1

LNG BUNKERING PROCEDURES IN PORTS AND

TERMINALS IN THE SOUTH BALTIC SEA REGION

STUDY ON LNG BUNKERING PROCEDURES FOR CURRENT AND

POTENTIAL LNG STAKEHOLDERS

in the frame of the EU project “Maritime Competence, Technology and Knowledge transfer for LNG
(Liquefied Natural Gas in the South Baltic Sea Region – MarTech LNG“ funded by European Regional
(ERDF) Development Fund within the South Baltic Programme 2007-2013

February 2014
TABLE OF CONTENTS

Acknowledgement................................................................................................................................................................................................... 5  

Introduction ................................................................................................................................................................................................................. 6  

1   LNG import terminals in South and East Baltic Sea regions .................................................................................................. 7  

2   LNG potential users and demand ...................................................................................................................................................... 10  

3   LNG bunkering systems and possibilities in Baltic Sea Countries .................................................................................... 15  

4   Legal basis for LNG bunkering in different Baltic Sea Countries ...................................................................................... 22  

5   LNG bunkering analysis on basis AGA experience .................................................................................................................. 23  

5.1   Study visit and discussions. ............................................................................................................................................................ 23  

5.2   Visit of LNG bunkering ship “Seagas” at the Loudden harbour .............................................................................. 26  

5.3   LNG bunkering training ................................................................................................................................................................... 26  

5.4   Observations and recommendations ...................................................................................................................................... 27  

6   Safety Management Systems for LNG fuelling systems in Baltic Sea Ports ................................................................ 27  

7   Harmonised LNG fuelling and bunkering scenarios at Baltic Sea Ports ....................................................................... 28  

7.1   Truck-to-Ship LNG bunkering scenario ................................................................................................................................. 29  

7.2   Ship-to-Ship LNG bunkering scenario .................................................................................................................................... 30  

7.3   Conclusions and recommendations for the South Baltic Sea Ports ...................................................................... 31  

Truck-to-Ship LNG bunkering scenario ............................................................................................................................................. 33  

Ship-to-Ship LNG bunkering scenario ................................................................................................................................................. 34  

Insights for the South Baltic Sea Ports....................................................................................................................................................... 35  

Conclusions and recommendations ........................................................................................................................................................... 37  

References ................................................................................................................................................................................................................. 39  

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LIST OF FIGURES

Fig. 1. Oil and oil production terminals on East Baltic ports ........................................................................................................... 7  

Fig. 2. LNG terminals on the East Baltic Sea coast (in Ventspils port operate ammoniac terminal) ....................... 8  

Fig. 3. Planning LNG infrastructure for ship fuelling in Baltic and North Seas (DNV vision)........................................ 9  

Fig. 4. LNG tanker entry in to Klaipeda port (from visual simulator) ...................................................................................... 10  

Fig. 5. Ships in South-West Baltic Sea (AIS information) ............................................................................................................... 11  

Fig. 6. Regular ferry routes in the South Baltic Sea Region ........................................................................................................... 11  

Fig. 7. RO-Pax ferry „Viking Grace“ use LNG fuel (operate on line Stockholm – Turku) ......................................... 12  

Fig. 8. LNG tank used on ships ...................................................................................................................................................................... 12  

Fig. 9: Ro-Ro ship‘s LNG bunker station .................................................................................................................................................. 13  

Fig. 10. Tug works on LNG fuel.................................................................................................................................................................... 13  

Fig. 11. Natural gas engines with diesel-equivalent performance on trucks ........................................................................ 14  

Fig. 12. Over 800 trucks on the road already (USA) ....................................................................................................................... 14  

Fig. 13. The solutions use LNG fuel on different transport means are coming ................................................................ 15  

Fig. 14. Potential Bunkering Options .......................................................................................................................................................... 16  

Fig. 15. Possible LNG fuelling ship bunkering system ....................................................................................................................... 17  

Fig. 16. Ro-Ro ship bunkering by LNG supply vessel (principle) (Swedish Marine Technology Forum) ........... 17  

Fig. 17. Real LNG fuel supply vessel M/V SEAGAS (Sweden).................................................................................................... 18  

Fig. 18. LNG fuel supply Ro-Ro ship by road transport (DNV) ................................................................................................ 18  

Fig. 19. Ro-Pax ship LNG fuelling ................................................................................................................................................................. 19  

Fig. 20. LNG fuel transportation in LNG tank containers possibilities.................................................................................... 19  

Fig. 21. LNG inland waterway barge .......................................................................................................................................................... 20  

Fig. 22. Possible LNG supply ship for the East Baltic region: L = 120 m, B = 18,6 m, T = 6,8 m, DWT =
7550 m³ ........................................................................................................................................................................................................... 22  

Fig. 23: LNG bunkering scenarios overview .......................................................................................................................................... 29  

Fig. 24: Truck-to-Ship LNG bunkering scenario .................................................................................................................................. 30  

Fig. 25: Ship-to-Ship LNG bunkering scenario ...................................................................................................................................... 31  

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Fig. 26: LNG bunkering scenarios overview .......................................................................................................................................... 33  

Fig. 27: Truck-to-Ship LNG bunkering scenario .................................................................................................................................. 34  

Fig. 28: Ship-to-Ship LNG bunkering scenario ...................................................................................................................................... 35  

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Acknowledgement
The LNG bunkering study and the consolidated manual in hand is a result of interdisciplinary and
intercultural research work done by researchers (knowledge developers) within the project under the EU
funded South Baltic Programme 2007-2013 “Maritime Competence, Technology and Knowledge transfer
for LNG (Liquefied Natural Gas) in the South Baltic Sea Region – MarTech LNG“.

Our gratitude is expressed to the Lithuanian, Polish and German researchers who worked on the LNG
bunkering study and developed the consolidated Manual for practical application and guidance throughout
the LNG bunkering process at port infrastructure: Prof. Dr. habil. Captain Vytautas Paulauskas (Klaipeda
Shipping Research Centre), PhD Eng. Marcin Przywarty (Maritime University of Szczecin), Laima Gerlitz
(Wismar University of Applied Sciences) and Andrius Sutnikas (Klaipeda Science and Technology Park). This
intellectual contribution of the authors underpins LNG knowledge development and transfer across the
South Baltic Sea Region.

We express also our thankfulness to the cooperation partners within the MarTech LNG project, who gave
our research team opportunity to gather valuable practical insights into LNG bunkering procedures and to
share the knowledge between the academic and business sides, in particular to Skangass, Fjordline, AGA AB
and Viking Line, etc.

