a look inside cimac cfiles.asme.org/divisions/ice/22303.pdf1951-2001.” d igging out the history of...

May 21–24, 2007 | Vienna — Austria

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CIMAC, the International Council on CombustionEngines, is a worldwide organization in the field of largecombustion engines, gas engines and gas turbines.CIMAC offers its members — national member organi-

zations as well as corporate members (direct company members)— a variety of services, including lively working groups investigat-ing special topics, a technical paper database with more than 2000highly professional papers and yearly CIMAC events. CIMACevents, which are managed by the members of the national orga-nizations or by the CIMAC Central Secretariat, take the form ofpanel discussions of topics relevant to the engine industry and,every three years, a CIMAC Congress at which over 180 techni-cal papers are presented to 600 to 800 participants. 2007 is aCongress year and preparations are presently under way for the25th CIMAC Congress, which will be held in May in Vienna.

We would be pleased to welcome you at the CIMAC Congress.

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CIMAC is a worldwide organi-zation in the field of largecombustion engines, gas en-gines and gas turbines. Since

its foundation in 1951 in Paris, CIMACis dedicated to promote the exchange ofscientific and technical information, toimprove understanding between enginemanufacturers and users and betweenmanufacturers and suppliers, and to issuepublications in the form of recommen-dations and position papers via its vari-ous Working Groups.

Presently CIMAC has 10 activeWorking Groups dealing with specifictopics ranging from exhaust emissionscontrol, fuels and marine lubricants,engine specification, classification andusers’ aspects to turbocharger efficien-cy, crankshaft rules, electronics andsoftware systems, auxiliary systemsdesign, engine room safety and classifi-cation. The CIMAC Working Groupchairmen warmly welcome interested

companies to join CIMAC and be-come engaged in the work of theCIMAC Working Groups.

CIMAC has about 380 membersworldwide. Most are organized in Na-tional Member Associations (NMAs)or National Member Groups (NMGs),but we also have 19 Corporate Mem-bers in countries where no nationalCIMAC organization exists.

To its members CIMAC offers avariety of services, e. g., free access tothe CIMAC Technical Paper Databasecomprising nearly 2000 high-qualityCongress papers and CIMAC recom-mendations in a fully searchable data-base. Visit our website www.cimac.comto learn more about us.

Every two to three years a CIMACCongress is organized by one of theCIMAC National Member Associa-tions. After the last CIMAC Congressin Kyoto in 2004 we are now busypreparing the forthcoming 25th CIMACCongress in Vienna, Austria, takingplace from May 21–24, 2007.

Widely recognized as the most tech-nically acclaimed event in the field ofMarine, Power and Rail applications,the CIMAC Congress 2007 is focusingon all aspects of energy conversion andengine operation, including productresearch and development, perform-ance improvement and sustainabilityissues. The technical areas covered arecategorized in 14 CIMAC sessions ondiesel engines, gas engines and gas tur-bines. The technical program will offerhigh-quality technical papers in alto-gether 44 (sub-) sessions, as well as pre-sentations in three poster sessions.

I would be pleased to welcome you atthe CIMAC Congress in Vienna inMay.

President’s MessageWhat’sInside

President’s Message ......................3

CIMAC’s History ..............................4

Vienna, 2007 ....................................6

Working Groups ............................10

CIMAC Central Secretariatc/o VDMA e. V.

Lyoner Strasse 18

60528 Frankfurt Germany

Tel: ++49 69 6603-1567

Fax: ++49 69 6603-1566

E-mail: [email protected]

Web: www.cimac.com

Publication Headquarters20855 Watertown Road

Waukesha, WI 53186-1873, U.S.A.

Tel: +1-262-754-4100

Fax: +1-262-754-4175

Publisher & Editor: Mark McNeely

E-mail: [email protected]

Web: www.dieselgasturbine.com

Matti Kleimola

President of CIMAC

Diesel & Gas Turbine Worldwide Special Report March 2007 3

CimacInsert.qxp 2/19/07 2:12 PM Page 2

4 March 2007 Diesel & Gas Turbine Worldwide Special Report

Editor’s Note: More detailed informa-tion on CIMAC’s origin and history isavailable in the organization’s publicationtitled, “The First Fifty Years: CIMAC1951-2001.”

Digging out the history ofCIMAC — beginningwith the initial idea anddetailing events that most

of today’s participants will probably beunaware of — is a task worthy of recog-nition. So far no one has been assignedthe job of compiling a complete record,because a true recollection of the aston-ishing vitality of such events cannot bedrawn from the papers, only from per-sonal involvement.” So wrote SiegfriedMeurer, one of the pioneers of dieselcombustion in his introduction to thefirst “History of CIMAC” in 1972.

