LNG MARINE FUEL DELIVERY

PROCEDURES MANUAL

1 November 2022

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DLNG LNG Marine Fuel DELIVERY PROCEDURES MANUAL

Version Control: Date Valid from Amended by Comment

Version 1 July 2017

Updated to incorporate
Version 2 January 2020 Syed A A Mareel operational lessons learned
and best practices

Updated per DLNG

Version 2.1 March 2020 Syed A A Mareel
Operations team

Updated to incorporate latest

industry standards and
Version 3 November 2022 Floris Duursma
practices in line with purpose
of DPM

Updated to correct references

Version 3.1 March 2023 Floris Duursma
to IAPH

Name

Review lead Floris Duursma

Reviewer Siobhan O’Leary

Sander van Driel
Jeremy P Shiflett
Ksenia Madyarova
Orson Slaats
Erik Minnaard
Cory Baten
Febian Lew
Martyna Koziol
Tiffany Ayers
John Taylor
Saran Anand
John Whitlow
Gilles Ranchoux
Syed Mareel

Authorisation Richard Dickins

Distribution: LNG Marine Fuel Customers, Port Authorities, Shell Bunker Vessel Operators

Document Classification: Restricted

Copy available from: Floris Duursma

Queries to: Floris.Duursma@shell.com

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DLNG LNG Marine Fuel DELIVERY PROCEDURES MANUAL

Contents
1 General ............................................................................................................................... 9
1.1 Introduction ...........................................................................................................................9
1.2 Equipment, People and Process Standards ...............................................................................9
1.3 Bunker Transfer Expectations ................................................................................................10
2 Health, Safety, Security & Environment (HSSE) ...................................................................... 11
2.1 HSSE Management System ...................................................................................................11
2.2 HSSE Policy.........................................................................................................................11
2.3 Golden Rules .......................................................................................................................11
2.4 IOGP Life-Saving Rules ........................................................................................................12
2.5 Product Knowledge and Training ..........................................................................................12
2.6 Vetting, Audit & Assurance ..................................................................................................12
2.7 Incident Reporting, Investigation & Emergency Response ........................................................12
2.8 Risk from H2S or Receiving Vessel Cargo Vapors ...................................................................13
2.9 Access to Vessels .................................................................................................................13
2.10 Compatibility.......................................................................................................................13
2.11 Risk Management ................................................................................................................14
3 Bunker Transfer Procedures ................................................................................................. 15
3.1 General ..............................................................................................................................15
3.2 Pre-Delivery Procedures .......................................................................................................15
3.3 Marine LNG Bunkering/Transfer...........................................................................................18
4 Special Situations ............................................................................................................... 23
5 Disputes ............................................................................................................................. 24
5.1 Dispute Management ...........................................................................................................24
6 Appendices ........................................................................................................................ 25
6.1 LNG Bunkering Compatibility Template .................................................................................25
6.2 LNG Bunker Checklist...........................................................................................................26
6.3 Notice of Readiness (Guidance) ............................................................................................27
6.4 Master’s Requisition Form.....................................................................................................28
6.5 Shell’s BDN .........................................................................................................................29
6.6 Marine LNG Measurement, Analysis and Calculation .............................................................30
A.1 Tank Gauge Tables ..............................................................................................................30
A.2 Selection of Gauging Devices ...............................................................................................30
A.3 Measurement Procedures .....................................................................................................31
A.4 Determination of Composition of Marine LNG .......................................................................32
A.5 Calculation of Quantity Transferred.......................................................................................34
A.6 Bunker Delivery Note (BDN) .................................................................................................36
6.7 Information for the Marine LNG MSDS..................................................................................37

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6.8 Shell’s “Commitment and Policy on Health, Security, Safety, the Environment and Social
Performance”...................................................................................................................................38
6.9 IOGP Life Saving Rules.........................................................................................................39
6.10 Industry Standards & Guidelines ...........................................................................................40
6.11 Documentation for Bunkering Operation................................................................................41
6.12 Incident Reporting Procedures...............................................................................................45

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Abbreviations
For the purposes of this manual the following definitions shall apply which as far as practicable
follow the nomenclature used in the ISGOTT.
ADN Accord européen relatif au transport international des marchandises
Dangereuses par voies de Navigation intérieures – European
Agreement on the International Transport of Dangerous Goods on
Inland Waterways
ASAPP As Soon as Practicably Possible
BASIL SGMF tool to establish safety distance
BDN Bunker Delivery Note
[L]BV [LNG] Bunker Vessel
CTMS Custody Transfer Measurement System
DD/CC Dry Disconnect/Connect Coupling, also see QC/DC
DOC Document of Compliance (ISM Code)
DPM Delivery Procedures Manual
ESD Emergency Shut Down
ETA Estimated Time of Arrival
GCU Gas Combustion Unit
GIIGNL The International Group of Liquefied Natural Gas Importers
GTC General Terms & Conditions
H2S Hydrogen Sulfide
HAZID Hazard Identification Study
HAZOP Hazardous Operability Study
HSSE Health Safety Security & Environment
HSSE MS Health Safety Security & Environment Management System
IAPH International Association of Ports and Harbours
IGC Code International Gas Carrier Code of the construction and equipment of
ships carrying liquefied gases in bulk
IGF International Code of Safety for Ships using Gases
IMCA International Marine Contractor’s Association
IMO International Maritime Organization
IMS Integrated Management System
IOGP The International Association of Oil & Gas Producers
ISGOTT International Safety Guide for Oil Tankers and Terminals
ISM Code International Safety Management Code, SOLAS Chapter IX
ISO International Standards Organisation
LNG Liquefied Natural Gas
LOPC Loss Of Primary Containment
MARPOL International Convention for the prevention of pollution from Ships
MFAG Medical First Aid Guide
MMG Marine Management Guideline
MSC Maritime Safety Committee
MSDS Material Safety Data Sheets
NG Natural Gas
OEM Original Equipment Manufacturer
PERC Powered Emergency Release Coupling
PKI Propane Knock Index

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PPE Personal Protective Equipment

PTV Personnel Transport Vessel
QC/DC Quick Connect / Disconnect Coupler, also see DD/CC
QRA Quantitative Risk Assessment
RV Receiving Vessel
SGMF The Society for Gas as a Marine Fuel
SIGTTO Society of International Gas Tanker and Terminal Operators
SIMOPS Simultaneous Operations
SOLAS International Convention for the Safety of Life at Sea

Glossary
Capitalised terms used in LNG Marine Fuel Delivery Procedures Manual (hereinafter the
“Delivery Procedures Manual” or “DPM”) shall, unless otherwise defined herein, have the
meanings given to them in the Shell Marine GTCs.
In the context of this document capitalized terms shall have the same meaning as given in the Shell
Marine GTCs; and the terms not defined therein shall be defined as follows:
Affiliate shall mean, in relation to either Party, any entity that
(directly or indirectly) through one or more intermediaries, controls
or is controlled by, or is under common control with such Party. For
the purposes of this definition, “control” means the right to cast fifty
Affiliate percent (50%) or more of the votes exercisable at an annual general
meeting (or its equivalent) of the entity concerned or, if there are no
such rights, ownership of fifty percent (50%) or more of the equity
share capital of or other ownership interests in such entity, or the
right to direct the policies or operations of such entity.
shall mean the transfer of Marine LNG from the Bunker Vessel to
Bunker Transfer
the Receiving Vessel.
shall mean the system used to carry out the Bunker Transfer, which
Bunker Transfer System
could be hoses or loading arm or combination.
shall mean any vessel, barge, offshore supply or vessel that is
Bunker Vessel
approved by Shell and licenced to supply Marine LNG.
shall mean the complete operation from coming alongside to
Bunkering Operation
departure and includes the LNG Bunker Transfer.
Buyer shall mean the Party so specified in the Commercial Terms.
Charterer shall mean a party that charters such Bunker Vessel.
(of Bunker Vessel)
shall mean any commitment in writing by Buyer and Seller to sell and
purchase Marine LNG, which together with Shell Marine GTCs and
Commercial Terms this LNG Marine Fuel Delivery Procedures Manual shall form a
binding Agreement between Buyer and Seller
shall mean a person who has been adequately trained to undertake
the tasks they are required to perform within their job description.
Competent Person For personnel in the shipping industry, they should be able to
demonstrate this competence by the production of certificates
recognised by the ship's administration.

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shall mean a bunkering location as agreed in the Commercial Terms

Delivery Point and subject to Seller’s (site) assessment and approval, where delivery
of Marine LNG shall take place.
Delivery Window shall have the meaning defined in Shell Marine GTCs.
shall mean the Receiving Vessel’s estimated time of arrival at the
ETA
Delivery Point on the relevant delivery date.
IAPH Checklist Refers to the most recently published version of the IAPH checklist
shall mean the report issued at the loading terminal of Bunker vessel
which includes: - a Certificate of Quality, Certificate of Analysis,
Load Report Marine LNG Quantity Report, Open & Closing Custody Transfer
Report(s), BOG Consumption Fuel Oil Consumption, Details of
Shore & vessel Operations and Time Logs.
Loss Of Primary shall mean any occurrence, as a result of which, Marine LNG escapes
Containment (LOPC) onto or into land, air or water.
Shall Mean Person such as Manager or any other organization who
has assumed the responsibility for operation of the ship from the
Operator (of Bunker
owner of the ship and who on assuming such responsibility has
Vessel)
agreed to take over all the duties and responsibilities imposed by the
International Safety Management code.
Owner (of Bunker shall mean the owner of such Bunker Vessel.
Vessel)
shall be defined in ISO 6976-2016 as “specified temperature, t2, and
Reference Conditions pressure, p2, at which the volume of fuel to be burned is notionally
determined” and determined in this document.
shall mean the person responsible for the specific task, and who shall
Responsible Person
be a Competent Person.
shall mean distances and exclusion zones around the bunkering
Safety Distances and station/operation designed to keep ignition sources away from the
Exclusion Zones LNG and any potential leaks, while simultaneously minimising the
potential for scenarios that could lead to damage, such as collisions.
Seller shall mean the Party so specified in the Commercial Terms.
shall mean companies in which Shell plc directly or indirectly owns
investments are separate entities. In this DPM, the term “Shell
Shell Group” may sometimes be used for convenience where references
Shell Group are made to Shell plc and its Affiliates in general. The terms “Shell”,
Shell Company “Shell Company” and “Shell Companies”, as used in this manual
from time to time, are intended to refer to specific entity(-ies) within
Shell Group, as appropriate in the context.
shall mean any party, including (but not limited to) Shell’s
subcontractor, agent, Owner and/or Operator of any Bunker Vessel,
that is contracted by or on behalf of Shell for the delivery of Shell-
owned or third party owned Marine LNG to a customer on behalf
of Shell.
Shell Contracted Party
Note – In DPM terminology is utilised however will only be
applicable on a case by case basis. For example, where Shell owned
and operated bunker vessel is supplying Shell LNG, no Shell
Contracted party is anticipated to be involved.
Shell Contracted Vessel Refer to “Shell Contracted Party”

