Development of Infrastructure on Krievu Sala for Relocation of Port Activities out of the City Centre”

Annex III

“DEVELOPMENT OF INFRASTRUCTURE ON KRIEVU SALA FOR RELOCATION OF PORT ACTIVITIES OUT OF THE CITY CENTRE”

THE ENVIRONMANTAL IMPACT ASSESSMENT

NON-TECHNICAL SUMMARY

Riga

2009 Environmental Impact Assessment related to Development of Infrastructure on Krievu sala for Relocation of Port Activities out of the City Centre

Table of Contents

INTRODUCTION ...... 3 1. CHARACTERISTIC FEATURES OF PORT INFRASTRUCTURE DEVELOPMENT ON KRIEVU SALA ...... 6 1.1. PERSPECTIVE TRANSPORT INFRASTRUCTURE ON KRIEVU SALA ...... 6 1.2. PLANNED DEVELOPMENT SOLUTIONS AND VIABLE ALTERNATIVES ...... 8 1.2.1. Planned Activity (Alternative 1) ...... 8 1.2.2. Non-implementation of Planned Activity ( Alternative 0) ...... 10 2. SPECIFIC FEATURES OF THE TERRITORIES, RELATED TO PLANNED ACTIVITIES, AND OF THE TERRITORIES ADJACENT TO THEM...... 11 3. MAJOR POSSIBLE ENVIRONMENTAL IMPACTS ...... 14 3.1. AIR QUALITY CHANGE ...... 14 3.2. NOISE AND VIBRATION LEVEL CHANGES ...... 15 3.3. IMPACT ON BIOLOGICAL DIVERSITY ...... 16 3.3.1. Impact on Specially Protected Nature Territories ...... 16 3.3.2. Impact on Biotopes and Plant Species ...... 16 3.3.3. Impact on Birds ...... 16 3.4. IMPACT ON LANDSCAPE ELEMENTS AND CULTURAL AND HISTORICAL ENVIRONMENT ...... 17 4. ASSESSMENT OF ENVIRONMENTAL IMPACT RELEVANCE ...... 20 4.1. NECESSARY CHANGES IN TRANSPORT SCHEME ...... 20 4.2. AIR QUALITY CHANGES ...... 20 4.3. NOISE CHANGES ...... 20 4.4. SUSPENDED MATTER IMPACT ON WATER QUALITY ...... 21 4.5. RAINWATER IMPACT ON THE DAUGAVA RIVER ...... 22 4.6. IMPACT ON HYDRO-GEOLOGICAL CONDITIONS ...... 22 4.7. FORECASTED CONTEMPORARY GEOLOGICAL PROCESSES’ CHANGES ...... 22 4.8. IMPACT ON SPECIALLY PROTECTED NATURE TERRITORIES ...... 22 4.9. IMPACT ON BIOTOPES AND PLANT SPECIES ...... 23 4.10. IMPACT ON BIRDS ...... 23 4.11. IMPACT ON LANDSCAPE ELEMENTS AND CULTURAL-HISTORICAL ENVIRONMENT ...... 23 5. FEASIBLE IMPACT ON SOCIETY ...... 25 5.1. NECESSARY CHANGES OF TERRITORY PLANNING AND AMENDMENTS TO PLANNING DOCUMENTS 25 5.2. ASSESSMENT OF TRANSPORT GENERATED IMPACT ...... 26 6. ALTERNATIVES COMPARISON AND JUSTIFICATION OF THE SELECTED ALTERNATIVE 27

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List of Abbreviations

AE Andrejsala/Eksportosta EIA Environmental Impact Assessment FR Freeport of Riga FRA Freeport of Riga Authority FS Feasibility Study JSC Joint Stock Company Ltd. Limited Liability Company ha Hectare m2 Square Meter m3 Cubic Meter PM10 Particulate Matter Ten Project Development of Infrastructure on Krievu Sala for Relocation of Port Activities out of the City Centre Ro-Ro Roll-on/Roll-off dB Decibel RTU Riga Technical University UNESCO United Nations Educational, Scientific and Cultural Organisation

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Introduction Krievu sala (Krievu island) is a vacant territory on the northern part of Riga city, on the territory of the Freeport of Riga (FR). Its development pre-requisites are stipulated by two binding Riga City Council Regulations (binding regulations Nr.34 of 20.12.2005 ” Regulations of Riga territory use and construction within its limits” and binding regulations Nr. 65 of 29.02.2000 ”On Approving of Krievu sala Detailed Planning), the Resolution of Constitutional Court of the Republic of Latvia of 17.01.20081 and the FR Development Program for 1996-2010. In compliance with the Resolution of Constitutional Court of the Republic of Latvia of 17.01.2008 the territory of Krievu sala shall be developed for the purpose of portuary construction, its detailed use for port needs is defined in the Krievu sala detailed planning. In compliance with the FR Development Program the territory of Krievu sala shall be used for the needs of general cargo and dry bulk cargo handling terminals. At present, in compliance with the amendments to Riga Development Plan, that are now being worked out2, industrial territories of the FR have to be relocated from densely populated city center to industrial suburbs of the city, with the aim to reduce environmental impact of the port’s activities, to reduce cargo traffic in the historical center of Riga, to improve social- economical environment of the city fostering strategic urban development. In compliance with the project ” Development of Infrastructure on Krievu sala for Relocation of Port Activities out of the City Centre” it is planned to develop the territory in the northern part of Krievu sala, that has not been used before, with the long-term aim to ensure port terminals’ operation. The project is being implemented in the following stages: 1) To receive technical and special terms and conditions from state and municipal institutions; 2) To elaborate feasibility study and design sketch, that provide solution for Krievu sala northern part development and functional zoning; 3) To carry out the procedure of environmental impact assessment (EIA) related to scheduled operation impact; 4) To elaborate work project documentation for engineering-technical preparation of the territory (territory’s fill and/or reclamation, construction of four berths at the Daugava River and three berths at Hapaka ditch, creation of a fairway access to the berths, main engineering networks, that will provide local connection to water supply, sewage and electricity systems on perspective terminal territories, traffic infrastructure, that will be built on Krievu sala (motor roads and railway to ensure proper functioning of perspective terminal territories). After termination of infrastructure development project it is planned to use the northern part of the developed territory for general cargo, Ro-Ro and dry bulk cargo terminal, and the terminals handling dry bulk cargo, including coal, can be deployed on the eastern part. The territories of both terminals are separated by the territory of a newly designed railway freight station. It is planned to use southern-western part and the southern part of the developed territory for the needs of administration/office building. 5) To carry out construction work stage by stage. It is planned to carry out construction work by separate stages in separate sections in accordance with technological solutions provided by the work project.

