Short. The purpose of ND filters is to reduce the amount of light entering the...
The Baltic has historically occupied one of the most significant positions in foreign trade Russia: the traditional export of oil products, coal, gas, metals, timber and mineral fertilizers to the European market is carried out through the Baltic sea gates. In the water area Baltic Sea There are six Russian cargo seaports, the total cargo turnover of which in 2016 amounted to 236.6 thousand tons: the Big Port of St. Petersburg, Vysotsk, Primorsk, Vyborg, Kaliningrad and the commercial port of Ust-Luga. The largest objects of the Baltic enclave are three ports on the coast of the Gulf of Finland: the universal ports of Bolshoi Port St. Petersburg and Ust-Luga and the oil loading port of Primorsk, which in recent years have shown a stable dynamics of increasing cargo transshipment volumes, according to their multi-specialization.
At the trading port Ust-Luga, the leader in the rating of Russian ports of the Baltic enclave according to the results of last year, transshipment of liquid (oil, oil products, liquefied gas) and bulk (ore, coal, coke, mineral fertilizers, etc.) cargoes accounts for 97% of the total turnover of the port. In 2016, the port of Ust-Luga carried out the largest cargo turnover among the Russian ports of the Baltic - 93,362 thousand tons.
Bulk cargo transshipment increased by 10% compared to 2015 (27.7 thousand tons), which accounted for 30% of the total cargo turnover. In this category of cargo, in addition to coal products, there was an increase in the volume of transshipment of mineral fertilizers (68%) and ore (96%): the port transported 1.2 million tons of mineral fertilizers and 120 thousand tons of ore more than last year.
The total amount of liquid bulk cargo handled also increased by 6% - almost 62.5 thousand tons, half of which relates to oil products. In 2016, the commercial sea port of Ust-Luga carried out 40% of Russian cargo transportation in the Baltic basin, including handling 63% of all coal, ore and coke transported through the Russian ports of this region.
In work Big Port St. Petersburg the most noticeable direction is container traffic, which accounted for 43% of the total volume of traffic through the port, as well as 92% of the total number of container handling among the sea trade ports of the Baltic - 20,811 tons (1,745,182 TEU), which is 5% higher than last year: 20.8 thousand against 19.8 thousand tons. Almost 60% falls mainly on the transshipment of general, liquid and bulk cargo.
The volume of general cargo, which includes ferrous and non-ferrous metals, scrap metal, packaged and refrigerated cargo, in the Big Port of St. Petersburg reached 12 thousand tons last year, which is 2% more than the volume of similar cargo handled in 2015, and accounts for 84% of the total share of this category of cargo handled by the Baltic ports. The turnover of liquid cargo passing through the Big Port continues to decline: in 2016, 6.5 thousand tons were transported, which is 32% lower than in 2015. A similar situation is observed in the field of transportation of bulk cargoes, the volumes of which fell by 12%, with the exception of ore, the turnover of which increased by 3%.
Highly specialized oil loading port Primorsk shows an increase in cargo turnover: +8% compared to the data for 2015. As a percentage of the total volume of cargo transported through Primorsk, 79% is oil, which is 62% of the Russian oil cargo turnover in the Baltic, and this figure increased by 2% in 2016. Transportation of oil products, on the contrary, decreased by 700 tons (5%).
Port Vysotsk, which transships coal, coke and oil products, on average decreased its performance by 2%: the volume of liquid cargoes decreased by 849 tons, but the turnover of bulk cargoes is steadily increasing - +8%. The port's cargo turnover in 2016 amounted to 7% (17,101 tons) of the total volume of cargo transported through Russian ports in the Baltic.
In the port Vyborg there is a significant decrease in indicators - by 11%. In all directions, with the exception of the prevailing bulk and separately packaged general cargo, the volumes fell: liquid - by 13%, timber - by 48%, bulk cargo was not transported through this port at all in 2016. Speaking about the categories in which growth was noted, it is worth mentioning a 14% increase in the volume of coal products, which accounts for 45% of the total cargo turnover Vyborg.
