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The New Bergen B33:45 Medium Speed Diesel Engine Series – An Essence of 30
Years Experience in the 3x cm Bore Class

Conference Paper · June 2016

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2016 | 307
The New Bergen B33:45 Medium Speed
Diesel Engine Series - An Essence of 30
Years Experience in the 3x cm Bore Class
01 Product Development - Diesel Engines

Peter Koch, Rolls-Royce Power Systems

Thor Humerfelt, Rolls-Royce Power Systems
Leif-Arne Skarbø, Rolls-Royce Power Systems

This paper has been presented and published on the occasion of the 28th CIMAC World Congress 2016 in Helsinki.
The CIMAC Congress is held every three years, each time in a different member country.
The Congress programme centres around the presentation of Technical papers on engine research and development,
application engineering on the original equipment side and engine operation and maintenance on the end-user side.
The topics of the 2016 event covered Product Development of gas and diesel engines, Fuel Injection, Turbochargers,
Components & Tribology, Controls & Automation, Exhaust Gas Aftertreatment, Basic Research & Advanced
Engineering, System Integration & Optimization, Fuels & Lubricants, as well as Users' Aspects for marine and land-
based applications.

The copyright of this paper is with CIMAC.

 ABSTRACT
The Bergen B-series 32cm bore engine was conceptuated back in 1983 and first went into commercial service in
1985. By 2010, the B-series had gone through several development stages, including introduction of gas variants for
powergen as well as marine mechanical drive applications.

Considering its, then, 25 years technical life span and future challenges in the different markets and applications, an
innovation process was started for further upgrades and improvements. The innovation process spawned a concept
leading to the first clean sheet engine platform from Bergen Engines in a decade.

Increasing the power output per cylinder as well as the power flexibility whilst reducing fuel consumption, emissions
and life-cycle costs were obvious targets. A significant amount of time was spent initially, but also throughout the
project, to incorporate technical solutions based on feedback and recommendations from owners, operators, service
technicians and mechanics. This includes enhanced equipment health monitoring and surveillance systems enabling
not only condition-based maintenance and spare part sourcing, but also a minimization of failures and downtime by
continuous data acquisition and evaluation. The main focus, however, was given to the engine architecture - the
block, cylinder heads, liner and the connecting rod as the engine’s performance is heavily dependent on the
successful integration of the power pack elements. In doing so, a sustainable power output of 600 kW per cylinder
could be achieved for both in-line and V-, diesel and gas engines at 750 and 720rpm.

Moreover, the active use of modern engineering tools and front loading methods allowed for global optimization of the
whole engine structure providing improved material utilization in the block and crank shaft as well as add on modules
and appendices. The block stiffness was significantly increased resulting in reduction of the vibration and noise levels.
At the same time, the original footprint was practically maintained.

Another important feature incorporated is the common basic structure shared between all fuel types so that a rebuild
from diesel to natural gas or dual fuel can be carried out by switching power packs and adapting the fuel system. This
paper focus on the key aspects of this development programme and process and presents an overview of technical
and performance data of the first B33:45 in-line diesel engines.

