1

NON-TECHNICAL REPORT

Introductory note The environmental impact assessment study and the Report regarding the

environmental impact assessment study have been elaborated in compliance with the

provisions of the Romanian legislation in force in the field of the environmental protection. At the

same time, there have been considered the provisions of the European Union directives,

respectively the Directive CE 97/11 which amends Directive CE 85/337 regarding the

assessment of the effects on the environment concerning a few private and public projects, and

also Directive 79/409/EEC regarding the maintenance of the wildlife and Directive 92/43/EEC

regarding the maintenance of the natural habitats, wild flora and fauna ( Annex 2). There were

also considered the provisions of the internal and international legislation in the civil aviation

field (annex 3) and the contents of the Guideline sent to the beneficiary by the Agency for the

Environmental Protection Sibiu by the letter no. 20044/27.12.2005.

The elaboration of the above-mentioned documentations has been based on:

- data regarding the proposed works, as they have been detailed in the pre-feasibility study and

in the feasibility study;

- data regarding the quality of the environmental factors from Sibiu town and the airport area,

data extracted from the Report regarding the environment conditions in Sibiu town in the year

2004 elaborated by The Agency of Environmental Protection Sibiu, obtained from the

meteorological station on the airport, as well as from other previous studies;

- data offered by the beneficiary as a consequence of the tests executed on the quality of the

sea water and of the sediments in different points from Constantza port and during different time

periods,

- Data obtained from the specialized literature regarding the impact on the environmental factors

of similar works (see the annexed bibliography),

- Field investigations executed by specialists.

There have also taken place a series of debates with the representatives of the local

public administration and of the Agency for the Environmental Protection Sibiu.

S.C. TRANSPROIECT 2001 S.A. holds the certificate for the elaboration of the environmental

impact studies, which may be found attached therein.

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MINISTRY OF ENVIRONMENT AND WATER MANAGEMENT

CERTIFICATION COMMISSION FOR PHYSICAL AND JURIDICAL PERSONS

FOR PREPARING ENVIRONMENTAL IMPACT ASSESSMENTS AND ENVIRONMENTAL BALANCES

CERTIFICATE

for preparing Environmental Impact Assessments Number Code: EIM-06-174/01.07.2005

According to the provisions of the Environmental Protection Law no. 137/1995 – republished, with the ulterior amendment and completion, and of the Minister of Environment and Water Management Order no. 97/2004, for amending and completing the Minister of Agriculture, Forests, Waters and Environment Order no. 978/2003 regarding the Certifying Regulation for the physical and juridical persons who elaborate environmental impact assessment studies and environmental balances.

S.C. TRANSPROIECT 2001 S.A Having the headquarters in Bucharest, Dinicu Golescu 41 Street, bl. 6, 6th floor, ap. 27, sector 1,

Phone/fax: 021/3161594

Is certified as Main Assessor for the elaboration of the Environmental Impact Assessment Studies in the following fields approved by the Certification Commission according to the Official Report no. 6 from July 01st, 2005:

1,3,7,10,11,12 Issued on 01.07.2005 Valid until 01.07.2007, complying with the

conditions specified on verso

PRESIDENT OF THE CERTIFICATION COMMISSION

Constantin POPESCU

State Secretary

3 3

4

2. Activity description Sibiu Airport is located outside Cristian village, which belongs to Sibiu town, Alba Iulia str.,

no. 73 and it represents an important air traffic point in the intra-Carpathian area. At present, the air

traffic has a reduced dimension, being estimated though a continuous increase of this one within

the coming year.

The civil aviation infrastructure, the civil and industrial engineering intended to the civil

aviation and the endowments that the Sibiu Airport disposes of on this date are insufficient in

relation with the future estimated needs. The Sibiu Airport infrastructure has also major

infrastructure deficits. Thus:

- The terminal building has been conceived to handle a number of passengers afferent to some

aircrafts of small capacity and to reach the capacity limit, at a flow of two take-offs/hours. The

international safety standards cannot be observed.

- The beaconing system of the take-off-landing runway (PDA) and the concrete plate of the take-off-

landing runway have flaws.

