2011 REPORT ON CARGO HANDLING IN KLAIPöDA STATE SEAPORT

Transcription

1 SE KLAIPöDA STATE SEAPORT AUTHORITY MARKETING DEPARTMENT 2011 REPORT ON CARGO HANDLING IN KLAIPöDA STATE SEAPORT Arranged by Žymantas Sinkevičius Klaip da, 2012

2 CONTENT 1. THE OVERALL CARGO HANDLING OF KLAIPöDA SEAPORT AND BŪTINGöS TERMINAL DYNAMICS OF KLAIPEDA PORT CARGO HANDLING AND NAVIGATION Cargo volumes Structure of cargoes Tendencies of changes of basic cargo types Fertilizers Oil products Ro-Ro cargoes Containerised cargoes Dynamics of transportation by routes on land Land bound freight flows according to transportation type Transit cargoes Dynamics of transportation by sea Passenger and cruise navigation Dynamics of vessel operations and structure CARGO HANDLING IN THE EASTERN COAST BALTIC SEAPORTS The Ports of Russia The ports of Estonia The Ports of Latvia The comparative analysis of the Baltic Eastern coast seaports... 55

3 List of diagrams Fig. 1 The overall cargo handling of Klaip da Seaport and Būting s terminal throughout the period of Fig. 2. Cargo handling volumes in Klaip da Seaport within the period of Fig. 3. Dynamics of annual cargo handling turnover by quarters within the period of Fig. 4. Dynamics of cargo handling by quarters within the period of Fig. 5. Cargo handling volumes in Klaip da Seaport by months within the period of Fig. 6. Dynamics of export and import in Klaip da Seaport within the period of Fig. 7 Cargo structure in Klaip da Seaport in terms of cargo types in Fig. 8. Cargo structure in Klaip da Seaport in terms of cargo categories within the period of Fig. 9 Changes of cargo structure in terms of cargo categories within the period of Fig. 10 Changes of cargo volumes in terms of cargo categories within the period of Fig. 11 Assembled diagram of import and export in terms of cargo categories in Fig. 12 Cargo breakdown according to cargo loading method in Fig. 13 Volumes of main cargoes in Klaip da Port in Fig. 14. Dynamics of handling volumes of fertilizers by months within the period of Fig. 15 Dynamics of handling volumes of oil products by months within the period of Fig. 16. Dynamics of Ro-Ro cargoes by months within the period of (units) Fig. 17 Dynamics of Ro-Ro cargoes by months within the period of (thou. tn) Fig. 18 Handling volumes of road transport modes in Klaip da Port by months within the period of , in units Fig. 19 Handling volumes of railcars in Klaip da Seaport by months within the period of , in units Fig. 20 Dynamics of containerised cargoes within the period of (TEU) Fig. 21 Dynamics of containerised cargoes by months within the period of (TEU) Fig. 22 Dynamics of containerised cargoes by months within the period of (thou. tn) Fig. 23 Dynamics of transit cargoes and the share of Lithuanian cargo within the period of Fig. 24 Dynamics of transit cargoes and Lithuanian cargo turnover within the period of Fig. 25. Volumes of transit cargo according to countries within the period of Fig. 26 Cargo flows according to foreign countries in Fig. 27 Dynamics of liner and cruise ships passengers within the period of Fig. 28 Dynamics of cruise passengers and ships within the period of Fig. 29 The number ship calls within the period of Fig. 30 Cargo structure in Primorsk Seaport in Fig. 31 Cargo structure in the Port of Saint Petersburg in Fig. 32 Cargo structure the in Port of Ust Luga in Fig. 33 Cargo structure in the Seaport of Vysotsk in Fig. 34 Cargo structure in Kaliningrad Seaport in 2011 (thou. tn) Fig. 35 Cargo structure in the Seaport of Vyborg in Fig. 36 Cargo structure in the Joint Port of Tallinn in Fig. 37 Cargo structure in Riga Seaport in Fig. 38 Cargo structure in the Free Port of Ventspils in Fig. 39 The structure of cargo in the Seaport of Liepaja in Fig. 40. Comparison of cargo handling results of the Baltic Eastern Seacoast ports Fig. 41 Cargo structure in the Baltic Eastern Seacoast ports in Fig. 42 The structure of fertilizers market in the Baltic Eastern Coast Seaports within the period of Fig. 43 The structure of oil products market in the Baltic Eastern Coast Seaports within the period of Fig. 44 The structure of container market (TEU) in the Baltic Eastern Coast Seaports within the period of Fig. 45 The structure of container market (thou. tn) in the Baltic Eastern Coast Seaports within the period of Fig 46 The structure of Ro-Ro market (thou. tn) in the Baltic Eastern Coast Seaports within the period of

