Constanta Port as a multimodal platform-plans for the future.

Popescu, Corina ; Varsami, Anastasia

1. INTRODUCTION

Constanta Port is the main Romanian port, the largest port in the Black Sea and the fourth largest port in Europe, ranked just after Rotterdam, Antwerp and Marseille. It offers a 3,400 km shorter transport alternative for cargo coming from the Far East and Australia through the Suez Canal and it has as final destination Central European countries. By its railway network the port of Constanta, as the main Romanian maritime gate, is the finish and start point for the Pan-European corridor IV and it's also an important transport node of the Tranceca corridor, providing the connection between Europe, Caucasus and Central Asia. The Pan-European maritime corridor VII, that follows the route of the navigable Danube and, together with the Main-Rhine Canal and the Danube-Black Sea Canal, provides the routes between the North Sea and the Black Sea.

From these points of view, Constanta Port can be considered as a base plate of intermodal transport relations between Europe and Asia.

2. EVALUATION OF PORT'S INFRASTRUCTURE

2.1 Actual connections

Constanta Port offers excellent connections to all transport means: rail, road, air, inland waterways and pipelines. These good connections accomplished by a significant rail, road and pipelines port infrastructure, facilitate the transport of all kind of goods in Constanta Port. The intermodal transport plays an important role in the massive growth of transport for the next 15 years. It also represents one of the best solutions for the European transport improvement. That's why the EU gives great attention to this mean of transport and seeks the best methods in this matter. European Community admits that over 90% of world trade is carried by sea, that shipping and related maritime transport services represent an important contribution to the European economy, that European Union shipping and related services are essential for European competitiveness, that maritime transport has a direct impact on the quality of life in Europe and that Short Sea Shipping is an essential part of the multimodal European transport system and door-to-door logistics (Council conclusions regarding Maritime Transport Policy until 2018, Brussels, 30 and 31 March 2009).

Constanta Port is connected to the Pan European Corridor VII -Danube- that links two of the main trade poles of Europe: Rotterdam and Constanta, creating a navigable inland waterway from the North Sea to the Black Sea. The Danube-Black Sea Canal links Constanta Port to the Rhine-Main-Danube Corridor, offering the most efficient and ecological transport alternative within the hinterland. According to European Union and United Nations standards the Danube-Black Sea Canal has a class VI rating and is an 'F' class inland canal.

The easiest access to Central Europe is provided by the good navigable conditions of the Lower Danube and the highly limited number of locks (4 double locks only) on the sector from Constanta to Budapest. For an active participation within European actions and good information about the specific problems of river transport, N.C. Maritime Ports Administration S.A. Constanta (MPAC) is a correspondent member of Inland Navigation Europe, a prestigious inland transport association recognized by the European Union. MPAC's participation in this association allows the company to actively promote Constanta Port, its connection with the Danube inland waterway, its facilities and services.

3. SOLUTIONS FOR PORT'S DEVELOPMENT

There are several ideas that we would like to present in order to show how Constanta Port could become 'The Eastern Gate of Europe'. All these plans should be developed soon and they could assure a higher maritime transport through Constanta Port.

3.1 Heavy Traffic Solution

The Anghel Saligny tunnel could be a solution for heavy traffic in Constanta Port. The tunnel is even today a demonstration of craftsmanship in the architectural construction of reinforced concrete and that solution does not exist in the following 100 years. The city of Constanta has developed very much, without anyone taking into account the pressure on the structure of the target resistance. The tunnel was closed for rail traffic in 1992 and it was hit by a brutal wave of floods. Since then, the tunnel was left abandoned although the water is destroying slowly but surely, the resistance of the tunnel. The constructions built over the tunnel exert increasing pressure unbearable on building walls. Anyone who enters the tunnel can realize that the authorities neglected it and there seem to be no worries regarding the pieces that started falling from the ceiling and water coming from the walls and unbearable smell of sewage and oil. The objective is owned by CFR Constanta Regional Division, which in 2002 commissioned a project that should have restored the functionality of the tunnel by a series of rehabilitation and modernization actions. Therefore, specialists have estimated that such a process would cost over one million euro, a sum that far exceeds the financial possibilities of the CFR Constanta Regional Division. Experts say that, currently, the works would cost much more because the tunnel was severely damaged in its strength and structure.

So, due to lack of funds, lack of interest from local authorities and from the Ministry of Transport, an already existing way for a better road connection for heavy traffic from Constanta Port was abandoned, and the city has to struggle with the trucks and heavy camions coming in and out from the port gates.

