Cabinet of Ministers Regulations No. 120 in Riga in 2006 (February 14. 9. § 13) the rules on the Cohesion Fund framework document Issued in accordance with the European Union cohesion fund project management article 4 of the law on the fourth paragraph of point 4 1. approve the framework document of the Cohesion Fund (hereinafter referred to as the frame document) 2004-2006 funding period (annex). 2. the managing authority, payment authority, intermediary organisations and the authority shall ensure the implementation of the Cohesion Fund funded environmental infrastructure and transport infrastructure projects and the implementation and management of the associated technical assistance project (hereinafter the project) implementation in accordance with the framework set out in the document. 3. the project applicant is responsible for the conformity of the application of the draft framework of the criteria laid down in the document. This condition does not apply to projects approved or submitted for approval to the date of entry into force of the provisions. 4. the managing authority shall submit to the Ib project submissions that meet the requirements of the document. Prime Minister a. Halloween instead of the Minister of finance, Minister of health l. Smith, approved by Cabinet of Ministers of 14 February 2006 of Regulation No. 120 cohesion fund FRAMEWORK document 2004-2006 period to finance the contents i. Introduction 1 General conditions 1.1. the legal basis for funding Financed projects 1.2 1.3. National financing cohesion fund 2 of leadership 2.1. institutional framework 2.2. Cohesion Fund management responsibility of the institutions involved in 2.3. Cohesion Fund Administration and management of the implementation of the project approval 2.3.1 2.3.2. financial management and control monitoring 2.3.3 2.3.4 2.4 publicity. Financial control audit 3. ISPA project IMPLEMENTATION expertise 4. Community legislation on environmental and TRANSPORT projects in the field of part II INTRODUCTION introduction 1. Environmental policy 2. environmental investment strategy 3. situations analī and challenges 3.1. Analysis of the situation of the water management tasks, legislation for the introduction of 3.2 waste management situation analysis tasks, legislation for the introduction of 3.3 air quality situation analysis tasks of legislation for the implementation of the contaminated sites remediation 3.4 analysis of the situation of the Priority measures 4. EU support to environmental policy objectives
4.1. Eu co-financing leverage priorities 2005-2006 4.2. Cohesion Fund project selection criteria 5. Cohesion Fund planned projects part III 1. The long-term objectives of TRANSPORT policy, 2. Background 2.1 2.2 2.3 Rail Road port 2.4 2.5. Airport public transport 3. TRANSPORT systems DEVELOPMENT in Riga 3.1. combined transport 4. TRANSPORT development long-term goal to 2006 4.1. Resources for the achievement of the objectives of the PROJECT 5 random justification i. introduction the Cohesion Fund framework document defines the as the Republic of Latvia will use the resources of the Cohesion Fund financing of projects in the environmental and transport sector. The Cohesion Fund was set up to promote economic and social cohesion in the European Community (hereinafter the community), supporting projects financially, technically and financially independent project stages, and a whole group of projects formative environment and trans-European transport infrastructure networks (TEN-T). According to the Council of 16 May 1994, Regulation (EC) No 1164/1994 establishing a cohesion fund that provides financial support for projects promoting the European Union (hereinafter EU) laid down in the Treaty establishing the objectives of environment and Member States in the field of TEN-T, in which gross domestic product (GDP) per capita at purchasing power parities is less than 90% of the Community average and which have a programme for the implementation of the EU Treaty article 104 c of the Treaty, the objectives set out in the conditions of economic convergence. in December 2002 in Copenhagen enlargement negotiations were concluded between existing and potential Member States. Central and Eastern European countries the maximum amount of funding available is 2897 million euro in 2004, 2430 million euros in 2005 and 3251 million euro in 2006 (current prices). Of the total Central and Eastern European countries the Cohesion Fund from 2004 to 2006 for Latvia allocated 5.07% to 7.08%. On the future of the cohesion fund allocation for the following years will be decided in 2006 to the then existing Member States. table 1 from 2004-2006 Latvia available features of the Cohesion Fund 2004 2005 2006 total million euro, current price of Central and Eastern Europe available funding maximum 2 897 2 430 3 251 8 578 finansτjum available for Latvia – 7.08% minimum 221.4 182.7 202.6 606.8 Latvia finansτjum available-5.07% 163.6 133.7 137.0 434.9 projects initiated before Latvia joined the EU, will continue to be financed from the Cohesion Fund so still have to find a pretty significant amount of these funds. New projects are linked to the Cohesion Fund, established from 2004-2006. The project approval process, the European Commission (EC) determines the project deadline. Although the proposals will be presented to receive the funds, which are available from 2004 to 2006, the actual expenditure will be mainly carried out in 2006. Financing is usually provided in the distribution over the years, however, in some cases, EC, confirming the project, you can assign a total amount of aid. 1. General provisions 1.1 the legal basis for the financing of the Cohesion Fund provided for in the EU Treaty article 161 130 d. The Fund was established by the Council on 16 May 1994, Regulation (EC) No 1164/94 establishing a Cohesion Fund (hereinafter referred to as the Council Regulation No 1164/94), with the amendments made by the Council of 21 June 1999, Regulation (EC) No 1264/1999 amending Council Regulation (EC) No 1164/94 establishing a Cohesion Fund and Council of 21 June 1999, Regulation (EC) No 1265/1999 amending Annex II to Council Regulation No 1164/94 establishing a Cohesion Fund (hereinafter referred to as the Council Regulation No 1265/1999). The following amendments were made to the Commission on 6 January 2003 Regulation (EC) No 16/2003 on special detailed rules for implementing Council Regulation 1164/94 on eligible expenditure measures which cohesion fund co-financing. Commission of 29 July 2002, Regulation (EC) no 1386/2002 set out the specific rules, introducing the detail of Regulation No 1164/94 establishing the management and control systems for assistance granted from the Cohesion Fund and for the financial correction procedure. 1.2. the projects to be funded by Council Regulation No 1265/1999 meaning project "is an economically indivisible series of activities which comply with certain technical functions, and which have clearly identified aims". The Cohesion Fund's resources can be assigned to individual projects, stages of projects or groups of projects if the project constitute a unified whole. Council Regulation No 1265/1999 project has the meaning "technically and financially independent stage which can be identified". It includes also the feasibility and technical study stage. The project can be considered as a group, if they meet the following criteria: • they must be in the same area, such as a river basin or the waste management in the region; • they must be conducted in accordance with a common plan for the entire area or corridor with clearly identified goals; • they must be supervised by a body responsible for the project within the Group of the coordination and monitoring of the project. Technically, the project feasibility study will be prepared according to the 2002 planning gadaReģionāl Directorate-General (DG Regio) "guidelines for investment project cost-benefit analysis", which provides a brief description of the technical-economic justification and economic cost-benefit analysis in the environmental and transport sector. Every project application meets the criteria established to ensure the quality of the project: • project economic and social benefits in the medium term are commensurate with the investment. The assessment is carried out in a cost-benefit analysis; • the project's contribution to the community's environmental objectives and the development of the transport network is expressed in the form of the results to be measured; • project meets the requested Member State priorities; • the volume of the project both transport and environment is balanced; • the project's compatibility with other Community policies and its consistency with the structural funds operations. 