Inception Report ofMobility Plan for Riga and its Environs

Prepared by the Ministry of Transport, Republic of LatviaRiga, March 2008

TABLE OF CONTENTS

OBJECTIVE OF THE REPORT.....................................................................................................6INTRODUCTION...........................................................................................................................61. URBAN DEVELOPMENT IN RIGA AND PIERIGA..............................................................82. TRANSPORT DEVELOPMENT PROCESSES AND TRENDS IN RIGA AND PIERIGA..103. REVIEW OF THE MAIN LATVIAN PLANNING DOCUMENTS IN CONTEXT OF ELABORATION OF RIGA AND PIERIGA MOBILITY PLAN...............................................14

3.1. List of the policy documents..............................................................................................143.1.1. Policy documents on the national level.......................................................................143.1.2. Policy documents on the regional level.......................................................................153.1.3. Policy documents and the main studies on Riga City level.........................................15

3.2. Brief review of the listed policy documents.......................................................................163.2.1. The National Development Plan 2007 – 2013.............................................................163.2.2. Principles of Transport Development 2007 – 2013.....................................................183.2.3. The Road Traffic Safety Program 2007 – 2013..........................................................183.2.4. The State Procurement Concept Regarding Passenger Transportation by Rail 2007 - 2016.......................................................................................................................................193.2.5. The Spatial Development Plan of Riga Region...........................................................193.2.6. The Riga County Territorial Plan 2007 - 2019............................................................213.2.7. Development Programme of Riga Region 2005 – 2011..............................................223.2.8. The Spatial Development Plan of Zemgale Planning Region 2006 - 2026.................233.2.9. Long-term Development Strategy of Riga until 2025.................................................233.2.10. Development Programme of Riga City 2006 - 2012.................................................243.2.11. Comprehensive Plan of Riga City 2006 - 2018.........................................................253.2.12. Development Programme of Riga Freeport 1996 - 2010..........................................29

4. BASIC PRINCIPLES OF RIGA AND PIERIGA TRANSPORT SYSTEM DEVELOPMENT.......................................................................................................................................................305. PRINCIPAL TRANSPORT PROJECTS PROGRAMMED OR UNDER CONSTRUCTION .......................................................................................................................................................32

5.1. The Northern Corridor........................................................................................................325.2. The Eastern Arterial............................................................................................................345.3. The Southern Bridge with access roads..............................................................................355.4. Development of the “Riga” airport.....................................................................................365.5. Rail transport – the spine of the Riga public transport.......................................................385.6. Shifting the port activities from the Riga city centre..........................................................385.7. Development projects of the state main motor roads.........................................................39

ANNEXES.....................................................................................................................................41Annex No.1 – Agglomeration of Riga City..................................................................................................42Annex No.2 – Existing transport infrastructure in Riga region....................................................................43Annex No.3 – Daily commuting in Riga region (2004)...............................................................................44Annex No.4 – Average traffic intensity in Latvia and Riga county on the State main roads (2006)...........45Annex No.5 – Structure of freight traffic flows in Riga during a working day in summer 2004.................46Annex No.6 – Structure of population traffic flows by cars in Riga city and agglomeration traffic during a working day in summer 2004.......................................................................................................................47Annex No.7 – Street network of Riga – existing situation...........................................................................48Annex No.8 – Perspective transport scheme of Riga region........................................................................49Annex No.9 – Perspective local passenger train network, possible “Rail Baltica” routes...........................50Annex No.10 – Development of transport scheme in Riga county..............................................................51Annex No.11 – Perspective spatial structure of the city...............................................................................52Annex No.12 – Principles of transportation services in separate territories of the city...............................53Annex No.13 – Street network development scheme (12 years perspective)..............................................55

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Annex No.14 – Public transport and parking development scheme.............................................................56Annex No 15 - SWOT analysis of Riga’s infrastructure………………………………………………… .57

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OBJECTIVE OF THE REPORT

To define for Riga and its environs (with Pieriga, the Riga agglomeration) a unified and integrated transport system model, supported by developmental and operational programme1, and to identify the guiding principles thereof, and to determine further actions toward implementation.

INTRODUCTION

In Europe urban areas generate c.a. 85% of the EU gross domestic product, and such areas are considered to be the driving force to European economics. Cities turn out to be the crucial factor for the largest part of European citizens, who should be provided with as high living standards as possible. With regard to the above, Latvia and its capital city Riga do not differ from the rest of Europe, and it is of utmost importance for the country to solve mobility issues in Riga and Pieriga.

Just as in other places in Europe, the traffic volumes continue to grow in the Riga City centre, which results in ineffective waste of time, damage to environment, air and noise pollution. Year by year, the number of traffic accidents is increasing, specifically, with regard to pedestrians and cyclists, who happen to be the most unprotected traffic participants and, potentially, first victims.

The EU Green Paper highlights major mobility problems in the cities:

-Congestions Congestions leave a negative impact in economic, social, health and environmental spheres, it degrades nature and built – up areas. Congestions often appear on detour roads and leave an impact on the capacity of the European Transport Network (TEN – T). Adequate transport system should ensure that people and goods arrive on time, and should also limit the negative effects.

-Ecologic problems in cities are arising very much due to the fact, that the most widely used fuel is benzene, which, in its turn, generates CO2, air polluting emissions and noise. Cities turn out to be the major source of CO2, which continues to grow and results in climate changes. Adoption of the EU Directive on noise mapping considerably eased activities for noise reduction. On the strength of the information, which has been collected in accordance with the ‘noise directive’, the local authorities will be able to prepare plans for noise reduction and carry out concrete activities. Elaboration of plans for noise reduction may be facilitated by exchange of information on EU level.

-The City has to be constantly able to cope with the increasing cargo and passenger flow However, there are certain limits to what extent the infrastructure may be developed, in order to solve the problem of the aforementioned increasing of cargo and passenger flow. This is mainly connected with the lack of space and environmental considerations. With regard to the above, it should be emphasized, that the Intelligent Transport Systems (ITS) so far have not been used or even prepared for effective city mobility management purposes, not taking into account considerations of inter – compatibility.

-Accessibility is specifically topical for disabled persons, elderly people, families with small children, as well as, for children themselves. Accessibility includes also quality issues with regard to how people and enterprise can access the city mobility systems, which is made up by infrastructure and services. The Cities should provide high quality infrastructure – it is important that there are effective connections in the cities, connections with other cities, connections to surrounding regions and suburban network connections, as well as connections to the European Transport Network (TEN – T). In order to connect various types of transport, it is of utmost importance to provide connections also to airports, railway stations and ports, as well as, to cargo handling terminals. Besides, the population take into consideration, that collective transport would address their needs with regard to quality, effectiveness and accessibility. In order to motivate people to use collective transport, it should not just be accessible, but also frequent, quick, reliable and

1 In this document it is further called as “the Riga and Pieriga Mobility Plan”.4

convenient. Based on experience, the reason for why changing private transport for collective transport fails, is the low quality, slowness and unreliability of the latter.

-Provision of safe life and movement conditions. Any person, who walks, rides a bike, goes by private car or truck, should be guaranteed minimum physical risk.

This fully goes in line with the main identified problems in Riga, causing un-satisfaction among the population:

-a number of street network sections, overloaded by vehicles -a large number of traffic accidents;-increased environmental pollution.

Latvia takes an active part in the debate on the EU Green Paper "Towards a new culture for urban mobility” regarding the possible solution to the European political initiatives in this matter, and, alongside with such discussions, it solves its own mobility problems in Riga and Pieriga, which host almost half of the population of Latvia.

As mentioned in the EU Green Paper, innovation with respect to urban mobility, means optimal use of all types of transport, co – modality among various types of collective transport (train, tram, trolley bus, bus, taxi), as well as, among various means of individual transport (car, motor bike, bicycle, walking). Through such innovations in the sphere of urban mobility, it is possible also to reach common goals of economic welfare, observation of mobility rights, by successful management of transport demand to ensure quality of live and environment protection. Besides, by using innovative approach, it is possible to harmonize the interests of cargo and passenger haulage regardless of what type of a vehicle is used.

By the Decree of Minister of Transport No.121 dated 12 September 2007, Riga and its environs transport system development coordination working group was established, with delegates representing Ministry of Transport, its component agencies and other institutions chaired by Minister of Transport and representatives from Riga city council structural units, companies and other institutions chaired by mayor of Riga city. Within working group’s agenda the most effective way will be considered how to involve existing institutions and interested parties in Riga agglomeration territory, and on how to proceed with further elaboration of the Riga and Pieriga Mobility Plan.

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1. URBAN DEVELOPMENT IN RIGA AND PIERIGA

Administratively there is not such a legal entity as Pieriga (or Riga agglomeration) but instead there is a formal administrative territorial unit – Riga planning region. It consists of Riga City, Riga County, Ogre County, Limbazi County and Tukums County, each of these Counties containing a set of local municipalities.

At the same time Riga agglomeration being a functional region includes many local municipalities outside the borders of Riga planning region, while large part of Tukums or Limbazi County local governments included in the planning region of Riga are located outside the agglomeration of Riga (see Annex No.1). It means that the functional and formal borders of Riga region are partially different. As a consequence it makes more difficult to organise a unified transport system planning in the so called functional Riga region (or Riga agglomeration). Therefore it is even more important that preparation of the Riga and Pieriga mobility plan is managed by the Ministry of Transport as the unifying legal body in transport planning sphere for the entire territory of Latvia.

Riga region is crossing point for international and local passengers and cargo transport. In region there are crossing European transport routes and significant states and regional transport flows. The territory of region is crossed by almost all main state motor roads and the most important railroad lines, Riga International Airport, many of airfields, Riga Free Port and four small ports are disposed in region.

Riga City being the centre of Riga region is a significant transport and communication centre not only on a local, but also, international scale. Its location on the crossroads of railway and truck roads of international importance, as well as, its proximity to the international airport and the sea port, are essential factors, which determine the economic growth of the City of Riga.

The main objects of attraction for external transport flows are tourism, culture, sports, trading, business a.o. centres, as well as, residential regions, whereas, the main transport junctions are:- the Riga International Airport, - the Riga Free Port (including the Passenger Port), - the Riga Railway junction, - the Riga Suburban electric train junction,- the Riga International bus station.

The road network (see Annex No.2), existing in Riga region, is sufficiently compact and ensures the connection of all main settlements with Riga, but its radial disposal doesn’t have the optimal shape for regional development, thus the appropriate attractive circular connection between settlement centres is not provided.

Total length of state motor roads in Riga region is 3400 km, approximate half of it – 1830 km has the hard covering. The compactness of state motor roads in region (328 km on 1000 km 2) is more, than average compactness of state motor roads in Latvia (314 km on 1000 km 2). Neither in Riga region, nor in Latvia there are no such motor roads, which by comparison with international roads may be considered as highways.

The following main State level motor roads intersect Riga region : A1 Riga (Baltezers) – Estonian border; A2 Riga – Sigulda; A3 Rīga – Incukalns – Valmiera; A5 Riga (Salaspils) – Babite; A6 Riga – Daugavpils; A7 Riga – Bauska; A8 Riga – Jelgava; A9 Riga – Skulte – Liepaja; A10 Riga – Ventspils.

Among these roads the following roads have simultaneously the international significance, which had been included in TEN-T network:

- Via Baltica (E 67 Tallin-Kaunas; this road intersects Riga’s and Limbazi Counties in region of Riga),

- Via Hansaetica (E 77 Pskov - Kaliningrad; in region of Riga-Sigulda-Salaspils-Olaine),- Austrumu-Rietumu ( Eastern- Western ) corridor (E22 Ventspils-Moscow; in region of Riga-

Tukums-Jurmala -Salaspils-Ogre-Kegums).

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Among „narrow places” of the main motor roads are those that are connected with alternate routes near Riga and other settlements in region. The carrying capacity of Riga’s main entry roads, as well as, city thoroughfares approaches to maximal possible.

For preparation of the metropolitan mobility plan, besides the formal Riga planning region, it is more important to identify and understand the particularities of Riga agglomeration (Riga and Pieriga area).

Since 1995 the Riga agglomeration or the Pieriga territory has grown for 974,6 km2 (14,0%) and for 16 419 inhabitants (1,5%). The most important extension of agglomeration territory of Riga has occurred in the direction of Jelgava County, to a little extent in the direction of cities of Jekabpils and Bauska. Currently the agglomeration of Riga occupies 6984 km2 and almost 1,15 million inhabitants reside there (see Annex No.1).