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 engines were of interest for the Bergen-typical Bergen
INTRODUCTION marine applications. A market analysis at that time
The Bergen B-series, a 32 cm bore engine was revealed that power outputs of around 330 to 400 kW
conceptuated back in 1983 and first went into per cylinder would match the requirements best. A
commercial service in 1985. By 2010, the B-series had preliminary design study was carried out to determine
gone through several development stages, including the size and other specifications, estimate the costs as
introduction of gas variants for powergen as well as well as the project feasibility. The outcome was an
marine mechanical drive applications. Considering its, engine with 320 mm bore and 360 mm stroke,
then, 25 years technical life span and future operating at 720 or 750 rpm with a mean effective
challenges in the different markets and applications, pressure of 18 to 20 bar and for use in direct
an innovation process was started for further upgrades propulsion and auxiliary genset applications. The first
and improvements. The innovation process spawned a design work was commenced in the early 1980s and
concept leading to the first clean sheet engine platform was followed by some major revisions around 1982, at
from Bergen Engines in a decade. the same time the then BMV Maskin AS was
approached by other engine OEMs to build their
engines under license. This offer was rejected and the
Increasing the power output per cylinder as well as the
first engines were delivered in autumn 1986, one
power flexibility whilst reducing fuel consumption,
BRM9 9 cylinder engine to a fishing vessel and four 6
emissions and life-cycle costs were obvious targets. A
cylinder engines to an offshore supply boat. However,
significant amount of time was spent initially, but also
the B32:36 engines were introduced into the market at
throughout the project, to incorporate technical
a time where the shipping industry and with it the
solutions based on feedback and recommendations
engine market were at their lowest level. Nevertheless,
from owners, operators, service technicians and
the initial “short-stroke” B engine succeeded and
mechanics. This includes enhanced equipment health
established itself especially as propulsion engine for
monitoring and surveillance systems enabling not only
trawlers, bigger supply ships and smaller merchant
condition-based maintenance and spare part sourcing,
vessels. There were also deliveries of BRG generator
but also a minimization of failures and downtime by
engines as auxiliary engines to bigger cruise ships and
continuous data acquisition and evaluation. The main
in the early 1990s also as diesel-electric propulsion
focus, however, was given to the engine architecture -
engines for a number of seismic vessels. A few HFO
the block, cylinder heads, liner and the connecting rod
fuelled engines were also sold for stationary CHP
as the engine’s performance is heavily dependent on
applications. The BR engines gained distinction as
the successful integration of the power pack elements.
robust, high power output engines having the highest
In doing so, a sustainable power output of 600 kW per
bmep in its class at that time (see also Figure 1) as
cylinder could be achieved for both in-line and V-,
they were the first ones to be equipped with ABBs new
diesel and gas engines at 750 and 720 rpm.
“4P” turbocharger series for extra high pressure ratios.
Over the following years the bmeps kept constant and
The active use of modern engineering tools and front
dropped under the average values (fore)seen by ABB
loading methods allowed for global optimization of the
[1], however, the pressure ratios stayed above the
whole engine structure providing improved material
common level due to high power density design
utilization in the block and crankshaft as well as add-
resulting in high efficiency low-emission engines.
on modules and auxiliaries. The block stiffness was
significantly increased resulting in a reduction of the
vibration and noise levels. At the same time, the
service footprint was actually reduced. Another
important feature incorporated is the common basic
structure shared between all fuel types so that a
rebuild from diesel to natural gas or dual fuel can be
pressure ratio
bmep in bar

carried out by switching power packs and adapting the

fuel system.

This paper introduces the new B33:45 diesel engine

series by presenting selected technical and
performance data and comparing the design process
and choices made to its predecessors and their
respective requirements and challenges. 1980 1985 1990 1995 2000 2005 2010 2015
Year
bmep (ABB SMM 2008) bmep (Bergen B engines)
HISTORICAL NOTES B3X4Y pressure ratio (ABB SMM 2008) pressure ratio (Bergen B engines)
The first plans for a 320 mm bore medium speed Figure 1: Historical development bmep and πr [1]
engine dated back to as far as the early 1970s,
however, it was not before at the end of that decade Over its lifespan of 23 years, a total of 365 BRM
that bigger, HFO fuelled 4-stroke medium speed engines were produced in Bergen. Around 1992, the

