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

29 The share of transit cargoes in the overall cargo turnover in 2011 represented an increase by 4,4 pct. comparing with This increase was determined by rapidly growing cargo export flows via Klaip da Port. In the historical aspect the dynamics of cargo according to the country of origin (or dedicated to a certain country) depended on diverse factors within different periods. Up to 2011 the transit cargo constituted the largest share in the overall cargo turnover, in 2000 the structure of cargo in Klaipeda Port started changing in principle and these changes were actually determined by international policy of foreign countries and rapid development of the economy of Lithuania. In terms of cargo handling volumes (see figure 24) Lithuanian cargoes constituted 20,4 mln. tn in 2011 and the year-on-year increase was 8,7 pct. or +1,6 mln. tn. Volumes of transit cargoes in 2011 increased 29,5 pct. (+3,7 mln. tn) to 16,2 mln. tn. Fig. 24 Dynamics of transit cargoes and Lithuanian cargo turnover within the period of * ,3 36,6 25 Million tonnes ,8 12,5 20,4 16, Total Transit cargo *Data submitted by the ministry of Transport of the Republic of Lithuania In 2011 the Belarusian cargo or cargo dedicated to Belarus (31,4 pct) and Russian cargo (10,5 pct) made the greatest impact on the overall transit cargo turnover via Klaip da Port. Transit cargo from other countries constituted the remaining 2,5 pct. in the overall Port cargo turnover: cargo from Latvia occupied 0,8 pct., from the Ukraine 0,6 pct., from Kazakhstan 0,6 pct., from Uzbekistan 0,1 pct. and from Estonia 0,1 pct. The largest share of transit cargo cut out the Belarusian cargo (in 2011 it was ,6 thou. tn). Nowadays Klaip da Port is the basic partner of export from Belarusian undertakings in the Baltic region (see chapter 3.4, figure 42 and table 28). In 2011 the turnover of Belarusian cargo increased by 41,4 pct. if to compare with 2010 (see Fig. 24).

30 Tab.5 The share of transit cargoes according to countries in 2011 * Country Volumes Share in the overall handling, % Totally, including ,0 100,0 Lithuanian cargoes ,2 55,7 Transit,including from ,8 44,3 Belarus ,6 31,4 Russia 3.835,8 10,5 Latvia 300,0 0,8 Ukraine 226,7 0,6 Kazakhstan 206,2 0,6 Uzbekistan 25,9 0,1 Estonia 21,5 0,1 Other 122,1 0,3 *Data submitted by the ministry of Transport of the Republic of Lithuania In 2011 the cargo from Russia turnover increased by 6,0 pct. to 3 835,8 thou. tn (in 2010 it was 3 619,7 thou. tn). In terms of dedicated to foreign countries (or cargo transported from these countries by land transport modes) cargo that was handled in Klaip da Port the remaining insignificant share included cargoes from Latvia (300, 0 thou. tn, +76,8 pct.), the Ukraine (226,7 thou. tn, -21,8 pct.), Kazakhstan (206,2 thou. tn, +12,3 pct.), Uzbekistan (25,9 thou. tn, +3,2 times) and Estonia (21,5 thou. tn, +31,1 pct.). Fig. 25. Volumes of transit cargo according to countries within the period of * , ,6 Thous. tonnes , , , , , , , ,0 0, Russia Belarus Ukraine Kazachstan Uzbekistan Latvia Estonia Other countries *Data submitted by the ministry of Transport of the Republic of Lithuania Precise analysis of transit cargo flows by railway transport (96,2 pct. of all transit cargo flow are transported by railways) presented according to countries and cargo categories in tables 6-9 reveals that fertilizers, oil and oil products cut out the biggest share in the structure of Belarus cargo. In 2011 the handling volumes of Belarus fertilizers increased year-on-year by 34,7 pct. or by +1820,6 thou. tn to 7 064,2 thou. tn. The increased demand for fertilizers in the foreign markets and contractual obligations of

31 suppliers concluded with customers before the beginning of 2011 accounted for this rapid grow. The shortest distance by land bound routes from the largest Belarusian enterprises producing fertilizers to Klaipeda Port comparing with other countries of the Baltic Sea regions, the reliable activity of companies operating in the Port and constant development of Port infrastructure all these factors made impact on significantly increased flows of Belarusian fertilizers via the northernmost of the Baltic Sea ice free Klaipeda Port. The handling rates of Belarusian oil and oil product totalled 2 484,5 thou. tn in 2011, the year-on-year change was 93,5 pct. or ,6 thou. tn. These two types of cargo constituted 84,1 pct. of Belarusian cargo flow via Klaip da Port. Oil and oil products constituted the largest share of Russian cargo flow (see table 7), totally 1 212,8 thou. tn (-34,7 pct. or -644,9 thou. tn yoy) were handled. The handling volumes of fertilizers increased by 1,6 pct. or +20,0 thou. tn to 1 249,0 thou. tn (in 2010 it was 1 229,0 thou. tn). The handling of ferrous metal (including scrap metal) accounted for most significant increase of Russian cargo flows via Klaip da Port. In 2011 nearly 921,5 thou. tn (+5,6 times or 758,3 thou. tn yoy) were handled. This change was determined by the handling volumes of iron ore briquettes the handling of which started in Klaipeda Port in December of Cargo flows from the Ukraine and Kazakhstan in the overall cargo handling turnover of Klaipeda Port constituted a small share. The largest flows from (to) the Ukraine were detected in the categories of food products and fodder, timber and ferrous metals and the basic cargoes delivered from Kazakhstan.

32 Tab. 6 Freight flows by railways accessing Belarus within the period of * Total cargo turnover via Klaip da Port including in terms of nomenclature Freight transportation from Belarus Yoy change, pct. Freight transportation to Belarus Yoy change, pct. Transit from (to) Belarus Yoy change, pct. Transported totally Yoy change, pct , ,1 46,1 775,8 771,7-0,5 0,2 1,3 658, , ,1 41,6 food products and fodder (products of vegetable and 85,0 67,8-20,2 477,4 448,4-6,1 0,0 0,0 562,4 516,2-8,2 animal origin and etc.) mineral products 134,0 371,9 177,5 4,1 9,4 131,9 0,0 0,3 100,0 138,0 381,5 176,4 solid mineral fuel (coal, coke and etc.) 218,2 210,6-3,5 0,1 0,0 0,0 218,2 210,6-3,5 oil and its products 1.205, ,5 106,0 78,1 0,1-60,0 0,0 0, , ,5 93,5 inorganic and organic chemistry 78,1 78,6 0,6 76,7 100,6 31,1 0,0 0,0 154,8 179,2 15,7 products chemical and mineral fertilizers 5.241, ,6 34,7 1,9 1,6-12,4 0,0 0, , ,2 34,7 timber, cork and their products, paper 23,2 25,0 7,7 7,7 11,4 48,4 0,0 0,0 30,9 36,4 17,8 black metal (including scrap metal) 93,7 123,8 32,1 33,0 48,3 46,2 0,0 0,0 126,7 172,1 35,8 other cargoes 161,7 154,5-4,4 96,9 151,9 56,8 0,2 1,0 500,0 258,7 307,4 18,8 *Data submitted by JSC Lietuvos geležinkeliai. Data presented in table 6 shall be estimated with reference to position of Lietuvos geležinkeliai as the freight transportation from a certain country to Lithuania transporting it further up to the port is considered by Lietuvos geležinkeliai as the freight imported to Lithuania, and the Port considers it as the freight destined to export. Analogous situation is observed with imported via Klaipeda Port cargoes that are to be exported from Lithuania.

