NECL II ACT 4.1 & 4.2 at Kaskinen 11.9.121 Summary, NECL II WP 4.1 Report.

NECL II ACT 4.1 & 4.2 at Kaskinen 11.9.12 1www.midnordictc.net

Summary, NECL II WP 4.1 Report

VACANT INDUSTRY SITES

PRIVATE INDUSTRIAL ROADTRUCKS OF 100 BRT-TONS

MREAL bleached CTMP (chemi-thermomechanical pulp) MILL

2NECL II ACT 4.1 & 4.2 at Kaskinen 11.9.12 www.midnordictc.net

NECL II ACT 4.1 & 4.2 at Kaskinen 11.9.12 3

NECL II WP 4.1 Study

www.midnordictc.net

Objectives in work package 4.1 are to analyze existing cargo flows in the NECL 2 corridor, to find potential cargo flows and locate cargo-owners, exporters and importers who may be willing to transport their goods in the corridor in the future. Another target in WP 4.1 is to show passenger flows which could support new ferry connection from city of Kaskinen to Sweden.

Limitations of the study

Work Package 4.1 is focused on cargo traffic. Railway cargo traffic and road cargo traffic in Finland, Sweden and Norway are analyzed. Railway cargo traffic analysis between Finland and Russia is mainly focused on transit traffic analysis. Also cargo traffic at sea has been studied.

In this report, passenger traffic on NECL 2 corridor has been studied only superficially by collecting and analyzing passenger statistics. Flight traffic and pipeline transports (mainly gas from Russia) has been excluded from this work.

Objectives

www.midnordictc.net 4NECL II ACT 4.1 & 4.2 at Kaskinen 11.9.12

Cargo volumes in liner traffic between Fin-Swe in 2010


Import

1640183

0,11

0,780,12

72

20

1000 tons

Export


85,6 %

9,5 %

84 %

8,5 %



Passenger traffic on ships between Finland and Sweden


Questionnaires to export/import companies in Finland, Sweden and Norway

NECL II ACT 4.1 & 4.2 at Kaskinen 11.9.12 9

Questionnaires to export/import companies in Finland, Sweden and Norway

www.midnordictc.net

First questionnaires to Finnish companies were sent 9.6.2011 and second round of questionnaires was sent 6.9.2011

Questionnaire reached 546 companies of which 7 % answered

First questionnaires to Swedish companies were sent 16.6.2011, second round was sent 6.9.2011 and the third round was sent 14.9.2011.

Questionnaire was sent to 286 companies, but it reached only 216 companies. This 216 is not the actual amount of recipients, because part of these surveys came back with “out of office” –notification

Finally 13 companies from Sweden answered to the survey

First questionnaires to Norwegian companies were sent 6.9.2011 and the second round was sent 14.9.2011

The questionnaire was sent to 360 Norwegian companies and it reached 198 companies. This 198 is not the actual amount of recipients, because there were approx. 20 out of office –messages and in more than 10 announcements where the person has quit work in the company

Finally, ten companies answered the survey.

http://www.midnordictc.net/finska/start.4.6752c0a612fe1e1590480005523.html

http://www.midnordictc.net/finska/start.4.6752c0a612fe1e1590480005523.html

http://www.midnordictc.net/svenska/start.4.6752c0a612fe1e1590480005937.html




Kaskinen–Sweden ferry line cargo estimation (tons/a), from ca. 70 000 to ca. 450 000 tons/a between 2012-16 Border crossing volumes via Storlien (tons/a), years 2006-2007 and 2009 estimated

Border crossing volumes mainly via Haparanda (tons/a)

Ferry volumes/a across the Gulf of Bothnia between Finland-Sweden incl. Helsinki-Stockholm

Total cargo flows via Storlien and Haparanda borders and ferry cargoes across the Gulf of Bothnia in 2006-2010 and forecasted 2011-2016


Conclusions

It has estimated that from 2012 to 2016 the ferry line Kaskinen-Sundsvall/Härnösandcan carry 70.000…450.000 tons/a

This cargo movement onto Kaskinen-Sweden ferry line will need following conditionsand actions:

• Suitable port in Sweden to attract cargoes

• Shipping company with well-experienced resources, significant marketing efforts and strong balance sheet to sustain even financial losses during first or second operational year,

• Client tailored schedule,

• Enough departure frequencies,

• Suitable vessel, • Required single cabins and eating possibilities for lorry drivers and

occasional passengers,

• Ferry to keep its schedules also in ice or stormy conditions,

• Enough lorry/trailer capacity also during summer tourist season

• Quality oriented and price competitive service.