How It BeganWWII was over. The world’s nations

were busy putting their houses in orderand repairing the damage left in itswake. Energy was in great demand, andthe internal combustion engine wasseen as being instrumental in meetingit. The technology, while 50 years old,was still young.

During the war years, economics hadbeen sidelined by the urgent need todevelop and produce. Little was knownof neighboring countries’ efforts, whatthey were doing and why. Now, withthe mountains of problems unresolved,it was time to cooperate, compareexperience, discuss problems and shareinsights into the future of the industry.

Milestone CongressesParis 1951: The first congress in the

history of CIMAC was organized by “Le

Syndicat des Constructeurs de Moteursà Combustion Interne” under its presi-dent Paul J. Tharlet, who subsequentlybecame the first CIMAC president.Eighty-nine papers were accepted bythe technical commission. In all, 505delegates from 15 countries attended anevent that lasted nearly two weeks.

Zurich 1957: It is generally accept-ed that Zurich was where CIMACfinally took shape. With Japan, whichhad joined in 1953, and the UnitedStates, which joined that year,CIMAC could now count 13 memberstates. Zurich was the first congress togive gas turbines their own sessions,during which eight papers were pre-sented. The proceedings record thenever-ending competition between gasturbines and reciprocating engines interms of their reliability, fuel economy,installation and maintenance costs.

Paris 1983: Back to CIMAC’s rootsof 1951. The first CIMAC Exhibition.How environmental factors affect designand development; synthetic fuels for gasturbines. The gala dinner in Versailles.First CIMAC Gold Medals are awarded.

The 1990s Bring ChangeSeveral important changes to the

CIMAC organization came about inthe 1990s and continue to this day.Among these changes was the forma-tion of “National Member Associa-tions” (NMA). These were believed tobe able to attract a much wider groupof interested parties, including scientif-ic institutions, than the “NationalManufacturers Associations” of before.

Giving the Working Groups moreweight and influence. Encouragingthem to present their work in dedicat-ed sessions at the congresses.

Empowering the Board by giving ittasks of a clearly executive character.Establishing the system of vice presi-dents, each responsible for a specific task.

Opening the organization up to theUser. This has taken CIMAC more than40 years, during which time it was oftenlamented that users were absent. As PaulTharlet commented in 1951, “We felt onour Permanent Committee that the userwas inadequately represented.”

Relations with the trade press weregreatly intensified, gaining space in sev-eral journals on a regular basis by workingmore closely with the editors. WorkingGroup Reports and general informationon CIMAC and its activities are nowregularly disseminated to the public.

SponsorshipsToday, CIMAC as a not-for-profit

association could not survive withoutsponsors. Contributions from theNMAs cover only some of the costs ofthe slim Central Secretariat.

The risk involved in financing aCIMAC Congress is borne by the host-ing NMA, which is aware as soon asplanning begins that the costs incurredby the congress cannot and will not becovered by the fees paid by the dele-gates. In consequence, it has become atradition for members to supportCIMAC by making a significant con-tribution to the organization and run-ning of the congress.

The Working GroupsIt is difficult today to determine just

when the first Working Groups (WGs)were established, but it must have beenjust before or at the time of the ZurichCongress. The first publication tocome from a Working Group was the

“

CIMAC’s History



“Recommendations for Diesel EngineAcceptance Tests” in 1961.

It has long been a characteristic ofCIMAC Congresses to report on anddiscuss new developments, work inprogress and future development needs.Working Groups have been imple-mented with the aim of promoting sci-entific work, undertaken by experts, onspecific topics in the time between con-gresses. As time has passed, a treasuretrove of expertise has been accumulat-ed by the WGs — expertise whichoften has resulted in the publication ofCIMAC Recommendations.

It is a fact, too, that on behalf ofCIMAC, the Working Groups havesucceeded in developing a user lan-guage that, for the most part, has beenaccepted worldwide.

The CIMAC CirclesIn order to keep CIMAC in the pub-

lic eye in the years between congresses,the CIMAC Executive Board institut-ed the CIMAC Circle. It was intended

to hold one such event in each inter-vening year, but the CIMAC Circlesoon gathered a momentum all its own.Since 1996, which the first one washeld in Hamburg, five CIMAC Circleshave taken place. In addition, localCIMAC Circles and CIMAC Sessionshave been held around the world.Many participants attend and the tradepress is always well represented.

