Маркетинговое исследование протов Северо-Западного морского бассейна с позиций портового терминальногооператора и инвестора. 
Практическое применение результатов исследование для Группы компаний Балтик Танк-независимого терминального оператора и инвестора в портах Северо-Западного морского бассена

T herefore it is theoretically possible and reasonable to use a method of acompounding both for raw materials preparation, and for modification of properties of already ready bitumens. The fact that the road bitumens of Russian and foreign manufacture fundamentally differ in qualitythat is predetermined by distinction of standard requirements to this type of products in our country and abroad. T he practice of road construction in Russia, a road condition even federal value confutes opinion on impeccability of existing requirements to the road bitumens, formulated in SS 22 245−90.Low operational characteristics of the materials used in road construction, lead to that for 3−4 year carrying out repair of roads whereas abroad the between-repairs period constitutes 10−12 years is required. T o increase the operational reliability of the road pavement is sufficient to change the quality of road bitumen. At the present time in the international practice for the installation and repair of road coverings if necessary use of composite materials on the basis of bitumen and modifiers, such as sulphur, rubber (polybutadiene, natural, butyl rubber, chloroprene, etc.), organo-manganese compounds, thermoplastic polymers (polyethylene, polypropylene, polystyrene, ethylene-vinyl acetate (EVA), thermoplastic rubbers (polyurethane, copolymers, as well as heat styrene-butadiene-styrene (SBS).Feasibility of application as a part of road asphalt concrete of the bitumen modified by this or that type of the modifier, locates in each case from the technical and economic point of view. On average in 2011 the number of modified bitumen used in road construction in the European States, constituted 7%. Production of bitumens modified polymers type of SBS, in the European countries by 2011 increased in the European states on the average to 50% and constituted, for example, in France of 80%, in Germany — 95%, in Spain — 65%, Belgium — 80%, in Italy — 100% from all amount of the made modified bitumens. In recent years the new, nonconventional bitumen technologies, allowing to make high-quality road bitumens without an oxidation stage, the so-called oil not oxidized BNN bitumens are developed and implemented. I

t is the production technologyof compounded bitumen on the basis of asphaltites-butane or butane deasphaltization, the production of residual and compounded road bitumens by production by deep-vacuum distillation of high-sulfur heavy fuel oil, high-resinous oils. T he production technologyof compounded bitumen from the asphaltites-butane deasphaltizationis implemented in 1997 on OJSC «Ufaneftekhim». T he technology of receipt of road residual bitumens and narrow oil fractions without application of water vapor is implemented by deep-vacuum distillation of fuel oil in 2002 in Nizhnekamsk. At this time in the world practice of road construction have long been not oxidized oil road bitumen of which more than 80 percent of highways in the West are under construction long ago are applied. U nlike oxidized they are capable to extend service life of pavings as they have essentially the best indicators on water resistance, stability to depreciation, formation of cracks and to temperature differences in 3−4 times.

T hat in road construction of the water and bitumen emulsions made on the basis of not oxidized bitumens, and availability of the corresponding equipment repair and construction of highways even allow to make use in case of minus temperature is important also, being engaged in their production and implementation practically all the year round. The Russian oil refineries make bitumens of various brands the prices on which, as a rule, differ slightly. Table 7Brand of road bitumenPlantBrandMoscowBND 60/90RyazanBND 90/130Yaroslavl (TNK-BP)BND 100/130; BND 60/90Yaroslavl (GazpromNeft)BND 100/130; BND 60/90UkhtaBND 90/130; BND 60/90KirishiBDUS 70/100NizhnyNovgorodBND 90/130SaratovBND 90/130SamaraBND 90/130; BND 60/90OrskBNDD-М 80/120 (only auto-loading)NizhnekamskBND 90/130; BND 60/90PermBND 130/200SalavatBND 90/130UfaBND 90/130; 60/90VolgogradBND 60/90OmskBND 90/130AchinskBND 60/90AngarskBND 130/200; BND 90/130KhabarovskBND 90/130In Russia production of bitumens at oil refinery in 2011 constituted 4,5 million tons in case of capacity of installations of 10,15 million tons (loading of 44%).Up to 17% of German consumption of bitumen is provided at the expense of imports from Russia. O ther large importers of bitumen in the Central and Eastern Europe are Romania, Austria, Switzerland, the Czech Republic, Poland and Ukraine. The bitumen export volume from Russia in 2011 made 609,36 thousand tons. Three Russian leaders in production of bitumen: LUKOIL — 2,40 million tons, «Gazpromneft» — 2.16 million tons, «Rosneft» — 1,73 million tons.

T he largest consumers of oil bitumens in the Russian Federation are Moscow and the Moscow region (2011 — 1,15 million tons), St. P etersburg and the Leningrad region (162 thousand tons).Other regions essentially lag behind them. C hronic underfinancing of a road economy within the last decade became the reason for that. I n 2011 at legislative level the decision according to which since January 1, 2012 in regions shall earn territorial road funds is made. But, judging by the already carried out calculations and forecasts, their collecting hardly completely will provide all requirements of a road economy.

T hereforebitumen should be more, and the price should be minimun. B ut the market does not always considers interests of the state and the budget, dictates the rules therefore there is a danger that the price can conflict to quality. The sharp increase in the production of bitumen is observed approximately from March to October that is during a season of a roadwork. B ut this growth is, as a rule, accompanied by increase in selling prices.

