The entire sea area of Russia is divided into 5 sea basins, in which the work of transporting goods and passengers is carried out. Each of them has specific economic regions.
Baltic Basin- the Northwestern economic region, as well as a number of regions of the Volga-Vyatka and Ural economic regions, gravitate towards it. The entry of the Volga-Vyatka and Ural economic regions into this basin is due to the high development of industry and external relations of a number of industries. The main seaports here are: Baltiysk, Vyborg, Kaliningrad, St. Petersburg.
Northern Basin transports cargo from four adjacent economic regions: Northern, Ural, West Siberian and partly East Siberian. Vessels of this basin carry out cargo transportation for the population and enterprises of the entire coast of the Far North, i.e. carry out extensive cabotage between such Arctic ports as Tiksi, the mouths of the Khatanga, Yana, Indigirka, Kolyma rivers and the port of Pevsk. The main ports of this basin are Arkhangelsk, Belomorsk, Dikson, Kandalaksha, Murmansk, Naryan-Mar, Onega, Pevsk.
Black Sea-Azov the pool occupies a favorable position geographical position, has access to countries in Europe and the Middle East. Part of the territory of the North Caucasus economic region, a number of regions of the Central, Ural and Volga economic regions gravitate towards it.
The main ports of this basin are: Azov, Yeisk, Novorossiysk, Taganrog, Sochi, Tuapse.
Caspian basin. It is adjacent to the North Caucasus and Volga economic regions. Through navigable rivers and canals it is connected with almost all sea basins of the European part of Russia. Makhachkala is a major port. The first stage of the Olya deep-water port has been built.
Far Eastern basin. Covers a significant territory of the Far Eastern economic region. In this region, maritime transport for the entire coast from the Bering Strait to Vladivostok is the main mode of transport and carries out small and large cabotage, as well as international transport. The main ports of the basin: Aleksandrovsk-Sakhalinsky, Vladivostok, Magadan, Nakhodka, Okhotsk, Petropavlovsk-Kamchatsky, Provideniya, Sovetskaya Gavan, Ust-Kamchatsk, Kholmsk, Yuzhno-Sakhalinsk.
The movement of sea vessels is organized either according to a schedule (usually linear shipping, passenger shipping), or in successive flights (without prior announcement of the schedule). Schedules are drawn up as planned and dispatch, based on control over execution - executive.
Maritime transport is managed by the Ministry of Transport of the Russian Federation, Department maritime transport.This is the first link of management navy. The second is a shipping company (association). Ports have the general status of structural units.
The issue of building the largest port in Luga in the Gulf of Finland, on the Sea of Azov - Taganrog, is now being decided. The linear form of shipping is systematically expanding, both in coastal and international traffic. Intensive work is underway to introduce automated control systems into traffic control, especially in large transport hubs.
Maritime transport occupies a special place in the country's economy. They carry out 50% of all export-import transportation. Its importance is especially great in the regions of the North and Northeast. Maritime transport closely interacts with railway transport in transportation. This is especially important in the current conditions of the collapse of the USSR. Direct intermodal transport, especially the direct "ship-wagon" option, caused the reconstruction of railway stations and tracks in a number of ports. In seaports located at river mouths, sea and river transport interact more closely. Maritime transport is increasingly interacting with road transport, especially in the transportation of general cargo.
The Baltic has historically occupied a major place in Russia's foreign trade, and stable markets have developed in Europe for our traditional exports (oil, petroleum products, gas, coal, mineral fertilizers, timber, metals and other goods). The need to develop Russian ports in the Baltic is determined both by the volume of foreign trade traffic and its structure, and by the economic and political situation in this region.
A container terminal with a capacity of 1.5 million tons per year, a refrigerated complex and other infrastructure facilities are being built in the port of St. Petersburg. Construction of an oil terminal is also underway: a territory has been formed, several tanks have been installed, and the pier has been reconstructed, which makes it possible to transship up to 11.5 million tons of oil products right now. Once the work is completed, the terminal will handle up to 5.5 million tons of petroleum products per year.
But there are other Russian ports on the Baltic Sea besides St. Petersburg. Of course, they are not so large, but their development will help not only increase the volume of maritime transport in Russia, but also significantly reduce the load on the St. Petersburg port.
Feasibility studies for the development of the port of Vysotsk have been completed, including the construction of new berths, railway and road approaches for a prospective cargo turnover of up to 5.3 million tons.
Work is underway on the construction of a cargo area in Lomonosov for transshipment of containers, general and other cargo.
However, the largest facilities in the Baltic basin are 3 new ports on the coast of the Gulf of Finland - a port in Batareinaya Bay for transhipment of oil products (15 million tons), an oil loading port in the Primorsk area (45 million tons) and a dry cargo port in the Ust-Luga area (35 million tons).
The new port in Batareinaya Bay is located on the left bank of the Gulf of Finland, 60 km from St. Petersburg. A feasibility study for the first stage of construction for an estimated cargo turnover of 7.5 million tons was developed and approved. Preparatory work has begun. The berth front is an oil pier with two berths for receiving vessels with a carrying capacity of 16.5 - 40 thousand tons. The tank farm is designed for 400 thousand m3.
