CORRIDOR CARGO FLOW AND PASSENGER STATISTICS - NECL II

CORRIDOR CARGO FLOW
AND
PASSENGER STATISTICS
Pori, Finland
Report
WP 4 Activity 4.1
February 2012
City of Kaskinen
Finland

21.2.2012
North East Cargo Link (NECL) II, Midnordic Green Corridor
WP 4, activity 4.1.Report: Cargo flow analysis and passenger statistics
CONTENTS
1. INTRODUCTION OF NECL 2 PROJECT AND WORK PACKAGE 4……………………………1
1.1 Background 1
1.2 Objectives 1
1.3 Limitations of the WP 4.1 activity 1
2. EXPORT & IMPORT TRAFFIC ON MIDNORDIC GREEN TRANSPORT CORRIDOR…..2
2.1 Total cargo flows in Finland, Sweden and Norway 2
2.2 Seaborne cargoes and traffic in ports of Finland, Sweden and Norway 5
2.3 Passenger traffic on ships 8
2.4 Ferry connections from Sweden and Norway 9
3. CARGO TRAFFIC ON RAILWAYS AND RAIL MEASUREMENTS………………………….…10
3.1 Finland 10
3.2 Sweden 11
3.3 Norway 12
4. ROAD CARGO TRAFFIC AND MEASUREMENTS…………………………………………….…..14
4.1 Finland 16
4.2 Sweden 17
4.3 Norway 17
5. CARGO TRAFFIC STATISTICS AT FINNISH BORDERS………………………………………….18
5.1 Transit traffic to east and west 21
6. QUESTIONNAIRE TO EXPORT/IMPORT COMPANIES………………………………………..22
6.1. Finland 22
6.2 Sweden 26
6.3 Norway 28
6.4 Cargo flows on Midnordic Green Transport Corridor 30
7. CARGO TRAFFIC FORECAST 2011‐2016……………………………………………………….…..33
8. CONCLUSIONS………………………………………………………………………….……………………..36
9. PROPOSED FUTURE STEPS………………………………………………………………………….…...37

21.2.2012
NECL II, WP Activity 4.1 report
LIST OF ANNEXES
ANNEX 1 EXPORTS AND IMPORT CARGO VOLUMES
1.1 Finland, export and import 2006‐2010
1.1.0 Finland, export and import to/from selected countries 2010
1.1.1 Finland, export and import to/from Russia 2010
1.1.2 Finland, export and import to/from UK 2010
1.1.3 Finland, export and import to/from Sweden 2010
1.1.4 Finland, export and import to/from Norway 2010
1.1.5 Finland, export and import to/from Iceland 2010
1.1.6 Finland, export and import to/from Denmark 2010
1.1.7 Finland, export and import to/from USA 2010
1.1.8 Finland, export and import to/from Canada 2010
1.2 Finland, foreign traffic in 2010
1.3 Sweden total cargo flows 2006‐2010
1.3.1 Sweden, export and import to/from Norway 2010
1.3.2 Sweden, export and import to/from USA 2010
1.3.3 Sweden, export and import to/from Canada 2010
ANNEX 2 SEABORNE CARGOES AND TRAFFIC IN PORTS OF NORWAY,FINLAND, SWEDEN
2.0.0 Cargo traffic in Port of Trondheim
2.0.1 Port of Trondheim, sea freight 2010
2.1 Import transit via Finnish ports 2009‐2010
2.2 Export transit via Finnish ports 2009‐2010
2.3 Cargo traffic Finland‐Sweden at the Gulf of Bothnia 2010
2.4 Cargo traffic Finland‐Sweden 2006‐2010
2.4.1 Cargo traffic in ships between Finland and Sweden 2010
2.5 Maritime international cargo flows Finland‐Sweden and Finland‐Norway
2.6 Passenger traffic Finland‐Sweden 2006‐2010
2.6.1 Passenger traffic in ships between Finland and Sweden 2010
2.7 Cargo in selected Swedish ports in 2009 and 2010

21.2.2012
2.8 Sweden, general cargo in selected ports in 2009 and 2010
2.9 Sweden, other than general cargo in selected ports in 2009 and 2010
ANNEX 3 TRAFFIC ON RAILWAYS
3.0 Finland, freight traffic on railways 2010
3.1 Finland, maximum axle weight on railways 2010
3.2 Finland, maximum allowed speed on railways 2010
3.3 Railway traffic in Sweden
3.4 Railways in Sweden 2010
3.5 Sweden, railway infrastructure 2011
3.6 Railway infrastructure in northern Sweden 2011
3.7 Norway, cargo traffic on railways 2006‐2010
3.8 Norway, railways 2010
ANNEX 4 BORDER TRAFFIC
4.0 Finland, border traffic to/from Sweden and Norway
4.0.1 Finland, western border traffic
4.1 Finland, border traffic to/from Russia
4.1.1 Finland, eastern border traffic
ANNEX 5 FERRY CONNECTIONS TO WEST AND SOUTH
5.0 Port of Trondheim, cargo liner connections
5.1 Sweden, regular ferry connections 2010
ANNEX 6 FINLAND, TRANSIT TRAFFIC
6.0 Finland, transit traffic 2010
6.1 Road and railway transit, Finland‐Russia
6.2 Finland, exports to the east by products in 2010
ANNEX 7 SURVEYS TO EXPORT/IMPORT COMPANIES
7.0 Import tons/year to Finland
7.1 Export tons/year from Finland
7.2 Import tons/year to Sweden
7.3 Export tons/year from Sweden
7.4 Import tons/year to Norway
7.5 Export tons/year from Norway
7.6 EU regulations for driving time and rest periods
7.7 Corridor cargo flow 2006‐2010 and forecast 2011‐2016

Corridor cargo flow and passenger statistics 1(37)
1. Introduction of Necl 2 project and work package (WP) 4
Purpose of the Necl 2 (Development Project North East Cargo Link II) project is to promote new east-west
Midnordic Green Transport Corridor. Necl 2 project is accepted by EU Baltic Sea Region Programme 2007-
2013. The objective of the project is to implement the strategy in close cooperation with national transport
authorities and industry over the national boarders through pre-investment studies for investments,
development of transport solutions and a continued development of logistic connections.
The main focus of WP4 is to promote business and trade by the development and implementation of
effective transport solutions in the Mid Nordic Green Corridor. This activity 4.1 consists of cargo flow
analysis and review of passenger statistics, mainly across Gulf of Bothnia. Cargo flows between Norway
and UK/Ireland and ferry connections from Norway to UK have also been collected.
1.1 Background
The Mid Nordic Green Corridor crosses the middle parts of Finland, Sweden and Norway and connects all
major and medium sized cities in the Midnordic Green Transport Corridor area. The export industry on the
corridor area needs cost effective alternative transport solutions to EU markets, to Russia and Far East
markets. A goods transport network must therefore be coordinated with transnational and regional links. In
order to establish this corridor as an alternative for goods transport in Finland, Sweden and Norway,
bottlenecks have to be removed.
1.2 Objectives
Objectives in WP4 activity 4.1 are to analyze existing cargo flows in the Midnordic Green Transport
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.
1.3 Limitations of WP 4.1 activity
WP4 activity 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.
Passenger traffic on
Midnordic Green Transport
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.
Geographical boundaries
of the WP 4 act 1 are
illustrated in picture 1:
Geografical area in Work
Package 4 activity 1

Corridor cargo flow and passenger statistics 2(37)
2. Export and Import traffic on Midnordic Green Transport Corridor
Export and import traffic in Finland, Sweden and Norway are analyzed. As sources in the analyzing are
used different statistics, for example statistics from Finnish National Board of Customs and statistics from
SCB Statistics Sweden.
2.1 Total cargo flows in Finland, Sweden and Norway
2.1.1 Finland
Picture 2 illustrates imports to Finland and exports from Finland in 2010. Selected countries are Russia,
Sweden, Norway, Denmark, UK and Iceland. Total export cargo flow from Finland to these countries was
approximately 14,5 Mtons in 2010.
Picture 2: Imports to Finland and exports from Finland 2010. (Source: Finnish National Board of Customs)
The most important export countries from Finland were Sweden (43 % incl. mainly general cargo, oil
products and paper/paperboard products), Russia (21 % incl. mainly metals and general cargo) and UK (20
% incl. mainly paper/paperboard, sawn timber and general cargo). Export to Norway was 0,8 Mtons in 2010
(incl. mainly chemicals and other merchandise).
Total import cargo flow to Finland from these countries was approximately 39,8 Mtons in 2010.The biggest
import countries to Finland were Russia (69 % incl. mainly crude oil, oil products, coal and other raw
materials), Sweden (21 % incl. mainly ores from Luleå 3,5 Mtons, general cargo and crude minerals) and
Norway (6 % incl. mainly chemicals, crude oil, minerals and concentrates).