Via port Kaliningrad in 2016, they began to transport bulk and dry bulk cargoes: +8% and +5%, respectively. These indicators were affected by increased transshipment of coal (+38%) and sugar (65 tons compared to 16 tons last year). The category of food products (grain, sugar and other bulk cargo) is the predominant direction of the port of Kaliningrad, accounting for more than a third of the total cargo turnover, which decreased by 8% in 2016. Last year, the port transported 5% of all cargo that passed through domestic ports in the Baltic basin.
One of the indirect reasons for the high rates of cargo turnover carried out by the Russian three leading ports of the Baltic basin is the change in Russia's transport policy regarding the transit of Russian cargo through the ports of other states. In the 1990s and 2000s, transshipment of Russian cargo across the Baltic basin was carried out mainly in transit through the largest ports of Latvia, Lithuania and Estonia - Liepaja, Klaipeda, Tallinn and others. But in 2015, in connection with the introduction of trade sanctions by Russia in relation to a number of European countries and the United States, as well as within the framework of the "Strategy for the Development of the Sea Port Infrastructure of Russia until 2030", implemented by FSUE "Rosmorport" since November 2010, a reorientation of transit to domestic ports.
The strategy includes a number of measures aimed at "creating an internationally competitive seaport infrastructure and providing a range of port services that fully meet the needs of the Russian economy in trade and transport." Needs include increasing capacity and efficiency, addressing social tasks(providing employment, improving the standard of living of port workers, carrying out environmental protection measures). In addition, the tariff policy of cargo transportation is being reviewed through railway transport, which also contributed to the dynamics of domestic cargo transportation.
Speaking about the immediate prospects for the development of the Baltic ports of Russia, it is worth noting additionally state plan, published on June 17, 2017 on the official website of the Russian government, in which it is reported that by 2020 the order of the Ministry of Transport of the Russian Federation to establish a ferry service between the ports of Kaliningrad and Ust-Luga will be implemented. The railway ferry line will be reorganized and equipped with three new ferries.
According to the publication gudok.ru: “According to the plan, in July the Ministry economic development The Russian Federation and the Federal Agency for State Property Management (Rosimushchestvo) must prepare a directive from the Government of the Russian Federation on determining the position for voting of representatives Russian Federation on the Board of Directors of OAO Russian Railways (OAO RZhD) on the issue of participation in a special project company for the implementation of a project for the construction and operation of ferries. In August, the board of directors of Russian Railways will consider a draft decision on the company's participation in a project company with a stake of at least 25% plus one share. Not later than in September, a special design company should be created, which should be reported to the Government of the Russian Federation. The government appointed the Ministry of Transport of the Russian Federation, Russian Railways OJSC and Pola Management LLC as the responsible executors of this item of the plan. The construction and operation of ferries will be carried out on the basis of a concession agreement.”
These measures, according to experts, will ensure an increase in the turnover of cargo of various categories on the Ust-Luga - Baltiysk direction, as well as lead to an expansion of the range of cargo and re-equipment of both ports, in particular, to the purchase new technology according to the nature of the product being processed.
In general, cargo transshipment through the Russian ports of the Baltic basin in 2016 increased by 3% compared to the results of 2015, when the difficult economic situation, lack of investment and increased sanctions measures comprehensively slowed down the increase in dry and liquid cargo turnover.
Baltic countries- these are our closest neighbors, moreover, relatively recently, some decades ago, Finland and Poland were part of Russian Empire. In addition to them, Germany, Lithuania, Denmark, Latvia, Sweden, Holland, Germany, Estonia, Norway, and Poland have access to the Baltic Sea.