November 2014,

MarTech LNG Project Team

Source: own library.

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Introduction
The study on LNG bunkering procedures in ports and LNG terminals across the South Baltic Sea Region
aims at facilitating preparation regarding the demanded guidelines for decision support and decision making
by the ports of the South Baltic Sea Region (SBSR), who lack LNG bunkering and other relevant
infrastructure and related facilities, but are planning to install them in the next future. Indeed, this manual
underpins the Clean Fuel Strategy adopted by the European Commission in 2013 that requires the
maritime ports of the TEN-T core network to be provided with LNG by 2025.

Furthermore, it shall serve as a consolidated practice-oriented guidance for safe, secure, environmentally
compatible and economically sophisticated LNG bunkering procedures. Economic plausibility is evident from
several port practices, where responsible port authorities offer special financial incentives to ships with
better environmental performance – port dues and charges for shippers using LNG are lower, e.g. in
Stockholm, Goteborg and Hamburg.

This study encompasses consolidated results of the comprehensive LNG fuel bunkering study in port
infrastructure and LNG small-scale terminals of the South Baltic Sea Region. As a result, it is devoted to
LNG practitioners – policy actors, business people and all potentially affected stakeholders from LNG use
and / or application or LNG market. It is recommended for those who are looking for a manual on LNG
fuel bunkering scenarios and procedures in brief, on the one hand. On the other hand, this manual includes
LNG bunkering scenarios and procedures, which have been successfully tested across the Baltic and North
Sea, are in line with the proposed and recommended practices and methodology on international level, e.g.
DNV GL and draw up on international standardisation regarding LNG bunkering.

This LNG bunkering study including key theoretical considerations and critical evaluation of the empirical
observations was conducted in the frame of the “MarTech LNG” project activity – LNG Knowledge and
Partnership Platform Building.

The LNG bunkering study is based on practical observations of two bunkering procedures done by LNG
project research group: Truck-to-Ship (TTS) and Ship-to-Ship (STS). Site-based observations of both LNG
bunkering procedures were implemented during the LNG bunkering operations in Stavanger in Norway
(September 2013) and at the Ports of Stockholm (Loudden) in Sweden (May 2014).

The comprehensive LNG bunkering study and this consolidated manual reflect critical examination and
assessment of both bunkering scenarios (TTS and STS) carried out by the interdisciplinary project research
group representing project partners from Lithuania, Poland and Germany. This manual summarises key
pillars regarding LNG bunkering procedures:

§ LNG bunkering framework conditions (pre-bunkering procedures): legislative basis, bunkering

approval by authorities, involvement of affected stakeholders, permits and licences;  
§ LNG bunkering procedures (Truck-to-Ship and Ship-to-Ship) and its comparison in terms of safety,
security, ecology and economy and  
§ Evaluation of two bunkering procedures and recommendations for SBSR potential LNG users and
stakeholders.  

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1 LNG import terminals in South and East Baltic Sea regions
East Baltic Sea ports are handling about 150 – 160 million tons per year oil and oil production. 12 big oil
and oil production terminals located on the East coast of the Baltic Sea.

Fig. 1. Oil and oil production terminals on East Baltic ports

Fig. 1.14. Oil terminals on East Coast of the Baltic Sea.

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 Fig. 2. LNG terminals on the East Baltic Sea coast (in Ventspils port operate ammoniac terminal)

Fig. 1.15. Planning and functioning gas terminals on East ports of the Baltic Sea.

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Fig. 3. Planning LNG infrastructure for ship fuelling in Baltic and North Seas (DNV vision)

Source: http://blogs.dnvgl.com/lng/2011/03/4-ways-to-distribute-tea-cups-of-lng/, accessed 10 December 2014.

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Fig. 4. LNG tanker entry in to Klaipeda port (from visual simulator)

Pre-conditions use LNG fuel on ships and other transport modes could be considered as follows:

• New SOx regulations for the Baltic Sea, North Sea and England channel;
• Ships fuel prices;
• Environmental impact by the traditional ships and other transport modes fuel;
• Limit of the traditional fuel.

LNG terminals develop in many places of the world and the Baltic Sea has just started to develop LNG
terminals as well.

2 LNG potential users and demand

LNG fuel flow forecast based on potential LNF fuel users and new requirements, coming in nearest future.

Potential LNG fuel users could be considering as follows:

• Ships (mainly Ro-Ro vessels on first stage);

• Cities small boiler stations;
• Cities public transport (busses);
• Road transport;
• Railway transport.

As basis for the potential users calculation could be taken:

• Number of the ships in Baltic Sea (every day) – 2200 – 2600;

• Ships, which has length up to 100 m – about 35 %, that means about 770 – 910 (did not oriented
to LNG);
• Number of the Ro-Ro vessels visit East Baltic ports – about 30 – 40 (from Kaliningrad up to Tallinn)
(object to LNG fuel);
• Weekly request of the LNG fuel for the Ro-Ro vessels in East Baltic ports: 10000 – 15000 m³.  

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Fig. 5. Ships in South-West Baltic Sea (AIS information)

Fig. 6. Regular ferry routes in the South Baltic Sea Region

As example planning (potential possible) LNG fuel for the Ro-Ro ships quantities in Klaipeda port in coming
years:

• 8 – 10 Ro-Ro ships constantly work on Ro-Ro lines link Klaipeda port with other ports;
• Ro-Ro ship in average should use per day up to 60 – 80 m³ LNG;
• Planning LNG fuel per week for the Ro-Ro ships (weekly bunkering) 3000 – 4000 m³ LNG.

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Fig. 7. RO-Pax ferry „Viking Grace“ use LNG fuel (operate on line Stockholm – Turku)

Fig. 8. LNG tank used on ships

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Fig. 9: Ro-Ro ship‘s LNG bunker station

Fig. 10. Tug works on LNG fuel

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Fig. 11. Natural gas engines with diesel-equivalent performance on trucks

Fig. 12. Over 800 trucks on the road already (USA)

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Fig. 13. The solutions use LNG fuel on different transport means are coming

LNG fuelling systems and LNG users develop very fast and it is very important provide necessary actions for
the LNG fuelling network preparation.

3 LNG bunkering systems and possibilities in Baltic Sea Countries

LNG fuel and fuelling systems could be used in different manner depend of the technical, technological,
organizational and legal conditions. As example LNG fuelled ship could use Ship-to-Ship, Truck-to-Ship,
Pipeline-to-Ship, or container with LNG fuel systems.