Corridor cargo flow and passenger statistics 3(37)
Distribution of transportation modes in export and import transports is shown in table 1.
FINLAND, IMPORT AND EXPORT BY DIFFERENT TRANSPORT MODES (1000 tons)
Marine transport Other transportations Transportation
2010 IMPORT
Sea
Inland
water Total Railway Road
Air
freight Mail Other Total (1000 tons)
Russia 15 463 267 15 730 5 882 2 558 0 0 3 265 27 436
Sweden 7 915 0 7 915 31 288 3 1 1 8 238
Norway 2 236 2 2 239 0 136 0 0 0 2 375
UK 934 0 934 0 0 1 0 0 935
Denmark 795 0 795 0 0 0 0 0 795
39 779
2010 EXPORT
Russia 1 064 0 1 064 417 1 559 0 0 1 3 041
Sweden 4 962 36 4 997 115 1 064 1 0 0 6 178
Norway 305 0 305 28 458 0 0 0 792
UK 2 857 22 2 879 72 0 1 0 0 2 951
Denmark 1 217 0 1 217 2 0 0 0 0 1 219
Table 1. Finland, exports and imports to/from selected countries (2010).
14 181
Total cargo trade in 2010 between Finland and target countries was ca. 54 Mtons of which ca. 38 Mtons
(71 %) has used marine transport, ca. 6,6 Mtons (12 %) rail transports and ca. 6,1 Mtons (11 %) road
transports.
Approx. 96 % of import from Sweden to Finland was transported by sea (7,9 Mtons). Approx. 81 % of
export from Finland to Sweden was transported by sea (4,96 Mtons).
Main products in Finnish foreign trade between Sweden and Russia are manufactured goods, fuels and
lubricants, chemical substances and chemical products and also other raw materials. Distributions of main
foreign trade products are demonstrated in annexes 1.1.1 and 1.1.3. Annex 1.2 presents the amount of
vehicles and containers which are arrived to Finland from Russia, Sweden and Norway and also departed
from Finland to those countries. Total amount of arrived containers in 2010 were 382 571 (number of
containers), approx. 21,5 % of arrived containers were empty. Total amount of departed containers in 2010
were 376 886, approx. 23 % of these were empty.
2.1.2 Sweden
Trade between Sweden and Norway was 20,72 Mtons in 2010. Import from Norway was 13,28 Mtons and
export from Sweden to Norway was 7,4 Mtons.
To/from Sweden – Norway, total cargo flows (1000 tons) 2006-2010
Year 2006 2007 2008 2009 2010
Export 7551 8150 7654 6502 7447
Import 11832 12447 12430 12147 13280
Total 19383 20597 20084 18649 20727
Table 2. Illustration of total cargo flows between Sweden and Norway in 2006-2010.

Corridor cargo flow and passenger statistics 4(37)
Cargo flows between Sweden and Russia in 2010 were 13,69 Mtons, import from Russia was 12,44 Mtons
while exports were 1,2 Mtons.
Sweden – to/from Russia, total cargo flows (1000 tons) 2006-2010
Year 2006 2007 2008 2009 2010
Export 617 762 1278 1143 1246
Import 10545 8974 10938 9403 12446
Total 11162 9736 12216 10546 13692
Table 3. Total cargo flows between Sweden and Russia 2006-2010 according to SCB Statistics Sweden.
Main products which were imported from Russia to Sweden in 2010 were petroleum and petroleum
products, cork and wood, coal and fertilizers.
Figures of some main products in trade between Sweden and Russia are presented in table 4.
Main products in trade between Sweden and Russia 2010
Product import
(1000 tons)
Petroleum and petroleum products 10490
Cork and wood 748
Coal, coke and briquettes 658
Fertilizers 150
Product export
(1000 tons)
Crude fertilizers and crude minerals 616
Paper and paperboard 106
Non‐metallic mineral manufactures 103
Plastic in primary forms 51
Table 4. Main products imported from Russia to Sweden and exported from Sweden to Russia in 2010.
Source: SCB Statistics Sweden)
More information about foreign trade of Sweden is presented in annexes 1.3 -1.3.3. In year 2010 Sweden
exported 2,2 Mton goods to USA and 0,3 Mton to Canada. Import from USA to Sweden was approx. 1,2
Mton and import from Canada was 0,09 Mton.
2.1.3 Norway
Trade between Norway and Finland was approx. 3,2 Mtons. Imports from Finland to Norway were 0,79
Mtons and exports from Norway to Finland were 2,4 Mtons.
According to Institute of Transport Economics, 166 million tons of oil and gas were exported from Norway in
2010. Little more than half of the exported oil and gas was transported by pipeline. The other half was
transported by ship. Ship transports dominated Norwegian foreign trade in 2010, ca. 88 % of freight volume
to and from Norway was carried by ship.
Main products in trade between Norway and Finland in 2010 were chemical substances and products (1,2
Mtons), fuels and lubricants (0,67 Mtons), manufactured goods (0,49 Mtons) and other raw materials than
fuels (0,54 Mtons) (more information is presented in annex 1.1.4).

Corridor cargo flow and passenger statistics 5(37)
2.2 Seaborne cargoes and traffic in ports of Finland, Sweden and Norway
2.2.1 Cargo traffic in ships between Finland and Sweden
Analyzed cargo traffic lines from Finland have been: Helsinki-Stockholm, Turku-Stockholm, Naantali-
Kapellskär and Vaasa-Umeå/Holmsund. These lines have been operated in 2010. During 2011 there have
been two trials to operate regular a ferry line between Ports of Rauma and Gävle. Total cargo traffic in ferry
ships at the Gulf of Bothnia in 2010 was 3,9 Mton of which 3,3 Mtons (ca. 85 %) were lorries of which
nearly all followed by lorry drivers. Number of lorries was 197.582 having an average cargo weight of ca.
16,7 tons per each lorry incl. also empty lorries.
The most important of the ferry cargo lines in 2010 was Naantali-Kapellskär. Exported tons from Naantali to
Kapellskär were 1 022 523 of which 988 743 tons (ca. 97 %) were lorries with drivers.
Picture 3. Cargo traffic in ships between Finland and Sweden.

Corridor cargo flow and passenger statistics 6(37)
Imported tons from Kapellskär to Naantali in 2010 were 1 032 957 of which 1 001 368 tons (97 %) were
lorries. More detailed information about cargo traffic in ships between Finland and Sweden can be found in
annexes 2.3, 2.4 and 2.4.1.
In the picture 4a below it is illustrated distribution of different transportation modes in import traffic in ferry
ships.
Import
8,5 %
84 %
Picture 4a. Import: Distribution of different transport modes in ferry ships between Finland and Sweden 2010.
Total amount of import in ferry ships from Sweden to Finland was 1,99 Mtons and 84 % of this were
transported by lorries. Railway wagon traffic in ships between Turku and Stockholm will be finished the end
of 2011.
Total amount of export in ferry ships from Finland to Sweden was 1,92 Mtons in year 2010.
Export
9,5 %
85,6 %
1000 tons
1640
183
0,11
0,78
0,12
72
20
Picture 4b. Export: Distribution of different transport modes in ferry ships between Finland and Sweden 2010.
In the picture 4b can one notice that 85,6 % of goods in export were transported by lorries and 9,5 % were
transported by trailers.

