Creative process in globally distributed teams: a study of new product development in Volvo

With the business environments no longer confined to geographical borders, the new wave of digital technologies has given organizations an enormous opportunity to bring together their distributed workforce and develop the ability to work together despite being apart (Prasad & Akhilesh, 2002). resupposing creativity to be a social process, the way that this phenomenon occurs when the configuration of the team is substantially modified will be questioned. Very little is known about the impact of interpersonal relationships in the creativity (Kurtzberg & Amabile, 2001). In order to analyse the ways in which the creative process may be developed, we ought to be taken into consideration the fact that participants are dealing with a quite an atypical situation. Firstly, in these cases socialization takes place amongst individuals belonging to a geographically dispersed workplace, where interpersonal relationships are mediated by the computer, and where trust must be developed among persons who have never met one another. Participants not only have multiple addresses and locations, but above all different nationalities, and different cultures, attitudes, thoughts, and working patterns, and languages. Therefore, the central research question of this thesis is as follows: “How does the creative process unfold in globally distributed teams?” With a qualitative approach, we used the case study of the Business Unit of Volvo 3P, an arm of Volvo Group. Throughout this research, we interviewed seven teams engaged in the development of a new product in the chassis and cab areas, for the brands Volvo and Renault Trucks, teams that were geographically distributed in Brazil, Sweden, France and India. Our research suggests that corporate values, alongside with intrinsic motivation and task which lay down the necessary foundations for the development of the creative process in GDT.

Entwicklung einer Anordnung zur Nutzung von Massenschwerebewegungen beim Quarzitabbau im Rheinischen Schiefergebirge

Die (Wieder-)Nutzung auf Schwerkraft basierender Fördertechniken, die insbesondere durch das niedrige Energiepreisniveau in den Jahrzehnten nach dem 2. Weltkrieg in der Tagebautechnik nahezu vollständig verdrängt wurden, ist bei den heutigen wirtschaftlichen Randbedingungen und anzustrebenden ökologischen Standards eine Herausforderung für die bergbautreibende Industrie. Seit Aufnahme der Entwicklung des Förderkonzeptes – Geführte Versturztechnik – Mitte der 1990er Jahre haben sich die Kosten für Rohöl vor Steuern nach dem Tiefstand um das Jahr 1998 bis heute mehr als verdreifacht, alleine seit 2004 mehr als verdoppelt. Gesetzliche Regelwerke wie die europäische IVU-Richtlinie 96/61/EG zur „integrierten Vermeidung und Verminderung der Umweltverschmutzung“ fordern, Genehmigungen nur noch bei Einsatz der besten verfügbaren Techniken (BVT oder BAT: „best available techniques“) zu erteilen. Die Umsetzung in nationale Vorschriften wie das Bundes-Immissionsschutzgesetz und nachgeordnete Regelwerke fordern hierauf aufbauend, dass Umweltbelastungen nicht in andere Medien verlagert werden dürfen. Die Anordnung einer Versturzrinne zur Nutzung von Massenschwerebewegungen am Beispiel von Quarzitabbau im Rheinischen Schiefergebirge bei denen die Förderbezugsebene unterhalb der Strossen liegt, die zur sichern und selektiven Gewinnung des Rohstoffs aufgefahren werden müssen, erfüllt durch Rückgriff auf ein vermeintlich „archaisches“ Förderkonzept durch Nutzung der Schwerkraft die obigen Anforderungen. Offenkundige Umweltbelastungen, die alleine durch die Verbrennung von Dieselkraftstoff und hieraus resultierender Schadstoff- und Wärmeeinträge in die Luft beim verbreiteten Einsatz von SLKW zur Abwärtsförderung entstehen, können erheblich vermindert werden. Der Aspekt der Betriebssicherheit einer solchen Anordnung kann durch Auffahren eines geradlinigen Bauwerks mit an das Fördergut angepassten Dimensionen sowie Einrichtungen zur Beschränkung der kinetischen Energie erreicht werden. Diese stellen auch gleichzeitig sicher, dass die Zerkleinerung des durch die Versturzrinne abwärts transportierten Materials betrieblich zulässige Grenzen nicht überschreitet. Hierfür kann auf das umfangreiche Wissen zu Massenschwerebewegungen Rückgriff genommen werden. Dem Aspekt des Umweltschutzes, der sich in Bezug auf das Medium Luft auf den autochtonen Staub reduziert, kann durch Vorrichtungen zur Staubniederschlagung Rechnung getragen werden. Vertiefende Untersuchungen sind erforderlich, um die mit komplexen, aber erprobten Techniken arbeitende Tagebauindustrie auch in dicht besiedelten Regionen wieder an die Nutzung von Schwerkraft (-gestützten) Fördertechniken heranzuführen. Auch das Konzept – Geführte Versturztechnik – ist auf konkrete Anwendungsfälle hin in Details anzupassen.