33 Tab. 7 Freight flows by railways accessing Russia within the period of * Freight Freight transportation from Yoy transportation Yoy Transit from Yoy Transported Yoy Russia change, to Russia change, (to) Russia change, totally change, pct pct pct pct. Total cargo turnover via 3.293, ,2 5,2 207,8 240,3 15,6 59,1 51,2-13, , ,7 5,5 Klaip da Port including in terms of nomenclature food products and fodder (products of vegetable and 3,4 58, ,5 4,1 29,9 628,8 4,5 3,1-31,0 12,0 91,9 665,0 animal origin and etc.) mineral products 0,0 0,0 0,1 0,4 3,4 2,4-28,9 3,5 2,8-20,3 solid mineral fuel (coal, coke and etc.) 0,0 0,0 ###### 0,0 0,0 0,0 0,0 ##### oil and its products 1.840, ,5-34,6 0,2 0,1-50,0 17,0 8,1-52, , ,8-34,7 inorganic and organic chemistry products chemical and mineral fertilizers 59,9 39,9-33,5 131,6 125,7-4,5 9,6 3,5-63,4 201,2 169,1-15, , ,2 1,6 2,1 2,8 33,8 0,0 0,0 ##### 1.229, ,0 1,6 timber, cork and their products, paper 3,3 0,0-100,0 18,0 28,7 59,6 5,0 5,2 5,3 26,2 33,9 29,3 black metal (including scrap metal) 158,5 916,5 478,4 3,0 2,6-13,3 1,7 2,4 39,5 163,2 921,5 464,7 other cargoes 1,5 0,3-83,0 48,6 50,0 3,0 18,0 26,4 47,2 68,0 76,7 12,8 *Data submitted by JSC Lietuvos geležinkeliai. Data presented in table 7 shall be estimated with reference to position of Lietuvos geležinkeliai as the freight transportation from a certain country to Lithuania transporting it further up to the port is considered by Lietuvos geležinkeliai as the freight imported to Lithuania, and the Port considers it as the freight destined to export. Analogous situation is observed with imported via Klaipeda Port cargoes that are to be exported from Lithuania.

34 Tab. 8 Freight flows by railways accessing the Ukraine within the period of * Freight Freight transportation Yoy transportation to from the Ukraine change, the Ukraine pct. Total cargo turnover via Klaip da Port including in terms of nomenclature Yoy change, pct. Transit from (to) the Ukraine Yoy change, pct. Transported totally Yoy change, pct. 144,5 115,5-20,1 141,0 108,0-23,4 0,8 1,2 57,9 286,2 224,7-21,5 food products and fodder (products of vegetable and 98,1 81,7-16,8 91,9 48,8-46,9 190,0 130,5-31,3 animal origin and etc.) mineral products 8,9 8,4-5,4 0,9 0,9 3,5 9,8 9,3-4,6 solid mineral fuel (coal, coke and etc.) 6,1 4,1-32,8 0,0 6,1 4,1-32,8 oil and its products 13,4 0,0-100,0 0,0 0,0 inorganic and organic chemistry products chemical and mineral fertilizers timber, cork and their products, paper 0,0 0,0 #DIV/0! 2,0 4,3 113,5 2,0 4,3 113,5 0,0 0,0 #DIV/0! 2,4 2,6 10,6 2,4 2,6 10,6 0,1 0,0-100,0 36,0 37,1 3,0 0,3 0,1 100,0 36,4 37,3 2,4 black metal (including scrap metal) 17,9 21,3 19,0 0,2 2, ,7 0,0 0,0 18,0 23,4 29,6 other cargoes 0,0 0,0-7,7 12,3 60,2 0,5 1,0 103,9 8,2 13,4 62,9 *Data submitted by JSC Lietuvos geležinkeliai. Data presented in table 8 shall be estimated with reference to position of Lietuvos geležinkeliai as the freight transportation from a certain country to Lithuania transporting it further up to the port is considered by Lietuvos geležinkeliai as the freight imported to Lithuania, and the Port considers it as the freight destined to export. Analogous situation is observed with imported via Klaipeda Port cargoes that are to be exported from Lithuania.

35 Tab. 9 Freight flows by railways accessing Kazakhstan within the period of * Freight Freight transportation Yoy transportation to from Kazakhstan change, Kazakhstan pct. Total cargo turnover via Klaip da Port including in terms of nomenclature Yoy change, pct. Transit from (to) Kazakhstan Yoy change, pct. Transported totally Yoy change, pct. 0,5 0,5-3,9 146,3 153,8 5,1 27,2 38,6 41,9 174,0 192,9 10,8 food products and fodder (products of vegetable and animal 0,0 0,1 120,8 130,6 8,1 2,1 2,0-8,9 123,0 132,6 7,9 origin and etc.) mineral products 0,0 0,25 0,21-16,0 0,0 0,0 #DIV/0! 0,3 0,2-16,0 oil and its products 0,0 0,2 0,1-37,5 0,1 0,4 214,3 0,3 0,5 inorganic and organic chemistry 0,0 0,0 #DIV/0! 1,8 0,3-81,7 7,6 15,2 99,5 9,4 15,5 64,8 products chemical and mineral fertilizers 0,0 #DIV/0! 0,1-100,0 0,0 0,1 #DIV/0! 0,1 0,1-58,3 timber, cork and their products, paper 0,0 5,8 5,7-0,9 5,1 4,6-10,4 10,9 10,3-5,3 black metal (including scrap metal) 0,5 0,2-54,9 0,9 0,7-23,7 3,6 3,2-10,4 5,0 4,1-17,4 vehicles, mechanical and electric installations 0,0 0,1 5,0 5,8 16,9 2,5 3,4 36,4 7,5 9,3 24,8 transport units and their equipments 0,0 1,5 1,9 26,0 0,3 0,5 65,6 1,8 2,4 33,0 other cargoes 0,0 0,1 100,0 10,0 8,4-15,9 5,9 9,3 59,0 15,8 17,8 12,4 *Data submitted by JSC Lietuvos geležinkeliai. Data presented in table 9 shall be estimated with reference to position of Lietuvos geležinkeliai as the freight transportation from a certain country to Lithuania transporting it further up to the port is considered by Lietuvos geležinkeliai as the freight imported to Lithuania, and the Port considers it as the freight destined to export. Analogous situation is observed with imported via Klaipeda Port cargoes that are to be exported from Lithuania.

36 2.5. Dynamics of transportation by sea The majority of cargoes are transported to the largest transhipment ports in Western Europe therefore these countries may often be just a transitional cargo transhipment venue, but not the final cargo destination point. Fig. 26 Cargo flows according to foreign countries in Thous. tonnes Germany Holland Brazil Sweden Poland USA France England Belgium Denmark Norway Estonia China Russia India Morocco Latvia Spain Argentina Canada While assessing the dynamics of cargo transportation by sea routes when another port of destination the ship is moving to is under analysis it becomes evident that the most important sea - born trade runs between Klaip da and Germany and Holland ports (see figure 26) where nearly 33,8 pct. of the overall cargo volumes handled in Klaip da Port are exported (imported) to. The basic sea born trade cargo with Germany is Ro-Ro cargo, 2 838,5 thou. tn of this type of cargo were handled in 2011, the change was +15,1 pct. or +372,9 thou. tn comparing with Calculating in units the handling volumes increased by +17,5 pct. year -on-year or by units to units. Auto trailers and trailers cut out the largest share in Ro Ro cargo group transported to Germany (in 2011 nearly 1 690,3 thou. tn and 657,5 thou. tn were handled respectively, the yoy change was +20,4 pct. and +11,7 pct.). The large share was occupied by containers, the turnover of which in 2011 reached 2 261,7 thou. tn, the change was +70,6 pct or +935,7 thou. tn yoy). In terms of TEU the year-onyear change in container handling increased by +97,1 pct. or TEU to TEU. The significant share in transportation of cargoes to (from) Germany was covered by fertilizers (457,4 thou. tn or less by -13,6 pct. yoy were handled in 2011), oil products (310, 8 thou. tn or +17,3 pct. were handled yoy) and natural and processed mineral (158,8 thou. tn, +262,7 pct. were handled yoy) Oil products encompassed the largest share of cargo transported to/from Holland, the handling volumes of which reached 4 643,6 thou. tn in The year-on-year change was +56,9 pct. or ,1 thou. tn. Transportation of iron ore to(from) Holland was 416,2 thou. tn (in 2010 the iron ore cargo was