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shall mean the Shell Marine LNG General Terms and Conditions of
Shell Marine GTCs Sale for Marine LNG attached to the Commercial Terms or those
prevailing at the time of delivery if later updated by Seller.
Shipping Incident A "Shipping Incident" is a non-routine occurrence involving:
• An incident which might or has put at risk the lives of persons
and/or safety of the vessel and/or the environment and whose
consequences have or might involve other Shell Companies, third
parties, governments or the media, or
• A Loss of primary containment of oil, gas (LNG/LPG), chemicals
or bulk cargo owned by a Shell Company, or at a Shell facility, or
from a ship managed or chartered by a Shell Company, or
• A Significant delay to any ship whose charter, cargo or berth
involves a Shell Company, or
• A serious incident of alleged noncompliance where regulators have
or may become involved

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1 General
1.1 Introduction
This LNG Marine Fuel Delivery Procedures Manual sets out operational rules, methods and
procedures applicable to an LNG Bunkering Operation in which Shell is involved. In case of a
conflict between this DPM, the Commercial Terms and Shell Marine GTCs, the following order
of hierarchy shall apply: (1) Commercial Terms (as most prevailing); (2) Shell Marine GTCs; (3)
this DPM.
The Seller, the Buyer and Shell Contracted Parties shall comply with operational requirements
contained in the applicable Local and/or Port Authority Regulations (which shall prevail over
relevant operational provisions of this DPM), and the applicable industry standards and guidelines
including those referenced in this document.
1.2 Equipment, People and Process Standards
The equipment used for the Bunker Transfer of Marine LNG shall meet, and be maintained, in
line with industry requirements for the life of the contract, including but not limited to:
• Classification Rules;
• Flag state regulations;
• Port and/or local regulations;
• SGMF Guidelines;
• OCIMF, SIGTTO;
• ISO/TS 18683 Guidelines for safety and risk assessment of LNG fuel bunkering operations;
• ISO 20519 Ships and marine technology – Specification for bunkering of liquefied natural gas
fuelled vessels; and
• International Regulations including IMO IGF-, IGC Codes, MARPOL, SOLAS, ADN, ES-
TRIN (as applicable) and national regulations.

LNG Bunker Vessel & Receiving Vessel personnel shall be trained in line with:
• STCW code V/1 for LBV’s and V/3 for IGF vessels
SGMF FP04 - Operation of ships with Liquefied Natural Gas (LNG) Competency and
Assessment Guidelines for both IGF vessels and LBV.
• Or local/regional alternatives in line with applicable legislation
In case of any changes to the applicable standards an update to the above requirements will be
considered and introduced as appropriate.
1.2.1 Electrical Isolation/Insulation/Bonding
In line with OCIMF/SIGTTO/SGMF standards, the Seller and Shell Contracted Parties,
require that electrical insulation measures are in place to prevent electrical current flow between
Bunker and Receiving Vessels and the potential for an ignition source during the Bunkering
Operation. The Seller and Shell Contracted Parties shall ensure a single insulation flange is
installed in the Bunker Transfer System and tested as per local or international regulation and
visually inspected prior to each bunkering operation.
Reference SIGTTO publication “A Justification into the Use of Insulation Flanges (and Electrically
Discontinuous Hoses) at the Ship/Shore and Ship/Ship Interface”.

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Bonding cable should be discouraged, but where bonding cables are required by local legislation,
that these are installed outside of the hazardous areas and safety zones and protected by a ‘Certified-
safe type’ switch1.
1.2.2 Dry Disconnect/Connect Coupling
The Seller and/or Shell Contracted Party shall, where applicable, provide the female part of the
DD/CC (previously called QC/DC) and Buyer shall provide the male part, the DD/CC must be
compliant to ISO 21593.

1.3 Bunker Transfer Expectations

The Seller and/or Shell Contracted Parties shall ensure that the following standards for each
Bunkering Operation are met:
1) Complete & share the agreed documentation with the Receiving Vessel (checklists, etc.),
including the compatibility study
2) Comply with the boundary conditions as determined in the compatibility report.
3) Maintain and operate the Bunker Vessel to prevent Marine LNG or Marine NG escaping to
atmosphere during Bunker Transfer and other operations from the LBV or its own equipment.
4) Submit the Bunker Delivery Note (BDN) (See Appendix Section 6.5) and supporting
documentation, including the LNG composition report and custody transfer report to the
Buyer after completion of bunkering.
5) File and retain the documentation relating to the Bunkering Operation for a period which is
in line with industry protocols, legal & regulatory requirements.
The Buyer shall ensure that the following standards for each Bunkering Operation are met:

1) Complete & share the agreed documentation with the Bunker Vessel (checklists, etc.),
including the compatibility study
2) Communicate with the Bunker Vessel to confirm the Delivery Window and Delivery Point.
3) Comply with the boundary conditions as determined in the compatibility study.
4) Maintain and operate the Receiving Vessel to prevent Marine LNG or Marine NG escaping
to atmosphere during Bunker Transfer and other operations from their own vessel or own
equipment.
5) Notify the Seller of any incidents resulting in damage to bunkering equipment or LOPC ASAP,
but not more than twelve (12) hours after the incident.
6) Return the duly signed BDN, after completion of Bunker Transfer.

1 Although IMO recommendations preclude their use, bonding wires are sometimes used in an attempt to equalise differences in ship/shore potential

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2 Health, Safety, Security & Environment (HSSE)

2.1 HSSE Management System
Shell-owned and Shell-managed Bunker Vessels operate under the Shell’s Integrated Management
System (IMS) which incorporates ISO 14001, ISO 9001, and the ISM Code.
Shell Contracted Parties which are the Owners, Charterers or Operators of Bunker Vessels will be
assessed prior to hire, in line with the requirements of Shell’s “HSSE&SP Transport Manual,
Maritime Safety” and “Requirements for the Quality Assurance of Maritime Vessels”. These
assessments verify that a suitable HSSE MS is in place through inspection and review processes
against industry standards, including OCIMF TMSA, OCIMF vessel inspection systems and the
ISM code.
The expectation shall be for the Buyer to have in place a Safety Management System as stipulated
under the ISM Code. If Bunkering Vessels or Receiving Vessels are less than 500 Gross Tons or
where the ISM Code does not apply, an equivalent Safety Management System shall be in place to
manage their part of the supply chain.
Shell believes in a culture that all incidents are preventable and strive to achieve “Goal Zero” every
day to do no harm to people and have no leaks across our operations. All Shell-owned, Shell-
operated or Shell-chartered LNG Bunker Vessels, and all Shell Contracted Parties that are the
Owners, Charterers or Operators of Bunker Vessels shall implement and promote this policy. The
expectation is that the Buyer will adopt an HSSE Management System which promotes the same
or an equivalent culture.

2.2 HSSE Policy

Shell’s “Commitment and policies with regards to Health, Security, Safety and the Environment
and Social Performance” as listed in Appendix Section 0. These documents will be shared with
Operators of Shell-owned or chartered Bunker Vessels, and with Shell Contracted Parties which
are the Owners, Charterers or Operators of other relevant Bunker Vessels, and the Buyer.
Special attention should be given to the reduction of methane emissions as agreed in the “The
Climate and Clean Air Coalition voluntary initiative to help companies reduce methane emissions
in the oil and gas sector”.
All Shell-owned, Shell-operated, or Shell-chartered Bunker Vessels and all Shell Contracted Parties
shall implement and comply with these or equivalent policies.
The expectation is that the Buyer will have equivalent HSSE Policies in place, and that these are
complied with.
2.3 Golden Rules
Shell has three HSSE Golden Rules that apply to all staff and contractors, these are that You and
I shall:
• Comply with the law, standards and procedures.
• Intervene in unsafe or non-compliant situations.
• Respect our neighbours.
All Shell owned and/or operated Bunker Vessels and all Shell Contracted Parties shall
implement and comply with these or equivalent policies.