ConclusionsTotal international cargo traffic through Midnordic Green Transport Corridor via route Storlien-Haparanda/Gulf of Botnia will grow from 6,4 mill.tons in 2010 to ca. 7,55 mill.tons in 2016.

From this ca 7 mill.tons/a Midnordic Green Transport Corridor together with new Kaskinen-Sweden ferry can achieve ca. 1,5….2,0 mill.tons/a by year 2016 incl. Trondheim-Sundsvall/Härnosand route if following development steps can be implemented:

• To implement infrastructural improvements (e.g electrification of Norwegian side railway etc),

• To increase throughput times and truck max loads on Norwegian roads,

• To establish the missing link i.e. a competitive ferry liner service between Kaskinen and a Swedish port,

• To develop railways infrastructure and connections between Kaskinen and Seinäjoki and further through Parikkala border to Russia.

• To have marketing personnel for ferry line both in Finland, Sweden and Norway,

• To minimize intermediate handling occasions while cargo in transit,

• To have enough ferry capacity (also in summer time) with suitable scheduling,

• To make the route price and quality competitive,

• To utilize renewable fuels in transport vehicles and to gain new cargoes from/to Russia to this Midnordic Green Transport Corridor.

STUDY ACT 4.2

Port Costs and Liner Ship Surveybetween Port of Kaskinen

and Swedish Ports

15NECL II ACT 4.1 & 4.2 at Kaskinen 11.9.12

NECL II WP 4.2 Study

Objectives

Main focus in Work Package 4 activity 4.2 is to find and produce supporting data of port costs for the decision making of investors into a new cargo liner service. Analysis of different costs related to different ports and its infrastructure are examined in WP 4.2. Identification, description and analysis of available ferry ship alternatives have also been noticed.

Limitations of the study

This WP 4.2 study examines the route options for liner traffic from Port of Kaskinen, Finland to four different ports in Sweden. Geographical area in this study is located around the Gulf of Bothnia. In Finland this WP 4.2 study is focused on Port of Kaskinen and in Sweden focus area is located between Härnösand and Norrsundet. Examined ship types are Roro and RoPax vessels, because in WP 4.1 activity it was found out that most of the ferry cargo traffic between Finland and Sweden is transported by trucks with drivers or semi-trailers. The chosen ports for Roro-liner traffic must have a suitable Roro-ramp and other conditions for the liner ship operator.




Cargo volumes in liner traffic 2010

Route tons

Vaasa-Umeå 219 606

Naantali-Kapellskär 1 937 201

Turku-Kapellskär 11 918

Turku-Stockholm 1 625 062

Helsinki-Stockholm 610 055

Cargo volumes in liner traffic 2011

Route tons

Vaasa-Umeå 239 177

Naantali-Kapellskär 2 055 480


Helsinki-Stockholm 616 793

NEW


Passenger traffic on ships between Fin – Swe 2011


Passenger traffic on ships in 2010

Route persons

Vaasa-Umeå 46 107

Naantali-Kapellskär 166 182


Helsinki-Kapellskär 16 376

Helsinki-Stockholm 2 424 932

Passenger traffic on ships in 2011

Route persons

Vaasa-Umeå 56 456

Naantali-Kapellskär 171 054


Helsinki-Kapellskär 16 764

Helsinki-Stockholm 2 350 405


Type RoRo

Built 1979

Length (loa) 138,7

Breadth (bm) 16,5

Draft (max.summer) 4,3

GT(Gross register tonnage) 6 643

NT(Net register tonnage) 1992

Ice class 1A

Lanemeters 895

Number of cabins/passenger capacity 19/64

M/s Gute

M/s Ahtela

Type RoRo

Built 1991

Length (loa) 139,5 m

Breadth (bm) 19,0 m

Draft (max.summer) 6,16 m

GT 8 610 tn

NT 2 710 tn

Ice class 1A Super

Lanemeters 1 425 m

Number of cabins/passenger capacity 6 cabins/12 persons


M/s Finnarrow

Type Ro-Pax

Built 1996

Length (loa) 168,0 m

Breadth (bm) 27,7 m


GT 25 996 tn

NT 7 799 tn

Ice class 1A

Lanemeters 2 400 m


M/s Midas

Type RoRo

Built 1990

Length (loa) 108,35

Breadth (bm) 17,00


GT 5 873 tn

NT 1 762 tn

Ice class 1A

Lanemeters 1 032 m



Compared route options for liner ship traffic


24

Trondheim

Belfast

Reykjavik

New liner connection proposals to Iceland and Northern Ireland

Due to SECA (Sulphur Emission Control Area) regulations one possible route option in future could be Trondheim – Reykjavik, which is today operated mainly from Bergen. Another route option which is outside of the SECA-area is a route from Trondheim to Belfast if one can deviate enough above U.K. and thus not to cross SECA limits.