CIMAC Congress 2016, Helsinki Paper No. 307 Page 3

power output of this B series was raised for a last time were concluded and several other components
by improved fuel injection, turbocharger and piston available as 3D models. At the same time, a
technologies. manufacturing launch plan was drawn up including
plans for both machining and assembly of the first
engine, a 6 cylinder propulsion engine. In August
2013, the start signal for the assembly of the prototype
The requirement for higher outputs seen in the middle
was given and the engine was officially and
of the 1990s resulted in first an evaluation and then the
successfully started up by Dr. Dohle on December the
conclusion that increasing the cylinder displacement th
10 2013. The launch of the new B3345 engine series
instead of the bmep would be accompanied by less
was officially held at the Rolls-Royce Marine booth at
risks and also be, technically speaking, more forward- th
the SMM in Hamburg on September the 9 2014. The
looking. This initial idea of “simply” increasing the
first order for a B3345 engine is a 9 cylinder propulsion
stroke (and the bmep moderately) of the existing
engine for a Rolls-Royce design (NCV370) fishing
engine became a gradually more extensive project
vessel (Prestfjord Havfiske AS). In addition, a 6
including a new enclosed front ned module, integrated
cylinder engine will be installed on a trawler and six 9
oil filter and charge air cooler, new fuel injection
cylinder engines on the World’s first seabed mining
equipment, a switch from water cooled VTR to oil
vessel. Figure 2 shows and summarizes both the
cooled TPL turbochargers, new electronic equipment,
design considerations behind all Bergen (B) type
upgraded cylinder heads, and a new pump front.
engines as well as the technological development
Already back then, the focus was set on the packaging
throughout the last three decades.
of components and equipment to simplify both
shipboard and test bed installations. The transition
from a 360 to a 400 mm stroke was done in the same
engine block by decreasing the connecting rod length
and the compression height of the piston as well as
reducing the compression clearance. A 6 cylinder
prototype engine, #9160, was built in the summer of
1998 and replaced the old BR type engine on the
development test bed, which was converted to a
B32:36 natural gas engine and sent to Marintek’s
laboratories in Trondheim, Norway, where it was used
for testing both spark and micro-pilot ignited lean burn
gas operation. Engine #9160 was equipped with all
major long-stroke components, but was otherwise
quite different from the later B32:40 engines making it
possible to be used for special technology testing like
e.g. VTG, HumiNOx and CR fuel injection. The first
actual B32:40 inline engine, #15000, was started up on
a test bed in January 2001 and after some testing
delivered to the shipyard (Eidsvisk Skipsbyggeri AS) to
be installed on the purse seiner Rav. The B32:40
engines were tested and certified in compliance with Figure 2: B3X4Y technological “DNA”
requirements of MARPOL Annex VI right from the
start. In total and by the end of 2014, almost 500
B32:40 engines were been sold (approximately 2/3 REQUIREMENT CAPTURE
inline and 1/3 V type).
Historically grown, both from a commercial as well as
operational point of view, the marine and especially the
offshore market has been of great importance for
After years with several upgrades and improvements Bergen. Therefore, the requirement analysis part will
and given the fact that the basic design of the B32:40 focus on this segment whilst the entire project received
engines dates back to the 1980s, the conclusion was input from all business units. The offshore market
drawn that it has reached the end of both the technical especially from the late 1980s / early 1990s can be
and commercial life. Thus in 2010, based on the inputs described simply by the slightly modified term “need
and experiences as well as the upcoming regulatory for deep” as the number of so-called “large
changes and the competitive situation, Bergen discoveries” has outrun the findings onshore. The
Engines took a big step forward and the design project transition from shallow to deep and ultra-deep oil and
for the first completely new engine platform in over a gas (not to forget minerals and similar yet not to that
decade was started, the B33:45. The kick-off meeting extend wind power) exploration and production
was held in April 2011 and already in the summer of resulted in new challenges like the operation in much
2012, the design of the components with the longest harsher environments [2, 3]. In addition, there still are
lead times, especially engine block and crankshaft, trends towards more specialised vessels with more

