2018

Fuel Handeling Manual

Fuel Handling Manual
Thun EOS IMO: 9817157

Part I Fuel specific

Part II System specific
Part III Technical specifications
Part IV Operational procedures

Appendices
 P&I Drawing LNGPac System

 Checklist LNG Bunker Station to Ship

 Checklist LNG Bunker Truck to Ship
 Checklist LNG Bunker Ship to Ship

 Emergency response plans:

- LNG Contact damage
- LNG Release, bunkering
- LNG Collision heat exposure
- LNG Mooring
- LNG leak LNG system
- Overfill LNG tank

 Risk assessment form

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Table of content

Part I: Fuel specific

1. Description of LNG and handling hazards ........................................................................................... 7

1.1 LNG: Natural Gas, refrigerated, liquid ........................................................................................... 7
1.2 Classification of the substance or mixture .................................................................................... 7
1.3 Precautionary Statements ............................................................................................................. 7
1.4 First aid measures.......................................................................................................................... 8
1.4.1 First Aid Inhalation: ................................................................................................................ 8
1.4.2 First Aid Skin / Eye: ................................................................................................................. 8
1.4.3 First Aid Ingestion: .................................................................................................................. 8
1.4.4 Most important symptoms and effects, both acute and delayed.......................................... 8
1.5 Dangers of asphyxiation from inert gas on the ship ..................................................................... 8
1.6 Oxygen level .................................................................................................................................. 9
1.5.1 The ambiguity of inert gases .................................................................................................. 9
1.5.2 Confined or potentially confined spaces and enclosures..................................................... 10
1.5.3 Areas near where inert gases are vented or may collect ..................................................... 10
1.7 Firefighting measures .................................................................................................................. 10
1.8 Personal protective equipment ................................................................................................... 10
1.8.1 Eye and face protection........................................................................................................ 10
1.8.2 Body protection .................................................................................................................... 10

Part II: Sytstem specific

2. Description of the LNG system .......................................................................................................... 11

3. Bunkering system .............................................................................................................................. 12
3.1 Bunkering station ........................................................................................................................ 12
3.2 Drip tray ....................................................................................................................................... 12
3.3 Maximum loads at the manifold flange ...................................................................................... 13
4. LNG storage system ........................................................................................................................... 14
4.1 LNG storage tank ......................................................................................................................... 14
4.2 Pressure build-up evaporator...................................................................................................... 15
4.3 Main gas evaporator ................................................................................................................... 15
4.4 Heating media system ................................................................................................................. 15
5. Safety and protection systems .......................................................................................................... 16
5.1 Nitrogen system .......................................................................................................................... 16

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 5.2 Vent valves .................................................................................................................................. 16
5.3 Pressure relief valves ................................................................................................................... 16
5.4 Ventilation ................................................................................................................................... 17
5.5 Gas and fire detection system ..................................................................................................... 17
6. Control system................................................................................................................................... 17
6.1 PLC cabinet .................................................................................................................................. 17
6.2 Solenoid valve cabinet ................................................................................................................. 17
7. Operator station ................................................................................................................................ 17
7.1 Process overview page ................................................................................................................ 18
7.2 Command windows ..................................................................................................................... 18
7.3 Process detail page ...................................................................................................................... 19
7.4 Bunkering page ............................................................................................................................ 20
7.5 Shutdown overview page ............................................................................................................ 21
8. Instrumentation................................................................................................................................. 22
9. Automation modes ............................................................................................................................ 22
10. Control functions ............................................................................................................................. 22
10.1 Bunkering .................................................................................................................................. 22
10.2 Pressure build-up and control ................................................................................................... 22
10.2 Gas feed to the gas consumer ................................................................................................... 23
10.3 Valve position monitoring ......................................................................................................... 23
10.4 Shutdown .................................................................................................................................. 24
11. Bunkering electrical interface ......................................................................................................... 24

Part III: Technical specifications

12. Technical specifications ................................................................................................................... 25

12.1 General System Description ...................................................................................................... 25
12.2 LNG ............................................................................................................................................ 25
12.3 LNG fuel storage tank ................................................................................................................ 25
12.4 Tank Connection Space (TCS) .................................................................................................... 25
12.5 Bunker Station (BS) skid ............................................................................................................ 26
12.6 LNGPac automation system ...................................................................................................... 26
12.7 Heating media system ............................................................................................................... 26
12.8 Design criteria – LNG fuel gas consumers ................................................................................. 26
12.9 System design layout & operational specifications................................................................... 27
12.10 Typical operating and design features: ................................................................................... 27

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 12.11 Normal Operation: .................................................................................................................. 28
12.12 Emergency operation: ............................................................................................................. 28
12.13 Bunkering: ............................................................................................................................... 28
12.14 Boil Off Gas Management: ...................................................................................................... 28
12.15 System design and class approval ........................................................................................... 28
12.16 LNG fuel storage Tank: ............................................................................................................ 28
12.17 Tank Connection Space: .......................................................................................................... 30
12.18 Pressure Build up Evaporator (PBE) ........................................................................................ 31
12.19 Main Gas Evaporator (MGE).................................................................................................... 31
12.20 Master Isolating Valve ............................................................................................................. 31
12.21 Master fuel gas valve ............................................................................................................... 31
12.22 Remote controlled valves ........................................................................................................ 32
12.23 Manual isolating valves ........................................................................................................... 32
12.24 Double block and bleed valves ................................................................................................ 32
12.25 Safety Relief Valves ................................................................................................................. 32
12.26 Thermal Relief Valves .............................................................................................................. 32
12.27 Level measurement and overfilling protection ....................................................................... 32
12.28 Junction box ............................................................................................................................ 32
12.29 Pneumatic valve control cabinet ............................................................................................. 32
12.30 Gas detectors........................................................................................................................... 32
12.31 Heating Media System ............................................................................................................ 32
12.32 Nitrogen system ...................................................................................................................... 33
12.33 Bunker Station skid.................................................................................................................. 33
12.34 Gas detection system .............................................................................................................. 34
12.35 GDS Central Unit...................................................................................................................... 34
12.36 GDS Control and Repeat Panel ................................................................................................ 34
12.37 GDS Human Machine Interfacing ............................................................................................ 34

Part IV: Operational procedures

13. Drying, inerting and precooling ....................................................................................................... 36

13.1 Purpose of cooling down ........................................................................................................... 36
13.2 Pre requirements....................................................................................................................... 36
13.3 Responsibilities .......................................................................................................................... 36
13.4 Procedure for nitrogen cooling down ....................................................................................... 36
13.5 Foreseen human resources ....................................................................................................... 37

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14. Preparation and system drying ....................................................................................................... 38
15. Inerting and drying of the tank and piping ...................................................................................... 39
16. LNG tank cooling down ................................................................................................................... 42
17. Process completion ......................................................................................................................... 43
18. First LNG bunkering ......................................................................................................................... 43
19. Temperature, pressure and rollover ............................................................................................... 44
19.1 Bunkering (Loading) Temperature ............................................................................................ 44
19.2 Filling Limit................................................................................................................................. 44
19.3 Reference Temperature ............................................................................................................ 44
19.4 Loading Limit ............................................................................................................................. 44
19.5 Effect of Temperature and Pressure on Loading Limit.............................................................. 44
19.6 Rollover...................................................................................................................................... 46
20. System specific bunkering procedure system ................................................................................. 47
20.1 Bunkering station ...................................................................................................................... 47
20.2 Bunkering control ...................................................................................................................... 48
20.3 LNG supplier .............................................................................................................................. 48
20.4 Emergency shutdown ................................................................................................................ 48
20.5 ESD valve test prior to bunkering .............................................................................................. 48
20.6 Inerting of LNG hose and precooling of bunkering system ....................................................... 48
20.7 Inerting of vapour return hose and lowering tank pressure ..................................................... 49
20.8 Start bunkering .......................................................................................................................... 50
20.9 Stop bunkering .......................................................................................................................... 50
20.10 After bunkering ....................................................................................................................... 50
20.11 Safety system .......................................................................................................................... 51
20.11.1 Filling limit for the tank .................................................................................................... 51
20.11.2 Tank pressure control ....................................................................................................... 51
20.11.3 Overpressure protection .................................................................................................. 51
21. Fuel Specifications and Quality, Sampling ....................................................................................... 52
22. LNG bunkering & safety procedures ............................................................................................... 54
22.1 Risk assessment ......................................................................................................................... 54
22.2 Emergency shut-down system (ESD system) ............................................................................ 54
22.3 Pre-bunkering verification ......................................................................................................... 55
22.4 Weather restrictions ................................................................................................................. 55
22.5 Mooring assessment. ................................................................................................................ 55
22.6 Ship bunkering source communications ................................................................................... 56
22.7 Electrical bonding ...................................................................................................................... 56

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22.8 Conditions for transfer .............................................................................................................. 56
22.9 Personal protective equipment (PPE) ....................................................................................... 56
22.10 Simultaneous Operations (SIMOPS) ........................................................................................ 57
22.11 Enclosed space entry ............................................................................................................... 57
22.12 Inerting and purging of fuel systems ....................................................................................... 57
22.13 Hot work on or near fuel systems ........................................................................................... 57
22.14 Emergency response ............................................................................................................... 57
22.15 LNG confined pool firefighting ................................................................................................ 58
22.16 Jet fire fighting ......................................................................................................................... 58
22.17 LNG tank vacuum lost.............................................................................................................. 58
22.18 Emergency response plans ...................................................................................................... 59

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Part I: Fuel specific
1. Description of LNG and handling hazards
This part of the Fuel Handling Manual describes the specifications of the fuel, potential hazards, and
safety measures relating to handling LNG.

1.1 LNG: Natural Gas, refrigerated, liquid

EC No (from EINECS): 232-343-9

CAS No: 8006-14-2

Chemical formula CH4 (+ Impurities)

Appearance/Color: Colorless liquid.

Odor: None.

Melting point: -182 °C

Boiling point: -161 °C (at atmospheric pressure)

Relative density, gas: 0,6

Relative density, liquid: 0,42

Solubility in water: 26 mg/l

Auto ignition temperature: 595 °C

1.2 Classification of the substance or mixture

Press. Gas (Refrigerated liquefied gas) - Contains refrigerated gas; may cause cryogenic burns or
injury.

Flam. Gas 1 - Extremely flammable gas.

Risk advice to man and the environment

Gas/vapor heavier than air. May accumulate in confined spaces, particularly at or below ground level.

Stable under normal conditions.

May react violently with oxidants., Can form potentially explosive atmosphere in air.

Incompatible materials: Air, Oxidizer.

1.3 Precautionary Statements

Keep away from heat/sparks/open flames/hot surfaces. - No smoking.

Leaking gas fire: Do not extinguish, unless leak can be stopped safely.

Eliminate all ignition sources if safe to do so.

Thaw frosted parts with lukewarm water.

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1.4 First aid measures
1.4.1 First Aid Inhalation:
Remove victim to uncontaminated area wearing self-contained breathing apparatus. Keep victim
warm and rested. Call a doctor.

Apply artificial respiration if breathing stopped.

1.4.2 First Aid Skin / Eye:

In case of frostbite spray with water for at least 15 minutes. Apply a sterile dressing. Immediately
flush eyes thoroughly with water for at least 15 minutes. Obtain medical assistance.

1.4.3 First Aid Ingestion:

Ingestion is not considered a potential route of exposure.

1.4.4 Most important symptoms and effects, both acute and delayed
In high concentrations may cause asphyxiation. Symptoms may include loss of
mobility/consciousness. Victim may not be aware of asphyxiation. In low concentrations may cause
narcotic effects.

Symptoms may include dizziness, headache, nausea and loss of coordination.

1.5 Dangers of asphyxiation from inert gas on the ship

Asphyxiation: the effect on the body of inadequate oxygen, usually resulting in loss of consciousness
and/or death. This is also known as suffocation or anoxia.

Asphyxiant: any material which reduces the amount of available oxygen either by simple dilution or
by reaction.

Inert gas: A gas that is not toxic, which does not support human breathing and which reacts little or
not at all with other substances. The common inert gases are nitrogen and the rare gases like helium,
argon, neon, xenon and krypton.

Flammable gas: a gas whose major hazard is flammability. Note that all flammable gases also act as
asphyxiants.

It is absolutely essential to understand that with inert gases such as nitrogen, argon, helium,
etc., asphyxia is insidious - there are no warning signs!

- Inert gases are odorless, colorless and tasteless. They are undetectable and can therefore be
a great deal more dangerous than toxic gases such as chlorine, ammonia, or hydrogen
sulphide, which can be detected by their odor at very low concentrations.
- The asphyxiating effect of inert gases occurs without any preliminary physiological sign that
could alert the victim. Lack of oxygen may cause vertigo, headache or speech difficulties, but
the victim is not capable of recognizing these symptoms as asphyxiation. Asphyxiation leads
rapidly to loss of consciousness – for very low oxygen concentrations this can occur within
seconds.

In any accident where the supply of oxygen to the brain is affected, prompt emergency treatment is
critical. Proper medical treatment (resuscitation) if given quickly enough can prevent irreversible
brain damage or even death in some instances.

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1.6 Oxygen level
Oxygen is the only gas that supports life. The normal concentration of oxygen in the air we breathe is
approximately 21 %. Concentration, thinking and decision-making are impaired when the
oxygen concentration falls only slightly below this norm. These effects are not noticeable to
the affected individual. If the oxygen concentration in air decreases or, if the concentration of
any other gases increase, a situation is rapidly reached where the risks of asphyxiation are
significant. For this reason any depletion of oxygen below 21 % must be treated with concern.
Asphyxia – Effect of O Concentration (from NL/77 Campaign against Asphyxiation)

Inert gases give no warning

It is absolutely essential to understand that with inert gases such as nitrogen, argon, helium,
etc., asphyxia is insidious - there are no warning signs!

- Inert gases are odorless, colorless and tasteless. They are undetectable and can therefore be
a great deal more dangerous than toxic gases such as chlorine, ammonia, or hydrogen
sulphide, which can be detected by their odor at very low concentrations.
- The asphyxiating effect of inert gases occurs without any preliminary physiological sign that
could alert the victim. Lack of oxygen may cause vertigo, headache or speech difficulties, but
the victim is not capable of recognizing these symptoms as asphyxiation. Asphyxiation leads
rapidly to loss of consciousness – for very low oxygen concentrations this can occur within
seconds.

Inert gases act quickly

In any accident where the supply of oxygen to the brain is affected, prompt emergency treatment is
critical. Proper medical treatment (resuscitation) if given quickly enough can prevent irreversible
brain damage or even death in some instances.

Furthermore, and this is often poorly understood, the emergency rescue procedure to save the
victim must be carefully thought out in advance to avoid a second accident, where members of the
rescue

1.6.1 The ambiguity of inert gases

Everyone, must be aware of the ambiguity of the expression “inert gas” (sometimes called
“safety gas”, when it is used to prevent fire or explosion), whereby an “inert gas” is often perceived,
understood and wrongly taken to be a harmless gas!

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1.6.2 Confined or potentially confined spaces and enclosures
Confined, restricted or enclosed spaces are particularly dangerous situations where an inert gas may
be normally present, may have accumulated (from leaks or vents) and/or because the space has not
been adequately vented or purged, and/or the renewal of air is poor or ventilation is inadequate.

Examples of such spaces include:

Tanks, vessels, reservoirs, the inside of “cold boxes” of liquefaction equipment,

1.6.3 Areas near where inert gases are vented or may collect
- The risk of asphyxiation can arise, even outdoors, in the vicinity of:
- Gas leaks
- Vent exhausts
- Outlet of safety valves and rupture disks
- Openings of machines in which nitrogen is used
- Blind flanges
- Near manways/access to vessels or purged enclosures cold boxes.

1.7 Firefighting measures

Dry powder. Carbon dioxide. Water fog. Use water spray or fog to control fire fumes.

Do not use a solid water stream

1.8 Personal protective equipment

1.8.1 Eye and face protection
Protect eyes, face and skin from liquid splashes. Wear a face-shield when transfilling and breaking
transfer connections.

Safety eyewear, goggles or face-shield should be used to avoid exposure to liquid splashes. Wear eye
protection when using gases.

Skin protection / Hand protection

1.8.2 Body protection

Wear flame resistant/retardant clothing. Take precautionary measures against static discharges.
Wear working gloves and safety shoes.

If there is a risk of contact with the liquid, all protective equipment should be suitable for extremely
low temperatures.

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Part II: System specific
2. Description of the LNG system
This part describes the general LNG system and is based on the Wärtsilä Installation Planning
Instructions.

The LNGPac system stores liquefied natural gas and controls the fuel supply to the gas regulation
System of the engines. The complete LNGPac consists of the following main units and subsystems:

 LNG storage tank

 Bunkering system
 Evaporators and pressure control equipment
 Heating media system
 Control and automation system.

The evaporators along with the related valves and instruments are located in the tank connection
space. The tank connection space is a stainless steel compartment that is welded to the outer vessel
of the storage tank. The equipment in the tank connection space is accessed for maintenance and
inspection through a manhole. The heating system is installed in a non-hazardous compartment, and
circulates the heating medium through the evaporator. The storage tank is filled using the bunkering
system. A separate pressure build-up evaporator controls the pressure in the storage tank. The fuel is
vaporized in the main gas evaporator as it is fed to the engine gas regulation system (GVUs). The LNG
pipes are insulated, to reduce thermal losses.

Figure 1. LNGPac system

1. Bunkering system
2. LNG storage tank
3. Heating system
4. Evaporator(s)
5. Gas to the engines

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3. Bunkering system
Bunkering of LNG is performed using the bunkering station. The bunkering can be done by adding
LNG to the bottom of the storage tank. LNG can also be sprayed into the tank through nozzles at the
top of the tank or simultaneously through both top and bottom filling lines. The top filling line can be
used for controlling the pressure during the bunkering and, when necessary, for cooling the tank
before the bunkering starts.

Figure 2. Flow diagram of the bunkering system

1. Filling connection
2. Bunkering station
3. Bottom filling line
4. Top filling line
5. LNG storage tank

3.1 Bunkering station

The bunkering station consists of piping, manual and automatic valves, and instrumentation for
pressure monitoring. The LNG filling line has connections for inert gas. The bunkering flange towards
the LNG supplier is of ANSI standard 150#. In addition to the local pressure gauges, the unit includes
a pressure transmitter for remote monitoring of the pressure in the filling line. Pressure relief valves
protect the bunkering system against overpressure.

Blind flanges on the pipe connections prevent sea water or other impurities from entering the
bunkering system when it is not in use. The dimensions of the bunkering station and vapor return
skid can be found in the attachments chapter. The bunkering station skid is delivered with drip tray
and LNG strainer installed inside the bunkering pipe.

3.2 Drip tray

The volume of the drip tray is designed to be continuously open and drained overboard all the time
via a water curtain.

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3.3 Maximum loads at the manifold flange
The bunkering station is designed to withstand any loads applied by the transfer system. The design
is complying with the SGMF guidelines. Please see the table below for the design loads.

2-

Feru

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4. LNG storage system
The LNG storage system includes the LNG tank and the evaporators, as well as various valves and
instrumentation.

The pressure build-up evaporator keeps the pressure in the LNG storage tank at a sufficient level for
the gas feed to the engines. The pressure build-up evaporator takes LNG from the bottom of the tank
and returns it in gaseous form to the top of the tank, causing a pressure increase.

The main gas evaporator vaporizes the LNG from the storage tank, and heats the gas to the desired
temperature before it enters the gas regulation system of the gas consumer. To keep the pressure in
the storage tank within the limits, gas from the top of the tank can be fed to the gas consumer
through the main gas evaporator if the tank pressure rises too high. A flow meter in the gas outlet
line of the LNGPac measures the gas flow to the gas consumer.

The flow of LNG and gaseous fuel is controlled by a number of automatic valves. The system also
includes venting lines, connections for inert gas filling, pressure relief valves and instrumentation for
pressure and temperature monitoring.