A regular feature of the SMM,Shipbuilding, Machinery & MarineTechnology trade fair held every twoyears in Hamburg, CIMAC Circleshave attracted growing interest witheach new event. This past year was noexception. The CIMAC Circle held atSMM 2006 on Thursday, 28th Sep-tember, set a new attendance record forthis popular biennial event. More than300 visitors to SMM 2006 crowded intothe Kopenhagen room on the exhibi-tion site to hear and take part in a livelyCIMAC discussion on “Next genera-tion marine diesel engines — Visionsfor the next decade.”

OutlookTo keep abreast of the times, CIMAC

will have to keep on adapting. The web-site is only the first step; members mustalso be able to view the proceedings onCD-ROMs and on the Internet.CIMAC also has to attract youngertechnologists. Students and post gradu-ates must be integrated into CIMAClife. Pushing the Working Groups andfurthering dialogues with users will helpto ensure that CIMAC retains its statusas: The World’s Scientific Society forDiesel and Gas Turbine Propulsion,Power Generation and Traction.

Today CIMAC is in the informationbusiness because technology is movingfaster than ever. To stand still in theengine business and to continue to pro-vide the same product is to die a not tooslow death. Continual reassessment ofproducts and firm decision-taking arenecessary for success. Information isrequired to help us do this. CIMAC isable to provide more of that independentinformation. This is our strength.

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CIMAC and the AustrianNational CIMAC Com-mittee are delighted to in-vite you to the 25th CIMAC

World Congress to be held in Vienna21st–24th May 2007. The Congress isbeing held at the Vienna Hofburg, oneof the most beautiful historical con-gress venues in the world. CIMAC hasalso chosen Austria for its SilverJubilee event, which will be celebratedat the end of the Congress.

The Congress is devoted to the pre-sentation of papers in the fields ofmarine, power generation and locomo-tive engine engineering, coveringstate-of-the-art technologies as well asthe application of such engines. More-over, the event provides the uniqueopportunity to meet colleagues andcustomers from the industry aroundthe world.

Vienna promises to stand out as oneof the most successful CIMAC confer-ences. More than 270 papers havebeen submitted. This new record ininterest guarantees the selection ofpapers of only the highest quality andthe prospect of it, therefore, being anexceptionally profitable meeting.

Three panel discussions with out-standing keynote speakers will providea stimulating forum for the exchange of

ideas and an informed review of devel-opments to be expected in the future.

An informative and comprehensiveexhibition with integrated poster ses-sions will complement the Congresspresentations. It will offer not only anoverview of the latest product devel-opments, but also create a discussionplatform for exhibitors and Congressparticipants.

Social events enabling you and youraccompanying partner to experienceAustrian culture and gain memorableimpressions of Vienna will round offyour stay in this beautiful city.

Technical ProgramThe Technical Program of the 25th

CIMAC Congress will deal with dieselengines, gas engines and gas turbines,their components and systems, cover-ing marine, stationary and rail applica-tions, with a special focus on the role ofengine users. The Technical Programwill be developed in the TechnicalSessions and the Poster Sessions.

The high level Technical Sessionstogether with panels of technicians,top managers and users will enhancethe communication to evaluate theimpacts on the internal combustionengine industry. (See Table of Topics.)

07Vienna

Session 1: Product Development —

Diesel Engines

Session 2: Fundamental Engineering —

Piston Engines (Diesel & Gas)

Session 3: Environment, Fuel &

Combustion — Diesel Engines

Session 4: Tribology — Diesel Engines

Session 5: Component & Maintenance

Technology — Diesel Engines

Session 6: System Integration —

Diesel Engines

Session 7: Product Development —

Gas Engines

Session 8: Component & MaintenanceTechnology — Gas Engines

Session 9: Turbochargers

Session 10: Product Development &

Fundamental Engineering — Gas Turbines

Session 11: Environment, Fuel &

Combustion — Gas Turbines

Session 12: Integrated Systems —

Piston Engines & Gas Turbines

Session 13: Users’ Aspects —

Marine Applications

Session 14: Users’ Aspects — Land-based

Applications (Power Generation,CHP, Oil & Gas, Rail, etc.)

continued on page 8


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Also, on Tuesday, Wednesday andThursday, more than 45 interestingPapers will be presented in the posterarea located in the exhibition area.Opening time is from 10:00 to 16:00.Make use of this opportunity to discussyour topics with the authors directlyand without any time pressure. Theauthors will be awaiting you for expla-nation and discussion in their booths.

