trees – acacia, nut tree - approx. 35pcs trunk perimeter from 30 to 120cm, bush stand with height of 3 - 4m, km 14.200 – avenue - nut tree, apricot, acacia – 6pcs – trunk perimeter from 120 to 200cm, km 19.150 – section end – road avenue of trees – nut-tree, acacia –approx. 220pcs, trunk perimeter from 80 to 160 cm. Total: 259pcs of trees Indicative social value of wood species subject to felling: EUR 249,318.0

E variant violet Total: 176pcs of trees Indicative social value of wood species subject to felling: EUR 169,421.0

III.8. IMPACTS ON THE LANDSCAPE - THE STRUCTURE AND LAND USE, LANDSCAPE IMAGE

All alternative solutions of the R7 expressway are led in the new position, i.e. in the landscape scenery with agricultural countryside, areas of permanent grass and scattered landscaping green as well as edges of settlements and garden settlements and industrial and farm objects. In terms of landscape structure and use the components of the land use will be changed due to location of the proposed activity in the location. A new part of the transport infrastructure will be created to the detriment of agricultural and forest land. The role of location of the technical work in the landscape is important not only in terms of sensory perception but also from ecological point of view. Evaluation of the landscape perception depends also on personal experience, social and cultural background, expectation and expertise and thus it is very individual. Leading the route in deep notches or high bridges is considered to be the

97 R7 Expressway Dunajská Lužná - Holice Report on Impact Assessment most important visual intervention in the landscape. Construction and operation of the expressway will affect this scenery undisturbed by a high number of technical elements for the period of construction and long after its completion until the construction is included in the scenery by means of landscaping. Implementation of complicated technical structures (bigger bridge structures, elevated junctions) is the biggest intervention in the country scenery, and the landscape scenery in sections where the route copies current road or is led along low embankments and the ground level will be the least affected. From viewpoint of inhabitants of peripheral parts of the concerned municipalities, the variants will have disturbing impact on the landscape scenery and aesthetic perception of the environment. During construction of the most distinct structures of the construction – bridge structures anti- noise barriers – modern methods, procedures and materials have to be used to integrate the technical work in the environment in order it not only fulfils its transport function but also becomes a full- value landscaping component (slim bridge pillars, colour of bridges and anti-noise screens).

III.9. IMPACTS ON PROTECTED AREAS AND THEIR PROTECTION ZONES

The proposed activity is located in an area covered by the first level of protection under the Act No. 543/2002 Coll. on Nature and Landscape Protection. In the wider evaluated area there is PA Park in Rohovce in the cadastral area of the municipality of Rohovce. No impacts on the mentioned protected territory are expected.

III.10. IMPACTS ON THE TERRITORIAL SYSTEM OF ECOLOGICAL STABILITY

Within the components of the territorial system of ecological stability earmarked in the monitored territory, the line construction will have the highest impact on function of ecological corridor RBk Dunaj – Malý Dunaj but also forest complexes as well as ecotone communities on the boundary of continuous forest complexes and TTP. In surroundings of the territory affected by the construction, there are components of the territorial system of ecological stability described in detail in chapter C.II.10. Direct impacts of alternative solutions of the expressway in the section passing through the ecological corridor may be described as follows:  barrier effect, death of animals,  spectrum of plants and the horizon of flowering plants will be reduced, animals depending on them will retreat, butterflies, bees, bumble bees depending on food and secondarily also polyphagous predatory insect, i.e. species with the life cycle is linked to disappearing plant species,  loss or reduction of habitats and small structures. Loss of more stable units (bounds, unexploited sections, scattered vegetation and other).

III.11. IMPACTS ON THE URBAN COMPLEX AND LAND USE

III.11.1. Impacts on Agriculture The basis impact which is construction of the expressway on agricultural activity is use of agricultural soil by the road body and thus reduction of usable area of the agricultural soil and vineyards. The respective construction will require permanent and temporary use of the soil fund. Temporary land use shall be after the construction completion reclaimed and its original use will be maintained. Indicative values of agricultural land and vineyard occupation

unit of Indicator A variant blue B variant red E variant violet meas. Permanent PPF use ha 64.48 74.80 68.46 Permanent vineyard use ha 5.26 2.97 0.93 Temporary PPF use ha 17.55 22.98 16.68 Temporary vineyard use ha 1.20 1.30 0.42 Total PPF and vineyard use ha 88.49 102.05 86.49

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The biggest permanent use of the agricultural soil fund and vineyards is with B variant red and it is the lowest with E variant violet. The differences between the A and E variants in land use factor are minimum. Temporary land use shall apart from handling strips along the road cover also areas of plant depots, material yards etc. Permanent and temporary use of agricultural land and vineyard shall affect the users. Indirect impacts on agriculture close to the road include also:  reduction of quality of agricultural plants – assumed contamination of soil and products due to air pollutants from the road transport,  division into smaller parts – hindered access and more difficult manageable,  induced investment of the construction shall cover relaying of field paths.

III.11.2 Impacts on Forest Management The most serious direct impact on forest management is permanent and temporary use of the forest fund which is related to cutting of forest stands, furthermore it is loss of forest-management production from the used land. Forest fund is situated in the cadastre of municipalities of Rohovce, Blatná na Ostrove and Holice and it has an economic function. Individual variants of expressway will require the following use of LPF: unit of Indicator A variant blue B variant red E variant violet meas. Permanent LPF use ha 0.438 0.215 0.438 Temporary LPF use ha 0.124 0.095 0.486 Total LPF use ha 0.562 0.310 0.924

The biggest permanent use of the forest soil fund is with E variant and it is the lowest with B variant. However, the differences between the variant solutions in land use are minimum.

III.11.3. Impacts on Settlements Considered construction of the R7 expressway will have an impact on further development of settlements. The municipality of Macov will be most affected by A variant blue and E variant violet. According to the information provided by the municipality, construction of detached houses is planned in vicinity of about 150.0m of the route of the R7 expressway and they will have to be protected by the anti-noise screen. In case of B variant red, a physical barrier will be created for municipalities Blatná na Ostrove and Rohovce near the built-up area with the noise source for existing built-up area. Parallel roads of IInd and IIIrd class will load the urban area of the concerned municipalities and this will reduce the safety of pedestrians and cycles and increase the noise and immission load. The operation of the R7 expressway (all alternative solutions) will have the most favourable impact on the quality of environment of Šamorín. Exclusion of transit transport will reduce the noise and emission loan and increase the safety of pedestrians and cyclists. Settlements in the agricultural countryside such as Bučuháza and Šamot which are now located away from main transport routes in the quiet area will have to be protected by the anti-noise screen if B variant red is implemented.

III.11.4. Impacts on Transport Impacts during construction During construction, the site will be divided into several sections with depending on the total length of the constructed section. It will be possible to access the site along existing roads of Ist, IInd and IIIrd class, and local and country access roads or temporary access roads built as a part of construction. A part of the section will be implemented in contact with the public transport, however, it will not be substantially restricted and it will be possible to develop works to the full extent. Substitute bypasses will be designed either along the existing roads or temporary bypass roads build during construction.

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Impacts during operation Construction of the expressway in the new position will affect the transport in the whole area. The analysis of the current condition of the traffic volume on the existing road network and the analysis of the perspective state of transport development reveal that the proposed R7 expressway will absorb a considerable part of traffic. Redistribution of transport on the concerned sections of the I/63 road which shall be positively influenced by construction of the expressway is provided in the table:

Traffic intensity - 2040 Comparison of traffic load (actual veh./24 h in the profile) number State with State with road Zero difference difference section of the implementation implementation number condition (%) (%) add. (A variant) (B variant) section I/63 Dunajská Lužná – Šamorín 81478 23953 6699 73 7067 71 I/63 Šamorín – urban area 81471 24411 13375 46 14023 43 I/63 Šamorín – Báč 81480 21888 5939 73 7437 67 I/63 Báč – Blatná na Ostrove - Holice 81490 16926 977 95 2475 86

The comparison of the transport intensity on the I/63 road in case of the R7 expressway implementation in A and B variants in dependence on the zero state shows that A variant of the R7 expressway will take over bigger volumes of transport than B variant than the R7 expressway. Differences between the variants of the R7 expressway are in terms of the transport aspect minimum despite different service aspect of the area.

Traffic prognosis (Dopravoprojekt a.s., October 2009) states the current I/63 road in the section:  Dunajská Lužná – Šamorín fails to meet the current requirements from capacity point of view,  Šamorín - Báč will meet the capacity prospective of traffic loads till 2015,  Báč - Holice will meet the capacity prospective of traffic loads till 2020. These outcomes thus confirm the need for capacity road in this area. The calculated values of admissible intensities for individual sections are documented in the following tables:

A variant blue passen assessed ger other Total req. Section Year direction % NA Category Capacity FÚ cars speed veh./24hrs/profile veh./hr R7 2020 10852 3292 14144 849 80 23.3 R 25.5/120 Dunajská Lužná 2030 12583 3756 16339 981 23.0 Šamorín 2040 13805 4146 17951 1078 23.1 3369 B R7 2020 10185 2871 13056 784 80 22.0 R 25.5/120 Šamorín 2030 11812 3277 15089 906 21.7 Holice 2040 12959 3617 16576 995 21.8 4682 B

B variant red passen assessed ger other Total req. Section Year direction % NA Category Capacity FÚ cars speed veh./24hrs/profile veh./hr R7 2020 10854 2997 13851 832 80 21.6 R 25.5/120 Dunajská Lužná 2030 12591 3419 16010 961 21.4 Šamorín 2040 13807 3775 17582 1055 21.5 3385 B R7 2020 9228 2652 11880 713 80 22.3 R 25.5/120 Šamorín 2030 10700 3026 13726 824 22.0 Holice 2040 11737 3341 15078 905 22.2 3378 B

E variant violet

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passen assessed ger other Total req. Section Year direction % NA Category Capacity FÚ cars speed veh./24hrs/profile veh./hr R7 2020 10852 3292 14144 849 80 23.3 R 25.5/120 Dunajská Lužná 2030 12583 3756 16339 981 23.0 Šamorín 2040 13805 4146 17951 1078 23.1 3369 B R7 2020 10185 2871 13056 784 80 22.0 R 25.5/120 Šamorín 2030 11812 3277 15089 906 21.7 Holice 2040 12959 3617 16576 995 21.8 4682 B

The section Dunajská Lužná – Holice was assessed in terms of performance of the concerned road network as well as the proposed solution of the route of R7 and interchanges. The assessment results showed the following:  at present, without the R7 expressway construction, the current I/63 road of Ist class fails to comply with perspective traffic demands in the section of Dunajská Lužná – Šamorín. Other sections of the existing I/63 road will meet the perspective traffic demands from the capacity point of view till 2015.  the R7 expressway shall be compliant for all assessed periods in the proposed category R25.5/120.

The functional B level for the studied A, B and E variants in the section of Dunajská Lužná – Holice according to STN 736101 (valid from 07/2008) represents free movement of the traffic flow and ability to manoeuvre inside the flow which is restricted just in a very mildly extent. There is a small load level. This means that the proposed A, B and E variants in terms of capacity and FÚ meet the conditions in terms of functionality and commissioning of the R7 expressway.

Comparison of the variants is documented in the following table:

Route Number of Transport load (veh/24 h in profile) Variant length interchanges 2020 2030 2040 A 17.593 3 13056-14144 15089-16339 16576-17951 B 18.042 3 11880-13851 13726-16010 15078-17582 E 17.121 3 13056-14144 15089-16339 16576-17951

The analysis of the current condition of the traffic volume on the existing road network and the analysis of the perspective state of transport development reveal that the proposed R7 expressway will absorb a considerable part of traffic. This fact will be reflected in increase of life quality of inhabitants in the concerned settlements especially in increase of safety of pedestrians and cyclists, in reduction of noise and immission load along the I/63 road and by improvement of conditions for the economic growth of the territory.

III.11.5. Impacts on Industry Construction of the expressway will have a positive impact on the development of industry in the given region because it will attract new economic activities and support the development in the given area as well.

III.11.6. Impacts on Recreation and Tourism Further development of services and tourism in the concerned area will be a positive impact of construction. Availability of recreation and tourism areas will improve and thus it will be necessary to

101 R7 Expressway Dunajská Lužná - Holice Report on Impact Assessment complete their construction for higher number of tourists. Increasing commercial effect will have an impact on further existence of recreational activities.

III.12. IMPACTS ON CULTURAL AND HISTORICAL MONUMENTS, ARCHAEOLOGICAL AND PALAEONTOLOGICAL SITES AND IMPORTANT GEOLOGICAL LOCATIONS

The proposed alternative solutions stretch directly to/are routed in vicinity of the archaeological sites described in chapter C.II.13. It is a group of archaeological sites in a free landscape, e.g. settlement units, burial sites, tumuluses, hill forts, perished sacral object and mansions. Earthworks during construction of R7 relaying will extend the knowledge of history in all alternatives and they also may enrich the collection of historical objects from the concerned area. The above mentioned results in the duty of the investor to submit the project to the Monuments Board of the Slovak Republic for assessment in order to obtain the zoning and planning permits. On the basis of the provided PD the Monuments Board of the Slovak Republic issues the decision for the provided PD pursuant to Art. 37 of Act No. 49/2002 on the Protection of Monuments and Historic Sites on the necessity to carry out a rescue archaeological research. Without the decision of the Monuments Board no zoning permit will be issued for the builder.

III.13. IMPACTS ON INTANGIBLE CULTURAL VALUES

Based on the knowledge of processors of the evaluation report, neither construction, nor the operation of the proposed investment influences cultural values of intangible character.

III.14. OTHER IMPACTS

Other impacts are not expected in any evaluated variant of solution.