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Fig. 14. Potential Bunkering Options

For the fuelling transport means or tank containers request facilities in ports or in other LNG fuelling
stations:

• LNG supply ships (delivery LNG from LNG terminals to LNG supply stations and directly to the
ships);
• LNG supply stations (could be in many ports);
• Road transport units delivery LNG from LNG supply stations to users;
• Inland waterways LNG supply barges.

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Fig. 15. Possible LNG fuelling ship bunkering system

Fig. 16. Ro-Ro ship bunkering by LNG supply vessel (principle) (Swedish Marine Technology Forum)

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Fig. 17. Real LNG fuel supply vessel M/V SEAGAS (Sweden)

Fig. 18. LNG fuel supply Ro-Ro ship by road transport (DNV)

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Fig. 19. Ro-Pax ship LNG fuelling

Fig. 20. LNG fuel transportation in LNG tank containers possibilities

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LNG fuel supply ship in port should fulfil main conditions, which could be considered as follows:

• LNG fuel quantity on LNG supply vessel should be at least for the 2 Ro-Ro vessels;
• LNG supply vessel must have possibility fulfil at least 2 times per week on LNG terminal;
• LNG supply vessel could provide LNG supply operations near Ro-Ro quay walls or in port waters;
• LNG supply vessel should be able supply LNG shore storage facilities.  

On basis mentioned requirements to the LNG supply vessel in the ports, port should be LNG supply ships
main parameters:

• Length up to 40 – 50 m;
• Width up to 10 – 12 m;
• Draft up to 3,5 – 5,0 m;
• Capacity (LNG) not less as 800 – 1200 m³;
• Speed up to 10 knots.  

Fig. 21. LNG inland waterway barge

In Baltic Sea are under construction and should start operate in end of 2014 two LNG import terminals
(Klaipeda and Swinoujscie), which could be as main points for the LNG fuel supply network creation. For
the LNG fuel delivery to other ports there could be used supply vessels.

LNG fuel supply as example in East Baltic ports main conditions could be considered as follows:

• LNG fuel quantity on LNG supply vessel should be at least for the 1 – 2 ports (at least for 3 - 6
Ro-Ro vessels in one port);

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 • LNG supply vessel must have possibility fulfil at least 1 time per week on LNG terminal;
• LNG supply vessel could provide LNG supply operations near quay walls or in port waters;
• LNG supply vessel should be able supply LNG shore facilities.  

For the calculations LNG fuel supply ship’s parameters were taken sailing distances and time between ports.
As example is presented East Baltic ports conditions, where distances and sailing time between Klaipeda
port and other ports are:

• Klaipeda – Baltjsk – 110 n.m. – 8 h;

• Klaipeda – Liepaja – 55 n.m. – 5 h;
• Klaipeda – Ventspils – 120 n.m. – 12 h;
• Klaipeda – Riga – 236 n.m. – 18 h;
• Klaipeda – Paldisky – 285 n.m. – 22 h;
• Klaipeda – Tallinn – 320 n.m. – 24 h.  

In mentioned situation (sailing distances, sailing time and loading operation time) LNG supply vessel round
trip could be considered as follows:

• To Liepaja – 1,5 days;

• To Baltjsk – 1,8 days;
• To Ventspils – 2 days;
• To Riga – 2,5 days;
• To Paldisky – 2,8 days;
• To Tallinn – 3 days.  

On basis mentioned conditions optimal LNG supply ships for the East Baltic sea main parameters could be
considered as follows:

• Length up to 110 - 125 m;

• Width up to 14 – 18 m;
• Draft up to 5,5 – 6,5 m;
• Capacity (LNG) up to 7000 – 10000 m³;
• Speed up to 14 – 16 kn.

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Fig. 22. Possible LNG supply ship for the East Baltic region: L = 120 m, B = 18,6 m, T = 6,8 m, DWT = 7550 m³

LNG fuel supply network in Baltic Sea is very important for the clean shipping conditions implementation
and this work for the creation such network should starts as soon as possible..

4 Legal basis for LNG bunkering in different Baltic Sea Countries

To address safety during bunkering, potential hazards associated with LNG bunkering, hazard distances, and
risks associated with each bunkering concept must be analysed. In addition, relative risks and safety zone
guidance should be evaluated for three different bunkering concepts: Truck-to-Ship (TTS), Shore-to-Ship
(STS) and Ship-to-Ship (STS). Individual risk should be estimated and compared for the three different
bunkering concepts.

Guidelines for systems and installations for supply of LNG as fuel to ships” drafted by the International
Association of Oil and Gas Producers (OGP) and the International Organisation for Standardisation (ISO)
(cf. OGP Draft 118683) serve as important legal basis. However, this proposed documentation is not an
international standard and represents at the moment a draft provisional application and guidance on
information and experience existing in terms of LNG fuelling and bunkering onshore.

Bearing in mind the overview of the LNG-related regulatory framework, it can be stated that there is a
critical gap identified within the international standardisation regarding LNG use and application. Although
there exist a reasonable number of international standards in terms of waterborne LNG supply, waterborne
LNG transport and supply facilities (cf. Appendix 15.1 of the Study on Standards and Rules for bunkering of

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gas-fuelled ships 1 ), most of the internationally binding standards and rules directly referring to LNG
bunkering operations remain internationally not regulated or are subject to further development.

Table 1: Regulatory framework relating to LNG bunkering

Regulation domain Relevant existing bunkering regulation Regulation status

§ LNG bunker station
Onshore regulations § Risk analysis procedure for LNG bunker NO
stations

§ LNG bunkering definition

§ LNG bunkering procedures (STS, TTS,
PTS)
Bunkering regulations § LNG bunker port operations NO
§ LNG bunkering safety distance
§ LNG bunkering risk assessment
§ LNG environmental requirements

Overview: 18 bunkering regulations 1 of 18 bunkering regulations is internationally regulated: “LNG fuel transfer
systems ISO 28460”

In general, development and implementation of a regulatory approval process for LNG bunkering
operations and associated facilities is recommended. The process should include a Quantitative Risk
Assessment (QRA) that utilizes probabilistic risk acceptance criteria to assess the acceptability of the risk
posed. Specific recommendations to promote safe LNG bunkering operations include the following:

• Completion of a port risk assessment at each port where LNG bunkering will likely take place.
• Development of a methodology for and completion of a quantitative port-wide navigational risk
assessment that determines how changes in traffic character and frequency/density affect the safety
and security of the public, workers, critical infrastructure, and commercial operations.
• Development of effective security and safety zone enforcement procedures to promote a safe
environment for the port population.  