37 not handled in Klaip da Port). The turnover of fertilizers to/from Holland was 2015,9 thou. tn, the yoy change was +24,9 pct. or +43,1 thou. tn. Volumes of cargo transported to Brazil and Sweden constituted 17,0 pct. of the overall Klaip da Port handling turnover. The turnover of fertilizers exported to Brazil in 2011 achieved 2 924,9 thou. tn, the yoy change was +86,1 pct. or ,3 thou. tn and the cargo imported from Brazil was raw sugar and soybean meal, respectively 319,2 thou. tn (the yoy change was +05,5 pct.) and 17,0 thou. tn (no handling operations in 2010). The largest share of cargo transported from (to) Sweden constituted Ro-Ro cargoes, 1 445,9 thou. tn were handled in 2011, the year on-year change was 15,6 pct. or +194,9 thou. tn. Calculating in units the turnover reached pct, the year-on-year change was +11,1 pct. or units. In the group of Ro Ro cargo the biggest share cut auto trailers, 943,2 thou. tn were handled in 2011 (+13,2 pct. or +124,5 thou. tn). Calculating in units the turnover of auto trailers reached , the yoy change was 14,0 pct. or units. In line timber and forest products (in ,8 thou. tn was handled, the yoy change was +11,6 pct. or +43,3 thou. tn), cement (216,36 thou. tn were handled, +58,7 pct or +80,0 thou. tn) and peat (207,7 thou. tn were handled, the change was -0,4 pct. or -0,8 thou. tn) were transported. The volumes of cargo imported (exported) to/from Poland, the USA, France, Great Britain, Belgium and Denmark constituted 21,6 pct. of overall turnover of Klaip da Port. The main cargoes to/from Poland were containers (718,7 thou. tn or TEU were handled, the yearon- yera change respectively was -12,9 pct. and -16,2 pct.), oil products (501,9 thou. tn were handled in 2011, the yoy change was -33,6 pct. or -253,4 thou. tn) and fertilizers (360,2 thou. tn were handled, the change was +14,2 pct. or +44,7 thou. tn yoy). The main categories of cargo transported to the USA were oil products (833,3 thou. tn were handled in 2011, the change was -30,2 pct. or -360,5 thou. tn) and liquid fertilizers (415,6 thou. tn were handled, the change was +302,8 pct. or +312,4 thou. tn). The volumes of oil exported to France in 2011 reached 643,2 thou. tn, +62,2 pct. or +246,7 thou. tn. Export of liquid fertilizers achieved 359,5 thou. tn, the change was +158,1 pct. or +202,2 thou. tn and export of bulk fertilizers in 2011 increased by +7,9 pct. or by +11,8 thou. tn to 160,2 thou. tn. Oil products (393,8 thou. tn were handled in 2011, the yoy change was -40,3 thou. tn or - 265,4 thou. tn), packed fertilizers (261,0 thou. tn were handled in 2011, the yoy change was +23,7 pct. or +50,0 thou. tn) and bulk fertilizers (178,9 thou. tn were handled in 2011, the yoy change was +1,4 pct. or +2,4 thou. tn) were main flows of cargoes destined for Great Britain. In 2011 the main types of cargo transported to/from Belgium were liquid fertilizers (288,0 thou. tn were handled in 2011, the yoy change was +32,9 pct. or +71,2 thou. tn), containers (260,9 thou. tn or TEU were handled in 2011, the yoy change was -48,8 pct. and -40,4 pct. respectively) and bulk fertilizers (248,0 thou. tn were handled in 2011, the change was +9,8 pct. or +22,1 thou. tn).

38 The largest groups of cargo to/from Denmark in 2011 were as follows: Ro Ro cargo (620,4 thou. tn were handled in 2011, the yoy change was +8,5 pct.; calculating in units units were handled in 2011, the yoy change was +10,9 pct.), liquid fertilizers (64,1 thou. tn were handled in 2011, the yoy change was +437,5 pct. or +52,1 thou. tn), oil products (55,9 thou. tn were handled in 2011, the yoy change was -48,5 pct.) and bulk fertilizers (54,9 thou. tn were handled in 2011, the yoy change was +52,7 pct. or +18,9 thou. tn). The largest container flow was established between Lithuania and Germany (see table 10). In 2011 the container turnover reached TEU, i.e. it constituted 53,1 pct. of overall container turnover in Klaipeda Port (in 2010 it was 34,9 pct). Comparison of geographical changes of container flows demonstrate the robust increase of container flows to/from Germany and the significant decrease of container flows to/from Poland. These changes obviously witness that Klaip da Port has started rendering services to larger ships, diverting flows from the largest European Ports without calling intermediate Ports of Poland. Flows of imported full containers from Germany in 2011 if to compare with 2010 increased by 240,0 pct. and the flow of exported empty containers to Germany increased by 194,9 pct. More rapid growth of imported full containers (FCL) than growth of exported empty containers witness that in 2011 container cargo stacking operations have significantly improved due to more expeditiously found cargo for imported containers that were transported back to Germany fully loaded. This fact proves the constantly growing demand for goods from Lithuania and Belarus in Western markets and growing transportation of raw materials in containers. Assessment of container flows with Latvia shows that the number of exported containers (TEU), comparing 2011 and 2010, has increased even 10 times, i.e. from TEU (in 2010) to TEU (in 2011). These figures reflect the beginning of container transhipment from Klaip da Port to the Baltic region.

39 Tab. 10 The turnover of container import and export by countries within the period of Loaded in TEU Offloaded in TEU Share in overall turnover % Share in overall turnover % Country Full Empty Full Empty Full Empty Full Empty Totally in TEU Totally in TEU Germany , ,1 Poland , ,5 Latvia , ,0 Belgium , ,4 Russia , ,1 Holland , ,9 Great Britain , ,0 Sweden , ,3 Finland , ,2 Estonia , ,8 Denmark , ,7 Norway , ,1 Totally , ,0

40 2.6. Passenger and cruise navigation passengers were reported to visit Klaip da Port in 2011, the year-on-year change was +0,9 pct. or more by 2833 passengers. The majority part of passengers arrived (left) by Ro-Ro lines mostly engaged in transportation of transport units passengers arrived by cruise ships (-39,0 pct. or passengers yoy). Klaip da Port is connected with Sweden, Germany and Denmark by Ro-Ro lines, the basic activity of which is transportation of freight transport units, therefore it is scarcely surprising that the majority of passengers are not tourists but either the drivers of truck trailers or people travelling by cars (see figure 27 blue colour). Fig. 27 Dynamics of liner and cruise ships passengers within the period of Passangers (units) Linear passangers Cruise passangers The number of cruise passengers has started its rapid growth since 2004 due to quay dedicated to accommodate cruise vessels that started operating in Fig. 28 Dynamics of cruise passengers and ships within the period of P a s s a n g e r s 70,0 60,0 50,0 40,0 30,0 20,0 10,0 0, ,2 4, ,9 28 7,8 9,1 14,3 23,7 24,9 35,7 32, ,3 35,2 21, V e s s e l s Passangers (units) Vessels (units)