III.15. SPATIAL SYNTHESIS OF ACTIVITY IMPACTS ON THE TERRITORY III.15.1. Assumed Anthropogenic Load of the Territory, Its Relation to Ecological Capacity of the Territory Current load of the respective territory by anthropic activities is not balanced and after the implementation of the planned activity the load will probably be even more differentiated. Anthropogenic load of the respective territory will increase due to construction of the expressway especially during construction works and mainly in the corridor of the construction (width of approx. 30 – 40m) and the area of plant depots. The load will affect practically all components of environment (air, water, soil, rock environment, fauna, flora and habitats) but to a different extent. The proposal of measures to mitigate negative effects of construction on the surrounding area and improve ecological stability of the territory should be an important part of the next stage of the project documentation.+ After implementation of the proposed road relaying construction anthropogenic load and transport load (noise, emissions) will move from built-up parts of settlement units to undeveloped area.

III.15.2. Spatial Distribution of Expected Overloaded Areas of the Territory Based on the performed synthesis of negative impacts of the expressway location in the given territory it can be stated that there are locations in the route of alternative solutions which may be classified as overloaded either due to liquidating intervention in the urban complex, significant impact on living conditions of residents or considerable impact on natural values. Defining overloaded locations plays an important role in implementation of measures to minimise the negative impact of the expressways on all components of environment. The locations in the route of the expressway with higher noise load which will have to be eliminated by anti-noise measures can be deemed overloaded:

Assumed overload locations due to noise for A, B, E variants Location km variant

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Macov 17.800 – 18.400 A Blatná na Ostrove 19.200 – 20.000 A Holice 22.500 – 23.100 A Holice 23.120 – 23.250 A Macov 18.500 – 19.100 E Blatná na Ostrove 19.900 – 20.650 E Šámot 12.350 – 13.250 B Bučuháza 12.350 – 13.200 B Rohovce 18.500 – 19.500 B Blatná na Ostrove 20.700 – 21.650 B Holice 23.900 – 24.800 B

III.15.3. Spatial Synthesis of Positive Activity Impacts Positive impacts of expressway construction will be reflected in several levels:  one of the most fundamental positive feature is reduction of time necessary to travel the distance between settlements and regions;  efficient connection and interconnection of important centres in the territory;  another benefit is reduced traffic volume on existing roads connected with significant reduction of the load of inhabitants in the urban area and municipalities caused by noise and air pollution, increased traffic safety, reduced vibrations, accident rate, improved quality of environment in the urban area of respective concerned municipalities and the like;  in terms of development it is important that the expressway will contribute to the development of economic and tourism activities in the territory due to better transport possibilities;  acceleration of international traffic and increase of attractiveness of the region through better accessibility;  creation of new jobs during construction and operation of the expressway.

III.16. COMPLEX ASSESSMENT OF IMPACTS IN TERMS OF THEIR SIGNIFICANCE AND THEIR COMPARISON WITH VALID LEGAL REGULATIONS

When evaluating of the current state and expected impacts, the submitted report assessed all quantifiable and non-quantifiable characteristics in compliance with the generally binding regulations. Comparison was performed in regard to those valid standards.

Land-use planning and Building Order  Act No. 50/1976 Coll. on Territorial Planning and Building Order (Building Act) as amended.  Act No. 466/2005 Coll. amending Act No. 175/1999 Coll. on Certain Measures Related to the Preparation of Important Investments and supplementation of certain acts as amended and on amendment of certain acts  Decree of the Ministry of Finance of the Slovak Republic No. 265/1993 Coll. amending the Decree of Ministry of Finance of the Slovak Republic No. 465/1991 Coll. on Prices of Structures, Land, Perennial Crops, Fees for the Establishment of Right of Use of Land and Compensations for the Temporary Use of Land as amended by Decree No. 608/1992 Coll.

Environment, health of inhabitants  Act No. 17/1992 Coll. on Environment in wording of Act of the National Council of the Slovak Republic No. 127/1994 Coll., Act of the National Council of the Slovak Republic No. 287/1994 Coll., Act No. 171/1998 Coll., Act No. 211/2000 Coll. and Act No. 332/2007 Coll.

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 Act No. 525/2003 Coll. on the State Administration for Environmental Protection and on the amendment of certain acts in wording of Act No. 205/2004 Coll., Act No. 587/2004 Coll., and Act No. 15/2005 Coll.  Act No. 24/2006 Coll. on Environmental Impact Assessment and on the amendment of certain acts as amended by Act No. 275/2007 Coll., Act No. 454/2007 Coll., and Act No. 287/2009 Coll.  Decree of the Ministry of the Environment of the Slovak Republic No. 113/2006 Coll. laying down details of professional qualifications for the purposes of environmental impact assessment  Act No. 245/2003 Coll. on Integrated Prevention and Control of Environmental Pollution and on amendment of certain acts as amended by Act No. 205/2004 Coll., Act No. 220/2004 Coll. Act No. 572/2004 Coll., Act No. 587/2004 Coll., Act No. 532/2005 Coll., and Act No. 515/2008 Coll.  Decree of the Ministry of Environment of the Slovak Republic No. 391/2003 Coll. implementing Act No. 245/2003 Coll. on Integrated Prevention and Control Environmental Pollution and on amendment of certain laws, as amended by the Decree No. 63/2008 Coll.  Act No. 355/2007 Coll. on Protection, Support and Development of Public Health and on amendment of certain acts as amended by Act No. 140/2008  Act of the National Council of the Slovak Republic No. 578/2003 Coll. which amends Act of the National Council of the Slovak Republic No. 272/1994 Coll. on Protection of Human Health as amended and on amendment of certain acts  Act of the National Council of the Slovak Republic No. 170/2009 amending Act No. 2/2005 Coll. on Noise Assessment and Control in Outdoor Environment and on amendment of Act of the National Council of the Slovak Republic No. 272/1994 Coll. on Protection of Human Health

Air protection  Act No. 478/2002 Coll. on Air Protection supplementing Act No.. 401/1998 Coll. on Air Pollution Charges as amended (Act on Air) as amended by Act No. 245/2003 Coll., Act No. 525/2003 Coll., Act No. 541/2004 Coll., Act No. 572/2004 Coll., Act No. 587/2004 Coll., Act No. 725/2004 Coll., Act No. 230/2005 Coll., Act No. 479/2005 Coll., Act No. 532/2005 Coll., Act No. 571/2005 Coll., Act No. 203/2007 Coll., Act No. 529/2007 Coll. and Act No. 515/2008 Coll.  Act No. 401/1998 Coll. on Air Pollution Charges as amended by Act No. 161/2001 Coll., Act No. 553/2001 Coll., Act No. 478/2002 Coll., Act No. 525/2003 Coll., Act No. 587/2004 Coll., Act No. 571 /2005 Coll., Act No. 203/2007 Coll., Act No. 529/2007 Coll. and Act No. 515/2008 Coll.  Decree of the Ministry of the Environment of the Slovak Republic No. 705/2002 Coll. on Air Quality as amended by Decree No. 351/2007 Coll.  Decree of the Ministry of the Environment of the Slovak Republic No. 706/2002 Coll. on pollution sources, emission limits, technical requirements and general terms for operation, list of pollutants, categorisation of air pollution sources and requirements for provision of dispersal of pollutants’ emissions as amended by Decree No. 410/2003 Coll., Decree No. 260/2005 Coll., Decree No. 575/2005 Coll. and Decree No. 631/2007 Coll.  Decree of the Ministry of the Environment of the Slovak Republic 408/2003 Coll. on monitoring of emissions and air quality  Decree of the Ministry of the Environment of the Slovak Republic No. 338/2009 Coll. implementing some provisions of Act on Air

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Water protection  Act of the National Council of the Slovak Republic No. 364/2004 Coll. on Water and on amendment of Act of the Slovak National Council No. 372/1990 Coll. on Offences as amended (Water Act)  Regulation of the Government of the Slovak Republic No. 491/2002 Coll. setting up permissible pollution index of water  Decree of the Ministry of Forest and Water management of the Slovak Socialist Republic No. 23/1977 Coll. on protection of surface and ground water quality  Regulation of the Government of the Slovak Socialist Republic No. 46/1978 Coll. on protected area of natural water accumulation on the Žitný Island as amended by the Regulation of the Government of the Slovak Socialist Republic No. 52/1981 Coll.  Regulation of the Government of the Slovak Socialist Republic No. 13/1987 Coll. on some protected areas of natural water accumulation  Regulation of the Government of the Slovak Republic No. 617/2004 Coll. establishing sensitive and vulnerable areas  Decree of the Ministry of the Environment of the Slovak Republic No. 100/2005 Coll. which sets up details of hazardous substance handling, terms of emergency plan and procedure at emergency water deterioration

 Decree of the Ministry of Environment of the Slovak Republic No. 211/2005 Coll., establishing a list of important water courses in terms of water management and water supply water courses.

Soil fund protection  Act of the National Council of the Slovak Republic No. 220/2004 Coll. on the Protection and Use of Agricultural Land and amending Act No. 245/2003 Coll. on Integrated Prevention and Control of Environmental Pollution and on amendment of certain laws (as amended by Act No. 359/2007 Coll., 219/2008 Coll., 540/2008 Coll., 396/2009 Coll.  Act of the National Council of the Slovak Republic No. 143/2003 Coll. amending the Regulation of the Government of the Slovak Republic No. 152/1996 Coll. on Basic Tariffs for the Deprivation of Agricultural Land from the Agricultural Land Fund as amended  Act of the National Council of the Slovak Republic No. 326/2005 Coll. on Forests  Act of the National Council of the Slovak Republic No. 146/2005 Coll. amending the Regulation of the Government of the Slovak Republic No. 1/1994 Coll. on Basic Tariffs for the Deprivation of Forest Land from the Forest Land Fund as amended  Regulation of the Government of the Slovak Republic No. 49/1997 Coll. on declaration of forests Decision of the Ministry of Agriculture of the Slovak Republic on the highest admissible values of harmful substances in the soil. Journal of the Ministry of Agriculture of the Slovak Republic XXVI, January 1994, Section I.

Nature Protection  Act No. 543/2002 Coll. on Nature and Landscape Protection as amended by Act No. 525/2003 Coll., Act No. 205/2004 Coll., Act No. 364/2004 Coll., Act No. 587/2004 Coll., Act No. 15/2005 Coll., Act No. 479/2005 Coll., Act No. 24/2006 Coll., Act No. 359/2007 Coll., Act No. 454/2007 Coll., Act No. 515/2008 Coll.  Decree of the Ministry of the Environment of the Slovak Republic No. 293/1996 Coll. issuing the List of Protected Areas and Natural Landmarks and declaring National Natural Landmarks in the Slovak Republic.  Decree of the Ministry of the Environment of the Slovak Republic No. 17/2003 Coll. establishing National Natural Reserves and publishing the List of Natural Reserves as amended by Decree No. 420/2003 Coll.

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 Decree of the Ministry of the Environment of the Slovak Republic No. 24/2003 Coll. implementing Act No. 543/2002 Coll. on Nature and Landscape Protection as amended by Decree No. 492/2006 Coll. and Decree No. 638/2007 Coll.  Decree of MOE OF SR No. 579/2008 COLL. amending and supplementing Decree No. OF MOE OF SR No. 24/2003 Coll. implementing some provisions of Act on Nature and Landscape Protection  Notice of the Ministry of the Environment of the Slovak Republic No. 450/2004 Coll. on Issuance of the Order issuing the National List of Areas of European Importance  Act No. 15/2005 Coll. on Protection of Wildlife Animals and Plants and Regulation of Trade and on amendment and supplementation of some acts as amended by Act No. 672/2006 Coll., Act No. 330/2007 Coll., Act No. 452/2007 Coll. and Act No. 515/2008 Coll.  Decree of the MoE of SR No. 492/2006 Coll. amending and supplementing Decree of MoE of SR No. 24/2003 Coll. implementing Act No. 543/2002 Coll. on Protection of Nature and Landscape  Decree of the MoE of SR No. 347/2002 Coll. amending and supplementing Decree of MoE of SR No. 93/1999 Coll. on Protected Plants and Protected Animals and on Social Evaluation of Protected Plant, Animals and Tree Taxons as amended by MoE SR No. 183/2001 Coll.  Decree of MoE of SR No. 213/2000 Coll. on Protected Minerals and Fossils and on Their Social Evaluation

Waste management  Act No. 223/2001 Coll. on Wastes and on amendment and supplementation of some acts as amended by Act No. 553/2001 Coll., Act No. 96/2002 Coll., Act No. 261/2002, Act No. 393/2002 Coll., Act No. 529/2002 Coll., Act No. 188/2003 Coll., Act No. 245/2003 Coll., Act No. 525/2003 Coll., Act No. 24/2004 Coll., Act No. 443/2004 Coll., Act No. 587/2004 Coll., Act No. 733/2004 Coll., Act No. 479/2005 Coll., Act No. 532/2005 Coll., Act No. 571/2005 Coll., Act No. 127/2006 Coll., Act No. 514/2008, Act No. 515/2008 Coll. and Act No. 519/2008 Coll.  Decree of the Ministry of Environment of SR No. 283/2001 Coll. on implementation of some provisions of Act on Waste as amended by Decree No. 509/2002 Coll., Decree No. 128/2004 Coll., Decree No. 599/2005 Coll. and Decree No. 301/2008 Coll.  Decree of the Ministry of the Environment of the Slovak Republic No. 284/2001 Coll. on Waste Catalogue as amended by Decree No. 409/2002 Coll. and Decree No. 129/2004 Coll.

Preservation of monuments  Act of the National Council of the Slovak Republic No. 208/2009 which amends Act No. 49/2002 on Monument Fund Protection as amended by Act No. 479/2005 Coll.