The question is: Can enough cargoes be land transported to Trondheim in able to fill the Reykjavik and/or Belfast liner ship?

NECL II ACT 4.1 & 4.2 at Kaskinen 11.9.12

Port of Sundsvall Port of Kaskinen Arrival Departure Arrival Departure

Mon - 12:00 21:00 23:00

Tue 06:00 12:00 21:00 23:00

Wed 06:00 12:00 21:00 23:00

Thu 06:00 12:00 21:00 23:00

Fri 06:00 23:00 - -

Sat - - 08:00 -

Sun 17:00 - - 10:00

A tentative schedule is planned so that there are 5 departures / week from Port of Kaskinen and 5 departures / week from Swedish port 2 x (5 x 52 oneway voyages / year) = total 520 all voyages / year.

Schedule option 1


Schedule option 2

Port of Härnösand/Norrsundet Port of Kaskinen

Arrival Departure Arrival Departure

Mon Härnösand, 09:30 Härnösand, 11:00 20:00 21:00

Tue Norrsundet, 06:30 Norrsundet, 13:00 22:30 24:00

Wed Härnosand, 09:30 Härnosand, 11:00 20:00 21:00

Thu Norrsundet, 06:30 Norrsundet, 13:00 22:30 24:00

Fri Härnösand, 09:30 Härnösand, 11:00 20:00 21:00

Sat Norrsundet, 06:30 - - -

Sun - Norrsundet, 13:00 22:30 24:00

There are 6 departures/week from Kaskinen, 3 departures/week from Härnosand and 3 departures/week from Norrsundet. There exists 2 x 312 voyages/year = total 624 voyages, which requires a fast turnaround time of one hour in Kaskinen every second day.




Conclusions

* M/s Midas is the cheapest ship regarding port and fuel costs, but Midas does not technically fit to Kaskinen-Sweden route. Her access to the lowest hold is only through an elevator, which is a very slow and complicated handling system. According to the owner of Midas it is too expensive to modify Midas at shipyard to fulfill modern RoPax regulations and to fit her to passenger capacity of over 12 passengers.

* Most suitable ship is m/s Gute with her low port costs, low fuel consumption, present RoPax status and passenger capacity of 88 persons, which fulfills the need to have enough passenger capacity/voyage due to 40-119 lorry drivers, who do need a single cabin. As negative thing in Gute is her age, 33 years, she acts as a reserve ferry for Gotlands Rederi Ab and also a small negative thing is that she is rolling quite a lot in heavy sea conditions.

* Most price competitive ports in Sweden are Härnosand and Söråker perhaps due to their more private status compared to Sundsvall. Full 100 % private status creates better possibilities for price flexibility and is not affected by a large client as owner like in Port of Sundsvall. Currently Söråker do not have a roro-ramp nor a checking inhouse hall for customs checking of lorries, which is required by Swedish customs. There is a modern inhouse hall and a suitable ramp in Härnosand.

* Shortest voyage distances from Kaskinen are to Härnosand (92 nm) and to Söråker (102 nm). This can be steamed well between 6-8 hours depending on ship and weather/ice conditions. All ships do have an Ice class between IA or 1A Super (m/s Ahtela).


Conclusions

* Norrsundet is located only 30 km north from Gävle, only 10 km from E4 road and has a railway. There is a plan to dredge Norrsundet’s fairway depth from 7,1 meters upto 8,0 metres and also to make the entrance fairway more breadth, upto 70 meters. If turist passengers are not massively tried to attract then Norrsundet is the most favourable port in 2013 or in 2014 when the roro-ramp, customs inhouse hall and wider fairway breadth are implemented. It can be estimated that Norrsundet is the best among selected ports to attract the highest ferry cargo volumes due to quick connections to more south located regions in Sweden.

* To serve for Midnordic Green Corridor between Trondheim-Åre/Östersund-Sundsvall/Härnosand and also to get more cargoes one can implement a schedule, which will serve from Kaskinen to Sundsvall and also every second voyage to Norrsundet. Both Norrsundet and Härnosand are quite cost competitive for liner traffic due to private status, same ownership and due other reasons not specified by port owners.

* Based on interviews and finding in act 4.1 biggest cargo amounts can be reach if the Swedish liner destination is as south as possible to keep the schedule from Kaskinen, since most of lorry cargoes are headed to Stockholm area, Dalarna and more south towards Gothenburg regions. Ice conditions e.g. in Gävle entrance are very often quite hard compared to other ports like Norrsundet.


