TURUN YLIOPISTON
MERENKULKUALAN KOULUTUS- JA TUTKIMUSKESKUS
CENTRE FOR MARITIME STUDIES
UNIVERSITY OF TURKU
2010
RUSSIAN PORT AND RAILWAY SECTORS
Development in 2008–2009
Alexander Kämärä
ABSTRACT
There is no doubt that the port and the railway sectors play major role in the development of Russian economy. They also carry significant impact on the economies of the
neighbouring countries – Russia shares borders with 16 countries.
During the last decade Russia has become quite important player on the transportation
market: exporting, importing and transiting goods and commodities in rather considerable volumes. Although, the country’s transportation sector is well developed, it is still
quite far from being flawless and there is a lot of room for potential improvement. In
order to meet the requirements of the international standards, Russian government is
constantly developing new strategies. The objective of proper strategizing is to set optimal course for further development of the sector. Strategizing is especially crucial in
the environment of the global financial crisis, which had a rather dramatic effect on both
Russian port and railway sectors. During the recession cargo turnover of certain commodity groups in ports and on railways dropped drastically consequently slowing the
development processes in both sectors and affecting the economy of the whole country.
Today it seems that the worst part of the recession is somewhat behind and the world’s
economy is slowly getting back on its feet. The Russian port and railway sectors are
also showing certain signs of rejuvenation. It would be interesting to follow how the
situation around those sectors develops and what further impacts it has on the areas that
are under the sphere of influence of those two sectors
TIIVISTELMÄ
Satama– ja rautatiesektoreilla oli epäilemättä hyvin tärkeä rooli Venäjän viime vuosien
taloudellisen kasvun kannalta. Näillä kahdella sektoreilla on myös hyvin suuri vaikutus
Venäjän kuudentoista naapurimaan talouksiin.
Viimeisen vuosikymmenen aikana Venäjästä on tullut tärkeä tekijä kuljetusmarkkinoilla, sillä maan vienti, tuonti ja transito volyymit ovat melko suuria. Vaikka Venäjän kuljetussektori on hyvin kehittynyt, siinä on silti parantamisen varaa. Tavoitteessaan saavuttaa kansainväliset standardit kuljetuspalveluissa Venäjän hallitus jatkuvasti kehittää
uusia kehitysstrategioita. Strategisen suunnittelun tarkoitus on asettaa optimaalinen
suunta jatkuvaa kehitystä varten. Toimintasuunnitelmien kehittäminen on varsin tärkeää
maailmanlaajuisen taloudellisen kriisin aikana, jolla on ollut melko dramaattinen vaikutus Venäjän kuljetussektoriin. Taantuman aikana tiettyjen tavaralajien kuljetetut volyymit laskivat tuntuvasti, jonka seurauksena kehitysprosessit satama– ja rautatiesektoreissa hidastuivat vaikuttaen kielteisesti koko maan talouteen.
Tänä päivänä vaikuttaa siltä, että taantuman pahin vaihe on ohi ja maailman talous on
hitaasti nousemassa jaloilleen. Venäläiset satamat ja rautatieverkosto ovat myös näyttämässä merkkejä elpymisestä. On hyvin mielenkiintoista seurata kuinka tilanne kahden
sektorin ympärillä kehittyy lähitulevaisuudessa, ja kuinka se heijastuu lähialueisiin joihin Venäjän satama– ja rautatiesektoreilla on suora vaikutus.
TABLE OF CONTENTS
1
2
INTRODUCTION .................................................................................................. 3
RUSSIAN PORTS 2008-2010 ................................................................................ 4
2.1
Port of Saint-Petersburg ................................................................................... 8
2.2
Port Ust-Luga ................................................................................................. 11
2.3
Port Primorsk (Merchant Marine Port of Primorsk)....................................... 13
2.4
Port Vyborg .................................................................................................... 15
2.5
Port Vysotsk ................................................................................................... 15
2.6
Port Kaliningrad ............................................................................................. 17
3
RUSSIAN RAILWAYS SECTOR ...................................................................... 20
3.1
Overview of Russian railways........................................................................ 20
3.2
Development strategy of the Russian railway transport................................. 21
3.3
Transsiberian Railway (TSR) ......................................................................... 23
3.4
Railway transportation between Russia and Finland...................................... 26
4
CONCLUSIONS................................................................................................... 28
3
Kämärä
1
INTRODUCTION
Russia has come a long way since the collapse of the Soviet Union and disintegration of
the USSR in the early nineties. Back then Russian economy was in much worst shape
than the economies of European countries and USA during the Great Depression of the
thirties (Kaplan 2000). In post Soviet Russia both port and railway sectors were in quite
a poor shape. As the Soviet Union ceased to exist, Russia virtually lost most of its sea
and ocean ports (Ruutikainen & Tapaninen 2009).
However, due to the strong political will and proper managing of the revenues from the
export of natural resources Russia has managed to assume the role of a quickly developing, industrial country. World’s high demand on energy products played a rather significant role in economic development of Russia – world’s second largest exporter of oil
and largest exporter of natural gas (CIA 2010). Since 1998 Russian economy has been
growing evenly. On average annual growth of gross domestic product consisted of 510% (Sutela & Hanson 2008). Bright economic environment and rational strategizing
have allowed Russia to drag its port and railway sectors out of the hay, and to increase
competitive capabilities and profitability of the both.
By the end of the first decade of the 21st century Russian economy has met new challenges that came with the world wide economic crisis, which showed its roots in 2007
and continues to this day. Russia – country whose financial system is for the most part
oriented on the export of oil, was stricken rather hard by the effects of the global economic recession, especially damaging was the tremendous drop in oil prices.
In this report the main accent is made on brief description of Russian port and railway
sectors and the current state of affairs in both of them. The primary stress in the port
section of the report is made on Russian ports on the Baltic Sea and especially in the
Gulf of Finland, since they are responsible for handling almost half of the total cargoturnover of all Russian ports and because these ports are closest to Europe and have the
most effect on the region. In the later chapters topic shifts to the Russian railway sector.