Corridor cargo flow and passenger statistics 7(37)
2.2.2 Norway
Table 5 contains information about foreign traffic from Port of Trondheim to selected destinations.
Destinations have chosen to the table since they are located in the area of Midnordic Green Transport
Corridor.
Port of Trondheim, Cargo to/from foreign destination (selected countries) 2010 (metric tons)
Foreign Port Coastal area Country Unloaded Loaded Total
Kantvik FIKNT Finland 987 987
Aberdeen GBABD UK 236 217 452
Immingham GBIMM UK 5149 4757 9906
Invergordon GBIVG UK 1349 2368 3717
London GBLON UK 1324 1324
Tees and Hartlepool GBMME UK 430 430
Teesport GBTEE UK 3481 3481
Black sea, Baltic Sea, Asia RU888 Russia 11300 11300
Murmansk RUMMK Russia 908 908
Bergs Oljehamn SEBER Sweden 869 869
Goteborg SEGOT Sweden 4897 4897
Otterbacken SEOTT Sweden 2484 2484
TOTAL 32506 8250 40755
Table 5. Foreign traffic from Port of Trondheim.
In Port of Trondheim two biggest groups of goods in international freights (year 2010) were dry bulk and 20’
lolo containers. Annex 2.0.1 shows the distribution of international goods through Port of Trondheim in
2010 which was 0,6 Mtons.
According to Finnish Transport Agency, international maritime cargo flow between Finland and Norway was
2,9 Mtons in year 2010 (see annex 2.5).
2.2.3 Sweden
In Port of Härnosand there were 74 000 tons of cargo in foreign freight traffic in year 2010. In the Port of
Sundsvall foreign traffic was 1,88 Mtons. In Port of Umeå foreign traffic in 2010 was 1,6 Mtons and in Port
of Kapellskär foreign traffic was 2,5 Mtons.
More information about cargo traffic in selected Swedish ports in 2010 can be found in annexes 2.7 - 2.9,
which show that foreign traffic in Swedish ports has grown in 2010 compared to previous years.

2.3 Passenger traffic on ships
2.3.1 Sweden-Finland
Corridor cargo flow and passenger statistics 8(37)
Total amount of passengers between Sweden and Finland in 2010 was approx. 5,6 million persons. The
most popular ferry line was Turku-Stockholm where Tallink-Silja and Viking Line are operating.
Picture 5. Number of passengers in ships between Finland and Sweden.
Naantali-Kapellskär line transported 171.054 passengers and Vaasa-Umeå 56.456 passengers, which
according to the Finnish Transport Agency Statistics do also include lorry drivers.

Corridor cargo flow and passenger statistics 9(37)
From the picture 6 one can notice that % share of Vaasa-Umeå/Holmsund route was approx. 1 % of total
passenger traffic in 2010. Route Turku–Stockholm transported 54 % of all ferry passengers between
Finland and Sweden in 2010.
Passengers
2 350 405
16 764
3 003 146
171 054
56 456
Picture 6. Share of passengers between different FIN –SWE ferry connections
2.3.2 From Port of Trondheim
In table 6 below it is illustrated passenger traffic figures in Port of Trondheim in 2010. Passengers in
domestic traffic were 620 550 persons. The figures include departing and arriving passengers.
Port of Trondheim, Number of passengers 2010
(including arrivals and departures)
Coastal route traffic 120
Other coastal traffic 50
Coastal ferry traffic 620 389
Overseas cruise passengers 58 080
Total: 678 639
Table 6. Passenger traffic in Port of Trondheim 2010.
2.4 Ferry connections from Norway and Sweden
In Port of Trondheim there are 6 shipping lines which operate on weekly basis from Trondheim abroad.
Liners go every week from Trondheim to Denmark, Sweden, Poland, continental Europe and UK. In
addition there are ferry connections twice a month from Port of Trondheim to continental Europe.
There are many regular ferry connections from Swedish ports to Denmark, Poland, Germany, Estonia and
Finland. Ferry connections to these destinations are operated every day. Departure ports to these
connections are Stockholm, Kapellskär (to Finland, Estonia, Latvia), Ystad (to Poland and Denmark),
Göteborg (to Germany) and Trelleborg (to Poland). In addition there are several line connections which
operate several times per week for example from Port of Nynäshamn to Gdansk and to Ventspils, from
Karlshamn to Klaipeda and from Umeå to Vasa. Information about regular ferry connections from Swedish
ports to Europe are shown in annex 5.1.

Corridor cargo flow and passenger statistics 10(37)
3. Cargo traffic on railways and rail measurements.
The length of rail tracks is different on the countries of Midnordic Green Transport Corridor. There are
85 200 km of rail tracks in the Russia and 43 100 km of these tracks are electrified. In Sweden there is
12 000 km of rail tracks, approx. 9 600 km of these are electrified. In Finland there are 5 919 km of tracks,
of which 3 072 km are electrified. In Norway there exists 4 114 km tracks, of which approx. 2 500 are
electrified.
Rail gauge on Midnordic Green Transport Corridor
Norway Sweden Finland Russia
1435 mm 1435 mm 1524 mm 1520 mm
Table 7. Rail gauges on Midnordic Green Transport Corridor
In Norway and Sweden rail gauge is the same, but Finland and Russia have their own standards.
3.1 Finland
Picture 7 Freight traffic on railways 2010, figures are transported net (1000) tons / railway section (
Source: Finnish Transport Agency).
Rail cargo traffic between Kaskinen and Seinäjoki in 2010 was approximately 300 000 tons and traffic
between Seinäjoki and Jyväskylä was between 69 000-175 000 tons. Cargo traffic on Midnordic Green
Transport Corridor east from Jyväskylä to eastern border varies from 66 000 ton to nearly 1 Mton in 2010
depending on route.

Corridor cargo flow and passenger statistics 11(37)
In table 8 it is shown cargo traffic net tons, maximum axle weights and electrified railway sections on
Midnordic Green Transport Corridor in Finland. There are also distances by railroad between Kaskinen-
Seinäjoki, Seinäjoki-Jyväskylä, Jyväskylä-Pieksämäki and Pieksämäki-Parikkala.
Railways in Finland on NECL 2 corridor (2010)
Kaskinen‐
Seinäjoki
Seinäjoki‐
Jyväskylä
Jyväskylä‐
Pieksämäki
Pieksämäki‐
Parikkala
Net tons (1000) 300 69‐175 2500 66‐967
Km 112 195 80 165
Electrified no no yes no
Max. axle weight 25 tn 25 tn 25 tn 25 tn
Source: Finnish Transport Agency
Table 8. Information about railways on Midnordic Green Transport Corridor in Finland.
Total rail cargo traffic through Finnish-Russian borders in 2010 was approx.14 Mton, of which 5,9 Mton at
Vainikkala, 2,0 Mton at Lappeenranta, 2,2 Mton at Imatrankoski, 1,1 Mton at Niirala and 2,8 Mton at
Vartius.
3.2 Sweden
Picture 8. (Source: The Swedish Transport Administration) Railways at Northern Sweden/ corridor area.
In the picture 8 it can be seen Swedish railway infrastructure at the area of Midnordic Green Transport
Corridor in Sweden. Most of the railway infrastructure at this area is single tracks, only part of the “Norra
stambanan” is built with double tracks which are combining together one part of “Mittbanan” between
Östersund and Sundsvall. According to The Swedish Transport Administration there were approx. 21-50
trains / day between Sundsvall and Östersund during spring 2011.
At the same time along with “Stambanan” from Umeå towards Östersund were approximately 21-65 trains
/ day. These frequencies are illustrated below in picture 9.

