EMD developing a natural gas locomotive

From American Machinist:

American Machinist wrote:Westport Innovations Inc. has an agreement in place with Electro-Motive Diesel (EMD) to integrate its high-pressure direct injection (HPDI) technology and natural gas-fuel system into an EMD locomotive. Canadian National Railways will supply the locomotive, and a demonstration of the natural gas-fueled train is expected as part of the Sustainable Development Technology Canada (SDTC) project, with the railroad and Gaz Metro, a gas distributor.
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Vancouver-based Westport develops engines powered by alternative fuel, low-emissions technologies, such as compressed natural gas, liquefied natural gas, hydrogen, and Renewable Natural Gas.

Read more at: http://www.americanmachinist.com/304/Ne ... lse/88262/

MEC407 wrote:From American Machinist:

American Machinist wrote:Westport Innovations Inc. has an agreement in place with Electro-Motive Diesel (EMD) to integrate its high-pressure direct injection (HPDI) technology and natural gas-fuel system into an EMD locomotive. Canadian National Railways will supply the locomotive, and a demonstration of the natural gas-fueled train is expected as part of the Sustainable Development Technology Canada (SDTC) project, with the railroad and Gaz Metro, a gas distributor.
...
Vancouver-based Westport develops engines powered by alternative fuel, low-emissions technologies, such as compressed natural gas, liquefied natural gas, hydrogen, and Renewable Natural Gas.

Read more at: http://www.americanmachinist.com/304/Ne ... lse/88262/

Given that Caterpillar has a full line of Natural gas engines this is a logical development. Wouldn't be surprised to see GE compete with a locomotive powered by a GE-Jenbacher gas engine..

I wonder if this could also become a potential selling point for industrial customers who would like to use a 710 in a stationery application (e.g., standby/backup power) but would prefer natural gas over diesel fuel...

EMD LNG locomotive: been there and done that, re: BN dual fuel locomotives of 1989 built by Energy Conversions of Tacoma, WA. Since Energy Conversions has been building both spark ignited and dual fuel conversions kits for EMD 645 and 710 engines since that time EMD only has to buy the necessary parts for this one loco to get started. The only thing new here is the gas injection system.

That, and the fundamental changes that have occured in the energy markets over the last decade.

An enormous and apparently stable price separation between NG and diesel has appeared since about 2006, mainly to do with the rise of domestic shale gas. Formerly, the global price of LNG was the marginal price setter of domestic NG, and fluctuated in tandem with global oil prices.

Over the last year or more, distillate has settle out at around $3/gal or a little less, or say $20/mmbtu. Daily spot gas hasnt moved above $5/mmbtu in several years, with $4 being typical. Compression might add $1 to that, and thermal efficiency of the spark ignition engine might be a bit less than for the diesel, so it appears that a fuel cost saving of 60-70% is available which might be expected to remain so for some time. Even if the oil market falls back to $50/bbl, gas would still be much cheaper. That does appear to be a good motivation, one that didnt exist 20 years ago, to invest in gas fired locomotives.

I remember seeing the Westport folks coming through our shop looking at the various EMD engines we had in for repairs... measuring for tanks and trying to understand how the railway worked. Kinda fun, looked like little kids with huge eyes..

I talked to a couple of them, seems like a neat project. Using LNG.

Oh gosh, I still have a Union Pacific natural gas locomotive program coffee cup from the 1990s, it isn't going to be a collectors item any more? Remember those enormous LNG tanks that they had built to put between a pair of locomotives, then the program just evaporated?

The bigger question is how all of this relates to the growing concerns that we are facing large increases in diesel fuel prices and also need to further address emissions, and what effect that is likely to have on the future of the railroad industry. Here we are in 2011 resurrecting programs we thought were over and done with in 1995.

MX

Caterpillar Inc has signed an agreement with Westport Inc, a global leader in natural gas powered engines, to co-develop natural gas technology for Caterpillar’s engines. [1] The company will incur R&D costs under the agreement, and the commercial production is expected to start within the next five years.
more here http://www.forbes.com/sites/greatspecul ... gs-to-108/

A logical move for CAT as they already offer Natural Gas fueled derivatives of some of their large diesel engines and they already have some experience with Natural Gas fueled locomotives (the MK1200G)..

Looks like this might eventually result in a natural gas fueled SD70ACe/SD70M-2 production model... will be interesting to see what kind of locomotive they use for the demo...

From Railway Gazette International:

Railway Gazette International wrote:The locomotive technology is to be developed by Caterpillar's Electro-Motive Diesel business, using Westport's high-pressure direct injection technology. In December 2011 the companies had announced plans to use a Canadian National locomotive as a demonstrator.

Commercial production is expected in around five years.

Read more at: http://www.railwaygazette.com/nc/news/s ... 12/06.html

*Moderator's Note*

Merged Caterpillar/Westport thread into this as it is about the same thing, as was requested.

Carry on!

Charlie

An update of sorts. CN has a contract with Energy Conversions Systems of Tacoma Washington to convert 2 SD 40-2's as dual fuel locomotives similar to the units they did for BN over 20 years ago. As of now the first unit has been tested and is being coupled to the LPG fuel tender and the second unit is awaiting completion. All this work is being done in Vancouver, BC. The difference between Westport's system and Energy Conversion's is that it is a high pressure system that injects the gas at or near TDC requiring high pressure while EC's system injects the gas at the beginning of the compression stroke igniting the charge with a pilot charge from the fuel injector.

More news on CN's LNG-fueled SD40-2Ws...

Railway Age wrote:The units are testing on the 300-mile run north of Edmonton to Fort McMurray, the rail gateway to the oil sands region of northern Alberta. Fueling and maintenance takes place in Edmonton.

CN retrofitted the diesel engines in two 3,000-horsepower Electro-Motive Diesel SD40-2 locomotives to run on LNG using conversion kits supplied by Energy Conversions Inc. (ECI) of Tacoma, Wash.
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CN is also working with EMD, Westport Innovations Inc., and Gaz Métro Transport Solutions (GMTS, a wholly owned subsidiary of Gaz Métro) on a longer-term project to develop a “state-of-the-art” LNG locomotive paired with a “standardized railway tender.” CN will provide two 4,300-hp SD70M-2 EMD locomotives for the test program.

Read more at: http://www.railwayage.com/index.php/mec ... GXZI44oNFI

And also: http://www.winnipegfreepress.com/arts-a ... 65521.html

RickRackstop wrote:An update of sorts. CN has a contract with Energy Conversions Systems of Tacoma Washington to convert 2 SD 40-2's as dual fuel locomotives similar to the units they did for BN over 20 years ago. As of now the first unit has been tested and is being coupled to the LPG fuel tender and the second unit is awaiting completion. All this work is being done in Vancouver, BC. The difference between Westport's system and Energy Conversion's is that it is a high pressure system that injects the gas at or near TDC requiring high pressure while EC's system injects the gas at the beginning of the compression stroke igniting the charge with a pilot charge from the fuel injector.

CN is also getting 2 SD70M-2 locomotives done as well.