CIMAC Congress 2016, Helsinki Paper No. 307 Page 4

flexible propulsion systems. But in the end it is costs or DESIGN
freight/day rates which determine whether a contract is Like already mentioned in the historical notes, one
won or lost. In most cases the determinants are a “trademark” of the B3X4Y engines was and still is the
combination of variables like vessel- and contract- good turbo-matching and high bmep levels. Figure 4
specific parameters at the fixture date and therefore shows, however, that apart from the first B32:36 in the
can change very fast. Apart from universal or given 1980s, the general design philosophy is to ensure a
constants like the oil price or the operating region, very low engine stress level while still providing high
vessel characteristics like the size and deck area, age, cylinder power outputs and fuel efficiency.
quality (e.g. DP class 2 ability) and power have
increased and gained more importance during the last
decades. An overview over typical vessel types as well
as their power demand per engine and how this
matches with the three Bergen B types is shown in

Power per unit piston area in W/mm2

Figure 3. It can be seen that the B32:36 (orange dotted
line) could only cover a very limited portion of this

PFP in bar
market, while the B32:40 (green dashed line) inline
and V type engines could already be used in a wide
variety of applications. With the new B33:45 engine
(the lower power range is covered by either the Bergen
C type medium speed or MTU high speed engines)
does not only consider future developments in but also
allows for alternative power solutions based on 1980 1985 1990 1995 2000 2005 2010 2015

additional cylinder configurations. Year

Bergen B engines lower limit 4-stroke Bergen B engines upper limit 4-stroke

Figure 4: Historical development PFP and Ppa [4]

Offshore vessel market

9000

8000 Due to the inclusion of all operational areas like

Power demand per engine in kW

7000
purchasing, operations, application engineering,
6000
assembly or service in the development project of the
B33:45 engine, a cost-effective, installation- and
5000
service-friendly design could be ensured besides
4000
achieving the power, efficiency and emission targets.
3000
Thereby, one thing was obvious right from the start, in
2000
order to offer and ensure shorter delivery times, lower
1000 production costs and a higher production capacity, a
0 modularized design approach and multifunctional
Drillship Semi Semi Fishing Subsea Seismic AHTS > AHTS > AHTS < PSV PSV el. B3X4Y
Sub Sub Constr. 120t 120t 120t conv. component were the key factors. Several module
Figure 3 Typical power demand for offshore vessels builds were tested and verified on the prototype
engine. A special focus was put on the components
finished in-house like the engine block or parts of the
power pack.
The basic design and performance criteria for the two
previous generations of Bergen B engines like a. o.
polar blow-off for arctic capability were still valid for the
new B33:45 platform, the overall picture, however, ENGINE BLOCK AND BASIC STRUCTURE
emerged to be much more demanding, ambitious and One main feature of the engine block is the
forward-looking. Some of the most important basic standardised design with a common casting for both
points were and still are the reduction in costs per kW, liquid and gas fuelled engines allowing for a diesel to
machining ~, assembly ~and maintenance time. While gas (SI or DF) conversion at a later stage. The cooling
raising the power output by 20%, the length and weight water, lube oil and air receiver channels are now also
of the engine should not increase by more than 5% all fully integrated (cast-in) in the new design reducing
compared to the B32:40. In addition, design solutions the amount of external piping and increasing the
should already be incorporated that allow for additional robustness. Moreover, the number of bolts and parts
cylinder configurations and technology upgrades like are reduced compared to the previous B engine
e.g. equipment health monitoring, common rail fuel generations while the block stiffness has been
injection and 2-stage turbocharging. Thus, a if not the increased by 40% compared to the B32:40 engine
crucial point from both a technical and cost point of without increasing the cylinder distance for the inline
view was the focus on multifunctional component versions. Much attention was given to a cost-efficient
design and overall system safety. and installation-friendly block design with respect to
the assembly of such components as camshaft, lube

