Approved by
Cabinet Order No. 518
of 12 July 2006
Refined by
Cabinet Order No. 140
of 10 March 2010
Transport Development
Guidelines
2007-2013
(Informative Part)
Contents
INTRODUCTION
1. DESCRIPTION OF THE SITUATION
1.1. Situation in the Transport
Sector in Latvia
1.1.1. Road Transport and Motor
Roads
1.1.2. Rail Transport and
Infrastructure
1.1.3. Port Activities
1.1.4. Airport Activities and Air
Transport
1.1.5. Transit Development
1.1.6. Development of Public
Transport
1.2. Analysis of Strengths,
Weaknesses, Opportunities and Threats
1.3. Regulatory and Institutional
Base of the Transport Policy
1.4. Transport Development Within
the Context of the European Union
2. FORMULATION OF PROBLEMS, THE
SOLVING OF WHICH REQUIRES THE IMPLEMENTATION OF A SPECIFIC
GOVERNMENT POLICY
3. BASIC PRINCIPLES OF THE
POLICY
4. POLICY OBJECTIVES
4.1. Overarching Objective
4.2. Sub-objectives
5. OUTCOMES, OUTPUTS AND
INDICATORS
6. DIRECTIONS OF ACTIONS FOR THE
ACHIEVEMENT OF POLICY OBJECTIVES AND RESULTS
7. FINANCING FROM THE STATE BASIC
BUDGET AND EUROPEAN UNION FUNDS FOR THE IMPLEMENTATION OF THE
TRANSPORT DEVELOPMENT GUIDELINES
8. PLANNING OF FURTHER ACTION
9. REPORTING AND ASSESSMENT
PROCEDURES
10. LINK OF THE GUIDELINES WITH THE
PRIORITIES SPECIFIED IN THE DEVELOPMENT PROGRAMMES AND STRATEGIES
OF PLANNING REGIONS
Introduction
The Transport Development Guidelines (hereinafter -
Guidelines) are a policy planning document, in which the basic
principles, development objectives and priorities of the policy
in the transport sector have been specified for the time period
from 2007 to 2013.
According to the Rules of Order of the Cabinet, the Guidelines
have been developed for the time period of seven years, which
coincides with the planning period of the European Union
financing.
The Guidelines have been developed on the basis of the
long-term conceptual document Development Model of Latvia:
Human-oriented Approach approved by the Saeima of the
Republic of Latvia [the Parliament of the Republic of Latvia] on
26 October 2005, the results of the National Programme of
Transport Development 2000-2006 (hereinafter - NPTD), the
policy planning documents already developed in the transport
sector, which include part of the time period 2007-2013, the
transport policy document of the European Union - the White
Paper, as well as the Lisbon Strategy.
The Guidelines have been co-ordinated with the action
directions and the results to be achieved specified in the
operating strategy of the Ministry of Transport, the National
Development Plan 2007-2013 being presently developed and the
National Strategic Reference Framework 2007-2013.
Upon developing planning documents for the implementation of
the Guidelines, the Sustainable Development Guidelines of
Latvia, approved by the Cabinet on 15 August 2002, the
Uniform Strategy of the National Economy, approved by the
Cabinet on 17 August 2004, as well as the Regional Policy
Guidelines, approved by the Cabinet on 2 April 2004 and the
objectives and priorities of the development of planning regions
should also be taken into account.
The situation in the transport sector before the development
of the Guidelines - in 2006 - is characterised in Chapter 1 of
the Guidelines. The results of the implementation of the
Guidelines and the changes arising therefrom in the transport
sector in 2007 and 2008 have been compiled in the Informative
Report On the Progress of Implementation of the Transport
Development Guidelines 2007-2013 and the Necessity of Updating
Thereof (Cabinet meeting of 30 June 2009 (Minutes No. 45,
Paragraph 65)).
1. Description
of the Situation
1.1. Situation
in the Transport Sector in Latvia
An efficient and competitive transport system is one of the
most substantial preconditions for ensuring the economic and
social development of the State.
Over an extended period of time a relatively balanced
transport network has evolved in the country, which in general
ensures the flow of freights and passengers. Usually rapid
changes in the transport infrastructure are accompanied by an
increase or decrease in economic activities and in many cases -
the standard of living of inhabitants.
During the preceding five years changes in the transport
sector have manifested themselves by the following
tendencies:
- the condition of motor roads and railway continued to
deteriorate;
- the number of road vehicles rapidly increased, substantially
increasing the load on motor roads;
- the number of road accident fatalities was still very high
in comparison with other European Union Member States, however,
starting from 2005 there was a tendency that the number of the
persons who have died reduced;
- territorial narrowing of the railway infrastructure;
- regardless of the total increase in the turnover of freights
at ports, the amount of higher added value freights reduced;
and
- rapid increase in the turnover of passengers during the last
two years in the international airport Rīga.
1.1.1. Road
Transport and Motor Roads
In carriage of goods by road approximately 91% (in 2004 and in
nine months of 2005) of the total amount of goods were formed by
national carriage - timber, foodstuffs, household products and
construction materials were dominating. Carriage of goods by road
constituted approximately 44% of the total carriage of goods in
the country. In comparing the turnover of goods, the part of the
national carriage was approximately 32%. Such proportion almost
did not change during the preceding five years. Two thirds of
demand for transport services in the present stage depended on
internal demand and one third was related to external demand -
mainly they were transit services. Households used 4.5-6% of the
amount of services provided by the transport sector. Mostly they
were public transport services.
Accession of Latvia to the European Union provided carriers
with free access to the market of the European Union and
increased the efficiency of carriage because the customs
procedures and the duration of the procedures for crossing the
border had reduced. However, in order to fulfil the requirements
of the European Union, the costs for carriage merchants, for
carriage as a service and for drivers (excise duty, vehicle fee,
technical inspections, licensing expenditure, permits)
substantially increased.
In accordance with the study conducted by Latvijas
Auto, the majority of drivers are in preretirement and
retirement age, in turn, there are only 5% of the new drivers in
the age up to 30 years. It shows that the change of generations
does not take place in this field, and it might have very
negative influence on the development of road transport in
future.
A range of formalities related to border control on external
borders and in ports increased (mandatory payments for veterinary
control of transit goods, construction of the recognised
veterinary border points and handling sites; more rigid
restrictions in the field of handling and storage of goods).
The most intense flows of motor vehicles were on motor roads
between the largest cities - Rīga - Ventspils, Rīga - Liepāja,
Rīga - Daugavpils, Rīga - Bauska, Rīga - Rēzekne, Rīga - Jelgava,
Rīga - Valka, Rīga - Pskov. The highest amounts of international
carriage for road carriers of Latvia were to Russia and
Germany.
The density of the motor road network of Latvia is 1.077 km
per 1 km2, which may be considered as sufficient,
taking into account the number of inhabitants and the size of the
territory. The basic network of motor roads, which includes
almost all major State roads and has been identified as the
Trans-European Network (TEN), and the network of other motor
roads or motor roads not included in TEN, which ensure the link
with the TEN network, is clearly pronounced in Latvia. The
highest traffic intensity has been registered on the main streets
of the capital Rīga and on major State motor roads on the access
roads to Rīga. The most substantial increase in traffic intensity
in subsequent years is anticipated on the major State motor
roads, and it might reach 4-7% per year and on other roads - 2-3%
per year. More rapid increase in intensity is anticipated near
the big cities.
The main problems in the TEN network are related to the
load-bearing capacity of the road surface and bridges - the roads
were built from the 1960s to 1980s according to the norms that
were in force at the time and that specified the maximum axle
load of the vehicle at 10 t and the maximum laden weight of the
vehicle at 36 t, however, the necessity of the present market, as
well as the requirements of the European Union determine 11.5 t
and 44 t accordingly. As a result such situation has emerged in
separate sections that it is not possible to ensure the quality
of motor roads, using simple methods of repair.
Another significant problem is the non-conformity of the motor
roads with the traffic safety requirements. Substantial traffic
flows are crossing the centres of populated areas. It is a
particularly pressing problem in Saulkrasti, Ķekava, Iecava,
Bauska, as well as the route - Rīga - Jēkabpils.