Figure 3. Flow diagram of the LNG storage system

1. LNG storage tank

2. Pressure build-up evaporator
3. Main gas evaporator
4. Gas flow meter
5. Gas to the consumers

4.1 LNG storage tank

The liquefied natural gas is stored in a double-shell tank. The tank is provided with vacuum
insulation. A vacuum safety device ensures that overpressure in the annular space is avoided. The
level inside the tank is measured with the help of these three parameters:

 Differential pressure between the top and the bottom of the tank
 Density of the LNG
 Tank geometry

The differential pressure between the top and bottom informs the system what the weight of the
LNG pillar is, and when the density is known a height of the liquid pillar can be estimated.

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With the help of a table which indicates the filling ratio and the corresponding cubic meter of LNG a
liquid level and filling ratio is presented.

When a liquid switch is activated inside the tank, a value of the density inside the tank is estimated.
The operator can then choose to use this value for the liquid level measurement. The LNG level in the
tank is monitored continuously. Overfilling of the tank is prevented by overfilling protection
measurements.

4.2 Pressure build-up evaporator

The pressure build-up evaporator raises the pressure in the storage tank to the set level after the fuel
bunkering. It also operates intermittently after the initial pressure build-up, to compensate for
pressure losses as fuel is fed to the engines. The evaporator is put in operation whenever the
pressure in the tank drops too low. The normal tank pressure level is 6.2 - 6.7 bar(g).

The pressure build-up evaporator is connected to the heating system, and the heat transfer causes
vaporization of LNG. The gaseous fuel is returned to the storage tank, causing the pressure in the
tank to increase.

Automatic valves control the LNG flow to the evaporator and the gas flow back to the tank. The
evaporator system includes a pressure relief valve and sensors for temperature monitoring.

4.3 Main gas evaporator

The main gas evaporator provides the engines with gaseous fuel. LNG from the storage tank is
vaporized in a heat exchanger connected to the heating system. The heat exchanger also heats the
gas. The evaporator is in operation whenever an engine is running on fuel gas. The evaporator
normally receives LNG from the bottom of the storage tank. An additional inlet line allows gas from
the top of the tank to be supplied to the engine fuel system through the evaporator if the tank
pressure rises too high. The evaporator system includes connections for venting, a pressure relief
valve and sensors for temperature and pressure monitoring.

4.4 Heating media system

The heat exchanger consists of a Pressure Build up Evaporator (PBE), Pressure Build up Boiler (PBB),
Main Gas Evaporator (MGE) and Main Refrigerant Boiler (MRB).

The PBE and the MGE are of plate and shell type and use a refrigerant as heating media. The
refrigerant is evaporated in the Main Refrigerant Boiler (MRB) and the Pressure Build up Boiler (PBB)
and the vapour flows to the MGE and the PBE. The PBB and the MRB is also made of plate and shell
type and uses Low Temperature water (LT-water) as heating media. The LT-water circulation through
the heat exchangers are connected in series.

15
On the plate side of the PBE and MGE liquefied natural gas (LNG) will be evaporated to superheated
natural gas. From PBE gas is circulated back to the tank and from MGE natural gas flows to engines.

Figure 4. Principle of LNGPac-RC

5. Safety and protection systems

In this paragraph, system specific safety and protection systems will be described.

5.1 Nitrogen system

To avoid explosive mixtures of fuel gas and air in the LNGPac system, the system has to be filled with
inert gas in connection with the start and stop procedures during maintenance and docking.

The piping in the tank connection space distributes nitrogen to various sections in the bunkering and
evaporation systems. The admission of nitrogen into the pipes is controlled by shut-off valves.

Pressurized nitrogen shall be available always when the LNGPac is in operation.. A transmitter for
monitoring the nitrogen pressure is installed in the system.

5.2 Vent valves

The LNGPac includes vent valves for the piping in the gas supply systems, as well as for the storage
tank. The vent valves are used for depressurizing the pipes. The gas released through the vent valves
is led to the vent mast.

5.3 Pressure relief valves

The LNGPac has a number of pressure relief valves, which protect the system from extensive
component damage in overpressure situations. If the pressure rises above the set limit, the valve will
open and release pressure to prevent a further pressure increase. The pressure relief valves for the
LNG storage tank are set to open at MARVS (=LNG tank design vapour pressure) and the other
pressure relief valves protecting piping and evaporators are set to open at a pressure of 10 bar(g).

The pressure relief valves protecting the refrigerant side of the RC evaporators are set to a pressure
of 20 bar(g).

The discharges from the pressure relief valves are directed to the vent mast.

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5.4 Ventilation
The tank connection space ventilation ensures 30 air changes per hour. The ventilation system
consists of an air inlet line and an outlet line with an electrically driven ventilation fan. The
ventilation is of under pressure type, meaning that the ventilation fan is placed on the outlet line, in
order to convey any leakage gas into a safe area.

5.5 Gas and fire detection system

The LNGPac is connected to the ship gas and fire detection systems and receives inputs related to
hazardous gas leakage and fire detection in the enclosed spaces where gas equipment is installed. If
the gas leakage or fire alarm is activated, the LNGPac is automatically shut down as a safety measure.

6. Control system
The operation of the LNGPac is controlled by a PLC-based control system. The central unit of the
control system is the PLC cabinet.

An operator station is used for monitoring the operation of the LNGPac, giving control commands
and adjusting set points. There are two operation stations on the ship, which are located on the
bridge and in the engine control room. This enables remote monitoring of the LNGPac.

6.1 PLC cabinet

The programmable logic controller (PLC) cabinet is the core of the control system. It handles all
automatic control functions of the LNGPac.

The PLC cabinet contains three independent PLC units. The process control functions are
programmed in the process PLC. In addition, there is a safety PLC unit that can each take care of the
critical shutdown functions. The process PLC includes a central processing unit (CPU), and it is
connected to a number of I/O modules for collecting and transmitting process signals. Safety-related
inputs are connected to the safety PLC units.

6.2 Solenoid valve cabinet

The solenoid valve cabinet distributes instrument air to the pneumatically operated valves in the
LNGPac. The cabinet contains solenoid valves for controlling the instrument air admission to the
pneumatic valves. The solenoid valves are controlled by the process PLC or by the safety PLC units.

A loss of power or instrument air causes the pneumatic valves to return to their fail-safe positions.

7. Operator station
The LNGPac is monitored and controlled from the operator station, which consists of an industrial
panel computer with a keyboard, a pointing device and the necessary software. The operator station
provides a user interface to the PLC system.

At the operator station, the operator can supervise the system and send control commands to the
process PLC. Graphical process pictures are used for monitoring the overall system status or single
processes. The process pictures show visual representations of the controlled processes, including
status information, continuously measured values and active alarms. Command windows for
individual processes allow the operator to change the status of the process units or adjust set points.

The operator station stores data for follow-up purposes. It enables visualization of trend diagrams for
all measurement signals.

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7.1 Process overview page
The process overview page is the main page for supervising and controlling the complete LNGPac
system. It shows the status of the bunkering system, the tank, the pressure build-up evaporator, the
main gas evaporator and the engine line of each LNGPac unit, as well as the interconnection line
between the units. The main process values are displayed along with alarm indicators. The process
overview page also shows the status of the shutdown functions.

The status of the processes is indicated using colour coding:

 Green: Running
 Green/white: Standby (pressurized but not active)
 White: Stopped (depressurized)
 Yellow: Mode change in progress (sequence is running)
 Red: Error (sequence stopped)
 Blue frame: Blocked (interlocking active)
 Orange: Open to atmosphere

Figure 5. Process overview page

A command window enabling mode change is opened by clicking the box of the corresponding
process part. Clicking the tank box will open the process detail page for the LNGPac unit.

7.2 Command windows

From the command window, the operator can change the status of the process, for instance give
start and stop commands. The window is also used for changing the adjustable setpoints affecting
the process. The command window for a particular process is opened by clicking the corresponding
box on the process overview page.

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Figure 6. Command window (example)

A button in the command window allows the operator to open a detailed sequence window for the
process. The sequence window shows the active step (indicated by green colour) and enables
adjustment of the time delays in the sequence. The positions of the related valves are shown in a
process picture.

Figure 7. Sequence detail window (example)

7.3 Process detail page

A graphical picture on the process detail page shows detailed information about the status of the
LNGPac. There are separate pages for the bunkering system and the auxiliary equipment.

The information displayed on the process detail page includes alarms, measurement values, valve
positions, and status information for pumps and fans. In the manual control mode, the operator can

19
open or close valves, and start or stop pumps and fans. The window for manual control commands is
opened by clicking the valve or motor symbol in the process picture.

A simplified overview picture shows the state of the complete LNGPac system and the shutdown
functions.

Figure 8. Process detail page

7.4 Bunkering page

The bunkering page shows the current state of the bunkering system (indicated by green colour) and
allows the operator to initiate sequences for changing the system state.

A process picture shows the positions of the valves in the bunkering system, as well as essential
pressure and tank level readings. A simplified overview picture shows the state of the complete
LNGPac system and the shutdown functions.

The bunkering process includes both manual and automatic sequences for transferring between
different system states. An automatic sequence is started by clicking on the corresponding box in the
state diagram and confirming the start order in the pop-up window that appears. When the
sequence is in progress (indicated by yellow colour), a window showing the sequence details can be
opened by clicking on the box again.

Manual sequences must also be initiated from the operator station. This is done by clicking on the
sequence box in the state diagram and then clicking the start button in the sequence pop-up
window. When the start notification has been given, the state diagram shows that the sequence is in
progress. Before the system enters the new state, the operator has to confirm that the manual
sequence has been completed.

20
Figure 9. Bunkering page

7.5 Shutdown overview page

The shutdown functions are handled from a special page on the operator station. The shutdown
overview page lists all shutdown functions along with their status. In addition to indicating which
shutdown alarms have been triggered after the last reset, it shows the current status of the input
signals.

The shutdown list includes common shutdown functions as well as functions that are separate for
each LNGPac unit. Reset buttons allow the operator to reset the shutdown functions and restore
normal operation.

Figure 10. Shutdown overview page

21
8. Instrumentation
The LNGPac is equipped with various instrumentation for monitoring and controlling the processes.

The instrumentation equipment includes gauges for local supervision, as well as sensors and
transmitters for remote monitoring of temperatures, pressures, etc. The control system collects
measurement values and status information from the measuring devices for central control and
supervision. In addition to the measuring equipment, the instrumentation comprises control devices
such as pneumatic valves.

9. Automation modes
The LNGPac can be controlled in automatic or manual mode.

The system is normally set for automatic control. In the automatic mode, all pneumatic valves are
controlled automatically based on the settings for the different LNGPac parts. In the manual mode,
the valve positions are controlled by the operator.

Regardless of the selected automation mode, the safety system is always active, taking care of the
critical overpressure prevention and shutdown functions.

10. Control functions

The basic control functions and procedures are handled by the automation system, to ensure safe
and reliable operation. The process devices are controlled based on signals from the instrumentation
equipment, keeping the process parameters at the set values.

The automatic control requires that the process devices are set for automatic operation.

10.1 Bunkering
The bunkering procedure starts by filling the bunkering lines with inert gas, after which the LNG
transfer is commenced. During the bunkering, the pressure is controlled by admitting. LNG into the
storage tank either through the bottom filling line or through the nozzles at the top of the tank. A
vapour return line can be used to release gas from the tank.

When filling a warm tank, the bunkering is started slowly and performed in several stages. The
precooling should preferably be done with liquid nitrogen. A procedure for precooling the tanks is
found in Part IV.

When the tank has been filled to the maximum loading limit, the bunkering is automatically stopped,
but the filling should be manually stopped before reaching the loading limit. After stripping the
bunkering lines of LNG, the bunkering system is again filled with inert gas.

10.2 Pressure build-up and control

The pressure build-up evaporator keeps the pressure in the storage tank within the set limits. The
control valves admit LNG to the evaporator if the pressure is below the minimum level. When the
pressure has reached the upper pressure limit, the LNG evaporation stops.

When shutting down the LNGPac, the PBE lines are stripped of LNG and then vented. Before
restarting the evaporator after it has been shut down and depressurized, the lines are filled with
inert gas.

When no gas is fed to the engines or the gas consumption is very small, thermal leaks may cause a
natural pressure increase in the tank even if the pressure build-up evaporator is not in operation.

22
Should the pressure rise too high, gas from the upper part of the tank will temporarily be led directly
to the engine fuel system through the main gas evaporator, quickly reducing the pressure. If the main
gas evaporator is not in operation, the gas is released to the vent mast.

10.2 Gas feed to the gas consumer

After the required pressure in the LNG storage tank has been built up, the gas feed to the engines
can be started. The main gas evaporator provides the engines with gaseous fuel and heats the gas to
the correct temperature. The supply of fuel from the storage tank to the evaporator and further to
the engines is controlled by automatic valves. The main gas outlet valve is always open when the gas
feed is in operation. The evaporator receives liquid fuel from the bottom of the tank or gas from the
top of the tank, depending on the pressure level.

Before starting the gas supply after a shutdown, the gas feed lines are filled with inert gas.

10.3 Valve position monitoring

Valves are equipped with position sensors indicating both open position and closed position. This
feedback is used by the LNGPac automation for detecting valve malfunctions that could lead to
hazardous situations. When the LNGPac is in automatic mode and a valve position has wrongly
changed without any action required by the valve, an alarm will be generated and the LNGPac will be
set in manual mode. If the wrong valve position could lead to a hazardous situation, the LNGPac
automation will take actions to prevent this from happening, usually by stopping the NG/LNG flow.

 Vent valves: The vent valves are closed during normal operation and if a valve would move to
the wrong position, the NG/LNG would have a straight passage out to the atmosphere. To
stop the possible release to the atmosphere, the LNGPac automation will close the NG/LNG
valve of the pipe section where the vent valve is located.

 Nitrogen valves: A fully open nitrogen valve is not a direct hazard for any equipment.
Therefore, the LNGPac automation will only generate an alarm and set the process in manual
mode, awaiting actions by the operator.

 NG/LNG valves: The NG/LNG valves are usually open during normal operation and if they
would close, the gas supply would be stopped and the gas consumers would either switch to
secondary fuel mode or stop due to fuel shortage. Some valves require some actions:

o Opening of the pressure build-up evaporator control valve while the bottom valve is
open would lead to a continuous pressure build-up inside the tank. Therefore, the
LNGPac automation will close the bottom valve and thus stop the pressure increase.

o If the main bunkering valve opens without demand while the tank valves are open,
the main tank valves will be closed. If the tank valves open without demand when
the main bunkering valve is open, the main bunkering valve will be closed.

o If the tank valves open without demand while the vent valve is open, the vent valve
will be closed to prevent gas release to the atmosphere. If the vent valve opens
without demand while the tank valves are open, the tank valves will be closed.

23
10.4 Shutdown
An automatic shutdown of the LNGPac can be initiated by a local safety function or by a signal from
the downstream gas regulation system. Most of the shutdown actions are performed by the safety
PLC. The shutdown procedure depends on the cause of the shutdown.

 Tank shutdown: If the shutdown is caused by abnormal conditions in the LNGPac system, all
tank valves and supply valves will be closed. To reduce any unnecessary releases to the
atmosphere no automatic depressurizing of any piping in tank connection space and
bunkering line. A close bunkering shutdown, bunkering shutdown, engine line shutdown will
also be initiated in case of a tank shutdown.
 Close bunkering: The bunkering is stopped by closing the bunkering valves if the level or
pressure in the storage tank exceeds the shutdown limit. An ESD is also sent to the supplier if
a ship-to-supplier interface is used.
 Bunkering shutdown: The bunkering valves of the storage tank as well as the main valves in
the bunkering station are closed. An ESD is also sent to the supplier if a ship-to-supplier
interface is used.
 Engine line shutdown: The engine line will be depressurized by the vent valves located
before the block and bleed arrangement in the GVU. The main gas evaporator inlet valves
are closed and the gas outlet valve is closed. A shutdown signal is sent also to the gas valve
unit.

11. Bunkering electrical interface

The LNGPac has two digital inputs to be used for the shutdown signal from Ship-to-supplier interface
and two digital outputs to be used for the shutdown to Ship-to-supplier interface.

24
Part III: Technical specifications
12. Technical specifications
This part defines the technical specifications and is based on the Wärtsilä Installation Planning
Instructions. An of overiew of the processes and instruments can be found in appendix: P&I Drawing
LNGPac System.

12.1 General System Description

The LNGPac equipment is designed for the following conditions:

Barometric air pressure............................................................................................................ 1000 mbar

Storage ambient air temperature LNGPac ........................................................................ -40°C to +55 °C

Operating ambient air temperature ................................................................................ -20°C to +45 °C

Air temperature for PLC cabinet ........................................................................................ +0 °C to +45 °C

Ambient air temperature for Heating Media components ................................................ +5°C to +45 °C

Heating media inlet temperature at Tank Connection Space .......................................... +30°C to +80 °C

12.2 LNG
This Technical Specification is based on the following bunkered LNG quality:

LNG main components ................................................................... CH4, C2H6, C3H8, C4H10, C5H12, N2

LNG minimum Methane Number.......................................................................................................... 80

LNG maximum nitrogen (N2) content..................................................................................... 0.8 mole-%

Minimum LHV (Lower Heating Value)...................................... .............................................35.5 MJ/Nm³

Maximum density (as a base for calculations) ........................................................................ ≤470 kg/m³

LNG Bunkered Temperature ......................................................................................................... -162 °C

LNG bunkered pressure .................................................................................................................. 1 atm

12.3 LNG fuel storage tank

The LNG fuel storage tank is a double shelled vacuum insulated tank for the storage of the LNG. The
high insulation performances can keep the LNG stored for extensive time in liquid state. The inner
and outer shells are made of stainless steel and the outer shell is acting as a full secondary barrier.

12.4 Tank Connection Space (TCS)

The Tank Connection Space is an open type housing for all the equipment necessary to process the
LNG to the gas consumers on board, made of stainless steel. The Tank Connection Space is attached
to the dished end of the tank.

25
12.5 Bunker Station (BS) skid
The Bunker station skid is an assembly of valves and instruments, delivered as a skid mounted unit,
which is the interface towards the LNG supplier for the filling of the LNG fuel storage tank(s) on
board.

12.6 LNGPac automation system

The control and automation system of the LNGPac is carried with a Process Control Cabinet and with
local control panels. The LNGPac Process Control Cabinet is designed for the primary process & safety
control functions of the fuel gas system, including also all classification required alarms and
indications. The process control system receives all the inputs from the sensors of the LNGPac
systems and execute the control logic by commanding the actuated valves.

12.7 Heating media system

A heating media system is needed to provide heat to the evaporators inside the Tank connection
space. For this specific project, the cargo tank heating medium pipes, properly insulated for the on-
deck routing, is directed to the Evaporators inside the Tank Connection Space directly, thanks to the
RC (refrigerant cycle) based evaporators.

For this specific project the LNG fuel Storage tank and the Tank Connection Space will be delivered
together as a unit.

Bunker Station components is delivered as skid-mounted whilst Automation system is delivered

loose.

The LNGPac, will fit in the following dimensions:

Footprint dimensions of LNGPac (Tank + Tank Connection Space):

Length x Width x Height: 17,0 x 5,05 x 5,45 m

The LNGPac needs some additional auxiliaries systems such as:

- Nitrogen system for the inerting and purging of the pipes

- Pneumatic air system for the actuated valves
- Electric power supply for the automation system, sensors etc.
- Gas vent mast
- Gas and fire detection system
- Cargo tank heating medium circuit for the heating power needed by the LNGPac evaporators
- Interconnecting piping and cables

The LNGPac is installed according to guidelines from Classification societies and rules.