F or example, for a season of 2011 they grew almost in 2 times. According to the General scheme of development of the oil industry till 2020 the production volume of bitumens at oil refinery in 2020 will make 6,64 million tons (growth by 43%), including road — 5,59 million tons, bitumen production out of oil refinery — 900 thousand tons (growth of 26%). Radical reconstruction of bitumen productions is planned for oil refinery in Angarsk, Volgograd, Novokuybyshevsk, Syzran and Khabarovsk. Over the last 10 years the situation with providing producers of bitumens with standard bitumen raw materials essentially changed. T he desire of oil refinery to permanent increase in depth of the oil refining, pledged by the General scheme, led to that production of standard bitumen raw materials of SB 20/40 and SB 40/60 brands was sharply reduced in spite of the fact that in 2011 tar resources on Russian Federation Oil Refinery constituted 63,7 million tons. Table 8Monitoring of the prices of bitumen materials for the oil refinery (large and small), RUB/tnRefineryCompanyBNDBNSBNKrailwayautorailwayautorailwayautoKhabarovskoilrefineryOJSC OC"Alliance"18800KhabarovskoilrefineryRetailer18800NizhegorodnefteorgsintezOJSC OC"LUKOIL"1 320 013 200 147 001 3440NizhegorodnefteorgsintezRetailerPermnefteorgsintezOJSC OC"LUKOIL"1 300 013 200 146 001 4080PermnefteorgsintezRetailer17000GazpromNeftehimSalavatOJSC «GazpromNeftehimSalavat"13500UfagroupoilrefineriesOJSC «Bashneft"UfagroupoilrefineriesRetailer123501275016800NizhnekamskrefineryOJSC «TAIF-OC"142 001 4200NizhnekamskoilrefineryRetailer14300SamaragroupofrefineriesOJSC «Rosneft"SamaragroupofrefineriesRetailer1300012600SaratovoilrefineryOJSC «TNK-BP"13700SaratovoilrefineryRetailer13500UkhtaneftepererabotkaOJSC OC"LUKOIL"125 001 2500UkhtaneftepererabotkaRetailerAngarskpetrochemicalOJSC «Rosneft"AngarskpetrochemicalRetailerAchinskoilrefineryOJSC «Rosneft"AchinskoilrefineryRetailer13300OmskoilrefineryOJSC «GazpromNeft"1 250 012 700 123 001 3440OmskoilrefineryRetailer1220012500MoscowoilrefineryOJSC «GazpromNeft"13000MoscowoilrefineryRetailer1310012900RyazanoilrefineryOJSC «TNK-BP"13100RyazanoilrefineryRetailer13500YaroslavnefteorgsintezOJSC «GazpromNeft"1 270 012 900 124 001 2800YaroslavnefteorgsintezOJSC «TNK-BP"13100YaroslavnefteorgsintezRetailer13025VolgogradneftepererabotkaOJSC OC"LUKOIL"136 001 3600VolgogradneftepererabotkaRetailerOn a forecast of the General scheme for 2020 resources of tar will grow to 68,5 million tons (growth of 7,5%), from them on production of oil bitumen at oil refinery 9,7%, production of oil bitumen out of oil refinery — 1,3%, on coking — 20,9%, on tar hydrocracking — 25,1%, on viscosity breaking — 25,7%, on production of oils — 8,7%, free resources — 8,6% will be used. A t the same time it is necessary to expect that with input at oil refinery of new installations of catalytic cracking and viscosity breaking production volumes of tars with standard viscosity will steadily decrease. At present a number of nonconventional technologies for production of high-quality road bitumens from different types of oil raw materials, including substandard (developer — State unitary enterprise"Institute of oil chemical refining of the Republic of Bashkortostan»). N

ew technologies have already been implemented or tested in industrial bitumen plants of a number of oil refineries of Russia. It is the production of partially oxidized compounded road bitumens, production of non-oxygenated compounded bitumen on the basis of asphaltprocess propane-butane and butane deasphaltization tars, production of non-oxygenated residual bitumen from heavy high-resinous high-grained oils, and options for combining the listed technologies. The Institute also investigated promising new energy sources for the production of high-quality road bitumen — heavy sour high-pitch of oil and natural bitumen, as well as bitumenSands (breed). T echnologies of rational conversion of these types of raw materials are developed, pilot lots of bitumens and asphalt concrete on their basis are received and researched. T he test results are encouraging. The main regulating document on road bitumens — SS 22 245−90 became outdated and doesn’t meet the requirements of modern road construction.

D evelopment in recent years new technical conditions corporate standards on bitumen BND-U, BNDM, BDD, BDUS and the other is not yet led to a radical change of the situation in road construction. In 2010 Avtodor together with a number of the specialized organizations the draft of new standard requirements to the improved road bitumens of brands BND-U 50/70 and BND-U 70/100 is developed and sent to leading oil companies. I n the current year completion of researches on development of technologies of receipt of new bitumens of the set quality from different types of the raw materials developed on a number of oil refinery of Russia is planned. N

ew bitumen in industrial quantities began to be delivered in the specialized road organizations already at the beginning of a season of 2012. I n the area of Intergovernmental Council of road builders development of an interstate standard on road bitumens already for a number of years is conducted. B

ut, the completion of these works is hardly possible soon, in view of absence of financing of work. To the oil processing entities it is unprofitable to equip in addition bitumen production at oil refinery special cooling systems for decrease in temperature of ready bitumen to + 150 0С instead of +250°С (it gives the chance to receive bitumens with more best operational properties), mixing devices for the introduction of cationic surface-active agents (surfactants), special additional containers for separate storage of bitumens of various brands, modern equipment for more strict regulation of quality of bitumens, etc. A fter all bitumen in comparison with other oil products is characterized by the low cost which is a little different from cost of the oil and consequently isn’t the profitable goods. Besides, in connection with the huge territory of Russia and uneven placement on it the oil processing entities in modern conditions transportation expenses constitute a considerable share in cost of bitumens and without that being the most expensive component in the price of a readyfinished asphalt-concrete covering. Most Russian oil refineries are not interested in receipt of high-quality bitumens: first, the Russian oil refineries process light West Siberian oils with high content of light oil products — to 60%. Light oil products are four times more expensive some bitumens, and they determine economy of the oil refinery. A nd improvement of quality of issued bitumens is connected with additional costs in case of low economic effect.