The traffic capacity of the major State motor roads and main
streets of cities in most of the cases is sufficient, however, in
many places it is very close to the maximum possible traffic
capacity. Already at present the greatest problems in the largest
cities are caused by the lack of multilevel intersections and
unreconstructed level intersections, in which traffic is not
channelled and intelligent system for traffic regulation is not
ensured, forcing the drivers to lose more and more time in
traffic jams. There is a substantial number of level rail
crossings with high traffic intensity of motor vehicles and
trains in the State, which reduces traffic safety and extends the
movement time of the road transport.
The arrangement of the 1st grade State motor roads
takes place using the resources of the European Regional
Development Fund (ERDF), however, it is not sufficient in order
to make crucial improvements to the quality of motor roads -
during the preceding five years the proportion of the motor roads
in bad condition in the State network of motor roads increased on
average by 10% and in general the quality condition of the motor
roads kept deteriorating. In 2004 44% of motor roads with the
black surfacing and 32% - with the gravel surfacing in the State
were near disintegration.
These are the consequences of the insufficient financing for
the maintenance of motor roads. On average the financing
indicators for the maintenance of motor roads of Latvia are lower
than in other countries and the maintenance costs of one km of
motor roads constituted LVL 1 040 per year, for comparison this
indicator is two times higher in Lithuania and three times higher
in Finland.1 At present the necessary works for
renewal of the surfacing have not been performed in due time in
55% of the State motor roads. The existing insufficient level of
financing for the maintenance and development of motor roads,
upon the increase in the traffic intensity and the proportion of
heavy freight vehicles, causes continuous disintegration process
of the motor road network and uneconomical expenditure of the
users of motor roads increase, as well as the number of traffic
accidents becomes greater. The actual annual financing for the
performance of works on State motor roads during the last years
had been within the limits of 35-40 million lats. Approximately
one half of this sum is planned for the everyday maintenance
works (though it is less than a half of the amount specified in
regulatory enactments) and only half - for the construction,
reconstruction and periodic maintenance works. The most
significant motor road development projects implemented during
the time period from 2001 to 2005 were related to the performance
of improvements (reconstruction of motor roads and bridges) in
the route Via Baltica and in the East-West Corridor. At
the same time it is anticipated that the increase in intensity on
the major State motor roads until 2013 will be 4-7% per year.
The development of the motor road network in rural territories
(or pagasti) is one of preconditions for balanced
development of rural territories. Without paying attention to the
arrangement of rural motor roads, gradually territories with
encumbered traffic are forming and the accessibility is
deteriorating. In rural local governments the earmarked grant of
the State budget is the only source of financing for local
government roads. In turn, in order for the cities to be able to
renew and maintain the city street network, in which traffic
intensity is significantly higher than in a rural area, local
governments of cities also use the resources of the local
government basic budget for the maintenance of streets. Earmarked
grant will be distributed among local governments in accordance
with the prospective Cabinet Regulation, Amount of the Part of
the Earmarked Grant Assigned for the Financing and Development of
Local Government Roads and Streets, the Procedures for the
Distribution of the Earmarked Grant Among Local Governments, the
Procedures for the Utilisation of the Earmarked Grant, the
Procedures for the Control of Legality and Accuracy of
Utilisation of the Earmarked Grant and the Procedures by Which
Local Governments Provide Reports on the Utilisation of the
Earmarked Grant, a draft of which was submitted to the
Cabinet for examination (was announced on 2 February 2006 during
the meeting of the State Secretaries), but, after analysis of the
statistical data regarding actual resources utilised for the
financing of local government roads and streets, it should be
concluded that approximately twice the amount of these resources
would be needed. It is one of the causes why such regions are
formed, which are characterised by the outflow of inhabitants in
working age. It hinders economic development of regions, as well
as of the State of Latvia.
The State joint stock company Latvijas valsts ceļi
[Latvian State Roads] has 926 bridges under the supervision
thereof. 872 bridges are made of reinforced concrete, 14 - of
stone, 21 - of metal and 19 - of wood. The total length of
bridges is 31 103.97 m. Due to the insufficient financing during
the last 10 years, technical condition of bridges on State roads
has become dissatisfactory. Approximately 720 bridges have
damaged waterproofing and carriageway elements and 195 bridges
have damaged load-bearing constructions. In total the condition
of 45% of bridges should be evaluated as bad. These data have
remained unchanged since 2001. Repair would suspend the progress
of damages and the potential reduction in the load-bearing
capacity of bridges. At large culverts are in better condition,
and serious repair works should be planned for only 20% of them.
Programmes for repair and reconstruction of bridges are being
implemented. The main attention is paid to the reconstruction of
the bridges of the major State motor roads, restoration of which
has to take place in accordance with the technical condition
norms specified by the European Union. The majority of bridges to
be reconstructed are located near Rīga, on Rīga bypass, as well
as Rīga - Daugavpils, Rīga - Pskov, Rīga - Liepāja and other
important motor roads. At present, upon rapid increase in the
road transport flow, there is an insufficient number of places
where the River Daugava can be crossed in Rīga city. It causes
traffic jams on bridges, significantly influencing the traffic
flows not only in Rīga city, but also in a wider territory.
As the amount of repair works is smaller than the ageing rate
of bridges, technical condition of bridges continues to
deteriorate. Different restrictions (load, size, speed of driving
and distance) have been introduced on 68 bridges.
Thus, it should be noted that the maintenance and development
of State motor roads is the main priority in the time period up
to 2013. It is also related to the increase of the traffic safety
level for cyclists. No definite action for the development of
cycling has been intended in subsequent years, however, cycling
issues are subject to the traffic safety measures - in performing
reconstruction or construction of motor roads, the necessity to
separate the traffic of cyclists and pedestrians from
carriageways is being evaluated in accordance with the
requirements of the standard LVS-190-2:1999. Also the routes
developed by consultants are being evaluated, and they have been
compiled in the project Cameral Demarcation of the
EuroVelo Route Network in Latvia, developed in 2000.
1.1.2. Rail
Transport and Infrastructure
An indicator of the economic development of Latvia is rail
transport. The State joint stock company Latvijas
dzelzceļš [Latvian Railway] is the largest carrier of rail
freight, however, during the last years two private carriers -
joint stock company Baltijas ekspresis [Baltic Express]
and joint stock company Baltijas tranzīta serviss [Baltic
Transit Service] - also have commenced activities, and the amount
of freight carried by them has already reached 10% of the total
amount.
Rail freight carriage constituted 55% of the total amount of
carriage in the State and more than 80% was carriage of freight
to the three largest ports of Latvia - Rīga, Ventspils and
Liepāja, including from Russia (48.2%) and Belarus (37.4%) via
the large junctions of Eastern Latvia in Daugavpils and Rēzekne.
The main problems for successful development of freight carriage
were caused by the dissatisfactory technical condition of the
railway tracks and rolling stock.
In no country of the Western Europe the contribution of
railway is as significant to the national economy as in Latvia,
evaluating it according to such indicators as tax payments and
investment in the gross domestic product (hereinafter - GDP). Due
to the comparatively small distances national carriage is less
developed, therefore, international carriage - 93% of the total
amount - is dominating in freight carriage by rail.
The Ventspils-Jelgava-Krustpils-Rēzekne railway line is
dominating in freight carriage, which is used for delivery of
freight from industrial districts of Russia to Ventspils port.
The development of freight carriage, which crosses the largest
part of the State territory, may have the largest influence of
the territorial development perspective. Upon increase in the
amount of freight, the depreciation of the railway increases the
danger of accidents, threatening cities and populated areas
around the railway lines.
The main freight carried from the East to the West was oil and
its products, coal, mineral fertilisers, chemical substances.
Mainly foodstuffs and different household goods were carried from
the West to the East. Small amount of freights - mainly timber,
local energy resources and construction materials - were carried
inside the State.
Upon development of ports of Russia, individual transit
freight groups are being lost and the risk to lose also the
existing external trade freight of Russia, which was
traditionally transported through Latvia, particularly through
ports of Latvia, has increased, therefore, the carriers of Latvia
must develop new services, improve the efficiency and quality of
services, to ensure competitive prices and to search for new
clients in the carriage space of Eurasia. Competitiveness of
freight carriage in the European market will largely depend on
the electrification level of the infrastructure because it
directly influences the efficiency of carriage. Similarly, it is
necessary to increase the amount of container transport, as well
as to develop freight orders of local governments because the
part of national carriage in the total amount is very small.
