lt

LITHUANIA

General

GENERAL

(See Plan)

GEO-POLITICAL:
Capital City: Vilnius.
Nationality: (noun) Lithuanian, (adjective) Lithuanian.
Population: 3,585,906.

COMMUNICATIONS:
International Direct Dial Code: 370.
Number of Internal Airports: 33.
Major Languages Spoken: Lithuanian (official) 82%, Russian 8%, Polish
5.6%, other and unspecified 4.4% (2001 census).

ECONOMY:
Currency: 1 Lithuanian Litas (LTL) of 100 Centas.
Main Industries: Metal-cutting machine tools, electric motors, television
sets, refrigerators and freezers, petroleum refining and shipbuilding.

ENVIRONMENT:
Territorial Sea: 12 n.m.
Coastline Extent: 99 km.
Climate: Transitional, between maritime and continental; wet, moderate
winters and summers.
Natural Resources: Peat, arable land and amber.
Terrain: Lowland, many scattered small lakes, fertile soil.

BUTINGE MARINE TERMINAL: 56␥ 03' N 20␥ 58' E
(See Plan)
OVERVIEW: The terminal is connected to the Polotsk-Mazeikiai oil
pipeline running from western Siberia and western Urals via Belarus.
The terminal consists of one CALM type SPM buoy located in a minimum
depth 20.0 m. at LAT. The SPM is supplied by a 36 in. ␺ 7.3 km. subsea
pipeline, connected to the PLEM (Pipe Line End Manifold), which is connected
with 2␺16 in. (406.4 mm.) subsea hoses to a CALM type SPM 856 Buoy.
Onshore at the terminal, there are 3␺50,000 tonnes capacity storage tanks
and a pumping station, total pipeline length from terminal to SPM, 9.8 km.
Also see ‘‘Developments’’.
LOCATION: Butinge Marine Terminal SPM No. 1 is located in position
Lat. 56␥ 02' 47.39" N, Long. 20␥ 57' 36.67" E, in the Baltic Sea. The terminal
control room is located ashore in position Lat. 56␥ 02' 46" N,
Long. 21␥ 02' 41" E.
The Lithuanian/Latvian border is situated 1 n.m. north of the SPM.
Position of Subsea Pipeline: The 7.3 km. ␺ 36 in. (914 mm.) subsea
pipeline is installed between the following positions:
Lat. 56␥ 03' 35.22" N, Long. 21␥ 04' 04.81" E
Lat. 56␥ 02' 47.17" N, Long. 20␥ 57' 36.45" E.
CHARTS: BA Charts No. 2231 and 2288.
DOCUMENTS: Customs: Customs clearance inward and outward will
be the responsibility of the ship’s Agent. Terminal dues will be paid by the
ship’s Agent. Loading will not commence until payment of dues has been
effected.
Lithuanian Coast Guard (Border Police) and occasionally a Lithuanian
Environmental Officer normally board the vessel with the ship’s Agent.
Vessel Inspection: A vessel inspection may be performed according to
SOLAS 74, MARPOL 73/78, STCW 78, LL 66 and TONNAGE 69, by the
Lithuanian Port State Control.
Notice of Readiness (NOR): NOR will be accepted provided the vessel
is in all respects ready to load, and subject to the following conditions:
a) The SPM is open (this decision shall be communicated to the Master
by the Loading Master).
b) I.
the vessel is secured to the SPM loading/discharging facility
ii. at the start of the nominated date, the vessel is anchored within the
anchorage awaiting a berth
or
iii. the vessel has arrived and anchored within the nominated loading
dates.
c) The vessel must arrive with all cargo tanks fully inerted. The oxygen
content should not be more than 8% by volume with tank atmosphere
being maintained at positive pressure.
Note: It should be borne in mind that acceptance of NOR is contingent upon
complete compliance with all the requirements of the Port Conditions and
Acceptance of Conditions of Use. Recommended that NOR is not presented
prior to 0600 hrs.
NOR will not be accepted if the vessel is unable to comply with the Terminal
Safety Check List.
ISPS COMPLIANCE: Port is compliant.
PFSO: Mazeikiu Nafta Marine Operations Department. Tel: +370 (46)
396491. Email: [email protected]
Eddie Wells / Piet van Spronsen. Mobile: +370 687 10574.
Arijus Skarbalius. Mobile: +370 698 46837.
Butinge Terminal: Alvydas Beliunas. Mobile: +370 687 75414.
MAX. SIZE: Draft 16.0 m. Vessels from 80,000 – 150,000 d.w.t., draft
16.0 m. and positively vetted may be accepted at the terminal.
The minimum size of vessel accepted at the terminal is 80,000 d.w.t.
Any vessel smaller than 80,000 d.w.t. will be judged on its own merits by
the Marine Operations Manager.
Also see ‘‘Agent’s Report’’ dated March 2001.
DENSITY: 1006.
RESTRICTIONS: The terminal only accepts segregated ballast tankers.
Ballast water must be North Sea or Baltic Sea water. Minimum under-keel
clearance 4.0 m.

Maximum Operating Conditions:
Action

Hook up to SPM
Moored to SPM/Cargo transfer
Stop cargo transfer, unmoor SPM
Embarking personnel on tanker

1726

Wind Speed
(knots)

Wave Height
(m.)

Less than 30
35
More than 35
25

2.5
3.0
3.0
2.0 – 2.5

In winter, ice formations may also interrupt or delay tanker loading
operations.
These are guidelines only and may be increased or reduced, having careful
regards to existing circumstances and conditions prevailing at the time.
These guidelines are also determined by experience and with due respect
for the safety of personnel, property and the environment.
The Loading Master in concert with the Marine Operations Manager are
the only persons vested with authority to declare the Butinge SPM Terminal
closed/open.
APPROACHES: Ship’s routing within the territorial waters of Lithuania
and to the Butinge Anchorage is defined by Klaipeda State Sea Port Authority,
via the Klaipeda Harbour Vessel Traffic Service (VTS).
Permission to proceed to the terminal will be given by the company’s
Loading Master. The ship’s movement to the SPM will also be monitored by
the Loading Master.
Klaipeda’s VTS shall be advised prior to movement to and from the SPM
by the Loading Master via the tanker’s Master.
Butinge Safety Zone: The Safety Zone comprises a sea area of 300 m.
either side of the pipeline and a circle with a radius of 500 m. around the
SPM, and located between the following co-ordinates:
Lat. 56␥ 02' 45.00" N, Long. 20␥ 57' 04.0" E
Lat. 56␥ 02' 59.22" N, Long. 20␥ 57' 52.8" E
Lat. 56␥ 03' 46.02" N, Long. 21␥ 04' 01.2" E
Lat. 56␥ 03' 23.22" N, Long. 21␥ 04' 04.8" E
Lat. 56␥ 02' 38.82" N, Long. 20␥ 58' 04.8" E
Butinge Exclusive Zone: The Marine Operations Manager, after having
consulted the Ministry of Transport, has extended the Exclusive Zone to a
circle with a total of 1,000 m. radius around the SPM and a total of 600 m.
either side of the pipeline.
The approximate co-ordinates are:
Lat. 56␥ 02' 42.0" N, Long. 20␥ 56' 30.0" E
Lat. 56␥ 03' 15.0" N, Long. 20␥ 58' 10.0" E
Lat. 56␥ 03' 55.0" N, Long. 21␥ 04' 07.0" E
Lat. 56␥ 03' 18.0" N, Long. 21␥ 04' 16.0" E
Lat. 56␥ 02' 37.0" N, Long. 21␥ 58' 28.0" E
Tanker Navigation Corridor: A tanker navigation corridor connects the
Butinge Anchorage and the Butinge Safety Zone, and comprises the area
between the following co-ordinates:
Lat. 55␥ 59' 43.60" N, Long. 20␥ 44' 28.81" E
Lat. 56␥ 03' 02.82" N, Long. 20␥ 57' 28.80" E
Lat. 56␥ 02' 30.41" N, Long. 20␥ 57' 46.81" E
Lat. 55␥ 59' 11.20" N, Long. 20␥ 44' 55.81" E
THIS TANKER NAVIGATION CORRIDOR IS NOT COMPULSORY FOR
BUTINGE TERMINAL BOUND TANKERS BUT FOR REFERENCE ONLY.
PILOTAGE: Compulsory for vessels approaching Butinge Marine
Terminal. Vessels should contact the Butinge Terminal control room at least
4 hours prior to arrival at the anchorage area. The Loading Master will board
the vessel within the Butinge Anchorage, and disembarks at the same location
upon completion of cargo transfer. The service is operated by the Klaipeda
State Sea Port Authority. A listening watch is maintained by Klaipeda Harbour
Radio listening on VHF Channel 16 and working on VHF Channel 9.
For
Pilot
services,
berthing/unberthing,
Pilot/Loading Master:
loading/discharging and ballasting/deballasting operations, the terminal has
its own Pilot/Berthing/Loading Master available, hereinafter referred to as the
Loading Master.
The terminal must be advised through Klaipeda Vessel Traffic Service
when the Loading Master has boarded.
Masters are reminded of the statutory requirements in respect of boarding
facilities for Pilots complying with the International Maritime Pilots’ Association
(IMPA). Tankers using the terminal are required to provide the Loading
Master, his assistant and surveyors (total min. four persons) with
accommodation and messing of a standard to that enjoyed by the vessel’s
officers.
Also see ‘‘Cargo Operations’’.
ANCHORAGES: The tanker anchorage comprises the area between the
following co-ordinates:
1) Lat. 55␥ 58' 41.2" N, Long. 20␥ 43' 22.81" E
2) Lat. 55␥ 59' 35.2" N, Long. 20␥ 46' 58.81" E
3) Lat. 55␥ 57' 48.0" N, Long. 20␥ 48' 36.00" E
4) Lat. 55␥ 56' 48.0" N, Long. 20␥ 44' 48.00" E
PRE-ARRIVAL INFORMATION: Arrival Notices: At the Butinge
Terminal, the Early Arrival and Early Departure Procedure (EDP) is in place.
Arrival Advice: Loading Master: By radio at least 4 hours prior to arrival at
the Butinge Anchorage. VHF contact to be established with the terminal on
VHF Channel 16 and working Channel 71.
Klaipeda Port Authority: Klaipeda Harbour Vessel Traffic Service (VTS) to
be advised on VHF Channels 9 and 16.
Company: By radio, fax or email, 5 days prior to arrival or immediately on
receipt of cargo transfer orders. Thereafter, 72 hours, 48 hours and 12 hours
ETAs to be given.
The terminal control room must be advised when the Loading Master has
boarded.
The initial ETA should contain information as detailed in the standard
messages given herein. Upon receipt of the ‘‘Offtake Tanker Questionnaire’’,
the tanker will be advised within 24 hours about Acceptance at the Butinge
SPM Terminal.
STANDARD MESSAGE TO CRUDE OIL TANKERS:
The following tanker details are required prior to acceptance to load or
discharge cargo at the Butinge SPM Terminal.
A legible copy of the forecastle plan, clearly showing the proposed lead
from the Panama fairlead, via the chain stopper, to the winch drum, MUST
accompany this questionnaire.
This plan must be endorsed with the company’s/ship’s stamp, dated and
signed by a person of authority to acknowledge that the plan is accurate and
all equipment shown is fully operational.
A completed copy of the plan and questionnaire MUST be sent by the
Master of the tanker.
General Particulars of Tanker: Please answer all questions.
1. (a) Name of Tanker:
(b) Vessel IMO (LRS) Number:
(c) Vessel MMSI number:
2. Flag and Port of Registry:

Readers are encouraged to send updates/additions (see p. xi for details)

Butinge Marine Terminal
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INMARSAT No.:
Owners:
Charterers (Current voyage):
Name of Master:
Captain:
Classification Society:
Is the vessel currently and for the duration of the voyage
a member of the International Tanker Owners Pollution
Federation Ltd.?
Does the vessel have a valid Civil Liability Convention
Certificate on board which may be inspected at the
terminal?
Does the vessel have the maximum (currently
$700 million) P&I Club Insurance for oil pollution liability
with a P&I Club within the International Group of P&I
Clubs?
Name of the P&I Club insuring the vessel:
Year vessel was built:
Is the Tanker an OBO?
If an OBO, please state type and date of last 3 cargoes:
Date of last dry dock:
Summer d.w.t./Re-measured Summer d.w.t.:
G.r.t.:
N.r.t.:
Engine size and type:
Is the vessel fitted with a bow thruster:
LOA:
Distance bow to manifold:
Distance bow to bridge:
Diameter of manifold lines (mm. or inches):
Does manifold equipment conform to OCIMF
guidelines?
Reducers and sizes carried:
Arrival draft. Trim MUST NOT exceed 3.0 m.:
Sailing draft:
Quantity of cargo to load/discharge in cu.m.:
Grade of cargo to discharge:
API and average temperature (Discharge only):
Quantity of free water to discharge:
Does AKD stopper conform to OCIMF guidelines and
is suitable to accept a 76 mm. chafe chain, SWL
200 tonnes?
Distance between bow fairlead and chain stoppers in
metres:
Closing time of manifold valves:
Are cargo tanks fully inerted?
Is oxygen level in cargo tanks less than 8% and H2S
level in cargo tanks less than 10 p.p.m.?
Maximum loading/discharging rate in cu.m./hr.:

LITHUANIA

Yes

No

Yes

No

Yes

No

Yes

No

Yes

No

Yes

No

When berthing to SPM, and if possible do so, provision is to be made to
haul pick-up line (attached to mooring chain) onto a mooring wire storage
drum. This will require the mooring wire usually stored in this position to be
removed from its normal position.
Pollution: Your attention is drawn to the serious view taken by port and
terminal authorities of pollution. Heavy fines are imposed to which is added
the cost of clean-up operations.
Please ensure that all crew members understand and comply with pollution
regulations. Principal pollution causes are leaking sea valves, overboard
discharge valves and cargo or bunker overflows.
We recommend sea valves, overboard discharges and bilge discharges
are checked tight. Prior arrival cargo and bunkering procedures should be
reviewed with the Chief Officer and Chief Engineer. All scuppers to be
plugged.
Please confirm acceptance of terminal Conditions of Use (not reproduced)
in the Butinge SPM Terminal Port Information Book.
ISPS: Declaration of Security (DOS) if required, will be signed by the
Mazeikiu Nafta Loading Master.
VHF: Call sign ‘‘Butinge Control’’, listening on Channel 16 and working on
Channel 71.
Station

Klaipeda Marine Rescue Co-Ordination Centre (MRCC):
Listening
Working
Butinge SPM Terminal:
Listening
Working
Loading Master
Control Room (terminal use)
Loading Operations (terminal use)

Channel

DSC 70
6, 72
16
71
1
3
1

VTS/RADAR: Klaipeda Port operates the Vessel Traffic Service on VHF
Channels 9 (working) and 16 (listening).
VHF communications between the Loading Master, the assisting tugs, the
crew of the tanker and the control room operators are recorded and kept
available for at least 72 hours after the vessel sails.
TUGS: It is a compulsory requirement that tugs are in attendance during
berthing and unberthing operations.
The tugs at the Butinge Terminal are Smit Sulawsi 73 tons bollard pull and
Tak 3, 25 tons bollard pull. It is compulsory that two tugs are in attendance
at all times at the terminal. They are operated by the Smit terminals.
MOORING: The vessel is required to have rigged and ready on the
forecastle head a good messenger line which will be passed to the line boat
to attach the SPM pick-up line.
Vessels are required to have an approved OCIMF tongue type chain
stopper (minimum 200 tons SWL).
Once on board, the Loading Master will proceed forward to check the tanker
mooring arrangements and will instruct the ship’s Chief Officer the way the
tanker is to be prepared for mooring to the SPM.
The tanker crew under the command of a responsible Deck Officer will
make all necessary preparations for berthing whilst the Loading Master
proceeds to the wheelhouse.
Ship’s personnel must be available to carry out mooring and hose handling
duties. The Loading Master will observe but will not supervise ship’s crew;
this is the vessel’s responsibility.