41 2.7. Dynamics of vessel operations and structure In 2011 the number of vessels calling the Port of Klaip da was reported to be vessels, i.e. +1,6 pct. or more by 114 vessels year-on-year vessels calling the Port were vessels operating on international routes (nearly all cargo carriers), the change was +3,8 pct. or more by 176 vessels yoy. The number of vessels operating on domestic routes, i.e. small, leisure and fishery ships, was 2 224, the yoy change was -2,7 pct or less by 62 ships. Fig. 29 The number ship calls within the period of Units International Local Total (arrival) The data submitted in table 11 show that increase in terms of ship s tonnage (GT- Gross Tonnage) was 18,0 pct. (in terms of international vessels the increase was 3,8 pct.). This percentage proves that due to constantly performed Port infrastructure and suprastructure development works larger and larger vessels with bigger tonnage have started calling Klaipeda Port. In the bulk carriers (33,4 pct. from total number of vessels) entered the Port, the year-on-year increase was 7,5 pct. or +164 vessels. The share of bulk and dry cargo and general cargo (eliminating Ro-Ro cargoes, containers and reefer cargoes as they are usually carried by dedicated special vessels) in Klaip da Port constitutes 43,9 pct. in the overall turnover. While analysing container vessels the increase of ship s tonnage becomes even more obvious, the increase of vessels tonnage in 2011 reached even 22,6 pct. yoy and in terms of the number of vessels the yoy growth was 9,3 pct.

42 Tab. 11 Dynamics of vessels operations according to the type of a vessel within the period of The type of a vessel Amount* (in units) Share from total amount (by units), % Gross register Share from Amount* Share from tonnage* (units) (GRT), tn total amount (by tonnage) % total amount (by units), % Gross register tonnage* (GRT), tn Share from total amount (by tonnage) % Yoy change of gross register tonnage, % in 2011/2010 Bulk carriers , , , ,2 +19,91 Containers 594 8, , , ,1 +22,64 Ro-Ro , , , ,9 +23,68 Cruise 45 0, ,9 36 0, ,5-37,76 Passenger 0 0,0 0 0,0 3 0, ,0 - Liquid cargo carriers 526 7, , , ,0 +12,86 Other , , , ,2-10,48 Totally: , , , ,0 +18,02 International vessels, including the number of vessels calling the port the number of vessels leaving the port Domestic including ships, the number of ships calling the port , , , , , , ,39 99, , , ,76 0,4 the number of ships leaving the port ,05 Totally: , , , ,0 +18,02 * The overall amount of vessels and Gross register tonnage calculating according to the number of calls ,33

43 3. CARGO HANDLING IN THE EASTERN COAST BALTIC SEAPORTS 3.1. The Ports of Russia Primorsk According to handling capacity the Port of Primorsk is one of largest in the Baltic region, but it is dedicated exclusively to export of Russian crude oil and oil products. In 2011 the year-on-year handling turnover of these products dropped by -3,2 pct. or by 2 515,4 thou. tn to ,6 thou. tn. The handling volumes of the crude oil constitute 93,3 pct. of overall Port handling turnover ,5 thou. tn (-2,4 pct. or 1 704,6 thou. tn yoy) of crude oil were handled in the Port of Primorsk in The handling rates of oil products dropped down by 14,0 pct. or -810,8 thou. tn yoy, totally 4 998,4 thou. tn of oil products were handled in The handling turnover of oil products constitutes s 6,7 pct. of overall turnover of oil product handling in the Port. Tab. 12 The structure of cargoes in the Port of Primorsk within the period of (in thou. tn) ) Cargo Ranking 2011/2010, according to pct. volumes Totally , ,9 96,8 Oil products 5.809, ,4 II 86,0 Crude oil , ,5 I 97,6 Fig. 30 Cargo structure in Primorsk Seaport in 2011 Crude oil 93,3% Share pct. 100,0 6,7 93,3 ` Oil products 6,7% Saint Petersburg For the time being Saint Petersburg is the main Russian port handling diverse categories of cargo. Totally ,0 thou. tn of cargo were handled in the Port in 2011, the yoy change was 3,0 pct. or ,1 thou. tn. The largest share in this handling turnover accounts for container cargo (36,7 pct. of overall cargo turnover). The turnover of container handling was ,0 thou. tn (the yoy change was +15,7 pct. or ,9 thou. tn). While estimating the container flows in TEU the turnover reached TEU in 2011, the year-on-year change was +22,5 pct. or TEU.

44 Tab. 13 The structure of cargoes in the Port of Saint Petersburg within the period of (thou. tn) Cargo Ranking 2011/ Share, according to the 2010, turnover pct. pct.. Total turnover , ,0 103,3 100,0 Oil products , ,3 II 96,1 Fertilizers 6.072, ,2 IV 99,4 Ro-Ro cargoes 451,4 691,5 VII 153,2 Containerised cargoes , ,0 I 115,7 Grain 142,0 236,9 X 166,8 Timber and forest products 222,8 194,0 XI 87,1 Ores 645,5 687,8 VIII 106,6 Metal 6.163, ,4 III 101,7 Scrap metal 1.040, ,4 VI 117,2 Chemistry products Coal 2.183,2 282,1 IX 12,9 Reefer cargoes 2.621, ,6 V 99,4 Raw sugar Other types of cargo 3.217, ,8 127,2 Containers (TEU) , ,0 122,5 In line with container handling the significant share in the turnover of the Port of Saint Petersburg is occupied by oil products (26,1 pct. in overall turnover; the total throughput in 2011 was ,3 thou. tn, the year-on-year change was -3,9 pct or -627,9 thou. tn), metal (10,4 pct. in overall turnover; the total throughput in 2011 was 6 264,4 thou. tn, the change was +1,7 pct. or +102,2 thou. tn) and fertilizers (10,1 pct. in overall turnover; the total throughput in 2011 was 6 036,2 thou. tn, the year-on-year change was -0,6 pct or -36,3 thou. tn) Fig. 31 Cargo structure in the Port of Saint Petersburg in ,1 10,1 1,2 36,7 0,4 0,3 1,1 10,4 2,0-0,5 4,3-6,8 Oil products 26,1% Coal 0,5% Metal scrap 2,0% Ref. Cargo 4,3% Other cargo 6,8% Roro 1,2% Grain 0,4% Containers 36,7% ` Ore 1,1% Timber 0,3% Metals 10,4% Fertilizers 10,1%

45 Ust Luga For the time being the Seaport of development of Russian ports in the Baltic Sea region. Every year the development and growth rates are increasing and cargo flows transported via the ports of Russia are gradually changing the significant share of cargo flows has been directed namely to the Port of Ust Luga. In 2011 the Port marked an increase by 92,7 pct. or by ,4 thou. tn year-on-year in overall turnover, which altogether totalled ,0 thou. tn. Oil products Fertilizers Ro-Ro cargoes 450,4 919,2 IV 204,1 Containerised cargoes Grain Timber and forest products 237,6 290,2 V 122,1 Metal 750,4 988,2 III 131,7 Scrap metal Chemistry products Coal 8.942, ,1 I 138,9 Reefer cargoes Raw sugar Other types of cargo 1.395, ,1 114,7 Containers (TEU) The basic cargo categories are coal and oil products. They constitute 83,2 pct. in the overall turnover of the Port ,1 thou. tn of coal were handled throughout the analyzed period, the year-on- year change was 38,9 pct. or ,9 thou. tn. While assessing the changes of cargo flows it is the possible to make the assumption that the biggest share of this increase resulted from coal handling that has been transferred from the Port of Saint Petersburg to the Port of Ust Luga. The handling of oil products in the Port started only in 2011 and constituted 28,5 pct. in overall turnover that totalled 9 478,2 thou. tn. Fig. 32 Cargo structure the in Port of Ust Luga in 2011 Oil products 28,5% Timber 7,1% Ore 1,3% ` Ro-ro 4,1% Ust Luga is the priority project on handling capacity Tab. 14 The structure of cargoes the in Port of Ust Luga within the period of (thou. tn) Cargo Ranking 2011/2010, Share, according pct. pct.. to the turnover Total turnover , ,0 192,7 100,0 0, ,2 II 100, Metals 4,4% Coal 54,6% 28,5-4, ,3 4, , ,1 -

