Railway Tunnel Between Finland and Estonia Finest Bay Area Development Oy Finest Bay Area - Railway Tunnel Between Finland and Estonia

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DECEMBER 2018 ENVIRONMENTAL IMPACT ASSESSMENT PROGRAMME

Railway tunnel between Finland and Estonia Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

Cover photo: A-Insinöörit Oy

2 CONTACT INFORMATION AND AVAILABILITY FOR PUBLIC VIEWING

Project Developer: Finest Bay Area Development Oy The assessment programme is available in electronic Kustaa Valtonen format at the following addresses: [email protected] www.ymparisto.fi/FinestBayAreaTallinnatunneliYVA Tel. +358 504155300 www.miljo.fi/FinestBayAreaTallinntunnelMKB https://www.finestbayarea.online/ In addition to the assessment programme, the web- Finnish liaison authority for the EIA process: site contains information on the project, such as the Centre for Economic Development, Transport and the places where the assessment is available for public Environment in Uusimaa viewing and the time and place for the public infor- Contact person Leena Eerola mation event. [email protected] Tel. +358 295 021 380 The project’s assessment programme for Estonia is www.ely-keskus.fi/uusimaa available in English at: www.ymparisto.fi/FinestBayAreaTallinnatunneliYVA/ Estonian liaison authority for the EIA process: https://finestbayarea.online/about Ministry of Environment Contact person Rainer Persidski Tel. +372 626 2973 [email protected]

EIA consultant: Pöyry Finland Oy EIA project manager Karoliina Jaatinen [email protected] Tel. +358 40 660 4407 www.poyry.fi

Publisher: Finest Bay Area Development Oy Layout: Ed Publishing&Marketing/Stil&form Maps used in the figures: Base maps from the National Land Survey of Finland, open data 2018, unless stated otherwise. 3 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

TABLE OF CONTENTS

Contact Information And Availability For Public Viewing ...... 3 Table Of Contents ...... 4 Summary ...... 9 EIA Workgroup...... 25 Terms And Abbreviations...... 28 1 Introduction...... 30 2 Project Description And Alternatives Being Considered ...... 32 2.1 Project Developer and background and purpose of the project...... 32 2.2 Project location and alternatives being considered...... 32 2.2.1 Project scope...... 32 2.2.2 Project alternatives in Finland (ALT1a, ALT1b and ALT2)...... 32 2.2.3 Zero alternative in Finland (ALT0+)...... 35 2.3 Project design stage and schedule...... 36 2.3.1 Finland...... 36 2.3.2 Estonia...... 36 2.4 Interfaces with other projects...... 37 3 EIA procedure ...... 38 3.1 International EIA procedure...... 38 3.1.1 Espoo Convention...... 38 3.1.2 Bilateral agreement between Estonia and Finland...... 38 3.2 EIA procedure in Finland...... 40 3.2.1 Goal and contents of the EIA procedure...... 40 3.2.2 Need for an EIA procedure...... 43 3.2.3 Parties to the EIA procedure...... 44 3.2.4 Participation, interaction and communication...... 45 3.3 EIA procedure in Estonia...... 47 3.4 Zoning procedure...... 51 3.4.1 Zoning procedure in Finland...... 51 3.4.2 Zoning procedure in Estonia...... 51 4 3.5 Consolidation of the different procedures in Finland and Estonia...... 52 3.5.1 Zoning and strategic EIA...... 55 3.5.2 EIA procedure...... 55 4 Technical description...... 56 4.1 Tunnel routes...... 56 4.1.1 Railway tunnels...... 56 4.1.2 Station solutions...... 58 4.1.3 Gauge...... 59 4.1.4 Rescue safety...... 59 4.2 Design basis...... 61 4.2.1 Track design...... 61 4.2.2 Description of the TBM method...... 61 4.3 Preparatory work...... 63 4.3.1 Removal of unexploded ordnances...... 63 4.3.2 Tunnel excavation ...... 63 4.4 Project logistics...... 64 4.5 Track construction...... 68 4.6 Utilisation of crushed stone...... 68 4.7 Artificial island...... 69 4.7.1 Preliminary analysis for the location of the artificial island...... 69 4.7.2 Construction of the artificial island...... 71 4.8 Waste generated during construction...... 73 4.9 Infrastructure crossings...... 73 4.10 Commissioning...... 74 4.11 Reference projects...... 74 4.12 Service life...... 74 5 Current state of the environment ...... 75 5.1 Traffic ...... 75 5.1.1 Current availability of public transport...... 75 5.1.2 Current road networks...... 76 5.1.3 Current traffic demand...... 82 5.1.4 Transport system plans...... 82 5.1.5 FinEst Link...... 85 5 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

5.1.6 TEN-T (Trans-European Transport Network)...... 86 5.1.7 Traffic volumes between Helsinki and allinnT ...... 88 5.1.8 Goods traffic to the harbours and the airport ...... 89 5.1.9 Traffic growth forecasts...... 91 5.2 Human health, living conditions and comfort, sources of livelihood and material property...... 92 5.2.1 Population and settlement...... 92 5.2.2 Employment and sources of livelihood...... 98 5.2.3 Tourism...... 99 5.2.4 Recreational use...... 100 5.3 Land use and built environment...... 101 5.3.1 Community structure and land use...... 101 5.3.2 Functions in the sea area...... 103 5.3.3 Zoning...... 103 5.3.4 Other land use plans...... 111 5.4 Landscape and cultural environment...... 112 5.5 Seabed...... 115 5.5.1 ALT1a (Airport-Otakeila-Ulkomatala)...... 115 5.5.2 ALT1b (Airport-Otakeila-Hramtsow shoal)...... 117 5.5.3 ALT2 (Lentoasema-Pasila-Uppoluoto)...... 117 5.5.4 Harmful substances...... 117 5.6 Soil and bedrock...... 118 5.6.1 Soil...... 118 5.6.2 Bedrock...... 118 5.7 Groundwater...... 123 5.8 Hydrology and water quality...... 126 5.8.1 General description of the hydrography...... 126 5.8.2 Water quality...... 126 5.8.3 Strategic planning concerning the sea area...... 130 5.8.4 Use of waters and shores...... 138 5.9 Underwater nature ...... 139 5.9.1 Flora...... 139 5.9.2 Potential marine habitat types...... 140 5.10 Fish fauna...... 143 5.10.1 Fish and fishing industry...... 143 5.10.2 Fish fauna...... 144 6 5.10.3 Fishing...... 145 5.10.4 Aquaculture...... 146 5.11 Flora, fauna and protected sites...... 146 5.11.1 General characteristics of the flora and fauna...... 146 5.11.2 Natura 2000 areas, nature conservation areas and other natural sites with national value...... 147 5.11.3 Bird fauna...... 153 5.11.4 Marine mammals...... 156 5.12 Noise and vibration...... 157 5.12.1 Above-ground and above-water noise...... 157 5.12.2 Underwater noise...... 157 5.12.3 Vibration and ground-borne noise...... 158 5.13 Climate, air emissions and air quality...... 159 5.13.1 Climate...... 159 5.13.2 Air emissions and air quality...... 159 6 Environmental impact assessment and the methods used ...... 162 6.1 Premise of the assessment...... 162 6.1.1 Impacts being assessed ...... 162 6.1.2 Limiting the examined and affected areas...... 162 6.1.3 Assessment of the significance of the impacts...... 163 6.2 Human health, living conditions and comfort, sources of livelihood and material property...... 165 6.2.1 Assessment methods...... 165 6.2.2 Communication and dialogue...... 166 6.3 Seabed, soil and bedrock...... 169 6.4 Groundwater...... 170 6.5 Hydrology and water quality...... 171 6.5.1 Impacts during construction ...... 171 6.5.2 Impacts during operation...... 171 6.6 Underwater nature...... 173 6.7 Fish and fisheries...... 173 6.7.1 Fish and spawning areas...... 173 6.7.2 Fishing...... 174 6.8 Flora, fauna and protected sites...... 175 6.9 Land use and zoning...... 176 6.10 Landscape, cityscape and cultural environment...... 176 6.11 Traffic...... 177 6.12 Noise and vibration...... 179 7 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

6.13 Air emissions and air quality...... 180 6.14 Use of natural resources...... 181 6.15 Waste and by-products...... 181 6.16 Accidents and abnormal situations...... 181 6.17 Decommissioning...... 182 6.18 Zero alternative...... 183 6.19 Cumulative impacts...... 183 6.20 Assessment of transboundary impacts...... 183 6.21 Assessment of the significance of the impacts and the comparison of the alternatives...... 184 6.22 Uncertainty factors...... 185 6.23 Mitigating adverse effects and monitoring of impacts ...... 185 7 Licences & permits, plans and decisions required for the project...... 186 7.1 Water permit...... 186 7.2 Consent by the Finnish Government...... 186 7.3 Zoning ...... 187 7.4 Procedures according to the Tracks Act (general plan and track plan)...... 187 7.5 Building or action permit...... 187 7.6 Other permits...... 188 8 References...... 189

8 SUMMARY

Project and Project Developer cated that the realisation of the project tive ALT1b, the possible traffic connec- The Project Developer for all the project requires contributions from the private tion to Pasila is also considered. The alternatives being considered is the Finn- sector. The FinEst Link regional devel- assessment also considers a service ish company Finest Bay Area Develop- opment project’s railway tunnel route of connection that would be located in the ment Oy. Airport–Pasila–Centre of Helsinki–Tallinn Koirasaari region. However, the actual The purpose of the project is to con- constitutes alternative ALT2 of this EIA railway tunnel route will not pass through struct an undersea railway tunnel be- procedure. via Koirasaari; instead, it will pass by it at tween Finland and Estonia in order to a distance of a few hundred metres. significantly reduce travel time between Examined alternatives Alternative ALT2 examines a railway the countries. In the Project Developer’s The EIA procedure examines three differ- tunnel route from Helsinki-Vantaa Airport vision, the railway tunnel would merge ent route alternatives in Finland (ALT1a, via Pasila and the centre of Helsinki to- the Helsinki region and Tallinn into a sin- ALT1b and ALT2) and four alternatives wards Tallinn. Alternative ALT2 does not gle metropolis. The region may develop in Estonia (ALT1a, ALT1b, ALT1c and include the construction of a habitable into a hub connecting Asia and Europe, ALT2). Railway tunnel route alternatives artificial island. The service connection as the tunnel project opens the opportu- from both Finland and Estonia are pre- would be built in the Uppoluoto region, nity to take the train from Helsinki-Vantaa sented in the following picture. Environ- where the existing islet would be ex- Airport directly to Tallinn as well as Hel- mental impacts in this EIA procedure are panded as necessary. sinki. assessed in Finland until the Estonian All project alternatives also include the Previously, the feasibility of construct- exclusive economic zone boundary. In construction of a freight terminal north ing an undersea tunnel between Finland Estonia there will be a separate environ- of Helsinki-Vantaa Airport with a railway and Estonia was examined in the FinEst mental impact assessment for the route connection. Link regional development project organ- alternatives in Estonia side. Besides this In addition to the project alternatives, ised by the Helsinki-Uusimaa Regional the transboundary environmental im- the EIA procedure also examines the Council, Harju County, the cities of Hel- pacts are assessed in both countries. zero alternative where the project is not sinki and Tallinn, the Estonian Ministry of Alternative ALT1a examines the rail- undertaken. However, the assessment of Economy and Communications and the way tunnel’s route from Helsinki-Vantaa the zero alternative takes into account, Finnish Transport Agency. The project’s Airport via Otaniemi to an artificial island among other things, the development pre-feasibility study report was pub- constructed in the Hramtsow shoal and of the surrounding transport system and lished in February 2018, after which the from there towards Tallinn. Alternative the improvement measures possibly re- Finnish Ministry of Transport and Com- ALT1b examines the railway tunnel’s quired due to increased demand, due to munications established a workgroup to route from Helsinki-Vantaa Airport via Il- which the expression ALT0+ has been assess the need for and impacts of fur- mala and Otaniemi to an artificialisland chosen. ther investigation related to the tunnel. constructed in the Ulkomatala shoal and In May 2018, the workgroup communi- from there towards Tallinn. For alterna- 9 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

10 Figure 1. The route of the railway tunnel across its entire length in the different project alternatives. Location and description of the tion. The area has densely built office sion zone owned by the Finnish Defence environment buildings and a central park. Ilmala has Forces is located to the east of Hramt- The alternatives pass through the Uusi- its own railway stations with connec- sow shoal. All railway routes cross with maa region, the Finnish territorial wa- tions to the centre of Helsinki and to the the Nord Stream 1 and 2 gas pipelines. ters and the Finnish exclusive economic airport via the Ring Rail Line. The pub- The railway tunnel route passes through zone as well as the Estonian exclusive lic transport connections in the area will at a depth of 100 metres in the sea area economic zone, territorial waters and in improve in the future, as the tram line and the Nord Stream gas pipelines are Tallinn and Viimsi area the Harju County. will be extended to Ilmalantori, which is located at the bottom of the sea; there- The location alternatives for the tunnel currently under construction, by 2021. Il- fore, these functions are located at differ- route, station and service connection is- malantori has a connection to local train ent depths. land located on the Estonian side will be lines. The station area in Rautatientori is assessed in the Estonian EIA procedure. a densely built centre area, with land use focused on jobs, transport and services. Functions and community structure A bus traffic terminal and metro station In Finland, the planned freight terminal are located in the area. Otakeila station is located in southern Tuusula, in the is located in the T3 innovation triangle Metsäkylä area. At present, the region for science, culture and business formed is an area for agriculture, forestry and by Tapiola, Otaniemi and Keilaniemi. The rock material acquisition (excavation and area is one of the key competence clus- crushing). Parts of the area are located ters in the capital region. The nearby ar- inside the airport’s noise impact zone. eas of all stations contain habitation and From the point of view of transport and schools, day-care centres and jobs, for reachability, Helsinki-Vantaa Airport, the example. area around the railway tunnel’s first sta- Koirasaari, the planned location for tion, is an international traffic hub. The the service connection island, is one of surroundings of the airport have devel- Helsinki’s islands classified for outdoor oped forcefully during the past decades activity. The alternative locations for the and continue to develop significantly. artificial islands, Hramtsow shoal and Ul- The airport and its surroundings are al- komatala, are currently sea areas mainly ready a very significantjob cluster and being used for boating and other marine also one of the fastest-growing areas in recreation (including recreational fishing). the Helsinki region as regards jobs. Uppoluoto region, the service connec- As a transport intersection, Pasila is tion island’s location in project alterna- one of the best areas in Finland in terms tive ALT2, is a valuable birdlife area that of reachability. Pasila’s significance as a is currently mainly used for recreation. hub will grow as a consequence of the Subsea cables and shipping lanes run traffic projects and additional construc- in the Ulkomatala shoal area. An exclu- 11 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

Figure 2. Railway tunnel routes, stations and the locations of artificial islands and service connection islands on the Finnish side for the project alternatives. Natural environment in the immediate vicinity of the above- along the route that may contain bored At present, the station regions along the ground functions, such as stations or ar- or dug wells. Furthermore, it is likely that railway tunnel route are areas with ex- tificial islands. In the coastal zones and there are geothermal heat wells located tensive human modifications, with the sea area, the nearest Natura 2000 are- near the different tunnel alternatives. The exception of the alternative locations as are located at a distance of some 10 wells and heat wells of private house- for the artificial islands and service con- kilometres at a minimum. holds will be surveyed later in as part of nection islands that are currently uncon- The Koirasaari island and the shoal lo- the planning. All examined route alter- structed sea areas. On land, most of cated south of it are part of the City of natives cross the Päijänne tunnel to the the route passes through under built-up Helsinki’s important bird areas. The ser- north of Helsinki-Vantaa Airport where urban area. In the section between the vice connection island included in alter- the track runs above the ground. freight terminal and airport, the project native ALT2, Uppoluoto, is located in the alternatives ALT1a and Finest Link ALT2 middle of the City of Helsinki’s important EIA procedure pass through under Tuusulanjoki river, bird area of Halliluoto southwestern shoal The goal of the environmental impact which discharges into the Vantaanjoki (7), which is one subsections of the IBA assessment procedure is to promote river, and some forest areas. After the air- Shallowbanks of Espoo-Helsinki archi- environmental impact assessment and port, natural environment along the route pelago (FI098). the harmonised consideration of the alternatives can be found particularly The project’s hydraulic construction assessment during design and deci- along the Vantaanjoki river, where there sites of Koirasaari, Uppoluoto, Ulkoma- sion-making. At the same time, the goal are rich shore forests, among others. In tala and Hramtsow shoal are located in is to increase residents’ access to infor- Haltiala, the route alternative Finest Link potential reef environments and on reefs. mation and their opportunities to par- ALT2 passes through a large forest area, The depth of the sites varies between 0 ticipate in the project planning. The EIA which is part of the Central Park of Hel- and 20 metres. Koirasaari and Uppoluo- procedure does not involve decisions sinki, and continues south near the east- to are islands that extend up to the sur- concerning the project; its goal is to ern edge of the Central Park. The route face, whereas Ulkomatala and Hramtsow provide information to support decision- alternative ALT1b passes through the shoal are shallows where no actual is- making. Central Park south of the Ilmala station. lands reach the surface. The undersea railway tunnel enables On the coastal zone, the route alter- Fishing that takes place on the coast railway traffic between Finland and Esto- natives ALT1a and ALT1b pass through of Helsinki and Espoo is net and fyke net nia. Because the Finest Bay Area tunnel both sides of the Laajalahti bay contin- fishing near the shore. On the coast of project has an international dimension, uing south via the coastal zone to the Helsinki and Espoo, there are some 5–6 there are two primary international pro- outer archipelago. In the sea area, the commercial fishers who mainly catch cedures to be followed in addition to the natural environment of the islands and zander, whitefish,perch and pike. Other national EIA procedures of the affected skerries comprises habitats and species species of fish occurring in the area in- countries: characteristic of the Baltic Sea. clude salmon and sea trout. –– the Espoo Convention (UNECE The underground sections of the The railway tunnel route is located in Convention on Environmental route pass through Natura 2000 are- groundwater areas important and suita- Impact Assessment in a Trans- as, but there are no Natura 2000 areas ble for water supply. There are also areas boundary Context); 13 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

–– the Bilateral Agreement on EIA between Finland and Estonia (Agreement between Finland and Estonia on Environmental Impact Assessment in a Transboundary Context). The need for an environmental impact assessment in Finland is based on the Act on Environmental Impact Assess- ment Procedure (252/2017, hereinafter referred to as the “EIA Act”). In Estonia, the need for an assessment is based on the Act on environmental impact assessment and environmental management systems (RT I 2005, 15, 87). Thereby, the residents of both countries have the opportunity to participate in the EIA pro- Figure 3. Cross-section of the railway tunnel in the Finest Bay Area alternatives. cedure undertaken in their own country and to present their opinion in the other country’s EIA procedure as part of the international hearing. This assessment programme is a document pursuant to the Finnish EIA Act. The EIA programme is a plan (working programme) regarding the arrangement of the environmental impact assessment procedure and the studies required for it. The programme presents, among other things, the basic information regarding the project and its alternatives and an estimate of the project schedule. Fur- thermore, it contains a description of the current state of the environment in the project area and presents a proposal for the methods for assessing environmental impacts and a plan for arranging the Figure 4. Illustrative image of the station profiles in the Finest Bay Area alterna- 14 participation. The environmental impact tives. assessment report is drawn up during Technical description freight train traffic and for use in mainte- the next stage of the EIA procedure, on The EIA procedure examines two tech- nance and rescue operations. the basis of the assessment programme nical solutions, Finest Bay Area (ALT1a The solution pursuant to the FinEst and the liaison authority’s statement re- and ALT1b) and FinEst Link (ALT2), which Link alternative has three tunnels, two of garding it. differ in terms of the railway tunnel rout- which are reserved for rail traffic and one In Finland, the EIA procedure is al- ing, number and location of the stations of rescue and maintenance needs. The ways required for the projects listed in as well as technical solutions used in the larger tunnels are 10 metres in diameter Appendix 1 of the EIA Act. The need for tunnel (tunnel size and number of tracks). while the smaller one, located in the mid- an EIA procedure in this project is based The technical design of all project alter- dle, has a diameter of 8 metres. on section 9) traffic, subsection d) con- natives is at the preliminary stage and it Escalators and/or lifts are used for as- struction of long-distance railways in the will be refined as the design progresses. cending to the ground level and, for AL- list of projects. Furthermore, the need for The specified technical details will be T1a and ALT1b in Otaniemi, also to the an EIA procedure is based on the Pres- presented in the environmental impact nearby metro station that has existing ident of the Republic’s Decree on the assessment report. connections to the ground level. enactment of the Agreement on Environ- The railway tunnels of the Finest Bay The gauge being examined is either the mental Impact Assessment in a Trans- Area alternatives will be constructed as European or Finnish gauge or both gaug- boundary Context and its Appendix 1, two tunnel pipes with a diameter of ap- es depending on the project alternative. list of projects, section 7) Construction of prox. 17.4 metres. The first tunnel has The railway tunnel’s safety requirements motorways, express roads and lines for two sets of tracks, separated by a sec- are based on the Finnish Transport Agen- long-distance railway traffic and of air- tioning wall, and technical rooms, rescue cy’s safety rules and project instructions ports with a basic runway length of 2,100 space and maintenance space below as well as international publications con- metres or more. Section 7) also covers them. The second tunnel is reserved for cerning safety. tunnels between Finland and Estonia. This environmental impact assessment programme has been drawn up by Pöyry Finland Oy as a consultant. In addition to Pöyry, A-Insinöörit Oy and Fira Oy have been involved in the technical pre-planning supporting the project’s EIA programme. The liaison authority in Fin- land is the Centre for Economic Develop- ment, Transport and the Environment in Uusimaa. The international hearing procedure is coordinated in Finland by the Figure 5. Illustrative image of the railway tunnel in the FinEst Link alternative. Ministry of the Environment. Source: FinEst Link 2018.

15 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

The tunnel will be mainly constructed tunnel walls. The traditional drilling and The preparatory work carried out before using the TBM (Tunnel Boring Machine) blasting method is used in the construc- the construction of the railway tunnel in- method as well as the traditional drilling tion of the stations, driving tunnels and cludes the following, among others: and blasting method. The TBM method shafts, for example. The vibration effect –– Geological surveys (e.g. seismic refers to using a full-profile machine to for the tunnel sections built with the TBM examination, sounding) excavate the entire diameter of the tun- method will be substantially smaller than –– Planning and construction of sup- nel profile at once. At the same time, for those built with the drilling and blast- porting areas the necessary concrete elements are in- ing method. –– Construction of artificial islands stalled in order to reinforce and seal the and shafts –– Planning of ventilation during work –– Planning of broken rock transport routes –– Construction-time traffic arrangements –– Removal of unexploded ordnances (UXO) –– Construction of temporary harbours on existing islands (Koiras- aari or Uppoluoto, depending on alternative) The construction of the tunnels will create a substantial amount of broken rock, some 70–80 million m3 in total, of which most will be used in the construction of a new island. Other uses for the broken rock include an island located off the coast of Tallinn and intended for tunnel service operations, fillings related to project infrastructure construction and, Figure 6. Basic diagram of the operation of a TBM full profile boring system possibly, construction projects exter- Source: Modified from source [http://www.railsystem.net/tunnel-boring-ma- nal to the project. When refined further, chine-tbm/]. some of the rock material can be used in structural layers for infrastructure construction projects (such as road founda- 16 tion). The railway tunnel routes cross with mental impact assessment procedure sessed, among other things, by compar- several earth and subsea cables, trunk assesses the environmental impacts of ing the environment’s tolerance of each water pipelines, sewage lines and two activities in the project area and those type of environmental stress, taking into Nord Stream gas pipelines. The cross- that extend outside of the area. Activities account the current environmental load ing points will be defined in more detail extending outside of the project area in- within the area. In addition, assessment as technical design advances, and the clude, for example, the development of takes into account those environmental specified information will be presented in traffic and infrastructure near the stations impacts which stakeholders have as- the assessment report. and the artificial island, made possible by sessed and considered to be substantial. All told, the construction of the tun- the railway tunnel; these are described at The impact assessments will also de- nel will take roughly 5–9 years. The to- a general level. scribe the related uncertainties, meas- tal duration of the tunnel’s construction The area examined for environmental ures taken to prevent and mitigate is heavily dependent on, among other impacts means the area determined for adverse effects, and plans for the mon- things, the daily progress of the tunnel each impact type within which the envi- itoring of environmental impacts and any boring and the possibility of interleaving ronmental impact in question is studied further measures following the EIA pro- the outfitting and boring work in the tun- and assessed. The size of the examined cedure. nel. The tunnel will be constructed simul- area depends on the environmental im- The enclosed table describes the pro- taneously from several different starting pact being studied. Efforts have been ject’s key environmental aspects and the points. made to make the area so large in the as- assessment of impacts targeting them. The technical structures inside the tun- sessment programme that no significant The project is in the pre-planning stage, nel will be installed as subsystems (mod- environmental impacts can be assumed which means that the technical details ules) that may be tested and installed to occur outside the area. However, the will be specified for the EIA report stage separately and connected into a single actual definition of the affected areas is as technical design advances. system upon installation. Commissioning done in the environmental impact as- will take place in stages as the subsys- sessment report based on the completed tems are completed, under the guidance assessments. of and according to the regulations of the In addition to the impacts during con- safety authorities. struction and operation, the environmental impact assessment takes into ac- Environmental impacts being count the impacts of decommissioning. assessed and methods of The potential joint effects of the project assessment with other existing or planned projects In the context of this project, environmen- in the area are assessed. The impacts of tal impacts refer to the direct and indirect the zero alternative (ALT0+, project not effects on the environment caused by the implemented) are also assessed. railway tunnel, the structures required for In the EIA report, the significance of it and the artificial island. The environ- the environmental impacts will be as- 17 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

Examined area Impact assessment and the methods used

Land use and built environment The current state of land use in the project area is analysed on the basis of maps and aerial photographs. For the assessment, the current and pending regional and local plans and other land use plans in the area are analysed. The project enables land use development in the station and artificial island areas, for example. The project’s immediate impacts on land use and zoning mainly consist of the properties of the different alternatives and the terms and limitations for land use resulting from them. The land use conflicts and needs for change will be evaluated. The immediate impacts differ based on, for example, how the different alternatives affect reachability and, thereby, land use development potential, for example.

Transport and traffic The assessment of the project’s impacts on traffic is divided into two areas: the traffic impacts and transports during the construction of the railway tunnel and, on the other hand, the project’s impacts on traffic following its completion. Construction-time impacts on traffic are examined by estimating the volume of transport generated by the construction of the tunnel (such as the volume of broken rock and transport of materials) and the routes used for the transport. Transport routes on the mainland (Otakeila, Airport, Pasila, Ilmala, Centre of Helsinki/Rautatientori) will mainly be planned to reach Vuosaari harbour via Kehä I and Kehä III. The possibility for using other applicable harbours in the Helsinki region will also be analysed, if necessary. The broken rock from the construction tunnel and shaft located in the sea area will be loaded directly onto barges or used in the construction of an artificial island. Impacts after project completion are assessed based on the transport system changes included and required by the new tunnel connection, the other planned transport system changes, and the changes in transport demand caused by the former. The project’s impacts are assessed at three levels: international, national and regional.

Human health, living conditions The assessment of human impacts is an interactive process that assesses in advance those impacts and comfort targeting an individual, a community or society that causes changes to living conditions, comfort, health, well-being or the distribution of well-being among people. An open and active dialogue that allows for bringing up the views of different parties as well as the environmental and social impacts of the project are central to the EIA procedure. The framework of the EIA interaction consists of the authority, steering and monitoring group meetings and public events included in the EIA procedure. These are supplemented by an open dialogue targeted towards the residents and other stakeholders by means of different events, workshops, social media channels and resident surveys, for example. The impacts of the project on the living conditions and comfort of humans are assessed by utilising the quantitative and qualitative assessments created by the other assessment sections as regards, for example, impacts on traffic, noise, vibration, water systems, sediments and fish stocks. Impacts on health are assessed by comparing the estimated impacts of the project to the health-based guideline value or recommendation of each impact. 18 Examined area Impact assessment and the methods used

Sources of livelihood and The impact assessment will examine - on a general level - the project’s impacts on sources of liveli- material property hood, regional economy and the employment that extend outside of the project area. According to the new EIA Act, the project’s most likely significant impacts on how immovable and movable property will be used are assessed.

Use of natural resources The environmental impact assessment examines the impacts of the utilisation of natural resources of the construction materials consumed during the construction and the rock material generated from the excavation of the tunnel, based on the estimated amount of natural resources used. The starting point for the assessment is following the existing recommendations and those pursuant to best practices. Among other things, the assessment pays attention to resource efficiency, reuse, secondary use and recycling.

Landscape, cityscape and Landscape impacts are examined insofar as above-ground structures are built in the project area. cultural environment In particular, this includes the artificial islands (Ulkomatala, Hramtsow shoal) and their buildings, the service tunnels (Koirasaari, Uppoluoto), the station exits on the mainland (Otakeila, Airport, Centre of Helsinki, Pasila and Ilmala) and the above-ground structures related to the tunnel’s technical systems insofar as they are known during the project assessment stage. However, a general assessment will be provided for landscape and cityscape impacts even when the exact locations of the structures are not known. The landscape impacts caused by the freight terminal are also assessed. Underwater landscape impacts are assessed in particular within the affected area of the artificial islands. The landscape and cityscape features of the locations being assessed are analysed on the basis of map and aerial photograph reviews and any studies performed earlier. Comprehensive information regarding the underwater cultural heritage at the project’s construction sites located in the sea areas will be acquired during the preparation of the project. Impacts on the cultural environment are assessed across a similar area as the landscape and cityscape impacts. Special attention is paid to the underwater cultural heritage in the neighbourhood of the artificial islands and service connection tunnels.

Soil and bedrock and seabed The project will affect soil, bedrock and the seabed. The railway tunnel will mainly pass through bedrock at a depth of some 60–200 metres. Impacts on soil will also occur in the nearby areas of the station, artificial island and service connection island. The impacts on soil, bedrock and seabed are assessed in relation to the locations/conditions of the route alternatives and the placement/conditions of the tunnel openings. The impact assessment takes into account the impacts during both construction and operation. The impact assessment takes into account the construction of the artificial island in the different alternatives as well as the processing of broken rock from the tunnel. Detailed information on the bedrock and soil conditions as well as the seabed conditions will be specified as the technical design of the project advances. 19 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

Examined area Impact assessment and the methods used

Groundwater The project may have impacts on groundwater during both construction and operation. The assessment of impacts affecting groundwater will be based on the location of the tunnel alternatives in relation to the existing hydrogeological conditions. The assessment will take into account the location and dimensions of the different alternatives. Groundwater impacts affecting both the quantitative and qualitative state of the groundwater will be presented.

Water quality and the marine The most significant factor affecting the waters in the Gulf of Finland marine area is the construction of environment the artificialisland. The dredging and embankment work will cause temporary sediment loads during construction. In the long term, the artificial island will affect the state of the surface waters mainly by altering the currents in the sea area. The construction of the artificial island may provide more diversity to the currently barren marine environment of the open sea area, which may also have positive impacts on the diversity and number of species in the ecosystem. Impacts on the waters will be assessed by means of current and water quality modelling and a combination of expert work. The model is first used to calculate a quantitative estimate of the island’s impacts, which is then used as a starting point for expert work when assessing the impacts of the artificial island on the state of the ecosystem and water area.

Flora, fauna and protected The project may affect flora, fauna and protected sites through both the artificial island and the driv- sites ing tunnels related to the construction of the stations. The impact assessment estimates the impacts which the implementation of the different project alternatives will have on the flora, fauna, habitat types, endangered and notable species as well as Natura 2000 areas, nature conservation areas and other nature sites. Furthermore, the impacts on biodiversity, greenspaces and interactions, such as ecological connections are studied in more detail. Above all, direct impacts are caused by water system construction on the nesting islands and feeding shoals of the bird fauna. Indirect nature impacts may be caused by noise during construction and emissions during operation, for example.

Noise and vibration The construction of the functions required for the project will create noise and vibration. Using the TBM method will create less noise and vibration at ground level than the traditional drilling and blasting method. The assessment of impacts caused by noise, vibration and ground-borne noise is based on the project’s design data, the technical solutions employed in the operation during the work phases, experience received from other similar activities, and the existing data concerning the current noise level in the neighbourhood of the location. The variables used in the assessment include the method used in the excavation, the traffic density of the railway traffic, the train type and speeds used and the distance to the nearest residential buildings. If necessary, railway traffic noise calculations are also performed for the surface if the railway connection resumes above the ground from the airport tunnel onwards. 20 Examined area Impact assessment and the methods used

As regards underground noise, noise caused by the removal of unexploded ordnances and water system construction will be estimated by applying the underwater noise calculation methods currently in use.

Climate, air emissions and The project will cause air emissions during both construction and operation. The air emissions from air quality the ship traffic,other traffic and machinery during construction are calculated by taking into account the number and type of ships, other vehicles and machines participating in the construction and their use in the construction. Air emissions are calculated on the basis of estimated fuel consumption. Fur- thermore, the dust generated by the construction will be examined for the construction period, based on the excavated volumes and construction method in the design data.

In order to support the existing docu- As regards the above studies, the un- In addition to the impacts affecting mentation, the following separate stud- derwater archaeology surveys, diving Finland, the Finnish EIA procedure also ies will be performed as part of the as- surveys of the marine environment, sea- assesses the project’s most significant sessment: bed quality studies and probing, seabed potential transboundary impacts on –– Underwater archaeology surveys fauna studies and bird fauna analyses Estonia and any other countries in the –– Diving surveys of the marine envi- have mainly been completed in the sum- Baltic Sea region. A summary of the as- ronment mer and autumn of 2018. Birdlife analy- sessment of transboundary impacts will –– Fish stock and fishery surveys ses will continue until the spring of 2019. be included in the hearing document –– Hunting surveys Efforts have been made to perform the pursuant to the Espoo Convention. Cor- –– Soil quality studies and probing, studies across a sufficiently wide area in respondingly, Estonia’s national EIA pro- both on land and at sea order to support the impact assessment. cedure assesses the transboundary im- –– Seabed fauna analyses The separate studies will be specified if pacts on Finland and any other countries –– Birdlife studies necessary. in the Baltic Sea region. Communication –– Surveying of historic unexploded Impact assessments for the Natura to any other countries possibly involved ordnances in the sea area 2000 areas will be prepared in connec- (e.g. Sweden, Russia) will be decided by –W– ater quality and flow models tion with the EIA procedure. The report the competent authorities (ministries of –– Noise modelling: observing both on the impact assessment will be en- the environment) in Estonia and Finland. above-ground and underwater closed with the EIA report. The multi-cri- The potential transboundary impacts noise teria decision analysis (MCDA) practices of the project may include the following, –– Illustrations of the artificial island and tools, developed in the EU LIFE+ IM- among others: (excluding detailed depictions of PERIA project, were used in the assess- –– Direct and indirect impacts relat- the buildings) ment of the significance of the environ- ed to dredging and rock material –– Traffic estimates by modelling mental impacts, where applicable. piling caused by the construction 21 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

of the artificial island (increase in Figure 7. Con- water cloudiness, solid matter and solidation of the nutrient content) EIA and permit –– Potential impacts on ship traffic, procedures in shipping lanes, sea currents and Finland and ice conditions during the use of Estonia. the artificial island –– The impact of the artificial island as a possible artificial eefr and, thereby, the potential increase in biodiversity in the open sea area –– Impacts caused by crossing infrastructure (land and sea cables, main water lines, sewage lines and two NordStream gas pipelines) –– Traffic impact assessment of national passenger and goods streams in road, rail and flight traffic by traffic impact modelling

Participation and communication plan The EIA procedure is an open process that residents and other stakeholders can participate in. In Finland, residents and other affected parties may participate in the project by presenting their event, the audience may ask questions stakeholders. A resident survey will also views to the Centre for Economic Devel- and present their views regarding the be carried out and workshops will be ar- opment, Transport and the Environment environmental impact assessment pro- ranged for residents in the project area. in Uusimaa, which acts as the liaison au- gramme. A second public information thority, or to the Project Developer or the and discussion event will be arranged Permits required for the project EIA consultant. once the EIA report is complete. Following the environmental impact as- A public information and discus- Steering and monitoring groups will be sessment procedure, the project will ad- sion event will be arranged regarding compiled to monitor the EIA procedure; vance to the permit stages. The Project the environmental impact assessment their purpose is to promote the transfer Developer will decide, based on the EIA programme, during which the EIA pro- and exchange of information between the procedure results and other further re- 22 gramme will be presented. During the Project Developers, authorities and other search and studies, whether the project will move to the permit stage. The EIA re- mit. The application of the act, rights and Nations Convention on the Law of the port and the related justified conclusion permit requiremenst are set forth in detail Sea (UNCLOS, Article 79(24)). According by the liaison authority will be appended in Chapters 1 (Sections 4 and 5), 2 (Sec- to the Act on the Finnish Exclusive Eco- to the permit applications. The following tion 12) and 3 (Section 16). nomic Zone, Section 6, the Finnish Gov- briefly describes which permits and deci- Carrying out the project in the Finn- ernment may, based on an application, sions the project may require in Finland. ish exclusive economic zone is subject give consent to practising operations in The Water Act (587/2011) applies in to consent by the Finnish Government in the exclusive economic zone whose pur- Finnish territorial waters and the Finnish accordance with the Act on the Finnish pose is economic utilisation of the zone exclusive economic zone. The activities Exclusive Economic Zone (1058/2004), (utilisation right). The content of the ap- according to Chapter 3 (Sections 2 and Government Rules of Procedure plication is specified in the Government 3) of the Water Act require a water per- (262/2003, Section 4(7)) and the United Decree (1073/2004), Section 2. 23 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

Above-ground and underground (hoonestusluba), allowing its bearer to take place simultaneously. According to buildings and structures require a permit build in common water areas. The con- the preliminary schedule plan, the EIA re- according to the Land Use and Building struction permit (ehitusluba) is applied port would be submitted to the authority Act (Sections 125, 126 and 128). The im- for and granted separately following the in the summer of 2019. plementation of the project requires plan acquisition of an operating permit, and After the pre-planning stage, the pro- changes in the current planned areas as it is preceded by the application for and ject will advance to the basic planning well as planning in areas that do not have granting of the technical design specifi- stage, during which the design will be a city plan (e.g. the freight terminal and cations. specified for the investment decision. artificial islands). The plan change needs According to the Estonian legisla- The investment decision may be made are reviewed in more detail at the EIA re- tion, the granting of the technical design at the earliest during 2019, and commis- port stage. specifications,the construction permit sioning may take place in 2024 at the A building permit or action permit and all environmental permits may re- earliest. in accordance with the Land Use and quire a separate EIA procedure. Howev- The Project Developer has made a Building Act (132/1999) is required for all er, the basic legal principle is that the EIA proposal concerning the consolidation above-ground buildings or structures. procedure is performed at the earliest of the Finnish and Estonian EIA, per- The project is subject to procedures possible permit stage of the planned ac- mit and zoning procedures to the envi- pursuant to the Tracks Act (110/2007, tivities, in this case, while applying for a ronmental impact assessment adhoc amendment 567/2016). The Tracks Act water area utilisation permit. -group in November 2018. According to contains provisions regarding the rail The implementation of the project the proposal, the aim is to organise the network, railway track maintenance and within the Estonian exclusive economic hearings included in the EIA and zoning the dismantling of a railway track, as well zone (right of utilisation) requires consent procedures as simultaneously as possi- as the rights and obligations of a railway from the Estonian government via the ble in both countries. The figure below track owner and the legal status of prop- Ministry for Foreign Affairs (Act on Exclu- presents the basic principles for the con- erty owners and other stakeholders in sive Economic Zones). solidation of the EIA and permit proce- matters pertaining to railway track main- In Estonia, the zoning procedure re- dures. The schedule is preliminary and tenance and private tracks, within the quired for the project may be complet- it will be specified and amended during limitations set forth in subsections 2 and ed by means of a national designated the procedures. The proposal of the Pro- 3. The project will also require other per- spatial plan (NDSP), riigi eriplaneering in ject Developer is to fit these procedures mits, such as a special transport permit, Estonian, a part of which is the strategic together but the schedule is affected by an agreement pursuant to the Railways environmental assessment (SEA) report. the different starting times of the national Act and other possible technical permits. The national designated spatial plan pro- authority handling procedures where the On the Estonian side, the EIA proce- cedure covers all plan levels on the land Project Developer can’t influence. dure is not an independent procedure; it and sea areas. is always linked to another permit process. The EIA procedure is required, Schedule among other things, for receiving a The project is currently in the pre-plan- 24 common water area utilisation permit ning stage, and the EIA procedure will EIA WORKGROUP

The environmental impact assessment programme has been drawn up by Pöyry Finland Oy as a consultant. The experts in the EIA workgroup are presented in the enclosed table.

Table 11. The EIA consultant’s workgroup and the members’ qualifications.

Education Name Role Experience

M.Sc. (Agricul- Limnology Karoliina Jaatinen Project man- Senior expert, environmental consulting. 11 years of work ture and Forest- ager experience. Several EIA projects and impact assessments ry) Impacts on as project manager, project coordinator or expert. Special water systems expertise in impacts on water systems.

Master of Natural Sustainable Minna Tontti Project coordi- Environmental expert, environmental consulting. 10 years Resources development nator of experience in environmental impact assessment and Traffic impacts monitoring environmental aspects in investment projects.

M.Sc. (Agricul- Environmental Anna-Katri Räihä Use of natural Environmental expert, environmental consulting. 9 years of ture and Forest- economy resources; working experience. Several EIA projects as project man- ry) Climate and air ager and project coordinator. Completed several impact quality. assessments (e.g. use of natural resources and traffic impacts).

M.Sc. (Agricul- Fisheries Sauli Vatanen, Fish, fisheries Environmental expert, environmental research. Managing ture and Forest- science Fish and Water director, Fish and Water Research Ltd. Over 15 years of ex- ry) Research Ltd perience in water system and fishing industry analyses.

M.Sc. Hydrology Jorma Keränen Impacts on Environmental expert. Over 15 years of experience in water water systems system and fishing industry analyses.

M.Sc. Biology, William Velmala Bird fauna and Senior expert, environmental consulting. Nearly 10 years of genetics marine mam- experience in species surveys and impact assessments in mals EIA procedures and Natura assessments.

M.Sc. Biology Sari Ylitulkkila Flora, fauna Environmental expert. Over 10 years of experience in nature and protected surveys and Natura and impact assessments. sites 25 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

Education Name Role Experience

D.Sc. Geotechnology Juho Filling of Expert in earth construction and foundation engineering. Over Mansikkamäki waterways, 10 years of experience in demanding waterway constructions foundations, and excavations. buildability

M.Sc. Infrastructure Kari Fagerholm Railway traffic The main designer for the railway tunnel between Finland and (Technology) design design Estonia as regards track design. Over 34 years of experience in track design and traffic planning.

M.Sc. Geology Riku Hakoniemi Soil and bed- Groundwater expert. Over 14 years of experience in ground- rock, groundwater surveys, groundwater impact assessments and flow water modelling.

M.Sc. Geophysics Karla Tiensuu Soil geology, Geophysicist. Over 12 years of working experience in differ- marine geology ent research projects related to the state of the soil and bedrock as well as rock engineering.

M.Sc. Geology Joonas Klockars Bedrock and Bedrock and groundwater expert. Six years of experience in groundwater bedrock groundwater, eight years of experience in geological surveys and surveys for rock engineering design.

M.Sc. Energy Carlo Di Napoli Noise and Senior expert. Industrial noise and acoustics. 16 years of (Technology) technology vibration working experience in noise studies and models.

Lic.Soc.Sc., Sociology, Kalle Reinikainen People and SIA expert. Over 20 years of working experience in several M.Sc. Economics society EIA projects. Completed numerous resident surveys, group workshops and other methods of interaction.

M.Sc. Environmental Titta Anttila People: living Over 20 years of working experience in several EIA proce- (Technology) engineering conditions, dures. Widely involved in the interaction and stakeholder dia- comfort, health logue of EIA procedures. Completed studies related to stakeholder cooperation, health effects and dialogue as a public health nurse student.