- A big part of the concrete plate of the take-off-landing runway has cracks, fissures and ruptures.

- The discharge of the pluvial water on the PDA is not appropriately carried out.

- It is necessary the renewal of an important part of the navigation systems.

- There is no warehouse endowed with recipients to store kerosene

- There is no system for preventing and monitoring the fires.

By the proposed expansion and modernization, the airport shall be adapted to the general

recommendations given by OACI- Annex 141 and shall provide the internal and international air

transport with aircrafts having the code letter “D” and C , within the operational conditions up to the

Class II. The reference code is determined according to table 1-1 in the Annex 14, shown further,

taking as reference airplane the aircraft Boeing 737-800.

According to these features, Sibiu Airport has the code OACI “3C”.

1 International norms and practices for airports- Annex 14 to the International Convention relating to the

International Civil Aviation, November 2004

5

Table 1-1 in Annex 14 - OACI:

Code element 1 Code element 2 Code number

Airplane reference field length

Code letter

Wing span

Outer main gear wheel span

1 Less than 800 m A up to but not including 15m

Up to but not including 4,5m

2 800 m up to but not including 1200m

B 15 m up to but not including 24 m

4,5m up to but not including 6 m

3 1200 m up to but not including 800m

C 24 m up to but not including 36 m 6m up to but not including 9 m

4 1800 m and over D 36 m up to but not including 52 m 9 m up to but not including 14 m

E 52 m up to but not including 65 m 9 m up to but not including 14 m

F 65 m up to but not including 80 m 14 m up to but not including 16 m

The direction of the strip (runway axle) is determined in accordance with the wind rose, the

strip being oriented on the direction that sums up the maximum of wind frequency. The orientation

of this direction is measured in sexadecimal degrees in relation with the geographical north and this

flight direction on Sibiu Airport has been determined at the same time with the airport setting up and

it is on the direction 910-2710. The runway thresholds code is obtained by dividing these degrees

by 10 and adjusting to the whole amount, respectively 91/10=9, which means that the threshold is

09, respectively 27.

During 2005, there landed and taken-off from Sibiu Airport , 3500 aircrafts that have

transported around 24.800 passengers. In the tables 2.1 and 2.2 it is shown the summer schedule

of the companies which are to operate on Sibiu Airport.

Table 2.1.- Summer schedule of CARPATAIR Company which operates on Sibiu Airport, valid throughout March 27th 2006 – October 28th 2006