5 LNG bunkering analysis on basis AGA experience

5.1 Study visit and discussions.

The study visit on bunkering procedures took place on 9 May 2014 in the premises of AGA Gas AB as well
as the port of Stockholm (Loudden), where the LNG bunkering ship “Seagas” is located. The study visit was
focused on documenting different types of LNG bunkering procedures and recording state-of-the-art LNG
bunkering experiences.

The documentation will facilitate the preparation of the guidelines for decision support and decision making
by the ports of the South Baltic Sea Region (SBSR), who lack LNG bunkering and other relevant
infrastructure and related facilities and plan them to install in the next future (Lithuania & Poland,

1
European Maritime Safety Agency: Publications and documents, 2014.

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particularly). Further, the study visit will contribute to the preparation of the training material related to
LNG bunkering and knowledge absorption by the relevant knowledge and business stakeholders.

Main task of the study visit was exchange of experiences on LNG bunkering by the Swedish stakeholders.
After the introduction the host representative Michael Lindström gave the presentation on AGA.
Subsequent to this presentation, Michael Lindström gave the presentation of LNG bunkering experiences
and cooperation in terms of LNG bunkering and infrastructure development with related shippers,
shipbuilders and other stakeholders. The linking-up discussion and question round took place after the
presentation. Afterwards, a film of AGA experiences in LNG bunkering was showed to the MarTech LNG
team, in particular, track to ship bunkering at Loudden port and ship to ship bunkering at the port of Viking
Grace, where the LNG is bunkered from the AGA LNG bunkering vessel Seagas directly to the Viking
Grace ferry. As a result, project team was able to document the LNG ship to ship bunkering procedures
taking place at the Ports of Stockholm.

More specifically, the project team was able to discuss such issues related to the bunkering procedure as
approval of the bunkering procedures and launch at the Ports of Stockholm, bunkering vessel design,
building and operation issues. With regard to the approval and regulations related to LNG bunkering
procedures, AGA representative confirmed that legislation relating to the bunkering procedure must be
ensured before the effective LNG bunkering operations can take place. Currently, there are no special
regulations in Sweden regarding LNG bunkering. Initially, the request for LNG bunkering was submitted in
2010 by AGA.

The approval to start LNG bunkering procedures was delivered in 2012. As a result, legislative / regulative
processing of necessary bunkering documentation and legislation is likely to be time-consuming and took in
case of Sweden approximately two years (December 2010 – March 2012). However, since there is no
specific LNG bunkering related legislation in Sweden, the Swedish Transport agency (main responsible
authority) was asked for the permission to perform bunkering. Aga Gas AB had licenses to transport LNG,
but not to transport LNG at sea and to undertake bunkering procedures. Further important institutions to
be involved were fire brigade, police department, Swedish coast guard, Ports of Stockholm, City of
Stockholm and County, administrative board, etc. Moreover, important is to note that LNG bunkering
legislation / regulations are needed for both onshore and offshore. In case of Sweden, first they were
applied onshore and extended to offshore operations.

In the frame of the so-called permit process to convince the responsible authorities a series of risk & safety
assessments were carried out and risk plans produced. This was needed principally due to the fact that
there was a lack of regulation and support documents covering handling of LNG in maritime environment.

Thus, respective risk analyses were used to have better understanding of potential risks related to LNG
operations. There can be distinguished 3 parts or risk assessment:

• General part – vessel movements and operational instructions at Stockholm harbour;

• Risk analysis relate to bunkering operation and dissemination of calculations (safety zones, bunkering
procedure, vessel design, Cryo installation design). In this second stage, there are two critical zones:
moving LNG from AGA to “Seagas” (tracks) and from “Seagas” to “Viking Grace”. There apply 25
m safety zones;
• Risk analysis where collision and sea keeping are studied, vessel design, operational instruction,
pressure, etc. Compliance with ATEX directives is important in this context. Furthermore,
dispersion is not possible because the ferry is 50 m high in the back (building a wall), and the cargo
and passengers are going through the front of the Viking Grace ferry.  

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Important aspects to ensure safety are technologies used, e.g. Mantek couplings, Ship-to-Ship (STS) transfer
3 interface. The principal issue of risk is related to two hoses connected and potential release of LNG. Dry
Gas Couplings (DGC) couplings of Mantek are very critical for the tracks to minimise (close to zero) spill
and ensure no emissions to the environment at all.

In terms of “Seagas” bunkering vessel design, the team discussed the technology used for the LNG and the
entire vessel building and preparation process for the LNG. It is emphasized that the bunkering vessel was
not a new ship, but was bought from and started to be reequipped for bunkering procedures in Sweden (2
concepts). The bunkering vessel “Seagas” enjoys a unique concept, i.e. the bunkering vessel is relatively small
and optimized to be used for bunkering of Viking Grace. Due to the Viking Grace design, the bunkering of
the ferry is usually taking place at the back of the ferry, whereas the passengers and cars operations are
taking place in the front of the ship. Due to such design, the Swedish authorities were convinced of security
and safety of simultaneous processes of bunkering and passengers & cars operations.

The original first concept of the ferry with a tank of (200 cm3) was not accepted according to existing
regulations because of the tank. In contrast to the first concept, the concept 2 included rebuild of the vessel
with design fully complying with IGC code and the wheelhouse in the back of the vessel.

Accordingly, DNV certified the tanker fully complying with the necessary requirements. In terms of the
AGA Cryo tank, the pressure is generated by head boiler on the ship without any use of pumps usually
used for bunkering. Respectively, the heat boiler enables transfer of LNG from the vessel “Seagas” to the
“Viking Grace” ferry’s 4-5 decks. The pressure generated is up to 10 bar at “Seagas” vessel, whereas the
pressure of “Viking Grace” is usually up to 3,5 bars. Both the “Seagas” and “Viking Grace” are using a
specific connection system, i.e. before coming to the port, the “Seaga”s system can connect half an hour in
advance before the ferry mooring to the Viking Grace system to map the LNG level.

“Seagas” bunkering vessel is diesel operated ferry, which is fuelled by 3 trucks. Each truck takes about one
hour, i.e. for the vessel 2,5-3 hours are needed to bunker it with LNG. Seagas bunkering vessel is located
and fuelled at harbour Loudden. The ship is 53 long and has the capacity of 190 cm3. AGA Gas AB uses a
flexible system in a sense that “Viking Grace” ferry can be bunkered from the track and ship-to-ship
(offshore). The hoses used are 10 meters long. The AGA Gas AB solution is capable to bunker the
“Seagas” vessel onshore, i.e. from tracks and trailers, or if needed, via fixed pipes, an “Viking Grace” ferry is
bunkered from ship-to-ship (“Seagas” – “Viking Grace”).