DEVELOPMENT OF AN OPTIMIZATION MODEL FOR BIOFUEL FACILITY SIZE AND LOCATION AND A SIMULATION MODEL FOR DESIGN OF A BIOFUEL SUPPLY CHAIN

A range of societal issues have been caused by fossil fuel consumption in the transportation sector in the United States (U.S.), including health related air pollution, climate change, the dependence on imported oil, and other oil related national security concerns. Biofuels production from various lignocellulosic biomass types such as wood, forest residues, and agriculture residues have the potential to replace a substantial portion of the total fossil fuel consumption. This research focuses on locating biofuel facilities and designing the biofuel supply chain to minimize the overall cost. For this purpose an integrated methodology was proposed by combining the GIS technology with simulation and optimization modeling methods. The GIS based methodology was used as a precursor for selecting biofuel facility locations by employing a series of decision factors. The resulted candidate sites for biofuel production served as inputs for simulation and optimization modeling. As a precursor to simulation or optimization modeling, the GIS-based methodology was used to preselect potential biofuel facility locations for biofuel production from forest biomass. Candidate locations were selected based on a set of evaluation criteria, including: county boundaries, a railroad transportation network, a state/federal road transportation network, water body (rivers, lakes, etc.) dispersion, city and village dispersion, a population census, biomass production, and no co-location with co-fired power plants. The simulation and optimization models were built around key supply activities including biomass harvesting/forwarding, transportation and storage. The built onsite storage served for spring breakup period where road restrictions were in place and truck transportation on certain roads was limited. Both models were evaluated using multiple performance indicators, including cost (consisting of the delivered feedstock cost, and inventory holding cost), energy consumption, and GHG emissions. The impact of energy consumption and GHG emissions were expressed in monetary terms to keep consistent with cost. Compared with the optimization model, the simulation model represents a more dynamic look at a 20-year operation by considering the impacts associated with building inventory at the biorefinery to address the limited availability of biomass feedstock during the spring breakup period. The number of trucks required per day was estimated and the inventory level all year around was tracked. Through the exchange of information across different procedures (harvesting, transportation, and biomass feedstock processing procedures), a smooth flow of biomass from harvesting areas to a biofuel facility was implemented. The optimization model was developed to address issues related to locating multiple biofuel facilities simultaneously. The size of the potential biofuel facility is set up with an upper bound of 50 MGY and a lower bound of 30 MGY. The optimization model is a static, Mathematical Programming Language (MPL)-based application which allows for sensitivity analysis by changing inputs to evaluate different scenarios. It was found that annual biofuel demand and biomass availability impacts the optimal results of biofuel facility locations and sizes.

Concept Fire Truck

A prototype Concept Fire Truck was designed using Autodesk Inventor 3D Design Software. Various pictures of old-time and toy fire trucks were utilized for this project. The prototype was printed using a 3D printer to verify that all parts of the truck would fit and work as intended.

