The full name of the terminal is Special-purpose port – LNG Terminal Industrial Port, Omisalj-Njivice
The capacity of LNGC capable of berthing at the terminal – 3,500 cbm to 265,000 cbm
Total LNG storage capacity – 140,206 m3
Maximum transfer capacity from LNGC – 8,000 cbm/h
Nominal transfer capacity from LNG terminal to LNG vessel – 1,500 cbm/h
Maximum LNG regasification capacity (limited by gas transmission system capacity) – 300,000 cbm/h – 2,6 bcm/annually
The LNG terminal, with the selected FSRU vessel, can accept all LNGC, with a capacity between 3,500 cbm and 265,000 cbm which represent the total global fleet of LNGC vessels.
Pursuant to Article 49 Paragraph 1 of the Rules of operation, the allowed laytime for a standard cargo volume is 30 consecutive hours, and in the case where the volume of LNG being transferred is not a standard cargo volume, the operator and terminal user arrange longer or shorter allowed laytime, depending on the cargo volume.
The discharge rate from LNGC to FSRU is a minimum of 8.000 cbm/h. Administration and security protocols will take approximately 4 hours. During discharge, FSRU can regasify LNG on a maximum regas rate of 300.000 cbm/h. During the discharge, a minimum regas rate of 60.000 cbm/h should be nominated by Terminal User. According to Article 49. of Rules of Operation the allowed laytime for the standard cargo lot is 30 consecutive hours, and if the amount of LNG discharged is not a standard cargo lot, the Operator and the Terminal User shall agree on a longer or shorter allowed laytime, depending on the amount of cargo.
The terminal can accommodate vessels from 3.500 to 265.000 cbm, meaning that Q-Max and Q-Flex vessels as well as small-scale feeder vessels can be accommodated on Terminal.
Partial cargo discharge from the vessel is allowed. Accommodation of vessels with cargo amounts smaller than vessel gross capacity is allowed.
Standard size cargo can be discharged from LNGC to FSRU in 17,5 hours, including administration and security protocols it will take approximately 21,5 hours in total.
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
tainer 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