CIMAC Congress 2016, Helsinki Paper No. 307 Page 5

oil sump, power pack or the mounting system. The Power Pack
latter one utilizes standard brackets for both rigid and The power pack comprises the cylinder head as well
flexible mounting, and includes the new horizontal as the piston and conrod assembly and represents an
design or allows for an optional super resilient V integral part in the reduction of both first and operating
version and is compliant with all class requirement at costs and increasing the production output. Moreover,
nominal load and speed (rigid mounting 15 mm /s, maintenance is simplified with newer, lighter hydraulic
resilient mounting 25 mm /s). To simplify the tools. However, none of the modifications came at the
installation process for shipyards, the complexity of the expense of component/system safety or quality of the
support foundation was reduced and the need for combustion process. SOLAS compliance is
welding eliminated. A schematic depiction of the guaranteed by a water cooled and air insulated
engine block with the major components (1 block, 2 exhaust manifold, a low cooling water collar ensures
crankshaft, 3 camshaft, 4 power pack, 5 front end an optimum water distribution and maximum strength
module, 6 equipment module, 7 exhaust module, 8 of the cylinder liner. The resistance in the entire air
turbocharger and 9 oil sump) is shown in Figure 5. inlet is minimized and designed to enhance the air flow
and achieve the best possible combustion efficiency.
Finally, the cylinder head design and layout is
prepared for future upgrades of the fuel injection
equipment for common rail injection.
8 7

4 Crankshaft
The design focus was set on balancing and strength of
the crankshaft allowing for standardization of the
5 torsional dampers, tuning masses, counter weights,
1 flywheel and “ignition sequences” for both propulsion
and genset applications. Another important feature is
6 3 the potential of full front end power take-off for all
engine versions up to the V16 and the same power
2
output (600 kW/cyl.) for inline and V versions as well
as for 50 and 60 Hz use. Additional features are a
robust bearing technology, compact design, reduced
9 vibration levels and increased service intervals.

Figure 5: Engine block with modules FUEL INJECTION

The fuel injection equipment was designed for
operating with both distillate and residual bunker fuel
oils and the robust high pressure injection system
Front end module enables long nozzle life times for both use of MDO and
The front end module is split in a lower and an upper HFO. Moreover, dedicated nozzle types are available
part which can be assembled separately and in for high or low load operation and with respect to low
advance before fitted to the engine block. Special load smokeless operation. Both the cylinder head and
attention was paid to the accessibility of internal bolting gear train are dimensioned and adapted for the use of
which is guaranteed even in assembled / connected conventional PLN and future upgrades to CR systems.
condition. In addition, the external lube oil and fuel A schematic layout of the fuel system module in its
filters as well as the charge air cooler are placed in a assembled state is shown in Figure 6.
space-efficient and service-friendly way. The
complexity of the CAC housing was reduced
significantly and with it the need for extra service
space in front of engine eliminated. The overall layout
was optimised to reduce the height of the engine in
order to fit also into tight engine room designs. The
cold side of the CAC is fixed while the hot side can
expand freely to minimize the impact of thermal
expansion. The number of parts, costs and complexity
of the piping was reduced by standardizing the
interfaces and removing the HT bypass.

Figure 6: Design layout of the fuel injection equipment

CIMAC Congress 2016, Helsinki Paper No. 307 Page 6

Safety and technical simplicity were the main design Although a lot of design choices mentioned focus on
targets behind the modularised low pressure pipes saving time and costs, the actual operation of the
between the fuel injection pumps, internal bore holes component and the variable valve opening capability
in the cylinder heads with transfer blocks for reduced was by no means impaired as transient load response
external piping and increased robustness. Depending and low load operation was improved as well.
on the situation and preferences, the fuel injection
pump as well as the pump drive allow for mounting
either in one unit or individual parts. Potential leakages
A lot of the presented design features of the new
from the connection points related to the injection
B33:45 engines are aiming at an improved value for
valve, pump or inner piping will be detected by a
money for the user (be that the ship designer, shipyard
pressostatic valve and result in an alarm signal. Some
or operator). Figure 8 illustrates the respective per cent
additional safety features are the prevention of engine
decrease (counter-clockwise) or increase (clockwise)
room fires by the use of double piping on the high
of the cylinder output, PWR, PFR and footprint
pressure fuel lines, the implementation of pulsation
including the maintenance space (from the centre
dampers to reduce risk of fuel oil leakage and in
outwards) based on the first B32:36 engine in form of a
combination with the other measures eliminate fuel
modified pie chart.
contamination into lube oil system. The main benefits
of this traditional PLN design are an emergency stop
function built in the pump, an integrated lube oil supply
to the pump drive, the elimination of fuel oil leakages 0%
by a cofferdam system and simplified service
operations through “one-lift design” and easy SOD
adjustment.