ExhibitionTogether with the congress, a tech-

nical exhibition will be held in theHofburg Congress Center on theground floor. The exhibition occupiesabout 700 m2 of floorage. Entrance tothe exhibition is free of charge for alldelegates, and coffee/tea will be servedin the exhibition area during all coffeebreaks. Integrated in the exhibition isthe CIMAC technical poster session.

Please refer to the following web-page to gather further information on the exhibition and registration:www.a ims- inte rnat iona l . com/cimac2007/

Tours & Open HouseA variety of technical visits to

Austrian manufacturers and institu-tions linked with the visit of sights willbe offered to all participants andaccompanying persons on Friday, 25th

May 2007, just after the end of thecongress. Note: For each of the follow-ing tours a minimum number of 50 par-ticipants is required.

Due to the limited number of par-ticipants the registration will be doneon “first come, first served” basis.Tours include: Tour A – TourVienna: Hoerbiger Ventilwerke andSiemens Transportation; Tour B –Tour Graz: AVL List and LEC Graz;and Tour C – Tour St. Florian: MagnaPowertrain and Miba Gleitlager

Also on Friday, 25th May 2007, thefollowing companies offer an OpenHouse and the opportunity for a com-pany visit:• GE Jenbacher GmbH & Co. OHG,

Achenseestrasse 1–3; 6200 Jenbach,Tyrol

• Geislinger GmbH, Hallwanger Lan-desstrasse 3, 5300 Hallwang, Salzburg

• Miba Gleitlager GmbH, Dr. Mitter-bauerstrasse 3–5, 4663 Laakirchen,Upper Austria

• Magna Powertrain EngineeringCenter Steyr, Steyrer Strasse 32,4300 St. Valentin, Upper AustriaThose congress participants who are

willing to use the opportunity of theOpen House, are kindly asked to orga-nize travel to and from the companiesby themselves, but there is no need tomake a reservation.

A varied choice of optional toursand activities for accompanying per-sons have been developed to provide along-lasting impression of Austria. Alltours and activities will be accompa-nied by an English-speaking guide andare based on a minimum number of 20participants. All tours start and end atthe Hofburg Congress Center.

VenueThe Congress will take place at the

Hofburg Congress Center located inVienna’s city center. The address isHofburg Congress Center, Helden-platz, 1014 Vienne

The official language of the Con-gress is English and all presentationsare to be made in English. There is notranslation service, but one of thechairmen at each Congress Session isGerman/Austrian native speaker. Atthe post-Congress tours and accompa-nying persons tour, there are guidesspeaking both English and Germany.

The Congress Proceedings are includ-ed in the Congress registration fee.

Lunch after the Opening Ceremonyon Monday, 21st May is included in alldelegates’ and accompanying persons’fees. Lunches from Tuesday, 22nd Mayto Thursday, 24th May are included inthe delegate registration fee, but not inthe accompany persons’ fee.




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Editor’s Note: Aside from the periodicCIMAC Congresses, which provide theopportunity for a very high level of technicalpresentations, the organization’s “back-bone” is its various Working Groups.Established during CIMAC’s infancy, theCIMAC Working Groups have evolved toaddress the requirements of the large enginecommunity. The Exhaust Emission ControlWorking Group, for example, helps defineand prepare recommendations that can beused by international regulatory agenciesand the engine end users. There are 10active working groups within CIMAC thatcover the major aspects of the engine them-selves, as well as their ultimate application.

The following is a current update ofeach group’s activities and other matters ofrelevance.

Working Group 2 (WG2)Classification Societies – Diesel

Chairman, Kjeld Hansen, MAN Diesel A/S

CIMAC WG2 represents enginebuilders and engine designers worldwide.At present the group has 10 members. Inaddition, representatives of the classifi-cation societies participate in meetingsto synchronize work with their internalactivities through the IACS WorkingParty on Machinery, a group within theInternational Association of Classifica-tion Societies. As a coordinating work-ing group within CIMAC, WG2 is rec-ognized as a negotiating body with con-tact to the IACS Working Party onMachinery.

Designing new class rules and adjust-ment of existing rules to bring them intoline with the state of the art for dieselengines and related systems, the groupcontributes to the development of stan-

dardized IACS Unified Rules and unifiedrequirements for the benefit of themarine industry. Coordinating inputfrom other CIMAC Working Groupswith IACS WP on Machinery. WG2constituents consist of classification soci-eties, engine manufacturers and compa-nies from the marine industry worldwide,engine builders associations, interna-tional and national authoritative bodies,and shipyards.