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The expectation is that the Buyer will have equivalent HSSE Rules in place, and that these are
complied with.
2.4 IOGP Life-Saving Rules
The IOGP Life-Saving Rules set out clear and simple “do’s and don’ts” covering activities where
it is proven that a failure to comply has the highest potential for serious injury or death. An
introduction to IOGP Life-Saving Rules can be found in Appendix Section 6.9.
Shell Contracted Parties shall comply with these or equivalent IOGP Life-Saving Rules.
The expectation is that Buyer will comply with or implement equivalent life-saving rules/policies
during the Bunkering Operation.
2.5 Product Knowledge and Training
The Seller, Shell Contracted Parties and the Buyer shall provide their respective staff and
contractors with all mandated training as a minimum. They should also provide industry
recommended training, including SGMF recommendations, and training in accordance with ISO
18683 & 20519, and any specific training related to the handling of LNG cargo/bunkers which
shall be aimed at prevention of incidents and emergency response when handling the product.
Training records shall be maintained in compliance with ISO 20519 as a minimum.
2.6 Vetting, Audit & Assurance
Shell reserves the right at any time to vet / conduct an audit of Shell Contracted Vessels and Shell
Contracted Parties to ensure that they are performing duties on behalf of Shell in compliance with
the performance requirements and HSSE standards set out herein and otherwise complying with
applicable laws and regulations.
The equipment records and documentation shall be maintained in compliance with ISO 20519 as
a minimum.
2.7 Incident Reporting, Investigation & Emergency Response
The Seller, Shell Contracted Parties and the Buyer shall maintain an incident reporting system.
Shell shall maintain an incident reporting system in line with Shell’s Fleet Management Practices,
which can be made available upon request.
The Seller, Shell Contracted Parties and the Buyer shall:
• Report all Shipping incidents The reporting should follow the Regulatory authorities, Port
authorities, Seller or Buyers (as applicable) respective policies but shall, in any case, be reported
to the other party2 ASAPP. Incidents that occur prior to a Bunkering Operation shall be
reported before the start of the Bunkering Operation. In case of any incident during the time
when the Bunker Vessel is alongside, these shall be reported immediately.
• Reporting procedures for;
o Shell managed vessels shall follow procedures as per MMG43,
o Chartered vessels shall follow the reporting as stated in the Charters Instructions,
and
o Vessels delivering on-behalf of Shell without a relevant Charter Party shall report
as per the applicable process in Appendix Section 6.12.

2 For sake of clarity, in case of incident reporting by the Buyer, the “other party” includes both the Seller and the applicable Shell Contracted Party;

and in case of incident reporting by the Shell Contracted Parties the “other party” shall include both the Seller and the Buyer (as applicable)

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• Require that the affected vessel (and/or its Operator/Charterer/Owner) will investigate the
incident to determine the root cause(s) of the incident. A report shall be issued to the other
party ASAP. Any learnings from incidents will (where appropriate) be communicated to the
other party to prevent recurrence.
• Have emergency preparedness and response plans in accordance with ISO 186833, and ensure
that these are communicated to authorities and third parties. The Seller, Shell Contracted
Parties and the Buyer shall also ensure that their emergency response capabilities are
practiced and tested at regular intervals as “tabletop” and practical exercises to ensure
emergency response training is maintained.
2.8 Risk from H2S or Receiving Vessel Cargo Vapors
Receiving Vessel should inform the Bunker Vessel in advance of any safety issues arising from its
cargo content if a Bunker Transfer is expected while carrying, loading or unloading the concerned
cargo on board.
If the Receiving Vessel is expected to carry high H2S content cargoes, then Bunker Vessel shall
have a suitable hydrogen sulfide (H2S) protection policy including sufficient portable H2S detectors
for all crew involved.
Receiving Vessel is required to notify the Bunker Vessel of the high H2S content/cargo safety
concerns during the applicable part of the IAPH checklist (before arrival of the Bunker Vessel).
Ref: Shell Partners In Safety – H2S Learning Engagement Tool
2.9 Access to Vessels
Transfer of personnel over water is recognised as a high-risk activity and should be avoided where
possible. Where this is not possible the transfer of personnel between vessels shall comply with
SOLAS and IMCA Guidance on “the Transfer of Personnel to and from Offshore Vessels and
Structures”. The Master of the Bunker Vessel and the Master of the Receiving Vessel should
determine the safe means of transfer of personnel between the vessels, in line with their Safety
Management System requirements.
The Seller, Shell Contracted Parties and the Buyer shall never require personnel to step or
jump between ships and/or shore above open water or where a fall from height may result.4

2.10 Compatibility
Compatibility addresses the ability of the Bunker Vessel to safely position itself and remain
alongside a Receiving Vessel and to safely connect and perform the bunker transfer between both
vessels.
To determine compatibility of the Bunker and Receiving Vessels, a compatibility study shall be
carried out in advance of the Bunkering Operation. The compatibility study will require sharing of
information, drawings and diagrams of the Bunker and Receiving Vessels as necessary to establish
compatibility.
This compatibility study shall include but may not be limited to the following:

3 ISO 18683 focuses on the immediate actions required in the event of emergency, such as evacuation, mobilising of emergency services and communicating to authorities and
third parties. In addition, the Bunker and Receiving Vessel’s shall have emergency preparedness and response plans in compliance with Flag State, SOPEP, USCG, and
other regulatory bodies, and must satisfy the ISM Code. The Emergency Response Plan shall cover all credible scenarios and include LNG specific emergencies, such as, but
not limited to: Loss of Containment, fire, loss of power or systems, tank over pressure, collision, structural damage, etc.
4 Due to the dimensions of the fenders and vessel motions, means of access directly from vessel to vessel is unlikely to be possible.

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1) Compatibility of the mooring systems, fendering locations, Bunker Transfer Systems, ESD
and process piping system of the Bunker and Receiving Vessels such that an operation can be
undertaken safely.
2) Safe disconnection and departure in case of an emergency, which should also include managing
the left-over hose or section of arm on the receiving vessel and as applicable.

The Seller, Shell Contracted Parties and the Buyer shall advise any changes to the
Compatibility study promptly to each other and advise the impact or potential impact on
Bunkering Operation.
2.11 Risk Management
It is critical to ensure that all credible hazards of the Bunkering Operation are identified, and their
associated risks are eliminated or mitigated to ensure the risk of the Bunkering Operation is “As
Low as Reasonably Practicable” (ALARP).

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3 Bunker Transfer Procedures

3.1 General
Marine LNG Bunker Transfer will be in line with the Bunker Transfer expectations outlined in
Section 1.3.
The Buyer and Receiving Vessel shall comply and adhere to the agreed conditions and criteria
set out in the compatibility study prior to and during the Bunkering Operation.
• In case of any (potential) non-compatibility or conflict in operational procedures between
Seller and/or Shell Contracted Parties and the Buyer, the parties shall promptly raise this
with the respective operational contact.
For Shell – Operations Duty Line to be called and follow up email to,
GXSNVSWLNG-OPS@shell.com for Europe region
GX-DLNG-Opssinmarine@shell.com for Asia region
SNALNGD-OPS@shell.com for Americas region
Before starting any transfer operation. These shall be evaluated by suitably qualified
persons within the respective organisations.

3.2 Pre-Delivery Procedures

24 hours prior to the start of the Delivery Window:
• The Receiving Vessel shall ensure that the Master’s Requisition Form (See Appendix Section
6.4) is sent to the Bunker Vessel.
• The Bunker Vessel shall confirm receipt of the message and confirm understanding of
content. If the content is not fully understood they shall raise questions to the Receiving Vessel
as necessary until full clarification is achieved.
• Receiving Vessel and Bunker Vessel shall comply and complete the applicable parts of the
IAPH checklist and share the signed copy between the vessels prior to bunkering.
3.2.1 Pre-Delivery Conference
The primary purpose of the pre-delivery conference is to discuss and reconfirm the compatibility
study and formulate a suitable plan for the Bunkering Operation, check and discuss any safety
concerns, discuss and agree any limitations, and ensure awareness and the division of
responsibilities. The pre-delivery conference should be conducted remotely over the VHF, UHF
or other suitable communication links; that is providing this is not the first such operation for the
vessel or personnel, or if there are any unusual circumstances that would benefit from a face to
face discussion.
At the pre-delivery conference, the following are required and to be discussed and confirmed:
• The applicable parts of the IAPH checklist to be completed, the checks made and verified.
Once jointly agreed the IAPH checklist shall be signed by the Responsible Persons for the
Bunker Vessel and Receiving Vessel.
• The frequency of checks as defined and detailed in the IAPH checklist are known and agreed.
• Establish names and roles and ensure awareness and the division of responsibilities.

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• Confirm quantities of Marine LNG to be delivered as per the “Master’s Requisition” (See
Appendix Section 6.4).
• Discuss and agree any planned emergency drills. Although emergency drills are not encouraged
during bunker operations, there may be a necessity, or an opportunity for joint drills to be
conducted to improve understanding and collaboration. Any such planned drills shall be
discussed and controlled under SIMOPS procedures (See Section 3.2.2.), be risk assessed as
necessary, have dedicated supervision, and not interfere with the Bunkering Operation.
• Any other business, information or procedures relevant to the operation should be discussed.
3.2.2 SIMOPS
The SIMOPS Interface Checklist (see the applicable part of the IAPH checklist referred to in
Appendix Section 6.2 Part B) shall be used to manage the risks of Marine LNG bunkering with
SIMOPS in alignment with the Receiving Vessel SIMOPS Risk Assessment as per SGMF FP08-
01 SIMOPS during LNG Bunkering Operations.
The applicable part of the IAPH checklist should be provided to terminals when SIMOPS are
performed or as needed for communications with the terminal.
3.2.3 Emergency Shut Down and ESD Link
The functions of the ESD system are to safely stop the transfer and vapour flow in the event of
an emergency and to bring the bunker handling system to a safe, static condition and, if required,
to separate the Bunker Transfer System. There are two stages of ESD:
1st stage (i.e. ESD 1) – shuts down the Bunker Transfer process in a controlled manner and closure
of ESD valves.
2nd stage (i.e. ESD 2) – activates the emergency release system installed on transfer arms and/or
hoses to separate the Bunker Transfer Systems safely.
If during the Bunker Transfer there is an activation of ESD 1 or ESD 2, The Seller, Shell
Contracted Parties and the Buyer shall ensure that:
• Following ESD activation the Bunkering Operation is not resumed until casualty procedure is
followed, the cause of ESD1 and/or ESD 2 has been investigated, satisfactorily resolved, and
Bunker Vessel and Receiving Vessel agree Bunkering Operations can be resumed safely.
The Seller, Shell Contracted Parties and the Buyer shall require that:
• In case of ESD 2, the system design shall incorporate key components to manage the
disconnection in a safe manner for example including pressure relief valves (where applicable)
for trapped volumes of Marine LNG outboard of the ESD valve for either the Bunker Vessel
or Receiving Vessel.
• The primary, and backup (if available), ship/ship links are operational and tested.
• The ESD systems are operational and tested and ready for use.
The ESD Systems, once connected, shall be tested and verified from both sides. It is recommended
that, during the pre-Bunkering Operation tests, the ESD link is also tested from the Receiving
Vessel, using the manual push button to initiate ESD1 and Bunker Transfer shutdown, while other
ESD trigger functions can be tested prior to arrival for bunkering.

