Omisalj (HROMI)

The port is operated as a deep water oil terminal, with two crude oil loading/unloading jetties on the W coast of the bay, with Sepen Bay Petrochemical facility 2.5km to the S.

Summer.

Omisalj is located on the Northern tip of the island of Krk, approx 18km SSE of Rijeka.

Draught 27.0m, LOA 333.0m, beam 27.0m, 299,999DWT.

Vessels can anchor anywhere in the bay in tolerable holding. In winter or unsettled weather a berth nearer the E side of the inlet is preferred with sterns secured by lines to the shore. Anchorage for tankers is positioned within the following coordinates: ..... A. 45°17.7'N 014°28.3'E B. 45°15.1'N 014°27.1'E C. 45°14.1'N 014°29.4'E D. 45°16.1'N 014°31.8'E

Omisaljski Zaljev is approached and entered from Rijecki Zaljev by a marked channel which leads between Rt Tenka Punta and Rt Kijac (0.5nm NE) at the N end of the W side of Otok Krk. The directions for entering the harbour are as follows: From the vicinity of Lightbuoy No 1 (safewater), 1.75nm NNW of Rt Tenka Punta the fairway into Omisaljski Zaljev leads on the alignment (151°) of leading light beacons (each a white column with platform, orange diamond topmark), situated at the head of the bay. This alignment passes (positioned from Rt Tenka Punta): ENE of No 5 Lightbuoy (starboard hand) 0.15nm N moored near the edge of a spit extending NNW from Rt Tenka Punta and WSW of Rt Kijac on which stands a light with Lightbuoy No 2 (port hand) moored close offshore a short distance SSE, then ENE of Rt Tenka Punta on which stands a light, then WSW of Lightbuoys No 3 and 4 (port hand), respectively 0.6nm ESE and 1nm SE.

Croatian Hydrographic Institute No: 16, 50-4. BA 204, 202, 2719, 1996. BA 1996, 8243. Admiralty Pilot NP47, NP 286(3).

Sea water density: ranging from 1023 (summertime) to 1029 (wintertime). Sea currents: Tidal streams prevail, ingoing/outgoing direction, speed 0.3kt. In case of stormy NE'ly wind (Bora), current speed can increase to 0.8kt. Sea level: Tide medium amplitudes range from 0.3-0.5m. During long lasting stormy winds, there is a possibility for the sea level to rise up to 1.0m (cyclonic S'ly wind), respectively lower up to 0.4m (anti-cyclonic Bora).

All moorings at the quays are fitted with automatic quick release hooks. In addition to a stable undersea air EKO curtain (ecological protecting barriers) provided at the entrance to the Omisalj Bay, between the Capes Kijac and Cape Tenka Punta, every berth is equipped with appropriate fire-fighting appliances and EKO floating barrier of a sufficient length, thus creating an economic, traffic and technological system. A ship in the port shall be safely moored using appropriate mooring lines and mooring equipment. An efficient monitoring must be maintained on the vessel's mooring at all times to ensure that the ship be made fast as close alongside as possible and that all mooring lines can be properly tensioned and tended when required. Master should ensure that mooring lines are in good condition. Winch brakes should be in efficient operating order and able to meet the needs at the berth. Consequently, their holding power should be at least 60% of the breaking load of the vessel's mooring lines. It is the Master's responsibility to ensure that his vessel remains securely moored at all times whilst in the port. A tanker must be moored in such a way as to ensure a fast unmooring manoeuvre, with its fore end facing the port exit, except in special cases when owing to technical reasons, approval for a different method of mooring a ship shall be issued by the Harbour Master's Office and the Port Authority with the agreement of the Concessionaire. On the seaward side of every tanker staying in the Port there must be safety towline's of appropriate dimensions (thickness and length), fastened to the fore and stern towing bitts and lowered up to one meter above sea level, so that in case of emergency tugboat can catch them and remove the ship from the imperilled position. Side to side berthing of ships in the port is prohibited without permission. During mooring, unmooring and moving operations taking place in the port, all vessels are required to use linesmen. The number of linesmen shall be sufficient to ensure a safe manoeuvre within the port area. At least two mooring boats shall attend mooring operation. They should have following technical characteristics : Length 10-15m, engine power 73-184kW, speed around 10kts. Communication by portable or fixed VHF Radio.