S econdly, properties of mass West Siberian oils don’t give possibility of release of high-quality bitumens. The consequence of the specified reasons is the situation in case of which 50% of road bitumens don’t meet the requirements of SS 22 245−90. T hus state standard specification requirements don’t satisfy long ago the consume. In connection with the fact, bitumen long time wasn’t considered in our country as a target product of oil processing, to enhancement of technology of its production wasn’t given due attention.

I nsufficient financing of bitumen production led to that the equipment on the majority of the domestic oil processing enterprises morally and physically obsolete. D ue to this the quality of developed bitumens and amounts of their production don’t conform to requirements of the modern market. T hereforebefore the oil refineries of Russia there is a question of reconstruction of bitumen production. Only the comprehensive approach to the solution of this problem will allow to remove production of bitumens on modern level. This approach includes: improvement of quality of raw materials for bitumen production at the expense of optimization of its group chemical composition, entering of activating additives, use of activating impact of energy fields (for example, ultrasound, vibratory field);optimization of operation of a site of oxidation at the expense of increase between a phase surface of oxidation and time of contact of phases (it is reached not only raw materials activation, but also upgrade of a design of a origin and host of input raw materials);creation of the block of acompounding of bitumen with raw materials for the purpose of expansion of the range of brands of road bitumens and an exception of negative impact of weighting of raw materials on quality of received products;creation of the block of entering of polymeric additives for modifying of properties of bitumens that will allow to organize production of highways of 1 category knitting for construction;automation as oxidation process, and processes of a compounding of bitumens with raw materials with simultaneous replacement of the obsolete equipment;implementation in practice of the road construction of such a perspective binder, as bitumen emulsions. Implementation of these measures will not only improve the quality of manufactured products, but will also produce the necessary flexibility in the range of products.

3.3. The Analysis of the Market of Petroleum Products of the North-Western Region of RussiaOn the land of the North-Western region of identified clusters of oil and gas within the Timano-Pechora oil and gas province (relating to the administrative level of the Nenets Autonomous Okrug and the Komi Republic, as well as in the Baltic oil-bearing region (Kaliningrad region). F orecast resources of oil and gas in the Arkhangelsk region are estimated. W ithin the sea areas adjacent to the territory of the Nenets Autonomous Okrug (the Barents and Pechora seas), the Kaliningrad region (the Baltic Sea) and Arkhangelsk region (the White sea), inventories and resources of hydrocarbons are revealed and estimated. T

he basic volume of these resources is concentrated on the shelf of the Pechora Sea. The free gas territory of the land of North-West region has rather small inventories, but with the stock accounting, revealed on the adjacent water area of the Barents Sea, North-West concedes only to the Urals Federal district. O n the territory of the land of the northwestern Federal district found 251 of the oil field is revealed — these are 9% from total number of oil fields in Russia. In General, the oil and gas potential of the North-West region of Russia amounts to about 10% of resources of hydrocarbons (HC) of the Russian Federation. On the territories of the North-West region total initial resources of hydrocarbons are estimated at 20,6/8.3 billion t.o.e., including oils of 16,4/5.0 billion tons (60%) and free gas of 2.7 trillion m3 (33%). The overwhelming majority of resources of a land of hydrocarbons (99%) is concentrated in the Timan-Pechora oil and gas province. F rom them on a share of the Nenets Autonomous area accounts for 48% of all NDS HC NW region, including oil — 54%, the share of the Republic of Komi — 51% (oil — 44%), the share of the Kaliningrad region is about 1%.Located on the territories of the Arkhangelsk region and the Republic of Komi oil reserves, the degree of their concentration in the medium-sized and large fields can provide a stable volume of annual production at the level of 20−25 million tons of oil for a long time.

I n the Timan-Pechora province a half of oil resources cost-effective for development. A nnual levels of production in this province has to 2015;2020 year may be reduced to 22 million tons of oil, which, however, can be ensured by the increase in the reserves of industrial categories of oil to not less than 400 million tons of the corresponding financing of 13−14 billion RUB from which to explore will need 6 billion RUB that in the present state of the economy in these terms without the attraction of foreign investments is practically impossible.Fig. 16.

S cheme of transportation of oil through the territory of the North-Western regionGeological inventories of oil of the Barents and Kara seas are estimated at 16 billion tons, of which 4.9 billion tons of recoverable resources. On the territory of the North-Western region the main oil refining is made on two oil refineries, Kirishinefteorgsintez and LUKOIL-Ukhtaneftepererabotka (Fig. 16). T he first, a part of the NK Surgutneftegaz, is completely loaded by oil of the mother company delivered on a trunk oil pipeline system from. T he second — Ukhtaneftepererabotka is loaded with raw materials of the parent company LUKOILwhich comes on backbone and by trade pipelines and by rail from the regions of oil production in the Timan-Pechora province.Fig.