25%
VALVE TRAIN SYSTEM
Several different camshaft designs were evaluated
based on factors like operating modes, weight, costs,
machining time, service-friendliness, vibration level
and regulatory requirements resulting in the design
illustrated in Figure 7.
50%

B32:40 B33:45

Figure 8: Historical development design criteria

Looking at the mere increase in power per cylinder,

both the B32:40 and the B33:45 meant a big step
forward compared to their predecessor(s). Setting the
power increase in relation to the resulting changes in
size and weight, the technology leap in the design of
the B33:45 becomes apparent. Even though the
physical dimensions of the new B engine have been
increased, especially in comparison to the B32:36, the
Figure 7 Camshaft design effective space requirement including the service
space has actually been decreased.

The complete camshaft module is composed of

individual, case-hardened segment per cylinder and PERFORMANCE
designed for vertical assembly in the factory or piece-
by-piece in case of in-use space restrictions like on A lot has been said about the simplifications and
board maintenance. The bolting was also kept to a improvements in the design of the new B33:45 engine,
minimum to reduce the total number of parts and with however, none of the changes were at the expense of
it the assembly and service time even further. The either engine performance or emission compliance. As
design with a single bearing disc design between the a matter of fact, Figure 9 shows the development of
cam segments allows for an easy disassembly of the fuel injection strategy (SOD) and the specific fuel
individual shafts in case this should be necessary. consumption for the different B engine types with
Other features are flange couplings on both cam - and respect to the valid IMO NOx Tier at that time. The
VVT-shaft, a bolted shaft for rocker arms, a single change from the B32 short- to long-stroke engines was
spring design as well as a bottom mounted rotator. accompanied by a significant decrease of fuel

CIMAC Congress 2016, Helsinki Paper No. 307 Page 7

consumption, even though the start of delivery and For illustration purposes the NOx-soot and NOx-SFC
centre of combustion were moved to a trade-offs are indicated by double arrows at medium to
thermodynamically less favourable positions. With low load operation as well as a smoke visibility limit
upcoming stricter emission tiers, the injection timing reference. All test series are compliant with IMO’s Tier
was retarded even more resulting in a higher SFC at 2 NOx requirements, however, it can be seen that
Tier 2 compared to the Tier 1 level. In the design visible smoke or considerable fuel penalties at lower
process and later on also testing, a great amount of loads can result from a poorly matching of the injection
time was dedicated to optimizing the air inlet system system with the turbocharger and VVT strategy.
as well as the interaction between fuel injection, piston
and charge motion, reducing the detrimental influences
on the combustion process. This in combination with
Regarding air inlet variability and strategies, these
extensive testing in order to find the best turbocharger
have played a crucial role in making the engine
configuration for each cylinder type and application
capable of meeting transient performance
resulted in a “SFC leap” of the B33:45 with margins
requirements for marine applications, i.e. 3 step load
still being available for further improvements (Tier 2+).
acceptance as standard and 2 step as an option. In
comparison to the B32:40 engines, the maximum load
increase rate could be raised by one percentage point
to 5,5%/s. Figure 11 shows actual measurement data
for both load acceptance tests including some typical
classification society limits (dashed red lines).
SOD

SFC

65
Frequency [Hz]

61

Tier 1 Tier 1 CD Tier 2 Tier 2 Tier 2+

57
Pre-inj. Angle sfc

Figure 9: SFC vs. IMO NOx Tiers

53
-5 0 5 10 15 20
Time [s]
Some selected test data, showing the specific fuel
0-33% 33-66% 66-100% 50-100%
consumption (top ~) and smoke emissions (bottom
series) against the engine load for a typical marine Figure 11: 2- and 3-step load acceptance
application are presented in Figure 10.