1 the Resolution of Constitutional Court of the Republic of Latvia of 17.01.2008 in regards of court proceedings Nr.2007-11-03 " On compliance of the Riga territory planning section for 2006.–2018, that is related to the Freeport of Riga territory, with clause 115 of Constitution of the Republic of Latvia ", 2 Ammendments have been approved by the Riga City Council at 18.08.2009

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The present EIA is being elaborated on the basis of resolution, adopted by the Environment State Bureau (ESB) on 29 April 2008. The said resolution refers to application of EIA after initial assessment of impact, that was completed by the Lielrigas Regional Environmental Board on 10April 2008. The EIA program was issued on 16 June 2008. In compliance with this program EIA was carried out by ”Eiroprojekts” Ltd. The planned activities are initiated by the Freeport of Riga Authority (FRA), its legal address: 40, Saivas street, Riga, LV-1030, tel. 67030800. The EIA is performed in regards of direct and indirect expected impacts, that result from planned Ro-Ro, general cargo and dry bulk cargo terminals’ operation on Krievu sala and relevant infrastructure developments related to that. The purpose of the present EIA is not aimed at assessment of all possible Riga development projects, it concerns the projects, that directly or indirectly are related to shifting certain port operations’ part from the right bank of the River Daugava to Krievu sala. Other infrastructure (namely – motor roads and railway) development projects, that due to their uniform and approved development in compliance with City Development Plan are closely linked with operations, evaluated in the framework of the present EIA, but at the same time are independent projects of much bigger scale and more extensive functions compared with the task to ensure port operations on Krievu sala. In compliance with the scale of the mentioned development projects, the relevant EIA are being designed and applied for them, the said EIA are being reviewed in the framework of the present EIA, and their possible impact, provided it is possible to forecast any in regards of the planned activities, is assessed in the framework of the present EIA only in the amount that might be related to the direct consequences that can be produced by the planned activities.

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1. Characteristic Features of Port Infrastructure Development on Krievu sala 1.1. Perspective Transport Infrastructure on Krievu sala Motor roads. Riga street network structure and development is defined in the Riga City Development Plan for 2006-2018 and according to the said plan the street network shall be developed with the aim to ensure balanced traffic flows on both banks of the Daugava River. It is planned to organize motor transport flows on Krievu sala territory from the side of Daugavgrivas street, that has the status of arterial or main street, along reconstructed section of Zila street up to terminals’ territories. Internal terminal traffic structure is divided - specific access roads will lead to Ro-Ro and general cargo terminal sites, other access roads are designed to reach dry bulk cargo terminal sites. Railway tracks. In compliance with Riga railway track structure development railway tracks on the left side of the River Daugava shall be developed and its throughput capacity shall be considerably increased - ”Bolderaja-1” freight station will be reconstructed and ”Bolderaja-2” freight station shall be built, the connecting railway track to be built from the said freight station to the terminals. After reconstruction of existing “Bolderaja-1” station, it is planned that it will service up to ten freight train pairs per 24 hours, while a new ”Bolderaja-2” station will service up to 15 cargo train pairs per 24 hours. It is planned that by 2014 the State Joint Stock Company (JSC) ” Latvijas dzelzceļš” will implement total reconstruction of Riga railway junction. Cargo transshipment by rail on the territory of Krievu sala will be ensured by creating a marshalling yard ”Krievu sala-I”, that consists of mutually parallel railway tracks with the throughput capacity of 600 freight cars/day. The total length of railway infrastructure is 22.4 kilometers, including marshalling yard ”Krievu sala-I” and access railway tracks to both terminals. Net length of acceptance-forwarding railway is 850 m and 450 m, that of the sorting railway – at least 450 m.

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Scheduled operation implementation site - Krievu Island

Andrejsala and Eksportosta (“0” alternative)

New railway track branch to Krievu Island

New Freight station Bolderāja II to be built

Figure 1. Scheme of Riga railway junction development (source: State JSC “Latvijas dzelzceļš”)

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1.2. Planned Development Solutions and Viable Alternatives 1.2.1. Planned Activity (Alternative 1) In compliance with the planned territory functional zoning ( Figure 2) it is planned to build berths for vessels with tonnage exceeding 1350 tons on the territory as well as engineering and traffic infrastructure to ensure berth operation and carry out engineering preparation work to provide for further terminal operations. The territory is divided into three operational zones:  Universal dry bulk cargo complexes with open cargo sites on the side of the Daugava River bank at berths Nr. l, 2, 3 and Nr. 4, near the territory leased to JSC ”Lindeks” ;  At Ziemeļu (Northern) end, near the Daugava River and Hapaka ditch, there will be projected cargo, food cargo and special dry bulk cargo zone at berths Nr. 5 and 6, both with open freight storage sites and indoor dry bulk cargo warehouse and cold storage;  Ro-Ro cargo transshipment complex from the side of Hapaka ditch at berth Nr. 7, both with open cargo storage and indoor warehouse facilities.