Compulsory for vessels over 500GT and is available throughout 24 hours. Pilotage is provided by Rijeka. Requests for pilots should be sent together with ETA 72, 48 and 24 hours in advance through Rijeka CRS. The Master shall send a notice of arrival of the tanker at the anchorage or pilot boarding station to the Port of Rijeka Authority (RPCC) on VHF Ch 09, not later than 2 hours before the estimated time of arrival. The final notice of arrival shall be sent immediately after entering the passage Vela Vrata. Upon receiving the notice, the RPCC shall notify the Master of the place and method of anchoring or berthing, pilot boarding location respectively, and if necessary, inform the pilots accordingly. Pilot boards in the following positions: ..... 1. Tanker Anchorage (45°15.2'N 014°28.9'E) 2. Tankers over 200,000DWT: on request, in the N Kvarney Bay, in position 45° 02'N 014°14'E 3. Omisalj Terminal: 45°12.4'N 014°31.6'E Pilotage is compulsory within the port if a ship is moved from one berth to another. Boarding of the pilot shall take place at the pilot boarding station or an anchorage indicated on sea charts. The pilot shall land after the ship has been safely berthed. All vessels are required to take pilot onboard at the pilot boarding station. When embarking the pilot, a vessel should make a lee for the pilot boat and ensure safe boarding of the pilot by pilot ladders, ship's gangway, or a combination of pilot ladder and the ship's gangway. On the navigating bridge, pilot ladders, gangway or their combination, there must be a responsible person capable of speaking and understanding English.

The following lights are situated on the E side of Rijecki Zaljev: Rt Glavotok Light, (045°05'N 014°26'E). Rt Tenka Punta Light (white square stone tower, concrete base, 7m in height), 45°14'N 014°32'E. Rt Kijac Light (red round tower, 5m in height), 0.5nm NE of Rt Tenka Punta.

Warnings: When passing through Vela Vrata special attention should be paid to: Shoal (shallow) (6.6m) in position about 270m to the N of the Tenka Punta Cape, marked with Racon. Shoal (11.4m) in position about 0.7miles to the W of the Tenka Punta Cape, marked with Racon. Fixed undersea pipe (air curtain) located at the entrance to the bay, laid from the Tenka Punta Cape down to the Kijac Cape, as a protection against pollution. Berthing in adverse weather conditions: Upon boarding, the pilot should notify the Master of the usual berthing method. The Loading Master and/or the Harbour Master's Office may prohibit entry of a tanker in or departure from the port and/or may suspend port commercial operations in the event of adverse weather conditions or other situations which constitute a human and property hazard in the port. Windage: The berthing manoeuvre of vessels whose superstructure surface (windage area) exceeds 6,000mІ is suspended at wind speeds of 30kts. At wind speeds of 25kts the same suspension shall be applied to vessels with the superstructure surface ranging from 6,000-6,700mІ. Vessels having a superstructure surface in excess of 6,700mІ shall be subject to a 20kts wind restriction on berthing. Windage should be calculated as LOA x mean freeboard. Every manoeuvre is suspended when wind speeds exceed 30kts. With weather forecast anticipating stronger winds and higher seas which could imperil safety of ship, port facilities and equipment, the Harbour Master's Office may, upon receiving notice, order the vessel to suspend all loading/discharging operations, even to leave the port as the last resort. If, in the event of vessel engine breakdown, the vessel is likely to drift, it is necessary to immediately contact, either the RPCC by VHF Ch 09 or the Harbour Master's Office by VHF Ch 10. Any defects in the vessel's anchoring or mooring systems or any limitation existing in this respect, should be reported to the Harbour Master's Office which shall decide whether there is a possibility for such vessel to be moored and under which conditions.Vessel shall at any time be ready for manoeuvring, maintaining minimum 30% of summer load line (SDWT). For the purpose of manoeuvring, all ships are required to maintain a reasonable quantity of ballast so that the propeller remains immersed while maintaining a reasonable stern trim. Unless otherwise approved by the Harbour Master's Office, propeller of any vessel shall be immersed at all times when alongside.

Range 1.1m.

When passing through "Vela Vrata" vessels over 20m length must follow Traffic Separation Scheme.