3.2 Rail and Highways Connections

Due to lack of funds and interest, Constanta will agonize for years until passengers and cargo will be able to overtake the actual time table of at least five hours by train between Bucharest and Constanta. The money problem is totally solved, funds being provided, and a loan was granted by the Japanese Bank for International Cooperation (JBIC), another state employee from Dexia Kommunalkredit Bank and the state budget. Only one railway Constanta--Bucharest is connecting Constanta to the rest of the country and consequently to the rest of Europe and this one is at the moment under capital repairs. From the total amount of 453 million Euros, 165 million is given by the Japanese and the rest is coming from the budget and from Dexia. Deadlines for completion have been postponed on several occasions and it seems that nobody wants to make anymore prognostics for completion of this railway.

There is only one highway connecting Constanta to the rest of the world: A2 highway Bucharest--Constanta, 225 km long, and this one is also under rehabilitation, and should have been completed back in 2008. At the moment only 70% of the highway is completed. For finalizing the remaining part of the highway (65 km long) the Romanian government is under negotiation with the European Union.

3.3 Tourism (Non)-Opportunities

In the last decade, Constanta Port has been trying to include itself in the shipping lines and river cruise routes. In November 2005, the most modern terminal for cruise vessels from the Black Sea was inaugurated, investment that cost 2.5 million Euros.

What are the prospects for passenger traffic in the port of Constanta, now? The cruise shipping through Constanta Port lasted almost 5 years. Now it is completely missing. One of the reasons is represented by the loss of American tourists flow, due to world economic crisis, and not only. Compared to the port of Odessa, passenger traffic through Constanta is half because of lack of tourist offers. Odessa is an interesting city with many tourist attractions, which organizes appealing activities, folkloric programs for foreign guests. Yalta, Soci, Nesebar and Burgas Ports are also highly sought. Because of the competition coming from Bulgaria and Ukraine, we also lost the wine testing tourist program. Murfatlar vineyard can't provide a hot meal to test the wine, just a cold buffet. Conditions are the same as for the last 30 years. Tour organizers have decided to no longer require that bait, preferring Odessa and Burgas.

Therefore the Ministry of Transport, the Ministry of Tourism, the Ministry of Culture, the Orthodox Church and Constanta County Council and the Mayor should work together if they want foreign tourists in Constanta Port.

3.4 LNG Terminal--only on paper

Constanta Port may become one of the destinations for the liquefied natural gas (LNG) with the associated opportunity of becoming one major player in the battle for resources. Gas loses only 30% of energy, an advantage by comparison with gas transported by pipeline, which loses more than 50% of energy through the network and stations lifting pressure. We can take liquefied gas from Egypt, Yemen, Dubai, Qatar and one LNG tank will provide consumption in Romania for one day during winter. If a terminal and a warehouse are going to be built, Constanta Port can use this modern technology.

At this moment Romania has this LNG terminal project but only on paper. Considered by specialists to be a 'futuristic' project, the building of this LNG terminal in Constanta remains only a project. The extremely high cost of building suck a terminal makes it impossible for it to be solely funded by the Government, the only chance being European money. We can only hope that this project will rise and Constanta Port will integrate a new LPG terminal in its multimodal platform.

4. CONCLUSIONS

In order to conclude our research upon the Multimodal Transport in Constanta Port we'll see which are the Strengths and Opportunities available now.

First of all the geographic position for Romania and Constanta Port provides a gate position for cargoes in transit from Far East to Central and west Europe. Moreover, the Danube and other inland navigation waterways are well connected to provide new potential for low cost bulk freight, development of container traffic and leisure use. The waterway network is environmentally friendly and represents an alternative to road/rail transport meeting the new century demands regarding air pollution and being a solution to road traffic congestion in European cities. Finally, the new development plans of Constanta Port will allow it to grow and to lead to greater European and international trades with benefits not only for Constanta, but also for Romania in the role played in relation with neighbour countries and also at the European Community level.

For our research to be complete and accurate we'll further analyse the Weaknesses and Threats affecting Constanta Port. Mainly, the traffic to the terminals is concentrated by road around peak hours, and there is no designated heavy traffic road for the trucks in / out from the port. The port is missing a highway to connect Constanta with the rest of the country and Europe, which leads to high traffic congestion in Constanta city. Inland navigation is still infant in terms of transit volumes and technologies, restrictions of depth and width on Danube and low maintenance investments of rail infrastructure is resulting in speed restrictions and high transit times. The insufficient response to customer demand from government may deprive rail and waterway transport of the opportunities to expand and develop and finally, despite geographical position and obvious advantages, international transit flows could choose to avoid Romania or at least to reduce the transit, due to major lacks in infrastructure developments.

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