• Port of Sibenik

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


General informations


Terminal for importing bulk cargo: Berths 21 & 22. / Terminal capacity 1.000.000 T/year / Length of the quay Dobrika: 240 m / Quay depth: 9,80 m / DWT: 30.000 / Unloading capacity 400 T/h ship unloader Siwertell – track transport, crane length 24 m, vertical height – 17m / Cement elevator with capacity 5.000 mt per day. Maximum draft is 9,75 m. / Maximum LOA 200 m. // Terminal for exporting bulk cargo Annual capacity: 400 000 T Name of Quay: Rogač I Length: 250 m Maximum LOA: 220,00 Maximum draft: 10 m Maximum beam: 25 m DWT: 30 000 T Loading capacity: 150 T/h 2 articulated transporters for ships up to 5000 tonnes. 2 wharf cranes with mobile baskets for cargo loading 2 x 7 tonnes (300 T/h) Transport system – mobile transporters, capacity 200 T/h Storage capacity 2x2500 m2 – flat floor Unloading of the warehouse – classical loader – capacity 250 T/h


CRUDE PHOSPHATE TRANSHIPMENT TERMINAL Terminal capacity 1,000,000 T/year The length of the coast of Dobrik is 240 m The depth of the shore is 9.80 m Ship size 30,000 DWT Unloading capacity 400 T/h ship unloader Siwertell - screw transport, boom length 24 m, vertical height - 17 m


105 000 tonnes for separated cargo or 120 000 tonnes for the homogenous cargo. The warehouse has five separate boxes for 15 000 tonnes each and one for 30 000 tonnes of cargo.


Well sheltered harbour. Entrance through a channel 2.2 km long. Berthing Quays, 1625 m, depth 5.20-10 m. On the NE of Vurnaza Bay is timber loading Quay Šipad 294 m long with 5-8 m alongside.

– In the North part of Klobusak Bay is the Rogac Quay, 432 m long, 7-10m depth alongside. 2/7 t and 3/5 t cranes. Hydrants for fresh water supply.
– On the North coast of Dobrika Bay is Gat Vrulje Quay. It is trapezoidal and is used for loading ore, general cargoes, bags cargoes and bulk cargoes. The head of the quay has a length of 113 m with a depth of 7,2 m alongside, the SE side of the quay has a length of 132 m with a depth of 9 m alongside. The NW side of the quay (RO-RO pier) has a length of 90 m with depths of 7-7,2 m alongside. The quay is provided with hydrants for water supply.

– From Gat Vrulje to inner bay is Dobrika Quay, 240 m long with a depth of 9,8 m alongside. Equipped with 1/400 t cap unloader for Phosphates.
– In NW part of harbour there is Crnica Pier 120 m long with depth of 5 m alongside.
– Obala Hrvatske mornarice quay 444 m long with depths from 3-3,5 m (10-18′) for yachts.

Transport system:
Rubber transporters – capacity
500 T/h ship line
300 T/h warehouse line

Unloading of the storage area
Half gantry material scraper with capacity of 300 T/h

Loading station
Wagon loading – loading station with 2 gauges and two scales
Capacity – 7000 T/day
Possibility of loading of different cargos on both gauges at the same time (ship line and warehouse line)
Gauge scales
Scales are electromechanical.
Maximum loading capacity 80 T, accuracy 12,5 kg.
Two bridges on each scale (possibility of measurement of axis pressure).
Possibility of loading of all types of railway wagons (loading from the top or from the side).
The wagons are loaded without being separated with loosened hooks.
Railway gauges
2 gauges, 600 m long each
Forming of the train on the terminal gauges
System management
Terminal activities are performed automatically with the control over all transport systems of unloading the ship,
loading the storage area and direct and indirect loading of wagons.
Referential cargos
Phosphate, KCL, DAP, MAP
Environment protection
Transshipping system is completely closed. All places of cargo loading are covered with the degusting system.

port of sibenik


Latitude: 43° 44′ N
Longitude: 15° 54′ E
Admiralty Chart: 1561
Admiralty Pilot: 47
Time Zone: GMT + 1 h

Approach to port of Sibenik
Through Dvainka passage, minimum depth 23 m. All vessels over 50 GT must apply for permission to enter the Sv. Ante channel. Vessel may enter channel only when they receive authorisation by one green light on signalling station Jadria, VHF Channel 71. Same regulation apply for leaving the port on signal station Rt Turanj.

Port of Sibenik anchorage
Anchorage position: 43°38’3 N – 15°54’4 E Anchorage between Prvic Island and the mainland for small ships only. Temporary anchorage for Cruisers disembarking PAX on tenders during daylight at 43°42′ N – 15°5′ E.

Sibenik port pilotage
Pilotage is compulsory for all vessels over 500 GT.
Pilot boarding position is 43°41,5′ N – 15°52,1′ E.

Port of Sibenik weather
NW prevailing winds during summer and NE & SE during other seasons.
Tide: around 0,60 m.

Port of Sibenik general restrictions
Maximum DWT: 30.000.
Maximum LOA: 220 m.
Maximum draft: 10 m.

Garbage disposal
Garbage collection is compulsory.
Bunker supply
Diesel oil and Gas oil delivery are available in small quantities and with advance notice.
ISSA members are available.
“Remontno brodogradiliste” (NCP – Nautički centar Primosten).
There is one dock with capacity for vessels up to 1.500 DWT.

Referential cargo:
KAN, UREA, NPK, cereals
Unloading of wagons:
Loading platform for special wagons with side openings.
Capacity: 150 T/h
Railway gauges
Gauge R4 is used for terminal necessities (gauge length 300 m)
Packing terminals
Packing capacity: 20 T/h
Bag size: 50 kg
Possibility of loading a lorry while the packing terminal is working.

+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