46 Vysotsk Exclusively two types of cargoes are handled in the Port of Vysotsk, i.e. oil products and coal. In 2011 the cargo handling turnover was ,1 thou. tn, the decrease reached 9,6 pct. or ,3 pct. Tab. 15 Cargo handling volumes in the Seaport of Vysotsk within the period of (thou. tn) Cargo Ranking 2011/2010, Share, according pct. pct.. to the turnover Total turnover , ,1 90,4 100,0 Oil products , ,3 I 81,6 76,1 Coal 2.313, ,8 II 138,4 23,9 Oil products constitute 76,1 pct. in overall turnover of the Port, ,3 thou. tn of oil products were handled in the Port in 2011, the yoy change was -23,9 pct. or ,9 thou. tn. The handling turnover of coal was 3 201,8 thou. tn, the increase was +888,6 thou. tn. Coal handling constitutes 23,9 pct. of the overall handling turnover of the Port of Vysotsk. Fig. 33 Cargo structure in the Seaport of Vysotsk in 2011 Coal 23,9% Oil products 76,1% Kaliningrad Kaliningrad is the southernmost Russian port in the Baltic Sea region. In 2011 the cargo turnover in this Port reached ,2 thou. tn, the year-on-year change was -3,2 pct. or -446,2 thou. tn. The utmost decrease was in oil product handling, the turnover was 4 665,1 thou. tn, the yoy change was -20,2 pct. or ,8 thou. tn, meanwhile cargo handling in Ro-Ro cargo group surged by +111,6 pct. or by 554,7 thou. tn to 1 051,8 thou tn.

47 Tab. 16 Cargo handling volumes in the Seaport of Kaliningrad within the period of (thou tn) Cargo Ranking 2011/2010, Share, according pct. pct.. to the turnover Total turnover , ,2 96,8 100,0 Oil products 5.843, ,1 I 79,8 Crude oil 1.200, ,6 IV 92,7 Fertilizers 382,2 344,8 VIII 90,2 Ro-Ro cargoes 497, ,8 V 211,6 Containers 914, ,0 III 139,0 Grain 975,9 931,2 VI 95,4 Timber 8,7 2,3 XII 26,4 Metal 1.247, ,3 II 105,9 Scrap metal 136,9 173,3 IX 126,6 Chemistry products 31,8 35,8 X 112,6 Coal 497,4 445,6 VII 89,6 Reefer cargoes 29,9 24,0 XI 80,3 Raw sugar 4,7 11,0 XII 234,0 Other cargoes 2.027, ,4 96,8 Containers (TEU) ,5 34,9 8,3 2,6 7,9 9,5 7,0 0,0 9,9 1,3 0,3 3,3 0,2 0,1 14,7 Analysis of cargo structure reveals that oil products (34,9 pct. of overall turnover), metal (9,9 pct. of overall turnover), containers (9,5 pct. of overall turnover), crude oil (8,3 pct. of overall turnover) and Ro-Ro cargoes (7,9 pct. of overall turnover) constitute the biggest share of cargo handling. Fig. 34 Cargo structure in Kaliningrad Seaport in 2011 (thou. tn) Metal scrap 1,3% Ref. Cargo 0,2% Grain 7,0% Chemical products 0,3% Raw sugar 0,1% Other cargo 14,7% Oil products 34,9% Fertilizers 2,6% Containers 9,5% Coal 3,3% Metals 9,9% Ro-ro 7,9% Crude oil 8,3%

48 Vyborg Vyborg is the smallest Russian port in the Baltic Sea region. In 2011 nearly 1 103,6 thou. tn of sea born cargo was handled in this Port. The yoy change was +1,3 pct. or +13,8 thou. tn. Tab. 17 Cargo handling volumes in the Seaport of Vyborg within the period of (thou. tn) Cargo Ranking 2011/2010, Share, according pct. pct.. to the turnover Total turnover 1.089, ,6 101,3 100,0 Oil products Fertilizers 545,2 502,2 I 92,1 Ro-Ro Containers Grain Timber Metal 67,7 40,9 IV 60,4 Scrap metal 14,6 17,8 V 121,9 Chemistry products 55,5 63,8 II 115,0 Coal 71,5 153,6 II 214,8 Reefer cargo Raw sugar Other cargoes 335,3 325,3 97,0 Containers (TEU) Fertilizers account for the biggest share of cargoes of this Port. 502,2 thou. tn of fertilizers were handled in the Port within the analysed period, the yoy change was -7,9 pct. or -43,0 thou. tn. - 45, ,7 1,6 5,8 13, ,5 - Fig. 35 Cargo structure in the Seaport of Vyborg in 2011 Other cargo 29,5% Fertilizers 45,5% Metal scrap 1,6% Chemical products 5,8% Coal 13,9% Metals 3,7%

49 3.2. The ports of Estonia* The Joint Port of Tallinn encompasses 5 ports (Muuga, Paldiskis, Old City, Saaremaa, Paljessaare), all these ports are managed by one state enterprise. In 2011 the overall turnover of the Port reached ,1 thou. tn, the change was -0,5 pct. or -182,4 thou.tn. Tab. 18 Cargo handling volumes in the Joint Port of Tallinn within the period of (thou. tn) Cargo Ranking according to the turnover 2011/2010, pct. Share, pct. Total turnover , ,1 99,5 100,0 Oil products , ,5 I 101,9 69,1 Crude oil 869,3 951,0 V 109,4 2,6 Fertilizers 1.634, ,2 III 110,4 4,9 Ro-Ro cargoes 3.533, ,3 II 104,4 10,1 Containerised cargoes 1.296, ,1 IV 117,8 4,2 Grain 269,0 266,9 IX 99,2 0,7 Timber and forest products 214,1 229,6 X 107,2 0,6 Metal 210,0 284,8 VIII 135,6 0,8 Scrap metal 544,5 646,0 VI 118,6 1,8 Chemistry products Coal 1.453,6 344,7 VII 23,7 0,9 Reefer cargoes Raw sugar Other cargoes 1.885, ,0 80,1 4,1 Containers (TEU) ,1 Oil products constitute the largest share in the overall turnover (69,1 pct), the turnover in 2011 reached ,5 thou. tn (the yoy change was +1,9 pct. or +472,7 thou. tn). The change of handling volumes of Ro-Ro cargoes increased by 4,4 pct. or by 157,2 thou tn year on year to 3 690,3 thou. tn. Fertilizers and containerised cargoes constituted relevantly 4,9 pct. and 4,2 pct. in overall turnover of the Port. In 2011 the handling volumes of fertilizers reached 1 804,2 thou. tn, the change was 10,4 pct. or +169,3 thou. tn. The handling volumes of containerised cargoes totalled 1 527,1 thou. tn (+17,8 pct. or +230,5 thou. tn). The most impressive decline was reported in cola handling when the turnover from 1 453,6 thou. tn in 2010 dropped to 344,7 thou. tn in The yoy decrease was -76,3 pct. or ,9 thou. tn. *The Joint Port of Tallinn encompassing 5 largest Ports of Estonia (Muuga, Paldiskis, Old City, Saaremaa, Paljessaare) are being analysed