M.Sc. Geography, Miia Nurminen Land use Senior consultant, land use. Nearly 15 years of experience in YKS-513 -Piirainen zoning, land use surveys and impact assessments. 26 Education Name Role Experience

Landscape Landscape Sirkku Huisko Land use, land- Senior consultant, land use. 13 years of experience in zon- architect preservation scape and cultural ing, land use surveys and impact assessments. and care heritage

M.Sc. Occupational Anna-Liisa Waste, by-prod- Senior expert, environmental consulting. 25 years of working and industrial Koskinen ucts and their experience, including EIA procedures and various risk and hygiene handling; safety assessments. Accidents and risk assessment

M.Sc. Biology Thomas Bonn EIA procedure, Senior expert, environmental consulting. Over 20 years of application of experience in environmental impact assessment and social international EIA impact assessment, especially in the international field. procedure.

M.Sc. Traffic engi- Taina Traffic forecasts, Traffic expert. Over 10 years of experience in traffic studies (Technology) neering Haapamäki, traffic impacts and traffic impact assessments. Managing Director, FLOU FLOU Oy Oy.

M.Sc. Environmental Jari Ruohonen Geographic in- Environmental expert, environmental consulting. Over 10 (Technology) engineering formation system years of experience in geographic information systems and data, maps EIA procedures.

M.Sc. Technical Hannu Lauri Water quality and Special expert. Over 25 years of experience in hydrodynam- (Technology) physics flow models ics and hydrodynamic modelling for projects in inland waters and sea areas. Broad experience in the development of water quality and flow models.

27 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

TERMS AND ABBREVIATIONS

The EIA programme uses the following terms and abbreviations:

ABBREVIATION DESCRIPTION

Acoustoseismic sounding Echo sounding uses acoustic sound waves to measure water depth as well as the acoustically distinguishable structures and boundaries caused by variations in the density of the argillaceous deposits and silt sediments. Echo sounding has a resolution of 5–20 cm. Together with other observations, the measurement results are mainly studied in order to discover the internal make-up of the soft soil types on the sea floor, the stoniness of the sea floor surface, and irregularities due to erosion structures caused by flow, for example. Seismic reflection sounding equipment uses acoustic soundwaves to measure the acoustic internal make-up and boundaries of the sea floor soil types, especially in cohesionless soil such as gravel, sand and moraine as well as the depth of the bedrock and the thickness of the cohesionless soil layers. Bathymetrically, seismic sounding can be used to define acoustically distinguishable boundaries with an accuracy of approx. 2 metres. (http://www.gtk.fi)

BAT Best Available Technology

BBI The BBI index (Brackish water Benthic Index) has been developed to describe the ecological state of the low-saline and species-poor Baltic coastal waters.

dB, decibel Volume unit An increase of ten decibel (= 1 bel) in noise level refers to a tenfold increase in sound energy. Noise level measurements use contour filters that em- phasise different frequencies. The most common filter is the A filter that is designed to approximate the impact of the noise on humans.

EIA Environmental impact assessment

ELY Centre for Economic Development, Transport and the Environment

FINIBA Nationally important bird area

28 IBA Internationally important bird area ABBREVIATION DESCRIPTION

MW Megawatt, energy unit (1 MW = 1,000 kW)

Project area The area housing the planned railway tunnel and the functions it requires.

SPA Special Protection Area pursuant to the EU’s bird directive

SIA Social Impact Assessment

TBM method The TBM (Tunnel Boring Machine) method refers to using a machine to excavate the entire diameter of the tunnel profileat once. The TBM method relies on large, full-profile boring machines.

29 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

1 INTRODUCTION The need for an EIA procedure in this tions used in the tunnel (tunnel size and project is based on section 9) traffic, number of tracks). In project alternatives Finest Bay Area Development Oy is plan- subsection d) construction of long-dis- ALT1a and ALT1b, the Finnish side of the ning to construct an undersea railway tance railways in the list of projects. railway tunnel route would run from the tunnel between Finland and Estonia. The Furthermore, the need for an EIA pro- Airport via Otaniemi to an artificial island project will significantlyreduce the travel cedure is based on the President of the in the sea area off the coast of Helsinki, time between the countries. Republic’s Decree on the enactment of and in project alternative ALT2, the route The figure (Figure 1-1) presents the the Agreement on Environmental Impact would run from the Airport via Pasila and route of the railway tunnel across its en- Assessment in a Transboundary Context the centre of Helsinki to an artificial is- tire length in the different project alterna- (51/2002) between Finland and Estonia land in the sea area off the coast of Hel- tives. The alternatives pass through the and its Appendix 1, list of projects, sec- sinki. On the Estonian side, the routes for Uusimaa Region, Finnish territorial wa- tion 7) Construction of motorways, ex- all three project alternatives would run ters and the Finnish exclusive economic press roads and lines for long-distance via Tallinn. zone as well as the Estonian exclusive railway traffic and of airports with a basic After the EIA programme stage, the economic zone, -territorial waters and runway length of 2,100 metres or more. project will proceed to the EIA report Tallinn and Viimsi areas in Harju Coun- Section 7) also covers tunnels between stage. In Finland, the goal is to complete ty. This EIA procedure examines the im- Finland and Estonia. the EIA procedure during 2019. The goal pacts of the project on the Finnish side, This document is the Finnish EIA pro- is to start the EIA procedure for Estonia up to the border of the Estonian exclu- gramme that presents the information in the autumn of 2018 and to advance it, sive economic zone. on the project and its alternatives, the in part, simultaneously with the Finnish The project’s environmental impact design schedule, a plan on how the en- EIA procedure. assessment (EIA) procedure is carried vironmental impacts will be analysed in out in Finland and Estonia pursuant to connection with this procedure and how the national legislation of both countries. the studies are made as well as a plan on Due to the project’s international nature, the arrangement of the participation and the EIA procedure will also adhere to the public information. The EIA programme Espoo Convention (UNECE Convention describes the current status of the en- on Environmental Impact Assessment in vironment in the alternative project are- a Transboundary Context) and the bilat- as from a Finnish perspective up to the eral agreement between Finland and Es- boundary of the Finnish exclusive eco- tonia concerning transboundary environ- nomic zone. mental impact assessments. The Finnish EIA programme exam- In Finland, the need for the EIA pro- ines two technical solutions, Finest Bay cedure is stipulated by the EIA Act Area (ALT1a and ALT1b) and FinEst Link (252/2017) whose Appendix 1 lists the (ALT2), which differ in terms of railway Figure 1-1. The route of the railway projects to which the environmental im- tunnel routing, the number and location tunnel across its entire length in the 30 pact assessment procedure is applied. of the stations, and the technical solu- different project alternatives. 31 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

2 PROJECT Economy and Communications and the 2.2 Project location and Finnish Transport Agency. The project’s alternatives being considered DESCRIPTION AND pre-feasibility study report was published in February 2018, after which the 2.2.1 Project scope ALTERNATIVES BEING Finnish Ministry of Transport and Com- The figure (Figure 1-1) presents the munications established a workgroup to route of the railway tunnel across its en- CONSIDERED assess the need for and impacts of fur- tire length in the different project alter- ther investigations related to the tunnel. natives. The alternatives pass through In May 2018, the workgroup communi- the Uusimaa Region, Finnish territorial 2.1 Project Developer and cated that the realisation of the project waters and the Finnish exclusive eco- background and purpose of the requires contributions from the private nomic zone, as well as the Estonian ex- project sector. The FinEst Link regional devel- clusive economic zone, -territorial waters opment project’s railway tunnel route of and the Tallinn and Viimsi areas in Harju The Project Developer for all the pro- Airport–Pasila–Centre of Helsinki–Tallinn County. ject alternatives being considered is the constitutes alternative ALT2 (chapter In- Finnish company Finest Bay Area Devel- terfaces with other projects) of this EIA 2.2.2 Project alternatives in Finland opment Oy. procedure. (ALT1a, ALT1b and ALT2) The purpose of the project is to con- The EIA procedure in Finland examines struct an undersea railway tunnel be- three different route alternatives in Fin- tween Finland and Estonia in order to land (ALT1a, ALT1b and ALT2) and four significantly reduce travel time between alternatives in Estonia (ALT1a, ALT1b, the countries. In the Project Developer’s ALT1c and ALT2). This EIA procedure vision, the railway tunnel would merge examines the impacts of the project on the Helsinki region and Tallinn into a sin- the Finnish side, up to the border of the gle metropolis. The region may develop Estonian exclusive economic zone. The into a hub connecting Asia and Europe, transboundary environmental impacts as the tunnel project opens the opportu- are assessed also in both countries. nity to take the train from Helsinki-Van- Alternative ALT1a examines the rail- taa Airport directly to Tallinn as well as way tunnel’s route from Helsinki-Vantaa Helsinki. Airport via Otaniemi to an artificial island Previously, the feasibility of construct- constructed in the Hramtsow shoal and ing an undersea tunnel between Finland from there towards Tallinn. Alternative and Estonia was examined in the FinEst ALT1b examines the railway tunnel’s Link regional development project organ- route from Helsinki-Vantaa Airport via Il- ised by the Helsinki-Uusimaa Regional mala and Otaniemi to an artificial island Council, Harju County, the cities of Hel- constructed in the Ulkomatala shoal and 32 sinki and Tallinn, the Estonian Ministry of from there towards Tallinn. For alternative ALT1b also possible traffic connection to West Metro. In the FinEst Link alternative ternatives is that, in project alternatives Pasila is considered. The assessment (ALT2) the route runs at an approximate ALT1a and ALT1b, the railway tunnel also considers a service connection that depth of 70 metres at Helsinki central starts as an underground track at the air- would be located in the Koirasaari region. railway station. port, surfacing to the northeast of Mylly- However, the actual railway tunnel route All project alternatives also include the kylä, Tuusula, some 300 metres east of will not pass through Koirasaari; instead, construction of a freight terminal north the Tuusulanjoki river. In alternative ALT2, it will pass by it at a distance of a few of Helsinki-Vantaa Airport with a railway the route starts as an underground track hundred metres. connection. The route from the airport to that surfaces in Maantiekylä, Tuusula, Alternative ALT2 examines a railway the freight terminal is similar in all alter- immediately north of the airport. tunnel route from Helsinki-Vantaa Airport natives. The difference between the al- via Pasila and the centre of Helsinki towards Tallinn. Alternative ALT2 does not Table 2-1. The implementation alternatives being examined. include the construction of a habitable artificial island. The service connection Alternative ALT1a Railway tunnel between the freight terminal – Helsinki-Vantaa would be built in the Uppoluoto region, Airport – Otakeila – Hramtsow shoal; plus a service connection where the existing islet would be ex- tunnel built in Koirasaari panded as necessary. In the Finest Bay Area alternative (al- Alternative ALT1b Railway tunnel between the freight terminal – Helsinki-Vantaa ternatives ALT1a and ALT1b), the railway Airport – Ilmala – Otakeila – Ulkomatala; plus a service connec- tunnel route runs via Espoo, whereas tion tunnel built in Koirasaari in the FinEst Link alternative (ALT2) the route runs through the central railway Alternative ALT2 Railway tunnel between the freight terminal – Helsinki-Vantaa station in the centre of Helsinki. In the Es- Airport – Pasila – Centre of Helsinki (Rautatientori region) – Up- poo location alternative, the connection poluoto (service connection) from the railway tunnel to the existing Zero alternative ALT0+ Ferry traffic continues like today, but with updated forecasts as traffic network would be built below the regards shipping routes and number of passengers. Otaniemi metro station. In the route alternative running via Helsinki railway station, escalators or lifts running below the central railway station would be used. In the route running via Espoo, the ascent to the station is significantly shorter than in the alternative located below Helsin- ki central railway station. In the project alternatives ALT1a and ALT1b, Otakei- la station is located some 15–20 metres below the Keilaniemi station of the 33 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

Figure 2-1. Railway tunnel routes, stations and the locations of artificial islands and service islands on the Finnish side for the project alternatives.

34 The figure (Figure 2-1) presents the vicinity of the stations possibly the ALT0+ alternative uses a forecast of railway tunnel routes, stations and the enabled by the project, such as 14.1 million ferry passengers per year locations of artificial islands and service the construction of new property, (two-way trip) and, for freight traffic, the islands on the Finnish side for the project functions and traffic connections Finnish Transport Agency’s national sea alternatives. trafficforecast that will be published in 2.2.3 Zero alternative in Finland late 2018. The current ferry capacity has The length of the railway tunnel between (ALT0+) been considered to be sufficient for the Helsinki and Tallinn is some 100 kilo- In addition to the project alternatives, the needs of the above passenger scenario. metres. The alternatives considered in EIA procedure also examines the zero Capacity may be increased by increasing Finland are located within the cities of alternative where the project is not un- the size of the vessels or adding sailings. Helsinki, Espoo and Vantaa. In addition, dertaken. However, the assessment of As regards freight traffic, the estimate is the assessment examines the placement the zero alternative takes into account, that the forecast increase in traffic does of a possible freight terminal at the bor- among other things, the development not require significant new investments der of the municipalities of Tuusula and of the surrounding transport system and (FinEst Link 2018). Nurmijärvi. The alternatives pass through the improvement measures possibly re- Finnish territorial waters and the Finnish quired due to increased demand, due to exclusive economic zone as well as the which the expression ALT0+ has been Estonian exclusive economic zone and chosen. The ALT0+ alternative is mainly territorial waters. This EIA procedure ex- based on the scenarios and traffic fore- amines the impacts of the project up to casts made in connection with the FinEst the border of the Estonian exclusive eco- Link project (FinEst Link 2018); however, nomic zone boundary. the ALT0+ used in this EIA procedure is The EIA procedure also examines the not completely identical to the one as- following related projects: sessed in the FinEst Link project. –– Construction of a freight terminal The studies indicate that the current to the north of Helsinki-Vantaa ferry traffic capacity may be increased Airport and a railway connection to meet increasing demand. However, it there should be taken into account that capac- The following functions are not cov- ity growth is limited by the limited size of ered by this EIA procedure: the existing ferry fleet and traffic conges- –– Track route from the freight termi- tion in the areas close to the ports. In the nal to the national railway system future, the duration of the ferry trip may –– Any buildings and economic life be reduced by modernising the equip- that may appear on the artificial ment. The ALT0+ alternative in this EIA islands in the future procedure is based on the current har- –– The development of community bours Länsisatama, Eteläsatama, Kata- structure and infrastructure in the janokka and Vuosaari. As regards ferries, 35 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

2.3 Project design stage and sessment will begin. The goal is to com- dure and Consolidation of the different schedule plete the EIA procedure during 2019. procedures in Finland and Estonia. The The project also requires separate preparation of the Estonian EIA proce- 2.3.1 Finland zoning processes and procedures ac- dure was started in August 2018 by or- The Project Developer has completed a cording to the Tracks Act; their duration ganising the first meeting of the so-called pre-feasibility study of the Finnish project depends ia. on what zoning levels the international ad hoc workgroup that dis- area in 2018 in relation to surveying a lo- project requires at different points of the cussed the design status of the project cation for the artificial island to be con- railway tunnel route. and the authority procedures required structed. The pre-feasibility study used The project requires a water permit for the project. According to the planned existing documentation to survey the pursuant to the Water Act (587/2011). schedule, the authority procedures re- natural values of open sea areas in Kirk- At the earliest, the permit process may quired for the project will be started dur- konummi, Espoo and Helsinki, and key begin once the EIA procedure has been ing the autumn of 2018 by applying for fishing areas. Sea bird fauna and impor- completed. Once the licensing process is the necessary permits to start the work. tant sea bird areas were also surveyed. complete, the construction of the project The plan is to complete the zoning, EIA The purpose of the pre-feasibility study may begin at the earliest in the summer and permit procedures in the summer of is to aim at minimising the environmen- of 2020, depending on the duration of 2020, after which the construction stages tal impacts of the project and its impact the permit procedure. However, the du- of the project may begin at the earliest. on fisheries; in other words, to find a lo- ration of the zoning processes will also The pre-planning stage supporting cation for the artificial island that has a affect this. the environmental impact assessment minimum of natural values, taking into All told, the construction of the tun- started alongside the EIA procedure in account fish spawning areas. nel will take roughly 5–9 years. The to- the spring of 2018, and covers the tech- A pre-planning stage supporting the tal duration of the tunnel’s construction nical designs for the tunnel route along environmental impact assessment was is heavily dependent on, among other the entire distance. On the Estonian side, launched alongside the EIA procedure in things, the daily progress of the tunnel pre-planning continues according to the the spring of 2018. Technical design pro- boring and the possibility of interleaving schedule required by the project, and the duces information at a level of precision the outfitting and boring work in the tun- specifiedinformation will be presented in commensurate with the level of detail nel. The daily progress will, for its part, the assessment report. used in the EIA procedure, and the infor- depend on the future development of mation specified as technical design ad- tunnel boring equipment. The tunnel will vances will be presented in the assess- be constructed simultaneously from sev- ment report. eral different starting points. The drafting of the project’s environmental impact assessment programme 2.3.2 Estonia was started in May 2018 and it was sub- The EIA and zoning procedures for Esto- mitted to the EIA authority in December nia and the schedules for the procedures 2018. Following this, the EIA report stage are described in more detail in chapters 36 and the actual environmental impact as- EIA procedure in Estonia, Zoning proce- 2.4 Interfaces with other projects

The project is related to the FinEst Link project that analysed the feasibility of constructing a tunnel between Helsin- ki and Tallinn. The railway tunnel route of the FinEst Link project is included in this EIA procedure as project alternative ALT2. As regards the FinEst Link project, no additional design work or studies have been undertaken for purposes of the EIA programme; instead, the existing design documentation has been utilised as it is. According to the calculations of the FinEst Link project, 13 million people would use the tunnel for travel each year, alongside 11 million people using fer- Figure 2-2. Estimated changes in tunnel and ferry passengers in 2015–2050, tak- ries. The amount of transported goods ing into account the construction of the railway tunnel. Extract from the Finest is also forecast to grow substantially. Link Feasibility Study report (FinEst Link Feasibility study 2018) According to the calculations made by the FinEst Link project, by 2050, both the tunnel and ferries would carry 4.2 million switch to using the tunnel. The number of ish side would be Pasila, Helsinki central tonnes of freight each year, both ways, fast ferry connections will likely decline railway station and Uppoluoto. amounting to 8.4 million tonnes in total. after the tunnel is completed. The fig- In 2017, the amount of freight carried by ure (Figure 2-2) presents the estimated sea amounted to some 3.8 million tonnes changes in tunnel and ferry passengers in total (2 million tonnes from Finland and in 2015–2050. (FinEst Link Feasibility 1.8 million tonnes from Estonia). (FinEst study 2018) Link Feasibility study 2018) In other words, the tunnel is expect- The strategic environmental assessment ed to double, even triple passenger and (SEA) of the FinEst Link project recom- freight traffic over the next thirty years. mended a railway route that would run Estimates indicate that ferry traffic will from the north of Helsinki-Vantaa Airport also increase even if the tunnel is built. and end at Ülemiste in Estonia to where However, some ferry passengers, an es- the Rail Baltica railroad will be built by timated 3.5 million people per year, will 2025. The through stations on the Finn- 37 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

3 EIA PROCEDURE 3.1.1 Espoo Convention and enquire about their willingness to Environmental impact assessment in participate in the EIA procedure. If an 3.1 International EIA procedure a transboundary context is covered by Affected Party decides to participate The undersea railway tunnel enables rail- the Espoo Convention (Convention on in the procedure, it makes the project way traffic between Finland and Estonia. Environmental Impact Assessment in a documentation submitted by the Party Because the Finest Bay Area tunnel pro- Transboundary Context). Finland ratified of Origin available for public viewing in ject has an international dimension, there this general convention of the UN Eco- order to gather opinions. The environ- are two primary international procedures nomic Commission for Europe in 1995. mental authority of the Affected Party to be followed: The convention entered into force in collects the opinions and submits them –– the Espoo Convention (UNECE 1997. In Finland, the obligations of the to the Party of Origin. Convention on Environmental convention have been enacted by means The competent Finnish and Estoni- Impact Assessment in a Trans- of the EIA Act and the Decree on the en- an authorities in the international con- boundary Context); actment of the General Convention on sultation in compliance with the Espoo –– the Bilateral Agreement on EIA Environmental Impact Assessment in a Convention are the Ministries of the En- between Finland and Estonia Transboundary Context (SopS 67/1997). vironment. The environmental authority (Agreement between Finland and Estonia has also ratified the Espoo Con- submits the received opinions from the Estonia on Environmental Impact vention. Affected Parties to the national liaison Assessment in a Transboundary The parties to the convention are en- authority for the EIA procedure, which Context). titled to participate in an environmental will then take the provided opinions into The need for an environmental impact impact assessment procedure being car- account in its statement. assessment in Finland is based on the ried out in another country if the adverse Act on Environmental Impact Assess- environmental impacts of the project be- 3.1.2 Bilateral agreement between ment Procedure (252/2017, hereinafter ing assessed may affect the country in Estonia and Finland referred to as the “EIA Act”). In Estonia, question (hereinafter referred to as the In addition to the Espoo Convention, Fin- the need for an assessment is based on “Affected Party”). The Finest Bay Area land and Estonia have a bilateral agree- the Act on environmental impact assess- tunnel project is included in the activi- ment concerning environmental impact ment and environmental management ties of Appendix I, section 7a of the Es- assessment in a transboundary context. systems (RT I 2005, 15, 87). Thereby, poo Convention (construction of lines The agreement was signed on 21 Febru- the residents of both countries have the for long-distance railway traffic), wherein ary 2002 in order to improve bilateral co- opportunity to participate in the EIA pro- international hearing is necessary if the operation during environmental impact cedure undertaken in their own country project is likely to have significant, ad- assessment. The bilateral agreement and to present their opinion in the other verse transboundary impacts. between the Government of the Repub- country’s EIA procedure as part of the in- The environmental authorities of the lic of Finland and the Government of the ternational hearing. project’s country of location (Party of Republic of Estonia on Environmental Origin) notify the environmental author- Impact Assessment in a Transbounda- ities of the Affected Parties of the start- ry Context (SopS 51/2002) entered into 38 ing of the EIA procedure for the project force on 6 June 2002. The obligations in the EIA agreement hoc workgroup, for the purposes of in- between Finland and Estonia concern- formation exchange. The workgroup will ing the environmental impact assessment convene approximately once per month for projects are largely similar to those in during the project’s EIA and zoning pro- the Espoo Convention. Furthermore, the cedures. agreement contains a provision on the establishing of an environmental impact assessment committee. Both parties have appointed six members for the committee. The chairs of the committee from both the Finnish and Estonian sides are representatives from the Ministries of En- vironment, and the members are representatives from the regional environmental authorities. The committee convenes at least once per year. The committee has an advisory role and its primary purpose is that of information exchange. By virtue of Article 14 of the Conven- tion, the competent authorities of the Parties are entitled to agree to carry out a joint environmental impact assessment (Joint EIA) within the framework of their national legislation. The Finest Bay Area tunnel project produces separate documents for Finland and Estonia that assess the transboundary impacts for both countries. However, the aim is to perform environmental impact assessment simultaneously and in cooperation between EIA experts in both countries, whenever possible. In August 2018, the joint environmental impact assessment committee for Finland and Estonia decided to establish a dedicated workgroup for the Finest Bay Area tunnel project, known as the Ad 39 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

PRE NEGOTIATION

PREPARING THE EIA PROGRAMME 3.2 EIA procedure in Finland

3.2.1 Goal and contents of the EIA EIA PROGRAMME TO THE procedure stage LIAISON AUTHORITY The environmental impact assessment procedure (EIA procedure) is stipulat- • ANNOUNCEMENT ed by law. In Finland, it is regulated EIA PROGRAMME FOR PUBLIC DISPLAY • PUBLIC EVENT by the EIA Act (252/2017) and Decree AND SUBJECT FOR STATEMENTS • STATEMENTS (277/2017). The legislation regarding the programme • OPINIONS

environmental impact assessment pro- EIA cedure was renewed in May 2017. The STATEMENT FROM EIA procedure is applied to projects and THE LIAISON AUTHORITY changes to projects that are likely to have substantial environmental impacts (EIA Act, Appendix 1).

The goal of the EIA Act is to promote ENVIRONMENTAL IMPCAT ASSESSMENT environmental impact assessment and AND COMPARISON the harmonised consideration of the assessment during design and decision-making. Similarly, the goal is to improve access to information and partici- PREPARING THE EIA REPORT pation opportunities for all parties. A project’s environmental impacts must be examined in the statutory as- EIA REPORT TO THE sessment procedure during the early LIAISON AUHTORITY stages of the project’s planning, when EIA report stage EIA the alternatives remain open. Authorities • ANNOUNCEMENT may not give permission to execute the EIA REPORT FOR PUBLIC DISPLAY • PUBLIC EVENT project or make any comparable deci- AND SUBJECT FOR STATEMENTS • STATEMENTS • OPINIONS sions before the assessment is complete. The EIA procedure does not involve decisions concerning the project; its goal is REASONED CONCLUSION FROM THE LIAISON AUTHORITY to provide information to support decision-making. The key stages of the EIA procedure 40 are presented in figure 3-1. FURTHER PLANNING, PERMIT APPLICATIONS

Figure 3-1. Stages of the EIA procedure. COPYRIGHT©PÖ YRY 3.2.1.1 Advance negotiation is a plan (working programme) regarding a description of the current state of the Before the start of the EIA procedure, or the arrangement of the environmental environment in the project area and pre- during its progress, an advance negoti- impact assessment procedure and the sents a proposal for the methods for ation may be arranged in cooperation studies required for it. The programme assessing environmental impacts and a between the Project Developer and the presents, among other things, the basic plan for arranging the participation. key authorities. The goal of the advance information regarding the project and its The environmental impact assessment negotiation is to facilitate the manage- alternatives and an estimate of the pro- programme presents the following infor- ment of the complex of the assessment, ject schedule. Furthermore, it contains mation to the necessary extent: design and permit procedures required for the project as well as information exchange between the Project Developer • A description of the project, its purpose, design stage, location, size, land use needs and the authorities, to improve the quali- and interfaces with other projects. ty and usability of the studies and docu- • Information on the Project Developer and an estimate of the project’s design and ments and to streamline the procedures. implementation schedule. An advance negotiation with the liai- • The project alternatives and zero alternative. son authority was held on 20 June 2018. • Information on the plans and permits required for implementing the project. Representatives from the liaison authori- • A description of the current state of the environment and its development in the likely affected area. ty, Project Developer and EIA consultant • A proposal of the environmental impacts identified and submitted for examination as well as a broad selection of different (including common impacts with other projects). authorities were invited to the advance • Information regarding the created and planned studies and the methods used in the negotiation. Prior to the advance nego- acquisition and assessment of the documentation as well as the related as- sump- tiation, the participants were provided tions. with a draft of the EIA programme for • Information on the qualifications of the authors of the assessment programme. comments and, furthermore, all com- • A plan regarding the arrangement of the assessment procedure and its related par- ments from the authorities submitted by ticipation, and their interfaces with project design. August 2018 have, whenever possible, • An estimate of the completion of the assessment report. been taken into account in the drafting of the EIA programme. A memorandum of the advance negotiation was drawn up and it can be found in electronic format on the website of the EIA procedure.

3.2.1.2 EIA programme The environmental impact assessment programme is drawn up during the first stage of the environmental impact assessment procedure. The EIA programme 41 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

The EIA procedure is officially started and information regarding the execution The environmental impact assessment when the EIA programme is submitted to of the environmental impact assessment report presents the following information the liaison authority. The liaison authority procedure. The assessment report also to the necessary extent: communicates on the starting of the EIA includes a popularised summary. procedure and the public availability for viewing of the EIA programme in electronic format on its Internet site and in the • A description of the project, its purpose, location, scope, land use needs and key municipalities of the likely affected area. characteristics, considering the construction and operation stages as well as pos- The period of availability begins from the sible decommissioning and emergency situations. publication date of the announcement • Information on the Project Developer, the project’s planning and execution sched- and lasts for 30 days (for specific rea- ule, the plans, permits and similar decisions required for the implementation and the project’s interfaces with other projects. sons, such as the applicability of the in- • An analysis of the relationship of the project and its alternatives in relation to land ternational procedure, the time may be use plans and the relevant plans and programmes concerning the use of natural extended to 60 days). During this time, resources and environmental protection. opinions regarding the EIA programme • A description of the current state of the environment in the affected area and its likely may be submitted to the liaison authori- development if the project is not implemented. ty. The liaison authority will also request • An assessment and description of the likely significant environmental impacts of the statements regarding the programme project and its alternatives. The assessment and description of the likely significant from different authorities. The liaison au- environmental impacts covers the direct and indirect, cumulative, short-term, medium- thority compiles the statements provided term and long-term permanent, temporary, positive and negative impacts as well as regarding the programme and uses them cumulativempacts with other existing and approved projects. as a basis for providing its own statement • An assessment of potential accidents and their consequences. to the Project Developer within one month • A comparison of the environmental impacts of the alternatives. after the termination of the period of avail- • Information regarding the main reasons for selecting the present alternative(s), including environmental impacts. ability for viewing. • A proposal for actions to be taken to avoid, prevent, mitigate or eliminate the identified significant adverse environmental impacts. 3.2.1.3 EIA report • A proposal for potential follow-up arrangements related to the significant ad- The environmental impact assessment verse environmental impacts. report is drawn up on the basis of the • An analysis of the stages of the assessment, with the participation arrangements, and assessment programme and the liai- their connection with the project planning. son authority’s statement regarding it. • A list of sources used in the preparation of the descriptions and assessments in- Among other things, the EIA report pre- cluded in the report, a description of the methods used in the identification, predic- sents information regarding the project, tion and assessment of significant environmental impacts, and information regard- a description of the current state of the ing the deficiencies identified while compiling theequir r ed information and the key environment, a description of the likely uncertainty factors. significant environmental impacts of the • Information on the qualifications of the authors of the assessment eport.r project and its alternatives, the mitigation • An analysis of how the liaison authority’s statement on the assessment programme has been taken into account 42 and follow-up of the environmental impacts, the comparison of the alternatives, The liaison authority will communicate other affected authorities, and to publish regarding the completion of the assess- it on the liaison authority’s website. ment report in a similar manner as in the case of the assessment programme. The 3.2.2 Need for an EIA procedure assessment report will be made avail- In Finland, the EIA procedure is always able to the public for a minimum of 30 required for the projects listed in Ap- days and a maximum of 60 days, during pendix 1 of the EIA Act. The need for an which time statements will be requested EIA procedure in this project is based on from the authorities and residents and section 9) traffic, subsection d) construc- other stakeholders have the opportunity tion of long-distance railways in the list to present their opinion to the liaison au- of projects. Furthermore, the need for an thority. The authority will take the provid- EIA procedure is based on the President ed opinions and statements into account of the Republic’s Decree on the enact- in its own justified conclusion. ment of the Agreement on Environmental Impact Assessment in a Transboundary 3.2.1.4 Justified conclusion Context and its Appendix 1, list of pro- The liaison authority inspects the scope jects, section 7) Construction of mo- and quality of the environmental impact torways, express roads and lines for assessment report and, following this, long-distance railway traffic and of air- draws up a justified conclusion on the ports with a basic runway length of 2,100 project’s significant environmental im- metres or more. Section 7) also covers pacts. The justified conclusion presents tunnels between Finland and Estonia. a summary of the other statements and opinions provided regarding the EIA report. The justified conclusion shall be provided within two months after the end of the period reserved for providing statements and presenting opinions regarding the EIA report. The EIA procedure ends when the liaison authority submits the justifiedcon- clusion and the other statements and opinions to the Project Developer. In addition, the liaison authority must submit the justified conclusion for information to the authorities processing the project, the municipalities in the affected area and, if 43 necessary, the regional federations and Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

3.2.3 Parties to the EIA procedure international hearing procedure is coor- sented in the table at the beginning of the Figure 3-2 presents the parties taking dinated in Finland by the Ministry of the EIA programme. part in the EIA procedure for the project. Environment. In addition to Pöyry, A-Insinöörit Oy The Project Developer for the project is The environmental impact assess- and Fira Oy have been involved in the Finest Bay Area Development Oy and the ment programme regarding the Finnish technical pre-planning supporting the liaison authority in Finland is the Centre part of the project has been drawn up by project’s EIA programme. for Economic Development, Transport Pöyry Finland Oy as consultant, and the and the Environment in Uusimaa. The composition of its EIA workgroup is pre-

Uusimaa Centre for Economic De-velopment, Transport and the Envi- ronment (coordinating authority) Ministry of the FinEst Bay Area Environment Development (Project (international Developers) consultation)

Pöyry EIA procedure for Finnish-Estonian ad hoc (EIA consultant) Finland group

The media EIA monitoring group

Municipalities Other authorities and experts Civil society, environmental and other organisations Residents and landowners Trade and business representatives Private individuals

44 Figure 3-2. Parties to the EIA procedure in Finland. Note: Finnish–Estonian Ad hoc group = committee pursuant to bilateral agreement between Finland and Estonia.

COPYRIGHT©PÖYRY 3.2.4 Participation, interaction and The EIA report describes the partici- of the performed environmental impact communication pation during the EIA procedure and pre- assessment and its comprehensiveness. The EIA procedure is an open process sents how the opinions and statements and one of its goals is to increase the received during the participation period 3.2.4.3 Steering group access to information and opportunities have been taken into account in the per- A steering group will be compiled during for participation for all parties. Participa- formed studies. the EIA programme stage to monitor the tion in the EIA procedure refers to inter- At a later stage of the EIA procedure, EIA procedure; its purpose is to promote action within the fieldof environmental the assessment report will also be availa- the transfer and exchange of information impact assessment between the Project ble for public viewing and open to state- between the Project Developer, author- Developer, liaison authority, other au- ments and opinions in a similar manner. ities and other stakeholders. The repre- thorities and those whose conditions or sentatives of the steering group follow benefits may be affected by the project 3.2.4.2 Information and discussion the progress of the environmental impact as well as organisations and foundations events for the general public assessment and present their opinions whose fields of operation the impacts of Public discussion events regarding the on the drafting of the environmental im- the project may concern. One of the key project have already been arranged each pact assessment programme, assess- goals of the participation is compiling the month for slightly over one year in Hel- ment report and the studies supporting views of the different parties. sinki. it. The composition of the steering group An open information and discussion aims at ensuring that the members rep- 3.2.4.1 Announcements regarding the event will be arranged regarding the resent those key authorities and groups assessment programme and public environmental impact assessment pro- whose benefits or conditions may be im- availability for viewing gramme during the public availability pacted by the project. The liaison authority will announce the period of the EIA programme. The event In addition to the Project Developer public availability for viewing of the EIA introduces the project and the assess- and consultant, representatives from the programme on its website. The an- ment programme to the public. During following parties were invited to join the nouncement will indicate where in the the event, the audience may present its steering group: municipality the EIA programme is avail- views on the environmental impact as- –– Regional State Administrative able for viewing and by which time the sessment work, receive information and Agency, Southern Finland statements and opinions concerning the discuss the EIA procedure with the Pro- –– Ministry of Transport and Commu- programme must be submitted. During ject Developer, the liaison authority and nications the period of public availability, the near- the experts who compiled the EIA pro- –– Finnish Transport Agency by communities, residents and other af- gramme. –– Finnish Transport Safety Agency fected parties may submit their opinion A second public information and dis- (Trafi) concerning, for example, the need for cussion event will be arranged once the –– Western Uusimaa rescue services analysis in the project’s impact assess- EIA report is complete. The event will be –– Finnish Heritage Agency ment and whether the information and used to present the results of the environ- –– Ministry of Defence plans presented in the EIA programme mental impact assessment. The public –– Finnish Defence Forces/Defence are sufficient. has the opportunity to present its views Command 45 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

–– Finnish Border Guard group can present its views on the en- date the audience on the latest news re- –– Finnish Safety and Chemicals vironmental impact assessment work, lated to the project. Agency receive information and discuss the EIA The local stakeholders’ opinion on the –– Uusimaa Centre for Economic procedure with the Project Develop- sufficiency of available information will Development, Transport and the er, the liaison authority and the experts be monitored in connection with the in- Environment who compiled the EIA programme. The teraction during the progress of the EIA –– Helsinki-Uusimaa Regional Coun- group will convene for the second time procedure. The aim is to plan and imple- cil during the drafting phase of the EIA re- ment communication related to the pro- –– Southwest Finland Centre for port. ject and its EIA procedure in a manner Economic Development, Trans- where it suits the need for information as port and the Environment (fisher- 3.2.4.4 Other communication well as possible. ies) Information on the project and its envi- The steering group is meant to as- ronmental impact assessment will also 3.2.4.5 Schedule for the EIA semble for the first time during the EIA be communicated to the public along procedure programme’s hearing phase in January with general communication, such as via The key stages and planned schedule of 2019. The project and the assessment press releases, magazine articles and the EIA procedure are shown in the figure programme is presented during the the Project Developer’s website, and by below (Figure 3-3). event. During the event, the steering regularly arranging public events that up-

Figure 3-3. Planned schedule for the EIA procedure in Finland.

46 3.3 EIA procedure in Estonia whether competing applications exist for procedure for other permits that are is- the same area, request statements from sued by different competent parties and In Estonia, the EIA procedure is not an in- relevant authorities (asjaomased asu- as the basis for issuing such permits, if dependent procedure; it is always linked tused) and decide on starting the permit the EIA report in question includes suffi- to another permit process. The EIA pro- procedure. As a competent authority, cient information for issuing these other cedure is required, among other things, TJA will also decide on the starting of the permits. for receiving a common water area uti- EIA procedure when deciding on starting If the EIA procedure takes place within lisation permit (hoonestusluba), allowing the permit procedure. the application procedure for a common its bearer to build in common water ar- According to Estonian legislation, the water area utilisation permit, the compe- eas. The construction permit (ehituslu- EIA procedure is always mandatory in tent authority and decision-maker (ot- ba) is applied for and granted separately cases that are listed in the Estonian En- sustaja) shall be TJA. TJA shall commu- following the acquisition of the utilisation vironmental Impact Assessment and En- nicate the start of the EIA procedure, be permit, and it is preceded by the appli- vironmental Management System Act responsible for notifying the relevant au- cation for and granting of the technical (keskkonnamõju hindamise and keskkon- thorities and interest groups, coordinate design specifications. najuhtimissüsteemi seadus). The act also the process and ensure that the relevant According to Estonian legislation, the lists other cases in which the EIA proce- authorities and interest groups are in- granting of the technical design spec- dure is discretionary. In those cases, a volved in the process. Furthermore, TJA ifications, the construction permit and preliminary environmental impact assess- shall decide on whether an EIA report is all environmental permits may require a ment (keskkonnamõju eelhinnang) takes sufficient for issuing a permit. separate EIA procedure. However, the place, based on which the EIA procedure If it is deemed that the planned activ- basic legal principle is that the EIA pro- can either be started or not started. In this ities have transboundary environmen- cedure is performed at the earliest possi- case, an EIA is mandatory because the tal impacts, the Estonian Ministry of the ble permit stage of the planned activities, project involves building a new railroad Environment (KeM) shall be one party to in this case, while applying for a water and adding solid material to the seafloor. the EIA procedure as a relevant authority. area utilisation permit. After an EIA procedure is started, the KeM acts as a communicator between In order to initiate the process for ac- application procedure for a water uti- various countries’ authorities in EIA pro- quiring a water utilisation permit and, lisation permit is suspended until the cedures that deal with transboundary thereby, the EIA procedure in Estonia, authorities have deemed the EIA report environmental impacts. A competent the planning party (arendaja) shall submit to be compliant with the requirements authority must notify the Ministry of the the permit application to the technical (KMH aruande nõuetele vastavaks tun- Environment of starting the permit pro- supervision agency (Tehnilise Järelvalve nistamine). Estonian legislation allows cedure and issuing a permit for activities Amet, TJA) under the Estonian Ministry EIA procedures for several permits to that are expected to have transbounda- of Economic Affairs and Communica- be combined provided they relate to the ry environmental impacts. The Ministry tions. TJA conducts the duties of a com- same planned activity and are sought of the Environment, in turn, shall notify petent authority (pädev asutus) in the from the same competent decision-mak- the countries whose borders the trans- permit procedure. TJA will announce the er. According to Estonian legislation, the boundary environmental impacts are receipt of the application and investigate same EIA report can also be used in a likely to cross. 47 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

The Estonian Environmental Board otherwise affect common water areas competent authority and decision-maker (Keskkonnaamet, KeA) acts in the per- and the exclusive economic zone. (otsustaja), which is in charge of making mit procedures either as a competent The activities planned in the tunnel the programme or proposal available for authority and decision-maker (permits project comprise a nationally significant public viewing. Prior to the public view- issued by KeA, i.e. nature conservation project that affects common water ar- ing, statements are requested from rele- permits) or as a relevant authority (other eas and the exclusive economic zone. vant authorities, and the EIA programme permits). Therefore, the government has the right or proposal for preparing a special plan The planned activities also enable the to start preparing a national special spa- shall be amended based on their feed- preparation of a national special spatial tial plan and the related SEA procedure back. The decision on the public viewing plan (riigi eriplaneering), which also in- concerning the project. shall be made by the decision-maker af- cludes a strategic environmental assess- According to the Estonian EIA Act, the ter the statements from relevant authori- ment (SEA) report. According to Estonian environmental impact assessment shall ties have been received and considered. legislation2, the preparation of a special be prepared by an expert (keskkonnamõ- The decision-maker shall communi- plan is subject to a decision by the state ju hindamise juhtekspert) with an EIA li- cate on the publication of the EIA pro- government, which is sought by the party cence issued by the Estonian Ministry gramme (or proposal for preparing a spe- organising the preparation of a national of the Environment (keskkonnamõju hin- cial plan), including the time and places of special spatial plan. The party organising damise litsents), a working group led by public viewing and the time and place of the preparation of a special plan is the this person or through such an expert by a public event, and make the programme Estonian State Treasury (RaM). Further- their employer. This act is also followed or proposal available for public viewing. more, the government may decide that, in preparing a strategic environmental Such communication shall also include in matters concerning national security assessment (SEA) based on similar re- the contact details of the decision-maker and defence, the organising party shall quirements by an equivalent expert (ke- (otsustaja) and party planning the activi- be a government agency for the region skkonnamõju strateegilise hindamise ju- ties (arendaja). A public event concerning in question. htekspert), a working group led by this the project (avalik arutelu) shall be organ- A national special spatial plan can be person or through such an expert by their ised at the expense of the party planning prepared if the plan affects a construc- employer. the activities. tion project whose location or operation The party in charge (arendaja) of the During the availability for public view- has significant regional effects or a great planned activities (kavandatav tegevus) ing, everyone is entitled to make sug- national or international significance. A shall submit an EIA programme prepared gestions, provide statements and ask national special spatial plan may be pre- by such experts or under their guidance questions regarding the EIA programme pared primarily for the purpose of plan- (KMH programm) or (in case a nation- or proposal for preparing a special plan. ning for construction in national defence al special spatial plan and SEA proce- The EIA programme shall be amended and security, energy production, natural dure is started) a proposal for preparing based on the received feedback, as nec- gas transportation, waste management a national special spatial plan and SEA essary. The EIA or SEA working group and mining projects, projects that cross (riigi eriplaneeringu lähteseisukohtade will amend the programme or proposal 48 regional boundaries and projects that and KSH väljatöötamise kavatsus) to the under the guidance of the expert responsible for the procedure in question. The EIA or SEA report to the competent au- reviewed and amended programme shall thority and decision-maker (TJA or RaM) be submitted from the party planning the after it has been amended based on activities to the decision-maker (tech- the statements, opinions and questions nical supervision authority TJA or State by the relevant authorities and interest Treasury RaM, depending on the choice groups. The decision-maker shall decide of procedure). whether the report meets the statuto- In case of transboundary environmen- ry requirements (tunnistatakse nõuetele tal impacts, the decision-maker shall vastavaks) and publish its decision. notify the Estonian Ministry of the En- In case of transboundary environmen- vironment (KeM) already when issuing tal impacts, the decision-maker shall a decision on starting the permit pro- notify the Ministry of the Environment as cedure. KeM shall communicate this to well as the other relevant authorities; the the relevant authorities in other countries Ministry of the Environment shall, in turn, and deliver to them a permit application notify the countries affected by these en- and a report on transboundary environ- vironmental impacts. mental impacts, the EIA procedure and A two-stage EIA procedure (Figure 34) its content no later than in connection follows the launching of the EIA. with the announcement of starting an EIA procedure in Estonia. If another country is interested in participating in the process, KeM shall see to it that the EIA programme/proposal for a national special spatial plan and the EIA/SEA report are delivered to the relevant authorities in this country. Furthermore, KeM will organise the relevant negotiations in order to determine any measures that reduce the environmental impacts. KeM shall coordinate the participation of the other country’s experts in the EIA/SEA process. The EIA report shall be prepared and published similarly to the EIA programme or application for a special plan. The party planning the activities shall submit the 49 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

Figure 3-4. EIA procedure in Estonia.