4 List of tables Tab. 1 List of Ro-Ro units in Klaip da Seaport in 2011 (units) Tab.2 The turnover of container import and export in Klaip da Seaport in 2011 (units) Tab. 3 The turnover of container import and export in Klaip da Seaport in 2011 (TEU) Tab. 4 Freight flows from (to) Klaipeda Seaort by routes on land within the period of (thou.. tn) Tab.5 The share of transit cargoes according to countries in Tab. 6 Freight flows by railways accessing Belarus within the period of Tab. 7 Freight flows by railways accessing Russia within the period of Tab. 8 Freight flows by railways accessing the Ukraine within the period of Tab. 9 Freight flows by railways accessing Kazakhstan within the period of Tab. 10 The turnover of container import and export by countries within the period of Tab. 11 Dynamics of vessels operations according to the type of a vessel within the period of Tab. 12 The structure of cargoes in the Port of Primorsk within the period of (in thou. tn) ) Tab. 13 The structure of cargoes in the Port of Saint Petersburg within the period of (thou. tn) Tab. 14 The structure of cargoes the in Port of Ust Luga within the period of (thou. tn) Tab. 15 Cargo handling volumes in the Seaport of Vysotsk within the period of (thou. tn) Tab. 16 Cargo handling volumes in the Seaport of Kaliningrad within the period of (thou tn) Tab. 17 Cargo handling volumes in the Seaport of Vyborg within the period of (thou. tn) Tab. 18 Cargo handling volumes in the Joint Port of Tallinn within the period of (thou. tn) Tab. 19 Cargo handling volumes in the Seaport of Riga within the period of (thou. tn) Tab. 20 Cargo handling volumes in the Free Port of Ventspils within the period of (thou. tn) Tab. 21 Cargo handling volumes in the Seaport of Liepaja within the period of (thou. tn) Tab. 22 Comparison of cargo handling results of the Baltic Eastern coast Seaports Tab. 23 Comparison of cargo handling results of the Eastern coast s Baltic Seaports (thou. tn) Tab. 24 Cargo structure in the Baltic Eastern Seacoast ports in 2011 (thou. tn) Tab. 25 The turnover of fertilizers in the Baltic Eastern Seacoast ports within the period of (thou. tn)*61 Tab. 26 The turnover of oil products in the in the Baltic Eastern Coast Seaports within the period of (thou. tn) Tab. 27 The turnover of containers in the Baltic Eastern Coast Seaports within the period of (thou. tn) Tab. 28 The turnover of Ro Ro cargo in the Baltic Eastern Coast Seaports within the period of

5 1. THE OVERALL CARGO HANDLING OF KLAIPöDA SEAPORT * AND BŪTINGöS TERMINALRoll trailers with container In 2011 the aggregated cargo throughput in Klaip da Seaport and Būting s terminal totalled 45,5 mln tn, i.e. more by 13,0 pct. than in 2010 (see figure 1). Totally nearly 8,9 mln. tn of crude oil, i.e. less by 0,9 pct. year-on-year were handled in Būting s terminal in Presently the crude oil from Russia is imported via Būting s terminal (the port of export is Primorsk Seaport). This oil is imported to the company ORLEN Lietuva managed by the only petroleum refinery company in the Baltic states located in Mažeikiu region. 90 vessels carrying onboard approximately tn of crude oil each, shipped crude oil to Būting s terminal in In 2010 the same number of vessel calls was reported. Fig. 1 The overall cargo handling of Klaip da Seaport and Būting s terminal throughout the period of ,00 45,00 40,00 38,95 36,26 40,30 45,53 8,93 Million tonnes 35,00 30,00 25,00 20,00 15,00 10,00 5,00 15,66 0,69 14,97 22,88 22,30 3,48 5,06 19,40 17,24 25,82 6,07 19,74 31,91 27,50 27,92 10,72 7,24 6,13 21,19 20,25 21,79 29,50 5,89 23,61 31,94 4,58 27,36 9,07 29,88 8,39 27,87 9,02 31,28 36,60 0, Port of Klaipeda Butinge terminal Total

6 2. DYNAMICS OF KLAIPEDA PORT CARGO HANDLING AND NAVIGATION 2.1. Cargo volumes Annual cargo turnover In 2011 Klaip da Seaport set a new record in the sea - born cargo turnover throughout the entire history of the port. With sea born cargo totalling 36,6 mln tn the overall cargo turnover of 2011 was more by +17,0 pct or by 5,3 mln tn comparing with the year of Successfully implemented contractual commitments of stevedoring companies to suppliers and manufacturers, ability to compete with neighbouring ports and sustainable application of PPP (Public Private Partnership) in Port activity were the factors that had determined this record turnover. Fig. 2. Cargo handling volumes in Klaip da Seaport within the period of Million tonnes ,6 31,3 29,9 27,4 27,9 23,6 19,4 19,7 21,2 21,8 20,3 15,7 15,9 14,5 14,8 16,1 17,2 15,0 15,0 12,9 12, While analysing the period since restoration of independence of the Republic of Lithuania in 1991 (see figure 2), i.e. throughout 21 year of Klaip da Seaport activity the average annual increase of cargo handling volumes has been established. The total cargo handling turnover from 15,7 mln tn per year (in 1991) surged by 2,3 times to 36,6 mln tn (in 2011). Assessment of the period from 2000 to 2011 revealed the average annual growth even by 8,28 pct. The data submitted demonstrate that growth rates have been constantly increasing, hence it is possible to make a presumption that transport complex of the Port and Lithuania has successfully adapted to permanently changing market conditions and is able to win the competitive battle against the neighbouring Baltic ports for the market share in the region (see chapter 3.4) Cargo handling by quarters Analysis of annual cargo turnover dynamics obviously demonstrates (see figure 3) that all results achieved throughout the quarters of 2011 were higher than during the previous year.