Significant contribution to the economic development of the
State - working places - is provided by the major junctions in
Rīga, Ventpils, Liepāja, Daugavpils, Rēzekne, Jelgava. Almost all
major merchants of Latvia receive raw materials for production by
rail, thus, successful development of many industrial sectors
depends on optimum operation of the railway.
The quality of the rail infrastructure is one of the most
important factors, which influences the competitiveness of Latvia
in the transit carriage market.
The total length of rails in Latvia is 4423.6 km; 12.6% of
them are railway tracks of private use and 87.4% or 2717.7 km -
of public use. At the same time, 142.7 km of the railway tracks
of public use are in possession of district local governments and
the manager of 2579.0 km is the State joint stock company
Latvijas dzelzceļš. In 30% or 605 km of the major railway
tracks of the 1st and 2nd category of
strategic significance the amount of the serviced freights
exceeded the norm, according to which reconstruction should be
performed. Thus, in order to stop the deterioration of the rail
infrastructure, each year capital repairs in length of not less
than 65 km should be performed. 26.3% of the total length of
railway lines are not equipped with traffic management systems
corresponding to the safety standards of the European Union.
11% of all railway tracks have been electrified in Latvia, for
comparison the average indicator of the European Union is 50%.
Density of the railway network in Latvia is 36 m/km2,
but in the European Union - 47 m/km2.
In order for the railway transport of Latvia together with
ports to maintain the market position in international freight
transport in the Baltic Region, it is necessary to continue the
ongoing railway development projects, associated with
infrastructure development and carriage safety improvement, and
implement new projects. The majority of investments is intended
for the development of the East-West Rail Corridor.
Within the scope of the VIA Baltica Spatial Development Zone
Project, the European Commission and representatives of Finland,
the Baltic States and Poland are jointly involved in the
feasibility study of Rail Baltica. The essence of the
project is to study the necessity to construct a high-speed
railway line, corresponding to the European standards, from
Tallinn via Latvia and Lithuania to Warsaw, therefore, the new
railway would form part of the Helsinki-Berlin railway. Within
the scope of the project it is planned to construct a completely
new railway with the rail width of 1435 mm, which conforms to the
European standards. The new railway will be intended for both
passenger and freight carriage.
1.1.3. Port
Activities
There are three large ports operating in Latvia (Ventspils,
Rīga and Liepāja), the proportion of which in the total turnover
of freight was 98.8%, and seven small ports (Engure, Lielupe,
Mērsrags, Pāvilosta, Roja, Salacgrīva, Skulte). Also the
territory of the Port of Ainaži was determined, however, it was
not developed and hitherto the movement of ships was not
possible. All three largest port of Latvia, particularly the Port
of Ventspils, are explicit export ports - the amount of the
freight consigned (mainly transit freight from Russia, Belarus
and other states of the Commonwealth of Independent States
(hereinafter - CIS)) exceeded several times the amount of the
freight received.
Oil, oil and chemical products were dominating in the freight
structure of the Port of Ventspils, and they were delivered
mainly by rail from industrial districts of Russia. Up to 80% of
the freight turnover of the Rīga Free Port was transit freight
for consignment to or receipt from the CIS. The main freights in
the Rīga Free Port were containers, different metals, wood, coal,
mineral fertilisers, chemical freight, oil and foodstuffs. The
amount of the freight consigned in the Port of Rīga increased -
from 13 265 thous. t (in 2001) to 22 046 thous. t (in 2005), also
in the Port of Liepāja - from 2762 thous. t (in 2001) to 3766
thous. t. (in 2005).
In 2005 in total 55 890 thous. t were consigned through ports
of Latvia and 4152 thous. t were received. The Port of Rīga was
dominating in relation to the amount of the received freight -
2384 thous. t. (in 2005). During the last years the amount of the
received freight had a tendency to increase slightly because 1618
thous. t. of freight were received in 2001. The amount of freight
received in the Port of Ventspils also changed by years from 396
(in 2001) up to 829 thous. t. (in 2005), and a positive tendency
was observed. The development of the Port of Liepāja should also
be noted where during the time period from 2001 to 2005 the
amount of the received freight increased from 498 thous. t. to
742 thous. t. and in small ports - from 34 to 197 thous. t.
during the same period of time.
In comparing the freight turnover in the ports of the East
coast of the Baltic Sea it should be concluded that for the first
time in the last five years Ventspils lost its leading role and
in 2005 was in the fourth place after Saint Petersburg, Primorsk
and Tallinn. The turnover in the Port of Rīga increased and in
2005 it was in the fifth place (in 2000 - in the sixth place),
however, at the time Būtiņģe and Primorsk had not been operating
yet. The amount of freight in Liepāja did not increase
substantially during the preceding years.
Although the total freight turnover at the largest ports of
Latvia kept increasing, negative tendencies were observed in
individual freight groups, which were related to the increase in
competition among the ports of the Baltic Sea Region.
Particularly the amount of freights of higher value (general
cargoes, oil etc.) reduced, which attested to negative tendencies
in the development of ports.
The small ports of Latvia should be noted, in which the amount
of the consigned freight increased three times during the
preceding years and constituted 1044 thous. t. in 2005. The
increase in the freight turnover of small ports had a substantial
significance in the development of the neighbouring regions -
roads were arranged, new working places were created, economic
development was promoted. Commercial freight was handled at the
ports of Skulte, Mērsrags, Salacgrīva and Roja. The ports of
Engure, Pāvilosta and Lielupe2 operated only as
fishing and yacht ports, ensuring only handling of the fish
caught.
The previous organisation of sea passenger transport has been
inefficient in Latvia. Apart from the freight-passenger line to
Germany, a ship specially intended for passenger carriage in line
to Stockholm was operating in the Port of Rīga, however, it
discontinued its operation in the third quarter of 2005.
There are several freight-passenger lines operating in the
port of Ventspils at present, which offer passengers an
opportunity to travel by ship to Germany and Sweden. Although
during the last years an increase in the number of the passengers
carried was observed, in general it was small (11.18 thousand in
2004 in Ventspils and 15.53 thousand in Liepāja). In May 2005 a
new line from Ventspils to Montu on Saaremaa Island in Estonia
was opened.
The main problem, which caused the low demand in carriage of
passengers by sea in the Port of Rīga, was insufficient
demand.
The majority of ports are located along the coast of the Gulf
of Rīga, and there are three ice-free ports along the coast of
the Baltic Sea - the Port of Ventspils, the Port of Liepāja, as
well as Pāvilosta. The work of the majority of small ports of the
Gulf of Rīga, on average for 1-2 months, is hindered by ice.
In order to involve Latvia more successfully in international
trade and transit circulation, to promote the attraction of
investments and the development of production, as well as the
creation of new working places, the large ports were granted the
status of special regime with tax relief. The ports of Ventspils
and Rīga were specified the status of free port, but the Port of
Liepāja became a part of the special economic zone of
Liepāja.
The second largest potassium salt handling terminal in the
world is operating in the Port of Ventspils. Up to 20% of the
world trade amount of potassium salt are handled there. The
largest crude oil and oil product handling terminal in the Baltic
States and terminal for handling of liquid chemical products with
three quaysides are located in the port. The maximum permissible
draught of oil tankers is 15 m. Moreover, terminals of usual
freights are functioning in Ventspils where metals, timber,
fruit, sugar and other products are handled. The Port of
Ventspils is able to service ships with the load capacity up to
150 000 DWT and the permissible length up to 270 m.
The Port of Rīga is an important multipurpose port among the
states of the Baltic Sea. The port contains a container terminal,
timber terminals, passenger and ferry terminals, liquid cargo -
oil products, chemical substances, liquified gas - terminals and
bulk cargo terminals. The (estimated) freight handling capacity
of terminals of the Free Port is 45 mill. t per year. The Port of
Rīga links its development to specialisation in processing of
container freights. At present the development of the Port of
Rīga is hindered by insufficiently developed access roads to the
major motor roads and State motor roads. The Port of Rīga planned
to perform reconstruction of the container port so that it would
be the largest one in the Baltic Sea in this
field.3
The Port of Rīga is the main passenger port in Latvia.
However, the Port of Rīga has not sufficiently used the
possibilities of passenger servicing, passenger traffic from Rīga
is not adequate to the possibilities of Rīga as metropolis and
the centre of the Baltic States. The number of passengers is
significantly lower than in the ports of Tallinn and
Klaipeda.