It is overviewed in rather general terms, presenting basic information that includes origins of the Russian railways, basic statistics and numbers, as well as, briefly describing
some of the development strategies, shortly introducing Trans-Siberian route, as it is the
most important railway route in Russia and finishing with the chapter, which is dedicated to railway transportation between Russia and Finland.
Russian port and railway sectors
2
4
RUSSIAN PORTS 2008-2010
Vast majority of Russian ports are organized into three dominant port basins (figure
3.1.): Northwest, South and Russian Far East. The northwest ports are located in the
European part of Russia on the Baltic Sea, which is connected to Atlantic Ocean, Barents Sea and White Sea - an inlet of the Barents Sea. The later two seas are a part of
Arctic Ocean. Today ports of the Northwest basin are responsible for handling almost
half (45-47%) of Russia’s total cargo volume (Association of Merchant Seaports 2010).
They are also primary objects of interest in this report. The ports of South are placed on
the coastlines of Black, Azov and Caspian seas, all of which are inland seas. Through
Black Sea, via canals and straits, Russian Southern commercial fleet have access to the
Mediterranean Sea and eventually to the Atlantic Ocean. Another hub of ports is located
in the Russian Far East along the coastline of three seas: Bering Sea, Sea of Okhotsk
and the Sea of Japan all of which are part of the Pacific Ocean.
Figure 2.1. Russian sea ports. (Belinsky 2008)
In 2009 the accumulated cargo volume of all Russian ports was 496,4 million tons,
which is approximately 9% or 41,8 million tons more than the number in 2008. For the
most part increase in cargo volumes is achieved by increase of export of oil products
(Yekimovsky 2010). Due to economic recession the amount of imported goods in 2009
dropped by more than third. Interestingly quantity of the domestic cargoes increased by
almost the same number +33,1%. (Association of Merchant Seaports 2010)
5
Kämärä
Table 2.1. Total freight turnover in Russian ports 2008–2009. (Association of Merchant Sea Ports 2009
& 2010)
CARGO VOLUMES in Russian ports
TOTAL VOLUME (million tons)
Dry bulk & General cargo
Liquid bulk
Northwest ports
South ports
Russian Far East ports
EXPORT
IMPORT
TRANSIT
DOMESTIC
2008
454,6
191,8
262,8
215,0
159,2
80,4
343,9
42,1
39,4
29,3
2009
496,4/+9,2%
198,4/+3,4%
298,0/+13,4%
223,3/+3,9%
180,9/+13,7%
92,1/14,6%
384,9/+11,9%
27,4/-34,9%
45,1/+14,5%
39,0/+33,1%
Russian economy continues to rely heavily on the export of raw oil and other natural
resources (Figure 2.2.). Practicing such policy, although profitable, may be considered
somewhat risky, since the country’s economy becomes too dependent on the world
prices on the products and therefore may be affected by fluctuation in them. When in
2008 oil prices dropped Russian economy suffered badly.
8%
9%
Export
6%
Import
Transit
Domestic
77 %
Figure 2.2. % correlation of export, import, transit and domestic traffic in 2009 (Association of Merchant
Seaports 2010)
During the first decade of the 21st century Russian economy was on the rise. Since the
correlation between country's economic growth and development of its transport infrastructures is rather obvious, it is hardly surprising that Russian port sector's handled
cargo volumes has kept on growing for the past nine years (Figure2.3.). According to
the Ministry of Transport of the Russian Federation current annual cargo turnover in
Russian ports is more than four times greater than it was in early nineties. (Ministry of
Transport of the Russian Federation 2010)
Russian port and railway sectors
6
600
496,4
500
406,9
million tons
400
451,1
454,6
2007
2008
420,7
355,9
285,7
300
260,9
203,6
200
180,3
100
0
2000
2001
2002
2003
2004
2005
2006
2009
Figure 2.3. Development of annual cargo turnover in Russian ports (Fedorova 2002, Kuryer Vostochnogo 2003, IA Regnum 2005, Korabel.ru 2006, Portnews 2008, Association of Merchant Seaports 2009
& 2010)
Ports in the Gulf of Finland
Just like the rest of the sector Russian seaports on Baltic Sea were steadily increasing
their annual cargo turnovers right until 2008 (Figure2.5.)
7
Kämärä
90
80
70
2003
million tons
60
2004
2005
50
2006
40
2007
2008
30
2009
20
10
0
Primorsk
St.
Petersburg
Vysotsk
Ust-Luga
Kaliningrad
Vyborg
Figure 2.5. Development of cargo turnover in Russian ports on Baltic Sea (Administration of St. Petersburg 2010)
Russian seaports in the Gulf of Finland (Figure 2.4.) are direct competitors of the Finnish seaports. Russia’s economic growth has allowed Northwest ports to develop and to
expand, steadily increasing annual cargo turnovers. “In 2008, approximately 13% of the
total value of Russian imports were transported through Finland. The transit goods are
shipped from the country of departure to Finnish ports and further to Russia mainly via
road transport.” (Ruutikainen & Tapaninen 2009) Despite the fact that development of
the Northwest port sector is highly prioritized by the Russian government, share of Finnish ports of the total value of Russian imports will hardly decrease in the following
years.
According to the statement by Petr Parinov, captain of the St. Petersburg seaport, by
2015 ports in the Gulf of Finland will be responsible for mere half of the country’s total
cargo turnover. Also, all transit streams will be directed into the ports of the Northwest
basin, since it is decided to go back upon transit export goods through Baltic countries.
(Baltinfo 2009) This view is backed up by the minister of transport Igor Litvinin, who
believes that by 2015 Russian ports will have enough handling capacities to export
goods directly to customer, thus, avoiding transiting through the foreign ports of Baltic
region (Petrova 2008). As it has been stated earlier, ports of Northwest basin already
handle about 47 % of the country’s total cargo traffic. In addition, completion of Baltic
Pipeline System-II in 2013 as well as opening of new terminals in St.Petersburg’s port
along with the opening of new terminals in the port of Ust-Luga will contribute significantly to the annual turnover volumes of the Northwest. Therefore, the likelihood for
Patrinov’s forecast coming true is rather high.