Traffic volumes on the October Railway Border Crossing with Finland

Kivijärvi – VartiusImport 108.7 thousand tons - 34.7% in 2012.

Exports 1962 tons - 9.9% in 2012.

Wärtsilä - NiiralaImport 104,7 thousand tons: +12.1% in 2012.Export 715.8 thousand tons: +1.6% in 2012.

Svetogorsk - ImatrankoskiExport 1765.3 thousand tons: - 0.8% in 2012.

Buslovskaya - VainikkalaImport 498.1 thousand tons: - 14% in

2012.Export 4128 tons: 19.7% in 2012.

EXPORT for 10 months of 2012 amounted to 8.5 million tons, up 5.7% more than 10 months in 2011.

IMPORT 10 months of 2012 amounted to 711.5 thousand tons, which is 15.2% less than 10 months of 2011.

| Развитие грузовых перевозок между Россией и Финляндией | 14.11.121

ViipuriViipuri

VysotskVysotskPopovoPopovo

BuslovskajaBuslovskaja KamennogorskKamennogorsk

LosevoLosevo

SosnovoSosnovo

PietariPietari

to Helsinkito Helsinki

UshkovoUshkovo

Ust-LugaUst-Luga

Freight traffic removal

Pietari - Losevo – Kamennogorsk - Viipuri - Ermilovo

5757,,88 blrd RURblrd RUR

PrimorskPrimorsk ErmilovoErmilovo

| Развитие грузовых перевозок между Россией и Финляндией | 14.11.128

Removal of freight traffic at the organization of high-speed rail traffic St. Petersburg - Helsinki

SUUPOHJAN RADALLE BIODIESEL-VETURIT - KASKISTEN SATAMAAN BIODIESEL-LAITOS

Raaka-aineet: Kalaperkuujätteet kalasatamasta, kasvihuonejäte(varret, lehdet ym), teurastamojätteet (Atria, Sjoki ym) Kasvisöljyn (ei ruokaketjusta) n. 15.000 tn laivaus Jakarta/Malesiasta tai Dakar/Senegalista

Toiminnat: Laitos sataman teoll.tontille, josta putki laiturin säiliölle, josta tankkaukset(laivat, veturit, autot) Lisäksi säiliö Sjoen log.keskukseen, tankataan Sjoen rataliik. veturit ja autot, jakelu kiinteistöt

Edut: Ympäristösäästöt, ei kumipyöräsiirtymää Biorail kokemus hyödyntää koko Suomen muita ei sähköistettyjä rataosuuksia. Edullisempaa biorail kun kallis sähköistys EU:n, Skandinavian ja Suomen tuki hankkeelle

EHDOTUS – SUUPOHJA BIORAIL & KASKINEN BIOPORTMILL

33NECL II ACT 4.1 & 4.2 at Kaskinen 11.9.12 www.midnordictc.net


1 – pier; 2 – operative raw storage 2*15Kt; 3 - product storage 2*15Kt; 4 – diesel fraction storage 4*1000t; 5 -chemical additives storage 4*1000t; 6 – tech. water volume; 7 – main electrical unit; 8 –main pumps unit; 9 – Hydrogen unit; 10 – tech. gases unit; 11 – main technologycal unit; 12 – shemical furnace; 13 – ”bio diesel” etherification unit with storage 8*300 tons; 14 – hard products storage with laboratory; 15 – rails heavy crane; 16 - railways cysterns loader/uploader; 17 – TEU yard;18 – 2*trucks-railwaycars loader apparel.

Desulphurization plant incl. nr 13 Biodiesel plant with capasity of ca. 30.000 tons/a or larger


Russian carrier forecasts regarding port of Kaskinen (Finland). We have informed the most important Russian carriers, interviewed 16 transport companies, that are active in Scandinavia, about the Project of MidNordic Green Transport Corridor and carried with them a large number of telephone consultations. Some of them already have had the preliminary information about the Project. In particular, the Finnish branch of Russian railway knows this. But this Project was unknown to most Russian carriers. They pointed to the need to define the so-called "positions of the parties", which will contribute to a fruitful discussion on various issues between the actors involved in the development of port infrastructure and the Project. As a result of the first forecast, we can expect a port Kaskinen from the roads auto carriers weekly:

- up to 200 – 240 refrigerated containers from Sweden; - from 400 till 700 containers from/to Sweden; - about 10 – 30 containers from Norway (non-periodically).

