The Potential Conversion of the U.S. Great Lakes Steam Bulk Carriers to Liquefied Natural Gas Propulsion: Final Report

2013 ◽  
Vol 29 (04) ◽  
pp. 162-182
Author(s):  
Michael G. Parsons ◽  
Patrick J. O' Hern ◽  
Richard W. Harkins ◽  
Samuel J. Denomy
Keyword(s):  
Natural Gas ◽  
Great Lakes ◽  
Liquefied Natural Gas ◽  
Dual Fuel ◽  
Final Report ◽  
Initial Report ◽  
Bulk Carriers ◽  
Potential Benefits ◽  
Lng Fuel ◽  
Marine Air

The feasibility and potential benefits of converting 10 remaining U.S. flag Great Lakes steamship bulk carriers to liquefied natural gas (LNG) propulsion using gas engines is investigated. This is the final report of a study that was initially reported at the February 24, 2012, SNAME Section Meeting in Cleveland, OH. The evolving marine air emissions standards and the movement to LNG fuel in U.S. and international non-LNG carriers and the general case for the possible conversion of the remaining U.S. flag Great Lakes steamship bulk carriers to LNG fuel were outlined in the initial report. In this sequel, the final results of a conceptual design study on the conversion of the three AAA class vessels (SS Arthur M. Anderson, SS Cason J. Callaway, SS Philip R. Clarke), focusing primarily on operational and arrangement feasibility and remaining life-cycle economics, are presented. Three cases, a pure diesel conversion, a single fuel LNG conversion, and a dual-fuel LNG/diesel conversion, are compared.

The Potential Conversion of the U.S. Great Lakes Steam Bulk Carriers to Liquefied Natural Gas Propulsion – Initial Report

2012 ◽  
Vol 28 (03) ◽  
pp. 97-111
Author(s):  
Michael G. Parsons ◽  
Patrick J. O'Hern ◽  
Samuel J. Denomy
Keyword(s):  
Natural Gas ◽  
Great Lakes ◽  
Liquefied Natural Gas ◽  
Air Emissions ◽  
Initial Report ◽  
Bulk Carriers ◽  
Potential Benefits ◽  
Lng Fuel ◽  
Marine Air ◽  
Initial Results

The feasibility and potential benefits of converting 10 remaining U.S. flag Great Lakes steamship bulk carriers to liquefied natural gas (LNG) propulsion using gas engines is investigated. This is the initial report of a study that began in November 2011. The evolving marine air emissions standards and the movement to LNG fuel in international nonLNG carriers are briefly reviewed. The case for the possible conversion of the remaining U.S. flag Great Lakes steamship bulk carriers to LNG fuel is outlined. Initial results of a conceptual design study on the conversion of the three AAA class vessels (SS Arthur M. Anderson, SS Cason J. Callaway, SS Philip R. Clarke), focusing primarily on operational and arrangement feasibility, is then presented.

The Potential Conversion of the U.S. Great Lakes Steam Bulk Carriers to Liquefied Natural Gas Propulsion: Final Report

2013 ◽  
Vol 29 (4) ◽  
pp. 162-182 ◽  
Author(s):  
Michael G. Parsons ◽  
Patrick J. O'Hern ◽  
Richard W. Harkins ◽  
Samuel J. Denomy
Keyword(s):  
Natural Gas ◽  
Great Lakes ◽  
Liquefied Natural Gas ◽  
Final Report ◽  
Bulk Carriers ◽  
The U.S

Liquefied Natural Gas (LNG) as a Freight Railroad Fuel: Perspective From a Western U.S. Railroad

2012 ◽  
Author(s):  
Michael E. Iden
Keyword(s):  
Natural Gas ◽  
Large Scale ◽  
Liquefied Natural Gas ◽  
Rolling Stock ◽  
Dual Fuel ◽  
Technology System ◽  
Pilot Fuel ◽  
Gas Ignition ◽  
Gas Fuel ◽  
Lng Fuel

The use of liquefied natural gas (LNG) as a line-haul locomotive fuel is not a new idea, despite recent publicity, with previous work stretching back into the 1980s. Intense publicity has been given to recent announcements about developing dual-fuel locomotive engines which can burn natural gas as the primary fuel, using diesel fuel only as a pilot fuel for gas ignition. However, developing a locomotive engine capable of using gaseous fuel may prove to be only one of five major challenges to widespread adoption of LNG as a freight railroad fuel: 1. Dual-fuel line-haul locomotives with engines which can use natural gas fuel must be developed and made available for use. 2. Natural gas fuel must be made available to dual-fuel locomotives, either onboard the locomotive itself or by using LNG tenders coupled to the locomotives. 3. LNG must be stored and available for refueling dual-fuel locomotives or their tenders at logical locations along railroad corridors where such locomotives are to be used. 4. Natural gas (from gas fields or pipelines) must be available along with liquefaction plants to convert the gas into cryogenic LNG fuel. 5. The safe operation of trains and locomotives, and safe maintenance of rolling stock, is paramount and cannot be compromised (nor should the efficiency of the rail system) should dual-fuel locomotives and LNG tenders supplant or replace conventional diesel-fueled locomotives. For LNG to become an effective large-scale freight railroad fuel, all five factors must be managed jointly and treated as a 5-legged technology system. If any one of the five “technology legs” is weak or improperly developed, the entire LNG-based system may be unsuitable in the freight railroad environment.

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