7 Fig. 3. Dynamics of annual cargo handling turnover by quarters within the period of ,0 Million tonnes 9.000, , , , , ,0 I quarter II quarter III quarter IV quarter During the I-st quarter of 2011 nearly 9 075,5 thou. tn of cargo, i.e. more by +20,8 pct. or by 1 565,1 thou. tons comparing with corresponding period of 2010 were handled in Klaip da Seaport. Results demonstrated during the II-nd quarter were even more impressive with cargo handling turnover equalling to 9 336,7 thou. tn. The cargo handling rate surged by 24,4 pct or by ,7 thou. tons year on year. Cargo handling turnover during the III d quarter went up by 19,9 pct. year on year to ,3 thou. tn to 8 997,6 thou. tn. Comparing with the results of the IV-th quarter of 2010 the cargo handling slightly dropped down during the last quarter of 2011, the change was +4,8 pct. year on year or +422,1 thousand tn amounting in total to 9 184,1 thou. tn. Analysis of results of each quarter of separate years revealed that since the III-d quarter of 2009 (green line in figure 4), as soon as Klaip da Seaport cargo handling had stabilized after global economy crisis, the impressive cargo handling surge has started. It slightly dropped down only in the IV th quarter of 2011 due to economic tension that had increased in main port export markets. Fig. 4. Dynamics of cargo handling by quarters within the period of , ,0 Million tonnes 8.000, , , ,0 I quarter II quarter III quarter IV quarter 4.000,

8 Cargo handling by months Up to 2011 the highest cargo handling rates were reported in November 2010 (the first time during the entire history of the Port the cargo handling rate per month exceeded the limit of 3,0 mln tn) when cargo turnover reached 3120,0 thou. tn. In 2011 the average cargo handling rate per month in Klaip da Seaport achieved 3 049,5 thou. tn, i.e. +17,0 pct. or more by 443,0 thou. tn comparing with the average cargo handling rate per month of 2010 (2606,5 thou. tn). Throughout the total period of 2011 the Port reached new month based cargo handling records even 3 times and the absolute highest result of cargo handling rate per month was reported in October of 2011 with sea-born cargo handling turnover amounted even to 3 298,2 thou. tn. Dynamics of separate months was been mostly affected by tendencies of main cargo flows (fertilizers, oil, Ro-Ro, containers) in Klaip da Seaport (see chapter 2.3). Fig. 5. Cargo handling volumes in Klaip da Seaport by months within the period of , , , , , , , , , ,3 Thous. tonnes , , January February March April May June July August Spetember October November December Export and import 28,0 mln tn of cargo, i.e. more by +18,7 pct or 4,4 mln tn year-on-year were loaded on ships in Export via (loaded on ships) Klaip da Seaport in 2011 constituted 76,6 pct (in 2010 it was 75,5 pct.) in aggregated amount of cargoes handled in the Port. Thous. tonnes Fig. 6. Dynamics of export and import in Klaip da Seaport within the period of Export Import Total

9 The submitted diagram (see figure 6) shows that throughout the period of cargo exported via Klaip da Seaport constituted 75,0 pct in overall turnover. Basically it was determined by geographical location of the country. Lithuania in its hinterland part has common borderlines with industrial and rich in resources countries that sell raw material and manufactured products in international market. One of the basic factors of the Port engaged in export operations are dominating in Lithuania manufacturing and light industry sectors. Manufactured in Lithuania products are usually exported to foreign countries as domestic consumption rates of the country are relatively rather low if to compare with other countries worldwide. In 2011 nearly 8,6 mln tn of sea born cargo, i.e. more by +11,8 pct. or by 0,9 mln tn year on year were unloaded in the Port. Import (cargo unloaded) via Klaip da Port constituted 23,4 pct in 2011 (in 2010 it was 24,5 pct) in overall cargo handling turnover. Slightly decreased part of imported cargo in the aggregated cargo handling result was determined by rapid recovery of economies of Western Europe, the USA and Far East countries in that resulted into surged volumes of exported freight. With export occupying the ¾ part of the total Klaip da Seaport cargo handling turnover its impact on overall results is more significant than in the category of imported cargo. The chart submitted in figure 6 shows that the year of 1991 marked the predomination of export via Klaip da Seaport (approx. 75,0-77,0 pct. in overall turnover), hence no significant changes in 2011 if to compare with 2010 have not been recorded. Geographical location of the country itself makes impact on main tendencies of import and export dynamics Structure of cargoes Cargo types Klaip da Seaport continues to further maintain successfully cargo diversification when diverse types of cargo occupy nearly equal shares in the overall cargo turnover (see figure 7). In 2011 the changes of cargo structure in terms of cargo types were rather slight; dry and bulk cargo handling cut out the biggest share constituting 39,70 pct. in overall Port handling turnover. Liquid and general cargoes constituted 30,15 pct. in overall turnover of the Port. In 2011 the share of dry and bulk cargo increased by 2,06 pct. year-on-year (in 2010 it constituted 37,64 pct) and the share of liquid and general cargo decreased by 1,21 pct. and by 0,84 pct. year-on-year respectively (in 2010 it constituted 31,36 pct and 31,0 pct respectively). In 2011 the rapid growth of handling volumes of bulk fertilizers made the most significant impact on dry and bulk cargo increase.