Most of all, our compatriots are attracted by the Scandinavian countries of the Baltic. This northern corner of Europe includes Sweden, Norway, Denmark and Finland. The capitals of the Baltic states are, first of all, the ports of the Baltic Sea. The easiest way to visit Scandinavia is to buy a ticket for the Finland - Sweden ferry. Or you can treat yourself to a trip to Norway to take a look at the famous ones that have been so popular lately. Be sure to visit the beautiful Scandinavian cities - Helsinki, Oslo, Stockholm.
Helsinki is a Finnish port on the Baltic. Capital of Finland - perfect place for tourists. The main tourist sites are located in the city center, literally next to each other. City center, Senate square is a classical whole. The buildings were built in the Art Nouveau style, in other words Art Nouveau or Northern Art Nouveau. The Assumption Cathedral, built by the Russian architect Gornostaev, reflects the Byzantine-Russian architectural orientation. By the way, the cathedral is the largest in Western Europe Orthodox church.
The capital of Norway - Oslo - is located in the very depths of the fjord of the same name, washed by three bays: Vierkvika, Pipervika and Frogner. The Norwegian port on the Baltic Sea is called Bergen and is connected to the city by a tunnel. Of the sights, one can single out the Akershus fortress. The medieval fortress and castle were built in 1300. In the castle - dungeons with prison cells. The castle itself is still used for royal events. Also of interest is the Viking Ship Museum. Here are the ancient ships that sailed to Europe and crossed the Atlantic. And in the Kon-Tiki Museum you can see the famous raft of Thor Heyerdahl, under which is a 10-meter whale shark. will cost you from? 160.
Stockholm, first of all, this too major port in the Baltic. The heart of Stockholm is Riddarholmen Island and the Old Town. Birger Jarl Square can be reached on foot from the port. The jarl, to whom a monument is erected here, founded Stockholm 750 years ago. A number of palaces are magnificent: Stenbock, Tessinsky Palace and Royal.
But stronger than all the sights and everything Baltic sea ports, in the Scandinavian countries, strict northern nature attracts - transparent fresh air, the smell of the sea - everything is conducive to unprecedented peace and tranquility.
Along with this material they usually read:
Are you buying tickets for a ferry to Amsterdam, but still do not have a clear itinerary for a tour of the country? Then you run the risk of passing or passing by really interesting places and missing out on the most exciting adventures. Find out in advance how best to plan your holiday in Holland.
When taking a trip to the Scandinavian countries, do not forget to include Denmark in your itinerary. This small country is worthy of walking on its land at any time of the year. She is beautiful in her miniature and will conquer absolutely any heart with her charm. No less interesting than visiting the capital - Copenhagen, and a tour of neighboring cities and towns.
Arriving by ferry in Finland, especially if this is your independent trip, you will certainly ask yourself: "What to do next?" How to spend time more efficiently, what to watch first? Plan your trip to Finland.
When traveling through the countries of the Baltic Sea, try not to deprive the beautiful Poland of your attention. This country is no less colorful than the Scandinavian lands lying on the other side. On this coast, everyone can find something to their liking: from mountain entertainment to a beach holiday.
The Baltic ports play an important role in the economy of the countries that have access to the Baltic Sea. It is through them that the main trade flows, so a lot depends on their modernity and infrastructure equipment. In this article we will talk about the main ports in this direction.
The trade situation
In recent years, the ports of the Baltic States, that is, Lithuania, Latvia and Estonia, are experiencing better times. Their profitability, profits, and turnover are declining. Back in 2002, Russian President Vladimir Putin announced that he would do everything to ensure that all oil, without exception, was exported only through domestic ports, and not the ports of the Baltic states, as it was at that time. Since then, this problem has been systematically solved.
The first step was taken back in 2002, when oil terminals were opened in Primorsk. But even under this condition, the statements of the head of state at that time seemed hardly feasible. After all, since Soviet times, the lion's share of oil and oil products went through the ports of Latvia. In total, about 30 million tons were exported annually.