50 The actual permit procedure will con- 3.4 Zoning procedure (SEA) procedure. The SEA procedure tinue after the approval of the EIA report. must include at least two examined pro- The permitting authority must take into 3.4.1 Zoning procedure in Finland ject alternatives, and the procedure con- account the results of the EIA and the The project requires a change in the re- sists of two stages: 1) selection of the lo- environmental requirements determined gional plan. Preparation of the Uusimaa cations for the project alternatives and 2) by the EIA supervisor. regional plan Helsinki-Uusimaa Land detailed planning. The aim is to have the In Estonia, the project’s route alter- Use Plan 2050 covers the entire Uusimaa national designated spatial plan started natives run either via the Uusmadal, Tal- region and its focus is on the year 2050. before the end of 2018. linnanmadal or Nygrundi N shoals and, The preparation of the plan that brings in each alternative, the terminal station together all the key themes related to for passenger traffic is in Ülemiste. The land use was started in 2016 and the aim freight terminal will be approx. 5 to 8 is to complete it in the autumn of 2019. kilometres south from Ülemiste. In Es- When the Helsinki-Uusimaa Land Use tonia, the EIA procedure will examine 1 Plan enters into force, it will overturn the to 5 kilometres wide study corridors, de- regional plans currently in force as well pending on the route alternative. Geolog- as those that are non-appealable. The ical studies will take place in these areas Helsinki-Uusimaa Land Use Plan is in the for the purpose of planning the routes in draft stage and available for public view- more detail. ing between 8 October and 9 November 2018. In addition to the regional plan, the project is likely to require plan changes at the master plan and city plan levels (see chapter Zoning).

3.4.2 Zoning procedure in Estonia In Estonia, the zoning procedure required for the project may be completed by means of a national designated spatial plan (NDSP), riigi eriplaneering in Estoni- an. The national designated spatial plan procedure covers all plan levels on the land and sea areas. The national designated spatial plan procedure includes an environmental impact assessment procedure for the plans, also known as a strategic environmental assessment 51 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

3.5 Consolidation of the different procedures in Finland and Estonia

The Project Developer has made a proposal concerning the consolidation of the Finnish and Estonian EIA, permit and zoning procedures to the environmental impact assessment ad hoc -group in No- vember 2018. According to the proposal, the aim is to organise the hearings included in the EIA and zoning procedures as simultaneously as possible. The figures (Figure 3-5 and Figure 3-6) present the main principles of the consolidation. The schedule is preliminary and it will be specified and amended during the procedures. The proposal of the Pro- ject Developer is to fit these procedures together but the schedule is affected by the different starting times of the national authority handling procedures where the Project Developer can’t influence.

Figure 3-5. Con- solidation of the EIA and permit procedures in Finland and Es- tonia.

52 53 54 The main principles for the consoli- 3.5.1 Zoning and strategic part of the permit procedure in Estonia, dation of the EIA and zoning procedures environmental assessment (SEA) the aim is to synchronise the authority in Finland and Estonia are presented in In Finland, the Helsinki-Uusimaa Land processing of the permit stages as far figure (Figure 3-6). Use Plan 2050 is already in preparation, as possible in both countries in order to while the zoning procedure required for ensure that the authorities have access the project has not yet started on the Es- to information of a similar standard re- tonian side. Therefore, the international garding the project and that the permit hearings related to the Estonian national decisions are received at the same time. designated spatial plan procedure cannot be organised simultaneously with the Finnish regional plan procedure. Howev- er, the aim is to schedule the starting of the national designated spatial plan procedure to take place as simultaneously as possible with the beginning of the EIA procedure in both countries. The aim is to schedule the hearing process for the Finnish EIA procedure’s assessment report stage to take place simultaneously with the hearings for the first stage of the Estonian EIA procedure (selection of alternative project areas).

3.5.2 EIA procedure The aim is to send the notification regarding the starting of the EIA procedures simultaneously in both countries. In Finland, the EIA procedure starts with the initiation of the EIA procedure; in Es- tonia, it starts with the initiation of the permit procedure (hoonestusluba) that includes the EIA procedure. Figure 3-6. Consolidation of the EIA, The aim is to synchronise the two- permit and zoning procedures in Fin- month public availability period of the land and Estonia. The figure presents EIA programme in both countries as far also related procedures according to as possible. The same is true for the the Tracks Act. public events. Since the EIA procedure is 55 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

4 TECHNICAL 4.1 Tunnel routes The service connection would be built in the Uppoluoto region, where the existing DESCRIPTION ALT1a and ALT1b islet would be expanded as necessary. The railway tunnels of the Finest Bay Area The following describes the technical alternatives (ALT1a and ALT1b) will be 4.1.1 Railway tunnels characteristics of the railway tunnel to be constructed as a two tunnels from Hel- constructed in the project. The EIA pro- sinki-Vantaa Airport via a station (Otakei- ALT1a and ALT1b cedure examines two technical solutions, la) constructed in the Otaniemi–Keila- The railway tunnels of the Finest Bay Finest Bay Area (ALT1a and ALT1b) and niemi region to an artificial island and Area alternatives will be constructed as FinEst Link (ALT2), which differ in terms further into Tallinn via the Tallinn shoal two tunnel pipes with a diameter of ap- of the railway tunnel routing, number and (Tallinnamadal) or Uus shoal (Uusmadal). prox. 17.4 metres (Figure 4-1). One tun- location of the stations as well as tech- The railway tunnel’s route from the airport nel has two sets of tracks, separated by nical solutions used in the tunnel (tunnel to Otaniemi runs along either ALT1a or a sectioning wall, and technical rooms, size and number of tracks). The con- ALT1b. Route ALT1a runs passes through rescue space and maintenance space struction mainly uses TBM (Tunnel Bor- from the airport to the artificial island via below them. The other tunnel is reser- ing Machine) technology. The following Otakeila. Route ALT1b runs frompasses ved for freight train traffic and for use in technical description is based on, among through the airport to the artificialisland maintenance and rescue operations. The other things, the preliminary design doc- via Ilmala and Otakeila. In the route plan- design information will be specifiedas umentation of the FinEst Link alternative ning, the aim has been to avoid densely the project progresses, and the specified (FinEst Link 2018) and the preliminary populated residential areas in order to designs and related information will be design of the Finest Bay Area alternative. make it easier to find locations for the described in the environmental impact The technical design of project alter- above-ground shaft buildings. In alterna- assessment report. natives is at a preliminary stage and it will tive ALT1a, the artificialisland is located be refinedas the design progresses. The in the Hramtsow shoal, and in ALT1b, it is ALT2 specified technical details will be pre- located in the Ulkomatala shoal. The solution pursuant to the FinEst Link sented in the environmental impact as- alternative has three tunnels, two of sessment report. ALT2 which are reserved for rail traffic and one The route following the FinEst Link al- of rescue and maintenance needs. The ternative (ALT2) runs from the airport via larger tunnels are 10 metres in diameter Pasila and the centre of Helsinki (central while the smaller one, located in the mid- railway station). This alternative has three dle, has a diameter of 8 metres (Figure adjacent parallel tunnels. 4-2). The artificialisland used as a service connection for the tunnel route in alternative ALT2 is located at Uppoluoto. Al- ternative ALT2 does not include the con- 56 struction of a habitable artificial island. Figure 4-1. Cross-section of the railway tunnel in the Finest Bay Area alternatives.

Figure 4-2. Illustrative image of the railway tunnel in the FinEst Link alternative. Source: FinEst Link 2018. 57 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

Figure 4-3. Illustrative image of the station profiles in the Finest Bay Area alternatives.

4.1.2 Station solutions separates the different sides of the sta- ground level. The new station planned for tion, preventing, for example, the spread Otakeila would be located some 15–20 ALT1a and ALT1b of smoke on the stations and facilitating metres below the Keilaniemi station of The stations in the Finest Bay Area alter- safe rescue operations. the West Metro. The new station planned natives are built as side platform solu- Escalators and/or lifts are used for for Ilmala would be located some 50 me- tions, where the wall structure between ascending to the ground level and, in tres below the current train station at Il- the tracks continues without interruption Otaniemi, also to the nearby metro sta- mala. 58 across the stations (Figure 4-3). This tion that has existing connections to the The new station planned for Helsin- ALT2 ventilation on both sides of the stations. ki-Vantaa Airport is located below the In the FinEst Link alternative, the tracks Work safety is based on the construction airport’s Ring Rail Line railway station, in the tunnel are built with the European of two tunnels at a time and combining and escalators and lifts are used to as- gauge. The tunnel section between Pasi- them in a manner that allows for smoke cend to the airport from the new station. la and Helsinki-Vantaa Airport uses both compartmentation across their entire All alternatives use the same route at the gauges. distance. airport and their connection to the freight A driving tunnel and service connec- terminal area is similar. 4.1.4 Rescue safety tion to the railway tunnel will be built on The safety requirements for railway Koirasaari, off the coast of Helsinki; dur- ALT2 tunnels are determined by the Finnish ing construction, it will be used for trans- In the FinEst Link alternative, shunting Transport Safety Agency’s safety regu- porting quarry material, and during use, tracks are built on the stations for the lations and project guidelines as well as as a smoke removal path and a possible freight trains. Tunnel maintenance work safety-related publications, such as the evacuation and maintenance route. is carried out at night. A sectioning wall Report by the channel tunnel inter-gov- is used to separate the freight traffic from ernmental commission on safety in the the passenger traffic rail. channel tunnel 2009–2015, Gotthard Ba- In the FinEst Link alternative, the route setunnel Risk Management During Con- is located at a depth of approx. 70 me- struction of the Gotthard Base Tunnel tres at the location of the Helsinki central 2003. railway station; at Pasila station, it runs at a depth of some 60 metres. The new ALT1a and ALT1b stations will be linked with the existing In the Finest Bay Area alternatives, emer- stations using escalators and/or lifts. gency exit from the railway tunnel occurs into the maintenance and rescue tube 4.1.3 Gauge below which can also be accessed from the second tunnel. ALT1a and ALT1b The Finest Bay Area alternatives have The Finest Bay Area alternative uses ei- connecting tunnels between the pipes at ther the European (1,435 mm) or Finnish a distance of approx. 1 kilometres from (1,524 mm) gauge or both alternatives. each other. Emergency exit is also pos- The tunnel system may contain: sible via the second railway tunnel. The –– tracks with a single gauge, railway tunnels are separated across –– tracks with two different gauges, their entire length, also at the stations. or Smoke ventilation is carried out as –– some (or all) tracks fitted with longitudinal ventilation along the railway three rails, suitable for both gaug- tunnel between the shafts that rise to es. the surface. There are ducts for smoke 59 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

ALT2 dition to the above, four rescue stations systems. If the freight trains cannot exit In the FinEst Link alternative, rescues will be built in the undersea section. the tunnel, they will utilise the rescue sta- will take place as a “train helping train” These stations are on average 450 me- tions described above. solution where trains will be used for tres long with platforms placed every 50 The equipment used consists of elec- emergency assistance and passenger metres (Figure 4-4). The rescue stations trically operated machinery and devices. evacuation. In the FinEst Link alternative, have connecting pathways between the a separate service and rescue tunnel is main tunnel and service tunnel. The res- used for emergency exit purposes. cue system also involves fresh air ducts, There are rescue stations for passen- lighting, communications equipment and gers at least every 20 kilometres. In ad- smoke ventilation and/or fire extinguisher

60 Figure 4-4. Illustrative image of the rescue station. They have a length of 450 metres and have connecting pathways every 50 metres. Source: FinEst Link 2018. 4.2 Design basis

4.2.1 Track design The track design will be performed according to the European Commission’s technical specifications for interoperabil- ity (TSI) concerning the rail system in the European Union: –– 1299/2014 infrastructure TSI –– 1300/2014 accessibility TSI –– 1301/2014 energy TSI –– 1302/2014 rolling stock TSI –– 1303/2014 safety TSI –– 1304/2014 rolling stock – noise TSI –– 1305/2014 telematics applications for freight traffic TSI –– 454/20144 telematics applications for passenger traffic TSI –– 2016/919 control, command and signalling TSI Figure 4-4. Full-profile machine (Robbins TBM) excavating a tunnel in Chicago, Furthermore, the design adheres to IL, USA. The cutter heads seen in the picture have broken through to the main the technical guidelines of the Finnish tunnel created with the TBM method. Source: Lach ym. 2000. Transport Agency and Eesti Raudtee, which take into account the distinguish- ing national characteristics in addition to The TBM method refers to using a as granite, is available from China, Can- the provision listed above. full-profile machine to excavate the en- ada, Switzerland, Norway and Sweden, The design speed used for track ge- tire diameter of the tunnel profile at once. among other places. In these projects, ometry is 300 km/h. The other design At the same time, the necessary con- the diameter of the excavated tunnels basis will be specified as the project ad- crete elements are installed in order to has been approx. 10–15 metres. There vances. reinforce and seal the tunnel walls. are no known examples of the TBM Internationally, the TBM method is method being used to excavate tunnels 4.2.2 Description of the TBM method commonly used for metamorphosed with a diameter of more than 15 metres The tunnel will be built using both the tra- sedimentary rock, but the use of ma- into hard, crystalline rock. ditional drilling and blasting method and chines designed for hard rock is increas- The TBM method relies on large, by means of the TBM (Tunnel Boring Ma- ing continuously. Experience in using the full-profile boring machines (Figure 4-4, chine) method. method on hard, crystalline rock, such Figure 4-5). TBM drills use hard met- 61 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

al rolls as cutter heads. The hard metal development that allow for clearly better A tunnel created into crystalline, hard blades at the front of the profile boring progress than the one referred to above. bedrock using full-profile boring is sa- machine cause the rock to chip, and the All told, the construction of the tun- fer than a tunnel created with traditional broken rock that is released is then trans- nel will take roughly 5–9 years. The to- drilling and blasting, since not as many ported to a belt conveyor via screens tal duration of the tunnel’s construction cracks and boulders are created on the and chutes. The device weighs hundreds is heavily dependent on, among other ceiling and walls. The need for reinfor- of tonnes and presses the cutter head, things, the daily progress of the tunnel cing the tunnels and the vibration, noi- which contains dozens of cutting wheels, boring and the possibility of interleaving se and need for ventilation during work against the rock and breaks it. This re- the outfitting and boring work in the tun- are clearly smaller than in the drilling and sults in a smooth, tube-like tunnel. Screw nel. The tunnel will be constructed simul- blasting method. conveyors are used to feed the broken taneously from several different starting rock onto belt conveyors. The belt con- points. veyor feeds the rock further into lorries or TBM equipment will be built separate- trolleys for removal from the tunnel. (Ne- ly for each project, according to the con- nonen & Ikävalko 2012, Lach et al. 2000) ditions and the tunnel dimensions. Existing TBM equipment can advance 10–70 metres per day per tunnel, depending on the bedrock conditions and the tunnel diameter. The tunnelling progress will also depend on the future development of tunnel boring equipment. In a large-diameter railway tunnel, progress will be significantly slower than the maximum value presented above. On the other hand, it should be taken into account that there are methods and devices in

Figure 4-6. Basic diagram of the operation of a TBM full profile boring system. Modified from source [http:// www.railsystem.net/tunnel-bor- 62 ing-machine-tbm/]. 4.3 Preparatory work earlier in the Balticconnector and Nord • Koirasaari: Two-lane driving Stream gas pipeline projects, for exam- tunnels The preparatory work carried out before ple. The documentation from the Nord • Utilisation of existing construction the construction of the railway tunnel in- Stream project is utilised where appli- tunnels cludes the following, among others: cable in areas where the routes cross. – Karhusaari/Koivusaari –– Geological surveys (e.g. seismic New surveys are also performed where – Keilaniemi examination, sounding) necessary. – Otaniemi –– Planning and construction of sup- In order to clear the munitions or their – Airport/Aviapolis porting areas remnants, an ordnance clearance plan –– Construction of artificial islands will be developed in cooperation with The station at Otakeila will also be exca- and shafts relevant national authorities. The clear- vated using drilling and blasting, and the –– Planning of ventilation during ance plan will include clear risk assess- excavation is expected to take approx. work ment procedures for the technical per- 12 months. –– Planning of broken rock transport formance of the work together with the routes mitigation measures to be taken to mini- Railway tunnels will be excavated on –– Construction-time traffic arrange- mise impacts on marine flora and fauna. both sides of the station in order to make ments The clearance methods used will be safe, assembling the TBM equipment possi- –– Removal of unexploded ordnanc- proven and similar to those previously ble. Potentially, the drilling and blasting es (UXO) employed to dispose of munitions in the method will be used up to the shoreline, –– Construction of temporary har- Baltic Sea. to where the assembly site for the TBM bours on existing islands (Koiras- The disposal of unexploded ordnanc- will be excavated via the Koivusaari con- aari or Uppoluoto, depending on es (mines) will be performed in several struction tunnel. alternative) steps, starting with an as-found survey, implementation of mitigation measures To the north of Otakeila station, approxi- 4.3.1 Removal of unexploded to minimise the impact on marine life, mately 500 metres of railway tunnels will ordnances placement of the demolition charge, be excavated with the drilling and blast- Unexploded ordnances (UXO) can be demolition and an as-left survey. ing method, after which the TBM method divided into conventional and chemi- Throughout the activities, the author- will be used. cal munitions. Munitions were dumped ities will be kept informed of the status, in the Baltic Sea during the First and and any marine traffic in the area will be At the airport, the construction tunnels Second World War and all the way un- warned to avoid the location. for Aviapolis and Airport will be utilised til the 1970s. Any possible unidenti- to excavate construction tunnels to the fied objects, such as munitions and 4.3.2 Tunnel excavation station. Excavating the station takes ap- remains thereof, on the surveyed route According to preliminary planning, the proximately 12 months. Some 200–400 of the railway tunnel are analysed and tunnel will be excavated using the tradi- metres of railway tunnels leaving the sta- removed before construction begins. tional drilling and blasting method at the tion will be excavated before switching to Munition surveys have been completed following sections and locations: the TBM method. 63 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

In the freight terminal area located ap- cur through the shaft once the shaft has 4.4 Project logistics proximately 7 kilometres north of the air- been excavated/drilled open. port, TBM drilling will be started from an On the mainland, the belt conveyors are open cut. used to transport the crushed stone created by the TBM via construction tunnels Regionally definedvibration limits will and shafts either directly into barges (if be followed in the sections created with the construction tunnels are located near the drilling and blasting method. Sep- the shore) or into rock trucks. The blast- arate limits caused by the operation of ed stone created with the traditional drill- the metro, Ring Rail Line and the airport ing and blasting method is transported will also be followed within their areas of out of the tunnel with rock trucks. impact. Environmental studies and risk Temporary storage may be required analyses will be performed for the ex- for emergencies. The needs for the inter- cavation in order to determine the areas im storage of crushed stone and broken sensitive to vibration and their different rock and their possible storage locations limit values. will be specified as technical design advances, and the locations will be pre- The vibration effect for the tunnel sec- sented in the assessment report. tions built with the TBM method will be The material required for tunnel con- substantially smaller than for those built struction, including the construction el- with the drilling and blasting method. ements, will be transported using the same belt conveyors as the broken rock New shafts will be required for pressure being removed. Separate wheel trans- equalisation on both sides of the sta- port will be minimised in the tunnels. tions; an estimated four shafts will be Transport routes on the mainland built on the mainland and one on the ar- (Otakeila, Airport, Pasila, Centre of Hel- tificial island. sinki/Rautatientori) will largelybe planned to reach Vuosaari harbour via Kehä I and In areas susceptible to disturbance, the Kehä III. The possibility for using other shafts will most likely be built using raise applicable harbours in the Helsinki re- boring or longhole drilling where the bro- gion will also be analysed, if necessary. ken rock is dropped into the tunnel lev- The broken rock from the construc- el and loaded from there. This limits the tion tunnel and shaft located in the sea disturbance to the environment mainly to area will be loaded directly onto barges the vibration and noise caused by drilling or used in the construction of an artificial and excavation and any possible dust island (see chapter Utilisation of crushed 64 emissions. Smoke ventilation will oc- stone). Figure 4-7. Existing West Metro service tunnels between Tapiola and Koi- vusaari shown in blue. Source: Län- simetro Oy 2008.

The project logistics are designed nel from an existing one lasts approxi- Otakeila, Pasila, Rautatientori depen- around using the existing construction mately 4–6 months before a railway tun- ding on the alternative) and, whenever tunnels and, for example, extending the nel or station is reached. If necessary, the possible, near the shore in the Otakeila metro construction tunnels in Espoo. The diameter of the construction tunnels can region, among others. The existing ser- construction tunnels are excavated using be expanded. vice tunnels, other nearby structures and the drilling and blasting method and the The aim is to create construction tun- major road connections are shown in the excavation of a single construction tunnels on both sides of the stations (Airport, figures (Figure 4-7 – Figure 4-9). 65 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

Figure 4-8. Planned service tunnels into the railway tunnel in alternatives ALT1a and ALT1b. The service tunnel for the railway tunnel will be built as a branch of the existing Karhusaari service tunnel on the West Metro. Adapted from: Länsimetro Oy 66 2008. Figure 4-9. Planned service tunnels into the railway tunnel in alternatives ALT1a and ALT1b. The service tunnel for the railway tunnel will be built as a branch of the existing Air- port and Ring Rail Line service tunnel. Adapted from: Ring Rail Line project plan report. 67 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

The FinEst Link alternative utilises the 4.5 Track construction 4.6 Utilisation of crushed stone existing service tunnels in the centre of Helsinki and near Pasila railway station. The track will be built as a slab track. The aim is to use the existing service tun- The existing road network and traffic The larger tunnel has two sets of rails nels to transport the crushed and blasted flows are described in chapter Current separated with a sectioning wall and the stone to the construction site of the artifi- road networks. smaller tunnel has one set of rails. cial island, for example. In addition to the Several shipping lanes managed by A fixed contact line will be used for the existing service tunnels located on the the Finnish Transport Agency run in the power supply. mainland, the intention is to use the is- sea area near Koirasaari, Uppoluoto and The track will be constructed by inland of Koirasaari, located some 10 kilo- the Ulkomatala and Hramtsow shoals. stalling the rails and the power and safe- metres southwest of Helsinki, for build- The existing lanes with sufficient depth ty equipment on the track foundation ing a construction tunnel. Koirasaari is will be utilised in the rock material trans- built in the tunnel. an uninhabited rock island with a length port and, if necessary, new lanes will be of approximately 250 metres. The island built between the construction-time har- will be used for building a harbour and bours in the artificial islands and Koiras- excavating a driving tunnel towards the aari and the existing lanes. The existing actual railway tunnel line. Depending on lanes are described in chapter 5.1.2. the route, the length of the driving tunnel starting from Koirasaari will be approximately 1–2 kilometres. The harbour built on the island allows for the broken rock from the driving tunnel to be loaded onto barges which are used to transport the stone to the artificial island construction area. Building a harbour requires filling in waterways and, possibly, underwater excavation and dredging. The need for dredging and the amount of dredging required depends on the thickness of the soft sediment on the seabed and the chosen method of construction (whether piledriving is possible). After the construction stage, the driving tunnel and harbour in Koirasaari will remain in place as permanent service connections to the railway tunnel. If nec- 68 essary, the tunnels in Koirasaari can also be used for smoke extraction during metres using the drilling and blasting 4.7 Artificial island construction and operation. method, which creates a blasted stone The construction of the tunnels will volume of 580,000 m3. 4.7.1 Pre-feasibility study for the create a substantial amount of broken location of the artificial island rock, some 70–80 million m3 in total, of Overall (including the construction tun- The artificial island in project alternatives which most will be used in the construc- nels and stations), the volume excavat- ALT1a and ALT1b will be located inside tion of a new island. Other uses for the ed using the drilling and blasting will be Finnish territorial waters, at a distance broken rock include an island located off some 1,500,000 m3. of some 15–20 kilometres from Helsinki, the coast of Tallinn and intended for tun- in the Hramtsow or Ulkomatala shoal. In nel service operations, fillings related to alternative ALT2, the planned location of project infrastructure construction and, the artificial island is on the Uppoluoto possibly, construction projects external to island/shoal. The location of the artificial the project. When refined further, some of island pursuant to ALT2 was chosen dur- the rock material can be used in structural ing the pre-planning stage of the FinEst layers for infrastructure construction pro- Link project. jects (such as road foundation). The preliminary analysis stage that The construction tunnels will be built preceded the project’s EIA procedure in as two-way tunnels using the drilling and the spring of 2018 included the selection blasting method, and their cross-section of an optimal location for the artificial is- will be approximately 90 m2. The length land in relation to the ALT1a and ALT1b of one construction tunnel on the main- project alternatives. Alternatives ALT1a land will be approximately 500 metres and ALT1b looked for shoals with an av- and the excavated volume of the tunnels erage water depth of more than 10 me- will be 200,000 m3. The excavated vol- tres. The preliminary analysis used exist- ume of the construction tunnel on the is- ing documentation to survey the natural land will be 150,000 m3. values of open sea areas in Kirkkonum- mi, Espoo and Helsinki, and key fishing The stations will have side platforms areas in the area limited according to the and connections via escalators and lifts/ figure shown below (Figure 4-10). Sea stairs. The station will have a volume of bird fauna and important sea bird areas approximately 150,000 m3. The stations were also surveyed. will also be used to excavate the initial tunnels for the TBM equipment using the drilling and blasting method.

The track tunnels (240 m2 + 80 m2) will be excavated for approximately 1.8 kilo- 69 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

methods for constructing an artificialis - land), the suitable locations for the project, in addition to Uppoluoto, are those open sea areas with a maximum depth of 20 metres that are located along the axis of the eastern parts of the Kirkkonummi sea area, the Espoo sea area and the Helsinki sea area, with the exception of its easternmost parts. As regards the Es- poo sea area, the Natura 2000 area (Kirk- konummi archipelago) is ruled out since an artificial island cannot, as a rule, be located in a Natura 2000 area. On the southern coast of Finland and the sea areas of the coast, the number of species and, thereby, biodiversity are clearly reduced when water depth exceeds 10 metres and, therefore, the impacts of the project on sea bird fauna and fish populations that feed on mussels (which mostly lives at a depth of below 10 metres) are much less substantial than in cases where the artificial island is located in water that is less than 10 metres deep or in the region of an islet that rises to the surface. Figure 4-10. The pre-feasibility study area of the Finest Bay Area project alterna- When the artificial island is built in tive (ALT1a and ALT1b) marked with a red dashed line. The blue circle indicates deeper water instead of a shoal, which is the location of Uppoluoto, which is the service connection island location for the vital for the sea ecosystem, a new artifi- FinEst Link project alternative (ALT2). cial reef is created instead of a reef being destroyed, which promotes biodiversity in the open sea area. Artificial reefs are The purpose of the pre-feasibility study minimum of natural value, taking into ac- technologically sustainable and excel- was to minimise the environmental im- count fish spawning areas. lent results regarding them have been pacts of the project and its impact on Considering the project’s technical achieved in Danish sea areas, for exam- fisheries; in other words, to find a lo- limitations (track geometry that does not ple. 70 cation for the artificial island that has a allow for sharp turns and the potential The pre-feasibility study examined ex- veys in the form of bird counting were sufficiently smooth and steep vertical isting location data from the Finnish en- also carried out during the spring, sum- walls should be avoided. As regards the vironmental administration’s open loca- mer and autumn of 2018. shore zone, it is essential that, in addition data services, SYKE databases, the As regards fish populations, it was im- tion to structures designed for boating Finnish Biodiversity Information Facility’s portant to determine the key spawning and recreation (quays, shore boulevards, portals, the City of Helsinki, publications and feeding areas in the open sea as well beaches), structures typical of the nature from BirdLife Finland and Helsinki Region as important areas for fisheries. of the archipelago are also designed, Bird Scientific Association (Helsigin Seu- Based on the pre-feasibility study, two such as capes and sheltered bays of var- dun Lintutieteellinen Yhdistys), place- potential locations for the artificial island ying shapes. ment plans for professional fisheries and were selected for examination in the EIA At present, the areas commonly have aquaculture and other studies carried out procedure: the Ulkomatala and Hramt- a water depth of 5–20 metres. The soil on in the region (earlier EIA procedures and sow shoals. the seabed currently consists of mostly permit applications). Whenever neces- clay and moraine. Prior to the construc- sary, the material was supplemented with 4.7.2 Construction of the artificial tion of the island, the area will be dredged expert interviews, among other things. island to remove the soft seabed sediment and The location data studied included, for clay, some 2–5 million m3 in total, which example, the data from the VELMU pro- ALT1a and ALT1b will be piled elsewhere in Finnish terri- gramme (Finnish Inventory Programme When the average water depth is ap- torial waters using existing piling areas for the Underwater Marine Environment), proximately 15 metres, the surface area where possible. Dredging and piling are the regional underwater biotype inven- of the island constructed from broken subject to a permit pursuant to the Wa- tories, information on fishspawning and rock will be a minimum of approx. 1 km2 ter Act. Structures built on the island may feeding areas and key data on fisheries, and a maximum of 2–3 km2. The system also require excavation, such as in the important seal shedding areas, shoals, will consist of a main island and smaller case of inner harbours. The maximum Natura 2000 areas and other important shoals and islets that, when completed, excavated volume will be around a few natural protection areas as well as bird will support the living conditions of the hundred thousand cubic metres. areas of regional, national and interna- marine environment and bird fauna in the Following the dredging, split hopper tional importance. region. The island’s shore areas will be barges (SHBs), will be used to transport As regards bird fauna, the most im- shaped in adherence with the principles and pile the broken rock into the area portant task was the identification of of natural shore construction and the aim from the tunnel excavation sites on the important feeding areas (shoals) for the is to add diversity in an otherwise barren mainland and, via the service tunnel, long-tailed duck (Clangula hyemalis), ei- open sea region. In accordance with the from elsewhere along the route. By filling derduck (Somateria mollissima), black principles of natural shore construction, in the seabed in this way, a water depth guillemot (Cepphus grylle) and other the lining of the shore should mainly use of 3–5 metres can be achieved overall. waterbirds relevant in terms of protec- natural rocks of varying sizes or material Using a trench dredger, the broken tion, and to look for population data in corresponding to natural rock that allows rock will be lifted above the water level the literature and other existing docu- for colonisation by perennial species. to form an island where a worksite can mentation. For bird fauna, on-site sur- The surface of the rock lining should be be established. Working from the island, 71 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

a dragline excavator can be used to ex- er finer blasted rock is used. Once the into account the fact that they need to pand the island by digging the piles of island has been filled to its final extent, be potential living environments for the broken rock up from the water. The typ- the final erosion protection will be con- Baltic Sea’s natural flora and fauna that ical reach of such a machine is 40–60 structed from crushed stone with a grain attaches to hard surfaces. metres. size of 0.6–1.2 metres. The erosion pro- If the puddling caused by dredging In the first stage, most of the materi- tection against higher waves will likely be and filling could potentially have a sig- al will be coarser blasted stone created a riprap pitching of broken rock. Struc- nificant negative impact, it will be limited from the drilling and blasting; its intend- tural solutions, such as shore walls made by building a curtain structure around the ed use is in protecting the island against of steel reinforced concrete or steel, may worksite whenever possible. However, erosion and forming a filter layer that re- be used in parts of the island. the silt curtain suitable for these condi- duces the puddling caused by the finer The island’s elevations and shore tions would need to be very substantial crushed stone from the TBM process. structures take into account the antici- and it would nevertheless require con- For building a vertical tunnel shaft, a pated sea level rise and wave action. At stant maintenance. The alternative to the water-tight trench will be dug on the is- the present time, the basic level for the silt curtain would be a bubble curtain that land and supported by a bored pile wall. sea filling is +3.0 (N2000). The island’s would work even in rough conditions; The piles are bored into bedrock using shores are steep which reduces the however, its operational reliability poses air flushing through backfill. All the bro- damping of the waves when they hit the a challenge. Only parts of the island will ken rock will be removed from the com- shore. have worksites at the same time, which pleted water-tight trench and the vertical On 15 November 2001, a storm from means that using structures to limit pud- shaft will be excavate downwards from the south-west created a significant dling across the entire outer edge of the the bottom of the trench to its future lo- wave height of 5.2 metres on the Gulf artificial island at the same time would cation. of Finland, off the coast of Helsinki, and not be purposeful. A full-profile boring machine (TBM) will the highest individual wave was estimat- If necessary, the bored pile wall could be used for most of the tunnel excavation, ed to have a height of approx. 9 metres. be built directly into the water system and the rock material generated from this Both eastern and western winds may from a raft before the small worksite is- will be fine with a granularity similar to cause very high waves in the Ulkomat- land is constructed. In this case, the crushed stone. Fine rock material is not ala and Hramtsow shoal areas; however, water system would initially have a steel optimal for filling waterways, since it is they cannot really grow above the figures structure, from where the excavation of efficiently consumed by wave erosion stated above due to the long and narrow the vertical tunnel and the construction and the rock material will not embed into shape of the Gulf of Finland. A significant of an artificial island around the structure the ground as effectively as stone with a wave height of 5.2 metres was reached would begin. coarser structure. Therefore, the aim is to again in 2012 during the storm “Antti” The preparatory construction of the build the main part of the shoreline during with winds from the east. island enables its purposeful future use. construction from coarser blasted stone Breakwaters will be designed around The preparatory construction activities from the drilling and blasting method. the artificial island, if necessary. In terms are determined by the future use. Insofar During construction, waves will erode the of profiles and materials, the outer linings as buildings will be constructed on the 72 shoreline in a controlled manner wherev- of the shore and breakwaters will take backfill, the structure can be compacted using dynamic deep stabilisation and a 4.8 Waste generated during 4.9 Infrastructure crossings static preloading terrace. Following this, construction lower multi-storey buildings can be con- The railway tunnel routes cross with structed on natural foundation beds; The vast majority of the excavation is per- several earth and subsea cables, trunk bored pile foundations are used for taller formed using electrically operated TBM water pipelines, sewage lines and two buildings. equipment that chips the rock mechani- Nord Stream gas pipelines. The cross- cally and does not generate a substantial ing points will be defined in more detail ALT2 amount of local emissions or waste. The as technical design advances, and the In project alternative ALT2, an artificial is- drilling creates fine-grain broken rock specified information will be presented land will be built in the current Uppoluo- that can be utilised in construction. in the environmental assessment report. to region. The island will have a clearly Reinforcing the tunnel creates con- The majority of the existing service lines smaller surface area than in project alter- crete waste. Technical solutions and de- are telecommunications cables or wires. natives ALT1a and ALT1b. In project al- sign decisions will be used to prevent its The railway tunnel is located mainly at ternative ALT2, the artificial island mainly entry into the environment and the sea. a depth of 60–200 metres, which means works as a permanent service connec- TBM tunnels can be reinforced using that it will cross existing infrastructure tion and no residential buildings will be sprayed concrete, cast concrete or con- clearly below it and, therefore, is not like- built on it. A small harbour is built on crete elements. The connecting tunnels ly to cause substantial changes or distur- the island to facilitate construction and are also reinforced with sprayed con- bances to existing infrastructure. Agree- service during operation. Coarse bro- crete. ments will be signed with the owners of ken rock will be used for protecting the Ordinary blasting and drilling gener- any potential crossing structures that de- shore area against erosion, similarly to ates local machine exhaust gases, blast- fine the obligations and processes for the alternatives ALT1a and ALT1b. In project ing cable residue and explosive agent crossing. alternative ALT2, the rock material from residue that cause nitrogen loads on the excavation of the tunnel cannot be the environment. When filling in water fully utilised in the construction of the is- systems, a floating boom can be built land; when necessary, the broken rock is around the area to be filledthat prevents transported elsewhere to be used in con- the carry-over of floating waste and al- struction. lows for the collection of blasting cable residue and other floating waste. The TBM equipment will be constructed for this project and it will not be used for other projects after completion. After the drilling of the tunnels is complete, the TBM equipment will likely be left inside the tunnels in tunnel sections separately constructed and reserved for it. 73 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

4.10 Commissioning 4.11 Reference projects 4.12 Service life

As regards technical systems, the project A similar project completed in Europe, The tunnel structures have a service life uses subsystems that can be tested and the 57-kilometre Gotthard Base Tun- of 100 years. Technical systems are built installed as separate parts and joined to- nel between Switzerland and Italy, was to be as easy to renew as possible. Once gether upon installation into the tunnel. opened in 2016. the technical service life is reached, the These include different safety and con- The construction of the tunnel that tunnel can be utilised to connect the in- trol systems that ensure the operability passes through the Alps started with the frastructure between the countries and, and safe operation of the tunnel from the building of the first vertical shafts in Feb- possibly, for geothermal heat production beginning. ruary 1999, and the commercial opera- among other things. Commissioning will take place in stag- tion of the tunnel started on 11 Decem- es as the subsystems are completed, un- ber 2016. Locating the tunnel below the der the guidance of and according to the Alps meant that work had to be carried regulations of the safety authorities. out under significant soil pressure. TBM The testing of the systems and equip- drilling started in 2003. The first of the ment will be performed in stages and two tunnels was completed in 2007 and parts. The final integration and testing of the second in 2011. the systems will take place at the end.

74 5 CURRENT STATE OF pere direction), the Coastal Railway (Tur- trains and long-distance trains. The Hel- ku direction), the Kerava-Lahti Railway sinki and Espoo region also has a metro THE ENVIRONMENT Line (Lahti direction), the Vantaankoski service that terminates in Itäkeskus and railway and the Ring Rail Line (Tikkuri- Mellunmäki in Helsinki and Matinkylä 5.1 Traffic la–Vantaankoski) that connects it to the in Espoo (West Metro). Tram service is main railway (Figure 5-1). The tracks also available in the central city area of 5.1.1 Current availability of public are maintained by the Finnish Transport Helsinki and Pasila. The metro and tram transport Agency and the trains are operated by service is operated by HKL (Helsinki City The current rail system in the Helsinki re- VR-Yhtymä Oy. The selection of pas- Transport). gion consists of the main railway (Tam- senger train traffic includes commuter

Figure 5-1. Trunk public transport network for the Helsinki region in 2016. Extract and modified from the public transport strategy for the Helsinki region, 2015 (Helsinki Region Transport 2014). Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

The Helsinki Region Transport System Leppävaara. The central locations for which heavy traffic accounted for 313 ve- Plan (HLJ) is prepared by HSL (Helsinki long-distance bus traffic are the Kamppi hicles (3.9%). In 2017, the average daily Region Transport, HRT). HRT plans and bus station in Helsinki and Helsinki-Van- traffic volume on Tuusulanväylä, north of arranges public transport within its region taa Airport. Park-and-ride car parks have the intersection with Kehä III was 53,375 and promotes its operational prerequi- been mainly set up in connection with vehicles, of which heavy traffic account- sites, procures bus, tram, metro, ferry the heavy rail traffic stations. (Helsinki ed for 1,722 vehicles (3.2%). In 2017, the and commuter train services, approves Region Transport 2015) average daily traffic volume on Kehä III the fare and ticket system for public was 92,910 vehicles, of which heavy traf- transport and the ticket prices, manages 5.1.2 Current road networks fic accounted for 7,929 vehicles (8.5%). the marketing and passenger information of public transport, and organises ticket Road connections sales and inspections. (HRT 2018) Road traffic (freight and passenger traf- HRT procures public transport servic- fic) from the Airport to the main roads es within the area of its member munic- runs along roads as Lentoasemantie, ipalities. Its members Helsinki, Espoo, Terminaalitie, Ilmakehätie, Tietotie, Jun- Vantaa, Kauniainen, Kerava, Kirkkonum- kersintie and Kiitoradantie. Lentoase- mi and Sipoo as well as Siuntio and mantie and Tietotie merge with Tikkuri- Tuusula which joined at the beginning of lantie to the south of the Airport. In the 2018. (HRT 2018) In recent years, HRT south, Lentoasemantie has an exit to has emphasised the development of its Kehä III. In the east, Junkersintie con- trunk lines or trunk network in order to nects to Tuusulanväylä. Kiitoradantie has improve the attractiveness and ease of an exit to Kehä III. use of public transport. The trunk net- The traffic volumes are presented work is based on a heavy rail network in the figure (Figure 5 21). In 2017, the of local trains and metros that is supple- average daily traffic volume on Termi- mented by the trunk bus lines. naalitie was 21,682 vehicles, of which In recent years, HRT has empha- heavy traffic accounted for 537 vehicles sised the development of its trunk lines (2.5%). In 2017, the average daily traffic or trunk network in order to improve the volume on Ilmakehätie was 16,528 ve- Figure 5-2. Traffic volumes on the attractiveness and ease of use of public hicles, of which heavy traffic accounted road connections closest to Helsin- transport. The trunk network is based on for 502 vehicles (3%). In 2017, the ave- ki-Vantaa Airport in 2017. The infor- a heavy rail traffic network of commuter rage daily traffic volume on Junkersin- mation is presented insofar as traffic trains and metros that is supplemented tie was 17,383 vehicles, of which heavy volume statistics are available. KVL = by the trunk bus lines. trafficaccounted for 605 vehicles (3.4%). annual average daily traffic, KVLRAS The important long-distance railway In 2017, the average daily traffic volume = KVL for heavy vehicles. Source: 76 stations are Helsinki, Pasila, Tikkurila and on Kiitoradantie was 7,933 vehicles, of Finnish Transport Agency 2018. 77 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

Road traffic in the Otaniemi region runs along Länsiväylä, Karhusaarentie and Kehä I. The traffic volumes are presented in the figure (Figure 5 22). In 2017, the average daily traffic volume on Länsiväylä, east of Otaniemi, was 63,497 vehicles, of which heavy traffic accounted for 4,017 vehicles (6%). In 2017, the average daily traffic volume on Länsiväylä, west of Otaniemi, was 48,770 vehicles, of which heavy traffic accounted for 1,423 vehicles (2.9%). In 2017, the average daily traffic volume on Karhusaarentie was 32,244 vehicles, of which heavy traffic accounted for 2,558 vehicles (8%). In 2017, the average daily traffic volume on Kehä I was 26,978 vehicles, of which heavy traffic accounted for 1,536 vehicles (5.7%).

Figure 5-3. Traffic volumes on the oadr connections closest to Otaniemi in 2017. The information is presented insofar as traffic volume statistics are available. KVL = annual average daily traffic, KVLRAS = KVL for heavy vehicles. Source: Finnish Transport Agency 2018. 78 Railway connections lane managed by the Finnish Transport The railway connection closest to Hel- Agency (Record no. 3233/1042/2011) sinki-Vantaa Airport is the Ring Rail Line terminating at the Port of Vuosaari runs that runs in a tunnel below the Airport at to the east of Hramtsow shoal, at a dis- a depth of approximately 40 metres. The tance of approximately 7 kilometres. The stations at the Airport region are Aviapo- sea shipping lanes near the project area lis and Helsinki-Vantaa Airport. are shown in the figure (Figure 5-4).