III.17. OPERATING RISKS AND THEIR POSSIBLE IMPACT ON THE TERRITORY

Possible risks related to the operation of the proposed activity included for example accidents with subsequent leakage of dangerous substances into environment. In order to minimize possible risks, it is necessary to prepare the plan of emergency measures in further degrees of the project documentation. The contractor shall be obliged to perform all necessary organisational and technical measures to prevent leakage of pollutants into environment. The contractor shall prevent leakage of crude oil products, fuels, lubricants and various chemicals and further dangerous substances at transport, storage and their use. During the implementation works the contractor shall be obliged to ensure adherence to the valid safety regulations and legal standards to provide for safety on the site.

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IV. MEASURES PROPOSED FOR PREVENTION, ELIMINATION, MINIMIZATION AND COMPENSATION OF IMPACTS OF THE PROPOSED ACTIVITY ON ENVIRONMENT AND HEALTH

IV.1. LAND-PLANNING MEASURES

The purpose of land-planning measures is to harmonize the implementation of the proposed activity with the land-planning documentation and with current and assumed development activities. Evaluation of compliance of the R7 expressway route localization with the land-use documentation is subject to Chapter C.II.18. Based on evaluation of the technical study and assessment of assumed impacts on environment, the most suitable solution is the documentation for harmonization of the route with the land-use plan of Bratislava Region HTU and the land-use plan of Trnava Region HTU, town of Šamorín and of the concerned municipalities.

IV.2. ORGANISATIONAL AND TECHNICAL MEASURES

The basic organisational measures within the construction preparation include preparation of emergency plans for the case of harmful substance leakage into surrounding during construction and operation.

Draft principles of emergency plans Before the construction work commencement it shall be necessary to prepare the plans of emergency measures within the project preparation. The requirements of plans shall be prepared pursuant to valid legislation:  Regulation of the Government of the Slovak Republic No. 296/2005 Coll. establishing requirements for quality and qualitative targets for surface waters and limit values of pollution indicators of waste water and special waters  Decree of the Ministry of Environment of the Slovak Republic No. 100/2005 Coll. laying down details on the handling with hazardous substances, the particulars of the emergency plan and how to resolve the exceptional water deterioration)

The following plans shall be prepared to minimize the risk of human health threatening and environment:  Plan of emergency measures for case of emergency leakage of dangerous substances It shall be prepared for the locations where dangerous waste arises along with places for collection of dangerous waste during construction. Similarly, it is necessary to prepare and emergency plan for the case of emergency during the expressway operation (e.g. leakage of crude oil substances at car accident etc.). During construction dangerous waste having the character of substances harmful for water shall originate and thus they may threaten quality and purity of surface and ground water or threaten further components of environment – soil, air. The emergency plan shall specify measures to be taken after accidents:  accident reporting,  organisational arrangement of activity for workers in case of an accident,  immediate measures after an accident.  Plan of preventive measures to prevent uncontrolled leakage of dangerous substances in the environment and to specify the procedure in case of their leakage The emergency plan shall specify: Organisational measures

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 report of extraordinary deterioration of water (EDW),  provision of activity in case of EDW. Technical measures  general data,  immediate measures to dispose of EDW,  subsequent immediate measures to dispose of EDW.

The requirements and principles of emergency plan preparation are provided in annex to Decree of the MoE of the SR No. 100/2005. Draft emergency plans shall be negotiated with the administrator of courses important in terms of water management (Slovenský vodohospodársky podnik, a.s.) or with the public sewerage system operator before their submission to the Slovak Inspection of Environment for approval.

Waste management Waste disposal during construction and during operation shall be managed according to the strategy and concept of waste management of the Slovak Republic and according to the valid legal regulations for waste management. Basic principles of waste management regulation on the site shall include:  prevention of waste origination,  material and energy recovery of waste,  environmentally suitable waste disposal. In such case it is possible to prevent waste origination by good organisation of work, thorough separation of waste from the mined natural material and by avoidance of emergency situations especially during construction. Material appreciation of waste shall be considered in case of waste concrete, reinforced concrete and asphalt from demolition of objects, reinforced areas and roads. Recycling of those types of waste is possible directly on spot (mobile recycling units) or in the plant depot. Recycled materials shall be preferably used directly at construction of individual objects of a new expressway. Mixed communal waste shall be transported and disposed of by separation by the company dealing with such activity within the territory. Energy appreciation of waste is possible e.g. for waste oil, however, their amount shall not be significant. Environmentally friendly waste disposal shall be ensured during construction by the contractor of construction works and during the operation by the construction operator through contracts concluded with legal or natural persons authorized to perform the required type of activity.

Technical measures The aim of technical measures designed is to mitigate as much as possible or eliminate negative impacts of construction and operation of the expressway on the individual components of environment, through accessible and technically feasible methods. Majority of the technical measures are standard procedures arising from the needs of the harmonization of the activity with applicable legislation and they include the following procedures:  to protect the population from noise and vibrations,  to reduce dust,  to protect protected areas, facilities and protection zones,  to ensure vegetation adjustments,  to protect surface and ground water from pollution. Securing inhabitant protection – of pedestrians and motorized ones, traffic entrants during construction in the urban area shall be subject to the program of the construction organisation which shall be prepared for particular variant of the R7 expressway. The program reveals the known routes of material transport and thus also areas affected by those transports in the biggest extent. The basic measures to reduce adverse impact of those activities on inhabitants shall be thorough adherence to the occupational safety plan and within which for example also exclusion of works at night and at the time of public holiday which may restrict noise impact to the bearable level respected during the

108 R7 Expressway Dunajská Lužná - Holice Report on Impact Assessment construction period, maintenance of access roads in clean condition, i.e. by water spraying during dry period in order to prevent excessive dustiness, or on the other hand, removal of sediments of mud during wet days.

IV.2.1. Measures to Protect the Inhabitants from Adverse Effects of Polluted Air During construction air pollution is mainly expected due to increased dust and high content of exhaust gases from freight directly on site and routes for transport of earth and materials. In the higher stage of the project documentation the construction procedure and organization shall be developed for the selected variant, which will include the principles of environmental protection during construction. Basic measures to mitigate adverse effects of dustiness and increased concentrations from traffic in the municipality urban area are:  organization of the construction works so that these are performed only on weekdays and consistently observe public holidays,  the construction contractor shall provide for thorough maintenance of access roads, construction site, plant depots and dumps particularly by thorough dust removal - sweeping, in case of drought by spraying and removal of mud from the surface areas. Increased amount of air pollutants from construction transport during construction can not be eliminated. Due to the aforementioned organizational measures and certain limitations it is possible to achieve the state acceptable by the inhabitants during certain time-limited period.

IV.2.2. Measures to Eliminate Adverse Effects of Noise During construction of the expressway it will be impossible to protect the inhabitants from the annoying traffic noise of construction machinery or the activities that accompany construction procedures, especially in the immediate vicinity of material transport routes. Good organization of work on the site or exclusion of works at night may lead only to elimination of the impact of noise to an acceptable level tolerated during the period of the work construction. Based on the result of the noise study (DOPRAVOPROJEKT a.s. 2009) there is a risk of noise threatening in all variant solutions during operation. The comparison of results covering noise prediction and the highest admissible values according to the valid legislation proves that in the assessed sections the highest admissible noise levels in the outdoor environment are exceeded. Based on the theoretical calculation, in places where exceeding of maximum admissible noise values is expected, there was anti-noise protection proposed against the noise from the R7 expressway variants implemented with the use of anti-noise screens. The proposed measures shall reduce noise level to the permissible level.

Anti-noise measures for A, B, E variants Location km L/h Location Barrier Variant Macov 17.800 – 18.400 600/2.0[m] on the left surfaceo A Blatná na Ostrove 19.200 – 20.000 800/2.5 on the o A Holice 22.500 – 23.100 600/2.5 righton the right o A Holice 23.120 – 23.250 130/3.0 on the o A Macov 18.500 – 19.100 600/2.0 righton the left o E Blatná na Ostrove 19.900 – 20.650 750/2.5 on the o E Šámot 12.350 – 13.250 900/2.0 righton the left p B Bučuháza 12.350 – 13.200 850/2.0 on the p B Rohovce 18.500 – 19.500 1000/3.0 righton the o B Blatná na Ostrove 20.700 – 21.650 950/3.0 righton the left o B Holice 23.900 – 24.800 900/3.0 on the o B L – length of PHS, h – height of PHS right p – absorptive materials, o – reflective materials (transparent), op – two-side absorptive, o/p – reflective or absorptive

IV. 2.3. Measures to Mitigate Adverse Impacts on Rock Environment Implementation of measures to minimize the impacts on rock environment is divided into the period of the construction preparation and the construction period. At present, it is possible to

109 R7 Expressway Dunajská Lužná - Holice Report on Impact Assessment proposed only general measures. Particular procedures of redevelopment interventions require the knowledge of the conditions on the level of results from the detail engineering-geological survey, thus they are going to addressed to in further levels of the project documentation.

Before construction For the selected variant it is necessary to perform the detail engineering-geological survey with the proposal of certain measures according to the found IG conditions.

During construction It is necessary to thoroughly implement the proposed technical and redevelopment measures resulting from the detail engineering-geological survey. IV. 2.4. Measures for Surface and Ground Water Protection Technical measures are designed to eliminate, resp. mitigate the negative effects of construction and operation of the designed construction on the environment by complementing technical solution of the structure and individual structures.

Ground water During construction It is important to use and prefer water-friendly technological processes and to carry out earthworks to avoid disruption of water regime. The equipment on construction site can be a source of groundwater pollution. Its negative impact can be significantly reduced if they comply with the generally applicable legislation, safety, technical and organizational measures in their construction and in the actual mode of operation. It is essentially the following approaches:  ensure preventive measures to protect waters - hard surfaces, watertight tanks and tubs, a sufficient amount of absorbent materials and tools to deal with possible leaks of pollutants,  not to establish plant depots near the water resource protection zones,  waste water from social and sanitary facilities needs to be accumulated in watertight cesspools and exported to an appropriate waste water treatment plant,  not to establish plant depots in the areas where the permeable rock environment is based directly on the surface,  carry out hydrological and hydrogeological survey. It is generally important to keep safety regulations when handling petroleum products during construction and periodically check the technical condition of construction machinery.

During operation Within the measures for surface and ground water protection as well as water management and natural healing springs close to the proposed route of the expressway, the road sewerage system shall be built. Storm water from the R7 expressway, from interchanges and bridges shall be discharged into crude oil separators (ORL). Crude oil separators shall be designed to the required size of storm water with the output value of 0.1 mg/l crude oil substances. Considering the route level, the water will be drained by means of infiltration channels. In order to assess the option of infiltration of treated waste water into ground water, it shall be necessary to perform hydrogeological survey with regard to possible threat of ground water quality. Due to the high ground water vulnerability of gravel-sand sediments and location on the PWA Žitný Island, it is necessary to provide for checks of crude oil separator functions. SSÚR Holice - waste water from the parking lots will be pre-treated in crude oil catchers. Sewage will be cleaned by a separate waste water treatment plant, or will be discharged into the municipal sewerage system of Holice. Water from WWTP is collected in the clean water tank and used for watering in summer and collected in the seeping drainage in winter. Due to the location on the PWA Žitný Island it is recommended to drain the sewage to the sewerage system of the municipality of Holice.

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Particularly in winter, it is necessary to ensure the maintenance of the road by an inert material to prevent excessive increase in the concentration of chlorides and total mineralization of water drained off the road surface.

Organisational and operating measures  To avoid eventual negative impact on ground water and surface water in the period of construction and operation of the expressway facilities, it will be necessary to prepare an emergency plan in accordance with the Decree of the Ministry of Environment No. 100/2005 Coll. laying down details on the handling of hazardous substances, the contents of the emergency plan and how to resolve the significant degradation of water. The draft emergency plan shall be discussed with the manager of flows in the area of interest (Slovenský vodohospodársky podnik š.p.) and submitted to the Slovak Inspection of Environment for approval.  To ensure drainage of storm water from the site and prevent water contamination (crude oil substances, mud, vehicle washing).

IV. 2.5. Measures for Biota Protection General measures for nature protection  felling of forest stands and non-forest shrub and tree vegetation to be carried out only in the non- breeding season,  not designing the bridges with suspension ropes or structures and thus free the air space in bottom parts of the valleys what shall result in safer migration of birds which follow water courses during their transfer,  keeping free space under the bridge to allow passage of animals,  ensuring minimum clearance – 2.60m,  installing fencing along the road in the sections where the expressway crosses the forest stretches to prevent access of animals to the road, thereby avoiding unnecessary collisions with animals,  placing plant depots, technology parks and other accompanying civil structures in the areas with low species diversity,  restricting the movement of building mechanisms only to the site, handling zones and the access roads determined within the construction organisation outside the valuable areas and minimizing the movement in the area of bio-corridors,  performing substitute reclamations and greenness planting in the locations disturbed by construction after completion of construction works, reconstruction of disturbed bank stands with homeland wood species,  developing bio-revitalization project of the area in sections of road routing through or close to valuable habitats in order to ensure their protection by defining necessary occupation and protection by fencing against damage by mechanisms,  carrying out an inventory and social evaluation of wood species which need to be disposed of in the further level of the project documentation and carrying out substitute greenness planting on the areas determined by the competent authorities of nature protection in the amount of the quantified social value,  implementing vegetation adjustments of road slopes - cuttings and embankments and inner- interchange spaces. Measures to protect the landscape, integration of the technical work into the landscape Measures to improve the aesthetic effect of the horizontal and vertical construction conduct and to integrate the technical work into the landscape will include vegetation adjustments on expressway slopes. At the same time, these modifications will contribute to the strengthening of non- forest tree and shrub vegetation in the agricultural landscape. Selection of species composition of trees and shrubs must be focused on the original typical species of observed area. Proposal of the wood species structure shall be approved with the competent authority of nature protection. In terms of aesthetic perception of construction by the inhabitants, it is necessary to design appropriate architectural solutions of individual structures of the construction. The next step, which will assist in integrating new element in the landscape, is reclamation of the damaged area, which will create

111 R7 Expressway Dunajská Lužná - Holice Report on Impact Assessment favourable conditions for subsequent revitalization, i.e. restoration of the biotic component, both from physical as well as functional perspective.

