gas as a

TGN06-07
version 1 .0

marine fuel
Bunker Station
Location:
Considerations and
Recommendations

technical guidance note

TGN06-07
version 1.0 Version 1.0, January 2021.

© Society for Gas as a Marine Fuel, 2021.

ISBN: 978-1-9996669-4-1

All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted in
any form or by any means – electronic, mechanical, photocopying, recording or otherwise – without the prior
permission of the Society for Gas as a Marine Fuel.

The Society for Gas as a Marine Fuel (SGMF)

The Society for Gas as a Marine Fuel (SGMF) is a non-governmental organisation (NGO) established to promote
safety and industry good practice in the use of natural gas as a marine fuel. The society supports the wider use
of gas as marine fuel by developing technical guidelines that encourage safe and responsible operations. More
information on the society is available at: https://www.sgmf.info

Disclaimer

The advice in this Technical Guidance Note (TGN) is based on current good industry practices and available
information. It is intended solely for guidance and use at the owner’s/operator’s own risk. No responsibility
is accepted by SGMF – nor by any person, company or organisation related to SGMF – for any consequences
resulting directly or indirectly from compliance with, or adoption of, any of the TGN’s recommendations or
guidance.

Acknowledgements

SGMF acknowledges the participation of the following individuals and companies in developing this document:
Daniel Wesp (ABS), Robert Kamb (ABS), Johann Le Bihan (CMA-CGM), David Edwards (Houlder) and Gianpaolo
Benedetti (SGMF).

SGMF also acknowledges the contributions of the following individuals and organisations: Andrew Stafford
(Trelleborg), Chad Verret (Harvey Gulf), Magnus Hellström (Sirius Shipping), Yves Bui (MSC), Syed Mareel (Shell) and
Viktor Gingsjo (Foreship).

Reader key

Clarifications and
qualifications

Case studies/examples/
lessons learned

© Society for Gas as a Marine Fuel

Contents TGN06-07
version 1.0

Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

1 Introduction
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.1 Applicability and limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.2 Reference and further reading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.3 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
1.4 Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

2 The Design Philosophy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

2.1 Location selection process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.1.1 Step 1: Initial assumptions and preliminary location selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2.1.2 Step 2: Definition of the bunker station arrangement and operational clearances . . . . . . . . . . . . . . . . . 7
2.1.3 Step 3: LNG design and operational aspects validation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

3 Preliminary Location Selection – Considerations: Step 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

3.1 LNG bunkering supply – basic considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
3.1.1 Bunkering scenario . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
3.1.2 Bunkering compatibility assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
3.2 Ship types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
3.2.1 High freeboard vessels and/or large changes of draft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
3.2.2 Passenger vessels and low freeboard/elevation bunker station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
3.2.3 Oil and chemical tankers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

4 Bunker Station Arrangement, Clearances and Layout: Step 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

4.1 Manifold arrangement and operational clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
4.2 Bunker station layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
4.2.1 Open-deck layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
4.2.2 Semi-enclosed and enclosed layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

5 LNG Design Aspects: Step 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

5.1 Hazardous zones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
5.2 LNG handling and tank location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
5.3 Hull lines and superstructures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
5.4 LNG bunkering operation and equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
5.4.1 Personnel access in and out of the bunker station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
5.4.2 Bunkering equipment and lifting appliances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
5.5 Other ship operations (safety zone and SIMOPS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
5.5.1 Safety zone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
5.5.2 SIMOPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
5.5.3 Recommendations and considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

Appendix A: Summary of Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

Appendix B: LNG Bunker Manifold – Vessel Specific Datasheet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

© Society for Gas as a Marine Fuel 1

TGN06-07
version 1.0 Purpose
This Technical Guidance Note (TGN) addresses the industry requirement for guidelines for the location of
bunkering manifolds and/or bunker stations installed on gas-fuelled vessels (GFVs) subject to the IGF Code.

It has been prepared with the aid of operators of LNG-fuelled vessels, naval architects, designers and
classification societies. It complements the existing SGMF guidelines, TGN 06-04 Ver1.0 – Manifold Arrangements
for Gas-Fuelled Vessels, which were published in 2019 to address the manifold layout and fitting arrangements
onboard GFVs.

Application of this TGN will promote development of standardised and safe practices during the deployment of
compatible GFV bunkering operations with differing bunkering facilities and installations.

Notes:
1. This document provides a set of recommendations only. They do not constitute a detailed technical
specification and apply only to the use of liquefied natural gas [LNG] onboard GFVs.
2. The guidance, recommendations and provisions are intended as generic and may or may not be applicable
to a specific vessel or design. Applicability should be ascertained on a case-by-case basis. All advice is
based on interpretation of existing design requirements and vessel designs, good practices and lessons
learned.
3. This guidance is based on information made available to SGMF. No responsibility is accepted by SGMF –
nor by any person, company or organisation related to SGMF – for any consequences resulting directly or
indirectly from compliance with, or adoption of, any of this TGN’s recommendations or guidance.

2 © Society for Gas as a Marine Fuel

1 Introduction TGN06-07
version 1.0

These guidelines suggest a common approach to follow when selecting the optimal location for the LNG bunker
station of a GFV. They consist of recommendations and considerations that address the needs of shipowners,
ship designers and shipyards involved in the planning, design and build of GFVs covered by the IGF Code.

In developing this guidance, a set of design aspects and considerations were developed to aid users when
considering GFV bunker manifold arrangements:

1. the safety of people, assets and the environment

2. gas handling, process operation and design
3. bunkering scenarios: mobile-to-ship, ship-to-ship, shore-to-ship
4. LNG bunkering operations: connection, transfer and disconnection procedures
5. marine operations, including SIMOPS (mooring, cargo transfer, crew access, maintenance, emergency
response, and so on)
6. implementation of controlled zones – (for example, the safety zone)
7. compatibility between receiving ship and supplier facility – (for example, port and starboard location)
8. LNG bunker manifold arrangement and layout

This TGN 06-07 Ver1.0 document specifically addresses the location of the bunker station to ensure safe and
efficient bunkering operations. The reader should refer to the recommendations provided in the SGMF publication
Manifold Arrangements for Gas-Fuelled Vessels – TGN 06-04 Ver1.0 for guidance regarding the layout,
dimensions and overall arrangement of the bunker station, which should be defined before a location is selected
onboard the GFV.