Sea routes Several shipping lanes managed by the Finnish Transport Agency and the Port of Helsinki run in the sea area near Koira- saari, Uppoluoto and the Ulkomatala and Hramtsow shoals. A 10.5-metre lane managed by the Finnish Transport Agency (Record no. 4193/1042/2014) runs to the north of Koirasaari, at a minimum distance of 500 metres. A 10.8-metre lane to the West Port of Helsinki (Record no. 506/1042/2012) runs to the east of Koi- rasaari, at a minimum distance of 3 kilometres. The lane ends at the West Port of Helsinki, in front of Jätkäsaari. The West Port lane also runs to the east of Uppo- luoto and Ulkomatala shoal. A 9.6-metre shortcut lane for passenger traffic to Helsinki (Record no. 115/76/2000) runs to the south of Ulkomatala shoal, at a minimum distance of approximately 500 metres, and it is classified as a class 1 shipping lane for VL1 merchant shipping. The lane connects to the Helsinki West Port lane. A 9.6-metre lane managed by the Finnish Transport Agency (Record no. LIVI/999/06.02.02/2015) terminating at West Port runs between Ulkomatala and the Hramtsow shoal. An 11-metre 79 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

80 Figure 5-4. Shipping lanes in the sea area and the largest ports in the vicinity of the project area. A large number of ships operate on the The density of ship traffic on the near- pipeline project in 2013, based on data Gulf of Finland each year. Shipping lanes est shipping lanes will be analysed and from 2012 (Ramboll 2013). with regular traffic cross each other near the detailed information will be present- The areas indicated in yellow have a the alternative locations for the artificial ed in the environmental impact assess- low ship density, whereas in the green islands to be constructed for the pur- ment report. The below figure (Figure areas, the annual number of ships poses of the project at a minimum dis- 5-5) presents, by way of example, a map exceeds 1,500. The figure shows that tance of some 500 metres. Most of the of the Gulf of Finland created in connec- the most part of ship traffic follows the commercial traffic in the Gulf of Finland tion with the Balticconnector natural gas Traffic Separation Scheme when arriving follows the Traffic Separation Scheme (TSS). Marine traffic in the Gulf of Finland is supervised by the marine trafficcen - tres in Helsinki, Tallinn and St Petersburg as part of the mandatory ship reporting system for the Gulf of Finland (GOFREP). All ships with a gross tonnage (GT) above 300 are required to follow the system. Analysing the data from the Automatic Identification System (AIS) provides more detailed information on the ship traffic crossing the Gulf of Finland. AIS is used for information exchange between ships as well as between ships and land stations. The AIS system allows ships to see the positions, routes and speeds of other ships as well as the risks for collision. The International Maritime Organisa- tion (IMO) has decided that all ships with a gross tonnage (GT) above 300 must be equipped with class A AIS transmitters by the end of 2004. However, military ships are the exception and the system is not required for them. In recent years, the Figure 5-5. Ship traffic density figure from the Gulf of Finland. The model was completely voluntary AIS class B trans- created during the EIA procedure for the Balticconnector natural gas pipeline. mitters have become more common in The figure shows the route of the Balticconnector natural gas pipeline. The rail- smaller ships (less than 300 GT). (Ram- way tunnel route for this project is located some 30 kilometres to the east. The boll 2013) source is the AIS system data from 2012. Source: Ramboll 2013 81 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

in or departing the Gulf of Finland. Ship region. Their share of the total distance get level guiding the planning of MAL traffic density is also high to the east of travelled is 27% and their share of trips 2019 states that traffic emissions in the the Balticconnector gas pipeline, which is 54%. The use of public transport is Helsinki region will be reduced by at least would also be the location of the artificial over twice as common when compared 50% from the 2005 level by 2030. The islands planned in this project. to other major cities. The share of public goal is to improve workforce availability transport from the domestic trips of res- by at least 10% compared to the present 5.1.3 Current traffic demand idents in the Helsinki region is approxi- situation by 2030. Other goals include re- The latest published travel survey in the mately 20% in terms of both the number ducing the regional differences from the region was completed in 2012. The re- of trips and the distance travelled. (Finn- current situation by 2030 and preventing sults for Travel Survey 2018 will be pub- ish Transport Agency 2018) further social segregation between today lished in 2019. and 2030. (Helsinki 2018) According to the travel survey of 2012, 5.1.4 Transport system plans Earlier general level plans related to 41% of trips made in the Helsinki region The MAL 2019 land use, housing and the regional transport system include: were made by passenger car, 24% by transport plan for the Helsinki region is in The Helsinki Region Transport System public transport, 8% by bicycle, 25% on progress and scheduled to complete in Plan HLJ 2015 and the related municipal foot and 2% using another form of trans- the spring of 2019. MAL 2019 is a region- plans, Helsinki transport development port. The regional differences were sub- al plan describing how the region should programme 2015, the Helsinki rail traffic stantial in the proportions of passenger be developed in 2019–2050. The plan is network survey 2015, the Espoo traffic cars and public transport. However, there being prepared with involvement from network development programme 2016 was little regional variation in the propor- the municipalities of the Helsinki region, and the Vantaa traffic policy programme tions of trips made by bicycle or on foot. the government and HRT. The goal is to 2016. Of the trips made in the region by pub- create one common plan, of which the In the HLJ 2015 plan, the traffic pro- lic transport and in passenger cars by the transport section consists of the statuto- jects to be completed in 2016–2025 in- residents of Helsinki, 54% were made on ry transport system plan. The MAL agree- clude the following public transport pro- board public transport; for the residents ment between the municipalities and the jects: Jokeri Light Rail, City Rail Loop, of Espoo, Kauniainen and Vantaa, the government for the next four-year period West Metro extension, the urban railway proportion was slightly less than 33%, of 2019–2022 will be drawn up on the ba- between Leppävaara and Espoo and for the KUUMA municipalities located sis of this plan. (HRT 2017) stage I of the improvement of the Pasila– along the railway track (10 municipalities) The fourteen municipalities of the Hel- Riihimäki railway section. In road traffic it was 18%, and for the other KUUMA sinki region approved the principles and projects, the emphasis is on improving municipalities, it was 11%. (HRT 2013) goals guiding the preparation of the MAL the radial routes between Kehä III and The national travel survey is arranged 2019 regional land use, housing and Kehä I on Turunväylä, Vihdintie, Hämeen- by the Finnish Transport Agency and it transport plan in their cooperation meet- linnanväylä, Tuusulanväylä and Lahden- is repeated approximately once every six ing on 24 April 2018. The goal of the plan väylä. The public transport projects years. The latest survey was completed is to reduce emissions and increase the planned for 2026–2040 include the Mel- in 2016. Sustainable ways of transport attractiveness, vitality and well-being of lunmäki–Majvik metro, the Laajasalo rail 82 are the most common in the Helsinki the Helsinki region. The compulsory tar- connection, the new stations on the Ring Rail Line, the Lentorata airport railway, the Kerava–Nikkilä railway and stage 2 of the improvement of the Pasila–Riihimäki railway section. In road traffic projects, the emphasis continues to be on the improvement of the radial routes and the need for connecting the logistics routes in Central Uusimaa. After the plan was approved, at least the implementation of the Laajasalo railway connection has been brought forward due to the implementation decision made by Helsinki in 2016. (HRT 2015) The Helsinki–Tallinn tunnel has been identified as part of the provincial development corridor analysis for Southern Fin- land as an important, international trunk connection for passenger and freight traffic from the point of views of passenger traffic, regional economy, goods transport and land use profiling (Etelä-Suomen keh- ityskäytävät). The tunnel was also brought up in the Helsinki region’s transport system plan for 2015 as an open question related to the development of the regional transport system that would connect to the hubs of the current public transport system at both ends. (HRT 2015)

Figure 5-6. Modified from a presentation by the Helsinki-Uusimaa Regional Council: International and regional cooperation between cities and regions in the core network corridor, Merja Vikman-Kanerva 19th of April 2018. (Helsinki-Uusimaa Regional Council 2018) 83 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

The Espoo traffic network plan from into three themes: smooth everyday op- 560 with a railway connection. (City of 2016 supplements the HLJ plan as re- eration, vitality and resource efficiency. Vantaa 2016, City of Vantaa 2018) gards Espoo’s own projects and spec- The Helsinki railway traffic network anal- Helsinki-Uusimaa Regional Council is ifies the Espoo traffic network vision ysis (RAVELI2) that serves the land use drawing up a new overall regional plan compiled in 2014 as regards the timing, development vision and guides strate- (Helsinki-Uusimaa Land Use Plan 2050). costs and impacts of the actions. In the gic planning was drawn up in 2015. The A logistics analysis of the transport net- plan, the foundation for public transport analysis found that the most cost-effec- work in Southern Finland has also been in the short term consists of the West tive option was the development of the prepared as part of this work (Helsin- Metro to Kivenlahti, the Coastal Railway above-ground rail network that can be ki-Uusimaa Regional Council 2017a). supplemented by the Espoo urban rail- completed in stages. (City of Helsinki Needs for future analysis have been way and the Jokeri Light Rail. The public 2014, City of Helsinki 2015) brought up in connection with the logis- transport projects proposed for launch The Vantaa traffic policy programme tics analysis. These include the need to by 2020 are Jokeri Light Rail and the pri- (VALO) has also been drawn up on the analyse the impacts of a Helsinki–Tallinn oritisation of trunk bus lines. In the longer basis of the Helsinki Region Transport tunnel on freight traffic and employment term, tram solutions will be developed System Plan. Furthermore, goals have along traffic corridors. The development between the centre of Espoo, Matinky- been set in accordance with the city’s corridors from and to the Helsinki re- lä, Tapiola and Leppävaara. In the target strategic programme for 2013–2016 gion were profiled as part of the work on network for 2050, parking spaces have and other strategic programmes and structural models for Uusimaa. The larg- been planned for park-and-ride at met- regional plans. In terms of the transport er functional entities formed by the corri- ro stations; for example, 350 spaces are system, Vantaa’s goal is to maintain re- dors create more competitive regions on planned for Otaniemi and 150 spaces gional centres connected by a function- the international market. Corridors allow for Keilaniemi. (City of Espoo 2017, City al public transport system. According to cities and regions to expand their per- of Espoo 2016) the city, rail traffic plays a substantial role spective across municipal and provincial The Helsinki transport development in the transport system. When choosing boarders. Large cities and sufficiently programme acts as an intermediate step the different modes of transport, Vantaa strong regional centres act as the hubs between strategic programmes, mas- aims at compact and effective land use, for the development corridors. Workforce ter plan vision work and traffic planning promotion of the city’s vitality and com- mobility, commuting, and networks and activity management. For its part, the petitiveness and the reduction of harmful common interests between companies development programme substantiates environmental impacts. Vantaa is draw- and different organisations (especially the development guidelines agreed for ing up a general plan for Jokeri Light Rail institutions of learning and expertise) are the transport system development in 3. Preparations are also being made for brought out clearer than before. (Helsin- the Helsinki Region Transport System other railways: The master plan prepara- ki-Uusimaa Regional Council 2017b) Plan (HLJ). The transport development tion process is also examining a railway Helsinki-Uusimaa Regional Council programme defines eight goals for the connection from Jumbo via Tammisto to- has studied the significance and impacts transport system in Helsinki. The goals wards Helsinki and a line west from Pak- of Helsinki-Vantaa Airport in 2017. Helsin- are based on the strategic starting points kala towards Myyrmäki. Preparations are ki-Vantaa Airport is important for the busi- 84 mentioned above and they are divided also being made for replacing trunk line ness and competitiveness of Uusimaa and all of Finland. In practical terms, it is nections. Train connections should be would use the tunnel for travel each year, also the only international-scale airport in made quicker in order to create a unified alongside 11 million people using fer- Finland. Therefore, the land use of the Hel- commuting area even outside of the im- ries. The amount of transported goods sinki region and the municipalities in the mediate region. Good international con- is also forecast to grow substantially. Ac- region must ensure that the prerequisites nections were included in the MAL goals cording to the calculations made by the for the long-term development of the air- on the basis of the comments. (Helsinki FinEst Link project, by 2050, both the port are good. Estimates indicate that the Region Transport 2017, MAL 2019 SEA tunnel and ferries would carry 4.2 million capacity of the main railway will be full by statements and opinions) tonnes of freight each year, both ways, 2040. The Lentorata airport railway will al- amounting to 8.4 million tonnes in total. low long-distance trains to move from the 5.1.5 FinEst Link In 2017, the amount of freight carried by main railway to their own rail connection. The project is related to the FinEst Link sea amounted to some 3.8 million tonnes At the same time, it allows for a direct na- project that analysed the feasibility of in total (2 million tonnes from Finland and tional railway connection to Helsinki-Van- constructing a tunnel between Helsinki 1.8 million tonnes from Estonia). (FinEst taa Airport. Lentorata will also allow for a and Tallinn. Link Feasibility study 2018) smooth train connection to the airport via According to the calculations of the The tunnel is expected to double, Pasila. (Helsinki-Uusimaa Regional Coun- FinEst Link project, 13 million people even triple passenger and freight traffic cil 2017c) According to the statements and opinions provided regarding the Helsinki region’s MAL 2019 assessment programme draft at the end of 2017, the section concerning the regional transport system is emphasised in the impact assessment. The statements and opinions also bring up the functionality of international and national connections for passenger and freight traffic and connecting the Helsin- ki region with other significant regions in Finland. A regional transport system that can accept the number of passengers pursuant to the goals is proposed as a goal for the planning. Furthermore, the MAL 2019 plan must consider the operability of Helsinki-Vantaa Airport, also from the point of view of logistics and industry. Figure 5-7. Changes in numbers of tunnel and ferry passengers in 2015–2050, The accessibility of the airport must be taking into account the construction of the railway tunnel. Extract from the Fin- developed by offering more versatile con- Est Link Feasibility Study report (FinEst Link Feasibility study 2018) 85 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

over the next thirty years (Figure 5-7). The passenger estimates are based on rapid growth land use scenarios due to the impact of the tunnel. The calculations do not take into account variations in demand; instead, the assessment is based on linear growth. Even if the tunnel is built, ferry traffic between Helsinki and Tallinn will develop and its number of passengers will grow. However, some ferry passengers, an estimated 3.5 million people per year, will switch to using the tunnel and the number of daily ferry departures would reduce by approx. three. (FinEst Link Feasibility study 2018)

The strategic environmental assessment for the FinEst Link project recommended a railway tunnel route that would be located to the north of Helsinki-Vantaa Air- Figure 5-8. Modified from a presentation by the Helsinki-Uusimaa Regional port and end in Ülemiste, Estonia. For the Council: International and regional cooperation between cities and regions in the FinEst Link route, the through stations on core network corridor, Merja Vikman-Kanerva 19th of April 2018. (Helsinki-Uusi- the Finnish side would be Pasila, Helsinki maa Regional Council 2018) central railway station and Uppoluoto.

5.1.6 TEN-T (Trans-European Transport Network) from the North Sea to the Baltic Sea. proved TEN-T transport network and The goal of the European Union is to con- The Finnish main railway is a part of the the North Sea – Baltic Sea traffic corri- nect the transport networks in different core network but not currently in the core dor. (Helsinki-Uusimaa Regional Council regions (TEN-T or the Trans-European network corridor, which is a prerequi- 2017, ALLI2050 transport map) Transport Network). In Finland, the core site for EU funding. As a regional actor, network includes Rail Baltica, the trans- the Helsinki-Uusimaa Regional Council port corridor from Helsinki to Tallinn and is promoting the Bothnian Extension of via the Baltic countries to Warsaw. the core network corridor in cooperation Finland is at the intersection of the with national and international partners. TEN-T core network corridors from If implemented, the Helsinki–Tallinn tun- 86 Scandinavia to the Mediterranean and nel project would be part of the EU-ap- UUDENMAAN ASEMA OSANA KANSAINVÄLISIÄ KEHITYSKÄYTÄVÄ- VERKOSTOJA

DOR RRI CO AN NE RA ER IT D E M N IA V R A O N I D I D R N R A O C C S Figure 5-9. Extract from a presenta- IC T L tion by the Helsinki-Uusimaa Regional A B - Council: International and region- A SE al cooperation between cities and H RT NO regions in the core network corridor, Merja Vikman-Kanerva 19th of April 2018. (Helsinki-Uusimaa Regional Council 2018 87 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

5.1.7 Traffic volumes between Helsinki and Tallinn Numbers of passengers between Helsinki and Tallinn In 2017, the total number of passenger trips from Helsinki towards Tallinn was 9 million. Ferry trafficon the Helsinki–Tal- linn connection has grown very quickly, by up to 10% per year since 1995. Ac- cording to the Helsinki-Uusimaa Region- al Council, a permanent tunnel connection would have a significant impact on the establishment of a twin city in the region (Helsinki-Uusimaa Regional Council 2016). Ferries are used for approximately 97% of the trips taken between these two cities. Passenger car traffic between Helsinki and Tallinn has also increased substantially since the early 2000s. Cur- rently, some 15% of trips include a vehicle. (Finest Link project 2018) At present, the connection between Helsinki and Tallinn is mainly operated Figure 5-10. Extract from Ulla Tapaninen’s presentation concerning the Helsinki– by ships from three shipping lines that Tallinn tunnel, 10th of March 2016. (FinEst Link project 2018) carry both passengers and freight. The ships are ro-ro ferries. There are at most 14 daily departures. In addition, the route of recreation and shopping, whereas amounting to over 300,000 vehicles per has faster ships with up to nine depar- trips from Estonia to Finland are divided year in 2015. tures per day in summer. Seasonal varia- evenly between vacations, commuting, tion can be clearly seen in the number of studies and visiting family and friends. A The Port of Helsinki has invested in a new trips taken. More trips are taken in sum- total of approximately 60,000 people live passenger terminal in Jätkäsaari that will mer and at weekends. The popularity of in Tallinn and commute to Finland. For mainly serve ferry traffic to Tallinn in the the daily departures also varies. (FinEst the sake of comparison, some 90,000 coming years. Jätkäsaari is located near Link Feasibility study 2018) people living in the Turku, Tampere, Lahti the nuclear centre of Helsinki, similarly More than 60% of the trips are taken and Hamina regions commute to Helsin- to South Harbour and Katajanokka, the by the Finns. Estonians only amount to ki. (Finest Link project 2018) other passenger terminals that have de- 16% and the rest are citizens from ot- The amount of freight traffic between partures to Tallinn. her countries. Trips from Finland to Es- Helsinki and Tallinn has also been in- Travel time between Helsinki and Tal- 88 tonia are mainly taken for the purposes creasing steadily since the mid-1990s, linn is currently approximately 1 hour and 40 minutes with a fast connection had some 9–12 million tonnes per year of when compared with previous years. Out and approximately 2 hours by traditional transported goods arriving and departing of the sea transport, exports and imports car ferry. This does not include possible in 2012–2014. The most significant por- accounted for 3.6 million tonnes. (Helsin- waiting time at the harbour. According tion is the goods traffic inside the region, ki-Uusimaa Regional Council 2017) to the assessment made for the FinEst which amounted to 42.5 million tonnes in Link project, the ferry traffic timetables 2014. The total volume of goods trans- are currently not optimal for commuter port declined in 2014 and 2015. The total traffic. Ferry traffic is expected to contin- transport volumes include airfreight trav- ue growing in the future, which increases elling via Helsinki-Vantaa Airport (some the pressure on the transport network 162,000 tonnes in 2015). (Helsinki-Uusi- near the harbours. The final report for the maa Regional Council 2017) FinEst Link project states that, even if dif- In 2015, some 33.4 million tonnes of ferent means were used to mitigate the goods were transported on the Finn- negative impacts of traffic, the increas- ish railway network, of which domestic ing number of passengers is estimated goods transport accounted for 20.7 mil- to pose a significant problem to the cities lion tonnes and international transport of Helsinki and Tallinn. (FinEst Link Feasi- for 12.7 million tonnes. According to the bility study 2018) logistics analysis by the Helsinki-Uusi- A new railway connection from War- maa Regional Council, the most goods saw, Poland to Tallinn is estimated to are transported on the track section be completed in 2025. The railway tun- to the east of Kouvola. Within the area nel between Finland and Estonia would of the Helsinki region’s track network, connect to this Rail Baltica railroad at 1,678,000 tonnes were transported to Ülemiste station in Tallinn. Travel time Vuosaari Harbour and 536,000 tonnes from Tallinn to Warsaw will be approxi- to Pasila in 2015. (Helsinki-Uusimaa Re- mately four hours. Rail Baltica will also gional Council 2017) serve freight traffic. Along all the examined transport routes, transport to harbours in Uusimaa 5.1.8 Goods traffic to the harbours amounted to 5.79 million tonnes in to- and the airport tal. Overall, 35.3–37.5 million tonnes per In 2012–2014, a total of some 46.6 mil- year of goods were transported via har- lion tonnes of goods per year were trans- bours in Uusimaa during 2012–2015. Im- ported by road in Southern Finland, ports and exports at the Port of Helsinki which amounts to approximately one mostly consist of single consignments. third of all road transport. The busiest Exports are slightly more common in sea transport route is the Helsinki–Tampere transport between Helsinki and Tallinn. In transport corridor. The Uusimaa region 2015, sea transport was on the decline 89 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

90 Figure 5-11. Placement of heavy traffic at harbours in Helsinki. Extract from a map published by the Port of Helsinki. (Port of Helsinki 2018) 5.1.9 Traffic growth forecasts Passenger traffic is forecast to grow by approximately 24% from the 2012 levels by 2030 and by approximately 34% by 2050. Railway traffic growth is estimated to be a total of 34% between 2012 and 2030 and 67% between 2012 and 2050. The growth forecast for local train traffic is 37% by 2030 and up to 70% by 2050. The forecast created in 2014 corresponds to the Finnish Transport Agen- cy’s basic estimates created in 2011. Do- mestic flight traffic has been estimated to grow in line with the population forecast. By 2050, the Helsinki region has been forecast to grow by approximately 600,000 residents, which would bring the total population of the region close to two million people. Thus, the number of residents would grow by approximately 33% (350,000) and the number of jobs would increase by 46% (200,000). (Finn- ish Transport Agency 2014, City of Van- taa 2016 and City of Espoo 2014) According to forecasts, domestic goods traffic will grow by 11% by the year 2030 and by 29% by 2050 (Finnish Transport Agency 2014). According to the logistics analysis of the Helsinki-Uusi- maa Regional Council, road transport is estimated to grow the most on the transport corridors Helsinki–Kotka, Helsin- ki–Lahti–Kouvola and Helsinki–Tampere. Heavy traffic in the Uusimaa region is estimated to grow by approximately 8.9% by the year 2030 and by 18% by 2050 (Finnish Transport Agency 2014). The ba- 91 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

sic forecast also indicates that railway 5.2 Human health, living tion will be built on land in the Otakeila transport will grow substantially, and by conditions and comfort, region, combining the current functions the most on the Helsinki–Tampere, Hel- sources of livelihood and at Keilaniemi and Otaniemi, and for al- sinki–Pori and Helsinki–Turku transport material property ternative ALT1b, a station is planned for corridors. Both the basic forecast and Ilmala (Finnpolis) to the north of Pasila. In conservative forecast estimate that ship 5.2.1 Population and settlement alternative ALT2, stations are planned for transport between Helsinki and Tallinn According to the population structure Pasila and Rautatientori in addition to the will increase. (Helsinki-Uusimaa Regional statistics compiled by Statistics Finland, freight terminal and airport. Council 2017) Uusimaa had a population of 1,655,624 The airport is located in Vantaa, in the The pre-feasibility study for the FinEst at the end of 2017. Helsinki had 643,272 Lentokenttä district that had a population Link project anticipated that traffic will in- residents while Espoo had 279,044 and of nine at the end of 2017. Lentokent- crease especially in areas where changes Vantaa 223,027. During 2017, the pop- tä is a part of the greater Aviapolis area are likely to occur (such as stations). The ulation in Uusimaa grew the fastest in (Ylästö, Viinikkala, Tammisto, Pakkala, project may also have cumulative im- all of Finland, by 17,331 people which Veromies, Lentokenttä) that had a popu- pacts. (FinEst Link Feasibility study 2018) corresponds to a growth of 1.1%. At the lation of 19,143 at the turn of 2017/2018. municipal level, Helsinki had the largest (Vantaa, 2018) The greater Otaniemi area, increase: 8,091 residents (1.3%), while consisting of Otaniemi and Keilaniemi, Espoo grew by 4,461 people (1.6%) and had a population of 3,732 at the end of Vantaa by 3,686 people (1.7%). (Statis- 2017; most of them are young adults (Es- tics Finland 2018) poo, 2018). At the end of 2017, Pasila At the end of 2017, Finland had had a total of 9,377 residents of which 373,325 residents with a foreign native 133 lived near the railway track in cen- language. The second-largest group tral Pasila. The current census does not were people with Estonian as their native separate the residents of Ilmala from the language: 49,590 residents. Out of all the greater Pasila area. The Helsinki central regions, Uusimaa had the highest per- railway station is located in the district centage of people with a foreign native of Kluuvi, which had 641 residents at the language, 13%. In 2017, population with end of 2017. (Helsinki 2018) a foreign native language accounted for There are no schools near Keilaniemi two thirds of the population growth in the or Helsinki-Vantaa Airport. In Vantaa, the Helsinki region. (Statistics Finland 2018) schools closest to the airport are located For all the alternatives (ALT1a, ALT1b in the greater Aviapolis area, in Pakka- and ALT2), the terminal station on land is la and Veromäki. There are also no day the freight terminal located to the north care centres near the airport, but Pakka- of Helsinki-Vantaa Airport and, for pas- la and Veromäki have several day care senger traffic, Helsinki-Vantaa Airport. centres at a distance of 2.5–3 kilometres 92 In alternatives ALT1a and ALT1b, a sta- from the airport. The day care centres closest to Keilaniemi are in Tapiola and the Keilaniemi business district, at a distance of approximately 650 metres from the station. The schools closest to the central railway station are Kaisaniemi primary school and Kruunuhaka secondary school. Day care centres near the station include Lintukoto, Wilhola and Kaisaniemi. There are also several other schools and day-care centres in the centre. The Christian school of the Greater Helsinki parish and Sophie Mannerheim School are located in Pasila. The area has several day care centres, the closest of which are at a distance of approximately 350 metres from Pasila station. There are no health care stations near the stations. Aurora hospital is located in Pasila. (palvelukartta.hel.fi) The figures (Figure 5-12 - Figure 5-16) indicate settlement and sensitive locations near the stations.

Figure 5-12. Settlement and sensitive locations near the planned stations, Hel- sinki-Vantaa Airport. 93 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

Figure 5-13. Settlement and sensitive locations 94 near the planned stations, Otakeila. Figure 5-14. Settlement and sensitive locations near the planned sta- 95 tions, Pasila. Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

Figure 5-15. Settlement and sensitive locations 96 near the planned stations, Ilmala. Figure 5-16. Settlement and sensitive locations near the planned sta- 97 tions, Centre of Helsinki. Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

Chapter (Project logistics) presents the to 8.5% of the workforce. There were as only 3% of the women worked in this location of the construction tunnel ends 17,304 open positions. At the end of sector. (www.elinkeinothelsingissa.fi) and the broken rock transport routes. 2017, the unemployment rate in Espoo In the alternatives, the terminal station was 9.3%; in Helsinki, it was 11.2% for passenger traffic is located near Hel- 5.2.2 Employment and sources of and in Vantaa, it was 10.6%. In Helsin- sinki-Vantaa Airport, in the Lentokenttä livelihood ki, there is particular demand for service district of the City of Vantaa, located in The Helsinki region is the largest and and sales employees, employees in the the greater Aviapolis area. The area has most international business hub in Fin- cleaning industry, building profession- an airport building as well as runways, land. The region’s economic structure is als, business and management experts, service buildings and functions, exclusion services-intensive. The shares of retail transportation employees and care ser- areas, freight stations, logistics servic- sales and other service market industries vice and health care employees. (Minis- es and parking areas related to air traffic are clearly larger than in the country as try of Employment and Economic Affairs activities. The Lentokenttä district has a whole and, at the end of 2017, 62% of 2018) Vantaa’s largest concentration of jobs. At jobs were in these fields. However, the Helsinki already has lines of business the end of 2015, the area had 6,773 jobs. share of jobs in public services is slightly that employ plenty of foreign born peo- There is a Ring Rail Line station and a smaller than in the country as a whole, ple. In 2014, nearly half of the office and bus terminal near the airport. The airport 26% of jobs. 12% of jobs are in the pro- property cleaners and bus and tram driv- has shops, banks, restaurants and cafés cessing industry, and the share of prima- ers had a foreign background. More than as well as a conference centre, meeting ry production is insignificant. Businesses one third of restaurant managers, clean- rooms and hotels. The Veromies district is in the region are specialised in the infor- ing supervisors and builders were foreign also mainly focused on industry and com- mation industry, wholesale and logistics, born. (www.elinkeinothelsingissa.fi) Es- merce, and it has industrial and commer- and services for business and financ- tonia is the largest source of foreign tem- cial buildings as well as storage facilities. ing. In terms of the economic structure, porary labour in Finland, and in 2012, ap- The district has approximately 9,200 jobs, health and social services are the most proximately 30,000 people permanently of which 40% are in the field of trade. In important fieldof business, with voca- living in Estonia were working in Finland. 2013, Pakkala had 7,500 jobs near Kehä tional, scientific and technological ac- Over 40% of the trips taken by migrant III and Tuusulanväylä. Most of these were tivity, wholesale and retail trade, and in- workers from Estonia were to Helsinki, in trade. The area has shopping centre formation and communications at nearly and two thirds were to the capital region Jumbo and entertainment centre Flamin- the same level. (Salorinne 2018) (Helsinki, Espoo, Vantaa, Kauniainen). go, several hotels, agri-foodstuffs manu- At the end of 2017, Helsinki had (Statistics Finland 2018) Those born in facturing and companies in the automo- 426,500 jobs, the capital region had Estonia were most commonly working in tive field. Viinikkala is currently a large job 636,800 and the entire Helsinki region administration and support services and cluster where the most important field of had 779,000 jobs (Salorinne, 2018). In the construction industry. The lines of business is logistics; the area contains April 2018, the area served by the Em- business have become differentiated by large storage buildings related to this ployment and economic development gender; in 2015, 40% of men with an Es- activity. The district also contains some centre of Uusimaa had 72,237 unem- tonian background who were working in industry and office buildings. In 2013, Vi- 98 ployed job-seekers, which corresponds Finland worked in construction, where- inikkala had nearly 4,600 jobs. The northern part of Ylästö, near Viinikkala, has Pasila station is currently the sec- organisational activities are also focused some 2,400 jobs (end of 2015) mainly in ond-busiest railway station in Finland and in Helsinki. (Salorinne 2018) the fields of trade and transport. Tammis- the area has many functions of the rail As regards foreign trade, Estonia is to has about 1,600 jobs, mainly in the field traffic company VR Group. Central Pasila Finland’s tenth most important trade of trade. (Vantaa 2018) features railway and traffic facilities and partner within the EU in terms of both ex- The Otakeila station is located in office buildings are placed around them. ports and imports. In 2017, imports from Keilaniemi, Espoo. It is already a traffic East Pasila houses a cluster of public ad- Estonia amounted to EUR 1,822,869, and business hub. Keilaniemi is locat- ministration functions. The area includes which accounts for 2.9% of Finnish im- ed at the intersection of Länsiväylä and agencies and institutions, such as the ports. Imports grew by 10% over the Kehä I, and the West Metro Keilaniemi Finnish Transport Agency, National Land previous year. Correspondingly, exports station was opened in 2017. The area Survey of Finland, Centre for Economic were EUR 1,797,716, which was 3% of currently has a construction site for a Development, Transport and the Envi- all exports. Exports fell by 20% over the tunnel for Kehä I and Länsiväylä that is ronment in Uusimaa, the Helsinki Region previous year. (Customs 2018) scheduled to complete in 2019. The area Environmental Services Authority and is currently dominated by the tunnel con- the Finnish Centre for Pensions. Several 5.2.3 Tourism struction site. Keilaniemi has the head trade unions also have their head offices The latest comprehensive analysis of offices of international companies, such in Pasila. The Finnish Broadcasting Com- tourism directed towards Finland is as Kone, Neste and Fortum. A cluster of pany and MTV, among other companies, from 2012. At that time, 7.6 million for- high-rise buildings known as the Life Sci- operate in Ilmala, West Pasila. (Helsinki eign travellers visited Finland. Estonians ence Centre has been constructed in the 2018) were the second-largest group. During area and it houses several companies Helsinki central railway station is lo- the year, a total of 758,000 tourists from from different fields. In addition to busi- cated in the centre of Helsinki which has Estonia visited Finland, which accounted ness operations, the area has supporting an active business life. The nuclear cen- for 10% of the total number of travellers. services such as restaurants. The aim is tre of Helsinki and the surrounding inner Of the Estonians travelling to Finland, to develop Keilaniemi as an international city form a strong business area where 40% were on a business trip and 29% on district of business, research and inno- one third of the jobs in the Helsinki region a leisure trip. Most of the Estonians visit- vations that connects with the Otaniemi and 10% of all the jobs in Finland are lo- ed for one day (32%), while 31% stayed and Tapiola regions. The plan is for them cated. Most of the trade and market ser- for 4–14 days. The average stay lasted to form an operating and development vices functions in Helsinki are located for 7.6 days. (MEK 2018) environment for universities, businesses in the centre. Highly specialised service Estonia was clearly the most popular and the public and non-profit sectors. industries, especially related to the in- leisure-time travel destination for Finns in The plans for developing the area include formation sector, are emphasised in Hel- 2017. Leisure-time travels from Finland to building a park on top of the tunnel being sinki’s business life. Among other things, Estonia were made in total of more than constructed, the construction of residen- business life in Helsinki is characterised 2,4 million. From these approximately tial high-rise buildings, parks and boule- by film, radio and software production, 1,5 million included an overnight stay. vards and the development of the shore- advertising, market research and financ- 370 000 trips were cruises which included line for recreational use. (Espoo 2018) ing services. Public administration and an overnight stay on board and 550 000 99 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

were day cruises. Every fourth traveller hubs and the recreational use of the are- used for versatile exercise all year long. It had their car on board when travelling to as is, at present, either minor or depend- runs along the Espoo shoreline and has a Estonia. Business trips to Estonia were ent on the constructed environment. length of nearly 40 kilometres. Rantaraitti made 249 000 in 2017, so in total trips There is no recreational use at Helsin- offers views towards the sea and, on the to Estonia were made almost 2,7 million ki-Vantaa Airport. mainland side, the scenery varies from times. (Statistics Finland, 2018) Tourism The multipurpose hall Hartwall Areena conservation areas to urban environ- from Finland is a significant part of the and the exhibition centre Messukeskus ments. The maintenance and landscapes Estonian economy. In 2012, tourism ac- are located near the Pasila and Ilma- of Rantaraitti are currently under devel- counted for 10% of the Estonian gross la station areas, and the extensive Kä- opment in order to offer an even better national product and Finns contribute pylä sports and exercise park is situated environment for recreation, outdoor ac- almost half of it at 4%. In 2012, Finnish nearby. In Pasila, there are playgrounds tivities and versatile exercise. (Espoo tourists contributed more towards the on the eastern and western edges of 2018) The route runs in front of Keilalahti Estonian economy than the country’s ag- the area, at a distance of 300–400 me- and Keilaniemi, following the construct- ricultural sector (approx. 3%). (Ministry tres from the station. There are several ed shoreline. A recreational boat harbour for Foreign Affairs 2014) significantareas in terms of recreational is located on the coast of Keilalahti. Cruise traffic between Finland and Es- use to the south of Pasila, including the Recreational use in the sea area is tonia is described in chapter (Traffic vol- Eläintarha park, Alppipuisto, Linnanmäki described in chapter (Use of waters and umes between Helsinki and Tallinn). amusement park, the City Garden and shores) and fishing, including recreation- The terminal station, Helsinki-Van- the Olympic Stadium. al fishing, is covered in chapter (Fishing). taa Airport, is Finland’s busiest airport The Helsinki central railway station is Chapter (Project logistics) presents with 6,354,762 travellers during the first located in the centre of Helsinki, which the locations of the construction tun- quarter of 2018. The share of domestic has a lot of cultural offerings related to nel ends and the broken rock transport travellers was slightly over one million. recreational use. The Ateneum art mu- routes. There is no recreational use in the For international regular airline service, seum, Kiasma museum of contemporary nearby areas of the airport, and recrea- flights to Japan, Thailand and China art and Finlandia Hall are within walking tional use near Otakeila station consists had the highest numbers of passengers, distance. Outdoor areas near the central mostly of outdoor activities and boating. while the most popular EU destinations railway station include Kaisaniemi park, were Sweden, Germany and Spain. Es- Töölönlahti park and the outdoor routes tonia ranks 11th among the EU countries around Töölönlahti. The playground clos- in terms of the number of passengers est to the central railway station is locat- and 17th overall. Spain is by far the most ed in Kaisaniemi. popular destination for charter flights. The Karhusaari recreational area and (Finavia 2018) beach are located to the south of Län- siväylä, which in turn is south of Keila- 5.2.4 Recreational use niemi and near the planned station. The stations in the route alternatives are Rantaraitti in Espoo is an important rec- 100 located at traffic, logistics or business reation and outdoor activity route that is 5.3 Land use and built Europe will grow and the building of the launched by Finavia that will expand the environment Rail Baltica will further increase the im- surface area of the airport terminals by portance of the transport route. In the 45% compared to the current situation. 5.3.1 Community structure and land European framework, Uusimaa is locat- The airport and its surroundings are al- use ed at the intersection of two TEN-T core ready a very significant job cluster and Uusimaa has the highest population network corridors, where the Helsinki– also one of the fastest-growing areas in density in Finland and the population Tallinn corridor is part of the TEN-T core the Helsinki region as regards jobs. Avia- is growing on average by one per cent network. During the 2000s, the connec- polis and Focus, which continue to de- per year. During the past five years, the tion between Helsinki and Tallinn has rap- velop near the airport, increase the job region has grown by some 90,000 res- idly become a very important connection volume in the immediate neighbourhood. idents. In recent years, growth has be- on a European scale. The number of trips In land use planning, the airport and its come more and more focused on the and amount of commuting between the surroundings are known as an urban centres, but especially the capital region areas are larger than between Helsinki centre, and the aim is to make maximum where about 70% of the residents of and Tampere. (Helsinki-Uusimaa Region- use of the direct and indirect location Uusimaa live. Over 2/3 of the construc- al Council 2018a) benefits offered by the airport towards tion areas allocated in new city plans is business and other desired community located in areas accessible by sustaina- Metsäkylä (freight terminal) developments. The noise impact zones ble transport (Finnish Environment Insti- The planned freight terminal is located affect land use in the nearby areas. (Hel- tute 2018). In the capital region, master in southern part of Tuusula municipali- sinki-Uusimaa Regional Council 18c) plans that prepare for substantial growth ty, in the Metsäkylä area. At present, the and compacting the current urban struc- region is an area for agriculture, forestry Pasila (station) ture by relying on rail traffic have been and rock material acquisition (excavation Pasila consists of three areas that are approved and are in preparation. The and crushing). Parts of the area are locat- slightly different in terms of land use. population growth in the capital region ed inside the airport’s noise impact zone. East Pasila is a significant area for jobs, during the future decades creates pres- The area has no public services or com- services and housing. West Pasila is an sure towards developing the transport prehensive road network. The residential area for housing and jobs. Central Pasila system and, in particular, the capacity of area of Kesäkylä is located nearby on the has the railway station, and the area also public transport. Vantaa side. has several building projects such as the The location in northern Europe, on Tripla shopping centre. As a transport in- the shore of the Baltic Sea, is a challenge Airport (station) tersection, Pasila is one of the best areas for Uusimaa Region and all of Finland. From the point of view of transport and in Finland in terms of reachability. Pasi- International connections mainly rely on reachability, Helsinki-Vantaa Airport is an la’s significance as a hub will grow as a the harbours on the Gulf of Finland and international traffic hub. The surround- consequence of the traffic projects and Helsinki-Vantaa Airport. The direction of ings of the airport have developed force- additional construction. Tallinn is important for Uusimaa due to fully during the past decades and contin- active commuting and tourism. Goods ue to develop significantly. The airport is traffic from Finland via Tallinn to Central undergoing a development programme 101 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

102 Figure 5-17. Current functions in the vicinity of the planned artificial islands in the project area Ilmala (station) for outdoor activity. Koirasaari is locat- with the Nord Stream 1 and 2 gas pipe- The area has densely built office build- ed inside the Finnish Defence Forces’ lines. The railway tunnel route runs at a ings and a central park. Ilmala has its Kytö exclusion zone. There are no pub- depth of 100 metres in the sea area and own railway station with connections to lic transport connections to the island. the Nord Stream gas pipelines run at the the centre of Helsinki and to the airport Koirasaari has a hunting cabin owned bottom of the sea; therefore, these func- via the Ring Rail Line. The public trans- by Helsingin Merilinnustajat ry. (City of tions are located at different depths. port connections in the area will improve Helsinki 2018a). In the master plan for in the future, as the tram line will be ex- Helsinki, the island is designated as a 5.3.3 Zoning tended to Ilmalantori, which is currently recreational area and being developed as under construction, by 2021. Ilmalantori a significant area for recreation, outdoor National land use goals has a connection to local train lines. activities, exercise, nature and culture National land use goals are a part of that connects to the regional green belt the land use planning system pursuant Rautatientori (station) and the marine recreation zone. to the Land Use and Building Act. The The area is a densely built centre area, Land Use and Building Act states that with land use focused on jobs, transport Hramtsow shoal (artificial island) the goals must be taken into account and services. A bus traffic terminal and The area is currently a sea area being and their implementation must be pro- metro station are located in the area. used for boating and other marine recre- moted in regional planning, municipal ation (including recreational fishing). zoning and the activities of government Otakeila (station) authorities. The Government decided on Otakeila station is located in the T3 in- Ulkomatala shoal (artificial island) the new national land use goals on 14th novation triangle for science, culture and The area is currently a sea area and of December in 2017 and they entered business formed by Tapiola, Otaniemi mostly used for recreation. into force on 1st of April in 2018. This de- and Keilaniemi. The area is one of the cision replaces the Government’s earlier key competence clusters in the capital Uppoluoto (service connection island) decision, made in 2000 and amended in region. In addition to university opera- The area is currently a sea area and 2008, regarding national land use goals. tions and business activities, commercial mostly used for recreation. The goals are divided into the follow- services and residential construction are ing five subsets: expected to increase in the region in the 5.3.2 Functions in the sea area –– functional communities and sus- coming years. The area’s reachability by The current functions in the sea area in tainable mobility public transport improved after the West the vicinity of the railway routes, artificial –– efficient transport system Metro started operation, and Jokeri Light islands and service connection islands –– healthy and safe living environ- Rail will improve it further. (Helsinki-Uusi- are described in the below figure (Fig- ment maa Regional Council 2018d) ure 5-17). Subsea cables and shipping –– viable natural and cultural envi- lanes run in the Ulkomatala shoal area. ronment and natural resources Koirasaari (service connection island) An exclusion zone owned by the Finnish and The service connection island Koiras- Defence Forces is located to the east of –– renewable energy supply aari is one of Helsinki’s islands classified Hramtsow shoal. All railway routes cross 103 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

The goals concerning functional communities, sustainable mobility and an efficient transport system are particularly relevant to this project.

Regional plans The project is located in an area covered by the Uusimaa regional plan (confirmed by the Ministry of the Environment on 8th of November in 2016). Thematic regional plans 1, 2, 3 and 4 for Uusimaa supplement and specify the overall plans regarding the selected themes. Themat- ic regional plans 1, 2 and 3 are non-appealable, while thematic regional plan 4 entered into force before becoming non-appealable. Regional plans under preparation include the Helsinki-Uusi- maa Land Use Plan 2050, which covers the entire region, and the regional plan of Östersundom that covers the shared master plan area in Helsinki, Vantaa and parts of the nearby areas. In particular, themes relevant to this project are discussed thematic regional plan 2, which sets forth the long-term policies for the development of the urban structure, workplace areas outside of the population centres and the transport system. The regional plan has a guideline route notation for a traffic tunnel from Helsinki

Figure 5-18. Extract from the aggregate of existing regional plans for Uusimaa (Helsinki-Uusimaa Regional 104 Council 2018b). towards Tallinn, south of Hernesaari. Ac- cording to the plan notes, the aim is to improve the competitiveness of the two cities and regions, provide better transport services for the residents and form a common Finnish–Estonian view of the transport system’s development strategy. According to the notation’s planning regulation, “The tunnel notation indicates an approximate location for the transport route’s tunnel section. The precise location of the tunnel will be defined during detailed planning. The detailed planning shall take into account the natural, cultural and landscape values as well as the protection of groundwater and surface water. When designing a traffic tunnel, care must be taken to ensure that its construction or use will not, by itself or in Figure 5-19. Extracts from the aggregate of regional plans for Uusimaa in the connection with other projects and plans, Keilaniemi and Airport regions (Helsinki-Uusimaa Regional Council 2018b). cause any adverse effects on water quality, water volumes, water balance or the bottom conditions in a water area in any area located along the traffic tunnel route The preparation of the new region- The alternatives considered in this EIA or in its surroundings that is included in al master plan Helsinki-Uusimaa Land programme are displayed in the draft the Natura 2000 network or that the Gov- Use Plan 2050 started in 2016. The plan as guiding route symbols. According to ernment has suggested for inclusion in will be prepared in two levels, in a way the master plan instruction the detailed the network, or any other disturbances where the plan for all of Uusimaa will be location of the tunnel route shall be de- that have a significant negative impact on a strategic overall plan followed by three termined in detailed planning. The plan the area’s natural values for the protec- thematic regional plans for the different proposal for the region is scheduled for tion of which the area is included or is areas. Helsinki, Espoo and Vantaa are completion in spring 2019. intended for inclusion in the Natura 2000 a part of the thematic regional plan for network.” The notation does not con- the Helsinki region. The draft plan for tain a construction limitation pursuant to the Uusimaa new regional master plan Section 33(1) of the Land Use and Build- (Uusimaa- kaava 2050) was placed for ing Act. public hearing between the 8th of Octo- ber 2018 and 9th of November in 2018. 105 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

Figure 5-21. Extract from the Vantaa master plan 2007. (City of Vantaa 2018)

Figure 5-20. An extract from the draft of new regional masterplan (Uusimaa-kaava 2050). (Helsin- ki-Uusimaa Regional Council 2018) The alternatives considered in this EIA programme are displayed in the draft as guiding 106 route symbols. Master plans – Tuusula Tuusula is currently preparing a new In all alternatives, the freight terminal is master plan to cover the entire munic- located in the southern part of Tuusula ipality, and the target year is 2040. The which is covered by the legally effective aim is to prepare a strategic plan and a component master plan Ruotsinkylä-Myl- legally effective master plan pursuant to lykylä II. In the plan, the freight terminal the Land Use and Building Act. The plan area contains areas for agriculture and is proceeding to the proposal stage. (City forestry and rock material extraction. of Tuusula 2018)

Master plans – Vantaa In Vantaa, the railway tunnel routes and the station planned for the airport are located within the area of the legally effective master plan Yleiskaava 2007, approved by the city council on 17th of December 2007 and enacted by public notice on 25th of February in 2009, 3rd of June in 2009 and 13th of January in 2010. Vantaa is currently preparing the new Yleiskaava 2020, which will cover the entire city and replace all master plans currently in force. 107

Figure 5-22. Ruotsinkylä-Myllykylä II component master plan. (City of Tuusula 2018) Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

Master plans – Helsinki The new master plan for Helsinki was approved by the city council on 26th of Oc- tober 2016. The plan prepares for Helsin- ki having 860,000 residents in 2050. The planning regulations for the new master plan in Helsinki state that a legally effective underground master plan is in force within the master plan area, with the exception of the Katajaharju tunnel, HELI railway, Merikannontie-Mechelininkatu tunnel, Kalasatama tunnel, Maraton- tie tunnel, Pitäjänmäki tunnel and Paci- uksenkatu-Nordenskiöldinkatu tunnel. In addition to the current railways, the master plan indicates the underground City Rail Loop, the underground railway connection to Tallinn and the direct underground railway to the Airport as new connections. The positions of the latter two are indicative only. According to the planning regulation, the actual location of the railway connection to Tallinn and the direct railway to the Airport will be determined during detailed planning.