1.3. National financing cohesion fund is one of the largest investment funds in the EU. It covers from 80% to 85% of public or equivalent expenditure. This ratio can be reduced, taking into account the revenue generated for the project, such as water billing and the polluter-pays principle. The environment sector revenue will create drinking water, sewage treatment and solid waste management projects, although they will be used partly to cover the cost of the investment. National financing is scheduled from 15% to 20%, however, projects with greater revenue potential for the creation of this ratio can be higher. National co-financing will provide State and local budgets, public services (utility) assisting commercial companies and the private sector. One of the funding sources also have bank loans. Deciding on a specific source of funding, the project will take into account certain principles and limitations. The cost of investment to improve public services to partially cover, setting higher tariffs for consumers. The tariff increases will be balanced with the household income and the buying power of consumers. Komunālaj companies in turn must also attracts loan features, while preserving financial stability. Several municipalities have reached the limit of the loan, therefore, can also be used by the State guarantee. State budget co-funding opportunities restricts that co-financing will also need funding from the structural funds. One of the most important government economic policy is still macroeconomic stability and budget deficit does not exceed the Maastricht criteria. National co-financing of 15% to 20% of road projects will provide from State budget. Railway projects co-financed in ways the State budget, the State joint stock company (hereinafter referred to as VAS) "Latvian Railway", port and special economic zone administration investment and it will be determined by the project provide revenue, financial situation and other development projects. 2. The cohesion fund management 2.1. Institutional framework for the management of the Cohesion Fund is involved in the following institutions: • the managing authority responsible for cohesion fund management institutions involved coordination and cooperation with the European Commission; • payment authority, responsible for the financial management of the Cohesion Fund and the certification of expenditure; • intermediate body responsible for the project's administrative, technical and financial management, the implementation of measures in the transport and environment sectors; • introduction of the authorities responsible for the implementation of the individual projects; • the beneficiary is responsible for the efficient operation and management of the funds. In accordance with the Republic of Latvia Cabinet of Ministers on 13 April 2004 the Regulation No. 298 "rules about the order in which you draw up, approve, implement and monitor the European Union cohesion fund projects financed" (further – the Cabinet of Ministers Regulations No. 298) function is performed by the Managing Authority Ministry of finance and the head of the managing authority is the Ministry of finance Deputy State Secretary. According to the Ministry of finance ordered a cohesion fund managing authority functions provide the Ministry of finance, project evaluation Department. Payment authority functions carried out by the Treasury. Intermediate functions provide the Ministry of the environment for environmental infrastructure and technical assistance projects and the Ministry of transport as regards the transport infrastructure, and technical assistance projects. If the Ministry of finance or the Treasury is the beneficiary of the aid, the managing authority and the paying authority shall make intermediate functions of technical assistance projects, providing implementation and control function of the separation of authority.
1. the scheme. The cohesion fund management institutional framework 2.2. Cohesion Fund management institutions involved in the responsibility 2.2.1. Functions of the managing authority in accordance with Cabinet of Ministers Regulations No. 298 functions of the managing authority is to: • assess the proposal prepared by the IB on the amendment of the EC decision on approval of the draft and submit it for approval to the EC; • provide reporting and information, inspection and preparation of submission to the EC; • to carry out the activities of the Cohesion Fund LATVIA legislation governing the review to ensure consistency with the amendments to EU legislation, and to make improvements to the cohesion fund management and supervisory procedures; • maintain a joint information system projects and identify data and information storage and access procedures; • organize the information and publicity measures; • other EU legislation in certain functions. 2.2.2. payment authority functions in accordance with Cabinet of Ministers Regulations No. 298 payment authority functions are: • to request and receive funding from the EC; • provide reporting, inspection and submission of EC; • based on the intermediate payments submitted documents, make payments within the framework of the project; • check of the intermediate project received an intermediate Declaration of expenditure, certified expenses incurred and submit this Declaration EC; • not later than six months after the EC decision on the project end date to submit the final draft of the EC expenditure Declaration and opinion on the final Declaration of expenditure; • ensure the expenses unduly made records and refund to the EC; • other EU legislation in certain functions. 2.2.3. Intermediate intermediate function works on behalf of the managing authority and performs tasks in cooperation with the implementing agencies. In accordance with Cabinet of Ministers Regulations No. 298 intermediate features are: • collaboration with the project promoter to ensure the preparation of the application projects; • to assess the quality of the application and the project cost-benefit analysis of the reliability of the proposed conclusions; • not later than the month after the EC decision to submit to the managing authority of the internal control system, as well as a description of the order, the mandate, the instructions and procedures as a whole, which applies to institutions involved in the implementation of the project activities. Any amendments to these documents to the IB within two weeks to inform the managing authority, while submitting documents that are amended; • submit for evaluation to the managing authority the proposal on the amendment of the EC decision; • provide the managing authority and the paying authority reports on the project; • provide project supervision and control; • organize project procurement documentation and procurement procedures; • ensure the project expenditure forecasts, preparation, check the submitted payment documents and present them to the payment institution; • no less than three times a year to submit a payment institution project intermediate Declaration of expenditure; • not later than four months after the EC decision on the end date of the project be submitted to the managing authority the project final report and the final Declaration of expenditure; • ensure expenditures made in the unfounded, recovery records and recovery of the State budget; • organize and implement the information and publicity measures; • other EU legislation in certain functions. 2.2.4. The implementing authorities and beneficiaries the beneficiaries of the function can act as implementing agencies, by contract between the Cohesion Fund beneficiary and between niekinstitūcij. In accordance with Cabinet of Ministers Regulations No. 298 implementation body are: • if necessary, prepare and submit a proposal on its examination of the amendments to the EC decision; • prepare project documentation of purchase and submit to the IB; • According to the project to ensure the payment request submitted to a check of the service received, the goods and the amount of the works carried out, quality and other conditions of the contract, as well as to prepare and submit to the IB payment documents and draft declaration of expenditure; • provide for intermediate reports and information on the implementation of the project; • organize the information and publicity measures; • ensure expenditures made unjustified recovery of accounting and repayment of the account specified by the IB; • perform other tasks for the implementation of the project and follow its instructions; • prepare a forecast of expenditure of the project; • other EU legislation in certain functions. 2.3. implementation of the cohesion fund administration and management the approval of projects Intermediate 2.3.1 is responsible for the preparation of draft EU legislation. Intermediate project applications submitted to the managing authority, which under the laws of LATVIA established procedure, budget and finance appreciates it. The managing authority shall submit project applications to the EC agreed. 2.3.2. financial management and control any implementation of the Cohesion Fund will go the clouded organ shall be responsible for financial management and control under their competence. Cohesion Fund payments process has three stages: • community commitment, based on the EC decisions on project approval of the application; • EU payments under the certified Declaration of expenditure; • Payments to beneficiaries. Under its budget commitments EC payments payment authority responsible for the payment of EC submission of claims. Funding from the Cohesion Fund and co-financing of the flow will be organized by the Treasury, responsible for making payments to the beneficiaries.
