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Libyan Ports

Ras Lanouf

Ras Lanouf Port

Location: Ras Lanuf is a point on the N Coast of Africa in the Gulf of Sidrah or Sirte.
General overview: Ras Lanuf (Sirtica Terminal) is an offshore oil export terminal in the Gulf of Sidra, consisting of 2 conventional buoy berths (CBM's) and 2 SPM's. Plans are being finalised for its development into a major port.
Traffic figures: Approx 300 vessels are handled annually.
Load Line zone: Summer.
Max size: Largest vessel handled: Approx 255,000dwt.

ETA should be sent to Veba Oil Operations via Telex: 20260LY or 20892LY, 72 hours, 48 hours, 24 hours and 12 hours prior to arrival or at any time a change of one hour in original ETA occurs. Vessel should contact Ras Lanuf via VHF Ch 16 and advise exact ETA, 4 hours prior to arrival. All messages should specify whether ETA is given in GMT or local time. Libyan time is GMT +2 hours.

 The first message given should include the following:
2.Last port of call
3.If any sickness on board 
4. If vessel has clean Bill of Health 
5. Cargo quantity and grades expected to be lifted in net barrels at 60F or long tons
6.That the last discharge certificate covering the last Libyan cargo is onboard, properly completed and whether this cargo was discharged at the port indicated on the discharge certificate. 

The 12 hour message should include definite indications as to whether or not vessel is ready to load.

 Tankships should have the following ready:
1. Windlass, port and starboard bow anchors;
2.After mooring, winches and or capstans; a min of 8 good manila or synthetic lines of 220m in length each with suitable stoppers; chain stoppers for 5in circumference shore preventer wires.
3.Hose lifting winch, derrick and gear, including bolts, spanners and wrenches for connecting hoses.


VHF: The Terminal Oil Movements Control Centre keeps continuous watch on Ch 16, 14 and 11. Vessels approaching the terminal should make contact on Ch 16, 3-4 hours prior to arrival. Upon contact the vessel will be requested to switch to Ch 14 or 11. This channel will also be used by Terminal Marine Section for internal use and tanker mooring control.
 Ch 11 is reserved for communications between ships in mooring and Terminal Oil Movements Control Centre and should only be used for general purposes after obtaining clearance from oil movements control on Ch 16. This is a safety measure, since oil flow to ships is controlled through Ch 11 and therefore it must be clear at all times in case of the need to stop oil flow for any reason. Ch 16 is for calling and safety use only.
 In case of failure of radio and/or radio telephone communications, daylight lamp signalling may be used with the control centre of the terminal administration building located on top of the ridge WSW of Ras Lanuf.
 Company Mooring Master will have sole control of radio communications during the period a vessel is manoeuvring or moored in a berth. No radio transmissions will be permitted on board ship except by the express permission of the Mooring Master. Only the Mooring Master may transmit on Ch 11 and 14, during the period he is on board. He will have a VHF Radio Telephone.
 Health regulations: The vessel should have a clean Bill of Health or equivalent document from the last port of call. The vessel's Master and all members of the crew should possess International Certificates of Health showing a valid Smallpox Vaccination Certificate.
 Customs and immigration: Libyan Customs and Immigration Officials will board the vessel as soon as possible after arrival to give inward clearance and pratique services. Libyan Government Regulations are strictly enforced.

Customs will require the following:



1. Crew List 4
2. Crew Declaration of personal belongings 1
3.StoresList 2
4. Passenger List 1

Crew Lists and Crew Declaration of personal belongings must be on the approved Libyan Government documents. Vessels are advised on their initial visit to the terminal to obtain sufficient forms for future visits.

The following are also required:



1. Cargo Manifests for Ras Lanuf discharge 6
2.Cargo Manifest for transit cargo with a summary 1
3. Passenger Manifest 1

 Clearance from the last port of call will be required by the Government Authorities.
 According to the Libyan "Boycott of Israel" Law, it is considered to be a violation for any vessel calling at Libyan terminals or ports to have on board any item whatsoever of Israeli origin regardless of the country from which it was actually obtained. This law is strictly enforced and the min penalties will probably include a fine and confiscation of all such items.