12.8 Design criteria – LNG fuel gas consumers

The LNGPac equipment is designed to feed the following gas consumers:

Qty .......................................................................................................................................................... 1

Make ...........................................................................................................................................Wärtsilä

Type ................................................................................................................................ Wärtsilä 34DF-B

Number of Cylinders ............................................................................................................................... 6

Maximum Continuous Rating ......................................................................................................3000 kW

26
Fuel Gas Consumption @ MCR (100% engine load): ....................................................................467 kg/h

GVU gas feed inlet temperature .................................................................................................... 0-60 °C

NOTE: Engine data, gas fuel specification and fuel gas consumption are according to the latest
version of Wärtsilä Product Guide for above engine type.

12.9 System design layout & operational specifications

Below image shows a schematic overview of the overall system functional configuration.

Figure 11. Overview system

12.10 Typical operating and design features:

- Most of the valves of the LNGPac system are pneumatic actuated and can be remotely
controlled with no need to access the LNGPac equipment during normal operation.
- Majority of the valves are globe type, ensuring maximum tightness and minimized leakages.
- Process control system, ensures that the process is controlled in accordance with safe and
reliable automatic procedures with a minimal human interaction.
- The human machine interface, is designed to give complete control and overview of the
process with an easy understandable interface.
- Safety control system, ensures the process values are kept within safe limitations of the
mechanical construction and ensures the process is stopped if a critical hardware failure is
detected.
- The design of the mechanical construction, process and safety control systems are striving to
maximize the uptime of fuel gas availability and minimize the risk and effects of possible
failures.
- Double block and bleed valve arrangement in necessary locations enables service and
maintenance of all equipment related to the operational functionality of LNG bunkering and
gas consumption
- The Pressure Build-Up Evaporator is dimensioned to ensure correct gas feed pressure to
engines/consumers when load transients and under heavy weather conditions.
- The outer tank and the Tank Connection Space are acting as secondary barriers.

27
12.11 Normal Operation:
- During normal operation the Pressure Build up Evaporator is ensuring that the tank is kept
under pressure and the LNG is forced through the evaporators to the gas consumers.

12.12 Emergency operation:

- Tank emptying/purging procedure by using external supplied Nitrogen or by tank
pressurization.

12.13 Bunkering:
- Optimized equipment design in both Bunkering Station and Tank Connection Space
minimizing pressure drops, reducing bunkering limitations.
- Quick pressure build up after bunkering, reducing overall bunkering time.
- Remote bunkering process – no need for being in direct vicinity of Bunkering Station
equipment during bunkering.
- Tank pressure can be reduced when approaching bunkering location. The engines can
consume BOG from the pillow above the remaining liquid in the tank, resulting in a lower
tank pressure.
- Tank pressure management during bunkering by means of spray line in combination with
bottom filling connection.

12.14 Boil Off Gas Management:

- In case of a pressure increase in the tanks, the system is designed to consume boil-off gas
(BOG) by the engine. This emergency feature is minimizing the risk of unnecessary venting.

12.15 System design and class approval

The LNGPac is designed in accordance with the requirements of the classification society.

12.16 LNG fuel storage Tank:

The cryogenic LNG tank is an independent tank IMO type C designed in accordance with the
classification rules & regulations. The inner vessel, which contains the liquid LNG, is made of
austenitic stainless steel. The outer vessel is made of austenitic stainless steel, with the annular space
filled with perlite. The annular is drawn to vacuum to minimize heat transfer from the ambient.
Outer vessel is designed to withstand the vacuum pressure.

Perlite is neither combustible nor toxic and has a superior insulation even if the vacuum in the
annular space would be lost.

The cryogenic tank does not need any regular maintenance or because of the usage of non-corrosive
materials for both inner and outer tank, as well as the internal piping in annular space. As the annular
space is drawn to vacuum, there is no need for maintenance inspection of the annular space. All
welds on inner tank, as well as all welded internal piping connections are 100% X-rayed according to
classification requirements.

Maximum tank filling limit is dependent on vessel design criteria, tank shape, tank position,
(longitudinal or transversal installation), fire risk, tank design parameters and arrangement of safety
valves and its related piping. The system is designed for continuous consumption of LNG, where
assumed that consumption is starting directly after bunkering. In practice the maximum loading limit
cannot be more than 95%, unless Classification Society allows higher loading level based on
computations and risk analyses.

28
In case the LNG is stored for a longer time without possibility to consume LNG or Boil Off Gas, then
tank loading limit also needs to be considered. The tank loading limit is dependent on relative density
of the LNG at reference pressure and loading temperature, as well as measurement devices accuracy.
The tank shall be able to withstand the pressure increase of a calculated holding time of 15
consecutive days without opening the safety relief valve, from the initial condition of a saturation
pressure of 5 bar(g) (liquid homogenously saturated) with tank filled at the maximum loading limit
calculated according to IGF Code in the theoretical condition of LNG content remaining
homogenously saturated and ship in idle conditions (i.e. power for domestic load is generated).

LNG storage tank main technical data:

Tank arrangement .............................................................................................. Horizontal- Longitudinal

Location ....................................................................................................................................... on deck

Design lifetime ............................................................................................................................ 20 years

Tank type ................................................................................................. IMO type C (vacuum insulated)

Inner tank material ............................................................................................ Austenitic stainless steel

Outer tank material ........................................................................................... Austenitic stainless steel

Insulation .................................................................................................................. Vacuum and perlite

Tank outer shell length .................................................................................................................. 14,7 m

Tank outer shell diameter ............................................................................................................. 5,05 m

Tank saddles ........................................................................................................... One fixed, one sliding

Inner tank geometric volume @ ambient temperature (calculated): ............................................ 200 m³

Inner tank MARVS pressure ......................................................................................................... 9.0 barg

Tank design temperature .............................................................................................................. -165 °C

Minimum impact test temperature (liquid Nitrogen) .................................................................... -196 °C

Design load – longitudinal acceleration ax ...................................................................................... 0.26 g

Design load – transversal acceleration ay ....................................................................................... 0.77 g

Design load – vertical acceleration az ............................................................................................. 0.78 g

Design collision load ..........................................................................................................................0.5 g

The structural interface of the LNG tank to the vessel structure is by means of a double saddle
construction, where the saddle closest to the Tank Connection Space is fixed mounted to the vessel
structure and the other saddle is having a sliding function to compensate eventual thermal expansion
of the unit.

Special provisions by means of insulation plates on the mild steel of the vessel structure or high-
grade low temperature resistant steel placed to avoid thermal cold ingress.

A water spray system is installed above the tank for cooling and fire prevention to cover exposed
parts of fuel storage tank located on open deck.

29
The water spray system is a mandatory fire prevention system for on-deck LNG fuel gas tank
arrangements and is to be activated in case of fire on deck.

12.17 Tank Connection Space:

All cryogenic equipment for normal operation is installed inside the Tank Connection Space. The
complete Tank Connection Space is made of austenitic stainless steel. The top and bottom of the
tank Connection Space are made of full plates in order to act as weather protection and to withstand
cryogenic spills so to function as a secondary barrier in case of a LNG leakage. The lateral walls of the
Tank Connection Space are made with grids in order to allow a natural

ventilation of the Tank Connection Space itself.

The Tank Connection Space equipment is designed for full process control with no need to access
inside during operation.

In case of a system shutdown, a failsafe process stop is automatically generated.

Tank Connection Space (TCS) main Technical data:

Type ................................................................................................... Open type with natural ventilation

Position ............................................................................................................. At dished end of the tank

Material ............................................................................................................. Austenitic stainless steel

Access .............................................................................................................................................. hatch

Outside insulation of enclosure .......................................................................................................... N/A

Tank Connection Space Support ............................................................... Supported entirely by the tank

Length ..............................................................................................................................................2,3 m

Width ...............................................................................................................................................3,2 m

Height ...............................................................................................................................................3,2 m

NG temperature @ TCS outlet ..................................................................................................0 to +60 °C

Maximum NG pressure @ TCS outlet ..................................................................................6.0 to 7.0 barg

Maximum LNG/NG design flow ..................................................................................................467 kg/hr

Maximum heat consumption for evaporation & heating of LNG ..................................................280 kW

The Tank Connection Space has the following interfaces to external systems:

- One LNG bunkering connection interfaces to Bunkering Station

- One LNG stripping line interface from Bunkering Station
- One NG feed line to DF engine’s GVU
- BOG (safety relief valve - overpressure) and TRG (thermal relief gas valves) to the Gas Vent
Mast
- Heating medium (circuit, in/out)
- Two Nitrogen supplies (inlet) (one from on board bottle rack and one from onshore nitrogen
supply)
- Instrument air (inlet, dry air)

30
The Tank Connection Space is containing the following equipment:

- Pressure Build up Evaporator (PBE)

- Main Gas Evaporator (MGE)
- Master Isolating Valve (LNG)
- Master fuel gas valve (NG)
- Remote controlled valves
- Manual isolating valves
- Double block and bleed valves
- Safety Relief Valves
- Thermal Relief Valves
- Level measurement
- Junction Box
- Pneumatic valve control cabinet (outside Tank Connection Space)
- Gas detectors

12.18 Pressure Build up Evaporator (PBE)

The Pressure Build up (PBE) Evaporator, is installed inside the Tank Connection Space. The PBE
maintains the operating pressure in LNG tank, when natural gas is consumed during normal
operation. The pressure is maintained by the hydrostatic pressure difference between liquid LNG and
evaporated gas. The PBE also increases the tank pressure to set pressure level after bunkering. The
evaporator is over-dimensioned in order to compensate for re-condensation of gas on the cold
surfaces inside the tank. Once tank saturation pressure has been achieved, gas pressure can be
maintained regardless of external conditions.

The Tank Connection Space is extending below the LNG Fuel Tank to accommodate the PBE at lowest
possible position to ensure natural flow of LNG to the RC unit and optimize maximum consumable
LNG volume, however a minimum filling level always needs to be considered to avoid heating-up of
the tank.

12.19 Main Gas Evaporator (MGE)

The Main Gas Evaporator, is installed inside the Tank Connection Space. The main evaporator
evaporates the LNG liquid to natural gas. After evaporation the gas is heated to a temperature in
accordance with the gas engine specifications. Special considerations have been taken in the
evaporator design to ensure a stable gas pressure without fluctuations during all phases of intense
evaporation.

The Pressure build up and Main Gas Evaporators operate with Glycol Water mixture.

12.20 Master Isolating Valve

The Master Isolating Valve is directly mounted at the bottom outlet of the LNG Tank and is situated,
as close as possible to the Tank. The arrangement is designed to avoid large LNG spills in case of
leakage of the tank or of any pipe connection in the annular space.

The Master Isolating Valve is having a pneumatically remote controlled shut-off device.

12.21 Master fuel gas valve

Each main supply line for gas to the gas consumers shall be equipped with an automatically operated
“Master gas fuel valve”. The Master gas fuel valve is situated inside the Tank Connection Space and is
having a pneumatic manual override.

31
12.22 Remote controlled valves
All process valves inside the Tank Connection Space are pneumatically remote controlled. The
majority of these valves are globe type.

12.23 Manual isolating valves

Necessary manual isolating valves are installed for maintenance & safety purposes when working
inside the Tank Connection Space.

12.24 Double block and bleed valves

Double block and bleed valve arrangements are installed in necessary locations to enables service
and maintenance of all equipment related to the operational functionality of LNG bunkering and gas
consumption.

12.25 Safety Relief Valves

Pressure relief valves of equal capacity are fitted with a shut-off valve in front of each valve in order
to enable removal and testing of the opening pressure. The shut off valves are fitted with a locking
mechanism that prevents both pressure relief valves being out of service simultaneously. The safety
valves outlets are to be connected to the gas vent mast.

12.26 Thermal Relief Valves

In the piping where LNG may be present, thermal relief valves are installed. The relief valve is
designed to open in order to limit the pressure increase inside the pipe due to evaporation of
trapped LNG inside the piping system.

12.27 Level measurement and overfilling protection

Tank level is measured with a differential pressure measurement instrument located inside the Tank
Connection Space. The tank filling level is visible at the process operator station. Overfilling is
prevented with an overfilling measurement device.

12.28 Junction box

All switches, sensors and transmitters inside the Tank Connection Space are directly connected to a
Junction box.

12.29 Pneumatic valve control cabinet

The pneumatic actuators mounted inside the Tank Connection Space are controlled from the
solenoid valve cabinet mounted on the outside of Tank Connection Space enclosure. The solenoids
are controlled by the LNGPac control system.

12.30 Gas detectors

Gas detectors are installed inside the Tank Connection Space in accordance with the classification
society. The gas detectors shall be wired-up to the Junction Box for connection to the ship fire alarm
and/or gas detection system.

12.31 Heating Media System

A heating media system is required for the supply of heat for the Pressure Build up Evaporator and
Main Gas Evaporator.

In this technical document the cargo tank heating medium has been considered as heating medium.
The heating medium has to be a glycol-water mixture with a glycol content of 50%. The cargo tank
heating medium is directed directly to the Tank Connection Space thanks to the RC evaporators.
Maximum temperature of the heating medium, at the Tank Connection Space inlet shall be + 50

32
degC, minimum required heating media flow should be 9 kg/s and the piping design pressure should
then be 10 barg.

12.32 Nitrogen system

A Nitrogen system for purging of LNGPac as well as engine/GVU piping is installed on board the
vessel. Nitrogen is mainly needed to purge the bunkering line after filling of LNG however it is also
needed to inert the LNG piping in case of maintenance of the system.

Estimated need for one bunkering pipe purging is between 2-4 Nm3, depending on purge time,
dimensions and length of piping.

Nitrogen specification recommendations:

- Pressure regulation/reduction typically of 8 bar(g);
- Quality of Nitrogen: 95%.

12.33 Bunker Station skid

Bunker Station location: on deck, on same deck as the tank

LNG shall be bunkered through the Bunkering Station and directed to the LNG fuel storage tank via
insulated piping. Open deck LNG pipe installation is of single walled type, and protected from
mechanical damages.

Below deck LNG pipe installation is of double walled vacuum type.

Interface to shore bunkering facilities can be carried out with a flexible hose connection or fixed
loading arm.

Drip trays of stainless steel are fitted below the bunker station skid where leakage may occur. Drain
over the ship's side without contact with hull structure is ensured.

A combined vapor return line is installed at the end of the bunker manifold.

Design specifications:
Hazardous area ........................................................................................... zone 1, when bunkering only

Design flow ..............................................................................................................................220 m3/hr

Main valves ............................................................................................................Manual actuated type

Ventilation . ……………………………………….........................................................................................Natural

LNG piping open deck ...............................................................................................Single stainless steel

Equipment design pressure ............................................................................................................. PN10

Mechanical Interfaces:

LNG bunkering Interface ................................................................................................... Flange, DN 100

LNG interface to LNG fuel storage tank ........................................................................... Welded, DN 100

LNG stripping line interface to LNG fuel storage tank ........................................................Welded, DN 25

N2 interface ...................................................................................................................... Welded, DN25

Pneumatic air interface .............................................................................................................Threaded

Interface to Gas vent Mast ...................................................................................................Flange, DN25

33
NOTE: Design flow is based on a LNG bunkering feed supply with a liquid temperature of -162ºC,
considering no gas feed out from the Tank Connection Space during the bunkering operation.

NOTE: Nitrogen generator and receiver for filling line purging during bunkering and all N2-piping
outside the Tank Connection Space, installed on board of the vessel.

NOTE: The considered design flow is referred to a bunkering line of 20 m pipe + 10 bends and
Δp=3,65 bar + lifting height with a flow speed of 7 m/s. Bunkering pressure should be at least equal
to the tank operating pressure + pressure drops between bunker station and the tank in order to
grant the design flow.

12.34 Gas detection system

The Gas Detection System (GDS) is a computerized and fully addressable system of self-monitoring
type for continuous monitoring of gas leakages by analogue detectors on board the vessel. Gas
detectors are situated in enclosed spaces, ventilation ducts/piping and outside deck areas, where gas
might accumulate or flow in the event of a leakage of LNG fuel gas system components.

12.35 GDS Central Unit

The Central Unit is containing the processor module for handling gas detectors and communication
to peripheral systems.

All gas detectors are communicating via I/O modules.

The GDS Central Unit is installed on a mounting plate and is physically integrated inside the LNGPac
Process Control Automation cabinet to reduce space and simplifying the interfacing.

12.36 GDS Control and Repeat Panel

For visualization, alarm handling and limited access of settings of the gas detectors, the system is
equipped with one control panel. The control panel is installed on the bridge.

12.37 GDS Human Machine Interfacing

For class approval, the main read-out & control is carried-out by the GDS control panels and all
classification required signals are made available as hard-wired signals for interfacing to IAS and
other on board systems.

Both for IAS and LNGPac Process Control Automation, available data inside GDS is connected via a
serial interface, for visualization purposes.

Inside the LNGPac Process Control Automation one dedicated screen page is made for visualization
of gas detection system.

The analogue detectors are continuously monitored by a central unit, equipped with dedicated I/O
modules. All detectors are of ATEX and classification approved type with a sufficient wide
temperature range and shall not be damaged in case of cold gas leakages. To ensure a reliable and
continuous measurement of gas concentrations in air, all gas detectors are of the infrared absorption
type, having a fast response time as well as a long-term stability and accuracy. Gas detectors are
designed for harsh sea environment and for accurate measurement in high flow ventilation systems.
The electronics and sensor components are not affected by saturation effects from high gas
concentrations or any immunity pollution from H2S, silicone or other agents and are equipped with
automatic self-test.

Analogue gas detectors are included for following on board locations:

34
- Engine room.
- Bunkering station.
- Tank Connection Space.
- Ventilation of double-walled NG piping for DF engines.
- Gas vent mast area.

35
Part IV: Operational procedures
13. Drying, inerting and precooling
This paragraph is intended to provide operative guidance and basic requirements for the first cooling
of the LNG tank.

13.1 Purpose of cooling down

When tank is delivered, the steel structure is at ambient temperature, and the LNG (Liquefied
Natural Gas) is about -163°C at atmospheric pressure. For avoiding thermal shocks on tank and
support structures, the tank cooling down procedure, has to be performed before the LNGPac is
ready to follow the normal bunkering procedure.

When cryogenic liquid is put into a warm (ambient temperature) tank, its material contracts, and if
the cooling down procedure is not uniform then large deformations and stresses could occur as a
result.

13.2 Pre requirements

Following conditions should be satisfied before commencing the tank cool-down procedure:

a) LNG system is operable and no fault is reported in the local control panel (LNGPac automation
commissioning completed and no system fault reported on LNGPac HMI)

b) Vessel machinery system commissioning completion/status: main engines are ready to accept gas
fuel

c) All LNG / NG / N2 piping on the vessel fully finished, pressure tested and clean from any debris /
dirt. Vacuum insulated pipes has proper vacuum. N2 inerted double wall pipes have proper N2
pressure.

d) Ship N2 system should be dried.

e) Vessel fire alarm and gas detection systems are fully commissioned and operational

f) Vessel own nitrogen supply system is commissioned and fully operational

g) Truck with N2 (Yard scope of supply) is available, the truck should be equipped with:

- Cold gas withdrawal

- Warm gas withdrawal (30°C). An additional heating unit capable to provide warm N2 flow
should be made available (Yard scope of supply)
- Flow control valve
- Needed N2 quantity and duration of drying/inerting process are affected by specific design of
bunkering line

13.3 Responsibilities
The operation of all machinery during operations is on Shipyard responsibility. Shipyard has
responsibility of all operation of machinery and ancillary equipment (watch-keeping in ECR and
bunker station, open / close the required valves, assure power supply, overall responsibility).

13.4 Procedure for nitrogen cooling down

The cool-down procedure is manual and will be controlled from control panels and truck.