2. the scheme. Financial flows of the Cohesion Fund for the successful implementation of the project, will provide measures to achieve compliance with EU regulation, expenditure certification and making independent checks at all levels of the system. For the financial management and control levels are as follows: • intermediate check and confirm payment request and statement of expenditure. Before approval, it makes sure that the expenditure declared is attributable in accordance with the laws of all EU and LATVIA and EC memorandum of decision and financial conditions, the inspection of the implementation of projects in place (this procedure is essentially the original expenditure (ex-ante) control). Intermediate shall at least 15% of the eligible expenditure declared random checks ((ex-post) of the expenditure control). • The managing authority shall ensure that control intermediate level would be appropriate. The managing authority shall ensure the expenditure declarations attached to the report submitted to the examination and opinion of the payment institution. The managing authority shall inform the authority of any payment by the managing authority and intermediate bodies controls. • Payment authority checks and declarations of expenditure submitted to the EC. • Independent unit conducts project final declarations of expenditure management and control system of independent inspection, as well as drawing up an opinion on the draft final Declaration of expenditure. The managing authority, payment authority, as well as its internal audit carried out. 2.3.3. monitoring during the implementation of projects and after it was completed and the EC Member States shall monitor and evaluate the implementation of the project, valued project, the actual and potential impact on the situation in the country, as well as the conclusion, or the objectives have been achieved. Surveillance is implemented by message, controls the implementation of the project and the work of the Monitoring Committee. The main cohesion fund Monitoring Committee is responsible for the implementation of each project's financial and physical progress monitoring. Monitoring shall be carried out using a surveillance report project in financial and physical indicators. To ensure the operational monitoring and information exchange, it has established a computerized surveillance system – cohesion fund projects in the single information system. Now under the system improvement process to ensure all participating institutions required information into the system. Intermediate payments to the authority and to the managing authority is to ensure access to the system. The managing authority responsible for the maintenance of this system, and its continuous operation required documents. The managing authority responsible for the supervision of the establishment and functioning of the Committee. The Monitoring Committee shall supervise the implementation of each project, making sure that the objectives have been achieved and whether the project is being implemented according to schedule. The Monitoring Committee is empowered to give EC proposals on measures that would increase the potential of the project. The Monitoring Committee is made up of the cohesion fund managing authorities, paying authorities, intermediate bodies, State Chancellery, EC, representatives of the international financial institutions. Accordingly, the competent authorities of the implementing non-governmental organizations (environmental Club, municipal Union of Latvia, the Latvian free trade union, employers ' Confederation of Latvia, municipalities and regional authorities) may participate in the meetings of the Committee only in the part of the concerned projects. Intermediate body shall prepare a progress report for each project and submit it to the managing authority. The Monitoring Committee is not empowered to make decisions on cohesion fund projects in content because it is only the EC competence. Recommendations on the amount of aid and the conditions for amending the Supervisory Committee shall deliver the EC, which makes the final decision on these proposals. 2.3.4. the publicity information and publicity measures to increase public awareness of the assistance provided by the community, as well as to provide Latvia with the aid of transparency measures. Intermediate bodies responsible for the conformity of the information and publicity measures in accordance with the Commission's April 1, 2004 Regulation (EC) no 621/2004 laying down rules for implementing Council Regulation (EC) No 1164/94 as regards information and publicity measures concerning the activities of the Cohesion Fund. 2.4. financial control audit of leading authorities, as well as its audit Department carried out the following activities: • examine the management and control system efficiency. The Audit Department does not participate in the managing authorities, paying authorities and intermediate management and implementation process; • on the basis of risk analysis (random). The checks shall cover at least 15% of the total eligible expenditure and they take on a representative sample of transactions. Inspection will be carried out, the view of the representative samples of transactions, in the light of: • the need to check for the appropriate amount of various types and combinations of project; • any national or community checks identified risk factors; • the need to examine the different project management and implementation of the institution involved and be sufficiently tested in the transport and environmental sectors. Checking project implementation will take its place in the control unit. in early 2003 the managing authority was created by the financial control Department, who shall perform the functions of an independent control, in the final Declaration of expenditure to the independent examination and preparation of the opinion. 3. YOUR ISP's experience in the implementation of the project By the EU's structural policy fairly quick pre-accession financial instrument (hereinafter referred to as the ISP) approval of applications for projects in 2000-2002, it turned out that their implementation was difficult. The implementation of ISPA projects have been partially successful. Several projects have been signed in the main contract in 2003 and launched it, thus completing the purchase documentation preparation, approval and tender stage. This shows that the Ministry of industry has developed experience in organising procurement projects. The records show that the work contracts, the preparation of the technical documentation and procurement procedures of from 22 to 35 months (except via Baltica Gauja-Lilast phase of stage 1). The slow pace of implementation points to the fact that learning how to practice, as well as to individual system efficiency issues that should be addressed in order to avoid the risks that accumulate large quantities of the project delayed and it will have a negative impact on the willingness to use the funds available in the future. The main determinants of the rate of implementation is a system management efficiency, capacity of the institutions, the appropriate personnel, create order, cooperation with project performers municipalities, administrative matters (land acquisition, necessary administrative approvals), limited the capacity of design consulting services market. The planned use of national procurement rules do not affect the quality of the purchase. To ensure the quality and the fair shopping, an important position must allow market competition and complaints. Has completed the preparations for decentralization, and it is clear that the Ministry gradually require improvements in management issues, procedures, information systems and human resources in the field, and all these developments are regularly controlled. If necessary, the industry Ministry should carry out further studies on how to improve the ability of local authorities to prepare large-scale infrastructure projects and the investments needed at the central level. 4. Community legislation on environmental and TRANSPORT projects in the field of table 4.1 INTRODUCTION the transition period, the agreed negotiations on ensuring compliance with part II of the EC direktīvām1 the cohesion fund strategy: the environmental industry 2004-2006 Republic of Latvia Ministry of the environment introduction environmental sector, the Cohesion Fund, the aim of the strategy is based on environmental policy guidelines, the current situation and the conditions of the Cohesion Fund Latvia, define priorities in the environment sector to attract funding from cohesion fund during the period from 2004 to 2006. The strategy is analyzed in a major environmental policy documents, current situation, define priorities and challenges of implementing legislation. 