A feasibility study for the construction of a new seaport in the Ust-Luga area, located in the south-eastern part of the Gulf of Finland, 100 km from St. Petersburg, has been developed and approved.
In accordance with the order of the Government of the Russian Federation, the construction of a coal terminal with a throughput capacity of 8 million tons per year is prioritized.
The terminal is designed for unloading coal from railway cars, short-term storage of cargo and loading onto ships. The complex includes a 268 m long berth, an approach channel, car layers, warehouse areas, reloading mechanisms, etc.
Currently, work is underway to form the territory, dredge, and drive a sheet piling wall. At the same time, projects for the subsequent construction of a complex for transshipment of ferrous and non-ferrous metals and mineral fertilizers are being developed. Negotiations are underway with interested investors.
The new port in the Primorsk region is located 130 km from St. Petersburg and 60 km from Vyborg. A feasibility study for the first stage of construction has been developed: it is planned to build a complex for reloading petroleum products with a capacity of 4.5 million tons at the expense of Russian and foreign investors. Commissioning of the facility is planned for 1999.
To transship crude oil through this port, a resolution of the Government of the Russian Federation adopted a decision on the design, construction and operation of a unified Baltic pipeline system from the village of Kharyaga (Komi Republic) to the coast of the Gulf of Finland as part of the existing main oil pipelines in the direction of Usa-Ukhta-Yaroslavl-Kirishi, which are being built again sections of this system and the oil loading terminal of the port complex. That is, the southern option for transporting oil from the Timan-Pechora fields has been adopted.
The northern option of transporting oil and building a port in the Arctic region with transportation by sea vessels directly from the areas of these fields is under study.
A feasibility study has been developed for the feasibility of constructing a railway-automobile ferry crossing in the direction of Ust-Luga - Kaliningrad - European ports. However, due to lack of funds for design work, further developments have been suspended.
After the collapse of the USSR, the St. Petersburg port became very congested, as it remained the only Russian port on the Baltic Sea. Therefore, the port cannot cope with the tasks assigned to it. To relieve the load on the St. Petersburg port, as well as to develop trade with European countries, new ports are being built and developed on the Baltic Sea. But so far they are not as large as St. Petersburg, and cannot completely remove the load from this port.
2. Sea basins and ports of the Russian Federation.
Russian Federation is one of the leading transport powers in the world. Its shores are washed by the waters of 14 seas and three oceans. Water transport carries out domestic and foreign trade transportation. On shipping accounts for more than half of Russia's foreign trade cargo volume.
The seas washing the shores of Russia are geographically included in five sea basins:
Northern (covers the White, Barents, Kara and Laptev seas);
Baltic (Baltic Sea);
Black Sea-Azov (Black and Azov Seas);
Caspian (Caspian Sea);
Far Eastern (Japanese, Okhotsk, Bering, Chukotka, East Siberian).
They are directly adjacent to large economic regions of the country. Each of the five sea basins has a certain geographical isolation and access to world sea routes.
The main factor determining the place of the sea basin in the Russian Unified Customs Union is the development of industrial and agricultural production, as well as foreign trade in the area of gravity of the basin. The volume of transportation and cargo turnover of the fleet express the scale of transportation performed by the fleet of a particular basin.
Northern basin. Four large economic regions gravitate towards it: North-Western, Ural, West Siberian and partly East Siberian, where coastal shipping predominates. Transportation is dominated by timber cargo, coal, apatite and ore concentrates, industrial and consumer goods.
The main seaports of the basin: Arkhangelsk, Murmansk, Kandalaksha, Naryan-Mar, Dikson, Tiksi, Pevek, Dudinka.
Baltic basin. It includes the Baltic and North-Western regions directly facing the coast, as well as the Belorussian, Central region, Ural, Volga-Vyatka economic regions, with highly developed industry, agriculture and communications. Foreign trade cargo dominates the maritime cargo turnover of the ports of the Baltic Basin.
The main sea pores of the basin: St. Petersburg, Kaliningrad, Vyborg, Baltiysk.
Caspian basin . The Caspian Sea is connected by waterways to the Black Sea-Azov and Baltic basins. The Caspian Sea is connected by rivers to the Central, Volga-Vyatka and Ural economic regions. Transportation is carried out mainly in small cabotage (within the basin). The main seaports of the basin: Baku, Krasnovodsk, Makhachkala, Astrakhan.
There are 5 large economic regions of the CIS leading to the shores of the Caspian Sea: North Caucasus; Povolzhsky; Transcaucasian; Kazakhstani; Central Asian. The port of Astrakhan has the disadvantage of freezing; various cargoes are processed here: grain, salt, fish.
Far Eastern basin. The internal region of its gravity covers the vast territory of the Primorsky and Khabarovsk Territories, the Magadan Region with Chukotka, the Kamchatka and Sakhalin Regions (Far Eastern Economic Region) and adjacent areas of Eastern Siberia (East Siberian Economic Region). In small cabotage, coal, timber, oil, petroleum products, industrial and consumer goods, and fishing products are transported. In large cabotage - concentrates of non-ferrous metals. The main seaports of the basin: Nagaevo (Magadan), Nakhadka, Petropavlovsk-Kamchatsky, Nikolaevsk-on-Amur, Vanino, Vladivostok.