Russian port and railway sectors
8
Figure 2.4. Ports in the Gulf of Finlad (Ust-Luga Company 2010)
2.1
Port of Saint-Petersburg
Port of St.Petersburg is the second largest Russian Baltic seaport by cargo turnover with
rather an impressive container handling facilities. (Ruutikainen & Tapaninen, 2009).
Due to worldwide economic recession volumes of TEUs (20 feet container) handled in
the port dropped from almost 2 million TEUs in 2008 to 1,3 million TEUs in 2009,
which is approximately 33% drop (Figure 2.1.1.) (Administration of St. Petersburg seaport 2010).
9
Kämärä
2500000
1986848
2000000
1500000
TEUs
1341850
12 month period
4 month period
1000000
627962
500000
550513
382079
0
0
2008
2009
2010
Figure 2.1.1. TEU volumes in St. Petersburg seaport, years 2008, 2009 and 2010 (Administration of St.
Petersburg seaport 2010)
The port’s location is a double-edge sword. While being located within the city’s borders there is very limited space for building new terminals and overall expansion. On
the other hand, the city’s well-developed infrastructure and abundance of services guarantee stability and swiftness in resolving almost any objectives. Narrow, one-way access channel is also somewhat limiting (Ruutikainen & Tapaninen, 2009). Despite all
challenges Russian government and the private sector are not planning to abandon the
Port of Saint-Petersburg. Investments keep on flowing into the port’s development. It is
estimated that by 2015 approximately 42 billion (over 1 billion dollars) rubbles will be
invested in the development of the port of which 13 million rubbles will come directly
from federal budget. (Transport Rossii 2010) In 2009 – 2010 many important port development projects were realised. In august 2009 the prime minister of Russia, Vladimir
Putin, signed a federal order, which clearly defines borders of the seaport area. Before
that port administration and ministry of defence had some differences over port territory, since some of the port areas were under direct control of the same ministry. That
made more than on one occasion transloading of import/export goods somewhat difficult, if not impossible. (IA Regnum 2009) Other improvements include connecting the
port with belt-line highway, JSCoRussian Railways also invested quite a bit into the
development of the track carrying capacity (ITAR-TASS 2009). There is no doubt that
up until the completion of Ust-Luga port, port of Saint-Petersburg will maintain its position as the most versatile Russian seaport on Baltic Sea.
Russian port and railway sectors
10
Table 2.1.1. Cargo turnover in the port St. Petersburg, years 2008-2009 (Morcentr-TEK ZAO 2010)
CARGO
2008
Bulk cargo total
Ore
Coal
Mineral fertilizers
Other
Dry bulk total
Grain
Sugar
Other
Timber
Total
2009
%2009/
2008
2008
Export
2009
%2009/
2008
2008
DRY CARGO
80
999,2
37,4
816,8
102,4
74,1
72,1
4,6
25,7
103,7
71,4
427,7
418,2
9,5
71,4
12,6
11,6
92
5816,4
Import
2009
9656,1
835,3
2449
6200,5
171,3
439,6
418,2
9,5
11,9
1109,3
14901,8
7681,5
625,8
2470,7
4464,5
120,5
212,2
203,7
79,6
74,9
100,9
72
70,3
48,3
48,7
8651,9
18,5
2374,9
6195,9
62,6
11,9
6918,3
6,9
2430,8
4464,5
16,1
8,5
8,5
138,7
11649,2
71,4
12,5
78,2
11,9
1097,8
8529,4
8,5
138,7
7848
Ferrous metals
Nonferrous metals
Scrap metal
Break bulk
Reefer cargo
Other
Container cargo
RO-RO
Dry-cargo total
3999
1488
1884,1
915,4
3791,1
2824,2
18571,1
179,5
44857,4
4081
1802,8
935,2
710,5
2752,40
1367,3
14542,1
275,8
34499,4
102,1
121,2
49,6
77,6
72,6
48,4
78,3
153,6
76,9
3263,9
1487,6
1878,4
425,3
Liquid bulk
total
15150,1
15906
105
14676,6 15324,8
490,1
390,5
3790,1 2748,2
59,2
1350
494,7
96,1
12247,4 8473,6
133,4
168,4
85,5
19635,6 13308,3
LIQUID BULK
104,4
53,8
36,8
Oil products
Food products
Chemical products
TOTAL
15094,5
53,8
1,8
60007,6
15885,7
20,3
105,2
37,7
14674,8 15324,8
104,4
50405,4
84
General cargo
total
3913,5
1802,8
935,2
319,6
4,2
1474,2
872,7
6312,7 6066,6
46,1
107,4
24649,7 21087,5
119,9
121,2
49,8
75,1
185,9
0,4
92,6
2008
Transit
2009 %2009/
2008
2008
Domestic
2009
%2009/
2008
661,8
618,9
39,9
66,2
75,8
53,8
5,1
101,4
3
203,7
203,7
2,9
47,6
48,7
5,1
101,4
3800,8
65,3
554,9
0,4
167,5
90,1
1
0,1
549,2
5,7
53,8
1,8
39326,3 36412,3
%2009/
2008
16,5
20,3
19689,5 13345,1
79,7
72,5
36,6
69,2
126,2
67,8
0,3
1
3,4
0
7,7
0
1,9
100
25,1
4,4
567,7
103,7
18,3
419,7
544,5
129,7
419,7
544,5
129,7
987,4
648,1
65,6
68,3
37,7
67,8
4,4
11
2.2
Kämärä
Port Ust-Luga
The seaport of Ust-Luga is an ambitious venture and is considered to be a project of
federal importance. It is the product of partnership between Russian government and
private business sector. The foundation of seaport Ust-Luga is based upon quadruple
agreement between Russian Ministry of transport, JSCo Russian Railways, government
of Leningrad Region (Leningrad Oblast) and JSCo Ust-Luga Company. The project was
in development since 1992, however, the construction work started only in 1996. The
pace was really slow right until 1999, when after major change in the company’s top
management chain the construction picked up pace, and in December 2001 first terminal (coal transloading complex) was opened. Since 2001, in Ust-Luga also operates Motor-Railway Ferry Complex, Container terminal, Universal transloading complex, Technical sulphur transhipment terminal and Multipurpose tansloading complex Yug-2
(South-2). Yet, most of those terminals and complexes are still in development, and
therefore, does not operate at full capacity if at all. According to the company’s press
releases most of the port’s terminals will be able to manage their maximum planned