The Loading Master will organise a pre-berthing meeting with tanker Master
and his responsible Officers. In that meeting, the berthing and hose handling
operations will be discussed in detail.
Forward Panama or bow fairlead is required to have an opening of
600 mm. ␺ 450 mm., in order to accept 76 mm. mooring chain.
The MSP mooring system consists of one circular braided 100% nylon
single mooring hawser of 55 m. finished length and a circumference of 20 in.,
with a galvanised cast thimble spliced at each end. Minimum breaking load
of the single leg hawser is 590 tons.
The total hawser length is coated with polyurethane elastomer and fitted
with floats to provide extra buoyancy.
The hawser is connected to a special end link, in which the shackle of the
support buoy is positioned and a 76 mm. ORQ stud link chain at the SPM
end. At the shipboard end, the hawser has a 13.0 m. long ORQ 76 mm. stud
link chafing chain, which is connected by a ‘‘D’’ shackle to a 72 mm. diameter
polypropylene pick-up line 110 m. in length, which is the initial mooring line
picked up by the vessel.
Vessels moored to the SPM are required to keep a tug secured astern to
keep the mooring system under adequate tension.
The ship will provide this line, which should be at least 250 – 300 m. long
and preferably a floating line.
Smit towing brackets are not used.
Mooring Load Monitoring System: A mooring load monitoring system is
fitted on the SPM. Strain readings are available via the Loading Master of
the loading vessel. In adverse weather conditions, strain gauge readings will
assist in determining when a vessel should prepare to unberth.
Vessel Trim: Vessels must arrive at the company’s facilities with adequate
ballast compatible with safe handling during manoeuvring. It is recommended
that vessels arrive with the propeller submerged and a maximum trim of 3.0 m.
by the stern. Excessive trim or insufficient ballast could incur delay until such
time as an acceptable condition is reached.
Accommodation Ladder: An accommodation ladder with pilot ladder
combination (free of snow and ice) should be rigged aft of the manifold area
on either the port or starboard side with a pilot ladder rigged available for
immediate use on opposite side.
Approach to Single Point Mooring: Before any action, the Loading
Master will test all communications between the tanker, assisting tug, line
handler, tanker crew and Butinge Control Room.
Only after hose connection, the Ship/Shore Safety Check List will be
issued, checked and signed by the tanker Master before any further
operations take place.
The Loading Master will report preparations, pre-berthing and
loading/discharging formalities and inspections, including O2 content checks
of tanks by the cargo surveyor, to the Butinge Control Room.
The Loading Master, being the company’s representative, will also collect
the required signatures for the relevant cargo documents and sign these
documents ‘‘for and on behalf of the Company’’ or ‘‘for receipt only’’.
The approach to the SPM, as discussed and agreed with the tanker Master
in the pre-berthing meeting, is primarily governed by the prevailing winds and
tidal conditions.
Mooring Operations: Two vessels are utilised for mooring operations, one
vessel handling and passing the SPM pick-up line to the crew on the bow
of the tanker, whilst the second vessel holds the two floating hose strings
clear of the approaching tanker. During the operation, the crew is observed
by the Assistant Loading Master but directed by a ship’s officer.
During the approach, the tanker’s crew prepares a messenger line through
the centre lead, back to the shoulder and lowers this to just above the water
level.
The winches on board are tested and the chain stopper made ready for
connection to the SPM chafing chain.
The tanker is then safely manoeuvred under the advice of the Loading
Master towards the SPM.
The line boat runs out the pick-up line to its full length in readiness to pass
to the tanker. Once in a convenient position, the line boat will manoeuvre
towards the bow of the approaching tanker and attach the pick-up line to the
ship’s messenger line.
Once attached, the line boat will advise the Assistant Loading Master and
the ship’s crew will heave away.
The line boat stands by at the tanker’s bow and assists in advising the
Loading Master of the distance from the bow of the tanker to the SPM.
The tanker then manoeuvres slowly towards the SPM, heaving in the
pick-up line without putting any undue strain on the line. When the chafing
chain has passed inboard it is made fast and secured via the chain stopper.
The tanker is now safely moored.
One responsible crew member is then required to keep a continuous watch
on the relative distance and aspect of the SPM, advising the Loading Master
during the tanker’s stay at the SPM.
Unmooring Operations: Once the tanker’s wheelhouse equipment and
main engines are confirmed as being ready to use, the tug astern let go the
towline, which will be recovered by the tanker’s crew.
The line boat may proceed to a position to pick up the hose ends and tow
them clear of the tanker during the disconnection of the SPM.
Once ready, the Loading Master will take the strain of the mooring
assemblies by giving a short ahead movement on the tanker.
Meanwhile he advises the crew to let go by heaving on the pick-up line,
once the weight is off the chafe chain, the chain stopper is released and the
pick-up line paid out in a controlled way.
The tanker will then gradually back off from the SPM and proceed to the
Butinge Anchorage to await final instructions.
The terminal supplied equipment is passed back to the assisting tug.
The Loading Master will ensure that the following terminal documentation
has been received, understood and signed for by the tanker’s Master and
been witnessed by the Loading Master:
Ship/Shore Safety Check List
Notice of Readiness
Time Sheet
Ullage Report
Notice of Protest (as required)
Any other documentation as may be required by the buyer, seller, Butinge
Terminal, authorities, shipping agencies, independent surveyor(s), tanker’s
Master or third parties.

See guidelines on how to compile and submit information to us (page xi).

1727

LITHUANIA

Butinge Marine Terminal

The cargo samples of export tankers will be handed over to the tanker’s
Agent and will be sent by courier to the next discharge port for terminal’s
account.
In case the tanker is diverted to another port, one sample will remain at
the terminal.
Medical Emergencies: Terminal Operator and/or Shipping Agent to be
advised by radio and they will advise the Medical Centre.
HOSES: Ship’s derrick and manifolds are required to be prepared on the
port side. Ship’s derrick or crane to be of minimum 10 ton SWL.
All hose handling equipment is taken on board from the line boat using
the ship’s port side crane/derrick. Ship’s personnel must be available to carry
out mooring and hose handling duties.
The terminal hose connections consist of 2␺12 in. ANSI 150 flanges to
which are connected a lever operated butterfly valve and a Camlock quick
connector.
Vessels with manifold sizes other than ANSI 150 are required to provide
suitable adapters.
Hose Connection Operations: After the tanker is securely moored, the
line handler tows the ends of the floating hoses under the crane/derrick at
the tanker’s port side manifold.
The shorter hose string nearer the tanker is to be connected first, the longer
hose string is connected second and at a manifold connection aft of the
shorter hose.
The tanker crew lowers the lifting line and the line handler crew inserts the
hook into the hose lifting chain.
The hose is lifted up sufficiently to allow the disconnection of the hose
support buoy.
Inspect the hose lifting gear and hose for excessive wear, damage or poor
condition.
The hose is lifted sufficiently to allow the hose supporting chain to be
secured to the tanker and for the hose to be connected to the manifold.
The hose is lowered to transfer weight from crane/derrick to hose support
chain.
A snubbing rope is positioned around the hose and secured to the tanker.
The snubbing rope assists in connecting the hose to the manifold and limits
the movement of the hose caused by sea and swell.
The lightweight blind flange is removed from the hose end.
The hose is bent down and connected to the tanker manifold. A strop
connected to the derrick/crane can be used to adjust the bend radius of the
hose.
Fixed drip pans are (permanently) installed under the connection to the
manifold.
The tug, once free from standing by at the hose ends, is then directed to
the stern of the tanker and secured from the stern to a long, tanker supplied,
tow line, preferably a floating rope of polypropylene manufacture and kept
on stand-by in readiness to tow, should the tanker close in to the SPM.
The Butinge Control Room is advised by the Loading Master of times and
other required details along with estimated time of readiness to start the
loading/discharging.
Hose Disconnection Operations: After the cargo transfer, before
disconnection, the hoses must be depressurised, manifold lines closed, hoses
drained and butterfly valves closed.
The longer outer hose, connected to the aft portion of the manifold is
disconnected before the shorter inner hose. This is to prevent the hoses from
fouling when they are lowered into the water.
While disconnecting the hose from the manifold, secure a line around the
flange and secure the line to a convenient bit.
Close the butterfly valve at the end of the hose, disconnect the hose from
the manifold, attach the blind flange at the end of the hose.
Transfer crane/derrick hook to the pick-up chain.
Lift the hose vertically while slacking the securing line attached to the end
of the hose until the load is removed from the snubbing rope and securing
chain.
Disconnect the snubbing rope and hose supporting chain.
Lower the hose until the end is at the tanker rail, attach pick-up rope
arrangement to the hose.
A rope is passed through the pick-up arrangement and secured to the
tanker. This rope is to be used as a slip rope with the flange at tanker deck
level and disconnect crane/derrick hook.
Loading hoses to be slipped as soon as the tanker is disconnected.
The Loading Master may decide not to use the line handler during hose
disconnection.
If the line handler is not used, the tanker’s crew hangs the hoses off the
slip rope with the flange at tanker deck level and disconnects the crane/derrick
hook, then lowers the hoses in a controlled way into the water and
disconnects the slip rope from the tanker’s deck.
CARGO OPERATIONS: Loading Master: A Company Loading
Master and Assistant Loading Master will board vessels at the designated
anchorage or pilot boarding area. The Loading Master will remain on board
during the vessel’s stay at the SPM, and he will convey all communications
between the terminal and ship’s personnel throughout all loading/discharging
and deballasting operations.
The Loading Master will ensure that Masters of vessels are familiar with,
and strictly observe, all local regulations concerning the safety of operations
and pollution of the sea by oil while moored to the SPM.
Masters are reminded that the Loading Master must be provided with
boarding facilities complying with the internationally accepted standards for
Pilots. Vessels using the company’s facilities are required to provide the
Loading Master with accommodation and messing of a standard equivalent
to that enjoyed by the vessel’s officers.
Communications: Loading Masters will carry intrinsically safe company
communications equipment fitted with private frequencies.
Ship’s VHF must be available on marine frequencies at all times and also
ship’s whistle or siren for use in an emergency.
Loading Operations: The Loading Master organises a Pre-Cargo
Operations Meeting with the tanker’s Master and his responsible officers. In
that meeting, the different stages of cargo handling capacity will be discussed,
the maximum allowable rate and the Emergency Shut-Down Procedure
(ESD) explained. Safety matters are also an important part of this meeting.
Cargo handling will commence only after the Loading Master has advised
the Butinge Control Room that all is ready on board the tanker and that the
necessary valves are fully open and the tanker ready for the cargo transfer.