With regard to LNG bunkering procedure, the fuelling procedure from ship-to-ship takes in total 60
minutes, what makes the AGA Gas AB solution a very flexible and competitive one. It enables ship-to-ship,
truck-to-ship and even shore-to-ship bunkering, which can be used optionally. Due to short laying times of
“Viking Grace” at the port it is hard to bunker it directly by “Seagas” from the terminal Nynäshamn, which is
located about 90 km from the port where “Viking Grace” is moored.

More specifically, the total fuelling procedure is divided into three main parts:

• Pre-fuelling measures;
• Bunkering and Post-fuelling actions. According, within the pre-fuelling processes, which take approx.
5 minutes, the “Segas” vessel is moored to “Viking Grace” ferry, the tank system is checked and the
fuelling hose is connected.
• LNG bunkering (opening LNG valve and monitoring) takes place 45 minutes.
• After the LNG transfer, stripping of LNG lines, purging with the nitrogen and hose and couplings
handling is undertaken.

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Since the hoses are heavy, they are handled by the cranes installed on the “Seagas” bunkering vessel.
Afterwards, “Seagas” is un-mooring and departing. This last phase takes approx. 10 minutes.

In total, there were undertaken 360 bunkering operations. Viking Grace usually consumes about 295 kg/GT
and annually up to 17.000 tonnes of LNG. “Viking Grace” is fuelled 6 times per week. The bunkering
procedure takes place when the ferry is laying at the Port of Stockholm. By now, “Seagas” bunkering vessel
is utilised up to 25-30%. It was noted that there is more opportunity to use the vessel by other customers.
In the future, there will be needed a bunkering vessel with higher capacity. In terms of limitations for LNG
bunkering at the Ports of Stockholm, due to good geographical conditions there were experienced no
unfavorable environmental conditions, i.e. the weather is usually calm. Additionally, there were no recorded
experiences of operation under ice conditions, which may have impact of the efficiency of LNG bunkering.
However, there is a limit related to mooring, since additional 4 mooring equipment is needed. Other ship
transport at the port is not disrupted and the ships can pass by the “Seagas” LNG bunkering vessel the
Seagas LNG bunkering vessel.

5.2 Visit of LNG bunkering ship “Seagas” at the Loudden harbour

After the extensive discussions of LNG bunkering procedures, the MarTech LNG project team and the
Representative of AGA Gas AB undertook a study visit to the Loudden harbour where the “Seagas” LNG
bunkering ship is moored. Accordingly, the project partners had an opportunity to directly visit the vessel
(interior and exterior) and to discuss with the responsible LNG bunkering officers the practical LNG
bunkering procedure. It is worth to note that the monitoring system is extensive and the LNG bunkering
operation monitoring is secured in the sense that the second monitoring computer for back-up purposes is
used in case of emergency. Furthermore, the officers responsible for LNG bunkering have to fill LNG
checklists and fill in reports after each bunkering procedure from the track to “Seagas” and from the
“Seagas” to “Viking Grace”. Project partners became acquainted with the vessel’s technology, pipe system
and connection to the onshore pipes.

Afterwards, the project partners followed the truck-to-ship bunkering preparation, i.e. connecting LNG
tracks to the “Seagas” LNG bunkering vessel.

5.3 LNG bunkering training

With regard to extensive bunkering procedures and profound risk and safety issues, an important part in
the efficient LNG bunkering procedure plays LNG bunkering training, which is done by AGA Gas AB
trainers. Usually the training consists of three parts:

• Category a – basic training for safety crew (harbour personnel, mooring staff, port managers and
personnel) and takes approx. 2 hours;
• Category b – supplementary training for deck officers, in particular, equipment with the time frame
of approx. few days;
• Category c – supplementary training for engineer officers.  

There is a joint training program for “Seagas” and “Viking Grace” bunkering procedures. Usually, category a
training refers to as a short training, whereas b & c category trainings are long version trainings, e.g. STCW
gas course. Finally, the category c training is an in-depth theoretical course for engineers done by Linde

Page 26 of 39
/Cryo AB and Wärtsilä. The trainings are implemented internally for own needs. The original experiences in
training Aga Gas AB got from Texas based company.

5.4 Observations and recommendations

• No special legal regulation regarding LNG bunkering in Sweden.

• Vessel bunkering with passengers on board.
• Trip to Stockholm was very useful because delegation was able discuss with practical person who is
involved in LNG bunkering planning, preparation and execution.
• First year exploitation of the LNG supply vessel shown that LNG bunkering by ship to ship system
is useful and could be implemented in other ports.
• Many institutions were involved in approval and long time for the approval legal documents for the
LNG bunkering in Sweden shown that in other ports it is necessary start in advance preparation
works
• LNG supply vessel utilization in Stockholm port about 30 % shows that it is necessary in planning
more optimal solutions to increase LNG supply vessels utilization, that means involve more LNG
potential users, which are interesting in LNG fuelling as well (cities public transport, power stations,
etc.)
• In MT-LNG project executed ideas regarding utilization of the LNG supply vessels in ports shown is
relevant.
• Ro-Ro vessels are main LNG fuel object in East Baltic ports (on first stage)
• For the LNG supply in port should be facilities for the LNG operations
• In general should be in port small (600 - 1000 m³) supply vessel
• At least 1 LNG supply vessel (7000 – 10000 m³) should be in East Baltic (in case port LNG supply
vessels or other possibilities will be able in main Ro-Ro ports)  

6 Safety Management Systems for LNG fuelling systems in Baltic Sea

Ports
Shore based permanent facilities, as well as being covered by Occupational Safety and Health
Administration. These have the same general structure as OSHA but require additional offsite consequence
assessment for worst-case dispersion, fire, and explosion events. This is not used for setting buffer zones,
but used for public communications and by local emergency responders for planning their emergency
response. It is well recognized that LNG is a major hazard liquid similar in properties to LPG although
cryogenic and thus a greater hazard than current bunkering fuels.

In this context, process safety is different and it is an extension to address respect for the equipment and
the hazards of LNG fuel.

Safety Management Systems (SMS) are required on vessels according to the International Safety
Management (ISM) code and for shore-based facilities as per the OSHA standard.