The Master of a vessel shall, in consultation with the pilot, determine the number of tugs to attend the ship manoeuvring operation. For tanker manoeuvring purposes under normal weather conditions the Port practice requires: Vessels up to LOA 180m are attended by 2 tugs on arrival, 1 tug on departure. Vessels from LOA 180-240m are attended by 3 tugs on arrival, 2 tugs on departure. Vessels from LOA 240-280m are attended by 4 tugs on arrival, 2 tugs on departure. Vessels over LOA 280m are attended by 5-6 tugs on arrival, 3 tugs on departure. For the safety arrival of a ship to berth, it is recommended that the sum of the engine force of all tugs attending the ship be equal to approximately one third of the ship engine driving power. In other words, each tug to have minimum 30t of bollard pull.Should the pilot consider that the number of tugs is not sufficient to ensure the safety of the ship and port during manoeuvring, he/she shall notify the Harbour Master's Office who will decide on the minimum number of tugs required to attend the ship. The number of tugs required for damaged (unable to move) and untypical vessels shall be notified by the Harbour Master's Office. The speed of all vessels and boats sailing within the port area must not exceed 6kts. There are 8 tugs of 1,400hp to 2,500hp available at JANAF Terminal.

The bay is well protected against wind. The exceptions are N and NW winds which can cause high seas. Fog: Yearly average 3-5 days.

OMIЉALJ, OTOK KRK 45°13.56'N 14°32.04'E UNCTAD LOCODE: HR OMI For details see: RIJEKA PILOT REQUIREMENTS ________________________________________________________________________________ ___________

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WEEKLY CORRECTIONS FROM UKHO NtM WEEK 38/24 Croatian Radio Signals book 2024, (RSDRA2024000134082), 38/24

Rijeka Radio, callsign "9AR". VHF: Pilots & Port/Terminal: Ch 09, 10, 16. VTS: Vessels are requested to contact VTMS Centre Rijeka, VHF Ch 09 at least 2 hours before arrival. Weather: Weather forecast can be received (in several languages) via VHF Ch 69, available throughout 24 hours.

Customs allowances: Each crew member is allowed 200 cigarettes and a 1 litre bottle of spirit. Penalty for non compliance is confiscation.

..... Document Copies 1. Crew List 6 2. Passenger List 5 3. Stowaway List 3 4. Tobacco/Spirits List 2 5. Stores List 3 6. Arms & Ammunition List 2 7. Narcotics List 2 8. Bills of Lading 2 9. Freight Manifest 3 10. Cargo Manifest 3 11. Transit Cargo Manifest 2 12. Dangerous Cargo Manifest 3 13. Cargo Plan (Hatch List) 2 14. Health Declaration -

For tankers, ETA is to be sent 72, 48 and 24 hours prior to arrival. All other vessels are to send an ETA 48 and 24 hours prior to arrival. Advanced cargo specification, for vessels carrying dangerous and/or noxious cargo, is to be advised 48 hours prior to arrival and the following information should be included: ..... 1. Dangerous Cargo Report 2. Ballast Reporting Form (can be delivered to the authorities upon arrival at the anchorage or in the port) 3. Notification of Ship Generated Waste 4. ISPS Code (Arrival information) Vessel requirements to participate in the reporting system: Vessels of the following categories are required to send pre arrival notice via Fax, Email or through agent to the harbour master's office: 1. All oil tankers of 150GT and above 2. All vessels of 300GT and above, carrying dangerous cargo or polluting goods, passengers, or in ballast. Military and public vessels have no obligation to make this report. For any additional information visit web site http://www.mmtpr.hr, or contact your local agent. ETA should be sent 24 hour prior to arrival, including the following: 1. Vessel's name, nationality, DWT, draught and LOA 2. Type and quantity of cargo 3. Last port of call and date of departure from the same 4. Estimated time of arrival (date and hour) 5. Origin and quality of cargo 6. Temperature of crude oil in degrees C 7. Actual capacity of tanker discharge pumps Notice of ETD should be given 1 hour before departure of the vessel at the latest.

If a vessel does not have a Croatian flag onboard the pilot will bring the flag onboard with him if ordered in advance.