1.1 Applicability and Limitations

This TGN and its recommendations are intended to apply to any LNG bunkering scenario. It addresses the
specific requirements for natural gas used as a marine fuel; with appropriate limitations it may be used as a
reference for some other low-flashpoint fuels and systems.

1.2 Reference and Further Reading

This document refers to the following standards and guidelines:

IMO codes:
• IGF Code: International Code of Safety for Ships Using Gases or Other Low-Flashpoint Fuels
International Standards:
• ISO 20519:2017 Ships and Marine Technology – Specification for Bunkering of Liquefied Natural Gas-Fuelled Vessels
• ISO/TS 18683: 2015 – Minimum Requirements on Design & Operations for Safe LNG Bunkering [Seagoing & Inland
Navigation Vessels]
• ISO 21593:2019 Ship and Marine Technology – Technical Requirements for Liquefied Natural Gas Bunkering Dry-
Disconnect/Connect Coupling

Industry Guidelines:
• SGMF: Manifold Arrangements for Gas-Fuelled Vessels – TGN 06-04 Ver1.0
• SGMF: Safety Guidelines – Bunkering – FP07-01 Ver2.0
• SGMF: Recommendation of Controlled Zones During LNG Bunkering – FP02-01 Ver1.0

© Society for Gas as a Marine Fuel 3

TGN06-07 • SGMF: Simultaneous Operations (SIMOPS) During LNG Bunkering – FP08-01 Ver1.0
version 1.0
• SGMF: LNG Bunkering with Hose Bunker Systems: Considerations and Recommendations –
TGN 06-06 Ver1.0
• OCIMF: Recommendations for Oil and Chemical Tanker Manifolds and Associated Equipment

Notes:
Every effort has been made by the SGMF to avoid discrepancies between the recommendations in this TGN
and the statutory requirements in international standards and class rules. If discrepancies arise, the statutory
requirements shall take precedence.

1.3 Definitions

The following definitions are used throughout this document:

Bunkering Facility/Supplier – The bunkering facility – also referred to as the “Supplier” – is any technology or
system designed to be used to transfer/bunker liquefied gas as fuel to a gas-fuelled vessel. It may consist of a
floating, shore-based, fixed or mobile fuel-supply facility, such as a bunker vessel, road tanker or terminal.

Bunker Station – The location(s) on board a vessel where fuel is loaded from and discharged to a bunkering
facility.

In the context of bunker station, this document refers to:

• the Bunker Station Location: the actual position of the bunker station on the gas-fuelled vessel
• the Bunker Station Layout: the arrangement of the manifolds within an open-deck, semi-enclosed or
enclosed bunker station.
• Open-Deck Bunker Station Layout: a bunker station located on an open-deck. “Open deck means a deck
having no significant fire risk that at least is open on both ends/sides, or is open on one end and is provided
with adequate natural ventilation that is effective over the entire length of the deck through permanent
openings distributed in the side plating or deckhead” Ref: IGF § 2.2.34.
• Semi-Enclosed and Enclosed Bunker Station Layouts: a bunker station which is located in a Semi Enclosed
or Enclosed space.
“Semi-enclosed space means a space where the natural conditions of ventilation are notably different from
those on open deck due to the presence of structure such as roofs, windbreaks and bulkheads and which
are so arranged that dispersion of gas may not occur” Ref: IGF § 2.2.38 –
“Enclosed space means any space within which, in the absence of artificial ventilation, the ventilation will be
limited and any explosive atmosphere will not be dispersed naturally” Ref: IGF § 2.2.21.

Notes:
In this document, the term “enclosed bunker station” refers to both semi-enclosed and enclosed bunker station
layouts.

• The Manifold Arrangement: the physical spacing and sizing of the bunker manifolds
• Bunker Station Operational Clearances: The area directly outboard, forward and aft of the bunker station
that should, by design, be kept clear of obstructions, including temporary ones such as bunker barge
mooring lines.
Gas-Fuelled Vessel (GFV)/Receiver – The gas-fuelled vessel – also referred to as the “Receiver” – is an IGF-
compliant vessel using gas as marine fuel.

Hazardous Area/Zone – The three-dimensional space where there is a defined probability that a flammable
atmosphere is present. The probability is defined by national regulations and both the IGF and IGC codes.

4 © Society for Gas as a Marine Fuel

 TGN06-07
Mobile-to-Ship – An LNG bunkering operation to a gas-fuelled vessel from a mobile bunkering facility located version 1.0
onshore. Mobile bunkering facilities can consist of a truck, rail car or other mobile device (including portable
tanks) used to bunker LNG. (see Figure 1)

Safety Zone – A three-dimensional envelope of distances inside which the majority of leak events occur and
where, in exceptional circumstances, there is a recognised potential to harm life or damage equipment/
infrastructure in the event of a leak of gas and/or LNG.

Shore-to-Ship – An LNG bunkering operation to a gas-fuelled vessel from a fixed bunkering facility or terminal
(see Figure 1).

Ship-to-Ship – An LNG bunkering operation to a gas-fuelled vessel from a floating storage or bunker vessel (see Figure 1).

LNG
(SUPPLIER)

GAS FUELLED (RECEIVER) LNG (SUPPLIER) GAS FUELLED (RECEIVER)

GFV Ship to Ship bunkering

GFV Shore to Ship bunkering
from a floating storage or bunker vessel
from a fixed shore bunkering facility/terminal

LNG (SUPPLIER) LNG (SUPPLIER)

GAS FUELLED (RECEIVER) GAS FUELLED (RECEIVER)

GFV Mobile to Ship bunkering

GFV Mobile to Ship bunkering
from a truck
from multiple trucks/portable tanks, throughout a jointed
manifold/pumping station

Figure 1: Typical bunkering supply scenarios

1.4 Abbreviations

The following abbreviations are used in this document:

GFV – Gas Fuelled Vessel

IGF Code – International Code of Safety for Ships Using Gases or Other Low-Flashpoint Fuels
IMO – International Maritime Organization
LBV – LNG Bunker Vessel
LNG – Liquefied Natural Gas
OCIMF – Oil Companies International Marine Forum
SIMOPS – SIMultaneous OPerationS
SWL – Safe Working Load
TGN – Technical Guidance Note

© Society for Gas as a Marine Fuel 5

TGN06-07
version 1.0 2 The Design Philosophy
This document suggests the following process as guidance for shipowners, ship designers and shipyards
involved in the planning, design and build of a GFV, when considering where to locate a bunker station (see
Section 2.1).