Mostly general cargoes - timber, metals, as well as bulk
cargoes and liquid cargoes - were being handled in freight
handling terminals of Liepāja. The Port of Liepāja services
ships, the draught of which is up to 9.5 m and load capacity - 40
000 DWT. Until 2005 the port capacity ensured handling of
freights in the amount of 7.5 mill. t/per year. It is planned to
increase the capacity of handling amount of the port by almost
two times by significantly reconstructing the port
infrastructure. The Port of Liepāja has significant plans for the
development of sea passenger transport - infrastructure for the
receipt of passengers has been created in the passenger
terminal.
Only ships with the draught up to 5.5 m were serviced in the
small ports. As the amount of freight handling was small, the
limited income of the ports of Engure, Lielupe and Pāvilosta
hindered investments in reconstruction of hydrotechnic structures
and modernisation of infrastructure, which hindered the
functional development of these ports.
1.1.4. Airport
Activities and Air Transport
Although during the last 10 years continuous, although
relatively small increase in the number of passengers was
observed, it could not be anticipated that the international
airport Rīga would become a significant air traffic centre
of the European Union in the subsequent 15 years. In order to
achieve a crucial change of the situation, in 2004 the payments
for air navigation services and services provided by the airport
Rīga were substantially reduced, passenger departure fee
was revoked and differentiation of the costs of services of the
airport Rīga was introduced according to the number of
passengers carried by each airline during a year. As a result of
the price policy implemented by the Ministry of Transport, the
market of air services of Latvia became much more attractive, and
a range of new foreign airlines joined it, thus expanding the
possibilities of consumers to choose and ensuring fair
competition. Both local and foreign airlines revised their price
policy. Accordingly the price of air tickets reduced
significantly and air services became available to a wider range
of inhabitants. The number of passengers and aircrafts serviced
by the State joint stock company International Airport
"Rīga" (hereinafter - airport Rīga) increased
significantly and the airport convincingly became the dominating
one among the airports of the three Baltic States. In 2004, in
comparison with 2003, the number of passengers serviced by the
airport Rīga increased by 49%, but in 2005 the number of
passengers serviced reached 1.877 mill.
In 2004 regular flights from Rīga were performed already in 29
routes. In 2005 three new flight routes were opened. For
comparison, in 2002 regular flights from Rīga were performed only
in 16 routes. The national airline of Latvia Airbaltic was
the first airline of the new Member States of the European Union
to use the advantages of the free air service market of the
European Union and established its representation office in
Lithuania, and commenced regular flights from Vilnius in 2004. In
2005 regular flights in the first domestic flight route Rīga -
Liepāja were commenced.
The development of services was promoted by the fact that all
requirements of the European Union in the field of aviation were
fulfilled so that Latvia could have access to the free air
service market of the European Union, and preconditions were
created so that commercial aviation activities of Latvia could
operate and compete successfully in the air service market of the
European Union. Infrastructure objects of the airport Rīga
and the State joint stock company Latvijas Gaisa Satiksme
[Latvian Air Traffic] were reconstructed and modernised according
to the requirements of the European Union in a timely manner.
Also possibilities to defend the interests of Latvia in the
process of development and adoption of legal enactments of the
European Union, as well as during modification of air traffic
contracts of the European Union and the third countries; the
intergovernmental contracts entered into with the third
countries, which created preconditions for expansion of the
regular flight network, were the factors promoting
development.
As a result of the policy implemented in the field of aviation
new air carriers entered the air service market of Latvia, thus
creating possibilities for expansion of the route network of
direct and connecting flights, which is important for the
development of commercial activity and tourism.
Since 1998 freight carriage takes place only from the Rīga
airport. In general carriage of freight by air does not have a
significant role in the national economy.
At present three airports are certified in Latvia - the
airport Rīga belonging to the State and two airports,
Liepāja and Ventspils, belonging to local
governments. 99% of flights are performed from the airport
Rīga. The passenger flow in airports Liepāja and
Ventspils is low and income from primary activity do not
cover the expenditure related thereto. The first general aviation
airfield Ikšķile has also been certified.
During the last years substantial changes took place in the
field of aviation in Latvia. Infrastructure of the State joint
stock company Latvijas Gaisa Satiksme [Latvian Air
Traffic] (hereinafter - LGS) and the airport Rīga
was reconstructed and modernised according to the requirements of
the European Union in a timely manner, which increased the
traffic capacity of the airport up to 2 mill. passengers a year
and allowed to service 500 passengers an hour.
Upon increase in the number of passengers and volume of
freight, it is necessary to receive aircrafts with larger
passenger and freight capacity, which cannot be ensured at
present because the existing runway is not sufficiently long. The
existing length of runway makes it impossible to ensure the
functions of the merchant country of NATO forces in good
quality.
1.1.5. Transit
Development
Geographical location of Latvia along the East coast of the
Baltic Sea with its ice-free ports and infrastructure of motor
roads and railway, which has been largely created for the export
needs of the resources of Russia and other CIS states and for the
import needs of other goods, as well as the modern logistical
tendencies in the space of Eurasia, serve as a precondition for
the provision of efficient transit services and the increase in
export of services of Latvia, contributing largely to the
balancing of the external trade balance of the State. The range
of transit services comprises services of ports, railway, road
carriers, customs warehouses and brokers, as well as ship agents,
forwarding agents and operators of oil product pipelines. They
all operate in the conditions of international competition and
mainly compete with other Baltic States, Finland and Russia.
Moreover, they very largely depend on the foreign policy
situation of the State, relationship with neighbouring countries,
tax norms and norms of customs law, as well as actions of other
services working in the border control.
Regardless of reduction of the part of transit services in the
sector, the proportion thereof was still relatively high,
substantially influencing the total output of the sector. Changes
in external demand also created the main fluctuations in the
sectoral dynamics. They were based on the transport policy of
Russia with the objective of directing transit freights through
its ports. Rail tariffs in the territory of Russia were two to
three times higher for the direction to Latvia than to the ports
of Russia. No improvements in facilitation of border-crossing
were performed, which created long lines at the Latvia-Russia
border; the number of permits for carriage by road was
consequently restricted for carriage of Latvia. After the
building of a new oil terminal in Primorsk, the oil transit flow
by main pipelines in the direction of Latvia was also cut off.
There is also a risk that the oil product flow by main pipelines
could also be cut off.
In transit services each 10 million tons give at least 1% GDP.
Therefore, it is within the interests of Latvia to recover the
lost amounts of freights and to attract new ones. In such a way
the transit flow could be increased by at least 30% during the
subsequent three or four years.
According to the tendencies of the preceding years in the
transport sector in the space of Eurasia, particular attention
should be paid to the development of new services and entering of
new markets, improving the qualification of logistics specialists
and developing new possibilities for the creation of logistics
and distribution services and infrastructure, which provide
substantially larger contribution to the economic development of
Latvia.
1.1.6.
Development of Public Transport
In general the functions of the public transport organisation
in Latvia are implemented by 34 State administrative institutions
of different levels - the Ministry of Transport, district
councils and city councils. Taking into account this principle of
shared competence, sometimes such situations arise when the
common principles for the creation of route network are not
observed in the creation of route network, causing also
substantial differences in the quality of services in different
regions of Latvia. It is necessary to determine a uniform
standard for public transport services, perceiving it as the
requirements put forward to the access to the route network
(density of the route network and intensity for specific
territories, regulatory, price level, compatibility of routes
(transfer possibilities)), to the merchant (personnel and quality
management system in a commercial company, the range of services
to be performed, equipment etc.) and to the service (the type and
possibilities of ticket sale, requirements for equipment of
vehicles).
Regardless of the low development rate of the quality of
services, in 2004 the number of the passengers who had used
services of the suburban public transport exceeded the indicators
of 2000 by 20% (on average by 10% in the public transport), and
each year the number of passengers who had used public transport
services continues to increase in the amount of 2-4%.
Approximately one third of the passengers carried in suburban
traffic are carried in domestic carriage of passengers by rail.
In separate regions (particularly the electrified railway in the
vicinity of Rīga) railway is an integral part of the public
transport system. In case of cessation of the traffic of electric
trains, other types of transport would not be able to provide
adequate services.
1.2. Analysis of
Strengths, Weaknesses, Opportunities and Threats
Strengths
1. Advantageous geographical location in the market of
international transport services.