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Figure 2. Planned functional zoning of Krievu sala territory . Design sketch,, “Jūras projekts”Ltd, 2008

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1.2.2. Non-implementation of Planned Activity ( Alternative 0) The activity that is set out as an alternative for the planned activities is non-implementation, i.e. maintaining existing infrastructure of Andrejsala and Eksportosta (AE) and current operational volume without their shifting to Krievu sala - the so called Alternative 0: dry bulk cargo terminal will remain at its present location – beyond the territory of the FR and not far from protected zone of Riga historical center, that is protected by the State and included into UNESCO World Heritage List as a noteworthy cultural object. Alternative 0 does not comply with national strategic and Riga planning framework documents, that stipulate reduction of port territory in the vicinity of Riga historical center and shift of portuary operations from the city center, thus providing prerequisites for further development of Riga, Latvian capital, in compliance with principles of modern European metropolitan spatial planning, based on city space division according to environmental function. Alternative 0 does not comply with the projects ”Riga Railway Junction Reconstruction” and ”Riga Transport System Connection with the Road Via Baltica (Ziemeļu Crossing and Access Roads )”, in accordance with the said projects it is planned to build up connection between railway and motor roads and port infrastructure development on Krievu sala. On the other side it is without reason to consider this alternative as impossible, i.e. the one that cannot be used for comparison. Though according to territory planning documents another perspective land use type is being stipulated for historical port operation area, inappropriate use situation might exist for a longer period of time, especially in case that there is lack of deployment alternatives.

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2. Specific Features of the Territories, Related to Planned Activities, and of the Territories adjacent to them. The site of planned operations (approximately 64,6 ha) is located in Kurzemes region of Riga City administrative territory and at the same time within the territory of the FR - on the left bank of the Daugava River, in the northern part of Krievu sala. A new cargo handling territory on the northern part of Krievu sala, approximately 8, 6 km to the north-west from the city center, is delimited by (Figure 3):  from the north-east – by the Daugava River;  from the south-west – by Hapaka ditch;  from the southern side - territories leased to ”Krievu salas Terminals” Ltd and the JSC ” Lindeks” ;  From the western side - the former JSC „Bolderāja” waste water treatment facilities. The Krievu sala territories to be developed consist of two land plots with the following addresses:  25, Zila street, Riga, land plot with cadaster No.01000970143, owner –the Ministry of Transport of the Republic of Latvia;  Zila street (no number), land plot with cadaster No. 01000970145, the owner is Riga City Council.

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Figure 3. Scheduled operation implementation site and adjacent territories. The land of the mentioned port enterprises’ territory and water area is in possession of the FRA. In compliance with the laws - the “Law on Ports” and the “ Law on the Freeport of Riga “, the FRA has ownership rights for the land, owned by the State and municipalities, as well as the rights to use, to hire out or to lease the said land, or to encumber it with easements for the purpose of constructing buildings and structures, surface and underground communications systems, or in order to perform other economic activities, particularly with respect to the right of use or the right of use for construction. The FRA in such cases is acting on behalf of the land owner. Krievu sala is not populated. The nearest populated area - the residential area of Bolderaja – is located just behind Hapaka ditch, to the west from the western and north-western parts of Krievu sala. The territory, that is delimited by Hapaka ditch and Lielupes street, in compliance with zoning, is the territory of mixed construction zone/green areas and nature territory/private family houses area/public housing area. The territory that is delimited by Plata, Lielupes, Jatnieku and Spailes streets, is residential construction area with many multi- apartment houses.

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The multi-apartment residential buildings of Bolderaja residential area (68, Lielupes street and 15a Jatnieku street), that are the nearest to the scheduled operation territory, are located respectively in ~430 and ~260 m in W direction from it. The nearest buildings (29, Lielupes street) are located in ~330 m from the scheduled operation territory. The nearest technical type buildings are located on the very banks of Hapaka ditch, that is ~250-280 m from the scheduled operation territory. The nearest commercial object - the JSC “Latvijas Jahta” yachting club with a boat park (1c Stūrmaņu street) is located approximately 180 m away from N end of Krievu sala to the west, but the nearest public object -Riga Bolderaja pre- school educational facility (20, Platā street ) - approximately 860 m away from W end of Krievu sala to the west. The major part of public and commercial objects are located on Stūrmaņu and Gobas streets - there are schools, several banks, a market, shops, a post office, a police station, several beauty care and recreation facilities, as well as public catering facilities. Bolderaja center with the previously mentioned objects is located 600 – 1300 m away from W border of the planned operation territory. Precise statistics data on population number in Bolderaja are not available; these data are not collected and processed by any public institution. Still information, provided by certain institutions/sources (www.vikipedia.lv, State Social Security Service press releases, information provided by housing agencies), lets us assume that population of Bolderaja is approximately 24 000 people.