Taking into account that the official number of population in the city of Riga is just slightly above 700 000, there are approximately 415 000 people living in agglomeration territory of Riga (outside the city itself) but having a close connection with Riga as a working place, studying place, place of different services and recreation.

People from other counties of Latvia go to work in Riga, thus forming the so called pendulum migration or daily commuting – people work or do some other business in Riga and live outside its territory. The largest number of such daily commuters comes from the local communities, which are on the border of Riga within 30 km radius, however, there is a substantial number of daily commuters from more distant communities (up to 60 km), which travel to Riga for work. Generally, the Riga region daily commuters (leaving for Riga every day or 3 – 4 times a week) account for 10% of all employees in Riga (see Annex No.3).

More than 40% of able-bodied population goes to work to Riga from Marupe settlement and Salaspils City, followed by Balozi (36%), Saulkrasti (33%), Jurmala (31%) and Ogre (30%). A comparatively large number of commuters go to work to Riga also from more distant municipalities, for example, form Lapmezciems settlement – 28%, from Skriveri settlement – 27%. General commuters from Riga County and Jurmala (going to Riga every day or 3-4 times a week) make 10% of all employed people in Riga and 55% of them are the daily commuters that go to Riga.

Agglomeration of Riga is typically mono-centric because Riga is utterly dominating centre and links between other local centres of agglomeration are very weak. It is proved also by the fact that 88% of all daily commuters of inner zone go to work to Riga.

According to the analysis on migration of the population, certain amount of the Riga inhabitants emigrate and part of them settle for life in Pieriga – there they have more spacious private houses and cleaner environment. Besides, a fair number of people from the countryside and small towns, who attempt to work or study in Riga, and cannot afford living in Riga, would settle down there, too. As a result, the proportion of the Pieriga population in the total number of population of the country, as compared to the capital City itself, does not decrease, and in the maximum case their number almost does not decrease, at all. Thus, as a matter of fact, the demographic development of Riga takes place outside its administrative limits. In the future – depending on the condition of transport and changes of housing prices – the diverse dynamics of the number of population in Riga and its suburbs, as well as, due to the daily commuters among them, may even increase. Due to the above, promotion of poly – centric and multifunctional spatial structure should take place on the regional scale, where housing, job places and recreation environment shall be situated alongside the main transport roads. Based on the theory and European experience, such a spatial development is more sustainable both environmentally and economy wise.

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2. TRANSPORT DEVELOPMENT PROCESSES AND TRENDS IN RIGA AND PIERIGA

According to Riga Region Spatial Development Plan there have been summarised the following transport and connectivity development processes and trends:

- The intensity of local and international traffic is ever increasing. The volume of passengers’ traffic and cargo turnover on motor roads is increasing. Also usage of motorised transport means for recreation and tourist journeys is increasing;

- The distances between places for living, working and services are becoming bigger. It results in growing intensity of car traffic and make changes in the structure of transport flows;

- The internal accessibility within the region by public and individual transport reduces. The time for travels increases;

- Blocking at Riga’s entrances and on bridges over the Daugava river arise more often; - Quality of motor roads, especially for roads of 2nd quality is unsatisfactory and continues to

become worse. Traffic of heavy and even overloaded freight transport accelerates worsening of road cover conditions;

- Public transport fleet is ageing;- Since 2001 year the tendencies of passenger traffic to stability and to minor growth are observed ; - Passenger ferry traffic from Riga Free Port to another ports in the Baltic Sea is not developing as

good as it should for the status of Riga City;- International air traffic develops headily – quantity of passengers, flights and routes increases.

Continues the modernization and enlargement of Riga International Airport;- Improves the accessibility of the region by air transport and by international motor transport;

however international accessibility to region might be to growth in total more headily. Now as before the accessibility to region by rail road has a poor development;

- Bicycle road network and its supportive infrastructure is developing too slowly;- Slowly develop the bikeway network, bicycle transport and its infrastructure;- Increases the cargo turnover by rail road;- Increases the quantity of shipped and received cargo at Riga Free Port and at small ports in region-

at Salacgriva and Skulte.- Heavily increases a number of personal passenger cars.

Accessibility is characterized by the traffic intensity. One of its criteria is the average annual intensity during 24 hours, which create the units of cars. The calculations of such data execute the Road Traffic Safety Directorate. The main roads and first-rate roads of Riga region are characterized with comparatively heavy load of traffic. Especially high traffic intensity (more, than 1000 units of cars during 24 hours) is observed in Riga’s outskirts, at directions from Riga to Jurmala (road A10), to Jelgava (A8) at the part of road up to Olaine, at the part of road up to Kekava, at the road to Bauska (A1), especially the part of road up to Salaspils at the road to Ogre (A6), on the part of road up to bridge over Gauja river at the road to Ainazi (A1), and on the part of road to Incukalns at the road up to Cesis (A3) (see Annex No.42).

2 As for Riga city see more detailed information about passenger and freight traffic flows and their main directions in the Annexes No.5 and No.6.

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Picture No 1Average Daily Traffic Intensity to City Centre on Riga Arterials (total and freight transport)

Source: Transport Department of Riga City Council.

Thus comparatively high traffic intensity (annual average intensity exceeds 5000 units of cars) is observed near Riga at first-class motor roads Riga- Ergli (P4) and Ulbroka – Ogre (P5). This confirms the great daily volumes of transport flows to and from Riga. These showings also implicitly indicate on mutual connections with settlements existing within the region, of course, taking into consideration, that in mentioned parts of road the transit traffic also is taken into account, ultimate aim of which is out of Riga region.

During the last 10 years, transhipments by public transport in Riga have decreased, whereas, the level of automobilisation in 2006 has almost doubled, reaching 366 cars per 1000 inhabitants, which has caused a parking problem especially in the central areas of Riga. Intensity of traffic on the streets has grown almost twice.

Based on the data for the year 2006, the transport density in Riga is comparatively very high: the City accounts for 36% of the total number of registered vehicles in the country, 48% of the overall fuel consumption takes place in Riga, 54% of the traffic accidents have been registered in Riga. The aforementioned figures show, that a large number of vehicles concentrate in Riga and its region, and the volume of voyages constitutes about half of the overall distance which has been covered in the country.

Strong aspects and weak points, as well as opportunities and threats of Riga’s transport and communication infrastructure are valued in the table (Annex No.15).

According to the Comprehensive Plan of Riga City 2006 -2018 the main problems in the traffic infrastructure that arise extreme discontent in the inhabitants of the city as well as in other traffic participants are:

Many stages of the street network overloaded with traffic; High level of road accidents; Increased level of pollution.

At the same time the Comprehensive Plan of Riga City 2006 -2018 defines also the main reasons causing these transport problems:

A hierarchical system of streets for various types of transport, driving distances and speeds has not been developed yet. Therefore, transit traffic goes through the city centre. While travelling in the common traffic stream, transit and freight traffic complicates the situation on the streets of the city and especially in the territory of the centre;

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The network of main road has only preserved in a fragmentary mode (see Annex N o.7) (for example: K.Ulmana drive, Eastern Arterial and segments of the Pernavas Street);

A system of major arterials for streams of transit and freight traffic in the city has not been formed including transit passes in the centre and in other territories. While travelling in the common traffic stream, transit and freight traffic complicates the situation on the streets of the city and especially in the territory of the centre;

Streets entering the centre have limited carrying capacity, and they are loaded by fits and starts; A parking policy has not been developed. The demand for parking spaces in the centre exceeds

the supply, in this manner traffic regulations are not always observed, and consequently a complementary intensity of traffic is created;

There is a shortage of safe and convenient passes for pedestrians; There are not enough bicycle lanes in the city; Although, in general, there has been noticed an improvement in the quality of rolling stock of

public transport, however, a large segment of rolling stock of trolleybuses, and trams is out – of – date;

The network of street railway does not cover all the large areas of the city; The potential of railway is not sufficiently used for the purpose of the passenger traffic - only 3%

of the total amount of passenger traffic is accomplished by rail;

Apart from the insufficient funding, the improvement of traffic roads is burdened by the construction peculiarities of Riga city that in some cases is considered as a culture-historical heritage and thus must be preserved (e.g., the 19th century street network pattern in the Historical centre of Riga, the medieval street network in the Old Town).

Despite the fact that Riga and Pieriga area has not a common mobility plan, many studies have been already carried out and many planning documents have be approved on different levels that deal with transport policy and more concrete projects in Riga and Pieriga area. The following chapters of this document will give a brief insight into the above-mentioned studies and transport policy planning documents, indicating also the most important projects for improvement of transport situation in Riga and Pieriga.

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3. REVIEW OF THE MAIN LATVIAN PLANNING DOCUMENTS IN CONTEXT OF ELABORATION OF RIGA AND PIERIGA MOBILITY PLAN

There is a three tier planning system in Latvia – the national, the regional and the local level. The national level tier is represented by the sector ministries, one of which being also the Ministry of Transport. The regional level tier consists of five planning regions that have their spatial development plans and development programmes but the real power of these administrative units and their policy planning documents is quite weak. It is mainly due to the reason that the planning regions are new legal bodies in Latvia and it will take some time to start running this system smoothly. Up to now the local level tier has been divided into two parts –county municipalities (also the biggest 9 cities) and the local municipalities, but now there is ongoing process of uniting these two tiers dividing the responsibilities between the planning regions and the local governments.

The general principle for the planning system in Latvia is that a lower level planning document should be subordinated and coherent with that of a higher level. Yet in practice there can still be some incoherencies because many lower level policy planning documents have been prepared before regional or national level plans were approved.

3.1. List of the policy documents

3.1.1. Policy documents on the national level

Name Author Year Provided by

Purpose of the document

National Development Plan 2007 - 2013

MRDLG 2006 MRDLG It is a medium term strategic planning document for development of Latvia. Its main objective is to promote balanced and sustainable development of the country and to provide growth of competitiveness of Latvia among other countries.

Principles of Transport Development, 2007 - 2013

MT 2006 MT It is a document for policy planning that determines the basic policy principles, development goals and priorities in the transport sector from 2007 to 2013.

Road Traffic Safety Program, 2007 – 2013

MT 2007 MT To determine the necessary tasks, in order to reach the road traffic safety goal, as stipulated by the basic objectives for the year 2007 – 2013 – the number of persons, which have perished in traffic accidents, shall be reduced by 70% as compared to the year 2001. The intermediate goal, as stipulated by the EU – to reduce the number of persons which have perished in traffic accidents by 50% up until the year 2010.

The State Procurement Concept Regarding Passenger Haulage by Rail, 2007 - 2016

MT 2005 MT To determine a clear cut state policy with regard to the state procurement for passenger haulage by rail for the forthcoming 10 years, including finding solutions to the transport problems in Riga and Pieriga, since, due to the growing number of private cars, additional traffic congestion occurs on bridges and streets.

MRDLG – Ministry of Regional Development of Local GovernmentsMT – Ministry of Transport

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3.1.2. Policy documents on the regional level

Name Author Date Provided by

Purpose of the document

Spatial Development Plan of Riga Planning Region

RRDA 2007 RPRDC It is a long-term spatial planning document that determines the spatial development directions and methods in Riga planning region for the forthcoming 20 years

Riga County Territorial Plan 2007 - 2019

RCoC 2008 RCoC It specifies the requirements and basic principles of the Riga region spatial development plan, and defines land-use requirements for those areas that exceed competence of one municipality. This plan is not yet officially approved.

Development Programme of Riga Region 2005 - 2011

RRDA 2005 RPRDC It is a medium-term regional planning document that defines Riga region development vision, sets the development goals and action directions to achieve them. Each of the action directions contains a set of objectives, tasks and activities.

Spatial Development Plan of Zemgale Planning Region, 2006 - 2026

AZPR 2007 ZPRDC It is a long-term spatial planning document that defines the vision of Zemgale region spatial structure and strategy to achieve it.

RRDA – Riga Region Development AgencyRPRDC – Riga Planning Region Development CouncilRCoC – Riga County CouncilZPRDC – Zemgale Planning Region Development CouncilAZPR – Administration of Zemgale Planning Region

3.1.3. Policy documents and the main studies on Riga City level

Name Author Date Provided by

Purpose of the document

Long-term Development Strategy of Riga until 2025

CDD 2005 RCC A comprehensive document, containing the vision of the City, defined interests, priorities and objectives of the City, basic principles for the territorial planning, as well as supervisory model for the strategy implementation.