17. T he structure of shipment of oil products by railway in 2010;2011 with the station VetlasianThe numerous small refineries located in the regions of oil production, as well as in other regions of the district, play an insignificant role in the fuel-energy balance of the region, providing or needs of the oil-extracting enterprises for fuel, or the supplying of fuel on the local market near the location. I n 2011 the oil refining amount at the main oil refineries of theNorth-West amounted to 23,7 million tons, including the Kirishinefteorgsintez 20,1 million tons, the LUKOIL — Ukhtaneftepererabotka 3.6 million tons. H

owever, the loading of facilities of primary oil refining amounted to 116,2% to 96,2% respectively, that is approaching or exceeding the estimated capacity of the refinery. T he export of the products of Kirishinefteorgsintez is provided by the railway and the main oil product pipelineTransnefteproduct, with LUKOIL — Ukhtaneftepererabotka — railway. S hipment by rail the oil products made at oil refinery, is produced with the railway trestles the refineries of Kirishi and Vetlasian.

A small part of products is transported by automobile transport. A ll from 2010 to 2011with the station Vetlasian (trestles refinery) by railway shipped 5 240 million thousands tons of oil products. T he main volume of shipment falls on heavy fuel oil -2 957 of million thousands tons, that is 56% of the total volume of shipment (Fig.

17).In the total volume of shipment of oil products from Kirishi station (platforms Kirishinefteorgsintez) also prevails fuel oil (Fig. 18). A ll from 2010 to 2011 from station 25 320 million thousands t are shipped. oil products. T he volume of shipment of heavy fuel oil amounted to 18 million 80thousands tons, or 72%.Fig. 18.

T he structure of shipment of oil products by railway in 2010;2011 with Kirishi stationSupply of the North-Western region with the oil productsproduced by the regional refineries, is insignificant that is connected, first of all, with the export orientation of the main refinery of the region, Kirishinefteorgsintez (Fig. 19, 20).Fig. 19. T he structure of shipment of oil products from Kirishi station for directionsFig. 20.

T he share of the directions of supplies in the volume of shipment of oil products from Kirishi stationFrom the above charts show that 96,63% of fuel oil and 73,96% of the gasoline, is shipped from Kirishi station by rail to export markets. Products of oil refinery Ukhtaneftepererabotka is shipped from the station Vetlasian by railway mainly on the territory of the North-West region. T he shipment of fuel oil from the station by directions of deliveries is distributed as follows: 17,9% is shipped on export; 75,5% - on the territory of the North-Western region. T he share of shipment of diesel fuel on the territory of the North-Western region amounts to 59,4%; the share of export — 39,3. Shipment of gasoline is also oriented to delivery on the territory of the North-Western region, and is 88% of the total volume of shipment of gasoline from the station. T

he basic directions of export deliveries of petroleum products from the station Vetlasian (trestles refinery LUKOIL-Ukhtaneftepererabotka) are rail terminals Vysotsk, Avtovo, Baltic Forest, Murmansk where the overload of oil products for sea transport and border station Ivangorod-Narvais made with a subsequent delivery of oil products by rail to the ports of Baltic States. F or exports from the station Vetlasianshipped, mainly fuel oil and diesel fuel. F rom 2010 to 2011 the maximum volume of oil products is shipped to the station of Vysotsk — 577 thousand tons.Fig. 21. S upply of the North-Western region of oil products, supplied with LUKOIL — Ukhtaneftepererabotka, Kirishinefteorgsintez and oil refinery other regions of the Russian Federation in 2011The main routes of transportation of oil products from Kirishi station is Kirishi — Ivangorod-Narva with subsequent delivery to the ports of the Baltic States Maardu, Muuga and Paldiski; and the Kirishi — Avtovo (at Petersburg oil terminal).

I n the ports of the Baltic States through the border crossing Ivangorod — Narvais by rail delivered mainly fuel oil and gasoline. T he Petersburg oil terminal fuel oil which is overloaded in port on a sea transport is delivered, mainly.

A s a result, produced on the territory of the North-Western region and refined at the LUKOIL — Ukhtaneftepererabotka oil provided in 2011. 11% of the total needs of the district in petroleum products, and in view of deliveries from Kirishinefteorgsintez — 24% (Fig. 21). 76% of oil products shipped in the North-Western region from the refinery other regions of Russia. Bunker marketGeneral information, classification and basic requirements for bunker fuel in RussiaBunkering — supply of ships fuelwhich can be carried out at the berth, on the roads, as well as in the open sea. A s a rule, bunkering is carried out in the ports of following type: major trading ports;ports in the nodes of the sea ways;ports around the main ship channels (bunkering while waiting for the passage of vessels);fishing ports. The fuel used for the purpose of bunkering, is obtained by means of mixing of products straight-run distillation of crude oil (fuel oil, bitumen, diesel fuel) kerosene-gazoil fractions catalytic or thermal cracking.

T o improve the performance properties of fuels are permitted to use of the additives allowed to application in accordance with the established procedure is authorized. In this case, depending on production of fuels used for the purpose of bunkering, it is accepted to share concepts"bunker fuel" and «bunker fuel». T he first of them is directly in the area of bunkering (in the port and in the roads, on Board the ship) mixing in the necessary proportions separately delivered components, and the second — at the specialized enterprises (as a rule, the objects of oil refining), engaged in production of petroleum products. T hus, produced by the refineries, bunker fuel is delivered to the area of bunkering in the ready-to-use form.

In Russia to ship fuels used in ship power plants include: marine fuel oils F5 and F12, produced according to SS 10 585;fuel engine for medium-speed and low-speed diesels (diesel fuel and DM) according to SS 1667;distillate fuel little-viscous ship on TC 38.

101.

567−2005;residual fuel bunker fuel high-viscosity on NC other 38.

1.011.