Black Sea-Azov basin . This is the leading basin in the maritime transport system, located in the South-Western part of Russia. Occupies a favorable geographical location. The basin is adjacent to the North Caucasus region, Ukraine, Georgia, Bulgaria, Romania, and Turkey. The coast of this sea basin is an area along which there are numerous recreation centers, which contributes to large passenger traffic. It has ice-free, equipped seaports. Connected with the Atlantic and Indian oceans by the Bosporus (depth - 17 m), Dardanelles (depth - 25) (the Sea of Marmara with the Mediterranean), and then the Strait of Gibraltar, Suez Canal(Red Sea) with the world ocean. On the coast of the basin there are ports: Novorossiysk - the largest in southern Russia; Tuapse; Sochi; Yeisk; Temryuk; Primorsko-Akhtarsk; Rostov-on-Don; Taganrog; Anapa; Gelendzhik.
Seaports occupy a special place in the transport system of Russia. There are 44 seaports in the Russian Federation, the main of which are: St. Petersburg, Murmansk, Arkhangelsk, Novorossiysk, Tuapse, Vostochny, Vanino, Vladivostok, Nakhodka. Loading and unloading operations are performed by about 120 port complexes of various organizations.
As a result of the collapse of the USSR and changes in the nature of foreign trade, a disproportion developed between Russian port capacities and the structure of cargo turnover. Outside Russia there were specialized port complexes for transshipment of grain, coal, and chemical cargo. A significant part of Russian export cargo was exported through the ports of Ukraine and the Baltic countries.
Over the last 10 years, transshipment complexes with a total capacity of more than 27 million tons per year have been put into operation in seaports. The most important was the commissioning of the oil loading port of Primorsk, the first stage of the port of Ust-Luga, a container terminal in the port of St. Petersburg, a complex for processing mineral fertilizers in the port of Vostochny, and new berths in the port of Novorossiysk. Under construction new port Olya on the Caspian Sea. The development of ports is carried out in conjunction with the modernization of port railway stations.
As a result of the expansion of port capacities, as well as government regulatory measures, the share of Russian ports in the transportation of domestic foreign trade goods increased from 62% in 1996 to 75% in 2002. Further modernization of the port industry involves the development of capacities for liquid, chemical and bulk cargo, and significant expansion of container recycling capacity.
The activities of maritime transport in the Russian Federation are carried out on the basis of more than 200 enterprises and organizations, including 10 maritime shipping companies. 10 shipping companies, 44 seaports, and 11 ship repair yards are registered as open joint stock companies. Due to the importance of this industry for the country, the state retains control over the main infrastructure of seaports. For this purpose, since 1993, special state management bodies (seaport administrations) have been created in all seaports, into whose possession berths, breakwaters, approach channels, railway and road facilities of the ports are transferred. All these facilities are the property of the state and will be used by numerous clients. The operation of berths and terminals can be carried out by private companies.
The importance of seaports for the development of the country's economy is extremely great. A modern seaport is a large transport hub that connects various types of transport: sea, river, rail, road, pipeline, etc. Port activity is a strategic aspect of the development of the state’s economy and one of the key links in the functioning of the transport system.
The role of ports is significant in ensuring transport independence, defense capability, foreign trade, as well as in ensuring the transportation of national economic goods, development and use of Russia's transit potential. In seaports, national maritime, customs and border policies are implemented, and state port control is carried out. The Russian Federation has the world's longest coastline sea coast. Seaports are strategic objects of the state, this determines the need for their improvement.
At the end of 2013, the production capacity of Russian ports amounted to 876.2 million tons, which is 1.5 times more than in 2007. According to the strategy for the development of sea port infrastructure until 2030, the capacity of Russian ports, according to the basic option, will increase to 1400.7 million tons per year and, according to the expert option, to 1659.3 million tons per year.
Figure 1 - State of the capacities of Russian seaports, data at the beginning of the year
Source: Association of Commercial Sea Ports, FSUE “ROSMORPORT”, OJSC “Soyuzmorniiproekt”, analytics of AKG YICC
The growth of port transshipment capacities contributes to the growth of cargo transshipment, but the growth rate of cargo turnover does not keep pace with the growth rate of transshipment complexes, which contributes to a decrease in the percentage of ports’ load.
Figure 2 – Dynamics of loading of transshipment capacities of Russian seaports
Over the past seven years, the volume of cargo transshipment has increased by 30.6% or 138 million tons, of which 69.1 million tons are dry cargo, and 68.9 million tons are liquid cargo.
Only for 2010-2013. transshipment of coal increased by 47.2%, cargo in containers by 34.9%, grain by 34.3%, ore by 33.9% and mineral fertilizers by 1.3%.
But there is also a downward trend, it concerns timber cargo (reduction by 33.2%) and ferrous metals (reduction by 20.1%).
Figure 3 - Dynamics of cargo transshipment at Russian seaports
Source: Association of Commercial Sea Ports, analytics of AKG YICC
On average, the ratio of liquid and dry cargo in the structure of sea transshipment is 58 to 42. The lion's share of liquid cargo (about 62%) is occupied by crude oil, petroleum products account for about 38% (from 36% to 40% depending on the year).