Development Programme of Riga City 2006 - 2012

CDD 2005 RCC Description of existing situation in Riga from the sectorial point of view. Also, such tasks, programs and projects have been listed, which correspond to the long term development strategy of the City to be fulfilled in order to promote social economic development of Riga.

Comprehensive Plan of Riga City 2006 - 2018

CDD 2005 RCC The main task of this document is to serve as an efficient tool for implementation of long-term spatial development politics of Riga in compliance with the Long-term development strategy of Riga until year 2025 and Riga development program for years 2006-2012, by evaluating the potential of territory development and setting conditions for city development in the aspect of territory utilization. The Comprehensive plan consists of explanatory memorandum, graphical part, territory utilization and building regulations,

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Name Author Date Provided by

Purpose of the document

review about establishment of territory planning of local municipality.

Public Transport Development Concept 2005-2018

TD (Traffic Department)

2005 RCC Document states medium and long term goals to be achieved in Riga public transport system development until 2018: to ensure effective and sustainable mobility, as ell as to set a development of the electric transport as a priority.

Development Programme of Riga Free Port 1996 - 2010

RFA 1996 (2007)

RFA This document analyses the actual situation in the port and the development opportunities and its linkage with the city infrastructure. It also describes the trends of cargo shipping, financial forecasts and points out the most important port development projects.

Description of existing transport situation for the Comprehensive plan of Riga city 2006 - 2018

SIA “Imink”

2005 CDD Extensive analysis of the actual (2004/2005) transport situation in Riga defining also the main problems and their causes that must be overcome.

Proposals for the perspective transport scheme for the Comprehensive plan of Riga city 2006 - 2018

SIA “Imink”

2005 CDD Extensive study for improvement of the transport system in Riga City covering all the modes of transport and its supportive infrastructure. The findings and proposals of this study are summarised and integrated in the transport chapter of the Comprehensive plan of Riga City 2006-2018.

CDD – City Development Department of Riga City CouncilRCC – Riga City CouncilRFA – Riga Freeport Authority

3.2. Brief review of the listed policy documents

3.2.1. The National Development Plan 2007 – 2013

The National Development Plan 2007 – 2013, which was duly approved by the Cabinet of Ministers on July 4th, 2006, stipulates, that one of the goals to be reached, is as follows: Riga – metropolis of business, science and culture of the Baltic sea region, pointing out, that the influence of Riga, as the capital City of Latvia and the centre of a vast region, goes beyond its administrative limits, and even the borders of the country.

In order to reach such a goal, one of the tasks to be solved has been determined, as follows: to provide a functioning quality spatial structure of the Riga region, which would guarantee accessible transport services of high quality for inhabitants of the Riga region and for the population of the entire country, as well as, for its guests, thus gaining a more effective connection of the Riga region to the Trans – European transport network.

One more goal, as stipulated by the National Development Plan: Multimodal, integrated and safe transport system, which is available for inhabitants.

To reach the above mentioned goal, the following tasks, among others, have been determined: to promote co-operation between the state and the local governments, in order to facilitate development of a balanced and integrated transport system, as well as, to ensure accessibility of public transport on the national, regional and local level alongside with increasing the quality of service, by optimizing the

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network of routes, determining priority types of transport, by maintaining the passenger haulage by rail and, by ensuring accessibility of transport to all social groups.

3.2.2. Principles of Transport Development 2007 – 2013

Principles of Transport Development 2007 – 2013, which were duly approved on July 12th, 2006, determine, that all goals which have to be reached, to a large extent, are related to or directly refer to the development of transport system also in Riga and Pieriga:

-convenient and safe traffic on the state road network, in accordance with the demand and available financial resources;

-modern and safe railway transport system;-throughput capacity in the ports, meeting the demands, rendering competitive and effective port

services and the overall transport chain;-constantly growing export of transport and logistic services, providing a more rapid growth

dynamics of transit and cargo throughput in the Latvian ports, than in the ports of the competitive countries;

-Riga – a significant European level air traffic centre; a constantly high quality level of passenger and cargo services and safety of flights. A complete involvement of the airports of Liepaja, Ventspils and Daugavpils into the Trans European Transport Network (hereinafter referred to as the TEN – T);

-effective transport services, meeting the demands and interests of the society.

By implementing the aforementioned tasks, among others, such results should be achieved, which are essential to the development of the Riga transport system:

-a safe, effective air transport infrastructure, meeting the needs of increasing cargo transhipments, and being constantly under development, thus, together with the shippers, providing Riga to become as the dominating functioning centre of the Baltic region;

-the territory of the Riga Port has been substantially reduced nearby the historic centre of the City;-to promote ferry and cruise vessel traffic in the Port of Riga; -provision of predictable state and local government participation in the infrastructure development.

3.2.3. The Road Traffic Safety Program 2007 – 2013

The Road Traffic Safety Program, 2007 – 2013, which was approved by the Cabinet of Ministers on April 13th, 2007 and prepared in accordance with the goals, as set in the Principles of Transport Development 2007 – 2013, stipulate the following tasks:

-guaranteeing of safety to low protected participants of the road traffic;-increasing of children safety level in the road traffic;-ensuring observance of safe speed driving of vehicles; -extermination of drink driving;-decreasing the cases of vehicle driving under tiredness;-decreasing the degree of severity of traffic accidents;-promotion of society involvement in road traffic safety problem solving activities;

Implementation of constant measures for the purpose of normal road traffic functioning in accordance with the requirements of road traffic safety refers both - to the country and Riga. However, certain activities have been determined, which refer directly to Riga and Pieriga, and, which fall under responsibility of both – the state (the ministry) and the municipality of Riga, i.e.:

-road safety audit to existing infrastructure objects in Riga;-reconstruction of dangerous sections in Riga;-road traffic video surveillance system development in Riga;

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-establishment of the Department of analyses of traffic accidents and estimation and prevention of the dangerous road sections in the Riga City Department of Traffic;

-placement of protective barriers in dangerous sections of the roads and the streets in the City;-placement and maintenance of transport barriers in Riga;-for separation of low protected participants of traffic from the rest of the transport flow, pedestrian

and cyclist roads, pedestrian bridges and protective barriers on the roads and streets with intensive traffic and in other places shall be built;

-establishment of two – level pedestrian crossings in Riga;-establishment of street light controllable pedestrian crossings in Riga; -erection and maintenance of protective barriers for pedestrians in Riga;-improvement of existing non – controllable pedestrian crossings in accordance with all safety

regulations, to eliminate gradually such pedestrian crossings, which are not possible to be rebuilt into safe ones; to continue to use fluorescent elements (the green background) to highlight the road signs for pedestrian crossings;

-speed reduction in populated areas by means of various physical devices (use of speed thresholds on the streets with low traffic intensity, erection of ‘zig-zag’ type protective barriers nearby educational establishments, establishment of circular traffic junction movement etc.);

-in the event, that there is a road or a street nearby an educational establishment, the speed thresholds shall be erected on a compulsory basis, provided that the LVS – 99 – 1998 allows for it.

3.2.4. The State Procurement Concept Regarding Passenger Transportation by Rail 2007 - 2016

In order to implement the goals, which have been set in the Public transport development principal objectives, 2005 – 2014, it was necessary to determine a clear state procurement policy for the forthcoming 10 years with regard to passenger haulage by railway. On November 4 th, 2005, the Cabinet of Ministers approved the State Procurement Concept Regarding Passenger Transportation by Rail for the Period from 2007 to 2016, and one of the goals of the said concept was to find solutions for the transport problems in Riga and Pieriga, since, due to the growing number of private cars, additional traffic congestions occur on bridges and streets.

For further implementation, the following activity model has been approved: rendering public transport services in the Riga region; one of the main conditions is a requirement to ensure provision of services by using the electric train within a unified network of public transport routes. Thus, the main streets and bridges in Riga may be relieved from private vehicles and passenger buses, since the basic routes for provision of regular passenger traffic will be effected over the train routes. Passenger haulage by buses will be supported in the Riga region solely as additional means of transportation, which is used for passenger delivery to the railway, or for passenger haulage in the areas, where railway services are not available.

3.2.5. The Spatial Development Plan of Riga Region

On February 2nd, 2007, the Spatial Development Plan of Riga Region was approved. The Plan consists of three parts: - “Current situation”, “Perspective” and “Guidelines for territorial planning”. Perspective of the regional plan determines the Riga planning region spatial development directions and methods for the period of 20 years.

After joining to the European Union the Riga region transport system has become a part of the European Union transport system and it must be integrated into the Trans-European transport network (TEN-T). All preconditions should be developed for establishing the Riga region as one of the main European gateways that is easy, fast and safe accessible internationally.

To use benefits from the region’s strategic location and transit development opportunities, not only the linkage of the region to international rail, air and road transport networks should be strengthened in

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direction of Europe but also in direction of Asia and the Far East, as well as it should be even more integrated into the Baltic Sea Region transport network.

Ensuring sustainable and balanced development of the Riga region it is also important to improve accessibility of the rural parishes and the small towns by using efficient, mutually coordinated, fast, comfortable, safe and environmentally friendly public transport system.

In order to prevent traffic congestions, the Riga City should immediately introduce the park&ride system, putting emphasis on a attractive, high speed public transport. Establishment of such public transportation traffic, which is competitive to private transport, and which is able to provide attractive and fast accessibility of the region, is a task to be fulfilled, and, such public transport then shall become a real alternative to a private vehicle.

In order to solve coordination between various types of transportation and transhipments and to provide attractive public transport service, the planning stipulates that a public transport route network agency is established in the Riga region, which would then undertake planning and surveillance of activity of all types of transport, thus consolidating the public transport system of the City of Riga and the rest of the region.

The Riga Region Spatial Development Plan (see Annex No.8) suggests that the planned Kurzeme motor road nearby Tukums is connected to the Riga region circular motor road, and a new, powerful East – West transport corridor of international importance is developed, which, across the Daugava river nearby Tinuzi would connect to the East direction motor road – the high speed motor road Riga – Moscow – which is of vital importance to the development of the Riga City, further on continuing towards the Northward direction as the VIA Baltica transit motor road, separating it from the Via Baltica on the Turistica coastline.

Within the planning framework such solutions shall be supported, which help to decrease traffic congestions in the City of Riga, including construction of the Daugava Northern crossing and its access roads. The Northern crossing and its access roads were planned to improve the Riga City traffic and to divert traffic, including the transit traffic (especially in direction to the port), from the central parts of the City, which, in its turn, would reduce traffic congestions, improve transport infrastructure within the City of Riga, and, as a result, in the entire Riga region.

To promote accessibility and polycentric development in a more spacious environment, the Riga region planning supports the proposal to strengthen the connection (motor roads) between the centers of the Riga and the Vidzeme planning regions (Limbazi – Valmiera, Limbazi – Cesis), and to reconstruct the motor road Riga – Vecumnieki – Nereta – Akniste – Daugavpils, as one of the major motor roads of Latvia towards the Eastern direction, thus, considerably reducing the time to reach Daugavpils and relieving the Daugavpils motor road, as well as, promoting development of Selija.

Such transport development policy, which facilitates growth of passenger traffic by rail, both in suburban and intercity routes, shall be supported in the region, simultaneously giving an input into the overall cargo transhipment by rail (see Annex No.9). It is planned, that the suburban railway shall serve as the spine of the Riga region regional transport system, and will be used / developed as the Riga City internal transport.

For the purpose of transhipment improvement and prevention of substantial risks, the Riga region spatial development plan supports construction of the Riga railway detour, excluding transportation of hazardous cargoes through the centre of Riga.

The Riga region spatial development plan agrees with the Long-term development strategy of Riga City and the Development Programme of Riga Freeport that the Port of Riga shall continue to develop as a multifunctional cargo handling port, as well as, will also become a modern centre for passenger traffic in the region. In accordance with the chosen strategy, safe access roads must be constructed to connect the Port of Riga with the national road and railway network.

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Advantages of the vast water areas shall be used in the Riga region – the small ship traffic is to be renewed and extended in the inner waters of Pieriga and the Riga Harbour. New small high speed ferry lines shall be opened, providing mutual connections between the Riga, Jurmala and other Baltic sea coast tourism centres and the centres on the islands.

Air transport plays an important role to provide a good intercontinental accessibility to the Riga region. The planning stipulates that the international airport “Riga” should make use of its geographical location and develop international transhipments both to the East and to the West, increasing direct and transit flight options.

Good accessibility of the Riga airport from the development centres of regional importance is an essential development factor. The Riga port is indirectly accessible also from small towns and more distant rural areas. Thus, it should be solved as soon as possible, that the airport is included into the international and regional public transport system, as well as, that it may be quickly and conveniently accessible from the Riga centre by a high speed tram.