314−2001;bunker fuel on TC 38.401−58−302−2001, corresponding to the requirements of the international standard ISO 8217. O ver the last10 years, the production of marine fuel oils decreased in 2 times, that is connected with reduction of demand for them is the Ministry of defense of Russia. SS 10 585 «Fuel oil. F uel oil» provides for the release of two stamps of naval fuel oil: F5 and F12. Marine fuel oil F5 is characterized by low viscosity (up to 5.0°C degrees WU or 36.2 mm2/s at 50°C) and low pour point temperature (minus 5 degrees C), which must be preserved during the whole warranty period of storage of fuel oil (up to 5 years from the date of manufacture).Marine fuel oil F12 is produced from low sulfur crude oils at facilities of straight-run distillation of crude oil.

P roduction of its extremely limited. The main difference of fuel oil F12 from F5 are more stringent requirements on the sulfur content of up to 0.

6% against 2.

0%. However, fuel oil F12 has a higher viscosity: up to 12 °C degrees WU or 89 mm2/s at 50 °C.Fuel engine for medium-speed and low-speed diesels according to SS 1667 in recent years, practically, is not produced. T he standard is effective since 1968 and has already become obsolete. Fuel the low-viscous ship is intended for use in ship power plants and for export deliveries. F uel was developed to be used as a substitute for diesel fuel. I

s made from distillate fractions of direct and secondary processing of oil and gas condensates. T he quality of fuel low-viscousthe ship complies with the mark ISO-F DMA according to the international standard ISO 8217. Fuel bunker fuel high-viscosity e is designed for application in ship power plants of foreign proceedings and for export deliveries. R eceive it compounding balances of straight-run distillation of crude oil or gas condensate, destructive processes with the addition of среднедистиллятных factions. I n the manufacture of fuels ship in the conditions of high-viscosity oil tank farms are mixed commodity oil fuels. T

o improve the performance properties of fuels allows the use of additives. In order to produce in Russia and products delivered for export conformed to the international requirements (TC 38.401−58−302−2001), specifications, authentic to the international standard ISO 8217 now are developed. A ccording to these standards 4 brands ofdistillate fuels — DMX, DMA-DMB or DMC, in different viscosity, density and sulphur content. F uel DMX, DMA-DMB should be transparent, as diesel fuel.

Fuel DMC may contain residual fraction. The standard also provides for issue 15 grades of marine fuels on the basis of the residual fractions (black oil): from RMA to RML, in different viscosity (from 10 to 55 mm2/s at 100 °C), a temperature fluidity (from 0 up to +30 °C), coking (from 10 to 22%). The technical regulations «About requirements to automobile and aviation gasoline, diesel and ship fuel, fuel for jet engines and fuel oil» to the ship’s fuel provides two indicators (mass fraction of sulfur and flash temperature) and obliges to develop marine fuel since 2011 with a sulphur content of up to 2.

0%, and in 2013 — up to 1.

5%.Since 2012 on the territory of the Russian Federation comes into force of the new SS R 54.229−2010 on marine fuel. Technical requirements for fuels and test methods correspond to the international standard ISO 8217:

2010, the security requirements to the rules of acceptance, transportation and storage, manufacturer’s guarantees are stated in the wording accepted in Russia for marine fuels. Review of the bunkering market of RussiaAt the end of 2010 the volume of sales of bunker fuel in the ports of Russian ships under foreign flags amounted to 4.7 million tons, having increased compared to the previous year by 20%.In recent years, for the bunkering market of Russia is characterised by increasing the positions of the vertically integrated oil companies. If earlier among vertically integrated companies on the market of ship fuel was presented only by OJSC «LUKOIL», with the end of 2007 the direction of the bunker business began to develop the OJSC «Rosneft» and «Gazprom oil». Among the Russian ports maximum share of the subsidiaries of the vertically integrated oil companies in the structure of sales of bunker fuel to foreign courts is characterized by the Murmansk (63%). In St. Petersburg the share Vink is 52%. The average for the Primorye territory index — 47%, KhabarovskyKrai — 34%.The largest port of Russia on the volume of sales of bunker fuel is St-Petersburg. In 2010, bunkering of vessels under foreign flags reached 1.8 million tons, that exceeds the level of 2009 year on 7%. The largest bunker companies operating in the port, are LLC «LUKOIL-Bunker» (0,42 million tons, or 23% of the market), LLC «Gazprom Neft marine Bunker» (0,36 million tons, or 20%), LLC «Baltic fuel company» (0,21 million tons, or 12%), LLC «Nevskymazut LLC, Baltic bunker company» and LLC «RN-Bunker» (0,14 million tons, or 8%). Implementation of bunker fuel for Russian ships in the port does not exceed 200 thousand tons per year. Table 9Sales of bunker fuel to foreign vessels subsidiaries of vertically integrated oil companies in the port of Saint-PetersburgCompanySalesvolume, thousandtonsLLC «RN-Bunker"138,8LLC «Gazprom Neft marine Bunker"362,0LLC «LUKOIL-Bunker"419,0LLC «Tatneft-Bunker"18,4Vink, total938,2In 2010 in Russia the total volume of production of fuel, which can be used for bunkering, made 77,4 million tons, having exceeded the level of the previous year by 8.

3%. The basis of production is heating oil and fuel boiler, the total share of which is up to 87% (67.3 million tons). The share of fuel technology export is 5.

8% (4.5 million tons), fuel-ship — 4,9% (3.8 million tons). The motor fuel diesel fuel accounts for not more than 1.