10 Fig. 7 Cargo structure in Klaip da Klaip Seaport in terms of cargo types in 2011 General cargo 30,15% Liquid cargo 30,15% Bulk cargo 39,70% Cargo categories Inn 2011 cargo structure (see figure 8 and figure 9) in terms of cargo categories changed rather slightly. If to compare with 2010 the increase of Klaip da Seaport port cargo turnover was reached due to results achieved ved in handling of fertilizers (+4,0 pct. pct year-on-year), in total the handling rates of fertilizers constituted 31,7 pct. in overall Port handling volumes. In 2011 the handling of oil products occupied 25,0 pct. in overall Port handling turnover. The share of the flow of oil products in the overall Klaip da Klaip Seaport cargo handling structure decreased by 3,0 pct. pct (when the turnover increased by 4,3 pct.). pct What s worth noting, in 2011 iron ore constituted con 1,7 pct. in overall cargo turnover. Iron ore handling operations started in December of Assessment of other cargo types did not reveal any significant changes. In 2011 the share of Ro-Ro Ro cargo in Klaip da Klaip da Seaport cargo structure was 13,4 pct. pct (-0,4 pct. comparing with 2010), the share of containerized cargoes was 11,7 pct (+0,4 pct year-on-year), year the share of agriculture products was 4,4 pct. (-0,5 pct. year-on-year), ), the share of minerals and construction materials was 4,3 pct (-0,8 pct. year-on-year year), the share of timber was 1,8 pct (-0,3 0,3 pct. pct year-on-year), the share of raw sugar was 1,2 pct (-0,1 pct. year-on-year), ), the share of reefer cargo was 0,9 pct. pct (-0,2 pct year-onyear)) and the share of remaining cargo constituted 1,9 pct. pct (-0,6 pct. year-on-year year). Fig. 8. Cargo structure in Klaip da Klaip Seaport in terms of cargo categories within the period of Fertilizers 31,7% Oil products 25,0% ro Ro-ro 13,4% Containers 11,7% ` Others 1,9% Metal scrap 1,1% Raw sugar 1,2% Ref. cargo 0,9% Timber 1,8% Metals and ferroalloys 0,9% Ore 1,7% Agricultural products 4,4% Minerals and building materials 4,3%

11 Fig. 9 Changes of cargo structure in terms of cargo categories within the period of ,0 1,7 1,9 1,0 0,9 1,5 2,1 1,8 1,1 1,1 0,9 1,1 1,4 1,2 1,0 1,2 1,1 3,2 2,5 1,9 11,6 13,8 13,4 10,3 11,3 11,7 6,7 4,9 4,4 3,3 5,1 4,3 25,0 25,3 28,0 27,7 33,1 31,7 35,0 30,0 25,0 20,0 15,0 10,0 5,0 Percentage, % 0,0 Oil products Fertilizers Ro-ro Containers Agricultural products Minerals and building materials Ore Metals and ferroalloys Timber Ref. cargo Raw sugar Metal scrap Others Oil products Fertilizers Ro-ro Containers Agricultural products Minerals and building materials Ore Metals and ferroalloys Timber Ref. cargo Raw sugar Metal scrap Others Thous. tonnes

12 While analysing the changes of cargo structure in terms of cargo categories (see figure 10) we can obviously see that the most significant changes while comparing 2011 with 2010 are related with 4 basic cargo types (fertilizers, oil products, Ro-Ro cargoes, containers) that totally constituted 81,8 pct in overall Klaip da Seaport turnover. Explicit analysis of basic cargoes is submitted in chapter 2.3. No any extraordinary changes were detected in the group of cargo constituting the remaining 19,2 percent in the overall turnover of the Port. Iron ore handling operations in Klaip da Seaport started in December of In 2011 the handlings of iron ore reached 627,3 thou. tn and this amount constituted 1,7 pct in overall cargo turnover. Handlings of minerals and construction materials in 2011 decreased by -1,2 pct or by 19 thou. tn year on year to 1 561,0 thou. tn. This group of cargo encompasses bulk cargo, i.e. cement (271,3 thou. tn were handled in 2011, the change was +45,5 pct. or +84,9 thou. tn year-on-year), processed construction materials (282,2 thou. tn, +42,1 pct. or +165,5 thou. tn year-on-year), raw and processed minerals (1001,3 thou. tn, -21,3 pct. or -271,3 thou. tn year-on-year) and packed (general) cargoes cement and processed construction materials (3,4 thou. tn, -20,9 pct. or -0,9 thou. tons year-on-year). Grain and fodder handling marked a decrease by 2,5 pct. or by -40,0 thou. tn to 1 203,0 thou. tn in This cargo group includes bulk cargo, i.e., grain (931,4 thou. tn were handled in 2011, the change was -4,2 pct. or -40,8 thou. tn year-on-year); fodder (270,8 thou. tn, +2,2 pct. or +0,6 thou. tn yoy) and packed (general) cargoes, i.e., fodder and food waste (packed) (0,7 thou. tn, +16,7 pct or +0,1 thou. tn yoy). The turnover of timber and forest products increased by 1,4 pct. or +9,0 thou. tn and in 2011 amounted to 652,0 thou. tn. Timber and forest products (624,2 thou. tn were handled in 2011, the change was +0,6 pct. or 3,5 thou. tn year- on- year) and paper, cardboard, pulp and waste-paper (in 2011 the throughput of these cargoes reached 27,7 thou. tn, +26,5 pct. or +5,8 thou tn year-on-year) are attributed to general cargo. In ,0 thou. tn, i.e. -1,8 pct. or -8,0 thou. tn year- on- year of raw sugar were handled in the Port. This group of cargo encompasses the liquid cargo, i.e. molasses (31,2 thou. ton were handled in 2011, the year - on-year change was +0,8 pct. or +0,3 thou. tn) and dry and bulk cargoes, i.e., raw sugar (408,7 thou. tn, -1,9 pct. or -8,0 thou. tn yoy). Scrap metal handling increased by +10,5 pct. yoy or +39,0 thou. tn to 410,0 thou. tn in Scrap metal is attributes to dry and bulk cargo category, as in 2011 no packed scrap metal (general cargo) was handled (in 2010 the Port handled 5,2 thou. tn). The turnover of reefer cargo in 2011 was 321,0 thou. tn, the yoy change was -7,0 pct or - 24,0 thou tn. This cargo group encompasses frozen fish (216,8 thou. tn were handled in 2011, the change was -2,3 pct or -4,9 thou. tons yoy), frozen meet (96,7 thou. tons, -3,2 pct. or -3,0 thou. tons yoy) and other frozen products (7,4 thou. tons, -81,5 pct. or -32,5 yoy), attributed to general (packed) cargo type