Corridor cargo flow and passenger statistics 12(37)
Picture 9. Train frequencies at the area of Midnordic Green Transport Corridor in Sweden.
3.3 Norway
In the picture 10 it is illustrated railway
infrastructure in Norway, green parts of the tracks
in picture are electrified. Inside of the circle is
located those tracks which are part of the
Midnordic Green Transport Corridor in Norway. It
can be noticed that most of the tracks in
Midnordic Green Transport Corridor are not
electrified.
Picture 10. (Source: Jernbaneverket) Railway infrastructure
in Norway

Corridor cargo flow and passenger statistics 13(37)
.
Norway: Estimated cargo traffic on railways 2006-2010, through all borders (million tonkm)
2006 2007 2008 2009 2010
Total (Mill.tonkm) 972 1002 938 1045 1047
Of which by company:
CargoNet AS 274 283 308 263 261
Malmtrafikk As 621 633 558 494 683
Other 77 86 72 288 103
Table 9. Cargo traffic volumes on railways in Norway. Source: Jernbaneverket
In the table 9 it can be seen that cross-border cargo traffic has been growing after the short decline in 2008.
According to Institute of Transport Economics only 7 % of all freight transports in Norway was carried by
railways in 2010.
Meråker/Storlien
Below, in the picture 11 it is illustrated Meråkerbanen with red color. The line (green and red) illustrates
railway between Trondheim and Östersund. In Norway the railway consist of Norlandsbanen and
Meråkerbanen, and in Sweden the railway is called Mittbanan.
Picture 11. Meråkerbanan (red one) and all railway stations between Trondheim and Östersund.
Meråkerban railway is not electrified and Statens Vegvesen had classified road between Gudå and Storlien
as a “difficult” road to drive (area between Gudå and Storlien is circled in the picture 11).
According to report of Statens vegvesen, railway transports from Stjørdal to border of Sweden was 90 000
tons in year 2010.

Corridor cargo flow and passenger statistics 14(37)
Below is picture 12 which is Jernbaneverket’s forecast figures for railway cargo traffic regarding year 2040.
Numbers presented in the pictures are reported in 1000 tons. Although the time period of the forecast in
picture 12 is quite long, the forecast is challenging. At the moment most of the foreign transports are carried
by ships and most of the railway tracks near Swedish border are not yet electrified (see picture 10).
Source: Jernbaneverket
Picture 12. Forecast for railway transportations for 2040.
It is forecasted that the railway traffic through Storlien border will increase from 92.000 tons in 2010 to ca.
700.000 tons in 2040. This will require a rapid electrication of Meråkerbanan and other infrastructural and
operational development implementations.
4. Cargo traffic on road and measurements
Length of the Midnordic Green Transport Corridor in Norway, Sweden and Finland, excl. the ferry
connection is approx. 1064 km: of which Trondheim-Östersund-Härnösand 495 km and Kaskinen-
Seinäjoki-Jyväskylä-Parikkala 569 km. In Norway part of the drive include road toll. (some parts of the road
E 6).

Corridor cargo flow and passenger statistics 15(37)
Maximum allowed sizes of trucks (average, depending on different classifications of roads)
Finland Sweden *) Sweden Norway Russia
Max. lenght with trailer (m) 25,25 30 25,25 19,5 13,6
Max. weight (tons) 60 90 60 **) 30 23,5
Max. width (m) 2,55 2,6 2,6 2,55 2,5
*) Sweden is currently performing tests on log hauling trucks, weighing up to 90 t and measuring 30 meters
and haulers for two 40' containers, measuring 32 meters. **) Max.weight on BK1 roads.
Table 10. Max. allowed sizes of trucks in Midnordic Green Transport Corridor countries.
In Midnordic Green Transport Corridor countries there is variation in max. allowed sizes of trucks. Norway
and Russia suffer loss of price competitiveness in road haulage freights, since max. allowed weights are
over 50 % lower than in Finland and in Sweden.
From table 10 it can be noticed that the biggest trucks are in Sweden while Russia limits length to 13,6
meters and weight to 23,5 tons. Maximum widths are the same in Finland, Norway and Russia.
13a. Max size of Finnish truck is: length 25,25 m, weight 60 tn, width 2,55 m.
Picture 13b. Sweden is performing tests with trucks which could be 30 m long and weight max.90 tn.

Corridor cargo flow and passenger statistics 16(37)
4.1 Finland
Kaskinen
Picture 14a. Average traffic density of trucks on Midnordic Green Transport Corridor area in Finland (year 2009).
Above, in the picture 14a and below, in the picture 14b, there is illustrated traffic densities of trucks on
Midnordic Green Transport Corridor area. The busiest truck traffic on the corridor in Finland is located
between Ylöjärvi and Jalasjärvi and areas of Seinäjoki, Jyväskylä and Vaasa.
Total amount of road cargo traffic in the area of South Ostrobothnia was approximately 20 Mtons during
years 2007-2008. At that time cargo flow from the South Ostrobothnia was a bit larger than the amount of
cargo arriving to the area. (Source: Seinäjoki Region Business Service Center).

Corridor cargo flow and passenger statistics 17(37)
Information about cargo flows on the Midnordic Green Transport Corridor area today can be found later on
(section 6) at this report.
Picture 14b.Traffic density per day, lorries, including Jyväskylä area.
4.2 Sweden
Route from Trondheim to Östersund goes along to roads E6 and E14. Road E14 has been described as a
narrow and ”challenging” road to drive. Condition of this road is better in Sweden than in Norway. Border
crossing traffic on E14 has been approx. 1 400 vehicles per 24 hours in year 2006. Estimated density of
heavy vehicles at the same time has been 140 vehicles per 24 hours. In Sweden it is calculated that traffic
density between Storlien and Östersund was 1000-7000 vehicles per 24 hours in year 2006 (Source:
Svensk persontrafik på norsk järnväg, Cederblad & Lundkvist, 2010).
At Finnish border, Haparanda-Tornio, traffic density in year 2010 was approx. 8000 vehicles per 24 hours.
At the same time traffic density of heavy vehicles was approximately 1000 trucks per 24 hours. Road
number at Finnish border, Haparanda, is E 4. (Source: Regional Council of Lapland)
4.3 Norway
Midnordic Green Transport Corridor in Norway goes along to E 14 road, which go through the Swedish
border. Part of the E14 road in Nord-Trøndelag is classified as difficult/challenging road to drive. This part
of the E14 road goes from Gudå to Storlien and it is approximately 30 km long.

Corridor cargo flow and passenger statistics 18(37)
The road might be difficult to drive during the winter or under uncertain weather conditions.Under difficult
weather conditions these kinds of roads can be temporary closed to traffic. Below, in the picture 15 it is
illustrated the E14 road from Gudå to Storlien.
Picture 15. E14 road from Gudå, Norway to Storlien, Sweden.
According to Statens Vegvesen cargo transports by E14 road from Stjørdal to Swedish border was 900 000
tons in year 2010. So despite of some challenging parts of the road, E14 is still quite relevant route
considering the transports between Norway and Sweden. Length of E14 road from Stjørdal to Swedish
border is 67 km and the average speed limit at the road is 65 km/h.
5. Statistics about cargo traffic at Finnish borders
According to Finnish National Board of Customs freight traffic at the western land border between Finland
and Sweden was 1,498 Mtons in year 2010. Below in table 11 it is shown number of loaded railway wagons
at the border crossing station between Tornio and Haparanda.
Number of loaded railway freight wagons, Tornio
Direction 2006 2007 2008 2009 2010
To Sweden 5 917 4 846 4 546 3 149 2 628
To Finland 2 616 899 1 526 1 136 1 482
TOTAL 8 533 5 745 6 072 4 285 4 110
Table 11. Number of loaded railway freight wagons which crossed border between Sweden and Finland.
Source: Finnish Transport Agency

Corridor cargo flow and passenger statistics 19(37)
In picture 16 it is shown number of lorries at border crossing stations between Finland and Sweden. Most of
the lorry traffic crossed the border at Tornio-Haparanda.
Source: Finnish Transport Agency
Picture 16. Number of lorries which crossed the land border between Finland and Sweden.
Number of loaded railway wagons in freight traffic between Finland and Sweden has declined during years
2006-2010.
According to Finnish National Board of Customs’ statistics, cargo traffic on railways between Finland and
Sweden were 202 000 tons in 2006 and 146 000 tons in 2010. At the same time amount of cargo traffic on
road between Finland and Sweden has stayed over 1 M tons, in 2006 it was 1,4 Mtons and in year 2010
cargo traffic on road was 1,35 Mtons (see annex 1.1).
Cargo traffic at the border between Finland and Russia is much busier than the traffic at land border
between Finland and Sweden. This is natural, because Finland’s imports from Russia were 8,4 Mtons
(railway and road) in year 2010 while imports from Sweden were 0,3 Mtons (railway and road). Finland
exported to Russia approx. 2 Mtons (railway and road) in 2010.