Notes:
1. The designer/ship builder/owner/operator should consider the recommendations in this document along
with those provided in the SGMF publication Manifold Arrangements for Gas-Fuelled Vessels – TGN 06-04
Ver1.0. Both sets of recommendations should be reviewed and validated as part of the design and risk
assessment processes.
2. To facilitate compatibility studies between the gas-fuelled vessel and differing bunkering facilities, designer/
ship builder/owner/operator are recommended that the bunker station location is referenced as per SGMF
form GFV-A LNG Bunker Station Manifolds Arrangement Information Form in Appendix B and available to
download from www.sgmf.info.
3. When possible, discussion between the vessel designer and the potential fuel supplier(s) is desirable
to complement early bunkering compatibility assessment and assumptions, and to provide as much
information as possible on the optimal bunker station location.

2.1 Location Selection Process

The design and consequential location on a GFV of the bunker station is an iterative process aiming to strike the
best balance between a number of factors that influence the ship design and its intended operations.

This process can be divided into three main steps:

Step 1 Preliminary potential location selection

Step 2 Definition of the bunker station

arrangement and operational clearances

Step 3 LNG Design Aspects Validation

No
Are the requirements met?

Yes

Implementation

Figure 2: Location Selection Process

6 © Society for Gas as a Marine Fuel

 TGN06-07
2.1.1 Step 1: Initial Assumptions and Preliminary Location Selection version 1.0

Step 1 Preliminary potential location selection

In this first step, the ship designer and owner will select one or a number of preliminary potential locations for the
bunker station, based on the design characteristics of the ship, its operations and design experience.

Locations are normally chosen to satisfy two main principles:

1. To minimise the impact on the vessel design. In other words, to incorporate the bunker station into the
existing vessel design with little or no change to the surrounding vessel arrangement.
2. To minimise the impact on vessel operations. In other words, to locate the bunker station away from areas
where vessel operations such as cargo loading and unloading, loading of provisions, or other operations
are carried out.
Initial thoughts on the preliminary location selection are provided in Chapter 3 for early consideration by the ship
designer and owner.

2.1.2 Step 2: Definition of the Bunker Station Arrangement and Operational Clearances

Step 2 Definition of the bunker station

arrangement and operational clearances

In the second step, the ship designer and owner will define the preliminary dimensions of the bunker station.

Chapter 4 provides guidance on how this can be achieved. Further guidance can be found in the SGMF
publication TGN 06-04 Ver1.0 – Manifold Arrangements for Gas-Fuelled Vessels.

2.1.3 Step 3: LNG Design and Operational Aspects Validation

Step 3 LNG Design Aspects Validation

In this third step, the preliminary location and arrangement of the bunker station – as defined in steps 1 and 2 –
is validated against a number of LNG design aspects that reflect the nature of LNG as a marine fuel and how it
differs to conventional liquid fuels.

Six “LNG Design Aspects” (see Chapter 5) influence ship design and operations; all are linked to the type of ship
and the anticipated bunkering scenarios. These LNG Design Aspects are:

SHIP DESIGN SHIP OPERATIONS

• Hazardous Zones • LNG Bunkering Operation & Equipment

}
• LNG Handling & Tank Location • Safety Zone & Other Ship
• Hull Lines and Superstructures • SIMOPS Operations

During this third step, the ship designer and owner should:

1. Review each of the assumptions made in steps 1 and 2 against all the LNG design and operational aspects
and the considerations and recommendations provided in this document.

© Society for Gas as a Marine Fuel 7

TGN06-07 2. Assess if the vessel design and operational expectations are met and the bunker location satisfies the “LNG
version 1.0 Design and Operational Aspects” recommendations.

This should be then followed by a decision to:

3. Validate the location and arrangement selected in step 1 or

4. to reconsider the assumptions and select a different location by restarting the process showed in Figure 2
until a satisfactory location is found so that this can be implemented in the vessel design.

8 © Society for Gas as a Marine Fuel

3 Preliminary Location Selection – TGN06-07
version 1.0

Considerations: Step 1
This chapter provides useful insights into the location selection process. That said, the experience and
understanding of the ship designer is fundamental to optimising the ship design and operational requirements
during this first step of the process (see Figure 2).

Considerations are divided into two categories:

• LNG bunkering supply

• ship types

3.1 LNG Bunkering Supply – Basic Considerations

The design of a bunker station and the choice of its location should facilitate connection with the largest possible
number of potential bunkering facilities/suppliers.

Understanding what type of LNG bunkering supply the GFV will receive when in operation will direct the designer
to select a suitable bunker station location.

The following two factors should be considered.

3.1.1 Bunkering Scenario

Three types of bunkering scenarios are considered in this TGN (see Figure 1):

Ship-to-Ship – An LNG bunkering operation to a gas-fuelled vessel from a floating storage or bunker vessel.
Mobile-to-Ship – An LNG bunkering operation to a gas-fuelled vessel from a mobile bunkering facility located
onshore. Mobile bunkering facilities can consist of a truck, rail car or other mobile device (including portable
tanks) used to bunker LNG.
Shore-to-Ship – An LNG bunkering operation to a gas-fuelled vessel from a fixed bunkering facility or terminal.

During the design of the GFV if the supplier(s) is known, the designer is invited to discuss compatibility issues and
requirements with the bunker supplier. Even when this is unknown, some general considerations can still be
made.

A GFV with tank(s) of around 200 m3 [1]: The primary bunkering scenario is likely to be mobile-to-ship, using
one or more trucks

A GFV with large tank(s): The primary bunkering scenario is likely to be ship-to-ship, with a
bunker vessel moored alongside.

Shore-to-ship from a terminal: This requires a vessel to go to a dedicated berth for LNG supply,
which is only available in specific ports with terminals having small-
scale facilities.

[1] Typically, a truck or container contains around 50 m3 of LNG and availability depends on the truck dispatch, logistic and local supply chain.

© Society for Gas as a Marine Fuel 9

TGN06-07
version 1.0 3.1.2 Bunkering Compatibility Assessment
Before an LNG bunkering operation begins, a compatibility assessment should be carried out to assess
compatibility between supplier and receiver systems and equipment, and to establish a clear understanding
between all the parties involved of the procedures and methods for bunkering, including emergency procedures.

This document does not address bunkering compatibility assessments. These are covered in Section 6.2.4 of the
SGMF publication Safety Guidelines – Bunkering – FP07-01 Ver2.0. However, the ship designer and owner are
invited to consider how – based on the primary bunkering scenario (see Section 3.1.1) – a supplier might connect
bunkering hoses or bunkering loading arms from its bunkering facility to the GFV manifold.