Figure 4 - Structure of transshipped cargo, in the context of dry and liquid
Source: Association of Commercial Sea Ports, analytics of AKG YICC
As for the structure of dry cargo, from year to year the largest volumes of cargo handled are coal, containerized cargo and ferrous metals. On average, these three cargoes account for 60.6%-65.5% of dry cargo transported by sea.
Figure 5 - Structure of dry cargo turnover at Russian seaports
Source: Association of Commercial Sea Ports, analytics of AKG YICC
In 2013, 460.1 million tons of export cargo were handled, which is 2.8% more than the same period last year, import cargo - 48.4 million tons (+7.3%), transit cargo - 44.5 million tons (+4.6%), coastal - 36.0 million tons (+13.2%). Every year, the export direction of transshipment is dominant in maritime transport.
Figure 6 – Structure of cargo turnover of seaports by direction
Source: Association of Commercial Sea Ports, analytics of AKG YICC
Characteristics of cargo turnover of pools
The largest contribution to the increase in cargo transshipment was made by the Far Eastern basin +65.8 million tons, followed by the Baltic basin +41.7 million tons. The contribution of the Azov-Black Sea basin is 25.2 million tons, and the Arctic is 10 million tons, and only the Caspian basin recorded a negative trend of -4.9 million tons.
The main reasons for this situation are:
- Far Eastern basin– launch of the Prigorodnoye complex, development of the ports of Vostochny, Vanino, Nakhodka and Vladivostok;
- Baltic Basin– development of the multi-purpose sea trade port of Ust-Luga (throughput capacity by 2018 will be 180 million tons of various cargoes per year);
- Azov-Black Sea basin– development of the ports of Azov, Taman, Novorossiysk and Rostov;
- Caspian basin- the instability of indicators is associated with foreign economic problems, in particular in connection with the situation in Iran, which is the main consumer of cargo passing through the ports.
Figure 7 - Structure of cargo turnover of seaports by basin
Source: Association of Commercial Sea Ports, analytics
For the period 2007-2013. The largest share in cargo transshipment was the Baltic basin, followed by the Azov-Black Sea, Far Eastern, Arctic and Caspian.
Since the ports of each basin have a certain specialization in types of cargo and different geography of export-import transportation, they do not compete directly with each other. For example, based on the results of 2013, the ports of the Baltic basin mainly handle containerized cargo and oil/petroleum products. In terms of turnover of these types of cargo, the Baltic Basin rightfully occupies a leading position in the domestic market for stevedoring services, providing 42% of the total transshipment of oil cargo and 57.6% of containers. In turn, almost the entire volume of grain (92.1%) and a third of the cargo flow of oil and petroleum products are transshipped through the ports of the Azov-Black Sea basin.
The peculiarity of the sea ports of the Baltic and Black Sea-Azov basins is that they operate in competition with the ports of Ukraine and the Baltic countries (Lithuania, Latvia, Estonia, Finland).
Baltic Basin
As noted, in terms of the total volume of cargo handled, the ports of the Baltic Basin occupy first place among the ports of other sea basins. They will retain their leadership until 2030. Proximity to the most developed industrial regions of Russia and at the same time to European countries contributes to the fact that flows of the entire range of cargo pass through these ports. There are seven Russian sea ports in the basin: the Big Port of St. Petersburg, Primorsk, Vysotsk, Vyborg, Ust-Luga, Kaliningrad and the Passenger Port of St. Petersburg. The Baltic ports are mainly occupied by the transshipment of foreign trade and transit cargo. Coastal cargo accounts for just over 1% of their cargo turnover.
Figure 8 - Structure of cargo turnover in the Baltic Basin by ports
At the end of 2013, the cargo turnover of the seaports of the Baltic Basin increased by 4.2% and amounted to 216.1 million tons. Of these, the volume of dry cargo transshipment amounted to 82.2 million tons (+8.8%), liquid cargo – 133.9 million tons (+1.6%).
The volume of dry cargo transshipment increased mainly due to containerized cargo by 1.1%, coal by 21.0%, mineral fertilizers by 29.6%, refrigerated cargo by 8.2% and grain by 21.2%. At the same time, transshipment of ferrous metals decreased by 19.7% and scrap metal by 6.8%.
Transshipment of liquid cargo increased mainly due to petroleum products by 14.2%, while at the same time transshipment of crude oil decreased by 5.7%.
An analysis of cargo turnover by direction shows that the main share of cargo transhipment is exported – 86.4%. Imports account for 11.8%, cabotage and transit account for only 1.4% and 0.4%, respectively.
Figure 9 - Dynamics of cargo turnover in the Baltic Basin
According to the company Mortsentr-TEK CJSC, in the Baltic basin, an increase in the volume of loading and unloading operations was noted in the ports of Ust-Luga, whose cargo turnover amounted to 62.9 million tons (+34.3%), Vysotsk -16.2 million tons (+18.5%), Kaliningrad – 13.7 million tons (+7.5%). The volume of cargo transshipment in the port of Primorsk decreased to 63.8 million tons (-14.6%). Freight turnover Great Port St. Petersburg remained almost at the level of 2012 and amounted to 58.0 million tons (+0.3%).