1728

Butinge Control Room is requested to open the sealine valve and
commence pumping at minimum rate, advising the Loading Master when
they have done so.
Once cargo is confirmed as being received on board the tanker or in the
onshore storage tanks, the tanker or the Control Room is then requested to
increase gradually to the required cargo handling rate.
Any and all changes of flow rate, including the stopping of cargo, are to
be advised via the Loading Master.
On completion of cargo transfer, the flow rate will be gradually decreased
until the flow rate is completely stopped when the required cargo is
transferred.
The Loading Master may then request the PLEM valves to be closed. Once
these are confirmed as closed, the ship’s manifolds can be closed and
disconnection of hoses by the crew commenced.
Loading Operations – Crude: All tankers are required to load the
required amount of cargo compatible with the safe operation of the ship,
including allowable draft prior to discharging any ballast. The amount loaded
should be at least similar to that of the ballast to be discharged, ensuring
that the vessel remains within the parameters mentioned.
Also see ‘‘Arrival’’.
Provided the vessel can maintain a satisfactory two valves separation on
board between crude and ballast systems, simultaneous operations will be
permitted.
Prior to loading/discharging, tankers on the SPM may be required to accept
the water content of the floating hose string either to:
a) a slop tank
b) a dirty ballast tank
c) an empty tank.
Tankers are reminded of the necessity of draining main oil loading lines
of water prior to loading/discharging.
Valve Operation Guidelines: The avoidance of excessive surge pressure
and subsequent damage to the environment and ship’s piping is the primary
focus of these guidelines to provide a common understanding of requirements
and to avoid unnecessary confusion and delays prior to loading (or
discharging).
Vessel Loading Operations: Oil being loaded shall be allowed to flow
unrestricted to tanks aboard the receiving vessel with controlled and selective
distribution via the ship’s distribution manifolds. The following guidelines shall
be followed if possible. Vessels are expected to advise the specific area with
which they cannot comply as soon as possible.
⌻ All vessel mainline valves required for loading shall be placed in the
open position prior to commencement of operations.
⌻ Vessel mainline valves shall only be closed under no-flow conditions.
Prior to closing, the Loading Master shall be notified, terminal pumps
requested to be stopped and flow confirmed stopped, before a
mainline valve is shut.
⌻ Mainline automatic valves shall be set for closing in 40 seconds or
longer and will be subject to the same closing procedures as other
mainline valves.
⌻ Distribution manifold valve(s) shall be fully open before a
corresponding valve on the same distribution manifold is closed.
Particular care shall be taken during topping off.
⌻ All 0.25 turn butterfly, wafer, ball or other such valves which are
required to be open (or closed) during loading and in the mainline
flow paths, or which can be isolated as a single in-line valve, shall be
locked or lashed open (or closed).
Vessel Discharge Operations: Oil being discharged from a vessel shall
be allowed to flow unrestricted with controlled and selective distribution to
storage tanks via the terminal distribution manifolds.
The following are guidelines:
⌻ Terminal and SPM valves required for receiving vessel-discharged oil
will be placed in the open position prior to or at the start of operations.
⌻ Terminal or PLEM mainline valves shall only be closed under no-flow
conditions. The discharging vessel control room shall be notified,
vessel pumps requested to be stopped and flow confirmed stopped,
before terminal mainline or PLEM valves are shut.
⌻ Terminal mainline automatic valves shall be set for closing in
60 seconds or more and will be subject to the same closing
procedures as other mainline valves. The PLEM valves can be shut
in 30 seconds, however PLEM valves will be shut only after vessel
pumps have been stopped.
⌻ Distribution manifold valve(s) shall be fully open on the same manifold
run before a corresponding valve on the same manifold is closed.
Particular care shall be taken during topping up tanks.
⌻ All 0.25 turn butterfly, wafer, ball or other such valves which are
required to be open (or closed) during discharge and receiving
operations and which are in the mainline flow path or which can be
isolated as a single in-line valve, shall be locked or lashed open (or
closed).
Loading Rate: Maximum loading rate, start of cargo operations
500 cu.m./hr., normal operations 5,700 cu.m./hr., depending on temperature
and viscosity of the cargo.
Discharge Operations – Crude: Particular attention is drawn to the trim
requirements and draft to ensure the vessel remains manoeuvrable at all
times.
Masters are advised that when loading ballast, at no time are the ballast
tanks to be overflowed.
Discharge Rate: Maximum discharge rate 5,000 cu.m./hr.
Crude Oil Washing (COW) may be permitted at the terminal, subject to
prior approval of the Loading Master, and always in compliance with ISGOTT
requirements.
Air Pollution: Tankers arriving at the Butinge Terminal having previously
carried a high H2S content cargo are required to purge their cargo tanks prior
to arrival. Such vessels shall confirm, via standard message reply, that the
cargo tanks’ atmosphere contain H2S levels below 10 p.p.m. (the operational
exposure limit in ISGOTT).
Vessels arriving with more than 10 p.p.m. will not be berthed, and vessels
found to have levels of more than 10 p.p.m. after berthing will be unberthed.
All delays and costs associated with this action will be attributed to the vessel.

Readers are encouraged to send updates/additions (see p. xi for details)

Butinge Marine Terminal
Vessels arriving at Butinge Terminal, whose previous cargo contained a
high H2S, should take the following action:
i) Inform the terminal of nature of previous cargo prior to arrival.
ii) Take all precautions to prevent high concentrations of H2S being
vented during loading.
These precautions should include:
a) crude oil washing of cargo tanks at discharge;
b) thorough purging of tanks prior to arrival.
The cargo tank gases to be vented should not exceed the operational
exposure limits (OEL) of H2S.
The terminal may test one or more tank atmospheres for H2S on arrival.
Where it has been established that H2S levels in tanks to be loaded exceed
10 p.p.m., the vessel will be required to vacate the berth to purge its tanks
to an acceptable H2S level.
During cargo operations, where vented tank gases cause a nuisance to
the surrounding area through H2S content, vessels may suffer delays when
loading rates are reduced or loading is stopped. Costs for any delays or
vessel movements as a result will be for vessel’s account.

Stability of Vessel During Liquid Transfer: The intact stability of
double hull tankers and other tanker designs, which are subject to significant
free surface effect during liquid transfer operations, require special
consideration.
The tanker’s Master shall ensure that whilst the tanker is moored she has
an initial metacentric height (GM) corrected for free surface, measuring at 0␥
heel, of not less than 0.15 m.
Appropriate operating methods and simple operating constructions should
implement existing stability information to ensure compliance with the above
requirement.
These operating methods and instructions should be prominently displayed
in the approved trim and stability booklet and at the cargo/ballast transfer
control station.

Shore Line Displacement Determination: Before commencement of
cargo transfer, the tanker’s Master has to nominate the minimum number of
tanks (depending on Ship’s Safety Stability requirements) to load or to
discharge cargo.
After the transfer of approximately 10,000 cu.m. of cargo, the ship’s
staff/surveyor’s company has to check the transferred quantity and has to
apply trim/list corrections, either by ship’s remote control (without interrupting
the cargo transfer operation) or by manual measurement (short interruption)
and inform the Loading Master.

Tank Washing and Gas Freeing: Tank washing and gas freeing of cargo
tanks, including inert gas purging, is not permitted without the written approval
of the Marine Operations Manager and Loading Master.
This may be granted subject to all safety, environmental and operational
requirements being complied with and in accordance with the provisions of
the International Safety Guide for Oil Tankers and Terminals.
Health and Environmental Hazards: A crude oil data sheet will be
issued, via the Loading Master, to every vessel loading at the Butinge SPM
Terminal. The tanker’s Master will issue a crude oil data sheet for tanker
off-loading at the terminal.
Masters are responsible for ensuring that the hazards associated with the
loading/discharging of the cargo, e.g. H2S, are brought to the attention of
crew members and that the data sheet is displayed at a suitable public
location prior to cargo transfer commencing.

Partly Laden Vessels: The Master will inform the terminal of the name
and nature of the part cargo on board.
If the part cargo has characteristics which indicate that a health hazard
exists, e.g. H2S, mercaptans, etc., then the Master will:
1. Isolate the venting system of tanks containing cargo from that of the
tanks to be loaded.
2. Ensure that the tanks to be loaded are not contaminated with gases
from the cargo on board.
3. Release gases from the part cargo only in emergency.
4. Gauge the tanks containing the part cargo using fixed equipment or
portable equipment in conjunction with approved vapour locks.
5. Sample the cargo on board using closed sampling devices in
conjunction with approved vapour locks.
Vessels in Ballast: The Master of a tanker whose previous cargo had
characteristics indicating that a health hazard may exist, e.g. H2S,
mercaptans, etc., will:
1. Take all precautions to prevent high concentrations of gases being
vented to atmosphere during loading/discharging. Precautions may
include Crude Oil Washing (COW) and the purging of all tanks prior
to arrival to ensure that levels of gas within the vessel’s tanks do not
exceed the Threshold Limit Value (TLV) under the United Kingdom
Control of Substances Harmful to Health (COSHH) Regulations, this
referred to as Occupational Exposure Standards (OES).
2. If any doubt exists whether an acceptable tank atmosphere has been
attained before the vessel berths, arrange for an independent chemist
to determine and issue a certificate which records the level of
contaminant in each tank.
3. Incur a delay in berthing when cargo tank atmospheres contain a
higher than acceptable level of contaminant gases.
4. If on arrival at the Butinge SPM Terminal, tank atmospheres are found
to contain higher than acceptable levels of contaminant gases as
defined above, the vessel will be required to vacate the berth.
Suspension of Cargo Transfer Operations: Cargo transfer operations
will be
a)
b)
c)
d)
e)

suspended in the following circumstances:
any radio communication failure between the terminal and the tanker
any requested stop by the tanker
any requested stop by the Loading Master
any stop desired by the terminal
any emergency situation concerning the terminal, tanker or ancillary
equipment
f) when weather parameters exceed safety limits