1. environment policy environment policy "the national environmental policy plan 2004-2008" by the Cabinet of Ministers approved the 2004 3 February. The national environmental policy plan is formulated the principles of environmental protection, the major policy objectives and measures to achieve them. Environmental policy plan inte Madge "Latvia's sustainable development guidelines" (13.08.2002) identified objectives and the objectives of the action to the relevant environmental compartments. Establishes the following policy objectives: • water protection-to improve underground and surface water quality, prevent further pollution and to gradually reduce existing pollution, promoting sustainable and rational use of water, with a special focus on underground water resources and eutrophication of lakes and water bodies at risk: protecting aquatic ecosystems, as well as water dependent terrestrial ecosystems and wetlands, to ensure compliance with the drinking water quality standards, to improve international cooperation in transboundary river basins -addressing the reduction of chemical pollution in the Baltic Sea and to ensure Latvia's international commitments, to ensure protection against floods and drought. • waste management – to limit the generation of waste and to reduce the volume of waste for disposal by promoting recycling or reuse, to introduce regional municipal waste Management (hereinafter referred to as SA) system – to make possible much of the waste into the economic circulation, again to ensure the disposal of human health and the environment in a secure way, promoting waste treatment as close as possible to their emergence sites – promote sorted waste collection system in the municipality. • air quality, reduce energy object created by environmental pollution, particularly air pollutant emissions, transport, reduce air pollution and noise, save energy resources and reduce the consumption of non-renewable raw materials, reducing direct greenhouse gas emissions of the insulation work. • contaminated sites research and rehabilitation, to prevent or reduce a previous military or economic activity as a result of pollution and its harmful effects to human health, property, the environment and biological diversity – to bring the soil, ground and surface water quality, contaminated sites, contaminated sites, to prevent hazardous substances from entering the surface and ground waters, restore and improve the quality of the environment contaminated sites, the territory planning take into account the existing environmental pollution -to determine the real value of the land and the real estate tax, taking into account the degree of pollution. • biodiversity – save and restore the ecosystem and the natural diversity of structure-preserving and promoting local wild species diversity – maintain agricultural plant and animal diversity of varieties, promote the characterization and use – improving nature conservation system. Environmental policy objectives laid down in the environmental areas such as protection against ionising radiation and nuclear safety, sustainable use of the subsoils, noise, environment, chemical substances, genetically modified organisms, the quality of the product. The national environmental policy plan identified the main challenges and policy objectives are also key economic sectors whose policies necessary to integrate environmental requirements: industry, energy, transport, housing and construction, agriculture, forestry, fisheries, and others. 2. environmental investment strategy Chief environmental investment strategy is to ensure environmental legislation and commitments by Latvia in the field of environmental protection. The priority direction in the policy of investment in environmental protection are:-improving the quality of the environment and enhancing the living standards of the population, the adhering laws and requirements in the field of environmental protection; – water management infrastructure, getting the appropriate environmental requirements; -municipal waste management system is sustainable; -hazardous waste management system; -climate change and reduce air pollution; -contaminated sites research and rehabilitation; -biodiversity and protected areas conservation and development. The evaluation of the implementation of the programme of the individual sector, the biggest investment in view of the need for water for municipal waste hung in the establishment of systems to bite dogs, as well as sil tum supply system, to reduce air pollution. In accordance with the laws of LATVIA for this quality of service and compliance with environmental protection requirements is the responsibility of local authorities. However, the required amount of tīcij inv far exceeds the Government's own financial capacity. Significant investment is also needed in State liability for hazardous waste management system development and the rehabilitation of contaminated areas historically. The limited State budget because so far not made the necessary investments in this area, which give priority to arranging are defined environmental investment program. 3. analysis of the situation and tasks of water management 3.1 analysis of the situation of the internal waters of Latvia takes 2 563 square kilometers or 4% of the territory. Latvia is more than 3 000 lakes or artificial bodies and more than 12 400 in rivers and streams, which overall length is about 38 000 kilometres. The largest river is the Daugava, Lielupe and Gauja, venta. Together they make up 88% of the Latvian surface water run-off. Rivers of Latvia are set out in the river water quality objectives to maintain and improve water quality. According to the Council of 21 May 1991 the Directive 91/271/EEC concerning urban waste water treatment (KNAD) requirements (hereinafter referred to as Council Directive 91/271/EEC), the whole territory of Latvia is for particularly sensitive areas which are subject to the increased requirements for urban waste water treatment, including with respect to chemical elements (N and P). Throughout the entire territory of Latvia provides drinking water from groundwater sources, with the exception of Riga, which is mixed in water supply groundwater with surface water. However, the ground water is the most important source of drinking water to the centralised water supply in Latvia. Available groundwater resources from the deep horizon is sufficient because currently consumes ~ 4% of these resources to the total daily consumption of 1, 3miljonikubikmetr of ūdens2. From the deep horizon-derived groundwater quality is adequate for its use in the diet, but the geological conditions in almost all used for the abstraction of drinking water in the water the water is elevated in the horizons of iron (manganese) concentrations that exceed the limit values laid down. Water quality is unsatisfactory from an aesthetic point of view, moreover, the chemical process results in aggressive environment, causing corrosion of water pipes inside. Therefore, the required drinking water purification from iron. The existing iron treatment facilities in many cases is not efficient in terms of energy consumption, as well as those often are over the expected service life. Although the General ground water quality meets the standards of drinking water of adequate quality drinking water gets only about 35% of the population 3. Most of the population of the settlements in the territory are provided access to the central water supply networks, but a big part of this network are in poor technical condition and consumers receive water quality is lower than immediately after treatment. Water supply networks as a result of leakages is lost about a third of the resulting water. According to the 2001 monitoring data of water supplied to consumers in General, the quality of the sample was 50% according to the EU requirements and chemical 5% sample was not in line with EU requirements in organic quality. In addition, many small towns have private homes, which are used in water supply groundwater or shallow water horizon. in 2001 was 221 million cubic metres produced wastewater. The major creators of waste water municipal water management company currently has, which in 2001 produced 48% waste water, but the manufacturing industry and agriculture/fisheries created a 30% and 19%, respectively, of the total quantity of waste water. Although the total quantity of effluent in relation to the quantity of waste collected has increased, most of the urban drainage waters, particularly in small communities, is still not being properly collected and purified. Many sewage treatment plants in Latvia does not comply with the urban waste water treatment directive, the technological requirements. Where there is no available waste water collection systems, domestic waste water is discharged either directly into surface water or septic tanks tanks/in. This, combined with leaks from the sewage collection networks poses a threat of microbiological contamination in shallow groundwater used as drinking water. Whereas in many cities to waste water treatment plants are not discharged industrial waste water, treatment process encountered in sewage sludge are applied to agricultural land use. In practice, however, the demand is low, and the sludge is accrued, rather than wasted. The centralized water supply and wastewater collection and treatment services in every city is different. Cities with more than 10 000 inhabitants, the centralised water supply services available on average 80%-95% of the population and sewage services – 70% – 85% of the population, but the city, which is less than 10000 inhabitants, the water service available to average 50%-85% of the population and sewage services-30%-75% of the population. 3.1.1. the table component of compliance with the EU Water Directive requirements, 2002 – the human equivalent (CE). The tasks of legislation for the implementation of Council Directive 91/271/EEC and Council of 3 November 1998, Directive 98/83/EC on the quality of drinking water requirements: – up to 2008 CE > agglomerations with 100000 (Riga, Daugavpils – total population – 0.871 million); – to 2011 agglomerations with 100000 > CE > 10000 (agglomerations – 20 total population – 0.531 million); – by 2015 agglomerations with 10000 > CE > 2000 (65 agglomerations-total population-0.264 million); – by 2015 According to the central water management services available to at least 95% of the population of the locality where it is economically and technically justified. Water infrastructure projects were awarded the co-financing of the EU's financial and technical cooperation financing instrument (hereinafter the PHARE programme) and the ISPA fund. In order to ensure full compliance with the requirements of the aquaculture sector, the infrastructure necessary for the implementation of projects co-financed from the Cohesion Fund.