Flags: During loading or unloading the international code flag "B" shall be displayed in accordance with the International Code Signal agreement.
Notices of readiness: Insufficient or inaccurate ETA messages may alter the order of berthing of ships to the advantage of those ships giving sufficient and accurate ETA messages.
Acceptance of NOR will also be affected by such insufficiency or inaccuracy.
 No ballast will be allowed to be discharged from any tank that oil is to be loaded into. Only completely segregated ballast will be allowed to be discharged.
 Any vessel rejected due to dirty ballast or for causing sea pollution will automatically nullify its NOR and will lose any priority of position for loading.
 The company will make every effort to load vessels upon arrival or as soon as a berth is available, if weather conditions permit.
NOR will not be accepted at time of arrival unless the vessel is in all respects ready to load. Arrival time will be taken as the time Pilot/Mooring Master boards if the vessel is berthing on arrival, or the anchorage time, not EOP time.
General notices & regulations: The most essential requirements to be met by tankers lifting oil at the Sirtica Terminal, Ras Lanuf, Libya are as follows:
1.No dirty ballast, (refer to information in section Ballast/slop reception);
2.By Libyan law, no stores, foodstuffs or goods whatsoever of Israeli origin may be on board any ship calling at Ras Lanuf.
Penalties: Fine, confiscation of goods and possibly more, the Libyan Government strictly enforces this law.
Inert Gas: All vessels shall have their cargo tanks in the inerted condition prior to berthing.
The berthing pilot shall check the contents of the tanks using ship's equipment. If the oxygen content of the tank exceeds 8% by volume, the vessel shall not be berthed until the oxygen content of all tanks reaches the requirements.
Age of vessels: Any vessel over 20 years of age may, in accordance with Libyan Maritime Law, be rejected.

Tenders by vessels to load crude oil cargo will be normally accepted and berths assigned to vessels in chronological order of arrival provided such vessels have current nomination for cargo valid at the time of tender, carry clean ballast, if any, and have cargo tanks in a fit condition to receive cargo. Also they must be in all respects properly equipped and ready to moor. Should berthing be delayed on account of bad weather, vessels will keep their position in line unless terminal storage warrants bringing in larger ships first, to bring storage tanks back to a safe level.
 Vessels required to leave the area due to bad weather should keep in contact with the terminal via the company, on VHF Ch 16, in order that they may be available to resume terminal operations, when the weather is fit.
 The Company reserves the right to load vessels out of turn following the return of good weather, to the extent that such loading out of turn does not materially delay the loading of other vessels in line. Further the Company reserves the right to decline to moor a specific vessel if its condition or facilities are unsafe for mooring or loading even though the terminal may be open to other vessels.
 The Company Marine Superintendent's decision on the above will be final.

Sea buoys, fairways and channels: The port is approached through the Approach Reporting Point and the harbour is entered from the E through a dredged channel.
Pilot: Compulsory. Pilot is provided by the oil company who remains with the vessel during the whole port turn-around.
Mooring Masters will meet ships in vicinity of the sea buoy, if under way, or suggested anchorage area if at anchor.


The anchorage area is 0.5nm radius centred on position 3033.9'N  018 36.3'E.
Tidal range and flow: Tides are minimal, the largest observed in recent years being approx 45cm but more commonly 25cm. Currents are not predictable but appear to be greatly influenced by wind direction. Currents vary in strength from 1-3kn and persist for 12 to 24 hours after the wind ceases.
Dock density: 1027.
Weather: Prevailing winds: NW'ly to NE'ly.
 Local winds known as "ghiblis" of up to 45kn from SE to SW are frequent throughout much of the year. Visibility is reduced on these occasions by sand haze.
 Winds of up to 70kn have been recorded in the vicinity of the terminal in recent years. Winds in the area are generally unpredictable in direction or force and precautions are necessary to avoid difficulties.
Principal navigation aids:

A radio beacon with station identification "VR" transmitting on 385kHz is located in approx 3030'N  01831.8'E. This beacon was installed primarily for use of aircraft but has been clearly received by vessels at sea.
 A radio transmitter building with, immediately adjacent, one antennae tower 30.5m tall and painted from top to bottom in 4 x 7.6m width bands coloured red, white, red, white is located in position approx 3031'N  01830.5'E. The tower is surmounted by a fixed, red air warning light. Elevation of the building is 9.1m above sea level. The red light is 39.6m above sea level. This building is NW of the terminal buildings.
 A radio receiver building, with immediately adjacent two antennae towers, each 30.5m tall and painted from top to bottom in 4 x 7.6m width bands coloured red, white, red, white is located in position approx 3030.0'N  01833.2'E. Each tower is surmounted by a fixed red air warning light. Elevation of this building is 12.2m above sea level with the red lights 45.4m above sea level. This building is SE of the terminal.
 A terminal seabuoy, coloured white with white flashing light (Fl W 5s) is located in position approx 3033.9'N  01834.6'E. Vessels in the vicinity should not navigate or anchor inshore of a bearing 280 and 130 from this buoy.
A Fairway Channel Entrance Buoy, (Fl W 2s) is located in a position, approx 3030.8'N  01837.7'E.
 A channel buoy, (Fl R 5s) is located in a position approx 3030.3'N  01836.3'E.
 North Breakwater Light, (Oc G (2) 10s), is located in a position approx 3030.6'N  01835.7'E.
 East Breakwater Light, (Oc R (2) 10s), is located in a position approx 3030.5'N  01835.4'E.
 A rear range light, with a fixed green light, is located in a position approx 3030.9'N  01834.1'E.
 A front range light, with a fixed green light is located in a position approx 3030.9'N  01834.3'E.
 An unlit spar target buoy, white, is located in a position approx 3031.2'N  01835.3'E.
 An unlit spar target buoy, white is located in a position approx 3031'N  01835.6'E.
 The mooring area has been swept to a depth of 22.8m in Berths No 1 and 2 and 29.3m in Berths No 3 and 4. A suggested anchorage area is within 914m radius of 3033.4'N  01836.3'E in approx 27.4m of water.
 A white spar buoy, with a 1m orange stripe, fitted with a radar reflector, is located in a position 3032.2'N  01833.4'E. This buoy marks the tie-in position between the old and new sea-line.
There are a few coastal landmarks in this area. The following should prove helpful to visiting mariners:
The terminal water tower with highest elevation of 54.5m above sea level is located in 3030.7'N  01832.4'E. It is coloured white.
 A white light (Gp Fl (2) 5s) is mounted on the seaward side of the structure at 49.7m above sea level. There is also a fixed red warning light on top of the tower.
 Large oil storage tanks with highest elevation 114.6m above sea level are located in approx 3027.4'N  01830'E, 10 tanks are coloured white and 3 tanks are black.
 There is 1 flare located in a position approx 3029.4'N  01834.3'E and another flare is located in a position approx 3028.5'N  01834.9'E.

Charts: BA 3343. Admiralty Pilot NP49.
Restrictions: Strict entry restrictions apply. Contact Sirtica Terminal before arrival.
Tugs Not available.
Mooring information:

A SPM method of securing to the buoy is as follows:
 The ship approaches the buoy from downwind, taking care to keep the wind exactly ahead (adequate ballast to be retained on board to maintain manoeuvrability). A messenger line (preferably a ship's mooring line) is led through a fairlead, large enough to permit the entry of a 96mm diameter chafing chain, on the bow down to the water's edge clear of the ships bow. The terminal's launch crew then make this fast to a 91.4m x 12in plaited polypropylene buoy approach rope and the ship is then hove steadily towards the buoy until the chafing chain lies across the fairlead. The chafing chain is secured using ship's AKD type chain stopper The 2 x 16in hoses are then picked up on the port side.
To unmoor from the buoy, the approach rope is taken to the windlass and the weight taken is then slacked into the water as the ship goes slowly astern from the buoy. The end is cast off and allowed to float free for the next vessel.