LITHUANIA
g) when, in the opinion of the Loading Master, a proper deck and cargo
watch is not being obtained
h) when there is a breach of terminal conditions
i) when, in the opinion of the Loading Master, the tanker is considered
to be in unsatisfactory ballast, loading/discharging condition.
Emergency Shut-Down (ESD): Vessel Loading Operations: ESDs during
a vessel loading operation will be initiated by:
The Loading Master (in the event of an offshore incident or condition).
The Loading Master will have the capability of initiating an ESD from the
Portable Unit (PU) which he carries on board. He can also initiate and ESD
via radio to the Butinge Control Room.
If the vessel requires loading to be stopped on an emergency or urgent
basis, the vessel shall request of the Loading Master that appropriate action
be taken based on the incident. The Loading Master will assess the situation
and initiate one of the following:
a) Initiate an ESD from offshore (Closing PLEM valves and confirming
action to allow tracking of the offshore and onshore ESD functions
by the Butinge Control Room).
b) Request via radio that an onshore ESD or urgent shut-down be
initiated, with loading pumps stopped and appropriate onshore valves
closed from the terminal control room. Control room advises Loading
Master when complete, Loading Master co-ordinates with tanker
control room.
c) The Butinge Control Room (if a terminal or onshore pipeline incident
or situation).
If the Butinge Terminal, pump stations, valve or metering stations
experience an ESD or urgent shut-down situation, the Butinge Control Room
may initiate an onshore ESD or urgent shut-down. If an ESD is initiated, the
Butinge Control Room will advise the Loading Master, who will co-ordinate
appropriate activities by the vessel control room.
If flow is stopped, the vessel will stand by awaiting resumption of
operations. Prior to resuming loading operations, the Loading Master will
co-ordinate start-up initialisation procedures with the Butinge Control Room
and vessel control rooms as if for start of loading operations, as above.
Prior to resuming loading, the Loading Master and vessel representatives
will again inspect and prepare the vessel and co-ordinate with the Butinge
Terminal Control Room as if for start-up and resumption of loading operations.
ESD – Vessel Discharge Operations: ESDs during a vessel discharge
operation will be initiated by:
The Vessel Control Room (if an emergency or urgent situation develops
on board the vessel).
The tanker control room will stop pumping and secure shipboard valves
as rapidly as possible. The tanker control room will advise the Loading Master
of the onboard situation requiring this action as soon as possible. The Loading
Master will co-ordinate communications with the Butinge Terminal Control
Room that discharge pumping has terminated and to recommend appropriate
actions.
The Loading Master in a floating hose, SPM or offshore pipeline situation
when first knowing of the situation with the floating hoses, SPM or offshore
pipeline which requires an ESD or urgent shut-down from the vessel, will first
contact the tanker control room and request an ESD of the tanker pumps
and valves consistent with securing the discharge of product in a safe and
controlled manner.
The Loading Master will immediately assess the situation, and depending
on the severity of the situation will determine whether or not to initiate an
ESD with the PU to close the PLEM valves. Before initiating the PU-ESD
the Loading Master will ascertain that the vessel pumps have been tripped,
at which time he may initiate and ESD to close the PLEM valves. Whatever
is done, the Loading Master will co-ordinate activities with the Butinge Control
Room and vessel control room.
If flow is stopped, the vessel will stand by awaiting advice that the situation
has cleared prior to resuming operations. The Loading Master will investigate
the situation and determine the appropriate course of action.
Prior to resuming discharge, the Loading Master will co-ordinate start-up
initialisation procedures with the Butinge Control Room and vessel control
rooms as if for start of discharge operations, as above. Prior to resuming
discharge operations, the Loading Master and vessel representatives will
again inspect and prepare the vessel and co-ordinate with the Butinge
Terminal Control Room for the start-up and resumption of discharge and
receiving operations.
Scuppers: Scupper plugs must be fitted and cemented in as necessary. In
the event of rain, action must be taken to prevent an accumulation of water
in the scuppers.
Documents and Bills of Lading: The terminal will prepare all the
necessary documentation required for the particular parcel or parcels loaded
on to or discharged from the vessel. Bills of Lading, Cargo Manifest, Quality
and Quantity Report, Certification of Origin are all computerised.
The Tanker Time Sheet will be completed by the Loading Master, and
Loading Report will be completed onboard by the Cargo Surveyor.
Notice of Readiness (NOR) must be signed by the Loading Master.
The cargo samples will be given to the tanker’s Agent for transport to the
tanker’s next port of call on terminal’s account, one sample to be kept at the
terminal in case the tanker has to divert to another port.
In order to safeguard the Butinge SPM Terminal’s interest, the Marine
Department has developed a number of letters which may be issued by the
Loading Master (Not reproduced).
Also see ‘‘Mooring – Unmooring Operations’’.

Early Departure Procedure:
a) The tanker’s Master shall be required to authorise his Agent to sign
any Bill of Lading on his behalf and may tender any Letter of Protest
to the Butinge Terminal by telex, fax, electronic mail directly or via
the Loading Master.
b) The loading hose shall be disconnected and the tanker unmoored.
c) The cargo loaded figure is computed initially by the terminal, with a
provisional density figure.
d) The API and figures for S&W shall be determined by the terminal
through laboratory analysis. The gross and net oil figures for cargo
loaded shall be calculated and passed to the tanker’s Master as soon
as possible after having received the information by modern means
of communication.

See guidelines on how to compile and submit information to us (page xi).

1729

LITHUANIA

Butinge Marine Terminal

e) The cargo surveyor will complete his calculations on board the tanker,
verify with the terminal figures. If not within limits, cargo surveyor will
recalculate figures until agreement is reached, and then return to the
terminal with the Loading Master and other personnel on board not
sailing with the tanker.
f) The tanker is then released from any obligations to the Butinge
Terminal and may commence her voyage.
g) The final gross and net oil figures will then be introduced to the Bill
of Lading in the designated section.
h) These figures shall then be sent to the Master for confirmation, who,
if in agreement, should then authorise his Agent to sign on his behalf.
The Authorities may always visit the tanker upon arrival and departure;
State Port Control inspections may be carried out at random.
Crew: Adequate shipboard personnel to be available for all operations and
any emergency situation. Masters are advised that crew members are
required for all mooring and hose connecting duties.
Fire on Board Ship: Fire on board will be notified immediately to the
terminal by the continuous sounding of the ship’s alarm bells accompanied
by a succession of long blasts on the vessel’s whistle.
Radio contact to be established with Butinge Terminal Operator at the
Control Room, who will summon the Emergency Centre on VHF
Channels 16/70 telephone and email.
The Marine Operations Manager is to be advised and will initiate
emergency procedures as required. All cargo operations will cease and the
vessel will prepare to vacate the berth immediately.
Ship’s personnel to fight fire with support from the Company’s tugs Smit
Sulawesi and Tak 3, that shall be directed by the Loading Master.
State of Readiness: Main engines and essential machinery must be
maintained in a state of readiness which will permit immediate unberthing in
an emergency situation. A vessel may be required to vacate the berth if the
Loading Master, after due consultation with the Marine Operations Manager
deems it necessary.
Repairs and Maintenance: No maintenance or repairs to be carried out
on the main engines or other essential machinery which will be required
should it be necessary to vacate the berth at short notice. No hot work
allowed.
Safety Precautions: The Master is responsible for the safety of the ship
while berthed within the Company’s installations. The company reserves the
right, in the event of continued or blatant disregard of Company procedures
on any vessel, to stop all operations and remove the vessel from the berth
until such time as the Owners or Charterers have taken remedial action which
is satisfactory to the terminal.
The Loading Master will complete a company’s Ship/Shore Safety Check
List in conjunction with the Master/Responsible Officer prior to
commencement of operations. Failure to comply with the requirements of the
Check List will result in a refusal to accept the vessel’s Notice of Readiness
until such time as the omissions have been rectified. Safety Check Lists are
completed in triplicate – one to be retained by the Loading Master, two to
be retained by the vessel, one of which is for presentation to the Harbour
Authority on request.
Emergency Procedures: Emergency signals in the event of a complete
communication failure will be as follows:
By Day: Continuous blasting of ship’s whistle accompanied by the hoisting
of two black balls in a conspicuous position, along with International Code
Signal Flag ‘‘K’’.
By Night: International Code Signal Flag ‘‘K’’, and Sound Light Signal ‘‘K’’.
Emergency VHF communication can be established via the assisting tug(s)
in the vicinity with either the terminal control room on the company’s private
frequencies or with Klaipeda Harbour Office on VHF Channels 9 and 16.
In the event of a failure of the normal communications procedures, all cargo
operations will cease until such time as an effective system has been
established.
BALLAST: Only Segregated Ballast Tankers (SBT) are accepted at the
Butinge SPM Terminal. Segregated ballast may be discharged overboard,
subject to the approval of the Butinge SPM Terminal’s Loading Master. Where
possible, segregated ballast will be visually inspected for quality prior to
discharge.
The Master will be required to give his written assurance that the discharge
of segregated ballast overboard will not result in pollution to the surrounding
environment. It is recommended to have Baltic Sea or North Sea ballast
water. Any deadfreight incurred will be to the vessel’s account and should
not be chargeable to the terminal.
Ballast discharge will be monitored and if contaminants are discovered,
vessels will be fined according to Lithuanian law.
POLLUTION: Accidental Spillage or Leakage: All oil spills and
leakages must be reported immediately to the Loading Master and Marine
Rescue Co-ordination Centre of the Klaipeda Harbour Authority. All
operations must be suspended until the cause of the spill/leakage has been
established and clean-up operations completed to the satisfaction of the
harbour authorities and terminal.
All costs involved in monitoring and clean-up of an oil spillage or leakage
will be attributed to the ship in addition to any fine which Authorities may
impose. Masters and Owners are advised that the Company reserves the
right to cease all operations and remove the vessel from the berth if, in the
terminal’s opinion, there is continued or blatant disregard of anti-pollution
requirements.
Any vessel involved in a pollution incident will be unberthed only during
daylight hours. In such events, the Company shall not be liable for any
demurrage, loss claims or demands resulting from or relative to any such
actions.
Contact the Marine Rescue Co-ordination Centre. Tel: +370 (46) 499670.
Fax: +370 (46) 499666. Email: [email protected]
WASTE DISPOSAL: No facilities.
SLOPS DISPOSAL: No facilities.
MEDICAL: Medical and dental services are available by arrangement
through the local Agent. Hospital facilities are available at Klaipeda and
Palanga.
FUEL: Not available.
STORING: The loading or off-loading of stores, provisions, drums or other
goods from the main tank deck is prohibited during cargo operations.
Under certain circumstances and with the express approval of the Loading
Master, stores may be worked on the poop during cargo operations.