cargo volumes during the next ten years. According to one statement found on the company’s official website, in 2015 Port of Ust Luga will be managing up to 170 million
tons of cargo annually. (Ust-Luga Company 2010) This is a somewhat ambitious goal
considering that in 2009 the port has handled approximately 10,5 million tons (Morcentr-TEK ZAO 2010). Expected boost should come from oil export after the completion of perhaps the most interesting and highly prioritized project on the territory of UstLuga Sea Port: Baltic Pipeline System II. It is to be completed and operating at full capacity in 2013. Annual handling capacity of BPS-II is 50million tons of which 38 million tons of oil will be directed into Ust-Luga Sea Port through BPS-II, another 12 million tons will be directed to the Kirishi oil refinery. (Orlov & Shirokova 2010)
Another sign of serious force behind the Ust Luga port development is the construction
of an entire city in the proximity of the port. Town for 35000 people (mainly port workers and their families) will have all the essential services available to its inhabitants that
include kinder gardens, schools, hospitals and so forth. (Ust-Luga Company 2010)
12
Russian port and railway sectors
Table 2.2.1. Cargo turnover in the port Ust-Luga, years 2008-2009 (Morcentr-TEK ZAO 2010)
CARGO
2008
Bulk cargo total
Ore
Coal
Mineral fertilizers
Other
Dry bulk total
Timber
General cargo
total
Ferrous metals
Scrap metal
Break bulk
Other
RO-RO
TOTAL
5842,6
5842,6
457,7
41,8
6,3
0,2
20,9
14,5
420,9
6763
Total
2009
8353
84,6
7780,7
6
481,7
3,5
164,7
839
%2009/
2008
2008
143
5842,6
133,2
5842,6
7987,7
84,6
7769,4
6
127,6
%2009/
2008
2008
DRY CARGO
136,7
133
Import
2009
%2009/
2008
11,3
2008
Transit
2009 %2009/
2008
2008
Domestic
2009
%2009/
2008
354,1
11,3
354,1
3,5
36
457,7
25,3
164,7
766,4
6,3
669,3
9,3
19
0,2
96,9
1,1
153,2
6325,5
8918,8
141
669,3
1,9
167,7
997,6
10357,8
Export
2009
36
10,1
31,2
1,8
8,3
0,3
10,4
1,7
29,5
42,5
94,4
354,1
6,4
41,4
0,2
0,1
6,2
420,6
427,1
0,07
41,3
997,6
1042,4
66,7
13
2.3
Kämärä
Port Primorsk (Merchant Marine Port of Primorsk)
Primork is the largest seaport in the Gulf of Finland by cargo volumes. Port specialises
solely on export of mainly raw oil oil products. It is also a final point of Baltic Pipeline
System, which transports raw oil from Timan-Pechora oil field basin as well as from
Western Siberia and Urals – Volga regions. (Administration of St. Petersburg seaport
2010) Primorsk is a relatively young modern port. The first tanker full of oil left port in
2001. Port was constructed according to the latest technologies of the day. Naturally
when oil port is in question ecological aspects tend to be under the looking glass. According to the company, 10% of project’s total budget were dedicated entirely to the
ecological aspects. Port is equipped with the laboratory, whose sole purpose is ecomonitoring (i.e. water, air and soil analyses as well as ballast water analyses). Port also
claiming to be one of the safest Russian seaports that is equipped with numerous safety
systems, including personnel’s action reporting system and automated fire extinguishing
systems. (Baltnefteprovod 2010)
Currently existing port development plans include port’s expansion and diversification.
According to these plans Port Primorsk shall consist of the two major port areas. Today,
operational area Yermilovsky handles export oil products. Vysokinsky area, after its
completion, shall be able to handle various types of cargo, including containers, dry
bulk and liquefied gases (Figure 2.3.1). (Merchant Seaport Primorsk 2007) It is rather
difficult to estimate when the other area will be ready, however taking into account already existing port’s developing pace and strong support from the Federal government,
the prospect of port’s expansion and diversification of its cargo handling capabilities in
near future is quite high.
Table 2.3.1. Cargo turnover in the port Primorsk, years 2008-2009 (Morcentr-TEK ZAO 2010)
CARGO
Total
Export
2008
2009
%2009/
2008
2009
%2009/
2008
2008
LIQUID BULK
75581,9 79157,1
104,7 75581,9 79157,1
104,7
Liquid bulk
total
Raw oil
Oil products
TOTAL
74026,3
1555,7
75581,9
74891,1
4266
79157,1
101,2
274,2
104,7
74026,3 74891,1
1555,7
4266
75581,9 79157,1
101,2
274,2
104,7
Russian port and railway sectors
Figure 2.3.1 Diagram of urban planning and development of the Merchant Seaport Primorsk (Merchant Seaport Primorsk 2007)
14
15
2.4
Kämärä
Port Vyborg
“Port of Vyborg is a universal small port with 3 million tons per year handling capacity. It is located
in the northwest part of the Gulf of Finland, in 134 km from St.Petersburg and 10 km from the Finnish border. Port specialises in handling of general cargoes, dry bulk such as mineral fertilizers,
coal, ore, cast iron and scrap metals, as well as food and chemical liquid bulk. During summer period port is also accepting passenger traffic.” (Port Vyborgsky 2010) In recent years OMG (previously known as Oslo Marine Group) was the practical owner of Vyborg’s port. According to the
company’s press releases the port was to become a modern container handling port. However, recently the company experienced some very serious financial and legal problems. The fate of the
development projects is currently unclear. Taking into account the port’s relatively low cargo volumes and quite blurry financial situation, it is safe to say that there will hardly be any significant
developments in the port of Vyborg, which might affect the whole region.