3.2 Ship Types

Different ship types will lead to different requirements and locations for the bunker station. The following might be
considered:

3.2.1 High Freeboard Vessels and/or Large Changes of Draft

Operators of vessels with high freeboard deck available, or where the draft may be expected to change
significantly during bunkering, should be aware that high elevations of the bunker station from the waterline may
result in operational difficulties in connecting to some bunkering facilities.

Bunkering scenario compatibility assessments between bunkering facilities and the GFV are strongly
recommended where the bunker station is:

> 20 metres[1] above the waterline for a mobile-to-ship or shore-to-ship scenario

> 25 metres[1] for a ship-to-ship scenario

3.2.2 Passenger Vessels and Low Freeboard/Elevation Bunker Station

Passenger vessels tend to prefer enclosed bunker stations, thereby freeing the open deck for use by passengers
(see Chapter 5). Owners and designers should be aware that locating the bunker station close to the waterline
in low freeboard vessels may result in operational difficulties in accommodating the catenary of the bunkering
hoses (see Figure 3).

[1] Owners and designers should be aware that the typical length of bunkering hoses is around 20m. Hoses with a length 30m may be available in some
circumstances.

10 © Society for Gas as a Marine Fuel

 TGN06-07
version 1.0

Figure 3: A Typical Ship-to-Ship Bunkering Operation (Picture courtesy of Shell)

A minimum air clearance of 2m to the water line is suggested for operations with flexible hoses with a diameter
up to 3”; larger hoses may need a larger air clearance and so consultation with the hose manufacturer is
recommended.

Alternatively, Table 1 below provides general guidance.

Table 1: Bunkering Hoses bending radii

Approximate hose dynamic minimum bending radii [1]

Hose Diameters Typical range of radii for Aerial Hoses [2] [3] [mm]

2” 200 - 800

4” 500 - 1,000
6” 650 - 1,200
8” 900 - 1,500

[1] the dimensions provided should be considered as typical and approximate and
used for educational/informative purposes only
[2] typical range of dimensions for aerial single- to double-wall hoses
[3] Bending radii are all measured at the hose natural axis/centre line.

(Source: TGN 06-06, Chapter 4.3.2.2)

3.2.3 Oil and Chemical Tankers

The Oil Companies International Marine Forum (OCIMF) has issued specific guidelines for the design and location
of bunkering manifolds for oil and chemical tankers, recommending locating these aft and/or forward of the
cargo manifolds.

© Society for Gas as a Marine Fuel 11

TGN06-07
version 1.0 SGMF recommends the designer of oil and chemical tankers GFVs to follow OCIMF guidelines, which have
already been considered in this TGN06-07 Ver1.0 publication, and to additionally consider TGN 06-04 Ver1.0
recommendations, such as manifold intra-spacing and manifold orientation, to ensure greater compatibility with
the wider LNG bunkering industry and supply chain.

Notes:
Every effort has been made by the SGMF and OCIMF to avoid discrepancies between the recommendations
issued by the societies. However, while SGMF recommendations are intended as general and therefore
applicable to any GFVs, OCIMF recommendations are specific to oil, gas and chemical tankers only, so some
discrepancies are inevitable.

The designer should be able to understand the reasons behind any discrepancies and make an informed
choice.

12 © Society for Gas as a Marine Fuel

4 Bunker Station Arrangement, Clearances TGN06-07
version 1.0

and Layout: Step 2

Bunker Station – The location(s) on board a vessel where fuel is loaded from and discharged to a bunkering
facility.
The Bunker Station Location: the actual position of the bunker station on the gas-fuelled vessel
The Bunker Station Layout: the arrangement of the manifolds within an open-deck, semi-enclosed or enclosed
bunker station
The Manifold Arrangement: the physical spacing and sizing of the bunker manifolds
Bunker Station Operational Clearances: The area directly outboard, forward and aft of the bunker station that
should, by design, be kept clear of obstructions, including temporary ones such as bunker barge mooring lines.

When considering the arrangement, clearances and layout of a bunker station on a GFV, the shipowner and
designer should have a good understanding of the LNG fuel tank capacity required and an indication of the
bunkering connection piping size – based on the endurance of the ship, its trading route/area, and bunkering
flow rate/time.

With this information, the designer should refer to Section 3 of the SGMF publication TGN06-04 to define the
layout of the bunker station, its overall dimensions and its recommended overboard operational clearances.

4.1 Manifold Arrangement and Operational Clearances

The overall dimensions of the bunker station to be integrated into the ship design are mainly linked to the
manifold size and the number of connections (see Figure 4). These dimensions are independent of the type of
bunkering station, whether open-deck or enclosed.

Small Vessel Considerations

Small vessels may present additional challenges when selecting the bunker station location, particularly due to
the overall dimensions of LNG bunker stations when compared with more traditional oil bunker stations.

Where possible, owners and designers should strive to maintain the overall dimensions as close as possible to
those recommended, so as to ease ergonomics, manual handling, and health and safety rules, and to reduce
operational difficulties.

Alternative design features and protections can be proposed, provided that equivalent levels of protection are
achievable.

© Society for Gas as a Marine Fuel 13

TGN06-07
version 1 .0

X X

L S L
2100mm

Bunker station platform

Inboard Overboard
Manifold Spacing Operational Clearance

Figure 4: Bunker Station, Spacing and Operational Clearances (elevation view looking inboard)

[E] Elevation: Distance from the manifold centre line to the manifold platform
[L] Manifold Free Space: Lateral distance from the manifold centre line and surroundings structure
[S] Manifold intra-spacing: Distance between the centre lines of two manifolds
[Y] Ship’s Side Deckhead Clearance: Distance from the manifold centre line to the extent of the overboard deckhead vertical clearance
[X] Ship’s Side Free Space: Distance from the outer manifold centre line to the extent of the overboard free space

4 .2 Bunker Station Layout

4.2.1 Open-Deck Layout

An open-deck layout may be selected for vessels with sufficient open deck area, such as tankers or bulk carriers.
This requires a suitable deck area with no significant hazards, open on both ends/sides, or open on one end and
provided with adequate natural ventilation that is effective over the entire length of the deck through permanent
openings distributed in the side plating or deckhead.