1730

NEAREST DRY DOCK: See ‘‘Klaipeda’’.
REPAIRS: There are dry docking and other repair facilities available in
Klaipeda Port. There maximum draft inside Klaipeda Port is 14.5 m. Repairs
and other works should be co-ordinated with the Agent.
EMERGENCY RESPONSE CENTRE: Klaipeda Harbour Rescue
Co-ordination Centre (MRCC). Tel: +370 (46) 499670. Fax: +370 (46)
499677. VHF
Channel 16 (listening) and Channels 9/70 (working).
Email: [email protected]
TIME: GMT plus 2 hours in winter and GMT plus 3 hours in summer
(1 April – 1 October).
WEATHER/TIDES: Wind: The prevailing winds from the NW, west and
SW comprising about 43% of the winds observed. SE winds are more
frequent during the cold period from November to February. On the coast,
the average wind velocity is around 12 miles/hr., storm winds predominate
from September to January, while from May to June they are seldom
observed.
Ice: The moderate and warm winters (78% of the total winters) are typical
to the Baltic eastern coast. Cold winters comprise about 19% and extremely
cold winters 3%. During these periods, the ice belt may reach several hundred
meters, e.g. up to 800 m.
Waves and winds bring the drifting ice to the shore forming fast ice which
resembles a field of ice-hummock and over-thrust sometimes several
kilometers wide.
Sea Temperature: The average seawater temperature on the coast is
+8.4␥C, the absolute minimum temperature ␤0.3␥C, the absolute maximum
temperature +24.9␥C.
Currents: Wind induced currents are most common on the Lithuanian coast
and run parallel to the coast in a northerly direction with winds coming from
the west, SW, south and SE, whereas north, NW, east and NE winds
generally form south directed current streams.
Heavy storm induced currents may reach 4 knots.
Generally, the current sets anti-clockwise in the Baltic Sea and runs at a
speed of less than 0.3 knots parallel to the coast of Lithuania in a northerly
direction.
Tidal Range: The range is insignificant and varies between 0.3 – 0.6 m.
Refer to the Admiralty Pilot Book for the Baltic Region for detailed
information.
NEAREST AIRPORT: Palanga International Airport.
SHORE LEAVE: Not possible.
GENERAL: Lighting: Sufficient lighting must be provided in way of all
overboard discharge points to facilitate detection of leakage or spillage.
Adequate lighting must be provided on the tank deck and, in particular, in
way of vessel’s manifold.
Small Craft Alongside: Small craft are not permitted alongside vessels
moored to terminal facilities unless prior permission has been received from
the Loading Master.
DEVELOPMENTS: During the year 2003 – 2004, 2␺50,000 cu.m. crude
oil storage tanks will be added, complete with a transfer pumping station to
a 2.5 km. ␺ 36 in. (914 mm.) onshore pipeline.
AGENT’S REPORT: March 2001 (Updated 2003).
Location: The Butinge Marine Terminal is located in position Lat. 56␥ 03' N,
Long. 20␥ 58' E.
Max. Size: Min. 80,000 S.d.w.t., max. 150,000 S.d.w.t. and draft 17.0 m.
AUTHORITY: Klaipeda State Seaport, Janonio Str. 24,
LT 92251 Klaipeda, Lithuania. Tel: +370 (46) 499799, 499690.
FAX: +370 (46) 499777. Email: [email protected] Web: www.portofklaipeda.lt
Contact: Viktoras Lukosevicius, Harbour Master (Tel: +370 (46) 469688.
Email: [email protected]). Adomas Alekna, Deputy Harbour Master, Head of
VTS (Tel: +370 (46) 499636. Email: [email protected]).
Operator: Mazeikiu Nafta Butinge Oil Terminal, Pasventupio Kelias 21,
LT-00309 Palanga, Lithuania. Tel: +370 (46) 396420.
Mobile: +370 687 10574 (24 hours). FAX: +370 (46) 396429.
Email: [email protected] Web: www.nafta.lt Contact: Captain Eddie Wells,
Marine Operations Manager (Tel: +370 (46) 396491.
Mobile: +370 687 10574). Arijus Skarbalius, Assistant Marine Operations
Manager (Tel: +370 (46) 396491. Mobile: +370 698 46837).

KLAIPEDA: 55␥ 43' N 21␥ 07' E

(See Plan)

OVERVIEW: Multi-purpose, ice-free deep-water port open for navigation
all the year round. Port handles general, bulk and liquid cargoes. Annual
capacity 40 million tons.
LOCATION: A Baltic seaport, Klaipeda is situated on the west coast of
Lithuania, in a narrow strait called the Sea Channel, which connects the
Kursiu Marios (the Curonian Lagoon) with the Baltic Sea.
CHARTS: BA Charts No. 2276 and 2288.
PORT LIMITS: See ‘‘Charts’’.

DOCUMENTS:
3
2
5
5
1
5
2

Cargo Declarations
Crew Effects Declarations
Crew Lists
General Declarations
List of Ship’s Certificates (date of validity)
Passenger Lists
Ship’s Stores Declarations.
Certificates: All ship certificates required on every call.
ISPS COMPLIANCE: Port is compliant.
MAX. SIZE: LOA 270 m., draft 12.5 m., beam unlimited. Vessels with LOA
greater than this must obtain prior permission from the Harbour Master.
DENSITY: Fresh water (not affected by tide).
RESTRICTIONS: There are no restrictions for entry to the port.
Winds: During strong winds blowing from directions between SW and NW,
lying at Berths No. 1, 2, 3, 4, 5, 6 and 7 is dangerous due to strong waves
and surge. In this event vessels must proceed to sea.
In case of stormy weather or dense fog vessels wait at Outer Roads until
entering permitted by Harbour Master. In such cases vessels lying alongside
berth to be shifted to Inner Road.

