A railway traction vehicle comprising a plurality of axles, a fuel gas power unit (112), a fuel gas storage assembly (118) including a predetermined number of fuel gas storage modules (122), and a fuel gas delivery network (120). The fuel gas storage assembly (118) comprises a plurality of identical fuel gas storage module receiving devices (124), and, for each of said receiving devices, an identical fuel gas coupling (126) for coupling a module (122) with said network (120). The modules (122) share a standardised configuration such that each of them can be received in any of said receiving devices (124) and coupled to the corresponding fuel gas coupling (126). They are distributed over said fuel gas storage module receiving devices (124) such that the load on the axles is optimised. The predetermined number is adapted to the amount of fuel gas needed by the vehicle to operate on a predetermined railway line. Preferred application to regional passenger multiple units.

The invention is a dual auto hydrant configured to interface independent pressurized water and compressed air sources with snowmaking equipment, such as a snowmaking gun and methods of using same.

The invention is a dual auto hydrant configured to interface independent pressurized water and compressed air sources with snowmaking equipment, such as a snowmaking gun and methods of using same.

The invention relates to a rail vehicle (1) comprising a first passenger car and a powerpack (2) having a longitudinal axis, the powerpack (2) and the passenger car being coupled together. The powerpack (2) comprises at least one fuel cell (20) and at least one fuel tank (21) having a fuel tank valve (33). The powerpack (2) is mounted on at least one bogie. The rail vehicle (1) comprises at least one driven bogie which can be supplied with electrical energy from the fuel cell (20).

A rail vehicle car includes at least one tank for storing gaseous fuels. The at least one tank is integrated into a car body shell of the rail vehicle, and the walls of the tank are constructed in such a way that they assume a load-bearing function within the car body shell.

A vehicle may include: a genset including: an engine configured to combust light fuel such as natural gas, a generator linked to the engine and configured to convert mechanical energy provided by the engine into electrical energy; one or more light fuel storage containers; one or more electrical storage devices such as batteries; a plurality of wheels; a plurality of electric motors configured to drive the plurality of wheels; a first power bus configured to electrically connect the generator of the genset, the one or more electrical storage devices, and the plurality of electric motors. Each of the one or more electrical storage devices may be disposed lower than each of the one or more light fuel storage containers with respect to a vertically extending reference axis that is perpendicular to a reference plane parallel to ground.

A low-pressure fuel management and delivery system 10 for a liquefied natural gas (LNG) rail tender is disclosed. The system provides a rail tender that is inherently safer in operation to known LNG rail tenders through its use of a double-hulled tank design 12, which lacks any penetration of the bottom surface of the first inner tank 16 by any portion of the fuel supply portion of the system 10; the lower pressure storage of the fuel 22 in the first inner tank 16; the inclusion of a gas return line 58 for directing fuel 22 trapped in the LNG flow lines 38, the heat exchanger 46, or the multistage gas compressor 52 to the vapor space 32 of the first inner tank 16 at safe pressures and temperatures; the lack of cryogenic pumps within the first inner tank 16 to drive the fuel supply portion of the system 10; and the location of all the flow controlling valves 40, 42, 50, and 56 in positions that afford them improved physical protection from potential damage due to vehicular collisions or other railroad accidents. During operation, the fuel management and delivery system 10 provides required fuel flow rates and temperatures to an associated locomotive through the use of hydrostatic pressure differences between the LNG fuel 22 and the vapor space 32 within first inner tank 16, as well as a heat exchanger 46 and a multi-stage compressor 52, which are preferably located external of the double-hulled fuel storage tank 12, but on the same rolling stock chassis 14.

A low-pressure fuel management and delivery system 10 for a liquefied natural gas (LNG) rail tender is disclosed. The system provides a rail tender that is inherently safer in operation to known LNG rail tenders through its use of a double-hulled tank design 12, which lacks any penetration of the bottom surface of the first inner tank 16 by any portion of the fuel supply portion of the system 10; the lower pressure storage of the fuel 22 in the first inner tank 16; the inclusion of a gas return line 58 for directing fuel 22 trapped in the LNG flow lines 38, the heat exchanger 46, or the multistage gas compressor 52 to the vapor space 32 of the first inner tank 16 at safe pressures and temperatures; the lack of cryogenic pumps within the first inner tank 16 to drive the fuel supply portion of the system 10; and the location of all the flow controlling valves 40, 42, 50, and 56 in positions that afford them improved physical protection from potential damage due to vehicular collisions or other railroad accidents. During operation, the fuel management and delivery system 10 provides required fuel flow rates and temperatures to an associated locomotive through the use of hydrostatic pressure differences between the LNG fuel 22 and the vapor space 32 within first inner tank 16, as well as a heat exchanger 46 and a multi-stage compressor 52, which are preferably located external of the double-hulled fuel storage tank 12, but on the same rolling stock chassis 14.

A dual-fuel tank houses one or more compressed natural gas (CNG) vessels and one or more diesel fuel vessels. The diesel fuel vessels are generally disposed laterally outwardly from the CNG vessels to provide a buffer that protects the CNG vessels from side impacts. The dual-fuel tank may be retrofit onto a diesel locomotive in place of the locomotive's diesel fuel tank to convert the locomotive into a dual-fuel locomotive. The dual-fuel tank may be provided in a ship.

A dual-fuel tank houses one or more compressed natural gas (CNG) vessels and one or more diesel fuel vessels. The diesel fuel vessels are generally disposed laterally outwardly from the CNG vessels to provide a buffer that protects the CNG vessels from side impacts. The dual-fuel tank may be retrofit onto a diesel locomotive in place of the locomotive's diesel fuel tank to convert the locomotive into a dual-fuel locomotive. The dual-fuel tank may be provided in a ship.