Port of Ust-Luga
Oil transshipment in the port of Ust-Luga in 2013 increased by 63%, and transshipment of other petroleum products by 30%. The transshipment of bulk cargo and timber cargo has increased, and the transportation and handling of container cargo has increased significantly. The volumes of general cargo and ferry transshipment decreased. Ust-Luga has an active investor in the person of Gazprom, and since the main transshipment products at both ports are crude oil and gas, Ust-Luga is gradually taking away the market, primarily from the port of Primorsk. In addition, terminals built not so long ago began to reach their designed capacity.
In 2012, 46.81 million tons of cargo were shipped through Ust-Luga. Of these, 26.9 million tons were oil products at the Rosneftbunker terminal and oil at the Nevsk Pipeline Company terminal, the main owner of which is the oil trading company Gunvor of Gennady Timchenko. If oil shipments from the port of Ust-Luga in 2012 accounted for 14.3 million tons of oil, then at the end of 2013, 23.3 million tons of oil were exported, which is 63% more than in the previous year. Oil is supplied to the port through the BTS-2 pipeline system, which was put into operation in March 2012. Transshipment of petroleum products through the port of Ust-Luga in 2013 also increased by 30% to 16.4 million tons.
At the same time, oil shipments via the Transneft pipeline system through the Primorsk Spetsmornefteport are gradually decreasing. In 2012, 68.2 million tons of oil were shipped, and already in 2013 - 54.5 million tons, which is 20% less than the figure for the previous period. By December 2013, the supply volume had further decreased to 4.1 million tons/month, and the delivery plan for January provided for oil shipments in the amount of 3.7 million tons/month. Such statistics could lead to a noticeable reduction in the volume of supplies through the Primorsky port by another 19% by the end of 2014. Spetsmornefteport Primorsk also manages the terminal for the export of diesel fuel (after the implementation of measures to integrate the assets of Transneft and Transnefteproduct). In 2013, Spetsmornefteport Primorsk transshipped 9.3 million tons of diesel fuel, which is 43% higher than the previous year.
It should be noted that the port of Ust-Luga has a unique multifunctional structure. In addition to the complex of liquid cargoes of oil and petroleum products, the port also includes a timber and coal terminal, the Yug-2 complex, a universal transshipment complex, a complex for transshipment of technical sulfur, and a road-railway ferry complex.
In June 2013, SIBUR commissioned a terminal for transshipment of liquefied petroleum gas and light oil products in the port of Ust-Luga. The complex's cargo turnover allows it to annually transship up to 1.5 million tons of liquefied petroleum gas and up to 2.5 million tons of light oil products. Liquefied gas supplies also increased the port's cargo turnover in 2013.
Port of Vysotsk
The port of Vysotsk in 2013 increased cargo transshipment by 18.5% compared to 2012 - up to 16.157 million tons. In particular, 11.25 million tons of oil and oil products were handled, which is 8.8% more than a year earlier. Coal transshipment increased by 48.8% - to 4.905 million tons.
There are two stevedoring companies operating in the port - Port Vysotsky and RPK Vysotsk-LUKOIL-II. Previously, the Port Vysotsky company carried out a major modernization of the terminal, allowing it to accept ships of larger displacement, which increased the attractiveness and competitiveness of the terminal for coal exporters. Moreover, the Russian enterprise managed to take over part of the cargo flow that previously went through foreign ports - Ventspils and Riga (estimated at 1.5-2 million tons of coal per year). By 2015, the company intends to increase this figure to 7 million tons per year. For this purpose, an investment program totaling approximately $40 million has been developed.
RPK Vysotsk-LUKOIL-II is increasing the transshipment of petroleum products supplied by both rail and river transport. In addition, there are plans to build a pipeline from Primorsk to Vysotsk, which will also increase the terminal’s cargo turnover.
Port Primorsk
In the port of Primorsk in 2013, cargo transshipment decreased to 63.8 million tons - by 14.6% compared to 2012. Oil transshipment decreased to 54.5 million tons - by 20%, while diesel fuel transshipment, on the contrary, increased by 42.5% to 9.3 million tons.
The reduction in oil transshipment volumes from Primorsk is explained by a general reduction in oil exports from Russia in 2013 with a simultaneous redistribution of flows to the eastern direction, i.e. in Ust-Luga.
- CJSC Container Terminal St. Petersburg - by 22.2% due to an increase in cargo transshipment in containers;
- CJSC Neva-Metal - by 11.5% due to an increase in cargo transshipment in containers;
- OJSC "Baltic Bulk Terminal" - by 22.5% due to an increase in the volume of transshipment of mineral fertilizers;
- LLC "Port Vysotsky" - 1.5 times due to an increase in coal transshipment;
- LLC "RPK-Vysotsk-Lukoil-II" - by 8.8% due to an increase in the volume of transshipment of petroleum products;
- OJSC Rosterminalugol - by 7.0% due to an increase in coal transshipment;
- LLC "European Sulfur Terminal" - 1.8 times due to an increase in sulfur transshipment;
- OJSC "Universal Transshipment Complex" - by 19.3% due to an increase in coal transshipment;
- Nevskaya Pipeline Company LLC - 1.6 times due to an increase in crude oil transshipment volumes;
- CJSC Sodrugestvo Soya - 1.7 times due to an increase in the overload of feed and grain;
- OJSC "Kaliningrad MTP" - by 22.3% due to an increase in transshipment of construction cargo, coal and metals.