In both cases the recovery period is below five

seconds, and in case of the 3-step on-loading even
shorter. This is of great importance as mentioned in
Sfc – NOx trade-off

the requirement capture chapter, the offshore market

is moving into deeper waters and harsher
environments where fast response and quick load
changes during manoeuvring are crucial. The good
and fast load acceptance from 50% to full load is also
very beneficial for applications in which the engine(s)
Soot – NOx trade-off

must cope with sudden high load steps like e.g.

declutchable propellers.
Visibility limit

25% 50% 75% 100%

SUMMARY
Engine load This paper gives a brief insight in the design and
development of the Bergen B type engines in the past
Figure 10: SFC & smoke vs. engine load
three decades. The main focus is put on the latest
addition to the medium speed engine portfolio, the
B33:45, and how the changes in the offshore,

CIMAC Congress 2016, Helsinki Paper No. 307 Page 8

 merchant and land market have influenced the SOD: Start of delivery
requirements for and design of the B type engines.
SFC: Specific fuel oil consumption
The B33:45 profited not only from the wide experience
of its predecessors, but also from a different design TDC: Top dead center
approach by deeply involving all departments and
business units in the process. The result is an engine VTG: Variable turbine geometry
with an outstanding performance characteristics and
minimized life-cycle costs, which can be produced in a πr: pressure ratio
cost-effective way in a high wage country. In addition,
the modularized design with multifunctional ACKNOWLEDGMENTS
components ensures a high degree of installation- and
service-friendliness as well as the possibility for future The Authors would like to thank Rolls-Royce Power
technology upgrades like common rail fuel injection or Systems for the permission to write and publish this
gas fuelled operation (DF or SI). paper, and in particular all colleagues in Bergen
Engines not mentioned in the list of authors, but who
still contributed significantly to the work.
DEFINITIONS, ACRONYMS, ABBREVIATIONS
AHTS: Anchor handling tug supply vessel REFERENCES AND BIBLIOGRAPHY
Bmep: Break mean effective pressure [1] ARNET D. "Influence of turbocharging on fuel
consumption and emissions” CIMAC Circle SMM
Hamburg, 2008.
BRM: B inline-type propulsion engine
[2] SCOTTISH ENTERPRISE “Spends & Trends
CAC: Charge air cooler
2008-2017 - Key Global Oil and Gas Markets”, 2013.
CR: Common rail
[3] U.S. ENERGY INFORMATION
ADMINISTRATION EIA “Gulf of Mexico Proved
DF: Dual fuel
Reserves and Production by Water Depth”, 2009.
DP: Dynamic positioning
[4] MOLLENHAUER K., and TSCHOEKE H.
"Handbook of Diesel Engines" Springer-Verlag Berlin
HT: High temperature
Heidelberg, 2010.
LT: Low temperature
CONTACT
OEM: Original equipment manufacturer
Dr.-Ing. Peter Koch*
Senior Technologist
PFP: Peak firing pressure
E-mail: peter.koch@rolls-royce.com
PFR: Power-to-Footprint ratio
Thor Humerfelt*
Chief Engineer R&D
PLN: Pump line nozzle
E-mail: thor.humerfelt@rolls-royce.com
Ppa: Power per unit piston area
Leif-Arne Skarbø*
Chief Engineer Technology & Product Safety
PSV: Platform supply vessel E-mail: leif-arne.skarbo@rolls-royce.com
PWR: Power-to-Weight ratio *Rolls-Royce Power Systems
Bergen Engines AS
RPM: Revolutions per minute P.O. Box 329, 5804 Bergen, Norway
RRPS: Rolls-Royce Power Systems

SI: Spark ignited

CIMAC Congress 2016, Helsinki Paper No. 307 Page 9

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