Port Overview

The port of Constanta and its ports - public-private maritime ports owned by the Romanian State which is responsible for their regulation and function. The National Company "Maritime Ports Administration" S.A. Constantza (MPA) is a company under the authority of the Ministry of Transports and Infrastructure. Within the Port of Constanta the maritime and cargo related services are mainly carried out by private companies in a competitive environment, applying the free market principles. The Commission in charge to coordinate for the movement of maritime and river vessels in Constanta.

Port website: https://www.portofconstantza.com/pn/en/home

Port Picture

Description and Contacts of Key Companies

DPW is dealing with containers only, contact details: Raluca Daraban (Raluca.darban@dpw.com)

DB  working with bulk cargo, contact person: Catalin Vecerdea (catalin.vecerdea@dbschenker.com)

SCS works with bulk cargo and containerized cargo, contact person: Daniel Girleanu (daniel.girleanu@scs.ro)

MAERSK deals with vessels and empty containers, contact person: Lucian Motatu (Lucian.motatu@maersk.com).

List of all the registered companies to work inside the port can be found via this link: https://www.portofconstantza.com/pn/en/firma

Port Performance

Cargo throughput at the port of Constanta: 

https://www.portofconstantza.com/pn/page/np_statistici_port

Discharge Rates and Terminal Handling Charges

150 EUR/Container. Port basic tariffs for services provided by C.N. A.P.M. S.A. Constanta on the account of the Romanian and foreign flagged vessels in the ports under its administration - valid as from January 1st, 2022 can be found via the following link:

Berthing Specifications

Vessel Depth

General Cargo Handling Berths

Port Handling Equipment

Container Facilities

Customs Guidance

Documents needed for customs clearance:

• Certificate of Analysis
• Commercial Invoice
• Bill of Lading
• Proforma Invoice

In addition to these documents, for food, there should be also:

• Certificate of Origin
• Crop Year
• Best Used
• Phytosanitary
• Fumigation Certificate
• Health Certificate.

Clearing agent presents the above-mentioned documents and discharging permit to the customs authority. Customs will check the papers and give the green light to start discharging the vessel. Inspection will start. Upon clearing with customs, the agent proceeds to settle port charges and release consignment with other regulatory authorities. Once completed, then the liner will give the order to pick up the containers (release order). Here the customer (not the liner) should go to the customs to finalize the clearing process.

Terminal Information

Multipurpose Terminal

General cargo from PL1-PL6, then 110-120.

RoRo from 121-122.

Containers from 123-135

The main operator for this is DPW.

Grain and Bulk Handling

Available at the North port.

Main Storage Terminal

The port is backed up with storage facilities located inside the port. 

Stevedoring

Stevedoring activities in port constitute discharge and loading activities for containerized, loose/break bulk, bulk liquid grain etc. The port authority offers all stevedoring activities except for bulk grain and liquid discharge/loading activities where specific operators have been licensed to offer the service. 

Hinterland Information

Goods are only released out of port after payment of all port dues, customs duties and when they meet other import conditions ascertained by other Government regulatory agencies. Exit from port and onwards into the hinterland is by rail, road and barges (river). There is more reliance on deliveries by road over 55%, 35% by rail, and 10% by barges. In order to speed up evacuation from port to deter demurrage and punitive port storage charges, cargo is also shunted ex-port by trucks onto warehouses or transit yards out of port from where it is then dispatched either by road or rail to its final destination in the hinterland.

Rail connection, each terminal is connected to the domestic and national/European railway network (Pan European Transport Corridor IV). Permanent railway services ensure the transport of large volumes of freight to the most important economic areas in Romania and Eastern Europe, and the Port of Constanţa represents an important transportation hub of the TRACECA Corridor. The rail network in the Port of Constanța is connected to the Romanian and European rail network, with the Port of Constanţa being a starting and terminus point for Corridor IV, a Pan-European corridor. The corridor IV follows the route: Dresden/Nuremberg –Prague– Vienna–Bratislava–Győr–Budapest–Arad–Bucharest–Constanţa/ Craiova–Sofia –Pernik Thessaloniki or Plovdiv–Istanbul.

Road connection, each terminal is connected to the domestic and national/European road network. The 10 gates of the Port of Constanţa are well connected to the national and European road network. The connection to the Pan-European Transport Corridor IV (road and railway) and the proximity to the Pan-European Corridor IX (road) passing through Bucharest are of strategic importance, thus linking Constanţa Port with countries without sea access in Central and Eastern Europe. The total length of roads in the port amounts to 100 km. The highway A2 connects Port of Constanţa with national road network. A2/A4 from Bucharest/Constanta coming directly to Agigea port.

Port Security

• New electronic surveillance equipment including CCTV updated on 2020.
• A fully fledged police station within the port headed by an Officer Commanding Police Division/OCPD Port.
• Coastguard surveillance of waters in port area
• Plain-clothes and uniformed security officers on patrol in port areas
• Strict controls on port entry with all port users and visitors required to weigh reflector jackets when accessing the quayside.
• Continuously manned watch towers in car handling area and container terminal
• A rapid response team to deal with urgent security matters in or near the port area
• A centralized verification area at the container terminal, car handling area and the CFS
• Physical and electronic operated Barriers at port gates to deter forced entry and ensure proper security checks.
• Random targeting of import and export containers for scanning without stripping – thus helping to reduce pilferage.