AT this moment the situation has changed radically. By 2015, all the ports of the Baltic States accounted for no more than 9 million tons of oil and oil products, in 2016 these figures dropped to 5 million tons, and in 2018 they practically disappeared. The entire oil cargo traffic was redirected exclusively to domestic ports, in order to correct the situation with domestic economy, support for employers and local infrastructure.
Baltic losses
Baltic ports have been losing Russian suppliers on a regular basis since the 2000s. The very first to leave were domestic hydrocarbons, which was facilitated by the implementation of such large infrastructure projects as "South" and "North". Even then, the head of Transneft, Nikolay Tokarev, stated that the state had set the task of loading domestic ports to the maximum, since they had a surplus of capacities.
As a result, in a short time the total volume of transportation through pipelines was increased by one and a half million tons. At the same time, it was decided to transfer the capacities that were not used directly for crude oil to intensive pumping of oil products towards the Russian coast. As a result, as Tokarev noted, all Russian cargo flows from the Baltic ports were redirected to Primorsk, Ust-Luga and Novorossiysk. First of all, Riga and Ventspils suffered from this.
Reorientation Russian business on internal capacities dealt a tangible blow to the Baltic countries. Their economic well-being depended not least on the transit of Russian cargo. The list of the Baltic ports, which suffered first of all, was headed by the Latvian coastal cities, since the ports of Lithuania still received a significant load due to the Belarusian cargo traffic, which was mainly directed to Klaipeda.
Expert estimates are also confirmed by statistical data. Already at the beginning of 2016, the cargo turnover of the Freeport of Riga decreased by 11.5 percent, Ventspils - by a quarter, and Tallinn - by 15.5 percent. At the same time, the Lithuanian Klaipeda even managed to demonstrate a certain growth - by almost 6 percent.
According to the estimates of the Riga authorities alone, they missed 40 million euros due to the loss of Russian cargo, which was very sensitive across the entire state. In general, the transit of goods brings about one billion dollars a year.
Opportunities and cargo turnover
It is worth noting that all this is happening in ports that for many years were designed for maximum loading and a large flow of goods. The total cargo turnover of the Baltic ports is impressive. In the three largest ports, it is about 76 million tons per year.
The Freeport of Riga, located on the eastern coast of the Baltic Sea, carries out cargo turnover in the amount of 33.7 million tons. Through Klaipeda, which is considered the largest and most important transport center of Lithuania, about 24 million tons. Moreover, it is he who is considered the northernmost of the entire Baltic Sea.
About 19 million tons per year pass through the port of Tallinn. Such is the cargo turnover of the Baltic ports.
Domino effect
The refusal to transship through the ports of the Baltic states led to a drop in indicators in other types of transportation. The volumes of Latvian railways have fallen by 20 percent, and this has a domino effect on the service sector as well. Employment is declining and unemployment is rising accordingly. According to experts, the loss of only one job in the transport sector entails the loss of two more full-time workers in the service sector.
Moreover, if Latvia suffered the most, then the loss of oil flows did not affect Estonia and Lithuania so much. In Klaipeda, initially, the volumes of transshipment of Russian cargo did not exceed six percent of the total cargo turnover. Therefore, when it became known that Russia would no longer use the ports of the Baltic states, no heavy losses were felt in Klaipeda. Moreover, oil and oil products have never been transported here anyway.
The port in Tallinn has a so-called "fuel oil" specialization. At the same time, Transneft primarily exports light oil products. Therefore, the catastrophic drop in cargo turnover here is associated with a decrease in orders from partners in the European Union than with the influence of Russian business.
At the same time, Moscow's decision to abandon the Baltic ports indirectly affected both Estonia and Lithuania. The fact is that after the decision to transfer the transit of oil products to Russian ports, competition between all the Baltic ports in other segments of trade has increased dramatically. So, according to the law of communicating vessels, this eventually affected everyone without exception.
European sanctions
To solve these problems, each began in his own way. Someone by introducing more attractive tariffs and improving the quality of work, some went to make their own population pay for the anti-Russian course of the Baltic politicians. This opinion, at least, expresses the majority of domestic political scientists.