2. Optimum layout of the motor road and rail network.
3. Rapid development of private providers of transport and
logistics services.
4. Flexible, experienced labour force and comparatively low
costs.
5. Experience of transport operators of Latvia in the market
of Eastern neighbouring countries.
Weaknesses
1. Insufficient quality of the transport infrastructure
(including lack of city bypasses of good quality, insufficiently
good condition of access roads to ports etc.).
2. Low traffic safety level on motor roads and streets.
3. Insufficient traffic capacity of railway lines in
individual sections of the major lines.
4. Low load of the rail infrastructure of regional
significance, which results in high utilisation cost of the
infrastructure.
5. Insufficient amount of private investments, which slows
down the development of the infrastructure.
6. Insufficiently developed public transport system.
7. Relatively low remuneration for the persons working in the
sector, policies for the preparation and attraction of the staff
and specialists have not been determined.
8. Applied research, on which taking of decisions could be
based, is not supported.
Opportunities
1. Stable economic development of the State (rapid GDP
increase rate).
2. Development of the transport system of Latvia in the joint
transport system of Eurasia, which has been co-ordinated with the
long-term objectives of the State.
3. Possibility of using the financial resources of the
European Union for the development of transport.
4. Use of the modern IT (traffic organisation in cities,
information regarding the condition of roads, GPS, traffic
management etc.).
5. Increase in the competitiveness of transport services and
access to the European Union market of transport services.
6. Modernisation of traffic networks, improvement of the
quality and competitiveness thereof.
7. Increasing of the traffic safety level.
8. Infrastructure, including oil and oil product pipelines are
used efficiently for transit freight deliveries to the ports of
Latvia and in other directions.
9. Rapidly growing market of carriage of passengers.
10. Development of the airport Rīga as the air traffic
centre of European significance.
11. Promotion of the development of less developed State
regions and development centres.
Threats
1. Measures for increasing the traffic capacity of railway in
direction to inland border crossing points of Latvia are not
planned and performed on behalf of Russia.
2. Retraining and migration of the labour force due to the low
remuneration.
3. Dependence of the transit freight flows on external
unforeseeable political and economical factors.
4. Danger caused by carriage of dangerous goods.
5. Terrorism.
1.3. Regulatory
and Institutional Base of the Transport Policy
Policy documents:
1) the National Development Plan 2007-2013 (handed over
for public discussion);
2) the National Strategic Reference Framework
2007-2013, approved by the Cabinet on 31 January 2006;
3) the National Lisbon Programme of Latvia for
2005-2008, approved by the Cabinet on 13 October 2005;
4) the Long-term Economic Strategy of Latvia, approved
by the Cabinet on 17 July 2001;
5) the Sustainable Development Guidelines of Latvia,
approved by the Cabinet on 15 August 2002;
6) the Uniform Strategy of the National Economy,
approved by the Cabinet on 17 August 2004;
7) the Regional Policy Guidelines, approved by the
Cabinet on 2 April 2004;
8) the National Programme of Transport Development
(1996-2010), approved by the Cabinet on 14 November 1995, and
the update thereof National Programme of Transport Development
(2000-2006), approved by the NPTD Co-ordination Council on 25
February 2002;
9) the Programme for the Preservation and Development of
the State Motor Road Network (2000-2015), approved by the
NPTD on 25 February 2002;
10) the Guidelines for Arrangement of the State Second
Grade Motor Roads, approved by the Cabinet on 30 November
2004;
11) the Guidelines for the Development of the Public
Transport for 2005-2014, approved by the Cabinet on 29
September 2004;
12) the Concept for the Creation of the State Route Network
Agency, approved by the Cabinet on 7 September 2005;
13) the Concept for the State Contract of Carriage of
Passengers by Rail for 2007-2016, approved by the Cabinet on
4 November 2005;
14) the Concept On Solving Issues Related to the
Co-ordination, Safety and Protection of Carriage of Dangerous
Goods, approved by the Cabinet on 6 December 2005;
15) the Programme for the Development of the State Major
Motor Roads of Latvia for 2007-2013 (co-ordination among the
structural units of the Ministry of Transport is taking place);
and
16) the Strategy for the Daily Maintenance of State Motor
Roads (2007-2014), approved by the Ministry of Transport by
Order No. 160 of 28 September 2005.
Laws:
1) Road Transport Law;
2) Road Traffic Law;
3) Law On Motor Roads;
4) Law On Annual Fee for Vehicles;
5) Railway Law;
6) Carriage by Rail Law;
7) Law On Aviation;
8) Maritime Administration and Marine Safety Law;
9) Maritime Code; and
10) Law On Ports.
The Ministry of Transport is the governing State
administrative institution in the transport and communications
sector, which develops draft legal acts regulating the sector and
draft policy planning documents, ensures the implementation of
the policy in the State administrative institutions subordinate
to the Ministry and in capital companies, in which the Ministry
is the holder of capital shares.
The transport policy in co-operation with the Ministry is
implemented by:
the State institution of direct administration Road
Transport Inspectorate;
the State limited liability company Road Transport
Administration;
the State joint stock company Latvian State Roads;
the State joint stock company Road Traffic Safety
Directorate;
the State institution of direct administration State
Railway Administration;
the State institution of direct administration State
Railway Technical Inspectorate;
the State joint stock company Latvian Railway;
the State joint stock company Maritime Administration of
Latvia;
the State institution of direct administration Air Accident
and Incident Investigation Bureau; and
the State agency Civil Aviation Agency.
Also other ministries (the Ministry of Economics, the Ministry
of Finance, the Ministry of the Interior, the Ministry of Health,
the Ministry of Welfare, the Ministry of Education and Science,
the Ministry of Environment, the Ministry of Regional Development
and Local Government), regional development agencies and local
governments are involved in the implementation of the policy.
1.4. Transport
Development Within the Context of the European Union
The White Paper is a European transport policy document
for 2010, accepted in 2001. The most important objectives to be
achieved and measures provided in the White Paper are:
1) shifting the balance between modes of transport:
- revitalising the railways (mainly in relation to carriage of
goods);
- improving quality in the road transport sector (tariffs,
protection of carriers);
- striking a balance between growth in air transport and the
environment; and
- development of intermodal transport (Marco Polo
project);
2) eliminating bottlenecks: Trans-European network:
- creation of multimodal transport networks giving priority to
carriage of freight by rail;
- high-speed network for passengers (railway);
- major infrastructure projects;
- traffic management (Galileo project); and
- promotion of maritime and internal waterway transport
(motorways of the sea, safety of maritime traffic etc.);
3) creation of fair and impartial payment system for the users
of infrastructure;
4) placing users at the heart of transport policy:
- improvement of road traffic safety;
- recognising the rights and obligations of users;
- intermodality in carriage of passengers;
- development of urban transport of high quality; and
- research development;
5) globalisation effects:
- managing the globalisation effects (International Maritime
Organization (hereinafter - IMO), International Civil Aviation
Organization (hereinafter - ICAO), etc.); and
- determination of medium and long-term environmental
objectives oriented towards sustainable development.
In 2005 mid-term evaluation of the White Paper took
place, after which the most important areas in the development of
transport in Europe were determined for the subsequent five
years, including implementation of priority projects of
infrastructure, creation of multimodal transport networks giving
priority to carriage of freight by rail, creation of high-speed
network for passengers, traffic safety, ensuring traffic
management (Galileo project), promotion of maritime and inland
waterway transport (motorways of the sea, maritime traffic
safety, etc.), ensuring intermodality in carriage of passengers,
development of urban transport of high quality.
In accordance with the Lisbon Strategy, the objective
of implementation of which is to make the European Union the most
competitive participant in the global market, Latvia has
developed the National Lisbon Programme of Latvia
2005-2008, in which the arrangement of the transport
infrastructure has been specified as one of investments and
factors necessary for the creation of attractive environment. The
European Commission has marked this very aspect as one of the
strengths of the National Lisbon Programme of Latvia
(Progress Report of the European Commission of 25 January 2006 on
Lisbon Strategy). Moreover, the Lisbon Strategy brings forward
investments in education, research, innovations as one of the
main fields of action, which are important to be ensured also in
the transport sector.