Nr. crt. Flight Type

AVO Operating

days A/P Origin Departure hour

A/P Destination

Arrival hour Remarks

1. KRP * * *

SB 20 1,2,3,4,5,6 SIBIU 07.00 ANCONA 11.40 VIA

TIMIŞOARA

2. KRP * * *

SB 20 1,2,3,4,5,6 SIBIU 07.00 BOLOGNA 11.15 VIA

TIMIŞOARA

3. KRP * * *

SB 20 1,2,3,4,5,6 SIBIU 07.00 FIRENZE 11.10 VIA

TIMIŞOARA

4. KRP * * *

SB 20 1,2,3,4,5,6 SIBIU 07.00 MILANO –

BERGAMO 11.25 VIA TIMIŞOARA

5. KRP * * *

SB 20 -,2,-,4,-,6 SIBIU 07.00 NAPOLI 11.25 VIA

TIMIŞOARA

6. KRP * * *

SB 20 1,2,3,4,5,6 SIBIU 07.00 ROMA –

FIUMICINO 11.20 VIA TIMIŞOARA

7. KRP * * SB 1,-,3,-,5,-- SIBIU 07.00 TORINO 11.20 VIA

6

* 20 TIMIŞOARA

8. KRP * * *

SB 20 1,2,3,4,5,6 SIBIU 07.00 VENEŢIA 10.55 VIA

TIMIŞOARA

9. KRP * * *

SB 20 1,2,3,4,5,6 SIBIU 07.00 VERONA 10.30 VIA

TIMIŞOARA

10. KRP * * *

SB 20 1,2,3,4,5,6 SIBIU 07.00 MUNCHEN 11.45 VIA

TIMIŞOARA

11. KRP * * *

SB 20 1,2,3,4,5,6 SIBIU 07.00 STUTTGART 11.20 VIA

TIMIŞOARA

12. KRP * * *

SB 20 1,2,3,4,5,6 SIBIU 07.00 DUSSELDORF 11.20 VIA

TIMIŞOARA

13. KRP * * *

SB 20 1,2,3,4,5,6 ANCONA 12.25 SIBIU 16.35 VIA

TIMIŞOARA

14. KRP * * *

SB 20 1,2,3,4,5,6 BOLOGNA 12.35 SIBIU 16.35 VIA

TIMIŞOARA

15. KRP * * *

SB 20 1,2,3,4,5,6 FIRENZE 12.05 SIBIU 16.35 VIA

TIMIŞOARA

16. KRP * * *

SB 20 1,2,3,4,5,6 MILAN –

BERGAMO 12.25 SIBIU 16.35 VIA TIMIŞOARA

17. KRP * * *

SB 20 -,2,-,4,-,6 NAPLES 12.10 SIBIU 16.35 VIA

TIMIŞOARA

18. KRP * * *

SB 20 1,2,3,4,5,6 ROME –

FIUMICINO 12.25 SIBIU 16.35 VIA TIMIŞOARA

19. KRP * * *

SB 20 1,-,3,-,5,-- TURIN 12.10 SIBIU 16.35 VIA

TIMIŞOARA

20. KRP * * *

SB 20 1,2,3,4,5,6 VENICE 12.35 SIBIU 16.35 VIA

TIMIŞOARA

21. KRP * * *

SB 20 1,2,3,4,5,6 VERONA 12.20 SIBIU 16.35 VIA

TIMIŞOARA

22. KRP * * *

SB 20 1,2,3,4,5,6 MUNICH 12.15 SIBIU 16.35 VIA

TIMIŞOARA

23. KRP * * *

SB 20 1,2,3,4,5,6 STUTTGART 12.50 SIBIU 16.35 VIA

TIMIŞOARA

24. KRP * * *

SB 20 1,2,3,4,5,6 DUSSELDORF 12.20 SIBIU 16.35 VIA

TIMIŞOARA

Tabel 2.2.. –SUMMER SCHEDULE OF TAROM AND AUSTRIAN AIRLINES COMPANIES WHICH OPERATE ON SIBIU AIRPORT

VALID from March 27th 2006 to October 28th 2006

Nr. crt. Flight Type

AVO Operating

days A/P Origin Departure hour

A/P Destination

Arrival hour Remarks

1. ROT 309

AT45 1,2,3,4,5,6,7 SIBIU 15.20 MUNCHEN 18.00 NON STOP

2. ROT 726

AT45 1,-,-,4,5,-,- SIBIU 7.30 BUCUREŞTI-OTOPENI

08.15 NON STOP

3. ROT 726

AT45 -,-,3,4,-,-,7 SIBIU 22.35 TÂRGU – MUREŞ

23.05 NON STOP

4. ROT 310

AT45 1,2,3,4,5,6,7 MUNICH 18.45 SIBIU 21.15 NON STOP

5. ROT 725

AT45 -,-,3,4,-,-7 BUCHAREST-OTOPENI

21.30 SIBIU 22.15 NON STOP

7

6. ROT 726

AT45 1,-,-,4,5,-,- TÂRGU – MUREŞ

06.40 SIBIU 07.10 NON STOP

7. OS 785 DH3 1,-,3,4,5,-,7 VIENNA 11.25 SIBIU 13.10 NON STOP

8. OS 785 DH3 1,2,3,4,5,-,7 VIENNA 11.25 SIBIU 13.10 Din 09.mai 2006

9. OS 786 DH3 1,-,3,4,5,-,7 SIBIU 14.35 VIENA 16.25 NON STOP

10. OS 786 DH3 1,2,3,4,5,-,7 SIBIU 14.35 VIENA 16.25 Din 09.mai 2006

Considering the traffic evolution until now and the introduction of charter flights, there is

estimated the following evolution of passengers:

year 2007 196.500 passengers / year 300 passengers /hour2

year 2015 496.500 passengers / year 400 passengers / hour

(according to the calculations IATA)

year 2020 650.000 passengers / year 520 passengers / hour

(according to the calculations IATA)

For this reason and taking into consideration the manifestations occasioned by the project

“Sibiu Cultural European Capital 2007”, it is essential that the Sibiu Airport should be rehabilitated

and expanded.

