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Photo by Algimantas Kalvaiis
Dictators are not guided by common sense or economic logic, as evidenced by Belarus’ decision to transport its oil products no longer through Klaipeda, but through Russian ports. Bulk cargoes may follow. Last August, Lithuania demonstrated Olympic peace, neither the port nor the leadership of the then Ministry of Transport and Communications believed that Belarusian cargo would bypass us, so no alternatives were discussed. And the future of the port was umarinized for five years.
Last year, Alexander Lukashenko, the authoritarian leader of Belarus, threatened last fall that his country would refuse to use the port of Klaipda, where mainly potassium fiber and petroleum products are imported, due to Lithuania’s active support for the Belarusian opposition.
And it is the Transport Ministers of Russia and Belarus who signed an agreement this Friday, according to which 9.8 million tons of cargo would be handled by Russian ports in three years. t product.
The decision, dictated not by economic logic but by politics, will affect AB Klaipdos Nafta (KN) the most.
There was no such flow in the summer, and the CN does not hide the fact that it does not expect a drop in BNK production, at least this year.
KN agrees that the agreement between Belarus and Russia will have a negative impact on the company’s results, but it is planned to neutralize it by further streamlining operations, improving processes, diversifying activities and offsetting losses with alternatives to others. services and savings.
The loss of Belarusian petroleum products will also affect two companies under the Ministry of Transport and Communications, the Klaipda State Port Authority (KSSA) and the Lithuanian Railways (LG). However, it would be very painful for the entire port of Klaipda and LG if Belarus diverted its other cargoes to Russian ports, primarily the tracks produced by the Belaruskalij concern.
Artras Drungilas, Director of Marketing and General Affairs of the Management of KSSA, V admits that there are no alternatives to these charges in the region.
If there was an alternative on the market, we, together with LG and the port companies, would have already converted it into revenue for the Lithuanian state, he said last August.
He’s used to the risk that no other Belarusian cargo will be left in the sauna.
We monitor and appreciate those things with the port companies. There is definitely a risk that there are no traits, because there really is a place to take them without Klaipda, V. Drungilas.
According to him, the instruments by which the port can influence the flow of Belarusian cargo are infrastructure, quality of service and prices, but if political decisions are made, it will not be in our ability to control them. So that the port of Klaipda is not in the old ditch, its development is necessary, as current opportunities to attract new investors have been pushed to the bottom.
It says the port identified a Belarusian cargo problem in 2015 and launched a new port master plan.
It is unfortunate that the process took five years and was only approved at the end of last year. Now that we have to approve it, we have started to develop the port area. Because right now the entire port area is rented and in operation. We cannot accept new clients that work with cargo in the port and generate traffic. We can accept new cargo, but not investors, says the representative of the Klaipda port, adding: the cargo can arrive at the port by two land routes to the mainland or by sea. However, the growth of land freight traffic is limited not only by political risk or geography.
on the continent, without Russia and Belarus, we will not find much, because the neighbors are as they are. In addition, generally the flow of cargo is growing along with the economy it is necessary that the expectation of high growth of coca is not worth it. For this reason, we break down on the water side, the plaintiff speaks, and he is used to the fact that the only way is not to wait for the cargo to arrive by land and return to the sea.
According to V, the fire will be extinguished with a considerable delay if we assume that the port identified the Belarusian cargo problem in 2015. and launched a new port master plan, why was the process stopped even for five years? Among other things, neither the change of port manager nor the fact that, under Jaroslav Narkeviius of the Ministry of Transport and Communications, the port did not have a manager for a long time added speed.
At the moment, it seems that no one is taking the threat of A. Lukuka in Lithuania seriously and is not coordinating a joint action, apparently hoping that the neighbor’s batka has only threatened him. However, when it comes to a desperate dictator left behind, you need to have something, if there is a plan. Real plan.
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