How Anthony Veder helped build LNG bunkering

In addition to LNG bunkering, the company is also actively involved in STS operations for transferring LNG cargo at sea. As of mid-2025, Anthony Veder had conducted more than 480 LNG STS transfers as part of a shuttle service to the Deutsche ReGas floating terminal in Lubmin. These transfers were performed by a group of three 10,000-m³ combined gas carriers loading LNG from a floating storage unit (FSU) and discharging it to the floating storage and regasification Unit (FSRU) positioned in a small port in northeast Germany, which required manoeuvring in tight port environments with simultaneous hose handling and mooring adjustments under way.

Every LNG bunkering operation carried out by the company is preceded by a detailed risk assessment. The procedure accounts for environmental limits, hazardous zones, boil-off gas management and the need to accommodate simultaneous operations (SIMOPS). The presence of passengers, containers, cranes or shifting cargo can alter safety margins and introduce additional considerations. These are addressed collaboratively with the charterer and port authorities through a joint plan of operation (JPO).

“Every LNG STS transfer and bunker operation starts with a full risk assessment, including SIMOPS planning and gas cloud behaviour,” said Mr van de Weerdhof. Anthony Veder emphasised that each port has its own requirements and conditions for LNG fuelling, and that building sustainable relationships with port authorities is essential.

"Anthony Veder has carried out more than 480 STS transfers for Deutsche ReGas"

This planning extends to the design and location of the LNG manifold. According to Anthony Veder, these manifolds often include restricted zones, spill protection and additional piping, and are generally placed in areas with the least impact on passengers or cargo. However, these placements are not always optimal for mooring or hose access. Creative solutions — sometimes involving unconventional mooring patterns or limited parallel mid-body contact — are supported by mooring analyses to uphold safety standards.

Variability in vessel layout presents an additional challenge. “Even JPOs for sister vessels out of the same build series cannot be copied,” the company spokesman noted. Differences in onboard procedures and containment systems can invalidate previous planning assumptions. Vessel owners are required to submit general arrangement drawings, emergency procedures, system schematics and crew certification documents in advance. These inputs inform bespoke operational plans for each bunkering.

Anthony Veder also highlighted technical limitations that must be addressed in planning. One such constraint is the reliability of emergency shutdown (ESD) signals transferred via ship-to-ship links. If the bunker vessel and receiving vessel use non-compatible systems, a healthy signal cannot be guaranteed. This scenario requires contingency planning, including backup communication protocols and agreed manual intervention steps.

Coral Favia, Coral Fraseri and Coral Energy are just three of the 28 vessels in Anthony Veder’s fleet. Of those, 30% are LNG-fuelled. The company’s long-standing membership of the Society for Gas as a Marine Fuel (SGMF) supports its commitment to safe practices and regulatory evolution. For example, Mr van de Weerdhof is currently chair of the SGMF board.

The company sees LNG not only as a mature fuel solution but also as a platform for future carbon reduction strategies. Mr van de Weerdhof said: “Anthony Veder is committed to achieving net-zero greenhouse gas emissions by 2035. Our strategy is built on three pillars: Energy Savings, Act Now, and Future Ready.”

In the near term, this strategy includes blending bio-LNG and synthetic LNG into existing bunkering operations. Further ahead, the company is investigating the role of new fuels such as ammonia and other C4-based compounds. Its approach is pragmatic: monitor developments in technology, regulation and commercial availability while continuing to build internal competence and partner readiness.

That competence is evident in the company’s willingness to assume operational risk to demonstrate new fuel pathways. During the early development of LNG-powered ethylene carriers Coral Star and Coral Sticho, Anthony Veder proposed dual-fuel propulsion only after winning the charter tender on conventional MGO/HFO terms. The company then took on the LNG-MGO price spread risk, a decision it viewed as both environmentally and economically justifiable.

As LNG bunkering becomes more commonplace, Anthony Veder expects to see further standardisation and the gradual transfer of responsibilities to vessel crews. It envisions a system where risk assessments, mooring configurations and ESD protocols are managed using harmonised templates and digital tools. Automation of the bunkering process — particularly in hose handling and emergency shutdown — may help shorten turnaround times and reduce crew exposure.

The Anthony Veder bunkering approach remains rooted in technical diligence and conservative operational planning. In an interview published on Riviera’s website, the company stated that building competence at sea remains essential, particularly when working with fuels that require containment, temperature control and crew certification.

"Every LNG bunker operation starts with a full risk assessment, including SIMOPS planning and gas cloud behaviour"

As the fuel mix evolves and ports begin to support methanol, ammonia and hydrogen infrastructure, the company sees the LNG transition as a valuable source of knowledge. It has already created a repeatable framework for managing crew training, port compliance, risk mitigation and STS logistics. That framework now serves as the baseline for considering next-generation marine fuels.

In addition to its role as bunker operator, Anthony Veder has made vessel efficiency improvements. The company recently announced the integration of satellite communications upgrades across its gas carrier fleet and has explored the addition of wind-assisted propulsion systems to reduce fuel consumption. As noted in past Riviera coverage, Anthony Veder became one of the first gas carrier owners to experiment with auxiliary sail power.

With 15 years of LNG bunkering behind it, Anthony Veder is now positioned as both a historical contributor to the development of this fuel segment and an informed participant in its ongoing evolution. The company’s decision to treat LNG as both a transport cargo and a viable bunker fuel has given it operational flexibility and technical insight. As the industry turns its attention to decarbonisation, these capabilities are likely to remain relevant: “With over 2,000 successful LNG transfers and bunkering operations and 15 years of pioneering work in LNG as a marine fuel, we have established a track record of sustainable LNG operations and committed to achieving net-zero emissions by 2035. We continue to lead with LNG, bio-LNG, and e-LNG — ready to embrace the next wave of sustainable marine fuels,” said Mr van de Weerdhof.