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3.2.4 CTMS – Custody Transfer Measurment System

The Seller and Shell Contracted Parties shall ensure that:
• Procedures employed and equipment installed for the Custody Transfer measurement is in
accordance with ISO 10976:2015 Refrigerated light hydrocarbon fluids - Measurement of cargoes on
board LNG carriers, and/or referenced in the latest edition of the GIIGNL LNG Custody
Transfer Handbook.
• All accuracy requirements for the CTMS equipment are referenced in Section 7.6.
• All calibration certificates for the CTMS equipment are maintained and made available to the
Buyer.
As an alternative to above mentioned, the Seller and Shell Contracted Parties (as relevant) may
utilise the following in agreement with the Buyer.
• Mass Flow Measurement for Bunker Transfer, as applicable in accordance with the
recommendations of OIML R117. In such cases, the mass flow measurement system shall
have a certificate of verification for custody transfer use issued by the vendor as designated
by National Measurements Institute. The certificates of verification shall be maintained
and available for the Buyer.

Marine LNG Measurement, Analysis and Calculation.

3.2.5 Connection, Inerting & Pre-Cooling of Marine LNG Transfer System
The Bunker Vessel shall cool and prepare its pipework and systems as appropriate before arrival
to commence the bunker transfer as soon as practicable.
The Buyer shall ensure that:
• The bunkering manifold connection of the Receiving Vessel is clean, free of moisture and ready
for connection prior to the arrival of the Bunker Vessel.
• the Receiving Vessel are required to perform leak testing and atmosphere testing of the
manifold connection.

Receiving Vessel maintains the right to request for vapour return line to be connected for safety
purposes.
Following connection of the Bunker Transfer System, the connection shall be leak tested and then
purged with nitrogen to remove the oxygenated atmosphere prior to starting the cool down.
Detailed process of these operations should be agreed between the Bunker Vessel and the
Receiving Vessel prior operation.

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3.3 Marine LNG Bunkering/Transfer

The Seller, Shell Contracted Parties and the Buyer shall develop their own detailed procedures
for a Bunkering Operation based on this DPM and industry regulations and guidelines including
but not limited to the below.
3.3.1 Prior to Arrival
Bunker Vessel
Prior to arrival the Bunker Vessel shall:
• Complete the applicable parts of the IAPH checklist and share with the Receiving Vessel
• Prepare, and where appropriate and practicable, cool down the cargo lines.
• Confirm the ETA to the Receiving Vessel.
• Prepare and arrange the mooring lines and fenders in line with the agreed mooring plan.

Receiving Vessel
Prior to arrival the Receiving Vessel shall:
• Complete the applicable parts of the IAPH checklist and share with the LBV.
• Ensure the LNG tank(s) is/are cold and ready for loading as per Receiving Vessel procedures
and or tank manufacturer’s guidance. In the event the Receiving Vessel will require an
extended cool down period; the Buyer shall inform the Seller in advance of the Bunkering
Operation and with sufficient time to allow for the same prior to commencing the Bunkering
Operation.
• Where appropriate and practicable, cool down the Receiving Vessels Bunker Transfer System
and lines in compliance with the documented procedures.
• Confirm the ETA to the Bunker Vessel in accordance with the Shell Marine GTCs and the
Commercial Terms.

3.3.2 Arrival
Bunker Vessel
Prior to arrival at the Receiving Vessel, the Bunker Vessel shall complete the necessary
preparations in line with the Bunker Vessel's operator management system for example:
• Prepare and arrange the mooring lines and fenders in line with the agreed mooring plan.
• Secure the Bunker Vessel to the Receiving Vessel on arrival, following the mooring plan agreed
in the compatibility study and as attached to the compatibility study.
• Tender Notice of Readiness (NOR) (See Appendix Section 6.3) to Receiving Vessel
confirming readiness to deliver Marine LNG.
• Complete the applicable parts of the IAPH checklist7 (See Appendix Section 6.2).8

7 Bunker Vessel and Receiving Vessel shall endorse and sign the checklist before commencing any Bunkering Operation.
8 Refusal by the Receiving Vessel’s staff to complete and sign a checklist must be reported immediately to Seller and no Bunker Transfer shall be made until the checklists
are satisfactorily completed

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Receiving Vessel
On arrival of the Bunker Vessel at the Delivery Point the Receiving Vessel shall:
• Tender NOR (See Appendix Section 6.3) to the Bunker Vessel confirming readiness of the
Receiving Vessel to receive LNG.
• Assist the Bunker Vessel by accepting and securing the mooring lines to the Receiving Vessel
certified mooring equipment, following the agreed mooring plan and sequence for securing
the mooring lines.
• Complete the applicable parts of the IAPH checklist9 (See Appendix Section 6.2).10
• Confirm any approved SIMOPS in the applicable part of the IAPH checklist.
• Share the SIMOPS Terminal Information Letter with the terminal when applicable.

3.3.3 Connecting the Transfer System

The Bunker Vessel shall:
• If using Bunker Transfer System hoses, test any connections made on the Bunker Vessel side.
Connect the Bunker Transfer Hose(s) or -Arm and Vapour Return Hose
• Connect the ESD link. This can be completed prior to, or in conjunction with, the liquid and
vapour connections and testing of the communications can be commenced.
• Once a pressure/leak test of the Bunker Transfer connection and system has been satisfactorily
completed, inert to ≤ 5% Oxygen
The Receiving Vessel shall:
• Assist as instructed by the Bunker Vessel with the connection of the Bunker Transfer System
• Once the Bunkering Transfer System is connected, and a pressure/leak test of the Bunker
Transfer connection and system are satisfactorily completed, confirm successful purging by
measuring that the atmosphere is inerted to ≤ 5% Oxygen.

3.3.4 Custody Transfer Measurment System (CTMS)

The Bunker Vessel shall:
• Carry out the initial/opening CTMS LNG tank gauging or meter readings on the Bunker
Vessel and share results with RV.
• Meter reading will be applicable in case of use of mass flow meters (as applicable; Ref Section
3.2.4).
3.3.5 Test ESD Warm
The Bunker Vessel & Receiving Vessel shall:
• Initiate an ESD1 signal to test the ESD1 link between the vessels.
• Witness, verify, and document the ESD1 test along with correct operation of the ESD valves
on the Bunker and Receiving Vessel.

9 Bunker Vessel and Receiving Vessel shall endorse and sign the checklist before commencing any Bunkering Operation.
10Refusal by the Receiving Vessel’s staff to complete and sign a checklist must be reported immediately to Seller and no Bunker Transfer shall be made until the checklists
are satisfactorily completed

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• If the Receiving Vessel’s LNG tanks are “warm” and requires extended cool-down, this is
subject to a special situation (see Section 4). This section details the requirements of the
cool-down of parts of the pipework or systems of the Bunker and Receiving Vessel prior to
the commencement of a normal Bunkering Operation to an already “cold” Receiving Vessel.
• To avoid unnecessary delays, as far as is practicable, the Bunker Vessel and Receiving Vessel
are expected to cool down their respective pipework and systems prior to arrival at the
Delivery Point in preparation for the Bunkering Operation.
The Bunker Vessel shall:
• Confirm with the Receiving Vessel that they are ready for line cool down.
• Once confirmed, start the cool down process of the lines as per Bunker Vessel's procedures
and at slow rate, until the transfer lines are confirmed to be at desired condition (in case of
ordinary insulated pipes, the desired condition can be indicated by the pipes being fully frosted
over their entire length).
The Receiving Vessel shall:
• Confirm to Bunker Vessel when Receiving Vessel is ready to cool down lines when requested
by the Bunker Vessel.
• Confirm to Bunker Vessel when the cool down of Receiving Vessel is complete.
3.3.6 ESD Test Cold
The Bunker Vessel & Receiving Vessel shall:
• Test the ESD systems of Bunker and Receiving Vessels once the Bunker and Receiving Vessels
are in the cold condition, by initiating an ESD1 signal or by checking the valve operation (‘cold
stroke’) and timing using the remote push button, as agreed between the two vessels.
• Witness, verify, and log ESD1 test, and operation of the ESD1 operated valves on the Bunker
and Receiving Vessel.
3.3.7 Commencement of Transfer
Prior to commencing the Bunker Transfer, the Responsible Person on the Bunker Vessel and the
Receiving Vessel shall formally agree that they are ready and it is safe to commence.
The Seller and/or Shell Contracted Parties shall commence the Bunker Transfer only after the
following has been completed and verified:
• Pre-delivery checklists (See Appendix Section 6.2) have been jointly and satisfactorily
completed, agreed and signed by the Responsible Persons and there are no deficiencies,
outstanding issues or concerns.
3.3.8 Marine LNG Transfer Operation
The Seller, Shell Contracted Parties and the Buyer shall:
• During the Bunkering Operation, ensure that the Bunker Vessel and Receiving Vessel
communicate with each other in advance the following:
o Any changes to valve line up, LNG tank filling arrangements, etc. which have an
impact on the Bunkering Operation.
o The starting/stopping of any agreed SIMOPS that will take place during
bunkering.
o Any expected drills on board the Bunker Vessel and Receiving Vessel that might
impact the Bunkering Operation.

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o Tender of mooring lines from the Bunker Vessel /Receiving Vessel or to

jetty/terminal.
• Maintain supervision and monitoring throughout the Bunker Transfer on both the Bunker
Vessel and Receiving Vessel. This shall include maintaining a constant watch on deck, CCTV
surveillance (if applicable), maintaining communications, and completing proper handovers
and checks of watches/personnel change during the Bunker Transfer.
• Ensure that the respective vessels communicate immediately in case of:
o Any emergency on board the Bunker Vessel or Receiving Vessel, jetty or terminal
which has an impact on the Bunkering Operation e.g. fire, mooring failure, etc.
o Failure of any safety equipment on board Bunker or Receiving Vessel.