Figure 5-23. Extract from the master plan for Helsinki. (City of Helsinki 2018b)

108 A legally effective underground master plan has been prepared for the City of Helsinki area, and it became finalon 18th of November in 2011. In the planning hierarchy, the underground plan is comparable to the master plan for Hel- sinki. The plan creates prerequisites of underground community management, civil defence, traffic routes, depots and support points as well as other functions that serve private or public needs. The plan does not discuss vision-level plans regarding the rail network (including the tunnel alternatives for the Helsinki–Tallinn railway connection) that do not indicate a precise location for the connection or have no detailed plan. Non-public facilities maintained by the state are not covered by this planning.

The preparation of a new underground master plan for Helsinki started in 2017. The goal of the plan preparation is to prepare for an increasing need for underground functions, caused by an increase in land use, and the versatile utilisation of said functions. The purpose of the underground master plan is to take into account the underground facilities already constructed and to secure the space reservations for new projects that are important for society. The material from the plan preparation stage is not yet availa- Figure 5-24. Extract from the underground master plan for Helsinki. Constructed ble for public viewing. spaces are indicated in grey and planned underground spaces and traffic tunnels are marked in blue. Source: City of Helsinki 2018b. (City of Helsinki 2018c)

109 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

Master plans - Espoo In Espoo, the route alternatives ALT1a and ALT1b and the area of the Otakei- la station are located within the area of the master plan for southern Espoo that covers Leppävaara, Tapiola, Matinky- lä, Espoonlahti and Kauklahti. The plan became final in 2010. According to the goals in the master plan, Espoo prepares for 300,000 residents by 2030 and a number of jobs that corresponds to 100% self-sufficiencyon the labour market. Pursuant to these goals, the master plan emphasises the development area of Southeast Espoo and Länsiväylä, which will extend from Espoonlahti up to Kauklahti. (City of Espoo 2018) The component master plan indicates areas for workplaces (TP), housing (A), recreation (V), public services and administration (PY) and harbours (LS) in the immediate neighbourhood of Keilaniemi station. An underground railroad runs across the area; according to the plan notation, the route is a guideline and the connection is binding. The sea area has navigation channels. To the south of Keilaniemi, a legally effective component master plan for the archipelago is pending. The plan has been available as a draft since late 2015. Route alternatives ALT1a and ALT1b are partially located within the area covered by the plan.

Figure 5-25. Extract from the master plan 110 for the southern parts of Espoo. (City of Espoo 2018) Local plans The City of Helsinki’s space ent forms of use, the sustainable use of The majority of the project’s aboveground reservation plan for underground natural resources and the achievement functions is located in zoned areas. Areas functions of a good status of the marine environ- without local plans include the freight ter- Since the 1980s, the City of Helsinki’s ur- ment. Sea area planning needs to look minal (ALT1a, ALT1b and ALT2), Koiras- ban planning department has maintained at the needs of the different forms of use aari (ALT1a, ALT1b) and the artificialis - a space reservation plan for underground and aim to coordinate them. In particular, lands (ALT1a, ALT1b and ALT2). functions that has guided the placement the forms of use being examined include As regards the project area or its im- of public spaces and tunnels with a view the energy industry, sea transport, fish- mediate surroundings, underground local on future needs. Demand for under- ing and aquaculture, tourism, recreation- plans are in force in the centre of Helsinki ground spaces has grown rapidly in the al use and the preservation, conservation (City Rail Loop underground local plan, inner city. At the same time, the need for and improvement of the environment and enacted 26th of August in 2015) and near guiding construction has increased sub- nature. Sea area planning involves par- Helsinki-Vantaa Airport (Ring Rail Line 4, stantially. In addition to securing space ticipation and hearing processes. The enacted 29th of August in 2012). for new infrastructure projects that are sea area planning for Uusimaa was start- vital to society, projects are coordinated ed in the spring of 2018, and the plan’s 5.3.4 Other land use plans while taking into account the needs of participation and assessment plan will other potential purposes. (City of Helsin- be submitted for processing in the early MAL work ki 2009) autumn of 2019. The MASU 2050 Land Use Plan has been drawn up for the Helsinki region. The cre- Sea area planning Building codes ation process was based on the letter of The Land Use and Building Act contains Section 58 of the building codes in the intent regarding land use, housing and provisions on sea area planning. Pursuant cities of Helsinki, Espoo and Vantaa con- transport in 2012–2015 signed by the to the Act, the Ministry of the Environment tains provisions on underground con- municipalities and the state. The MAL manages the general development and struction. The section emphasises the 2019 land use, housing and transport guidance of sea area planning and coop- liability to analyse the impacts of the con- plan for the Helsinki region is in progress eration with neighbouring countries, and struction on the environment as well as and scheduled to complete in the spring the eight regional councils on the coast the aspects related to safety and health. of 2019. The MAL 2019 plan looks at land are responsible for the planning and ap- use, housing and transport in the Helsin- proval of the actual plans. Sea area plans Focus region ki region up to the year 2050. The plan is are drawn up for the territorial waters and Focus is a planned area to the north of based on the Helsinki Region Land Use the exclusive economic zone. Sea area Helsinki-Vantaa Airport, along the future Plan 2050, the Helsinki Region Housing plans will be drawn up for the Finnish sea Kehä IV. The area has reservations for a Strategy 2025 and the Helsinki Region area by the end of March 2021. Uusimaa retail centre with 100,000 floorm 2 as well Transport System Plan HLJ 2015, which and Kymenlaakso are jointly responsible as areas for workplaces and logistics. were all completed in 2015. The region- for preparing the sea area plan for the The plan is to build the area in stages, al plans acts as the basis for local MAL Gulf of Finland. The purpose of the plan and land use in the area is connected to agreements, and the agreement for the is to promote the sustainable develop- the Aviapolis complex. Simultaneously 111 years 2016–2019 is currently in force. ment and growth of the sea area’s differ- with the component master plan prepa- Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

ration process, an environmental impact plan from 2002, the eastern part of Kehä 5.4 Landscape and cultural assessment process for rock material IV (current regional road 152) has been environment extraction was under way until 2009. A scheduled for completion in 2020–2029 total of some 9.3 million m3 (unexcavat- and the western part from Tuusulanväylä According to the national landscape and ed volume) of rock is planned for extrac- to Hämeenlinnanväylä after 2030. [https:// region distribution (Maisema-alueryhmän tion from the area. Furthermore, there are fi.wikipedia.org/wiki/Keh%C3%A4_IV] mietintö I, YM 1992), the project area plans to use the area for crushing rock is located in what is known as South- material transported from elsewhere and ern shorelands, and further in Southern later removed (Uusimaa Centre for Eco- farmlands and on the coast of the Gulf of nomic Development, Transport and the Finland. Figure 5-26 shows the bounda- Environment 2010). ry between Southern farmlands and the coast of the Gulf of Finland (landscape Kehä IV project region distribution). In practical terms, Kehä IV is a new ring road planned for the however, the sections of the project al- capital region. The road would run from ternatives located in Southern farmlands trunk road 4 (Lahdenväylä) to main road are part of an urban community struc- 45 (Tuusulanväylä) along the route of the ture, and the changes in landscape will current regional road 152 (Kulomäentie) occur in an urban space. The exception and, from there, towards trunk road 3 to this is the freight terminal proposed in (Hämeenlinnanväylä) on the north side of alternative 2 that is located in a typical Helsinki-Vantaa Airport. In Tuusula, Kehä understated landscape of the Southern IV is linked to the plans for the Focus dis- farmlands. trict to the north of the airport. The Helsinki-Uusimaa Regional Coun- The basis for the project is the expan- cil’s analysis “Missä maat on mainiom- sion of regional road 152 to 2+2 lanes. mat” (Helsinki-Uusimaa Regional Council The road would be extended to Katri- 2012, updated 2016) specifies the na- inantie, passing the airport on the north tional landscape region distribution to a side, and further to Hämeenlinnanväylä regional level. According to the analysis, (trunk road 3). An environmental impact the service connection for project alter- assessment for the project was complet- natives ALT1a and ALT1b (Koirasaari) is ed in 1995–1996. located in the coastal archipelago be- Kehä IV is a project initiated by the tween Porkkala and Sipoo, that is, the Uusimaa road district. In the transport central coast of Uusimaa. According system draft for 2007 prepared by the to the analysis, the area has wide, open Helsinki Metropolitan Area Council (YTV), sea areas and understated, discontinued Kehä IV is registered as a project to be shorelines. The area is characterised by 112 completed between the years 2016 and small, rocky islands and islets with steep 2030. In the current transport system shorelines, on the one hand, and barren capes with glaciated rocks, on the other the municipalities of Vantaa and Tuusu- inventory update of the national com- hand. There is a very narrow archipela- la, in an understated rural landscape. mittee on landscape protection (2016) go zone in front of Helsinki. South of the According to “Missä maat on mainioim- proposes maritime Helsinki as a new na- coastal archipelago between Porkkala mat” (Helsinki-Uusimaa Regional Council tionally valuable landscape area; it is cur- and Sipoo is the open sea, where the ar- 2012, updated 2016) the area is part of rently classified as egionallyr valuable. tificial islands for alternatives ALT1a and the Central Uusimaa farmlands, charac- The regionally valuable landscape and/ ALT1b (Ulkomatala and Hramtsow shoal) terised by the clay soil of the river basins or cultural environment areas expand and the service connection for alterna- and the sand and gravel formations at and supplement the nationally valuable tive ALT2 (Uppoluoto) are located. their boundaries. areas. Figure 5-26 shows that substantial The urban landscape of Otakeila (al- parts of the archipelago of Helsinki and, ternatives ALT1a and ALT1b) is charac- Locations of special value in terms of to a large extent, Espoo are at least re- terised by the closeness of the sea, the landscape and cultural environment gionally significant in terms of landscape office blocks in Keilaniemi, the major Southern Uusimaa and the coast and or cultural environment. The values also roads (Länsiväylä, Kehä I), the sensitive archipelago near Uusimaa have a large apply fairly broadly to sea areas. and understated scenery of the Tapiola number of locations that are valuable in The area of landscape impact has a garden district, and the unique, architec- terms of landscape and the cultural en- very large number of fixed relics (Figure turally valuable Otaniemi campus area vironment. Most of them are related to 5-26), of which most are structures relat- and its related blocks of residential and structures constructed during World War ed to fortifications from World War I. office buildings. I. The valuable constructed cultural envi- The urban landscape of the airport ronment locations in the project’s area of Underwater relics district (all alternatives) is currently char- landscape impact (RKY 2009) include the Underwater relics include wrecks and acterised by large, hall-like buildings and fortifications constructed on the islands wreck sections that can be assumed to structures related to terminal operation. during World War I and the fortifications have been submerged for more than one With the construction of Aviapolis, the on the mainland side. Santahamina and hundred years, as well as other aban- district is developing towards a more ur- Suomenlinna are also a part of this com- doned underwater structures from the ban direction. plex related to the history of defence. past. Cultural heritage objects include The cityscape of the centre of Helsinki The inner city of Helsinki has several RKY later wrecks, such as wrecks from World (ALT2) has stabilised and, therefore, any 2009 locations. There are also RKY 2009 War II, for example. Construction pro- changes in cityscape will be minor. Pasi- locations in Lauttasaari and in the re- jects in the open sea could mainly affect la (ALT2), on the other hand, is currently gion of Otaniemi and Tapiola. The area of wrecks. There are no known underwater experiencing a major shift in its cityscape landscape impact also contains the sum- relics near the planned artificial islands or (Central Pasila), which will change the mer villa districts built along the steam other hydraulic engineering work. How- identity of the area and its role within the ship routes – Soukanniemi, Tallholma, ever, comprehensive information regard- city structure in the coming years. This Pentala and Suvisaaristo. Suomenlinna ing the underwater cultural heritage is will increase the tolerance to change of and parts of the Vantaa river basin are not available, since studies concerning the area’s cityscape. nationally valuable landscape areas with- it have only been carried out in limited The freight terminal proposed in alter- in the project’s area of landscape impact areas in relation to zoning and construc- 113 native ALT2 is located at the border of (Maisematyöryhmän mietintö 1995). The tion projects in both Helsinki and Espoo. 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Figure 5-26. Significant areas and objects in terms of the landscape and cultural environment.

114 There may be several currently unknown 5.5 Seabed ness varies from layers of a few centime- underwater cultural heritage objects off tres to dozens of metres. The layer thick- the coast of Helsinki and Espoo, since the The Gulf of Finland is situated between nesses change rapidly in the Tallinn shoal shores of Uusimaa have been inhabited two units that are different in terms of region. The Tallinn shoal is the boundary for a long time and have, for centuries, geological age. To the north of the Gulf between the Fennoscandian Shield and been a place for seafaring, fishing and of Finland, bedrock mainly consists the East European Plain, and to its south, other sources of livelihood. Harbours and of Proterozoic or Archaean basement the sediment layers are 100–120 metres docks have operated there, for example. rock that is more than 1.5 billion years in thickness, consisting mostly of sedi- Out of all municipalities in Finland, Hel- old; the Quaternary soil on top of it was mentary rock. To the north of the Tallinn sinki currently has the highest number of formed during and after the ice ages and shoal, the seabed is covered by largely a known underwater objects: 214, of which is approximately 10,000 years old. To Quaternary clay layer that may be 20 me- 63 have been estimated to be relics. 33 the south of the Gulf of Finland, there is tres thick. Older clay or mud may have underwater objects are known in Espoo, more recent sedimentary rock on top of been deposited in the rock basins below of which 9 are relics. the Proterozoic basement rock, and the the moraine. (Alvi 2017) The underwater relics within the area Quaternary soil rests on top of it. This of landscape impact are relics. Figure sedimentary rock also occurs in the cen- 5.5.1 ALT1a (Airport-Otakeila- 5-26 shows that no known wrecks are tral and southern parts of the Gulf of Fin- Ulkomatala) located near the planned artificialislands land. In the Gulf of Finland, the seabed The seabed cover along the route in the or service connections. However, in or- bedrock is largely covered in Quaternary Finnish coastal zone varies between soft der to ensure this, detailed underwater soil. Areas with a bedrock floor also oc- sediments and moraine. On the coastal archaeological surveys are required once cur near the coast. zone from Otaniemi via Koirasaari to Up- the exact location of the artificialislands The seabed areas are divided into poluoto, the route mostly contains mo- has been designed. soft and hard bottom types. Soft soils raine, glacial clay and silt types. There include soil types from clay and silt to are also some amounts of post-glacial sand, while hard soils range from gravel clay and organic sludge, and bedrock to bedrock. Poorly graded heterogene- can be seen in some parts. Bedrock is ous sediment, or moraine, is part of the exposed in the Uppoluoto area. There is hard sediments. In the Gulf of Finland, an area of gravel and sorted sand to the soil consist of moraine, gravel, sand, clay south of Uppoluoto. To the south-south- and organic sludge (mud). The depth of east of Uppoluoto towards Ulkomatala the seabed and the thickness of the sea- shoal, the seabed is partially covered in bed sediments increase when moving bedrock or moraine, partially in glacial or from Finland towards Estonia. In the soil, post-glacial clay. There is an extensive the moraine layer is usually the lowest; it post-glacial clay area south of Ulkomata- is usually a few metres in depth, but may la. The seabed sediments along the route be up to dozens of metres. Moraine is are presented in the below map (Figure commonly covered by clay whose thick- 5-27). ( GTK et al. 1992) 115 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

116

Figure 5-27. Seabed sediments along the routes. ( GTK et al. 1992) 5.5.2 ALT1b (Airport-Otakeila- ment layers are near the boundary of the are the most significant group of harm- Hramtsow shoal) Finnish exclusive economic zone, at the ful substances. Elevated concentrations The seabed cover along the route in the rock face depressions. of organotin compounds commonly oc- Finnish coastal zone varies between soft Based on the probing data from the Ge- curred near the coastline, especially in sediments and moraine. On the coastal ological Survey of Finland (Alvi 2017), the front of West Harbour (TBT norm. 580 zone from Otaniemi to Koirasaari, the sea- depth of the rock face varies a lot along µg/kg), at Kruunuvuorenselkä (TBT norm. bed is mainly either covered in moraine or the route. The main characteristic is that 223 µg/kg) and off Vartiokylänlahti (TBT consists of exposed bedrock. When mov- the rock face is closer to the surface near norm. 220 µg/kg). Normalised TBT con- ing to the south-south-east of Koirasaari the Finnish coast than it is in the middle of centrations were at levels of 20–100 µg/ towards the Hramtsow shoal, the seabed the Gulf of Finland. Between Helsinki and kg across wide areas in the Helsinki ar- has plenty of post-glacial and glacial clays Katajaluoto, the rock face is at an average chipelago. Outside of the Melkki – Val- and silts and some amounts of moraine depth of 20–30 metres, after which it de- lisaari – Santahamina line, TBT concen- and bedrock. From the Hramtsow shoal to scends to a depth of 30–40 metres. After trations were mainly below the limit of the open sea, the seabed is partially cov- Uppoluoto, the rock face is at an average identification. (Vatanen 2005) ered in bedrock or moraine, partially in gla- depth of 50 m; however, the seabed to- Elevated concentrations of organotin cial or post-glacial clay. The seabed sedi- pography starts to vary more than before compounds were also observed in the ments along the route are presented in the (20–80 m). The level continues to descend accumulated basins of the open sea area below map (Figure 5-27). ( GTK et al. 1992) near the boundary of the territorial waters, during the harmful substance analysis of reaching an average of 70 metres (50–140 the Vuosaari harbour piling area (Vatanen 5.5.3 ALT2 (Lentoasema-Pasila- m). The deepest points are outside of the ym. 2012). However, the concentrations Uppoluoto) Finnish territorial waters, near the bound- of PCB and OT compounds were below The seabed cover along the route in the ary of the Finnish and Estonian exclusive the limit of identification in the reference Finnish coastal zone varies between soft economic zones. sample taken in the basin on the north- sediments and moraine. Bedrock is vis- east side of the Helsinki caisson (Vatanen ible in the Uppoluoto area. There is an 5.5.4 Harmful substances & Niinimäki 2005). area of gravel and sorted sand south of The occurrence of harmful substances in Generally speaking, the occurrence Uppoluoto. When continuing the route to Helsinki’s waters was surveyed in 2005 of harmful substances is influenced by the south-south-west of the Uppoluoto (Vatanen 2005) and 2017 by the City of the proximity of the source of emissions, area, the seabed is mainly covered by Helsinki Environment Centre. However, the flows and the composition of the soft sediments in the area under exam- the results from the 2017 survey were not sediment. Typically, harmful substances ination. (GTK et al. 1992, Alvi 2017) available when the EIA programme was occur in elevated concentrations in ac- The thicknesses of the soft sediment being prepared. cumulated basins that consist of fine- layers vary starting from zero. From the The survey in 2005 analysed the con- grained material. Correspondingly, the coast of Helsinki to Uppoluoto, the soft centrations of metals, PCB compounds concentrations of harmful substances sediment layer is most commonly 5–15 and organotin compounds across three are low on coarse erosion beds (sand, metres in thickness. The sediment thick- sample networks reaching from bays to gravel, stone). However, concentrations nesses then increase, reaching a maxi- the open sea. The study revealed that may be elevated near shipping lanes with 117 mum of 55 metres. The thickest sedi- organotin compounds (TBT and TPhT) active traffic. Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

5.6 Soil and bedrock Furthermore, the soil includes peat and creation of rapakivi granites, the Finnish sludge resulting from organic matter and bedrock has undergone very little chang- 5.6.1 Soil the water in the soil (Haavisto-Hyvärinen es. The numerous Subjotnian dolerite The Earth’s crust comprises the ancient & Kutvonen 2007). veins in Southern Finland are as old as bedrock and the loose soil that covers it. the rapakivi granites. In Finland, the overburden is not consist- 5.6.2 Bedrock Southern and Central Finland are part ent, and the bedrock is partially exposed. The Finnish bedrock is part of the Pre- of the early Proterozoic bedrock which The overburden may be up to 100 metres cambrian Northern and Eastern Europe- was formed 1,950 to 1,800 million years thick but, on average, its thickness is just an bedrock area, or the Fennosarmatian ago and which comprises rocks from the 8.5 metres. craton bedrock, which is one of the old- Svecofennian island arc systems. The The Finnish soil was primarily creat- est parts of the Eurasian continent. The Svecofennian bedrock represents the ed during and after the latest ice age. Precambrian craton bedrock is explosed new part of the Earth’s crust that was The continental glacier created moraine only in the region of Fennoscandia and born out of the Earth’s mantle. mainly under its edge areas, which is the Ukraine, and elsewhere it is covered by The Svecofennian island arc system most common type of soil in Finland. As younger sedimentary rocks. In Estonia, represents the orogeny type that created the glacier melted, huge quantities of wa- the Precambrian bedrock is pressed an exceptionally high quantity of granites ter created sediments of gravel and sand gradually under the Paleozoic and young- and where the temperature became very under the ice, resulting in ridges and end er sedimentary rocks, as in the southeast high in the top parts of the Earth’s crust. moraines. The fine soil, including clay in Russia (Figure 5-28). The increased temperature resulted in and silt, formed sediments in standing The Finnish bedrock comprises about strong recrystallisation, or metamorpho- water further away from the edge of the one third of the Fennoscandian Shield, sis, in volcanic and sedimentary rocks. glacier. which is partially revealed under the The strong metamorphosis caused the On land that rose from the water, rivers young sedimentary rocks and the Cale- rocks to partially melt, resulting in mig- eroded and formed sediments of coarse donian orogenic belt. About two thirds matites, which are the most common and fine sand on riversides. The wind of the Finnish bedrock is made up by rocks in Southern Finland in addition to moved sand and created dunes, which deep-seated rocks. The early Proterozo- granites. In the Uusimaa shale region, are generally found on glaciofluvial de- ic deep-seated rocks in Finland are pri- there is also felsic shale and sedimen- posits and shore deposits. At overmoist marily granite, granodiorite and tonalite. togenic carbonate rock (Lehtinen et al. bottomland soil, formation of swamp and These acidic rocks are generally called 1998). peat started soon after the area was no granitoids, and they primarily comprise Over the course of hundreds of mil- longer covered by ice or water. feldspar and quartz. lions of years, the mountain ranges cre- Soil includes the loose overburden Only a small part of the Finnish bed- ated during the Svecofennian orogeny that covers the bedrock on land and rock is less than 1,800 million years old; have eroded to their current level. The the bottoms of bodies of water, most of the most significant young formations deeply eroded bedrock has a nearly hori- which comprises crushed and fine rock are the mostly mid Proteozoic rapakivi zontal top surface; under the Vendian material, i.e. mineral soil. These include granites in Southern Finland, which are and Phanerozoic sediments in Estonia, 118 e.g. moraine, gravel, sand and clay. 1,650 to 1,540 million years old. After the this surface slopes gradually towards the South (Koistinen 1996). All in all, some 53% of our bedrock is made up by granite rocks and 22% by migmatites. Only a small part comprises alkaline igneous rocks, shales, quartzites and limestone.

Properties of the bedrock in the Gulf of Finland The crystalline bedrock in the Gulf of Fin- land region comprises various composi- tions of granite, migmatite, gneiss, mica schist, amphibolite and rapakivi granite. In Estonia, the crystalline bedrock is covered by an approximately 150 metres thick layer of sedimentary rock, which comprises sandstone, shale and limestone (Figure 5-29). The fragmentation zones in the bedrock are not exactly known in the Gulf of Finland region. However, the weakness zones in Southern Finnish land areas and the coastal zone have undergone inter- pretation (Figure 5-30). Underground construction work always penetrates weakness zones, and they must be taken into account in this project. The construction of the tunnel will fragmentation zones in the bedrock, and these areas will require reinforcement and compacting of the tunnel. The design and construction of the tunnel project between Helsinki and Tallinn will require further studies, including geophysical sounding and drilling of bedrock in the sea areas. Figure 5-28. Bedrock in Southern Finland and Estonia and cross section of the bedrock in the Gulf of Finland (Koistinen 1994). 119 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

Figure 5-29. Bedrock in the planning area (GTK). Northern part on the left, Southern part on the right.

120 121

Figure 5-30. Interpreted weakness zones in the planning area (GTK). Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

Tunnel location tunnel nears the ground level (Figure A large part of the tunnel will run in crys- 5-31). When leaving Helsinki, the tunnel talline bedrock, 40 to 70 metres below will descend gradually until approx. 200 the bedrock surface. At its deepest, the metres below sea level near the border tunnel will run some 100 metres below of Estonian territorial waters and ascend the bedrock surface in the Southern part from that point for 30 to 40 kilometres un- of the Gulf of Finland. In Estonia, sedi- til reaching the surface in Tallinn (Neno mentary rocks will be penetrated as the nen & Ikävalko 2012).

Figure 5-31. Longitudinal cross section that presents an approximation of the crystalline bedrock, sedimentary rocks in Estonia and the potential route of the tunnel (FinEst Link 2018).

122 5.7 Groundwater kilometres from the ALT1b route and in Most of the properties located near Espoo, Finland, the Puolarmetsä ground- the different tunnel alternatives are con- The location of various tunnel alterna- water area is located at ap-prox. 6 kilo- nected to the municipal water supply net- tives and stations in relation to the clas- metres from the route. work. In Southern Tuusula, Finland the sified groundwater areas is presented in Alternative VE2 will pass through in Ruotsinkylä area is not part of the water the adjacent figure (Figure 5-32). Tuusula, Finland at a distance of 200 me- supply plant’s service area. In this area, Alternative ALT1a will pass through tres from the Ruotsinkylä groundwater the properties’ domestic water supply is Tuusula, Finland for approx. 1 kilometres area, and it will pass through for approx. likely based on obtaining water from their in the Ru-otsinkylä groundwater area and 300 metres in the Mätäkivi groundwater own bored or dug well. Furthermore, it is at a distance of approx. 600 metres from area (Mätäkivi B). In Vantaa, Finland the likely that there are geothermal heat wells the Mätäkivi groundwater area (Mätäkivi ALT2 route will pass through for approx. located near the different tunnel alterna- B). In Vantaa, Finland the ALT1a route will 2 kilometres in the Airport groundwa- tives. The wells and heat wells of private pass through for approx. 1.4 kilometres ter area and approx. 800 me-tres in the households will be surveyed later in as in the Airport groundwater area, approx. Backas groundwater area. Furthermore, part of the planning. 700 metres in the Back-as groundwa- in Vantaa, Finland, the Vantaan-puisto All evaluated route alternatives cross ter area and approx. 800 metres in the groundwater area is located at approx. 3 above the Päijänne Water Tunnel north Kaivoksela groundwater area. kilometres from the ALT2 route. of Helsinki-Vantaa Airport. In this area Furthermore, in Vantaa, Finland the The Lemminkäinen and Kuninkaan- the railway is located aboveground. The Vantaanpuisto groundwater area is lo- lähde water intake plants are located in Päijänne Water Tunnel is used for con- cated at ap-prox. 4 kilometres from the the Mätäkivi groundwater area (Mätäkivi veying raw water in order to serve the ALTa route and in Espoo, Finland the Pu- B). The Kuninkaanlähde water intake has Helsinki metropolitan area. The tunnel olarmetsä ground-water area is located safety zones confirmedby the Supreme passes through the Silvola reservoir via at approx. 6 kilometres from the route. Administrative Court. Ruotsinkylä, Tuusula and Helsinki-Van- Alternative ALT1b will pass through in The Airport and Kaivoksela groundwa- taa Airport. Tuusula, Finland for approx. 1 kilometres ter areas feature one water intake plant. It has been discovered that the bed- in the Ruotsinkylä groundwater area and All of the water intake plants act as back- rock groundwater near the Airport con- at a distance of approx. 600 metres from up plants. The Kaivoksela plant has a tains glycol, which is used on airplanes the Mätäkivi groundwater area (Mätäkivi safety zone issued by the Finnish Water for de-icing, and its degradation prod- B). In Vantaa, Finland, the ALTb route will Rights Court (Vesioikeus). ucts. Furthermore, groundwater contam- pass through for approx. 1.4 kilometres The key details of the groundwater ar- inated with solvents has been found in in the Airport groundwater area and at a eas closest (under 1 km) to the different the southern part of the Mätäkivi ground- distance of approx. 100 metres from the route alternatives as well as the distanc- water area as well as south of the area. Backas groundwater area. Furthermore, es to the classified groundwater areas in Vantaa, Fin-land the Vantaanpuisto are presented in the adjacent tables (Ta- groundwater area is located at approx. 4 ble 5-1 and Table 5-2).

123 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

Table 5-1. Details of the classified groundwater areas located near the different alternatives (Source: Finnish Environment Institute, Hertta data system, 6 June 2018). Class Name brackets) Municipality Yield (estimate) Yield Chemical status Risk assessment Quantitative status of formation area in of formation area Surface area (details Surface area

Ruotsinkylä Other groundwater area suitable for water intake 0,83 km2 (0 km2) 800 m3/d Tuusula Good Good No Mätäkivi B Groundwater area essential for water intake 2,87 km2 (1,41 km2) 3000 m3/d Tuusula Good Poor Risk area Lentoasema Groundwater area essential for water intake 4,02 km2 (0,88 km2) 2000 m3/d Vantaa Good Good Risk area Backas Groundwater area essential for water intake 0,74 km2 (0 km2) 400 m3/d Vantaa Good Poor Risk area Kaivoksela Groundwater area essential for water intake 1,21 km2 (0,17 km2) 2000 m3/d Vantaa Good Good No

Groundwater area Distance (m) Intersection (m) Water intake plant ALT1a Ruotsinkylä 1000 Mätäkivi B 600 Lemminkäinen, Kuninkaanlähde Airport 1400 Airport (back-up water intake) Backas 700 HK Scan Finland (back-up water intake) Kaivoksela 800 Kaivoksela (varavedenotto) ALT1b Ruotsinkylä 1000 Mätäkivi B 600 Lemminkäinen, Kuninkaanlähde Airport 1400 Airport (back-up water intake) Backas 100 HK Scan Finland (back-up water intake) ALT2 Ruotsinkylä 200 Mätäkivi B 300 Lemminkäinen, Kuninkaanlähde Table 5-2. Distance of the differ- Airport 2000 Airport (back-up water intake) ent alternatives to the closest 124 Backas 800 HK Scan Finland (back-up water intake) classified groundwater areas. 125

Figure 5-32. Classified groundwater areas located close to the routes (Back- ground map: National Land Survey of Finland, June 2018. Groundwater areas: Finnish Environment Institute). Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

5.8 Hydrology and water quality face water is 0–2 PSU at the east end of metres below the surface. In shallow are- the Gulf and 5–6 PSU in the west, and as, pack ice can shape the seabed. 5.8.1 General description of the 7–9 PSU under the halocline. hydrography Sea level variations on the coast of Currents The Gulf of Finland is the easternmost Helsinki varies from +1.51 to –0.93 me- The currents at the 0–10 metres layer part of the Baltic Sea. It is bordered by tres with the mean water level at 0.0 me- near the surface are primarily determined Finland, Estonia and Russia, and its tres (between 1904 and 2013). The sea by the wind and topography. At a deep- volume makes up approximately 5% level is largely based on the wind and er layer, there is a current that circles (1,100 km3) of the entire Baltic Sea. The atmospheric pressure conditions in the the Gulf of Finland, flowing eastward at Gulf is approx. 400 kilometres long in Baltic Sea main basin. the southern shore and westward at the the East-West direction (St Petersburg– northern shore. On the coast of Helsinki, Hanko) and its width in the North-South Ice conditions the westward flow is experience about 10 direction varies between 50 and 130 In winter, the Gulf of Finland typically metres below the surface and at about kilometres. The average depth is 38 m, freezes, at least partially. The ice con- 10–20 kilometres from the shore. with the maximum depth being 123 me- ditions vary significantly both regionally tres. The shape of the seabed is relatively and temporally. During very mild winters, 5.8.2 Water quality even at the southern shore, whereas the the Gulf of Finland remains nearly com- The status of the sea area on the coast seabed is uneven and fragmented at the pletely free of ice. However, most years, of Helsinki and Espoo is constantly be- northern coast (Itämeriportaali 2014). at least the eastern sections and part of ing monitored. The City of Helsinki En- In the west, the Gulf of Finland joins the northern coast freeze over. During vironment Centre monitors water quality the main basin of the Baltic Sea. In the average and harsh winters, the Gulf of in various locations as part of its own east, the Neva River discharges into the Finland freezes completely over. operations as well as in connection with Gulf, with an average flow rate of approx. Usually, the ice cover is at its widest the regulatory wastewater monitoring for 2,700 m3/s. Other major rivers that flow at the turn of February and March, and the cities of Helsinki and Espoo. In the into the Gulf include the Narva River (520 the ice thickness can exceed 60 cm in open sea areas of the Gulf of Finland, the m3/s) on the southern shore and Kymi the north-eastern parts of the Gulf of Fin- Finnish Environment Institute monitors River (310 m3/s) on the northern shore land. During normal winters, the ice peri- water quality at the HELCOM long-term (the average flow rates come from SM- od in the western parts of the Gulf is 1–3 stations. HI’s HYPE system). Thus, the Gulf of Fin- months long and, at most, the Gulf can land acts as a mixing basin for brackish remain frozen over for approximately 5 Water quality on the coast of Helsinki water from the Baltic Sea and fresh water months. The ice cover can comprise fast and Espoo from the rivers, with the water typically ice or drift ice. Near the coast and archi- The observation points in the outer archi- featuring saline stratification. The Gulf of pelago, the ice is usually fast ice which is pelago of the coast of Helsinki share in Finland demonstrates a rather clear halo- connected to the shore. Drift ice moves common their open location and depth cline at a depth of about 60 metres but, on the open sea due to the winds and of more than 27 metres. The deepest lay- in many places, the salinity increases currents; during stormy weather their ers of water in the deeper stations may 126 quite smoothly from the surface towards speed can be up to 30 km/day. Drift ice have quite strong saline stratification at the bottom. The average salinity of sur- can form pack ice that extends up to 10 times, leading to relatively high density differences between the water near the the conditions are oligotrophic. Between the seabed were better in summer 2015 surface and water near the seabed. In 2010 and 2017, at observation points compared to the past ten years (Finnish summer, relatively high thermal stratifica- LLA6 and LLA7, the average summer Environment Institute 2016e). tion of water is typical of these stations in chlorophyll a concentration in surface In the Gulf of Finland, areas at depths summer. Therefore, in summer, the water water was 4.2 µg/l at both observation exceeding 60 metres have, for a long time, is not mixed all the way to the seabed, points, thereby indicating minor eutroph- suffered from serious oxygen depletion. which restricts nutrients in the deep- ication. The average water salinity in The overall oxygen situation in near-bot- er layers from ending up in the surface the Gulf of Finland was 5-8 ‰ between tom water layers in the open sea area of layer, where photosynthesis takes place, 2010–2017. the Northern Baltic Sea, including the and the aerobic surface water from being The surface water at the deep obser- Gulf of Finland, in August between 2011 mixed with the deeper layers. Howev- vation points of the open sea area of the and 2014 is presented in the Figure 5-33. er, in the inner archipelago, the water is Gulf of Finland is rich with oxygen, but The figure does not cover the situation mixed all the way to the seabed at some the oxygen concentrations in the water in areas near the coast. The figures are point in the winter (Vahtera et al. 2016). layers near the seabed have been low or based on annual information published According to the observation points even nonexistent at times. In the low-ox- by the Finnish Environment Institute, and that are located in open sea (LLA6 and ygen conditions at deep areas, high these are the latest figures updated on LL7), the water quality shows signs of quantities of phosphorus, among others, the Finnish Environment Institute website minor eutrophication in the area (Figure have dissolved into the water from the [http://www.syke.fi/fi-FI/Ajankohtaista/ 5-36). Between 2010 and 2017, at obser- seabed sediments. Tiedotteet/Itameren_paaaltaan_happiti- vation point LL6A (total depth 75 m) the In the open sea area of the Gulf of Fin- lanne_parantun(31057)] (Referenced on average total phosphorus concentration land, the oxygen levels near the seabed 6 June 2018). in surface water was 23 µg/l with total are affected by seasonal hydrographical In the western parts of the Gulf of Fin- nitrogen concentration at 320 µg/l for ni- conditions in the water column above, land, the areas with a poor oxygen sit- trogen. The equivalent values for water and there is also strong influence from uation appear to have increased over layers near the seabed were 80 µg/l for time to time due to the seawater with the past few years but, in August 2012, phosphorus and 350 µg/l for nitrogen. high saline and oxygen concentrations the oxygen situation of the Gulf of Fin- Between 2010 and 2017, at observation that flows via the Danish straits. As the land was overall better than usual. Issues point LL7 (total depth 100 m) the average saline pulse reaches the oxygen-free concerning oxygen became more com- total phosphorus concentration in sur- Bornholm and Gotland deep basins, their mon in the coastal waters of western and face water was 24 µg/l with total nitrogen oxygen-free water is pushed towards the central Gulf of Finland in the early 2000s. concentration at 360 µg/l. The equivalent Gulf of Finland. The most recent saline In 2001–2002, the seabed in the archi- values for water layers near the seabed pulse reached the Baltic Sea in Decem- pelago suffered broadly from oxygen de- were 120 µg/l for phosphorus and 380 ber 2014 but, due to the weather con- pletion for the first time, and the summer µg/l for nitrogen. In the open sea area of ditons in summer 2015, water with low oxygen situation has repeatedly been the Gulf of Finland, the average phos- oxygen and high nutrient concentrations poor since then. phorus concentrations in surface water did not flow from the Baltic Sea main ba- indicate minor eutrophication, with the sin to the Gulf of Finland. Therefore, in 127 nitrogen concentrations indicating that the open sea, the oxygen conditions near Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

OXYGEN OXYGEN

August August 2011 2012

OXYGEN OXYGEN

Figure 5-33. Oxygen situation near the seabed in the open sea area of the Northern Baltic Sea in August 2011– August 2014 (Finnish Environment Institute, 2014 August SYKE 2013–2014). Red = oxygen-de- 2013 pleted area with hydrogen sulphide, 128 yellow = low oxygen level (0–2 ml/l) and blue = oxygen level above 2 ml/l. Oxygen depletion is facilitated by eu- tom sediment are re-released into the 3 kilometres northeast from Koiraluoto, trophication as it boosts the growth of water. south of Katajaluoto there is a discharge phytoplankton, i.e. algal blooms. When In the Gulf of Finland, on the coast point for the treated wastewater from the the mass of phytoplankton settles on the of Helsinki, water quality is affected by Viikinmäki treatment plant in Helsinki, at bottom, it increases the volume of mate- wastewater loads from the Finnish coast a depth of approx. 20 metres. rial for decomposition, a process where and rivers and, among others, from St At Koiraluoto, the water nutrient con- oxygen is consumed. When total oxygen Petersburg due to the mainly westward centrations are higher than in the open depletion takes place near the bottom, flow of the waters. The Koiraluoto wa- sea: between 2010 and 2017 the aver- decomposers will use other compounds ter observation point (Koiraluoto 168) age total phosphorus concentration in instead of oxygen dissolved in the wa- is in the outer archipelago but, at a to- surface water at Koiraluoto was 29 µg/l ter, which results in the formation of tox- tal depth of approx. 32 m, the location with total nitrogen concentration at 370 ic hydrogen sulfide. The acceleration of is significantly more shallow than the µg/l. The equivalent values for water lay- oxygen depletion also contributes to eu- open sea observation points. The ob- ers near the seabed were 35 µg/l and trophication as, once oxygen runs out in servation point is part of the City of Hel- 350 µg/l, respectively. The average chlo- near-bottom water, nutrients in the bot- sinki’s wastewater monitoring; roughly rophyll a concentration in surface water was 7.1 µg/l. The average water phosphorus concentration and chlorophyll a concentration at Koiraluoto indicate eutrophication, with the average nitrogen concentration indicating that the condi- Koiraluoto, total phosphorus (1 m) tions are oligotrophic. Between 2010 and 2017, the water oxygen situation at the Koiraluoto observation point was excel- lent, with the average exceeding 100% and exceeding 84% even in the water layer near the seabed. Between 2010 and 2017, the were no observable changes in the Koiraluoto water phosphorus concentrations (Figure 5-34) but, in recent years, the nitrogen concentrations indicate that the concentrations have been evening out (Figure 5-35).