General berthing information: Turbine powered vessels when lying at the buoy must not turn their engines at more than 5rpm, preferably less, as this can cause the ship to ride up on the buoy and could cause considerable and expensive damage.
There are 4 submarine loading pipelines, which terminate at the following approx positions:
Berth    Position
No 1  3031.6'N  01834.6'E. Marked by an unlit spar buoy. The depth of water at spar buoy is 21.3m.
No 2 3031.9'N  01833.9'E. Marked by an unlit spar buoy. The depth of water at spar buoy is 21.3m.
No 3 A SPM buoy, 3032.9'N  01834.7'E. Marked by a light, (Fl W 5s). The depth of water at SPM is 29.2m.
No 4 A SPM buoy, 3031.8'N  01836.1'E. Marked by a light, (Fl W 10s), the depth of water is 29.2m.

There are 2 open roadstead conventional submarine loading berths available. These berths are of the seven point type and are designed to handle tankers from 19,000-130,000dwt at gravity loading rates of 60,000bbls/hr. Berths No 1 and 2 are equipped with two hoses having 12in ASA 150lbs flange connections. Berths are approx 1nm offshore.
 There are 2 SPM moorings designed to handle tankers to 255,000dwt in Berth No 4 and up to 300,000dwt in Berth No 3 are located 2nm offshore. The SPM's are a large cylindrical buoys (weight 250t), divided by steel bulkheads into 4 water tight compartments, through the centre of which emerges the loading hose.


The perimeter of the buoy, to which the buoy-to-ship moorings are attached, is a turntable which revolves round the centre-hose supporting section in such manner that the vessel berthed on the buoy will always lie head to wind. On the surface extending from the buoy are two hose strings, each consisting of 3 x 30ft lengths of 20in hose and 25 x 30ft lengths of 16in hose (total 840ft ). The 16in hoses which are on board are fitted with 16in ASA flanges. Connecting the buoy to the 48in submarine loading line are 2 strings of 20in diameter hose. Each string consists of 5 x 30ft sections each.

 Ships loading manifolds should be prepared for 2 x 16in or 2 x 12in hose connections prior to ships arrival at the terminal. Where no cross-over valves exist on loading manifolds, it is recommended loops between loading lines on the starboard side of these manifolds be fitted. Vessels equipped with 8in hose connections at the loading manifold should arrive with such 8in hose connections removed, also if necessary with "Y" pieces removed so that max flow through 16in or 12in cargo hoses will not be reduced.

Cargo:    Specifications of crude
Gravity        28-45 API;
Sulphur        Less than 0.60% by weight;
BS &"W"        One tenth of 1% or less by volume;
Salt                25lbs or less per thousand barrels;
Metals            Not in excess of trace (100ppm);
Viscosity        30-250 SSU at 60F;
Reid Vapour Pressure     10psi or less at 100F;
Flash Point At ambient temperatures;
Pour point 75F or less.

Ballast/slop reception:

Owners and Masters are invited to examine all International Convention Laws concerning pollution of the sea, having particular regard to the Mediterranean area. There are positively no facilities for disposal of dirty ballast.

 In addition, local terminal regulations state that only segregated and or permanent ballast will be allowed to be discharge. No ballast will be allowed to be discharged from any cargo tank. Ballast carried in any cargo tank will have to be retained on board.

It is the Master's responsibility to see that no oil of any kind is pumped or spilled overboard from his ship.

 This includes oil water from bilges, crude residual from previous voyages, and any other matter that may result in pollution of the sea. Any fines imposed shall be for ship's account.

 As soon as practical after arrival, all vessel's tanks will be inspected for oil in ballast and during discharge of ballast similar inspections will continue. If evidence of oil appears at any of these inspections, the ship will be rejected forthwith and will not be accepted until satisfactory evidence is produced that such ballast was disposed of in a proper manner. If during inspection or during progress of loading it is revealed that ship's tanks are not tight or that oil is leaking from the ship, the ship will be rejected or refused further loading.

 Ship will not be accepted for loading unless satisfactory evidence duly certified by Lloyds or ABS surveyors or other recognised surveyors of repair is submitted.