There are 12 main elements in PSM and some key aspects of PSM (Process Safety Management) that are
related to LNG operations, not previously addressed:

Page 27 of 39
 • Operating Procedures
• Safe Work Practices
• Training and Competence
• Mechanical Integrity
• Hazardous Identification
• Safety Documentation
• Management of Change (MOC)
• Incident Investigation
• Emergency Planning and Response
• Pre-Start-up Safety Review (initial commissioning)
• Compliance Audits
• Contractors

Mechanical integrity is a key part in PSM programs and is required to maintain safe on-going operations, e.g.,
auditing, routine inspections, maintenance programs, and material suitability.

According to the recent experience, bunkering operations should be developed and conducted by a
recognized SMS. Therefore, the LNG bunkering operations training needs to go beyond the typical technical
training and safety to address management systems and safety culture (Ref. 8).

7 Harmonised LNG fuelling and bunkering scenarios at Baltic Sea

Ports
Based on the overview of LNG bunkering procedures and recommended practices, this manual underpins
two from four possible LNG bunkering scenarios.

It is worth mentioning that the following depicted bunkering scenarios do not encompass the pre-bunkering
measures necessary to be ensured before the bunkering process itself, such as local pre-conditions
(regulative base, licencing, fire protection, police involvement, coast guard, etc.), since such measures are
subject to change and / or modification based on the given bunkering location / site and other framework
conditions. As a result, two bunkering scenarios reflect harmonised processes and measures, which are
common for each Truck-to-Ship and Ship-to-Ship bunkering process.

Page 28 of 39
Fig. 23: LNG bunkering scenarios overview

Source: own draft.

7.1 Truck-to-Ship LNG bunkering scenario

1. Preparations – fire equipment, bunkering scheme and personal protection equipment checked and
ready for use.
2. Checklists – both ship and truck have to fulfil proper pre-bunkering checklists.
3. Documentation exchange – bunkering scheme and details should be agreed, signed and delivered.
4. Safety zones – safety zones should be established.
5. Communication test – communication link have to be established and checked.
6. Grounding and hose connection – a grounding cable from ship to quay must be connected and
followed by bunker hose connection.
7. Visual check – all equipment should be checked before bunkering operation.
8. Checklist and documentation – pre-transfer checklist and documentation containing bunkering
scheme and details have to be fulfilled by receiving ship and transferred to bunker truck.
9. Inerting and purging – inerting is performed in order to remove moist and O2 in bunkering line, if
necessary piping is purged by LNG.
10. Pump start sequence – during this stage possible leaks, hose and equipment behaviour and system
functions should be monitored.
11. Bunkering operation – system pressure, tank volume and equipment behaviour should be
monitored.
12. Pump stop sequence – stop sequence is started after signal from ship or shore / truck is received,
or when the agreed amount of LNG is transferred.
13. Pump must be stopped immediately in emerging or deviation cases.
14. Stripping and purging – the liquid that remains in the bunker hoses after the pumps have stopped
must be drained before disconnection.
15. Disconnection of hoses and grounding.  
16. Handling over the documents.
17. Checklist and documentation – after LNG bunkering checklist and other documentation on both
ship and truck have to be carried out.

Page 29 of 39
Fig. 24: Truck-to-Ship LNG bunkering scenario

Preparations



Documentation

Post-fuelling actions

Pre-fuelling actions

exchange



Safety zones

Bunkering

Pump start sequence
Striping and purging

Communication test
Bunkering operation
Disconnection of hoses
Grounding and hose and grouding

Pump stop sequence

connection
Handling over of
Visual check
documentation

Inerting and purging

Source: own draft.

7.2 Ship-to-Ship LNG bunkering scenario

1. Preparations – safety zones, fire equipment, personal protection equipment and emergency
shutdown systems have to be prepared, checked and ready for use.
2. Checklists – both ships have to fulfil proper pre-bunkering checklists.
3. Communication – communication link have to be established, emergency signal and contingency
plan have to be agreed.
4. Manoeuvring and mooring operation – after permission is granted manoeuvring and mooring
operations can be carried out.
5. Hoses connection – dedicated hose handling equipment or typical hose crane can be used.
6. Checklist and documentation – pre-transfer checklist and documentation containing bunkering
scheme and details have to be fulfilled by receiving ship and transferred to bunker ship.
7. Open manual bunker valves – remotely controlled valves have to be closed.
8. Ready signal from both ships.
9. Pump start sequence – during this stage possible leaks, hose and equipment behaviour and system
functions should be monitored.
10. Bunkering operation – system pressure, tank volume and equipment behaviour should be
monitored and the checklist filled in during the LNG bunkering process.
11. Pump stop sequence.
12. Pump must be stopped immediately in emerging or deviation cases.
13. Purging of bunker hoses – the liquid that remains in the bunker hoses after the pumps have
stopped must be drained before disconnection.
14. Close manual and remote controlled valves – the valves, at both manifolds, are to be closed when
the hoses are purged. First, the remote controlled valves are to be closed, and then the manual
valves.
15. Disconnection of hoses.
16. Inerting of bunker lines – the receiving ship has to inert the bunker lines before departure, which
means that the inerting sequence is to start as soon as the hoses are disconnected from the
manifold and run until lines are gas free.
17. Bunkering documentation exchanged.

Page 30 of 39
 18. Unmooring and manoeuvring.
19. Checklist and documentation – after LNG bunkering checklist and other documentation on both
ships have to be carried out.  

Fig. 25: Ship-to-Ship LNG bunkering scenario

Purging of bunker hoses

Post-fuelling actions

Pre-fuelling actions

Preparations
Open manual bunker Close valves

valves

Bunkering

Checklist
Disconnection of hoses

Ready signal from both
Communication
Inerting of bunker lines

ships

Mooring operation
Bunker documentation
Pump start sequence
exchange

Hoses connection

Bunkering operation
Unmooring

Checklist and
documentation
Pump stop sequence
Checklist and
documentation

Source: own draft.

