• Port of Rijeka

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


General informations


Receives Panamax and Capsize ships. Coal and iron ore are being handled at the Rijeka Bakar ore/coal terminal, situated in the Bay of Bakar, some 8 NM ESE of Rijeka, and is an integral part of Rijeka port. One berth is available for discharging coal and iron ore named “Podbok Bakar”. Bakar coal & iron ore berth restrictions: Max permitted LOA: 300 m Max arrival draft (SW): 17,5 m Max beam: No restriction Air draft: No restriction Minimum available depth at berth: 18 m Max outreach of shore crane: 46 m Max distance wlttohc: 16 m Tide difference: 0,5 – 1,2 m Water density: 1.024-1.027 Berthing/unberthing: No restriction Key equipment at the terminal: pier gantry crane with grab bucket, continuous ship-unloader, continuous ship-loader, mobile storage bridge, transport tracks Annual capacity: 4,000,000 t One-time storage capacity: For fine iron ore 300,000 t For iron ore pellets 250,000 t For coal 120,000 t You can find more information at Port of Bakar.


Name of loading terminal at Rijeka is “INA–Srscica LPG terminal” which is accepting vessels with: Max LOA: 125 m. Max draft (SW): 9,50 m. Water density: 1.024-1.027 A berth is 68 m long with 10 m depth alongside and can accommodate vessels up to 4.500 DWT. The loading rate is approx. 200 t/hour through a 6" flexible hose. You can find more information at Port of Bakar.


The tanker terminal in Bakar is also an integrated part of the Rijeka port having four jetties for liquid manipulation. The name of the terminal is “INA-Bakar Oil Terminal” with the following restrictions: Max LOA: 200 m Max draft (SW): 9,5 m alongside Max draft (SW): 10,5 m when berthed by stern dropping both anchors Max DWT: 45.000 MT Water density: 1.024-1.027 Max beam: No restriction Air draft: No restriction You can find more information at Port of Bakar.


ADRIATIC GATE CONTAINER TERMINAL Situated in the eastern part of the Port of Rijeka HAVING: Berth 1 - mooring length 300 m, sea depth 11.7 m Berth 2 - mooring length 326 m, sea depth 14.88 m Annual capacity: 600 000 TEU Reception of post-Panamax size ships BIP station for phytosanitary inspection of goods Equipment installed at the terminal: - 2 Panamax container cranes - 2 post-Panamax cranes - 6 RTGs (rubber-tired gantry cranes) - 2 RMGs (rail-mounted gantry cranes)


Covered surface storage of 113.000 m2 for general cargo, 53.000 m2 for timber, open storage of 150.000 m2. Tanks for discharge of vegetable oil of 3.600 m3. A 57.000 t capacity silos for grain and soya storage with 5.000 t/day unloading rates. Phosphate terminal cap. 15.000 t.


Port of Rijeka can accommodate 35 ocean-going vessels and a number of smaller coasters. Rijeka port comprises of four basins:
1. Rijeka Basin: six piers, 2.545 m wharfage, 5 m to 12.80 m depth, for general cargo, phosphates, Frigo, grain and cereals, ore, etc.
2. Bakar Basin: average depth is 26 m, a bulk cargo terminal for discharging iron ore, bauxite and coal, also one berth for discharging general cargo, and oil refinery terminal for loading and discharging liquid products and gas.
3. Rasa Basin, consisting of Brsica timber terminal, 164 m long wharfage, 10 m depth.
4. Terminal Skrljevo.

Convenient shipyards for ships calling North part of Croatia are Viktor Lenac Shipyard and for small size vessels Mali Losinj Shipyard.

You can find more information at Croatian shipyards.

Port of Rijeka


Latitude: 45° 19′ N
Longitude: 14° 26′ E
British Admiralty Chart: 1996
Admiralty Pilot: 47
Time Zone: GMT +1 h
Locode: HR RJK

Port of Rijeka is well sheltered harbour with good and safe outside anchorage, situated in the Nort part of Adriatic. Breakwaters are 1.754 m and 420 m. Port entrance is 270 m wide. The width of entrance to Susak Basin is 43 m. Depth at port of Rijeka entrance is about 40 m, in mid-harbour 20 to 28 m, at quays 6 to 10 m. Bay of Bakar, 4.700 m long, 700 m wide, average depth 26 m, at entrance 44 m. Entrance to Bay of Bakar is 400 m wide. Max tidal range is 1,2 m.

Depth at port of Rijeka anchorage is from 30 to 50 m, muddy bottom. However, during NNE gales (in winter months) vessels could be forced to leave anchorage and seek shelter under the lee of the nearby island Krk.

Port of Rijeka harbour pilotage is compulsory for vessels over 500 GT. Pilots must be contacted on VHF CH 12/16.

Rijeka Radio call sign 9AR, 500 kHz., Radio telephone on 2 m band covering area of N Adriatic sea or by VHF CH 16.

West anchorage:
a) 45° 20,0’ N; 14° 22,7’ E
b) 45° 19,5’ N; 14° 24,6’ E
c) 45° 17,1’ N; 14° 21,3’ E
d) 45° 17,5’ N; 14° 20,0’ E

East anchorage:
a) 45° 19,3’ N; 14° 25,3’ E
b) 45° 18,4’ N; 14° 28,5’ E
c) 45° 15,1’ N; 14° 27,1’ E
d) 45° 16,4’ N; 14° 23,2’ E

Tankers and vessel carrying dangerous cargo may anchor inside the following area:
a) 45° 17,8’ N; 14° 28,2’ E
b) 45° 16,2’ N; 14° 31,9’ E
c) 45° 14,2’ N; 14° 29,4’ E
d) 45° 15,1’ N; 14° 27,1’ E

port of rijeka

Port of Rijeka

+385 51 317 473

VAT HR 53662363010



Get in touch with us!

    Web Design MymensinghPremium WordPress ThemesWeb Development

    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