IV.3. COMPENSATORY MEASURES Compensatory measures in the social-economic sphere During the construction of the expressway, close cooperation of the investor, contractor and affected municipalities is expected in order to minimize adverse impacts of construction on the inhabitants of the area. The consent for passage of heavy construction machinery and equipment through the urban area of municipalities will be necessary along with determining the conditions of transport on the agreed routes with necessary maintenance (cleaning, watering to reduce dust) and subsequent repair of sections damaged due to passing of heavy machinery. An agreement to ensure traffic flow and safety will be necessary on specific routes (speed restriction, access etc.) as well as safety and reduction of negative impacts on quality of life of the concerned inhabitants (e.g. exclusion of passages close to dwellings at night, during holidays etc.). Compensatory measures for agricultural land use Compensatory measures related to soils stem from the relevant legislative regulations, in particular from Act No. 220/2004 Coll. on Protection and Use of Agricultural Soil and amending Act No. 245/2003 Coll. on Integrated Prevention and Control of Environmental Pollution and on amendment of certain acts. Compensatory measures for forest land use Compensatory measures related to forests stem from the relevant legislative provisions, in particular Act No. 326/2005 Coll. on Forests. Despite the measures in the locations disturbed by construction where the expressway passes through forests, more significant damage to the affected area may occur (i.e. wind storm). In such cases, the entitlements to compensation for loss of timber production may arise.

IV.4. OTHER MEASURES Measures to preserve humus horizon Before the construction is launched in the area of permanent use an overburden of agricultural soil humus horizon shall be carried out under the methodological guidance by the Ministry of Agriculture No. 2341/2006-910 including ensuring its efficient and economic use. This means to collect, transport and distribute the soil on other agricultural lots of equivalent quality, fertilize less fertile agricultural soil and its use for the production of compost or garden soil. If the overburden of agricultural soil humus (HHPP) is deposited for some time, the investor shall provide for protection against degradation and its subsequent spreading out on specific lots determined in advance according to the HHPP overburden balance. It is anticipated that the HHPP overburden will be used for further construction works, such as humus added in the expressway slopes. It is necessary to handle the cultural humus layer carefully so as to prevent its erosion and degradation. Measures to preserve archaeological sites In case of archaeological monuments it shall be necessary to perform rescue research and observe the related provisions under Act No. 49/2002 on the Protection of Monuments and Historic Sites. In accordance with the provision of Art. 30, par. 4 and Art. 41, par. 4 of the Monuments Act, before commencement of the land-use proceedings, it is necessary to request the Regional Monuments Board for an opinion, or a decision on the arrangements for the construction implementation, which will determine conditions for the construction implementation and conducting archaeological research in the areas designated in the situation of the construction. The scope of archaeological researches may be provided as early as during assessment of PD land-planning proceedings. A part of the archaeological research shall be carried out in the form of rescue researches in advance and another part by monitoring of excavation works during construction works.

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IV.5. OPINION ON TECHNICAL-ECONOMIC FEASIBILITY OF MEASURES

Proposed environmental measures are from technical and economic point of view feasible.

V. COMPARISON OF VARIANTS OF ACTIVITY AND PROPOSAL OF AN OPTIMAL VARIANT

V.1. CREATION OF A SET OF CRITERIA AND DETERMINATION OF THEIR IMPORTANCE FOR SELECTION OF AN OPTIMAL VARIANT

When solving various environmental issues, the decisions are executed based on the required solution goals. The practise proves these goals or intentions are mutually asymmetric and often conflict. It is obvious it is necessary to define the value scales for implementation of those goals. The scales shall be proposed with regard to the required goals of solution and adherence to the limiting criteria. The following criteria may be set as limiting ones:  Technical-economic and transport aspects – analysis of costs and benefits, quality of the technical works  Environmental aspects – impacts on inhabitants and their socio-economic environment and natural surrounding

Based on the knowledge in the current phase of preparation, the team of solvers defined the criteria for decisions on selection of the solution variant: Technical-economic criteria 1 - total investment and non-investment costs of construction, 2 - investment efficiency, 3 - operating costs for expressway repairs and maintenance, 4 - technical demand of the construction, 5 - economy of time of passengers, Transport criteria 6 - impact on the route safety and comfort (traffic accidents of cars and transport fluency), 7 - transport usability of the route, 8 - transport contribution of variant solutions compared to zero variant. Criteria of impacts on inhabitants 9 - impact of noise on dwelling inhabitants in contact with R7 or the I/63 road 10 - impact of immissions from the R7 or I/63 road operation on dwelling inhabitants 11 - impact on inhabitants - visual and physical barrier, 12 - impacts on inhabitants during construction. Criteria of impacts on environment 13 - impacts on rock environment, 14 - impacts on surface water, 15 - impacts on ground water, 16 - impacts on biota and ÚSES elements, 17 - impacts on the landscape - scenery, route and country harmony. Criteria of impacts on socio-economic environment 18 - land use, impact on agricultural and forest management, 19 - impacts on area development, 20 - impacts on historical monuments and archaeological sites. Comparison of variants and setting their weights proves that the most important criteria for selection of an optimal variant are safety of operation and probability of impacts on inhabitants. In order to set weights for individual criteria the comparison method was applied with which individual

113 R7 Expressway Dunajská Lužná - Holice Report on Impact Assessment experts specified priorities of criteria Weights of individual criteria were calculated according to the formula: j Ph w j  .  Ph j j Where, Ph is an average number of assigned priorities from all evaluators  Ph j is a maximum total number of priorities which may be assigned by the evaluator w j is a standardized weight of j criterion Mutual evaluation of preferences of individual criteria number criterio of criterion n prefere weight nces 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 10 0.0527 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 12 0.0632 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 5 0.0237 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 3 0.0159 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 9 0.0474 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 19 0.1 7 8 9 10 11 12 13 14 15 16 17 18 19 20 7 7 7 7 7 7 7 7 7 7 7 7 7 7 12 0.0632 8 9 10 11 12 13 14 15 16 17 18 19 20 8 8 8 8 8 8 8 8 8 8 8 8 8 10 0.0527 9 10 11 12 13 14 15 16 17 18 19 20 9 9 9 9 9 9 9 9 9 9 9 9 18 0.0948 10 11 12 13 14 15 16 17 18 19 20 10 10 10 10 10 10 10 10 10 10 10 17 0.0895 11 12 13 14 15 16 17 18 19 20 11 11 11 11 11 11 11 11 11 11 7 0.0369 12 13 14 15 16 17 18 19 20 12 12 12 12 12 12 12 12 12 3 0.0159 13 14 15 16 17 18 19 20 13 13 13 13 13 13 13 13 2 0.0106 14 15 16 17 18 19 20 14 14 14 14 14 14 14 8 0.0421 15 16 17 18 19 20 15 15 15 15 15 15 16 0.0842 16 17 18 19 20 16 16 16 16 16 15 0.0789 17 18 19 20 17 17 17 17 2 0.0106 18 19 20 18 18 18 8 0.0421 19 20 19 19 11 0.0597 20

20 3 0.0159

Sum 190

Relatively highest weight was attributed by evaluators to the following criteria: 1st place: criterion 6. Impact on the rote safety and comfort – 0.1 2nd place: criterion 9. Impact of noise on dwelling inhabitants in contact with R7 or the I/63 road – 0.0948

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3rd place: criterion 10. Impact of immissions from the R7 or I/63 road operation on dwelling inhabitants – 0.0895

The lowest weight was attributed to: criterion: 13. Impact on rock environment - 0.0106 criterion: 17. Impact on the landscape - scenery, route and country harmony - 0.0106

Comparison of weights of individual criteria

0.12

0.1

0.08

0.06 Weight 0.04

0.02

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

Criterion

V.2. SELECTION OF AN OPTIMAL VARIANT OR DETERMINING THE ORDER OF SUITABILITY FOR THE ASSESSED VARIANTS

The evaluation of variant solutions is aimed at the selection of the most suitable variant which shall be implemented. In case of the proposed variant solutions, there were two methods used, the multi-criteria evaluation method and the value analysis method.

V.2.1 Multi-criteria evaluation of variants The solution was carried out according to this procedure of steps:  setting the goals,  creation of a set of criteria to evaluate individual variants,  defining the weights (priorities) for individual criteria,  evaluation of variants,  hierarchical order of the evaluated variants.

The following solution variants were subject to evaluation:

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 zero variant (in case of failure to carry out the activity),  A variant blue,  B variant red,  E variant violet.

The principle of the multi-criteria evaluation is based on quantification of various impacts. The standard 5-level verbal-numerical scale for assessment of impact due to construction and operation of the R7 expressway on environment in relative units was applied to evaluation. Verbal-numerical scale assigns the respective number of points to certain verbal characteristics of usefulness (harmfulness). The 5-degree scale in which the impact weight is according to the evaluation criteria converted to non-dimensional point scoring within the interval 0 – 4 is sufficient even for the complex case of the indicator. This scale is well applied to subjective units, it is the most frequently used method for transformation of exclusively qualitative indicators into quantitative. Concurrently, it enables conversion of various objective units into the common denominator according to point or grading units. It is applicable to all criteria that 0 points means the best solution or solution without significant negative impacts, 4 points is the worst solution.

Number of points 0  balance state of demands for inputs is the most favourable  adopted risk is almost zero,  the construction is in compliance with the land-planning documentation,  level of technical intensity is negligible,  ecological impact of construction and operation is negligible,  occurrence of harmful substances, level of distortion, contamination, load and impact is almost none,  activity of negative approaches of inhabitants is negligible,  the technical solution is progressive,  the transport significance is very positive.

Number of points 1  balance state of demands for inputs is favourable,  adopted risk is below average,  the construction is not in compliance with the land-planning documentation but it shall not disturb the territory development,  level of technical intensity is exceptionally above average,  ecological impact of construction and operation is below average of compensation measures,  occurrence of harmful substances, level of distortion, contamination, load and impact is weak,  activity of negative approaches of inhabitants is below average,  the technical solution is above average,  the transport significance is positive.

Number of points 2  balance state of demands for inputs is balanced,  adopted risk is of average level,  the construction is not in compliance with the land-planning documentation and it shall restrict the territory development,  level of technical intensity is average,  ecological impact of construction and operation is average,  occurrence of harmful substances, level of distortion, contamination, load and impact is average, on the border of the admissible limit,  activity of negative approaches of inhabitants is average,  the technical solution and financial costs are average,

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 the transport significance is satisfactory.

Number of points 3  balance state of demands for inputs is tensed,  adopted risk is above average,  the construction is not in compliance with the land-planning documentation and it shall substantially restrict the territory development,  ecological impact of construction and operation is above average negative, however, with a possibility of compensation measures,  occurrence of harmful substances, level of distortion, contamination, load and impact is strong, irregular in time, with temporary spatial restrictions,  activity of negative approaches of inhabitants is above average,  the technical solution is demanding,  the transport significance is very weak.

Number of points 4  balance state of demands for inputs is exceptionally tensed,  adopted risk is exceptionally above average,  the construction is in conflict with the land-planning documentation,  level of technical intensity is exceptionally above average,  ecological impact of construction and operation is exceptionally negative, without a possibility of compensation measures,  occurrence of harmful substances, level of distortion, contamination, load and impact is strong, regular in time, with periodical repetitions,  activity of negative approaches of inhabitants is exceptionally strong,  the technical solution is very demanding,  the transport significance is negligible.

Creation of a point scale for individual criteria The evaluation criteria include both technical impacts (which can be expressed explicitly e.g. in financial units) and ecological impacts (e.g. impacts on inhabitants, habitats, landscape scenery etc.). Based on the nature of each criterion its point scoring was processed. The processors stemmed from the results of the technical study, noise and exhalation study, results of traffic survey, economic analysis, knowledge acquired due to field monitoring and communication with municipalities to create the scale in the respective criteria. In case of measurable data it was logical arrangement in the point scale, with other criteria the team of solvers was driven by experience with regard to estimate of impacts and level of knowledge of the investigated territory. The purpose of the created verbal – numerical scale was to express more detailed level of the assumed impact in the respective criterion.

TECHNICAL-ECONOMIC CRITERIA

1. Total investment and non-investment costs of construction

These are investment costs required for the construction implementation in the evaluated section. 0 total costs from SKK 4.5 to 5.2 bln. (from EUR 149 to 170 mil. ) 1 total costs from SKK 5.0 to 5.5 bln. (from EUR 170 to 183 mil. ) 2 total costs from SKK 5.5 to 6.0 bln. (from EUR 183 to 199 mil. ) 3 total costs from SKK 6.0 to 6.5 bln. (from EUR 199 to 215 mil. ) 4 total costs over SKK 6.5 bln. (over EUR 215 mil. ) Source: R7 Expressway Bratislava – Lučenec, section of Dunajská Lužná - Holice (Dopravoprojekt a.s. 2005)

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2. Investment efficiency

Efficiency of the incurred investment was assessed by the method of IRR yield level. Yield level is in %, expressing in which interest environment the investment is profitable. (IRR – yield level) 0 over 20% 1 15 – 20% 2 10 – 15% 3 5 – 10% 4 up to 5% Source: Technical – economic evaluation of the variant (Valbek s.r.o. 2005)

3. Operating costs for expressway repairs and maintenance

0 the lowest operating costs in the respective section 1 operating costs higher by 1 to 25%. 2 operating costs higher by 26 to 50%. 3 operating costs higher by 51 to 75%. 4 operating costs higher by 76 to 100% (the highest operating costs in the respective section) Source: Technical – economic evaluation of the variant (Valbek s.r.o. 2005)

It includes:  costs mostly dependent on traffic load,  costs independent from traffic load,  costs of periodic road repairs,  costs of periodic bridge repairs,  costs of bridge maintenance,  costs of anchored slope maintenance.