Figure 1. PHARE, ISPA and cohesion fund co-financed infrastructure projects of water management 3.2. waste management Situation analysis of waste registration began in 2002, but the data collected is not accurate. Each year approximately 2.4 million collected cubic metres (or 480 000 tonnes) of municipal waste, but whereas the waste management services are available for ~ 80% of the urban population and only ~ 20% of the rural population, then the real amount of waste is approximately 40%-50% greater. This means that each year, approximately 600 000 to 700 000 tonnes of waste, of which 30% of waste creates economic operators and iestādes4. According to estimates the amount of waste generated to 2006 may grow about 5%, mainly in the cities and especially in Riga. Hazardous waste volumes in the period 1990-2001 have shrunk three-fold since dented industrial production. Overall in 2001, the quantity of hazardous waste generated was 82150 tonnes, of which 55 600 tonnes of metal quenching process had encountered in nogulsnes5. Overall, the largest share of hazardous waste – 68% occurs smelter procesā6. in 2000, making infectious, with human and animal healthcare waste inventory, was obtained that such 127tonn of hazardous waste arises. Household waste contains about 1%-3% of the hazardous waste. Not counting oil products out of which 50% are recycled batteries and batteries, of which ~ 90%, and in the processing of mercury containing fluorescent lightbulbs, household hazardous waste are not properly collected and treated. 3.2.1. the amount of municipal waste table, depending on the locality of the lieluma7 city in the amount of waste per person per year (kg) Riga 240 big city (population of > 10) 216 medium size City (5000-10 000 inhabitants) in the small town of 200 (2000-5000 inhabitants) 180 Big prefectures (1000-2000 inhabitants) 160 medium-sized populated places (100-1000 population) 120 small locality (1000,-regional municipal waste systems including regional municipal waste landfill construction, dump conditioning, distributed garbage collection systems, the management of hazardous waste system (I): construction of the landfill, air quality, reducing sulphur dioxide emissions, contaminated sites, historical research and rehabilitation. To ensure the smooth development of the territory and stimulate economic activity, the single programming document, is set out the following priorities for improving the quality of the environment, attracting the European regional development fund: – water services development in small municipalities with CE to 2000; -separate waste collection system by creating a separate waste collection and sorting points; – the laws on non-conforming dumps that conditioning is not included in the ISPA co-financed projects or projects that are planned to be implemented by attracting co-financing from the Cohesion Fund; -eco-tourism infrastructure development of Natura 2000 sites. 4.2. The cohesion fund the project selection criteria for the projects to attract co-financing from the Cohesion Fund are selected based on the following criteria:-the project complies with Council Regulation No 1164/94 established criteria; – the aim of the project is the introduction of legislation on drinking water quality, sewage treatment, waste management and air quality; – the project involves historical pollution and prevents contamination of the liquidation further spreading; – as a result of the implementation of the project is expected to greatly improve the quality of the environment and reduce/prevent threats to public health; -project applicant confirms readiness to provide the needed amount of co-financing and, if necessary, to implement an appropriate tariff policy, to carry out institutional reforms; -project documentation is prepared according to the level and quality that allows the project to implement the established deadline. 5. The Cohesion Fund planned projects table 5.1 planned projects under the Cohesion Fund 2004-2006 the project implementation started in May 2006, depending on the availability of funding 5.2 table preparatory potential projects under the cohesion fund the cohesion fund part III strategy: TRANSPORT sector 2004-2006 the Ministry of transport of the Republic of Latvia in this document apply only to TRANS port industry and outlines a strategy based on RL transport infrastructure development project identification and selection that could be funded from the Cohesion Fund after accession to the EU. The document contains the following sections: • long-term objectives of Transport policy; • The characteristics of the situation; • Transport developing short-term goals to 2006; • Resources for the attainment of the objectives; • The rationale for the selection of projects; • Planned cohesion fund projects expected results; • List of projects under the Cohesion Fund 2004-2006; • Potential projects to qualify for funding for the programming period 2007-2013. 1. the long-term objectives of TRANSPORT policy Transport policy the long-term objective is to ensure effective, integrated, sustainable, eco-friendly, balanced and multi-modal transport system planned maintenance and development that meet the economic, international trade and the growing demand for qualitative and quantitative services, ensuring the security, reliability, and reasonable cost. This objective of main strategic tasks are: • maintenance of the existing transport infrastructure, development and optimization in accordance with established quality standards; • balanced for all modes of transport infrastructure development and the promotion of effective competition between modes of transport; • cooperation with neighbouring countries and further integration of the TEN network. • improving the quality of services for passenger and freight services; • environment-friendly modes of transport; • the multi-modal transport and advanced logistic systems; • border infrastructure improvements at ports and railways; • clear regulatory framework creating the structure of the international practice; • the State of transport and communications of the organization further commercialization and privatization; • national planning and efficient use of transport infrastructure and public transport maintenance and development; • public-private partnerships in promoting the development of transport infrastructure and operations; • safety and environmental improvement measures; • transport statistics and information infrastructure development; • transport education and science support.