3.3.9 Completing Transfer

The Bunkering Operation will be deemed to have been completed upon the disconnection of
hoses after the agreed quantity of Bunker Transfer.
Where it is no longer possible to continue the Bunkering Operation and bunker the Receiving
Vessel’s LNG tanks with agreed quantities then the relevant provisions of the Shell Marine GTCs
shall apply.
The Bunker Vessel shall:
• Reduce the Bunker Transfer rate to the agreed topping off rate when nearing completion of
Bunkering Operation after consultation with the Receiving Vessel.
• Top off at the agreed top off rate until completion i.e. the agreed quantity is delivered or when
requested by Receiving vessel, whichever occurs first.
The Receiving Vessel shall:
• Inform the Bunker Vessel when nearing completion and the Bunker Transfer rate needs to be
reduced for topping off.
• Continue receiving the Bunker Transfer until the agreed quantity is received or the loading
limit is reached, whichever occurs first.
3.3.10 Line/Arm Draining
Once the Bunker Transfer is completed, the contents of the Bunker Transfer System hoses
and/or loading arms shall be drained into the Receiving Vessel’s LNG tanks or back into the
Bunker Vessel. This shall be agreed during the pre-delivery conference and documented on the
pre-transfer checklist. On completion of the Bunker Transfer, the applicable part of the IAPH
checklist, the “After LNG Transfer Checklist” shall be completed by the Bunker Vessel and the
Receiving Vessel.
3.3.11 CTMS, BDN, Reporting & Paperwork
The Bunker Vessel shall carry out the final/closing CTMS LNG tank measurements (or the mass
flow meter reading, if applicable) and complete all documentation that may be required by the Port
Authority (if applicable), Vessel Operators, etc., including the BDN (See Appendix Section 7.5).
The Seller and/or Shell Contracted Parties shall provide the BDN calculated in accordance
with Section 7.6 and documents related to the Bunkering Operation as proof of Bunker Transfer
to the Buyer. All documentation will be completed in the English Language legibly as appropriate
and contain the required signatures and stamps in line with industry standards.

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The Seller and/or Shell Contracted Parties shall ensure that the Buyer receives a signed and
stamped copy of the BDN as proof of Bunker Transfer of the Marine LNG.
The Seller, Shell Contracted Parties and the Buyer shall ensure the following:
• All documentation (See Appendix Section 6.11) is completed and issued electronically to the
Receiving Vessel after completion of the Bunker Transfer; and the Buyer shall (if practicable)
ensure that such documentation is returned to Bunker Vessel with signatures/stamps before
departure of the Bunker Vessel.
• Communication of any dispute of quantity, delays, incidents, near misses or other concerns
should be documented and shared on “Letters of Protest” as soon as possible, but always
within twelve (12) hours from the completion of Bunkering Operation.
• Disputes should be discussed, documented and attempts made to resolve the issues prior to
departure, however, will not restrict the vessel from sailing
• If completing and sharing the documentation in electronic format is available, the Seller
and/or Shell Contracted Parties and the Buyer shall use reasonable endeavors to accept
the electronic and more efficient means of information transfer for all documents required.
3.3.12 Purging & Disconnection
Purging of the space between the manifold valves, (typically with Nitrogen) prior to disconnection
of the Bunkering Transfer System should be carried out following the agreed purging procedure
to ensure that there is no release of LNG to the atmosphere. The purging shall achieve a Methane
content of < 2% by volume at the disconnection point (observed by testing at the purging point
near the disconnection point) before commencing disconnection.
If a transfer system disconnection is by DD/CC then a liquid free disconnection may be
carried out.
Once purging of the space between the manifold valve and the disconnection flange is completed,
and the pressure verified as atmospheric, the liquid and vapour lines should be disconnected
together where possible. The disconnection shall be initiated by, and be under the instruction of,
the Bunker Vessel. The procedure and requirement for interaction by the Receiving Vessel will
depend on the Bunkering Transfer System i.e. hard loading arm or hose based.
Referencing SIGTTO paper “LNG Transfer Arms and Manifold Draining, Purging and
Disconnection Procedure”.
3.3.13 Unmooring & Departure
On completion of the disconnection and stowage of the Bunkering Transfer System, and upon
completion of all documentation, the Bunker Vessel shall prepare for unmooring operations and
departure from Receiving Vessel and Delivery Point.
The Bunker Vessel shall:
• Remove any personnel transfer/access arrangements or assist the Receiving Vessel with
personnel transfer/access arrangement removal.
• conduct unmooring of the Bunker Vessel as instructed by the Master of Bunker Vessel,
followed by departure.
The Receiving Vessel shall:
• Remove any personnel transfer/access arrangements or assist the Bunker Vessel with
personnel transfer/access arrangement removal.
• assist the Bunker Vessel to let go of the moorings.

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4 Special Situations
The Seller and/or Shell Contracted Parties (as applicable) may be requested to facilitate several
special activities for Receiving Vessels, including but not limited to:
• Cool down
• Gassing up
• Inerting
The Seller and/or Shell Contracted Parties and the Buyer shall ensure that these activities are
subject to a risk-based assessment and that procedures are in place to allow the activities to be
undertaken in a safe manner compliant with HSSE procedures and which prevents any Loss of
Containment.
Any such special situations shall be separately agreed in writing between the Seller, and/or Shell
Contracted Parties and the Buyer.

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5 Disputes
5.1 Dispute Management
Disputes shall be managed in accordance with the Shell Marine LNG GTCs.

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6 Appendices
6.1 LNG Bunkering Compatibility Template
Note: A fillable template is attached to the DPM for your reference and use.

Microsoft Excel
Worksheet

Vessel details Entry Field UNITS Additional comments Data entry Guidance
Type of Vessel Free text Tank er, Bulk carrier, Cruise vessel, Dredger,…
Name of Vessel Free text
IMO number Free text IMO number as per the vessel's certification
Sister Vessels Free text Name all present and future sister vessels
Please indicate if vessel is compliant with the IMO Code of safety for ships using
Is the vessel IGF compliant? Y/N gases or other low-flashpoint fuels
Dimensions
Length Overall (LOA): m Metres
Length between perpendiculars (LBP) Metres
Breadth Moulded Metres
Depth Moulded Metres
Loaded Draft Metres Operating Loaded draft at Even Keel
Ballast Draft Metres Operating Ballast draft at Even Keel
Ballast PBL Midship to Fwd Metres Flatbody length forward of Midship at Ballast draft
Ballast PBL Midship to Aft Metres Flatbody length aft of Midship at Ballast draft
Summer Displacement Metric Tonnes Displacement at Summer draft
Any Permanent extension/obstruction beyond Shipside Y/N Yes/No? If yes, please continue; If no, go to "cargo" section
Height of Outboard extension from Keel Metres
Distance of outboard extension (outboard) Metres Distance extending beyond shipside
Any gaps in outboard extension Free text Indicate distance from midship to the start and end of any outboard extension
Cargo
LNG Cubic Capacity:m3 Total Cubic Capacity of the tank s (Max loadable)
Max Transfer Rate M3/hr Design LNG Bunk er Transfer rate
Max BOG Return capacity Required KG/hr Max BOG return rate required to be handled by Bunk er vessel
Tank MARVS Barg
Manifold Starboard side
Manifold Type Open Deck , Recessed, Collapsible
Midship to Manifold (Fwd +/ Aft -) Metres Distance from Midship to the manifold
Distance shipside to flange face Metres Shipside to Manifold Flange
Manifold Height above deck Metres Height of Manifold above uppermost continuous deck
Manifold Height above Baseline Metres Height of Manifold above baseline
Manifold TRV Settings (Between ESD v/v & Flange) Barg Manifold Thermal Relief valve settings
Pressure Valve setting Barg PV valve setting
Manifold Rating Liquid/Vapour LBS Manifold pressure rating in LB- ANSI 150, ANSI 300 etc
Manifold Flange Size - Liquid Inch Manifold flange size in Inches
Manifold Flange Size - Vapour Inch Manifold flange size in Inches
Manifold arrangement fwd-aft (L,V) L,V Manifold arrangement in order of forward to aft in L(iquid) or V(apour)
Include details of all Short Distance Pieces (SDP) and reducers, including sizes in
Presentation flanges available (Reducer/SDP) Free text; Inch inches. If reducers have flange different to ANSI 150, please indicate
Include details of all QCDC coupling, Sizes. If bespok e QCDC, please provide
Available QCDC connection sizes Free text; Inch details
Please provide size details of hose saddle, if no saddles please provide details on
Hose saddle available Free text hose support
Manifold Port side (if different from Starboard)
Manifold Type Open Deck , Recessed, Collapsible
Midship to Manifold (Fwd +/ Aft -) Metres Distance from Midship to the manifold
Distance shipside to flange face Metres Shipside to Manifold Flange
Manifold Height above deck Metres Height of Manifold above uppermost continuous deck
Manifold Height above Baseline Metres Height of Manifold above baseline
Mooring
Mooring Line Material Free text
Tail Materials Free text
Min 2 Bitts/fairleads available F&A (each) of Bunker Manifold? Y/N If 2 two mooring Bitts & Fairleads are available fwd & Aft of FGSS
Mooring ropes LDBF Metric Tonnes Also k nown as MBL
Mooring Tails LDBF Metric Tonnes
Num.of Mooring bitts available for securing on 1 side Free text Total number of Mooring Bitts available on one Side
Bitts SWL Metric Tonnes State Minimum of all Bitts
Fairleads SWL Metric Tonnes State Minimum of all Fairleads
Craneage
Bunker Station Lifting Crane SWL (Tonnes) Metric Tonnes
Bunker Station Crane Outreach Metres Max outreach beyond shipside
Crane Max Operating Height above freeboard deck Metres Max Operating height above Deck level at Max Outreach
ESD
SIGTTO 5 Pin Availability Y/N SIGTTO 5-PIN
Fibre Optic Y/N 6-way fiber optic connector; manufacturer
Manual ESD Pendant Y/N Manual Pendant type ESD systems; manufacturer
Pneumatic Y/N Manufacturer
37 pin Y/N Pyle National 37-way electric; manufacturer
Drawings
.vsl file For Optimoor Mooring Analysis
General Arrangement Plan
Mooring Arrangement Plan
Manifold Drawing
Emergency Response Procedure for ESD2

Above template is subject to updates

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6.2
6.2 LNG Bunker Checklist
The completion of a pre-transfer checklist is an international industry requirement and required
for all deliveries of Marine LNG products.
These check lists are found at https://sustainableworldports.org/clean-marine-fuels/.The Seller
is presently adopting this format for Marine LNG bunker deliveries.
At the Delivery Point, the Buyer’s representative and the Seller’s representative (or authorised
representative) or Shell Contracted Party must jointly complete the full and proper checklist
confirming that both Bunker Vessel and Receiving Vessel comply with its requirements.
The signature of the Chief Engineer, or his authorised representative, must be obtained, in
duplicate, on the completion of the pre-transfer checklist. The joint declaration must not be signed
until mutual assurance is guaranteed. If the Receiving Vessel’s requirements are altered, the form
must be amended and the amendment initialled by the Bunker and Receiving Vessel’s Masters or
their representative.