Group meetings are two to threetimes a year, hosted in turn by the com-panies of the different members. Thereare also one to two meetings per yearbetween IACS WP on Machinery andCIMAC WG2.

Ongoing subjects include: rules fortype approval testing of two-stroke dieselengines; rules for relief valves for dieselengine crankcase and other volumes inengines; overhaul interval of bearings intwo-stroke diesel engines; rules for dualfuel engines; rules for testing the newgeneration of E-engines (camshaftlessengines); and safety provisions at testbeds prior to testing of diesel engines.

Working Group 4 (WG4) Crankshaft Rules

Chairman, Matti Savolainen, Wärtsilä Corporation

WG4 presently has about 20 mem-bers, drawn from engine builders, com-ponent suppliers and classification soci-eties. The group’s aim is to create a set ofrules for the dimensioning of crankshafts,taking into consideration the possibili-ties offered by the much greater compu-tational power now available.

“The first group meeting in 2007 isplanned to be held during the CIMACCongress 2007 in Vienna,” said Matti

Savolainen, chairman of WG4. “Thereare several issues which the group has tofocus on due to recent development inmany areas and, therefore, an update ofthe dimensioning rules to a modernlevel is needed.”

WG4 has prepared a revision of thecurrent UR M53 document, which datesback to 1986. This revision is currentlybeing reviewed by IACS. CIMAC hassubmitted a set of documents to IACSdescribing the reasons for the proposedmodifications.

With the proposal for the modifiedUnified Rule M53 under review, theWorking Group has focused its attentionon a modern approach to defining thedimensions of crankshafts.

The current set of rules takes an ana-lytical approach to determination of thecrankshaft strength and relies on formu-lae for stress concentration factorsderived from experimental results. Thefirst step in the creation of a new set ofrules will be to substitute analytical for-mulae for stress concentration factors(SCF) by FEM analysis. Afterwards,modern, computer-based methods forsimulating crankshaft loading will beintroduced. Other subjects of discussionare the introduction of multi-axialfatigue criteria for judging safety fromfatigue failure, as well as the method ofjudging the effect of surface treatment atthe fillet radii.

“All the above is aiming for higheraccuracy in dimensioning. That wouldlead to lighter, smaller and durablecrankshaft in engines,” Savolainennoted. “Naturally, the need comes fromthe fact that there is always a call for bet-ter overall efficiency in terms of fuel con-sumption and emissions to the air.”

CIMAC WORKINGGROUPS

continued on page 12



GE_Jenbacher_Mar07WW.qxp 2/14/07 9:34 AM Page 1

Working Group 5 (WG5) Exhaust Emission Control

Chairman, Göran Hellén, Wärtsilä Corporation

WG5 has 39 members from 11 coun-tries and its purpose is to discuss — in aninternational, cross-industry forum —the implications arising from exhaustemissions as applied to the marine indus-try and land-based engine power plants,and to contribute suggestions.

The group’s constituents consist ofrepresentatives from the engine builders,research institutes, equipment suppliers,classification societies, shipowners andoil companies. Meetings are held severaltimes a year, being hosted in turn by thedifferent members’ companies.

Ongoing subjects of discussion includea review of marine regulatory develop-ments: CARB, EPA, EU, IMO, RiverRhine, World Bank, etc.

Current considerations of WG5 in-clude the cooperation with WG10“Engine Users,” targeted at a CIMACRecommendation paper: “Classificationof existing marine engines (not regulatedby IMO Marpol 73/78 Annex VI) onexhaust emissions basis.” The activitywas proposed by WG10.

There is also the preparation of aCIMAC Recommendation paper: “Washwater discharge criteria” for marine SOxscrubbers. This activity is currently onhold because the guidelines for “Washwater discharge criteria” are currently sub-ject for discussions within a correspondinggroup established by IMO.

And preparation of an “EmissionAbatement Technology Matrix” is underway, which is a quick reference snapshotof where we are in terms of exhaust emis-sions control technologies (applicability,advantage/disadvantage, pros/cons, per-cent reduction, etc). The first draft wasscheduled to be ready by February 2007,with the final paper ready in mid-2007.

WG5 also maintains relationships withother CIMAC Working Groups in variousways. For example, the overlap in scope ofwork between WG5 and the new WG17Gas Engines has been agreed upon.Regulatory developments of gas engineemissions are to be covered by WG5,while the technical gas engine emission

issues are to be covered by WG17. Closecooperation between the groups has beenestablished on gas engine emission issues.