Table 2.4.1. Cargo turnover in the port Vyborg, years 2008-2009 (Morcentr-TEK ZAO 2010)
CARGO
2008
Bulk cargo total
Ore
Coal
Mineral fertilizers
Other
Timber
1025,4
6,2
487,8
531,4
Liquid bulk total
Food products
Chemical products
TOTAL
2.5
913,7
Export
%2009/ 2008
2009
%2009/
2008
2008
DRY CARGO
99,1
969,2
904,5
93,3
66,7
146,8
524,9
380,5
8,3
25,8
135,4
4,9
31,3
93,2
18,4
25,8
27,4
27,7
148,9
93,2
17,7
25,8
16,7
30,3
4,6
50,9
2,9
168
63
6,1
0,3
44
1243,5
1077,8
56,4
14,1
42,3
1299,9
106,6
38,9
67,7
1184,4
General cargo
total
Ferrous metals
Nonferrous metals
Scrap metal
Break bulk
Reefer cargo
Other
Container cargo
RO-RO
Dry-cargo total
Total
2009
107,6
71,6
437,8
531,4
515,7
380,5
38,7
92,2
66,7
121,9
25,8
106,8
4,9
20,3
86,7
1158,1 1037,1
LIQUID BULK
189
42,3
84,6
16,9
160
42,3
67,7
91,1
1200,4 1121,7
117,8
71,6
8,3
38,7
87,6
2008
Import
2009
%2009/
2008
56,2
6,2
50
9,2
16,4
9,2
18,4
24,9
28,6
114,9
11
27,7
94,4
0,7
10,7
24,2
4,3
6,9
2,9
28,5
67,4
89,6
85,4
40,7
47,7
200
14,1
14,1
22
22
156
156
99,5
62,7
63
160
93,4
Port Vysotsk
Port is located on the Eastern shore of the Bay of Vyborg in 12 kilometers from Vyborg city and
160km from St. Petersburg. Physically Vysotsk is a relatively small port, with four berths, whose
total length is 596 meters (original numbers), yet it is the third largest Russian port by cargo volumes in the Gulf of Finland. Originally the port has been specializing on export of bulk cargo
mainly coal. In 2004, after finishing the first construction stage, Lukoil Company’s oil transloading
terminal became operational. Since then three more stages were finished, each increasing the terminal’s handling capacity. (Leningradskaya Oblast 2010) According to the company’s press releases
the transloading complex is built upon the most advanced technologies, and therefore, it is one of
Russian port and railway sectors
16
the safest terminals of such a kind in the world. More than 3 million euros were spent on environment-oriented technologies and equipment from the best Russian and Finnish developers. (Ekonomika i Vremya 2006) The oil products are being delivered to the terminal via railway routes and
by water via river channels. The limiting factor of the later is the inadequate transporting capabilities of the Russian river fleet. (Ekonomika i Vremya 2006) In order to reach the terminal’s planned
maximum handling capacity National Company Lukoil and JSCo Russian Railways had realized
joint venture project, the objective of which was modernization of railways through Vyborg to Vysotsk and construction of detour route to the port (Transport Rossii 2009). Recently the port went
through some major reconstruction and modernization. All four berths were practically reconstructed from scratch. In 2010 the modernization has entered into its final stage, for the most part
only the bottom dredging remains to be finished. The bottom dredging will increase middle depth
from 9,3 meters to 12,7, which will consequently almost double the maximum allowed deadweight
of the visiting ships, from 25k tons to 45k. Besides that the port has also acquired new equipment
that included new vessels, cranes and autoloaders. The development projects in the port of Vysotsk
were part of a federal program “Modernization of the Russia’s transport system (years 2002-2010)”.
According to the port’s administration it is not impossible that in the future, besides export coal and
oil products Vysotsk will handle general cargoes, as well. (Tsay 2008)
During the four months of 2010 the cargo volumes dropped by 16,7% comparing to the same period
of the 2009. This might be related to the construction of St. Petersburg – Helsinki high-speed railway route. It is expected that until the detour route for cargo trains is constructed there will be a
decline in cargo volumes in the port of Vysotsk. (Sergeev 2009)
CARGO
2008
Total
2009
Dry-cargo total
(coal)
2955,4
2875,8
Export
%2009/
2008
2009
2008
DRY CARGO
97,3
2955,4 2875,8
Liquid bulk
total (oil products)
13059,9
14441,7
LIQUID BULK
110,6 12560,6 13728,2
%2009/
2008
2008
Domestic
2009
%2009/
2008
97,3
109,3
499,3
713,5
142,9
16015,3 17317,5
108,1
15516
16604
107
499,3 713,5
TOTAL
Table 2.5.1. Cargo turnover in the port Vysotsk, years 2008-2009 (Morcentr-TEK ZAO 2010)
142,9
17
2.6
Kämärä
Port Kaliningrad
The city of Kaliningrad is a Russian exclave, located between Poland and Lithuania and on the
coast of Baltic Sea (Figure 2.6.1.). This geographical aspect puts Kaliningrad Commercial Port in a
rather interesting position. It has its benefits as well as some major downsides. As far as benefits
goes, the situation is quite clear: first of all Kaliningrad is the only Russian ice-free seaport on Baltic Sea, which guarantees stability in ship traffic around the year (Kaliningrad Sea Commercial Port
2010).
Figure 2.6.1. Location of port Kaliningrad (Kaliningrad Sea Commercial Port 2010)
Secondly, it is located in the free/special economic zone. In 1996 in order to resolve some major
economic difficulties in the region, the State Duma granted Kaliningrad Oblast Free Economic
Zone status. The newly attached status guaranteed business practitioners and especially manufacturers and transporting companies some serious tax reductions. (Ministry of Economic Affairs of Kaliningrad Oblast 2010)
Thirdly, the port is in relative closeness to all major European ports not forgetting the proximity to
the EU countries (Figure 2.6.1.).