Readers are encouraged to send updates/additions (see p. xi for details)

Klaipeda

LITHUANIA

BRIDGES: None.
ARRIVAL: A vessel in anchorage or at Sea Buoy No. 1 is considered to
be arrived. Details governing Notice of Readiness and commencement of
lay-time depend on charter party terms.
APPROACHES: The width of the approach channel to the port is 150 m.
and depth 14.5 m. Depths of the channel at a distance of 400 – 600 m. from
the entrance alongside the Sea Channel are subject to change due to sand
and mud brought down from the Kursiu Marios by the spring floods. The
entrance is protected by the northern and southern breakwaters.
The length of the fairway from the harbour entrance up to the
Kiaules-Nugara shoal at the entrance to the Kurshiu Marios is 4 n.m., width
varies from 180 – 300 m. and the depths are from 10.0 – 14.0 m. (MWL).
The drafts for vessels navigating along the Sea Channel are as follows:
12.5 m. from the entrance channel up to the Winter Harbour, further up to
the Stevedoring Company Bega 11.5 m., further up to Stevedoring Company
Klaipedos Smelte 11.5 m., ferry terminal and Western Ship Repair Yard
8.5 m.
PILOTAGE: A pilot boat usually meets a vessel at Light Buoy
No. 1 (Lat. 55␥ 44' N, Long. 21␥ 00' E). It flies the Pilot flag by day and lights
prescribed for a pilot boat by night.
Pilot’s watch is kept throughout 24 hours.
The Master of a vessel shall order a Pilot via the Agent in advance.
Tel: +370 (46) 499691, 499690.
DEEP SEA PILOTAGE: None at the port.
Also see ‘‘Baltic Deep Sea Pilotage’’.
ANCHORAGES: Anchorage can be obtained in the outer roads at
Receiving Light Buoy No. 1 (Lat. 55␥ 44' N, Long. 21␥ 00' E).
The outer roads anchorage for tankers is situated at a distance 3.5 n.m.
NW of Receiving Light Buoy No. 1. Depths 31.0 – 35.0 m.
The holding ground is sand and clay. Anchorage in the outer roads is not
safe during heavy seas caused by westerly winds.
PRATIQUE: Each vessel has to obtain free pratique on arrival. In case of
suspected disease or fever on board, the Master must inform the Agent to
receive instructions.
PRE-ARRIVAL INFORMATION: Report 120, 96, 24 and then
12 hours prior to arrival giving ETA, and immediately after departure from
last port advise about dangerous goods on board, characteristics of vessel,
gross capacity, number and measurement of hatches, tween-decks,
shelter-decks, description and quantity of cargo, stowage plan, heavy lifts,
items over 3 tons each especially indicated.
Day and night loading/discharging operation, Sundays and holidays
included.
VHF: Port radio station Klaipeda Radio operates throughout 24 hours on
the following channels:
Call Sign

Channel

Klaipeda Radio-5
Klaipeda Radio-32
Klaipeda Radio-2
Klaipeda Radio-31
Klaipeda Radio-8
Klaipeda Radio-12
Klaipeda Radio-42
Tak-1, Tak-2, Tak-3

Vessel Traffic Service
Port State Control
Klasco
Klaipedos Smelte
International Ferry Terminal
Port Dispatcher
Vakaru Laivu Remontas
Towage & Marine Assistance

16, 9
10
14
25
15
10
98
9

VTS/RADAR: Vessel traffic in the roads and harbours is governed by VTS
equipped with radar which gives all possible information for ensuring safe
pilotage. Tel: +370 (46) 499672, 499691. The Master may obtain port radar
service by VHF Channel 9, ‘‘Klaipeda Radio 5’’.
TUGS: Ordered by Pilot if necessary. Mooring and unmooring of large
sea-going vessels can be effected with tugs’ assistance only. Number of tugs
to be ordered depends on the weather conditions and can be agreed upon
between Master and Pilot. Master should order tugs by radio well in advance.
Ship’s or tug’s lines to be used.

BERTHING:
Berth
No.

Length
(m.)

Draft
(m.)

JSC Klaipedos Nafta Berths:
1
275
12.5
2
271
12.5
Cargo Terminal Berth:
3
250
12.5
Klasco Berths:
4
225
12.5
5
264
12.5
6
157
12.5
7
171
10.6 – 12.5
8
180
10.6 – 12.5
9
165
8.3 – 10.6
10
179
8.5
11
170
8.5
12
254
9.5
13
245
6.5 – 7.0
14
95
6.5
15
134
7.0
16, 17
130 (each)
7.0
18
133
6.5
Laivite Berths:
19
102
6.5
20
106
6.5
21
221
5.5
22
280
6.0
23
78
3.0
24
131
3.0
25
127
3.0
Klaipeda Shiprepair Berths:
27
84
3.5
28
52
8.5
29 – 32
57 (each)
8.5
33
61
8.5
34
65
6.0
35
55
6.0

Remarks

Berth
No.

Length
(m.)

Draft
(m.)

Remarks

36 – 38
55 (each)
5.5
40
60
4.5
42
36
Slip
43
49
2.0 – 4.0
44
49
4.5
45
42
5.0
46
39
5.5
47
83
5.0
52
41
3.5
53
39
3.3
54, 55
27 (each)
4.5
56
27
4.0
57
28
1.0
58
95
2.5
Baltija Shipbuilding Yard Berths:
59
74
5.5
60
290
5.0
61
53
0.5 – 4.0
62
380
5.0
63
72
1.5 – 5.5
64
138
1.5 – 4.5
65
164
5.2
65a
91
0.5 – 4.5
Bega Berths:
66
148
0.5
67
262
5.6 – 10.5
68
230
11.0
69
151
11.5
70
213
7.0 – 11.5
71
215
11.5
72
248
11.5
Smiltynes Perkela Berths:
73
142
6.0
74
90
2.5 – 4.0
75
36
2.5
76
148
2.5
77
59
4.0
78
59
3.6
79
100
0.5 – 2.5
Klaipeda Passenger and Cargo Terminal Berths:
80
143
8.5
81
175
Under construction
Klaipedos Smelte Berths:
82
183
Repair
83
44
Repair
84 – 87
50 (each)
Repair
88
61
Repair
89
50
Repair
90
50
6.3
91, 92
50 (each)
6.2
93
66
6.5
94, 95
100 (each)
7.5
96 – 98
100 (each)
7.7
99
106
7.7
100
92
7.5
101
107
11.5
102
100
11.5
103
100
11.5
104
118
11.5
105
91
Repair
106
120
Repair
SE Klaipeda State Seaport Authority Berths:
107
36
2.5
108
26
2.5
109, 110
24 (each)
3.5
111
27
3.5
112
21
3.5
113
23
2.0
114
43
2.5
115
18
3.0
116
57
3.0
117
53
2.5
Klaipedos Hidrotechnika Berth:
118
177
5.0 – 7.2
Lietuvisku Durpiu Krova Berths:
119
163
5.5
Under construction
120
70
6.0
Senoji Balkija Berths:
121
55
6.0
121a
46
0.5
122
50
4.0
122a
67
0.5
Small Fishing Vessels Berths:
123
98
5.5
124
105
6.3
125
105
5.5
126
126
1.0 – 6.3
Klaipeda Terminal Group:
127
165
4.0 – 8.0
127a
86
3.0
128
166
7.0 – 8.0
Western Ship Repair Yard Berths:
129
167
4.0
129a
123
Under construction
130
178
4.0 – 8.5
131
167
4.0 – 7.5
131a
147
Under construction
132
180
4.0 – 7.0
133
168
4.0 – 6.8
133a
147
Under construction
134
180
4.0 – 7.0

See guidelines on how to compile and submit information to us (page xi).

1731

LITHUANIA
Berth
No.

Klaipeda
Length
(m.)

Draft
(m.)

135
169
4.0 – 7.0
135a
148
136
180
4.0 – 6.8
137
166
4.0 – 6.5
137a
148
138
181
4.0 – 6.8
138a
50
139
345
1.8
140
175
8.5*
Malku Ilankos Terminalas Berths:
141
168
8.5
142
123
143
452
8.8
Ro-Ro Terminal Klasco Berths:
144
91
5.0
145
78
5.0
International Ferry Terminal:
146, 147
210 (each)
7.5
Lisco Baltic Service Berths:
148
57
5.0
149
220
7.5
150
145
7.5
Klaipeda Stevedoring Co (Klasco) Berths:
151
225
7.5
Smiltynes Perkela:
153
50
3.5
154
59
3.8
155
62
3.8
156
48
3.0