Finally, there is pending cooperationwith WG10 Engine Users on the classifi-cation of existing ships on an exhaustemissions basis.

Working Group 7 (WG7) Heavy Fuel

Chairman, Kjeld Aabo, MAN Diesel A/S

WG7 consists of many different spe-cialists in this field representing 14 coun-tries in all. The CIMAC HFO WorkingGroup Fuel Recommendation issued bythe CIMAC HFO WG in 1982 was usedas a guide for both the BI (BS-MA 100)and the ISO 8217 standards, both ofwhich were introduced after the firstCIMAC recommendation.

Today, the ISO and CIMAC fuelgroups work closely together to ensureconsistency in the standards and recom-mendations introduced to the marketand to unite the workforce.

CIMAC has the advantage of beingable to mobilize recommendations atshort notice, which makes it highly flex-ible. Past papers, such as “Recommen-dations regarding fuel quality for dieselengines,” are available online and can beupdated whenever needed to adapt tochanges in the market, such as new emis-sion regulations.

The group’s constituents consist ofrepresentatives from oil companies,engine builders, shipowners, classifica-tion societies, fuel cleaning equipmentand research institutions.

Ongoing subjects include the latestedition of the recommendations re-garding fuel requirements for dieselengines — Paper No. 21 (available onthe website). This edition of the FuelRequirements introduces several impor-tant changes, including: reduction of thenumber of residual fuel grades from 13 to10; change of temperature for viscositymeasurement from 100°C to 50°C and,therefore, revision of grade nominations;incorporation of the future lower globallimits for sulfur in emission control areas;reduction of maximum water content to0.5% V/V; revision of minimum viscosi-

ty limit for A 30 fuel grade; prohibition ofthe inclusion of used lubricating oil inmarine fuel, controlled by including thelimits for elements fingerprinting thepresence of used lubricating oil.

The WG7 is also working on a newedition of the Recommendations on theDesign of Heavy Fuel Treatment Plants.The recommendations regarding theDesign of Heavy Fuel Oil TreatmentPlants for Diesel Engines is also undergo-ing some major changes. The main itemsbeing: definition of the fuel treatmentsystem fuel properties; layout of the totaltreatment and system tanks; fuel clean-ing and conditioning system; sludgetreatment system; fuel treatment (addi-tives); and sampling.

Other subjects that WG7 is workingon include low sulfur fuel, combustionproperties and grade rationalizing. WG7maintains relationships with otherCIMAC Working Groups includingWG8 Marine Lubricants and WG10Engine Users.

Working Group 8 (WG8) Marine Lubricants

Chairman, Dr. Holger Gehring, MAN Diesel SE

CIMAC Working Group 8 MarineLubricants is a truly global team, withmembers from Japan, the U.S.A. and allover Europe. Experts from all relevantdisciplines — engine and equipmentmanufacturers, oil and additive suppliers,classification societies and scientificinstitutions — meet twice a year. Mem-bers work to promulgate know-how onmarine lubrication by producing guide-lines and recommendations dedicated tofurthering the industry’s understandingof this important subject. WG8 hasformed several subgroups that meet morefrequently and prepare issues to be dis-cussed and endorsed by the WorkingGroup during its regular meetings.

WG8 concerns itself with reliabilityand availability, because these are ofparamount importance to all users ofinternal combustion engines. Inherentengine design reliability must be comple-mented by an adequate periphery,including the use of appropriate lubri-cants and fuels.




The first proof of WG8’s efficiency wasprovided by CIMAC Recommendations13 and 15, which deal with the lubrica-tion of medium-speed and two-strokelow-speed diesel engines. The recognitionthis received motivates the group to con-tinue its work on further industry issues.

The WG has now undertaken to com-plete several additional documents.Their titles and CIMAC Recommen-dation numbers are as follows: Oil con-sumption of medium-speed dieselengines — Recommendation No. 17;The impact of fuels on lubrication –Recommendation No. 18; The Lubri-cation of large high-speed engines –Recommendation No. 20; Oil degrada-tion – Recommendation No. 22; Gasengine lubrication – RecommendationNo. 19; Treatment of the system oil inmedium speed and crosshead dieselengine installation – RecommendationNo. 24; Impact of low sulphur fuel onlubrication of marine engines.

To ensure maximum effectiveness,WG8 works closely with the CECSpecial Group, Marine and Large En-gines. This group supports the industryby developing and publishing methodsfor testing lubricants and lubrication.