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3. Major Possible Environmental Impacts 3.1. Air Quality Change

As for air pollution aspect - only impact of particulate matter PM10 pollution levels shall be taken into account in regards of implementation or non-implementation (Alternative 1 or Alternative 0) of the planned activities beyond the territory of main business activity. The cases, when limit values, stipulated by the regulatory enactments, were exceeded, had neither been detected, nor forecasted. In regards of permissible pollution level an Alternative 0 maintains considerable share of pollution provided directly or indirectly by port operations at general level. Whereas Alternative 1 considerably reduces pollution level in AE compared to current situation, at the same time undoubtedly increasing this level on Krievu sala. Still both Alternatives are characterized by the fact that even in regards of one pollution type, that is provided by considerable input of handling operations, it is merely local and its impact on the nearest territories beyond the zone of direct business activity is unsubstantial. Table 1 - Reduction of pollution level in the area of AE provided the planned activities are being implemented 8 hours Year average 24 hours average 1 hour average average Substance Code concentration concentration concentration concentration μg/m3 μg/m3 μg/m3 μg/m3 Particulate 200002 14* 17** - - matter(PM10) Carbon oxide 020029 - - < 0,1 - Nitrogen oxide 020039 < 0,1 - - < 0,1 Sulphur dioxide 020032 - < 0,1 - < 0,1 * Level has dropped for 64 % compared with current situation. ** Level has dropped for 34 % compared with current situation. Table 2 - Increase of pollution level in the area of Krievu sala provided the planned activities are being implemented in the nearest residential area

Maximum Share of pollution, Calculation Total pollution total emitted by enterprises Substance period/time as for air quality concentration, in total concentration, interval norm, % μg/m3 %

Particulate 30+17=47 24 hours 36 94 matterPM10 8+2=10 Calendar year 20 25 Carbon oxide 350+1=351 8 hours 0,3 3,5 Nitrogen oxide 65+10=75 1 hour 13 37,5 15+0,6=15,6 Calendar year 3,8 39 Sulphur dioxide 9+0.21=9.21 1 hour 2,3 2,6 7+0,21=7,21 24 hours 2,9 5,8

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Figure 4. Calculated noise level that will be created on Krievu sala by new noise sources, and exceedance zone. 3.2. Noise and Vibration Level Changes In the process of modeling calculated long-term noise indicators level values at residential houses territories during the day and at night on the opposite side of Hapaka ditch, where JSC “Latvijas jahta” is located and where low-rise construction is allowed in future, a small area (~0, 5 ha) of possible noise disturbance was detected, where noise level value exceeds stipulated noise limit values (Figure 4) for perspective low-rise buildings. This problem, provided it occurs, will occur during the period of terminal operation and it will be possible to specify it by relevant measurements and implement relevant anti-noise activities prior to development of low-rise construction.

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On the basis of calculated noise level analysis it can be stated that noise, generated in the result of operations of cargo handling terminals, located on Krievu sala, in the long-term perspective will not exceed noise limit values on the nearest territories of low-rise residential buildings. The major impact, most probably, will be provided by noise, generated by port servicing traffic (railway and motor) along all Bolderaja railway section. That means that share of residents, that are subject to noise impact, will grow in all Riga residential areas (Iļģuciems, Āgenskalns, Torņakalns), that are crossed by access motor roads and railway tracks leading to Krievu sala cargo handling facilities. The expected growth of noise level at Riga-Bolderaja railway section will be 8 dB at an average, that is a considerable increase. In the result of motor cargo traffic intensity growth additional cargo traffic noise level will grow for 0.5 dB at an average, that can be considered unsubstantial additional noise pollution factor. Noise situation on the right side of the Daugava River will improve for 0.5 dB at an average due to traffic flow reduction on access roads to cargo handling terminals . 3.3. Impact on Biological Diversity 3.3.1. Impact on Specially Protected Nature Territories The planned activities aimed at developing port infrastructure on Krievu sala in compliance with the developed Project, as well as specific features of the planned economic activities, shall not be regarded as the factor that threatens or might threaten value of specially protected nature territories in the nearest future. Mīlestības sala (island) is located ~500 m away from the scheduled operation territory’s utmost northern point, still actual distance from Krievu sala to small lake, that is adaptable for water birds existence, is approximately 1 km. It is not likely that lighting of Kievu sala berths with powerful projectors might have any impact on water birds nesting on small lakes of Mīlestības sala. The Laridae have already demonstrated their ability to adapt to very different natural light conditions (for example, nesting on the roof of Press House, on the warehouses’ roofs on the territory of the FRA on the right side of the Daugava River). Therefore it cannot be assumed that floodlighting of some territory, that is 1 km away, might have any impact on nesting. Therefore, it is not expected, that air pollution, that might emerge from Krievu sala with the relevant wind flow, might influence birds` nesting on Mīlestības sala to greater extent, than people residing in residential areas of Bolderaja. 3.3.2. Impact on Biotopes and Plant Species Implementation of the planned activities is related to total elimination of Krievu sala ground vegetation on the Project territory, but the said ground vegetation does not have any specific value in regards of species’ and biotopes’ protection and biological diversity. 3.3.3. Impact on Birds Assessing the possibility to preserve black headed gull colony on Krievu sala, the species status and relevant biological properties, the history of this birds’ colony in the lower reaches of the Daugava River should be taken into account, as well as the schedule of Krievu sala re- development and possibility to introduce changes into this schedule with the aim to postpone transformation of the colony’s location site, that, in fact, is its forcible extinction. There are some reasons to believe that sand and mud expansion into colony’s site has taken place before nesting season, in fact, the main damage, provided by the said efflux, is linked with extinction of the nesting substratum - bulrush marsh. At present it can be deemed that the favorite nesting substratum of black headed gull and other water birds – surrounded by water relatively dry bulrush quagmire - has practically ceased to exist on Krievu sala.