13 Peat handling in 2011 contracted by -15,0 pct or -48,0 thou. tn yoy to 273,0 thou. tn. Bulk peat, attributed to dry and bulk cargo type, handling volumes in 2011 were 262,5 thou. tn, i.e. -12,4 pct. or -37,1 thou. tn yoy. The turnover of packed peat, attributed to general cargo type, was 10,4 thou. tn (- 51,9 pct. or -11,2 thou. tn yoy). In 2011 nearly 346,0 thou. tn of metal and ferroalloys were handled in the Port, the year-onyear increase was 13,8 pct. or +42,0 thou. tn. This cargo group encompasses such dry and bulk dry cargo categories as ferroalloys (52,2 thou. tn were handled in 2011, +29,2 pct. or +11,8 thou. tn yoy), unitized metal and steel articles (275,5 thou. tn, yoy change was +58,0 pct or +101,1 thou. tn) and metal constructions (18,7 thou. tn, yoy change was -79,0 pct. or -70,2 thou. tn). The handling of soybean meal in 2011 went up by +69,9 pct. or by +102,0 thou. tn year-onyear to 248,0 thou. tn. The total throughput of other types of unclassified into categories cargo was 578,0 thou. tn in 2011, the year-on-year change was -3,8 pct. or -22,0 thou. tn. This group encompasses the liquid cargo, i.e. vegetable fat and oils (35,5 thou. tn were handled in 2011, the year-on-year change was -58,9 pct. or - 24,8 thou. tn), other types of liquid cargo (237,2 thou. tn, +45,3 pct. or 74,0 thou. tn yoy); bulk and dry cargo malt and hops (6,2 thou. tn, +100,0 pct or +6,2 thou. tn yoy); other agriculture products (143,4 thou. tn, -1,1 pct. or -1,6 thou. tn yoy); other types of bulk and dry cargo (44 thou. tn, -46,4 pct. or -20,4 thou. tn yoy); general cargoes packed fresh fruit and vegetables (6,3 thou. tn, -44,7 pct. or -5,1 thou. tn yoy), chemical products and chemicals (29,7 thou. tn, -52,2 pct. or -32,4 thou. tn yoy), other categories of general (packed) cargoes (76,4 thou. tn, -15,8 pct or -14,3 thou tn yoy).

14 Fig. 10 Changes of cargo volumes in terms of cargo categories within the period of Thous. tonnes Fertilizers Oil products Ro-ro Containers Ore Others

15 The chart in figure 11 represents the breakdown of cargo categories according to imported (unloaded) and exported (loaded) cargoes. The common export and import tendency in Klaip da Port is presented in chapter 2.1, but this chart represents the breakdown of cargoes in terms of cargo categories in more explicit way. The analysis of cargo volumes and the breakdown between import and export reveals that the most significant share of imported cargoes account for Ro- Ro and containerised cargoes that are generally carried on board of liner vessels, i.e. to determined ports of delivery and following the definite time schedule; the freight is stacked both in the ports of departure and in ports of destination. The big share of imported cargo accounts for minerals and construction materials, raw sugar, reefer cargo. The majority of imported commodities are destined to the market of Lithuania. The basic exported in 2011 cargoes were fertilizers (the majority of it were transported from the undertakings of Belarus and Lithuania), oil products (production of the petroleum refinery company ORLEN Lietuva cuts out a considerable share). More in - depth cargo breakdown in Klaip da Port according to cargo type, category and direction (import and export) is presented in Figure 12.

16 Fig. 11 Assembled diagram of import and export in terms of cargo categories in % 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% Oil products Fertilizers Ro-ro Containers Minerals and building materials Grain Timber Ore Raw sugar Metal scrap Ref. cargo Iron and steel products, metal construction Peat Fodder Soy Metals and ferroalloys Vegetable oil Chemical products Fruit and vegetable Others Export (thous. tonnes) Import (thous. tonnes)

17 Fig. 12 Cargo breakdown according to cargo loading method in % 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% Bulk cargo Fertilizers Minerals and building materials Grain Ore Raw sugar Metal scrap Peat Fodder Soy Metals and ferroalloys Other cargo Liquid cargo Fertilizers Oil products Raw sugar Vegetable oil Other cargo General cargo Fertilizers Ro-ro Containers Minerals and building materials Timber Iron and steel products, metal construction Ref. cargo Peat Fodder Chemical products Fruit and vegetable Other cargo Export (thous. tonnes) Import (thous. tonnes)

18 2.3. Tendencies of changes of basic cargo types Fig. 13 Volumes of main cargoes in Klaip da Port in Thous. tonnes Oil products Fertilizers Ro-ro Containers