7.3 Conclusions and recommendations for the South Baltic Sea Ports

Ship-to-Ship bunkering (STS) Truck-to-Ship bunkering (TSS)

Dimension
Pros Cons Pros Cons

§ Logistical flexibility § Higher weather § Less sensitive to § Safety zone mainly

and simultaneous and sea conditions weather onshore (possible
operations possible influence; conditions (not limitations in port
(possible loading § Safety zone subject to sea and infrastructure use):
and unloading and established on both wind); § Possible
Security and
embarking / ships. § Less potential transportation
safety
disembarking exposure due to restrictions (e.g.
operations during less LNG volumes when moving in
bunkering transferred per the city area).
procedure); truck.
§ Less potential
exposure.
§ Possibility of § Higher exposure § Multiple application § Less potential
bunkering at sea potential to both and use for LNG exposure doe to
(less potential ships (bunkering distribution. limited LNG
Environmental
exposure to port vessel and LNG volume transported
infrastructural sites powered ship). per truck.
or critical /
protected areas).
§ Higher possible § Higher cost of § Higher availability § Less LNG volume
Economic volumes per one bunkering vessel of LNG trucks on and transfer rates
bunkering design, building and the market; per one bunkering
operation; operations § Less investment operation;

Page 31 of 39
 Ship-to-Ship bunkering (STS) Truck-to-Ship bunkering (TSS)
Dimension
Pros Cons Pros Cons

§ Higher storage (requires more and operational § More time

capacity; intensive risk costs; consuming;
§ Less standard port analysis due to § No additional § Not designated for
operations potential ships requirements for a large ship
disruption; collision in port and special designated operators /
§ Time saving under sea and port area for LNG consumers;
solution (higher weather loading; § Impact on cargo
transfer rate); conditions); § No additional handling and
§ Favourable for § Requires at least infrastructure / passenger
LNG powered some onshore port facilities needed for embarking /
ships with short infrastructure for LNG bunkering disembarking;
port turnaround bunkering vessel procedure; § Requires a good
time. berthing and § Less potential road infrastructure
loading. operational and connection to
breakdown (trucks the port
can be easier infrastructure.
replaced when
compared to a
bunkering vessel).

Based on the observations gathered, following recommendations can be made for the South Baltic Sea
ports:

§ LNG bunkering is feasible in terms of security, safety, environment and economics and can be
implemented in different mode (e.g. Ship-to-Ship or Truck-to-Ship).
§ According to the latest LNG-related regulation documentation, LNG bunkering practices and
procedures are not standardised on international level.

There are existing a critical number of case studies and active port practices, which enable establishing LNG
bunkering infrastructure in the South Baltic Sea ports.

Page 32 of 39
Fig. 26: LNG bunkering scenarios overview

Source: own draft.

Truck-to-Ship LNG bunkering scenario

18. Preparations – fire equipment, bunkering scheme and personal protection equipment checked and
ready for use.
19. Checklists – both ship and truck have to fulfil proper pre-bunkering checklists.
20. Documentation exchange – bunkering scheme and details should be agreed, signed and delivered.
21. Safety zones – safety zones should be established.
22. Communication test – communication link have to be established and checked.
23. Grounding and hose connection – a grounding cable from ship to quay must be connected and
followed by bunker hose connection.
24. Visual check – all equipment should be checked before bunkering operation.
25. Checklist and documentation – pre-transfer checklist and documentation containing bunkering
scheme and details have to be fulfilled by receiving ship and transferred to bunker truck.
26. Inerting and purging – inerting is performed in order to remove moist and O2 in bunkering line, if
necessary piping is purged by LNG.
27. Pump start sequence – during this stage possible leaks, hose and equipment behaviour and system
functions should be monitored.
28. Bunkering operation – system pressure, tank volume and equipment behaviour should be
monitored.
29. Pump stop sequence – stop sequence is started after signal from ship or shore / truck is received,
or when the agreed amount of LNG is transferred.
30. Pump must be stopped immediately in emerging or deviation cases.
31. Stripping and purging – the liquid that remains in the bunker hoses after the pumps have stopped
must be drained before disconnection.
32. Disconnection of hoses and grounding.  
33. Handling over the documents.
34. Checklist and documentation – after LNG bunkering checklist and other documentation on both
ship and truck have to be carried out.

Page 33 of 39
Fig. 27: Truck-to-Ship LNG bunkering scenario

Preparations



Documentation

Post-fuelling actions

Pre-fuelling actions

exchange



Safety zones

Bunkering

Pump start sequence
Striping and purging

Communication test
Bunkering operation
Disconnection of hoses
Grounding and hose and grouding

Pump stop sequence

connection
Handling over of
Visual check
documentation

Inerting and purging

Source: own draft.

Ship-to-Ship LNG bunkering scenario

20. Preparations – safety zones, fire equipment, personal protection equipment and emergency
shutdown systems have to be prepared, checked and ready for use.
21. Checklists – both ships have to fulfil proper pre-bunkering checklists.
22. Communication – communication link have to be established, emergency signal and contingency
plan have to be agreed.
23. Manoeuvring and mooring operation – after permission is granted manoeuvring and mooring
operations can be carried out.
24. Hoses connection – dedicated hose handling equipment or typical hose crane can be used.
25. Checklist and documentation – pre-transfer checklist and documentation containing bunkering
scheme and details have to be fulfilled by receiving ship and transferred to bunker ship.
26. Open manual bunker valves – remotely controlled valves have to be closed.
27. Ready signal from both ships.
28. Pump start sequence – during this stage possible leaks, hose and equipment behaviour and system
functions should be monitored.
29. Bunkering operation – system pressure, tank volume and equipment behaviour should be
monitored and the checklist filled in during the LNG bunkering process.
30. Pump stop sequence.
31. Pump must be stopped immediately in emerging or deviation cases.
32. Purging of bunker hoses – the liquid that remains in the bunker hoses after the pumps have
stopped must be drained before disconnection.
33. Close manual and remote controlled valves – the valves, at both manifolds, are to be closed when
the hoses are purged. First, the remote controlled valves are to be closed, and then the manual
valves.
34. Disconnection of hoses.
35. Inerting of bunker lines – the receiving ship has to inert the bunker lines before departure, which
means that the inerting sequence is to start as soon as the hoses are disconnected from the
manifold and run until lines are gas free.
36. Bunkering documentation exchanged.

Page 34 of 39
 37. Unmooring and manoeuvring.
38. Checklist and documentation – after LNG bunkering checklist and other documentation on both
ships have to be carried out.  

Fig. 28: Ship-to-Ship LNG bunkering scenario

Purging of bunker hoses

Post-fuelling actions

Pre-fuelling actions

Preparations
Open manual bunker Close valves

valves

Bunkering

Checklist
Disconnection of hoses

Ready signal from both
Communication
Inerting of bunker lines

ships

Mooring operation
Bunker documentation
Pump start sequence
exchange

Hoses connection

Bunkering operation
Unmooring

Checklist and
documentation
Pump stop sequence
Checklist and
documentation

Source: own draft.