Within the rehabilitation and expansion program, there are established the following objectives: New passengers

terminal:

300 persons capacity on flight direction IATA- services level Class C- regarding the compliance of all the settlements for the passengers terminal and the borderline control points

Take-off- landing

runway (PDA)

PDA rehabilitation and expansion for traffic with aircrafts B737-800 and

widening it with 45 m

Runway expansion with 200x45 m to the East Runway expansion with 890x45 m to the West

Taxiway The construction/reconstruction of the taxiway “E” having 23 m in width The construction of a new taxiway parallel with “November” having 18 m in width with a distance of the median line of approx. 260 m to the runway axis.

Civil aviation infrastructure

The civil aviation infrastructure, according to GP108, shall be rehabilitated and dimensioned for code C aircrafts, with the expansion possibility to code D aircrafts

Air navigation

equipment :

The air navigation equipment shall be rehabilitated and designed according to ICAO CAT I with the expansion possibility to Class II

Platform: There shall be designed the parking surfaces for 5 places Code C and 4 places

Code B

Repairing the existing platform for 8 aircrafts code B

Facilities: There shall be designed the facilities-providing plants (water, gas, fuels,

2 This means that the airport terminal provides services for 300 passengers within an hour

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electricity) and the wastes disposal plants

Fuel warehouse

Road infrastructure There shall be designed all the communication ways and road access in the

airport perimeter.

Administrative

buildings:

Administrative buildings, as well as auxiliary constructions New control tower

Reconstruction and modernization of the airport drainage system

The proposed solutions must assure the air traffic maintenance, during the period for the

airport expansion and rehabilitation works, for Saab 2000 and ATR 42-300 type aircrafts. The

terminal to be executed shall correspond to the national and international standards and

requirements, regarding the differentiated access control, so that this could meet the safety

requirements. All the operating principles are conceived so that the separation, the traffic flow and

the passengers’ control could be accomplished.

The main works proposed are the following:

Passengers terminal:

- Length 150 m

- Width 50 m

- Surface 7.500 m² built surface + 1.125 m² technical sector

- Bulk volume 7.500 m² x 7 m = 52.500 m³ + 1.125 m² x 2,5 m

roof construction = 2.812,5 m³

The terminal was designed for :

- Passengers number /year (2007) : 196.500

- Passengers number /day : 1.700

- Passengers number /rush hour : 300

- Passengers number /year (2015) : 496.500

Control tower - 7 storied- building (6 stories + command platform)

- visibility assurance height of 20 m

- total height of 23 m (with the roof structure around 25 m)

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Fire-fighters building: The building has one storey, has no basement and will have depending on various functions,

various heights of the rooms as follows:

- Holding bay area around 7,45 m - Warehouse/workshop area around 5,10 - the rest of the areas around 5,10 m - Built surfaces -Holding bay for the intervention vehicles during the winter season 629 m2

- Holding bay for the intervention vehicles for fires 323 m2

- Operational office 16 m2

- Medium clean- medium dirty hall ( 10 lockers) 18 m2

- Waiting room 20 m2

- Kitchen 6 m2

- Resting room (3 rooms with 2 beds , of 11m2) 33 m2

- Toilets/showers and locker 46 m2

- Heating station 30 m2

- Substation 19 m2 - Workshop for communication technique 18 m2

- Fire alarm station 10 m2

- Compressor room 11 m2

- Workshop (Fire-fighting) 38 m2

- Spare for extinguishing materials 20 m2

-Warehouse, materials, spare parts 40 m2

Total 1277 m2

Paved movement surface (bearing +shoulders): S= 280.990 m2, out of which:

Traffic surface: Existing rehabilitated platform: 16.515 m2

New platforms 46.967,5 m2

Runway +taxiways (maneuver surface ): 166.560,5 m2

Shoulders 50.947 m2

Perimetral road of 5 m in width Parking lot with a capacity of approx. 3000 parking places

