TANKEROperator

January/February 2012 40
TECHNOLOGY - PROPULSION SYSTEMS
T
he conversion project was
undertaken under the supervision
of Hamburg-based class society
Germanischer Lloyd (GL). Once
converted, the tanker has become a dual-fuel
vessel, able to burn fuel oil, or liquefied
natural gas (LNG).
Ronnie-Torsten Westerman, GLs business
development manager, writing in the class
societys magazine Nonstop, explained:
The project started with a kick-off meeting of
representatives from Wrtsil, the owner
Tarbit Shipping and GL in April 2010.
Manufacturing of various new components
began in early 2011. They were then
transported to the shipyard in Landskrona,
Sweden. The Bit Viking arrived at the yard on
time and the conversion commenced in
August, said Westerman. Upon her arrival,
the new equipment necessary for LNG
operation was installed in the vessel.
GLs staff played a critical role in this
process by monitoring the manufacture and
installation of the components, such as piping,
valves, safety equipment and LNG tanks and
ensuring safe construction, use of suitable
materials and application of appropriate
welding methods.
The two main engines were converted from
Wrtsil VASA type 46 D to type 50 DF.
Westerman said: Virtually everything was
replaced except the crankshafts and frames.
The Bit Viking was then taken to
Risavika/Stavanger for completion of the pipe
installation, the testing and calibration of the
newly installed equipment. She was then
ready for her first bunkering of LNG. The
first time we prepared for bunkering we had to
cool down the LNG storage tanks on the fore
deck using liquid nitrogen at 192 deg C,
explained Westerman.
She then successfully bunkered LNG, which
has a temperature of 162 deg C, for a main
engine test run at the pier. By the end of
October, the Bit Viking was finally ready for
her official sea trials.
She performed as expected and no major
discrepancies were noted. GL had two
surveyors on board during the sea trial. The
technical challenge in steering the conversion
process was immense, said Westerman.
Key concerns were the proper interpretation
of class rules for safe construction, ensuring that
the equipment manufacturers clearly understood
the class rules and anticipating how the flag
administration (Sweden) would understand and
accept the required risk analysis. Particular
focus was on bunkering and how it should be
performed, since this is a somewhat critical
operation that requires special knowledge and
equipment, Westerman said.
Testing the rules
The conversion of the Bit Viking also provided
a good opportunity to put the GL rules for gas
as ship fuel (see box) to the test. Following
the successful conversion, Westerman
expressed optimism; The existing rules are
sufficient for a conversion such as that of the
Bit Viking. However, some modifications will
be made in the future as regulations, such as
Marpol, are updated to reflect the option of
gas as a ship fuel.
First LG-fuelled
retrofit resumes
service
The 24,783 dwt chemical tanker Bit Viking was the worlds first vessel converted
to run on LG while in service. After successful sea trials under GL supervision,
the vessel has resumed commercial trading.
Bit Viking was built at the
Edwards Shanghai shipyard in
China with double engine
rooms, propellers, steering
gears, rudders and control
systems a full redundancy
package.
Having previously been powered by two 6-
cylinder in-line Wrtsil 46 engines
running on heavy fuel oil, the conversion
has changed these to 6-cylinder in-line
Wrtsil 50DF dual fuel engines, capable
of operating on LNG supplied from two
500 cu m LNG storage tanks on the fore
deck.
The 24,783 dwt chemical tanker is
currently on long term charter to Statoil,
trading on and around Norways west
coast, thus qualifying for Norways
emission tax rebate.
Bit Viking fact file
General arrangement drawing showing the deck layout.
TECHNOLOGY - PROPULSION SYSTEMS
January/February 2012

TANKEROperator 41
While the advantages of LNG-fuelled ship
engines are well known, there are a few
performance drawbacks compared to fuel oil.
Furthermore, the two 500 cu m capacity LNG
tanks and the associated piping and valves add
several hundred tonnes to the weight of the
vessel. On the other hand, the ship enjoys
increased buoyancy and lifting cargo capacity.
Westerman said; You clearly win on the
environmental side.
An LNG-powered vessel at this
developmental stage is slightly more
expensive than a conventionally powered
equivalent, which increases capital costs. Yet
with the advent of cash incentives for lower
emissions in some Scandinavian countries,
notably Norway where the vessel is trading
under a charter to Statoil, ship operators can
also save money via rebates.
Where Scandinavia has taken the lead,
others will follow, GL said. Under rules drawn
up by IMO, vessels must cut SOx emissions
from 1% currently to 0.1% by January 2015.
Within the short period of operation since
her conversion, the Bit Viking has already
achieved considerable benefits for the
environment, said Westerman. Greenhouse
gases have been reduced by 20% to 25%,
NOx gases by 9 %, sulphur output has been
cut entirely and particle emissions have been
brought down by 99%.
An official emissions measurement has
been conducted, but the final results have
not yet been publicised. However, these
estimates should be pretty close to the actual
outcome, he said.
According to GL, Tarbit Shipping is very
pleased with the environmental footprint of its
newly converted vessel and all project
partners expressed their appreciation of the
good spirit of co-operation. We all held firm
and stayed focused on the quality and safety
outcome of the project, said Westerman. It
was the final result that counted. This was
very important, since there is no room for
errors in dealing with an LNG plant!
Bit Viking resumed commercial trading on
25th October 2011. Ever since, she has been
performing as expected and the crew has
successfully refuelled her from the shore,
GL said.
GL has prepared guidelines for gas as a
ship fuel.
Developed by the IMO sub-committee on Bulk Liquid and
Gases (BLG) with GL assistance over the past few years,
the interim guidelines are the first step towards the
envisioned general code for gas as a ship fuel, the so-called
IGF Code.
This Code is currently under development by the IMO
and is expected to enter into force conjointly with the
revision of SOLAS 2014.
The GL guidelines will help shipowners and yards
prepare for the introduction of gas as a ship fuel.
They provide criteria for the design arrangements and
installation of propulsion and auxiliary machinery powered
by natural gas to ensure a level of integrity, safety,
reliability and dependability equivalent to that of
comparable, state-of-the-art machinery burning
conventional fuel oil, GL said.
GL Guidelines for Gas
as Ship Fuel
The gas tanks clearly seen on deck.
The vessel has been operating successfully as a gas-powered vessel
since October last year.
TO