• Port of Dubrovnik

Eldmarc LTD offers a full range of agency services in Dubrovnik.
Please feel free to contact us for additional information.


General informations


Operations at berth 16 are equipped with one 25 t cap crane.


Containers are handled at berth 10 which is 185 m long with a max draft of 10,2 m. Ro/Ro berth of length 100 m to accommodate vessels up to 12 md.


INA Sustjepan, for vessels of 3.000 DWT, 65 m LOA and 4.7 md. INA Obod, for vessels of 10.000 DWT, 110 m LOA and 7 md (for airport supply only).


Closed 12.000 m2 (height 4-7m), open 50.000 m2, cement silos 3.000 t cap.

The Dubovnik harbour is well sheltered. Depth at entrance 35m, 1934 m of wharfage with 9 moorings for ocean-going vessels and 534 m of wharfage with 5 moorings for coastal traders. Piers 6-9, 6.5 m d; Piers 10-12 – 11 m d; The part of port called “Marina” is reserved for yachts.

Usually, operations are performed by ship’s gear. One 25 t Ganz crane at quay no.16. 1/25 t autocrane, 3/5 t cranes & 2/1.5 t cranes. Floating cranes are available on request from Split.

ISSA members available.

Available through hydrants at the rate of 40 t per hour.

At INA Sustjepan berth D2 available for 3.000 DWT vessels at the rate of 20 t/hour, at other berths by 10 t road tanker.

SLOP DISPOSAL – Not available.

TOWAGE – Available from Ploce or Split ports on 72 hrs advance notice.

RAILWAY – Station at Ploce, 110 km distant.

port of dubrovnik


Latitude: 42°38′ N
Longitude: 18°07′ E
British Admiralty Chart: 3675
Admiralty Pilot: 47
Time Zone: GMT +1 h

About 0.8 miles WNW of Kantafig light can be obtained between Daksa Island and the mainland in a depth of 42m. Vessels may anchor off the old city harbor, between Lokrum Island on the mainland. This area can accommodate cruise vessels and has a depth of 38m but should not be used during winter months when exposed to strong S winds.

Compulsory for vessels exceeding 500 GT. Radio Dubrovnik, call sign 9AD, VHF 16, 24 h service. Maximum vessel 60.000 DWT, 230 m LOA, 9.75 md

+385 51 317 473

VAT HR 53662363010



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    IHC and Uljanik Contract

    March 4th, 2014 Representatives of IHC Global Production B.V. and ULJANIK d.d. signed a contract for the construction of one self-propelled cutter suction dredger, on February 28 in the Netherlands.   The installed power of the vessel will correspond to 23,684 kW, the length of the vessel will be 152 m and the width 28 m. The delivery of the vessel is scheduled for April 2016 and the vessel will be constructed in ULJANIK Brodogradilište d.d.   Source: World Maritime News

    Expressions of Interest for Zagreb Container Terminal

    One of the cardinal sins in the introduction of new port capacity is to deliver it before it is required. All the more so, if government has previously encouraged foreign direct investment into the same sector and it is clear that this has delivered adequate capacity for the long term. The net result of this is the undermining of the original investment and its prospects of fair returns; the delivery into the marketplace of excess capacity which negatively impacts pricing; and – probably most damaging of all – sending out a signal to potential sources of FDI worldwide that the government will not necessarily act in the best interest of investors. Investor 1 basically becomes forgotten in the pursuit of the next tranche of money. A good example of this type of situation is in Rijeka, Croatia where the government has recently launched a call for Expressions of Interest for its Zagreb Container Terminal. This project follows hot on the heels of the recent completion of an extensive investment program at the Brajdica Terminal Container Terminal, Rijeka, where the port authority has added a new deep water quay and related infrastructure, with an investment value of approximately E35m. Image: Zagreb Quay scheme International ConZagreb Quaytainer Terminal Services Inc, the newly appointed concession holder, has invested a further E30m in new ship-to-shore cranes, rubber-tyred gantries for yard operations, rail mounted gantries for intermodal rail operations and extensive terminal operating and other IT systems. In 2013, total container throughput at the terminal was in the order of 131,000 TEU and the terminal’s fully developed throughput capability is 750,000 TEU per annum. With traffic now only increasing annually on a single digit basis in Rijeka it is clear that the introduction of a new container terminal platform will not be appropriate for many years to come. Further, the launch of the Zagreb Container Terminal project has a double irony to it in that container capacity in the Rijeka area is designed mainly to provide easy access to the Central and South East European countries such as Hungary, Slovakia, Southern Austria, Germany and Serbia, but while the roads are generally excellent in this respect the government has lagged behind in delivering on promises to upgrade the rail system to facilitate intermodal rail operations. Block train services to Budapest and Belgrade have started to operate from the Brajdica Terminal and track upgrades are underway to ensure the competitive position of intermodal rail services from/to Rijeka. The commencement of third party private rail operators is underway but it is essential this process is fast-tracked as prescribed under EU law. Blinkered view Part of the problem with the proposed delivery of the Zagreb Container Terminal appears to be that it is taking place in the context of the World Bank backed Rijeka Gateway Project, a program which has seen the institutional reform of the Port Authority of Rijeka in line with the landlord model and which in an infrastructure context basically aims to remodel the port-city of Rijeka. The Zagreb Container Terminal is part of this program and its proposed development appears to be proceeding according to a timetable that takes no account of recent market developments and realities. Any new market study would inevitably suggest the need for a rethink in terms of this project’s timing. This, in turn, would avoid the unnecessary expenditure of tens of millions of Euros in basic infrastructure provision and at the same time have the major asset of proving that the Croatian Government is responsible in how it treats its foreign investors. Given that Croatia, out of all the South East European countries, has been the country most seriously hit by the financial crisis in terms of FDI flows – it fell from $6bn in 2008 to $432m in 2010 – the country has every incentive to work on promoting its image regarding the successful realization of FDI projects. Undertaking the right studies to schedule projects is clearly an essential part of this. Source: Port Strategy