Remarks

Under construction
Under construction
Under construction

Repair

* No berthing at first 13.0 m.
Draft is corrected and confirmed by Harbour Master twice per year.
No specific requirements. Vessels allocated berth according to kind of
cargo to be loaded/discharged and their turn.
MOORING: 3 head/stern lines and 1 fore/aft spring depending on weather
conditions and berth. The ship can use anchor for berthing. Mooring boats
are not used for vessel’s mooring. There are shore mooring gangs in the
port.
BULK CARGO FACILITIES: See ‘‘Cargo Handling Facilities’’.
CONTAINER FACILITIES: Operators:
Klasco.
Tel: +370 (46)
399101.
Fax: +370 (46)
399066.
Email: [email protected]
Web: www.klasco.lt
Facilities: Located at Quays No. 04 – 18 and 142 – 151.
Capacity 150,000 TEU per year.
Length of the berths 450 m.
Depth 10.0 m.
Draft 8.5 m.
Containers storage area 70,000 sq.m. (for 7,500 conventional and
120 reefer containers).
Two STS cranes with lifting capacity 40 tons (30 containers per hour).
Two RTGs, height 20 m. (40 ton capacity).
Three Sisu terminal trucks.
One reach stacker.
Road and rail connections.
Klaipeda Terminal Group: Tel: +370 (46) 355311, 355218. Fax: +370 (46)
355495. Email: [email protected] Web: www.terminalas.lt
Terminal provides services to all main container carriage lines operating
in Klaipeda port, as well as DFDS ferry line to Fredericia and Copenhagen.
Capacity 130,000 TEU/p.a.
Berths: Four berths length 175 m. and one length 450 m. (to be increased
to 700 m.); draft 8.5 m. (to be increased to 10 m.).
Equipment: Portal, mobile, overhead and gantry cranes, container loaders,
electronic container cargo management system.
Facilities: Two Ro-Ro ramps, two rail lines to the berth with four branches,
reefer (to be increased to 480).
Storage: 12,000 sq.m. and 2,400 sq.m. (to be increased to 10,000 sq.m.).
CRUISE FACILITIES: Facilities available at Berths No. 28 – 37.
TANKER FACILITIES: Operators:
Klaipedos
Nafta
SC.
Tel: +370 (46)
391772.
Fax: +370 (46)
311399.
Email: [email protected]
Web: www.oil.lt
Kroviniu Terminalas JSC. Tel: +370 (46) 399166. Fax: +370 (46) 391751.
Email: [email protected] Web: www.terminal.lt
Facilities: Three berths. Max. draft 12.5 m. Shore ballast facilities.
Products handled:
Fuel oil – storage 60,000 cu.m.
Gas oil – storage 4,000 cu.m. (for bunkers only).
LPG/LNG FACILITIES: No facilities.
CRANES: Cranes of up to 40 tons capacity are operated along quayside
and by warehouses. There are also other cargo handling facilities including
floating cranes up to 50 tons.
Also see ‘‘Container Facilities’’.

CARGO HANDLING FACILITIES:
Storage: There are enclosed warehouses and concrete floor sheds.
Bega Berths: Operator: Bega Klaipeda Stevedoring Company.
Tel: +370 (46) 395500. Fax: +370 (46) 380384. Email: [email protected]
Web: www.bega.lt
Cargo Handling Equipment: Port, rail and forwarding services. Bega loads
and stores cargoes as follows.
Loading Rate (tons per day): Bulk fertilisers 30,000; liquid fertilisers 24,000;
aggregates 7,000; agribulks 5,000; timber, bagged and general cargo 5,000;
liquid foodstuffs 2,500; cement from railcars 2,000.
Storage: Bulk fertilisers 100,000 tons, liquid fertilisers 40,000 tons,
aggregates 50,000 tons, agribulks 20,000 cu.m., timber, bagged and general
cargo 30,000 sq.m. open grounds and 8,000 sq.m. warehouses, liquid
foodstuffs 2,500 tons.
Also see ‘‘Stevedores’’.

STEVEDORES: Stevedoring Companies:
Bega.
Tel: +370 (46)
395500.
Email: [email protected] Web: www.bega.lt

1732

Fax: +370 (46)

380384.

Klaipedos Smelte, JSSC. Tel: +370 (46) 496201. Fax: +370 (46) 496230.
Email: [email protected] Web: www.smelte.lt
Activities: Cargo handling, tug services, services rendered to vessels, other
logistics services (carriage, transshipment, transpalletising, repackage,
labelling, assortment, etc.), storage in open and closed sites, reefer.
Klaipeda Stevedoring Company (KLASCO) AB. Tel: +370 (46) 399101.
Fax: +370 (46) 399066. Email: [email protected] Web: www.klasco.lt
Activities: Cargo handling, forwarding, towage service, shipchandlery,
customs clearance, repairs of handling equipment.
Malku Ilankos Terminalas JSC. Tel: +370 (46) 300656. Fax: +370 (46)
300657.
WASTE DISPOSAL: Tel: +370 (46) 382256. Four small vessels
‘‘Fauna’’ 306 tons, ‘‘Flora’’ 417 tons, ‘‘Dituva’’ 300 tons, ‘‘Dane’’ 150 tons and
25 containers. Removal charges of waste oil disposal and garbage collected
from last port of call are included in port dues.
SLOPS DISPOSAL: Six small vessels available. Tel: +370 (46) 382256.
MEDICAL: Master to advise by radio prior to arrival whether medical
attendance required on board.
FRESH WATER: Most berths supplied from shore, otherwise barge.
FUEL: Deliveries only by bunker barge.
CHANDLERY: Provisions can be ordered via Agent.
STORING: See ‘‘Storing’’ on page xiv.
1. The vessel can be stored by truck but not by barge.
2. –
3. The trucks can proceed alongside the berth stores.
4. Forklift trucks can be used to handle stores.
5. Must receive customs permission regarding storing.
6. Shore cranes can be employed to assist with storing.
NEAREST DRY DOCK: Three floating docks, lifting capacity up to
27,000 tons.
REPAIRS: All kinds of repairs for vessels of 40,000 d.w.t. can be effected.
SURVEYORS: Several local companies available.
Classification Societies: Russian Maritime Register of Shipping (RS), Polski
Rejestr Statkow, Bureau Veritas Lit, Det Norske Veritas, Lloyd’s Register,
Germanischer Lloyd, Juru Laivybos Registras.
POLICE/AMBULANCE/FIRE: Emergency Tel: 112.
EMERGENCY RESPONSE CENTRE: Klaipeda MRCC (LYA).
Tel: +370 (46) 499669, 499670. Mobile: +370 616 36884. Fax: +370 (46)
499677. Email: [email protected]
FIRE PRECAUTIONS: It is prohibited to stay in port without performing
degassing of the cargo tanks, when oil products or other flammable
substances have been discharged.
GANGWAY/DECK WATCHMEN: Compulsory for gangway checking.
Guard net and life buoy required.
PIRACY: None reported.
STOWAWAYS: None reported.
TIME: GMT plus 2 hours in winter and GMT plus 3 hours in summer (1 April
to 1 October).
LOCAL HOLIDAYS: 1 January (New Year’s Day); 16 February
(Independence Day); 11 March (Day of Restoration of Independence);
Easter; 1 May (May Day); 24 June (Midsummer Day); 6 July (State Day);
15 August (Feast of the Assumption); 1 November (All Saints’ Day);
25/26 December (Christmas).
WEATHER/TIDES: Tides: The water level usually begins to rise
suddenly. It rises very quickly but lasts for a very short period of time. The
max. difference between high and low level is usually observed in autumn
and winter.
Sometimes the changes in the water level can be caused by the
considerable variation in atmospheric pressure (‘‘Seish’’ effect).
Wind: There are periodical alterations in the water level, chiefly due to the
effects of the wind. In general, strong westerly, northerly, NW and sometimes
SW winds raise the water and southerly and easterly winds lower it.
DELAYS: Delays can often be expected due to weather conditions (west,
NW’ly winds).
CONSULS: Finland, Latvia, Poland, Russia, Sweden, Ukraine and UK.
TELEPHONES: May be arranged on board.
NEAREST AIRPORT: Palanga International Airport, 30 km.
BANKS: DnB Nord Bankas. Tel: +370 (46) 404178
Hansa Bankas. Tel: 1633
Lietuvos Bankas. Tel: +370 (46) 312652
SEB Vilniaus Bankas. Tel: 1528
Ukio Bankas. Tel: +370 (46) 397922.
Each
crew
member
allowed
CUSTOMS ALLOWANCES:
200 cigarettes or 250 grams tobacco, 1 litre spirits, 2 litres wine and 3 litres
beer.
SHORE LEAVE: Crew members allowed ashore with Seaman’s Book.
REPATRIATION: No facilities for crew changes. Arranging any necessary
repatriation at Master’s request effected by Immigration Authorities.
IDENTIFICATION CARDS: Seaman’s Book sufficient.
SEAMAN’S CLUBS: Seaman’s Center. Agluonos 5, Klaipeda,
Lithuania. Tel: +370 (46) 300883. Mobile: +370 656 33760. Facilities: Bar,
cheap telephone calls, free of charge internet site, table tennis, body builders.
Working hours: Daily 1400 – 2300.
Seaman’s Club, Sankryzhos 7, Klaipeda, Lithuania. Tel: +370 (46) 499662,
310840. Facilities: Bar, currency exchange office, duty-free souvenir shop,
library, sightseeing tours of the town/out of town, tickets for performances,
concerts, movies, football, basketball, table tennis and other indoor and
outdoor sports games.
The Seaman’s Club opens daily from 1630 – 0030 hrs.
DEVELOPMENTS: Under Construction: Container terminal, terminal
for refrigerated cargoes.
AGENCY: See Web: www.portofklaipeda.lt
AUTHORITY: Klaipeda State Seaport Authority, J Janonio Street 24,
LT 92251 Klaipeda, Lithuania. Tel: +370 (46) 499600, 499799.
FAX: +370 (46) 499777. Email: [email protected] Web: www.portofklaipeda.lt
Contact: Sigitas Dobiliskas, Director General. Viktoras Lukosevicius,
Harbour Master (Tel: +370 (46) 499688, 499690. Fax: +370 (46) 499666.
Email: [email protected]).

Readers are encouraged to send updates/additions (see p. xi for details)