Figure 5-34. Total phosphorus concentration of surface water at the Koiraluoto observation point between 2010 and 2017. (Vahtera et al. 2016) 129 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

5.8.3 Strategic planning concerning Koiraluoto, total nitrogen (1 m) the sea area

Water policy framework directive The Water Framework Directive (Direc- tive 2000/60/EC of the European Parlia- ment and of the Council of 23 October 2000 establishing a framework for Com- munity action in the field of water policy) is one of the key programmes for improving water quality in the EU with the aim of achieving good water status with all surface waters and groundwaters. In Finland, the Directive has been implemented with the Act on the Organisation of River Basin Management and the Ma- rine Strategy (1299/2004, as amended) and various related acts. The most recent Finnish Government-approved river Figure 5-35. Total nitrogen concentra- basin management plans for 2016–2021 tion of surface water at the Koiraluoto are dated 3 December 2015. observation point between 2010 and In this sense, the Water Framework 2017. (Vahtera et al. 2016) Directive has many goals relating e.g. to the prevention and mitigation of contam- ination, promotion of sustainable water use, environmental protection and improvement of water ecosystems. The river basin management plans include information about the status of the aquatic environment, pressures on the environmental status, monitoring of the environmental status and actions taken in order to reach the targets concerning the status of surface waters. The sea area on the coast of the Helsinki metropolitan area is part of the river basin manage- 130 ment area of Kymijoki and the Gulf of Fin- land. This area has a river basin management plan prepared in accordance with ing to the EU Water Framework Directive Figure 5-36. Ecologial classification the Water Management Act (1299/2004) was poor in the 2016 classification( Fig- of the sea area on the coast of Hel- for 2016–2021 (Kymijoki and Gulf of Fin- ure 5-36). The EU Water Framework Di- sinki and Espoo (Finnish Environment land river basin management area 2015) rective aims at protecting, improving and Institute, ELY Centres, National Land as well as a more detailed programme of restoring water bodies such that they will Survey). Moreover, pictured are the measures (Uusimaa ELY Centre 2015). not degrade and that their status will be water observation points used in the The ecological status of the surface at least “good” in 2021 at the latest. review of the current status. 131 water on the coast of Helsinki accord- Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

Marine Strategy Framework Directive ganisation of River Basin Management ment, specifies general environmental The Finnish marine strategy implements and the Marine Strategy (1299/2004, as goals and determines the qualitative the EU marine policy and the related di- amended) and Government Decree on descriptors of the good environmental rective (Directive 2008/56/EC of the Eu- the Organisation of the Development and status of marine waters (Government ropean Parliament and of the Council of Implementation of the Marine Strategy Decision on 13 December 2012). In the 17 June 2008 establishing a framework (980/2011). marine strategy, the good environmen- for community action in the field of ma- The strategy includes three steps. The tal status of marine waters is specified rine environmental policy) on the national first step was approved in 2012, which with 11 qualitative descriptors and THElevel. In GENERALFinland, the Directive ENVIRONMENTAL has been comprises a preliminaryGOALS assessment 2012 of their related indicators. implemented with the Act on the Or- the current status of the marine environ-

Qualitative descriptors of good environmental status and their status in 2012

Goal 1: Eutrophication does not harm the Baltic Sea environment 1 Biodiversity

2 Invasive alien species Goal 2: Harmful substances do not impact the functioning of the marine ecosystem or the human 3 Commercial fish species Direct positive impact consumption of fish and game

4 Food webs Indirect positive impact Goal 3: All species indigenous to the Baltic Sea have a favourable conservation status and their long- 5 Eutrophication term conservation is secured

6 Integrity of the seabed Current status is good Goal 4: Maritime navigation is safe and its harmful environmental 7 Hydrographical changes impacts are minimised Good environmental status has not been achieved

8 Concentrations of contaminants and their Assessment is impact impaired by lack of data Goal 5: Marine natural resources are used sustainably 9 Contaminants in fish

10 Litter Goal 6: Maritime spatial planning prevents conflicts in the use of 11 Energy and underwater noise marine waters

132 Figure 5-37. Connections between the general environmental goals and descriptors of COPYRIGHT©PÖYRY PÖYRY PRESENTATION 1 good environmental status of the marine environment. Reaching theNOVEMBER general 2018 targets will either lead to direct or indirect positive effects in the descriptors of good environmental status of the marine environment. (Ramboll Finland Oy 2017 – Figure adapted from the original source, Ministry of the Environment 2016) The second step was implemented in from the sediments. The restoration up created in 2012. The status assessment 2014, which includes a monitoring pro- to the target conditions is a slow process is intended to be part of the Government gramme for the marine strategy. which will take decades or even a century, decision on the updated marine strate- The third step of the marine strategy – and Finland is only able to affect its own gy. The status of the marine environment a programme of measures for achieving a nutrient load. and the pressures on the sea are eval- good environmental status in marine wa- The programme of measures for the uated using the indicators referred to in ters – was approved by the Finnish Gov- marine strategy for 2016–2020 was pub- connection with the definitions of the ernment in December 2015 (Ministry of lished in 2015 (Joint website of Finland’s good environmental status. The indica- the Environment 2016). The programme environmental administration 2015). In the tors describe if the good environmental presents a summary of the status of the programme, the existing measures were status has been achieved as well as the marine environment (the qualitative de- not considered sufficient for maintaining distance to the good status. Each indi- scriptors of good environmental status of or fully achieving the good environmental cator has a set threshold value, verbal the marine environment) and man-made status of marine waters, and experts pro- description or a trend-based definition pressures on the marine environment. Fur- posed 35 marine resource management which indicates if the good environmen- thermore, the programme presents the ac- measures for the programme. The pro- tal status has been achieved. tions for promoting the good environmen- posed measures for 2016–2021 concern- In the marine strategy, the good en- tal status of marine waters. The general ing the river basin management plan were vironmental status of marine waters is environmental goals and their interaction included in the sufficiency assessment assessed using 11 descriptors and the with qualitative indicators are presented in of the existing measures. The proposed related indicators. Descriptors of good the following figure (Figure 5-37). measures included e.g. the reduction of environmental status include mitigation According to the programme of meas- generated underwater noise and the re- of eutrophication, reduction of hazard- ures for the marine strategy (Ministry of duction of the adverse efects of dredging. ous and harmful substances and con- the Environment 2016), it is likely that the Published in early summer 2018, the taminants, conservation of biodiversity, good environmental status of marine wa- report titled “Suomen meriympäristön prevention of the spread of invasive alien ters will not be achieved in all respects by tila 2018” (Status of the Finnish marine species, sustainable use and manage- the target year. According to the impact environment in 2018) is a broad look at ment of marine resources, reducing hu- estimate, the major challenge is related the status of the sea in 2011–2016. The man impacts on the seabed, prevention of to the mitigation of eutrophication and beginning of the report presents the defi- hydrographic changes, reduction of ma- to hazardous and harmful substances. nitions of the good environmental status rine and coastal litter and reducing under- Reducing the nutrient load that causes for the various elements of marine wa- water noise. The following table presents eutrophication will quickly lead to visible ters. Based on the definitions, the status the status of the marine environment by positive changes in the marine environ- of the different elements of the marine the descriptors (Table 5-3). In the 2018 re- ment but it will take longer to reach the environment can be classified as “good” port “Suomen meriympäristön tila 2018” marine environment status target in full. or “poor”. The report’s definition of the (Status of the Finnish marine environment The Baltic Sea main basin, which influ- good environmental status mainly follows in 2018), the 11 marine strategy descrip- ences the Gulf of Finland, has become the new criteria and the criteria elements tors are intact, but the indicators and tar- caught in a cycle of eutrophication which issued by the European Commission in gets have undergone changes. 133 is maintained by the depletion of oxygen 2017. The report updates the first step on the seabed and the nutrients released of the Finnish marine strategy, which was Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

Table 5-3. Descriptors of the good environmental status of marine waters defined in the marine strategy and a status estimate based on the updated 2018 assessment. The 2018 status estimate is based on data from 2011–2016. (Ministry of the Environment 2016, Korpinen et al. 2018)

Descriptors of good environmental status of marine waters

Descriptor Definition Current status in 2018 and assessment of whether good environmental status is achieved

Marine biodiversity The quality and occurrence of habitats and the distribu- Good environmental status has not been achieved. One tion and abundance of species are in line with prevailing fifth of the broad seabed habitats is in a poor condition. physiographic, geographic and climatic conditions. Thje seabed habitats that are in good condition are mainly located in the Gulf of Bothnia, where the pressures due to human activities are low and the water near the seabed is rich with oxygen. The seabed in the Gulf of Finland and Northern Baltic Sea largely suffer from oxygen depletion, which is why they are mostly in poor condition.

Out of all habitat types in the Habitats Directive Annex I, only the type “Skerries and islands in the outer archipelago” is estimated to have a favourable status, which is equivalent to the good environmental status in the marine strategy. The other habitat types’ level of conservation is unfavourable and, in most cases, they have a degarding trend.

Invasive alien species Non-indigenous species introduced by human activities The status in 2018 was mainly good in the Finnish sea are at levels that do not adversely alter the ecosystems. areas, and it is possible to maintain the good environmental status by implementing the existing measures. On the other hand, during this time, 14 new alien species have entered other parts of the Baltic Sea, which means that, overall, the situation in the Baltic Sea is poor.

134 Descriptors of good environmental status of marine waters

Descriptor Definition Current status in 2018 and assessment of whether good environmental status is achieved

Commercial fish spe- The populations are within safe biological limits, exhibit- In the 2012 status estimate, the good environmental sta- cies ing a population age and size distribution that is indica- tus could not be assessed for commercial fish species Descriptors of good environmental status of marine waters tive of a healthy stock. due to a lack of data. In the good environmental status assessment updated in 2018, the status was determined Descriptor Definition Current status in 2018 and assessment of whether for the following fish populations with international quo- good environmental status is achieved tas by marine waters based on their occurrence and data available on the species: herring (Clupea harengus membras), sprat (Sprattus sprattus), cod (Gadus Marine biodiversity The quality and occurrence of habitats and the distribu- Good environmental status has not been achieved. One morhua), salmon (Salmo salar) and whitefish (Corego- tion and abundance of species are in line with prevailing fifth of the broad seabed habitats is in a poor condition. nus maraena). The status of the flounder (Platichthys physiographic, geographic and climatic conditions. Thje seabed habitats that are in good condition are flesus) and turbot (Scophthalmus maximus) could not be mainly located in the Gulf of Bothnia, where the pres- assessed due to a lack of data. Out of other commercial sures due to human activities are low and the water near fish populations which are fished mostly in coastal ar- the seabed is rich with oxygen. The seabed in the Gulf eas, the status was determined for the zander (Sander of Finland and Northern Baltic Sea largely suffer from lucioperca), Bothnian Bay whitefish (Coregonus marae- oxygen depletion, which is why they are mostly in poor na) and perch (Perca fluviatilis). condition. The current status is good for the most significant com- Out of all habitat types in the Habitats Directive Annex mercial populations, including the herring and sprat, and I, only the type “Skerries and islands in the outer archi- for most coastal commercial fish populations. Excep- pelago” is estimated to have a favourable status, which tions include the Bothnian Bay whitefish and Archipela- is equivalent to the good environmental status in the go Sea zander populations, whose status is considered marine strategy. The other habitat types’ level of conser- to be poor. Furthermore, a good status has not been vation is unfavourable and, in most cases, they have a achieved with one of the two significant salmon popula- degarding trend. tions in the Gulf of Bothnia. The eastern cod population is considered to have a poor status. Invasive alien species Non-indigenous species introduced by human activities The status in 2018 was mainly good in the Finnish sea are at levels that do not adversely alter the ecosystems. areas, and it is possible to maintain the good environ- The zander and whitefish populations that are in poor mental status by implementing the existing measures. condition are undergoing measures that aim at reaching On the other hand, during this time, 14 new alien species a good status in the coming years. have entered other parts of the Baltic Sea, which means that, overall, the situation in the Baltic Sea is poor. Food webs All elements of the marine food webs, to the extent that In the Finnish marine waters, the top predators of the they are known, occur at normal abundance and diversi- food web have a good status. However, at the lower lev- ty and at levels capable of ensuring the long-term abun- els of the food web, eutrophication has changed the spe- dance of the species and the retention of their full repro- cies composition. Although the producer and herbivore ductive capacity. communities have been disturbed, the functionality of the food web has not changed and, therefore, the status of the food webs can be considered to be good.

135 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

Descriptors of good environmental status of marine waters

Descriptor Definition Current status in 2018 and assessment of whether good environmental status is achieved

Eutrophication Human-induced eutrophication has been minimised, in Good environmental status has not been achieved. particular its adverse effects, such as losses in biodiver- According to the overall eutrophication assessment, sity, ecosystem degradation, harmful algal blooms and the Finnish coastal waters and open sea areas are in oxygen deficiency in bottom waters. poor condition. Although the overall eutrophication assessment considers all the marine waters to be in poor condition, individual indicators describe a good status for some open sea areas, coastal waters and their sub- areas (bodies of water).

Integrity of the seabed The direct and indirect effects on the seabed are at a The status in 2012 was mainly good, and it is possible to level that ensures that the structure and functions of the maintain the good environmental status by implement- ecosystems are safeguarded and the benthic ecosystem ing existing and some new measures. is not subject to adverse effects.

Hydrographical chang- Permanent changes in the conditions will not have ad- The status in 2018 was mainly good, and it is possible to es versely effects on the marine ecosystems. maintain the good environmental status by implementing existing and some new measures.

Concentrations of The concentrations are at levels that will not give rise to Good environmental status has not been achieved. The contaminants (harmful pollution effects. Finnish marine waters are in poor condition in terms of and hazardous sub- the concentrations of harmful and hazardous substanc- stances) es, as the concentrations of brominated PBDE flame retardants were exceeded in all the marine waters. The status of fish used for human consumption, however, is good.

136 Descriptors of good environmental status of marine waters

Descriptor Definition Current status in 2018 and assessment of whether good environmental status is achieved

Contaminants in fish Contaminants do not exceed levels established by legis- The status of fish used for human consumption is good in lation or other relevant standards. terms of harmful substances. Human exposure through food has been clearly reduced. According to the 2016 results, the dioxin concentrations do not pose a risk for humans. The heavy metal concentrations in sea fish are also below the threshold values. However, the recommendations concerning the consumption of natural fish should still be followed as the concentrations may have high variation due to the growth rate, age and tissues of the consumed fish.

Despite the health benefits of fish, the consumption of fish originating from the Baltic Sea, particularly salmon, trout and large herring caught on the Bothnian Sea and the Gulf of Finland, may lead to exposure to abnormally high quantities of harmful dioxins and PCB compounds.

Marine litter Properties and quantities of marine litter do not cause The status assessment was not possible in 2012 due harm to the coastal and marine environment. to a lack of data. In 2018, the litter status could not be assessed due to the lack of threshold values for a good status and shortage of data. Since 2012, there have been systematic measures to determine the litter status by collecting shore litter or macro litter (size exceeds 2.5 cm), bottom litter and surface water micro litter (size below 5 mm).

The data indicates that some areas have significantly more litter and also presents some reasons for its occurrence.

Energy and noise Introduction of energy, including underwater noise, is at The status assessment was not possible in 2018 due to levels that do not adversely affect the marine environ- a lack of data. ment.

137 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

The harmful effects to the marine en- Maritime spatial planning the artificial islands in the Uppoluoto, Ul- vironment due to the railway tunnel be- The EU’s Maritime Spatial Planning Di- komatala and Hramtsow shoal regions tween Finland and Estonia will be min- rective entered into force in July 2014. It are subject to high recreational use. In imised primarily through routing as well specifies a common framework for mari- Espoo and Helsinki, the shores are quite as the design and optimised positioning time spatial planning in Europe. The Mar- densely built and most of the buildings of artificialislands. The strongest im- itime Spatial Planning Directive brings are permanent residences. In the archi- pacts will be seen during the construc- together various users of marine waters pelago, the buildings are mostly holi- tion phase, and efforts will be made dur- including the energy industry, manufac- day residences. There are no residential ing construction in particular to take into turing industry, state operators, natu- properties on Koirasaari island. account the possible measures for miti- ral conservation and recreation for the Espoo and Helsinki are marine cities gating the effects. The measures for pre- purpose of making consistent decisions whose residents can enjoy a wide range venting and mitigating adverse effects based on usage data, aiming at sustain- of recreational activities due to the close will be described in the environmental able use of marine resources. In general, distance of the sea. Although the sea is impact assessment report. maritime spatial planning uses maps in close, its full potential has not yet been order to obtain a comprehensive over- utilised. Until recent years, the sea has The HELCOM Baltic Sea Action Plan view of the marine waters. Therefore, the been primarily used for port activities and The HELCOM Baltic Sea Action Plan is procedure is similar to land use planning recreational spare time activities. Recre- a programme that aims at restoring the but relates to marine waters. The proce- ation has mostly comprised small boat good ecological status of the Baltic ma- dure will help planners to take into ac- activities and swimming beaches. In the rine environment by 2021 (http://helcom. count the combined effects on marine capital region, recreational boating has a fi/baltic-sea-action-plan).The plan was waters from functions taking place on strong tradition and the city has several adopted by all the coastal states and the maritime waters. The Maritime Spatial small boat harbours and operating boat- EU in 2007, and it provides a concrete Planning Directive aims at a more con- ing clubs. The boat harbours nearest to basis for HELCOM’s work. trolled and sustainable approach to us- the planned Otakeila station in Otaniemi The plan comprises the following ing the marine waters. are located in Keilalahti, Otsolahti and goals and objectives: In Finland, maritime spatial planning Laajalahti. The nearest swimming beach- –– Baltic Sea unaffected by eutroph- has been implemented with national leg- es are located in Westend and Keilalahti, ication islation in 2016 (Land Use and Building where there is a new floating water sports –– Baltic Sea undisturbed by hazard- Act, as amended, 482/2016) that entered centre. The planned service connection ous substances into force on 1st of October in 2016. De- island, Koirasaari, has significantrecre - –– Favourable status of Baltic Sea tailed regulations on the presentation of ational value because it is a recreational biodiversity regional plans, total number of plans, etc. island owned by the City of Helsinki. –– Environmentally friendly maritime are issued with a Government Decree. The shoals in the outer archipelago activities and outer marine waters are popular In Finland, the plan has been im- 5.8.4 Use of waters and shores recreational fishing sports that are par- plemented with various national pro- Of the project functions, the areas for ticularly favoured for rod fishing and dive 138 grammes and legislation. the planned Otakeila station in Otaniemi, fishing. Recreational fishing is described service connection island Koirasaari and in more detail in section (5.10.3). In connection with preparing the Hel- Water transport across the islands would 5.9 Underwater nature sinki master plan, a report was complet- enable making trips and, depending on ed for the Marine Helsinki master plan the season, these trips can include ca- 5.9.1 Flora (Meri-Helsinki) (City of Helsinki 2013). noeing, windsurfing, ice skating and The Finnish coast shore zone is charac- It indicates that the archipelago on the organised water transportation or their terised by strong geographical, spatial coast of Helsinki has a relatively low us- combinations. and temporal variation of macrophytes, age rate. According to the report, the i.e. larger aquatic plants (algae, vascular most significant hindrance that results plants), and zoobenthos. Geographically, in the low usage ratio of the archipelago the number of species (macrophytes and in relation to the population of Helsinki zoobenthos) on rocky shores decreases is that the archipelago is unaccessible when moving from the Archipelago Sea or at least difficult to access. Partly, the towards the Eastern Gulf of Finland or accessibility issues are due to the archi- the Northern Bothnian Sea and Bothnian pelago’s closed nature. Some of the is- Bay. This is caused by the decrase in the lands on the coast of Helsinki are used salinity of seawater. Most organisms that by the Finnish Defence Forces. Another live in the Baltic Sea originally come from problem is the low availability of trans- ocean conditions. If the salinity becomes portation in the archipelago. The vision too low, the organisms cannot survive. for 2050 is that the openness and acces- The major geographical ecotones in sibility of the archipelago are significantly terms of the number of species are lo- better. In order to achieve this, the water cated east of Helsinki and in the Kvarken transportation network must be connect- area. ed closely with the public land transpor- Macrophytes form zones from the sur- tation system, thereby ensuring smooth face towards the bottom up to a depth connections between the mainland and of approx. 20 metres. The major environ- archipelago. Extending the efficient pub- mental factor affecting the zones is the lic transportation system outside the city openness of the shore, i.e. the orienta- network nodes to the shore region and tion of the shore in relation to the prevail- the Helsinki archipelago is a key meas- ing winds and the location of the shore ure for making the archipelago acces- on the inner–outer archipelago spec- sible to more residents. More intensive trum. The algae zones extend natural- water transport would link the islands ly deeper on more open shores. Strong near Helsinki closer to the rest of the city. seasonal variation or permanence are When the archipelago has a balance be- typical of macrophytes and the relat- tween residential areas and recreational ed zoobenthos, depending on the spe- activities, it will be seen as an interesting cies. Some perennial species are found zone that offers untouchable natural en- in the same locations from year to year. 139 vironments as well as sufficient services. Some species are only found at a specif- Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

ic time of the year, e.g. in the summer or and underwater communities that occur the directive) that have been considered mid-winter, and this period can vary from on the Finnish coast. There is still a lack to represent a significantportion of biodi- a couple of weeks to a few months. Pri- of knowledge concerning the species on versity in Europe. The directive has been marily, the zoobenthos in the shore zone the Finnish coast and their distribution. implemented in Finland with the Nature is determined by the algae species. The Furthermore, the factors that affect the Conservation Act (Nature Conservation major threats to the macrophytes and species’ ecology are not fully known, Act 1996). The Community requires that the related zoobenthos include the over- which makes it difficult to evaluate what the European network of nature conser- all eutrophication of marine waters and impacts environmental changes could vation areas (Natura 2000) protects the the consequent effects, such as reduced have on the biota. (Finnish Environment habitat types and species that are the visibility depth which limits the amount of Institute 2018a) most significant for biodiversity and that light that can reach the shore zone. The geological structure of the sea- Natura 2000 sites gather information on Water layers below the sunlight zone bed, physical and hydrographical prop- their occurrence, number, representativ- are layers that have less than 1% of the erties of the water column and breeding ity and natural status. VELMU compiled sunlight compred to the surface. No flora distribution of biological communities information on the biodiversity of habitat is found at this depth due to the lack of and juvenile fish were mapped out during types located in Finnish marine waters. sunlight. The sunlight zone can extend to the VELMU programme across the Finn- According to the material metadata, a few metres or up to 20 metres in depth. ish marine waters. The purpose was to the habitats are, as per Appendix I to the In the Gulf of Finland, the sunlight zone is discover areas that have unique natural Habitats Directive, marine habitrats of estimated to extend to approx. 9 metres values and to determine the distribution reefs (1170) and submerged sandbanks in depth. The areas below the sunlight and ecological status of rare and endan- (1110): zone can include soft and hard areas of gered underwater habitats and species. According to the VELMU metadata, the seabed. Consequently, the species (Metsähallitus 2015) the habitats are, as per Appendix I to and communities of algae and zooben- The results of this mapping activity the Habitats Directive, potential marine thos are primarily determined according have been recorded in databases where habitrats of reefs (1170) and submerged to the seabed type. they can be used, among others, when sandbanks (1110): building forecast models on the distribu- “Introduction to the metadata: The 5.9.2 Potential marine habitat types tion of species and underwater commu- project mapped out marine habitats as The islands, skerries, underwater reefs, nities. per Appendix I to the Habitats Directive: sandbanks, eskers and coastal uplifts VELMU implemented the Finnish Baltic reefs (1170) and submerged sandbanks shaped by the ice age, bays and fladas Sea conservation programme (2002), the (1110). The aforementioned habitat types of the Finnish coast create a unique land- HELCOM Baltic Sea Action Plan (2007) are determined according to the seabed scape above and below water, which pro- and the Finnish Government’s Baltic Sea soil type and topographical shape and vides a diverse habitat for a large num- Programme (2011). By generating data, they can overlap. The objective was to ber of species. The VELMU programme VELMU also met the information need create comprehensive maps on the are- (Finnish Inventory Programme for the set by various EU directives. as of occurrence of reefs and sandbanks Underwater Marine Environment) was The Habitats Directive (92/43/EEC) across the Finnish marine waters based 140 completed between 2004 and 2015, and specifies the habitat types (Annex I to on the best available information. The it provided information on the organisms the Directive) and species (Annex II to criteria used in determining the habitat types were discussed with the responsi- waters from the coastal areas to the open in the following figure (Figure 5-38). All ble bodies. The Natura inventory instruc- sea, thereby impacting the accuracy of hydraulic construction sites are located tions for habitat types (version 5.1) were the results The habitat type determina- on potential reef environments and reefs. used, which specifiesmore detailed cri- tion criteria (e.g. extent, gradient, relief, The depth of the sits varies between 0 teria for determining marine habitat types shallowness) were not precisely speci- and 20 metres. Koirasaari and Uppoluo- than the Natura 2000 Habitats Manual fied at the time of the study, and the de- to are islands that extend up to the sur- (Airaksinen & Karttunen 2001). On the termination has been conducted based face, whereas Ulkomatala and Hramt- basis of various criteria and test analy- on the existing data and estimates by re- sow shoal are shallows where no actual ses, a decision was made to model the searchers. It should be noted that some islands reach the surface. The areas are following areas: 1. Potential rocky reefs other numerical criteria could produce potential reefs and/or reef environments. – small sites where reefs are likely to oc- different results. The analysis radii used cur. 2. Potential rocky reef environments for determining seabed forms affect the – larger sites where reefs are likely to oc- end result, and the analysis radii used in cur. 3. Potential sandbanks – small sites this study do not allow for determining where sandbanks are likely to occur. 4. all elevations, e.g. ones that comprise a Potential sandbank environments – larg- large area. The data can include poten- er sites where sandbanks are likely to tially incorrect habitat types; e.g. the up- occur. The data does not include marine per slopes of deep channels have been habitats occurring in conservation areas. in some places classified as potential Purpose: The marine habitat data pro- reefs (particularly concerning the Archi- vides an overview of the potential occur- pelago Sea). Moreover, the habitat types rence of Natural habitat types in Finnish overlap, as the same area can be clas- marine waters. The data was produced sified as a potential reef or sandbank or for Ecosystem Based Management of ar- fall in the category of outer archipelago eas. The objective of the modelling was skerries and islands. Precise geological to create comprehensive maps on the ar- data is only available for specific areas, eas of occurrence of reef and submerged which means that the main substrate for sandbank habitats across the Finnish the elevation has been estimated based marine waters based on the best avail- on existing data and the results are ap- able information. The data is, as such, proximate. The data concerning areas not suitable for local decision-making restricted by the Finnish Defence Forces without validation. The data concerning has been removed. The data is indicative areas restricted by the Finnish Defence and should not be used in decision-mak- Forces has been removed. ing without local validation.” Use limitation: The habitat types pre- The potential marine habitat types sented have been determined based on in the project’s hydraulic construction existing models and data whose preci- sites of Koirasaari, Uppoluoto, Ulkoma- 141 sion and coverage vary between marine tala and Hramtsow shoal are presented Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

142

Figure 5-38. Potential marine habitat types in the project area modelled based on the data from the VELMU programme (Finnish Inventory Programme for the Underwater Marine Environment). (Finnish Environment Institute 2018) 5.10 Fish fauna

5.10.1 Fish and fishing industry The project’s impact on fish and the fishing industry focuses on the outer archipelago on the sea areas on the coast of Helsinki and Espoo (Koirasaari surroundings and soil dumping area, significant impact extending to approx. 2 kilometres and total impact extending to approx. 5 km) as well as on Finnish territorial waters depending on the artificial island option selected for the offshore area (significant impact extending to approx. 2 kilometres and total impact extending to approx. 5 km). According to a preliminary estimate, constructing the tunnel with the TBM method tens of metres under the seabed will not create underwater noise that would be clearly discerned from the background noise and have significant impacts on the fish fauna or fishing industry. The scope of the impact area will be specified based on the water quality modelling carried out at the EIA report phase. The fish fauna and fishing industry in the sea area on the coast of Helsinki and Espoo have been tracked comprehensively as part of the fishing industry’s joint Figure 5-39. Exploratory fishing net areas on the coast of Helsinki and Espoo. monitoring and in relation to the other Exploratory fishing in elationr to the joint monitoring of sea areas on the coast projects in the area (Vatanen & Haikonen of Helsinki and Espoo comprises recurring monitoring. Exploratory fishing in the 2017; Karppinen et al. 2016; Vatanen et al. Kruunusillat project is carried out for tracking during the project, and net fishing 2015; Ramboll 2012). Although the track- for the Helsinki soil dumping area’s EIA process in 2012 was an individual moni- ing has been comprehensive in the coast- toring event. al zone, there are few studies concerning the offshore area (Figure 5-39). Further- more, they are spatially and temporally 143 restricted and cover a small number of samples. Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

5.10.2 Fish fauna sculpin (Myoxocephalus quadricornis), offshore areas (Karppinen et al. 2016; In the Gulf of Finland, the fish fauna com- snake blenny (Lumpenus lampretae- Ramboll 2012). Cyprinids in the region prises both freshwater and saline water formis) and viviparous eelpout (Zoarces include the roach (Rutilus rutilus), bream species. The low salinity in the Gulf of viviparus) as well as the sand eels (Hy- (Abramis brama), white bream (Blicca Finland is a limiting factor for many ma- peroplus lanceolatus, Ammodytes tobi- bjoerkna), ide (Leuciscus idus), vimba rine species that live in the region at the anus), flounder (Platichthys flesus) and bream (Vimba vimba) and common bleak extremes of their occurrence. The fish turbot (Psetta maxima) that live on sandy (Alburnus alburnus), whereas the per- fauna in the Gulf of Finland is also affect- bottoms. Bottom-living fish have their comorphs include the perch (Perca flu- ed by the changes in the fish fauna in the own significance to the marine ecosys- viatilis), zander (Stizostedion lucioperca) Baltic Sea main basin. The occasional tem. For example, the viviparous eelpout and ruffle (Gymnocephalus cernuus). In oxygen depletion of deep areas also lim- is an important prey species for many addition, the common whitefish (Core- its the habitats of bottom-living fish and predator fish and waterfowl, whereas the gonus lavaretus) is generally found in the zoobenthos. cod feeds on the fourhorn sculpin and archipelago and shallow offshore areas. In the offshore areas of the Gulf of Fin- lumpfish. Bottom-living fish with finan- Of the different species of whitefish, the land, fish species that live in the hydrau- cial significance include the cod, founder Bothnian Bay whitefish has the conser- lic construction sites’ impact areas can and turbot. A large number of offshore vation status of ‘endangered’ and the be divided into three groups: 1) pelagial bottom-living fish is classified as data sea-spawning whitefish is considered to schooling fish, 2) bottom-living fish and deficient (Urho et al. 2010). be ‘vulnerable’ (Urho et al. 2010). 3) migratory fish. Each group has individ- Migratory fish that occur outside the The reproduction of fish in the marine ual habitats, foods and migration dynam- Gulf of Finland mainly comprise the waters is typically focused on the coast, ics. Seasonal changes in the occurrence salmon (Salmo salar) and sea trout (Sal- at a depth of less than 10 m, on top of of fish are typical particularly of migratory mo trutta). Studies have shown that the flora or clean gravel/sand bottoms. Few fish and pelagial schooling fish. salmon and sea trout of the Gulf of Fin- fish species reproduce in the outer archi- Pelagial schooling fish include the land primarily remain in the Gulf of Fin- pelago or in the offshore areas. Fish spe- herring (Clupea harengus), sprat (Sprat- land region during their feeding migration cies that potentially spawn in the project tus sprattus), three-spined stickleback (Mikkola 1995). The salmon mainly feeds area include the herring, sea-spawning (Gasterosteus aculeatus) and ten-spined on the herring and sprat. The sea trout, whitefish and flounder. In addition, there stickleback (Pungitius pungitius). Pelagi- on the other hand, hunts closer to the are several data deficient fish species in al schooling fish comprise a significant shore with the herring and sticklebacks the offshore area which may be repro- part of the food chain e.g. for salmon and as its main prey species. The salmon and ducing in the area. Based on the occur- trout. The herring and sprat are also very sea trout are financially significant spe- rence probability models of species pre- significant fish species economically. cies. The conservation status of the sea sented in the VELMU map service, the Bottom-living fish that occur in the trout is ‘endangered’ while the salmon is project area is a highly favourable nurs- offshore areas of the Gulf of Finland in- ‘near threatened’ (Urho et al. 2010). ery area for the herring and goby. For the clude the cod (Gadus morhua), lumpfish In addition to the aforementioned spe- other modelled species (perch, zander, (Cyclopterus lumpus), shorthorn sculpin cies, cyprinids and percomorphs typical- pike, smelt and roach), the project area 144 (Myoxocephalus scorpius), longspined ly occur in the outer archipelago on the is classified as an unfavourable nursery bullhead (Taurulus bubalis), fourhorn coast of Helsinki and Espoo and shallow area (Finnish Environment Institute 2018). 5.10.3 Fishing ing). The commercial fishingeffort and catches are documented per statistical Commercial fishing rectangle of approx. 55 kilometres x 55 In terms of commercial fishing, the area kilometres. The project area is located at affected by the project is located at the the intersection of four statistical rectan- ecotone between coastal fishing and gles, so it is not possible to draw detailed opean sea fishing. Fishing that takes enough conclusions for the project just Figure 5-40. Positioning of the sta- place on the coast of Helsinki and Es- by looking at the catches from these are- tistical rectangles in relation to the poo is net and fyke net fishing near the as (Figure 5-40). project area. shore (Karppinen et al. 2016; Haikonen & Laamanen 2011). On the coast of Helsin- ki and Espoo, there are some 5–6 commercial fishers who mainly catch zander, whitefish, perch and pike (Karppinen et al. 2016). There are individual fyke net spots for catching pike in the outer archipelago, but they have not been used year-round. There have been no studies examining trawling locations on the coast of Helsinki and Espoo In the past decades. Anttila (1972) has suggested that trawling takes place south of the following line: Porkkala lighthouse – Helsinki shallow – Isosaari – Söderskär. Accord- ing to the aforementioned restriction, no trawling takes place in the area affected by the project. However, this will be examined in detail over the course of the EIA process. In the Gulf of Finland, commercial open sea fishing practically focuses ex- clusively on the herring and sprat and typically takes place in the autum and the first half of the year. Trawling is performed with many different variations in terms of vertical positioning (bottom, midwater and surface trawling) and 145 equipment (single-boat and pair trawl- Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

In the Baltic Sea region, the sprat, her- fishing is used for the trout, salmon and 5.11 Flora, fauna and protected ring, salmon and cod have fishing quotas whitefish. The Helsinki and Espoo fishing sites set by the International Baltic Sea Fish- area operates in the region. ery Commission (IBSFC) which, among 5.11.1 General characteristics of the other things, regulate the trawling of her- 5.10.4 Aquaculture flora and fauna ring and sprat. The herring in the Gulf of No aquaculture operations take place in The project area extends from the main- Finland is regulated as a subpopulation the project area. According to the Finn- land to the coastal zone and outer ar- of the Baltic Sea main basin and Gulf of ish aquaculture guiding programme, the chipelago and further to the open sea. Finland. Similarly, the sprat is regulated ecological classification of the overall The railway tunnel route options pass via with a quota that covers the entire Baltic water quality in the Gulf of Finland is be- zones that have very diverse natural con- Sea, which has also limited the utilisation low the target (quality rating ‘good’) and, ditions. of the herring quota for the Gulf of Fin- consequently, no new aquaculture oper- On land, most of the route passes land for several years. An operator-spe- ations are proposed for the area (MMM & through under the built-up urban area. In cific quota system was implemented as YM 2014). the section between the freight terminal of early 2017. This means that the coun- and airport, the project alternatives AL- try-specific quotas are assigned further T1a and Finest Link ALT2 passes through directly to the operators as transferable under Tuusulanjoki river, which discharg- rights based on their fishing history. A es into the Vantaanjoki river, and some fisher can sell the right to use the quota forest areas. After the airport, natural en- to another commercial fisher or exchange vironment along the route al-ternatives the right. The new operator-specific quo- can be found particularly along the Van- ta system allows trawling entrerpeneurs taanjoki river, where there are rich shore to decide for themselves as to when to forests, among others. In Haltiala, the fish their share of the quota. route alternative Finest Link ALT2 passes through a large forest area, which is part Recreational fishing of the Central Park of Helsinki, and con- Forms of recreational fishingtaking place tinues south near the eastern edge of the in the outer archipelago of Helsinki and Central Park. The route alternative ALT1b Espoo include net fishing and rod fish- passes through the Central Park south ing (Karppinen et al. 2016). Furthermore, of the Ilmala station. salmon trolling and line fishing take place On the coastal zone, the route alterna- in offshore sea areas. In addition, e.g. tives ALT1a and ALT1b passes through dive fishing is practised in the outer ar- both sides of the Laajalahti bay contin- chipelago and shallow offshore areas. uing south via the coastal zone to the Net fishing is mainly used for catching outer archipelago. In the sea area, the the perch, zander and whitefish.Rod natural environment of the islands and 146 skerries comprises habitats and species characteristic of the Baltic Sea. Under- the marine environment in the Baltic Sea Finnish marine waters. One of the pro- water nature is discussed in section 5.9 area, the so-called Helsinki Convention, gramme’s main objectives is to promote and the bird fauna in section 5.11.3. requires the conservation of the marine the conservation of the species and sea environment and preserving biodiversity, areas in the Baltic Sea (Ministry of the 5.11.2 Natura 2000 areas, nature among other things. The implementation Environment 2018a). conservation areas and other natural of the Convention is supervised by Baltic The Natura 2000 network sites that are sites with national value Marine Environment Protection Commis- located in the surroundings of the pro- The conservation of the Baltic Sea takes sion HELCOM where coastal states work ject alternatives are presented in Figure place both nationally as well as joint- together with the European Commis- 5-41. Furthermore, the figure includes ly by coastal states. Roughly speaking, sion. The HELCOM-approved Baltic Sea the HELCOM MPA sites and the Ramsar national actions affect the coastal area, Action Plan implements the Baltic Area sites. Table 5-4 includes the data on the whereas international actions protect the Strategy approved by the EU. Finland has Natura sites that are located closer than open sea areas. The Baltic Sea conser- also approved a programme of measures 20 kilometres from the project area. vation programmes and strategies focus for the conservation of the Baltic Sea on improving the status of the seawater and inland waters. The Natura 2000 ma- as well as on the natural values of the rine areas that are the most significant in marine area and preserving them. terms of nature conservation are part of The international as well as national the HELCOM MPA (Marine Protected Ar- goal has been to establish an ecological- eas; previously the Baltic Sea Protected ly harmonised network of conservation Areas, BSPA) which belong to the Baltic areas for the coastal and sea areas. The Marine Environment Protection Commis- coasts and sea areas that are significant sion’s (HELCOM) Baltic Sea conserva- in terms of conserving the archipelago tion network of coast and marine areas environment, bird fauna and underwa- (Ministry of the Environment 2018a). ter nature have been connected to the The global Ramsar Convention applies Natura 2000 network in Finland as well to the conservation of wetlands and their as Estonia. The Natura areas have been typical species. In Finland, there are 49 conserved as Special Areas of Conserva- assigned Ramsar sites which represent tion (SAC) and as Special Protection Ar- various wetland types. The Baltic Sea eas (SPA) under the Birds Directive. The and coast comprise one of these types. conservation of the Natura areas uses, All Ramsar sites are part of the Natura among other things, nature conservation 2000 network (Ministry of the Environ- areas. ment 2018b). Finland and Estonia are parties to The VELMU programme (Finnish In- many international agreements con- ventory Programme for the Underwater cerning the Baltic Sea. An internation- Marine Environment) collects information ally significant convention on protecting on underwater habitatas and species in 147 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

Figure 5-41. Natura 2000 network sites located in the surroundings of the project area. Some of the sites are HELCOM MPA and Ramsar sites.

148 Table 5-4. Natura 2000 sites located closer than 20 kilometres from the route alternatives.

Distance from the alternatives (km) Surface Finest Site code area Link Natura 2000 site and type (ha) Other conservation values ALT1a ALT1b ALT2 Vantaanjoki FI0100104 Length: 0.0 0.0 0.0 SAC 59 km Laajalahden lintuvesi FI0100028 192 Laajalahti nature conservation area (ESA010002) 0.0 1.0 5.1 SAC/SPA Laajalahti (LVO010003) At the boundary: Elfvik forests (AMO000033) Ramsar site Vanhankaupunginlahden FI0100062 316 Vanhankaupunginlahti in Viikki (YSA010453) 7.1 3.1 3.1 lintuvesi SAC/SPA Saunalahti nature conservation area (YSA201790) Möylylä forest (YSA235657) Pornaistenniemi nature conservation area (YSA235658) Ramsar site Kirkkonummen saaristo FI0100026 1,750 Kantskogsbrotten-Bergstadsbrotten nature conservation area 10.0 8.9 9.2 (SAC) (SAC) (ESA010003) FI0100105 14,234 Porkkala archipelago nature conservation area (ESA010041) (SPA) (SPA) Gaddi nature conservation area (YSA010708) Enbusken-Rönnbusken (YSA012168) Brändö nature conservation area (YSA011473) HELCOM MPA Porkkala nature conservation area (in preparation) Medvästö-Stormossen FI0100024 821 Kuokkamaa nature conservation area (MHA020325) 12.6 13.4 15.3 SAC/SPA Långvik forests 1 (YSA013014) Långvik forests 2 (YSA013015) Långvik forests 3 (YSA013016) Gumbackanranta nature conservation area (YSA201123) Tamminiemi nature conservation area (YSA011788) Medvastö Bergbacka nature conservation area (YSA012632) Ådbäcks naturskyddsområde (YSA202257) Värans Stormossen nature conservation area (MHA020023) Stormossen Haga nature conservation area (YSA012574) Lill-Skogs nature conservation area (YSA014147) Storstubbans tvångsfredning (YSA202453) As well as additional sites included in conservation programmes Espoonlahti-Saunalahti FI0100027 223 Espoonlahti nature conservation area (YSA202916) 11.3 11.4 16.7 SAC Espoonlahti end (LVO010004) Conservation area for a species of special concern (ERA201408) Conservation area for a species of special concern (ERA202715) Kallahden harju-, niitty- ja FI0100063 251 Kallalahti flood meadow (YSA013227) 14.5 11.2 10.5 vesialueet SAC Conservation area for a species of special concern (ERA202309) Kallahdenharju nature conservation area (YSA011543) Prinsessa nature conservation area (YSA014116) Kalliosaari nature conservation area (YSA014174) Santinen sandy beaches (LTA010229 149 Iso-Leikosaari sandy beach (LTA010228) Iso-Leikosaari flood meadow (LTA010240) Cape Kallahdenniemi (HSO010003) Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

In the section between Helsinki-Vantaa route alternatives, there are also two oth- tant for the conservation of the archipelago Airport and Otakeila station, the railway er sites that are part of the Natura 2000 habitat types and many bird species (Min- tunnel route alternatives pass through un- network. At a roughly 3 kilometres dis- istry of the Environment 2018c). This Nat- der Vantaanjoki river, which is part of the tance from the route alternatives ALT1b ura site is part of the HELCOM MPA sites Natura network (FI0100104, SAC). The and Finest Link ALT2, there is the Vanhan- (Site 158, Kirkkonummi Archipelago) and conservation basis for the Vantaanjoki kaupunginlahti bird wetlands (FI0100062, the Finnish IBAs (Important Bird and Bio- Natura site is based on two species from SAC/SPA). The conservation bases of this diversity Area). The large Porkkala nature Annex II to the Habitats Directive. The riv- Natura site (including proposed bases) are conservation site (12,764 hectares), which er runs across rich fields and cultural land- five habitat types and various bird species comprises a large sea area and small land scapes as well as densely built-up areas. as per the Habitats Directive. Vanhankau- areas, is being prepared in the Kirkkonum- The nutritious clay soil on the river banks punginlahti is located in the Vantaanjoki mi Archipelago Natura site as well as south is suitable for lush forests, and there are estuary. It is a wide bay with reed beds, of the site. The site will particularly focus several distinct conservation sites along and it has rich and diverse vegetation on the conservation of underwater marine the river. The Vantaanjoki Natura 2000 site zones. Combined with the nearby fields, nature (Metsähallitus 2018). The planned comprises a 59-km section of the main the diverse area is important particular for boundary of the conservation site will be riverbed, which includes many rapids the bird fauna. Most of the Natura site has some 5.5 kilometres west from the route (Ministry of the Environment 2018c). been established as a nature conservation alternative Finest Link ALT2. Before the Otakeila station, near route area (Ministry of the Environment 2018c). The other sites in the Natura network alternatives ALT1a and ALT1b, there is Vanhankaupunginlahti is also part of the are located more than 10 kilometres away the Laajalahti bird wetlands Natura site Ramsar sites. from the project area. (FI0100028, SAC/SPA). The conservation At some nine to ten kilometres away The railway tunnel’s section that passes bases of this Natura site (including pro- from the route alternatives, the Koirasaari through the land area and in the sea area posed bases) are seven habitat types and service connection and the Uppoluoto ar- on the coast of Helsinki includes many various bird species as per the Habitats Di- tificialisland alternative, there is the Kirk- small-scale conservation areas. The areas rective. The Laajalahti bird wetlands Natu- konummi archipelago Natura site (SAC: are private conservation areas, restricted ra site is protected as a land conservation FI0100026/SPA: FI0100105), which com- areas due to protected habitat types, re- site of the Finnish Government (Laajalahti prises several nature conservation sites. stricted areas due to species of special nature conservation site ESA010002). The The conservation bases of this Natura site concern and some conservation pro- Natura site includes many bay and shore are 15 habitat types as per the Habitats gramme sites that are not part of any other biotopes and more open bodies of water. directive, various species as per the Birds restricted areas. The following table (Table The bird wetlands have international val- Directive and migratory bird species. There 5-5) includes the distinct conservation are- ue. Some 250 water fowl pairs breed in is a proposition to add the flying squirrel as as that are located within 1 kilometres (on Laajalahti each year. Furthermore, the area one of the conservation criteria as per An- land) or 3 kilometres (in sea areas) from the is a significant resting area for migratory nex II to the Habitats Directive. The Natura route alternatives and that are not part of birds (Ministry of the Environment 2018c). site boundary runs across the Kirkkonum- the Natura sites. There are 46 areas in total. Laajalahti is part of the Ramsar sites. mi coast in a wide zone. The SAC bound- These conservation areas are presented on 150 In the coastal zone and sea area, no ary mainly covers islands and shore areas, the map in Figure 5-42. The conservation more than 10 kilometres away from the whereas the SPA boundary covers a wide areas that are located within Natura sites water area. The Natura site has represent- are specified in the table of Natura sites ative archipelago nature. The site is impor- (Table 5-4). Distance from the alternatives (km) Finest Link No Conservation area Code ALT1a ALT1b ALT2 1 Gungkärrin pähkinäpensaslehto, protected habitat type LTA201661 0.7 5.2 0.1 2 Blåbärkärrsbergen private nature reserve YSA014185 0.4 0.8 0.2 3 Ruutinkoski northern private nature reserve YSA205369 0.7 0.0 0.5 4 Ruutinkosken lehto, private nature reserve YSA012912 0.7 0.0 0.4 5 Tammiston pohjoinen jalopuumetsä, protected habitat type LTA010430 1.5 0.7 1.5 Table 5-5. The private 6 Tammiston lehtomäki, private nature reserve YSA010080 1.6 0.7 1.6 conservation areas 7 Tammiston eteläinen jalopuumetsä, protected habitat type LTA010494 1.6 0.7 1.6 (YSA), restricted ar- 8 Vantaanjoentörmä, private nature reserve YSA207309 0.1 0.4 0.0 eas protected under 9 Pitkäkosken rinnelehdot, private nature reserve YSA012330 0.0 1.8 0.9 the Nature Conserva- 10 Pitkäkoski western private nature reserve YSA019903 0.0 2.4 1.5 tion Act (LTA), areas 11 Niskala arboretum, private nature reserve YSA012331 0.7 0.5 0.1 included in the bird 12 Haltialan aarnialue, private nature reserve YSA012332 0.7 0.5 0.0 wetlands conserva- 13 Maununneva private nature reserve YSA013072 1.8 2.4 1.3 tion programme or 14 Hylochares Cruentatus, site of species of special concern ERA206608 0.0 4.4 3.3 the old-growth forest 15 Louhelan tervaleppäkorpi, protected habitat type LTA204741 0.7 4.5 3.5 conservation pro- 16 Vantaa Äijänsuo/Gubbmossen private nature reserve YSA200066 0.9 7.9 6.9 gramme (AMO) and 17 Cladonia Incrassata, site of species of special concern ERA202373 0.9 3.6 8.0 conservation areas 18 Rajakupu private nature reserve YSA014110 0.0 1.5 4.0 for species of special concern (ERA) 19 Bakugrund private nature reserve YSA014171 0.1 1.2 4.4 that are located in 20 Takaniemen merenrantaniitty, protected habitat type LTA010142 1.4 2.9 2.8 the surroundings 21 Tiirakari private nature reserve YSA010109 1.5 3.0 2.4 of the route alter- 22 Särkiniemen merenrantaniitty (Lauttasaari), protected habitat type LTA010252 1.9 3.3 2.0 natives and outside 26 Ådholms Långgrund island private nature reserve YSA013674 0.4 0.6 4.0 the Natura sites. The 27 Långgrund-Vetakobb private nature reserve YSA010142 1.2 0.0 4.7 review area covers a 28 Nuottakari private nature reserve YSA013054 0.7 0.1 4.0 1 kilometres (on land) 29 Koivusaaren merenrantaniitty, protected habitat type LTA010231 0.5 1.7 4.0 or 3 kilometres (in 30 Rysäkarin merenrantaniitty, protected habitat type LTA010232 0.5 0.0 3.2 sea areas) distance 31 Melkin merenrantaniitty, protected habitat type LTA010233 2.4 3.6 1.2 from the route alter- 32 Melkin hiekkarannat 1/3-3/3, protected habitat type LTA010245 2.5 3.7 0.6 natives. Numbering 33 Vattuniemen merenrantaniitty, protected habitat type LTA010143 2.4 3.8 1.5 refers to Figure 5-42. 34 Laajalahti state nature reserve ESA010002 0.0 1.0 5.0 35 Laajalahti special protection area LVO010003 0.0 0.9 5.0 36 Elfvikin metsät, protected forest area AMO000033 0.0 0.9 5.0 37 Maunulan pähkinäpensaslehto, protected habitat type LTA010222 5.0 0.4 0.0 38 Pasilan pähkinäpensaslehto, protected habitat type LTA010225 7.7 1.5 0.6 39 Puolimatkansaari and Pormestarinhepo private nature reserve YSA013473 7.4 6.4 2.0 40 Harakka island private nature reserve YSA013476 6.5 6.4 1.5 41 Seurasaaren eteläpuoliset luodot, private nature reserve YSA014112 2.9 2.0 2.9 42 Variskari private nature reserve YSA014111 2.6 1.2 3.4 151 43 Läntisen Pihalasaaren lehto, private nature reserve YSA014113 3.9 5.2 0.1 44 Läntisen Pihlajasaaren merenrantaniitty, protected habitat type LTA010234 4.2 5.5 0.4 45 Koirapaasi private nature reserve YSA014114 4.3 5.3 0.9 46 Pitkäourin merenrantaniitty, protected habitat type LTA010235 6.5 7.4 2.9 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

Figure 5-42. The private conservation areas (YSA), restricted areas protected under the Nature Conservation Act (LTA), conservation areas for species of special concern (ERA) and areas included in a conservation programme that are located outside the Natura sites. The examined area covers a 1 kilometres (on land) or 3 kilometres (in sea areas) distance from the route alternatives. Numbering refers to Figure Table 5-5.