36
Abbreviations used in this procedure:

TAG: Valve TAG ID

Unit: Truck: N2 Truck on shore

BS: Bunker station

P/M: P: Pneumatic valve – remote operated (i.e.: from LNGPac HMI)

M: manual valve

O/S: O: Open

C: Closed

Resp: N: N2 provider / N2 truck

13.5 Foreseen human resources

• Sufficient personnel to be provided for all operations and surveillance.
• Fire preventing personnel, safety personnel, and additional people needed to assure proper
functioning of the ancillary systems on board (control air, continuous power supply, etc.),
according shipyard good practice and safety plans.
• N: Sufficient personnel to be provided for all N2 supply operations (N2 truck technicians)

37
14. Preparation and system drying
1. □ Check that LNGPac is set to manual control

2. □ Check that all valves are fully functioning and in closed positions

3. □ Ensure equipment needed to measure dew point is available and properly operating

38
15. Inerting and drying of the tank and piping
During tank and pipe drying all instrument lines should be purged through the instrument tree way
valve. Moisture left in the small-bore instrument lines may freeze on contact with cold gas or liquid.
This can result in the lines becoming blocked, which in turn will affect the instrument readings.

Dryness criteria: the dew point of the out coming N2 to be below -40 °C.

1. □ Connect the N2 storage on shore to the N2 heating unit and bunker station LNG inlet manifold

2. □ Check that truck and N2 heating unit are ready for operation

3. □ Ensure equipment needed to Monitor dew point content of inerting N2 outlet flow is installed
and properly operating on 1PIT921 instrument 3-way valve

4. □ Set truck delivery pressure to 2 bar(g) (if necessary, the pressure will have to be increased during
inerting process to ensure proper flow)

5. □ Open valve 1V910

6. □ Open valve 1V57

7. □ Open slowly valve VT (Truck outlet valve on truck) Monitor that The Bunker Station will now be
filled with warm N2

8. □ Monitor temperature of N2 inerting flow from the supply to be between 20°C and 30°C (N)

9. □ Open valve 1V01

10.□ Open valve 1V05

11.□ Open valve 1V16

12.□ Open valve 1V17

13.□ Open valve 1V26

! Warning – Nitrogen flow from Shore Connection / Bleed to Atmosphere.

Ensure operators in the area are aware of risk

14.□ Monitor dew point content of inerting flow from 1PIT921 instrument 3-way valve by bleeding
some pipe content to perform the measurement until complete drying/inerting of the system.

15.□ Dew point < -40°C: pipes are properly dried/inerted

16.□Close valve 1V26

17.□Close valve 1V17

18.□Close valve 1V16

19.□Close valve 1V05

20.□Open valve 1V22

21.□ Open valve 1V26

! Warning – Nitrogen flow from Shore Connection / Bleed to Atmosphere.

39
Ensure operators in the area are aware of risk

22.□ Monitor dew point content of inerting flow from 1PIT921 instrument 3-way valve by bleeding
some pipe content to perform the measurement until complete drying/inerting of the system.

23.□ Dew point < -40°C: pipes are properly dried/inerted

24.□Close valve 1V26

25.□Close valve 1V22

26.□Close valve 1V01

27.□Open valve 1V02

28.□Open valve 1V17

29.□ Open valve 1V26

! Warning – Nitrogen flow from Shore Connection / Bleed to Atmosphere.

Ensure operators in the area are aware of risk

30.□ Monitor dew point content of inerting flow from 1PIT921 instrument 3-way valve by bleeding
some pipe content to perform the measurement until complete drying/inerting of the system.

31.□ Dew point < -40°C: pipes are properly dried/inerted

32.□Close valve 1V26

33.□Close valve 1V17

34.□Close valve 1V02

35.□ Ensure equipment needed to Monitor dew point content of inerting N2 outlet flow is installed
and properly operating on 1PIT914 instrument 3-way valve. (Y/W)

36.□ Open valve 1V02

37.□ Open valve 1V04

38.□ Open valve 1V01

39.□ Open valve 1V20

40.□ Open valve 1V08

! Warning – Nitrogen flow from Shore Connection / Bleed to Atmosphere.

Ensure operators in the area are aware of risk

41.□ Monitor temperature of N2 inerting flow from the supply to be between 20°C and 30°C

42.□ Flush the tank with warm N2 for 30 minutes

43.□ Close valve 1V08

44.□ Monitor temperature of N2 inerting flow from the supply to be between 20°C and 30°C

40
45.□ Monitor dew point content of inerting flow from 1PIT914 instrument 3-way valve by bleeding
some tank content to perform the measurement until complete drying/inerting of the system. Make
sure to measure dew point several times to avoid false readings.

46.□ Dew point < -40°C: Tank and pipes are properly dried/inerted

47.□ Continue with warm N2 flow until tank pressure reaches 2 bar(g). When 1PIT914 = 2 bar (g)
open 1V08 to release tank pressure.

48.□ When 1PIT914 = 0 – 0.2 bar (g) Close V08

49.□Repeat steps 44 to 48 until step 46 is ok (Tank is dried)

50.□ Close valve 1V20

51.□ Close valve 1V01

52.□ Close valve 1V04

53.□ Close valve 1V02

54.□ Close valve 1V57

55.□ Close valve 1V910

Tank and piping are now dried. Ensure that all pipes and tank is filled with nitrogen, 0.5 barg, if
cool down is not started immediately after drying and inerting.

41
16. LNG tank cooling down
Cool down rate should not exceed 10°C/hour.

Cooling criteria: All temperature measuring points in the tank to be below -100 °C

1. □ Liquid Nitrogen truck cold gas (<-140 °C) connection connected to the main bunkering liquid
filling connection

2. □ Set truck delivery pressure to 2 bar(g) (if necessary, the pressure will have to be increased during
cooling down process to ensure proper flow)

3. □Open Valve VT N2 supply on truck

4. □ Open valve 1V910

5. □ Open valve 1V57

6. □ Open Valve 1V02

7. □ Open Valve 1V04

8. □ Fill the LNG Tank with cold Nitrogen gas to a pressure of 2 bar (g) measured by PIT914

9. □ If necessary, adjust N2 truck delivery pressure to ensure proper flow

10.□ When reading 1PIT914 = 2 bar (g) close Valve 1V04

11.□ Wait 15 minutes and open 1V08 to release tank content

! Warning – Nitrogen flow from Shore Connection / Bleed to Atmosphere. Ensure operators in the
area are aware of risk

12.□ Vent tank content until tank pressure measured by 1PIT914 is between 0 and 0.2 bar(g) close
1V08

13.□ Repeat steps 7 to 12 until continuously reading < -100°C at 1TT923 without fast temperature
increase. If temperature increases too fast, it might be that the tank is not completely cooled down.
If cool down rate is too slow, small amounts liquid nitrogen instead of cold nitrogen gas can be
introduced to the tank.

14.□ Fill LNG Tanks with cold Nitrogen gas to a pressure of 0.5 bar(g) measured by 1PIT914 (Y/W)

15.□ Close valve 1V04

16.□ Close valve 1V02

17.□ Close valve 1V57

18.□ Close valve 1V910

19.□Close Valve VT N2 supply on truck

20.□Release pressure from hose through 1V58

21.□Disconnect N2 Truck

42
17. Process completion
1. □ Check visually for cold spots on all cold pipes and tanks

2. □ Check visually for any suspicious deformations

3. □ To verify that the tank is liquid free, check the level instrument 1PDIT916 is

at zero. Can also be checked by opening 1V20 and monitor bottom pipe

temperature measurement 1TT913.

The tanks are now cooled down and ready to be bunkered with LNG, make sure that

the tank pressure is as close to atmospheric as possible before bunkering start.

The LNG bunkering should take place shortly after the cool-down is completed.

18. First LNG bunkering

After the first cool down the tank will be filled with nitrogen gas. When the bunkering is done the
first time it is recommended to bunker LNG from bottom and closely monitor the LNG tank pressure.
If the pressure rises due to nitrogen compression, the gas from the top of the tank will have to be
vented.

43
19. Temperature, pressure and rollover
This paragraph is intended to provide operative guidance for temperatures, pressures and rollover.

19.1 Bunkering (Loading) Temperature

At atmospheric pressure, natural gas will liquefy at a temperature of about -162°C (-260°F). As LNG
increases in temperature, its vapor pressure increases and its liquid density, decreases. These
physical changes need to be considered because they may increase the required storage tank volume
and pressure rating.

19.2 Filling Limit

The filling limit of an LNG tank is the maximum allowable liquid volume in the tank, expressed as a
percentage of the total tank volume. The filling limit is not the same as the loading limit. The
maximum filling limit for LNG cargo tanks is 98 percent at the reference temperature.

This same limit will apply to LNG fuel tanks. A higher filling limit may be allowed on a case-by-case
basis based on requirements from classification societies and regulatory bodies.

19.3 Reference Temperature

The reference temperature is the temperature corresponding to the saturated vapor pressure of the
LNG at the set pressure of the pressure relief valves. For example, if the LNG tank has a pressure
relief valve set pressure of 0.7 bar (10.15 psig), then the reference temperature is -154.7°C (-
246.4°F), which is the temperature that natural gas will remain a liquid at 0.7 bar (10.15 psig).

19.4 Loading Limit

The loading limit is the maximum allowable liquid volume to which the tank may be loaded,
expressed as a percentage of the total tank volume. This limit depends on the LNG densities at the
loading temperature and reference temperature and is determined by the following formula:

Where:

LL = loading limit

FL = filling limit

ρR = LNG density @ reference temperature

ρL =LNG density @ loading temperature

Typical loading limits for gas fueled vessels are expected to range from 85 to 95 percent depending
on tank type, pressure relief valve settings, and other vessel specific considerations.

19.5 Effect of Temperature and Pressure on Loading Limit

To understand the effect of temperature and pressure on the loading limit, it is helpful to consider
an example where LNG and vapor are not being consumed from the tank. In this case, the LNG tank is
a closed system and remains at a saturated condition, meaning the liquid and vapor are in
equilibrium. Even though the tank is insulated, some heat will leak into the tank and cause an
increase in the liquid and vapor temperatures while they remain in a saturated condition. Liquid
density decreases as temperature increases. If the tank is nearly full, the space available for vapor is

44
relatively small, so the increase in liquid volume due to a lower density can significantly reduce the
available vapor space volume. This decrease in available vapor volume as a result of the temperature
changes will result in higher vapor pressure. If the tank temperature is allowed to increase
unchecked, the pressure in the tank will increase to the point where the pressure relief valves open.
The temperature of the LNG at this point is the reference temperature. Because the density of the
LNG at the reference temperature is lower than the density at the loading temperature, and given
the formula for the loading limit, it is clear that the loading limit will always be lower than the filling
limit. As the pressure relief valve setting is increased, the reference temperature of the LNG also
increases, which has the advantage of increasing the amount of time it takes for the tank to reach
the pressure relief opening pressure. However, because the reference temperature is higher, the
LNG density at the reference temperature will be lower, resulting in a greater difference between the
LNG density at the loading and reference temperatures than in tanks with a low relief valve setting.
This presents a tradeoff between initial loading capacity and the time it takes to reach the set
pressure of the relief valve.

Figuur 12. Example loading and filling limit

Figure 12 show that pressurized tanks with higher pressure relief valve settings can allow the LNG to
sit longer and warm up more than atmospheric tanks, but the tradeoff is that pressurized tanks have
a significantly lower loading limit. Increased holding time is provided only with a lower loading limit.
Heel: The volume of LNG that is normally left in the tank before bunkering is called the tank heel. This
small volume of LNG keeps the LNG tank cold before it is refilled during bunkering. As a general rule
of thumb, for initial design considerations a tank heel of 5 percent can be assumed. Usable Capacity:
In general, the usable capacity of the LNG tank is equal to the loading limit minus the heel, expressed
as a percentage of the total tank volume. The usable capacity is the consumable volume of bunkered
LNG in the tank.

45
19.6 Rollover
When LNG from different sources with different densities are mixed (such as during a bunkering
operation when new LNG is introduced into a tank), the LNG with the higher density (typically lower
temperature) settles at the bottom with the lighter density on top. If the tank remains relatively
stationary (no sloshing or mixing takes place) heating of the lower part of the tank will decrease its
density and increase its vapor pressure, but the hydrostatic pressure of the LNG on top will keep gas
from boiling off.

If the density difference becomes too large or the tank is disturbed so rapid mixing occurs, the LNG
with higher vapor pressure at the bottom will rise up and encounter the lower pressure at the top of
the tank. This is called rollover and can lead to rapid boil-off and generation of large amounts of
vapor in extreme cases. This could lead to a large gas release through the pressure relief valves.

LNG density can vary significantly with change in temperature, but it also can vary depending on the
physical composition of the LNG. As LNG warms, the lighter components boil off first and the
remaining LNG has a different composition, with an increased density. According to the Society of
International Gas and Tanker Operators (SIGTTO) publication, Guidance for the Prevention of rollover
in LNG Ships, studies have shown that density differences as low as 1 kg/m3 can lead to stratification
if the LNG fill rate is very slow. This hazard has occurred in shore terminals where there is no motion
of the tank, and potentially is a hazard for ships which remain stationary in port. A vessel rolling at
sea will have less of a tendency for this to occur because the sloshing of the LNG in the tank will
cause mixing. It is unlikely for bunkered LNG to have the same temperature and density as the LNG
remaining in the fuel tank, so it is important for the LNG to be thoroughly mixed during bunkering.

A typical way to minimize the risk of stratification is to use the top or bottom fill lines to mix the
incoming LNG with the retained heel in the tank. If the bunkered LNG is lighter (lower density) than
the heel, the bottom filling connection should be used. This will cause the bunkered LNG to rise to
the top of the denser heel, mixing in the process. Conversely, if the bunkered LNG is heavier (higher
density) then the top filling connection should be used. Mixing jet nozzles fitted to the fill line in the
bottom of the tank can be used to increase movement within the tank and help to mix the bunkered
LNG with the existing contents of the tank. Once the vessel goes to sea and rolling commences,
mixing will tend to happen naturally, reducing the risk of rollover.

46
20. System specific bunkering procedure system
This document describes the general bunkering procedure, which will be used for LNGPac
when bunkering with flange connection. This description should not be seen as a bunkering
procedure for the whole ship, but as an input to that procedure describing how the LNGPac
should be used during bunkering.

All necessary connections should have been done according to the ship specific bunkering
procedure before continue. The following steps should be regarded as input to the ship
specific bunkering procedure. The piping between tank and bunkering station is pressurized
with N2 and possibly a small part of remaining NG from previous bunkering operations.

20.1 Bunkering station

The following control equipment is located in the bunkering station:

 Automatic (with manual override) Bunker ESD valve 1V57

 Automatic N2 valve for inerting of the bunker line towards tank 1V63
 Automatic N2 valve for inerting of the bunker line towards supplier 1V62
 Automatic vent valve for hose and manifold 1V58
 Local pressure indicator/transmitter for manifold and hose 1PIT953
 Local pressure indicator/transmitter for N2 pressure 1PIT955
 Local pressure indicator/transmitter for bunker line pressure 1PIT956
 Pressure relief valve for the bunkering manifold 1V56
 Pressure relief valve for the bunkering line 1V59
 Drip tray (with a temperature sensor 1TEZ952 connected to a temperature
transmitter box 1TTZ952)
 Infrared gas detector 1FG07
In addition a spool piece with additional vapour return and filling connections is available
and can be used if deemed necessary:

 Manual valve for liquid filling 1V910

 Manual valve for vapour return 1V911
 Interlock system for 1V910 and 1V911
 Blind flange on liquid filling connection
 Blind flange on vapour return connection
 LNG strainer 1B01
 Open/closed valve position indication sensors for the liquid filling connection valve
and the vapour return connection valve
Note! Vapour return is only to be used in case there is a need to lower the pressure in the
tank before bunkering. If supplier is able to supply LNG with higher pressure than tank
pressure, vapour return connection is not be used and must be blinded with flange.

47
20.2 Bunkering control
The bunkering procedure is controlled from either the HMI in wheelhouse or the HMI in
switchboard room. From the HMI the operator has all necessary information and control
options needed for the bunkering procedure. Further, there is a local ESD button close to the
bunkering station.

20.3 LNG supplier

For inerting procedure of the hose, it is required that the supplier´s system is equipped with
a vent valve before their first control or shutdown valve or located somewhere else in their
system, which would enable an inerting procedure.
It is also possible to use the vent valve on the bunkering manifold if the supplier is equipped
with a N2 system and is able to push N2/LNG/NG towards the manifold/tank.
The suppliers system should be able to control the flow to enable proper cooldown of the
hose and pipe onboard the ship. The LNG flow should be as low as possible during cool
down.

20.4 Emergency shutdown

LNGPac has digital inputs for ESD signal from the ship-to-supplier interface and digital
outputs for ESD signal to the ship-to-supplier interface. These Inputs/outputs can be used for
a ship-to-supplier safety link, which is a link between ship and supplier. The connection is
monitored and if it is disrupted during bunkering, an alarm is generated on both sides and
the bunkering is automatically stopped.

20.5 ESD valve test prior to bunkering

The ESD valve 1V57 shall be tested before bunkering operation.
Before cool down of the piping between 1V57 and 1V01/1V02, valve 1V57 should be
operated to check that the valve is in proper working condition. Blind flange/safety cap
should still be connected to the manifold when testing 1V57 in warm condition.
If required valve 1V57 can be tested again in cold condition after cool down and before
bunkering.

20.6 Inerting of LNG hose and precooling of bunkering system

This procedure is recommended in order to avoid high pressure alarm in the bunkering
system.

 Remove the blind flange from the bunkering manifold

 Connect the LNG hose
 Open vent valve on suppliers side
 Open inert valve 1V62
 Open valve 1V910
 Inert the hose from the ship towards supplier. The recommended quantity of
nitrogen is 5 times the volume of the hose and pipes.
 Close the vent valve and pressurize the hose to 2 bar g
 Close valve inert valve 1V62

48
  Check for leaking connections either by reading the pressure or perform a soap test
on hose connections
 It is also possible to inert the hose from supplier side and vent trough valve 1V58 on
ship side.
 In case vapour return is not used:
 Ensure that LNGPac is in top filling mode (1V01 close, 1V02 should be open)
 Open 1V57

20.7 Inerting of vapour return hose and lowering tank pressure

If vapour return is used, inerting of vapour return hose can be done the same way as for LNG
hose.

 Close 1V910
 Remove the blind flange from the vapour return manifold
 Connect the vapour return hose
 Open vent valve on suppliers side
 Open inert valve 1V62
 Open valve 1V911
 Inert the hose from the ship towards supplier. The recommended quantity of
nitrogen
is 5 times the volume of the hose and pipes.
 Close the vent valve and pressurize the hose to 2 bar g
 Close valve inert valve 1V62
 Check for leaking connections either by reading the pressure or perform a soap test
on hose connections
It is also possible to inert the hose from supplier side and vent trough valve 1V58 on ship
side.
After this, the lowering of tank pressure can be done by returning vapour from the top of the
tank to supplier.

 Ensure that LNGPac is in top filling mode (1V01 close, 1V02 should be open. 1V01 is
interlocked with 1V911 in order to prevent liquid from entering the vapour return
system)
 Open 1V57
 Lower tank pressure to 3 bar g by returning vapour to supplier
 Close 1V911
 Ensure that LNGPac is in top filling mode (1V01 close, 1V02 should be open)
 Open 1V910

49
20.8 Start bunkering
The pressure build-up evaporator (PBE) should be closed during filling operations to avoid
overloading and conflict between the two pressure regulating sequences.
It is recommended to start the bunkering with a low flow and a ramp up to full flow. The
operators have the possibility to choose between different filling options for the tank:

 Top filling, 1V02 is open and the filling is done by spraying the LNG into the tank, this
operation will reduce the tank pressure to the lowest possible which can be
achieved.
The pressure is depending on the LNG temperature and composition.
 Bottom filling, 1V01 is open and the filling is done through the bottom connection.
This operation will increase the pressure due to gas on top of the liquid level will be
compressed when the liquid level start to increase.
 Both top and bottom, 1V01 and 1V02 are open and the filling is done through both
valves. This operation will cause the smallest backpressure.
 Automatic pressure control, the pressure in the tank will be kept around a
predefined
set pressure. The pressure will be regulated by opening and closing 1V01 and 1V02.