When possible, an open-deck location is preferred as this typically allows better access for the bunkering system,
hoses or loading arm, and fewer restrictions where gas can be trapped in case of an accidental release during
bunkering, thanks to natural ventilation. This is reflected in the requirements in the IGF Code (see note below).

4.2.2 Semi-Enclosed and Enclosed Layout

Semi-enclosed and enclosed bunkers stations may be considered when the arrangement of the vessel does not
offer sufficient open deck space for bunkering operations. Enclosed bunker stations might also make it easier to
control the associated entry into hazardous areas. (see Tips and Lessons Learned – 1, overleaf)

Provided that the design requirements of the IGF Code and the guidelines of SGMF publication TGN06-04 are
met, enclosed bunker stations are a suitable option, widely adopted by the industry. For some vessel types, this
choice offers greater flexibility in selection of the final bunker station location.

Ref: IGF Code, § 8 .3 .1 .1 – The bunkering station shall be located on open deck so that sufficient natural
ventilation is provided. Closed or semi-enclosed bunkering stations shall be subject to special consideration
within the risk assessment.

14 © Society for Gas as a Marine Fuel

 TGN06-07
Provision of an enclosed bunker station will normally be considered as part of the vessel risk assessment and, version 1.0
additionally, as required by the IGF Code (Ref: IGF Code, § 4.2) (see Tips and Lessons Learned – 1, below).

Notes:
The term “enclosed bunker station” refers to both semi-enclosed and enclosed bunker station layouts.

Tips and Lessons Learned – 1: Design Considerations for Enclosed Bunker Stations
When selecting an enclosed bunker station design, shipowners and designers should be aware of the
additional operational considerations and design requirements that this layout requires – for example, safety
zone dimensions.

These considerations shall, as a minimum, include, but not be restricted to, the following design features:

• segregation from other areas on the ship, including access to bunker station from non-hazardous areas
through airlocks
• hazardous area plans for the ship
• requirements for forced ventilation
• requirements for leakage detection (for example, gas detection and low-temperature detection)
• safety actions related to leakage detection (for example, gas detection and low-temperature detection)
• monitoring of the bunker station by direct line of sight or CCTV
• remote means of monitoring bunker station pressures and temperatures at the control station

© Society for Gas as a Marine Fuel 15

TGN06-07
version 1.0 5 LNG Design Aspects: Step 3
LNG as marine fuel has certain risks associated with it and therefore specific requirements for bunkering
operations. The recommendations and additional considerations below are based on industry experience and
good practice.

Six “LNG Design Aspects” are discussed in the following sections, which provide specific recommendations and
considerations by vessel type and bunkering scenario.

A summary of the key recommendations is provided in Appendix A.

All six LNG Design Aspects are strongly linked to each other and must be reviewed as part of an iterative process
(see Figure 5). There is not an obvious hierarchy as to which is more important. Some vessel types are more
sensitive than others.

For example, a cruise liner might be more sensitive to the relationship between the bunker station location and
hull lines and superstructures, such as passengers’ balconies. A container vessel might be more sensitive to
optimisations of other ship operations, such as loading and unloading of containers, requiring analysis of safety
zone and simultaneous operations (SIMOPS) to minimise operational disruptions.

Step 3 LNG Design Aspects Validation

Hazardous Zones

LNG Handling &

Tank Location
Other Ship Operations

Safety Zone SIMOPs

Hull Lines and

Super Structures

LNG Bunkering Operation

& Equipment

Figure 5: Relationships Between LNG Design Aspects

16 © Society for Gas as a Marine Fuel

 TGN06-07
5.1 Hazardous Zones version 1.0
Hazardous Area/Zone – A three-dimensional space in which there is a defined probability that a flammable
atmosphere may be present. It is defined by national regulations and by the IGF Code.

Due to the potential risk created by accidental releases of gas, hazardous zones are required around the bunker
station (see Figures 6 and 7).

The hazardous zones determine what types of the equipment are suitable for the area and the openings to non-
hazardous spaces fitted around the bunker station impose design constraints for the shipowner and designer.

Bunker station

Figure 6: Gas-fuelled vessel hazardous area drawing for a PSV (Pictures courtesy of Woodside and Siem Offshore)

Hazardous zones around manifold flanges and valves – hazardous zones 1 and 2 – are defined by the IGF Code
as well as by their dimensions (Ref: IGF Code, § 12.4 and § 12.5) with the objective of the classification “to allow
the selection of electrical apparatus able to be operated safely in these areas”.

© Society for Gas as a Marine Fuel 17

TGN06-07
version 1 .0
Hazardous Zones 1&2
(Ref: IGF code § 12)

Bunkering
Manifold R
(Ref: TGN 06-04 R
§ 3.2)

Drip tray /
coamings
(Ref: TGN 06-04
§ 3.4)

X X
Bunker station platform

Figure 7: Simplified Example of Bunker Station Hazardous Zones (Elevation view looking inboard)

[R,X] - Dimensions defined by the IGF code section 12

Recommendations:
R-1 The dimensions of hazardous zones around the bunker station – as required by Section 12 of the IGF
Code – should be defined during the early stages of vessel design.

These provide boundaries for the location of the bunker station in relation to other ship areas and
operations that might regularly occur within these areas – for example, ventilation inlets/outlets or
limitations on the installation of equipment such as mooring winches.

Additional Considerations:
1. For Small Vessels, it may be difficult to completely segregate and integrate the bunker station and its
hazardous zones within the vessel design. Designers should consider means of temporarily erecting
barriers or clearly defining hazardous zones with signage to alert personnel during bunkering; operators
may introduce special permit procedures with additional precautions that have been proven to be effective.
2. For Passenger Vessels, the bunker station can be located in an area where there is no access for
passengers and unauthorised personnel, or an enclosed bunker station layout can be selected that is fully
segregated from other vessel areas. Consideration should be given to risks associated with passenger/crew
movement and activities on decks above the bunker station location and the possibility of dropped objects.

5 .2 LNG Handling and Tank Location

The following recommendations on bunker station location can have a significant impact on the optimisation of
LNG bunkering procedures:

Recommendations:
R-2 The location of the bunker station, in relation to the elevation from the tank(s), should take into account
the need to drain the bunkering line by gravity towards the supplier or the receiver tank.

Generally, it is preferable to locate the bunker station above the tank(s). However, in practice, other
factors such as tank pressure are equally important.

R-3 Location of the bunker station should also take into account the distance from the bunkering manifold to
the tank(s).