Airport fencing corresponds to OACI standards and has 2,50 m in height

Aviation fuels warehouse o 2 aboveground, vertical cylindrical tanks, each of them with a capacity of 3000 m3 ,

for storing the JET A1 type fuel; o 2 aboveground, vertical cylindrical tanks, each of them with a capacity of 150 m3 ,

for storing the AVGAS 100 LL type fuel; o loading and unloading filters – 4 pieces; o recipient for leakages recovery– 1 piece ; o pumps – 8 pieces ; o plant for fire-extinguishing and tanks cooling – 1 piece; o oil products separator– 2 pieces.

Car fuels warehouse:

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o 4 tanks with double walls, each of them with a capacity of 60 m3, mounted underground. The tanks shall be endowed with an automatic control system for the eventual leakages and with automatic measurement of the level, temperature and density of the product in tank, as well as the water level;

o system for level measuring and leaks detection– 4 pieces ; o pumps – 2 pieces ; o Grease separator – 1 piece.

Beaconing installations for the landing-take-off runway Substation of 2 x 1000kVA, 20/0,4 kV Installations for air navigation protection Arrester and earthing installations IT system Facilities connection (water supply, sewerage, gas, electric power)

Juridical status of the land The land on which the expansion and modernization works are to be carried out belongs to

the Romanian state ( County Council Sibiu) and it is given under administration by R.A. Sibiu

Airport. The total surface of land being under the use of Sibiu Airport is of 282,11 ha 3. Methodologies used for the impact assessment For the assessment of the project impact on the environment, firstly there has been carried

out an assessment of the environmental conditions existing in the Sibiu Airport area. This

assessment has been carried out on the basis of the field investigations, of the existing studies

analysis, of the measurements executed by the Agency for the Environmental Protection Sibiu at

the request of S.C. TRANSPROIECT S.A , as well as of the information provided by the airport

operator, respectively the Autonomous Management of International Airport of Sibiu and by the

representatives of the local public administration.

The analysis of the initial environmental conditions aimed to the determination of the

sensitive environmental areas for the designer and constructor to establish the measures needed

for their special protection.

For quantifying the impact, respectively the activity-effect correlation, it is used a noting

scale from -3 to +3 with the following remarks:

Table 1

-3: Significant negative (malefic) impact that requires re-designing or

work giving up -2: Significant negative impact

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-1: Negative minor impact that may be diminished using measures 0: No impact +1: Positive minor impact +2: Significant positive impact +3: Very significant positive impact

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Factors and affected classes Execution stages and phases Air

Surface water

Ground water

SSoil

Vegetation

Wild fauna

Local population

Landscape

New jobs

Local mobiity

I. CONSTRUCTION 1. Site organization -1 -1 -1 -1 -1 -1 -1 -1 +3 0 2. Earthworks -diggings -2 0 -1 -2 -1 0 0 -1 +3 0 3. Earthworks -fillings -2 0 -1 -1 0 0 0 -1 +3 0 4. Demolitions 0 0 -1 -1 -1 0 0 +2 0 0 5. Site traffic -1 0 -1 -1 -1 -1 -1 0 +3 -1 6. Aggregates extraction -1 -1 0 -1 -1 -1 0 -1 +3 0

II. OPERATION

Aircrafts landing/ take-off -1 0 0 0 -1 -2 -2 0 +3 +3 Taxiway 0 0 0 -1 -2 0 0 0 0 0

De-icing operations 0 0 -1 -1 -1 0 0 0 +2 0 Car traffic -1 0 0 -1 -1 -1 0 0 0 +2

Collecting system for pluvial water/ Sewerage system

+1 +3 +3 +2 +1 0 +1 +1 +2 0

Fuel warehouse +1 0 +2 +2 +1 0 0 +1 +2 0 Repairs bay 0 0 +1 +2 +1 0 0 +1 +3 0 Passengers terminal

0 0 0 -1 +1 0 0 +2 +3 +3

Table 2. - Impact assessment matrix– factors and affected classes

There have been taken into consideration both the situations of the equipment normal

during the works execution and the risk situations which may occur. For the airport operation

period, there have also been considered the normal situations and the exceptional situations from

which may result negative effects on the environment or on the human factor.