5% (1.1 million tons), marine fuel oil — 0.8 per cent (0.6 million tons). Table 10The production in Russia of the oil products used as bunker fuel and its components, thousand tonsName20106 months 2011% to 6 months 2010Fuelbunker — all total3811,42 033,6110,9Including:Fuel bunker less-viscous3369,51 835,1111,3Fuel bunker (without brand)430,8189,5102,4EnginefuelDT1130,4635,1121,7Fuel oil Navy (F5, F40, in addition IFO-180, IFO-380)

594,2140,036,4Heating fuel oil (M40, M100, in addition TKM-8, TKM-16)67340,734 664,3105,9Fueltechnologicalexport4515,52 343,2103,0Total:77 392,239816,2105,5The main component of heavy marine fuel is fuel oil. Marine fuel with sulfur content up to 1,5% can be obtained at processing enterprises low-sulphurous oil. This is JSC «Krasnodar oil refinery — Krasnodareconeft», LLCAfipsky refinery" and OJSC «Slavneft — Yaroslavl oil refinery» them.D.I. Mendeleev, which can produce fuel oils with a sulphur content of up to 0.

5%. Fuel oils with a sulphur content up to 1% is produced in Tuapse, Achinsk, Volgograd. Reduce the sulphur content in fuel oil is possible by hydro desulfurization. Process time-consuming and requires significant capital expenditures, as it includes a complex of facilities for the heavy oil residue hydrocracking plant and a separate installation for the production of hydrogen. Soon in Russia the construction of such facilities is not planned.

3.4. Prospects of Development of Group of the Companies BALTIC with the Development of Markets Bitumen of the Russian Federation and Oil Products of the North-Western Region of RussiaThe international Maritime Organization (IMO) in October 2008, adopted a decision on the limitation of the sulphur content in sea fuel used in the countries of the European Union. The entry into force of Directive IMO is expected no later than September of the current year, after statement it inthe European Parliament. According to the Directive IMO the following restrictions on sulfur content in sea fuel in EU countries will be entered: thesulphur content in the fuel used in the Baltic Sea, the North Sea and the English Channel should not exceed 0.

1% since 2015. (now the upper limit of the sulphur content of 1.

5% and in Scandinavia 1,0%);thesulphur content in the fuel used in the whole world, should not exceed 0.

5% of the 2020;2025 (now the upper limit of the sulphur content of 3.

5%).If the Directive will enter into force on the prices of marine fuel will grow by 60−70% and rates of the freight on 30−50%, naturally, the consumers of marine fuel will be interested in alternative suppliers of fuel at competitive prices. The construction of the complex on hydro-without sulphur in the area of HaminaKotkawill provide to the Russian producers and investors excellent possibilities on production of alternative ship fuel with content of sulfur of 0,1% from fuel oil with sulfur content from 2% and above which will be the main raw materials. I n addition to marine fuels the complex will produce road bitumen, waterproof mastic, yellow sulfur. In case of successful development of the project a group of companies BALTIC can provide logistics of this project completely. T he construction of an oil loading terminal in total amount of storage of 250 000 m ³for servicing of transit oil products, and also complex products on a hydro-without is planned. Competition on the market of bitumen in Northern EuropeThe concept of the free market on the territory of the EU has always meant by a free competition. Howeverin the bitumen business is quite different situation.

M arket vendors and carriers of bitumen in the Nordic region ismonopolized. C onsumption of bitumen on the Scandinavian market can be characterized as follows: Finland — of 300 000 tons per year, Sweden — 500 000 tons per year, Norway 300 000 tons per year. A

total of 1.1 million tons of bitumen per year. The companies occupying a leading position on the market, control on average, 73% of the total market. (S weden — 95%, Finland — 60%, Norway 50%).The road-building companies, are not satisfied with the current situation in the market of suppliers of bitumen and try to find alternative solutions. Road-building companies Skanska, NCC, PEAB, Svevia, Lemminkäinen, etc., are ready to cooperate with new suppliers. Group of the companies of BALTIC is ready to provide its terminal services in the directions: Estonia is a Baltic market, Köping / Skutskär — market Sweden, Oulu, Kaypiaynen (about Kouvola), HaminaKotka — Finnish market. The advantageous geographical location of the terminal of the group of companies BALTIC in the immediate vicinity of the main consumers of bitumen, to minimize transportation costs and from the point of view of ecology is the most attractive. In spite of the fact that on development of oil-bitumen industrial potential of Russia among the developed countries of the world takes the second place, and, in accordance with the General scheme of development of the oil industry up to 2020 the volume of production of bitumen will have grown by 43% which will be 6,64 million tons, brilliant production of bitumen in General, low operational characteristics of produced bitumen, low cost of bitumen compared with the cost of production of high-quality bitumen, makes very difficult the possibility of the sale of bitumens of Russian production in large volumes for consumption in the markets of Northern Europe. T

herefore, in spite of the current favorable situation for the arrival of the Northern European market a new alternative supplier of bitumen, making big bets on Russian suppliers of bitumen in the near future is not worth it. The market of oil products in ScandinaviaOver the last 10 years there were considerable changes in the Scandinavian oil market. S uch prominent players as ESSO and Shell almost completely disappeared from the market. A

t the moment in the oil market there are two major companies: Neste and Teboil, which completely control the market. Sharply increasing consumption level of petroleum products is caused by emergence of a large number of new mines and industrial enterprises in Finland. M any industrial consumers of fuel are not completely satisfied with fuel prices, defined at the moment, and not against consider more alternatives. I n connection with the arrival on the market of a new major alternative supplier, such as, for example, an Oil company «Surgutneftegas», is quite possible. Thus, the orientation of group of the companies BALTIC transportation, transshipment and storage of oil products from Russia, in particular, diesel and stove fuel, is a perspective direction of development. ConclusionSea transport is one of the most effective and popular ways of cargoes delivery.

