Page 41: of Maritime Reporter Magazine (July 1997)

(Continued from page 36) horizontal (hydraulically tight- ened) bolts of generous dimensions.

Strong ribs lead from the six cylin- der head bolts right down to the main bearing bolts to give a straight and uninterrupted force flow, and thus enable the very high firing pressures this engine is designed for (200+ bar). The crankshaft is a single piece forging of very high-grade steel; it is ground and polished and has a counterweight on each web. The main bearing diameter is increased compared with the BR but the crank pin diameter is the same. At the aft end is the camshaft drive via a split gear wheel, and at the forward end provision is made for fitting a torsional vibration damper, the elastically mounted gear wheel for auxiliary drives, as well the provision of a 50 percent power take-off.

The BV's single-piece engine structure enables the integration of several functions into the block and gives increased strength and stiffness.

For the larger BV-16 and BV-18, additional solutions — including all new exhaust and turbocharger systems — are under development.

For additional information on the new

Ulstein Bergen engine

Circle 175 on Reader Service Card

MAN B&W Introduces New

Medium-Speed Design (see story en page 102 of this edition)

First Order For

Ulstein Bergen

BV Engine

The first pair of BV series engines will be installed in a 262.4-ft. (80-m) anchor-han- dling tug supply (AHTS) ves- sel to be built for Simon

M0kster Shipping of

Stavanger, Norway.

They will be 12-cylinder units, type BVM12, each developing 5,294 kW (7,205 hp) at 750 rpm.

The vessel itself will be a variation of the UT722 design from Ulstein, and will be con- structed by Helles0y

Skipsbyggeri AS for delivery in May 1998. It is the third

UT722 to be ordered by

Simon M0kster Shipping and will be about 16 ft. (5 m) longer than the first two ves- sels, with greater deck area and tank capacity.

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