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6.3 Notice of Readiness (Guidance)

Note: A fillable template is attached to the DPM for your reference and use.

NOR_Template.pdf

LNG Marine Fuel NOR Form

Receiving Vessel: [VESSEL NAME] for and on behalf of [NAME OF BUYER]

LNG Bunker Vessel: [VESSEL NAME] for and on behalf of [NAME OF SELLER]

LNG Bunker Order number: [ORDER NUMBER]

Date: [DD-MMM-YYYY]

Delivery Point: [BERTH NAME, ANCHORAGE NAME, LAT/LONG] NOTE 1

Dear Sirs / Madam,

Please be advised vessel [Vessel Name / Bunker/Receiving Vessel] * has arrived at
the Delivery Point NOTE 1 [ ] on (date) [dd-mmm-yyyy] at (time)
[hh:mm] hours local time, being in every respect ready to [Receive/Deliver]* Marine
LNG.
*(Strike out / delete as relevant)
Note 1: BERTH NAME, ANCHORAGE NAME, LAT/LONG

All the terms of the agreement between Buyer and Seller (including the Delivery
Procedure Manual referred therein) are incorporated into, and shall apply to, this
Notice of Readiness by reference.

Please acknowledge receipt of this Notice of Readiness by signing this form.

Accepted by: _______________________ (Name of authorized person receiving NOR)

Title: _________________________ (Master/Chief Officer/Cargo Officer, etc.)

For on behalf of: __________________ (Name of Buyer or Seller)

Signature: ______________________ (Signature of authorized person receiving NOR)

Date and Time Format: DD-MMM-YYYY HH:MM

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6.4 Master’s Requisition Form

Note: A fillable template is attached to the DPM for your reference and use.

Buyer of LNG:
Receiving Vessel:
Seller of LNG:
Bunker Vessel:
Delivery Point
Shell Contracted Party: (if applicable)
Receiver’s BDN Reference
Next Port of Call

Please supply my Receiving Vessel with the following Marine LNG: -

Quantity Measurement Bulk Transfer Rate (m3/hr)

m3
Metric Tonnes
The charges for the Bunker Transfer shall be sent to: -…………………………………………
I *will/will not appoint a representative to witness and check either the opening and closing
meter readings/calculations or, if meters are not available, the opening and closing tank
dips/calculations on my behalf. Any appointment of a representative will not delay the Bunkering
Operation.
The Bunker Transfer *will/will not require LNG vapour return. I acknowledge that if vapour
return is required then additional charges may be incurred.
The *Bunker/Receiving Vessel will give the final “stop pumping” signal. In the event that
Receiving Vessel’s valves are closed on board without giving the agreed/contractual warning to
the Bunker Vessel, I recognize that the Receiving Vessel is solely responsible for any damage
caused by excess pressure to supplier’s bunkering equipment or any resulting spillage/leak of LNG
/ Gas.
In the event that I am unable to accommodate the full quantity ordered above, I accept that my
Principals will be liable for lighterage, handling charges and any other expenses incurred on the
shut-out quantity.
At the time of this form being issues it is planned that the Receiving Vessel will be moored with
the *Port / Starboard side to the quay. Any changes to this to be communicated to Receiving
Vessel as soon as possible.
I confirm that the Receiving Vessel’s LNG tanks will be cold and ready for loading prior to
arrival of the Bunker Vessel at the Delivery Point in accordance with the Delivery Procedures
Manual and at no point warmer than -140 deg C at the tank(s) bottom.
[*Delete as appropriate.]
Signature (Master/Chief Engineer) …………………………………………….
Print name and rank (block letters) ……………………………………………….

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6.5 Shell’s BDN

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6.6 Marine LNG Measurement, Analysis and Calculation

A.1 Tank Gauge Tables

A.1.1 Tank Gauge Tables

Each Bunker Vessel shall have tank gauge tables prepared by a qualified independent
surveyor, which shall include sounding tables, correction tables for list and trim, volume
corrections to tank service temperature, and other corrections if necessary. The tank gauge
tables shall indicate volumes in cubic metres expressed to the nearest one thousandth
(1/1000), with LNG tank depths expressed in metres to the nearest one hundredth
(1/100). Seller shall provide to Buyer evidence of such calibration. Buyer and the attending
independent surveyor may examine the provided tank gauge tables to verify that such
tables have been approved by an industry recognised authority.

A.2 Selection of Gauging Devices

A.2.1 General
Gauging devices shall conform to the latest ISO 10976.

A.2.2 Liquid Level Gauging Devices

(a) Each LNG tank of the Bunker Vessel shall be equipped with main and auxiliary liquid
level gauging devices.
(b) The measurement accuracy of the main gauging and auxiliary liquid level gauging devices
shall be no less than plus or minus seven decimal five (± 7.5) millimetres for main and
plus or minus ten (+/-10) millimetres for the auxiliary.
(c) The liquid level in each LNG tank shall be logged or printed as a record.

A.2.3 Temperature Gauging Devices

(a) The temperature of the Marine LNG and of the vapour space in each LNG tank shall be
measured by means of properly located temperature-measuring devices sufficient to
permit the determination of average temperature. There should be a minimum of one (1)
temperature-measuring device in the vapour space and LNG (if liquid is present).
(b) The measurement accuracy of the temperature gauging devices shall be as follows:
(i) for temperatures, equal to and below minus one hundred and forty-five degrees
Celsius (≤ -145°C), the accuracy shall be plus or minus zero decimal two degrees
Celsius (± 0.2 °C);
(ii) for temperatures, above minus one hundred and forty-five degrees Celsius (>-145
°C), the accuracy shall be plus or minus one decimal five degrees Celsius (± 1.5
°C).

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(c) The temperature in each LNG tank shall be logged or printed as a record.

A.2.4 Pressure Gauging Devices

(a) Each LNG tank of the Bunker Vessel shall have one (1) absolute pressure gauging device.
(b) The measurement accuracy of the pressure gauging device shall be plus or minus zero
decimal three (±0.3) kPa.
(c) The pressure in each LNG tank shall be logged or printed as a record.

A.2.5 List and Trim Gauging Devices

(a) A list gauging device and a trim gauging device shall be installed on the Bunker Vessel.
These shall be interfaced with the Custody Transfer System.
(b) The measurement accuracy of the list and the trim gauging devices shall be no less accurate
than plus or minus zero decimal zero five (±0.05) degree for list and plus or minus fifty
(50) millimetres for trim.

A.3 Measurement Procedures

A.3.1 Liquid Level

(a) Measurement of the liquid level in each LNG tank of the Bunker Vessel shall be made to
the nearest millimetre by using the main liquid level gauging devices referred to in Section
A.2.1 of this Appendix Section 0. Should the main devices fail; the auxiliary device shall
be used.
(b) Five (5) readings shall be made following manufacturer’s recommendations on reading
interval. The arithmetic average of the readings rounded to one (1) decimal place shall be
deemed the liquid level.

A.3.2 Temperature
(a) In order to determine the temperature of liquid and vapour respectively in the LNG tanks
of the Bunker Vessel, one (1) reading shall be taken at each temperature gauging device in
each LNG tank.
(b) An arithmetic average of such readings rounded to the nearest zero decimal one degree
Celsius (0.1 °C) shall be deemed the final temperature of the vapour (“TV”) and liquid
(“TL”) respectively.

A.3.3 Pressure
(a) The absolute pressure in each LNG tank (“PV”) shall be measured to the nearest zero
decimal one (0.1) kPa by using the pressure gauging device referred to in Section A.2.4 of
this Appendix Section 7.6.

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(b) The determination of the absolute pressure in the LNG tanks of the Bunker Vessel shall
be made by taking one (1) reading of the pressure gauging device in each LNG tank, and
then by taking an arithmetic average rounded to the nearest zero decimal one (0.1) kPa.

A.3.4 List and Trim

(a) The measurement of list shall be conducted to the nearest zero decimal zero one (0.01)
degree. The measurement of trim shall be conducted to the nearest ten (10) millimetre.
(b) The determination of the list and the trim of the Bunker Vessel shall be made by taking
one (1) reading of the list and the trim gauging devices.

A.3.5 Procedure in Case of Gauging Device Failure

Should the measurements referred to in Sections A.3.1, A.3.2, A.3.3 and A.3.4 of this
Appendix Section 7.6 become impossible to perform due to a failure of gauging devices,
alternative gauging procedures shall be determined by mutual agreement between the
Buyer and Seller.