20.9 Stop bunkering

It is recommended to stop the bunkering procedure before reaching H or HH level, to have a
more controlled stop of the procedure.
Bunkering should be stopped by the supplier, either by stopping the supply pump or close
the main transfer valve. Before the bunkering is stopped or shortly after the transfer has
stopped it is recommended to change the bunkering mode for LNGPac to top filling only, to
let the LNG evaporate in the hose and thus push the remaining liquid inside the piping and
hose towards the receiving tank.

20.10 After bunkering

The piping between manifold and 1V01/1V02 should not contain liquid between bunkering
operation and therefore the part has to be emptied after bunkering operation. The following
procedure will describe how to remove the liquid from this part.
1. Initiate ramp-down at ~5% before reaching the H level, the size of the tank might
affect when the ramp down should start.
2. Switch to top filling (open 1V02 and close 1V01)
3. Stop bunkering
4. Supplier to close their LNG valve
5. Wait 15 min to let the LNG inside the hose and pipe evaporate. Monitor pressure.
6. Close 1V57
7. Supplier to open vent valve
8. Open 1V62 and inert the hose towards the supplier
9. Close 1V62 and supplier’s vent valve

50
 10. Check the local pressure indicator on the manifold: no pressure increase close 1V910,
safe to disconnect hose. Pressure increase repeat steps 7-10
11. If vapour return is used the following steps
a. Open 1V911
b. Supplier to open vent valve
c. Open 1V62 and inert the hose towards the supplier
d. Close 1V62 and supplier’s vent valve
e. Close 1V911
f. Check the local pressure indicator on the manifold: no pressure increase, safe
to disconnect hose. Pressure increase repeat steps a-f.
12. Make sure that blind flanges are properly fastened on bunkering manifold.
13. Open N2 valve 1V63 and inert towards the tank
14. Close 1V02
15. Close 1V63

20.11 Safety system

The safety system for LNGPac will also take necessary actions to prevent the tank from being
overfilled and pressurized with a too high pressure. In case of an emergency situation,
bunkering valves will be closed and an ESD is sent to the supplier if a ship-to-supplier link is
used.

20.11.1 Filling limit for the tank

There are two level switches for each tank, High level will activate an alarm and HighHigh will
activate an automatic shutdown of the bunkering procedures.

20.11.2 Tank pressure control

While bunkering, tank pressure is regulated by 1V01 and 1V02. High pressure will open 1V02
and close 1V01 directing the LNG to the tank spray nozzles and the pressure will decrease.
If the receiving tank is simultaneously supplying gas to the engines (MGE active), it is
important to keep the pressure approx. 2 bar g above the charge air pressure of the engine
during bunkering. Too low pressure will cause a trip of the engine to diesel mode.
20.11.3 Overpressure protection
If top spraying and running the engine from the gas phase is not enough to keep the
pressure from rising, the bunkering procedure will be stopped.
Relief valves protect LNG Tank, bunker line and bunkering manifold.

51
21. Fuel Specifications and Quality, Sampling
Much like oil fuel, the LNG fuel specifications will need to be agreed upon between the supplier and
receiver for the purposes of custody transfer and to ensure compatibility of the fuel with the
receiver’s gas fueled engines. The standard format (BDN) Bunker Delivery Note has been
incorporated within the IGF Code.

Aging: The characteristics of LNG fuel change as it sits in a tank without being consumed. This is
referred to as ‘aging’ and may be undesirable. As the LNG warms, the lighter more volatile
components will typically vaporize first, leaving behind the heavier components still in liquid form.
This not only increases the density of the LNG, but also can change calorific values and quality. It is
important to ensure that the LNG present in the tanks will be suitable at all times for consumption in
the ship’s engines.

The LNG composition will determine the methane number, which is an indicator of the vaporized
LNG ignition quality for internal combustion engines and is of relevance gas engines and the onset of
engine knocking. If the methane number of the fuel is too low, the engine can be damaged by
excessive knocking, or a significant loss in performance and efficiency can result if engine operation
must be adjusted to avoid knocking. Engine manufacturer specifies a minimum required methane
number to indicate the quality of LNG fuel that can be burned in the engine without issue.

As a reference, pure methane has a high knock resistance and is given a methane number of 100.
Hydrogen has a low knock resistance, compared to methane, and is given a methane number of 0. A
gas that is composed of 80 percent methane and 20 percent hydrogen has a methane number of 80.
Vessels dual fuel engine requires a minimum methane number of 80.

LNG fuel will not be sampled from vessel side, the BDN is to be used as reference and comparison in
order to determine if the delivered LNG fuel is suitable for vessels engine.

Wartsila 34DF engine is designed and developed for continuous operation on natural gas, without
reduction in the rated output, on gas qualities according to following specifications.

52
53
22. LNG bunkering & safety procedures
Before any bunkering operation commences, the master of the receiving ship or his representative
and the representative of the bunkering source (Persons In Charge, PIC) shall:

 Agree in writing the transfer procedure, including cooling down and if necessary, gassing up;
the maximum transfer rate at all stages and volume to be transferred.;
 Agree in writing action to be taken in an emergency.; and
 Complete and sign the relevant bunker safety check-list

Upon completion of bunkering operations the Chief engineer shall receive and sign a Bunker Delivery
Note for the fuel delivered, completed and signed by the bunkering source PIC.

Only dedicated LNG bunker trained crew holding a valid STCW certificate are allowed to attend the
LNG Bunkering operation. Personnel in the bunker area shall be limited to essential staff only.

Warning signs shall be posted at the access points to the bunkering area. The warning signs shall list
the fire safety precautions during the fuel transfer.

After completion of bunkering, the ME can be started and run on LNG without having the LNG
bunker inboard valve closed. There are no limitations to run the ME on LNG if the bunker inboard line
valves are still open.

In case of emergency disconnection of LNG bunkering hose during bunkering, breakaway coupling is
supplied by LNG bunker deliverer.

During bunkering the ESD will be used if available from ship/truck/shore. Our ship is equipped with
SIGGTO ESD system with connection plug and pendant.

22.1 Risk assessment

Risk assessment for LNG bunkering shall be conducted to ensure that risks arising from the use of
low-flashpoint fuels affecting persons on board, the environment, the structural strength or the
integrity of the ship are addressed. Consideration shall be given to the hazards associated with
physical layout, operation and maintenance, following any reasonably foreseeable failure.

A ship specific risk assessment shall be available based on the generic risk assessment for LNG
bunkering.

22.2 Emergency shut-down system (ESD system)

The functions of the emergency shutdown system (ESD system) are to stop liquid and vapour transfer
in the event of an emergency and to bring the cargo/bunker transfer system to a safe condition. The
emergency shutdown process are divided into two stages as per SIGTTO (2009):

ESD-1 emergency shutdown stage 1 - shuts down the transfer operation in a quick controlled manner
by closing the shutdown valves and stopping the transfer pumps and other relevant equipment in
ship and shore systems. The activation of ESD-1 shall give both visual and audible alarms.

ESD-2 emergency shutdown stage 2 – shuts down the transfer operation (ESD-1) and uncouples the
bunker hose/loading arms after closure of both the emergency release system (ERS) isolation valves.

A linked ESD system transmits ESD signals from the receiver to the supplier or vice versa via a
compatible system. As per SIGTTO (2009), the primary function of a linked ESD system is that the
receiving party can shut down the transfer process in a safe and controlled manner, avoiding the risk
of ending up in a situation where the only option is to shut valves against an incoming flow of liquid.

54
It is required that both the bunkering facility (bunker vessel/bunker truck) and the receiving vessel
are equipped with an emergency release system (ERS) and a linked ESD system, as per ISO
20519:2017, in order to perform LNG bunkering operations within the operating area of the port.

22.3 Pre-bunkering verification

Prior to conducting bunkering operations, pre-bunkering verification including, but not limited to the
following, shall be carried out and documented in the bunker safety checklist:

• all communications methods, including ship shore link (SSL), if fitted; .

• operation of fixed gas and fire detection equipment; .

• operation of portable gas detection equipment; .

• operation of remote controlled valves; and

• inspection of hoses and couplings

• loading limit for liquefied gas fuel tanks

A loading limit curve for actual fuel loading temperatures shall be available considering that no
storage fuel tanks should be filled more than a volume equivalent to 98% full at the reference
temperature.

Formula calculation load limit curve:

Where:

LL = loading limit

FL = filling limit

ρR = LNG density @ reference temperature

ρL =LNG density @ loading temperature

22.4 Weather restrictions

Weather restrictions (including wind force and sea state) for ship to ship and truck to ship LNG
bunkering is to be determined and agreed on, on a case by case basis. If the weather conditions
exceed the agreed weather restrictions, the hoses and arms must be drained, purged and
disconnected. Before commencement of LNG bunkering, the weather conditions for the duration of
the entire operation should be estimated in order to consider whether the LNG bunkering can be
carried out safely. The LNG bunker operation should immediately be suspended and all systems
secured on the approach of an electrical storm.

22.5 Mooring assessment.

The recommendations and procedures from the Mooring Management Plan and the procedure in
the operators QS chapter 6A.1.1.2 must be taken into account prior to the mooring operations.

55
22.6 Ship bunkering source communications
Communications shall be maintained between the vessel PIC and the bunkering source PIC at all
times during the bunkering operation. In the event that communications cannot be maintained,
bunkering shall stop and not resume until communications are restored.

Communication devices used in bunkering shall comply with recognized standards for such devices
acceptable to the Administration.

PIC's shall have direct and immediate communication with all personnel involved in the bunkering
operation.

The ship shore link (SSL) or equivalent means to a bunkering source provided for automatic ESD
communications, shall be compatible with the receiving vessel and the delivering facility ESD system.

22.7 Electrical bonding

Hoses, transfer arms, piping and fittings provided by the delivering facility used for bunkering shall be
electrically continuous, suitably insulated and shall provide a level of safety compliant with
recognized standards.

22.8 Conditions for transfer

Warning signs shall be posted at the access points to the bunkering area listing fire safety
precautions during fuel transfer.

During the transfer operation, personnel in the bunkering manifold area shall be limited to essential
staff only. All staff engaged in duties or working in the vicinity of the operations shall wear
appropriate personal protective equipment (PPE). A failure to maintain the required conditions for
transfer shall be cause to stop operations and transfer shall not be resumed until all required
conditions are met.

22.9 Personal protective equipment (PPE)

All personnel involved in handling of LNG and cryogenic equipment shall use appropriate personal
protective equipment (PPE) for the LNG bunkering operation. It shall be ensured that all personnel is
trained in the proper use of PPE.

The PPE shall include but not be limited to:

 Protective cryogenic gloves

 Tightly fitting safety googles and safety face shield with side protection
 Clothing should be fully body comprehensive, flame resistant, cryogenic retardant and have
visibility markings.
 Safety shoes
 Safety helmet

Where bunkering is to take place via the installation of portable tanks, the procedure shall provide an
equivalent level of safety as integrated fuel tanks and systems. Portable tanks shall be filled prior to
loading on board the vessel and shall be properly secured prior to connection to the fuel system.

For tanks not permanently installed in the vessel, the connection of all necessary tank systems
(piping, controls, safety system, relief system, etc.) to the fuel system of the ship is part of the
"bunkering" process and shall be finished prior to ship departure from the bunkering source.
Connecting and disconnecting of portable tanks during the sea voyage or maneuvering is not
permitted.

56
22.10 Simultaneous Operations (SIMOPS)
Simultaneous operations such as cargo handling, bunkering other fuels or lubricants, passenger
embarkation/disembarkation, cleaning and repairing etc. can create risks if carried out at the same
time as LNG bunkering. As stated in paragraph 5.1 Risk assessments, if simultaneous operations are
to be undertaken. The simultaneous operations are only allowed if the risk assessment can
demonstrate that the risk is acceptable. In addition, acceptance is required by all parties (such as
authorities, terminal, ship and bunkering operator, and supplier operator). The risk assessment
should state whether and under which conditions other activities can be carried out simultaneously
in a safe and responsible manner. Simultaneous operations should be in accordance with the LNG
fuelled vessel´s operational documentation approved by the flag state, as required by the IGF Code.

22.11 Enclosed space entry

Under normal operational circumstances, personnel shall not enter fuel tanks, fuel storage hold
spaces, void spaces, tank connection spaces or other enclosed spaces where gas or flammable
vapours may accumulate, unless the gas content of the atmosphere in such space is determined by
means of fixed or portable equipment to ensure oxygen sufficiency and absence of an explosive
atmosphere.

Personnel entering any space designated as a hazardous area shall not introduce any potential
source of ignition into the space unless it has been certified gas-free and maintained in that
condition.

Crew involved in operation and repairs of the LNG installation must be in possession of the by STCW
required training.

Sub-contractors shall be authorized to carry out work on LNG installations.

22.12 Inerting and purging of fuel systems

The primary objective in inerting and purging of fuel systems is to prevent the formation of a
combustible atmosphere in, near or around fuel system piping, tanks, equipment and adjacent
spaces.

It shall be ensured that air is not introduced into piping or a tank containing gas atmospheres, and
that gas is not introduced into air contained in enclosures or spaces adjacent to fuel systems.

22.13 Hot work on or near fuel systems

Hot work in the vicinity of fuel tanks, fuel piping and insulation systems that may be flammable,
contaminated with hydrocarbons, or that may give off toxic fumes as a product of combustion shall
only be undertaken after the area has been secured and proven safe for hot work and all approvals
have been obtained. See further the hot work procedures in chapter 9A.1.4.1 Hazard Identification.

22.14 Emergency response

LNG unconfined pool firefighting

Extinguishing LNG pool fires on water is not practicable and the emergency response must be
deployed defensively to control the effects from the incident, prioritizing as follows:

 Prevent escalation
 Contain the fire
 Control the fire

57
The heat flux from an LNG pool on water will be at its most intense, for example, following an LNG
compartment discharge from an LNG transport tanker with a delayed ignition. The pool will be
extremely large but the duration of the burn will be very short. In such cases, fixed fire protection
systems and passive heat resisting coating provided as part of the integral design specification would
help to prevent further escalation. The initial fire would probably already have burnt out before the
arrival of the first responders. In the event that it is still burning, the high levels of heat radiation
would prevent the emergency responders from approaching the ship in a position where monitors
from a fire boat could reach it and be effective. A BLEVE should not be discounted if the other
exposed LNG tanks are not sufficiently cooled. For smaller LNG pool fires, the emergency response
services shall concentrate on cooling the remaining LNG compartment tanks and the ship
construction. The cooling can be applied using an up-wind approach, for example from a firefighting
vessel with water sprays directed toward the length of the ship. Although water spray in the pool
cannot be avoided, do not discharge a full water beam into the LNG pool.

22.15 LNG confined pool firefighting

A confined LNG pool fire occurs when product cannot flow away and is contained (for example in a
bund, for small fires <10 m² of surface area). Class BC dry chemical powder should be considered to
actively extinguish the fire. For fire with a surface area greater than 10 m², consider a defensive
strategy. Extinguishing an LNG pool fire with foam is not possible, although high ex foam can reduce
the intensity of the fire and radiant heat but demands a regular “top up” of foam to be successful.
Note: during the initial application of foam, an increase in the intensity of fire will be experienced
before any reduction is seen. Foam with an expansion ratio of 500:1 and an application rate of 10
l/m²/min is recommended.

22.16 Jet fire fighting

For a gas fire there are two priorities:

1. Stop the LNG (gas) flow via the Emergency Shut Down
2. Take care that all other tanks, pipe work and ship construction are cooled with water spray
systems. (Regardless whether it is a pressure fire, jet fire or pool fire).

Adjust cooling strategy as required. The use of a defensive strategy is preferable for industrial
incidents and the same strategy is also applicable for maritime incidents. Should the initial
firefighting action fail, the risk of escalation is very high due the presence of large quantities of fuel in
tanks and lines. The risks increase if the above elements are exposed to the heat from the fire.
Therefore, in most cases the first actions are to cool the tanks, lines, equipment and the ship’s
construction, before extinguishing is considered. There are situations where the fire cannot be
extinguished and the preferred course of action is to let the fire burn itself out. LNG is a product that
should be left to let itself burn out under controlled conditions. During the controlled burning, the
surrounding areas are cooled.

22.17 LNG tank vacuum lost

If for some reason the LNG tanks vacuum has been lost and the temp of LNG are raising the LNG
remains in the LNG tanks to be consumed by running the main engine. The insulation in the inner
tank will keep the LNG sufficient cold for about 14 days trading if the tanks are 50% filled when
vacuum was lost. This gives the ship’s crew time for consume the LNG in close cooperation with
owner.

58
22.18 Emergency response plans
 LNG Contact damage
 LNG Release, bunkering
 LNG Collision heat exposure
 LNG Mooring
 LNG leak LNG system
 Overfill LNG tank

59
Appendices

60
 Current version 001

LNG Bunker Checklist – BUNKER STATION to SHIP

Guideline for completing this checklist

The presence of the letters ‘A’, ‘P’ or ‘R’ in the column entitled ‘Code’ indicates the following:

 A (‘Agreement’). This indicates an agreement or procedure that should be identified in the ‘Remarks’
column of the checklist or communicated in some other mutually acceptable form.

 R (‘Re-check’). This indicates items to be re-checked at appropriate intervals, as agreed between both
parties, at periods stated in the declaration.

 P (‘Permission’). This indicates that permission is to be granted by authorities.

Joint declaration should not be signed until both parties have checked and accepted their assigned responsibilities
and accountabilities.
When duly signed, this document is to be kept at least one year on board of the LNG receiving vessel.
 Current version 001

PART A: Planning Stage Checklists

This part of the checklist should be completed in the planning stage of an LNG bunker
operation. It is a recommended guideline for the, in advance, exchange of information
necessary for the preparation of the actual operation.

Planned date and time: _________________________________________________

Port and Berth: _________________________________________________

LNG receiving ship: _________________________________________________

LNG supplying bunker station: _________________________________________________

Bunkers to be transferred:
VOLUME TEMPERATURE PRESSURE TRANS. RATE COMMENT

Tank to be loaded:

TANK ALLOVABLE FILLING LEVEL AT VOLUME IN AVAILABLE VOLUME TO LOAD

VOLUME ACTUAL TEMP. & PRESS. TANK BEFORE VOLUME
@ X% LOADING

CHECK SHIP BUNKER TERMI REMARKS

CODE
STATION NAL
Competent authorities have granted
permission for LNG transfer operations
1 P
for the specific location and time.

Terminal has granted permission for LNG

transfer operations for the specific
2 P
location and time.

Competent authorities have been notified Time notified:

of the start of LNG bunker operations as ________ hrs
3 per local regulations.

Terminal has been notified of the start of Time notified:

4 LNG bunker operations as per terminal ________ hrs
requirement.
Competent authorities requirements are
5 being observed. e.g. Port byelaws

Local terminal requirements are being

6 observed. e.g. Terminal
regulations
All personnel involved in the LNG bunker
operation have appropriate training and
7 have been instructed on the specific LNG
bunker equipment and procedures.

The ship’s class approved bunker plan

8
and operations manual are available
 Current version 001

The bunker operation area can be

9 A
sufficiently illuminated.
All LNG transfer and gas detection
10 equipment is certified, in good condition A
and appropriate for the service intended.
Procedures for bunkering, cooling down
11 and purging operations have been A
agreed upon.
System and method of electrical
12 insulation have been agreed upon by A
ship and station.
The restricted area has been agreed Restricted Area:
13 upon by ship, station and terminal. A ______________________

Regulations with regards to ignition

14
sources observed
All mandatory firefighting equipment is
15
ready for immediate use.

For registration of the, in the planning, involved representatives:

We, the undersigned, have checked the above items in parts A in accordance with the instructions and have satisfied
ourselves that the entries we have made are correct.
If, to our knowledge, the status of any item changes, we will immediately inform the other party.