In order to promote tourism development and to provide demand for recreation possibilities, support should be ensured in the Riga region to establish the infrastructure for small aviation purposes, so that existing airfields are developed and new ones are built – the number of small airfields for sports and recreation purposes should be increased, thus providing new tourism development challenges.

The Riga region spatial development plan stipulates that such a bicycle route network of national and regional level with supporting infrastructure is established in the region, which would then be connected to the European Union EiroVelo EV10 and EV11 routes and, further, to the Riga and Jurmala bicycle routes. It has been planned, that in the future the region will be crossed by a number of such bicycle tourism routes, which are connected to the tourism routes of national and regional level in other planning regions, as well as, such infrastructure should be developed, that a bicycle is used as a means of local transportation. Planning and establishment of mutually coordinated bicycle route network is a task, which should be fulfilled in the near future.

3.2.6. The Riga County Territorial Plan 2007 - 2019

Alongside of the Riga Region Spatial Development Plan one should mention also the Riga County Territorial Plan 2007 - 2019, which is in its final approval stage and can be interpreted as a follow-up document of the wider scale regional plan.

Currently, to provide internal and external accessibility, the main role in Riga County is played by motor roads. The district plan stipulates that such a motor road network is established, which could provide an optimal accessibility of all level populated centres.

The county plan also recommends that a territory for bypass nearby the town of Sigulda is reserved, so that there is an alternative to the variant that has been chosen already, to build a high speed arterial through the town, which may be technically complicated and unfriendly for the city as a united spatial structure but economically advantageous. Reconstruction of a number of existing bridges and construction of new bridges has been scheduled, as well.

The county plan stipulates that the VIA Baltica prospective alignment with the new Daugava crossing, the Piejura main road, the Baltezers western bypass with the connection to the Brivibas Street alternate, the Latgale high speed motor road, the Kekava bypass, as well as the traffic connections over Lielupe in Jurmala and over Gatupe, which joins the E22 (A10) and A9 motor roads, shall be preserved (see Annex No.10). The same as the regional plan also the county plan stipulates promotion of the transport infrastructure integration into the Trans – European transport network.

The county plan stipulates development of existing state motor roads A1, A2, A3, A4, A5, A6, A7, A8 and A10 as high speed main roads of international importance, by building also new road sections and bypasses. The main roads would ensure fast international accessibility to the Riga region (also Riga City), and will also strengthen connections with the centres of national importance in other regions. The circular

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bypass A5 will be established as a high speed main road of international importance , which connects the main roads radiate from the City of Riga – A10 (E22), A8(E77), A7(E67), A6(E22), A2 (E77). Construction of the road will considerably relieve the Riga City suburban area from transit traffic, and will reduce the voyage time. The main state motor roads, which are situated within the circle, will be made as roads of national importance. Also, it is expected, that the Baltezers western detour and the Kekava detour roads will be built. Designing and construction of the Latgale high speed motor road from Riga to Plavinas with an estimated speed of 150 km/h and the “A” category convenience level will continue.

The county plan stipulates that the roads of interregional importance will connect the centres of national importance with the centres of national importance of other regions, as well as, the centres of regional importance in the Riga region with respective level centres in other regions.

The county plan appraises the route of the international project Rail Baltica, which will cross the Riga region. Additional study is required for the Rail Baltica inbound road into Riga, since a decision will be made on construction of European standard railway with regard to its width.

The same as the regional plan also the county plan stipulates preservation and wholesome use of all existing railway infrastructure for both – passenger and cargo haulage. Railway, as an environment friendly and safe means of transportation, is also an alternative to auto transport. Specific emphasis shall be put on the passenger haulage by railway. The county plan stipulates improvement of passenger traffic over the Riga suburban railway lines Riga – Tukums, Riga – Jelgava, Riga – Ogre, Riga – Sigulda, Riga – Skulte. This will allow for a substantial reduction of the voyage time, will relieve roads and reduce traffic congestions. The county plan insists on preservation of the passenger traffic over the railway line Riga – Ergli, by developing this line for both passenger transport and tourism, which will, to a large extent, improve accessibility of the distant population areas in the Ogre region, as well as, connection of the Vidzeme region with the capital City. In the future it has been planned to electrify the railway line Riga – Sigulda.

The county plan determines that it is important to establish a common bikeway network together with the City of Riga, by connecting the Riga City centre with the Pieriga urban development centres and recreation territories in the Riga City suburban area.

In the county, a unified Riga region public transport development policy will be supported, by utilization of the railway transport services as one of the most prospective and safe means of transportation.

The county plan supports the development conception of the development of the City public transport, as set forward by the Comprehensive plan of Riga City 2006 - 2018, as well as, prolongation of the tram routes and establishment of park&ride parking lots nearby the City limits.

The county plan appraises development potential of the international airport “Riga” from two aspects – to provide alternative access to the airport from the circular detour road and to guarantee that there is a potential to develop the airport itself, by building the second runway, new terminals and to reserve territories for the above mentioned purposes in due time.

3.2.7. Development Programme of Riga Region 2005 – 2011

Development Programme of Riga Region 2005 – 2011 was prepared and approved two years ahead of the Spatial Development Plan of Riga Planning Region. Therefore the later document was prepared in accordance with the Riga region development vision and goals.

As regards transport planning the most direct goal set in the development programme is N o.2 “Convenient international and local accessibility of the region”, whereas also other goals (e.g. the gaol No.5 “Increased role and influence of the Riga region on the national and international level”) are at least indirectly linked to the development of superior transport system.

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Action direction 2.1. that is subordinated to the 2nd Goal foresees development of the transport and its infrastructure. Within this action direction three main objectives were set:

2.1.1. To facilitate development of diverse, safe and attractive transport infrastructure in the region;2.1.2. To facilitate establishment of a united and environmental friendly regional transport system;2.1.3. To organise coordinated policy for development of the transport and its infrastructure in the

region.

Each of the three objectives has a set of many tasks or activities covering broad spectrum of transport system improvement issues (e.g. improvement of the regional transport nodes, introduction of the Park&Ride system, construction of adequate access roads to the port, improvement of public transport accessibility and quality, creation of a united regional transport management institution etc.). None of these tasks or activities is incoherent with the later developed planning documents that have been described already earlier in this document.

3.2.8. The Spatial Development Plan of Zemgale Planning Region 2006 - 2026

The Spatial Development Plan of Zemgale Planning Region, which was approved on October 16th, 2007, determines the vision, objectives and tasks for the development of infrastructure. This planning policy document should be of interest when working out the Riga and Pieriga mobility plan due to the fact that the Northern part of Zemgale planning region actually belongs to the daily commuting area of Riga City, and especially the main city of Zemgale region –Jelgava.

As for the Riga and Pieriga mobility plan it is important to mention that in the Spatial Development Plan of Zemgale Planning Region, it has been emphasized, that passenger haulage by railway plays an essential role in the movement of workforce from the region to the capital City and vice versa, where the railway substantially relieves auto transport. By optimizing and harmonizing passenger haulage by railway and by bus, by improving infrastructure in Zemgale, a unified plan for public transport and passenger haulage should be prepared, as well as, a study should be carried out with regard to potential merging of railway stations and bus terminals into one territory.

For passengers to choose railway, it is necessary to modernize and improve the railway infrastructure, by modernizing the rolling stock, by erecting vehicle and bicycle parking lots nearby railway stations etc. Existing railway network in the region, for the time being does not meet the needs of the region, therefore, no new railway lines are planned, but accessibility in main directions will be improved.

3.2.9. Long-term Development Strategy of Riga until 2025

The basic document that determines the general aspect of long-term development of Riga City is the Long-term Development Strategy of Riga until year 2025. This strategy serves as a frame for the new body of documents that altogether are called as Riga City development plan (it consists of the aforementioned strategy, the Development programme and the Comprehensive plan). The long-term development strategy of Riga City has been approved by the Riga City Council with the resolution No. 584 of 15.11.2005.

The Strategy is a comprehensive supreme document, containing the vision of the City, defined interests, priorities and objectives of the City, basic principles for the territorial planning, as well as, supervisory model for the strategy implementation.

The vision of the long-term development of Riga established in the strategy sees Riga as a place where everyone has the opportunities to fulfil the ideas that do not contradict with the public benefit. As to questions concerning directly or indirectly the development of transport system, it is planned to make Riga a convenient and comfortable place of residence, developing simultaneously its status of a Baltic metropolis.

In the course of planning the development of Riga it is taken into account that Riga is a significant centre through which the trade link between Eastern and EU markets and other way round is maintained.

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Therefore in the course of city development attention should be paid to development of transport and communication infrastructure thus increasing the significance of Riga as the eastern “gateway city” of Europe. Modernization of transport infrastructure is considered an essential task that would promote the development of city as the centre of logistics and trade. Also it is important to be aware that influence and functional activity of Riga goes beyond its administrative borders. Therefore also from the point of view of planning - the development of Riga should be considered in the context both with development of Riga agglomeration and development of Latvia and at times even region of the Baltic Sea.

Among the development aims determined in the strategy (17 strategic aims in total) 3 several aims are directly connected to the transport system and infrastructure issues.

For example under the prior aim No.2 “DEVELOPMENT OF ECONOMICS BUILT UPON EAST-WEST LINK” the second task says “to develop the infrastructure of transit traffic and to advance rendering of logistic services”. It means that this aim and task also supports further development of Riga as a port city that needs also adequate infrastructure.

The most direct aim for transport development issues in the strategy is No.13 “EASY AND QUICKLY REACHABLE CITY”. Below this aim there is given a broader explanation why it is so important and which segments are the most crucial – e.g. increasing the proportion of passengers who get around with the public transport, proper organization of transport flow, efficiency of public transport, road safety and quality etc. Under this aim seven most important tasks were identified:

13.1. To develop the intelligent system of traffic management.13.2. To optimize and develop the city traffic infrastructure.13.3. To adjust the road infrastructure and public transport for people with handicaps.13.4. To establish and develop the infrastructure of bicycle transport.13.5. To emphasize the priority of public transport in the unitary system of city transport.13.6. To improve driving approach and traffic safety.13.7. To establish a new public transport scheme putting the development of electric

transport as a priority.

There are also less direct (in context of transport planning issues) aims and tasks defined in the strategy, e.g. the prior aim No.3 “LIFE IN THE CITY WITH ATTRACTIVE NEIGHBOURHOODS”. It means that by increasing the multi-functionality of neighbourhoods and improving the quality of public outdoor space it would be possible to attain that citizens spend more time in their neighbourhoods, thus decreasing the load on the centre of Riga, especially in the transport sphere. Quite important indirect aims are also aim No.14 “A CLEAN AND GREEN CITY” and aim No.15. “A SAFE CITY ENVIRONMENT” that, among others, foresees also tasks for ensuring improvement of air quality, reducing the influence of noise pollution upon the health of city inhabitants, ensuring driving safety in the city and improving street and yard lights.

3.2.10. Development Programme of Riga City 2006 - 2012

Development Programme of Riga City 2006 - 1012 is the document hierarchically equal to the Comprehensive plan and is subordinated to the Long-term development strategy. It contains a detailed description of the current situation in Riga from sectoral point of view and specification of the objectives to be undertaken pursuant to the long-term development strategy of the city, as well as the programmes and projects designed to further the socially economical development of Riga. The same as the strategy also this document was approved by the Riga City Council with the resolution No. 584 of 15.11.2005.

The Programme is considered as an effective tool, and a basis in a decision making process with regard to the following issues:

3 The subordinate tasks, programs and projects of each strategic aim have been described in detail in the program and project section of Riga Development Program 2006-2012.

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-the City budget drawing;-investment promotion from different funds, which have been established by the Riga City, by the

state, from international or purposefully established social foundations to solve the City development problems;

-project elaboration and implementation; -integration of common City long term priorities and objectives into development strategies,

conceptions, plans, programs and activity plans of separate branches;-public information, education, raising the social activity and consciousness with regard to the City

development and planning.

In order to fulfil the tasks, as set in the Long-term Development Strategy of Riga until 2025, the following programs have been determined in the Development Programme of Riga City 2006 - 2012:

-program of the Riga region traffic simulation model; -development program of the Riga region traffic management centre;-program for improvement and development of the transport infrastructure;-program for development of cycling infrastructure;-traffic safety increasing program.