It considers:  transport intensity and composition,  width arrangement of the road,  formation line inclination,  road type,  bridges.

4. Technical intensity

0 route with not demanding earth works outside the built-up area 1 bridges and bigger interchanges outside the built-up area 2 route with not demanding earth works inside the built-up area 3 big bridges, other extraordinary demanding technical solutions outside the built-up area 4 extraordinary demanding leading the route in the built-up area Source: R7 Expressway Bratislava – Lučenec, section of Dunajská Lužná - Holice (Dopravoprojekt a.s. 2005)

5. Economy of time of passengers,

Financial evaluation of time saving of passengers in the respective variant 0 - the biggest savings of time of passengers 1 savings of time of passengers higher by 5% 2 savings of time of passengers higher by 10% 3 savings of time of passengers higher by 20% 4 savings of time of passengers higher by 30% and more Source: Technical – economic evaluation of the variant (Valbek s.r.o. 2005)

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It considers:  drive on the respective variant  interchanges on the R7 expressway - time losses

TRAFFIC CRITERIA

6. Impact on the route safety and comfort

The potential level of traffic collisions of automotive transport was evaluated with regard to possible fluency and safety of drive, safety in interchanges. 0 free of negative impact – collision-free route conduct, the route is satisfactory within the whole scope for parameters of the design speed 1 negative impact with low significance – there are sections on the route with possible collision 2 negative impact with medium significance – there are possible collisions on the entire route 3 significant negative impact – there are sections on the route with high probability of collisions 4 negative impact of high significance – there is high probability of collisions on the entire route Source: R7 Expressway Bratislava – Lučenec, section of Dunajská Lužná - Holice (Dopravoprojekt a.s. 2005)

7. Transport usability of the route The transport usability of the route represented by an average value of traffic load in the evaluated section (of the route) was assessed. 0 over 17,000 vehicles in 24 hrs in both directions 1 up to 17,000 vehicles in 24 hrs in both directions 2 up to 16,000 vehicles in 24 hrs in both directions 3 up to 15,000 vehicles in 24 hrs in both directions 4 less than 15,000 vehicles in 24 hrs in both directions Source: Transport-engineering documentation, Dopravoprojekt, October 2009

8. Transport contribution of variant solutions compared to zero variant

The impact of the R7 expressway construction on relief or additional loading of the existing road network of the concerned municipalities and of the tone was evaluated. The comparison considers the relation to the zero variant. 0 significant positive impact - load relief on average above 70% - against the zero variant 1 positive impact with medium significance – load relief on average from 31% to 70% - against the zero variant 2 positive impact with low significance – load relief on average from 0% to 30% - against the zero variant 3 significant negative impact - additional load up to 100% - against the zero variant 4 very significant negative impact - additional load above 100% - against the zero variant Source: Transport-engineering documentation, Dopravoprojekt, October 2009

CRITERIA OF IMPACT ON INHABITANTS

9. Impact of noise on dwelling inhabitants in contact with R7 expressway or the I/63 road

The risk level of the noise impact of the proposed solution on the dwelling inhabitants was evaluated. 0 negligible negative impact – low exposure of inhabitants to traffic noise, no excess of noise limits in the outdoor environment, 1 negative impact with low significance – exposure of inhabitants to traffic noise is significant or the variant with the lowest size of anti-noise screens 2 negative impact with medium significance – exposure of inhabitants to noise is significant or the size of anti-noise screens and number of inhabitants affected by noise is bigger

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3 significant negative impact – exposure of inhabitants to noise is significant or the variant with the biggest size of anti-noise screens and the highest number of inhabitants affected by noise 4 very significant negative impact – high exposure of inhabitants to traffic noise, excess of noise limits, use of anti-noise screens is not possible, The criterion considers:  exposure of inhabitants to noise,  number or percentage of inhabitants affected by above-limit noise,  length of anti-noise screens,  solvability of noise reduction by means of anti-noise measures Source: Hluková štúdia,Dopravoprojekt a.s,. October 2009

Evaluation: 0 - no inhabitants on the evaluated territory 1 - there are - up to 4 inhabitants on the evaluated territory 2 - there are - from 5 to 10 inhabitants on the evaluated territory 3 - there are - from 11 to 50 inhabitants on the evaluated territory 4 - there are - from 51 to 70 inhabitants on the evaluated territory 5 - there are - from 71 to 100 inhabitants on the evaluated territory 6 - there are - more than 100 inhabitants on the evaluated territory

10. Impact of immissions from the R7 or I/63 road operation on dwelling inhabitants

The criterion evaluates the zones of short-term concentration of dominant pollutants of traffic CO and NO2 with the highest relative toxicity and the greatest significance for life quality of inhabitants. 0 very small negative impact – short-term concentration of NO2 shall not exceed 15% of the limit value in 2020

1 small negative impact – short-term concentration of NO2 shall not exceed 30% of the limit value in 2020 2 negative impact of medium significance – short-term concentration of NO2 shall not exceed 60% of the limit value in 2020 3 significant negative impact – short-term concentration of NO2 shall not exceed 90% of the limit value in 2020 4 very significant negative impact – short-term concentration of NO2 shall not exceed limit values in 2020 Source: Rozptylová štúdia,doc.RNDr. Hesek,CSc., October 2009

11. Impact on inhabitants - visual and physical barrier

The level of visual (psychical) and physical barrier impact on inhabitants was evaluated. 0 without impact – it is not visual or physical barrier for inhabitants 1 negative impact with low significant – the construction forms a minimum line visual barrier in the area and creates a physical barrier enabling safe movement of pedestrians and cyclists 2 negative impact with medium significant – the construction forms a line visual barrier in the sufficient distance from the residential zone enabling safe movement of pedestrians and cyclists extending the route by acceptable length 3 significant negative impact – the construction forms a significant line visual barrier close to the residential zone enabling safe movement of pedestrians and cyclists or it significantly extends the route for inhabitants 4 very significant negative impact – the construction forms a significant line visual barrier in close vicinity to the residential zone enabling safe movement of pedestrians and cyclists or it significantly extends the route for inhabitants Source: R7 Expressway Bratislava – Lučenec, section of Dunajská Lužná - Holice (Dopravoprojekt a.s. 2005)

12. Impacts on inhabitants during construction

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The criterion evaluates the construction period of the R7 expressway in terms of negative impacts of construction on inhabitants such as noise, dustiness, possible closures of the existing roads. 0 without impact – there are no residential buildings situated on the evaluated territory 1 negative impact with low significance – there are commercial buildings situated on the evaluated territory 2 negative impact of medium significance – small scope of building works in contact with the residential zone 3 significant negative impact – large scope of building works in contact with the residential zone 4 very significant negative impact – above-standard scope of building works in contact with the residential zone

EVALUATION CRITERIA OF IMPACTS ON ENVIRONMENT

13. Impacts on rock environment (rock environment stability)

0 negative impact with very low significance – territory without signs of erosion and landslide phenomena, subsoil with very little possibility of compaction, resistant against erosion, planned construction will not disturb rock environment; 1 negative impact with low significance – occurrence of moderate non-active forms of erosive activity, subsoil is inhomogeneous, with little possibility of compaction as a whole, only a moderate intervention in rock environment without the need to eliminate interventions 2 negative impact with medium significance – territory with signs of erosive activity, occurrence of stabilized landslides, soils of the subsoil with the possibility of moderate compaction. The territory contains faults without signs of recent activity, interventions in rock environment causing only little disturbance are anticipated with the possibility to be eliminated by common, easily available technical measures without the need of systematic monitoring of their efficiency 3 significant negative impact – territory affected by moderate erosive activity, occurrence of non- active landslides, local fault with signs of recent activity, occurrence of deeper positions of soils with high plasticity, considerable interventions in rock environment anticipated in surroundings of the intervention which need to be systematically monitored for efficiency in order to be eliminated. 4 very significant negative impact – territory affected by intense erosive activity, occurrence of active landslides of various types, regional fault with sign of recent activity, soils in the subsoil with little bearing capacity and possibility of compaction, major interventions in rock environment anticipated with major disturbance of its stability in broader area, elimination of these interventions is difficult even with more complicated technical measures and systematic monitoring of their efficiency is necessary.

14. Impacts on surface water

0 no impact – the route is not in contact with the water course 1 negative impact with low significance – the route will affect the regime of the water course 2 negative impact with medium significance – the route will affect the quality of water course 3 significant negative impact – the route will affect the regime of river course significant in terms of water management 4 very significant negative impact – the route will affect the quality of river course significant in terms of water management

It includes the following impacts:  flow contact and cross,  the route led through the territory of protection zones,  disturbance of water regime and quality (temporary or permanent).

15. Impacts on ground water

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0 negative impact with very low significance – the route of the variant has minimum impact on contamination and regime of ground water 1 negative impact with low significance – the route of the variant passes through the territory of PWA Žitný Island 2 negative impact with medium significance – the route of the variant passes through the territory of the protection zone of IInd level 3 significant negative impact – the route of the variant may affect the regime of ground water 4 very significant negative impact – the route of the variant will affect ground water contamination

It includes the following impacts:  the route led through the territory of protection zones,  disturbance of water regime and quality (temporary or permanent).

16. Impact on biota and ÚSES elements (danger to rare and vulnerable habitats)

0 no impact – the route is led in the corridor of the present road, no intervention in accompanying vegetation 1 negative impact with low significance – the route is led through soil used for agricultural purposes with minimum intervention in landscaping vegetation, the route has insignificant impact on ecosystems or it represents weak barrier impact on locality 2 negative impact with medium significance – the route is led mostly through non-original habitats in the agricultural countryside, it has little impact on ecosystems and creates barrier for migration of animals 3 significant negative impact – the route stretches to accompanying vegetation of water courses and other landscaping vegetation with original and non-original species, the route will affect ecosystems, or it will have a significant barrier impact 4 very significant negative impact – the route stretches to accompanying vegetation of water courses and other landscaping vegetation mainly with original species, intervention in the locality of regional and trans-regional importance affecting its character and function and creating unfavourable barrier effect

17. Impacts on the landscape - scenery, route and country harmony

0 no impact – the route uses existing road 1 negative impact with low significance – the route uses a part of existing road 2 negative impact with medium significance – the route copies the ground, it does not disturb the face of the landscape 3 significant negative impact – the route is located in intensely used agricultural countryside on high fillings and deep notches 4 very significant negative impact – the route is situated in the natural or urbanized landscape with large bridge structures

CRITERIA COVERING SOCIO-ECONOMIC IMPACT ASSESSMENT

18. Impacts on soil

0 no impact – without new land use 1 negative impact with low significance – use of agriculturally unused land 2 negative impact with medium significance – use of quality agricultural land 3 significant negative impact – use of quality agricultural and forest land 4 very significant negative impact – use of quality agricultural and forest land , and orchards

19. Impacts on area development

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The possibility of territory development in accordance with the land-use plan was evaluated. 0 positive impact – the proposed construction is in accordance with the land-use plan approved by HTU and will have a positive impact on development of the region 1 negative impact with low significance – the proposed construction is not in accordance with the land-planning documentation of HTU and will have a positive impact on development of the region 2 negative impact with medium significance – the proposed construction is not in accordance with the land-planning documentation and it will restrict the development of the area 3 significant negative impact – the proposed construction is not in accordance with the land- planning documentation and it will restrict the development of the area fundamentally 4 very significant negative impact – the proposed construction is not in accordance with the land- planning documentation and it will make the development of the area impossible

20. Impacts on historical monuments and archaeological sites

0 territory without anticipated occurrence of archaeological and palaeontological sites 1 negative impact with low significance – anticipated occurrence of sporadic archaeological and palaeontological sites 2 negative impact with medium significance – registered occurrence of several archaeological and palaeontological sites 3 significant negative impact – disturbance of protection zone of archaeological and palaeontological sites, and historical monuments 4 very significant negative impact – potential threat to archaeological and palaeontological sites, and historical monuments

Resulting values for respective evaluated variants were specified on the basis of the following relation J Yi   wj.Xji j1 where Yi is resulting evaluation of the variant "i" Xji is a numerical value of "j" criteria in variant "i" wj is the weight of "j" criteria

