midnordictc

1. Summary, NECL II WP 4.1 Report www.midnordictc.net NECL II ACT 4.1 & 4.2 at Kaskinen 11.9.12

2. MREAL bleached CTMP (chemi-thermomechanical pulp) MILL VACANT INDUSTRY SITES PRIVATE INDUSTRIAL ROAD TRUCKS OF 100 BRT-TONS NECL II ACT 4.1 & 4.2 at Kaskinen 11.9.12 www.midnordictc.net

3. NECL II WP 4.1 Study Objectives 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. www.midnordictc.net NECL II ACT 4.1 & 4.2 at Kaskinen 11.9.12

4. Cargo volumes in liner traffic between Fin-Swe in 2010 www.midnordictc.net NECL II ACT 4.1 & 4.2 at Kaskinen 11.9.12

5. Cargo volumes in liner traffic between Fin-Swe in 2010 Import 8,5 % 84 % Export 1000 tons 1640 183 0,11 0,78 0,12 72 20 9,5 % 85,6 % NECL II ACT 4.1 & 4.2 at Kaskinen 11.9.12 www.midnordictc.net

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

7. Passenger traffic on ships between Finland and Sweden NECL II ACT 4.1 & 4.2 at Kaskinen 11.9.12 www.midnordictc.net

8. Questionnaires to export/importcompanies in Finland, Sweden and Norway NECL II ACT 4.1 & 4.2 at Kaskinen 11.9.12 www.midnordictc.net

9. Questionnaires to export/importcompanies in Finland, Sweden and Norway 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. NECL II ACT 4.1 & 4.2 at Kaskinen 11.9.12 www.midnordictc.net

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

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

12. Total cargo flows via Storlien and Haparanda borders and ferry cargoes across the Gulf of Bothnia in 2006-2010 and forecasted 2011-2016 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 www.midnordictc.net NECL II ACT 4.1 & 4.2 at Kaskinen 11.9.12

13. Conclusions It has estimated that from 2012 to 2016 the ferry line Kaskinen-Sundsvall/Härnösand can carry 70.000…450.000 tons/a This cargo movement onto Kaskinen-Sweden ferry line will need following conditions and 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. www.midnordictc.net NECL II ACT 4.1 & 4.2 at Kaskinen 11.9.12

14. Conclusions Total 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. www.midnordictc.net NECL II ACT 4.1 & 4.2 at Kaskinen 11.9.12

15. STUDY ACT 4.2 Port Costs and Liner Ship Survey between Port of Kaskinen and Swedish Ports NECL II ACT 4.1 & 4.2 at Kaskinen 11.9.12

16. 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. NECL II ACT 4.1 & 4.2 at Kaskinen 11.9.12

17. Cargo volumes in liner traffic between Fin-Swe in 2011 NECL II ACT 4.1 & 4.2 at Kaskinen 11.9.12

18. Cargo volumes in liner traffic 2010 Cargo volumes in liner traffic 2011 NEW NECL II ACT 4.1 & 4.2 at Kaskinen 11.9.12

19. Passenger traffic on ships between Fin – Swe 2011 NECL II ACT 4.1 & 4.2 at Kaskinen 11.9.12

20. Passenger traffic on ships in 2010 Passenger traffic on ships in 2011 NECL II ACT 4.1 & 4.2 at Kaskinen 11.9.12

21. M/s Gute M/s Ahtela NECL II ACT 4.1 & 4.2 at Kaskinen 11.9.12

22. M/s Finnarrow M/s Midas NECL II ACT 4.1 & 4.2 at Kaskinen 11.9.12

23. Compared route options for liner ship traffic NECL II ACT 4.1 & 4.2 at Kaskinen 11.9.12

24. New liner connection proposals to Iceland and Northern Ireland The question is: Can enough cargoes be land transported to Trondheim in able to fill the Reykjavik and/or Belfast liner ship? Reykjavik Trondheim Belfast 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. NECL II ACT 4.1 & 4.2 at Kaskinen 11.9.12

25. Schedule option 1 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. NECL II ACT 4.1 & 4.2 at Kaskinen 11.9.12

26. Schedule option 2 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. NECL II ACT 4.1 & 4.2 at Kaskinen 11.9.12

27. NECL II ACT 4.1 & 4.2 at Kaskinen 11.9.12

28. NECL II ACT 4.1 & 4.2 at Kaskinen 11.9.12

29. 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). NECL II ACT 4.1 & 4.2 at Kaskinen 11.9.12

30. Conclusions * 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. * 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. NECL II ACT 4.1 & 4.2 at Kaskinen 11.9.12

31. Traffic volumes on the October Railway Border Crossing with Finland 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. Kivijärvi – Vartius Import 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. 1 |Развитие грузовых перевозок между Россией и Финляндией | 14.11.12

32. Removal of freight traffic at the organization of high-speed rail traffic St. Petersburg - Helsinki Buslovskaja to Helsinki Kamennogorsk Viipuri Losevo Vysotsk Popovo Sosnovo Primorsk Ermilovo Ushkovo Freight traffic removal Pietari - Losevo – Kamennogorsk - Viipuri- Ermilovo 57,8blrd RUR Ust-Luga Pietari 8 |Развитие грузовых перевозок между Россией и Финляндией | 14.11.12

33. EHDOTUS – SUUPOHJA BIORAIL & KASKINEN BIOPORTMILL SUUPOHJAN RADALLE BIODIESEL-VETURIT - KASKISTEN SATAMAAN BIODIESEL-LAITOS Raaka-aineet: Kalaperkuujätteet kalasatamasta, kasvihuonejäte(varret, lehdet ym), teurastamojätteet (Atria, Sjokiym) 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 Sjoenlog.keskukseen, tankataan Sjoenrataliik. 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 NECL II ACT 4.1 & 4.2 at Kaskinen 11.9.12 www.midnordictc.net

34. Desulphurization plant incl. nr 13 Biodiesel plant with capasity of ca. 30.000 tons/a or larger 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. NECL II ACT 4.1 & 4.2 at Kaskinen 11.9.12 www.midnordictc.net

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

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

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

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

39. NECL II ACT 4.1 & 4.2 at Kaskinen 11.9.12

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