However, the status of exclave has some serious drawbacks, as well. Lately issues with the unstable
tariff policy on railways in Belarus and Lithuania have forced many Russian shipping companies to
seek alternative routes and ports for their cargo, which has reflected negatively in cargo turnover of
certain commodities in the port of Kaliningrad in 2009. For instance decrease in container volumes
handled in the port was 57,3%. (Perevozki.ru 2010) Administration of the OAO Kaliningrad Merchant Seaport considers increasing tariffs specifically on the cargo that is on the way to Kaliningrad
seaport is quite discriminating and also the main reason for serious decline in annual cargo turnover.
(Zakovryashyn 2009)
Port Kaliningrad faces many challenges, yet port does continue to develop. In 2009 was approved
programme for building deep-water docks, which will be able to accept oceanic container ships.
The estimated cost of the project is 99 billion rubble or approximately 3 billion dollars. (Bulatova
Russian port and railway sectors
18
2009) Another project to be realised in the port of Kaliningrad is construction of container terminal.
Its planned handling capacity will be 800 thousands TEUs and its construction can begin in the second half of 2010. Estimated cost of the construction is close to 100 million US dollars. (Yekimovsky 2010)
During the first half of 2010 many of port’s stevedore companies continued to show negative results
in cargo turnover. Experts see clear pattern between decline in turnover and unpredictable tariff
policies of Belarus and Lithuania (Zakovryashyn 2009). Without diplomatic solution to this difficult
situation port might continue to lose clients.
19
Kämärä
Table 2.6.1. Cargo turnover in the port of Kaliningrad, years 2008-2009 (Morcentr-TEK ZAO 2010)
CARGO
2008
Bulk cargo total
Ore
Coal
Mineral fertilizers
Other
Dry bulk total
Grain
Sugar
Other
Timber
Total
2009
Export
2009
%2009/
2008
2008
375,2
290,9
29,6
155,2
111,5
2899,8
166,5
1540,2
492,7
700,4
1329,9
127,6
1273,8
43,9
375,2
290,9
607,7
1423,6
135
24,4
59
86,8
107
105,8
2212,5
166,5
1540,2
492,7
13,1
53,4
53,4
1202,3
84,7
2128,3
1288,6
41,5
1111,5
107,2
49
52,2
84,7
1828,2
43,7
41,5
949,2
49
51,9
Ferrous metals
Nonferrous metals
Scrap metal
Break bulk
Reefer cargo
Other
Container cargo
RO-RO
Dry-cargo total
1465,5
6
112
150,6
136
258,2
993,2
493,2
7929,1
730,2
6,5
112,3
79,9
83,9
98,7
588,7
1083
5522,1
49,8
108,3
100,3
53
61,7
38,2
59,2
219,5
69,6
1461,7
6
112
25,7
729,6
6,5
112,3
4
49,9
108,3
100,3
15,6
222,8
119
13,7
4311,5
96,8
104,9
4,6
1951,1
Liquid bulk
total
7439,9
6840,9
92
7381,6
6763,8
Raw oil
Oil products
Food products
Chemical products
TOTAL
987,1
6374,8
3,4
74,5
15368,9
1156
5478
163,9
43,1
12363
117
85,9
x
57,8
80,4
987,1
6319,9
1156
5434,7
130,1
43,1
8714,9
General cargo
total
74,5
11693,1
695,7
%2009/
2008
2008
DRY CARGO
31,4
687,3
Import
2009
%2009/
2008
578,1
84,1
687,3
1276,5
74,2
578,1
1266
21,1
84,1
99,2
28,4
1202,3
1244,9
103,5
269,1
160,8
59,8
3,8
0,6
15,7
2008
Transit
2009 %2009/
2008
2008
Domestic
2009
%2009/
2008
24,4
59
122,5
75,9
118,4
83,9
43,4
25,4
0,4
88,1
863,1
483,8
33,5
44,8
22,5
45,2
3141,9 2511,2
LIQUID BULK
91,6
3,4
33,8
0,7
0,5
71,4
61,9
70,9
1,5
56,1
50,2
79,9
0,7
10,5
0,5
71,4
11,2
0,5
x
2,8
117,1
86
57,8
74,5
2,4
2,4
3,4
33,8
x
3145,3
2545
80,9
29,3
1
3,4
1
10,8
4,5
2,4
17,6
9,3
0,6
434,6
464,5
1055,9
1056,3
242,9
227,4
21,8
x
52,1
21,5
41,2
2,8
21,8
x
52,1
21,5
41,2
14
22,3
159,3
516,6
1080,8
209,2
Russian port and railway sectors
3
20
RUSSIAN RAILWAYS SECTOR
This chapter is designed to provide basic information on Russian railways. The objective is to describe its origins, current structure, main routes, and strong and weak points, as well as, to give basic statistical data.
3.1
Overview of Russian railways
Russian railway sector has begun its existence in 1837 with the construction of the railway line 26,7
kilometres long from Saint Petersburg to Czarskoye Selo. By 1851 the total length of Russian railways was approximately 4,5 thousand kilometres, by 1880 the total length was 23 429 kilometres.
By the beginning of the World War II Soviet railways system was the second largest in the world
with the total length over 85 thousand kilometres. (Sotnikov 1993)
The Russian railways sector is the most important logistic area of the Russian Federation. Its significance cannot be underestimated, since Russian railway transport is accounted for more than 40%
of all the country’s passenger traffic and over 80% of all the cargo traffic, making it the most common and in some areas the only possible transportation method. It is the second largest in the world
with over 87 thousand kilometres of railways, only beaten by the world leader: the railway system
of the United States. From a purely geographical point of view Russian railways have spread over
two continents, connecting Europe and Asia (Figure 3.1.1.). Almost half of the Russian railway
lines are electrified, which makes it the most widely spread electrified railway net in the world.