SHIP LNG BUNKER STATION TERMINAL

Name: Name: Name:

Rank: Position: Position:

Date: Date: Date:

Time: Time: Time:

 Current version 001

PART B: Planned Simultaneous Activities

(If applicable this part should be completed before actual transfer operations start)
Date and time: _________________________________________________

Port and Berth: _________________________________________________

LNG receiving ship: _________________________________________________

LNG supplying bunker station: _________________________________________________

CHECK SHIP BUNKER TMIN REMARKS

CODE
STATION
Planned simultaneous bunker operations If applicable.
of other fuels during LNG bunkering are
16
in accordance with ship’s approved
operational documentation.
Planned simultaneous cargo operations If applicable.
during LNG bunkering are in accordance
17 A
with the ship’s approved operational
documentation.
Competent authorities have granted If applicable.
permission for simultaneous bunker
18 P
and/or cargo operations whilst LNG
bunkering.
Safety procedures and mitigation If applicable.
measures for simultaneous activities, as
mentioned in the ship’s approved
19 AR
operational documentation, are agreed
upon and are being observed by all
parties involved.
 Current version 001

PART C: Pre Transfer Checklist

(This mandatory part should be completed before actual transfer operations start)

CHECK SHIP BUNKER TER CODE REMARKS

STATION MINAL
20 Part A is used prior and preparatory of If applicable
the actual operation.
21 The bunker delivery note to be
checked for right quality and mass

Ensure the Methane number and LNG

composition are compatible with
engine manufacturers requirements;

22 Present weather and wave conditions

are within the agreed limits. A, R

23 The ship is securely moored.

Regulations with regards to mooring Metal to metal contact is to
arrangements are observed. Sufficient R avoided at all times.
fendering is in place.

24 There is a safe means of access

R
between the ship and shore.
25 All mandatory firefighting equipment is
ready for immediate use.

26 Bunker operation area is sufficiently

Illuminated. A, R

27 Ship is able to move under their own

power in a safe and non-obstructed
R
direction.

28 Adequate supervision of the bunker

operation is in place both on the ship
and at the LNG bunker station.
29 An effective means of communication VHF / UHF Channel:
between the responsible operators and Language:
supervisors on the ship and at bunker Primary System:
A, R
station has been established and Backup System:
tested. The communication language
has been agreed upon.
30 The emergency stop signal and Emergency stop signal:
shutdown procedures have been
agreed upon, tested, and explained to
all personnel involved. A
Emergency procedures and plans and
the contact numbers are known to the
persons in charge.
31 The predetermined restricted area
zone has been established. A
Appropriate signs mark this area
32 Restricted area is free of other ships,
unauthorized persons, objects and
R
ignition sources.

33 On the ship an effective deck watch is

established
34 Both on the ship and at the onshore
LNG bunker station an effective LNG
bunker watch is established.
35 External doors, portholes and At no time they should be
accommodation ventilation inlets are R locked.
closed as per operations manual.
 Current version 001

36 Gas detection equipment has been

operationally tested and found to be in
good working order.

37 Material Safety Data Sheets (MSDS)

for the delivered LNG fuel are
A
available.

38 Regulations with regards to ignition

R
sources are observed.
39 Appropriate and sufficient suitable
protective clothing and equipment is
ready for immediate use.

40 Personnel involved in the connection

and disconnection of the bunker hoses
and personnel in the direct vicinity of
these operations make use of sufficient
and appropriate protective clothing and
equipment.

41 A (powered) emergency release

coupling {(P)ERC} is installed and is
ready for immediate use
42 The water spray system has been
tested and is ready for immediate use
43 Spill containment arrangements (drip
tray) are of an appropriate material and
volume, in position, and empty.
44 Hull and deck protection against low If applicable
temperature is in place.

45 Bunker pumps and compressors are in If applicable

good working order. A

46 All control valves are well maintained

and in good working order.

47 Bunker system gauges, high level

alarms and high-pressure alarms are
operational, correctly set and in good
working order.

48 Ship’s bunker tanks are protected Intervals not exceeding

against inadvertent overfilling at all minutes:
times, tank content is constantly R
monitored and alarms are correctly set.

49 All safety and control devices on the

LNG installations are checked, tested
and found to be in good working order.

50 Pressure control equipment and boil

off or reliquefaction equipment is
operational and in good working order.

51 The vapour connections are properly

connected and supported
52 Both on the ship and at the tank station ESD Ship:
the ESDs, automatic valves or similar
devices have been tested, have found ____________ seconds
to be in good working order, and are
A
ready for use. The both ESD systems ESD LNG bunker vessel:
are linked. The closing rates of the
ESDs have been exchanged. ____________ seconds
 Current version 001

53 Initial LNG bunker line up has been

checked. Unused connections are
closed, blanked and fully bolted.

54 LNG bunker hoses, fixed pipelines and

manifolds are in good condition,
properly rigged, supported, properly
connected, leak tested and certified for
the LNG transfer.

55 LNG bunker connection between the

ship and station is provided with dry
disconnection couplings.

56 LNG bunker connection between the

ship and the station has adequate
electrical insulating means in place.

57 Dry breakaway couplings in the LNG

bunker connections are in place, have
been visually
A
inspected for functioning and found to
be in a good working order.

58 If mandatory, the ship’s emergency fire Location:

control plans are located externally. __________________
59 An International Shore Connection has If applicable
been provided.

60 Competent authorities have been Date /time of the notification

informed that bunker transfer
operations are commencing
and have been requested to inform
other vessels in the vicinity.
 Current version 001

PART D: LNG transfer data

(This part should be completed before actual transfer operations start)

Agreed starting temperatures and pressures

Note the agreed Physical Quantity Unit (PQU): m3, tons, _______

SHIP LNG bunker station

LNG tank: start temperature: ˚C

LNG tank: start pressure: bar

LNG tank: available (rest) capacity: PQU

Agreed bunker operations

Note the agreed Physical Quantity Unit (PQU): m3, tons, ________

TANK 1 TANK 2

Agreed quantity to be transferred: PQU

Starting pressure at the manifold: bar

Starting rate: PQU / hr

Max transfer rate: PQU / hr

Topping up rate: PQU / hr

Max pressure at manifold: bar

Agreed maximums and minimums

MAXIMUM MINIMUM

bar
Pressures during bunkering:

bar
Pressures in the LNG bunker tanks:

Temperatures of the LNG: ˚C

Filling limit of the LNG bunker tanks: %

 Current version 001

Agreed simultaneous LNG bunker / Oil bunker operations

(Note that for oil bunker operations a separate bunker checklist should be completed)

Oil bunker activity Ship Bunker station Terminal

Agreed simultaneous LNG bunker / Cargo operations

Cargo activity Ship Bunker station Terminal

Restrictions in LNG bunker / Cargo operations

Restricted activity Ship Bunker station Terminal

Declaration
We, the undersigned, have checked the above items in Parts B, C and D in accordance with the
instructions and have satisfied ourselves that the entries we have made are correct.
We have also made arrangements to carry out repetitive checks as necessary and agreed that
those items coded ‘R’ in the checklist should be re -checked at intervals not exceeding ______
hours.

If, to our knowledge, the status of any item changes, we will immediately inform the other party.

SHIP BUNKER STATION TERMINAL

Name: Name: Name:

Rank: Position: Position:

Signature: Signature: Signature:

Date: Date: Date:

Time: Time: Time:

Record of repetitive checks

 Current version 001

Date
Time
Initials for
ship
Initials for
bunker
station
Initials for
terminal

Guideline for completing this checklist

The presence of the letters ‘A’ or ‘R’ in the column entitled ‘Code’ indicates the following:
A (‘Agreement’).
This indicates an agreement or procedure that should be identified in the ‘Remarks’ column of
the checklist or communicated in some other mutually acceptable form.
R (‘Re-check’).
This indicates items to be re-checked at appropriate intervals, as agreed between both parties,
at periods stated in the declaration.
P (‘Permission’)
This indicates that permission is to be granted by authorities.
The joint declaration should not be signed until both parties have checked and accepted their
assigned responsibilities and accountabilities. When duly signed, this document is to be kept at
least one year on board of the LNG receiving vessel.
 Current version 001

PART E: After LNG Transfer Checklist

(This part should be completed after transfer operations have been completed)
CHECK SHIP BUNKER TERM CODE REMARKS
STATION INAL
61 LNG bunker hoses, fixed pipelines and
manifolds have been purged and are
A
ready for disconnection.

62 Remote and manually controlled

valves are closed and ready for
A
disconnection.

63 After disconnection the restricted area

has been deactivated. Appropriate
A
signs have been removed.

64 Competent authorities have been Time:

notified that LNG bunker operations
have been completed and have been
requested to inform other vessels in
the vicinity..
65 Terminal has been notified that LNG Time:
bunker operations have been
completed.

66 If applicable near misses and incidents Report ID:

have been reported to competent
authorities.

Declaration
We, the undersigned, have checked the above items in Parts E in accordance with the
instructions and have satisfied ourselves that the entries we have made are correct.

SHIP BUNKER STATION TERMINAL

Name: Name: Name:

Rank: Position: Position:

Signature: Signature: Signature:

Date: Date: Date:

Time: Time: Time:

 Current version 001

LNG Bunker Checklist - Truck to SHIP

Guideline for completing this checklist

The presence of the letters ‘A’, ‘P’ or ‘R’ in the column entitled ‘Code’ indicates the following:

 A (‘Agreement’). This indicates an agreement or procedure that should be identified in the ‘Remarks’
column of the checklist or communicated in some other mutually acceptable form.

 R (‘Re-check’). This indicates items to be re-checked at appropriate intervals, as agreed between both
parties, at periods stated in the declaration.

 P (‘Permission’). This indicates that permission is to be granted by authorities.

Joint declaration should not be signed until both parties have checked and accepted their assigned responsibilities
and accountabilities.
When duly signed, this document is to be kept at least one year on board of the LNG receiving vessel.
 Current version 001

PART A: Planning Stage Checklists

This part of the checklist should be completed in the planning stage of an LNG bunker
operation. It is a recommended guideline for the, in advance, exchange of information
necessary for the preparation of the actual operation.

Planned date and time: _________________________________________________

Port and Berth: _________________________________________________

LNG receiving ship: _________________________________________________

LNG supplying bunker truck: _________________________________________________

Bunkers to be transferred:
VOLUME TEMPERATURE PRESSURE TRANS. RATE COMMENT

Tank to be loaded:

TANK ALLOVABLE FILLING LEVEL AT VOLUME IN AVAILABLE VOLUME TO LOAD

VOLUME ACTUAL TEMP. & PRESS. TANK BEFORE VOLUME
@ X% LOADING

CHECK SHIP BUNKER TERMI REMARKS

CODE
TRUCK NAL
Competent authorities have granted
permission for LNG transfer operations
1 P
for the specific location and time.

Terminal has granted permission for LNG

transfer operations for the specific
2 P
location and time.

Competent authorities have been notified Time notified:

of the start of LNG bunker operations as ________ hrs
3 per local regulations.

Terminal has been notified of the start of Time notified:

4 LNG bunker operations as per terminal ________ hrs
requirement.
Competent authorities requirements are
5 being observed. e.g. Port byelaws

Local terminal requirements are being

6 observed. e.g. Terminal
regulations
All personnel involved in the LNG bunker
operation have appropriate training and
7 have been instructed on the specific LNG
bunker equipment and procedures.

The bunker location is accessible for the

8
LNG supplying tank truck and the total
 Current version 001

truck weight does not exceed the

maximum permitted load of the quay or
jetty
The bunker operation area can be
9
sufficiently illuminated.
All LNG transfer and gas detection
10 equipment is certified, in good condition
and appropriate for the service intended.
Procedures for bunkering, cooling down
11 and purging operations have been A
agreed upon.
System and method of electrical
12 insulation have been agreed upon by A
ship and truck.
The restricted area has been agreed Restricted Area:
13 upon by ship, truck and terminal. A ______________________

Regulations with regards to ignition

14
sources observed
All in local requirements required If applicable
15 firefighting equipment is ready for
immediate use.

For registration of the, in the planning, involved representatives:

We, the undersigned, have checked the above items in parts A in accordance with the instructions and have satisfied
ourselves that the entries we have made are correct.
If, to our knowledge, the status of any item changes, we will immediately inform the other party.

SHIP LNG BUNKER TRUCK TERMINAL

Name: Name: Name:

Rank: Position: Position:

Date: Date: Date:

Time: Time: Time:

 Current version 001

PART B: Pre Transfer Checklist

(This mandatory part should be completed before actual transfer operations start)

CHECK SHIP BUNKER TER CODE REMARKS

TRUCK MINAL
16 Part A is used prior and preparatory of If applicable
the actual operation.
17 The bunker delivery note to be checked
for right quality and mass

Ensure the Methane number and LNG

composition are compatible with engine
manufacturers requirements;

18 Present weather and wave conditions

are within the agreed limits. A, R

19 The ship is securely moored.

Regulations with regards to mooring Metal to metal contact is to
arrangements are observed. Sufficient R avoided at all times.
fendering is in place.

20 There is a safe means of access

between the ship and shore. When
R
mandatory, there is a safe emergency
escape route between ship and shore
21 All mandatory firefighting equipment is
ready for immediate use.

22 Bunker operation area is sufficiently

Illuminated. A, R

23 Ship and truck are able to move under

their own power in a safe and non-
R
obstructed direction.

24 Adequate supervision of the bunker

operation is in place both on the ship
and at the LNG tank truck and an
effective watch is being kept at all time.
25 An effective means of communication VHF / UHF Channel:
between the responsible operators and Language:
supervisors on the ship and at truck Primary System:
A, R
has been established and tested. The Backup System:
communication language has been
agreed upon.
26 The emergency stop signal and Emergency stop signal:
shutdown procedures have been
agreed upon, tested, and explained to
all personnel involved. A
Emergency procedures and plans and
the contact numbers are known to the
persons in charge.
27 The predetermined restricted area
zone has been established. A
Appropriate signs mark this area
28 Restricted area is free of other ships,
unauthorized persons, objects and
R
ignition sources.
 Current version 001

29 External doors, portholes and At no time they should be

accommodation ventilation inlets are locked.
R
closed as per operations manual.

30 Gas detection equipment has been

operationally tested and found to be in
good working order.

31 Material Safety Data Sheets (MSDS)

for the delivered LNG fuel are
A
available.

32 Regulations with regards to ignition

R
sources are observed.
33 Appropriate and sufficient suitable
protective clothing and equipment is
ready for immediate use.

34 Personnel involved in the connection

and disconnection of the bunker hoses
and personnel in the direct vicinity of
these operations make use of sufficient
and appropriate protective clothing and
equipment.

35 A (powered) emergency release

coupling {(P)ERC} is installed and is
ready for immediate use
36 The water spray system has been
tested and is ready for immediate use
37 Spill containment arrangements (drip
tray) are of an appropriate material and
volume, in position, and empty.
38 Hull and deck protection against low If applicable
temperature is in place.

39 Bunker pumps and compressors are in If applicable

good working order. A

40 All control valves are well maintained

and in good working order.

41 Bunker system gauges, high level

alarms and high-pressure alarms are
operational, correctly set and in good
working order.

42 Ship’s bunker tanks are protected Intervals not exceeding

against inadvertent overfilling at all minutes:
times, tank content is constantly R
monitored and alarms are correctly set.

43 All safety and control devices on the

LNG installations are checked, tested
and found to be in good working order.

44 Pressure control equipment and boil off

or reliquefaction equipment is
operational and in good working order.

45 Both on the ship and at the tank truck ESD Ship:

the ESDs, automatic valves or similar
devices have been tested, have found ____________ seconds
to be in good working order, and are
A
ready for use. The both ESD systems ESD LNG bunker vessel:
are linked. The closing rates of the
ESDs have been exchanged. ____________ seconds
 Current version 001

46 Initial LNG bunker line up has been

checked. Unused connections are
closed, blanked and fully bolted.

47 LNG bunker hoses, fixed pipelines and

manifolds are in good condition,
properly rigged, supported, properly
connected, leak tested and certified for
the LNG transfer.

48 LNG bunker connection between the

ship and truck is provided with dry
disconnection couplings.

49 LNG bunker connection between the

ship and the truck has adequate
electrical insulating means in place.

50 Dry breakaway couplings in the LNG

bunker connections are in place, have
been visually
A
inspected for functioning and found to
be in a good working order.

51 The tank truck is electrically grounded

and the wheels are chocked
52 The tank truck engine is off during the
connection and disconnection of the
LNG bunker hoses
53 The tank truck engine is switched off Unless the truck engine is
during purging or LNG transfer required for the purging or
transfer of LNG.
54 If mandatory, the ship’s emergency fire Location:
control plans are located externally. __________________
55 International Shore Connection has If applicable
been provided.

56 Competent authorities have been Date /time of the notification

informed that bunker transfer
operations are commencing
and have been requested to inform
other vessels in the vicinity.
 Current version 001

PART C: LNG transfer data

(This part should be completed before actual transfer operations start)

Agreed starting temperatures and pressures

Note the agreed Physical Quantity Unit (PQU): m3, tons, _______

SHIP LNG bunker truck

LNG tank: start temperature: ˚C

LNG tank: start pressure: bar

LNG tank: available (rest) capacity: PQU

Agreed bunker operations

Note the agreed Physical Quantity Unit (PQU): m3, tons, ________

TANK 1 TANK 2

Agreed quantity to be transferred: PQU

Starting pressure at the manifold: bar

Starting rate: PQU / hr

Max transfer rate: PQU / hr

Topping up rate: PQU / hr

Max pressure at manifold: bar

Agreed maximums and minimums

MAXIMUM MINIMUM

bar
Pressures during bunkering:

bar
Pressures in the LNG bunker tanks:

Temperatures of the LNG: ˚C

Filling limit of the LNG bunker tanks: %

Declaration
We, the undersigned, have checked the above items in Parts B and C in accordance with the
instructions and have satisfied ourselves that the entries we have made are correct.
We have also made arrangements to carry out repetitive checks as necessary and agreed that
those items coded ‘R’ in the checklist should be re -checked at intervals not exceeding ______
hours.
 Current version 001

If, to our knowledge, the status of any item changes, we will immediately inform the other party.

SHIP BUNKER TRUCK TERMINAL

Name: Name: Name:

Rank: Position: Position:

Signature: Signature: Signature:

Date: Date: Date:

Time: Time: Time:

Record of repetitive checks

Date
Time
Initials for
ship
Initials for
truck
Initials for
terminal

Guideline for completing this checklist

The presence of the letters ‘A’ or ‘R’ in the column entitled ‘Code’ indicates the following:
A (‘Agreement’).
This indicates an agreement or procedure that should be identified in the ‘Remarks’ column of
the checklist or communicated in some other mutually acceptable form.
R (‘Re-check’).
This indicates items to be re-checked at appropriate intervals, as agreed between both parties,
at periods stated in the declaration.
P (‘Permission’)
This indicates that permission is to be granted by authorities.
The joint declaration should not be signed until both parties have checked and accepted their
assigned responsibilities and accountabilities. When duly signed, this document is to be kept at
least one year on board of the LNG receiving vessel.
 Current version 001

PART D: After LNG Transfer Checklist

(This part should be completed after transfer operations have been completed)
CHECK SHIP BUNKER TERM CODE REMARKS
TRUCK INAL
57 LNG bunker hoses, fixed pipelines and
manifolds have been purged and are
A
ready for disconnection.

58 Remote and manually controlled

valves are closed and ready for
A
disconnection.

59 After disconnection the restricted area

has been deactivated. Appropriate
A
signs have been removed.

60 Competent authorities have been Time:

notified that LNG bunker operations
have been completed.
61 Terminal has been notified that LNG Time:
bunker operations have been
completed.