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Provided port terminals are developed there, further nesting of river terns, small terns, river plovers and oystercatchers on Krievu sala will be impossible. Still, taking into account ecological flexibility of the said species, it can be assumed that the birds will find new nesting areas, provided the appropriate territories are located in the vicinity of Krievu sala and for many years have been used for nesting purposes by these species. Zhurku sala (island), Mīlestības sala and “Krēmeri” nature reserve might be considered as suitable alternative nesting places not far from Krievu sala. The activities, that have to be implemented to renew birds’ nesting on Zhurku sala as well as activities aimed at facilitation of the said nesting on Mīlestības sala after Krievu sala becomes unsuitable for nesting, are reviewed in the EIA Final Report. In the framework of the said activities it is planned to develop the historical nesting place in compliance with bird ecological needs instead of artificially creating a new nesting place. In compliance with part 8, Section 41 of the “Law on Aviation” , the activities, that facilitate or may facilitate the mass presence of birds (permanent feeding sources and nesting places) – within a radius of 15 kilometres from the aerodrome reference point, shall be coordinated with Civil Aviation Agency. The data collected during the last half of the century on Laridae population change, including the most numerous Latvian species – black-headed gull and silver gull - indicate that the most important factor, that has an impact on number of the nesting birds, is feed. Due to the fact that it is not planned to create any new feed sources available for birds in Riga and Riga region, i.e. fur animal farms, where feed was available for both animals and birds, new open dumps, as well as it is not planned to return to Socialist fish storage under open sky without any cover, the growth of Laridae population within a radius of 15 km from the airport, compared to the existing one, is not expected. Relatively small relocation of nesting Laridae birds within a radius of 15 km from roof colonies (in 2008 there were 432 black-headed gull nests and 94 river tern nests on the Press House roof; there were 375 black-headed gull nests and 288 river tern nests on the roofs of Riga Technical University (RTU) in Kipsala; there were approximately 100 pairs of herring gulls on various warehouses’ roofs on the FR territory). Besides, relocation of Laridae for nesting purposes from the Press House and RTU roofs, that are located approximately in 7.2 km from the airport, to Zhurku sala (14.4 km from the airport) or to Mīlestības sala (14.0 km from the airport) can enhance flying safety. This relocation of the Laridae population is inevitable due to roof repair, for the owners choose the materials and structures, that are not suitable, (or badly suitable) for gulls nesting purposes. 3.4. Impact on Landscape Elements and Cultural and Historical Environment It is very important to understand that Krievu sala, the site of the planned terminal construction, is located at the confluence of two rivers - the Daugava River and the Bullupe River. The island together with “Jūras Vārti” (Sea Gate), Daugavgrīva fortress and Mīlestības sala, a part of Piejūras Nature Park, are part and parcel of cultural-historical landscape of the Daugava River estuary area that can be defined as the landscape of state importance. Panoramic views of the Old Riga church spikes, Riga bridges and high-rise buildings as well as beautiful silhouettes of cruising vessels, yachts and catamarans create unforgettable ambience. This picturesque landmark meets the inbound vessel passengers entering Riga port and provide visual farewell to those leaving the port. That is why we recommend to assess introduction of the newly developed terminal image into gently sloping panorama of the left bank of the Daugava River quite carefully, though there are many industrial and urban landscape elements, such as breakwaters and other port constructions with vertical accents - electricity transmission lines, port structures and buildings. It should be taken into account that the said landscape of the Daugava River banks has typical historical

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and cultural values, enriched by river branches and other water basins. In the process of the terminal development, the buildings and constructions should be designed with the aim to find harmonizing landscape factors dominating over destructive ones. According to the world practice industrial objects, as well as civil architecture, can be associated with esthetical elements, provided the design of the said objects is harmoniously integrated into residential and natural environment, that is often implemented in the framework of Scandinavian industrial design and landscape solutions. According to research results, it can be stated, that cultural objects were not detected in the close vicinity of the projected terminal “Krievu sala”, as well as in the surrounding area (within a radius of 1 km ), and this area is not included into the scope of protection zone related to historical and cultural objects protected by state. In the result of planned terminal construction the remnants of former artillery battery, linked with military history, can be endangered, therefore it is recommended to carry out additional research and filing at this place, as well as to preserve the preserved fragments of those structures if possible. Coal dust emissions might occur during terminal operation in the process of coal cargo handling, due to the fact that existing regulatory enactments regulate permitted air pollution level, without stipulating that this dry bulk cargo should be handled in completely closed system, and that provides additional emission increase risk. Though mostly south-western and western winds are dominating at this location, still provided the wind direction changes into eastern, north-eastern and northern direction, there might be additional polluting load for residents of residential areas nearby. At the same time in the result of western winds impact the residents of Kremeri and Voleri residential areas might face negative emission influence. There is also a certain risk that the recreational value of the Bolderaja Yachting Club, that is in the close vicinity of Krievu sala, will decrease. On the other hand in compliance with Riga City Development Plan AE territories will be re-developed as modern construction zone, providing for further elaborate development of Riga as European metropolis, its landscape being designed on the basis of cultural and architectural heritage, that has gained world recognition, involving further input of contemporary architecture, that will foster the future development of this Baltic capital. Previous port activities that were carried out in the vicinity of the city center completely paralyzed landscape development of this territory, providing the following solution – mounting shields to obstruct the view at traditional industrial landscape with the aim to isolate it from the historical silhouette of Riga. The vision of landscape development of the said territory is provided on Figure 5. This vision should not be regarded as a landscape alternative, developed in the framework of the present EIA, it is a mere illustration showing that the present public space development solution or any other solution, providing access to the River Daugava waterfront in the center of Riga, ensures a noteworthy residential environment improvement.

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Figure 5 (collage). AE today (on the left) and their perspective development vision (on the right, source “Vides projekti”Ltd, 2008.)