Corridor cargo flow and passenger statistics 20(37)
Export from Finland to Sweden was approx. 1,2 Mtons (railway and road) in 2010. Added to these figures
there is also transit traffic which is heavier on land border between Finland and Russia than at the land
border of Finland and Sweden.
Number of loaded railway freight wagons, eastern border
Direction 2006 2007 2008 2009 2010
To Russia
Vainikkala 29 667 31 135 32 441 19 332 17 761
Imatrankoski 402 97 295 86 56
Niirala 4 948 2 801 2 908 1 618 2 035
Vartius 69 115 4 194 1 562 3 434
Exp.total 35 086 34 148 39 838 22 598 23 286
To Finland
Vainikkala 122 229 108 616 141 049 103 527 105 188
Imatrankoski 77 121 61 683 73 013 31 592 41 297
Niirala 105 037 33 544 29 267 18 977 22 296
Vartius 52 912 30 658 32 377 36 850 39 997
Imp.total 357 299 234 501 275 706 190 946 208 778
TOTAL 392 385 268 649 315 544 213 544 232 064
Source: Finnish Transport Agency
Table 12. Railway cargo traffic between Finland and Russia (incl. transit traffic).
Total amount of loaded railway freight wagons has remained nearly the same during years 2006-2010.
Number of exported wagons from Finland to Russia has been more stable, but imported wagons have been
decreased 2006-2010. The economic recession in 2009 decreased the number of all wagons by nearly 32
% from 2008 to 2009.
According to annex 4.1 the number of lorries between Finland and Russia in 2010 was 616 533, ca 50 % of
these crossed the border at Vaalimaa border station.

5.1 Transit traffic to east and west
Corridor cargo flow and passenger statistics 21(37)
Picture 17. Transit traffic at Finnish land borders and through Finnish ports.
In the picture 17 it is illustrated transit traffic flows via Finland in year 2010. Total transit flows in 2010 were
approx. 12,8 Mtons including road, rail and port traffic. Biggest share of Russian transit flow was export
transit (from east to west) via Finnish ports. Port of Kokkola was the most important player in Russian
export transit, approx. 2,5 Mtons of ores and concentrates were exported via Kokkola (see annexes 2.1 and
2.2).

6 Questionnaire to export/import companies
Corridor cargo flow and passenger statistics 22(37)
In this WP 4.1 activity project special attention is focused on cargo flows which are transported on the
Midnordic Green Transport Corridor area. To find out these cargo flows questionnaires were sent to export
and import companies and transport/forwarding companies during the summer and autumn 2011.
Questionnaires were sent to import and export companies in Finland, Sweden and Norway. The contact
information of these companies was picked from commercial database, which contains over 19 000
export/import corporate information in Finland, Sweden and Norway. The companies were asked about
their import or export goods and volumes from Finland, Sweden, Norway, Russia, UK, USA, Canada, and
Ireland and vice versa. Selected companies are situated in the Midnordic Green Transport Corridor area.
The companies were also asked what kind of problems or bottlenecks they have noticed which make their
import and export deliveries more difficult and how would they like to improve the corridor.
According to privacy protection law and due to competitor reasons among exporters/importers it has been
agreed with questionnaire receivers and respondents that company names nor contact coordinates cannot
be published in this report.
6.1 Finland
First questionnaires to Finnish companies were sent 9.6.2011 and due to summer vacation period second
round of questionnaires was sent 6.9.2011. Questionnaire reached 546 companies (transport
companies/forwarding companies, production companies and trading companies), of which ca. 8 % i.e. 43
companies answered. For survey analysis the number of responses meet the case.
Cargo groups to Finland
Below in picture 18 it is illustrated cargo groups, which companies transported. The most important cargo
group is metal industry (70 % of all transports to/from Finland), which is divided into project cargo and other
types of metal cargo.
Picture 18. Cargo groups in international trade to/from Finland.
Among respondents also general cargo (24 %) is widely transported. Food products and chemicals
products represent only 1-2 % share of respondents’ replies.

Corridor cargo flow and passenger statistics 23(37)
6.1.1 Import
In the picture 19 below it is shown the amount of imported goods which the companies transported to
Finland.
Picture 19. Import tons per year to Finland, based on survey responses from production and trading companies.
It can be noticed that imports from east to Finland were 0,008 Mton and imports from west to Finland were
0,7 Mton. In addition to these, transportation/forwarding companies responded that they import 1,0 Mton
goods to Finland. Answers from production/trading companies and answers from transport/forwarding
companies were analyzed separately, because some cargo flows might include in both responses (some of
the production or trading companies might have used services of some transport company which have also
answered the survey). Cargo flow from west (0,7 Mton) to Finland consist of goods which are imported from
USA, Canada, Ireland, Norway, but mostly from Sweden. In addition to these figures, production/trading
companies imported 0,6 Mtons of goods from Italy, France, Germany, Latvia and Estonia, but these cargo
flows do not utilize Midnordic Green Transport Corridor.
Transport modes
1 %
21 %
78 %
Picture 20. Transportation modes, import: production and trade companies.
In picture 20 it is illustrated the production and trading companies’ answers in the question “main
transportation mode” in import from Sweden and Norway to Finland. In the survey there were given
response options, of which the companies chose the most suitable one. The options are also listed in
picture 20. It can be seen that the most popular transportation mode between Norway/Sweden and Finland
was “trucks and trucks into ferry ships”. Production and trade companies who responded to the survey,

Corridor cargo flow and passenger statistics 24(37)
imported in total goods from Sweden and Norway 736 000 tons to Finland. Approximately 77,5 % of these
imported goods were transported with combination truck transport – ship.
Delivery terms
It was also asked which delivery terms the company usually use (Incoterms 2010). Companies were asked
to choose suitable option of Incoterms per each country of which they are importing goods.
In picture 21 it is illustrated which Incoterms production and trading companies used when they imported
goods to Finland.
17 %
9 %
12 %
17 %
12 %
29 %
4 %
Picture 21. List of Incoterms 2010 which the companies reported to use, when they import goods to Finland.
The most popular choice of Incoterms was “Ex works” and companies using this delivery term were
importing goods mainly from Sweden, Denmark, Norway and USA.
Export
In the picture 22 below it is shown the amount of goods which were exported from Finland. The figures are
goods which production and trading companies export (per one year).
Picture 22. Export tons per year from Finland, based on survey responses from production and trading companies.