50 Fig. 36 Cargo structure in the Joint Port of Tallinn in 2011 Crude oil 2,6% Ro-ro 10,1% Oil products 69,1% Other cargo 3,1% ` Metal scrap 1,8% Macadam 2,4% Coal Metals 1,0% 0,8% Containers 4,2% Fertilizers 4,9%

51 3.3. The Ports of Latvia Riga In 2011 the cargo handling turnover in the Port of Riga totalled ,1 thou. tn, the year-onyear change was +11,8 pct. Or ,5 thou. tn. The largest increase was reported in coal handling, the change was +16,9 pct. or ,1 thou. tn. In line the handling of oil products achieved a rise with the turnover of 7 518,9 thou. tn, the yoy change was +15,1 pct. Or +983,9 thou. tn. The most dramatic decrease in 2011 was reported in the turnover of timber and forest products, the handling volumes from 4 453,7 thou. tn in 2010 dropped down to 3 982,8 thou. tn, the yoy change was -10,6 pct. or -470,9 thou. tn. Tab. 19 Cargo handling volumes in the Seaport of Riga within the period of (thou. tn) Cargo Ranking according to the turnover 2011/2010, pct. Share, pct. Total turnover , ,1 111,8 100,0 Oil products 6.535, ,9 II 115,1 22,1 Fertilizers 1.369, ,9 V 124,5 5,0 Ro-Ro cargoes 690,8 556,3 VII 80,5 1,6 Containers 2.651, ,9 IV 119,0 9,3 Grain 400,1 538,6 VIII 134,6 1,6 Timber and forest products 4.453, ,8 III 89,4 11,7 Oils 764,4 634,6 VI 83,0 1,9 Metal 67,0 31,2 XI 46,6 0,1 Scrap metal Chemistry products 4,9 8,7 XII 177,6 0,0 Coal , ,9 I 116,9 39,6 Reefer cargoes 69,1 61,1 X 88,4 0,2 Raw sugar 34,9 140,2 IX 401,7 0,4 Other types of cargo 1.886, ,0 118,9 6,6 Containers (TEU) ,1 In 2011 coal (39,6 pct. in overall turnover) and oil products (22,1 pct) constituted the largest share of the overall turnover of the Port of Riga.

52 Fig. 37 Cargo structure in Riga Seaport in 2011 Coal 39,6% Oil products 22,1% Grain 1,6% Raw sugar 0,4% Other cargo 6,6% Ref. Cargo 0,2% Ore 1,9% Ro-ro 1,6% Timber 11,7% Fertilizers 5,0% Containers 9,3% Ventspils The cargo handling turnover in the Free Port of Ventspils in 2011 amounted to ,0 thou. tn, the year-on-year change was +14,7 pct. or thou. tn. In terms of the cargo type the most impressive change was reported in coal handling when 6 616,0 thou. tn were handled in 2011, the yoy change was +80,5 pct. or ,0 thou. tn and in the turnover of oil products when ,0 thou. tn were handled in the Port, the yoy increase was 8,2 pct. or ,0 thou. tn. Tab. 20 Cargo handling volumes in the Free Port of Ventspils within the period of (thou. tn) Cargo Ranking according 2011/2010, pct. Share, pct. to the turnover Total turnover ,7 100,0 Oil products Crude oil Fertilizers Ro-Ro cargoes Containers Grain Timber and forest products Metal Ores Scrap metal Chemistry products Coal Reefer cargoes Raw sugar Other types of cargo I X III IV VII VI XI V VIII II IX ,2 50,8 47,5 0,1 118,3 9,9 145,6 6, ,3 0,8 75,8 2,4 86,4 0,1 55,2 2, ,1 0,5 180,5 23, ,7 0,5 79,8 2,1

53 Analysis of cargo structure revealed that in 2011 the largest share was occupied by oil products (50,8 pct. in overall turnover) and coal (23,3 pct. in overall turnover). Fig. 38 Cargo structure in the Free Port of Ventspils in 2011 Oil products 50,8% Coal 23,3% Crude oil 0,1% Other cargo 2,1% Raw sugar 0,5% Chemical products 0,5% Grain 0,8% Ro-ro 6,6% Ore Timber 2,9% 2,4% Metals 0,1% ` Fertilizers 9,9% Liepaja According to cargo turnover the Port of Liepaja is the smallest port from all analysed ports of Latvia. In 2011 the sea born cargo turnover in this Port reached 4 856,9 thou. tn, the yoy increase was 10,8 pct. Or +473,1 thou. tn. Grain constituted the largest share in the overall turnover of the Port in The handling turnover of grain totalled 1 446,1 thou. tn, the change was +2,4 pct. or +34,1 thou. tn. Tab. 21 Cargo handling volumes in the Seaport of Liepaja within the period of (thou. tn) Cargo Ranking 2011/2010, Share, according pct. pct. to the turnover Total turnover 4.383, ,9 110,8 100,0 Oil products 382,2 404,3 IV 105,8 8,3 Crude oil 123,9 102,5 VII 82,7 2,1 Fertilizers Ro-Ro cargoes - 207,9-406,5 - IX - 195,5-8,4 Containers 18,2 30,7 VIII 168,7 0,6 Grain 1.412, ,1 I 102,4 29,8 Timber 889,3 841,4 II 94,6 17,3 Metal 521,7 397,4 III 76,2 8,2 Scrap metal 261,2 396,8 V 151,9 8,2 Chemistry products 75,5 79,6 VIII 105,4 1,6 Coal 82,5 119,0 VI 100,0 2,5 Reefer cargoes Raw sugar Other types of cargo 409,4 632,6 154,5 13,0 Containers (TEU) ,9

54 Fig. 39 The structure of cargo in the Seaport of Liepaja in 2011 Grain 29,8% Timber 17,3% Other cargo 2,4% Crude oil 2,1% Oil products 8,3% Chemical products 1,6% Coal 2,5% Metal scrap 8,2% Metals 8,2% Ro-ro 8,4% Building materials 11,2%