62 Competent authorities have been

informed that bunker transfer
operations have ceased and have
been requested to inform other vessels
in the vicinity.
63 If applicable near misses and incidents Report ID:
have been reported to competent
authorities.

Declaration
We, the undersigned, have checked the above items in Parts D in accordance with the
instructions and have satisfied ourselves that the entries we have made are correct.

SHIP BUNKER TRUCK TERMINAL

Name: Name: Name:

Rank: Position: Position:

Signature: Signature: Signature:

Date: Date: Date:

Time: Time: Time:

 Current version 001

LNG Bunker Checklist - Ship to SHIP

Guideline for completing this checklist

The presence of the letters ‘A’, ‘P’ or ‘R’ in the column entitled ‘Code’ indicates the following:

 A (‘Agreement’). This indicates an agreement or procedure that should be identified in the ‘Remarks’
column of the checklist or communicated in some other mutually acceptable form.

 R (‘Re-check’). This indicates items to be re-checked at appropriate intervals, as agreed between both
parties, at periods stated in the declaration.

 P (‘Permission’). This indicates that permission is to be granted by authorities.

Joint declaration should not be signed until both parties have checked and accepted their assigned responsibilities
and accountabilities.
When duly signed, this document is to be kept at least one year on board of the LNG receiving vessel.
 Current version 001

PART A: Planning Stage Checklists

This part of the checklist should be completed in the planning stage of an LNG bunker
operation. It is a recommended guideline for the, in advance, exchange of information
necessary for the preparation of the actual operation.

Planned date and time: _________________________________________________

Port and Berth: _________________________________________________

LNG receiving ship: _________________________________________________

LNG supplying bunker vessel: _________________________________________________

Bunkers to be transferred:
VOLUME TEMPERATURE PRESSURE TRANS. RATE COMMENT

Tank to be loaded:

TANK ALLOVABLE FILLING LEVEL AT VOLUME IN AVAILABLE VOLUME TO LOAD

VOLUME ACTUAL TEMP. & PRESS. TANK BEFORE VOLUME
@ X% LOADING

CHECK SHIP BUNKER TMIN REMARKS

CODE
VESSEL
Competent authorities have granted
permission for LNG transfer operations
1 P
for the specific location and time.

Terminal has granted permission for LNG

transfer operations for the specific
2 P
location and time.

Competent authorities have been notified Time notified:

of the start of LNG bunker operations as ________ hrs
3 per local regulations. A

Terminal has been notified of the start of Time notified:

4 LNG bunker operations as per terminal A ________ hrs
requirement.
Competent authorities requirements are
5 being observed. e.g. Port byelaws

Local terminal requirements are being

6 observed. e.g. Terminal
regulations
All personnel involved in the LNG bunker
operation have appropriate training and
7 have been instructed on the specific LNG
bunker equipment and procedures.
 Current version 001

The ship’s and LNG bunker vessel’s cl

8 ass approved bunker plan and operations
manual are available.
The ship and LNG bunker vessel have
9 agreed upon the mooring and fendering A
arrangement.
The LNG bunker vessel has obtained the
10 necessary permissions to go alongside
the LNG receiving ship.
The bunker operation area can be
11 A
sufficiently illuminated.
All LNG transfer and gas detection
12 equipment is certified, in good condition A
and appropriate for the service intended.
Procedures for bunkering, cooling down
and purging operations have been
13 agreed upon by ship and LNG bunker A
vessel.

System and method of electrical

14 insulation have been agreed upon by A
ship and LNG bunker vessel.
The restricted area has been agreed Restricted Area:
15 upon and designated. A ______________________

Regulations with regards to ignition

16
sources observed
All mandatory firefighting equipment is
17
ready for immediate use.

For registration of the, in the planning, involved representatives:

We, the undersigned, have checked the above items in parts A in accordance with the instructions and have satisfied
ourselves that the entries we have made are correct.
If, to our knowledge, the status of any item changes, we will immediately inform the other party.

SHIP LNG BUNKER VESSEL TERMINAL

Name: Name: Name:

Rank: Position: Position:

Date: Date: Date:

Time: Time: Time:

 Current version 001

PART B: Planned Simultaneous Activities

(If applicable this part should be completed before actual transfer operations start)
Date and time: _________________________________________________

Port and Berth: _________________________________________________

LNG receiving ship: _________________________________________________

LNG supplying bunker vessel: _________________________________________________

CHECK SHIP BUNKER TMIN REMARKS

CODE
VESSEL
Planned simultaneous bunker operations If applicable.
of other fuels during LNG bunkering are
18
in accordance with ship’s approved
operational documentation.
Planned simultaneous cargo operations If applicable.
during LNG bunkering are in accordance
19 A
with the ship’s approved operational
documentation.
Competent authorities have granted If applicable.
permission for simultaneous bunker
20 P
and/or cargo operations whilst LNG
bunkering.
Safety procedures and mitigation If applicable.
measures for simultaneous activities, as
mentioned in the ship’s approved
21 AR
operational documentation, are agreed
upon and are being observed by all
parties involved.
 Current version 001

PART C: Pre Transfer Checklist

(This mandatory part should be completed before actual transfer operations start)

CHECK SHIP BUNKER TMIN CODE REMARKS

VESSEL
22 Part A is used prior and preparatory of If applicable
the actual operation.
23 The bunker delivery note to be checked
for right quality and mass

Ensure the Methane number and LNG

composition are compatible with engine
manufacturers requirements;

24 Present weather and wave conditions

are within the agreed limits. A, R

25 The ship and the LNG bunker vessel

are securely moored. Metal to metal contact is to
Regulations with regards to mooring avoided at all times.
R
arrangements are observed. Sufficient
fendering is in place.

26 There is a safe means of access

between the ship and bunker vessel. R

27 All mandatory firefighting equipment is

ready for immediate use.

28 Bunker operation area is sufficiently

Illuminated. A, R

29 Ship and LNG bunker vessel are able

to move under their own power in a
R
safe and non-obstructed direction.

30 Adequate supervision of the bunker

operation is in place both on the ship
and at the LNG bunker vessel.
31 An effective means of communication VHF / UHF Channel:
between the responsible operators and Language:
supervisors at the ship and LNG Primary System:
A, R
bunker vessel has been established Backup System:
and tested. The communication
language has been agreed upon.
32 The emergency stop signal and Emergency stop signal:
shutdown procedures have been
agreed upon, tested, and explained to
all personnel involved. A
Emergency procedures and plans and
the contact numbers are known to the
persons in charge.
33 The predetermined restricted area
zone has been established. A
Appropriate signs mark this area
34 Restricted area is free of other ships,
unauthorized persons, objects and
R
ignition sources.

35 Safety procedures and mitigation

measures for the prevention of falling
objects are agreed upon and are being
observed by all parties involved.
36 On the ship an effective deck watch is The deck watch pays
established. particular attention to
 Current version 001

moorings, fenders and

37 Both on the ship and LNG bunker
vessel an effective LNG bunker watch
is established.
38 External doors, portholes and
accommodation ventilation inlets are
R
closed as per operations manual.
simultaneous activities.
The LNG bunker watch
pays particular attention to
hoses, manifold, and bunker
controls.
At no time they should be
locked.

39 Gas detection equipment has been

operationally tested and found to be in
good working order.

40 Material Safety Data Sheets (MSDS)

for the delivered LNG fuel are
A
available.

41 Regulations with regards to ignition

R
sources are observed.
42 Appropriate and sufficient suitable
protective clothing and equipment is
ready for immediate use.

43 Personnel involved in the connection

and disconnection of the bunker hoses
and personnel in the direct vicinity of
these operations make use of sufficient
and appropriate protective clothing and
equipment.

44 A (powered) emergency release

coupling {(P)ERC} is installed and is
ready for immediate use
45 The water spray system has been
tested and is ready for immediate use
46 Spill containment arrangements (drip
tray) are of an appropriate material and
volume, in position, and empty.
47 Hull and deck protection against low
temperature is in place.

48 Bunker pumps and compressors are in If applicable

good working order. A

49 All control valves are well maintained

and in good working order.

50 Bunker system gauges, high level

alarms and high-pressure alarms are
operational, correctly set and in good
working order.

51 Ship’s bunker tanks are protected Intervals not exceeding

against inadvertent overfilling at all minutes:
times, tank content is constantly R
monitored and alarms are correctly set.

52 All safety and control devices on the

LNG installations are checked, tested
and found to be in good working order.

53 Pressure control equipment and boil off

or reliquefaction equipment is
operational and in good working order.

54 The vapour connections are properly If applicable.

connected and supported.
 Current version 001

55 Both on the ship and at the LNG ESD Ship:

bunker vessel the ESDs, automatic
valves or similar devices have been ____________ seconds
tested, have found to be in good
working order, and are ready for use. A ESD LNG bunker vessel:
The both ESD systems are linked. The
closing rates of the ESDs have been ____________ seconds
exchanged.

56 Initial LNG bunker line up has been

checked. Unused connections are
closed, blanked and fully bolted.

57 LNG bunker hoses, fixed pipelines and

manifolds are in good condition,
properly rigged, supported, properly
connected, leak tested and certified for
the LNG transfer.

58 LNG bunker connection between the

ship and the LNG bunker vessel is
provided with dry disconnection
couplings.

59 LNG bunker connection between the

ship and the LNG bunker vessel has
adequate electrical insulating means in
place.

60 Dry breakaway couplings in the LNG

bunker connections are in place, have
been visually
A
inspected for functioning and found to
be in a good working order.

61 The ship’s emergency fi re control Location:

plans are located externally.. __________________

62 International Shore Connection has

been provided.

63 Competent authorities have been

informed that bunker transfer
operations are commencing
and have been requested to inform
other vessels in the vicinity.
 Current version 001

PART D: LNG transfer data and simultaneous operations

(This part should be completed before actual transfer operations start)

Agreed starting temperatures and pressures

Note the agreed Physical Quantity Unit (PQU): m3, tons, _______

SHIP LNG bunker vessel

LNG tank: start temperature: ˚C

LNG tank: start pressure: bar

LNG tank: available (rest) capacity: PQU

Agreed bunker operations

Note the agreed Physical Quantity Unit (PQU): m3, tons, ________

TANK 1 TANK 2

Agreed quantity to be transferred: PQU

Starting pressure at the manifold: bar

Starting rate: PQU / hr

Max transfer rate: PQU / hr

Topping up rate: PQU / hr

Max pressure at manifold: bar

Agreed maximums and minimums

MAXIMUM MINIMUM

bar
Pressures during bunkering:

bar
Pressures in the LNG bunker tanks:

Temperatures of the LNG: ˚C

Filling limit of the LNG bunker tanks: %

Agreed simultaneous LNG bunker / Oil bunker operations

 Current version 001

(Note that for oil bunker operations a separate bunker checklist should be completed)
Oil bunker activity Ship Bunker vessel Terminal

Agreed simultaneous LNG bunker / Cargo operations

Cargo activity Ship Bunker vessel Terminal

Restrictions in LNG bunker / Cargo operations

Restricted activity Ship Bunker vessel Terminal

Declaration
We, the undersigned, have checked the above items in Parts B, C and D in accordance with the
instructions and have satisfied ourselves that the entries we have made are correct.
We have also made arrangements to carry out repetitive checks as necessary and agreed that
those
items coded ‘R’ in the checklist should be re -checked at intervals not exceeding ______ hours.
If, to our knowledge, the status of any item changes, we will immediately inform the other party.

SHIP BUNKER VESSEL TERMINAL

Name: Name: Name:

Rank: Position: Position:

Signature: Signature: Signature:

Date: Date: Date:

Time: Time: Time:

 Current version 001

Record of repetitive checks

Date
Time
Initials for
ship
Initials for
bunkervessel
Initials for
terminal

PART E: After LNG Transfer Checklist

(This part should be completed after transfer operations have been completed)
CHECK SHIP BUNKER TMIN CODE REMARKS
VESSEL
64 LNG bunker hoses, fixed pipelines and
manifolds have been purged and are
A
ready for disconnection.

65 Remote and manually controlled

valves are closed and ready for
A
disconnection.

66 After disconnection the restricted area

has been deactivated. Appropriate
A
signs have been removed.

67 Competent authorities have been Time:

notified that LNG bunker operations
have been completed and have been
requested to inform other vessels in
the vicinity..

68 Terminal has been notified that LNG Time:

bunker operations have been
completed.

60 If applicable near misses and incidents Report ID:

have been reported to competent
authorities.
 Current version 001

Declaration
We, the undersigned, have checked the above items in Part E in accordance with the
instructions and
have satisfied ourselves that the entries we have made are correct.
SHIP BUNKER VESSEL TERMINAL
Name: Name: Name:

Rank: Position: Position:

Signature: Signature: Signature:

Date: Date: Date:

Time: Time: Time:

Guideline for completing this checklist

The presence of the letters ‘A’ or ‘R’ in the column entitled ‘Code’ indicates the following:
A (‘Agreement’).
This indicates an agreement or procedure that should be identified in the ‘Remarks’ column of
the checklist or communicated in some other mutually acceptable form.
R (‘Re-check’).
This indicates items to be re-checked at appropriate intervals, as agreed between both parties,
at periods stated in the declaration.
P (‘Permission’)
This indicates that permission is to be granted by authorities.

The joint declaration should not be signed until both parties have checked and accepted their
assigned responsibilities and accountabilities. When duly signed, this document is to be kept at
least one year on board of the LNG receiving vessel.
 LNG, contact damage
Current version 001

C Checklist

C.79 LNG, Contact damage

Contact with bridge, failure of pipe work, continuous release of

LNG, vapour cloud dispersion, no ignition LNG, escalation with
prolonged gas/vapour concentrations, direct elimination on any
ignition sources and water shielding required.

 Master informed
 Confirm LNG release
 Notify emergency services
 Try to isolate leakage (activate ESD)
 Shut down ventilation to ship to prevent gas being drawn into
ship
 Startup fire pump and water protection systems (if fitted)
 Consider transferring ship into shore at a safe location (if
possible)
 Evacuate all unessential persons (passengers and crew)
 Prepare to receive emergency services

Notes:
Eliminate any ignition sources on board. If water curtains are
fitted, activation of these may help. Protect migration of gas over
a navigational bridge.

If leak cannot be stopped, evacuate all persons to a safe location

upwind. Evacuation to shore is preferential. However, if leak is
substantial, avoid putting vessel into areas of high population
 LNG, contact damage
Current version 001

density or have high potential for sources of ignition.

Reposition the vessel only when it is safe to do:

• engine room and bridge at the upwind side of the leakage
• vessel 100% free from collision item
• backup power for propulsion is available (after ESD)
• water spray systems are activated.

Inform local fire authorities that all listed actions have been carried
out up to this point

Date: Sign. Master: Sign. Responsible Officer:

 LNG release, bunkering
Current version 001

C Checklist

C.80 LNG release, bunkering

LNG fuel tank below deck, tank truck to ship bunkering, severed
LNG transfer hose, failure of emergency spot button on truck,
limited continuous release of LNG, unconfined spill on water, RPT,
cryogenic damage to ship’s structure

 Master informed
 Confirm LNG release
 Activate ESD on LNG transfer system
 Shut down ventilation systems
 Notify emergency services
 Assess the risk of vapor cloud ignition
 Evacuate ship before vapor cloud reaches the ship bridge /
accommodations.
 Contact authorities and give all relevant technical LNG and
vessel data.
 In case of fire: abandon vessel.

Notes:
The wind direction & weather conditions are important for the
vapor cloud projection at the local geographic area and for the
decision making priorities.

Assess the risk of ignition at vapor cloud and abandon the vessel
immediately when visible vapor cloud could reach:
• Other vessel(s)
• Traffic / highway
 LNG release, bunkering
Current version 001

• Other source of ignition.

If not safe, abandon the vessel in upwind direction. When

everyone is safe, give priority to informing the incident
responders

Date: Sign. Master: Sign. Responsible Officer:

 LNG, collision, heat exposure
Current version 001

C Checklist

C.81 LNG, collision, heat exposure

Collision with another vessel, direct ignition cargo (gasoline), heat

exposure to LNG fuel tanks, escalation with prolonged exposure,
cooling required within 15 minutes.

 Master informed
 Confirm cargo release
 Notify emergency services
 Try to isolate leakage
 Startup fire pump and water protection systems (if fitted)
 Consider transferring ship into shore at a safe location (if
possible)
 Evacuate all unessential persons (passenger and crew)
 Prepare to receive emergency services

Notes:
If leak cannot be stopped evacuate all persons to a safe location
upwind. Evacuation to shore is preferential. However, if leak is
substantial, avoid putting vessel into areas of a high population
density.

Inform local fire authority that all listed actions have been carried
out up to this point.

Date: Sign. Master: Sign. Responsible Officer:

 LNG, mooring – excessive movement
Current version 001

C Checklist

C.82 LNG, mooring – excessive movement

A leak could be caused by excessive movement of the vessel whilst

alongside. The loading arms are designed to accept a certain
movement of the vessel, if the movement exceeds certain limits ESDS
is activated and all cargo operations are stopped.

 Master informed
 Watchman at manifold should advise CCR about loading arm
leakage, location (which arm) and dimension of the leak.
 Stop cargo operations. Activate ESDS
 Attend any injured people
 Watchman at manifold should apply water on manifold area
 Activate manifold spray system, if it is needed
 Advise Terminal
 Make ready Dry Powder Fixed Fire-Extinguishing System. Normally
ready while alongside.
 Check moorings and try to stop ship movement
 Consider - leave berth
 Inform Owners, Local authorities, agent, P&I Club

Notes:
If leak cannot be stopped evacuate all persons to a safe location
upwind. Evacuation to shore is preferential. However, if leak is
substantial, avoid putting vessel into areas of a high population
density.

Inform local fire authority that all listed actions have been carried out
up to this point.

When spilled on water:

Boiling of LNG is rapid, due to the large temperature difference
between the product and water.
 LNG, mooring – excessive movement
Current version 001

 LNG continuously spreads over an indefinitely large area, it results

in a magnification of its rates of evaporation until vaporization is
complete.
 No coherent ice layer forms on the water.
 Under particular circumstances, with a Methane concentration below
40%, flameless explosions are possible when the LNG strikes the
water. It results from an interfacial phenomenon in which LNG
becomes locally superheated at a maximum limit until a rapid
boiling occurs. However, commercial LNG is far richer in Methane
than 40% and would require lengthy storage before ageing to that
concentration.
 The flammable cloud of LNG and air may extend for large distances
downwind (only Methane when warmer than 100 degree C is lighter
than air) because of the absence of topographic features, which
normally promote turbulent mixing.

Date: Sign. Master: Sign. Responsible Officer:

 LNG, leak LNG system
Current version 001

C Checklist

C.83 LNG, leak LNG system

Leaks on the Cargo System, Continuous Flow

This comprises all leaks that cannot be easily stopped by operational

routines, rupture in a pipe.

 Advise CCR (Terminal) / Bridge (Port/Sea) Location and

dimension of the leak
 Activate ESDS or stop cargo operations
 Change course in order to get rid of vapor gas
 Advise terminal as to why ESDS has been activated
 Try to stop the leak if that is possible (wrapping with wet rugs,
tightening bolts)
 If leak cannot be stopped isolate leakage by means of closing
valves
 Flush water in leak area
 Avoid any kind of external ignition source
 Make the dry powder system ready for possible outbreak of
fire
 Ensure that all doors, (hatches, etc.) opening to the upper
deck from the accommodation area, (engine room etc..) are
closed
 Stop ventilation fans if necessary. Put Air-conditioning in re-
circulation mode if it is not already
 Activate water spray system if necessary\
 Consider - alternatives to continue loading/discharging
operations
 Consider - alternatives to continued spraying
 Consider - alternatives to continued cooling down of LNG lines,
transferring LNG
 Once situation has stabilized, consider - repairs (temporary or
permanent)
 LNG, leak LNG system
Current version 001

 Advise all parties involved Owners, Agent, Terminal, P&I if

situation required

Date: Sign. Master: Sign. Responsible Officer:

 LNG, overfill LNG tank
Current version 001

C Checklist

C.84 LNG, overfill LNG tank

Risk of Overfilling of LNG Tanks only applies when vessel is alongside
Terminal. The High level alarm will be activated.