Corridor cargo flow and passenger statistics 25(37)
In the picture 22 it can be noticed that the amount of export to Russia is 0,6 Mtons and export from Finland
to the west is approx. 1,2 Mtons. Some production and trading companies exported goods also to
Denmark, Germany, Switzerland, Italy, France, Spain and Latvia (altogether 0,3 Mtons), but these
destinations do not fit to NECL corridor, except partly to Denmark. In addition to these figures
transport/forwarding companies exported 0,8 Mtons of goods.
31 %
22 %
14 %
33 %
Picture 23. Transportation modes, export: production and trade companies.
In picture 23 it can be seen that transport combination “truck transport – ship” (33 %) was the most popular
one when companies exported goods from Finland to Sweden or Norway. The same combination
dominated also import transports which were illustrated earlier in the picture 20. In picture 23 it can be
noticed that also “semitrailer – ship” and “other transportation mode” were used when respondents
exported goods from Finland to Sweden or Norway.
2 %
2 %
5 %
13 %
13 %
10 %
15 %
7 %
5 %
5 %
23 %
Picture 24. List of Incoterms 2010, which the companies reported to use when they export the goods from Finland.
In picture 24 we can see which delivery terms were used when companies export goods from Finland. Most
widely used alternative was “Ex works” (23 %), the same way it was in import transportations. Companies
used above mentioned delivery term when they export goods from Finland to Sweden, Norway, Russia and

Corridor cargo flow and passenger statistics 26(37)
Denmark. Most of the companies exporting to Russia, used also “Ex works”. Also “Free Carrier” was widely
used, when goods were exported to Sweden, Norway, Russia, Denmark.
Companies were asked to inform what kind of problems or bottlenecs they have noticed in their
export/import supply chain. Eight companies answered to this question and four companies thought that
biggest problem is that the prices are too high. One respondent specified that they use shipping companies
whose prices are high, but other ones only mentioned things like “too high prices, especially in the export
cargoes” and too high prices, because there are big operators which dominate the business. Two
companies mentioned that new driving law is the major problem to cause more bottlenecks. There were
also comments about crowded ferries between Finland and Sweden, especially during the summer. Also
wishes that ferries should rather go from Ostrobothnia to Southern Sweden existed, because most of the
cargo will go to south.
Companies were asked also how they would develop or improve international transports. There were six
answers to this question. There were very various improvement suggestions. One respondent expressed
wishes that transport companies should work together so that they could avoid driving without cargo. There
were also suggestions that “train and ship traffic should be developed”, “transport tenders should be better
to compare” and “driving law should be changed”. There were also wishes that there should be direct ferry
connections to England also at the beginning of the week. One respondent had also suggested cargo traffic
route through certain cities on the Midnordic Green Transport Corridor and hoped that a delivery truck
could deliver general cargoes to various destinations on Midnordic Green Transport Corridor.
Driving time and rest periods are set by the European Union. These rules establish that daily driving time
shall not exceed 9 hours, with an exemption of twice a week when it can be extended to 10 hours. Total
weekly driving time may not exceed 56 hours and total fortnightly driving time may not exceed 90 hours.
Read the Regulation (EC) 561/2006 on annex 4.2.
6.2 Sweden
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. In Sweden the 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.
Below in picture 25 it is illustrated the %-share of different cargo products, which companies from Sweden
reported to deliver. It can be noticed that in Sweden the metal industry products are most important group
of international trade with 37 % followed by general cargo 21 %, forest industry 18 % and rest 24 %.
Compared to answers from the Finnish companies different groups of cargo are divided more evenly in
Sweden.
Picture 25. Cargo groups in trade to/from Sweden.

Corridor cargo flow and passenger statistics 27(37)
6.2.1 Import to Sweden
Picture 26. Import tons per year to Sweden, based on survey responses from production and trading
companies.
In the picture 26 it can be noticed that those trading and production companies which answered to the
survey, imported 0,3 Mtons from east and 0,06 Mton from west. All eastern import came from Finland.
Western import came from Canada, USA and Norway. In addition to these companies imported goods from
Denmark, Netherlands, China, India and Poland. The amount of imports from Denmark was 30 000 tons.
Import from other countries were smaller.
Seven importing companies answered questions about delivery terms (Incoterms 2010). Companies
imported goods from Finland, Norway and USA and five of these companies reported that they use “Ex
works” as a delivery term. Also “Delivered Duty Paid” and “Free Carrier” –terms were used. Five companies
reported that they import goods using transportation mode “truck transport – ship”, one company used
mode “semitrailer –ship” and other companies didn’t answer to the question.
6.2.2 Export from Sweden
In the picture 27 below it can be noticed that those companies which answered to survey exported 0,5 Mton
to east and 1,1 Mton to west. In addition to this the companies exported 30 000 tons of goods to Denmark.
Picture 27. Export tons per year from Sweden, based on survey responses from production and trading companies.

Corridor cargo flow and passenger statistics 28(37)
Six companies answered that they export goods from Sweden to Finland, half of them used “Ex works” as a
delivery term. One company reported that they export their goods with direct truck transport, but other ones
reported to use combination “truck – ship” or “semitrailer – ship“.
There were 10 companies which answered that they export from Sweden to Norway, eight of these
companies used transportation mode “direct truck transport”. The companies reported to use also “Ex
works”, “Delivered Duty Paid”, “Delivered At Place”, “Free Carrier”, “Carriage Paid To” or “Carriage and
Insurance Paid”.
Three companies reported that they export goods from Sweden to Russia, USA and Canada. Their choices
as a delivery term were “Ex works”, “Delivered At Place” or “Free On Board”. Most popular transportation
mode was “truck transport – ship”.
Companies were asked what kind of problems or bottlenecks they have noticed on their export/import
supply chain and how they would like to improve these international transports. Two companies answered
to these questions. Problems mentioned were that “railway transports doesn’t work” and “special equipment
requirements for truck traffic in Norway and Sweden causes extra costs”. Both of these companies
answered also to tell ideas how to improve international supply chain. One answered that there should be
more combiterminals and the other that “every solution which makes international transports more cost
effective and makes punctuality better are interesting”.
6.3 Norway
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 the recipient has quit his/her work in the company. Finally, ten companies
answered the survey.
In the picture 28 it can be noticed that the most important type of cargo in Norwegian companies was food
products 47 % of answers and followed by general cargo 33 %, metal industry products 13 % and other
type of cargo 7 %.
Picture 28. Cargo groups in international trade to/from Sweden.

Corridor cargo flow and passenger statistics 29(37)
6.3.1 Import to Norway
In the picture 29 below it can be noticed that those 10 companies which answered the survey, imported 50
000 ton from east and 30 000 ton from west. Eastern import came from Sweden, imports from west were
from UK, Northern Ireland and Scotland. In addition to this transport/forwarding companies imported 0,6
Mton of goods to Norway.
Picture 29. Import tons per year to Norway, based on survey responses from production and trading companies.
Four companies answered that they import goods from Sweden. All of these goods were transported with
direct truck transports. Other imports to Sweden, which were transported with direct truck transports, came
from Denmark and Germany.
Goods which were imported from west to Norway were transported with combination “truck transport –
ship” or “semitrailer – ship”. Among these transports were also imports from UK. One company reported to
import goods from Scotland and use “Free Carrier” as a term of delivery. The other one imported goods
from Northern England and used “Delivered At Place” as a delivery term.
6.3.2 Export from Norway
In the picture 30 it can be seen that those trading and production companies which answered the survey,
exported 300 000 tons of goods from Norway to east. Export to west was smaller, 230 000 tons of goods
were exported from Norway to USA, UK, Scotland and Northern Ireland. In addition to these
transport/forwarding companies reported to export 500 000 ton goods from Norway.
Picture 30. Export tons per year from Norway, based on survey responses from production and trading companies.