Each of the aforementioned programs has a long list of different concrete activities and projects (e.g. construction of the Southern Bridge, planning of the Northern Corridor and others) that are planned to be undertaken by the Riga City Council. Those are projects where Riga City Council has its direct competence and will be completely or at least partially financed from the city budget. This relating to development of the port or railway infrastructure are not a direct competence field of Riga City Council and therefore such a specific project shouldn’t compulsory be included in the Riga’s Development Programme. This document also allows complementing the goals and tasks with new programs and projects at least once per year.

3.2.11. Comprehensive Plan of Riga City 2006 - 2018

The Comprehensive Plan of Riga City 2006 – 2018 is the main document in the city of Riga that determines the land use policy on the entire city scale. This document was approved by Riga City Council decision No. 749 of 20.12.2005. The graphical part and territory utilization and building conditions have been issued on 20.12.2005 as Riga City Council binding regulations No. 34 “Regulations on territory utilization and construction of Riga City”. The explanatory memorandum of the Comprehensive plan is an informative document with recommending character for work of Riga local government and related institutions regarding matters of city development and planning.

The Comprehensive Plan of Riga City refers to:-the Riga City Council and subordinate structural units – to evaluate submitted short term, medium

term and long term development projects;-project applicants and capital contributors – to evaluate compatibility of their projects and plans of

the use of territory with the City development goals, and to harmonize their activities with further City development intentions;

-the land owners – to evaluate future development potential of their real estate;-to local and foreign investors – to provide information on the Riga City future development

possibilities and conditions.

The most information regarding urban structure and transport planning issues can be found in the following chapters of the Comprehensive plan explanatory article: chapter 4 “Development of Riga in international, national and regional context”, subchapter 5.1 “General development of Riga spatial structure”, subchapter 6.2 “Pollution”, subchapter 6.3 “Hazardous objects and risk territories, chapter 7 “Economic development”, and chapter 9 “Transport – the traffic infrastructure”.

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In the framework of working out the Comprehensive Plan of Riga City 2006 - 2018, “Imink” Ltd. carried out two extensive studies4 - “Description of existing transport situation for the Comprehensive plan of Riga city 2006 - 2018” and “Proposals for the perspective transport scheme for the Comprehensive plan of Riga city 2006 - 2018” - for the purpose of rendering proposals for further development of the Riga City traffic system, promoting a sustainable and environmentally friendly development of the capital City of Latvia, preserving the natural resources and the valuable historical buildings, simultaneously providing good communication possibilities both for the Riga inhabitants, visitors and businesses, in a word, providing freedom of movement and accessibility to various objects, based on a uniform, well managed and demand - responsive system. Both studies were finished in 2005, and as a result transport planning policy chapters of the Comprehensive plan were prepared.

On the course of these transport studies the following tasks were accomplished:-evaluation of current values of measurement indices for long term achievements (in accordance with

the ones, as set in the Long-term Development Strategy of Riga until 2025) – the journey time, distance to public transport stops etc., based on the polling results on the mobility of population;

-elaboration of a prospective street classification, including the suburban access roads to the City, as well as, elaboration of the scheme of the structure of streets;

-elaboration of the scheme of public transportation network, including railway stations and stops;-elaboration of the development scheme of parking places, including Park & Ride, specifically

highlighting the parking places for tourist buses;-elaboration of proposals for construction of pedestrian zones and pedestrian streets;-elaboration of proposals for promotion of cycling transport;-elaboration of the railway transport scheme;-elaboration of the truck transport scheme;-elaboration of the principles of transport maintenance for certain City territories;-elaboration of proposals for implementation of a uniform traffic management system;-improvement of the Riga City transport model, by applying the EMME – 2 program, and modeling

of prospective transport flows, including, acquisition and implementation of new output data – calibration of the model has been made; - 15 traffic network development scenarios of the prospective transport flow have been estimated, mutual comparison of the scenarios has been made;

-sequence of improvement of the street network has been established for the first construction phase (e.g. the Southern Bridge with access points, the Eastern Arterial - additional 4 scenarios), evaluating its impact on the performance of the entire City traffic infrastructure.

Riga’s transport planning policy was developed in accordance with the higher level planning documents, thematic studies and also adequate to the planned spatial structure of the city (see Annex No.11) that foresees also some major transport infrastructure development projects.

The general policy of Riga City Council for decision of transport matters, which is accepted and written down also in the Comprehensive plan, is following:

-to execute the improvement of city infrastructure of traffic in accordance with requirements of 21-th century, reforming Riga as comfortable and quickly achievable city and ensuring the unity of city spatial structure;

-to execute the development of traffic infrastructure with united system for city and out -of- city traffic;

-to execute the planning of traffic infrastructure, where the advantage would be given to travellers, cyclists and to public transport, but in cases of using of motor transportation – to passenger traffic;

-in accordance with particularities of different parts (Vecriga (Old Riga), city Centre, 20th century’s building up, suburb) to execute the development of suitable kinds of transport and organization of traffic (see Picture No.2).5

4 Both studies were ordered by the City Development Department of Riga City Council.5Principles, objectives and tasks taken by the Comprehensive Plan of Riga City 2006 - 2018 in connection with planning of transport development at several districts of the city see in Annex No.12.

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-To execute the working up of technical-economical valuation with application of modelling of perspective transport flows for the aim of operative and objective taking of decisions for rational using of capital investments.

Picture No.2Prerequisites for development of transport infrastructure

in the specific areas of the city

Source: Comprehensive Plan of Riga City 2006 - 2018

Basing on the classification of streets network envisaged by the Comprehensive plan the general concept for development of the road network had been elaborated for Riga (see Picture N o.2). Traffic flows from suburban roads and from outlying counties through the main roads passes to large transport rings, placed outside the railroad circle, from which the access to city Centre is possible only through restricted amount of city thoroughfares.

The task of arterial street network is to ensure the intersection of Riga to all directions, and to ensure historical centre’s roundabout way. The arterial street network should be constructed along rapid thoroughfares with maximal using the possibility of deepening streets in trenches or raising them on overpasses depending on every concrete character of position. The small ring is connected sufficiently well with system of arterial roads, it also may be used for regional and transit flows around city Centre.

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Character of built-up areas

Most appropriate transport modes

Traffic needs

Old Riga

CENTREmost conflicts

20th Century RIGA

SUBURBS

To be preserved

Preserved

With medium density

With very low density

No motor vehicles

Public transport

(all modes),car

Car, public transport (low

capacity)

For tourist service

employees,visitors

21st

Cen

tury

pop

ulat

ion

need

sPublic

transport

(all modes),car

Picture No.3General concept for development of the road network in Riga

Source: Comprehensive Plan of Riga City 2006 – 2018

Basing on an extensive planning and transport modelling work, it was defined in the Comprehensive plan that for further development of Riga’s main road and thoroughfares systems (see annex No.13) in perspective of 5-7 years the building up of following significant transport objects should be carried out:

-Access to Dienvidu (Southern) bridge at left shore of Daugava river- traffic centre with Ziepniekkalna and Vienibas gatve streets;

-Access to Dienvidu (Southern) bridge at right shore of Daugava river: enlargement of access to Slavu street and traffic centre of Slavu circle, as well as Eastern Arterial (thoroughfare) from Brivibas street to traffic centre of Slavu circle.

As the next major road infrastructure project should come Ziemelu (Northern) corridor organising this vast project in several phases.

In order to achieve the goal of average time regarding the time lengths of single trip in Riga6 defined in the Long-term Development Strategy of Riga until 2025, the time consumed by passengers travelling by public transport shall be reduced for 20 %. That can be achieved with the following solutions:

1) In places overloaded with transport special lanes for public transport shall be introduced.2) Expand the public transport network so that the stops could be reached in not more than 8

minutes (with the conditional speed of 4 km/h – female with baby carriage).3) Ensure regularity of public transport traffic.4) Transform the public transport route network so that the number of transfers is reduced (transfer

is believed to be a significant extension of time consumed for a trip).5) Construct compact, comfortable and attractive transfer junctions ensuring the passengers with

minimal time consumed for changing the transport vehicles.6) Activate the reserves of railway for city internal passenger transportation.

6 30 minutes driving by public transport and 25 minutes driving on a private car.24

7) Adjust the fleet fore the needs of handicapped people.8) Ensure comfortable and externally modern and attractive lowered floors rolling stock, with a

capacity appropriate for transportation of different amounts of passengers.9) Improve the policy of travel payment procedure.10) Improve the information system: operator – passenger.

As a ground of the planned public transport system (see annex No.14) the modernised tram is adopted– having the lowered floor, with low noise level and modern design. Network of busses and trolleybuses shall be developed by modernising the fleet and must be created as addition to the system in the form of auxiliary elements. On the regional level the railway network is considered as the backbone for pubic transport system.

Besides the aforementioned issues (road network development and public transport system) the transport chapter of the Comprehensive Plan also views policy (also describing it more properly) for the sea transport development, railway development, air traffic development, freight transport, traffic safety, bicycle system development, attitude against the pedestrians and ideas of inventing the so called Intelligent Traffic Management System (ITMS) in Riga and its region.

3.2.12. Development Programme of Riga Freeport 1996 - 2010

The substance of the Development Programme of Riga Freeport 1996 – 2010 was prepared and approved by the Latvian Port Council 12 years ago and therefore the substantially greater deal of planned activities or the development of territory may not be coordinated with reality at the present time, when the new Comprehensive plan for Riga City 2006-2018 had been confirmed and the changes in borders of Riga’s Free Port have come into force since 1st September of 2006.

However, it should be mentioned that this Programme was updated for several times with new projects (the latest update in 2007), and now the Riga Freeport Authority is on the way of working out a new Development Programme for the Port that would comply with the actual situation and tendencies in the shipping business, and also will be prepared in accordance of Riga City planning documents.

In context of further development of port the dominant role belongs to displacement of existent terminal at Andrejosta closer to the Daugava river estuary, and intensification of usage of other, previously less developed, port areas (Spilves lowlands, part of Kundzinsala, Mangalsala, Daugavgriva). These developments are being planned in accordance with the Comprehensive Plan of Riga City 2006 – 2018. Among such developments one should mention deepening the main navigation canal, improvement of local railways and network for communications.

In perspective there is planned realisation of many significant projects in the Riga Freeport Area: new complex of terminals for bulk cargo and general cargo in Mangalsala, terminals for bulk (liquid) cargo in Daugavgriva and in part of Kundzinsala, high-capacity deep-sea terminals for bulk cargo in Rinuzi, centre of logistics with joining of production in Spilves lowlands, new multifunctional handling and processing complex for general cargoes in Krievu sala.

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4. BASIC PRINCIPLES OF RIGA AND PIERIGA TRANSPORT SYSTEM DEVELOPMENT

Taking into account the aforementioned planning documents, the following basic principles have been determined for the development of integrated transport system in Riga and Pieriga:

-Increase the attractiveness and ease of use of public transport and non-motorised forms of transport, so that they provide a genuine alternative to the use of the private car;

-Put in place a sustainable and efficient public transport infrastructure;-Accessibility to different places has to be provided by giving preference to pedestrians, cyclists and

public transport. Priority of public transport within the common transport system of the City shall be emphasized;

-Examine and develop a transport concept for the Riga and Pieriga dense area, with clearly defined areas where private vehicles might be prohibited from entering, severely restrained, or unrestricted;

-Development of electric transport in the City of Riga shall be set as a priority, to limit noise, air pollution and impact on climatic change;

-Rail based passenger transport (heavy rail plus tramway) is “the backbone” of public transport, which shall be integrated into a unified network of public transportation routes, with the proper transfers organised;

-The Park&Ride system has to be promoted;-Bus services in the Riga region will provide a complementary public transport network and will

provide feeder lines to the rail based passenger transport system-The road traffic safety level has to be increased;-Construction of the Riga railway detour has to be carried out, excluding transhipment of hazardous

cargoes through the centre of Riga. It shall be free of cargo transport except for local delivery in off-peak hours;

-The Riga Free Port has to be developed as a multifunctional port, so that it may become a state of the art cargo and passenger haulage centre in the region. It has to be effectively connected to the network of roads and railway;

-The international airport “Riga” should make use of its geographical location and develop international transhipments both to the East and to the West, increasing direct and transit flight options.

-Quick and convenient access to the Riga airport has to be ensured from the Riga City centre as well as from the development centres of regional importance in Latvia. Development potential of the international airport “Riga” has to be evaluated from two aspects (a) to provide alternative access to the airport from the circular detour road and (b) to guarantee that there is a potential to develop the airport itself, by building the second runway, new terminals and to reserve territories for the above mentioned purposes in due time.