The solution to the transport problems of Latvia largely fits
in the general implementation of the European Union transport
policy, bringing forward the improvement of the traffic safety,
the development of the public transport, the preservation of the
significance of rail transport, the promotion of
environmentally-friendly transport by arranging motor roads, as
well as the improvement of education and qualification of
transport professionals in order to improve their competitiveness
in the labour market of Europe, as the most important
sectors.
2. Formulation
of Problems Requiring Implementation of Definite Government
Policy
It is necessary to specify the transport development policy
more precisely because there is no policy document, in which the
objectives and results to be achieved in the whole transport
sector for the time period from 2007 to 2013 had been aggregated.
Upon analysing the situation in the transport sector, the
following should be distinguished as the main blocks of the
problems to be solved:
- the quality of infrastructure and the traffic safety, which
would ensure the sustainability of the transport system,
- passenger and freight transport services of good quality
accessible to the inhabitants and merchants of Latvia, which
would ensure the mobility of people,
- maximum export of transport and logistics services, which
would ensure substantial income to the State,
- education, research and co-ordination thereof with the
ministries of other sectors and planning regions, which would
ensure taking of more justified decisions, as well as
professional sectoral specialists.
All these aspects have not been completely reflected in the
policy planning documents in effect at present, moreover, the
operation period of several documents expires in 2006:
1) in 2006 the operation period of the updated National
Programme of Transport Development (2000-2006) expires;
2) a range of policy planning documents in the transport
sector has been adopted, the operation term of which exceeds 2006
(Guidelines for the Development of the Public Transport for
2005-2014, Guidelines for the Municipality Support to
Arrangement of the State Second Grade Motor Roads, Concept
for the State Contract of Carriage of Passenger by Rail for
2007-2016, Concept for the Creation of the State Route
Network Agency, Concept on Solving Issues Related to the
Safety and Protection of Carriage of Dangerous Goods);
3) activities for the improvement and accessibility of
transport infrastructure, as well as the development of the
transport system, have been specified in the operational
programmes of the National Strategic Reference Framework (measure
Large-scale Transport Infrastructure Improvements and
Development, which includes the following activities:
Improvement of TEN Motor Road Network, Reconstruction and
Development of TEN-T Rail (development of the infrastructure for
the East-West rail corridor and Rail Baltica), Development
of the Infrastructure of the Large Ports, Development of the
Infrastructure of Airports, Improvements of Urban Infrastructure
for Linking with TEN-T, Sustainable Development and ERDF measure
Development of Accessibility and Transport System, which
includes the following activities: Arrangement of the State Motor
Roads of the First Grade, Arrangement of Transit Routes in Urban
Territories, Improvements of the Traffic Safety in Populated
Areas, Improvement of the Infrastructure of the Small Ports);
4) there are fields, in which the major development directions
in general (except the large infrastructure projects) have not
been specified since 2007 (railway, ports, aviation);
5) accession to the European Union determines the necessity to
co-ordinate the State policy with the European Union policy (the
White Paper, Lisbon Strategy); and
6) the necessity to co-ordinate the theses included in the
National Development Plan, the National Strategic
Reference Framework, as well as other policy planning
documents of the national economy regarding the necessity to
develop transport, with the sectoral policy planning
document.
3. Basic
Principles of the Policy
1. Sustainability principle - the development of
transport should ensure mutually balanced and concordant
economic, environmental and social sustainability.
2. Integration and co-operation principle - the
transport policy is created, taking into account the European
transport policy and ensuring the provision of competitive
services. Moreover, in a sense it may be a cross-sectoral area of
activity to be created in co-operation with ministries of other
sectors, planning regions, local governments, social
partners.
3. Principle of openness and "transparency" - the
openness and transparency specified in legal acts is observed
during the development and implementation of any plans and
projects.
4. Decentralisation (subsidiarity) principle - transfer
of the competence from a higher level of administration to a
lower level of administration.
5. Principle of mobility and accessibility - the
transport policy should ensure accessibility and the free
movement possibility, ensuring adequate infrastructure, traffic
safety and services for acceptable prices.
6. Use of the modern IT - in planning the development
of all modes and sectors of transport, the possibilities of the
use of IT should be evaluated in order to achieve as high level
of traffic safety as possible, the convenience of the users and
providers of transport services and the efficiency of the
services provided.
7. Principle of succession and co-ordination - the
introduction of a policy accepted by the government and mutual
co-ordination of policy planning documents is ensured in
planning.
8. Principle of financial possibilities - in planning
the measures for the development of transport, the possibilities
of the use of the resources from the State and local government
budget, financial resources of the European Union, as well as the
possibilities of public and private partnership, are
observed.
4. Policy
Objectives
4.1. Overarching
Objective
Competitive transport infrastructure
of good quality, which has been integrated in the common
transport system of Eurasia, environment for commercial
activities, safe traffic, and transit, logistics and public
transport services of good quality, accessible to everyone.
4.2.
Sub-objectives
1. Comfortable and safe traffic in the State motor road and
rail network, which conforms to the demand and the financial
possibilities.
2. Efficient public transport services, which conform to the
public interests.
3. Provision of the maritime transport safety in accordance
with international standards.
4. Continuously increasing export of transport and logistics
services, the traffic capacity of ports corresponding to the
demand, provision of competitive services in ports and in the
chain of the transport involved.
5. Dynamic air transport system, which ensures increased
contribution to the national economy of Latvia. Rīga as the air
traffic centre for direct and transit passengers. The development
of regional airports supported as much as possible.
5. Outcomes,
Outputs and Indicators
Table 5.1. Results to be
Achieved in the Transport Sector
Result
|
Indicators
|
1.1.
Outcome |
|
State motor roads
and city transit streets have been arranged in serviceable
level (the proportion % of the State motor roads in at least
satisfactory condition) |
Major State motor roads in at least satisfactory
condition - 62% |
State regional motor roads in at least
satisfactory condition with asphalt surfacing - 49% |
State local motor roads in at least satisfactory
condition with asphalt surfacing - 59 % |
State regional motor roads in at least
satisfactory condition with gravel surfacing - 63 % |
State local motor roads in at least satisfactory
condition with gravel surfacing - 64 % |
Outputs: |
|
1.1.1. TEN-T (major State) motor
roads have been constructed and reconstructed, applies also to the outcome referred to
in Paragraph 1.2 of this Table |
103.9 km have been constructed and reconstructed
(including 47.9 km - the project Jēkabpils-Varakļāni
terminated in 2009) |
1.1.2. Regional motor roads have
been arranged, applies also to
the outcome referred to in Paragraph 1.2 of this
Table |
330 km have been reconstructed |
1.1.3. Urban transit streets
have been reconstructed, applies also to the outcome referred to
in Paragraph 1.2 of this Table |
20 km have been reconstructed |
1.1.4. Urban traffic safety has
been improved, applies also to
the outcome referred to in Paragraph 1.2 of this
Table |
100 projects for improvement of urban traffic
safety have been implemented |
1.1.5. The infrastructure of the
large cities has been improved for a link with TEN-T |
Two projects have been implemented |
1.2.
Outcome |
|
Road traffic safety has been
increased |
Reduction in the number of road accident
fatalities in comparison with 2001 - 70% |
Outputs |
|
Outputs have been specified in
the Road Traffic Safety Programme for 2007-2013 |
|
1.3.
Outcome |
|
Train speed has been
retained, preventing restrictions of technical operation |
Average technical movement speed of freight
trains 42.8 km/h |
Relative level of
railway traffic accidents (this level is the number
determined for each particular EU country. It is reviewed
once every three years. At present 5.03x10-9 is
specified for Latvia. The referred to level is calculated by
the European Railway Agency) |
Outputs |
|
1.3.1. TEN railway tracks have
been constructed, |
Railway tracks in length of 52 km have been
constructed, |
TEN railway tracks have been
reconstructed |
railway tracks in length of 260 km have been
reconstructed, |
1.3.2. Modernisation
of the train movement control system and the rolling stock
Hot-box detection system of the East-West Rail Corridor has
been performed |
Modernisation of the train movement control
system of the rail corridor - 100% of the amount provided for
in the project (to be terminated in 2010) |
Modernisation of the system for detection of
overheated boxes of the rolling stock - 100% of the amount
provided for in the project (to be terminated in 2010) |
2.1.