Razor Thin Win: The 1972 Constitution Ballot, Campaign, Ratification & the Courts -- Mae Nan (Robinson) Ellingson & Mick McKeon “In the Crucible of Change”

Beyond the challenge of crafting a new state Constitution that empowered the people and modernized and opened up state and local government in Montana, the Constitutional Convention delegates, as they signed the final document, looked forward to the arduous task of getting it ratified by the electorate in a short ten week period between the end of the convention on March 24 and the ratification election of June 6, 1972. While all 100 delegates signed the draft Constitution, not all supported its adoption. But the planning about how to get it adopted went back to the actions of the Convention itself, which carefully crafted a ballot that kept “hot political issues” from potentially killing the entire document at the polls. As a result, three side issues were presented to the electorate on the ballot. People could vote for or against those side issues and still vote to ratify the entire document. Thus, the questions of legalizing gambling, having a unicameral legislature and retaining the death penalty were placed separately on the ballot (gambling passed, as did the retention of the death penalty, but the concept of a one-house legislature was defeated). Once the ballot structure was set, delegates who supported the new Constitution organized a grassroots, locally focused effort to secure ratification – thought hampered by a MT Supreme Court decision on April 28 that they could not expend $45,000 in public monies that they had set aside for voter education. They cobbled together about $10,000 of private money and did battle with the established political forces, led by the MT Farm Bureau, MT Stockgrowers’ Assn. and MT Contractors Assn., on the question of passage. Narrow passage of the main document led to an issue over certification and a Montana Supreme Court case challenging the ratification vote. After a 3-2 State Supreme Court victory, supporters of the Constitution then had to defend the election results again before the federal courts, also a successful effort. Montana finally had a new progressive State Constitution that empowered the people, but the path to it was not clear and simple and the win was razor thin. The story of that razor thin win is discussed in this chapter by the two youngest delegates to the 1972 Constitutional Convention, Mae Nan Ellingson of Missoula and Mick McKeon, then of Anaconda. Both recognized “Super Lawyers in their later professional practices were also significant players in the Constitutional Convention itself and actively participated in its campaign for ratification. As such, their recollections of the effort provide an insider’s perspective of the struggle to change Montana for the better through the creation and adoption of a new progressive state Constitution “In the Crucible of Change.” Mae Nan (Robinson) Ellingson was born Mae Nan Windham in Mineral Wells, TX and graduated from Mineral Wells High School in 1965 and Weatherford College in Weatherford, TX in 1967. Mae Nan was the youngest delegate at the 1972 Convention from Missoula. She moved to Missoula in 1967 and received her BA in Political Science with Honors from the University of MT in 1970. She was a young widow known by her late husband’s surname of Robinson while attending UM graduate school under the tutelage of noted Professor Ellis Waldron when he persuaded her to run for the Constitutional Convention. Coming in a surprising second in the delegate competition in Missoula County she was named one of the Convention’s “Ten Outstanding Constitutional Convention Delegates,” an impressive feat at such a young age. She was 24 at the time, the youngest person to serve at the ConCon, and one of 19 women out of 100 delegates. In the decade before the Convention, there were never more than three women Legislators in any session, usually one or two. She was a member of the American Association of University Women, a Pi Sigma Alpha political science honorary, and a Phi Alpha Theta historical honorary. At the Convention, she led proposals for the state's bill of rights, particularly related to equal rights for women. For years, Ellingson kept a copy of the preamble to the Constitution hanging in her office; while all the delegates had a chance to vote on the wording, she and delegate Bob Campbell are credited with the language in the preamble. During the convention, she had an opportunity that opened the door to her later career as an attorney. A convention delegate suggested to her that she should go to law school. Several offered to help, but at the time she couldn't go to school. Her mom had died in Texas, and she ended up with a younger brother and sister to raise in Missoula. She got a job teaching, but about a year later, intrigued with the idea of pursuing the law as a career, she called the man back to ask about the offer. Eventually another delegate, Dave Drum of Billings, sponsored her tuition at the UM School of Law. After receiving her JD with Honors (including the Law Review and Moot Court) from the UM Law School Ellingson worked for the Missoula city attorney's office for six years (1977-83), and she took on landmark projects. During her tenure, Missoula became the first city to issue open space bonds, a project that introduced her to Dorsey & Whitney. The city secured its first easement on Mount Sentinel, and it created the trail along the riverfront with a mix of playing fields and natural vegetation. She also helped develop a sign ordinance