Based on these principles, specific objectives of the Riga and Pieriga Mobility Plan would be:-Reduce the public transport journey time (minibuses, buses, trolleybuses, tram cars),average

passenger journey time and cost by developing an integrated public transport system (including railway) with unified ticket;

-Fill the gaps in the availability of public transport routes and stops so that the maximum walking distance to a public transport stop would be reasonable;

-Increase of round trips and therefore the frequency of the public transport vehicles both during peak and off-peak periods, mainly through an improvement of their commercial speed (that will require segregated public transport lanes and priority at intersections equipped with traffic lights);

- Eliminate “black spots” and improve traffic managemet and control system; -Increase a service volume (during off-peak periods, night and week-end) when and where sufficient

potential transport demand is identified;-Have an environmentally and customer friendly fleet, favouring in particular electricity powered

vehicles;26

-Facilitate the use of public transport by people with impediments, or reduced mobility;-Establish a comprehensive parking policy;-Develop an integrated network of pedestrian footways and bikeways that adequately covers the

whole of the city, paying particular attention to the routes to commercial centres, important landmarks, public buildings, schools, the old city and other places of touristic interest;

-Provide a clearly identifiable road hierarchy, with a primary road network facilitating through traffic while avoiding the downtown area; facilitate the use of roads tangent to the dense urban area;

-Facilitate easy transfer from the private car to public transport, through careful location of interchange points (park and ride);

Realisation of part of the necessary measures and projects for implementation of the aforementioned basic principles and specific objectives has been already commenced. Some of the biggest and most important projects are listed in the next chapter (“Large actual transport development projects in Riga and Pieriga”) of this document.

Modelling of the Riga region transport flows has to be developed7; that will require an adequate data base: mobility per mode of transport, vehicles and passengers counts, and origin-destination patterns.

In order to meet the mobility needs of the population and the national economy, implementation of these principles is an evident necessity. The mobility plan should include these principles and define additional activities in order to create an effective system, together with the following projects which are already under implementation process and the ones which are being planned.

7 At the moment the data are being renewed by the City Development Department and Traffic Department of Riga City Council.

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5. PRINCIPAL TRANSPORT PROJECTS PROGRAMMED OR UNDER CONSTRUCTION

On basis of the planning documents that have been described in the previous chapter of this document, decisions have been made on implementation of a number of essential projects. Brief description of the biggest and most important projects in transport sector is given later in this chapter.

5.1. The Northern Corridor

The Riga Northern Transport Corridor (Ziemelu koridors) can be considered as the largest Riga transport infrastructure project during the last decades. The goal is to establish a convenient East – West transit traffic road, which shall be well connected to the City and especially to the port, at the same time not affecting the historic centre of the City.

This project is included in the Development Programme of Riga City 2006 – 2012 under the program for improvement and development of the transport infrastructure that is subordinated to the task 13.2. “to optimize and develop the city traffic infrastructure”. Logically it is more explained and justified in the Comprehensive Plan of Riga City 2006 - 2018.

The Comprehensive Plan of Riga City 2006 - 2018 says that “for cross-border and regional connections zone for the Northern crossing route as Via Baltica entrance to Riga must be reserved”, and its is defined with the so called “red lines” (street lines) or road corridor in the binding graphical part of this plan. The practical use of the Northern corridor for improvement of the accessibility of Riga (also for improvement of the inner traffic) was also proved by analysing different street network development scenarios by EMME2 transport modelling program.

The Northern corridor project is also indirectly supported by the national level planning documents as it will improve no only accessibility inside Riga but also will have a regional and international meaning. For example, the Spatial Development Plan of Riga Planning Region clearly says that “within the framework of the regional spatial plan such solutions are supported that would decrease traffic jams in Riga, including also construction of the Northern crossing over the Daugava river8 and its connection roads”.

In autumn of 2006 a special study9 was ordered by the City Development Department of Riga City Council to understand the importance of the Northern corridor project by analysing different planning documents. This study described various aspects that might be important for development of the Northern corridor project in accordance with the legally approved spatial planning documents.

The Northern Corridor will be integrated into the state motor road system, thus, providing convenient connections to existing motor roads – in the west it will join the Riga – Jurmala – Ventspils motor road nearby Priedaine, whereas, in the east – at the Vidzeme motor road in Bergi. The Northern Corridor will be integrated also into the Riga City street structure with a larger number of multi-level crossroads. The motor road will cross also the river Daugava, which is about 0,8 km wide. Furthermore the Northern Corridor is an integral part of the general concept for development of the road network in Riga as shown in the Picture No.2 – it forms the Northern part of the so called “big ring”.

The Northern Corridor will facilitate better integration of the Port of Riga into the road network of European importance, and will increase competitiveness of the East – West transport corridor, which is offered by Latvia. Besides that it will relocate the road cargo flows directly (through junctions with the Eastern and Western arterials) into the port terminals away from the existing streets, which in many cases nowadays go through very populated and central areas of Riga. As a result of the project, also the Riga

8 This crossing is one part of the entire Northern corridor.9 Title of the study – „Analysis of Spatial Planning Documents of Riga City and Riga Region within the Context of Traffic Development and the Northern Corridor”.

historical centre, which is the UNESCO World Heritage monument, will be substantially relieved from the load of transport.

The three main stages of the Riga Northern corridor are the Brivibas Street alternate, the Daugava Northern crossing and the western access roads (see Picture No.4).

Picture No.4The Northern Corridor project

(stages and alternates)

Source: City Development Department of Riga City Council.

Project particulars:- approximate length of the road – 26 – 28 km- project preparation was commenced in December, 2005- estimated construction commencement time: year 2010- anticipated construction completion time: year 2018

This large scale project shall enable new options for builders, real estate developers, for industry, transport logistics and other branches of economy, by strengthening positions of the City of Riga as the Baltic metropolis, and promoting further development of the Latvia’s national economy.

On October 3rd, 2007, the Riga City Council Committee for Development approved the construction conception of the third and fourth stage – the highway from the motor road A5 Riga bypass (Salaspils – Babite) up to Daugavgrivas Street of the Northern Transport Corridor.

After the construction concept was approved at the City Council meeting, it is expected that alternative alignment solution variants will be examined, and detailed sketch design projects will be elaborated for all variants. In the course of implementation of the third and fourth stage of the Northern Corridor, it is planned to build a new highway from the Riga detour road nearby Babite up to the Daugavgrivas Street. The Corridor will have a strategic meaning for perfection of the Riga transport scheme, since, without it, the Southern Bridge will not be able to function normally. Construction of the Northern Corridor is an essential precondition for relieving the Riga City Centre from the cargo and transit traffic.

The six alternatives of the Baltezers section (Riga – A1 km 13,0) – the possible alignments, have been compared in all aspects: according to the usefulness, construction and further maintenance costs, relationship to existing constructions and private land plots, as well as, to the damage to the nature and human environment.

After public debate with regard to the construction conception (from 18.05. to 18.06.2000.), a decision was made: the work should be continued on variant V of the Baltezers detour road and its access to Riga. With the European Union technical assistance financing, pre-feasibility study shall be carried out for the Baltezers bypass section from Jaunciema gatve (Bukulti) to Vairoga Street in the City of Riga (by embracing proposals of the City of Riga with regard to a gradual establishment of transport connections between Brivibas Street and its alternate).

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4th phase 3rd phase 2nd phase 1st phase – Brivibas street alternate

The mutual cooperation project between the Ministry of Transport and the Riga City Council “Pre-feasibility study of the inbound of the Baltezers detour road into the City of Riga from Jaunciema gatve (Bukulti) – Jugla – Vairoga Street section” (Project No 2001/LV/16/P/PA/007/02) was prepared from 22.04.2003. to 08.03.2004.

Currently, under the guidance of the City Development Department of the Riga City Council, the sketch design of “Stage 1 of the Riga Northern Transport Corridor – highway from the Vidzeme motor road to Vairoga Street (alternate to Brivibas Street)” is being elaborated.

The Project is supposed to be continued within the framework of the activity Improvement of infrastructure in cities for the purpose of connection to TEN – T, including, connection of the Riga transport system to Via Baltica (the Northern crossing with access roads) – (Cohesion Fund project, Activity 3.3.1.5. City Infrastructure Improvements for Linkage with TEN-T), which stipulates implementation of the aforementioned general concept for development of the road network in Riga (as shown in the Picture No.2)

In the year 2007, the project application “Integration of Riga City and Riga Port into the TEN – T network: Completion of studies for Riga Northern Transport Corridor” was submitted to the TEN – T tender (and currently it is in the process for approval).

5.2. The Eastern Arterial

The same as for the Northern Corridor and the Southern bridge projects also the Eastern Arterial (Austrumu magistrale) is an integral part of the general concept for development of the road network in Riga as shown in the Picture No.2 – it forms the Eastern part of the so called “big ring”.

The main task for the Eastern Arterial is to serve as a link for interregional and inter-neighbourhood transit traffic, admitting major city interregional transport loads and discharging the flow to the network of external roads. The Eastern Arterial will admit main cargo flows from the Port of Riga and will relieve the historic centre of the City of Riga from transit traffic of trucks and cars.

This project is included in the Development Programme of Riga City 2006 – 2012 under the program for improvement and development of the transport infrastructure that is subordinated to the task 13.2. “to optimize and develop the city traffic infrastructure”.

In the textual part of the Comprehensive Plan of Riga City 2006 - 2018 the Eastern Arterial project is mentioned as one, which no longer has any need for discussion where and how to implement it because the corridor for it has been planned in former Riga City plans and partially it has been already constructed. It is very crucial for the entire transport system of Riga, its surroundings and also the Riga Freeport that the construction of the Eastern Arterial is completed. At the moment existingroad sections are not locked in one united system, and that often results in unnecessary increasing of the traffic intensity and congestions in the streets of local importance.

According to the Comprehensive Plan of Riga City 2006 – 2018 the Eastern Arterial has to be built in advance of the Northern Corridor, connecting the Southern Bridge access road to the planned junction with the Via Baltica and the Northern crossing track, ending at the access road to the Port of Riga.

Construction of the Eastern Arterial has been substantially delayed due to the limited financing. However, as mentioned already before, up to the present moment, several sections have already been built. Construction of the Vairoga Street cross – over and Vairoga Street up to Ieriku Street w as commenced in 1987 and completed in 1998. The Piedruja Street section from the Slavu rotation circle up to Vietalvas Street has also been built. Remaining connecting sections may be built in separate phases - phase one: construction of one level main road sections and, further on, gradually designing and building multi level traffic hubs. One of such essential sectors of the Eastern Arterial is Gaujas Street – Meza prospekts. Frequently long car lines on this crossroad appear, time and oil is wasted, there is additional

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pollution to the surrounding environment arising from exhaust gases. Traffic accidents often occur at the above mentioned crossroad, thus causing additional traffic delays.

Realization of construction works of the “Eastern Arterial section Gaujas Street – Meza prospekts (phase 1)” will solve the problems with the fragmented main street structure in the Eastern side of the city, and, due to the fact that this road will be used for freight traffic to the Riga Freeport, it will help to ensure better traffic safety and reduce environmental pollution arising from auto transport along the streets, which now are used for delivering cargo to the port. Moreover this additional section of the Eastern Arterial will reduce transport costs to the traffic participants as it will be much easier to communicate between the neighbourhoods on the eastern side of the Riga city (also with other neighbourhoods when the construction of the Southern bridge and the Northern Corridor will be finished).

Up to now, a number of design works have been updated in accordance with the Riga City Development Plan, resulting in elaboration of both, correction projects of the “red lines”, and the technical projects of street construction.

The “red line” correction project has been prepared for the Eastern Arterial and Gaujas Street crossing. The purpose of the work was to erect in this particular place a multi level road hub. The prepared variant is a complete scheme of a multi level road hub, which allows to pull over at all directions.

The following components will be realized within the framework of the project “Eastern Arterial section Gaujas Street – Meza prospekts (phase 1)”:

-preparation of a technical design for commencement of construction works;-construction of the Eastern Arterial section Gaujas Street – Meza prospects.