19 Environmental Impact Assessment related to Development of Infrastructure on Krievu sala for Relocation of Port Activities out of the City Centre

4. Assessment of the Environmental Impact Signifficance 4.1. Necessary Changes in Transport Scheme No principal changes related to vessel traffic in the estuary of the Daugava River in the Gulf of Riga can be forecasted due to planned activities implementation. In the framework of increasing sea-bound cargo traffic, the transfer of main load of cargo handling operations closer to the sea gate can be evaluated as a positive trend that will immensely reduce vessel traffic intensity in the Daugava River basin within the territory of Riga. The planned activities comply with the railway and motor road network development plans and vice versa - railway and motor road network development plans refer to the necessity to provide services related to the growing amount of port operations in Pardaugava (left bank of Daugava River). No environment risks directly resulting from planned activities, that have to be compensated by the submitter of this scheduled operation in the framework of the present project, were detected. As for the traffic infrastructure projects, that are indirectly related to the present project, for which the relevant environmental impact assessments were elaborated, there might be potential environment risk detected and relevant compensating measures might be recommended. Conclusions Alternative 1: Substantially positive impact: fully comply with transport development plans in regards of traffic balance between the River Daugava banks and reduction of vessel traffic flow on the Daugava River within Riga territory. Alternative 0: Unsubstantially negative impact (does not comply with transport development plans, does not provide any unexpected negative impact, still maintains a certain traffic imbalance in regards of both banks of the Daugava River, elimination of the said misbalance might have a positive impact, as well as maintains the existing unfavorable trend of cargo vessels entering the center of Riga). 4.2. Air Quality Changes

Provided Alternative 1 is implemented, air-ground pollution by PM10 at AE will decrease by 34% - 64% (in regards of 24 hours’ and annual concentrations respectively). At the same time the level of PM10 pollution within the residential area that is close to Krievu sala will grow for 20% - 36% (in regards of annual and 24 hours’ concentrations respectively), that is relatively smaller growth compared to relevant reduction at the location, from which the port operations have to be transferred. No environment risks directly resulting from planned activities, that have to be compensated by the submitter of this scheduled operation in the framework of the present project, were detected. Conclusions Alternative 1: Neutral impact (pollution will decrease at one location, and will increase at another location, with no exceedances of limit values at both locations). Alternative 0: Neutral impact (pollution will remain unchanged at one location; it will not increase at another location, with no exceedances of limit values at both locations). 4.3. Noise Changes A small area (~0.5 ha) of possible noise disturbance was detected during the day and at night on territories of residential housing on the opposite side of the Hapaka ditch, where low-rise construction is allowed in future.

20 Environmental Impact Assessment related to Development of Infrastructure on Krievu sala for Relocation of Port Activities out of the City Centre

Making analogous conclusion, after port facilities construction Riga-Bolderaja railway branch will be much busier than Jugla branch of Riga railway. The expected growth of noise level at Riga –Bolderaja railway section will be 8 dB at an average, that can be considered as a remarkable increase, still due to unavailability of actual data related to railway traffic at night is impossible to assume that noise limit values will be exceeded. In the result of motor traffic load increase due to additional cargo traffic flows, noise level will grow for 0.5 dB at an average, that can be evaluated as insignificant additional noise pollution. It should be taken into account, that current motor traffic intensity on Daugavgrivas street provides a significant noise disturbance zone within the surrounding residential area. Noise situation on the right bank of the Daugava River will improve for 0.5 dB at an average in the result of traffic flow reduction on the access roads to the developed cargo handling terminals. No environment risks directly resulting from planned activities, that have to be compensated by the submitter of this scheduled operation in the framework of the present project, were detected. Conclusions Alternative 1: Unsubstantially negative impact (possible local noise limit exceedance is considered to be insignificant and easy to prevent, the expected considerable growth of noise, generated by traffic is not directly related to the planned activities, but is the consequence of several integrated development plans’ implementation, that are to be executed far beyond the territory of the planned operations, therefore non-implementation of the planned activities will not comply with refusal to implement the relevant integrated development plans). Alternative 0: Neutral impact (the input into noise limit value exceedance is insignificant). 4.4. Suspended Matter Impact on Water Quality In the framework of the Riga port water area dredging it is planned to dredge soil in the amount of 4.2 million m3, and the certain part of the said excavated soil to be used for newly developed territory embankment. Before commencement of construction work it is planned to perform an experiment – dispersion of suspended matter in the so called „water column”. On the basis of the experiment’s outcomes the works’ impact on river biological resources will be calculated. Compensation for river biological resources losses incurred is stipulated in compliance with the provisions of 8 May 2001 Cabinet Regulations Nr. 188 ”Procedure of definition and compensation of fish resources damage incurred during the execution of economic activities”. Still apart from Krievu sala development project, even bigger scale dredging works are being planned. No environment risks directly resulting from planned activities, that have to be compensated by the submitter of this scheduled operation in the framework of the present project, were detected. Conclusions Alternative 1: Unsubstantially negative impact (soil excavation has negative impact on the ecosystem of the Daugava River, the amount of this impact to be evaluated after the present EIA, but non-implementation of the planned activities does not eliminate necessity to execute soil excavation related to the Daugava River). Alternative 0: Neutral impact (there are no additional impacts on the Daugava River ecosystem compared to current situation and relevant planned activities).