S hipping plays a key role in the life of the world economy, occupying the Central place in the emerging unified system of global transport. S ea transport is specific in the sense that he was already on the nature of the activity is a branch of «international». I n conditions of actively developing the internationalization of production stable, uninterrupted, efficient international transport service becomes the most important condition for the normal functioning of how individual national economies and the world economy as a whole. T here is a close intertwining of processes of development of international shipping and world economy as a whole. The advantages of Maritime transport: cheap and efficient way of delivery;Mature and well-defined procedure of insurance;high load-carrying capacity of modern ships;thought-out system of sea lanes. Disadvantages of marine transportation: low speed of transportation;dependent on weather conditions, the efficiency of ports, transit and destination. The North-Western region — a key node of export-import transportation.

T his is due to a common border with the European Union, the proximity to the most developed areas of the country and the presence of enough full-fledged transport system. T he most large-scale projects on building of port capacities in the North-West are connected with the export of oil and oil products. C ompanies that have «export window» in the sea, try to extend them, the rest of the build. The largest seaports of the region are located in St. P

etersburg, Murmansk, Kaliningrad, Leningrad region (Primorsk and Ust-Luga); in the Baltic States: the port of Klaipeda, the port of Riga, Tallinn port, in Finland: the port of HaminaKotka, the port of Helsinki. T heir power handle the lion’s share of cargoes. Today two tendencies in port development of the Northwest of Russia were determined. F irstly, the state pursues the policy on transfer of traffic flows from the Baltic States to Russian ports. I

t is reached by means of tariff policy when on cargo transportation by rail or oils on a pipe abroad are much higher than a rate, than on the territory of Russia. T his caused the inflow of cargoes to Russian ports. D ue to this, and this is the second trend, the owners of ports are forced to increase capacity, and exporters — to build new ports. In the meantime, complete the outflow of Russian transit from the Baltic States and Scandinavia are not expected. F

irstly, to remain market segments in which the ports of the North-West or not represented at all (handling of liquid chemical products), or the volume and the quality of their services leave the niche for foreign competitors. S econdly, started expansion of Russian manufacturers in the West will continue, and the new owners will be interested in loading of capacities. In connection with this promising is the development of port infrastructure of the ports of Finland, as an important strategic partner of Russia, on the one hand, and the European Union. In the thesis work the analysis of the development of the bitumen market of Russia and the oil products market of the North-Western region of Russiais carried out. A ccording to the results of the conducted analysis of the prospects of development of group of the companies BALTIC taking into account market development of Russian Federation bitumen and oil products of the Northwest region of Russia are determined. Promising is the construction in the region HaminaKotka production complex for hydro-without sulphur high oil is of Russian production, which give a unique opportunity not only for the major Russian producers of oil products, receive and sell on the Nordic and European markets of oil products, meeting the requirements of technical regulations of the countries of Europe and Scandinavia, but also will have a huge positive impact on the development of the activities of the Finnish ports, shipping companies and export of Finnish industry as a whole.

W ith the successful development of the project a group of companies BALTIC will perform the full range of terminal-logistics services for the complex on hydro-without sulphur. In connection with the current situation in the Russian Federation bitumen market, in spite of the favorable conditions for the inflow of the Northern European market a new alternative supplier of bitumen, making big bets on Russian suppliers of bitumen, as well as on the expansion of activity of group of the companies BALTIC, not worth it. T he activities of the Finnish ports and the group of companies BALTIC in this direction in the near future cannot be considered as a perspective direction of development. H owever, in connection with the forward-looking development of the market of bitumen of the Russian Federation is recommended to carry out further work on the study of the development of the bitumen market of the Russian Federation. Perspective direction can be considered as maintenance activities bitumen produced from raw materials of Russian manufacture in the process of operation of the complex on hydro-without sulphur. On the basis of the results of the analysis of the oil products market of the North-Western region of Russia, one can conclude that the orientation of the group of companies BALTIC to the transshipment and storage of oil products from Russia, in particular, diesel and stove fuel, is a perspective direction of development. Based on the results of the conducted work, we can make a General conclusion about the prospects of the development of Finnish ports with the purpose of optimization of processing of cargo flows from Russia. A ctivities for the development and expansion of the market of services for the Russian consumers of a group of companies BALTIC, for which conducted the study, is a perspective direction of development. BibliographyAnishchenko, N.V. Port economy and its development in the conditions of market relations // Seaports.

— 2009. № 4.The Athens Convention on the carriage of sea passengers and their Luggage 1974. (A thens, December 13, 1974.) // Multilateral international agreement on Maritime transport, Moscow, 1983, p. 111. Desulfurization plant in HaminaKotka region.

P refeasibility study for desulfurization plant. P rocessing of high-sulfuric mazut, oil waste or bilge water for commodity products like heavy fuel oil below 0.1% of sulfur. L

ogiwin, May 2012. Baltic Port List 2008. A nnual cargo statistics of ports in the Baltic Sea Region. U niversity of Turku. 2009. Features of structure and properties of bitumen modified polymers //

http://www.ukrstroymash.ru/osobenosti_bitumen_modification.pdf.InfoTEK, № 1−2011.The United Nations Convention on the Maritime transport of goods, 1978 (Hamburg, March 1, 1978) Law, 2000, № 6.The United Nations Convention on international multimodal transport of goods (Geneva, 24 may 1980). // Law, 2000, № 6.Kuznetsov, A.V., Kuznetsova, O.V. Border: a barrier or a stimulus for the development? // Russian expert review. 2006 № 4 (18).Leningrad region and Finland approved the Program of cross-border co-operation [Electronic resource] // the Official site of the Department of information of the Government of Leningrad region URL://