Currently, within the framework of a cooperation project of the Ministry of Transport and the Riga City Council, the feasibility analysis Eastern (Latgale) Arterial entrance into the City of Riga (continuation to the work, which was carried out in 1999 “Study of the western – eastern corridor within the Riga – Jekabpils section”) is under preparation, and it is expected to finish it in 2008. The objective of the pre-feasibility study is to determine placement variants for the track of the Eastern inbound road to Riga (Kranciens – Slavu circle section) of the high speed motor road E22 (Riga – Kranciema quarry – Krape – Koknese), which is being prepared for reconstruction and new construction, and to gain support of the society for the development and improvement variant of the motor road section, which shall be technically and economically viable and environmentally friendly. The main project task of the analysis is to choose the general alignment, and to include it into all territorial planning documents of all levels, which would allow for further designing and construction works of the E22 motor road eastern entrance into Riga (Cohesion Fund project, Activity 3.3.1.1. Improvement of TEN-T road network)This road will be connected with the Eastern Arterial on the junction with the Southern bridge at Slavu circle. It means that traffic (also freight traffic) coming from Latgale (also Moscow) direction will be able to drive into Riga and reach the desired destinations much easier than it is possible at the moment (along Maskavas street that goes through densely populated residential areas).

5.3. The Southern Bridge with access roads

According to the Resolution No 950 of the Riga City Council “On the Daugava Southern Bridge project”, dated January 29th, 2002, the City Development Department of the Riga City Council, as the customer, commenced work on implementation of the above mentioned project in 2002. Initially, the design task was prepared for the alignment of the Southern Bridge from Vienibas gatve on the left bank of the river Daugava up to the Slavu rotation circle on the right bank of the river Daugava. The total length of the section – 8 km. Further on, the sketch design was elaborated, and it was approved on June 20th, 2003. The construction of the Southern Bridge was commenced in November, 2004 in accordance with the Resolution No 3478 of the Riga City Council “On construction agreement of phase one of the Southern Bridge”, dated October 12th, 2004.

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The same as for the Northern Corridor and the Eastern Arterial projects also the Southern Bridge project is an integral part of the general concept for development of the road network in Riga as shown in the Picture No.2 – it forms the Southern part of the so called “big ring”.

The main task for the Southern Bridge is to serve as a link for interregional and inter-neighbourhood transit traffic that is generally coming from the southern and the south-western direction (on the left bank of the river Daugava) and having destination somewhere in Riga on the right bank of the river Daugava (and vice versa). This bridge is the missing link for connecting Via Baltica road with the Eastern Arterial in Riga, and one of its main tasks is to divert traffic flow (especially the freight traffic) from the quite centrally located existing Salu bridge (part of the so called “small ring”) right on to the so called “big ring” of Riga city.

This project is included in the Development Programme of Riga City 2006 – 2012 under the program for improvement and development of the transport infrastructure that is subordinated to the task 13.2. “to optimize and develop the city traffic infrastructure”. Of course, it is worked in the Comprehensive Plan of Riga City 2006 - 2018 as well, but taking into account that the implementation of this project had been already started basing on the former plans, in analysing development of Riga’s transport system it was considered as an almost finished project.

Realization of the Southern Bridge track has been divided into three phases: -Phase one – from Bauskas Street on the left bank of the river Daugava up to the Slavu railway cross

– over on the right bank. Length of the section – 2,5 km. The section includes part of the road from Bauskas Street to Daugava and the elevated road over Krasta Street and Maskavas Street up to the Slavu railway cross – over. The most significant engineering buildings in phase one are: the Southern Bridge and the three level elevated road over Krasta Street and Maskavas Street. It should be mentioned, that this elevated road will be the first three – level road junction ever built in Latvia.

-Phase two stipulates reconstruction of the Slavu railway cross – over. In order not to interrupt functioning of this transport construction in the course of reconstruction, first of all, a new four lane cross over will be built. After it is completed and commissioned, reconstruction of existing cross over will be carried out. Simultaneously with the above mentioned, construction of a three level elevated road of the Slavu rotation circle will be commenced.

-Phase three stipulates for construction of a motor road from Vienibas gatve up to Bauskas Street, where two level crossroads with Ziepniekkalna Street and Bauskas Street will be built. Ziepniekkalna Street will be shaped as the main inbound road into Riga from the southbound direction. Realisation of this phase is very important to complete the entire southern part of the so called “big ring” thus giving a possibility to divert traffic coming from Jelgava city (the second biggest city in Pieriga area after Riga) on to the “big ring”.

In accordance with the Comprehensive Plan of Riga City 2006 – 2018 realisation of the above-mentioned phase 2 and phase 3 of the Southern Bridge (Bauskas Street – Ziepniekkalna Street) is supported also by the Investment Plan for the period from 2008 to 2010 of the Traffic Department of Riga City Council. Both in the Comprehensive Plan of Riga City 2006 – 2018 and the Riga County Territorial Plan 2007 – 2019 an idea of prolongation of the Southern bridge corridor in the Western direction is worked in thus giving an opportunity to have a new, direct access to the International Airport “Riga”.

5.4. Development of the “Riga” airport

The International Airport “Riga” is the largest international air traffic hub in the Baltic region, still continuing to develop. In 2004 the international airport “Riga” experienced an unprecedented development dynamics. The number of passengers grew for 49% in a year’s time. It grew even more rapidly in 2005 – for 77%. After Latvia joined the EU, the economic space of Latvia has substantially changed and expanded.

The ‘open sky’ policy has been implemented, meaning that no EU air company is forbidden to perform its flights and the number of such flights shall not be limited. Consequently, competitiveness is

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increasing among the air carriers. The cheap or low cost or partial service air companies have entered the aviation market of Latvia. This caused quite substantial changes in the structure of flights, passengers and airport services. The international airport “Riga” became one of the few main European airports, where there are simultaneously operating both full service air companies and partial service air companies. Taking into account the rapid increase of the number of passengers and flights, and the fact, that the designed capacity of the terminal was only 1,5 million passengers per year, a necessity arouse to develop further the infrastructure of the terminal by extending it.

In 2005, along the northern façade of the terminal, construction of a new building took place. The building is connected to the rest of the terminal with the total area of 10 000 square meters. The new building will enable separation of inbound and outbound passenger flows with the destination to the Schengen Agreement countries from those travelling to or from other destinations, when Latvia joins the said Agreement. However, implementation of this project will not allow for attending the anticipated 5 – 6 million passengers10 in the Riga international airport. Therefore, designing of new terminal extension projects is topical already now. The first construction works have already begun on the runway – prolongation up to 3 200 m and modernization of the lighting system.

Decision on remarkable development of the International Airport “Riga” has already been taken upon approval the Principles of Transport Development for the period 2007 – 2013, which stipulate, that Riga shall be developed as a significant European level air traffic centre with a constantly high passenger and cargo service quality level and safety of aviation flights. Currently, the Master Plan of the International Airport “Riga” is under elaboration process.

Further development of the airport projects will be carried out within the framework of the Cohesion fund activity “Development of infrastructure in airports”.

The airport development projects fully comply with the objectives and tasks, which have been set forward in the National Development Plan and the Principles of Transport Development for the period 2007 – 2013, as well as, to what has been determined in the Riga City Development Plan for the period from 2008 to 2016 (strategy, development programme and the comprehensive plan), i.e., that “the City will promote collaboration with the administration of the airport, the Ministry of Transport, the Riga region and the Marupe settlement, so that to provide the most favourable conditions for the development of the airport by carrying out common planning policy”.

Also, the Spatial Development Plan of Riga Region and the Riga County Territorial Plan 2007 - 2019 fully supports further development of the airport. In these planning documents the development potential of the international airport “Riga” is viewed mainly from two aspects – to provide alternative access to the airport from the circular detour road and to guarantee that there is a potential to develop the airport itself, by building the second runway, new terminals and to reserve territories for the above mentioned purposes in due time. Therefore, according to the County Plan, the Marupe and Babite municipality local governments11 are taking into account the territorial needs for extension of the International Airport “Riga” defining special areas for this purpose in their territorial plans. Also Riga city is precising information in its Comprehensive Plan 2006 -2018 as regards development of the International Aipro “Riga”, so that development of the airport will be better harmonised with development of other areas in Riga and the city in general.

5.5. Rail transport – the spine of the Riga public transport

Within the framework of the ERDF 2004 – 2006 program, the project “Development of the passenger haulage by the Riga suburban railway” is being implemented. It includes the following measures:

-modernization of existing electric trains;-pre-feasibility study for purchasing new trains.

10 In the year 2007 the total passenger turnover in the airport reached 3,16 millions that is three times more than in the year 2004.11 The International Airport “Riga” administratively is located in the area of Marupe municipality, but it also directly affects Babite civil parish, Jurmala city and Riga city municipalities.

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The project idea is developed basing on the Riga City Development Plan for the period from 2008 to 2016 (strategy, development programme and the comprehensive plan), as well as, on the regional level planning documents of Riga region (both the region and county plans), where the measures on integrating the railway transport into the common public transport system of the City have been determined 12. For example, the Spatial Development Plan of Riga Planning Region clearly says that “for the development interests of Riga region is to preserve the radial railway system coming out of Riga both for the freight and passenger transport and not allowing further degradation of the railway system”. As for the improvement of the passenger railway system the Riga County Territorial Plan sets following ideas:

-Construction of elevated entrance platforms at the train stations and stops according to the actual standards;

-Construction of car parking lots and spaces for bicycle parking at the train stations and stops;-Construction of pedestrian crossings of different type at the accesses to the train platforms.

By increasing the role of railway within the transport system of the City of Riga, the state railway passenger procurement for year 2008 stipulates opening railway passenger routes (increasing number of runs) within the limits of the Riga City. Thus, the volume of public transport services in the City of Riga will be increase, and the issue on the use of a friendlier means of transport within the sphere of public services and reduction of traffic congestions in Riga and in its surroundings will be solved, too.

As a facilitator to renovate the rolling stock of public transport, which renders transportation services by rail, Paragraph 1, Chapter 5, Article 9 of the Law on Public transport services stipulates, that the right to render public transportation services within the network of routes or in a particular route shall be granted, and the agreement for rendering public transportation services by railway shall be signed for a period of 15 years, whereas, in the event, that completely new vehicles are be introduced for the purpose of rendering public transportation services, the validity term of such an agreement shall be 30 years. Besides, pursuant to the public railway transport service rendering terms, as determined by respective normative acts, the rolling stock shall be adjusted to transportation of disabled persons.

In accordance with the Principles of Transport Development (approved by the Resolution No 704 of the Cabinet of Ministers, dated September 29th, 2004) and the State Procurement Concept Regarding Passenger Carriage for the period from 2007 to 2016 (approved by the Resolution No 712 of the Cabinet of Ministers, dated November 4th, 2005), and, pursuant to the Law on public transport services and Regulations No 673 of the Cabinet of Ministers “Arrangement procedures for public transport services within the network of routes: , dated October 2, 2007, upon planning the basic routes for the network of routes of regional intercity importance with a large flow of passengers, first of all, the railway routes shall be established.

5.6. Shifting the port activities from the Riga city centre

Both the Long-term Development Strategy of Riga until 2025, the Comprehensive Plan of Riga City 2006 – 2018 and the supplemented Development Programme of Riga Freeport 1996 – 2010 supports idea that “the functions of commercial port should be directed outside the city centre by concentrating the economical operation of the port to the North from the planned Northern crossing of the Daugava thus facilitating multifunctional development of the central part of the city and decreasing the potential environmental pollution”. This statement is included in all three aforementioned documents, and due to it Riga Freeport is loosing former commercial areas in the central part of the city and it needs to think of how to intensify the commercial activities in the remaining areas of the Riga Freeport, so not to lose (but instead even to strengthen) its competitiveness among other ports in the Baltic Region. It is even more crucial as also on the Long-term Development Strategy Riga defines itself as the port city.

Basing on the above mentioned facts, within activities of the Cohesion fund a project “Development of infrastructure in Krievu sala for relocation of the port activities from the city centre” is being implemented. As a result, the Andrejosta and Eksporta osta territories in the City centre, where currently

12 Graphically the railway system and its development ideas are shown in the Annex No.9 and No.10 of this document.

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not only various general cargoes, but also bulk cargoes –peat, coal etc. are handled, will be relieved, thus reducing the transport flows from/to the terminals in the City centre and diminishing the negative environmental impact to much more densely built-up and populated areas in the city centre (if compared to Krievu sala area and its surroundings).

Currently, the study of the railway routes from the Daugava left bank to the territories of the port and to the international airport “Riga” is under process. Objective of the study is to determine technically optimal and financially most advantageous railway cargo flow routes to the port territories, which are situated on the left bank of the river Daugava, by connecting same with the common state railway network and production facilities, and technically optimal and financially advantageous railway junctions (including the Riga centre) with the international airport “Riga”, taking into account the growing passenger turnover.