This became especially noticeable after 2015, when the European Union introduced economic sanctions in relation to the Russian Federation. It is obvious that the well-being of the Baltic coastal cities largely depends on favorable relations between Russia and Europe. AT this case, the sanctions began to influence the fact that the drop in transit and cargo turnover only increased.
Moreover, this was also affected by the fact that the Baltic countries themselves, as members of the EU, were forced to support the sanctions. A striking example is the Estonian icebreaker Botnica. After Estonia supported the sanctions against the Russian Federation, he was unable to fulfill the contracts concluded with Rosneft. As a result, its idle time in the port of Tallinn began to cost the state treasury a loss - 250 thousand euros every month.
Russian harbors
Against this background, cargo turnover in Russian ports is expected to increase every year. At the same time, the main increase comes through the ports located on the Black Sea, it was they who began to be widely used in the first place. The southern coastal cities began to systematically take over the cargo turnover that existed between Russia and the European Union.
Domestic ports in the Baltic also demonstrated outstanding results. For example, Ust-Luga is a port bypassing the Baltic States, in which large investments are made, it can already compete with the Tallinn harbor. For ten years, the cargo turnover in it has grown 20 times, now amounting to almost 90 million tons per year.
Capacity of domestic ports
In recent years, the capacity of all domestic ports has been increasing. On average, 20 million tons per year. Such impressive results were achieved thanks to serious investments in their infrastructure. Annually they amounted to about 25 billion rubles. At the same time, it was always especially noted that all projects are implemented within the framework of public-private partnership, that is, for one ruble from the treasury there are two rubles of private investment.
It should be noted that a lot has already been done in redirecting domestic coal, hydrocarbons and fertilizers to Russian harbors. However, there is still much work to be done in other segments.
Infrastructure development
An important role in this is played by Russia's desire to develop its own infrastructure in this area. The scheme of container transportation through the ports of the Baltic States, which included not only the ports, but also the Latvian railway, does not work any more.
Another tangible blow to the cargo transportation of these states should be the implementation of a project to create a customs warehouse that meets all modern requirements. The company "Phoenix" will be engaged in this work. It will appear in the large port of St. Petersburg, where two large customs warehouses with large capacities are already operating.
All these years, the property of Russian business in the Baltic ports has been systematically reduced. At the moment, it is reduced to almost nothing.
Fight for China
Chinese transit remains an important issue for both the Baltic and Russian ports. This is a tidbit that everyone wants to grab for themselves. Most of cargo from China goes through container transportation, at the moment about half of this volume falls on the Baltic states.
In the same Tallinn, they account for 80 percent of the total container turnover, in Riga - 60 percent, and in the Finnish port of Hamina-Kotka - about a third. Recently, the situation in this extremely high-yielding segment has been aggravated. Especially after the opening of the new Russian port of Bronka. It is planned that he will be able to redirect cargo from other Baltic ports to himself.
The container transporting
At the same time, it is noted that this will not be as easy as with raw materials. In recent years, the transport of containers and cars has been significantly reduced, which was facilitated by the imperfection of the Russian customs administration and more attractive conditions for transshipment and storage in foreign ports.
Russia expects to win competition for the transit of Chinese goods through the implementation of the New silk road"According to experts, this is the only way to exclude Latvia from this chain. A lot is already being done for this, for example, a dry port has been equipped on the territory of the Kaliningrad region. It is being built in the Chernyakhovsk industrial park.
dry port
With the help of this port in Chernyakhovsk, there will be a real opportunity to transport cargoes from Asia to the European Union exclusively through Russian territory.
In Chernyakhovsk, containers will be reloaded from the Russian railway gauge to European. It is assumed that the traffic will be about 200 thousand cars per year. And this is only the first time. That's about six to seven trains every day. At the moment, work on the creation of the engineering infrastructure of this facility is already being actively completed.