152 There are no distinct conservation sites and Arctic tern (Sterna paradisaea). On tion routes of barnacle goose and brent located within five kilometres from the the other hand, some species living in goose (Branta bernicla), Arctic water- planned artificial island and the related harsh inland waters, including the goo- birds (e.g. long-tailed duck, common station (ALT1a: Hramtsow shoal, ALT1b: sander and red-breasted merganser scoter), common eider, great cormo- Uppoluoto/Ulkomatala shoal, Finest Link (Mergus merganser and M. serrator), rant, black-throated diver (Gavia arctica) ALT2: Uppoluoto). There are three small common gull, European herring gull and and red-throated diver (G. stellata) pass distinct conservation areas (YSA010142, lesser black-backed gull (Larus canus, through the area in a narrow sector. The YSA013054 and LTA010232) located L. argentatus and L. fuscus), common total number of migratory birds is usual- within five kilometres from the Koirasaari tern (Sterna hirundo) and common sand- ly several million per one season. A large service connection island. piper (Actitis hypoleucos), commonly part of the migration takes place at night. occur in the outer archipelago as well. 5.11.3 Bird fauna Similarly, some passerine birds that live Bird fauna in the continental areas The Gulf of Finland is an important nest- on swamplands and open lands, includ- The tunnel route alternatives mainly pass ing area particularly for the water and ing the meadow pipit (Anthus pratensis), through under built-up area. Howev- shore birds in the Baltic Sea area. The white wagtail (Motacilla alba) and whea- er, along the route there are green are- coastal zone and outer archipelago pro- tear (Oenanthe oenanthe), are common as that are significantto the bird fauna. vide birds with different nesting environ- nesting bird in the Gulf of Finland archi- For example, the route alternatives pass ments, which increases the diversity of pelago. Therefore, the nesting birds in through many important bird areas in bird fauna in the region. The large wood- the region of the Baltic Sea and Gulf of Helsinki (Ellermaa 2018). The important ed islands in the coastal zone, bays rich Finland is a combination of species from bird areas that are located close to the with reeds, sandy beaches and other en- a range of different zoogeographical ar- alternatives and stations are presented in vironments provide a habitat for a very eas and habitats (Hildén & Hario 1993). Figure 5-43. large group of species. Large islands The outer archipelago shoal and shal- The following important bird areas in have continental forest-living species, low offshore areas are significant for Helsinki are located along alternative and a wide range of wetland birds live nesting birds as well as for migratory ALT1a between the Airport and Otakei- in bays. The outer archipelago is char- waterbirds as a resting area. The long- la: Mätäjoki (area ID: 72) and Pitkäkos- acterised by rocky skerries and shingle tailed duck (Clangula hyemalis), common ki–Ruutinkoski (86). Along Mätäjoki river islands, and the diversity of species is eider (Somateria mollissima), velvet sco- there are flood meadows that are rare lower in such harsh habitats. In open ter (Melanitta fusca) and common sco- in Helsinki with a rich range of bird spe- sea areas, birds can only nest on the few ter (Melanitta nigra), which eat mussels cies. In the Pitkäkoski–Ruutinkoski area, small rocky skerries. and aquatic vegetation that are found there are water protection zones near Due to its harsh nature, the outer ar- in shoals, gather to the shoals to eat in the river bank that were established in chipelago in the Gulf of Finland is a fa- flocks of hunreds or even thousands. the 1980s; in some parts, they are grown vourable nesting area for some specific In addition to the birds that flock local- flood meadows that overlap with the old species whose primary area of occur- ly in the sea area shoals, one of the most planted trees. Similarly, the following im- rence is the northern tundra. These insignificant main bird migration routes in portant bird areas are located along al- clude the barnacle goose (Branta leuco- Finland passes through the project area ternative ALT1b between the Airport and 153 psis), ringed plover (Charadrius hiaticula) (BirdLife Suomi 2014). The main migra- Otakeila: Haltiala primeval forest (8), Hal- Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

tiala southern forests (9), Haltiala north- servated water and shore birds. How- duck and velvet scoter gather there dur- ern forests (10) and Pitkäkoski–Ruutin- ever, the restrictions largely include also ing migration (Ellermaa 2018). koski (86). Together, the three areas in the shore forests and other green areas The Ulkomatala and Hramtsow shoal Haltiala form a large forest section where connecting to bays, which add to the di- stations are not located in places classi- a representative group of nesting species versity of these important bird areas. fied as important bird areas. Bird fauna live in various types of forest. Similarly, in the coastal zone between studies that were completed in spring Along route alternative ALT2 between Otakeila and the Ulkomatala/Hramtsow 2018 observed small numbers of archi- Rautatientori and Airport are located the shoal and in the outer archipelago, there pelago birds looking for food in the areas, two important bird areas in Helsinki: Cen- are several important bird areas. Alterna- including the black guillemot (Cepphus tral Park of Helsinki’s centre areas (17) tive ALT1a passes through three times grylle) and great cormorant (Phalacroco- and Töölönlahti (121). The first of these and ALT1b passes through twice under rax carbo). is an important habitat for forest birds, the IBA of Shallowbanks of Espoo-Helsin- Along alternative ALT2 in the coastal and wetland species breed in the second ki archipelago (FI098). This area compris- zone between Rautatietori and Ulkoma- area (Ellermaa 2018). es seven sections that are restricted to tala shoal, there is one subsection of the the shoals on the coastal zone and in the IBA Shallowbanks of Espoo-Helsinki ar- Bird fauna in the coastal and sea outer archipelago. The shoals are impor- chipelago (FI098), which is also one of areas tant feeding areas for many waterbirds, the City of Helsinki’s important bird ar- North of Otakeila, the alternatives AL- particularly as a resting place for the mi- eas, the Katajaluoto shoal (82), with the T1a and ALT1b pass adjacent to the im- gratory long-tailed duck, common eider same restrictions. Helsinki’s other impor- portant bird areas in the Laajalahti and and velvet scoter. Both of the routes also tant bird areas along the route are the Huopalahti region. Alternative ALT1a pass through one section of the FINIBA Lasimestarinletto (54) and Pihlajasaaret passes through west of the areas and of Helsinki coast skerries (210265). Some (82). Lasimestarinletto is a shallow skerry ALT1b passes through east of the are- of the shoal areas belong in the City of where terns nest, among other species. as. Between the route alternatives, there Helsinki’s important bird areas with the Pihlajasaaret comprises rocky pine forest are several important bird areas: the in- same restrictions. islands which are in many places semi- ternational Important Bird and Biodiver- The Koirasaari island and the shoal lo- open (Ellermaa 2018). However, in many sity Area (IBA) of Laajalahti–Vanhankau- cated south of it are part of the City of Hel- places at the shore, there are rich alder punginlahti–Viikki (FI078), which partly sinki’s important bird areas of Koirasaari forests and other broadleaf trees. overlaps with the Finnish Important Bird shoal(44) and Koirasaari (45). Archipela- The artificial island included in alter- Area (FINIBA) of Laajalahti–Huopalahti– go birds with conservational importance native ALT2, the Uppoluoto, is located in Vanhankaupunginlahti (210247) which, in breed on Koirasaari, even though there the middle of the City of Helsinki’s impor- turn, partly overlaps with the City of Hel- is significant disturbance on the island. tant bird area of Halliluoto southwestern sinki’s important bird area of Iso-Huopal- The Koirasaari shoal is located in the shoal (7), which is one subsection of the ahti (26). Laajalahti and Iso-Huopalahti outer archipelago zone of Helsinki near IBA Shallowbanks of Espoo-Helsinki ar- are located at the border of Espoo and the maritime border of Espoo. It is an im- chipelago (FI098). Helsinki, and the bird fauna in the area portant site for seaducks, and significant 154 includes a significant number of con- numbers of the long-tailed duck, eider- Figure 5-43. Important bird areas 155 located close to the alternatives and stations. Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

5.11.4 Marine mammals ters and a third in Finland. In Finland, the tion Commission’s classification (Liukko Three marine mammal species live in largest numbers of grey seal are, by far, et al. 2016, HELCOM 2013) and endan- the Gulf of Finland: the grey seal (Hali- found in the Archipelago Sea and Åland. gered in the Estonian classification (Eesti choerus grypus), Baltic ringed seal (Pusa Of the 9,689 grey seals counted in Fin- Punane Raamat 2008). hispida botnica) and porpoise (Phocoena land in 2017, only 591 were seen in the Both the grey seal and Baltic ringed phocoena). The porpoise is encountered Gulf of Finland. Due to the strong growth seal are included in the species lists rarely in the Gulf of Finland (Ministry of of the population, the grey seal is no in Annexes II and V to the EU Habitats the Environment 2017). The occurrence longer deemed to be endangered, and it Directive. Annex II lists the species for of the porpoise in the Gulf of Finland was is currently considered to be a least con- which conservation areas must be pre- examined between 2011 and 2015 in the cern species. In Finland, the grey seal is sented (Natura 2000 sites). Annex V lists SAMBAH project, which was based on a game species. In Estonia, it is not cur- species whose utilisation (hunting, gath- acoustic monitoring (www.sambah.org). rently hunted, and it is protected with na- ering, etc.) requires regulation. In the four years, the porpoise was ob- ture conservation legislation (HELCOM The closest seal conservation are- served once in the Gulf of Finland with 2013). as are located more than 20 kilometres acoustic monitoring. In the Finnish na- The Baltic ringed seal population is from the route alternatives. There might tional endangerment assessment (Liukko roughly one third of the grey seal popu- be individual skerries and islands locat- et al. 2016), the porpoise was deemed lation, with 13,644 grey seals counted in ed close to the alternatives where small extinct. In the Baltic Marine Environment 2017 (Natural Resources Institute Finland numbers of grey seals gather during the Protection Commission’s (HELCOM) en- 2018). Some 75% of all the Baltic ringed moulting period. dangerment assessment, the subpopu- seals live in the Bothnian Bay and 15% lation in the Baltic Sea main basin (an es- in the Eastern Gulf of Riga. It is estimat- timated 500 individuals) was classified as ed that a few dozens of seals live in the critically endangered, and the Baltic Sea Gulf of Finland, specifically in the Eastern population has plummeted in the past parts of the Gulf (e.g. RKTL 2012). Most decades (HELCOM 2013, Ministry of the of the seals living in the Gulf of Finland Environment 2017). The porpoise is also breed in Russia, where the ice condi- included in the lists of species in Annex- tions during the rearing period are more es II and IV to the EU Habitats Directive. favourable than in the west. In Finland, The number of grey seals has been the Baltic ringed seal is a game species, examined in the spring by counting them but no hunting licences for the seal have from airplanes across the Baltic Sea, and been issued since 1988. In Estonia, the their population has grown throughout Baltic ringed seal is protected with na- the 2000s (Natural Resources Institute ture conservation legislation (HELCOM Finland 2018). The current total popu- 2013). The Baltic ringed seal is consid- lation in the Baltic Sea is approximate- ered near threatened in the Finnish en- ly 30,000 individuals, more than half of dangerment classification but vulnerable 156 which were counted in the Swedish wa- in the Baltic Marine Environment Protec- 5.12 Noise and vibration storm can even drown out engine noise in the frequency ranges. This may drown from a ship on the sea. (BIAS 2014). out noise from other sources. 5.12.1 Above-ground and above- Underwater, sound comprises pres- The EU Marine Strategy Directive that water noise sure and particle motion. The lowest fre- became effective in 2008 (2008/56/EC) In all the alternatives, the terminal sta- quencies in the sea soundscape (0.1–5 proposes the one-third octave bands of tion is located at Helsinki-Vantaa Airport. Hz) are caused by the seismic activity of 63 and 125 Hz (centre frequency) relat- The current level of above-ground road the Earth. Sound in the range of 5–20 Hz ing to the frequency distribution of back- and rail traffic noise has been assessed is generated by wave turbulence. Wind ground noise as the bases for assessing comprehensively in the 2017 EU noise mostly causes background noise whose the trends of underwater background report by the City of Vantaa (Vantaa traf- frequency exceeds 1 kHz. In the range of noise levels. The noise levels for the two fic noise report 2017). However, the Ring 20–200 Hz, ship traffic is the most sig- centre frequencies according to the Wenz Rail Line passes through underground at nificantsound source in the Baltic Sea curve are 90 dB for 63 Hz and 85 dB for the Airport and, therefore, because of the near shipping lanes. Activity in the at- 125 Hz (at a reference pressure of 1 µPa). railway tunnel, there is no above-ground mosphere generates sound in the range The underwater noise in the Baltic Sea rail traffic noise between the Kivistö and of 200–100,000 Hz. Sound that exceeds was examined comprehensively in the Leinelä stations in Vantaa. 100 kHz is caused by thermal motion. international BIAS project where meas- No comprehensive studies on The noise from ship traffic is based urements and modellings were used in above-water noise in the Gulf of Fin- on the cumulative effect from all distant order to determine the current status of land have been completed. Most of the ships in the surrounding sea areas which underwater noise (BIAS 2014–2016). noise is caused by freight and passenger results in an even background noise level ships whose most significant above-water source of noise is the motor exhaust gas noise emitted from the ships’ funnel Average noise level Average noise level as well as the noise from the ventilation at a 63 Hz centre at a 125 Hz centre equipment. frequency frequency Wenz (low traffic) 65 65 5.12.2 Underwater noise Wenz (moderate traffic) 73 73 In the Baltic Sea, underwater noise is BIAS, Gulf of Finland (low) 70 75 caused particularly by ship traffic and BIAS, Gulf of Finland (moderate) 78 84 underwater work including dredging and blasting. Seismic studies may also generate noise. The movement of ice, ice- breaking operations and ships navigat- Table 5-6. Average background noise Most of the Baltic Sea area is affected ing through ice generate a lot of noise in sound pressure levels in the Gulf of by noise levels that, at a minimum, are the Baltic Sea (BIAS 2014). In addition to Finland according to the Wenz curves considered to disturb animal communi- moving ice, other natural noises such as and the measurement results from cation (HELCOM 2010). wind, rain and waves generate noise that the BIAS project, dB (± 10 dB) at a 157 can reach underwater. The noise from a reference pressure of 1 μPa/Hz. Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

Figure 5-44. Modelling results of anthropogenic underwater noise in the Baltic Sea, 125 Hz in January and July, full water column. (BIAS, 2016).

cies, the sensitivity of the human ear is so low that ground-borne noise usually does not result in disturbing audible effects. On the other hand, at higher frequencies, losses in the bedrock grow sharply. (Peltonen & Backholm 2013) Railway traffic in the bedrock tunnel may result in disturbing ground-borne noise above and around the tunnel. The bedrock effectively transmits ground- 5.12.3 Vibration and ground-borne cy range in soil vibration is 4–10 Hz. On borne noise and its attenuation of vibra- noise harder clay soil, the dominating frequen- tion is considerably lower compared to Traffic-induced vibration is caused by cy is usually 10–20 Hz. The vibration fre- soil. The disturbance from the ground- rail or road traffic and transmitted by the quency in rock as well as in gravel and borne noise is usually limited to approx. ground; it is either felt directly in person’s sand is often more than 40 Hz, in which 100 metres from the railway route in ar- body or indirectly as the rattling of dishes case ground-borne noise may become eas where the buildings are founded on and other objects. Wheels’ contact with more disturbing than traffic-induced vi- the bedrock. If the buildings are founded the rail or tyres’ contact with the road bration. (VTT 2006) on ground or piles without contact with may also create audio-frequency vibra- Ground-borne noise is low-frequency the bedrock, the transmission of ground- tion which is transmitted to nearby build- noise caused by vibration transmitted to borne noise to the buildings is reduced ings via air or the ground. (VTT 2006) the building. The vibration that occurs and ground-borne noise may not occure The spread and frequency of vibration at the interface of different rooms is so even directly above the railway tunnel. At in the ground are particularly affected low that it is not sensed as vibration. points, ground-borne noise also includes by the type of soil, thickness of the soft However, vibrating surface structures impact sounds caused by the disconti- soil layer and the topography of the un- emit sound similarly to a large speaker nuities in the rail. However, they will have derlying bedrock or hard soil. In Finland, diaphragm, causing audible noise in the a local impact. (Peltonen & Backholm traffic-induced vibration is usually con- room. Rail traffic-induced ground-borne 2013) 158 sidered to be the most disturbing on soft noise typically occurs at the frequency Individual trains passing cause clay soil where the dominating frequen- range of 50–200 Hz. At lower frequen- ground-borne noise which distributes naturally depending on the speed and 5.13 Climate, air emissions and late March. Occasionally, the region ex- the condition of the wheels and the rails air quality periences wet winters with little snow. of the section, among other things. The The prevailing wind blows from the level of ground-bearing noise may also 5.13.1 Climate southwest. (HSY 2016a) vary on different sides of the same build- The climate in Finland has features of In the Baltic Sea area, the average air ing due to the variations in bedrock, dis- both marine and continental climates. temperature is estimated to increase by tance and soil as well as the differences The weather conditions are dependent 3–5°C by the end of the century. The tem- in building foundations and the acoustic on the direction of the air flows and the perature rises in the eastern and northern properties of rooms. (Peltonen & Back- relation of low and high-pressure areas. parts of the Baltic Sea in winter and in holm 2013) Finland is located in the middle latitudes, the southern parts in summer, which will Rock excavation creates vibration and in the west wind zone at the boundary likely increase the water surface temper- ground-borne noise depending on the of tropical and polar air masses where ature by 2–4°C. (Ilmasto-opas 2018b; excavation technique. With drilling and weather types change quickly particular- BACC Author Team 2008) blasting, drilling creates steady vibration ly in the winter. Usually, air flows to Fin- and blasting creates momentary maxi- land from the southwest. (Ilmasto-opas 5.13.2 Air emissions and air quality mum levels of vibration, whereas TBM 2018a) In the Gulf of Finland, emissions into excavation primarily results in just even Most of the Uusimaa region belongs the air are generated in the combustion vibration. In general, a tunnel boring main the southern boreal climatic zone. Be- of fuel in marine traffic. Ships’ combus- chine (TBM) produces quite low levels of cause of the Gulf of Finland, the Uusimaa tion processes generate nitrogen ox- vibration, but the frequency distribution climate is strongly marked by the ma- ides (NOx), sulfur dioxides (SO2), particle of vibration may include gear mesh fre- rine conditions, but their effects reduce emissions and carbon dioxide (CO2). quencies (Buckley 2015). towards the inland from the southwest. The emissions into the air from ship Building vibration or ground-borne The ground elevations from the coast traffic in the Baltic Sea in 2012 are pre- noise is always assessed case-specif- towards the inland affects the rain and sented in the adjancent table (Table 5-7) icallyk, and there is no comprehensive snow conditions. (Ilmasto-opas 2018a) (Jalkanen et al. 2013). The table also in- report on the current status in the capital The capital region is located in South- cludes the emissions into the air from region. ern Finland on the coast of the Gulf of Finnish water traffic in the Finnish eco- Finland and it includes the cities of Hel- nomic area in 2011 (international and sinki, Espoo, Vantaa and Kauniainen. The national traffic). Out of total traffic emis- long-term (1981–2010) average tempera- sions in Finland, water transportation ture in Kaisaniemi, Helsinki was –3.5°C in accounts for the largest share of sulfur winter (December–February) and 16.2°C dioxide emissions (94% of total sulfur di- in summer (June–August). The long-term oxide emissions) and the second largest average rainfall exceeded 650 mm per share of other compounds (49% of nitro- year; rainfall is at its lowest in spring. On gen oxides, 36% of particles and 18% of average, the capital region gets its snow carbon emissions out of total traffic emis- cover in late December, and it lasts until sions). Freight ships cause clearly higher 159 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

sulfur dioxide and nitrogen dioxide emis- Table 5-7. Emissions into the air from Baltic Sea ship traffic and Finnish water sions than passenger ships. (VTT 2012) traffic (tonnes per year) (VTT 2016, Jalkanen et al. 2013) Emissions from ship traffic are limited globally with the MARPOL convention. Nitrogen ox- Sulfur dioxide Particles Carbon

The total emissions in 2016 were as ides (NOx) (SO2) dioxide (CO) follows: nitrogen oxides 11,724 tonnes, t t t t particles 490 tonnes, sulfur dioxide Baltic Sea (year 370,000 84,000 23,000 19,000,000 4,610 tonnes, carbon monoxide 11,973 2012) and volatile organic compounds 1,612 Finnish exclusive tonnes. In 2016, sulfur dioxide emissions economic zone 45,000 8,000 1,000 3,000,000 grew by approx. 13%, particle emissions (year 2016) grew by approx. 9% and nitrogen oxide emissions declined approx. 3% year on The Helsinki Region Environmental concentrations are high due to exhaust year. In the long term, the air pollutant Services Authority HSY constantly mon- gas emissions and steet dust from traffic. emissions in the capital region have re- itors air quality in the capital region with (HSY 2016a) duced significantly. However, in the past 7 permanent and 4 mobile measurement In high concentrations, contaminants ten years, their reduction rate has been stations. 2016 was a quite good year in have harmful impacts on health, comfort slower. (HSY 2016a) In 2017, the total terms of air quality. The air quality was and the environment and, therefore, they greenhouse gas emissions in the capital deemed good or satisfactory more than have specific limit, guidance, threshold region were 4,954,000 tonnes of carbon 90% of the time. The air quality was poor and target values and critical levels. (HSY dioxide equivalents. The change in the or very poor no more than 1.5% of the 2016a) The adjacent table presents the emissions was –3% year on year. year. (HSY 2016a) EC air quality limit values (Table 5-8). The most significant sources of emis- In 2016, the average yearly concen- sions in the capital region are road traf- trations of inhalable particulate matter at fic, combustion of wood and energy the permanent measurement stations in production. Contaminants enter Finland the capital region varied between 13–21 also from abroad as “long-range trans- µg/m3 and thereby remained below the boundary air pollution”. Air quality is annual limit of 40 µg/m3. Particulate con- particularly affected by vehicle traffic centrations were clearly below the annu- and small-scale combustion of wood as al limit of 25 µg/m³. On the other hand, these emissions are released at a low al- at times, nitrogen dioxide and particle titude. The air quality in the capital region concentrations reached harmful levels is usually quite good. However, at times, especially near busy streets and roads. particle and nitrogen dioxide concentra- The most problematic areas include tions reach harmful levels especially near busy street canyons with poor ventila- busy streets and roads. (HSY 2016b) tion, where the annual nitrogen oxide 160 limit is still exceeded and the particle Table 5-8. EC air quality limit values issued with the Government Decree on Air Quality in 2017 (Government Decree 79/2017).

Compound Time Limit value, Allowed tolerance µg/m3 year 40 - Inhalable particulate matter day 50 35 days/year

Particulates, PM2.5 year 25 - year 40 - Nitrogen oxide hour 200 18 h/year day 125 3 days/year Sulphur dioxide hour 350 24 h/year Carbon monoxide 8 hours 10 mg/m3 - Benzene year 5 - Lead year 0.5 -

161 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

ment takes into account the impacts of As regards the above studies, the 6 ENVIRONMENTAL construction and decommissioning. The underwater archaeology surveys, div- potential cumulative effects of the pro- ing surveys of the marine environment, IMPACT ject with other existing or planned pro- seabed quality studies and probing, sea- jects in the area are assessed. The im- bed fauna studies and bird fauna stud- ASSESSMENT AND pacts of the zero alternative (project not ies have mainly been completed in the implemented) are also assessed. summer and autumn of 2018. The aim THE METHODS USED The environmental impact assess- has been to perform the studies across ment procedure assesses the environ- a sufficiently large area in order to avoid mental impacts of activities in the project new requirements in relation to the wa- 6.1 Premise of the assessment area and those that extend outside of the ter permit stage following the EIA report area. Trafficrelated to construction and stage. However, further studies related 6.1.1 Impacts being assessed operation is an example of activities ex- to the permit stage are not ruled out for In the context of this project, environ- tending outside of the project area. the open water season of 2019, since the mental impacts refer to the direct and in- In order to support the existing docu- authorities will only officially comment direct effects on the environment caused mentation, the following separate studies on the separate studies in the statement by the railway tunnel, the structures re- will be performed as part of the assess- and justified conclusion of the EIA pro- quired for it and the artificial island. Pur- ment: gramme and the EIA re-port. suant to the Act on Environmental Impact –– Underwater archaeology surveys The following chapters describe the Assessment Procedure, the assessment –– Diving surveys of the marine envi- methods used for environmental impact examines the environmental impacts ronment assessment, the related assumptions caused by the project: –– Fish stock and fishery surveys and the studies to be performed. –– on the population and on human –– Hunting surveys health, living conditions and com- –– Soil quality studies and probing, 6.1.2 Limiting the examined and fort of living both on land and at sea affected areas –– on the land, soil, surface water –– Seabed fauna studies An environmental impact assessment and groundwater, air, climate, –– Continued bird fauna studies examines the environmental impacts of flora and fauna, fishes and fishing, –– Surveying of historic unexploded the activities in the project area and the organisms and biodiversity ordnances in the sea area related activities extending out of the –– on community structure, material –W– ater quality and flow models project area during construction, oper- property, landscape, cityscape –– Noise modelling: observing both ation and decommissioning. Activities and cultural heritage above-ground and underwater extending outside of the project area in- –– on the utilisation of natural re- noise clude, for example, the development of sources, and –– Illustrations of the artificial island traffic and infrastructure near the stations –– the mutual interactions between (excluding detailed depictions of and the artificial island, made possible by these factors. the buildings) the railway tunnel. 162 In addition to the impacts during oper- –– Traffic estimates by modelling In this context, the examined area ation, the environmental impact assess- means the area determined for each impact type within which the environmen- island and service connection in the assessment of the significance of tal impact in question is studied and as- island the environmental impacts reported in sessed. The size of the examined area –– Community structure: 15 kilo- the EIA reports. depends on the environmental impact metres in the neighbourhood of To assess the significance of the pro- being studied. For example, the impacts the artificial island and service ject’s impacts, an assessment is con- of noise are examined at a distance of connection island ducted for each impact concerning the approximately 2 kilometres, and impacts –– Traffic: 5 kilometres in the neigh- sensitivity of the area or site affected in on water systems along a distance of bourhood of the artificial island the current state and the magnitude of some 10 kilometres. and service connection island change caused by the project. On the Environmental impacts are examined basis of these, an overall assessment of across a substantially larger area than 6.1.3 Assessment of the significance the significance of the impact in question the anticipated affected area. Efforts of the impacts is formed. The assessment of both the have been made to make the area so The multi-criteria decision analysis receptor’s susceptibility to change and large that no significant environmental (MCDA) practices and tools developed the magnitude of the changes has been impacts can be assumed to occur out- in the EU LIFE+ IMPERIA project (http:// performed by examining the components side the area. If, however, it should come imperia.jyu.fi/) are utilised as appropriate presented in the figure (Figure 6-1). to light during the assessment that an environmental impact has a broader affected area than anticipated, the sizes Legislative of the examined and affected areas will steering be redefined for the impact in question. As a result, the actual definition of the af- Susceptibility of Societal fected areas is done in the environmental the receptor significance impact assessment report based on the completed assessments. The following Susceptibility to preliminary affected areas have been de- change fined for environmental impacts: Significance of –– Marine environment: 10 kilo- the impact metres in the neighbourhood of Strength and the artificial island and service direction connection island –– Bird fauna: 5 kilometres in the Magnitude of Regional extent neighbourhood of the artificial the change island and service connection island Figure 6-1. Components –– Landscape: 15 kilometres in the affecting the magnitude of Duration neighbourhood of the artificial the impact. (Imperia 2015) 163

The sensitivity of the receptor de- the intensity and direction, spatial extent scribes the characteristics of the affect- and duration of the change. ed organism, site or area. Its compo- The significance of the impacts is as- nents are the legislative steering relating sessed on the basis of the receptor’s to the impact, the societal significance of susceptibility to change and the magni- the area or issue, and the receptor’s sus- tude of the change caused by the pro- ceptibility to change. The magnitude of ject, as described above. The assess- change describes the characteristics of ments utilise an indicative table (Table the change caused by the project; the di- 6-1) wherein the colour red describes a rection of change can be either negative negative impact and green stands for a or positive. The magnitude consists of positive one.

Table 6-1. Indicative table regarding the overall significance of the change. (Imperia 2015)

Significance of Negative Magnitude of the change Positive the impact Very high High Moderate Low No change Low Moderate High Very high

No Low High* Moderate* Low Low Low Low Moderate* High* impact No Moderate High High* Moderate Low Low Moderate High* High impact No Very High Very high High High* Moderate* Moderate* High* High impact high

the receptor Very No Very Very

Susceptibility of Very high Very high High High* High* High high impact high high

* In these cases in particular, it may be necessary to consider the significance to be at a lower level if the susceptibility or change are at the lower threshold

164 6.2 Human health, living the disturbance at the mouths of the ex- those emergencies that may have an conditions and comfort, cavation tunnels, the transport of broken impact on human health. The perceived sources of livelihood and rock on land and sea and the construc- health effects are assessed through material property tion of the artificial islands on sea. The feedback collected from stakeholders by main focus of the assessment is in the means of a resident survey, for example. 6.2.1 Assessment methods immediate neighbourhood of the project The assessment combines the analy- The assessment of impacts on humans area, since this is where the most signifi- sis of subjective information from people is an interactive process that assesses in cant impacts are expected to occur. The with an expert assessment. The assess- advance those impacts targeting an indi- traffic arrangements of the stations and ment methods include utilising results vidual, a community or society that caus- the artificial island may have an effect from the other assessment sections es changes to living conditions, comfort, on living conditions and comfort during as well as information received from health, well-being or the distribution of operation. The assessment takes into the monitoring group work, workshops well-being among people. The impacts account the current use of the area and and resident surveys. The assessment on humans are direct or indirect conse- examines the changes caused by the also utilises literature, map documenta- quences of the other impacts caused by project in relation to the area’s current tion, information received during public the project. The assessment of impacts situation. The background material used events, opinions provided regarding the on humans combines the assessment of is the information concerning the project assessment programme and relevant health impacts and social impacts (SIA) area, such as the location of housing, media information and discussion con- (National Institute for Health and Wel- boating routes and recreational areas cerning the project. The EIA report dis- fare 2015, Ministry of Social Affairs and as well as so-called sensitive locations, cusses the general acceptability of the Health 1999). The impacts of the project such as day-care centres and schools. project as well as fears and concerns on tourism, recreational use, sources of Impacts on health are assessed by related to the project. Efforts are made livelihood and employment in the region comparing the estimated impacts of the to involve as many representatives from are also assessed as part of the assess- project to the health-based guideline val- different stakeholders in the assessment ment of impacts on humans. In addition ue or recommendation of each impact. of impacts on humans. to the above, the perceived impacts, or During the construction stage, impacts The assessment identifiesthose pop- impacts which people consider the pro- on health may be caused by, for exam- ulation groups or areas that are especial- ject to be causing, are also assessed. ple, traffic, noise, vibration and dust as ly affected by the impacts. The assess- The impacts of the project on the living well as impacts on fish stocks and sur- ment also looks for ways to eliminate or conditions and comfort of humans are face waters. The construction of the ar- mitigate the potential adverse impacts. assessed by utilising the quantitative and tificial island may mobilise harmful sub- The impact assessment will examine qualitative assessments created by the stances retained in the bottom sediment, – on a general level – the project’s im- other assessment sections as regards, causing them to accumulate into fish and pacts on sources of livelihood, region- for example, impacts on traffic,noise, further into humans in the food chain. Ex- al economy and the employment that vibration, water systems, sediments and posure via the food chain and the health extend outside of the project area. Ac- fish stocks. During construction, impacts effects are assessed verbally, consider- cording to the new EIA Act, the project’s may be caused on humans by the noise ing the possible food chains in the area. most likely significant impacts on how 165 and vibration from blasting and drilling, The project’s risk assessment considers immovable and movable property will be Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

Website

Public communication about the project

used are assessed. The environmental impact assessment does not include the Map survey/resident survey assessment of impacts related to the val- Provides detailed information about the project ue of immovable and movable property. Compiles opinions on the project The assessment is managed by an expert specialised in the assessment of social and health impacts (M.Sc./M.Sc. Public events (Agriculture and Forestry) or other appli- Communicating about the project’s environmental impact assessment cable education). In addition to design Opportunity to ask questions data, the material utilised in the impact assessment includes the following: –– The manual on human impact assessment (HIA) (STAKES 2009) Resident panel –– Guidelines from the Ministry of Dialogue about the project and the environmental impact assessment Social Affairs and Health (such Influencing the project plan as Ministry of Social Affairs and Health 1999) Thematic workshops 6.2.2 Communication and dialogue Detailed thematic communication about the project Communication and stakeholder dia- Detailed views and opinions logue related to the project will be start- Opportunity to develop the views through dialogue ed alongside the EIA procedure. In its en- tirety, the railway tunnel project between Helsinki and Tallinn is likely to arouse interest as well as critical discussion among the stakeholders. An open and active dialogue that allows for bringing up the views of different parties as well as the environmental and social impacts The framework of the EIA interaction Figure 6-2. Levels of communication of the project are central to the EIA pro- consists of the authority and monitoring and interaction aimed at the public. cedure. An effective dialogue will broad- group meetings and public events inen views on both sides of the table. Open cluded in the EIA procedure. These are dialogue and proactive communication supplemented by an open dialogue tar- may also improve the acceptability of the geted towards the residents and other decisions, and even difficult matters can stakeholders. The below figure (Figure be accepted when their preparation is 6-2) presents the layered structure of the 166 considered to be open. dialogue aimed at the audience. Authority meetings ly represent those citizens and groups mation regarding the project and the pro- Meetings are arranged during the EIA whose living conditions or interests may gress of its planning. The website serves procedure among the EIA liaison author- be affected by the project. the general communication of the project ity (Uusimaa Centre for Economic Devel- Two monitoring group meetings are and provides sufficientlycomprehensive opment, Transport and the Environment) arranged during the EIA procedure; one information regarding the project itself, and the other key authorities related to at the EIA programme drafting stage and its rationale and environmental impacts the implementation of the project. The another during the drafting of the EIA re- and the progress of the EIA procedure. project begins with an advance negoti- port. The website is actively maintained as the ation pursuant to the EIA Act, in addition project progresses. to which at least one authority nego- Public events tiation will be held during the EIA pro- Open communication and discussion Resident survey gramme stage and another during the events are arranged during the EIA pro- A resident survey will be implemented EIA report stage. The goal of the negoti- cedure in cooperation with the EIA liai- in relation to the assessment, either as ations is to facilitate the management of son authority and the project’s resident a map feedback survey or another type the complex of the assessment, design panel. The event arranged during the of Internet-based survey. A survey im- and permit procedures required for the EIA programme stage presents the pro- plemented as map feedback allows for project as well as information exchange ject and the prepared plan in order to presenting and visualising the project’s between the Project Developer and the assess its environmental impacts. The functions clearly based on location, and authorities, to improve the quality and public has the opportunity to present its the responses can also be focused on usability of the studies and documents views and ask questions about the pro- a perceived affected location. In order and to streamline the procedures. ject, the examined alternatives and the to support the map feedback, open and EIA procedure. A similar public event will structured questions may be created for Steering- and monitoring groups be arranged following the completion of focusing the data collection. A steering and a monitoring group will be the assessment report. At this stage, the The analysis of the survey materi- compiled to support the EIA procedure; event is arranged to present the progress al utilises the key methods of statistical their purpose is to promote the transfer of the project and the results from the analysis, such as cross-tabulation and and exchange of information between environmental impact assessment. The different types of correlations, and qual- the Project Developer, authorities and public has the opportunity to present itative documentation analysis methods other relevant stakeholders. The rep- its views of the performed environmen- that supplement the results. The survey resentatives of both groups follow the tal impact assessment and its compre- maps the general attitude of the differ- progress of the environmental impact as- hensiveness. More detailed information ent stakeholders towards the project and sessment and present their opinions on regarding the events is published in the any related personal concerns. The sur- the drafting of the environmental impact local newspapers and other publications vey is used to analyse the current use of assessment programme, assessment re- chosen by the authority. the area and, on its basis, the potential port and the studies supporting it. When impacts of the project, and to look for inviting representatives for the steering Project website and social media means to mitigate the impacts. Experi- or monitoring group, the aim is to form A dedicated website will be set up for the ential data compiled with the survey can 167 a composition whose members central- project for the purpose of providing infor- be compared to the impacts assessed Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

by other means. The survey also serves special interest to the people affected by The workgroups review questions project communication. the project. The resident panel increases and problems from the different stake- the transparency of the planning, reduc- holders, allowing their views and expe- Resident panels es prejudice due to appropriate commu- riences to be taken into account in the The resident panel allows those interest- nication and offers the residents an op- environmental impact assessment. The ed in the project to engage in dialogue portunity to influence the planning. events are discussion events with a low regarding it throughout the EIA proce- threshold and their purpose is to provide dure. Volunteers interested in the project Workshops information on the project, answer any are invited to participate in the resident Workshops will be arranged during the questions and concerns and collect ad- panel. Information regarding the panel is EIA procedure that focus on individu- ditional information as regards impacts provided on the project’s website, along- al topics or that are targeted towards on humans. For example, map material side the other media information and to- specific stakeholders. The topics of the can be used in the workshops to review gether with the resident survey. workshops will be specified during the the areas in the project environment and The resident panel allows for express- EIA procedure in order to take into ac- the key functions for different groups ing opinions and views related to the count topics arising during resident panel contained therein; afterwards, the impor- project, and for relaying other experience activities. Based on preliminary assess- tance of the project to the stakeholders and requests for regional development ments, workshops for stakeholders could can be discussed, and identified adverse from those living and operating in the ar- involve fishers operating in the sea area impacts and opportunities for mitigating eas. Specific, short surveys can also be and residents or recreational users of the or compensating for them can be re- directed at the volunteers in the resident nearby areas of the planned stations and viewed. panel in order to clarify specific themes, service tunnels; topical workshops could and discussion events and workshops include the effects of the project on the can be arranged on topics that are of economic life, for example.