A.3.6 Determination of Volume of Marine LNG Transferred

(a) The measurements referred to in Sections A.3.1, A. 3.2, A.3.3 and A.3.4 of this Appendix
Section 7.6 shall be made immediately before Bunker Transfer commences and
immediately after Bunker Transfer is completed. The volume of Marine LNG stated in
cubic metres to the nearest zero decimal zero zero one (0.001) cubic metre, shall be
determined by using the tank gauge tables referred to in Section 1 of this Appendix Section
7.6 and by applying the volume corrections set forth therein.
(b) The volume transferred (“V”) on to the Receiving Vessel is the difference between the sum
of the LNG tank liquid volumes calculated before and after the Bunker Transfer, rounded
to the nearest cubic metre.
(c) If the vessel is equipped with a dynamic LNG custody transfer system based on mass flow
meters which complies with a recognised standards body; and has been calibrated, verified
and certified by a recognised industry authority, Buyer and Seller can meet to discuss its
implementation.

A.4 Determination of Composition of Marine LNG

A.4.1 Sampling Procedures

(a) If the vessel is equipped with a direct in-line liquid phase spectrometer deemed acceptable
by both parties and meets the requirements of a recognised standards body, Buyer and
Seller will meet to discuss its implementation.
(b) For invoicing purposes, representative analysis shall be obtained from the direct in-line
sensor continuously during the period of the Marine LNG transfer.

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(c) The quality of the Marine LNG transferred will be determined by calculation of the
arithmetic average of the compositional analysis obtained during the transfer. This average
composition is then used to calculate the density and Gross Heating Value of the Marine
LNG transferred in accordance with Section A.5 of this Appendix 7.6.

A.4.2 Alternative Analysis Procedures

(a) If vessel is fitted with on-board gas chromatograph and vaporizer, such equipment must
be calibrated and verified by an independent authority under ISO10723 and deemed fit for
purpose, Buyer and Seller can meet to discuss its implementation.
(b) For invoicing purposes, representative analysis shall be obtained continuously via the Gas
Chromatograph, at an even flow proportional rate during the period of stable cargo
transfer in accordance with ISO 8943 utilizing a sampling systemcustomarily implemented
in the LNG industry.
(c) The gas chromatograph used for custody transfer shall be validated by Seller (and
witnessed by the independent surveyor and/or Buyer or its representative, if possible)
prior to the start of bulk transfer.
(d) If vessel is fitted with on-board gas chromatograph and vaporizer, each Party shall have
the right to witness the sampling and analyses of the LNG, provided that the absence of
either Party's representatives shall not prevent the taking or analysis of samples.
(e) The composition of the LNG transferred will be determined by calculation of the
arithmetic average of the composition of the analysis.

A.4.3 Alternative Analysis Procedures – Load Port

(a) If the delivering vessel is unable to obtain representative analysis during the Marine LNG
transfer, representative samples shall be obtained at load port in accordance with ISO 8943
using the customary practices and procedures at Seller’s Load Port Facilities.
(b) The quality obtained at Seller’s Load Port Facilities will be used to calculate the density and
Gross Heating Value of the Marine LNG transferred in accordance with Section A.5 of
this Appendix 7.6.

A.4.4 Blended Marine LNG Cargo

(a) If the delivering vessel does not have sampling and analysis capabilities and has multiple
qualities of Marine LNG on board (blended cargo delivery) that exceeds 10% ratio by
volume, a weighted average composition will be calculated using a methodology verified
by an independent surveyor.
(b) Each loaded cargo quality will be verified by a Certificate of Quality issued by the
respective Load Port or previous BDN. The Seller will provide a copy each Certificate of
Quality (if applicable) to the Buyer.

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(c) The volumes and qualities applied to the weighted average calculation will be provided by
the Seller to the Buyer or Buyer’s representative.
(d) The weighted average composition will be listed on the Bunker Delivery Note and used
for the Quantity Calculation specified in Section A.5 of this Appendix 7.6.

A.5 Calculation of Quantity Transferred

A.5.1 Quantity Transferred

If the delivering and receiving vessels are of similar cargo tank design (i.e., Membrane or Type C)
and both parties agree the return vapor valve will not be opened unless for safety concerns, the
quantity transferred (the “Quantity Transferred”) shall be calculated in accordance with the
following formula:
1
Q V d H
1055.056

If the delivering and receiving vessels are not of similar cargo tank design (i.e., Membrane or Type
C) and both parties agree the return vapor valve will be opened, the quantity transferred (the
“Quantity Transferred”) shall be calculated in accordance with the following formula:

where:
Q= the Quantity delivered in MMBtu, being the energy content of Marine
LNG transferred, rounded to the nearest one (1) MMBtu. For the purpose
of this formula the conversion factor (1/1055.056) converts the energy
content of Marine LNG delivered from MJ to MMBtu.
V= the volume of Marine LNG transferred in cubic metres, determined in
accordance with Section A.3.6 of this Appendix Section 7.8 Schedule A.3.
d= the density of Marine LNG transferred in kg/m3 (rounded to three (3)
decimal places), calculated using the revised Klosek-McKinley method
described in ISO 6578, section 8.3. For the purpose of this calculation the
molar mass of the individual components of Marine LNG transferred shall
be taken from ISO 6976. In the application of this calculation no
intermediate rounding shall be made.
Hm = Gross Heating Value (Mass Based) of the Marine LNG transferred in
MJ/Kg (rounded to three (3) decimal places), calculated in accordance with
ISO 6976 with a combustion temperature (TC) at 15°C.

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Tv = the average temperature of vapour in the LNG tanks of the Bunker Vessel
immediately after Bunker Transfer, in degrees Celsius, determined in
accordance with Section A.3.3 of this Appendix Section 7.8 Schedule A.
Pv = the average absolute pressure of vapour in the LNG tanks of the Bunker
Vessel immediately after Bunker Transfer, in millibars absolute,
determined in accordance with Section A.3.3 of this Appendix Section 7.8
Schedule A.3.
EGas = the quantity of boil off or displacement gas used as fuel during unloading,
in MJ, determined in accordance with Section A.5.2 of this Schedule A
37.704 = the gross heating value in MJ/m3 at 15°C of the boil off or displacement
gas consumed by the LNG Bunker Vessel during transfer operations (if applicable),
calculated per ISO 6976-16, assuming a composition of 100% methane.

• If vapour returned from a Receiving Vessel is burnt in the Bunker Vessel's Gas
Combustion Unit (GCU), (if applicable), a charging mechanism will be applied
(including accounting for any additional time required). These vapour return
terms shall be pre-agreed between the Seller and Buyer and defined in
Commercial Terms.

A.5.2 LNG consumed by the delivering Bunker Vessel during the Bunkering Operation
The quantity of energy of the boil off or displacement gas consumed during transfer, if
applicable, shall be calculated in accordance with the following formula:
EGas = [(BOGCCT – BOGOCT) x 55.572]

Where:
BOGCCT = the reading in kg of the LNG Bunker Vessel’s gas flow meters at the
time of closing custody transfer measurements
BOGOCT = the reading in kg of the LNG Bunker Vessel’s gas flow meters at the
time of opening custody transfer measurements
55.572 = the gross heating value in MJ/kg at 15°C of the boil off or displacement
gas consumed by the LNG Bunker Vessel during transfer operations, calculated
per ISO 6976-16, assuming a composition of 100% methane.
Boil off or displacement gas forced to the Gas Combustion Unit (GCU), if
applicable, will not be considered in the Quantity Transferred calculations.

A.5.3 Gross and Net Heating Value (Volume Based)

(a) The Gross and Net Heating Value (Volume Based) of Marine LNG transferred shall be
calculated as per ISO 6976-16 at 15°C.

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A.5.4 Wobbe Index

(a) The Wobbe Index of Marine LNG transferred shall be calculated as per ISO 6976-16 at
15°C.

A.5.5 Methane Number

(a) The methane number of the Marine LNG will be calculated as per PKI method, unless
other method is agreed by both Parties, based on the composition as per A.4 and rounded
to the nearest whole number.

A.6 Bunker Delivery Note (BDN)

A.6.1 Bunker Delivery Note

(a) The Bunker Delivery Note will be produced in accordance with the Delivery Procedures
Manual upon completion of the transfer. The BDN is the legal record of the composition
and quantity of Marine LNG delivered to the Buyer, shall be used as the basis for invoicing
and shall be calculated in accordance with Section A.5 of this Schedule A.
(b) The Bunker Delivery Note will include but not limited to:
(i) Quantity Delivered
(ii) Energy Delivered
(iii) GHV and LHV
(iv) Wobbe Index
(v) Methane Number
(vi) Molecular Composition of the LNG transferred

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6.7 Information for the Marine LNG MSDS

Reference MSDS provided fof Shell global bunkering operations are as follows;
• Europe region MSDS
o SWLNG_NL_NL.pdf (Dutch)
o SWLNG_EN_NL.pdf (English)
• Singapore region MSDS
o LNG_SG_SETL_Safety Data Sheet.pdf
• Americans region MSDS
o LNG_Shell NA_Safety Data Sheet.pdf

SWLNG_NL_NL.pdf SWLNG_EN_NL.pdf LNG_SG_Safety LNG_NA_Safety

Data Sheet.pdf Data Sheet.pdf

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6.8 Shell’s “Commitment and Policy on Health, Security, Safety, the

Environment and Social Performance”

Commitment and
Policy on Health, Security, Safety, the Environment and Social Performance.pdf

https://www.shell.com/sustainability/our-approach/commitments-policies-and-standards.html

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6.9
6.9 IOGP Life Saving Rules

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6.10 Industry Standards & Guidelines