Corridor cargo flow and passenger statistics 30(37)
Six companies answered that they export goods from Norway to Finland. Four of these companies
transported goods with “truck transport – ship” or “semitrailer – ship”, two other companies transported
goods with direct truck transport.
Seven companies reported that they export goods from Norway to Sweden. The most popular
transportation mode was direct truck transport (5 answers) and the most common delivery term was
“Delivered Duty Paid”.
Three companies reported that they export to Russia, one of these used transportation mode “direct truck
transport” and two others reported to use transportation mode “truck transport – ship”.
Only two companies answered that they export to UK, both of these transported goods to Northern
England. Other one reported to use “train transport – ship” as a transportation mode and used “Free On
Board” as a term of delivery. Another company used “semitrailer – ship” as a transportation mode and
“Delivered At Place” as a term of delivery.
Companies were asked what kind of problems they have noticed in their import/export business and what
kind of solutions they would suggest to solve these problems. Three companies reported problems which
they have noticed and the problems were: “In Norway the max. weight and length limitations of trucks and
trailers are smaller than in Sweden”, “too high prices” and “there is not enough ferries, especially during the
summer”. Two companies reported ideas what should be done that international supply chain would work
better. The suggestions were: “There should be better roads and train punctuality at the area of Narvik” and
“there should be more cost effective solution to carry goods between Norway and Finland, because freight
costs are too high”.
6.4 Cargo flows on Midnordic Green Transport Corridor
According to received answers to questionnaires which were send to import/export companies in Finland,
Sweden and Norway, cargo flow at the Midnordic Green Transport Corridor between Finland and Sweden
is approx. 2,0 Mton/a. Finnish companies reported that they import from and export to Sweden 0,7 Mton of
goods. Swedish companies reported that they import from Finland 0,3 Mton and export to Finland also 0,3
Mton. In addition to these, Norwegian companies reported that they export 0,1 Mton to Finland and 0,1
Mtons to Russia. Transport of these goods is divided between various route options, for example road
transports via Tornio-Haparanda border and transports in ships between Kapellskär-Naantali and Vasa-
Umeå.
Based on collected information from various sources it could be estimated that the amount of road cargo
traffic on E14 between Norway and Sweden is approx. 900 000 tons/a. Estimated cargo flow on
Meråkerbanan (between Norway and Sweden) is approximately 90 000 tons/a.
Based on complementary interviews in Sweden to two major freight forwarding companies and to Finnish
road haulage companies there is approx. 170 000 tons of road cargo between Finland and Sweden which
has its destination close to Sundsvall/more south region and/or to Kaskinen-Seinäjoki regions. This ca.
170.000 tons/a could present ca. 50 % of potential goods to transport by ship over the Gulf of Bothnia.
Another ca. 50 % of cargo tons needed for the Kaskinen-Sweden ferry line can be found from other major
freight forwarding companies, from export/import companies who responded to the survey and partly also
from Haparanda route users and from other seacargoes, which now cross the Gulf of Bothnia utilizing other
ferry connections or normal bulk ship modes.

Corridor cargo flow and passenger statistics 31(37)
In the picture 31 it is illustrated cargo flows in the Gulf of Bothnia. Blue lines in the picture represent the
railroads in the area.
Picture 31. Cargo flows around the Gulf of Bothnia. (Source of map: Länsstyrelsen Norrbotten)
It can be noticed that the biggest cargo flows on railways are transported inside the Russian borders. In
Finland, the most significant cargo flows have focused on Helsinki area, Kotka and Hamina where biggest
harbors in Finland are situated. In Sweden, the biggest cargo flows are situated in the north, near the
Norwegian border and also in the southern Sweden towards Gothenburg and the bridge across the Danish
Straits.

Corridor cargo flow and passenger statistics 32(37)
Ferry cargo traffic between Sweden and Finland, over the Gulf of Bothnia was approximately 4 mill.tons in
year 2010. Most of these goods were transported in ferries between Naantali and Kapellskär (over 2
mill.tons).
Picture 32. Cargo traffic between Finland and Sweden in 2010.
Estimated cargo traffic between Tornio and Haparanda was 1,6 mill.tons in 2010 including 0,2 mill.ton in
railways. This evaluation is based on the figures from Finnish National Board of Customs, (see annex 1.1)
where they have listed the exported and imported goods by each transport mode by each country in 2010.
In the future, share of railway cargo traffic between Tornio and Haparanda may increase, because
Banverket has commissioned to build new railway section between Kalix and Haparanda. The new railway
will be electrified and its maximum permitted axle load will be 25 tons. According to Banverket, new railway
section, the Haparanda line, will be ready for cargo traffic in 2012.

7. Cargo traffic forecast 2011-2016
Cargo traffic on new liner ship
Corridor cargo flow and passenger statistics 33(37)
It can be estimated that 70…450.000 tons/a from total volume (4 mill.tons on ferry boats and 1,6 mill.tons
via Haparanda) could move to the ferry line Kaskinen-Sundsvall/Härnösand. This estimate is based on
statistics analysis, questionnaire responses and on complementary interviews. This cargo movement onto
Kaskinen-Sweden ferry line will need a client tailored schedule, enough departure frequencies, suitable
vessel, required cabin and eating possibilities for lorry drivers and occasional passengers, ferry to keep its
schedules, enough capacity during summer and most of all quality oriented and price competitive service.
Below, in table 13, it is shown cargo traffic statistics between Finland and Sweden during years 2006-2010.
Source of these figures is Finnish Transport Agency and they are collected from “Statistics on international
shipping”, “The Finnish railway statistics” and “Border traffic” statistics.
Development of cargo traffic between Fin-Swe during 2006-2010
(Figures include cargo traffic in ferry ships, truck traffic and railway freight via Haparanda)
Year (tons) 2006 2007 2008 2009 2010
Import 2 898 216 3 042 831 3 151 115 2 449 737 2 304 868
Export 3 902 135 3 809 396 3 486 602 2 373 383 3 094 661
Total
(tons) 6 800 351 6 852 227 6 637 717 4 823 120 5 399 529
Table 13 Cargo traffic between Finland and Sweden 2006-2010
It can be noticed that ferry cargo traffic incl. Haparanda border foreign cargo traffic between Finland and
Sweden has been varied from ca. 4,8 mill.tons in 2009 to 6,85 mill.tons in 2007. There has been existed
imbalance, since every year export from Finland has been higher than import to Finland except in 2009,
when there was nearly 50/50 balance between export and import. This may depend on larger sales of
metals, steel and other consumer goods to Sweden when high or sustainable economic trend is prevailing.
From picture 33 it can be noticed that the average traffic density of heavy vehicles at the Tornio-Haparanda
border was approx. 1000 vehicles / 24 hours.
Picture 33. Western Lapland, traffic density of heavy vehicles / 24 hours, year 2010.
(Source: Traffic study of Western Lapland, 2011)
Heavy vehicles include all kinds of trucks, lorries and busses etc. One can estimate that from this ca. 1000
vehicles per working day approx. 500 vehicles/working day are foreign trade trucks either fully or partly
loaded or as empty.

Corridor cargo flow and passenger statistics 34(37)
Estimated growth on cargo traffic between Finland, Sweden and Norway
In governmental transportation studies the traffic forecasts include all cargo types of which most cargo
types are either raw materials or consumer goods. According to numerous studies done during last 30
years the forecasts of raw materials and/or consumer goods will follow the actual market price increase or
decrease of GNP (gross national product) percentage change of each country per each year. Cargo types,
which do not fluctuate according to GNP change-% are oil products (gasoline, diesel etc) and certain
foodstuffs. These products are consumed quite evenly regardless of GNP change-%. Ferry goods do not
include oil products and include only a little of foodstuff goods.
When forecasting cargo traffic during 2011-2016 between Finland, Sweden and Norway following GNP
change-% of each country given in autumn/winter 2011 have been used:
Source: Target where used: 2011
1)
2012 2013 2014 2015
2)
2016
2)
Finland, Ministry of
Finance
Sweden, Ministry of
Finance
Norway, Statistics
Norway, Mainland
In ferry estimations in
the Gulf of Bothnia
In Haparanda border
estimations
In Storlien border
estimations
3,5 % 1,8 % 2,3 % 2,0 % 1,6 % 1,6 %
4,1 % 1,3 % 3,5 % 3,9 % 3,7 % 3,7 %
2,7 % 3,5 % 3,6 % 3,2 % 3,2 % 3,2 %
1) Also traffic monthly statistics 1-10 months in 2011 have been used. 2) Countries have not so far published GDP
change-% for years 2015..2016. These figures are estimated.
Table 14: GNP-change-% forecasts per country during 2011-2016
Cargo traffic forecast Fin-Swe based on growth rate prognosis of the Ministry of Finance
Below, in table 15, it is shown prognosis for 2011-2016 for ferry cargo traffic between Finland and Sweden
including all traffic modes also via Haparanda border.
Year (tons) 2011 2012 2013 2014 2015 2016
Import 2 387 452 2 427 515 2 484 964 2 538 260 2 583 418 2 629 072
Export 3 210 048 3 261 692 3 351 631 3 443 113 3 526 279 3 608 229
Total (tons) 5 597 501 5 689 207 5 836 595 5 981 373 6 109 698 6 237 301
Table 15. Growth forecast in cargo traffic between Finland and Sweden.
Cargo traffic forecast between Sweden and Norway
Source of the 2010 figures is based on Statens Vegvesen figures and on their knowledge about transports
of goods in the area between Stjørdal and Swedish border (E 14 road and railway traffic on Meråkerbanen).
Traffic volumes between 2011-2016 have been estimated according to GNP change-% published by
Statistics of Norway for Mainland.
Year (tons) 2010 2011 2012 2013 2014 2015 2016
Import 1) 495 000 508 365 525 690 543 510 559 350 575 190 591 030
Export 1) 495 000 508 365 525 690 543 510 559 350 575 190 591 030
Total
(tons) 990 000 1 016 730 1 051 380 1 087 020 1 118 700 1 150 380 1 182 060
1) Due to lack of border volume statistics the export and import are here estimated to be equal.
Table 16. Cargo traffic Swe-Nor, years 2010-2016.