Ongoing subjects identified by WG8include multiple new research topics, ofwhich four are currently being dealt withby the group. These include an update ofMedium-speed engine lubrication guide-lines — Recommendation No. 13; theimpact of emission control measures onlubrication; inflammability of lubricant/fuel vapors in crankcases of marine dieselengines; and a used oil analysis interpre-tation guide.

Working Group 10 (WG10) Engine Users

Chairman, Derek Walford, Teekay Shipping Ltd.

Working Group 10 has 46 membersrepresenting user companies in 16 coun-tries worldwide. The group’s activitiesinclude recording relevant test results ina users’ database and these are, in turn,discussed with representatives from theengine builders, oil companies, equip-ment suppliers, and others at regularintervals, including at CIMAC Con-

gresses and CIMAC Circles. Two orthree meetings are held each year in Asiaor Europe.

The group’s constituents consist ofrepresentatives from the engine build-ers, engine component suppliers andshipowners.

Ongoing subjects identified by WG10include updating and analysis of theCIMACUSE engine database, informa-tion on and discussion of current enginefailures and casualties, discussion sessionswith engine builders and subsuppliers,engine guarantee and rating enginecylinder condition.

Working Group 13 (WG13)Turbocharger Efficiency

Chairman, Dr. Ennio Codan, ABB Turbo Systems

The main purpose of Working Group13 is to find one (or more) definitions ofefficiency that are unambiguous and canbe accepted by all parties involved. Thisdefinition(s) should be applied to allkinds of turbocharged engines, that is,two- and four-stroke, diesel, gaseous orany other fuel.

“Our work in this area is now practi-cally finished; a Recommendation hasbeen written, is currently being reviewedby the group members and will bereleased shortly,” noted Dr. EnnioCodan, chairman of WG13.

The group’s constituents consist ofrepresentatives from the engine buildersand turbocharger manufacturers.

“The problem of developing a tur-bocharger efficiency definition is defi-nitely not a very important issue for thelarge engine industry. Nevertheless theturbocharging system is a core compo-nent of the engine, and its importance issteadily growing,” Codan explained.“Furthermore, the complexity of theproblem is much higher than it appearsat a first glance, and thus merits a de-tailed consideration of the numerous fac-tors of influence.”

The Recommendation should fill agap in the norms that has led in the pastto different definitions created by indi-vidual engine manufacturers. The situa-tion was confusing and in some caseseven misleading, according to Codan. continued on page 14

Further, the Recommendation setsclearly the boundaries of responsibility,and thus points the way toward calculat-ing the efficiencies of the turbochargerand of the turbocharging system. At thesame time the limitations in the determi-nation of those efficiencies on the engineare pointed out. Turbocharger efficiency,measured on a turbocharger test rigunder controlled boundary conditions, ishardly comparable with the value ob-tained from measurements on an enginewith all constraints set by the limitedspace, the mutual interaction betweenengine and turbocharger and the tur-bocharger operation under unsteady flowconditions.

For engineers in the field WG13’swork will provide a set of “rules-of-thumb” that should help them to calcu-late efficiencies easily and with reason-able accuracy using the available mea-surements and tools. For simulation spe-cialists, some additional efficiencies aredefined that cannot be measured on anengine, but can be calculated with thegas exchange simulation programs thatare popular among engine developers.Here, it is important to be able to rely onstandard efficiency definitions in the dif-ferent software products, as these can becompared and provide valuable informa-tion on the turbocharging process.

Working Group 15 (WG15)Electronics & Software Systems

Chairman, Rick Boom, Woodward Governor Netherland B.V.

The objective of the Working Group15 is to cover the reliability and safety of(a) on-engine electronic componentsand (b) engine automation systems (bothon- and off-engine). It is intended tosupervise/ assist the implementation ofthe new technologies by (a) providingRecommendations to OEMs and theirsuppliers; (b) proposing a partnership tothe certification authorities; and (c) facil-itating end customers’ understanding.

The current activities of WG15 have afocus on the large marine engine indus-try, as its members do have strong linksand a high level of expertise in this par-ticular field. A group of key members


shave been identified, who on their turnreviewed new proposals for further activ-ities. One of the activities is to create aCIMAC recommendation for interpre-tation of IACS and SOLAS rules formain single engine applications. Thisissue has been raised by WG2.

“There appears to be a need from theindustry to have guidelines for main sin-gle engine failure modes. The need isconcentrated on a general interpretationof the ‘what if’ scenarios,” said RickBoom, chairman of WG15.