- OJSC "Sea Port of St. Petersburg" - by 11.2% due to a decrease in transshipment of ferrous metals, at the same time, transshipment of mineral fertilizers increased;
- CJSC Petersburg Oil Terminal - by 2.4% due to a decrease in transshipment of petroleum products;
- OJSC Petrolesport - by 10.8% due to a decrease in cargo transshipment in containers;
- LLC "Lukoil-Complex Oil Terminal" - by 17.6% due to a decrease in transshipment of petroleum products;
- Primorsky Trade Port LLC - by 14.6% due to a decrease in crude oil transshipment.
The ports of the Baltic Basin are the end points of the Russian sections of the East-West and North-South international transport corridors. If future international transit cargo turnover is ensured along these corridors (this will be mainly cargo in containers), the total cargo turnover of these ports will increase significantly. Already in the short term, the main cargo flows will go to the ports of Ust-Luga (mainly dry cargo and partially liquid cargo) and Primorsk (liquid cargo).
Meanwhile, the largest port of the Baltic basin, St. Petersburg, is limited by urban buildings and highways and does not have the opportunity to expand its territory. Therefore, the development of the port of St. Petersburg is carried out at the expense of outports (Bronka, Lomonosov, Kotlin Island).
A special feature of the Baltic basin is also the presence of the enclave Kaliningrad region, communication with which is carried out using the sea railway crossing Ust-Luga - Baltiysk - German ports.
Azov-Black Sea basin
In terms of total cargo turnover of sea ports, the Azov-Black Sea basin ranks second (29.6% of transshipped cargo at the end of 2013) after the Baltic. Twelve Russian offshore transshipment complexes are located within the basin. The ports of the Azov-Black Sea basin are the end points of the Russian section of the international North-South transport corridor.
The port infrastructure of the basin handles all types of cargo (liquid, bulk, general). " Sea Gate» The Azov-Black Sea basin is mainly occupied by the transshipment of foreign trade and transit cargo. Coastal cargo accounts for about 1.3% of their cargo turnover.
The ports of the basin are divided into three unequal groups. The first includes transshipment complexes located on Black Sea coast, non-freezing, capable of receiving large-tonnage sea vessels and having the potential for further development. The second group includes ports Sea of Azov. Freezing, shallow water, usually located in cities and without prospects for development associated with an increase in cargo turnover. The third group consists of ports located in Black Sea resort cities.
Figure 10 - Structure of cargo turnover in the Azov-Black Sea basin by ports
Source: AMTP, ESIMO Center of the Ministry of Transport of Russia, analytics of AKG YuIKTs
At the end of 2013, the cargo turnover of the seaports of the Azov-Black Sea basin decreased by 1.3% compared to 2012 and amounted to 174.4 million tons. Of these, the volume of dry cargo transshipment amounted to 62.5 million tons (-9.6%), liquid cargo – 111.9 million tons (+4.0%).
The decrease in dry cargo transshipment was mainly due to grain by 25.1%. At the same time, the volume of transshipment of ferrous metals increased by 5.2%, coal by 3.1% and ore by 10.6%. Transshipment of liquid cargo increased due to petroleum products by 9.9% and chemical cargo by 28.6%.
An analysis of cargo turnover by direction showed that the share of exports is 68.3%, imports – 6.2%, transit – 24.3%, and cabotage – 1.3%.
The cargo turnover of the ports of Novorossiysk decreased by 4.1% and amounted to 112.6 million tons, Tuapse - by 0.4% to 17.7 million tons, Rostov-on-Don - by 1.8% to 10.8 million. tons, the Caucasus - by 15.7% to 7.9 million tons, Azov - by 0.6% to 5.0 million tons and Taganrog - by 18.2% to 2.8 million tons. The cargo turnover of the ports of Taman increased by 2.6 times to 9.5 million tons and Yeysk - by 8.9% to 3.9 million tons.
Figure 11 - Dynamics of cargo turnover in the Azov-Black Sea basin
Source: AMTP, analytics AKG YICC
If we consider individual companies, cargo turnover increased for the following marine terminal operators:
- CJSC KTK-R - by 6.9% due to an increase in crude oil transshipment;
- LLC Tuapse Bulk Terminal - by 16.1% due to an increase in transshipment of mineral fertilizers;
- OJSC Novoshakhtinsky Petroleum Products Plant - by 26.2% due to an increase in transshipment of petroleum products;
- LLC Grain Terminal Complex Taman - 1.7 times due to an increase in grain transshipment.
- CJSC Tamanneftegaz - 4.8 times due to an increase in transshipment of oil and petroleum products;
- JSC Anroskrym - by 20.4% due to an increase in cargo transportation by ferry;
- Promekspeditsiya LLC - by 24.6% due to an increase in grain transshipment;
- JSC Yeisk Sea Port - by 11.7% due to an increase in transshipment of coal and grain.