Corridor cargo flow and passenger statistics 35(37)
Figures in the table 16 estimates the amount of goods transport on road E 14 and on Meråkerbanen. They
do not forecast the whole cargo traffic between Sweden and Norway. It can be noticed that cargo traffic via
Storlien border will be estimated to be approx. 1 mill.tons of goods during 2012-2016. Volumes can be
higher if following actions will be taken place: Infrastructural development implementations (e.g
electrification of Norwegian side railway etc), speed up in throughput times, increase in truck max loads in
Norway, decrease number of intermediate handlings in Midnordic Green Transport Corridor and in
marketing efforts of increased number of operators, who will establish price competitive supply chains
through the Midnordic Green Transport Corridor.
Total cargo flows via Storlien and Haparanda borders and ferry cargoes across the Gulf of Bothnia
Total cargo flow in 2010 through Storlien and Haparanda borders and through ferry lines across the Gulf of
Bothnia was ca. 6,4 mill.tons. Below, picture 34, it is shown total cargo flow in 2006-2010 and estimate in
2011-2016 through Storlien and Haparanda borders and through ferry lines across the Gulf of Bothnia.
Picture 34. Cargo flows 2006-2010 and forecast 2011-2016 through Storlien, Haparanda and Gulf of Bothnia ferry
lines
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
It has been estimated that Kaskinen-Sweden ferry line will have 50 % of its cargo shifted from other existing
ferry routes, 20 % from Haparanda volumes and ca. 30 % will be new volumes and/or shifted from normal
bulk seacargoes (not from ferry liner cargoes). This estimation is based on analysis of cargo destination
and departure locations, on questionnaire responses and on complementary interviews to transport and
export/import companies. According to the picture 34 the total international cargo traffic through west-east
route Storlien-Haparanda/Gulf of Botnia ferry routes or vice versa will grow from 6,4 mill.tons in 2010 to ca.
7,55 mill.tons in 2016.

Corridor cargo flow and passenger statistics 36(37)
8. Conclusions
The existing total cargo flow through Storlien and Haparanda borders together with total ferry cargo
volumes across Gulf of Bothnia has varied from 7,5 mill.tons in 2008 to 5,52 mill.tons in 2009 and
increased again in 2010 to nearly 6,4 mill.tons of which ca. 85 % was lorries carrying average cargo of ca.
16,7 tons/lorry and mostly with drivers onboard the ferries. In Port of Trondheim there were in 2010 six
shipping lines which operate on weekly basis from Trondheim to Denmark, Sweden, Poland, continental
Europe and UK. In addition there are ferry connections twice a month from Port of Trondheim to continental
Europe. Total cargo flows in these shipping lines in 2010 was only 0,041 mill.tons including break-bulk and
other cargoes but nearly not at all lorries. Ferry liners collected cargoes from several Norwegian ports along
their route.
Passenger traffic by sea between Sweden and Finland was in 2010 approx. 5,6 mill.persons incl.also
Stockholm-Helsinki ferry boat connections. Total number of passengers to/from Port of Trondheim was
0,679 mill.persons in 2010 and 1,18 mill.persons in 2011 of which only 0,044 mill.persons was overseas
traffic namely on cruise ferries. There were not regular passenger traffic overseas from Trondheim.
Based on statistics analysis, questionnaire responses and on complementary interviews it has estimated
that from 2012 to 2016 the ferry line Kaskinen-Sundsvall/Härnösand can carry 70.000…450.000 tons/a
from present market share of 4 mill.tons/a on Gulf of Bothnia ferry boats and 1,6 mill.tons/a via Haparanda.
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.
Total international cargo traffic through Midnordic Green Transport Corridor via route Storlien-
Haparanda/Gulf of Botnia all ferry routes or vice versa 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:
a) To implement infrastructural improvements (e.g electrification of Norwegian side railway etc),
b) To increase throughput times and truck max loads on Norwegian roads,
c) To establish the missing link i.e. a competitive ferry liner service between Kaskinen and a Swedish
port,
d) To develop railways infrastructure and connections between Kaskinen and Seinäjoki and further
through Parikkala border to Russia.
e) To have marketing personnel for ferry line both in Finland, Sweden and Norway,
f) To minimize intermediate handling occasions while cargo in transit,
g) To have enough ferry capacity (also in summer time) with suitable scheduling,
h) To make the route price and quality competitive,

Corridor cargo flow and passenger statistics 37(37)
i) To utilize renewable fuels in transport vehicles and to gain new cargoes from/to Russia to this
Midnordic Green Transport Corridor.
9. Proposed future steps
According to consultancy contract between City of Kaskinen and Logiwin Ltd following task activities
(excluding activity 4.3) in WP (work package) 4 will be studied and reported during end of 2011 and by the
end of 2012:
Activity 4.2: Ferry Port Costs
For Kaskinen-Swedish ferry connection the costs of target ports and their infrastructure will be clarified.
Also suitable ferry/ship types will be compared.
Activity 4.3: Biofuels
Suppliers and utilization possibilities of renewable bio-fuels in cargo ship is to be clarified. Also recent
research and pilot test results among ship’s engine manufacturers will be listed. Emissions savings of
green house gases will be calculated and compared between a suitable renewable bio-fuel and present
fossil heavy fuel oil as ship’s bunker oil.
Activity 4.4: Ferry Business Plan
Business Plan of shipping company/cargo liner between Sundsvall Ports Region and Port of
Kaskinen/Finland. Based on results of earlier activities a business plan for the new cargo liner shipping
company will be done. The cargo liner company will do traffic between Sundsvall Port Region and Port of
Kaskinen. Thus the shipping company candidate can immediately be aware of business opportunities.
Activity 4.5: Intermodality problems especially in Russian traffic
Analysis of issues and practices related to intermodality problems between sea and land corridors as well
as cross-border problems with special emphasis on Russian traffic. Identification and description of three
selected cargo supply chains along the Midnordic Green Transport Corridor from origin to end-user.
In addition to above mentioned there will be a seminar in Russia in April 2012 at TransRussia Fair in
Moscow. Midnordic Green Transport Corridor will have its own stand and a special negotiation room, where
Russian/Eastern transport and export/import clients are invited. This seminar is meant to find new
Scandinavia-Russia-China-FarEast based cargo volumes, to do marketing for Midnordic Green Transport
Corridor and to discuss about bottlenecks and problems in corridor and to agree on further cooperation and
business meetings with Russian counterparts. Other seminars and meetings should also be arranged.
Also the technical and infrastructural steps should be clarified in WP 3 (work package) and implemented on
national level e.g. for railway development in Finland and Norway. Commercial and political negotitions to
open the Parikkala border from Finland to Russia should be concluded, since today’s main border crossing
capacities are not sufficient enough to serve the growing needs of export and import industry.
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.