Figure 1. Transport infrastructure development (TINA) process identified in the trans-European transport network (TEN) 2. Background the geographical location of Latvia, Baltic Sea on one side, the other side of the border with Russia, Estonia, Lithuania and Belarus – enables our relatively small country be important transportation between West and East. in 2002, the total turnover of Latvian ports exceeded 52 million tonnes. The transport and logistics industry and its services in recent years has been approximately 16% of the GDP of Latvia. Transport and communications sector is one of the most dynamic sectors and attracts about 30% of total foreign direct investment. The current situation and the passenger and freight transport trends can be described as follows: • trades dominated by railway and pipeline transport. The main route is from the National Union e.v., (hereinafter referred to as CIS) countries to the ports. Rail transport in most of the Latvian ports in cargo volume transhipped; • passenger rail transport decreased by 30% compared to 1995, but they are still important for traffic, if the commuter population moves through the area; • rapid growth in the number of the car, in the middle of 2003, the total number of registered vehicles increased by more than 70% compared to 1995. The registered number of heavy vehicles on July 1, 2003 reached 103 000, while the number of passenger cars-633000; • relatively short distances (up to 300-kilometers) of local trades are dominated by road transport. The railway is only 6%; • Port cargo throughput over the last ten years has increased more than doubled to 110 million tons in 2002; • in 2002 the international Riga airport served 633322 passengers. Compared with 1993, the number of passengers served has doubled; • traffic on the main roads increased by 3%-5% per year; • Road the number of traffic accidents on public roads are quite large in comparison with EU countries and increased by 12% compared with 1995. The main prerequisite for a developed transport system has adequate transport infrastructure. Latvia's transport infrastructure consists of a network of road and rail, major oil and oil products pipelines, ports and airports. Transport, storage and communications account for about 16% of the GDP of Latvia. Latvia's transport system currently provides the necessary cargo and passenger services, but not always and everywhere the desired quality. Providing for future economic development and the growth of cargo volume, lack of expected transport network throughput and security level. While there are already sufficient linking between modes of transport. Total goods transport is transiting through the high proportion of which are transhipped, the three biggest Latvian ports. For example, rail transit cargo volume transported to ports each year is about 80% of the total volume of rail freight. The road provides a relatively smaller portion of the total transit freight transport, but it dominates the local trades, partly due to the relatively short transport distances. table 2.1 carriage of goods (with Latvia registered vehicles) on the main transport ways (million tonnes) 1996 1997 1998 1999 2000 2001 rail transport vehicles 35.3 41.0 37.9 33.2 36.4 37.9 29.5 25.2 33.8 33.4 32.9 32.3 air transport sea transport 10.1 7.7 0.003 0.008 0.007 0.005 0.004 0.005 0 0 0 0 total 74.903 73.9 71.707 66.605 69.304 70.205 * since 1998 is not listed because vessels do not work under the Latvian flag source: Central Statistical Bureau (hereinafter CSP) 2.1 road Latvian road network density is 315 kilometers per 1000 square kilometers. It may be considered reasonable, taking into account the population and the size of the territory. Latvia has a clear road network covering almost all of the country's main roads and Tina processes have identified as future TEN network and TEN network in the remaining or not part of the road network, which provides the association with the TEN network.
Figure 2. Traffic on the main autoceļo of the country's biggest traffic intensity registered capital city Riga main streets and major roads on a national approach to Riga. The most significant growth in traffic expected in the coming years to the country's major roads. It can reach 4% a year, but on other roads 2% 3% a year. Faster growth of intensity expected large cities nearby. The TEN network, the major problems associated with pavement and bridge bearing capacity – roads built in the Soviet years back then, regulations in force, which stipulated the maximum axle load of road transport 10 tonnes and maximum vehicle mass of 36 tons full, but in today's market need, as well as EU requirements determine appropriate 11.5 tonnes and 44 tonnes. Thus, the individual stages are set up in the situation that the quality of the road with the simple methods of repair is impossible to ensure. An important issue is also the mismatch motorways traffic safety requirements. in 2001, there were 22 road accidents death toll to 100 000 inhabitants, one of the highest figures in Europe (the EU, the figure in 2000 was a 13 people). Significant transport stream passes through the locality. This is particularly topical, Saulkrasto, Iecava, Bauska Ave., as well as the route Riga – Jēkabpils. To reduce the number of accidents on the road, especially with serious consequences, in 1999, was approved by the national road safety programme 2000-2006. It includes the following tasks: • enhanced road traffic control; • vulnerable road users, particularly pedestrians and cyclists, safety; • road users in the education, training and awareness-raising; • improving road safety after dark; • rescue and emergency services; • engineering measures; • vehicle technical control of the situation. National main road and main street cities capacity is adequate in most cases, but in many places it is approaching the maximum. Major cities causing the biggest problems is the lack of a multilevel crossings and not reconstructed intersections on one level with no traffic and no kanalizēt provided an intelligent traffic control system. Its because motorists are increasingly losing time in traffic sastrēgumo. The country has a significant number of single-level rail crossing with high car and train traffic that lower traffic safety and improves the movement of road transport. The autoceļo, which are not included in the TEN network in noted similar problems. The main of them is the road surface deterioration, because the average age of road surfaces is 20 years (the period since the last renewal of the cover). The next problem is the large proportion of gravel roads. 2.2. The Latvian Railway track density is 36.1 km to 1000 square kilometers. It has a high score, given that the EU-15 average of track density is 48.4 km to 1000 square kilometers. The existing rail infrastructure corresponds to the current volume of the goods transported, as well as the ability to provide a greater volume of goods transport operations, excluding certain phases and stations. The main challenges are related to infrastructure depreciation, which will reduce the security level and capacity.
Figure 3. Rail freight flow rates of 30% (605 kilometers) through the strategic relevance of category I and II main tracks the volume of the goods transported exceeding normative million gross tonnes of 500. This means that the reconstruction should be carried out. The track in bad technical condition technical speed train movements by annually. If in 1995 the train technical speed was 46.0 kilometres per hour, then in 2001 – 43.3 kilometres per hour. This indicates that the track capacity is insufficient. 26.3% of the total length of the railway line is not equipped with the EU security standards compliant motion control systems. Inappropriate due to the railway infrastructure will not allow direct rail connections to Central and Western European countries. 2.3. the port in Latvia has three large ports (Ventspils, Riga and Liepaja) and seven small ports (Salacgrīva, Skulte, Lielupe Engur, the Mayor, Roy Horn, Pāvilosta). The main advantage of Latvian ports are advantageous geographic position. Fairly well developed transport infrastructure linking the port of Latvia with Russia and other CIS countries, regions, creating one of the shorter and economically favourable transit corridor between the Eastern and Western markets. Ventspils and Liepaja port is not aizsalstoš. The Riga Port icebreaking services should only be used particularly harsh winters. In addition, it should be pointed out that the Ventspils port is connected with the major Russian oil and oil products pipeline network. Latvian port freight circulation in 2002 was 52 million tonnes (90% of them were transiting crude oil – petroleum products, fertilizer and freight containers), one of the highest rates in comparison with other Baltic Sea countries. Are transhipped transiting through three large ports. Port of siding capacity are already close to the maximum limit, and, taking into account the expected increase in the volume of freight, the capacity will be insufficient. For example, now sometimes train must wait before entering the port stations. Also, many roads go through densely populated urban areas. The cargo volume handled in small ports are small – only 1.5% of Latvia's ports handled. These ports mostly occurs in timber shipment, unloading of fishing vessels and yacht tourism, and they are primarily role in coastal areas increase in economic activity. The functioning of the port, a major problem is the periodic renewal of the depth. Latvian ports is poor passenger service infrastructure, which prevents the proper quality and fast enough to serve neither the regular ferry line or cruise ship passengers. It does not contribute to the tourism and ferry traffic development. More ports very bad situation is that mol and viļņlauž built in the 20th century and the twentieth in the thirties or earlier, and which the annual maintenance is not appropriate, because every year is to be repeated. If the next few years will not be reconstructed, the port will be closed. 