for the city of Missoula. She ended up working as bond counsel for Dorsey & Whitney, and she opened up the firm's full-fledged Missoula office after commuting a couple of years to its Great Falls office. She was a partner at Dorsey Whitney, working there from 1983 until her retirement in 2012. The area of law she practiced there is a narrow specialty - it requires knowledge of constitutional law, state and local government law, and a slice of federal tax law - but for Ellingson it meant working on great public projects – schools, sewer systems, libraries, swimming pools, ire trucks. At the state level, she helped form the Montana Municipal Insurance Authority, a pooled insurance group for cities. She's shaped MT’s tax increment law, and she was a fixture in the MT Legislature when they were debating equal rights. As a bond lawyer, though, Ellingson considers her most important work for the state to be setting up the Intercap Program that allowed local governments to borrow money from the state at a low interest rate. She has been a frequent speaker at the League of Cities and Towns, the Montana Association of Counties, and the Rural Water Users Association workshops on topics related to municipal finance, as well as workshops sponsored by the DNRC, the Water and Sewer Agencies Coordination Team, and the Montana State University Local Government Center. In 2002, she received an outstanding service award from the Montana Rural Water Users Association. In addition to being considered an expert on Montana state and constitutional law, local government law and local government finance, she is a frequent teacher at the National Association of Bond Lawyers (NABL) Fundamentals of Municipal Bond Law Seminar and the NABL Bond Attorney’s Workshop. For over 30 years Mae Nan has participated in the drafting of legislation in Montana for state and local finance matters. She has served on the Board of Directors of NABL, as Chairman of its Education Committee, was elected as an initial fellow in 1995 to the American College of Bond Counsel, and was recognized as a Super Lawyer in the Rocky Mountain West. Mae Nan was admitted to practice before the MT and US Supreme Courts, was named one of “America’s Leading Business Lawyers” by Chambers USA (Rank 1), a Mountain States Super Lawyer in 2007 and is listed in Best Lawyers in America; she is a member and former Board Member of NABL, a Fellow of the American College of Bond Counsel and a member of the Board of Visitors of the UM Law School. Mae Nan is also a philanthropist who serves on boards and applies her intelligence to many organizations, such as the Missoula Art Museum. [Much of this biography was drawn from a retirement story in the Missoulian and the Dorsey Whitney web site.] Mick McKeon, born in Anaconda in 1946, is a 4th generation Montanan whose family roots in this state go back to the 1870’s. In 1968 he graduated from Notre Dame with a BA in Communications and received a Juris Doctorate degree from the University of Montana Law School in 1971. Right after graduating from law school, Mick was persuaded by his father, longtime State Senator Luke McKeon, and his uncle, Phillips County Attorney Willis McKeon, to run for delegate to Montana’s Constitutional Convention and was elected to represent Deer Lodge, Philipsburg, Powell, and part of Missoula Counties. Along with a coalition of delegates from Butte and Anaconda, he fought through the new Constitution to eliminate the legal strangle hold, often called “the copper collar,” that corporate interests -- the Anaconda Company and its business & political allies -- had over state government for nearly 100 years. The New York Times called Montana’s Constitutional Convention a “prairie revolution.” After helping secure the ratification of the new Constitution, Mick began his practice of law in Anaconda where he engaged in general practice for nearly 20 years. Moving to Butte in 1991, Mick focused has practice in personal injury law, representing victims of negligence and corporate wrongdoing in both Montana district courts and federal court. As such, he participated in some of the largest cases in the history of the state. In 1992 he and his then law partner Rick Anderson obtained a federal court verdict of $11.5 million -- the largest verdict in MT for many years. Mick’s efforts on behalf of injured victims have been recognized by many legal organizations and societies. Recently, Mick was invited to become a member of the International Academy of Trial Lawyers - 600 of the top lawyers in the world. Rated as an American Super Lawyer, he has continuously been named one of the Best Lawyers in America, and an International Assn. of Trial Lawyers top 100 Trial Lawyer. In 2005, he was placed as one of Montana’s top 4 Plaintiff’s lawyers by Law Dragon. Mick is certified as a civil trial specialist by the National Board of Trial Advocacy and has the highest rating possible from Martindale-Hubble. Mick was awarded the Montana Trial Lawyers Public Service Award and provided pro bono assistance to needy clients for his entire career. Mick’s law practice, which he now shares with his son Michael, is limited to representing individuals who have been injured in accidents, concentrating on cases against insurance companies, corporations, medical providers and hospitals. Mick resides in Butte with his wife Carol, a Butte native. Mick, Carol, Michael and another son, Matthew, who graduated from Dartmouth College and was recently admitted to the Montana bar, enjoy as much of their time together in Butte and at their place on Flathead Lake.