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http://ru.wikipedia.org/wiki/Knock_NevisApplicationsAppendix 1The main characteristics of the transshipment terminal complexes in the ports of Hamina, Oulu, KaskinenHaminaKaskinenOuluVarastokapasiteetti Kuiva bulk15.000 m²/ noin/~ 40.000 tn7.200 m², 6 boxia noin/30.000 tn50.000 m³, 8 siiloa/ 30.000 tn3.700 m²(5 boxia/ 5 боксов)

40.000 m³ (6 siiloa/ 6 силосов) 20.000 tn/ тNestemaiset57,465 m³, 20 säiliötä/ 20 tanks45,000 m³/6 säiliötä/ 6 tanksNesteterminaal:

21.000 m³(4 säiliötä: 8000 m³+8000 m³+3000 m³+2000 m³)LaituritPituusHiirenkari/ 200 mPalokangas/ 200 m40 m 120m150 mSyväysHiirenkari/ 8,2 m Palokangas/ 12 mPaalulaituri 7,2 mSyväsatama/ 9 m10 mLaivauskootmax. 50.000 dwtsuositellut koot: 7−10.000 dwt (Palokangas max. 50.000 dwt) max. 35.000 dwtsuositeltu koko: 6−25.000 dwtmax. 40.000 dwtsuositeltu koko: 6−25.000 dwtKalustoKonttinosturit/ 3 kplMobiilinosturit / capacity 5max.

nostokyky/ мах. capacity 100 tn/ тMobiilinosturit:2×110 tn1 x 100 tn1 x 100 tn1 x 65 tnTrukkikalusto/ 21×3−16 tnKauhakuormaajat/ Volvo L 60, 90 ja 120Mobiilinosturit:2×50 tn/ тKuivabulk3 kpl/h48−52 kpl/ vrk/3 kpl/h48−52 kpl/ vrk48−52 kpl/ vrkPurkausteho hopper vaunuista purkumonttuun150−180 tn/h2400−3000 tn/vrk150−180 tn/h2400−3000 tn/vrknoin juna/ vrk2400−3000 tn/vrknoin juna/ vrkKuivabulkPurkausteho kuorma autoista varastoon kauhakuormaajan avulla2400−3000 tn/vrk2400−3000 tn/vrk2400−3000 tn/vrkKuivabulkLastausteho Autoista laivaan Mantserin koneiden avullaMantserin500tn/h500tn/h500tn/hKuivabulkLastausteho kuljettimellä400tn/h400tn/h400tn/hAppendix 2Characteristics of the port HaminaKotkaBeing the largest in Finland universal port, providing customers a full range of services, JSC «Port HaminaKotka» serves all kinds of transport: container, RORO, bulk and dry bulk cargo, LOLO, project cargoes, passenger transportations, and also provides a wide range of additional services. Location of the port is favourable for export-import operations in Finland, as well as for ensuring the transport of messages from Saint-Petersburg and Moscow. The concentration in the port logistics firms, stevedoring companies and industrial enterprises makes it absolutely unique port of the Baltic sea. T ransport communications with the most important economic centers in Finland and Russia, as well as the presence of 15-meter-wide fairways provide a message to the whole world. Territory of the port in figures: Ground area of 1100 haThe water area of 1400 haDepth of the fairway max. 15.3 mQuay length of 8.6 kmPlaces for mooring at berths: 75The volume of warehouse premises 1,1 mln.

m2The volume of storage tanks 800 000 m3Railways 80 kmPart of the port: HallaHaminaHietanenHietanen southKantasatamaMussaloSunilaPrivate quaysHallaQuays 210 mBerths 4Draught 7,3 mBerthsHALLALo-LoU1, U2HaminaQuays 3000 mBerths 27Draught 6,5−12,0 m Cranes/lifting capacity: 3 container gantry cranes and several mobile cranes with maximum lifting capacity 100 tons BerthsRoRoPK1, PK3, EU1, HK3, HK6, L5, L7Container EU1−4LoLoL1−2, L3-L6, L7−8, HK1−2, HK3−5, HK6, PK1−2, PK3Bulk H1, H2, H3Liquid bulk Ö1−3GasLPG1HietanenQuays 1081 mBerths 6Draught 7,9−10,0mBerthsRoRoH1, H2, H3, H4, H5, H6Hietanen SouthQuays 360 mBerths 4Draught 8,5 mBerthsBulkT1, T2, T3, T4KantasatamaQuays 962 mBerths 8Draught7,7 m-10,0mBerthsLoLo, RoRoVälilaituriV1, V2, V3, V4, VPItälaituriI1, I2, I3MussaloContainersQuays 1792 mBerths 12Draught 10,0 m-12,0 mCranes/lifting capacity7 container cranes30−40 tBerthsB0, B1, B2, B3, B4, B5C0, C1, C2, C3, C4, C5BulkQuays 600 mBerths 4Draught 13,5−15,3 mCranes/lifting capacity3 cranes 40 t1 crane 8 tBerthsA1, A2, A3, A4 LiquidsQuays 2Draught 10,0−13,5 mBerthsLiquid terminalN1, N2 JänskäQuays 133 mBerths 2Draught 8,5 mBerthsJ1, J2SunilaQuays 400 m (Sunila Oy 200 m) Berths 4 (Sunila Oy 2) Draught6,0 m-7,9 mBerthsBulk, Sunila OyS1, S2, S3, S4Mussalo, Pohjolan Voima OyQuays 200 m + Oil quayBerths 2Draught 8,0 m-9,0 mBerthsHöyryvoimaBulk, Mussalon VoimaM1, M2