GE Marine Gas Turbine and USN

United States Navy Accepts Delivery of John Finn DDG Destroyer from Shipyard; Powered by GE LM2500 Marine Gas Turbines


John Finn (DDG 113) sails the Gulf of Mexico during Alpha sea trials in October (Photo by Lance Davis/HII). The ship is powered by GE’s LM2500 marine gas turbines (shown right).

EVENDALE, OHIO (December 19, 2016) — The John Finn (DDG 113) destroyer was delivered to the United States Navy by Huntington Ingalls Industries on December 7, 2016, the 75th anniversary of the attack on Pearl Harbor. Powered by GE’s Marine Solutions’ LM2500 marine gas turbines, the ship’s namesake helped shoot down Japanese warplanes during the attack and was the first Medal of Honor recipient of World War II.

“GE is proud that our LM2500 marine gas turbines power the first new construction Arleigh Burke-class ship to go to sea in over four years,” said Brien Bolsinger, GE Vice President, Marine Operations, Evendale, Ohio. “John Finn is the 63rd Arleigh Burke-class destroyer and the first of the DDG 51 Flight IIA restart ships. Our reliable LM2500 gas turbines will be used throughout this program to propel these new destroyers to speeds in excess of 30 knots.”

According to a U.S. Navy press release , John Finn recently completed successful testing that demonstrated a full power run, key communications, damage control and navigation systems as well as various hull, mechanical and electrical and propulsion applications.

To date, the U.S. Navy — GE’s largest marine gas turbine customer — has taken delivery of over 700 LM2500 engines operating aboard surface combatants such as frigates and destroyers.  Worldwide, more than 1,400 GE gas turbines log over 14 million hours serving 35 navies on 500 naval ships for 100 military ship programs ranging from patrol boats and corvettes to frigates, amphibious ships and aircraft carriers.



GE’s marine gas turbine business is part of GE Aviation and is headquartered in Cincinnati, Ohio. GE is one of the world’s leading manufacturers of marine propulsion products, systems and solutions including aeroderivative gas turbines ranging from 6,000 to 70,275 shaft horsepower/4.5 to 52 megawatts. These gas turbines reliably operate the world over in some of the most arduous conditions in temperatures ranging from -40 to 120oF/-40 to 48oC. For more information, visit

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Rail News: Updates from Chicago Freight Car

Rail News: Railroading Supplier Spotlight
Rail supplier updates from Chicago Freight Car, Siemens, Cadiz, Lucid, Cubic, Parsons Brinckerhoff and Progressive Fuels (June 4)

Chicago Freight Car Leasing Co. appointed John Cooney vice president of fleet operations. He previously worked at GATX Rail Co. and has been in the rail industry for 30 years, with experience in rail-car operations leadership.

Danish rail company Banedanmark commissioned Siemens to electrify nine rail routes over 807 miles. The project entails  equipping the lines with overhead electrical wires by 2026’s end. Siemens also will supply substations, auto transformer stations and remote control equipment.

Cadiz Inc. and Lucid Energy Inc. have partnered to create power for the Arizona & California Railroad Co. as a component of the Cadiz Vally Water Conservation, Recovery & Storage Project. Green power will be generated for expanding existing transloading operations and other railroad purposes through the installation of the LucidPipe Power System in the Cadiz Water Project’s planned 43-mile conveyance pipeline.

Cubic Transportation System and the Chicago Transit Authority won an award for “Best New Innovative Practice-Partnership Deployment” for the Ventra card payment system. The award recognizes the organizations for implementing innovative projects for public transport, Cubic officials said in a press release. Ventra allows riders to use bank-issued contactless cards as fare media directly at the turnstile, firebox and elsewhere.

Parsons Brinckheroff named Kathleen Herrmann principal technical specialist in Chicago. Herrmann will manage the drafting, review and interpretation of contracts, in addition to preparing grant requests for transportation infrastructure projects, primarily  the Chicago-to-St. Louis High-Speed Rail Program. In the past, Herrmann has served as deputy general counsel at the Chicago Transit Authority, as well as a liaison with the Chicago Transit Board. Most recently, she worked at an engineering firm in Chicago, where she managed contracts for federal funding agreements for the Illinois High-Speed Rail Program.

Progressive Fuels Limited (PFL) launched a Rail Car bulletin board on its EasyTrade platform, which allows traders, marketers and others to access real-time pricing in the North American energy, agriculture and biofuel markets. Customer can use the Rail Car bulletin board for leasing, subleasing, purchasing or selling rail cars, PFL officials said in a press release.

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Emission Regulations, Evolving Fuel Trends

For more than a decade, diesel engine technology enhancements have helped railroads significantly cut fuel consumption and reduce emissions. Engine manufacturers have overhauled their products to meet Tier 1, then Tier 2, then Tier 3 emission standards as regulated by the U.S. Environmental Protection Agency. And now, those manufacturers are facing one of their greatest challenges yet: creating an engine that slashes particulate matter by 70 percent and nitrogen oxide (NOx) emissions by 76 percent from the current Tier 3 emission levels. The Tier 4 regulations will take effect Jan. 1, 2015.

The pending regulations aren’t the only thing keeping manufacturers on their toes. Many railroads are exploring the possibility of transitioning from diesel- to natural gas-fueled locomotives, and need engines that can run on both. They also continue to seek options for remote diagnostic capabilities. To that end, many suppliers are launching new products and tweaking existing ones to address regulatory issues and help railroads achieve their locomotive-efficiency needs.

Since introducing the Tier 2-compliant Evolution® Series locomotive in 2005, GE Transportation has upgraded the platform to meet Tier 3 emissions regulations and provide increased fuel efficiency. Now, the company is testing the Evolution Series Tier 4 locomotive.

“We haven’t changed the base platform, so we’re not really changing the engine itself,” says Tina Donikowski, GE’s vice president of Locomotive, Marine and Stationary Power & Drill.

The units will meet Tier 4 regulations without the use of aftertreatment, a system of filters, converters and chemicals that work like a catalytic converter in an automobile, says Edward Hall, engineering leader for GE’s engine development group. Instead, GE designed the engine using a combination of exhaust gas recirculation, air handling and high-pressure fuel system advancements, according to the company.

Two units have been in testing since last year and recently were sent — along with three other locomotives fresh off the production line — to Union Pacific Railroad, which will test them through summer’s end, says Heavy Haul Product Leader Len Baran. By year’s end, GE plans to send 20 pre-production Evolution Series Tier 4 locomotives to BNSF Railway Co. for another two years of testing, says Donikowski.

In the meantime, GE is developing the NextFuel™ Natural Gas Retrofit Kit, which is designed to enable existing Evolution Series locomotives to operate with dual-fuel capabilities. A retrofitted control system could automatically recognize if natural gas or diesel is being pumped into the engine, which then would be tuned accordingly, Baran says.

“With natural gas, it’s not the mechanics that are challenging; it’s the software and control strategy — what to inject, at what rate and what notch is the locomotive going out at when we do it,” adds Donikowski.

The NextFuel kit would provide a gas substitution rate of up to 80 percent, she says. GE recently shipped some demonstration kits to BNSF, which will test them for three to six months.

GE also is analyzing ways it can better use data obtained from the engine itself.

“There is all this information we can get from the systems and today, we only use the most basic form of it to keep the system running,” says Hall. “But if you look at that data in detail, you can start to optimize the system and get that last 1 percent of fuel efficiency, or use it in a diagnostic mode so you can tell what parts are going to go bad and when.”

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