168 6.3 Seabed, soil and bedrock material is not as detailed and compre- Sediment studies hensive as the documentation available Constructing a harbour and shipping lane The current status of the soil, bedrock for land areas. There may be limitations at Koirasaari requires dredging and exca- and seabed and the environmental im- to the use and presentation of documen- vation. Correspondingly, constructing an pacts affecting them are assessed on the tation subject to licence. The available artificial island requires dredging the soft basis of existing public documentation existing documentation mainly consists sediment layers. The impact assessment and new research. The existing docu- of map material produced by the Geo- requires an estimate of the mass being mentation mainly consists of map mate- logical Survey of Finland and acousto- dredged and the concentrations of harm- rial produced by the Geological Survey seismic sounding material. ful substances in the sediments. of Finland, and maps and drilled sample New studies are used to supplement Existing data regarding the depth pro- material produced by the municipalities. the existing seabed documentation. 3D portions of the seabed and the quality of Existing map documentation is sup- bathymetry is used to survey the sea- the bottom material will be used during plemented by means of available sam- bed depth. Acoustoseismic sounding is the EIA report stage. However, addition- ple drilling data. If necessary, a geologist carried out within the area of the route al sounding studies are required at the may perform field investigations and light alternatives, and the thickness of the construction sites of Koirasaari harbour sampling. bottom sediments is interpreted from and the artificial islands. Supplementa- The impacts on soil, bedrock and sea- the documentation. This provides data ry studies for harmful substances in the bed are assessed in relation to the loca- on the depth of the rock surface in the surface sediment will be planned on the tions/conditions of the route alternatives sea areas and an estimate of the most basis of the sounding material. and the placement/conditions of the tun- significant regions of bedrock crushing. Region-specificcomposite samples nel openings. The impact assessment Seismic studies are also performed in the will be used to survey the concentrations takes into account the impacts during area in order to determine the solidity of of harmful substances in the surface both construction and operation. The the bottom sediments and the integrity of sediment for the EIA report. The con- examined area extends to a distance of the bedrock. centrations of harmful substances in the approx. 100 metres on both sides of the Unexploded ordnances constitute a sediment are normalised according to tunnel. The impact assessment takes into risk for the construction of the artificial the dredging and piling guidelines (Min- account the construction of the artificial island and possible piling at sea and, istry of the Environment 2015) and the island in the different alternatives as well therefore, they are removed before work normalised results will be compared to as the processing of broken rock from the is started. Remotely operated diving the concentrations of harmful substanc- tunnel. Detailed information on the bed- cameras (ROVs) and geophysical meas- es presented in the guidelines. During rock and soil conditions as well as the urement methods are used for locating the permit application stage, the stud- seabed conditions will be specifiedas the unexploded ordnances and old chemical ies pursuant to the dredging and piling technical design of the project advances. munitions. The ordnances are located guidelines will be implemented within the When assessing the current status of by means of magnetometers, acoustic area of the chosen alternative (Ministry of the seabed’s soil and bedrock and the sounding and ROV imaging. the Environment 2015). environmental impacts affecting them, Environmental impacts are assessed Impacts assessment for the harm- it should be noted that all oceanology as expert work. The workgroup consists ful substances contained in the sedi- 169 research documentation is subject to li- of geologists and geophysicists special- ment will be prepared as an expert as- cence by default, and the available public ised in soil, bedrock and groundwater. sessment, based on the mass of soft Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

sediment being dredged, the physical 6.4 Groundwater of the possibly contaminated ground- properties of the sediment and the con- water that may enter the tunnel during centrations of harmful substances. In The assessment of impacts affecting construction must also be taken into ac- case elevated concentrations of harmful groundwater will be based on the loca- count. The tunnel erosion risks caused substances are observed in the area, in tion of the tunnel alternatives in relation to by glycol are observed in the choices of contrast to expectations, a risk assess- the existing hydrogeological conditions. materials and technologies. The design ment concerning the spreading of harm- The assessment takes into account the will be specified as the project proceeds, ful substances will be drawn up. location and dimensions of the different at which time the placement of the route options as well as the construction activ- in relation to the glycol contaminated ar- ities and functions during actual opera- eas will also be specified. tion. Groundwater impacts affecting both the quantitative and qualitative state of the groundwater will be presented. Furthermore, the probability and significance of adverse impacts is assessed, the impacts of an emergency are assessed, and actions are proposed for preventing and mitigating the adverse impacts. The impacts are assessed within the project area and its immediate neighbourhood where the impacts of the construction and activity extend. The assessment utilises studies made in the project area and publicly available documentation. The need for a baseline report of the soil and groundwater will be assessed when applying for an environmental permit and, if necessary, a baseline report will be prepared for the soil and groundwater. It has been discovered that the bedrock groundwater near the Airport contains glycol, which is used on airplanes for de-icing, and its degradation products. The impact of these substances on the construction of the tunnel and the 170 materials being used must be analysed during further planning. The processing 6.5 Hydrology and water quality significant amounts of harmful substanc- entire bay, which means that construct- es or nutrients will dissolve into the water ing an artificial island along the straight The most significantfactor affecting the from the rock. cross-section south from Otaniemi is not waters in the Gulf of Finland marine area Dredging will cause the resuspension likely to limit water flow across the entire is the construction of the artificial island. of the seabed sediment and result in sed- bay. Therefore, the impacts on currents In the long term, the artificial island will iment loads. The sediment may contain caused by the island will most likely be affect the state of the surface waters phosphorus, nutrients and oxygen-con- local, in which case clear changes in flow mainly by altering the currents in the suming material as well as organic and rates or directions will extend to some 5 sea area. Furthermore, the dredging and inorganic harmful substances. kilometres from the island’s shore. embankment work will cause sediment Water quality modelling will be used to The changes in currents caused by loads during construction. assess the resuspension of the sediment the artificial island are assessed by mod- Impacts on the waters will be as- and the dispersion of fine-grain materi- elling the currents in the island’s neigh- sessed by means of current and water al and nitrogen during construction. The bourhood in the current situation and quality modelling and a combination of loads caused by dredging, piling, em- following the construction of the artificial expert work. The model is first used to bankment and filling are assessed on the island. The model needs to include a larg- calculate a quantitative estimate of the basis of the volume being dredged, the er water area, such as the Gulf of Finland island’s impacts, which is then used as quality of the seabed and the working to the east of Hanko, and the changes in a starting point for expert work when as- methods employed, after which migration water height caused by the Baltic Sea’s sessing the impacts of the artificial island modelling will be used to mathematical- main basin must also be taken into ac- on the state of the ecosystem and water ly assess the migration of the materials. count. The resolution of the calculation area. The modelling will be performed similarly model in the island’s nearby areas should to flow modelling, either for static situa- be some 100–200 metres or better. A 3D 6.5.1 Impacts during construction tions or a unified calculation period. model that takes into account the layered Loads during construction are caused by The dredged amounts, dredging salinity and temperatures should be used the resuspension of the seabed sediment methods, concentrations of nutrients for the modelling. The model calculations due to the construction work and, pos- and harmful substances in the sediment are made without the artificial island and sibly, the suspension of the fine-grained and piling locations needed for the mod- with the island in place; calculating the material contained in the rock used for ellingwill be analysed further at the EIA difference between the values provides construction. The construction material report stage. an estimate of the changes caused by may also have soluble substances, such the island. The estimates are prepared as nitrogen left over from explosives. 6.5.2 Impacts during operation either for static scenarios, including both The artificial island is constructed summer and winter, or by using a simu- from broken rock as well as rock and soil Impacts on currents lation period covering at least one year, accumulated during the digging of the On the Finnish coast, the construction which is then used to output the chang- railway tunnel or transported from else- of the artificial island is planned at a lo- es as monthly averages or as an average where. The material used for construc- cation where the cross-section of the of periods representing suitable typical tion is likely to be neutral, which means Gulf of Finland is fairly large compared conditions. 171 that decomposition will be slow and no to the smallest cross-section across the Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

Depending on the location, the ther- calculated for the current and planned sults to the ice situation measured from mocline may extend to a depth of up scenarios. The change in water quality the satellite images. to 20 metres in the Gulf of Finland. The can be determined by comparing the cal- halocline is typically at a depth of 50–60 culation results from the present scenar- metres. The target area has a maximum io to the results that include the artificial depth of approx. 30 m, which is clearly island. above the halocline. Therefore, no impact on the halocline is expected. As Impacts on the ice situation regards the thermocline, the island may The impact of the artificialisland on the cause the mixing of the temperature lay- ice situation is likely to be relatively small. ers in the water. Any changes to the lay- Most likely, the impact of an individual is- ers of salinity and temperatures can be land will be seen as a slight extension to determined from the results of the flow the ice coverage period in the area near calculations by comparing the results of the island’s shore, as the island ties the the current and planned scenarios. ice field together and reduces the impact The flow change may cause some of waves on the edge of the ice. mixing of the water layers, in which case Changes to the ice situation are as- the concentrations in the different layers sessed by selecting an existing island on are mixed and the water with a higher nu- the Gulf of Finland that is as similar to the trient content from the deeper layers may artificial island as possible and assess- become partially mixed with the surface ing the impact of this island on the ice water. However, the changes in water situation by using ice information meas- quality caused by the flow changes are ured from satellite images. By assuming likely to be relatively minor. that the impact on the ice situation of the A water quality model is used to as- artificial island and the existing island is sess the magnitude of the water quality similar, the likely impact of the artificial changes caused by the flow changes in island can be assessed by using the data terms of overall nutrient concentrations. for the selected island. Ice data based on For the purposes of the modelling, it is satellite images is available at a resolu- important that the calculation results tion of 500 x 500 metres, which means and measurement results for the nutrient that minor changes in the ice situation concentration levels at different depths cannot be assessed by means of this correspond to each other. The model method. takes into account the most important The impacts on the ice situation can point loads and rivers in the nearby are- also be assessed by using a combination as, while nutrient concentrations arriving of the flow model and ice model. When 172 from further away are assessed as back- using the model, its functionality must be ground concentrations. Water quality is ensured by comparing the calculation re- 6.6 Underwater nature The impact assessment is performed 6.7 Fish and fisheries by an experienced limnologist or biolo- The biodiversity in the area consists of gist specialised in the examination and The impacts of the project on the fish aquatic plant species, the zones formed assessment of interactions between stocks and fisheries in the sea area are by them and the invertebrate zooben- populations and environmental changes. estimated by means of expert assess- thos occurring within these zones. The ments on the basis of the project’s load impacts during the construction and op- information (including models regarding eration of the project are examined as water quality and underwater noise), the expert assessments by looking at those estimate of the impact on water systems, changes in environmental factors that the studies performed for this project are the most important in determining and experience received from other wa- the biodiversity in the area. The examina- ter system construction projects. The as- tion considers both the shore zone in the sessment is prepared for both construc- artificial island and service connection is- tion and operation. When examining the land and the deeper waters of the open impacts, attention is paid to changes oc- sea near the water system work related curring in the structure of the fish stocks, to the project area. the spawning areas and both commer- The impacts of the project on the sea cial and recreational fishing. An estimate area’s fauna and flora are assessed on is also prepared regarding whether the the basis of the project’s load data and project will cause damage to commercial water system impact estimate as well as fishers that needs to be compensated experience from other similar projects. for. The examination and assessment of the project’s impacts is focused on perennial 6.7.1 Fish and spawning areas colonies which are considered important The EIA report describes the current in terms of natural values and diversity. status of the fish stocks and spawning Species information is corrected from areas based on existing documentation the nearby areas of the artificialislands and the proposed separate studies. It is and service connection island by sur- estimated that fish will be affected by, in veying the fauna and flora of the hard particular, construction in the the water and soft seabed areas. The surveys are system, including the building of Koiras- performed using applicable methods, aari harbour, the dredging and filling at such as scuba diving and zoobenthos the artificial island, any possible exca- sampling in soft seabed areas. The field vation work and piledriving performed surveys use experienced research divers during the project and piling at sea. The and certified samplers. impact mechanisms of the above methods include the destruction of the exist- 173 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

ing seabed habitat, underwater noise, as in October–November. Floun- es in the structure of the fish stock. The an increase in the water’s solid matter der may also be caught when destruction of spawning areas as a result concentration and increased sedimenta- spawn fishing for whitefish. Due of construction in the water system will tion. The impacts may be major and per- to reasons of schedule, however, affect fishing in the long term. manent, such as a spawning area being separate spawn fishing for floun- Information is lacking especially as re- covered by the artificial island, or minor der will not be arranged. gards commercial fishing in the open sea and recoverable, such as fish being driv- area and recreational fishing. Therefore, en away by the clouding of the water. A literature review on the impacts of additional studies are required regarding Existing information on fish stocks in an artificial island/reef on fish, fisheries the importance of trawling and trolling for the project’s affected area is very limit- and aquaculture as well as the potential salmon within the affected area. In con- ed as regards the outer archipelago and opportunities offered by one is also sug- nection with these studies, the fishers open sea. In order to perform the impact gested. are asked questions regarding their atti- assessment, additional studies are re- tude towards the project and the impact quired in particular as regards the spe- 6.7.2 Fishing that they estimate the project to have on cies occurring in the area and any pos- The EIA report describes commercial their fishing. sible spawning areas. The details of the fishing (coast and open sea) and recre- The proposed additional studies are separate studies (fishing effort and scope ational fishing in the area. The existing as follows: of analysed area) are discussed with the documentation utilised are the fishing –– Compiling ICES data for rectan- fishing industry authorities before field method and catch statistics compiled by gles 53, 54, 63 and 64 work is carried out. statistical rectangle and the recreational –– Survey to commercial trawl fishers The proposed additional studies are fishing survey completed in 2017 by the in rectangles 53, 54, 63 and 64 as follows: joint monitoring collective of the fishing –– Enquiry to the members of –– Coastal exploratory net fishing in industry in the sea area off the coast of Suomenlahden uistelijat ry four areas (Koirasaari, Uppoluoto, Helsinki and Espoo. Hramtsow and Ulkomatala shoal). It is estimated that fishing will be af- The assessment will be performed by –– Spawning area surveys for the fected by, in particular, construction in an expert acquainted with the fishing in- common whitefish (Coregonus the water system, including the build- dustry and fish stocks (M.Sc./M.Sc. (Ag- lavaretus) in four areas (Koirasaari, ing of Koirasaari harbour, the dredging riculture and Forestry)). Uppoluoto, Hramtsow shoal and and fillingat the artificialisland, any po- Ulkomatala). The spawning area tential excavation work and piledriving surveys for whitefish also aim to performed during the project and piling assess the suitability of the are- at sea. The impact mechanisms of the as for the spawning of flounder methods described above are the tem- (Platichthys flesus). Based on porary or permanent loss of fishing sites, the spawning area survey, spawn fish being driven away from the fishing fishing will be performed in the area, the strong soiling of unmounted 174 potential whitefish spawning are- nets due to solid matter loads and chang- 6.8 Flora, fauna and protected er is poor, waterfowl counting can also construction noise modelling. The impact sites be performed from the passenger ferries assessment takes into account the areas between Helsinki and Tallinn. and times that are important in terms of The EIA report describes the current The assessment takes into account the life cycle of seals. status of the natural environment in the the direct and indirect impacts and as- The assessment of the project’s im- region and estimates the impacts which sesses their significance. Above all, di- pacts on nature is performed by a biol- the implementation of the different pro- rect impacts are caused by water system ogist or another expert acquainted with ject alternatives will have on the flora, construction on the nesting islands and flora, fauna and nature conservation ar- fauna, habitat types, endangered and feeding shoals of the bird fauna. Indi- eas (M.Sc., M.Sc. (Agriculture and For- notable species as well as Natura 2000 rect nature impacts may be caused by estry)). areas, nature conservation areas and noise during construction and emissions other nature sites. Furthermore, the im- during operation, for example. The oth- pacts on biodiversity, large nature areas er impact assessments and modelling and interactions, such as ecological con- results prepared during the assessment nections, are studied in more detail. are available for assessing the impacts In order to determine the current sta- on nature and limiting the affected area. tus, field surveys are performed in par- The following aspects, among others, ticular as regards bird fauna on the coast should be taken into account in the im- and in the sea areas. The field surveys pact assessment. The potential impacts are performed from spring until late au- of the construction on groundwater may tumn or winter, depending on the ice sit- be seen as changes in flora in land areas uation. The surveys cover the spring and (as a result of drying, for example) and, autumn migration and nesting time of thereby, as changes in animals’ living en- the species that are relevant for the im- vironments. The impacts of this on the pact assessment (in particular, breeding breeding and resting zones of species birds and the long-tailed duck as regards covered by the EU’s Habitats Directive species that rest or winter in the area). (flying squirrel, bats etc.) shall be exam- The surveys focus on those shoals and ined. Disturbance during construction islands (mainly Koirasaari as concerns (caused by increased traffic, for exam- islands) where construction in water sys- ple), noise and vibration may affect the tems is planned. They are potentially im- bird fauna nesting or resting in the outer portant feeding and nesting areas for the archipelago or the nature conservation bird fauna. For resting species, surveys areas or the species covered by the EU’s are conducted by boat as area search- Habitats Directive (such as the leaf bee- es, following Linnustoseuranta’s national tle species Macroplea pubipennis). The guidelines for archipelagic bird counting. impacts of underwater noise on marine In autumn and winter, when the weath- mammals are assessed on the basis of 175 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

6.9 Land use and zoning reachability and, thereby, land use devel- 6.10 Landscape, cityscape and opment potential, for example. cultural environment The current state of land use in the pro- The assessment is performed by an ject area is analysed on the basis of expert acquainted with land use and Landscape impacts are examined inso- maps and aerial photographs. For the zoning (Landscape architect/M.Sc.). In far as above-ground structures are built assessment, the current and pending re- addition to design data, the material uti- in the project area. In particular, this in- gional and local plans and other land use lised in the impact assessment includes cludes the artificial islands (Ulkomatala plans in the area are analysed. The im- the following: and Hramtsow shoals) and their build- pact assessment describes the project’s –– Documentation related to zoning ings, the service tunnels (Koirasaari, Up- relationship with the current and planned in the area (regional plan, compo- poluoto), the station exits on the main- community structure, land use and zon- nent master plan, city plan) land (Otakeila, Airport, Centre of Helsinki, ing. Special attention is paid to the antic- –– Open data website (Karpalo da- Pasila and Ilmala) and the above-ground ipated change and goals of the regional tabase) provided by the Finnish structures related to the tunnel’s techni- plan and the master plans in the cities. Environment Institute (SYKE) cal systems insofar as they are known At the same time, the project’s relation- –– Documentation from community during the project assessment stage. ship with the national land use goals is structure monitoring (YKR) However, a general assessment will be assessed. Land use conflicts and needs provided for landscape and cityscape for changing plans are indicated and de- impacts even when the exact locations scribed. of the structures are not known. The The aspects of impact assessment in landscape impacts caused by the freight terms of community structure include, terminal are also assessed. Underwa- for example, underground facilities as ter landscape impacts are assessed in part of community structure and the im- particular within the affected area of the pacts on community structure and land artificial islands. The landscape and city- use caused by changes in reachability. scape features of the locations being as- Impact assessments that partially link to sessed are analysed on the basis of map other areas include impacts on the op- and aerial photograph reviews and any erating prerequisites of business life, im- studies performed earlier. pacts on mobility and transport systems The impact assessment describes the and impacts on the community’s econ- project’s relationship with the landscape omy. at large and the nearby landscape (in- The immediate impacts mainly consist cluding the cityscape). The landscape of the properties of the different alterna- impacts are described verbally and tives and the terms and limitations for visualised using purposeful maps and land use resulting from them. The imme- illustrations (photo mock-ups). The as- diate impacts differ based on, for exam- sessment pays special attention to ex- 176 ple, how the different alternatives affect amining change, that is, how the area will cultural heritage to be assessed and, if 6.11 Traffic change as a result of the project. necessary, mitigated or removed (for ex- A 3D model will be prepared for the ar- ample, by avoiding specific locations by The assessment of the project’s impacts tificialislands and the estimated masses means of project planning or by inves- on traffic is divided into two areas: the and heights of the buildings located on tigating the underwater relics pursuant traffic impacts during the construction of them. The 3D model will be supported to the Antiquities Act (295/1963) before the railway tunnel and, on the other hand, by photographs taken across the coast they are damaged or altered as a result the project’s impacts on trafficfollowing and archipelago off Helsinki and Espoo, of the project). its completion. which are used to produce visual photo In addition to a supplementary in- Construction-time impacts on traffic mock-ups. Photo mock-ups are drawn ventory of underwater cultural heritage, are examined by estimating the volume up in particular as regards the artificial the valuable cultural heritage sites are of transport generated by the construc- islands and service connections. The analysed on the basis of national and tion of the tunnel (such as the volume of above methods are used to assess the regional documentation and existing in- broken rock and transport of materials) visibility of the artificial islands in the dis- ventories. The project cooperates with and the routes used for the transport. The tant scenery in clear weather. the Finnish Heritage Agency especially impact assessment takes into account Impacts on the cultural environment as regards underwater cultural heritage, all potential forms of transport (road, are assessed across a similar area as the and with the city museums especially as railway and ship transport). As regards landscape and cityscape impacts. Spe- regards observing above-ground cultural road traffic, the increased traffic towards cial attention is paid to the underwater heritage in the project. the railway tunnel construction sites, as cultural heritage in the neighbourhood of The assessment is performed by an both personnel traffic and heavy traffic, the artificial islands and service connec- expert acquainted with land use and is taken into account. The impacts on tion tunnels. zoning (Landscape architect). the operation of the main roads, the Ring The project may have an adverse im- Rail Line and the airport are observed in pact on underwater cultural heritage dur- particular. The proportion of any railway ing the construction stage. If there are or ship transport during construction is any underwater relics or cultural heritage assessed based on the information re- sites in the construction areas (filling, ceived from technical design. The as- piling, dredging, excavation and other sessment of traffic impacts during con- water system construction), these ob- struction also includes an assessment of jects will be damaged or destroyed and the impacts of increased traffic on marine the information contained therein will be traffic during the different stages of the lost. Comprehensive information regard- work. The impacts on traffic safety and ing the underwater cultural heritage at traffic flow during construction are also the project’s construction sites located in taken into account. Special attention the sea areas will be acquired during the is paid to potential sensitive locations preparation of the project. This allows along the transport routes, such as hous- for the project’s impacts on underwater ing, day-care centres and recreational ar- 177 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

eas. Furthermore, the assessment takes by the project. The actions required on ing the Finest Link project. The reference into account any indirect impacts on hu- the rest of the transport network follow- alternative takes into account the growth man comfort (such as noise, air pollution ing the project in order to ensure the nec- of the ferry traffic between Helsinki and and traffic safety). If necessary, a sepa- essary level of service and to control the Tallinn pursuant to the forecasts (means rate analysis may be drawn up regarding negative external impacts are assessed of transport, volume of passenger and the placement/guidance of traffic during at the same time. goods traffic). construction and the mitigation of the For the freight terminal connections, Drawing up the traffic forecasts re- traffic’s impacts. the feasibility of the planned connections quires location data-based demand anal- Impacts after project completion to the rail and road network is ensured. yses. A traffic demand model is created are assessed based on the transport Connections to main road 152 (Kehä IV), for comparison purposes. Among other system changes included and required currently at the space reservation stage things, the model takes into account the by the new tunnel connection, the other of planning, are taken into account. The transport service level, the travel and planned transport system changes, and connection to the Hanko-Hyvinkää rail- transfer times resulting from the different the changes in transport demand caused way is investigated and its feasibility is alternatives and the benefits created by by the former. The project’s impacts are ensured. the change and their regional distribu- assessed at three levels: international, Estimates are drawn up based on tion. It is essential to identify the impacts national and regional. At the international the region’s future population and job of the tunnel on reachability and travel level, the project’s impacts on passen- projections and Statistics Finland’s es- times, since travel time changes create ger and goods streams crossing Finnish timates of national population devel- the basis for assessing the changes in borders in rail, sea and flight traffic are opment. Demand estimates are drawn community structure and for creating the assessed. At the national level, the im- up for two cross-section years (prelimi- estimates regarding regional economy pacts on national passenger and goods nary estimate: 2030 and 2050), between that are required going forward. Further- streams in road, rail and flight traffic are which the impacts are interpolated. The more, the assessment takes into account assessed. At the regional level, impacts new and reinforced station districts and potential anticipated changes in commu- are assessed on the passenger and reachability around them warrant spe- nity structure within the tunnel’s affected goods steams in road and rail traffic and, cial attention. The assessments utilise area, and any new needs for transport as regards passenger traffic,in pedestri- the project assessment guidelines from connections as regards the construction an and bicycle traffic due to feeder traffic VTT Technical Research Centre’s LIPAS- of the artificial island, for example. and changes in methods of mobility. The TO and LIISA databases and the Finnish The impact assessment should also actual impacts (time and costs impacts, Transport Agency with their unit value prepare for the development of demand other traffic impacts and external im- data. and supply that differs from the basic pacts, traffic safety, emissions, noise and The work utilises the studies regard- estimates, and for changes in the oper- space requirements) are assessed on the ing traffic impacts created earlier in con- ating environment. Identifying the sensi- basis of the traffic demand estimates. junction with the Finest Link project. The tivity of the assessment results to differ- At all levels, the convergence of the net- creation of similar traffic forecasts for al- ent phenomena is essential. The topics work and the sufficiency of the capacity ternatives ALT1a and ALT1b by means of of the sensitivity analyses are defined at 178 are assessed following the changes in modelling is included in the work. The ref- the start of the work, and they may be means of transport and routes caused erence alternative is the one formed dur- related to the building of the Lentorata 6.12 Noise and vibration the other calculations give cause to it. airport railway, the implementation of the At assessment level 2, the vibration and Rail Baltica and to larger than anticipated The assessment of impacts caused by ground-borne noise levels are estimated changes in international passenger and noise, vibration and ground-borne noise by means of calculation, using attenua- goods traffic. It is important to identify is based on the project’s design data, the tion calculations for an impulse advancing the key connections of the project’s envi- technical solutions employed in the oper- through the rock. ronmental impacts to the implementation ation during the work phases, experience So far, no officialguideline values have of other transport system development received from other similar activities, and been provided for vibration or the struc- projects and the development of operat- the existing data concerning the current tural damage risks of buildings. During the ing environment factors. noise level in the neighbourhood of the lo- environmental impact assessment, pos- The preparation of similar studies is a cation. sible calculation results from stage 2 can prerequisite for the thorough and unbi- The assessment of vibration and be compared to the indicators pursuant ased comparison of the alternatives. ground-borne noise can be performed at to VTT Technical Research Centre of Fin- The traffic assessment follows the three different levels. Assessment level 1 is land’s studies (VTT tiedotteita 2278, VTT Finnish Environment Institute’s guidelines based on an empirically determined safe 2002) and the maximum value of the vi- for traffic estimates in land use planning distance beyond which a vibration analy- bration velocity’s resultant. (Suomen ympäristö 27/2008). sis is not considered necessary. Assess- No guideline values for ground-borne The impact assessment is performed ment level 2 is usually based on a calculat- noise have been provided in Finland, ei- by an expert acquainted with traffic im- ed value for ground vibration, and it allows ther, so the environmental impact assess- pact assessments (M.Sc./M.Sc. (Tech- for traffic and soil properties to be taken ment can apply the limit value Lprm = 30 nology)) into account better. Assessment level 3 re- dB provided in VTT’s report (VTT Tiedot- quires vibration measurements at the con- teita 2468); this indicates the sound level struction site (VTT Tiedotteita 2425). value when 95% of passes are below the In the environmental impact assess- provided guideline value. ment, the vibration and ground-borne If necessary, railway traffic noise calcu- noise levels during the tunnel excavation lations are also performed for the surface if and the railway operation stages are as- the railway connection resumes above the sessed at levels 1 and 2, depending on the ground from the airport tunnel onwards. safe distances. The variables include the Railway traffic noise is calculated accord- method used in the excavation, the traf- ing to national guidelines (Ministry of the fic density of the railway traffic, the train Environment, 2007) to achieve an average type and speeds used and the distance to noise level of LAeq for day and night-time the nearest residential buildings. The as- levels. sessment is first done according to level The dispersion of noise from the above- 1 in order to determine the safe distance. ground construction stages of the artificial However, the initial assumption for level 2 islands and other connecting stations is calculation is a distance limit of 100–200 calculated using the national guidelines 179 metres, beyond which a level 2 assess- with the industrial and road traffic noise ment is not performed separately unless model (Ministry of the Environment, 2007) Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

to achieve an LAeq value for day and night- 6.13 Air emissions and air be calculated on the basis of the average time levels. The results are compared to quality transport distances during the construc- the noise level guideline values provided tion period and the operating times for in Government Decision 993/1992 for the The air quality impacts observe the air the machinery. The calculation of emis- nearest nature conservation areas and emissions caused by the project’s con- sions uses the calculation instructions holiday homes. struction, operation and related trans- and emissions coefficients published by Underwater noise dispersion calcula- port. The total air emissions are assessed VTT Technical Research Centre of Fin- tions are made in order to assess the im- based on the available design data. land. pacts of munition removal work and for The EIA report assesses the climate Climate impacts are assessed as re-

estimating the dispersion of noise from and air quality impacts in Finland caused gards CO2 emissions. Possible mitiga-

the filling stage of the artificial islands; this by the construction and operation of the tion methods for reducing CO2 emissions employs the current calculation routines project and the transport related to it. during construction are presented in the for underwater noise, such as the para- The assessment includes the direct im- EIA report.

bolic equation method (Nordstream 2 EIA, pacts of all the project functions within a Nitrous oxides (NOx), sulphur dioxide

Appendix 7, 2016). The calculation pro- limited area in Finland (see chapter 2.1). (SO2) and particulate matter (PM) are as- vides an estimate of the levels of under- The assessment does not include the in- sessed as regards air quality impacts. water sound exposure (peak levels PEAK, direct impacts across the entire life cycle The emission volumes are visualised by momentary and cumulative sound expo- of the tunnel line delivery chain, from ma- comparing them to the total emissions sure SEL and SELcum) during the loudest terial manufacturing, for example. from the capital region. Air impurities are stage of construction, and these levels are The air emissions from the ship traffic, compared to the limit values, guideline compared to the known responses of the other traffic and machinery during con- values and target values. marine mammals and fish typically ob- struction are calculated by taking into ac- Air emissions during operation are served in the neighbourhood of the artifi- count the number and type of ships, oth- assessed on the basis of traffic volume cial islands while applying the precaution- er vehicles and machines participating in estimates, taking into account the esti- ary principle. the construction and their use in the con- mated traffic volumes in the tunnel train Noise and vibration assessments and struction. Air emissions are calculated on traffic and the possibly altered situation noise modelling are performed by an ex- the basis of estimated fuel consumption. on the ferries between Helsinki and Tal- pert (M. Sc.) specialised in noise and vi- Furthermore, the dust generated by the linn as a result of the train connection. bration. In addition to design data, the construction will be examined for the The traffic volumes are used to create material utilised in the impact assessment construction period, based on the exca- emissions calculations similar to those includes the following: vated volumes and construction method drawn up during construction. –– Government decision on noise in the design data. The impact assessment is performed

level guidelines (993/1992) Carbon dioxide (CO2), sulphur dioxide by an expert acquainted with air quality

–– Vibration guideline values (for ex- (SO2), nitrous oxides (NOx) and particu- assessments (M.Sc./M.Sc. (Agriculture ample, Talja 2005, Ministry of the late matter (PM) will be considered as and Forestry)) Employment 1993) regards transport emissions. Emissions 180 –– Noise studies from other opera- from transport caused by the project will tors in the area 6.14 Use of natural resources 6.15 Waste and by-products 6.16 Accidents and abnormal situations The environmental impact assessment The environmental impact assessment examines the impacts towards the use examines the creation of waste and The assessment is based on the identifi- of natural resources caused by the use by-products during the construction and cation of risks to the environment, health of construction materials and the amount operation of the project. The assessment and safety during the construction and of soil and rock material extracted from is based on the project’s technical data, operation of the railway and service tun- the tunnel. The assessment will be based the estimated waste types and an expert nel, on land and in the sea areas. The on estimated amount of available natural estimate prepared based on these. The assessment report describes potential resources. impact assessment is performed by an accidents and abnormal situations, their The starting point for the assessment environmental expert acquainted with probability, and the magnitude of the is following the existing recommenda- waste and by-product legislation. impacts on the environment and health. tions and those pursuant to best practic- The risk assessment also assesses the es. Among other things, the assessment project’s sensitivity to risks of major acci- pays attention to resource efficiency, re- dents or natural disasters. Identifying the use, secondary use and recycling. risks related to construction and operation is a significant part of the project. The assessment in the report is completed by applying potential problem analysis and utilising risk assessment methods employed during the design stage, such as the HAZOP (Hazard and operability study) method and action error analysis. Potential problem analysis can effectively identify accidents and abnormal situations in the project. HAZOP is suitable for identifying process abnor- malities and action error analysis is suit- ed for the analysis of human errors. The aspects to be studied include occupational safety during construction and the possibility of environmental accidents, personnel safety, traffic safety and structural safety during operation and releases into the environment in case of accidents and abnormal situations. The report presents ways to prevent accidents 181 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

and abnormal situations and to mitigate –– YTM Decree (352/2009) (common 6.17 Decommissioning their consequences as well as presenting safety method concerning risk how the prevention of accidents is taken management) The assessment report will consider de- into account in the design of the tunnel –– Government Decree on the Safety commissioning at a general level in line and its construction and operation. It of Construction Work (205/2009) with the life cycle approach required by also discusses which international ac- and the EIA Act. Disassembly is similar to tions may be required in order to ensure –– Government Decree on Chemical construction work. The impacts of the the safety of tunnel traffic. Agents at Work (715/2001). disassembly are assessed by means of As regards the zero alternative, the –– Environmental Protection Act the methods mentioned hereinabove as report assesses on a general level (527/2014) being used in the assessment for con- which types of accidents the ship traf- –– Health Protection Act (763/1994) struction-time impacts. fic replaced by the tunnel might cause; –– Chemicals Act (599/2013) The tunnel structures have a service furthermore, the alternatives being as- –– EIA Decree (277/2017) life of 100 years. Technical systems are sessed are compared in terms of differ- The sources to be used include: built to be as easy to renew as possible. ences in the number and impacts of ac- –– Ohje riskienhallinnan me- Once the technical service life is reached, cidents and abnormal situations. netelmistä, Liikenneviraston the tunnel can be utilised to connect the The work utilises and applies the fol- ohjeet 40/2017 infrastructure between the countries and, lowing, among other things: The Finnish –– Finnish Transport Agency possibly, for geothermal heat production Transport Agency’s environmental guide- Liikenteen turvallisuuden ja among other things. lines, safety guidelines and risk assess- ympäristövaikutusten synergiat ment methods as well as risks identified ja vastakkainasettelut, Finnish in other similar tunnel projects, such as Transport Agency 2013 the Channel Tunnel and the Swiss Got- –– The Finnish Transport Agency’s thard Base Tunnel. safety rules and project guidelines The key provisions related to risk as- (the RITA project, for example) sessment in terms of traffic safety, oc- –– Publications concerning tunnel cupational safety and environmental and safety, such as the Report by the health impacts are as follows: channel tunnel inter-governmental –– Occupational Safety and Health commission on safety in the chan- Act (738/2002) nel tunnel 2009–2015, Gotthard –– Government Decision on the Base Tunnel Risk Management selection and use at work of During Construction of the Got- personal protective equipment thard Base Tunnel 2003. (1407/1993) The assessment will be performed by –– Occupational Health Care Act an expert acquainted with risk assess- (1383/2001) ment (M.Sc./M.Sc. (Agriculture and For- 182 –– Railway Act (304/2011) estry)). 6.18 Zero alternative 6.19 Cumulative impacts 6.20 Assessment of transboundary impacts The zero alternative is that the project The other operators in the neighbour- is not implemented. However, the zero hood of the project area are identified The Finnish EIA procedure also assess- alternative also considers the future and described. The cumulative impacts es the project’s potential transboundary change forecasts and passenger vol- on water systems, air quality, traffic, impacts on Estonia and any potential umes in ferry traffic.In the zero alterna- noise etc. caused by the project’s oper- other countries in the Baltic Sea region. tive, the project’s environmental impacts, ation and the other functions in the area The EIA report contains a separate chap- both positive and negative, will not mate- are examined as part of the impacts as- ter on transboundary impacts (including rialise. In the assessment report, the zero sessment in the EIA report. impacts on ship traffic). The assessment alternative is compared to an implement- describes the likely significant trans- ed alternative (chapter 2.2). boundary impacts. A summary of the assessment of transboundary impacts is included in the summary pursuant to the Espoo Conven- tion. Correspondingly, Estonia’s national EIA procedure assesses the transboundary impacts on Finland any potential other countries in the Baltic Sea region. Finland needs to ensure that Estonia re- ceives the necessary information regarding the application of the environmental impact assessment on the project, and vice versa. The scope and significance of the environmental impacts varies depending on their nature and the environmental conditions. Direct impacts are caused in the neighbourhood of the artificial island due to, among other things, the destruction of zoobenthos caused by dredging and rock material placement. Direct seabed modification work is focused on the area of the artificial island, which has a planned area of some 1–3 km2 and, possibly, the area where the pier is built on the service connection island. Indirect impacts, 183 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

such as temporary water cloudiness, will 6.21 Assessment of the nificance of the environmental impacts, spread across a wider area depending significance of the impacts where applicable. The significance of on the location of the dredging, the qual- and the comparison of the impacts includes the sensitivity of the ity of the seabed and the flow of water, alternatives affected area or site and the magnitude among other things. The dispersion of of change caused by the project. The as- the solid matter rising to the surface due The project’s environmental impacts are sessment of the significance of impacts to dredging depends, in particular, on the reviewed by comparing the changes uses the criteria presented in Table 6-2. particle size of the sediment; finer mate- caused by the completed project to the For comparison purposes, the envi- rial will more easily float with the water status quo and to a scenario that would ronmental impacts from the project are and spread wider, whereas coarser ma- likely take place in the environment compiled into a table where the impacts terial will settle more quickly in the area should the project not be completed. The are presented in brief and categorised to surrounding the worksite. Water quality multi-criteria decision analysis (MCDA) positive, negative and neutral environ- modelling is used during the assessment practices and tools, developed in the EU mental impacts. Efforts will be made to report stage to determine to what extent LIFE+ IMPERIA project (IMPERIA 2015), pay particular attention to the examina- dredging will cause water cloudiness and are used in the assessment of the sig- tion and description of impacts found the dispersion of solid matter and nitrogen (chapter 6.5.1). Potential transboundary impacts during operation will also be assessed (such Table 6-2. Assessment scale employed in the assessment of overall significance. as ship traffic, shipping lanes and the The project causes a clearly observable, positive, long-term ice situation). The changes in currents High +++ change that regionally affects people’s daily lives or the sur- caused by the artificialisland are as- rounding environment. sessed by modelling the currents in the The project causes a clearly observable positive change island’s neighbourhood in the current sit- Moderate ++ that regionally affects people’s daily lives or the surrounding uation and following the construction of environment. the artificial island. Potential transbound- The positive change caused by the project is observable, Low + but it does not really cause a change in people’s daily activi- ary traffic impacts (national passenger ties or the surrounding environment. and goods streams in road, rail and flight) Significance of The change is so minor that it is not practically observable No impact will be assessed based on traffic impact impacts and it is neither negative nor positive. modelling. The negative change caused by the project is observable, Low - but it does not really cause a change in people’s daily activities or the surrounding environment. The project causes a clearly observable negative change Moderate -- that regionally affects people’s daily lives or the surrounding environment. The project causes a clearly observable, negative, long- High --- term change that regionally affects people’s daily lives or 184 the surrounding environment. important on the basis of feedback re- 6.22 Uncertainty factors 6.23 Mitigating adverse effects ceived from various stakeholders during and monitoring of impacts the EIA procedure. The assessment of The available environmental data and the significance of impacts will take into impact assessments always include as- The assessment will include identifying account the duration and extent of the sumptions and generalisations. Similarly, the opportunities for preventing and re- impact as well as the sensitivity of the af- the available technical data is still provi- stricting the adverse effects from the pro- fected site. The environmental feasibility sional. The lack of information may lead ject through design and implementation. of the project is considered based on the to uncertainty and inaccuracy in reports. An account of the mitigating measures is assessment results. The impacts from al- During the assessment process, the presented in the assessment report. ternative ALT0+ (project not undertaken) potential uncertainty factors are identi- According to the Environmental Pro- will also be assessed. fied as comprehensively as possible and tection Act, the operator must be aware their significance to the reliability of the of the environmental impacts of its op- impact assessments will be assessed. erations. In connection with the process The following are described in the as- for examining the impacts, a proposal sessment report. for the environmental impact monitoring programme will be included in the assessment report. The purpose of monitoring is to: –– provide information on the project’s impacts –– determine which changes will result from the implementation of the project –– determine how the impact assessment results compare to the reality –– determine how successful the mitigation of adverse effects has been –– trigger the necessary measures in case of significant unforeseen adverse effects. A more detailed environmental impact monitoring programme will be presented later in connection with the water permit application. 185 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

7.1 Water permit 7.2 Consent by the Finnish 7 PERMITS, PLANS Government The Water Act (587/2011) applies in Finn- AND DECISIONS ish territorial waters and the Finnish ex- Carrying out the project in the Finnish clusive economic zone. The activities ac- exclusive economic zone is subject to REQUIRED FOR THE cording to Chapter 3 (Sections 2 and 3) consent by the Finnish Government in of the Water Act require a water permit. accordance with the Act on the Finnish PROJECT The application of the act, rights and per- Exclusive Economic Zone (1058/2004), mit requiremenst are set forth in detail in Government Rules of Procedure Following the environmental impact as- Chapters 1 (Sections 4 and 5), 2 (Section (262/2003, Section 4(7)) and the United sessment procedure, the project will ad- 12) and 3 (Section 16). Nations Convention on the Law of the vance to the permit stages. The Project The application must include the re- Sea (UNCLOS, Article 79(24)). According Developer will decide, based on the EIA quired studies as well as sufficient plans to the Act on the Finnish Exclusive Eco- procedure results and other further re- concerning the activities and intended nomic Zone, Section 6, the Finnish Gov- search and studies, whether the project construction projects. Furthermore, the ernment may, based on an application, will move to the permit stage. The EIA re- application must include information on give consent to practising operations in port and the related justified conclusion the project’s environmental effects. The the exclusive economic zone whose pur- by the liaison authority will be appended provisions of the Nature Conservation pose is economic utilisation of the zone to the permit applications. The following Act (1096/96) and Antiquities Act (295/63) (utilisation right). The content of the ap- chapters briefly describe which permits and the planning status of the activity plication is specified in the Government and decisions the project may require in area must also be considered. A river ba- Decree (1073/2004), Section 2. Finland. sin management plan and marine strat- The provisions of the Nature Con- egy in accordance with the Act on the servation Act (1096/96) must also be Organisation of River Basin Management considered in the consideration of the and the Marine Strategy (1299/2004) will permit. The consent by the Finnish Gov- also be considered in the consideration ernment is applied for from the Ministry of the permit. of Employment and Economic Affairs. The Regional State Administrative Agency for Southern Finland is the permit authority. The permit authority will issue a water permit if the benfit from the project outweighs the adverse impacts, the project is justified and complies with the legal requirements. Furthermore, the environmental impact assessment procedure must be completed before a per- 186 mit can be issued. 7.3 Zoning 7.4 Procedures according to the 7.5 Building or action permit Tracks Act (general plan and Above-ground and underground build- track plan) A building permit or action permit in ac- ings and structures require a permit accordance with the Land Use and Building cording to the Land Use and Building Act The project is subject to procedures Act (132/1999) is required for all above- (Sections 125, 126 and 128). The imple- pursuant to the Tracks Act (110/2007, ground buildings or structures. The per- mentation of the project requires plan amendment 567/2016). The Tracks Act mit is applied for from the local building changes in the current planned areas as contains provisions regarding the rail permit authority. Prior to issuing ther per- well as planning in areas that do not have network, railway track maintenance and mit, the authority will verify that the plan a city plan (e.g. the freight terminal and the dismantling of a railway track, as complies with the approved city plan and artificial islands). The plan change needs well as the rights and obligations of a building regulations. A building permit are reviewed in more detail at the EIA re- railway track owner and the legal status is required before starting the construc- port stage. of property owners and other stakehold- tion work. The environmental impact as- Efforts will be made to complete the ers in matters pertaining to railway track sessment must be completed before the assessment procedure for the planning maintenance and private tracks, within building plan can be issued. Any earth- required by the project and its environ- the limita-tions set forth in subsections works and excavation operations in the mental impact such that it will support the 2 and 3. project area are subject to a permit for consolidation targets, where applicable. According to the Tracks Act: “The landscape work or action permit in ac- The EIA procedure will include numerous general plan and track plan for building cordance with the Land Use and Building separate studies whose documentation a railway track must be based on a legal- Act. will also serve the planning needs. This ly effective master plan pursuant to the consolidation will support the principle of Land Use and Building Act where the lo- consolidating the environmental studies cation of the railway area and relations to (Act on Environmental Impact Assess- spatial land use are settled.” Therefore, ment Procedure, Section 3). land use planning is required along the entire railway tunnel route.

187 Finest Bay Area Development Oy Finest Bay Area - Railway tunnel between Finland and Estonia

7.6 Other permits

Abnormal transport permit A transport will require a special transport permit if it exceeds the dimensions or weights allowed in normal road traffic. An abnormal transport permit is applied for in writing by submitting a permit application or free-form application to the Pirkanmaa ELY Centre. The Pirkanmaa ELY Centre issues all the abnormal transport permits in Finland, excluding Åland.

Agreement according to the Railway Act The maintenance of a private siding must be agreed with the Finnish Transport Agency. In accordance with Section 36 of the Railway Act, the agreement shall apply to interconnected railway networks and specify the organisation of traffic control, maintenance between the railway networks and limits of ownership.

Other possible permits The other permits that relate to environmental aspects are mainly technical permits whose primary purpose is ensuring occupational safety and preventing property damage.

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