 A vessel must have sufficient ballast for safe handling, having due regard to existing weather and sea conditions. Refer to MARPOL regulations on draft.

 Vessels equipped with a separate system of ballast tanks will be allowed to discharge ballast and load oil simultaneously, providing approval is first obtained from the Company Mooring Master.

Repairs: Not available.
Medical facilities:
Emergency facilities available.
Due to existence in these waters of the fish commonly known as the "weaver" fish, ships crews are urged to exercise extreme caution in fishing while lying off the port area. There have been several cases of poisoning by these fish, all of which were distressingly painful. The following information should emphasise the need for caution. There are two groups, the greater weaver fish and the lesser weaver fish.

 The Greater Weaver Fish (Trachinus Draco), may be up to 18in in length, rarely appears very close inshore. It haunts the Mediterranean and the coastal waters off Norway and Britain.

 The Lesser Weaver Fish (Trachinus Vipera), is 6in or less in length. It occurs in shallower waters of the Mediterranean, North Sea and European Littoral.

 Both are sand dwellers which burrow, with only eyes, snout and dorsal fin exposed, awaiting shrimps and other small prey. They are grey backed with a lighter under-side. In both species the dorsal fin is black, and may have from 5 to 7 spines associated with venom glands. The opercular spines are also envenomed. The toxin is neurotoxic and heamotoxic, resembling some snake venom.

 Weaver fish are dangerous to handle alive or dead; most wounds follow stepping on them or grasping them when handling during fishing or sorting a fishing catch.

Toxic effects: Contact with the dorsal fin spines causes a stabbing pain at the site of the puncture, gradually spreading through the affected limb. Pain reaches its peak in 30 min, may cause screaming, acute pain and unconsciousness. After 2-24 hours pain fades, leaving tingling and numbness. The surrounding tissue is first blanched then swollen and red, oedema persisting for 10 days or more. Secondary infection and gangrene are likely unless antisepsis is carried out. Systemic effects included headache, fever, rigors, delirium, nausea, vomiting, diarrhoea, dizziness and sweating. Cyanosis, mental sluggishness, convulsions and respiratory depression may follow.

Suggested treatment: No specific antidote is known, incise wound and apply suction. Hands or feet should be immersed in very hot water or magnesium sulphate solution repeatedly. Local antiseptics and warmth useful. Observation for 24 hours and symptomatic treatment if necessary.

 It is suggested that Masters post suitable notices throughout ships quarters before arriving at Ras Lanuf. This fish is edible and so great emphasis should be placed on dangers associated with its handling.

Transport: Nearest airport: Benghazi International, Tripoli International, Ras Lanuf for charter flights.
Airport facilities: For international flights Tripoli is recommended.
Crew change: Crew members cannot pay off or leave the vessel at Ras Lanuf except in cases of extreme emergency. Even in an emergency it should be noted that Seaman's Books are not valid under the Libyan Law. A valid passport is required. All costs of repatriating personnel will be charged to the ship's account.
Consuls: Algeria, Austria, Belgium, Chad, Denmark, EAR, France, Germany, Greece, India, Iran, Iraq, Italy, Kuwait, Lebanon, Malta, Morocco, Netherlands, Nigeria, Pakistan, Romania, Russia, Saudi Arabia, Spain, Sudan, Sweden, Syria, Tunisia, Turkey and Venezuela.
Public holidays: None.
Working hours: Throughout 24 hours.
Surveyors: Cargo inspectors are nominated by cargo suppliers.
Recreation: There are no recreational facilities available.
Officials and visitors: Visitors to vessels must obtain a special pass from the Libyan Government Immigration Officer located at the terminal and from the Company Marine Superintendent. It is strongly recommended that visitors be restricted to a minimum due to hazards involved.
Fumigation: There are no fumigation facilities available.
Pollution: In addition to the lights usually displayed vessels in the mooring discharging ballast or loading cargo during darkness will brilliantly illuminate the seas around the ship so that any pollution will readily be noticeable.
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