The cargo transshipment volumes of the following marine terminal operators decreased:
- OJSC "Novorossiysk MTP" - by 9.0% due to a decrease in transshipment of grain, containerized cargo, crude oil and food cargo in bulk, at the same time, transshipment of ore, coal and petroleum products increased;
- JSC Novorossiysk Shipyard - by 9.8% due to a decrease in transshipment of ferrous metals;
- OJSC Tuapse MTP - by 25.4% due to a decrease in the volume of transshipment of grain, coal and petroleum products;
- OJSC Taganrog MTP - by 6.5% due to a decrease in transshipment of coal and grain;
- Rostov Universal Port LLC - by 6.7% due to a decrease in scrap metal transshipment;
- CJSC "Yug Rusi" - by 28.5% due to a decrease in grain transshipment;
- Yugneftekhimtranzit LLC - by 18.9% due to a decrease in transshipment of sulfur and petroleum products.
A feature of the ports of the Arctic and Far Eastern sea basins is the transshipment of large volumes of coastal cargo, compared to the ports of other basins.
Far Eastern Basin
Twenty-two Russian seaports are located within the basin. The ports are mainly occupied by the transshipment of foreign trade and coastal cargo. Coastal cargo accounts for 12.1% of their cargo turnover.
At the end of 2013, the cargo turnover of the seaports of the Far Eastern basin increased by 7.8% compared to 2012 and amounted to 144.8 million tons. Of these, the volume of dry cargo transshipment amounted to 83.4 million tons (+6.1%) and liquid cargo – 61.4 million tons (+10.1%).
The volume of dry cargo transshipment increased due to coal by 13.0%, containerized cargo by 16.4% and scrap metal by 24.4%, while transshipment of ferrous metals decreased by 17.5% and timber cargo by 18.3%. . The volume of liquid cargo transhipment increased mainly due to crude oil by 16.7%.
In the freight turnover of the Far Eastern basin, the shares by type of transportation are: export - 81.6%, import - 5.8%, transit - 0.3%, cabotage - 12.3%.
In the Far Eastern basin, an increase in cargo transshipment volumes was noted in the ports: Vostochny by 13.5% to 48.3 million tons, Vanino - by 16.8% to 23.8 million tons, Nakhodka - by 8.1% to 18, 4 million tons, Vladivostok - by 9.9% to 14.6 million tons and Shakhtersk - by 19.0% to 2.1 million tons.
Cargo turnover in the ports of Prigorodnoye decreased by 0.8% to 16.3 million tons, De-Kastri - by 4.9% to 7.0 million tons, Posiet - by 3.0% to 5.6 million tons and Petropavlovsk-Kamchatsky - by 35.8% to 1.6 million tons.
Figure 12 - Structure of cargo turnover in the Far Eastern Basin by ports
Source: AMTP, ESIMO Center of the Ministry of Transport of Russia, analytics of AKG YuIKTs
If we consider individual companies, cargo turnover increased for the following marine terminal operators:
- CJSC Daltransugol - by 13.8% due to an increase in coal transshipment;
- OJSC "EVRAZ Nakhodka MTP" - by 8.1% for increasing the volume of coal transshipment, at the same time the transshipment of metals decreased;
- OJSC Vladivostok Sea Fishing Port - by 20.7% due to an increase in the volume of transshipment of coal and cargo in containers;
- OJSC Primornefteprodukt - by 30.1% due to an increase in the volume of transshipment of petroleum products;
- Eastern Stevedoring Company LLC - by 12.3% due to an increase in the volume of cargo transshipment in containers;
- LLC SMNP Kozmino - by 30.6% due to an increase in crude oil transshipment volumes;
- OJSC "Astafiev Terminal" - by 39.8% due to an increase in coal transshipment volumes;
- OJSC "Vaninsky MTP" - by 32.0% due to an increase in the volume of transshipment of coal and ferrous metals, while at the same time the transshipment of ore decreased.
The cargo transshipment volumes of the following marine terminal operators decreased:
- JSC "Vostochny Port" - by 1.5% due to a decrease in the volume of coal transshipment;
- OJSC Vladivostok MTP - by 12.2% due to a decrease in transshipment of ferrous metals and coke, at the same time, transshipment of cargo in containers increased;
- JSC " Trade port Posiet” - by 9.3% due to a decrease in the volume of coal transshipment;
- LLC "Stevedoring Company Maly Port" - by 11.6% due to a decrease in the volume of coal transshipment;
- EXXON NEFTEGAS Ltd – by 1.1% due to a decrease in crude oil transshipment volumes.
The ports of the basin can be divided into three groups. The first includes the ports of Vostochny, Vanino, Vladivostok, Nakhodka and Posyet, connected to the country’s transport system by railway approaches or pipelines. These five ports handle more than 70% of the basin's traffic. The second includes ports connected by pipelines to the offshore fields of Sakhalin - Prigorodnoye, De-Kastri, and serving the needs of one company. Their cargo turnover accounts for more than 20% of the cargo turnover of the ports of the basin. The third group includes the remaining 15 ports, which are located in areas where there are no land communications, and which currently provide transshipment of cargo to support livelihoods settlements, in which they are located, with the immediate surroundings. Their capacity is used by 10-50%, and there are no prerequisites for increasing the cargo base and increasing cargo turnover. The port of Zarubino stands apart, which has railway and road access, a favorable location, opportunities for development and almost completely unused capacity.
The ports of the Far Eastern basin provide transshipment of goods necessary for the population of vast territories, including hard-to-reach ones, of the Russian Far East, as well as the export of goods from this region and those coming from other regions of Russia to domestic and foreign markets.