Night berthing is permitted, but all movements are subject to suitable weather conditions. All vessels berthed at the Omisalj Oil Terminal should comply with valid regulations. Vessels must be encircled with protective floating barriers. Ship crew members are not permitted to move within the Terminal area. Transport of crew members from ship to the gate shall be arranged by Terminal. Stay of tanker in the port: During loading/discharging operations, vessel is permitted to stay in the port for maximum 30 running hours weather permitting except in the case of bad weather conditions (Running Hours Weather Permitting Clause) Sundays and Holidays included. The above stated time shall count from the first mooring line fitted ashore to the slipping of the last mooring line. An additional stay time of 5 hours shall be granted to tankers for tank washing purposes only (COW). Vessels failing to observe the above stated deadlines shall be charged with demurrage costs. Emergency Drill at the Terminal and in the Port: There are situations when vessels and shipowners may be asked, via ship agent, to give their permission for the ship to take part in drills for the case of emergency. Such drills shall be carried out in strict accordance with the organizer's recommendations in order to minimize possible risks. The purpose of the drills is to train and instruct pilots, tugboat skippers, firemen and Terminal's personnel to cope with emergency situations and contingency measures which should be taken in the Port and Terminal. The drills shall be executed in accordance with national regulations. Vessels shall not be charged in case of tug damage. Safety Regulations: Liquid cargo loading and/or discharging should not commence: ..... 1. Before a notice of the vessel's technical readiness for loading/discharging operation, confirming compliance with all safety requirements, has been handed over in writing or by radio by the Master of the tanker to the Loading Master. 2. Until safety check is made by the Loading Master and the vessel officer in charge. 3. If there are not sufficient and adequate fire fighting appliances onboard the tankers. 4. If there is no tug capable of towing the vessel from the Port The master of a tanker shall be responsible for the following safety measures being carried out during loading/discharge operation. He must particularly see that: 1. Funnels are cleaned and fitted with protective net; all other exhaust pipes also fitted with corresponding protective net. 2. Piping and pumps are fully operational, flanges tightly fitted. 3. Scupper plugs on deck are inserted, pumps on port and starboard side connected to the tank for the purpose of collecting the spilled liquid cargo; suitable receptacles placed under pipe joints. 4. Tanks are sealed with the exception of safety valves; tank vents fully operational; fire extinguishing appliances and agents (hydrants, foam apparatus, sand) placed close to the pipeline joints. 5. Electrical equipment onboard is in good working order and in good repair; air lines of appropriate recognizable type. 6. No heaters are used; the exception are pump heaters and those used in the galley (to be placed in appropriate space). 7. Ship is adequately supplied with necessary anti sparking tools. 8. All spaces in the near vicinity of tank vents are closed and should have a continuous natural ventilation in all spaces liable to containing inflammable gas. 9. During loading/discharge operations qualified crew members keep watch on deck and the vessel's officer responsible for cargo handling operations and fire prevention is in the control room (pumping room). 10. There are appropriate ladders for safe boarding sufficiently lighted by night. 11. There are pilot ladders for safe boarding sufficiently lighted by night. 12. Loading arms are supported by wooden flooring. 13. There is compliance with the regulations forbidding smoking and open fires onboard. Port Operation Procedures: A ship shall be deemed to have entered the Port after it has dropped anchor at an anchorage, exhibited anchor signals or being safely berthed alongside. While the tanker is in the port, it shall carry sufficient number of deck and engine room crew member (of appropriate qualification and authorisation) to be determined by the Master, to ensure safe manoeuvering, shifting or salvage operation. Ship fire fighting appliances shall be fully operational and the ship ready to leave the berth and clear the port immediately. Tankers may stay in the port only during loading or discharging operations which should be conducted by appropriate terminal's facilities and while carrying out administrative formalities relating to departure, no more than 2 hours at no extra charge. Tankers staying in the port, conducting loading and discharge operations, are required to display, night and day, appropriate signals defined by the International Signal Code. A foreign flag ship may hoist a small or large code pennant in the port if so approved by the Harbour Master's Office. A ship may use the ship's whistle (siren) only on the basis of a previous approval obtained from the Harbour Master's Office, except in the case of emergency. No lowering of lifeboats, rescue boats, life rafts or other floating gear shall be allowed, either in the port or anchorage, without consent. Inert Gas: Cargo tanks shall be checked by the Concessionaire, Loading Master respectively, for the purpose of establishing oxygen content in the tanks. Before the cargo loading commences, all cargo tanks should be properly inerted so that oxygen content does not exceed 8% of the gas mixture volume. In case of a higher oxygen content, the ship will be required to vacate the berth and return to the anchorage to continue with inerting until the given values are attained. During tanker discharge operation, cargo tanks should be inerted to have an oxygen content below 8% and a constant positive pressure. If, because of the ship inert gas system not working properly, any of the tanks are found to have oxygen content in excess of 8%, the ship must immediately suspend the discharge operation and inform the Loading Master accordingly. No discharge operation shall take place until the failure of the inert gas system has been eliminated. No gas freeing, tank cleaning or deratting of the vessel should be carried out in the port.

Free pratique to be requested on arrival only. Ship Sanitation Control Exemption Certificate renewal is possible.

NOR is to be tendered between Mon-Thu 0800-1800hrs, Fri 0800-1400hrs.