Insights for the South Baltic Sea Ports

Ship-to-Ship bunkering (STS) Truck-to-Ship bunkering (TSS)
Dimension
Pros Cons Pros Cons

§ Logistical flexibility § Higher weather § Less sensitive to § Safety zone mainly

and simultaneous and sea conditions weather onshore (possible
operations possible influence; conditions (not limitations in port
(possible loading § Safety zone subject to sea and infrastructure use):
and unloading and established on both wind); § Possible
Security and
embarking / ships. § Less potential transportation
safety
disembarking exposure due to restrictions (e.g.
operations during less LNG volumes when moving in
bunkering transferred per the city area).
procedure); truck.
§ Less potential
exposure.
§ Possibility of § Higher exposure § Multiple application § Less potential
bunkering at sea potential to both and use for LNG exposure doe to
(less potential ships (bunkering distribution. limited LNG
Environmental
exposure to port vessel and LNG volume transported
infrastructural sites powered ship). per truck.
or critical /
protected areas).
§ Higher possible § Higher cost of § Higher availability § Less LNG volume
volumes per one bunkering vessel of LNG trucks on and transfer rates
Economic
bunkering design, building and the market; per one bunkering
operation; operations § Less investment operation;
§ Higher storage (requires more and operational § More time

Page 35 of 39
 Ship-to-Ship bunkering (STS) Truck-to-Ship bunkering (TSS)
Dimension
Pros Cons Pros Cons

capacity; intensive risk costs; consuming;

§ Less standard port analysis due to § No additional § Not designated for
operations potential ships requirements for a large ship
disruption; collision in port and special designated operators /
§ Time saving under sea and port area for LNG consumers;
solution (higher weather loading; § Impact on cargo
transfer rate); conditions); § No additional handling and
§ Favourable for § Requires at least infrastructure / passenger
LNG powered some onshore port facilities needed for embarking /
ships with short infrastructure for LNG bunkering disembarking;
port turnaround bunkering vessel procedure; § Requires a good
time. berthing and § Less potential road infrastructure
loading. operational and connection to
breakdown (trucks the port
can be easier infrastructure.
replaced when
compared to a
bunkering vessel).

Based on the observations gathered, following recommendations can be made for the South Baltic Sea
ports:

§ LNG bunkering is feasible in terms of security, safety, environment and economics and can be
implemented in different mode (e.g. Ship-to-Ship or Truck-to-Ship).
§ According to the latest LNG-related regulation documentation, LNG bunkering practices and
procedures are not standardised on international level.
§ There are existing a critical number of case studies and active port practices, which enable
establishing LNG bunkering infrastructure in the South Baltic Sea ports.

Page 36 of 39
Conclusions and recommendations
The purpose of safeguards is to reduce risk through mitigation, control, and prevention. DNV GL’s
“Development and Operation of Liquefied Natural Gas Bunkering Facilities” has recommended safeguard
criteria for best practice of LNG bunkering (Ref. 6).

The following safeguards should be considered standard operational safeguards for standard best practice,
which is promoted by the “Guidelines for Systems and Installations for Supply of LNG Fuel to Ships” (Ref.
7). Deviation from these safeguards would require validation through a site-specific safety assessment that
operations can be carried out within appropriate levels of risk. For bunkering of LNG the preventive
measures to reduce risk are:

• Suitable specification and regular inspection of loading hose. A major contributor to the likelihood
of loss of containment is integrity failure of the loading hose. An emphasis on visual inspection of
loading hoses before every bunkering operation will help reduce the chance of hose failure.
• Purging of bunkering hose with inert gas. Purging of bunkering hose is part of industry best practice
for large transfers of LNG.
• Continuous monitoring during LNG transfer. This will ensure the quickest possible detection and
isolation time in the event of a leak.
• Excess flow valves installed on bunkering manifold. Installation of excess flow valves that trigger
automatic shutdown at high flows greater than 150% of normal flow will add further assuredness
that isolation will occur quickly.
• Effective training and competence programs for operators including truck driver operators.
Employing the appropriate training scheme will reduce the incidence of human error and ensure
that previously mentioned safeguards are maintained.
• Competence gained through training should be implemented regularly during the operator’s normal
duties. Besides the initial training, continued maintenance of competence by means of refresher
training is a key issue.
• Maintain effective safety zones during LNG operations. Developing an effective safety zone
enforcement procedure is recommended since the risk of vessel striking is a significant risk driver.
• Compatibility of equipment and operations.
• Assess the effectiveness of mitigation strategies (such as training, gas detection, firefighting capability,
and emergency response) against potential incidents arising from co-locating bunkering activities
with other uses of LNG.
• Applying emergency deluge systems around the bunkering storage tank.
• Effective security zone enforcement. Developing an effective security zone enforcement procedure
is recommended since the risk of vessel striking is a significant risk driver.
• Effective safety zone enforcement. Developing an effective security zone enforcement procedure is
recommended to promote a safe environment for port population.
• High-level barrier assessment. Approval of proposed LNG bunkering facilities in a given port
presupposes that the existing risk at the port is acceptable and would not pose unacceptable risks
onto the bunkering operations.
• Asset owners should manage the critical barriers identified in the risk assessment for their LNG
facility.

Page 37 of 39
 • Risk assessments provide insight and guidance to protecting operations against hazards inherent
with operations. More information available specific to a site or facility empowers the assessment to
identify hazards and make recommendations specific to said site or facility.
• Gather additional data. Related to the recommendation to conduct risk assessments for non-
standard LNG bunkering operations, additional data and assessments are needed to establish
maximum thresholds concerning marine traffic density.
• The assessments to be conducted should clearly establish a threshold to marine traffic exposure for
LNG bunkering.

Page 38 of 39
References
Baltic Sea charts.

DNV GL “Development and Operation of Liquefied Natural Gas Bunkering Facilities” DNV GL
Recommend Practice, DNVGL-RP-0006: January 2014.

DNV-GL Liquefied Natural Gas (LNG) Bunkering Study. Report No.: PP087423-4, Rev 3. September 2014

European Maritime Safety Agency: Publications and documents, 2014.

Google maps.

IAOGP. “Guidelines for Systems and Installations for Supply of LNG as Fuel to Ships, “International
Association of Oil and Gas Producers (OGP) Draft 118683. June 2013.

International Organization for Standardization. ISO TC 67/DTS 118683. Guidelines for Systems and
Installations for Supply of LNG as Fuel to Ships. June 4, 2013. Web. May 15, 2014.

Klaipeda port webside: www.portofklaipeda.com;

Paulauskas, V. Optimalus uostas (Optimal port). Klaipeda University publish house, 2011, 320 p.

Swinoujscie port information: www.szczecinport.com

Page 39 of 39