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Baltic course. News and analytics
Sunday, 09/01/2019, 10:52
The port of Riga ranks 4th in terms of cargo turnover among all Baltic Sea ports
Do you know how many seaports are located on the shores of the Baltic Sea? At least 52, including 15 large ones, with an annual cargo turnover of more than 10 million tons. The total cargo turnover of the ports of 9 Baltic countries amounted to 870.9 million tons in 2014. An honorable fourth place in terms of cargo turnover is occupied by the Freeport of Riga, which handled 41.1 million tons in 2014.
The present and future of the Baltic ports market were discussed on September 3-4 in the capital of Latvia by representatives of maritime transport and logistics members of the Baltic Ports Organization (BPO - Baltic PortsOrganization ), which became the organizer of the Conference of Baltic Ports. The conference took place at the Freeport of Riga Authority in Kronvalda Park.
Sweden is the richest in ports - large, medium and small. There are 40 ports there, including 3 with an annual cargo turnover of more than 10 million tons (Gothenburg, Malmo, Trelleborg).
Denmark is in second place: 30 ports, including one large one (Copenhagen). Third place goes to Finland: 22 ports, including 4 large ones (Helsinki, Hamina, Kotka and Skoldvik).
Next in descending order is Estonia - 16, including 1 large (Tallinn); Latvia - 10, incl. 2 large ones (Riga and Ventspils); Germany - 7, incl. 2 large ones (Lübeck and Rostock); Russia - 6 ?incl. 4 large ones (St. Petersburg, Ust-Luga, Primorsk, Kaliningrad); Lithuania - 2, c. incl. 1 large (Klaipeda).
Cargo turnover of Baltic ports has increased by 14.3% over 10 years
Maciej Matczak, ass. Professor of the Maritime University (Gdynia, Poland) presented figures and facts of the Baltic ports market. The total cargo turnover of the ports of the 9 Baltic countries amounted to 870.9 million tons in 2014 (an increase of 14.3% over 10 years). (see table 1).
Table 1 Total cargo turnover of Baltic Sea ports, million tons
|
2005 |
2013 |
2014 |
2005/2014,% |
2013/2014,% |
|
|
Russia |
141,4 |
215,7 |
223,5 |
58,1 |
|
|
Sweden |
178,1 |
161,6 |
166,8 |
||
|
Finland |
100,3 |
106,1 |
104,7 |
||
|
Denmark |
100,2 |
88,3 |
92,4 |
||
|
Latvia |
60,0 |
70,5 |
74,2 |
23,7 |
|
|
Poland |
54,8 |
64,3 |
68,9 |
25,7 |
|
|
Germany |
52,4 |
51,9 |
53,1 |
||
|
Lithuania |
27,8 |
42,4 |
43,7 |
57,2 |
|
|
Estonia |
47,1 |
42,9 |
43,6 |
||
|
TOTAL |
762,1 |
843,7 |
870,9 |
+14,3 |
+3,2 |
Source: Baltic port market. Baltic Port Yearbook 2014/2015. BalticTransport journal. P.29.
The TOP 10 largest Baltic ports in terms of cargo turnover in 2014 are opened by 3 Russian ports - Ust-Luga (75.7 million tons), St. Petersburg (61.2 million tons) and Primorsk (53.7 million tons).
The top ten largest also includes 4 ports of the Baltic countries. An honorable 4th place was given to Riga (41.1 million tons). Next is Klaipeda (6th place, 36.4 million tons); Tallinn (8th place, 28.3 million tons); Ventspils (9th place, 26.3 million tons).
Further growth in container traffic is predicted
A few more numbers. In the previous 34 years (from 1980 to 2014), world GDP increased annually by 2%, the world population by 1.5%, and the urbanization factor by 2.4%. At the same time, goods transported by sea grew by 2.1%, the capacity of sea vessels - by 2.7%.
If we talk about sea cargo, the greatest growth since 1980 has been demonstrated by container cargo (+8.3%), and from 2009 to 2014. - increase 7.6%. Growth in container traffic is projected in subsequent years, but at a slightly lower rate than before 2009.
In the TOP 10 for container cargo turnover in 2014, St. Petersburg took first place (2.37 million tons). TEU ), second and third - Gdansk (1.21 TEU ) and Gdynia (849 thousand). TEU ). Two ports from the Baltic countries also made it into the top ten: sixth place went to Klaipeda (450.4 thousand). TEU ), eighth place - Riga (367.5 thousand). TEU ). However, expert estimates for 2015 indicate a significant reduction in container turnover in almost all Baltic Sea ports.
The forecasts for GDP growth in the Baltic countries are also interesting. The largest annual growth until 2020 is predicted in Latvia (+3.95%). Next come Lithuania (+3.73%), Poland (+3.63%), Estonia (+3.38), Sweden (+2.32%), Denmark (+2.22%), Finland (+1 .76%), Russia (+1.5%), Germany (+1.26%).
The general conclusion of the expert is this: economic growth and trade in the Baltic Sea countries are the main factor in the development of seaports. The future of ports depends on the development of the Russian economy, stabilization of the geopolitical and economic situation in the EU, Eastern Europe and on a global scale.