55 3.4. The comparative analysis of the Baltic Eastern coast seaports Results of all Baltic Eastern coast Seaports are submitted in tables 22 and 23 though from the viewpoint of competitiveness the Seaport Klaip da competes only with the neighbouring ports of the Baltic countries for cargo flows as cargoes destined for Russian market or commodities manufactured in Russia are transported via the ports of Russia. Due to significant differences in the railways tariffs of Russia the attempts of other countries to fight for cargo flows are hopeless. In 2011 the overall cargo flow via the analysed ports amounted to 335,03 mln. tn, the year on year change was 6,8 pct. or +21,20 mln. tn. The total market share increased in the ports of Russia and Estonia, respectively by -1,05 pct. and - 0,79 pct, meanwhile the share of Latvian and Lithuania cargo in the overall cargo flow surged by 1,10 pct. and 0,75 pct. respectively. Tab. 22 Comparison of cargo handling results of the Baltic Eastern coast Seaports * The name of the port 2010 (mln. tn) 2011 (mln. tn) 2011/201 0, pct. Yoy difference (mln.tn ) Market share 2011, pct. Yoy change of the market share, pct. (2011/2010) The ports of Russia 177,21 185,65 104,8 8,44 55,41-1,05 Primorsk 77,64 75,13 96,8-2,51 22,42-2,31 Saint Petersburg 58,06 59,96 103,3 1,9 17,90-0,60 Ust Luga 11,77 22,69 192,8 10,92 6,77 3,02 Vysotsk 14,85 13,42 90,4-1,43 4,01-0,73 Kaliningrad 13,80 13,35 96,7-0,45 3,98-0,41 Vyborg 1,09 1,10 100,9 0,01 0,33-0,02 The ports of Latvia 59,67 67,38 112,9 7,71 20,11 1,10 Riga 30,47 34,07 111,8 3,6 10,17 0,46 Ventspils 24,82 28,45 114,6 3,63 8,49 0,58 Liepaja 4,38 4,86 111,0 0,48 1,45 0,05 The Port of Klaip da and 40,30 45,53 113,0 5,23 13,59 0,75 Būting s terminal Klaip da 31,28 36,59 117,0 5,31 10,92 0,95 Būting 9,02 8,93 99,0-0,09 2,67-0,21 The ports of Estonia (the Joint Port of 36,65 36,47 99,5-0,18 10,89-0,79 Tallinn) Total turnover 313,83 335,03 106,8 21,20 189,11 *The data were analysed according to actual cargo handling figures in the largest ports and terminals of the Baltic Sea Eastern coast ports and not according tothe market conjuncture. The assessment of overall cargo handling turnover in Klaip da Port and Būting s Terminal, i.e. the sea born cargo handling volumes on the sea coast of Lithuania, obviously reveal that it constitutes

56 13,59 pct. of the total flow of the Baltic Eastern seacoast ports. Lithuania, unlike other Baltic countries, has the only Seaport of Klaip da (Buting is the Single Point Mooring oil terminal at the distance of 7,5 kilometres from coast line). The largest share of all cargo flows is transported via Russian ports (55,41 pct. of the overall turnover). Even 6 ports of Russia are located on the Eastern coast of the Baltic Sea. The cargo flow via the ports of Estonia, i.e. the Joint Port of Tallinn, constitutes 10,89 pct. of the overall cargo flow. The Joint Port of Tallinn is dramatically affected by the tendencies of the development of Russian ports as it is in close vicinity to all 6 ports of Russia, if to compare with Latvia and Lithuania. Therefore in case of emergency of political or economic tension the cargo flows may be rather easily re-oriented from the ports of Estonia to the ports of Russia. The share of the ports of Latvia in the overall cargo flows of the Baltic Eastern seacoast ports constitutes 20,11 pct. It is necessary to emphasize that Riga and Ventspils, the two largest ports of Latvia, and the smaller port of Liepaja are located on the seacoast line of Latvia. Figures submitted in table 23 reveal that in 2011 Klaip da Port was the port that handled the largest volumes of cargo comparing with other Baltic seaports and pushed the overall cargo flow from the fourth standing in the ranking of the analysed ports to the third one. But it is necessary to keep in mind that Primorsk that handled the largest share of all cargoes (22, 42 pct.) had been constructed exclusively for the export of Russian crude oil, therefore this type of cargo in terms of competition made no impact on Klaip da market. Furthermore, Saint Petersburg for the time-being is the largest Russian port accounting for the largest flow of Russian cargo that may be the target of competition exclusively for the ports of Russia. Therefore the evaluation of the market conjuncture allows to draw the conclusion that according to the results achieved Klaip da Port is the most competitive port within the entire Baltic Seacoast. Tab. 23 Comparison of cargo handling results of the Eastern coast s Baltic Seaports *(thou. tn) Port /2010, pct. Yoy difference Market share in 2011 The change of market share in 2011/ Primorsk , ,9 96, ,4 22,42-2,32 2 Saint Petersburg , ,0 103, ,1 17,90-0,60 3 Klaip da , ,9 117, ,2 10,92 0,96 4 Tallinn , ,1 99,5-182,4 10,88-0,79 5 Riga , ,1 111, ,5 10,17 0,46 6 Ventspils , ,0 114, ,0 8,49 0,59 7 Ust Luga , ,0 192, ,4 6,77 3,02 8 Vysotsk , ,1 90, ,3 4,01-0,72 9 Kaliningrad , ,2 96,8-446,2 3,99-0,41 10 Būting 9.017, ,6 99,1-84,9 2,67-0,21 11 Liepaja 4.383, ,8 110,8 473,0 1,45 0,05 12 Vyborg 1.089, ,6 101,3 13,8 0,33-0,02 Total turnover , ,3 106, ,8 100 *The data were analysed according to actual cargo handling figures in the largest ports and terminals of the Baltic Sea Eastern coast ports and not according to the market conjuncture.

57 It is worthwhile paying attention to the fact that even significantly increased handling volumes of Ust Luga Port (in total thou. tn were handled, +92,7 pct. or ,4 thou. tn) have not made any impact on cargo handling volumes of the Baltic seaports; the cargo flows were transhipped among the ports of Russia. Bar charts presented in figure 40 demonstrate the changes of overall cargo handling turnover of the Baltic Eastern Seacoast ports within the period of The list of analysed port cargo categories is submitted in table 24 and figure 41. This list reflects the general picture of cargo flows subject to cargo categories.

58 Fig. 40. Comparison of cargo handling results of the Baltic Eastern Seacoast ports 90,00 80,00 70,00 77,64 75,12 60,00 59,96 58,06 Million tonnes 50,00 40,00 30,00 40,30 45,53 34,07 30,48 36,65 36,47 28,45 24,82 22,69 20,00 10,00 0,00 Primorsk Saint- Petersburg Klaipeda and Butinge 14,86 11,78 13,42 13,80 13,35 4,38 4,86 1,09 1,10 Riga Tallinn Ventspils Ust-Luga Vysock Kaliningrad Liepaja Vyborg

59 Tab. 24 Cargo structure in the Baltic Eastern Seacoast ports in 2011 (thou. tn)* Primorsk Saint Petersburg Klaip da Tallinn Riga Ventspils Ust Luga Vysotsk Kaliningrad Būting Liepaja Vyborg Totally Oil products Crude oil Fertilizers Ro-Ro cargoes Containerised cargoes Grain Ores Timber and forest products Metal Scrap metal o Chemistry products Coal Reefer cargo Raw sugar Other categories of cargo Totally *Data were analysed in all top Baltic Eastern Coast Seaports and terminals according to actual cargo handling turnover and not according to market conjuncture.

60 Fig. 41 Cargo structure in the Baltic Eastern Seacoast ports in % 90% 80% 70% 60% 50% Crude oil Other cargo Raw sugar Ref. cargo Coal Chemical products Metal scrap Metals Timber 40% Grain Containers 30% Ro-ro Fertilizers 20% Oil products 10% 0% Primorsk Saint- Petersburg Klaipeda Tallinn Riga Ventspils Ust-Luga Vysock Kaliningrad Butinge Liepaja Vyborg

