Engine Solutions fora
Engine Solutions fora Decarbonized World› Methanol› Ammonia› E-Methane› Ethanol› Hydrogen …Visit us at theCIMAC Congress 2025May 19-23, Zurichwoodward.com
SCHIFFSTECHNIK | SHIP TECHNOLOGY»We are social creatures who need interaction«Rick Boom is General Manager at Woodward and President of CIMAC. In an interviewwith HANSA, he spoke about how CIMAC aims to support the industry in an increasinglycomplex environmentknow what happens in the belly of the ship.« I thought this wasspot on and took it as a great compliment – and also as proof thatwe can play a meaningful role at the IMO.Probably less so in the area of combustion engines – as we don‘twant to duplicate or conflict with the work of other NGOs doingexcellent work in that space. At CIMAC, we focus more onpropulsion systems, system integration, and digitalisation – areaswhere we have a great deal of domain knowledge. Our NGOstatus enables our members to contribute actively to IMO workwhile also staying at the forefront of developments and futureregulatory requirements.For decades, diesel fuel dominated the maritime industry. Overtime, it faced competition – first from LNG, and more recentlyfrom fuels like ammonia, methanol, and hydrogen. To drivedecarbonisation, the engine industry – including all relatedsuppliers – is being forced to adapt to this growing variety of fuels.How does CIMAC address these developments?Rick Boom: At CIMAC, we have our long-standing workinggroup structure. The WGs are, and have been, working on manyof these developments for quite some time. We are continuouslymonitoring where new needs are emerging in our industry andwhere CIMAC members can contribute. We continue to structurethis work through the working groups, as they are the backbone ofCIMAC’s value and relevance to the industry.A few years ago, we also identified the need to represent CIMACat a more strategic level, and we established Greenhouse Gas andDigitalisation strategy groups. These groups go beyond the technicallevel to build relationships with other organisations and identifycommon pathways to address broader issues in our markets.How do you support your members in this increasingly complexenvironment?Boom: One of CIMAC’s major recent achievements is the successfulapplication for Consultative Status at the IMO. This so-calledNGO status is a significant differentiator in how we can shareknowledge and provide input to the IMO. A key reason the IMOgranted this status is that CIMAC is seen as a truly globaltechnical association with highly relevant domain expertise.At a recent IMO event, I spoke with a delegate and explainedCIMAC’s role. Their response was, »So, you‘re the people who© WoodwardLooking at the current state of propulsion technology and theincreasing diversity of fuels: What do you see as the most positiveaspect of this situation?Boom: Personally, as an engineer by training, I see great drive andmotivation within our technical community to meet thechallenges ahead. Our members already have many solutionsavailable and are leading the way. Working on technologies thatenable the use of alternative fuels is incredibly motivating.What do you see as the greatest advantage – and what, in yourview, is a downside or even a potential risk for the industry?Boom: The fuel mix of the future will require flexible solutions.Fuel flexibility is a huge advantage. A lack of regulation, however,is probably the greatest risk to our industry. Many of ourmembers are making significant investments in newtechnologies. If regulatory frameworks don’t materialise, theseinvestments become risky.That‘s why we are looking forward to the outcome of the MEPC83 meeting. We know that the availability of new fuels is far fromsufficient. But when demand is clear and regulators providedirection toward the 2050 targets, fuels will become available atcompetitive cost levels. Clear regulation will accelerate investmentin both production and bunkering capacity.At the same time, it‘s not just about fuel transition – it‘s alsoabout reducing fuel consumption. Fuel savings, supported bydigital solutions in the broadest sense, are obviously the mosteffective way to achieve the 2050 goals.Engine manufacturers and suppliers appear to be working at fullspeed to meet the 2050 climate goals – including efforts aroundalternative fuels. Would you say the same applies toinfrastructure?Boom: This really is a classic chicken-and-egg situation. But if wesimplify things and look at methanol and ammonia as the mainalternative fuels, I’d say the infrastructure can be put in placewhen demand and supply are there.We‘ve been transporting and using methanol and ammonia ascargo and feedstock in the chemical industry for a long time. Thatmeans the technology and design of the infrastructure areprobably less complex than LNG export/import terminals.8 HANSA – International Maritime Journal 05 | 2025