There have also been considered the possibility or the impossibility of foreseeing mitigation

measures for the negative impact.

4. Impact estimated on the environment and mitigation measures Based on the notes shown in table 1, there has been carried out the assessment of the

works impact on the environmental factors and on the population, both for the airport exploitation

period and for the operation one. The assessment results are shown in table no. 2.

The following result from the analysis of this table: the significant negative impact is

recorded during the execution period of the designed works and it is felt especially in the site

organization and in the works area. The local population is not so influenced as a result of the

heavy traffic.

During the airport operation period, the main impact is felt on the population and fauna as a

result of the noise produced when landing/taking-off.

The negative influence on the environmental factors and on the human factor are shown as

follows:

During the works execution period :

Surface water: - Negative impact during the execution period by :

o Carrying out the works in the riverbed of a watercourse for the aggregates extraction- it

may be a long-term and irreversible impact, if the extraction technology is not observed.

o Accidental pollution of the ground waters with hydrocarbons

Impact mitigation measures:

o Equipment mainteenance

It is to be noted that the works are not executed close to a watercourse.

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The ground waters are less affected due to the measures proposed for the site

organization.

The soil and vegetation will be affected especially during the execution period, by

scarping, earth deposits, definitive concreting of a movement surface of 280.990 m2.

It is to be noted the fact that the works execution is carried out in the airport perimeter, in an

area that is not used for agriculture. The airport expansion is also executed on an area on which

at moment, garbage has begun to be stored. It is recommended that it should be used for fillings

the earth resulted from the excavations carried out in the location, without being needed to open a

new borrow pit.

The wild fauna, especially the very small size, existing on the airport area, will suffer as

a result of the disturbance of habitats and of natural traffic areas. Relating to the local population, it may take place a conflict of interests during the

execution period as a result of the heavy traffic through town. On the one hand, if the speed limits

are not observed, this may lead to congestions on certain streets. The routes shall be determined

together with the road police.

The positive impact will be recorded as a consequence of the increase in the jobs number.

In order to diminish the environmental impact, there has been proposed an environmental

management plan to be given to the constructor who will win the tender.

Protection of archaeological and historical sites

The works shall be stopped and the museum shall be announced in case of discovering

some artifacts.

The management of the wastes generated during the works execution shall be the object

of the site organization. According to the settlements in force, the unrecoverable wastes shall be

collected, transported and stored to the storage ramp for their neutralization.

The management of the hazardous and toxic substances (fuel, paints, oils etc.) shall be

the object of the site organization management.

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During the airport operation: Surface and ground water:

o Positive impact , as a result of :

The measures for the industrial and domestic wastewaters collecting and for

their discharge in the sewer after pre-purifying the industrial water. The

pluvial water drainage system and the existence of the settler enable the

water discharged in Cibin River to meet the quality conditions when

discharging it.

The measures regarding the renewal of the fleet of cars and equipment

operating on the runway

the execution of the de-icing operations according to the standards in force

the collection of the wastewater resulted from the anti-icing measures applied

to aircrafts

the pre-treatment of the water from the warehouse for car and aviation fuels.

The drainage of the pluvial water on all the surfaces, its settling in the tank

situated to the south of the airport.

The collection of the wastewater from the aircraft toilet and the transport to

the wastewater treatment plant of the town.

The selective collection of the wastes on the airport location, the storage

under safety conditions or recovery

The collection of the wastes from the aircraft in sealed bags and their

elimination under safety conditions

The soil on the non-concreted surfaces shall be protected as a result of the measures

shown at the water factor.

The vegetation on the airport territory must comply with the requirements imposed by the

international legislation regarding the civil navigation safety.

