The consequences immediately affected port operations and the entire cargo supply chain. According to estimates by market operators, lines of more than two hundred trucks formed at the port entrance. This translates to additional costs due to downtime, estimated at approximately 50 euros per day per vehicle. Of course, there are also issues arising from delays in contract fulfillment and freight planning. At the same time, other logistics costs have increased, including due to higher freight rates.
The first instance of a vessel delay occurred on May 26, 2026. The situation was resolved after “the vessel moved 72 miles to address the identified deficiencies and provide the necessary guarantees from the shipowner and port agent,” Agrocereale notes.
The second incident occurred in early June. Although the vessel’s intention to enter the port had been announced in advance, the inspection procedures were protracted and concluded with the preparation of an inspection report and the issuance of a detention notice. The identified deficiencies concerned onboard documentation, the organization of the crew’s work and rest, as well as technical and firefighting equipment. Some of the identified deficiencies were contested by representatives of the vessel and the port agent.
“Representatives of the business community do not dispute the necessity of state oversight, nor the authorities’ obligation to ensure compliance with standards for maritime safety, fire protection, and operational security. Business operators’ concerns stem from the length of procedures, lack of predictability, and the port’s limited throughput capacity. According to marine brokers, shipowners, and port agents, some of the procedures applied as part of these controls lead to additional downtime and logistical costs that affect the port’s competitiveness. At the same time, business representatives point to the need for continuous harmonization of control methods with those applied in ports across the region and in Europe to ensure a balance between security requirements and operational efficiency,” say representatives of the industry association.
What might the consequences be?
The effects are already visible in the market. Some maritime operators and traders are evaluating the possibility of using the services of the ports of Galați and Reni. In the medium term, such diversions could lead to a decrease in traffic volumes through the port of Giurgiulești. This would result in a decline in revenue for the national port infrastructure and an increase in logistics costs for Moldovan businesses. Ultimately, these costs are passed on to the prices of goods within Moldova.
In this context, the Agrocereale Association requests the convening of a working meeting involving the Moldovan Maritime Agency, the port administration, port agents, carriers, and other specialized organizations to analyze the situation and determine operational solutions.