1) ISO / TS 18683 (2015) – Guidelines for systems and installations for supply of LNG as fuel
to ships.
2) ISO 20519 - Ships and marine technology -- Specification for bunkering of liquefied natural
gas fuelled vessels.
3) International Safety Guide for Oil Tankers & Terminals “ISGOTT”.
4) SGMF LNG Marine Bunkering Facility Inspection Questionnaire (LMBFIQ).
5) SGMF – Manifold Arrangements for Gas Fuelled Vessels 2019.
6) SGMF recommendation for Linked Emergency Shutdown arrangement for LNG Bunkering
2019.
7) SGMF - Recommendation of controlled zones for LNG bunkering
8) SGMF – Simultaneous operations during LNG Bunkering
9) International Convention for the Prevention of Pollution from Ships (MARPOL 73/78)
(Current edition).
10) International Convention for the Safety of Lives at Sea (SOLAS).
11) International Ship and Port Facility Security code – ISPS Code.
12) International convention on Ship Training, Certification and Watch keeping (STCW).
13) Ship to Ship transfer guide for Petroleum, Chemicals and Liquefied Gases – SIGTTO /
OCIMF.
14) IMO - International Code of Safety for Ships using Gases (IGF Code)
15) Liquid Gas Handling Principles on Ships and in Terminals – SIGTTO.
16) Bunkering Guidelines – SGMF.
17) LNG Custody Transfer Handbook – GIIGNL – Third Edition.
18) OCIMF - Mooring Equipment Guidelines 3 edition (MEG3).
19) SIGTTO, Manifold Recommendations for Liquefied Gas Carriers, First Edition 2011.
20) SIGTTO, ESD Arrangements and Linked Ship/Shore Systems for Gas Carriers.
21) SIGTTO, A justification into the use of insulation flanges (and electrical discontinuous hose)
at the ship/shore and ship/ship interface.
22) OCIMF, International Oil Tanker and Terminal Safety Guide, (ISGOTT) 5th Edition.
23) IMCA Guidance on the Transfer of Personnel to and from Offshore Vessels and Structures.
24) ISO 6578 - Refrigerated hydrocarbon liquids - Static measurement - Calculation procedure.
25) ISO 6976 - Natural gas - Calculation of calorific values, density, relative density and Wobbe
indices from composition
26) ISO 10976 Gauging devices
27) ISO 21593 : 2019 Ships and marine technology — Technical requirements for dry-
disconnect/connect couplings for bunkering liquefied natural gas.
28) Code of Safe Working Practices
29) Marine Terminal Management and Self-Assessment.
Guidelines for Offshore Marine Operations

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6.11 Documentation for Bunkering Operation

Shell is actively striving for paperless bunkering operations through digitizing the full documentation requirements in the online bunker tool
“Chorus”. Therefore, progressively below mentioned hard copy & email formats are phased into a fully digital documentation trail within “Chorus”
DOCUMENT NAME MODE FROM TO COMMENTS
1 Compatibility study E-Mail Shell Shipping & BV Master & The compatibility study must be discussed and agreed between both vessels
Maritime RV Master and their operators prior to the agreement to supply bunkers. Weather limiting
parameters and use of tugs must be agreed.
2 Mooring study E-Mail Technical BV Master & The mooring Study Version Number and Date must be specified in the
Superintendents RV Master compatibility study. The mooring Study must be specific to the
terminal/berth and sides alongside (all options should be considered
preferably for each terminal)
3 Voyage Orders E-Mail DLNG BV Master The Voyage Orders with detailed instructions for bunker delivery to Captain
Operations and Agents.
4 Master’s Requisition E-Mail RV Master BV Master The quantity requested by the RV Master must be within the range specified
Form for Bunkers in the BV’s Voyage Orders; if not, the BV will deliver no more than the quantity
mentioned in the Voyage Orders.
If the quantity in the Voyage Orders is higher than that requested in the
Master’s Requisition Form, the BV will deliver no more than the quantity
requested by the RV Master (however a LOP will be issued for short loading).
Any discrepancies on quantities to be escalated by Master’s to their respective
Commercial Teams.
5 ETA, BST & ETD for E-Mail RV Master BV Master Such notice must be provided at least 24 hours prior to the BST, or if not
the Delivery Point Notice known, then as soon as the RV’s berthing prospects are known. Further
for RV updates must be provided to the BV as and when the berthing prospects
change. ETA, BST and ETD to be provided for the Delivery Point and not
the Port. If ETA, BST & ETD are outside of Delivery Window in Voyage
Orders, BV Master to contact SWLNG operations, before confirming with
RV.
6 ETA Notice for BV E-Mail BV Master RV Master The BV is to provide an Estimated Time of Readiness to approach the RV
and an estimated time of completion.

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DOCUMENT NAME MODE FROM TO COMMENTS

7 Information for BDN E-Mail DLNG BV Master The RV should provide a Voyage / Bunkering Reference Number (if applicable)
operations and the Next Port of Call; these are required for the BDN
8 Indicative Quality of E-Mail BV Master RV Master Indicative Quality is to be provided only for the LNG to be supplied (i.e. for
Bunkers to be supplied the tank(s) to be discharged) includes estimated Methane Number, to be
provided prior to the bunkering (if possible 24 hrs in advance).
9 Certificate of Quality E-Mail BV Master RV Master The BV Master will provide the Quality Analysis Certificates (the analysis page
Analysis from Load Port only) from the previous load port(s) the cargoes from which the LNG bunkers
to be supplied constitute the Indicative Quality.
10 MSDS E-Mail BV Master RV Master MSDS from the loading port(s) from which the bunkers were loaded
11 The applicable pre- BV Master & RV RV Master BV Master to complete and send via email to RV Master who will also
delivery parts of the Master & BV Master complete and return to BV.
IAPH Checklist
12 The applicable terminal E-Mail RV Masters & Terminal BV/RV Masters should complete the form whenever SIMOPS is to be carried
information part of the Terminal Loading Loading Master out, and to present a hard copy to terminal (or via email through agents).
IAPH checklist Master & RV Masters
Terminal Loading Master must complete and return a copy to BV/RV

13 RV Notice of Readiness E-Mail RV Master BV Master When the RV is ready to receive bunkers; at/after start of BST but not before
the RV is All Fast at the berth/terminal/dolphin as appropriate
14 BV Notice of Readiness E-Mail BV Master RV Master At or after BST but within the Delivery Window when BV is ready to
approach RV to commence bunkering. BV Tendering NOR is not dependent
on RV readiness;

If RV Vessel is ready to receive BV earlier than BST and BV is able to

commence bunkering earlier, Master’s can agree to commence bunkering
earlier than BST. In this case, BV is to tender NOR after RV has tendered
NOR and at time pilot is on board (if applicable) and commencing approach
to RV.

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DOCUMENT NAME MODE FROM TO COMMENTS

15 The applicable delivery Hard BV Chief Mate RV Chief Signed original to be sent by BV to RV; RV to sign and return original.
parts of the IAPH Copy & Engineer
Checklist RV Chief &
Engineer BV Chief mate
16 The applicable post- BV Chief Mate RV Chief This is to be completed prior to hose disconnection.
delivery parts of the & Engineer Signed original to be sent by BV to RV; RV to sign and return original.
IAPH Checklist RV Chief &
Engineer BV Chief mate
17 Bunker Delivery Note Hard BV Chief Mate RV ChiefRV to sign and retain a copy, and return original to BV.
(BDN) Copy Engineer BDN to be scanned and sent to all parties as per Voyage Orders, by BV Master
after departure.
18 Opening CTS and E-Mail BV Chief Mate RV Chief RV to sign and retain a copy, and return original to BV. Reports to be scanned
Closing CTS Reports Engineer and sent to all parties as per Voyage Orders, by BV Master.

19 Certificate of Quality E-Mail BV Master RV Master The BV Master will provide the SGS Quality Analysis Certificates (the analysis
Analysis from Load Port page only) from the previous load port(s) the cargoes from which the LNG
bunkers to be supplied constitute the Indicative Quality. To be attached to
BDN.
20 Bunker vessel time log Hard BV Master RV Master The SOF may be completed and sent within 12 hours after departure
(SOF) Copy /
E-Mail
21 LSDO & Gas Counters Hard BV Chief Mate RV Chief Reports to be scanned and sent to all parties as per Voyage Orders, by BV
for Opening CTS time Copies Engineer Master after departure.
and Closing CTS time*
22 Notes of Protest Hard As applicable As applicable Copies must be scanned and sent to all parties upon completion of the
(Letters of Protest) Copies bunkering operations.

23 Cargo Documents E-Mail BV Master DLNG/ As per Complete set to be sent via email within 6 hours of completion of bunkering
Voyage Orders operations.

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DOCUMENT NAME MODE FROM TO COMMENTS

24 Agency Template* E-Mail BV Master Port Agents Send within 72 hours of departure. For Port of Rotterdam, send on a monthly
(as applicable depending BV basis to Vopak, or per port call.
Vessel Operator
requirements)
*as applicable

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6.12 Incident Reporting Procedures

In the event of an incident during bunkering, Shell Casualty must be notified within ONE HOUR
of the incident occurring:
• An incident which might or has put at risk the lives of persons and/or the safety of the
vessel and/or the environment and whose consequences have or might involve other Shell
companies, third parties, government or the media.

Notification should be made in the following order of priority:

• By telephone: (+44)-207-934-7777, the dedicated telephone number for casualties (24
hours).
• By email: casualtyalert@shell.com
• By telex: SHELLCASUALTY LONDON 8814807
ONLY in the event of failure of the above telephone number then the alternate number
+44 207 043 1997 must be used.

The following information MUST BE INCLUDED in the message:

• Name of the vessel
• Time and description of incident (include estimated extent of damage)
• Geographical location and distance from nearest grounding line
• Is the vessel able to continue the voyage and what is the expected duration of delay (if
any)
• 24 HR telephone number of company DPA
• Type of Shell charter (voyage, time, space or other – if known)
• Name of Shell contact – if known

In the event of an oil/chemical/gas spill, the message MUST ALSO INCLUDE:

• Local time, date, location of spill, indicating name and owner of installation (if in port)
and whether at a jetty/CBM/SBM or at sea
• Type of oil/gas/chemical (e.g. crude/black/white/lubes/bitumen etc.)
• Cause if known (e.g. overflow hose burst, defective shore line, hull defect etc.)
• Estimated quantity spilled
• Estimate of rate of spill, if continuing
• Whether clean-up has been attempted, either by vessel or third party
• Any other relevant comments
• Time of origin of each report

If the accident occurs within port, the agent must also be copied on all messages sent to Shell
Casualty.
The foregoing requirements are in addition to any casualty reporting procedure system the vessel’s
owners/managers may have, particularly with respect to US QI reporting requirements.

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