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The fauna, especially the big birds, will be chased away from the airport for the safety of the

air navigation and of the passengers, thus avoiding the risk situations. The effect of the noise

generated by an aircraft on the fauna is different, depending on the species. In the report

regarding the assessment study there is shown this influence based on the documentation

elaborated in the literature. This points out fact that the wild animals would have more to suffer

than the domestic ones. Annex 6 in the report includes the results of such a study. Thus, in 1963

it has been drawn up a study regarding the noise level on the J.F.Kennedy International Airport

depending on the aircraft type and on the types of aircraft to incidence of bird strikes. Noise levels

varied when approaching planes were different distances from the test site. Noise levels did not

rise significantly higher than predeparture levels until the planes were between 600 and 800 m

from the test site; the planes traversed this distance in an average of 9-14 seconds. For landing

planes, the narrow-bodied planes were significantly louder than the wide-bodied planes at

touchdown, only 600 m from the test site. Wide-bodied planes had significantly more bird strikes

than the narrow-bodied aircraft. These results indicate that birds have less warning of an

approaching wide-bodied aircraft than they have for narrow-bodied aircraft. The bird's behavior of

facing and flying into the wind (in the same direction that the airplane is moving) decreases the

flight speed of the bird and increases the risk of a bird strike, particularly for the wide-bodied

aircraft.

The majority of studies on the effects of noise on birds have dealt with reproductive affects

of poultry or behavioral response (i.e., the noise is detected and a startle response may occur) of

wild birds; little work has been done on the effects of noise on the physiology of wild birds.

The local population feels the airport influence depending on:

- Its position towards the airport location

- The age and the health condition

- The atmospheric conditions during the flight

The research in the acoustic field has shown that the ear reacts to the sound pressure level

in a logarithmic way (Hurturbise 1978). A value of approx. 120 on the scale of values corresponds

to the point to which the sound becomes disturbing. (Table 4.1.).

Table 4.1. Comparison of the sound pressures and the sound levels in specific sources (Ewbank

1977)

Sound pressure

(N/ m²)

Sound level (dB) Specific source

16

2,000

160 Ear peak level at the gun with the caliber

0.303

200 140 Jet plane taking-off at 25 m

20 120 Human pain threshold

2 100 Very noisy factory

0.2 80 Sound of alarm clock at 1 m

0.02 60 Normal conversation at 1 m

0.002 40 Quiet office

0.0002 20

0.00002 0 Human hearing threshold

The noise determinations carried out throughout 29.04.2006 – 5-04-2006, in situation of an

aircraft landing or taking-off ( see Table 4.1) have not emphasized exceedings of the allowed noise

level for airports.

The positive impact on population results from the following aspects: - The quick movement to various areas in the country or abroad.

- The facility of tourism developing with all its economic implications

- Around 150 jobs , out of which 60 are new jobs.

The personnel on the airport will also feel differently the noise depending on the job

location. The most affected by the noise is the navigation personnel on the runway, who is

endowed with sound-proof equipment. The passengers’ terminal and the other

administrative buildings are built in such a way to provide an appropriate sound reduction.

It is to be signaled the fact that the aircrafts of the companies that operate on Sibiu Airport

shall hand in the aircraft technical charts in which there shall be mentioned the level of the noise

generated by the aircrafts engines as well as the allowed limits according to annex 16 at “The

Convention regarding the international civil aviation, IIIrd edition (July 1993).

In 2001, the ICAO Assembly endorsed the concept of a "balanced approach" to aircraft

noise management (Appendix C of Assembly Resolution A33-7). This consists of identifying the

noise problem at an airport and then analyzing the various measures available to reduce noise

through the exploration of four principal elements, namely reduction at source (quieter aircraft),

land-use planning and management, noise abatement operational procedures and operating

17

18

restrictions, with the goal of addressing the noise problem in the most cost-effective manner. ICAO

has developed policies on each of these elements, as well as on noise charges.

The rehabilitation and modernization of Sibiu Airport has as a goal the application of new

operational procedures as a result of the runway expansion, in such a way to obtain a noise

reduction.