If a’ ca. 16 tons per each container then max. 970 container/week x 52 weeks = ca. 800.000 tons/year. This is based on interview results for 16 eastern transport companies. We can estimate that 80-90 % of cargoes will be carried by rail. Another part of the cargo would be on flat timber for loading into the ship, but not in the ferry. The carrier could not predict the number of timber. It is no doubt that the need to increase awareness about Russian carriers and this will require some additional efforts. But now we can expect that the full loading of the ferry can be achieved only with the involvement of Russian Railways as a major partner. The representative of the Russian Railways showed his positive attitude to the project during the preliminary conversation at 09 November 2012. We will continue to talk with the Director of the Russian railway attorney in Finland 13


The major types of Russian cargo through the Baltic ports are (except containers): Coal, fertilizers, automobiles, timber, oil and petroleum products, machinery, ores, metals and metal products, foods and agricultures. There are one-off cargos, such as steel pipes, as well as “non-military” containers from U.S. to Afghanistan (8 thousand pieces in 2012). Paper and paper products shipped from Finland to Russia by road and rail. Each spring, Finnish Railways carry agricultural equipment in the CIS countries. Finland regularly carries out special transportation, such as the transport of structures for oil and gas refinery by transit through Finland. From Finland to Russia carry the following types of goods: Consumer goods, household appliances, shoes, office supplies, spare parts and equipment. Terminals for transhipment of liquefied natural gas (LNG), soybeans and soybean oil are planned in the near future. Transportation of new cars in Russia today is predominantly via the Port of Ust-Luga, although earlier this was transported via Kotka-Hamina.


Turnover of containers through the Russian-Finnish border. According to Russian transporters opinions, all containers that follow in Russia come in loaded state. Only 15 - 20% of the containers that are returned from Russia to Finland are arriving in a loaded condition, and the other 80 – 85% still empty. Imbalance in trade flows is a very important obstacle for further development of commodity circulation between Russia and Finland. Export flows from Finland to Russia while not comparable with the reverse - from Russia. Due to lack of back load to date it is difficult to organize the optimal in terms of transportation costs in this area. The main problem of the ports around the Finnish gulf is the lack of normal rail and road infrastructure in order to pick up cargo from the port to bypass the problem of the St. Petersburg transport hub, as well as October Railway congestion. Today Russia creates a unified marketing strategy for the entire transport sector, which will encourage the involvement of new container trains and goods from China and other Asian countries. Finland and the CIS connect a single rail system (1520 mm track), so in the future there is the prospect of attracting cargo from Central Asia and China. Already in 2009, the only regular container train “Baltika-Tranzit” started running between Asia and the EU. At present, Russia is working hard to extend the route to China


To increase its appeal (acc. to Russian carriers), the Finnish port could create a special customs zone, which housed production and storage capacity. Customs zone status means that the goods that came here from abroad, the European Union, does not cross the customs border, accordingly does not require transit or other processing before will be released for free circulation in Finland. If the product has to be here for the EU border, no clearance is required. Terminal which is operating with Russian clients must have Russian-speaking staff (in shifts).

An example of rail cooperation: JSC "Freight One" (subsidiary of JSC "Russian Railways") and VR-Group Ltd have signed a shareholder agreement on management of the joint venture Freight One Scandinavia Ltd. The company will organize transportation for the industrial and commercial enterprises, and increase the volume of traffic of both companies in the export, import and transit between Russia and Finland. Some of the main types of cargo are raw materials and finished forest products, including paper and pulp. The authorized capital of Freight One Scandinavia Ltd is set at € 1 million. JSC "Freight One" and VR-Group undertake to finance the joint venture in equal shares by subscribing to its shares. Preliminary assessment of the company's value at the time the base is 17.4 million euros.



To succeed in finding a committed strong enough shipping company to operate Kaskinen-Sweden ferry line and to create a competitive Midnordic Green Transport Corridor one should start to assess marketing efforts and also ways of hiring a marketing expert into each Midnordic Green Transport Corridor country not only to do marketing for the ferry line but to promote the whole Midnordic Green Transport Corridor. This marketing should be done at industrial and trade level, in offices of logistics decision-makers, in business-to business contacts among transport and export/import companies.

FROM PAPERS AND SEMINARS TO REAL WORK

= > CHANGE OF MIDNORDIC GREEN CORRIDOR TO BE A PROMOTING COMPANY, WHICH WILL HIRE MARKETING EXPERTS TO SEACH FOR FERRY AND RAIL CARGOES AND TRANSPORT CONTRACTS WITH DIRECT NEGOTITIONS WITH EXPORT/IMPORT INDUSTRY AND WITH TRANSPORT COMPANIES IN SCANDINAVIA AND IN RUSSIA/CHINA ETC.

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NECL II ACT 4.1 & 4.2 at Kaskinen 11.9.121 Summary, NECL II WP 4.1 Report.

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