Outcome |
|
Access of passengers
with special needs to the services of the public transport
has been ensured, by adapting busses, railway stations |
The proportion of busses adapted to passengers
with special needs in regional carriage of interurban
significance - 10% |
The proportion of busses adapted to passengers
with special needs in regional carriage of local significance
- 5 % |
The proportion of railway stations adapted to
passengers with special needs - 5% |
Outputs |
|
2.1.1. Supervision
of the fulfilment of contractual liabilities of the providers
of public transport services has been performed, applies also to the outcome referred to
in Paragraph 2.2 of this Table |
The proportion of the inspected carriers (%) from
the total number of carriers - 15% (for interurban carriers -
100%) |
The proportion of the surveyed runs (%) from the
total amount of services - 10% |
The number of examinations of the utilisation of
finances - 15% (for interurban carriers - 100%) |
2.2.
Outcome |
|
All inhabitants have
been provided with a possibility to get to the municipality
centre, to attend educational institutions, to get to
workplaces and State and local government institutions during
their regular working hours, using public transport |
The proportion of rural territories where at
least two runs a day are ensured, which connect rural
territories and the municipality centre - 100% |
The proportion of municipalities where at least
two runs a day are ensured, which connect municipalities and
the centre of the region or the capital - 100% |
Outputs |
|
2.2.1. The interurban route
network has been maintained |
Yes |
2.2.2. The regulatory base in
the public transport sector services has been arranged |
Yes, until the end of 2010 |
2.3.
Outcome |
|
The proportion of carriage of
passengers by rail in the total amount of carriage of
passengers has been increased |
The proportion of the number of rail passengers
in the total amount of carriage of passengers - 8% |
Outputs |
|
2.3.1. The number of the new
electric trains and diesel-engine trains purchased |
Seven diesel-engine trains, 34 electric
trains |
2.3.2. The number of cities
(outside Rīga), in which the system for carriage of
passengers by trams has been improved |
Two cities (Daugavpils,
Liepāja)
|
3.
Outcome |
|
Admission to the White List of
the Paris Memorandum of Understanding (PMoU) |
The number of Latvian flag ships detained in
foreign states versus the number of inspections (%), striving
for reduction in the transition factor from 0.15 to 0 or
negative (condition for inclusion in the White List) |
4.1.
Outcome |
|
Increase in the
turnover of transit freights in ports of Latvia is more rapid
than in competitive ports |
Increase in the turnover of transit freights -
10% |
Increase in the turnover of container freights
and ro-ro freights - 20% |
Outputs |
|
4.1.1. Measures for
popularisation of transit and logistical possibilities have
been implemented, applies also
to the outcome referred to in Paragraph 4.2 of this
Table |
The number of international exhibitions, in which
the ports of Latvia and undertakings related to transit
business are participating with national stands - five a
year |
The number of trade missions and seminars, in
which the ports of Latvia and undertakings related to the
transit business are participating in the countries of Asia
and the Far East - two a year |
The number of the marketing events and
informative materials of the ports of Latvia and transit
services - two a year |
4.1.2. The
infrastructure of ports has been improved |
The number of the large ports, in which access
roads have been improved in 2010 - two (in Ventspils,
Liepāja) |
The number of the large ports, in which
investments in improvement of accessibility and hydrotechnic
structures have been made - three |
The number of the small ports, in which
infrastructure has been improved - three |
4.1.3. The project of the port
information system has been implemented |
Yes |
4.2.
Outcome |
|
Increase of distribution
services to other EU Member States |
Increase in the collected customs tax - by
30% |
Outputs |
|
4.1.1. applies also to the outcome referred to in Paragraph
4.2 of this Table |
|
4.3.
Outcome |
|
More rapid border crossing for
freight road transport on the border Latvia-Russia |
The average duration of standing on the border
does not exceed twenty four hours |
Outputs |
|
4.3.1. Electronic control of the
line has been introduced |
Yes |
4.3.2. Directing of the line of
freight road transport to the parking lots next to the
Terehovo BCP has been ensured |
Yes |
5.1.
Outcome |
|
Rīga - dynamically
growing air traffic centre of the Baltic Region and European
significance |
The number of the passengers serviced at the
airport in 2013:
6.8 million passengers (including 5.3 million passengers of
the national airline) |
The number of transit and transfer passengers
serviced at the airport in 2013:
3.75 million passengers (including 3.74 million passengers of
the national airline) |
Entering of five new airlines in the airport |
Introduction of 20 new flight routes |
Outputs |
|
5.1.1. The
infrastructure of the international airport Rīga has
been improved |
In accordance with the growth plans of the
national airline the capacity for servicing of passengers
will be increased by 10 million by 2013 |
Expansion and modernisation of the runway and
apron of the international airport Rīga has been performed in
order to ensure the servicing of the passenger flow planned
in 2013 |
5.1.2. Bilateral
intergovernmental agreements on air traffic have been entered
into |
14 new agreements have been entered into |
5.2.
Outcome |
|
Such safety level of flights has
been ensured, which conforms to the international
standards |
The safety level of flights is not lower than the
average level of the EU countries (the number of serious
incidents per unit of carriage) |
Outputs |
|
5.2.1. Aviation
accidents and incidents are investigated in good quality and
in due time, the actual causes of aviation accidents,
incidents and mishaps are determined |
100%
of the total number of incidents and accidents |
5.2.2.
Introduction of technical conformity and safety standards in
the field of carriage by air has been ensured |
10
certified airlines |
14
certified airfields |
3
certified providers of air navigation services |
11
certified organisations of technical maintenance |
9
certified organisations for the maintenance of
airworthiness |
5.3. Outcome |
|
The development of
regional airports (Liepāja, Ventspils, Daugavpils) has been
promoted |
Legal
base has been prepared, which allows regional airports to
apply to the Cohesion Fund projects and to develop the
infrastructure of airports |
Outputs |
|
5.3.1. Construction
and/or reconstruction of the infrastructure performed in
airports |
Upon
implementation of all conditions (applications have been
submitted, the necessary co-financing has been ensured), new
infrastructure of regional airports has been constructed or
the existing one has been reconstructed (depending on the
activity applied and supported in the selection
application) |
6. Directions of
Actions for the Achievement of Policy Objectives and Results
In order to achieve the objectives put forward, which conform
to the requirements of policy planning documents of the national
and EU level, the following directions of actions should be
anticipated:
1) improvement of the quality of the infrastructure:
- maintenance and development of motor roads;
- modernisation of the railway;
- development of port infrastructure (including access roads);
and
- expansion of the international airport Rīga and
development of regional airports;
2) raising the level of road safety:
- co-ordination of the road traffic safety measures; and
- co-ordination of safe handling of dangerous goods;
3) organisation of the public transport services in the State
and regional bus and train routes of local significance of the
route network;
4) promotion of transit services:
- elimination of barriers for the development of transit and
logistical market;
- popularisation of State and transit services;
- searching for new markets;
- introduction of new technologies and services; and
- raising of qualification of specialists;
5) creation and implementation of the transport policy on the
basis of studies and professional specialists.
7. Financing
from the State Basic Budget and European Union Funds for the
Implementation of the Transport Development Guidelines
Table 7.1. The Anticipated
Financing for Implementation of Directions of Actions
(millions of lats)
|
2007
|
2008
|
2009
|
2010
|
2011
|
2012
|
2013
|
Financing
from EU funds available for the time period 2007-2013
|
Improvement of the quality of the infrastructure
|
|
|
|
|
|
|
|
|
State
Road Fund |
194.3
|
235.8
|
121.8
|
89.7*
|
98.7*
|
0*
|
0*
|
|
incl. arrangement of State local motor roads |
12.0
|
12.0
|
0
|
0
|
0
|
0
|
0
|
|
Development of motor roads (CF, ERDF) |
77.5
|
70.9
|
40.2**
|
57.2***
|
14.5
|
0
|
0
|
426.9
|
Modernisation of the railway (CF) |
16.8
|
16.0
|
28.1
|
18.5
|
0
|
0
|
0
|
91.7
|
Development of port infrastructure (including access roads)
(CF, ERDF) |
6.5
|
6.5
|
7.1
|
5.3
|
0
|
0
|
0
|
117.6
|
Expansion of the international airport Rīga and
development of regional airports (CF) |
4.0
|
5.3
|
0
|
0
|
0
|
0
|
0
|
51.7
|
Studies (CF, ERDF, TEN-T) |
1.5
|
0.4
|
2.9
|
2.2
|
0.7
|
1.9
|
0
|
0
|
Public
transport (ERDF, CF) |
0
|
0
|
0
|
0
|
0
|
0
|
0
|
114.1
|
Development of the Public Transport System |
|
|
|
|
|
|
|
|
Grants
for covering of losses for the providers of the public
transport |
48.5
|
74.4
|
71.1
|
56.0*
|
53.5*
|
0*
|
0*
|
|
Promotion of transit services |
|
|
|
|
|
|
|
|
Popularisation of State and transit services |
0.03
|
0.03
|
0.03
|
0
|
0
|
0
|
0
|
|
Searching for new markets |
0.02
|
0.02
|
0.02
|
0
|
0
|
0
|
0
|
|
1. * The financing in the Table has been indicated in
accordance with the Law On the State Budget for 2010. The amount
of financing for 2011-2013 will be determined during drawing up
of the draft budgets for the subsequent years.