21 Environmental Impact Assessment related to Development of Infrastructure on Krievu sala for Relocation of Port Activities out of the City Centre

4.5. Rainwater Impact on the Daugava River The same activities that are being executed in the area of Andrejsala and approximately in the same amounts will be carried out on the reviewed territory, but it should be noted that the rainwater on Andrejsala is discharged into the Daugava River without any preliminary treatment. That means that ecological situation must be improved. No environment risks directly resulting from planned activities, that have to be compensated by the submitter of this scheduled operation in the framework of the present project, were detected. Conclusions Alternative 1: Unsubstantially positive impact (current discharge of untreated storm water into the Daugava River has negative impact on water quality, and the amount of this impact cannot be assessed in the framework of the present EIA, therefore an option of treated storm water discharge is considered to be unsubstantially better solution in regards of precaution measure). Alternative 0: Neutral impact (there are no additional impacts on the Daugava River ecosystem compared to current situation). 4.6. Impact on Hydro-geological Conditions There is neither individual nor decentralized water supply system on Krievu sala. Therefore the planned activities would not have any direct impact on the underground drinking water resources and their quality. As for impact on the nearest drinking water wells - it is rather doubtful. At the same time, there is no decentralized water supply system on the right bank of the Daugava River. No environment risks directly resulting from planned activities, that have to be compensated by the submitter of this scheduled operation in the framework of the present project, were detected. Conclusions Alternative 1: Neutral impact. Alternative 0: Neutral impact. 4.7. Forecasted Contemporary Geological Processes’ Changes No major changes of contemporary geological processes can be forecasted due to execution of the planned activities. Provided the activities are not implemented no contemporary geological processes’ changes can be expected. No environment risks directly resulting from planned activities, that have to be compensated by the submitter of this scheduled operation in the framework of the present project, were detected. Conclusions Alternative 1: Unsubstantially negative impact. Alternative 0: Neutral impact. 4.8. Impact on Specially Protected Nature Territories Planned activities provide no threat for specially protected nature territories value on both banks of the Daugava River.

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No environment risks directly resulting from planned activities, that have to be compensated by the submitter of this scheduled operation in the framework of the present project, were detected. Conclusions Alternative 1: Neutral impact. Alternative 0: Neutral impact. 4.9. Impact on Biotopes and Plant Species Implementation of the planned activities is related to total elimination of Krievu sala ground vegetation on the project territory, but the said ground vegetation does not have any specific value in regards of species’ and biotopes’ protection and biological diversity. No environment risks directly resulting from planned activities, that have to be compensated by the submitter of this scheduled operation in the framework of the present project, were detected. Conclusions Alternative 1: Neutral impact. Alternative 0: Neutral impact.

4.10. Impact on Birds Taking into account ecological flexibility of the said species, it can be assumed that the birds will find new nesting areas, provided the appropriate territories are located in the vicinity of Krievu sala and for many years have been used for nesting purposes by these species. Zhurku sala might be considered as suitable alternative nesting place not far from Krievu sala. The impact cannot be defined as significant one due to the fact that at present possibility to continue bird nesting on Krievu sala is considered to be rather doubtful. No environment risks directly resulting from planned activities, that have to be compensated by the submitter of this scheduled operation in the framework of the present project, were detected. Conclusions Alternative 1: Unsubstantially negative impact. Alternative 0: Neutral impact.

4.11. Impact on Landscape Elements and Cultural-Historical Environment In the process of the terminal development, the buildings and constructions should be designed with the aim to find harmonizing landscape factors dominating over destructive ones. According to the world practice, industrial objects as well as civil architecture, can be associated with esthetical elements, provided the design of the said objects is harmoniously integrated into residential and natural environment that is often implemented in the framework of Scandinavian industrial design and landscape solutions. According to research results, it can be stated that cultural objects were not detected in the close vicinity of the projected terminal “Krievu sala”, as well as in the surrounding area (within a radius of 1 km ), and this area is not included into the scope of protection zone related to historical and cultural objects protected by state. At the same time re-development

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of AE territories into modern construction zone, creating public space with access to the Daugava River waterfront in the center of Riga will ensure a noteworthy residential environment improvement. No environment risks directly resulting from planned activities, that have to be compensated by the submitter of this scheduled operation in the framework of the present project, were detected. Conclusions Alternative 1: substantially positive impact. Alternative 0.: Unsubstantially negative impact (the current situation is being preserved, so it is not possible to define any major direct negative impact, still preservation of landscape-wise low-value territories, hindering their development, can be considered as unfavorable situation, that has to be handled).

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5. Feasible Impact on Society 5.1. Necessary changes of territory planning and amendments to planning documents The planned activities or Alternative 1 – shifting certain part of Riga port activities from the city center’s AE to Krievu sala, including development of relevant infrastructure, are in full compliance with Riga City Development Plan, Riga Port Development Plan, detailed plan of the territory of perspective operation, as well as with State JSC ”Latvijas dzelzceļs” infrastructure development, motor ways and Daugava crossing development plans. In fact, implementation of the said activities is stipulated by all valid enactments and documents, as well as by the documents, that are being elaborated or amended, related to development of the city of Riga and the FR. At the same time current port operations, carried out in AE area, do not comply with Riga Development Plan, and in the framework of the said plan they have inappropriate use status, that in fact means that construction of any new building or annex, reconstruction or demolition of the existing buildings related to production/economic (terminal operation) functions cannot be executed. Therefore terminals operating on the said territories do not have any development or optimization options. Due to the above mentioned facts non-implementation of the planned activities or Alternative 0 does not comply with valid planning documents. According to the forecasted situation (after implementation of the planned activities) AE will be newly developed territories as downtown construction or mixed type development territories in compliance with valid Riga Development Plan. Continuation of port operations and their development on the said territories will be linked with amendments of the relevant Riga Development Plan and those of other planning documents, thus abandoning planned and approved intention to free the said territory for the purpose of downtown construction or the mixed type development, reverting to the current use and development scenario with the aim to maintain in future as well, and thus abandoning all infrastructure development plans on the left side of the Daugava River due to the planned transfer of port activities. Still, taking into account quality of cartographic material of elaborated detailed planning of the site of planned operation, the non-compliance, related to use of the N end of the Krievu sala, was being detected. Due to current situation and with the aim to ensure complete compliance of the planned activities with the Riga City Development Plan for 1995 -2005 and with the Riga City Council detailed binding regulations Nr. 65 of 29.02.2000 ”On Approving of Krievu sala Detailed Planning”, it is necessary either to introduce amendments into Riga City Council detailed binding regulations Nr. 65 of 29.02.2000, or to elaborate technical design project for the planned operation including the solutions, that will ensure preservation of natural territory at the N end of the Krievu sala. Still, it should be stressed, that all planning documents, stipulating Riga City and the FR development, that are being prepared at the moment, or are being at the stage of amendments elaboration3, stipulate implementation of the planned activities in accordance with the design sketch and at the scheduled place and time.