Should the alarms fail, overfilling during loading cannot directly rupture a
LNG tank as the tanks also contain safety valves that are designed to
prevent the build up of excess vapour pressure. If the pressure increases
beyond a preset level, a diaphragm in the safety valve ruptures and vents
the excess cargo through the tank mast. When this happens, the main
hazards are:

The risk of the vessel's hull or LNG tank covers cracking

The flammable gases present in the atmosphere may create an explosive

environment.

 Watch keeper patrolling flying passage to advise CCR as soon as

cargo is seen overflowing, coming out from vent mast.
 Activate ESDS immediately. Stop cargo operations.
 Inform master
 Activate general alarm and advise by public address nature of
incident and location
 Sound predefined signals in order to warn Terminal
 Check for any injuries or fatalities
 Treat injured people, and evacuate them as necessary. Advise
agent/terminal if external medical assistance is required
 Advise terminal the nature of incident and present situation
 Activate Spray system on tank domes, manifolds,
accommodation, compressor house in order to protect steel and
vaporize the liquid
 Prepare fixed Dry Powder Fire Extinguishing System in case fire
occurs due to external ignition source or static electricity
 Consider - transfer cargo in order to lower down level in overfilled
tank
 Consider - disconnect loading arms. Activation of PERC
 Consider - leave the jetty / terminal. Tugs/pilot required
 LNG, overfill LNG tank
Current version 001

 Inform Owners, Insurance, P&I, Local Authorities

Date: Sign. Master: Sign. Responsible Officer:

 LNG, collision, Involving uncontrollable
escape of LNG
Current version 001

C Checklist

C.85 LNG, collision, Involving uncontrollable escape of LNG

The event can only be described in a hypothetical context, as no such situation has actually
occurred. The following is therefore based on theoretical studies and investigations.

1. In the loaded condition with failure of the primary and secondary membranes, liquid
LNG will pass through the primary, secondary barriers, inner hull and the ruptured
ballast tank and out to the sea. As the membrane containment system is supported
by the inner hull steel structure, failure of the inner hull due to the collision damage
and embrittlement would lead to collapse of the membrane containment system in
the damaged area. This would lead to a further major increase of the outflow of LNG.

2. Ignition may not take place within the vessel due to the over-rich concentration of
vapors. In such cases, the attempted separation of the vessel from a colliding vessel
or other structure should not be attempted, if circumstances permit, in order to avoid
the risk of creating an ignition source during separation. This despite the colliding
vessel probably encountering hull structure failure from both the collision damage and
the embrittlement from the outflow of LNG.

3. The vaporization of the spillage will initially form a heavy white vapor cloud and this is
likely to quickly envelope the deck and accommodation areas. Hence it is essential
that all potential sources of ignition are isolated and the decks cleared of all
personnel.

4. If separation has taken place from the colliding vessel or obstruction and there is no
gas concentration in the propulsion machinery space, attempts should be made to
maneuver in such a way as to place the vessel clear of the vapor cloud. This may
involve steaming the vessel astern.

5. As far as possible, the damaged tank and barriers should be isolated from other tanks
and barriers. This will prevent both back flow of boil-off vapor from undamaged tanks
to the ruptured tank and, at later stage, the possible admixture of air and cargo
vapor in the whole cargo system.

6. Flooding the ballast tanks adjacent to the damaged tank with sea water, where
possible, will reduce the effect of embrittlement on the adjoining bulkheads and
prevent gas vapor from entering undamaged tanks.

7. The operation of water sprays and curtains will reduce the possibility of vapor cloud
ignition on deck, assuming the deluge and fire main systems are still intact.

8. If ignition does occur, the resulting fire may be such that the dry powder capacity
onboard could be exhausted or, if the fire is extinguished, reserves have been run so
low that any re-ignition could not be contained. Therefore, thought should be given to
the desirability of allowing the fire to burn in a controlled manner.

9. Before attempting to fight large fires, due consideration should be given to the
possible options:
i) Allowing a fire to continue to burn thus running the risk of the fire spreading and
greater damage being caused.
 LNG, collision, Involving uncontrollable
escape of LNG
Current version 001

ii) Extinguishing the fire and running the risk of damage to life and property if
unignited vapour is allowed to drift under light wind conditions to areas of high
ignition risk.

10. Where cargo is jettisoned, personnel should be aware of the Rapid Phase Transition
(RPT) phenomenon. When LNG, particularly if the LNG is aged, is spilled on to water,
a violent interaction can occur. This is the result of rapid vaporization of the LNG,
superheated by contact with water.

11. A very careful check should be maintained on all intact cargo tanks, barriers and
adjacent compartments.

12. Once the situation has been stabilized and the stability of the vessel is secured,
consideration can be given to the problem of what to do with the remaining cargo in
the damaged tank.

Factors will include:

i) Damage to the vessel and quantity of remaining cargo.
ii) The operational status of the propulsion machinery, cargo containment system and
cargo transfer system.
iii) The location of the vessel.
iv) If the cargo containment system is intact, the possibility of ship to ship transfer
may be considered.

Date: Sign. Master: Sign. Responsible Officer:

 Version 002

RISK ASSESSMENT FORM

Ships name:

1 Subject of Assessment

Bunkering

2 Who is doing the Work

On board PIC and his assistant. Bunkering source PIC.

3 Location of Work

LNG Bunker station

4 Brief Description of Activity

Bunkering LNG from the truck

5 Main Equipment Used

Bunker hose, PPE, Driptrays, Communication equipment

RISKFORM Issue 1, Page 1 of 12

 Version 002

6 Hazard Category(ies) – select all hazards that are applicable

H25 Lone/remote working/Out of hours

H01 Use of workshop type machinery H26 Electric shock
H02 Possible entanglement in moving machinery H27 Fire from ignition sources (including static
H03 Use of hand held/portable power tools electricity)
H04 Use of hand/foot operated machine tools H28 Fire & Explosion
H05 Hazardous Substances/Toxic Vapours H29 Dust – Airborne Particles -
H06 Entering Confined/Enclosed Spaces/Lack of H30 Use of hydraulic/pneumatic systems
Oxygen H31 Use of compressed gases
H07 Operation of crane/overhead gantry H32 Compressed air
H08 Use of hand tools H33 Work in extremes of temperature
H09 Falls of objects from heights H34 Frostbite/Scalding/Burns
H10 Operation/Work methods H35 Vibration
H11 Manoeuvring of heavy loads H36 High noise levels
H12 Stress H37 Low light levels
H13 Security H38 Fumes
H14 Access to/from Vessel - Gangway H39 Bad Housekeeping.
H15 Manual handling H40 Work over/near water, liquids
H16 Work with Display Screen Equipment H41 Environmental pollution
H17 Office Workstation (computers/printers/ furniture) H42 Deck operations
H18 Repetitive movements H43 Carrying equipment up gangway
H19 Slips/trips/falls of person on same level H44 Use of Rescue boat & FFB
H20 Falls of persons from heights/ Loosing Balance H45 Use of PPE
H21 Weather – Uncontrolled Ships Movements. H46 Working with ship rails lowered
H22 Sharp objects H47 Near by operations
H23 Bad / Insufficient Communication Other Hazards not already Covered
H24 Violence H48 ..LNG leak.....................................
H49 ..LNG tank overfill, overpressure…
H50 ..Rollover ……………………..........

7 Special Hazards
SH01 Use of hazardous chemical substances*1 SH04 Work in confined spaces/ Enclosed Space Entry
*2

SH02 Work on any machinery in motion*2 SH05 Work on live electrical equipment*2
SH03 Hot work (welding/brazing/flame cutting) *2 SH06 Unplanned Events Not already Covered*2

*1Separate COSHH Assessment is required *2 Permit to Work System/Work Safety Instruction is

required

RISKFORM Issue 1, Page 2 of 12

 Version 002

8 Risk Groups (tick who might be affected by your activities, other than those who are doing the work)

RG01 Shore – Terminal Employees RG06 Members of the public

RG02 Maintenance staff RG07 MFG Office Staff
RG03 Security RG08 Ship borne personnel
RG04 Contractors RG09 Pregnant women
RG05 Other members of staff RG10 Staff with disabilities

Other Unplanned Events not already covered

RG11 Others (give details)
RG12 Others (give details)

RISKFORM Issue 1, Page 3 of 12

 Version 002

PLEASE IDENTIFY THE PRECAUTIONS TO BE PUT IN PLACE IN THE TABLE BELOW

A risk assessment is a careful examination of what, during the course of work operations, could cause harm to people, the
environmental or equipment.
Controls should then be identified to reduce the risk of harm to an acceptable level.

The first step is to identify all the hazards then determine the severity of the hazard and the likelihood that harm will occur.
Hazard A condition or practice with the potential to cause harm
Risk A measure of the severity of that harm and the likelihood it will occur

The Risk Factor = Severity x Likelihood

RISK SCALE
SEVERITY OF HARM LIKELIHOOD OF INCIDENT
1. INSIGNIFICANT DAMAGE TO PROPERTY, EQUIPMENT
OR MINOR INJURY 1. HIGHLY UNLIKELY
2. NON-REPORTABLE INJURY, MINOR LOSS OF 2. UNLIKELY (MAY OCCUR OVER LONG
PROCESS OR SLIGHT DAMAGE TO PROPERTY TIME)
3. REPORTABLE INJURY, MODERATE LOSS OF 3. LIKELY (MAY OCCUR OVER MEDIUM
PROCESS OR LIMITED DAMAGE TO PROPERTY TIME)
4. MAJOR INJURY, SINGLE FATALITY, CRITICAL LOSS 4. VERY LIKELY (LIKELY TO OCCUR IN A
OF PROCESS OR MAJOR DAMAGE TO PROPERTY SHORT TIME)

RISK FACTOR SCALE

RISK FACTOR RISK LEVEL PRIORITY
1 NON URGENT
2 LOW NO ACTION
3 WARNING SIGN
4 ELIMINATE
SUBSTITUTE
ENGINEERING
6 MEDIUM SYSTEM
SUPERVISION
TRAINING
PERSONAL
8 PROTECTIVE
EQUIPMENT
9 URGENT
12 HIGH POSITIVE ACTION
16 STOP WORK
IMPROVE CONTROLS

RISKFORM Issue 1, Page 4 of 12

 Version 002

SHIPSTAFF WITH MEDICAL OR PHYSICAL CONDITIONS SHOULD ALWAYS DISCUSS

THE CONTENTS OF THIS ASSESSMENT AND ANY ADDITIONAL PRECAUTIONS WITH
THE MASTER BEFORE PROCEEDING WITH THE WORK

Assess the Level of Risk

(a) (b)
H Desc Existing Hazar Likel Risk Further Action Revise
a riptio Control d ihoo Rating Necessary d Risk
z n of Measures Conse d = (a) x Additional Level
N activi quenc (b) Control Measures
o ties e.g. Training, e High
. relati Protective 4 High (9-16)
ng to Devices, 4 High (9-16) Mediu
the existing Work Major 3 Mediu m(4-8)
hazar Safety 3 Medi m (4-8) Low
ds Instructions, Seriou um Low (1-3)
identi existing Risk s 2 (1- 3)
fied Assessments, 2 Low H
PPE. Slight 1 H M L
1 None Unlik M L
ely
H Hazardo Limited 3 2 6 Closed doors and 3
0 us operational windows to
5 Substan trained accommodation.
ces/Toxi personnel. PPE. Stop ventilation if
c Atmosphere necessary.
Vapours monitoring MSDS available.
equipment.
Control areas.
Upwind safe
location of
personnel.
Establishing
safety zones.
Follow company
procedures and
operation
instructions.
Warning signs.
Tested gas
detectors.
H Operatio Operational 3 1 3
0 n of instructions.
7 crane Safety work
procedures.
Qualified
personnel. PPE.

RISKFORM Issue 1, Page 5 of 12

 Version 002

H Operatio Personnel 3 2 6 Suspending 3

1 n. limited to transfer if not all
0 essential staff required conditions
only. LNG are met.
bunker
ESD checklist.
system
fails Ability to
manually initiate
ESD system
Bunkering
equipment
configuration
control
ESD system
periodic
Transfer checkout and
line testing
insufficie Personal
ntly protective
purged equipment
Emergency
LNG response plans
blocked Personnel
between training
two
valves Operator
training,
Contami certification
nation in Bunkering
bunker procedures
line

Operator
training,
certification
Bunkering
procedures.
Safety valves

Operator
training,
certification
Bunkering
procedures.
Bunkering
checklist.
H Security Establishing 2 1 2
1 issues. security zones.
3 Controlling
area. Report
activity to local
authorities,
terminal, agent,
Warning signs.

RISKFORM Issue 1, Page 6 of 12

 Version 002

Assess the Level of Risk

(a) (b)
H Desc Existing Hazar Likel Risk Further Action Revise
a riptio Control d ihoo Rating Necessary d Risk
z n of Measures Conse d = (a) x Additional Level
N activi quenc (b) Control Measures
o ties e.g. Training, e High
. relati Protective 4 High (9-16)
ng to Devices, 4 High (9-16) Mediu
the existing Work Major 3 Mediu m(4-8)
hazar Safety 3 Medi m (4-8) Low
ds Instructions, Seriou um Low (1-3)
identi existing Risk s 2 (1- 3)
fied Assessments, 2 Low H
PPE. Slight 1 H M L
1 None Unlik M L
ely
H Excessiv Ship securely 3 2 6 Suspending 3
2 e moored. transfer when risk
1 moveme Sufficient of extensive
nt hose fendering. movement.
/ship Checking Established
during weather / weather limits
bunkerin forecast. Trucks wheels
g. ESD system in choked.
use.
Established
safety &
security zones.
Limited traffic in
bunkering area.
Warning signs.
Breakaway
coupling.
Showing light
signals / flag
accordingly.
LNG bunker
checklist.
H Bad, Company 3 2 6 Suspended 3
2 insufficie procedures. operation in case
3 nt Checking / communication
commun testing fails.
ication communication
prior
commencement
. Establish
emergency /
backup
communication
/ signals.
LNG bunker
checklist.
Agreed
communication
language.

RISKFORM Issue 1, Page 7 of 12

 Version 002

Assess the Level of Risk

(a) (b)
H Desc Existing Hazar Likel Risk Further Action Revise
a riptio Control d ihoo Rating Necessary d Risk
z n of Measures Conse d = (a) x Additional Level
N activi quenc (b) Control Measures
o ties e.g. Training, e High
. relati Protective 4 High (9-16)
ng to Devices, 4 High (9-16) Mediu
the existing Work Major 3 Mediu m(4-8)
hazar Safety 3 Medi m (4-8) Low
ds Instructions, Seriou um Low (1-3)
identi existing Risk s 2 (1- 3)
fied Assessments, 2 Low H
PPE. Slight 1 H M L
1 None Unlik M L
ely
H Fire & Remove 3 2 6 Do not replace and 3
2 Explosio possible and do not charge
7 n potential ignition radio battery in
H Fire from sources. Use of explosive
2 ignition ex-proof radios atmosphere. No
8 sources and equipment. other vehicles in
(includin Standards in safety zone.
g static acc. with IEC Suspending
electricit 60079. transfer if not all
y) Emergency required conditions
contingency are met.
plans Cell phones, not
ESD system necessary
Firefighting equipment
systems, switched off.
equipment
ready for use.
Water spray
system ready
for cooling.
Fire safety
precautions.
Electrical
bonding /
Insulation.
Truck
electrically
grounded.
Warning signs.
LNG bunker
checklist.
H Use of Bunkering 2 2 4 MSDS available. 2
3 compres procedures.
1 sed LNG bunker
gases checklist.
Operational
manuals.
Operation by
trained
personnel.

RISKFORM Issue 1, Page 8 of 12

 Version 002

Assess the Level of Risk

(a) (b)
H Desc Existing Hazar Likel Risk Further Action Revise
a riptio Control d ihoo Rating Necessary d Risk
z n of Measures Conse d = (a) x Additional Level
N activi quenc (b) Control Measures
o ties e.g. Training, e High
. relati Protective 4 High (9-16)
ng to Devices, 4 High (9-16) Mediu
the existing Work Major 3 Mediu m(4-8)
hazar Safety 3 Medi m (4-8) Low
ds Instructions, Seriou um Low (1-3)
identi existing Risk s 2 (1- 3)
fied Assessments, 2 Low H
PPE. Slight 1 H M L
1 None Unlik M L
ely
H Use in Follow company 3 2 6 MSMS available. 3
3 extreme PPE Matrix.
3 of Use of
H temperat cryogenic PPE.
3 ure. Operator
4 Frosbite. training,
H PPE. certification
4 Bunkering
5 procedures
LNG bunker
checklist.

RISKFORM Issue 1, Page 9 of 12

 Version 002

H Leak Personnel 3 2 6 Closed doors and 3

4 pump / training. windows to
8 piping / Bunkering accommodation.
hose procedures. Stop ventilation if
during LNG bunker necessary.
transfer. checklist. Water spray
Small Communication system ready.
realease between parties Suspending
LNG involved. SSL. transfer if not all
resulting Equipment required conditions
in brittle inspection & met.
fracture tested prior to MSDS available.
of ship’s bunkering.
deck ESD system,
and ESD system
cryogeni tests.
c Breakaway
hazard, coupling.
(Fire, Flammable
explosio material
n see detectors.
H27- Maintenance
H28) procedures.
Personal
LNG protective
leak equipment
from the including
truck atmosphere
monitoring
equipment.
Drip trays.
Pressure
testing.
Supervision
during transfer.
Periodic
certification of
hoses.
Emergency
response plans.
Appropriate
electrical
classification in
area to limit
ignition sources.
Firefighting
systems.

H LNG Bunkering 3 1 3 Suspending 3

4 tank procedures transfer if not all
9 overfill SMS. Agreed required conditions
transfer met.
procedures Cross-check
before different means to
bunkering. measure cargo
Personnel level.
training
High level alarm

RISKFORM Issue 1, Page 10 of 12

 Version 002

Assess the Level of Risk

(a) (b)
H Desc Existing Hazar Likel Risk Further Action Revise
a riptio Control d ihoo Rating Necessary d Risk
z n of Measures Conse d = (a) x Additional Level
N activi quenc (b) Control Measures
o ties e.g. Training, e High
. relati Protective 4 High (9-16)
ng to Devices, 4 High (9-16) Mediu
the existing Work Major 3 Mediu m(4-8)
hazar Safety 3 Medi m (4-8) Low
ds Instructions, Seriou um Low (1-3)
identi existing Risk s 2 (1- 3)
fied Assessments, 2 Low H
PPE. Slight 1 H M L
1 None Unlik M L
ely
Independent
level input to
ESD system,
safety valves
PPE
LNG Tank
tank instrumentation
overpres Appropriate
sure electrical
classification
Emergency
response plans
LNG bunker
checklist.

Personnel
training
Relief valves
ESD system
shut off at high
level
Personal
protective
equipment
LNG bunker
checklist.
H Rollover Bunkering 3 1 3 If bunkered lng is 3
5 procedures. lower density
0 Trained (higher
personnel. temperature) than
Starting loading heel, the bottom
tank slowly, Top filling connection is
spray to ensure used.
proper mixing. If bunkered lng is
heavier- the top
filling in use.

Additional comments: Master: Signature:

/head Date:
department Name:

RISKFORM Issue 1, Page 11 of 12

 Version 002

Date of review assessment:

Unplanned Events – Not Already Covered in the existing R.A.

Cease all relevant/present operational activities. Complete a new R.A. based on every new Potential Hazar
New Operational Risks which may have arisen, to an Acceptable level.

5 Collision_Involving_uncontrollable_escape LNG

RISKFORM Issue 1, Page 12 of 12