61 Analysis of fertilizers market shows that the largest share of fertilizers within the group of the Baltic Eastern coast Seaports is being handled in the Port of Klaip da. The year -on-year change of the overall flow of fertilizers in the analysed region increased by 17,9 pct. or by +3771,0 thou. tn to ,0 thou. tn. The increased flow of fertilizers via Klaip da Port constituted even 78,2 pct. of this growth. The Port of Klaip da handled 46,8 pct. of such cargoes (in 2010 the market of Klaip da Port cut out 41,2 pct., the yoy increase was 5,6 pct.). The basic reason of such surge was the increased demand in the market that determined the handling volumes of Belarusian transit fertilizers in the Port of Klaip da that had increased due to attractive and favourable conditions of cargo transhipment and transportation in the Port The growth, evaluating in terms of market share, was also reported in the Port of Riga (6,87 pct. of the market, 1 705,0 thou. tn were handled in 2011) and the Port of Ventspils (7,27 pct., 2 811,0 thou. tn were handled in 2011). In 2011 the Port of Saint Petersburg handled 6 036,0 thou. tn and the share of fertilizers market showed a slight decrease by 4,53 pct. Fig. 42 The structure of fertilizers market in the Baltic Eastern Coast Seaports within the period of Talinas 7,27% Ryga 6,87% Vyborgas 2,02% Kaliningradas 1,39% Ventspilis 11,33% Klaip da 46,80% Sankt- Peterburgas 24,32% Tab. 25 The turnover of fertilizers in the Baltic Eastern Seacoast ports within the period of (thou. tn)* Difference The change Port Pct. in in of market 2011/ /2010 share in 2011/2010 Klaip da , ,63 Saint Petersburg , ,53 Ventspils , ,03 Tallinn , ,50 Riga , ,36 Vyborg , ,57 Kaliningrad , ,42 Total turnover , *The data were analysed according to actual cargo handling figures in the largest ports and terminals of the Baltic Sea Eastern coast ports and not according to the market conjuncture.

62 The handling turnover of oil products with dominating oil products produced in the markets of Russia, Belarus and Lithuania is rather dynamic and contrary to the situation in the market of fertilizers has dispersed more or less equally. The largest share of the market belongs to the Joint Port of Tallinn where ,0 thou. tn of cargo were handled in Nearly all oil products in this Port are transported from Russia. The most significant changes assessing the handling of oil products were reported in Ust Luga Port. This Port started the handling of oil products only in Assessment of transhipment of oil products (see table 26) resulted into assumption that oil products previously handled in the ports of Russia were transhipped to the Port of Ust Luga as the comparison of the handling rates in 2011 and in 2010 revealed that the share of oil product handling market significantly decreased in the remaining ports of Russia. The market of Klaip da Port has remained stable within the few last years and the handling turnover of the Port reached 9 138,0 thou. tn (the yoy change was +4,29 pct, the change of the market share was -0,04 pct). Fig. 43 The structure of oil products market in the Baltic Eastern Coast Seaports within the period of Ust-Luga 6,56% Riga 7,61% Primorsk 5,06% Kaliningrad 4,72% Liepaja 0,41% Tallinn 25,53% Klaipeda 9,25% Tab. 26 The turnover of oil products in the in the Baltic Eastern Coast Seaports within the period of (thou. tn)* Difference The change Port Pct. in in of market 2011/ /2010 share in 2011/2010 Tallinn , ,72 Saint Petersburg , ,42 Ventspils , ,46 Vysotsk , ,95 Klaip da , ,04 Riga , ,68 Ust Luga Vysock 10,35% Ventspils 14,64% Saint- Petersburg 15,87% , ,56 Primorsk , ,10 Kaliningrad , ,48 Liepaja , ,00 Total turnover , *The data were analysed according to actual cargo handling figures in the largest ports and terminals of the Baltic Sea Eastern coast ports and not according to the market conjuncture.

63 The container ner market is closely related with the market of consumers and their purchasing power in the continental part. Saint Petersburg (see figure 44), the port were Russian consumption goods are distributed to the consumers of domestic market, handles 66,3 pct. of all containers (TEU) in the analysed region. Nevertheless the covered market share in 2011 decreased by 1,11 pct. year on year. Within the group of the Baltic countries Klaip da Port that cuts out 10,7 pct. of total amount of containers handled in the Baltic Eastern Seacoast Ports accounts for the largest market share. Furthermore, the Port of Klaip da reports for the largest positive change of market share (+0,41 pct. calculating in TEU) due to implemented container transhipment function and infrastructure development level both in the Port and in all transport system. One of the most important aspects is annually growing container turnover of the shuttle train Viking going to Belarus. In 2011 the container freight transportation by this train totalled TEU, the yoy change was +34,6 pct (98,0 pct. of all containers (TEU) transported by shuttle train Viking. Assessment of container handling in terms of tonnage (13,3 pct. of the market share) showed that Klaip da Port accounts even for larger market share in the context of the Baltic Sea ports than the share calculated in TEU. Fig. 44 The structure of container market (TEU) in the Baltic Eastern Coast Seaports within the period of Saint- Petersburg 66,3% Klaipeda 10,7% Liepaja 0,1% Tallinn 5,5% Riga 8,5% Kaliningrad 8,9% Fig. 45 The structure of container market (thou. tn) in the Baltic Eastern Coast Seaports within the period of Saint- Petersburg 68,3% Klaipeda 13,3% Kaliningrad 3,9% Tallinn 4,7% Riga 9,8%

64 Tab. 27 The turnover of containers in the Baltic Eastern Coast Seaports within the period of (thou. tn) * 1 Port Saint Petersburg 2 Klaip da 3 Kaliningrad 4 Riga 5 Tallinn 6 Liepaja Calculation units Pct. in 2011/2010, TEU ,5 thou. tn , ,0 115,7 TEU ,5 thou. tn 3.547, ,5 120,4 TEU ,5 thou. tn 914, ,0 139,0 TEU ,1 thou. tn 2.651, ,9 119,0 TEU ,1 thou. tn 1.296, ,1 117,8 TEU ,0 thou. tn 14,3 24,9 174,1 TEU , TOTAL TURNOVER thou. tn , ,4 117, ,5 - *The data were analysed according to actual cargo handling figures in the largest ports and terminals of the Baltic Sea Eastern coast ports and not according to the market conjuncture According to market share Klaip da has the advantage in Ro-Ro cargo handling market. Klaip da Port handled 4 914,0 thou. tn of Ro-Ro cargoes in 2011, the year-on-year change was +14,1 pct. or +609,0 thou. tn. The most rapid Ro Ro cargo transportation surge in 2011 was reported the Ports of Ust Luga and Kaliningrad. What s worth noting, that in terms of market conjuncture due to huge amount of Ro-Ro cargo volumes transhipped in Ust luga and Kaliningrad Ports other Baltic Seaports can not compete - as a rule Ro Ro cargoes coming from foreign market are destined for Russia and therefore they are transported to Kaliningrad and later transhipped to other Russian port. Therefore while assessing the turnover of these two Russian ports it is necessary to emphasise e that increasing Ro Ro cargo volumes occur due to cargo transhipment among domestic Russian ports. Difference in 2011/2010 The change of market share in 2011/ , ,9-1, ,41 722,0 0, ,84 356,8 0, ,39 503,7 0, ,24 230,5 0, ,02 10,6 0,03 Fig 46 The structure of Ro-Ro market (thou. tn) in the Baltic Eastern Coast Seaports within the period of Klaipeda 34,81% Tallinn 26,14% Ventspils 13,37% Liepaja 2,88% Riga 3,94% Saint- Petersburg 4,90% Kaliningrad 7,45% Ust-Luga 6,51%

65 Tab. 28 The turnover of Ro Ro cargo in the Baltic Eastern Coast Seaports within the period of * Difference Yoy Market /2010, in thou. tn market Port share in (thou. tn) (thou. tn) pct. in share in 2011, pct, 2011/ /2010 Klaip da , ,81-2,85 Tallinn , ,14-4,76 Ventspils , ,37 2,03 Kaliningrad , ,45 3,10 Ust Luga , ,51 2,57 Saint Petersburg , ,90 0,95 Riga , ,94-2,10 Liepaja , ,88 1,06 Total turnover , ,00 - *The data were analysed according to actual cargo handling figures in the largest ports and terminals of the Baltic Sea Eastern coast ports and not according to the market conjuncture