2.4. the airport's largest airport in Latvia, of which 99% are made of all passenger and freight transport is international port VAS "fly" Riga ". in 2002, it accommodates the 633 322 passengers. In recent years much has been done in the CSS "Riga International Airport" reconstruction and modernization. It is built of five passenger bridges, made the road reconstruction. Complete airport terminal arrival and departure sector reconstruction, which increased port capacity on the fly up to 1.4 million passengers a year, can host up to 500 passengers an hour. The increasing number of passengers and amount of cargo, has become the current aircraft with a larger number of passengers and the load capacity of the reception. It currently cannot provide because the existing runway is not long enough. Therefore, it is not possible to provide high-quality North Atlantic Treaty Organization (NATO) forces in the host State. The extension of the existing runway 650 metres is a priority country of air transport and military development. After the implementation of the project will increase safety, decrease air pollution and noise around. From a security point of view at the same time with the runway extension is up to date also the runway lighting system upgrades, raising its category, to ensure that the International Civil Aviation Organization (ICAO) Support Condition of class II. They already are in place in most of European airports and between tautiskaj allows you to operate the port of worst flight conditions. Smaller airports located in Liepāja, Ventspils, Daugavpils, and there are also several former military airfields. The airport creates favourable conditions for passenger and cargo transport in the future. Currently small airports the passenger and cargo flow is small and operating income are unable to cover the expenses associated with it. Their development is hampered in the 1980s built the infrastructure situation. In recent years, is built in the Terminal, for future infrastructure development requires a runway light systems, replacement and instrumental landing system, which is the growth of air transport in the region will not be possible. Airport "Liepaja" and "Ventspils" aerodrome may also play a role in search and rescue operations, Coast Guard, marine observation of environmental protection in the area of interest. 2.5. Public transport passenger transport within the country's largest number of passengers are transported with buses, but passenger transport rail transport after the rapid reduction in the period up to 2000, stabilising in recent years and this trend is expected to persist. Major cities passenger services also provides urban public transport – trams, trolley buses, and passenger turnover there is almost constant. 2.5.1. the table of passenger transport (million passengers) 1996 1997 1998 1999 2000 2001 2002 rail transport buses trolley buses 75.9 83.8 96.1 92.2 86.5 84.8 82.6 34.1 33.0 30.1 24.9 18.2 20.1 22.0 148.7 151.4 164.2 167.4 165.9 169.4 173.5 trams 79.5 88.4 98.0 93.8 88.9 86.9 88.2 air transport together 0.2 0.3 0.3 0.2 0.2 0.2 0.3 338.4 356.9 388.7 378.5 359.7 361.4 366.6 source : CSP problem is public transport accessibility for people with special needs, because only 3% of public transport vehicles used are currently equipped. The rapid increase in the number of cars in major cities due to the wonders of traffic organization problems. The public transport system is not able to solve this problem, in the absence of its optimization, adaptation to the current situation. Passenger transport quality is not satisfactory. The main reason is the rail and bus station obsolete and inappropriate infrastructure. National traffic the main problem is the outdated rolling stock (coaches average age-12 years, the average age of trains – 22-25 years) that undermine the safety and quality of transport, as well as causing a negative impact on the environment. If the shortest possible period of time will not solve the issue of renewal of rolling stock (new acquisition, existing modernisation), transport in the near future the intensity may decrease by 50% from the current intensity. Passenger transport services by rail rolling stock to be used (trains) is worn. Therefore, especially in the vicinity of Riga can not predict increased the intensity of transport by road, and so private passenger road transport flow can completely paralyze the Riga road and main street of the city, causing traffic congestion forecast. While the public bus transport services fail to provide adequate services because of traffic congestion and reduce citizens ' confidence in public transport. However, the insufficient capacity of urban streets and traffic organisations is one of the most important factors that hinder the development of public transport, especially in the regional road in low quality. In General, all these factors have a direct impact on the speed of public transport, which is often insufficient, resulting in citizens lose confidence in public transport services and started to use private transport. It is planned that will address this issue with the European Bank for reconstruction and Development Fund. 3. The development of the TRANSPORT system in the last five years, the traffic intensity in Riga is doubled. Current car registry data shows that the population in Riga is 285 1000 cars. Taking into account the increase in the number of car trends, this figure is expected to reach 450 in Riga car to 1000 people. The biggest street network is the main street of fragmentation and unresolved questions about the bridge across the river Daugava with connection street network. Many of the regulated intersection and single-level crossings in the city has exceeded its capacity, therefore, would need to organise traffic on multiple levels. Currently, high-speed and main street maintenance and construction funding is limited, although the overall transit traffic is non-sense. Riga traffic concept in 1994-2004 sets out the main city traffic improvement measures: – a new crossing over the river Daugava construction; -high-speed network upgrading of street layouts, shifting the main transit traffic, cargo, port cargo also, around the Centre of Riga. Riga development plan includes a high-speed street network pattern with different alternatives. Riga City Council has taken a decision on the construction site of the Northern crossing over the river Daugava and the attraction of street network, as well as on the South Bridge. Have updated the urban transport situation, and have clearly defined the main street network connections to the TEN-T road network. Riga is currently running in 1984 created a traffic control center, which is the main task of the "green wave" lay out the three stages of the Riga Street. In General, luksoforo are used six different types of light controller. Only 25% of the traffic lights put in service less than eight years ago. The existing traffic signal operations program provides the opportunity to connect a different tone sizing scheme depending on the time of day, day of the week or the sharp traffic flow intensity. The city's central control panel control only 45 traffic lights, setting the red light. The rest of the traffic lights operate in stand-alone mode. Riga passenger services provides local public transport company JSC "Riga traffic" as well as eight private companies. The World Bank loan granted 16.9 million United States dollars (USD) and the co-financing of the Riga City Council 3.0 million USD invested in a bus park restoration project, and it was the first step in improving public transport infrastructure. Currently, 60% of the total number of buses are new, modern and with a low floor. The near future of the above two municipal mergers. Opened in 2001 on the basis of a tender to 2005 will be completed City route bus rolling stock renewal. From 2004-2007 will be purchased new for trolley buses with low cavity accommodating Triaxial floor. Launched new project preparation global positioning system (GPS) for installation on all rolling stock. Currently, 60 buses, which mounted GPS traffic monitoring urban routes take the controller service. in 2003, the GPS will be installed in another 60 buses. Prepare initial project a new high-speed trams with low floor in Riga, and for the implementation of this project is financially supported by the French Government. 3.1. combined transport is one of the objectives of the Ministry of transport is to promote the development of combined transport, work is carried out at the legislative base. The short distance, this mode of transport would be used for international traffic, first, from the ports of Latvia to Russia (Moscow), but it requires the infrastructure, equipment and rolling stock. Currently, the combined transport terminals located at ports only, no specialized domestic combined transport terminal. Container trains shuttles between Riga and Moscow began in 1996, but currently has no regular shipments, while the autotreiler by rail missing rail specialized platform. 