Russian railway sector provides jobs for approximately 1,7 million people, this number represents
over 2% of all able-bodied population of the country. (Bratcev 2010)
Figure 3.1.1. Russian railway network (Audige, Eijbergen & Winner 2009)
Since 2003 the Russian railway sector is operated by government controlled JSCo Russian Railways. Based on cargo volumes (Table 3.1.1.) and passenger traffic, annual revenues, project and
construction scales “Russian Railways” is one of the top railway operators in the world. (Russian
Railways 2010)
21
Kämärä
In 2009 in the conditions of continuously decreasing production and business activity, cargo volumes handled by Russian Railways has dropped by 15% when compared to the previous year. This
is the worst result in the history of JSCo Russian Railways. However, through realization of anticrisis measures like optimization of salary payments, reduction of production and consumption volumes and cutting back in basic repairs of primary equipment, the company has managed to increase
its net profit by 7,8%, when compared to 2008, reaching 14,5 billion rubbles, which is approximately 370 million euros. (Russian Railways 2010)
Table 3.1.1 Cargo turnover (Russian Railways 2010)
Traffic volumes
2004
2005
Freight handling
(million tons)
3.2
1220,9
1273,1
2006
2007
2008
2009
1310,4
1344,2
1303,7
1108
Development strategy of the Russian railway transport
The key objective of the development programs is to increase efficiency of the targeted sector,
through analysing the current state of affairs and directing appropriate resources into the areas that
require improvement. At the present day there exists a government approved Development Strategy
of the Russian Railway Transport until 2030. This strategy is designed to improve certain weaknesses in the Russian railway sector, and will act as the foundation and the tool for joining forces of
the government and the private sector in achieving the major socio-economic objectives. Some of
the weaker spots located in the areas that are crucial for continuous development and increase of
competitive advantages of the Russian railway, are in need of immediate attention. There is an urgent need for (Government of the Russian Federation 2008):
• Updating main railway transport assets
• Modernization of clearly outdated railway technology and technical equipment to the current world standards
• Decreasing territorial disproportion in the development of the railway transport infrastructure, as well as improving railway connections to the country’s regions, and increasing of
traffic-capacities of lines
• Abolishing restrictions in order to increase transit traffic volumes
• Safety improving in railway transport functioning
• Attracting investment flow
In practice Development Strategy covers realization of the following projects (Audige, Eijbergen &
Winner 2009, Russian Railways 2007, VR-konserni 2010, Siemens 2006, RIA Novosti 2007):
• Creating rapid travel routes along 10 000 km (160-200 km/h)
o Moscow - St. Petersburg operational since 2009
o St. Petersburg - Helsinki route is to be opened in 2010
• Creating speed travel routes along 4 500 km (350 km/h), to be
o Moscow - St. Petersburg cutting journey time to 2,5 hours
o Moscow - Nizhny Novgorod (to less 2 hours)
o Moscow - Smolensk - Krasnoye (to 2 hours)
Russian port and railway sectors
22
Figure 3.2.1 High-speed passenger transport system (Audige, Eijbergen & Winner 2009)
•
•
•
Upgrading railway transport assets through purchase of new equipment from international
and domestic manufacturers
o 8 Velaro RUS trains made by Siemens (Germany), currently operating on Moscow –
St. Petersburg route
o 4 Pendolino trains made by Alstom (France), St. Petersburg – Helsinki route is to be
opened in 2010
o JSCo “Russian Railways” has signed numerous development contracts with Spanish,
French and Finnish companies
Renovation of the train stations by 2015, estimated budget 30 billion rubbles (approximately
800 million euros)
Utilizing the country’s geographical position in order to create new international corridors
and integrate Russian railway sector into Eurasian transport network
o “On April 2008 Russian Railways – along with Austrian, Slovak and Ukrainian railways – signed a protocol on the commencement of pre-design studies to extend the
broad-gauge railway line from Moscow to Vienna Estimated cost of the project is 4,3
billion US dollars or ~ 3,5 billion euros. Once implemented, this project will boost
freight flows to Europe, including shipments from the Asia Pacific region.”
o it is expected that transit volumes will increase to 76 million tons, which is almost
triple the current amount
Realization of all the projects requires a lot of commitment from Russian government and the private sector, as well. In order to achieve all of the objectives, Russian political will must be prepared
to revise many aspects of the regulatory framework. To gain maximum benefits, it must be done in
close cooperation with private sector and international partners. Such measures will guarantee swift
development.
23
3.3
Kämärä
Transsiberian Railway (TSR)
Transsiberian railway is the world’s longest continuous railway route. Its total length is close to
9300 kilometres, crossing through ten time zones and connecting European parts of Russia with the
Russian Far East that including connections between ports of Russian Far East and the North West
regions. It is also the shortest, two times shorter than the sea route, route that connects European,
Asian and Pacific regions (Figure 3.3.1.).
Figure 3.3.1 Transsiberian Railway as alternative to the sea route (Russian Railways 2007)
The construction of TSR was started during the last decade of the 19th century. Since then it has
grown into one of the world’s most important railway networks. It is connected to dozens other
networks in Europe and Asia as well as in former Soviet countries. Currently TSR is double-track,
electrified railway line that does match the current railway standards with annual handling capacity
close to 100 million tons. Today TSR is capable of transporting 300 000 TEUs per year. However,
if combined with the Baikal-Amur Mainline (Figure 3.3.2) the total container handling capacity can
be as high as one million TEUs per year. (Russian Railways 2007)
Russian port and railway sectors
24
Figure 3.3.2. Transsiberian route (Lukov 2008)
In domestic traffic TSR is the main transportation route. Over 80% of all Russian business is concentrated along the Transsiberian Railway line, just as 90% of the country’s industrial, agricultural
and natural resources, not forgetting approximately 85% Russian population. (Hackman2004, s. 5,
30; Lautso et al. 2005, s.46; Trans-Siberian Railway 2008)
Worldwide economic crisis combined with the unsuccessful tariff policies of the previous years on
TSR has weakened Transsiberian Railway. In 2008 TSR has handled over 600 thousand1 TEUs of
which 29 thousand TEUs were transit cargo. In 2009 total TEU volumes has dropped by more than
50%, drop in transit TEU volumes was 40% (to 18 thousand TEUs). (Russian Railways 2010)
1
Precise number for the year 2009 is not available in this report.