19 Fertilizers The growth rate of cargo turnover was extremely high in 2011 therefore this cargo category in Klaip da Port cut out the biggest share (see figure 8) and constituted 31,7 pct. in the overall throughput of the Port. In 2011 the handling volumes of fertilizers amounted to ,0 thou. tn, the year-on-year increase reached even 34,1 pct. or ,3 thou. tn (in 2010 the handling volumes were 8 662,7 thou. tn). The percentage of cargo breakdown in figure 12 reveals that the handling volumes of liquid fertilizers in 2011 totalled 1 591,4 thou. tn (the yoy change was +100,8 pct or +799,0 thou. tn), the handling volumes of bulk fertilizers were 9 564,7 thou. tn (+27,9 pct or ,8 thou. tn) and the handling volumes of packed fertilizers amounted to 457,0 thou. tn (+15,8 pct or +62,5 thou. tn yoy). The handling rates of fertilizers have started growing in such an impressive way since April of 2010 and in 2011 it reached the record turnover. Fig. 14. Dynamics of handling volumes of fertilizers by months within the period of Thous. tonnes , , , , , ,9 909,4 933,5 909,1 966,4 757,7 782,7 0 The chart in figure 14 represents the tendency of the increase of fertilizers throughput in the Port. The constantly growing demand for fertilizers in foreign markets (Brazil, China, India, countries of Western Europe) accounted for the growth rate of exported fertilizers. In 2011 the largest amount of fertilizers was exported to Brazil by direct transportation, i.e. avoiding transshipment of cargo to larger ships in the top ports of Germany or Holland. The amount of transported to Brazil fertilizers was 2 924,9 thou. tn, the year-on-year increase was 86,1 pct. or ,3 thou. tn. Rather impressive amounts of fertilizers were transported to China and India, respectively 769,3 thou. tn (+170,7 pct. or +485,1 thou. tn yoy) and 674,2 thou. tn (+5,9 pct. or 37,6 thou. tn). The assessment of tendencies of the continental part, i.e. dedicated to export fertilizers transported to the Port by roads and railways, resulted into a presumption that Klaip da Seaport has remained competitive in respect of the of neighbouring ports. Companies operating in the Port successfully implemented contractual commitments to manufacturers and suppliers and the infrastructure of the Port had been prepared to accept the freight. All these statements are supported by results of exportation of fertilizers produced in the plants located in Belarus via the Seaport of Klaip da. In 2011 the export of fertilizers produced in Belarus via Klaip da Seaport was 7 064,2 thou. tn, the change was +34,7 pct. or ,6 thou. tn comparing with results of The flow of fertilizers produced in Russia via Klaip da Seaport remained rather intensive in 2011 and totalled

20 1 249,0 thou. tn, the change was +1,6 pct. or +20, 0 thou. tn. The export of the remaining part of fertilizers was attributed to the production of the industry of Lithuania. A slight contraction of the turnover of this cargo was reported in the last months of 2011; this fact is reflected in figure 14 where the results of handling of fertilizers crossed the positive 3 year period tendency line. This slump was related with the tension in the economy that emerged due to rather impressive slowing down development rates of the Western European countries and some developing world states like Brazil, China and India. These development rates started growing rather impressively somewhere in the middle of Oil products In 2011 the handling of oil products in Klaip da Port increased by +4,3 pct. or by +376,3 thou. tn year-on-year to 9 138,5 thou. tn. The share of oil product handling in the overall turnover of the Port dropped down by 3,0 pct. up to 25,0 pct. The diagram in the figure 15 reveals that the turnover of oil products in Klaip da Port has become stable since ,5 pct. of oil products were destined for export in (in 2010 it was 98,8 pct). Fig. 15 Dynamics of handling volumes of oil products by months within the period of Thous. tonnes ,5 830,1 601,5 935,6 854,6 789,4 765,3 713,2 762,2 697,8 681,7 634,7 0 The basic countries exporting oil products were Holland and the USA nearly thou. tn of oil products were transported to Holland in 2011, the yoy change was +56,7 pct. or ,0 thou. tn and 833,3 thou. tn of oil products were transported to the USA, with decreased yoy change by 30,2 pct. or by -630,5 thou. tn. The tendencies of export of oil products have remained in a stable level for a good many years. As a rule the destination countries of this category of cargo are the countries of Western Europe or the USA. The majority of vessels transhipping exported oil products are directed to the ports with deeper draughts in the close vicinity where they are loaded to full extent. Intercontinental trade in oil products is performed by extremely large tankers that due to insufficient depths of Klaipeda Seaport can not be loaded to full extent there. Analysis of transportation of export oriented oil products produced in Belarus by railways to the Port of Klaipeda demonstrated the rapid growth. In 2011 the throughput of Belarusian oil was 2 484,5 thou. tn, i.e. more by +93,5 pct. or by ,6 thou. tn year-on-year. The transhipment of oil products from Russia dropped to 1 212,8 thou. tn, i.e. less by -34,7 pct. or by -644,9 thou. tn year-on-year. Nearly ½ of oil product exportation via Klaip da Port constituted the production of the petroleum refinery company ORLEN Lietuva located in Mazeikiu region.