Results of evaluation are given in the table: Evaluation of variants

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Č. Kritérium Hodnotenie Váha Súčin A B E 0 A B E 0 1. celkové náklady stavby investičné aj neinvestičné 3 2 1 0 0,0527 0,1581 0,1054 0,0527 0 2. efektívnosť investície 1 1 1 4 0,0632 0,0632 0,0632 0,0632 0,2528 3. prevádzkové náklady na opravy a údržbu rýchlostnej cesty 1 1 0 0 0,0237 0,0237 0,0237 0 0 4. technická náročnosť stavby 1 2 1 4 0,0159 0,0159 0,0318 0,0159 0,0636 5. ekonómia času cestujúcich 0 0 0 4 0,0474 0 0 0 0,1896 6. vplyv na bezpečnosť a komfort trasy (dopravné nehody 0 0 0 3 0,1 0 0 0 0,3 automobilov a plynulosť dopravy) 7. dopravná využiteľnosť trasy 0 1 0 0 0,0632 0 0,0632 0 0 8. dopravný prínos variantných riešení v porovnaní s nulovým 0 1 0 4 0,0527 0 0,0527 0 0,2108 9. vplyv hluku na bývajúce obyvateľstvo v dotyku s R7, resp. 2 3 1 4 0,0948 0,1896 0,2844 0,0948 0,3792 cestou I/63 10. vplyv imisií z prevádzky R7, resp. cesty I/63 na bývajúce 0 0 0 1 0,0895 0 0 0 0,0895 obyvateľstvo 11. vplyv na obyvateľstvo - vizuálna a fyzická bariéra 1 3 1 0 0,0369 0,0369 0,1107 0,0369 0 12. vplyvy na obyvateľstvo počas výstavby 1 2 1 3 0,0159 0,0159 0,0318 0,0159 0,0477 13. vplyvy na horninové prostredie 1 1 1 0 0,0106 0,0106 0,0106 0,0106 0 14. vplyvy na povrchové vody 0 0 0 0 0,0421 0 0 0 0 15. vplyv na podzemné vody 2 2 2 2 0,0842 0,1684 0,1684 0,1684 0,1684 16. vplyv na biotu a prvky ÚSES 2 2 2 0 0,0789 0,1578 0,1578 0,1578 0 17. vplyvy na krajinu - scenéria, harmónia trasy a krajiny 2 2 2 0 0,0106 0,0212 0,0212 0,0212 0 18. záber pôdy - vplyv na poľnohospodárstvo a lesné hosp. 3 3 3 1 0,0421 0,1263 0,1263 0,1263 0,0421 19. vplyv na rozvoj územia 1 0 0 3 0,0597 0,0597 0 0 0,1791 20. vplyvy na historické a archeologické pamiatky 2 2 2 0 0,0159 0,0318 0,0318 0,0318 0 SPOLU 1,0791 1,283 0,7955 1,9228

Technicko-ekonomické kritéria 0,2609 0,2241 0,1318 0,506 Dopravné kritériá 0 0,1159 0 0,5108 Kritériá vplyvov na obyvateľstvo 0,2424 0,4269 0,1476 0,5164 Kritériá vplyvov na prírodné prostredie 0,358 0,358 0,358 0,1684 Kritériá vplyvov na socioekonomické prostredie 0,2178 0,1581 0,1581 0,2212 Celkové hodnotenie 1,0791 1,283 0,7955 1,9228 kontrola 1,0791 1,283 0,7955 1,9228

Order of variant solutions according to the results of multi-criteria evaluation for the entire route of the proposed activity:

1. E variant violet 0.7955 2. A variant blue 1.0791 3. B variant red 1.2830 4. zero variant 1.9228

The highest score was assigned to the zero variant, i.e. the state if the activity was not implemented, confirms eligibility of implementation of the proposed activity.

V.2.2 Evaluation of variants according to the value analysis method The evaluation analysis method was based on the method of the Lewis and Zimmerman Associates company presented at the workshop in Bratislava on 1996.

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Basic principles of this evaluation are:  creation of multi-disciplinary evaluation team (it is a team evaluation)  6 to 10 experts from various areas familiar with the project  the work of the evaluation team is led by the evaluation team leader  determination of functions which the evaluated projects shall fulfil  determination of functions is based on noting down advantages and disadvantages of respective  evaluated project variants  classification of functions into: o basic (higher order) - substantially satisfying requirements o secondary - positive - satisfying basic function o undesirable - negative - occurring involuntarily  each evaluated variant shall fulfil basic function  criteria specification of evaluation of basic project function fulfilment  evaluation of respective criteria o 0 does not change conditions o + improves conditions o - deteriorates conditions  qualification of evaluation of respective evaluation criteria for respective variants o the scale from 1 to 10 . marks 1 - 4 - negative evaluation . mark 5 - pros and cons are balanced . marks 6 - 10 - positive evaluation 1 - not implement the project 2 - very bad solution 3 - bad solution 4 - rather worse than better solution 5 - advantages and disadvantages are balanced 6 - rather better than worse solution 7 - good solution 8 - very good solution 9 - great solution 10 - excellent project  verbal expression of marks is unified for all criteria. Verbal value is allocated by experts on the basis of their knowledge of the project and possibility to quantify the evaluation of respective criteria related to their specialization in various methods. Translation of the quantified evaluation into uniform verbal form is more understandable for readers of various professions.  the weight of respective criteria is determined using the method of pair comparison  the total score is correlated with: - investment costs of respective variants  evaluation analysis results in the order of profitability of respective variants

Evaluation analysis method provides the possibility to discuss objectives, functions and impacts of the project in detail within the team discussion on the project and its evaluation. The effort to express objectives and functions results in the project analysis and subsequently to supporting material for the evaluation process.

Selection of optimal variant The section of the R7 Dunajská Lužná – Holice expressway was evaluated on 25th October 2009 by the team consisting of experts in the following fields:  ecologist - team leader  hydrogeologist  transport engineer  geologist  ecologist

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 noise study author. The R7 expressway in the section of Dunajská Lužná - Holice will fulfil the following functions: FUNCTIONS of R7 expressway in the section of Dunajská Lužná - Holice Specification of the function - by Specification of the function - by Classification of the verb noun function: improve the transport basic shift the transport secondary positive accelerate the transport secondary positive increase safety secondary positive create the barrier undesirable negative reduce noise secondary positive increase noise undesirable negative facilitate the transport secondary positive reduce operating costs secondary positive shorten the distance secondary positive liquidate vegetation undesirable negative plant vegetation secondary positive relieved the load of concerned settlements secondary positive disturb USES undesirable negative demolish houses undesirable negative deteriorate the quality of water undesirable negative require investment sources undesirable negative provide job secondary positive make the territory more attractive secondary positive make new locations accessible secondary positive save time secondary positive reduce environmental burden secondary positive increase environmental burden undesirable negative reduce immissions secondary positive increase immissions undesirable negative

Based on the following calculation which could naturally be extended it is obvious that in addition to the basic function the proposed project of the expressway construction brings a series of other positive and negative functions. At the same time, this view indicates a wide range of evaluation of the expressway as the technical work. The scope and intensity of effect of respective functions are evaluated within the process of evaluation analysis processing. Within specification of expressway functions the advantages and disadvantages of respective proposed variants were described as follows: Advantages and disadvantages are verbally and quantitatively analysed in detail in respective chapters of the report.

The evaluation team only briefly named some of the most marked phenomena.

BENEFITS DISADVANTAGES A variant blue A variant blue the most profitable variant solution the highest investment costs the most favourable investment return rate the biggest use of forest land the smallest permanent and temporary use of PPF the biggest shortage of filling material the route in the entire section is not compliant with the most favourable transport load compared to B the Land Planning Documentation of Bratislava and variant Trnava Region HTU B variant red B variant red the route in the entire section is not compliant with the Land Planning Documentation of Bratislava and the biggest number of inhabitants affected by noise Trnava Region HTU the smallest permanent and temporary use of LPF the longest route the biggest permanent and temporary use of PPF

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the least favourable investment return rate the biggest scope of induced investments compared to A and E variants it shall have less load

in terms of capacity E variant violet E variant violet the shortest route the biggest use of forest land the route from the junction with A variant is not the lowest investment costs compliant with the Land Planning Documentation of Bratislava and Trnava Region HTU more favourable transport load compared to B

variant the lowest level of noise affection the smallest need of filling material

The basic function to enhance the traffic is met by all three variant solutions.

In case of value analysis evaluation of the R7 expressway Dunajská Lužná Holice the same criteria were used as with the methodology of multi-criteria evaluation.

Economic criteria number 1,2,3 and 5 were transformed into the evaluation matrix thus they are not appearing in the following tables. Evaluation criteria: 1 - (total investment and non-investment costs of construction) 2 - (investment efficiency) 3 - (operating costs for expressway repairs and maintenance) 4 - technical demand of the construction 5 - (economy of time of passengers) 6 - impact on the route safety and comfort (traffic accidents of cars and transport fluency) 7 - transport usability of the route 8 - transport contribution of variant solutions compared to zero variant 9 - impact of noise on dwelling inhabitants in contact with R7 or the I/63 road 10 - impact of immissions from the R7 or I/63 road operation on dwelling inhabitants 11 - impact on inhabitants - visual and physical barrier 12 - impacts on inhabitants during construction 13 - impacts on rock environment 14 - impact on surface water 15 - impact on ground water 16 - impacts on biota and ÚSES elements 17 - impacts on the landscape - scenery, route and country harmony 18 - soil use, impact on agricultural and forest management 19 - impact on area development 20 - impacts on historical monuments and archaeological sites

Setting of evaluation criteria and their evaluation for individual variants:

Numbe A variant blue B variant red E variant violet r crit. eval. grade eval. grade eval. grade 4 + 8 + 7 + 9 6 + 9 + 9 + 9 7 + 8 + 7 + 8 8 + 8 + 7 + 8 9 + 7 + 5 + 9 10 + 9 + 9 + 9 11 + 7 + 6 + 7

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12 0 5 - 4 - 5 13 0 7 0 7 0 7 14 0 7 0 7 0 7 15 0 7 0 7 0 7 16 - 4 - 4 - 4 17 0 5 0 5 0 5 18 - 4 - 4 - 4 19 + 8 + 8 + 8 20 0 5 0 5 0 5

Rating scale from 1 to 10:  grades 1 - 4 - negative evaluation  grade 5 - positive and negative features are in balance  grades 6 - 10 - positive evaluation

The results of previous procedures of the value analysis are transferred into the resulting matrix of variant evaluation. The line "B" Total investment costs shows total investment costs per individual variants in SKK million.

EVALUATION MATRIX OF A, B, E VARIANTS Evaluated criteria Criterio A variant B variant E variant n weight blue red violet Grade Score Grade Score Grade Score 4 0.0159 8 0.1272 7 0.1113 9 0.1431 6 0.1 9 0.9 9 0.9 9 0.9 7 0.0632 8 0.5056 7 0.4424 8 0.5056 8 0.0527 8 0.4216 7 0.3689 8 0.4216 9 0.0948 7 0.6636 5 0.4740 9 0.8532 10 0.0895 9 0.8055 9 0.8055 9 0.8055 11 0.0369 7 0.2583 6 0.2214 7 0.2583 12 0.0159 5 0.0795 4 0.0636 5 0.0795 13 0.0106 7 0.0742 7 0.0742 7 0.0742 Evaluated criteria Criterio A variant B variant E variant n weight blue red violet Grade Score Grade Score Grade Score 14 0.0421 7 0.2947 7 0.2947 7 0.2947 15 0.0842 7 0.5894 7 0.5894 7 0.5894 16 0.0789 4 0.3156 4 0.3156 4 0.3156 17 0.0106 5 0.0530 5 0.0530 5 0.0530 18 0.0421 4 0.1684 4 0.1684 4 0.1684 19 0.0597 8 0.4776 8 0.4776 8 0.4776 20 0.0159 5 0.0795 5 0.0795 5 0.0795 A. Total weight 1.00 2* 5.8137 3* 5.4395 1* 6.0192 B. Invest. costs 6,556, 168 6,077 444 5,839 318 in mil. SKK Limit values 3* 88.67 2* 89.50 1* 103.08 A/B . 100,000 1* = order of the variant in the evaluation

Resulting order of variants according to the value analysis variant total score resulting order of variants A variant blue 5 2. B variant red 5 2. E variant violet 2 1.

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The results of the value analysis prove that E variant violet is an optimal solution which in terms of environmental and investment costs has the best evaluation (first two places). The second place was occupied by A variant blue and B variant red.

V.3. JUSTIFICATION OF THE OPTIMAL VARIANT PROPOSAL

Regarding the fact that the same criteria were used with both evaluation methods it can be stated that both evaluation methods are comparable. Both evaluation methods proved that optimal solution is E variant violet with the lead to A variant blue and B variant red.

Order of variants according to the Order of variants according to Total order results of multicriteria evaluation the value analysis (* amount of orders) 1. E variant violet 1. E variant violet 1. E variant violet (2*) 2. A variant blue 2. A variant blue 2. A variant blue (4*) 3. B variant red 2. B variant red 3. B variant red (5*)

E variant violet was assigned its place due to the shortest route and the related lowest investment costs, by creation of optimal transport conditions on the territory, the lowest noise load of settlements and due to that also the lowest load level of inhabitants by immissions. The significant fact is also preference of E variant by majority of the concerned municipalities:

Municipality Preferred variant Dunajská Lužná B, C variant Šamorín B variant red Kvetoslavov combination of A, B variants Báč E variant violet Rohovce E variant violet Trnávka E variant violet Macov B variant red Blatná na Ostrove E variant violet Holice E variant violet The disadvantage of the second A variant blue are the highest investment costs, the biggest shortage of the filling material and the fact that the route in the entire section is not in compliance with the Land Planning Documentation of the Bratislava and Trnava Region. The B variant red occupied the last place especially due to the highest load level for inhabitants by noise, by creation of physical and visual barrier between the municipalities of Blatná na Ostrove and Rohovce and compared to A and E variants with less load in terms of capacity. The longest route of B variant was reflected in worse economic indicators.