25
Kämärä
700 000
621 000
600 000
TEU
500 000
401 000 407 000 421 000
400 000
300 000
246 000
200 000
158 000
120
000
103 000
100 000 55 000
0
1999
2000
2001
2002
2003
2004
2005
2006
2007
Figure 3.3.3. Volume dynamics of multi-tonnage container transportation via TSR in 1999-2007 (TEU) (Lukov 2008)
Despite great prospects of the line, including short transporting time, overall safety and good connections to the transport infrastructure in other countries, as well as enormous domestic value,
TSR’s potential as successful alternative to the sea route, remains to be realised. Currently Russian
Railways and the government are working together in order to make TSR more attractive for the
international business.
There are numerous development programs and projects currently being tested and approved (Russian Railways 2010):
•
“Transsib in seven days” named project is especially oriented on attracting transit traffic
from Russian Far East to the Western borders. Its main niches will be:
o Swift and fast transportation. During the test drive, which had place in February of
2009 (14.02.2009-7.02.2009) the distance of 9270 km was covered in 7 day 4 hours
31 minutes.
o Optimised and flexible tariffs on transit transportation. According to the “Russian
Railways”, tariffs will be within the competitive range, especially when considering
the price quality/delivery time ratio.
o Easy and transparent documentation handling procedures.
•
JSCo Russian Railways is planning to invest over 50 billion rubbles (almost 1,3 billion euros) into reconstruction and modernization of the TSR by 2015.
•
As part of the Development Strategy of the Russian Railway Transport until 2030 Russian
Railways is preparing development concept of transportation services on TSR until 2020,
which will include:
o Systematic approach to development of container transportation by railways, sea,
and in port areas, in cooperation with shipping companies from Russia, Europe, Japan, South-Korea and Austria.
o Further optimizing tariffs on export, import and transit traffic.
o Further development of transportation technologies related to foreign trade and transit traffic on TSR.
Russian port and railway sectors
26
o Improving the conditions for joint activities of railways, shipping companies, ports
and shipping agents for attracting cargoes.
o Further improving the general quality of transportation services.
o Information support of transportation process (providing clients with cargo status information in real time).
o Increasing handling capacities of ports in the Russian Far East and North West regions.
o Creating new, modern logistic centres in the Moscow region, large industrial centres
and in the Far East.
o Further development of transportation connections between the countries of Asia,
CIS- countries and Eastern Europe, Scandinavia and Baltic countries.
3.4
Railway transportation between Russia and Finland
Russian and Finland have over 1400 kilometres of common borderline. Along the border there are 8
international permanent and 16 temporary border-crossing checkpoints for motor vehicles as well as
4 checkpoints for the railway transport, in Vainikkala , Imatrankoski, Niirala and Vartius from Finnish side and their Russian counterparts Lyttä (Kivijärvi), Värtsilä, Svetogorsk and Luzhayka (Buslovskaya) (Figure 3.4.1.).
Figure 3.4.1. Railway border-crossing checkpoints
(Söderholm 2009)
27
Kämärä
For the main part the border-crossing cargo consist of oil products, chemicals, timber and containers. The situation with the volumes of transported cargo is somewhat fluctuational and highly dependent on Russian tariff policies. (Ojajärvi 2008).
volumes 1000 tons
14000 12937 12590
11208
12000
9924
10000
8000
6806
6000
4000
3381
4238
3543
4798 4426
East bound traffic
Transit traffic
2000
0
2005 2006 2007 2008 2009
Figure 3.4.2 Finnish east bound traffic and transit traffic (VR 2010)
According to VR in 2008 38% of Finland’s railway freight traffic was Russian traffic (Söderholm
2009). The number is rather significant, consequently it is no wonder that VR is considering Russia
as the moving force of Finland’s logistic sector and is really interested in continuous partnership
with the Russian railway sector (VR 2010).
Russian port and railway sectors
4
28
CONCLUSIONS
Despite today’s somewhat uncertain economic situation both Russian port and railway sectors continue to develope. Those sectors depend not only on the country’s internal economic environment
but also on external economic activity.
As it was shown in the early chapters cargo turnover of the Russian ports mainly consists of export
products. Export, import, transit and domestic volumes, although periodicaly fluctuate, were growing steadily ever since the nineties, and cumulative cargo turnover has kept on increasing even in
the environment of global economic recession.
Russian government in cooperation with the private sector has made some serious and relatively
successful steps in order to direct all of the export flow into Russia’s own ports. However, Russian
port’s infrastructure is simply not capable of handling all of the import volumes on their own, which
is why Russia continues to rely heavily on transit through foreign ports in importing goods into the
country. It is rather probable that Finnish ports will maintain their positions on the transit market in
the near future and will continue to play a major role in Russian import.
Russia already possesses a very impressive railway system that plays a tremendous role in domestic
transportation and the country’s economy. Yet, Russian railway network’s potential, as a land based
transportation alternative to the more established sea transportation remains untapped. In order to
attract international cargo and along with it foreign investments certain environment must be created first: stable tariff policy must be established, rule of cargo transportation must be abided by,
commitments to time schedules must be respected. Only under these conditions Russian railway
sector can effectively compete with other transportation modes in international transportation.
Recent global economic recession slowed down many of the development processes in Russia.
Many projects were frozen and left until better days. Today it seems that the worst part of crisis is
over and world’s economy picking up pace once again. However, it can take some time for Russia
to reach pre-crisis levels in economic development, since country’s financial system was hit quite
hard by global economic decline. Yet, both port and railway sectors have shown some signs of increased activity during the first half of 2010. Cargo turnover and the amount of active development
projects have increased, when compared to the same period of time in 2009.
It is only natural to assume that in bright economic environment both sectors will continue to develop.
29
Kämärä
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