4. TRANSPORT the long-term objectives of development to 2006 the road sector in the next few years will be the first priority of the road network maintenance. Another important priority is the development of major transport corridors, including: – the road pavement and bridge bearing capacity, raising the EU regulatory loads; -traffic safety by improving road geometry according to the increasing traffic demands and eliminating "black" points. The third priority of road sector is considered a sort of regional road and hard cover increase the proportion. Rail, the main problem to be solved is the renewal and modernisation of the infrastructure, security levels and capacity building, as well as the requirements of modern rail traffic creation capabilities in the Baltic States – the route of the Central and Western Europe. Ports primarily for invest in safety systems, as well as to increase port capacity and reconstruct in critical condition in the existing waterworks construction, common mostly jetties. Ferry traffic development is one of the main priorities. According to the white paper, European transport policy for 2010: time to decide "one of the key priorities is also environmentally friendly vehicles, rail and ferry traffic development. Therefore, during this period, planned to prepare the project "Rail Baltica" technical-economic justification. To promote the development of ferry services, plans to provide port infrastructure port siding and development. The port administration is investing in the infrastructure of the port, while the commercial-shipping line. VAS "Riga International Airport" security levels "requires an existing runway extension and landing system lighting category. Public transport, particularly rail, necessary to address the issues on renewal of rolling stock and relevant infrastructure. Road safety needed to reduce the number of single-level crossings, and to redirect the traffic from urban transit centres. Significant settlements problems to be solved are the optimisation of the transport system and traffic more secure. 4.1. the resources for the achievement of the objectives of Transport infrastructure maintenance and development are used in the State budget (national road fund, airport taxes), the rail infrastructure fund, municipal administrations, port and private companies, as well as the loan funds. However, these features are not sufficient for the implementation of the investment project to the extent necessary. A certain amount of support from the Government investment programs the State budget grants and loans of credit to the country. A significant amount of funding in recent years, the development of transport infrastructure is received from the EU, after joining will become a major investment in transport infrastructure development. Transport infrastructure development available EU funds: n before joining: • PHARE, ISPA (~ 24 million per year during 2000-2006): • n after joining the Cohesion Fund (~ 80 million euros a year from 2004-2006); • structural funds (transport infrastructure development may be used only for the European regional development fund. Transport-20-30 million euros a year from 2004-2006); • TEN-T (if someone from Latvia is included in 20 projects in the priority list of the EU transport projects: up to 10% of the construction costs and 50% – project feasibility study). EU financial support is intended to be used as follows: ISPA and the Cohesion Fund is intended to be used following the international transport corridor or the meaning of the TEN network development, including: • the Via Baltica and East-West Road corridor development, enhancing the quality of infrastructures and road safety, raising the bridge and road pavement bearing capacity, as well as individual routes providing new connections (Riga – Koknese and others.); • Ventspils and Liepāja port construction as well as runway traffic improvement in Riga, including the construction of new Daugava crossings; • East-West Rail corridor modernization, providing security and capacity building, including the construction of the second track on the route Riga – Jēkabpils; • VAS "International Airport" Riga "" infrastructure development, including the airport runway and air traffic control systems. Extension of the existing runway and a runway lighting system upgrades; • Latvian port infrastructure development and enhancing competitiveness, as well as ferry services development; • The project "Rail Baltica" which provide for effective high-speed rail traffic between the Baltic States and Western Europe, feasibility studies. From the Latvian side as the co-financing of road projects for the State budget, railway projects, the State budget and the VAS "Latvijas railway" means "VAS Riga International Airport", "project-State budget-airport taxes, other projects – the State budget authorities, port authorities and other features, including loans. The European regional development fund shall be used primarily for transport infrastructure projects, which will provide connections with the TEN network elements, thereby contributing to the economic development and regional reach. The funds will also be used for projects that address the problem of road safety in the so-called "black points" and the traffic problems in cities. The main groups of projects: • gravel roads paving; • Black road pavement bearing capacity and improve traffic safety improvements included the TEN network path and the city of tranzītiel; • Bridge reconstruction and bearing capacity increase in the TEN network included autoceļo; • Improving the efficiency of the Transport system of cities (such as traffic control and traffic safety improvement of Riga transport node, increasing the attractiveness of public transport, urban transport systems in connection with the TEN-T; • port common waterworks structures reconstruction and development. Most of the Latvian party co-financing of road projects in ways specific budget – the State Road Fund, the Latvian rural road development funds (~ 10 million dollars a year) and loans. Other projects most of the ways local and State budgets, it is also possible to private capital. Beneficiaries: VAS "Latvijas Valsts roads" – VAS of road projects, "Latvian Railway"-railway projects, municipal-municipal projects and VAS "Riga International Airport"-airport projects will answer for new transport infrastructure maintenance. Maintenance features are planned for the relevant authority budgets. In most cases, the implementation of cohesion fund projects will significantly reduce maintenance costs. 5. project justification of the SAMPLE taking into account the new EU transport policy-oriented environmental friendly mode of transport development and the large increase in the proportion of transit goods in the total transport volume in the programming period 2000-2006 for approximately 45% of EU funding to redirect the railway projects. Consequently, the funding allocation is as follows: million euro ISPA, the Cohesion Fund total% rail projects other projects 113.0 72.9 185.9 45.0 60.0 167.2 227.2 55.0 173.0 240.0 413.0 100.0 total cohesion fund project selection took place, taking into account the following criteria: • the degree of ripeness. Were taken into account in the project application, the degree of preparedness of documentation; • compliance with the development of the transport system; • technical-economic justification; • immediacy. Was taken into account, or project will solve the immediate problems of the industry, or ensure compliance with LR and EU law requirements; • project scope; • co-financing opportunities. Were taken into account in the draft submitted by the municipal financing conditions. Planned cohesion fund projects expected result: Road. Raised paved road and a bridge bearing capacity according to EU rules, and improved safety around 350 kilometres of Landstraße Latvia (23% of the total road length in the TEN Latvia); Railroad. Improve safety and capacity, for example, Riga-Krustpils phase from the current 26 million tonnes, up 38 million tons a year (after an alarm system upgrade project and the other cohesion fund projects in the track construction in Riga – Jēkabpils completion stage). "Rail Baltica" project implementation provides the association with the European rail network, ensuring compliance with EU standards of the rail link. The port. Siding modernisation of ports provide ferry services and the various development corridors link capacity significantly. The airport. Improving safety, increasing the airport category, ensuring compliance with ICAO Support Condition of class II and extending the runway from 2.5 kilometres up to 3.1 kilometers, which will allow you to serve a larger aircraft.



1 Latvian environmental indicators in 2002, the Latvian Environment Agency 2 Latvia's sustainable development guidelines, 2002.3 single programming document, 2003.4 single programming document, 2003.5 in accordance with the laws of the Republic of Latvia to the requirements require a qualitative and quantitative analysis of hazardous waste, and report. Reports on work with dangerous waste in the Latvian Environment Agency submitted in 2001, 688 companies. Court reviews more often based on estimates, rather than monitoring the results. 6 according to the changes in the legislation of the Republic of Latvia since 2003 unprocessed slag reclassified from hazardous domestic waste. 7 report on the State of the environment, 1997-8 The term "site" refers to a specially designed and equipped the waste disposal sites, which are provided for in the laws and specific environmental protection measures, "landfill" means a waste disposal site which does not meet the requirements of the landfill. 9 waste management national plan 2003-2012 10 in 2004 created a register compiled data and information on 2820 surveyed and evaluated sites, of which 208 are classified as polluted as potentially contaminated 2062.
The Minister of finance in place Health Minister g. Smith