18 © Society for Gas as a Marine Fuel

 TGN06-07
Shorter pipe connections from the bunker station to the tank (bunkering line) are generally considered version 1.0
beneficial. They help to reduce time for cool-down, draining and purging as well as minimising heat
ingress, cost and maintenance.

5.3 Hull Lines and Superstructures

The GFV’s hull lines and superstructures around and above the bunker station can influence or interfere with the
bunkering facility bunker system and its ability to connect to the receiving vessel’s manifold.

The following recommendations aim to optimise the design of the vessel to make its interfaces with the primary
supply method as efficient as practical.

Recommendations:
R-4 Where possible, the bunker station should be located within or close to the parallel body of the vessel
or at least with sufficient parallel body around. This is of special importance for safe mooring when ship-
to-ship operations are envisaged.

R-5 Where possible, the bunker station should be located clear of any overhead obstructions to provide ease
of access for the transfer hose/arm. These include, but are not limited to, bridge wings, lifeboats and
gangway access points.
The position of overhead structures in respect to the bunker station location should be considered
over the whole duration of the bunkering operation, taking into account changes of draft and tidal
variations, where applicable.
Superstructures above or adjacent to bunker station – which may include openings to accommodation,
service, control stations and other non-hazardous spaces – should be considered.

Additional Considerations:
1. The bunker station location related to the vessel flat body is becoming particularly relevant during offshore
ship-to-ship bunkering, where mooring arrangements between the LNG bunker vessel (LBV) and the GFV are
crucial for safe operations. For shipowner and designer information and reference:
a. a minimum of two pneumatic fenders deployed aft and forward of the bunker station location are
typically used by the LBV for mooring alongside; fender diameter may need to be 3m or more,
depending on the final mooring arrangements
b. larger hose diameters, with a larger minimum bending radius, will require larger fenders
c. when ship-to-ship bunkering is envisaged, the feasibility of mooring between receiving vessel and
bunker vessel should be studied during the design phase to allow for as much variety as possible in
bunker vessel size

5.4 LNG Bunkering Operation and Equipment

5.4.1 Personnel Access In and Out of the Bunker Station

LNG bunkering can be a labour-intensive operation, with more than one crew member involved, particularly
during connection and disconnection of the bunker system.

Section 3.3 of the SGMF publication TGN06-04 states:

“it is recommended that the bunker station layout is designed to provide safe access for crew to the transfer
system from both sides of the manifold, even when all the manifolds are in service.”

Recommendations:
R-6 The bunker station should be located in an area where good access is ensured for the personnel
involved in bunkering and their equipment, and to ensure that, in an emergency, they have a clear
escape route to areas outside the hazardous and safety zones.

© Society for Gas as a Marine Fuel 19

TGN06-07
version 1 .0 5.4.2 Bunkering Equipment and Lifting Appliances
LNG bunkering equipment – such as spool pieces (including reducers) and bunkering hoses (for example, hose,
quick connect and emergency release couplings) – is generally heavy and difficult to handle and so may require
the use of a lifting appliance during bunkering operations (see Tips and Lessons Learned – 2).

Failure to provide sufficient access, space and lifting gear at the bunker station has been proven to significantly
impact the time needed for connection and disconnection of the bunker system; this is difficult to correct after the
GFV and bunker station have been built and so should be addressed during the design phase.

Recommendations:
R-7 When locating the bunker station, shipowners and designers should consider the reach of suitable lifting
appliances with appropriate SWL (safe working load) capability to manoeuvre bunkering equipment in
and out of the bunker station.

Additional Considerations:
1. Section “Tips and Lessons Learned B-19” of the SGMF publication TGN 06-06 “LNG bunkering with hose
bunker systems: considerations and recommendations” suggests that a minimum lifting capacity is required
to support the GFV crew in bunkering operations, such as connection or disconnection of the bunker system
or recovery of a bunker hose after an ESD-2 emergency disconnection.

Tips and Lessons Learned – 2: Bunker Systems

The various LNG bunker systems currently in use can be grouped into three categories:

1 . Loading Arms:
Application (current): shore-to-ship and ship-to-ship
Generally used in shore-to-ship applications, but one LBV is also equipped with a loading arm for ship-to-
ship bunkering.
• arms have a medium to high bunkering flow capacity
• the loading arm operating envelope is well pre-defined for a specific application

2 . Hose Bunker Systems:

Application (current): mobile-to-ship, shore-to-ship and ship-to-ship
This is the most common means for bunkering, utilising different types of hose: composite/metallic and
single/double-wall/annular space. (For more information, see the SGMF publication TGN 06-06 “LNG
bunkering with hose bunker systems: considerations and recommendations”.)
The hose bunker system solution is generally regarded as offering the most flexibility with the use of hoses
of different sizes: typically with diameters of 2” to 8” and lengths up to 30m.

3 . Hybrid Systems:
Application (current): ship-to-ship
This relative new type of system combines the two technologies above with the aim of exploiting the best
benefits of the two technologies (some of these systems are also referred as “bunker booms”).

20 © Society for Gas as a Marine Fuel

 TGN06-07
5 .5 Other Ship Operations (Safety Zone and SIMOPS) version 1 .0
Besides the LNG bunkering operations already discussed in Section 5.4 above, a number of other ship operations
may need to take place while bunkering is under way. Whether such operations are possible, or what limitations
they might face, will depend on two closely linked LNG Design Aspects: the definitions of safety zone and the
assessment of simultaneous operations (SIMOPS).

5.5.1 Safety Zone

Safety Zone – A three-dimensional envelope of distances inside which the majority of leak events occur and
where, in exceptional circumstances, there is a recognised potential to harm life or damage equipment/
infrastructure in the event of a leak of gas and/or LNG.

A safety zone is required around the bunker station, in addition to the hazardous zones discussed in chapter 5.1,
due to the potential risks of accidental releases of gas. The safety zone is a temporary and much larger zone
than the hazardous zones (see Figure 8) and only relevant during bunkering operations.

Safety zones have an impact on the type of operations that can be carried out around the bunker station and
during bunker operations.

Safety Zone Hazardous Zones 1&2

(Ref: FP02-01 Ver1.0 (Ref: IGF code § 12)
& SGMF BASiL Tool)
Drip tray / coamings
(Ref: TGN 06-04 § 3.4)
Bunkering Manifold
(Ref: TGN 06-04 § 3.2)
R R Dy

X X
Bunker station platform

Dx
Figure 8: Simplified Example of Bunker Station Hazardous and Safety Zones (Elevation view looking inboard)

[R,X] - Dimensions defined by the IGF code chapter 12

[Dx , Dy] - Variable and defined by leak dispersions calculations

The size of the safety zone depends on a number of factors. These include: flow rate, transfer pressure, failure
scenario, local ambient conditions and the type of bunkering equipment (see Tips and Lessons Learned – 3).