Overview of the most significant indicators and impacts of individual variants:

Positive features A variant blue  the most profitable variant solution  the most favourable investment return rate  the smallest permanent and temporary use of agricultural soil fund  the most favourable transport load compared to B variant B variant red  the route in the entire section is compliant with the Land Planning Documentation of Bratislava and Trnava Region HTU  the smallest permanent and temporary use of forest soil fund

E variant violet  the shortest route

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 the lowest investment costs  the smallest need of filling material  more favourable transport load compared to B variant  the lowest level of noise affection

Negative features A variant blue  the highest investment costs  the biggest use of forest land  the biggest shortage of filling material  the route in the entire section is not compliant with the Land Planning Documentation of Bratislava and Trnava Region HTU

B variant red  the longest route  the biggest permanent and temporary use of agricultural soil fund  the least favourable investment return rate  the biggest scope of induced investments  the highest level of noise affection  compared to A and E variants it shall have less load in terms of capacity

E variant violet  the biggest use of forest land  the route from the junction with A variant is not compliant with the Land Planning Documentation of Bratislava and Trnava Region HTU

Despite the unambiguous statement that E variant violet in the section Dunajská Lužná – Holice means and optimal solution it is necessary to realize that variant solutions stem from different points and they are logically connected to the studied sections: Bratislava – Dunajská Lužná or Holice – Dunajská Streda. In the section Bratislava – Dunajská Lužná, the Evaluation Report pursuant to Act No. 24/2006 Coll. (Geoconsult s.r.o. September 2008) based on comparison of the assessed variants of the R7 expressway recommends C variant green ending in the interchange Dunajská Lužná, i.e. by the beginning of section of A variant blue as an optimal solution. The Evaluation Report of the Dunajská Lužná – Holice expressway in the impact assessment process considered individual variants as a whole. Stemming from the conclusions of the Evaluation Report of the previous section of the R7 expressway Bratislava – Dunajská Lužná, the processors decided to consider differences between A variant blue and E variant violet from the section beginning in the interchanges Dunajská Lužná to approx. km 10.000 of A variant blue where E variant violet is connected. In terms of technical – economic criteria E variant violet is shorter in this section by approx. 700m what results in lower investment costs, lower operating costs of repairs and maintenance and higher savings of passengers. In terms of transport criteria according to the conclusions of the transport prognosis, both variant solutions are comparable in this section. Impacts on inhabitants according to the set criteria are negligible since in the respective section there is no built-up area. Similar statement may be used at evaluation according to the criteria for natural environment where both variants are comparable with negligible impacts. In terms of evaluation of impacts on socio-economic environment, there is a difference in this section only in agricultural land use where in case of A variant blue the use will be higher resulting from the route longer by approx. 700m.

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Based on this analysis it can be stated the differences among the variant solutions consist in technical – economic indicators and in land use resulting from the different route length. These differences (land use, investment costs) regarding the use and costs of the entire construction do not place A variant blue in the position to be significantly disadvantaged compared to E variant violet.

The mentioned analysis confirms that in the section from the interchange Dunajská Lužná to approx. km 10.000 of A variant blue where E variant violet connects, the A variant blue and E variant violet are comparable in terms of impacts on environment and impacts on transport.

Based on this knowledge the Evaluation Report recommends the following optimal solution: E variant violet but also a combination of A variant blue (approx. km 10.000) in continuation with E variant violet.

VI. PROPOSAL OF MONITORING AND POST-PROJECT ANALYSIS

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VI.1. PROPOSAL OF MONITORING FROM THE COMMENCEMENT OF CONSTRUCTION, IN COURSE OF CONSTRUCTION, DURING OPERATION AND FOLLOWING THE COMPLETION OF THE PROPOSED ACTIVITY

The objective of monitoring is to monitor impacts of construction and operation of the expressway on respective environmental components as well as verification of whether the proposed measures are operational. Based on the defined impacts and extent of their effect on environment we propose:  noise monitoring  ground water monitoring  animal migration monitoring Noise monitoring Noise monitoring during operation in order to find the efficiency of implemented anti-noise measures. Ground water monitoring Within the next stage of the project documentation (DÚR), it will be necessary to elaborate the Project of environmental component monitoring in accordance with the final opinion and TP 6/208, "Manual of Monitoring of Impacts of Roads on Environment" valid as of 15 August 2008 for the definite variant. Since the proposed R7 expressway is situated in the PWA Žitný Island, it will be necessary to pay special attention to the proposal of monitoring. The project of monitoring shall be designed with respect to results of the hydrogeological survey which will be implemented in the route of the resulting variant of the proposed R7 expressway. In terms of ground water, it is necessary to monitor the water level regime, water flow and quality development of ground water in the concerned territory prior to commencement of construction works. We propose to use the special-purpose observational network of SHMÚ for the programme of monitoring of quantitative and qualitative ground water parameters and add two more monitoring objects to be built within the detailed hydrogeological survey of R7 expressway. We recommend physical check of the existence of hydrogeological exploration wells in close vicinity of the proposed route and potentially include the same in the monitoring system, and ensure subsequent regular ground water level measurements on selected objects with ground water sampling for quality check. If the expressway is implemented in the position of B variant red, we recommend inclusion of a small water area in the location of Prameňový vŕšok in the cadastral area of Kostolná Gala, cadastral area of Veľká Budafa (km 23,740 in a distance of approx. 20m from the road axis) in monitoring. We suggest monitoring of waste water of road sewerage system at the outlet of crude oil separators. Monitoring should be performed prior to construction, during construction works, following their completion and after implementation of technical measures mitigating the impact of construction. This way control of the water level regime and quality will be ensured with respect to ground water flow direction (with respect to the direction of contamination spread) during and following the completion of construction. Animal migration monitoring In migration corridors on the route of R7 with reference to Regional Bio-Corridor No. XVI. Danube – Little Danube, it is necessary to implement detailed monitoring of animal movement in order to localise the place suitable for construction of the ecoduct to preserve connectivity in the country.

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VI.2. PROPOSAL OF CONTROL OF COMPLIANCE WITH THE DEFINED CONDITIONS

Compliance with defined conditions will be checked in other steps of the approval process as follows: - check of inclusion of required technical measures in construction projects at the stage of planning permission granting;  monitoring by means of submission of final monitoring reports to concerned authorities;  control and coordination activity focusing on compliance with protective measures and their efficiency.

VII. METHODS USED IN THE ENVIRONMENTAL IMPACT ASSESSMENT PROCESS OF THE PROPOSED ACTIVITY AND MANNER AND SOURCES OF DATA COLLECTION ON THE CURRENT STATE OF ENVIRONMENT ON THE TERRITORY WHERE THE PROPOSED ACTIVITY IS TO BE IMPLEMENTED

The Evaluation Report was prepared based on the technical study "R7 Expressway Bratislava – Lučenec " elaborated by Dopravoprojekt Bratislava in October 2005, Plan of Environment Impact Assessment Pursuant to Act of the National Council of the Slovak Republic No. 24/2006 prepared by EKOJET, s.r.o. Bratislava in February 2009 and on updates of the Transport Survey, Noise and Dispersion Study (Dopravoprojekt a.s. 2009), surveys implemented within TŠ and field walk-abouts and investigations of biota and abiotic components. Information on the state of environment, pollution sources, demographic data etc. were taken from the internet sites and statistical year-books. Evaluation of variants was performed using the method of multi-criteria evaluation and value analysis method.

VIII. DEFICIENCIES AND UNCERTAINTIES IN KNOWLEDGE DETECTED DURING PREPARATION OF THE EVALUATION REPORT

The most serious deficiency during preparation of the Evaluation Report was the disproportion between the detail aspect in elaboration of the technical documentation and requirements imposed on the processor in the evaluation report. Deficiencies and uncertainties cover the following areas:

Geology and hydrogeology The most significant deficiency is the absence of engineering-geological survey in this level of the project documentation. Land use Land use was quantified in the technical solution based on the assumed parameters of the proposed variant solutions. Exact data on permanent and temporary use will be available in further level of the project documentation when the selected variant is elaborated in detail. Uncertainty of noise prediction When applying the prediction methodology in demanding field and layout conditions, rather conservative user corrections which apply carefulness to the prediction.

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IX. ANNEXES TO THE EVALUATION REPORT

List of annexes to the evaluation report: Annex No. 1 Noise Study Annex No. 2 Dispersion Study Annex No. 3 Transport Prognosis Annex No. 4 Map of the Current Situation Annex No. 5 Map of Impacts and Measures

X. GENERAL COMPREHENSIBLE FINAL SUMMARY

Basic information on the project

Name: R7 Expressway Dunajská Lužná - Holice

Purpose: The purpose of construction of the R7 expressway is to ensure fluent and safe road transport on the concerned road network and to reduce negative impacts due to road transport on environment of the municipalities concerned. The R7 expressway is a part of the basic system of highways and expressways. The construction in question shall improve conditions for international and inland transit transport, allow for west – east interconnection and increase fluency, speed and safety of all participants of the road traffic.

Location of the construction on the territory: The construction is situated in the cadastral areas of the municipalities of Dunajská Lužná, Kvetoslavov, Báč, Rohovce, Trnávka, Macov, Blatná na Ostrove, Holice and of the town of Šamorín.

Reason for the construction location in the respective area: The reason for location of the proposed activity in the respective locality is diversion of transport outside the built-up area of towns and municipalities, removal of sections with unsatisfactory technical parameters, increase of fluency and safety of transport and improvement of environment for inhabitants in the settlements concerned Position of the expressway variant solutions is determined by the morphology of the ground, transport requirements in relation to the existing communication system and built-up area and the requirements of land-documentations.

Commencement and termination date: Construction commencement – 2014 Construction termination – 2017

Brief description of technical and technological solution: The evaluation report assessed three variants: A variant blue, B variant red and E variant violet. The technical study defines the commencement of variants of the R7 expressway section to be addressed in the elevated junction Dunajská Lužná. The end of the section is in place of the I/63 road crossing with the III/0623 near the municipality of Holice. The route of the R7 expressway continues east from the municipality of Holice via connecting section of the R7 expressway Holice - Dunajská Streda.

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Basic information on the proposed variants VARIANT INDICATOR A blue B red E violet

17.593 18.042 17.121 Total route length (km) (23.250 from D4) (24.800 from D4) (23.879 from D4) Number of interchanges (pcs) 3 3 3 Noise barriers (m) 2,130 4,600 1,350 Permanent land use (m2) 800,861.00 888,860.00 779,030.00 Temporary land use (m2) 266,295.00 320,180.00 258,820.00 Permanent use of agricultural land 644,773.00 747,980.00 684,620.00 (m2) Temporary use of agricultural land 175,535.00 229,840.00 166,840.00 (m2) Permanent use of vineyards (m2) 52,600.00 29,720.00 9,300.00 Temporary use of vineyards (m2) 12,030.00 12,960.00 4,200.00 Permanent forest use (m2) 4,380.00 2,150.00 4,380.00

VARIANT INDICATOR A blue B red E violet Temporary forest use (m2) 1,240.00 950.00 4,860.00 Permanent use of other areas (m2) 99,108.00 109,010.00 80,730.00 Temporary use of other areas (m2) 77,490.00 76,430.00 82,920.00

A variant blue The beginning of the section of the R7 expressway Dunajská Lužná - Holice is in the interchange of Dunajská Lužná in which the R7 expressway is connected via the feeder to the I/63 road. The R7 expressway route continues in the east direction north of the town of Šamorín, municipalities of Šamot, Trnávka and Blatná na Ostrove. The end of the R7 expressway section is in km 23.250 near the municipality of Holice where the R7 expressway route is connected to the existing I/63 road . Routing of the A variant was influenced especially by the following factors:  position of the "Rovinka“ elevated junction at feed of the R7 expressway to the D4 highway,  recreational area of the Rovinka lake and the Košariská lake,  existing and planned built-up area of the adjacent municipalities and towns while securing sufficient distance from the built-up area,  satisfactory parameters of the I/63 road led outside the urban area of municipalities in the section from the municipality of Holice towards Dunajská Streda,

Basic information on the section:  category of the R7 expressway R 25.5 / 120  route length 17.593km  SSÚR (Expressway Management and Maintenance Centre) Holice

The following elevated junction are designed on the R7 expressway:  "Dunajská Lužná" including the feeder to the I/63 road  "Šamorín" with the II/503 road  "Holice" with the III/06323 road Other roads are designed as fly-over solutions over the R7 expressway. A small "Macov" lay- by is considered on the border of cadastral territories of Trnávka and Macov. A parallel road is in the Bratislava – Holice section led along the existing I/63 road. Currently, the I/63 road is built in the category C 11.5/70 - 80. The I/63 road passes in the section to be addressed through the urban area of the municipality of Dunajská Lužná, the town of Šamorín, Báč and Blatná

136 R7 Expressway Dunajská Lužná - Holice Report on Impact Assessment na Ostrove. Interchanges with IIIrd class roads and the II/506 road are designed as fly-over solutions. In the urban area of Šamorín there are two light-controlled interchanges. Horizontal and vertical conduct of the road complies with the needs of the parallel road. There are no point failures on the route. The parallel road shall comply with the assumed perspective traffic which after commissioning the R7 expressway on the I/63 road, compared to the present, is going to be significantly lower and fail to reach the standard values of admissible intensities for the respective road category of approx. 11,000 vehicles/24 h in the profile.

B variant red B variant is led in the route pursuant to the Land-Use Plan of the Trnava HTU. The beginning of the R7 expressway Dunajská Lužná - Holice is in the interchange with the I/63 road (elevated junction of Dunajská Lužná), south-east of the municipality of Dunajská Lužná. The R7 expressway route continues in the east direction north of the town of Šamorín, between the villages of Bučuháza and Šamot, south of the municipality of Trnávka and Blatná na Ostrove, with feeder to the existing I/63 road south of the municipality of Blatná na Ostrove. The end of the section is in km 24.800 near the municipality of Holice. Routing of the B variant was influenced especially by the following factors:  position of the "Keteles“ elevated junction at feed of the R7 expressway to the D4 highway,  PA Dunajské Luhy close to the "Ketelec" elevated junction,  planned moto-cross and cyclo-cross path in the south-east part of the municipality of Dunajská Lužná,  existing and planned built-up area of the adjacent municipalities and towns while securing sufficient distance from the built-up area,  satisfactory parameters of the I/63 road led outside the urban area of municipalities in the section from the municipality of Blatná na Ostrove towards Dunajská Streda,

Basic information on the section:  category of the R7 expressway R 25.5 / 120  route length 18.042km  SSÚR Holice

The following elevated junction are designed on the R7 expressway:  "Dunajská Lužná" with the I/63 road  "Šamorín" with the II/503 road  "Holice" with the III/06323 road Other roads are designed as fly-over solutions over the R7 expressway. A small "Rohovce" lay-by is designed on the border of cadastral territories of Trnávka and Rohovce.