21 Ro-Ro cargoes In 2011 the increase of the throughput of Ro-Ro cargoes calculating in units was 14,0 pct. or units, the overall turnover totalled units (in 2010 it was units). Calculating in tons the throughput increased by 14,1 pct. year-on-year or by +608,6 thou. tn to 4 913,6 thou. tn (in 2010 this number was 4 305,0 thou. tn). All cargoes belonging to this group are transported by 4 Ro-Ro lines, i.e. Klaip da Karlshamn (Sweden), Klaip da Kiel (Germany), Klaip da Sassnitz (Germany) and Klaip da Aarhus - Copenhagen Fredericia (Denmark). Only very few Ro-Ro cargoes were transhipped via Klaipeda Port not by these ferry lines. The maximum cargo turnover is reported between the ports of Germany, Sweden and Denmark. 53,9 pct. of Ro-Ro cargoes arrive to Klaip da Port and 46,1 pct. account for transportation from the Port (export). This cargo group comprises 4 categories of freight : 1) auto trailers, trucks; 2) trailers; 3) roll trailers; 4) light vehicles In 2011 the turnover of auto trailers and trucks amounted to units, the year-on-year change was +18,3 pct. or more by units. The turnover of trailers increased by 16,1 pct. or by units year-on-year to units. During 2011 transportation of roll trailers increased by +8,7 pct. or by units year-on year to units, transportation of light vehicles increased by 8,9 pct. or by units year-on-year to units. The operator of all Ro-Ro lines is the company DFDS Seaways basically oriented towards freight shipment and not transportation of passengers, therefore calculating in units the freight volumes are relatively low, but in terms of tonnage the share of Ro-Ro cargoes cuts out even 13,4 pct. of the overall Port turnover. The reasons of such increase may be related to the increased demand for consumption goods; such types of goods are usually transported by auto trailers. The market that has stabilized during 2011 promoted the flows of vehicles used in industry and agriculture sector. Fig. 16. Dynamics of Ro-Ro cargoes by months within the period of (units) Units

22 Fig. 17 Dynamics of Ro-Ro cargoes by months within the period of (thou. tn) Thous. tonnes ,1 433,5 426,8 453,6 397,7 440,2 389,0 398,1 377,2 390,3 421,9 385,2 0 Diagrams submitted in figures 16 and 17 present month-by-month tendencies of Ro Ro freight in units and in terms of tonnage since The tendency line demonstrating the increase of freight turnover symbolizes rather rapid turnover increase rates (extremely obvious in line with growth of economics). Another positive incentive for transportation of Ro-Ro cargo via Klaipeda Port was determined by amendments to Rules of Application of Klaip da State Seaport Dues that entered into force as of the 26 th of April, Due to these amendments the Port dues implied on vehicle carriers entering Klaip da Port were lowered by 30 pct. Nevertheless the impact of these amendments shall be analysed more precisely only after 1 or 2 years when the largest share of the market should respond to new amendments. Analysis of cargo turnover in November December of 2011 presented in figures 16 and 17 shows a slight drop (but the comparison with corresponding months of 2010 evidently shows the increase ), but this correction has been influenced by changing seasons. The impact of seasonal change dominates in all sectors of transport when commodity goods are transported. Hereinafter the dynamics of overall turnover of road transport modes (see figure 18) and rail cars (see figure 19) within the period of is presented in line with the list of all Ro-Ro transport modes handled in Klaipeda Port (see table 1).

23 Fig. 18 Handling volumes of road transport modes in Klaip da Port by months within the period of , in units Units January February March April May June July August September October November December The handling of road transport modes in Klaip da Port as a rule makes the greatest impact on Ro Ro cargo flows as the road transport modes constituted even 98,0 percent of shipped units wheels (or freight transported by units on wheels). The diagram in figure 18 reveals that tendencies of road transport freight handling is determined by seasonal changes. Within the period of one year these flows usually change rather slightly, but evaluation of separate annual results shows the apparent constant growth of cargo volumes. Fig. 19 Handling volumes of railcars in Klaip da Seaport by months within the period of , in units Units January February March April May June July August September October November December Railcars are shipped by the single Ro-Ro line Klaipeda Szczecin whenrail cars are brought directly to a special ferry Vilnius with rail tracks on deck therefore it is accommodated to carry railcars hereby avoiding the freight transhipment to other transport modes.

24 Tab. 1 List of Ro-Ro units in Klaip da Seaport in 2011 (units) Cargo January February March April May June July August September October November December Totally Ro Ro units Including road transport modes: railcars: Auto trailers, trucks Trucks with semi trailers (auto trailers) Buses (over 12 seats) Imported and exported motor transport units Other mobile automotive units Freight road transport units Mobile automotive units no data Trucks Truck trailers Trailers Trailers Other mobile non- automotive units (bikes) Transported separately trailers and semi trailers Mobile non -automotive units no data Roll trailers Roll trailers with container Roll trailers with freight Roll trailers with tank container Lightweight Lightweight vehicles Buses (up to 12 seats) Motorcycles and their side cars/caravans Transported separately caravans auto trailers and other

25 Containerised cargoes TEU Fig. 20 Dynamics of containerised cargoes within the period of (TEU) Fig. 21 Dynamics of containerised cargoes by months within the period of (TEU) TEU Fig. 22 Dynamics of containerised cargoes by months within the period of (thou. tn) Thous. tonnes ,1 422,5 276,8 413,5 459,5 392,0 343,4 326,6 331,0 323,8 296,9 366,3 0