Tips and Lessons Learned – 3: Defining a Safety Zone

During the early stage of the GFV design it may be difficult to fully define the extent and dimensions of the safety
zone. That said, assumptions can be made to help the shipowner and designer envisage what this might look
like.

Various methods and tools are available to define credible gas dispersing scenarios and the safety zone. While
some are more complex and accurate than others, in these early stages most of them give useful indications of
the potential safety zone that may be needed around the bunker station.

For more information, refer to the SGMF publication Recommendation of Controlled Zones During LNG Bunkering
– FP02-01 Ver1.0 and SGMF’s BASiL modelling dispersion tool for calculating a representative safety zone around
a vessel.

© Society for Gas as a Marine Fuel 21

TGN06-07
version 1.0 5.5.2 SIMOPS
During LNG bunkering, other operations may need to take place concurrently – for example, the loading or
unloading of cargo. These are referred to as simultaneous operations (SIMOPS).

SIMOPS is not a new concept in the maritime sector and applies to any combination of operations. In the case of
bunkering LNG as fuel, early analysis on where to locate the bunker station to avoid restrictions on SIMOPS within
the safety zone can help the shipowner to achieve the required safety threshold without compromising vessel
efficiency.

SIMOPS evaluations should not be limited to operations in the vicinity of the bunker station but should include all
activities taking place simultaneously that may impact bunkering operations.

Shipowners and designers will find more information on how to assess SIMOPS in the SGMF publication FP08-01
“Simultaneous Operations (SIMOPS) during LNG bunkering”.

5.5.3 Recommendations and Considerations

Recommendations:
R-8 SIMOPS operational restrictions within the safety zone, as defined in Section 5.5.1, and within the
hazardous zone, as defined in Section 5.1, should be in force during LNG bunkering. Shipowners and
designers should consider the location of the bunker station based on the expected size of the safety
zone size, its time duration and key SIMOPS, such as the moving of cargo or passengers.

Additional Considerations:
1. The bunkering safety zone is present and enforced only during bunkering, when the risk of a significant leak
is present. (Outside this time, there are no restrictions related to LNG bunkering that impact SIMOPS.)
2. The bunker station and its safety zone should be located away from access routes and the gangway in and
out of the vessel.
3. Public access areas should be located outside the safety zone or cordoned off when it is in place.
4. Cargo handling equipment and its manoeuvring area should be outside of the safety zone to avoid the need
for SIMOPS approvals in each port.
5. The location of life-saving equipment – such as lifebuoys, life jackets and lifeboats – should be reviewed in
the context of the location of the bunker station.
a. life-saving equipment should be located outside the hazardous zones to ensure access at all times (Ref:
IGF Code § 3.2.4 and 3.2.5)
b. the review should also take into consideration the launching paths – for example, a lifeboat cannot
be deployed even in an emergency if it would land over a bunker vessel moored alongside; this may be
different for a lifebuoy that can be deployed away from where it is stored
6. In the early stages of vessel design, a preliminary assessment of the potential extensions of the safety zone
can contribute to a greater understanding of its impact on desired future SIMOPS operations and provide
guidance for a less intrusive bunker station location (see Tips and Lessons Learned – 3).
7. Consideration should be given to the location of public access areas, equipment and ventilation inlets or
outlets beneath the bunker station; if a leak occurs the cold gas will flow first downwards and/or stay at low
levels until it has reached a temperature of -110°C or higher and it might achieve some distance before it
rises. The behaviour of cold gas leaks should be considered as part of the assessment of the safety zone
around the bunker station.
8. Passenger Vessels:
a. Consideration should be given to locating the bunker station and its safety zone away from: access
gangways used for cargo loading or for embarking and disembarking passengers, balconies, other
public areas and cabins.
b. Passengers and their equipment, including vehicles on ferries, should be prevented from entering
the safety zone, unless an additional SIMOPS risk assessment indicates otherwise. The location of the
bunker station for a passenger vessel should take this into account, along with what mitigations might
be put in place, either by reducing the safety zone or limiting access to it.

22 © Society for Gas as a Marine Fuel

9. For Container Vessels or general Cargo Vessels and Support Vessels: TGN06-07
version 1.0
a. The stowage and transfer of hazardous cargoes and materials aboard such ships may be impacted by
the bunker station location and resulting hazardous, safety and controlled zones, unless indicated
otherwise by an additional SIMOPS risk assessment.
b. During bunker location studies, the designer should consider:
i. what cargo can be moved during LNG bunkering and what may need to be scheduled once
the temporary safety zone has been removed, and determine whether this is sufficient without a SIMOPS
arrangement
ii. reviewing the working envelope/reach of cargo cranes, cargo conveyors, or other cargo handling
equipment that might face restrictions on lifting or moving cargo over the safety zone, even if not within
the safety zone, to avoid the risk of dropping objects
iii. how to prevent access to the safety zone, or control the access of personnel to the safety zone, by
locating the bunker station in a low traffic area.

© Society for Gas as a Marine Fuel 23

 Appendix A: Summary of Recommendations
TGN06-07
version 1.0

R-1 The dimensions of hazardous zones around the bunker station – as required by Section 12 of the IGF
Code – should be defined during the early stages of vessel design.

These provide boundaries for the location of the bunker station in relation to other ship areas and
operations that might regularly occur within these areas – for example, ventilation inlets/outlets or
limitations on the installation of equipment such as mooring winches.

R-2 The location of the bunker station, in relation to the elevation from the tank(s), should take into account
the need to drain the bunkering line by gravity towards the supplier or the receiver tank.

Generally, it is preferable to locate the bunker station above the tank(s). However, in practice, other
factors such as tank pressure are equally important.

R-3 Location of the bunker station should also take into account the distance from the bunkering manifold to
the tank(s).

Shorter pipe connections from the bunker station to the tank (bunkering line) are generally considered
beneficial. They help to reduce time for cool-down, draining and purging as well as minimising heat
ingress, cost and maintenance.

R-4 Where possible, the bunker station should be located within or close to the parallel body of the vessel
or at least with sufficient parallel body around. This is of special importance for safe mooring when ship-
to-ship operations are envisaged.