19

Table 4.1. – Results of the measurements carried out throughout 29.03-05.04.2006

Measurement results3Crt. no

Aircraft position

Measuring point Distance towards the runway head

LEQ (dB)

Maximum (dB)

Minimum

(dB)

Duration Hour Date

1. Take-off Cristian locality, the first street to the left, approx. 100m far from NR1 (point 1)

2530 m 66,4 78,3 46,2 10 minutes 1515 -1525 03.04.2006

2. Take-off Junction NR1 with CR towards Ocna Sibiului (point 2)

894 m 74,8 86,2 50,3 5 minutes 1420 -1425 03.04.2006

3. Take-off Airport enclosure – near the landing fence (point 3)

1700 m 73,4 84,2 58,3 8 minutes 1505 -1513 29.03.2006

4. Landing Turnişor neighborhood, int. str. Topârceanu with str. Trandafirilor (point 4)

145 m 68,1 76,0 48,2 15 minutes 1300 -1315 05.04.2006

5. Landing Turnişor neighborhood, Iancu de H. Square (point.5)

326 m 58,0 74,4 44,8 15 minutes 1300 -1315 03.04.2006

6. Landing Str. Rozmarinului (point.6) 715 m 56,4 72,6 49,7 15 minutes 1500 -1515 05.04.2006 7. Landing Int. str. Prof.Popa with str.

Maramureşului (point.7) 1895,89 m 68,2 74,6 56,2 15 minutes 1620 -1635 04.04.2006

8. Landing Parc Hotel (point 8) 2800,58 m 60,7 66,4 46,2 15 minutes 1620 -1635 05.04.2006 9. Landing Str.V.Aaron –horse base

enclosure (point.9) 4883 m 72,5 79,7 51,9 10 minutes 2058 -2108 04.04.2006

10. Landing 50 m east to „XXL” (point 10) 5000 m 69,3 76,2 47,4 10 minutes 2115 -2125 03.04.2006

3 It also includes the traffic-generated noise

From the flight graphic analysis , it follows that the aircrafts that operate on Sibiu Airport

make the connection with airports in Vienna, Rome, Munich, Venice etc, where the traffic is much

bigger, and the companies must pay big fees if they exceed the allowed limit of flight.

5. Identification and description of the area in which the impact is felt

During the construction period, the impact will be felt especially on air and on the human

factor in the works location, as a result of the earth movement and in the area of the concrete

mixing plant, if those are located less than 500 m far from the inhabited areas or if the plants are

not endowed with filter for pollutants retaining. It is to be mentioned that this impact is specific only

during the construction period.

In order to determine the area in which it is felt the impact generated by noise as a

consequence of the activities carried out on the airport, on the drawing 4 and 5 in the report, it is

shown the noise curve for the flight direction 27 and the flight direction 09, when taking-off and

landing, curve determined by calculations.

The determination as accurate as possible of this curve requires the execution of some

long-term analyses in various atmospheric conditions.

From the analysis of the noise curve it follows that this one does not include the area

towards the River Mouth where there are merged around 20 stork nests.

There shall be generated a positive impact on the waters of Cibin River, by the other

proposed works regarding the collection and treatment of wastewater, the collection and pre-

treatment of pluvial water, as well as the good management of the toxic substances.

6. Conclusions regarding the environmental impact assessment

As a result of the analysis carried out within the environmental impact assessment for the

expansion and modernization of Sibiu Airport, we draw the following conclusions:

- The airport modernization is a necessary measure, which will lead to the increase of the

exploitation safety degree, to the reduction of the accidents risk and to the tourism development in

the area;

- The environmental impact, with different intensity and with a short duration is recorded especially

during the execution period and only in the area of the works and site organization;

- There is no need for changing the population’s lodgings and for expropriating the private lands;

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- By the measures proposed in the impact assessment study and adopted in the project, the

negative impacts shall be considerably diminished, both during the execution period and the

exploitation one;

- There shall not be disturbed the habitats, except for those found in the area of the site

organization.

This impact shall be on a short-term. There shall not be generated changes in the species

composition, the biodiversity shall not decrease and there shall not be recorded a negative impact

on the migratory species, either. The place for the location of the 20 stork nests in the River Mouth

is not covered by the noise curve of 65 dB.

7. Permits and notices

There have been obtained:

- Urban Planning Certificate no. 2/III-A-3 din 04.01.2006

- Principle notice no. 23199/780 din 23.12. 2005 of the Romanian Civil Aeronautic Authority

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