In recent years, Russia has been actively increasing the volume of sea cargo transportation and putting new capacities into operation. Sanctions against our country also contributed to this.
New Russian seaports
It is located in the Gulf of Finland and includes Coal, Timber and Container Terminals, Universal Transshipment Complex, Technical Environment Transshipment Complex, Bulk Vessel Complex and much more. The location of the port allows navigation up to 326 days a year.
The throughput of the port in 2012 amounted to 35 million tons per year, in 2015 - about 50 million tons per year, by 2020 they plan to reach a turnover of 180 million tons per year. In January-April 2016, the cargo turnover amounted to 30.2 million tons, which is 6.4% higher than in 2015.
The development of the port is directly related to the fact that cargoes that previously went to the Port of Tallinn are sent here. In 2015, its cargo turnover has already fallen by 20%.
Port of Primorsk is considered the largest Russian oil port in the Baltic. After the collapse of the USSR, Russia had to pay the Baltic countries for transit. In order to reduce dependence on foreign countries, in 1993 it was decided to build 3 new ports in Leningrad region. One of them was the port in Primorsk.
Today, the port is actually able to receive vessels with close to maximum draft, capable of entering the Baltic Sea from the ocean. There are 9 berths in the port in total. The total capacity of tanks for oil storage is 921 thousand tons, for storage of light oil products 240 thousand tons.
Outport Bronka- a multifunctional marine transshipment complex, which is almost completed in the Big Port of St. Petersburg. It includes a container terminal with an area of 107 ha, a ro-ro cargo terminal with an area of 57 ha and a logistics center. According to the plans, the design capacity will be 260,000 units of rolling cargo per year.
The port is being built in accordance with world standards, and it is able to receive deep-sea vessels and huge container ships. The port is in a very good location in terms of transport infrastructure and cargo turnover. Therefore, the port offers a profitable logistics chain and delivery costs will be minimal. The savings will be from 4 to 5 rubles per kilogram of cargo.
Seaports of the Baltic States
Ventspils Free Port is considered to be a deep-water port on the coast of the Baltic Sea and the largest port in Latvia, which operates all year round. Also in Soviet time it was connected to Russian oil-producing regions. This is what provided income for Latvia. But in the 2000s, Russia reoriented its cargo traffic to national ports and the prospects for the Latvian port have noticeably faded. The damage to the Latvian economy is billions of dollars annually.
Riga Free Port also located in Latvia. Most of the cargo turnover is the transit of coal, oil, timber and fertilizers. For the first 6 months of 2016, transit fell by 11.5%, and the transit of coal and oil products from Russia - by 19%. The volume of liquid cargo transshipment fell by 16.8% compared to 2015.
Freight through port of Liepaja in Latvia in January-June 2016 decreased by 0.4%. The transportation of building materials and timber has decreased, but the volume of transit of oil and grain has increased.
Port of Tallinn is considered the largest port organization in Estonia and one of the largest ports in the Baltic Sea. In 2015, the port's cargo turnover decreased by 20.8%. The volume of transshipment of liquid cargoes and containers, which formed the basis of the port's activities, has decreased.
The Baltics are resting
Since the 2000s, under the new president and government, the cargo turnover of the Baltic ports has been steadily falling. This is due to the reorientation of Russia's cargo traffic to its own ports. Events recent years proved the correctness of this strategic decision. Our country is reducing its dependence on the Baltic "sea gates" to the maximum. Some Baltic ports continue to operate due to the fact that the Ukrainian crisis has closed Odessa and Ilyichevsk piers for Russia and Belarus. Therefore, troubled Ukraine is beneficial to these countries.
In 2014, in Russia, ports in Ust-Luga, St. Petersburg and Primorsk took a leading position on the eastern coast of the Baltic Sea. And these are not situational changes and achievements. This is a new reality for the Baltic countries, which are losing political and economic levers of pressure on Moscow every day.