The existing rules, on how a marinepropulsion system has to behave upon afailure, are very clear. The well-known“lock in last position” or index freezerequirement has been laid down in therules for many years. The rules are, how-ever, not covering what to do after a fail-ure has happened. Load changes fromvariable pitch propellers, shaft genera-tors, etc., do have an effect on the engineperformance and can potentially result inover speed trip condition. In general thisis to be avoided at all times.

The guidelines for the “what if” sce-narios will be useful for the marine indus-try. Based on guidelines, discussionsbetween engine manufacturers, classifi-cation societies, ship owners, yards, etc.,can be streamlined and improve propul-sion system availability. As the classifica-tion societies play an important role inthis process, there is a strong relationwith CIMAC WG2, working on classifi-cation issues.

Also, the IACS Machinery Panelstarted to work on electronic governorsfor emergency Generators and IACS hasrequested CIMAC to deliver input tothis topic. Another area of activity isdelivering input to the WG2 on howelectronic fuel injection control systemscan get a system approval from classifica-tion societies. Currently, the control sys-tem hardware is type approved and everysystem has to go through separate systemapproval with classification. The requestfor this is based on the fact that too manysimilar systems have to go through sys-tem approval every time.

“There is a high level of expertise andexperience of the WG members in com-bination with the recognition of a com-mon and shared interest from the large

marine engine industry,” Boom said.“The close cooperation with classifica-tion societies makes it such that WG15activities do support and serve the largeengine industry.”

Working Group 16 (WG16)Auxiliary Systems – Design Chairman, Fred Deichmann,

Columbus Shipmanagement GmbH

Working Group 16 held its first work-ing meeting to introduce the necessarypartners/participants from the relevantindustries. This meeting was held late in2006 in Augsburg, Germany.

Up to now WG16 consists of about 40members from about 20 companies.Participants are users from shipping com-panies, as well as suppliers of marinediesel engines and related auxiliarymachinery/components like pumps,compressors, heat exchangers, purifiers,filters and others.

At the meetings the following taskshave been worked out/defined: formulatethe purpose and scope of the workinggroup; define the scope of auxiliary sys-tems; identify any relationships to otherWGs; and develop a “mind mapping”structure to classify the auxiliary equip-ment by means of main systems, sub sys-tems, modules and components.

In the second step all participantshave been allocated to certain main sys-tems in order to start this mind mappingprocess. The different mind maps willthen be exchanged throughout the groupand the correlation of the output fromthis process will start at the next WG16meeting in May 2007.

Working Group 17 (WG17) Gas Engines

Chairman, Lars Nerheim, Ricardo UK Ltd.

Working Group 17 was established atthe beginning of 2006 with the aim towork within all aspects of gas enginetechnology to discuss important topics ofgeneral interest. In particular, WG17will focus on areas including exhaustemissions, performance definitions,application and safety requirements, andgas quality issues.

The Working Group comprises spe-cialists from the engine manufacturers,research and consulting organizations,component suppliers, classification soci-eties, oil companies and universities. It isopen to all CIMAC members with aninterest in this subject.

“Currently, existing and often diversi-fied background information is being dis-cussed and assessed with the objectives ofgeneral awareness, possible simplificationand harmonization,” explained LarsNerheim, chairman of WG17. “Newinformation is also shared and evaluatedas far as this becomes available. AlthoughWG17 has decided to limit its field ofactivity somewhat, much informationalready exists about the various topics.”

Going forward, WG17 is workingalong a couple of broad strategies. One,to produce position papers on the moreurgent topics of the day, which typicallycould follow along the lines of the inter-action between emission reductionstrategies and efficiency trade-offs orongoing gas quality issues. Two, longerterm to work on a more comprehensivecoverage of a given topic, which willhave the form of a CIMAC Recom-mendation. For example, this could typi-cally cover the installation and safetyaspects for stationary gas engines or theinstallation and safety aspects for marinegas engines.

“The gas engine market has grown sig-nificantly over the years,” Nerheim said.“Gas engines are already very popular forstationary power applications and arenow also entering the marine sector —ships and offshore installations — wherethere is growing interest in using gasengines because of increasing environ-mental awareness and advances made inthe gas engine technology itself.”

WG17 is aiming to enhance the tech-nical and scientific exchange of knowl-edge and experience and will deal withsome of the most urgent issues for gasengines, such as exhaust emissions, safetyand application guidelines, gas qualityissues, as well as efficiency definitions.Appropriate technical information will beproduced and published, which will helpin promoting the gas engines themselvesand also in the professional and correctapplication and operation of them.



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