The Comprehensive Plan of Riga City 2006 - 2018 insists on reservation and further development of sufficient territories with suitable infrastructure and effective transport access roads (highways and railways), which do not touch the City centre and divert the heavy transport to the motor roads of the City. Especially problematic situation is with the railway crossing over the river Daugava that crosses city right inside its historical heart – the Old Town – which is also a part of the UNESCO world heritage. There are no problems to use this crossing for passenger flows but it is not supported (by the official Riga planning documents) that this crossing would be used for hazardous cargo railway traffic also in the perspective as it is happening now. The alternate should be found locating such a crossing more on the south outside the city borders. Technically this idea is already integrated both in Spatial Development Plan of Riga Region and the Riga County Territorial Plan 2007 – 2019, but practical decision for implementation has not been made yet.

Currently, planning study is in process, which is expected to be finished in 2008. Objective of the study is to prepare the feasibility study for reconstruction of the Riga railway junction to increase the cargo throughput capacity, to ease the Riga City centre from cargo transhipments, including, from the hazardous goods, and to introduce state of the art railway transhipment technologies.

Further works for the above – mentioned projects will be carried out within the Cohesion fund activity “Reconstruction and development of the TEN – T railway sections (infrastructure development of the East – West railway corridor), including the Riga City railway junction

5.7. Development projects of the state main motor roads

There are ongoing also several large projects for improvement of the State main motor road network around Riga City in Pieriga area. These projects are coordinated on the National level by the “Latvian State Roads” – an institution subordinated to the Ministry of Transport. However, these projects are also integrated in the Riga County Territorial Plan and later in the subordinated local municipal plans. For example, an extensive transport development scheme is included in the Riga County Territorial Plan 2007 – 2019 (see Annex No.10) that is conformable with the work of the “Latvian State Roads” – so, the national policy for road network development.

From April 15th, 2003 to February 20th, 2004, the Danish company COWI together with the SIA “Pro Via” carried out the pre-feasibility study on improvement and development of “The Via Baltica road section from 7.9 to 25.0 km on the main motor road A7” (including the A7 inbound road into Riga and the Kekava detour road) (including the environmental survey on the possible impact during the construction and maintenances phases). Designing, which was carried out within the project framework, was financed by the TEN – T budget. It is expected, that the PPP model will be used for construction.

The probability study of the high speed motor road Riga (Bukulti) – Adazi – Lilaste was commenced on August 22, 2006 by the SIA “Projekts 3”. The Baltezers bypass is being updated and technical solutions for reconstruction of the existing Adazi – Lilaste motor road section A1 (km 6,3 – 21,2) from 2 to 4 lanes are being prepared. Development of the road section Adazi – Lilaste goes under the name a high speed road”. Beginning of the Baltezers detour road is situated in the territory of the City of Riga, where its prospective connection to the Brivibas Street alternate in the Jaunciema gatve and, in perspective, in the Baltezers detour traffic junction, is planned.

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The Development study of the E67 Via Baltica road sectionA4 (Saulkalne) – Bauska (Arce) was commenced on November 14, 2006 by the A/S “Ceļuprojekts”.

Within the framework of the study, the prospective motor road (continuation of the motor road A4 over the river Daugava) and bypases of Iecava and Bauska are being updated, as stipulated by the Riga region territory planning, Development of the European E67 road section A4 – Grenctale goes under the name “High speed motor road”.

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ANNEXES

37

Annex No.1

Source: Comprehensive plan of Riga City 2006 - 2018

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Annex No.2Existing transport infrastructure in Riga region

Source: Development programme of Riga region 2005-201139

Annex No.3Daily commuting in Riga region (2004)

Source: Development programme of Riga region 2005-2011

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Annex No.4Average traffic intensity in Latvia on the State main roads (2006)

Average traffic intensity in Riga County on the State main roads (2006)

Source: VAS “Latvijas Valsts Ceļi”

Average traffic intensity (cars per 24 hours)% of freight traffic

Average traffic intensity (cars per 24 hours)% of freight traffic

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Annex No.5

Structure of freight traffic flows in Riga during a working day in summer 2004

Source: Description of existing transport situation for the Comprehensive plan of Riga city 2006-2018 by “Imink”, Ltd.

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Annex No.6

Structure of population traffic flows by cars in Riga city and agglomeration traffic during a working day in summer 2004

Source: Description of existing transport situation for the Comprehensive plan of Riga city 2006-2018 by “Imink”, Ltd.

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Annex No.7

Street network of Riga – existing situation

Source: Description of existing transport situation for the Comprehensive plan of Riga city 2006-2018 by “Imink”, Ltd.

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Annex No.8Perspective transport scheme of Riga region

Source: Spatial Development Plan of Riga Planning Region

Reconstruction of the state main roads

Perspective roads

International level

Inter-regional and regional level

Inter-regional level landscape road

Existing railways

Perspective railwaysInternational level(basic option)

Inter-regional and (alternative option)

For freight traffic

Development of airportsDevelopment of portsInternational level freight and yacht harbour

Small freight and yacht harboursSmall yacht harbours

Perspective ferry lines

Existing ferry lines

International airports

Military airfield

Small airfields

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Annex No.9Perspective local passenger train network, possible “Rail Baltica” routes

Source: Spatial Development Plan of Riga Planning Region

Existing electrified passenger train line (electric and diesel trains)

Existing non-electrified passenger train line (diesel trains)

Potential non-electrified passenger train line (diesel trains)

Perspective „Rail Baltica” line

The basic option

The alternative options

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Annex No.10Development of transport scheme in Riga County

Source: Riga County Territorial Plan 2007 – 2019

LEGENDThe state main roads

The state 1st quality roads

Railway

Planned national level motor roads, their junctionsPlanned regional level motor roadsPlanned railways

International bus-station

Riga international railway terminalInternational airport “Riga”

International ferry terminal

International cargo port

Skulte port

Small airfields

Park&Ride parking

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Annex No.11

Source: Comprehensive Plan of Riga City 2006 - 2018

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Annex No.12Chapter 9.11. of the Comprehensive Plan of Riga City 2006 - 2018 Explanatory memorandum

„Principles of transportation services in separate territories of the city”

Point 9.11.1. of Riga city council policy described in the explanatory memorandum of RTP-2006 says that „upon planning and developing Riga transport system the complex city structure shall be taken into account by applying different development principles and conditions in the Old Town, city centre, remaining part of the city respectively and regarding connections of Riga with the surrounding territories”.

OLD TOWNAims:

- To ensure pedestrians’ priority;- To reduce the use of motor transport in the Old Town.

The set aims can be achieved by the following principles: Reducing driving in of vehicles:

Higher entrance fee; Stricter requirements towards residents; Keep the physical barriers.

Limit parking possibilities: Wider restrictions of parking for vehicles on driveways; No multi-storey parking lots inside (only at the border outside); Transport vehicles of violators removed using vehicle evacuators.

Encumber internal movement of motor transport: Construct speed bumps; Make the network of streets open to traffic more complex; For road surfacing use the round cobble-stone13.

Improve pedestrian area network: Construct sideways of sufficient width; Use pedestrian friendly surface materials; Construct resting grounds (equipped with benches) after definite distances.

Assist movement of pedestrians: Establish one or two routes of light motorised (electrical transport recommended) passenger

transport; Support services of light cabs/pedicabs/coaches.

CENTRE Make full use of existing street network, but not increasing it. Install the motorways and critical streets with traffic management programmes:

Preclude parking or stopping of cars along sideways in particular parts of streets used for public transport;

Traffic lights in all intersections; all equipped with additional pedestrian section; In places where the traffic intensity differs in mornings and evenings introduce lanes of reverse

traffic; If narrow traffic lanes are used, reduce the allowed riving speed and install speed meters; Establish as possible one way streets; Construct as possible expansions (pockets) for access of stops by public transport; Prohibit left turns on all main motorways if not constructed with separate lane; Prohibit any turns (including access of motorway lanes) in the particularly critical sections; Station as many road police officers as possible on the streets; Ensure delivery of goods to the shops in strict hours.

Limit entering the area of city centre (particularly after construction of motorways and main streets network system) by introducing toll-zone in the whole centre territory14:

13 In this case particular consideration shall be made on alternative solutions to make it possible for handicapped people to cross such streets.14 Toll-zone would not be binding to residents of the particular area and the territory of paid zone shall be determined on the condition that at least one double route of the Daugava crossing solution in Riga is available free

The borders of paid zone could be established at the existing railway ring on the right bank of the river Daugava.

When entering the centre the car drivers use electronic transmitters or tickets. There can be several internal borders in the centre where the entrance fee is even higher.

Entrance rate shall depend on entrance time and total number of those entering the zone – the rate could be calculated basing on the amount of net average salary of a resident. The level of effective rate shall be continuously announced over the radio and on informative boards on the sideways, in particular when approaching the centre.

Public transport, pedestrians and bicyclists shall have priority: Evaluate the possibility in future to nominate streets where the traffic of automobiles would be

progressively limited by leaving the streets for use by public transport, pedestrians, bicyclists and, possibly, also for motorcyclists, mopedists and scooters, for instance, Brivibas Street, Vansu Bridge, Basteja/Aspazijas Boulevard, Marijas Street, Dzirnavu Street.

Reorganise public transportation service network in the very centre by creating cycles. Stops with overhang, benches and corresponding information on transport options by public

transport (including route schemes, schedules) shall be installed. Parking lots in centre allowed if they are not too visible and do not disturb movement of population

and transport vehicles: In critical sections of streets parking it shall be prohibited to park or stop on the driveway all the

time or in particular hours; Introduce paid mode to all parking lots on the driveways, setting higher fees near the very centre

by proportionally decreasing the fee away from the centre; Use vehicle evacuators against violators; Allow and support construction of underground parking lots or in courtyards of multi-storey

building blocks with modest entrance/exit gates, not larger than with capacity of 200 lots, with automatic counters of free lots.

Introduce the Intelligent Traffic Management System (ITMS) as a control mechanism for operation of the whole city centre: Install permanent traffic meters in all essential sections, connected to the central system; Connect all traffic lights to the central computer system with appropriate control programmes: Perform uninterrupted control of not only the green phases in each intersection, but follow also

the level of traffic intensity, which is transformed into the fee for crossing the borders; Announce the information permanently over the radio or on information boards; Connect the information on free parking lots to the system.

REMAINING TERRITORY OF RIGATasks: Improve the hierarchy of motorways and main streets; Construct roads of limited access; Establish public transportation lines, equip the parking lots with Park&Ride options, create access

networks; Support services of taxi busses; Introduce traffic pacification programmes in residential areas;

SUBURBSTasks: Install public transport terminals with Park&Ride options; Support services of taxi busses; Construct regional roads; Perform progressive supplement of the network of streets.

of charge.50

Annex No.13

Source: Comprehensive Plan of Riga City 2006 – 2018

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Annex No.14

Source: Comprehensive Plan of Riga City 2006 – 2018

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Annex No.15

SWOT analysis of Riga’s infrastructure (transport, communications and roads) By scale of Riga

By scale of

Country

By international

scaleStrong aspectsDevelopment of overland transport corridor. XThe complex and all means of transport’s point of intersection by scale of Latvia are disposed in Riga as well as the significant transit junction by scale of Baltic states.

X

System of public transportation is highly developed. XSystems of telecommunications and internet are up to date and developed

X

The development of investments in the infrastructure of transport is increased.

X

Cargo turnover is increased. XThe good reach by local and international scales. XWeak points Combined coordination of transport is insufficient. XCoordination of port and airport of Riga with main thoroughfares is insufficient

X

Alternative routing in region of Riga function weakly . XThe capacity of transport system is insufficient for Riga’s requirements.

X

Lack of united traffic planning system for Riga and environs .

X

Infrastructure of transport in many areas havebeen depreciated.

X

Problems of Riga affects almost whole country X X Opportunities To develop infrastructure of transport and include it into Trans-European transport network. .

X

To modernize the infrastructure of airports, port and railroad, to develop the international passenger and cargo air transport service and railroad network.

X

To produce the jointly coordinated transport system.. XTo ensure the access to information technologies and creation of new communications.

X

Threats The development of international transport corridor with roundabout of Riga.

X

Loss of market due to passenger traffic by public transport X Exceeded level of environment’s pollutions. XUsing of railroad network for dangerous cargo traffic activity over the Daugava river.

X

Insufficient carrying capacity of transport network and security level at increase of cargo volume

X

The competitiveness reduction of Riga’s port in comparison with the ports at Baltic Sea states.

X

Source: Riga City Development Programme 2006 - 2012

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