In the framework of the project KÖZOP-1.5.0-09-11-2011-0010, the construction of concrete pavement walls started on the M3, M5 and M7 motorways was continued between the 19+ 500-27+ 500 km sections of the M3 motorway from IKOP source. On 27 July 2015, Magyar Közút Nonprofit Zrt. concluded a contract with the DF Consortium ("Transport safety investments on the express road network that can be carried out without building authorisation procedure: Construction of concrete baffles and railings, modernisation of physical separation on motorways M3, M5 and M7" — Part 1 (M3 ap.) with an end date of 24 November 2015, as follows: — M3 motorway 10+ 120-13+ 450 km sections between concrete baffles and railings in the separation strip, modernisation of physical separation; — M3 motorway between 13+ 450-27+ 500 km sections -II- — M3 motorway between 27+ 500-35+ 200 km sections -II- The work area was handed over on 29 July 2015, the Client gave the consent of the road operator needed to start the work, but according to this document the work can be carried out according to the following section: Section 1: 10+ 120-19+ 500 km between sections; Section 2: 19+ 500 to 27+ 500 km between sections; Section 3: Between 27+ 500-35+ 200 km sections. Construction works on Phase 1 were completed on 30 November 2015 and 2 November 2015 for Phase 3. The contractor communicated an obstacle during the construction process, which was accepted, the modification of the contract for the works was approved by the DPPC and signed on 18 February 2016 under contract No ESZ-2016/00557/001. This means that the construction works on Phase 2 can start in March 2015, after the end of the winter operating period, and the planned technical handover and takeover can be completed on 12 June 2016. Technical content: On the basis of the technical documentation (plans) of the open EU public procurement procedure, it required the installation of a symmetrically engineered reinforced concrete guide with at least H2 retention stage (after covering the separating band previously covered with vegetation with asphalt and marten asphalt) throughout the entire construction phase. Impact resistance H2 means that, in addition to the impact of low-weight vehicles at a non-extreme speed or angle of inclination, the coupled elements must be able to redirect a bus in the range of speed and inclination to the traffic lane. The relevant standard EN 1317-2 differentiates (without specifying a specific system or material) a weak, normal, raised or very elevated detention stage, according to which the H2 interception stage corresponds to an advanced level. In most of the operational gateways the baffles were passed through one row, at the end of which a twinning element (Y element) is connected to the elements placed in a row. The twinning element used must have the same material as the one used on the river and must also be part of the system. On the sections where the artifacts (portals, bridge pillars) placed in the separation lane were justified, the planned elements were fixed to the casing or, in the case of structures, to the lane base. For works of art and portals, the degree of interception of concrete baffles is also H2, their impact range is W1, which means that the total displacement of the element (including the width of the element) from the impact plane of the reinforced concrete element must not exceed 0.6 m. (According to the standard, the effect range can vary from W1-W8, where W8 means the range 251-350 cm.) In the separation band, the original driver rails are dismantled throughout their length. The protections of the artifacts have been rebuilt in accordance with a separate technical plan instead of the current driving railings. The exception is a few artifacts, where the protection had to be constructed by keeping the two-line guide rail on the bridge edge. The protection against glare was realised by mounting Netlon light-refrigerating netting on the railing/wall with a hot dip galvanised steel support structure. Adaptation to climate change: The original whole project took a number of measures to preserve biodiversity and reduce the number of wilderness attacks (construction of protective fences, wild jump ramps and gates). However, the current project element to be financed by IKOP funds is carried out entirely within the existing road area of the M3 motorway, the road area delimited by the wild fences for decades is not accessible to wildlife, the ecological value and the significance of the road area is zero. The planned concrete deflection wall is constructed in the middle separating lane, on the site of the strip railing, which does not affect the habitat, the ecological condition of the road area is invaluable. The implementation of the project does not cause any damage to the natural and municipal environment, but it benefits from the fact that the implementation of the project reduces the number and severity of road traffic accident...