26 In 2011 the container turnover in Klaip da Port calculating in TEU (see figure 20) was TEU, the year-on-year change was +29,5 pct. or TEU. Calculating in tons (see figure 13) the turnover totalled 4 269,5 thou. tn, i.e. more by 20,4 pct. or by 722,0 thou. tn yoy. Containers are usually applied to carry consumer commodities. Like Ro-Ro cargo this category of freight is particularly influenced by changes emerging in consumption market. Charts presented in figures 21 and 22 reveal the surge within March, April and May months. In May of 2011 the absolute record of containerised cargo turnover per month (calculating both in TEU and tons) was set. In May TEU were handled (more by even +75,6 pct. or by TEU yoy) and in terms of tonnage the handling rate amounted to 459,5 thou. tn (+50,5 pct. or +154,1 thou. tn yoy). This impressive and robust growth became possible due to reasons that were absolutely unrelated with naturally developing market. Since July of 2011 dramatically increased import dues imposed on used cars imported to Belarus, Russia and Kazakhstan triggered the import of used cars transported by containers from the USA. After this impressive increase the market has stabilized within the following several months. However as traditionally happens during every period before holidays (December) the container handling rates jumped up again. In 2011 transportation rates of NATO non-military cargoes to Afghanistan increased rather noticeably. This fact shows that the Port complies with high international and safety requirements. In 2011 the Port of Klaip da handled 3266 TEU of NATO cargo (in 2010 only 76 TEU were handled) that was successfully transported from Klaip da Port by the land bound transport modes. The year of 2011 marked the commencement of container transhipment in the Baltic region. Nearly TEU were handled in such a way in Data on container (TEU and units) import and export according to transportation of empty and full containers are submitted in tables 2 and 3. Analysis of data submitted in TEU show that 42,4 pct. of empty containers are loaded on ships (container export) and only 2,9 pct. of empty containers are unloaded. This tendency has been observed from the very beginning of container transportation in Klaipeda Port as consumption commodities destined for markets of Lithuania and neighbouring continental part countries are usually transported in containers. These commodities are distributed within the region but the amount of cargo that may be loaded into containers is rather small as most frequently raw materials exported via Klaipeda Port are loaded directly on specialised vessels. Loading of raw materials to containers is growing in rather modest rates. The share of offloaded empty containers (import) may be evaluated analogically. It should be noted that containers destined for Baltic countries are usually transported from top European ports accommodating the largest container carriers and then the total flow is distributed within the region by smaller vessels, therefore it is possible to make an assumption that the cargo in containers comes from diverse countries from all parts of the world, but due to prevailing in the region export of raw materials the containers as a rule are returned empty.

27 Tab. 2 The turnover of container import and export in Klaip da Seaport in 2011 (units) Totally 20' full 20' empty 40' full 40' empty >40' full >40' empty The share of empty containers, pct. Loaded ,3 Offloaded ,5 Total ,5 Tab. 3 The turnover of container import and export in Klaip da Seaport in 2011 (TEU) Totally 20' full 20' empty 40' full 40' empty >40' full >40' empty The share of empty containers, pct.. Loaded ,4 Offloaded ,9 Total ,3 The bigger share of transported containers is attributed to container transportation between Klaip da Port and top ports of Eastern Europe as they accommodate the largest container carriers when containers are later transhipped to smaller ships and distributed within the region of the Baltic countries. In 2011 the container turnover between Klaipeda Port and ports of Germany was TEU (+50,7 pct. or TEU if to compare with 2010).

28 2.4. Dynamics of transportation by routes on land Land bound freight flows according to transportation type Tab. 4 Freight flows from (to) Klaipeda Seaort by routes on land within the period of (thou.. tn)* Cargo handling in Klaip da Seaport 20235, , , , , , ,0 Cargo haulage to (from) Klaip da Seaport : , , , , ,9 by railway transport , , , ,2 percentage 71,5 68,8 70,8 72,9 78,0 70,9 74,0 75,1 by road transport , , ,4 7889,8 8753,7 percentage 28,5 31,2 29,2 27,1 22,0 29,1 26,0 24,9 *Data submitted by the ministry of Transport of the Republic of Lithuania All cargoes to (from) Klaipeda Port are transported by roads or railways. Since 2004 the share of freight transported by railways has fluctuated from 70 to 75 pct. In ,1 pct. of all cargoes were carried by railway transport, the change comparing to 2010 was 1,1 pct. The majority of freight transported by railways were transit cargoes the flows of which increased considerably in 2011, hence the share of freight transportation by railways also increased. As a rule dry and bulk cargoes and liquid cargoes are transported by railways and containers and Ro-Ro cargoes are hauled by roads. In 2011 the share of freight transported by roads dropped down by 1,1 pct. from 26,0 pct. to 24,9 pct. if to compare with The volumes of freight transported by railways in 2011 amounted to ,2 thou. tn and he volumes of freight transported by roads were 8 753,7 thou. tn. The remaining share, 1 387,1 thou. tn, included cargoes that were on/off loaded in Klaip da Port, but were not carried by land transport modes. One of the reasons was the container transhipment in the Baltic region when the cargo was offloaded from large container carriers and loaded to smaller (feeder) vessels transporting the cargo to other ports of the Baltic Sea region Transit cargoes In 2011 the volumes of transit cargo cut out the share of 44,3 pct. Fig. 23 Dynamics of transit cargoes and the share of Lithuanian cargo within the period of * 100,0 Procentage, % 80,0 60,0 40,0 20,0 0,0 76,6 65,4 70,5 67,7 61,3 64,0 63,9 45,7 44,7 39,2 30,2 28,8 31,8 41,6 40,1 38,5 39,9 44,3 23,4 34,6 29,5 32,3 38,7 36,0 36,1 54,3 55,3 60,8 69,8 71,2 68,2 58,4 59,9 61,5 60,1 55, Lithuanian cargo Transit cargo *Data submitted by the ministry of Transport of the Republic of Lithuania