R-5 Where possible, the bunker station should be located clear of any overhead obstructions to provide
ease of access for the transfer hose/arm. These include, but are not limited to, bridge wings, lifeboats
and gangway access points.
The position of overhead structures in respect to the bunker station location should be considered
over the whole duration of the bunkering operation, taking into account changes of draft and tidal
variations, where applicable.
Superstructures above or adjacent to bunker station – which may include openings to accommodation,
service, control stations and other non-hazardous spaces – should be considered.

R-6 The bunker station should be located in an area where good access is ensured for the personnel
involved in bunkering and their equipment, and to ensure that, in an emergency, they have a clear
escape route to areas outside the hazardous and safety zones.

R-7 When locating the bunker station, shipowners and designers should consider the reach of suitable lifting
appliances with appropriate SWL (safe working load) capability to manoeuvre bunkering equipment in
and out of the bunker station.

R-8 SIMOPS operational restrictions within the safety zone, as defined in Section 5.5.1, and within the
hazardous zone, as defined in Section 5.1, should be in force during LNG bunkering. Shipowners and
designers should consider the location of the bunker station based on the expected size of the safety
zone size, its time duration and key SIMOPS, such as the moving of cargo or passengers.

24 © Society for Gas as a Marine Fuel

Appendix B – LNG Bunker Manifold – Vessel TGN06-07
version 1.0

Specific Datasheet
LNG Bunker Station, Manifolds Arrangement Information Form, GFV-A can be downloaded at www.sgmf.info

© Society for Gas as a Marine Fuel 25

TGN06-07
version 1.0

26 © Society for Gas as a Marine Fuel

 TGN06-07
version 1.0

© Society for Gas as a Marine Fuel 27

TGN06-07
version 1.0

28 © Society for Gas as a Marine Fuel

 TGN06-07
version 1.0

© Society for Gas as a Marine Fuel 29

TGN06-07
version 1.0

30 © Society for Gas as a Marine Fuel

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version 1.0

© Society for Gas as a Marine Fuel 31

Notes

www .sgmf .info

IN THE SAME SERIES:
Essential Functional Requirements for Bunkering

TGN06-04 (Available from TGN06-07 (Available from SGMF form: GFV-A

www .sgmf .info/shop) www .sgmf .info/shop) (FREE DOWNLOAD from
www .sgmf .info/shop)
DOs and DON’Ts LNG Bunkering Hoses
Handling and Manoeuvring

gas as a
The following table provides a summary of the recommendations for
TGN06-06
the correct handling and manoeuvring of hoses during LNG bunkering
version 1.0
to minimise the potential for unnecessary damage to the hose flexible
part and its end fittings as well as to the whole hose bunker system.
Note: The following DOs and DON’Ts should be regarded as general
principles for all types of hoses and hose bunker systems and
therefore in some cases may be only partially or not applicable.
If in doubt, please seek advice from the hose manufacturer.
Note: Information and references used in this document are as
per SGMF Technical Guidance Note “TGN 06-06, consideration and
recommendations for LNG bunkering with hose bunker systems”.

DO’s
marine fuel
DO support the hose

LNG bunkering
DO use manufacturer after connection to the
DO use rollers or hose recommended lifting extent of the straight DO always follow the
carriers during transport devices (like hose buns) length before allowing instructions of the hose
over floors when lifting the hose the hose to bend manufacturer

with hose bunker DONT’s

systems:
considerations and DO NOT use ropes DO NOT put the hose on
metal grids or other DO NOT allow chafing DO NOT use the hose as a

recommendations
or chains directly to lift
the hose abrasive materials during handling tow or mooring line

DO NOT use ropes, chains

DO NOT put the hose in or slings to restrain the
DO NOT lift the hose by contact with sharp edges hose assembly movements
its flange or other sharp obstacles DO NOT kink the hose after it has been connected
technical guidance note

DO NOT step, drop or DO NOT leave

impact objects on the DO NOT exceed the obstacles or obstructions
hose – for example, lifting minimum bending radius that will restrain the free
DO NOT drag the hose gear, tools and so on. of the hose movement of the hose

Note: While this document is based on current good industry practices and available information, it is intended
solely for guidance and use at the owner’s/operator’s own risk. No responsibility is accepted by SGMF – nor by
www.sgmf.info
any person, company or organisation related to SGMF – for any consequences resulting directly or indirectly
from compliance with, or adoption of, any information or recommendations contained herein. © Society for Gas as a Marine Fuel, 2020

TGN06-05 (Available from TGN06-06 (Available from Hoses Poster

www .sgmf .info/shop) www .sgmf .info/shop) (Available in EN and Spanish
from www .sgmf .info/shop)
SGMF form: EQ-HA.v1 SGMF form
SGMF form: EQ-HB.v1 SGMF form

Bunkering Equipment EQ-HA.v1

Bunkering Equipment EQ-HB.v1

LNG Bunkering Hose LNG Bunkering Hose

Hose owner requirements form Manufacture specification and information form
Note: Information and references used in this form are as per SGMF Technical Guidance Note “TGN 06-06, consideration and Note: Information and references used in this form are as per SGMF Technical Guidance Note “TGN 06-06, consideration and
recommendations for LNG bunkering with hose bunker systems”. Please refer to TGN 06-06 for LNG bunkering hose(s) specification and recommendations for LNG bunkering with hose bunker systems”. Please refer to TGN 06-06 for LNG bunkering hose(s) specification and
selection recommendations. selection recommendations.

[All dimensions in mm unless otherwise specified] Date [All dimensions in metric system unless otherwise specified] Date

Hose owner information Hose manufacturer information

Company/Organisation: Company/Organisation:

Address: Address:

Contact Name: Contact Name:

Contact email address: Contact email address:

Contact phone number: Contact phone number:

Bunkering project identification and basic information Client and Bunkering project information
Bunkering Project name/ID: Company/Organisation:
Bunkering supply scenario: Ship to Ship Shore to Ship Mobile to Ship Address:
Application area: Aerial Floating Contact Name:

Total number of hoses required: Contact email address:

Contact phone number:

Are all hoses used of the same length? Yes No
Bunkering Project name/ID:
Are all hoses used of the same diameter? Yes No
Bunkering supply scenario: Ship to Ship Shore to Ship Mobile to Ship
Are all hoses used of the same type? Yes No
Additional information:
Additional information:

Hose intermittent / permanent operation (if intermittent specify frequency of use):

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SGMF form: EQ-HA and EQ-HB

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