A parallel road is in the Dunajská Lužná – Holice section led along the existing I/63 road. Currently, the I/63 road is built in the category C 11.5/70 - 80. The I/63 road passes in the section to be addressed through the urban area of the municipality of Dunajská Lužná, the town of Šamorín, Báč and Blatná na Ostrove. From the turning to the municipality of Rohovce in km 19.150 up to the end of the section in the Holice interchange the parallel road would continue along the relaying of the III/06316 and III/06318 roads.

E variant violet The beginning of the R7 expressway Dunajská Lužná - Holice is in the interchange with the I/63 road (elevated junction of Dunajská Lužná), south-east of the municipality of Dunajská Lužná. The R7 route continues north of the town of Šamorín, municipalities of Šamot, Trnávka and Blatná na Ostrove. The end of the section is near the municipality of Holice.

Basic information on the section:  category of the R7 expressway R 25.5 / 120  route length 17.121km

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 SSÚR Holice

The following elevated junction are designed on the R7 expressway:  "Dunajská Lužná" with the I/63 road  "Šamorín" with the II/503 road  "Holice" with the III/06324 road Other roads shall be designed as fly-over solutions over the R7 expressway. A small "Macov" lay-by is considered on the border of cadastral territories of Trnávka and Macov. A parallel road is in ensured similarly as in A variant, i.e. along the existing I/63 road.

Total costs (indicative):

Variant A blue B red E violet 217,624,- thous. 201,733,- thous. 193,830,- thous. EUR EUR EUR Total costs VAT excluded 6,556,168,- thous. 6,077,444,- thous. 5,839,318,- thous. SKK SKK SKK

Comparison and preference of variants

Individual proposed variant solutions of the R7 expressway were evaluated pursuant to Act of the National Council of the Slovak Republic No. 24/2006 Coll. on Environment Impact Assessment while considering transport, economic indicators and technical intensity of the construction implementation, impacts on environment quality as well as impacts on animated and inanimate nature. Regarding the inter-disciplinary assessment issue there were experts from several specifications participating in preparation of the evaluation report who participated in assignment of significant weights and environmental impact assessment. A variant blue, B variant red, E variant violet and zero variant were subject to evaluation, i.e. if the activity was not implemented according to 20 criteria divided into the following groups:  technical-economic criteria  transportation criteria  criteria covering impacts on inhabitants  criteria covering environmental impact assessment  criteria covering socio-economic impact assessment

Evaluation process was carried out using two methods:  method of multicritera evaluation  method of value analysis

Based on the result in the evaluation process, total order of individual variant was determined. The resulting point evaluation is provided in the table:

Order of variants according to the Order of variants according to Total order results of multicriteria evaluation the value analysis (* amount of orders) 1. E variant violet 1. E variant violet 1. E variant violet (2*) 2. A variant blue 2. A variant blue 2. A variant blue (4*) 3. B variant red 2. B variant red 3. B variant red (5*)

The results of the evaluation process which are described in detail in C.V. Chapter prove that in all groups of criteria the best solution is E variant violet.

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Admissible solution is also a combination of A variant blue (up to approx. km 10.000) in further continuation in E variant violet up to the end of the section of the R7 expressway Dunajská Lužná – Holice.

Conclusion

The objective of the proposed activity will be to ensure quality (segregated transit transport with collision-free route) and capacitive traffic connection in the territory with important transit routes and important transport sources and destinations. Present condition of the I/63 road on several sections fails to fully comply with needs required by the road of Ist class with long-distance transport. The most important problem of the existing road is its insufficient capacity unable to cover increasing traffic volume. The second problem is connected with leading the transit traffic through the built-up territory of Šamorín and at the edge of Blatná na Ostrove and Rohovce which is unfavourable for environment in vicinity of the I/63 road and for traffic itself. Insufficient parameters of the I/63 road result in negative consequences for traffic such as increased energy and time losses, increased accident rate, increased environmental burden and the like. With increasing traffic volume in future weaknesses will continue to get worse. Thus it is necessary to propose the construction of R7 expressway in the position ensuring better quality parameters and segregation of the transit and local transport. The process of evaluation has confirmed that construction of the proposed road will significantly reduce and accelerate transit traffic. Diversion of transport outside the territory of municipalities together with proposed measures will significantly reduce the number of residents currently exposed to negative impacts of noise and exhaust fumes. At the same time, the construction will ensure safety and fluency of transport, economic time and fuel savings, increased attractiveness of the concerned territory and increased number of job opportunities during construction.

Based on evaluation results and with reference to the extent of impacts of R7 expressway Dunajská Lužná – Holice construction and operation on environment, the Evaluation Report recommends implementing the route in E variant violet or the combination of A variant blue continued in E variant violet up to the end of section of construction of R7 expressway Dunajská Lužná – Holice.

Complex of technical and biological measures are necessary to reduce or mitigate negative impacts on environmental components.

The route of recommended variants shall be aligned with the Land-Use Plan of Bratislava region HTU and Trnava region and land-use plans of concerned villages and town.

COMPLIANCE WITH REQUIREMENTS WITHIN THE SCOPE OF EVALUATION

Comments of entities participating in the process of assessment of impacts of the project "The R7 Expressway Dunajská Lužná - Holice" pursuant to Act of the National council of SR No. 24/2006 Coll. resulted in the need of more detailed elaboration of some groups of problems expressed in points within specific requirements of the scope of evaluation defined by the Ministry of Environment of SR.

Specific requirements Opinions delivered with the project revealed the need to elaborate in more details the following groups of issues related to the proposed activity in the evaluation report:

1. Specify anticipated time schedule of construction. The construction is expected to commence in 2014 and to be completed in 2017.

2. Survey in details hydrogeological situation of the concerned territory to assess the potential

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negative impact of the proposed activity on ground water and propose appropriate measures. The issue is described in details in chapters C.II.6.Hydrological - water sources, C.III.5. Impacts on water conditions, and C.IV.2.4. Measures to protect surface and ground water,

3. Assess in more details the impact of the proposed activity on population. Evaluation Report contains the following annexes: Noise study and Dispersion Study which were the basis for elaboration of chapter C.III.1. Impacts on the population.

4. Review the impact of proposed activity on interests of ŽSR, Bratislava. The routes of variant solutions of the R7 expressway cross the former railway track in the cadastral area of Kvetoslavov – Šamorín. This track was cancelled by the decision of the Ministry of Transport of SR. The rails and track structure in the area outside villages have been stolen. According to the information obtained by the author from the railway company Železnice SR Bratislava, the operation on the concerned track is not expected to be restored. The land-use plan of Kvetoslavov contains cycle track in this corridor. There is no other contact with the protected zone of railways of SR in the concerned territory.

5. Describe elevated junctions both in terms of transport and fulfilment of the function of bio- corridor preservation. Capacity assessment of interchanges is a content of the Transport Prognosis forming the annex to the Evaluation Report. The technical solution of bridges in interchanges of the R7 expressway and transport frequency on interchange branches shall not allow for free migration of animals in the landscape. The solution may cover building of ecoduct (green bridge) the placement and substantiation of which shall stem from the results of the detail monitoring of animal movement on the monitored territory.

6. Estimate the amount of the inevitable felling of wood species. Amount of inevitable felling of wood species for individual variant solutions is provided in the conclusion of Chapter C.III.7.2. Impacts on flora habitats

7. Describe localization of plant depots. Indicative data on location of plant depots, stock piles and access roads to the site are designated in map annexes: map of impacts.

8. Prepare noise and emission study and propose suitable measures based on their results. Update of the noise study and Disperse Study are in the annex part of the Evaluation Report and their results are incorporated in the respective chapters.

9. Evaluate impact on the Regional bio-corridor No. XVI. the Danube – the Small Danube. The issue is described in Chapter C.II.7.5. Significant migration corridors of animals and the solution to maintain connectivity in the landscape is explained in Chapter C.VI. Proposal of monitoring and post-project analysis.

10. Prepare a suitable graphic presentation of the proposed activity (e.g. maps, photodocumentation, computer simulation of objects etc.) for the public discussion. Maps including photodocumentation will be presented in public discussions.

11. Ensure detail preparation of measures to minimize identified impacts. Measures to minimize the identified impacts are set out in detail in Chapter C.IV.

12. Evaluate all other comments delivered for the conclusion. All justified comments for the project were evaluated and incorporated in the Evaluation Report.

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XI. LIST OF SOLVERS AND ORGANISATIONS WHICH PARTICIPATED IN PREPARATION OF THE EVALUATION REPORT

The following persons participated in preparation of individual parts of evaluation report, in field surveys and in the environmental impact assessment of the construction:

Ing. Ján Longa DOPRAVOPROJEKT a.s. Bratislava Ing. Monika Kňažická RNDr. Dorota Martinková Ing. Mikuláš Jurkovič Ing. Lucia Kováčiková Ing. Alexander Krokker

XII. LIST OF SUPPLEMENTING AVAILABLE ANALYTICAL REPORTS AND STUDIES

The basic document for preparation of The environmental impact assessment of the construction was the technical study: Rýchlostná cesta R7 Bratislava – Lučenec – Technická štúdia (DOPRAVOPROJEKT a.s. 10.2005)

Annexes to the technical study: Hluková štúdia (DOPRAVOPROJEKT, a.s., 2009) Rozptylová štúdia (doc. RNDr. Ferdinand Hesek, CSc., 2009) Dopravná prognóza (DOPRAVOPROJEKT, a.s., 2009)

LIST OF USED DOCUMENTS AND BIBLIOGRAPHY

 Atlas krajiny, SAV Bratislava, 2002  Európsky významné biotopy na Slovensku, 2003 (Daphne)  Generel nadregionálneho územného systému ekologickej stability SR (1992)  Geobotanická mapa ČSSR, 1986  Európsky významné biotopy na Slovensku, 2002 (Daphne)  Klimatické pomery na Slovensku - vybrané charakteristiky, Zborník prác SHMÚ v Bratislave Kraje a okresy Slovenska – Nové administratívne členenie, Q111 Bratislava (1997)  Kvalita podzemných vôd na Slovensku, 2002  Posudzovanie vplyvov ciest a diaľnic na životné prostredie. Hluk a imisie z cestnej dopravy (Ďurčanská D., a kol. 2002 )  Prúdenie vzduchu na Slovensku, Zborník prác SHMÚ, zväzok 19, ALFA Bratislava, 1982  Rýchlostná cesta R7 Bratislava – Dunajská Lužná, Správa o hodnotení (Geoconsult, 2008)  Rýchlostná cesta R7 Dunajská Lužná - Holice, Zámer (EKOJET, spol s.r.o., 2009)

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 Snehové pomery na Slovensku, Zborník prác SHMÚ, zväzok 14/III, ALFA Bratislava, 1988  Správa o kvalite ovzdušia a podiele jednotlivých zdrojov na jeho znečisťovaní v Slovenskej republike, SHMÚ, MŽP (2004)  Sčítanie obyvateľov, domov a bytov 2001, ŠÚ SR  Teplotné pomery na Slovensku I. časť, Zborník prác SHMÚ, zväzok 23/II, ALFA Bratislava, 1986  Teplotné pomery na Slovensku II. časť, Zborník prác SHMÚ, zväzok 23, ALFA Bratislava, 1984  Land-Use Plan of the Bratislava Region HTU  Land-Use Plan of the Trnava Region HTU  Land-use plan of individual municipalities  Zrážkové pomery na Slovensku, Zborník prác SHMÚ, zväzok 14/II, ALFA Bratislava, 1981 LIST OF INTERNET SITES www.dunajskaluzna.sk www.samorin.sk www.obecbac.sk www.rohovce.sk www.obeckvetoslavov.sk www.enviroportal.sk www.air.sk www.shmu.sk www.agroporadenstvo.sk www.podnemapy.sk www.holice.sk www.trnava-vuc.sk www.region-bsk.sk www.gssr.sk www.statistics.sk www.ssc.sk www.zohzo.sk www.sazp.sk

LIST OF REPRESENTATIONS AND OPINIONS ON THE PROPOSED ACTIVITY

The following provided their opinion on the proposed activity in the preparatory phase of the Evaluation Report:

- Town of Šamorín - Municipality of Dunajská Lužná - Municipality of Kvetoslavov - Municipality of Báč - Municipality of Rohovce - Municipality of Trnávka - Municipality of Macov - Municipality of Blatná na Ostrove - Municipality of Holice

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XIII. DATE AND CONFIRMATION OF CORRECTNESS AND COMPLETENESS OF THE DATA BY SIGNATURE OF THE AUTHORIZED REPRESENTATIVE OF THE CLAIMANT

Venue: Bratislava

Date: 15th November 2009

On behalf of the Evaluation Report processor:

Ing. Ján Longa ...... Head of the Team of Solvers DOPRAVOPROJEKT a.s. Bratislava Authorized Representative of the Report Processor

On behalf of the claimant:

Ing. Juraj Čermák, CSc...... Chief Investment Officer Národná diaľničná spoločnosť a.s., Bratislava Authorized Representative of the Claimant

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ANNEXES TO THE EVALUATION REPORT

Annex No. 1 Noise Study Annex No. 2 Dispersion Study Annex No. 3 Transport Prognosis Annex No. 4 Map of the Current Situation Annex No. 5 Map of Impacts and Measures

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Disclaimer

This is an English translation of a document that was originally produced in the Slovak language. While we have exercised utmost care to make this translation accurate, it may contain typing or translation errors. Therefore, always consult the Slovak original before making decisions on the basis of this translation.

The name of this document in Slovak is Správa o hodnotení vplyvov. The file name has not been changed.

We hereby confirm that the European Bank for Reconstruction and Development shall have no responsibility for the translated content.

Project Implementation Services, spol. s r. o. Consultant under Consultancy Contract C31934