2. ** Including 6.5 million lats - loan from the Treasury.
3. *** Including 22.6 million lats - loan from the
Treasury.
4. The financing from the EU funds for 2011-2012 has been
indicated in accordance with the Law On the State Budget for 2010
(Annex 11 regarding long-term liabilities). It is not possible to
anticipate the financing in 2013 because it will depend on the
indicators of the implementation of the budget for 2010.
5. Information regarding the financing from the European Regional
Development Fund and Cohesion Fund, as well as budget projects of
the Trans-European Networks (TEN-T), for the planning periods of
2000-2006 and 2007-2013 has been included in the Table.
8. Planning of
Further Action
In planning further actions, the conformity to the following
policy planning documents of national significance should be
ensured:
1) the National Development Plan of Latvia 2007-2013 (Cabinet
Regulation No. 564 of 4 July 2006, Regulations Regarding the
National Development Plan of Latvia 2007-2013);
2) the Action Plan for Introduction of the Programme for
Stabilisation and Restoration of Growth of Economy of Latvia
(LESIA) (Cabinet Order No. 123 of 19 February 2009, On
the Action Plan for Introduction of the Programme for
Stabilisation and Restoration of Growth of Economy of
Latvia);
3) the report on medium-term policy directions of recovery of
economy (draft); and
4) the Plan of Measures for Improvement of Entrepreneurial
Environment for 2010 (draft).
By making amendments, the Guidelines for the Municipality
Support to Arrangement of the State Second Grade Motor Roads for
2008-2015 and the Guidelines for the Development of the Public
Transport for 2004-2015 are integrated in the Guidelines, thus
ensuring optimisation of the hierarchy of policy planning
documents without losing the results to be achieved, which have
been specified in the referred to documents. They have been
updated according to the existing and anticipated resources of
the State budget, taking into account the present economic
situation in the State.
Further development of new policy planning documents will take
place if it is provided for in the documents of political
guidelines of the European Union or national level, as well as if
a problem in the transport sector is detected, for solving of
which special policy is necessary. In relation to the potential
increase in the financing of the field of motor roads (upon
improvement of economic situation in the State), it is planned to
develop a plan for arrangement of State local motor roads from
2012.
9. Reporting and
Assessment Procedures
Once every two years the Ministry of Transport prepares
Report on the Progress of Implementation of the
Guidelines, which is submitted to the Cabinet in the form of
informative report by 1 July. If necessary, also proposals for
updating of the Guidelines are submitted.
10. Link of the
Guidelines with the Priorities Specified in the Development
Programmes and Strategies of Planning Regions
Upon developing policy planning documents for transport
development, mutual co-operation and co-ordination takes places
with the development agencies of Rīga, Kurzeme, Zemgale, Vidzeme,
Latgale regions, which develop plans, programmes and strategies
for the territory of the planning region. The results of
transport case studies and development matters reflected in the
policy planning documents of the development policy of planning
regions have been taken into account in the Guidelines.
Similar problems in the transport sector have been defined in
all policy planning documents of the development policy of
planning regions: transport infrastructure of poor quality,
particularly motor roads and streets, unsatisfactory services and
access to public transport, poor link between traffic networks
and modes of transport, which conform to the problems identified
in the Transport Development Guidelines. Thus, the directions of
actions in the Guidelines comprise solutions to the problems
identified in the programmes and strategies of regional
development.
Upon developing State and regional planning documents, mutual
exchange and co-ordination of opinions and information takes
place by participating in meetings, meetings of work and
co-ordination groups, providing conditions and statements.
1 Data of the Central Statistical Bureau.
2 The Port of Lielupe operated only as a yacht
port
3 The Baltic Palette II. Transport Coridors Network,
Development Issues of Transport Infrastructure in Rīga Region.
Final Report. 2004
Minister for Transport K. Gerhards
(Cabinet Order No. 518
of 12 July 2006)
Summary of the Transport
Development Guidelines 2007-2013
The Transport Development Guidelines 2007-2013 are a policy
planning document, which determines the basic principles,
objectives and action directions of the transport policy for the
time period from 2007 to 2013.
The main problems to be solved in the transport sector
are:
1) the quality of infrastructure and the traffic safety, which
would ensure the sustainability of the transport system;
2) passenger and freight transport services of good quality
accessible to the inhabitants and merchants of Latvia, which
would ensure the mobility of people;
3) maximum export of transport and logistics services, which
would ensure substantial income to the State;
4) education and studies, which would ensure taking of more
justified decisions, as well as professional sectoral
specialists.
All these aspects have not been completely reflected in the
policy planning documents in effect at present, moreover, the
operation period of several documents expires in 2006.
In order to solve the referred to problems, an overarching
objective has been put forward in the Guidelines - competitive
transport infrastructure of good quality, which has been
integrated in the common transport system of Eurasia,
entrepreneurial environment, safe traffic and transit, logistics
and public transport services of good quality, accessible to
everyone.
In order to achieve the overarching objective of the transport
development policy, the following action directions have been
specified in the Guidelines:
1) improvement of the quality of the infrastructure;
2) increasing of the traffic safety level;
3) organisation of the public transport services in bus and
train routes of State significance of the route network;
4) promotion of transit services; and
5) creation and implementation of the transport policy on the
basis of studies and preparation of professional specialists.
In implementing the transport development policy, it is
anticipated that by 2013:
1) all major State motor roads will be arranged, the
anticipated increase in the proportion of the length of State
motor roads with asphalt surfacing is 0.3% per year, reaching 42%
in 2013;
2) upon modernising the railway, annual volumes of rail
freight carriage will increase, reaching 100 million tons in
2013, technical and legal obstacles for the development of rail
traffic with Central European and Western Europe will be
eliminated;
3) provision of competitive and efficient services in ports
and in the involved transport chain will be ensured;
4) the development of the infrastructure of the international
airport Rīga will ensure annual increase in the number of
the serviced passengers, reaching 10 million passengers in 2013,
regional airports - of Liepāja, Ventspils and Daugavpils - will
operate;
5) the level of traffic safety will increase - the number of
persons who have died and been injured in road traffic accidents
until 2010 in comparison with 2002 will decrease by 50% and until
2013 - by 70%;
6) preconditions for the development of other sectors will be
created, developing public transport services, the number of
passengers carried in the suburban public transport will increase
by 50% until 2013; and
7) the competitiveness of the persons employed in the
transport sector - education and qualification - will be
increased, promoting more efficient creation and implementation
of the transport policy.
It is intended to use different sources of financing for the
implementation of the action directions specified in the
Transport Development Guidelines - State and local government
budget, financial resources of the European Union (Cohesion Fund,
European Regional Development Fund (ERDF), budget of the
Trans-European Network (TEN-T)), as well as private capital.
The following resources from the State and local government
budget are necessary for the implementation of the
Guidelines*:
Cohesion Fund
projects
of which: |
1009.8 million
lats |
national public
(State and local government) co-financing |
|
|
434.8 million lats |
private co-financing |
56.2 million lats |
ERDF projects
of which:
|
293.8 million
lats |
national public
(State and local government) co-financing |
71.4 million lats |
private
co-financing |
7.4 million lats |
State financing
for the maintenance of motor roads, development of the public
transport, promotion of transit, for education and
research |
2.32 billion
lats |
* State budget expenditure has not been evaluated, when
implementing the Road Traffic Safety Programme, as well as when
participating in public-private partnership projects.
Minister for Transport K. Peters
Translation © 2010 Valsts valodas centrs (State
Language Centre)