3 Ammendments have been approved by the Riga City Council at 18.08.2009

25 Environmental Impact Assessment related to Development of Infrastructure on Krievu sala for Relocation of Port Activities out of the City Centre

5.2. Assessment of Transport Generated Impact The right bank of the Daugava River, in spite of the fact that it is more densely populated, is more intensively used for port operations than its left bank - some 22 669 000 tons of cargo are handled on the right bank, while 3 263 800 tons are handled on the left bank. AE, that are located in close vicinity to the Old City of Riga, have ensured handling of ~40% in 2007. Due to implementation of the planned activities, cargo distribution will change and those ~40% or 10 496 900 tons per year will be handled not on the right bank but on the left bank (on Krievu sala), thus ensuring cargo balance on the port territories on the right and the left banks of the Daugava River.

26 Environmental Impact Assessment related to Development of Infrastructure on Krievu sala for Relocation of Port Activities out of the City Centre

6. Alternatives Comparison and Justification of the Selected Alternative Reviewing impact analysis, provided in sections 4 and 5, we can provide summarized review of various impacts (Table 3). Assessment of planned operation environmental impact significance, provided in Table 3, is merely theoretical, for relevance is assessed just in the framework of every criterion limits, without any possibility for quantitative comparison of criteria existing in those absolutely different dimensions in the framework of uniform value scale. Significance of environment protection criteria, i.e. their proper consideration, is deemed to be appropriate provided the said criteria are included into the EIA program between the assessed factors in sections of equal hierarchic level, still environment protection criteria should have higher priority, for EIA is the only procedure in the framework of which the said criteria are being assessed at the equal importance level with other ones. The summarized assessment of Alternative 1, provided the Best Available Technology is being applied, can shift from neutral to positive, while additional negative assessment for Alternative 0 is provided by its incompliance with territory planning, that hinders appropriate use of this territory for public benefit in compliance with the scheduled land use type. Table 3. Summarized review of impacts with regards to their type* and significance** with direct impacts on society Nr. Impact factors Alternative 1 Alternative 0 1. Necessary changes in transport scheme +1 -1 2. Air quality changes +1*** 0*** 3. Noise changes -1 0 4. Suspended matter impact on water quality -1 0 5. Surface sewage water impact on the Daugava River +1 0 6. Impact on hydro-geological situation 0 0 7. Forecasted changes of contemporary geological processes -1 0 8. Impact on specially protected nature territories 0 0 9. Impact on biotopes and plant species -1 0 10. Impact on birds -1 0 11. Impact on landscape elements and cultural-historical +2 -1 environment and recreation resources 12. Social – economical feasibility study +1 0 13. Necessary changes in territory planning and land use type 0 -2 14. Accident risks -1 -1 Total Impact +1 -5

* Positive Impact marked with „+”, negative with „-”

** Unsubstantial Impact marked with „1”, substantial with „2”

***assessment with the condition, that according to public wish to diminish air pollution to larger extent than that of limit value levels, that are stipulated by regulatory enactments, the

27 Environmental Impact Assessment related to Development of Infrastructure on Krievu sala for Relocation of Port Activities out of the City Centre

Best Available Technologies will be aplied where it is possible , assuming that in regards of Alternative 0 technology change is not possible.

Main conclusions, generated by comparison of indicators „+1” and „-5”, provided in Table 3, are the following:

 in the framework of both alternatives it is planned to implement extensive economic activities, the aim of the said activities is not and cannot be preservation of environment purity and integrity, therefore positive environmental impact shall be considered an exception, and the Alternative 1 is also an exception, for it is possible to include into Alternative 1 significant elements, that do not provide direct economic benefit and are not mandatory according to legislation (the Best Available Technologies), and therefore they can be considered the measures that are merely aimed at environment quality enhancement;

 in the short-term perspective there is no considerable difference between environmental impact, provided by both Alternatives, that compared to the current situation is neutral, and at the moment of change implementation the passing negative impacts are inevitable compared with ” doing nothing”, but in the long-term perspective Alternative 0 leads to hindering all positive changes in regards of environmental aspect, thus it becomes unwanted, while Alternative 1 has ever growing positive potential.

 No negative environment impact, that might prevent its implementation, was detected for any of the Alternatives, for territory planning, that prohibits to implement and develop Alternative 0, is a mere expression of a person’s will, and is not an objective environment condition, therefore in the framework of environmental impact it can be considered as a significantly negative, but not eliminating factor.

Alternative 1 was selected as the recommended alternative according to summarized comparison results.

Note: Alternative 1 is in line with Alternative C (7 berths) in FS. EIA is performed for all planned activities together despite the Alternative B is selected in FS. In the FS the development Alternative B (only 4 berth) is considered as the most feasible and would provide the best value for money for investment from the FRA and the Cohesion Fund based on Latvian macroeconomic situation in 2009.