Effiziente, operative Torbelegung mittels kombinatorischer Auktionen

Das operative Torbelegungsproblem (TBP) z. B. an einem Distributions- oder Cross-dockingzentrum ist ein logistisches Problem, bei dem es gilt, an- und abfahrende Fahrzeuge zeitlich und räumlich so auf die Warenein- und -ausgangstore zu verteilen, dass eine mög-lichst kostengünstige Abfertigung ermöglicht wird. Bisherige Arbeiten, die sich mit dem TBP beschäftigen, lassen Aspekte der Kooperation außer Acht. Dieser Beitrag stellt ein Verfahren vor, durch das der Nachteil einseitig optimaler Torbelegungen überwunden werden kann. Dabei wird auf das Mittel der kombinatorischen Auktionen zurückgegriffen und das TBP als Allokationsproblem modelliert, bei dem Frachtführer um Bündel konsekutiver Einheitszeit-intervalle an den Toren konkurrieren. Mittels eines Vickrey-Clarke-Groves-Mechanismus wird einerseits die Anreizkompatibilität, andererseits die individuelle Rationalität des Auk-tionsverfahrens sichergestellt. Das Verfahren wurde in ILOG OPL Studio 3.6.1 implemen-tiert und die durch Testdaten gewonnenen Ergebnisse zeigen, dass die Laufzeiten gering genug sind, um das Verfahren für die operative (kurzfristige) Planung einzusetzen und so transportlogistische Prozesse für alle Beteiligten wirtschaftlicher zu gestalten.

Dimensionierung elektronischer Komponenten in Flurförderzeugen – Untersuchung des Schädigungsverhaltens unter Laborbedingungen

Flurförderzeuge sind aufgrund ihrer Einsatzbedingungen und konstruktiven Merkmale besonderen Beanspruchungen ausgesetzt. Diese elektrischen, mechanischen und thermischen Beanspruchungen unterscheiden sich teilweise deutlich von denen anderer Fahrzeuge wie Personenwagen oder mobilen Baumaschinen. Um Auslegungs- und Dimensionierungsrichtlinien für die im Flurförderzeug verbauten elektronischen Komponenten zu erarbeiten, wurden an einem Schubmaststapler die auf ausgewählte Komponenten einwirkenden Beanspruchungen aufgezeichnet und umfangreich ausgewertet. In verschiedenen Prüfstandsuntersuchungen wurden die angenommenen Beanspruchungen unter Laborbedingungen nachgestellt, um das Verhalten der Elektronikkomponenten näher zu betrachten und Ausfallcharakteristiken, wie beispielsweise die Zusammenhänge zwischen Belastungshöhe und Belastungshäufigkeit bis zum Ausfall, abzuleiten.

Analyse und Quantifizierung der Umweltaspekte von Fördermitteln in der Intralogistik

Das Projekt „Analyse und Quantifizierung der Umweltauswirkungen von Fördermitteln in der Intralogistik“ hat sich zum Ziel gesetzt, die Umweltaspekte verschiedener Fördermittel während des gesamten Lebenszyklus zu analysieren, zu quantifizieren und zu bewerten. Dazu werden für die Produktgruppen Flurförderzeuge, Krane & Hebezeuge und Lagertechnik Methoden entwickelt, um die Umweltaspekte, die von diesen Geräten bzw. Systemen zu erwarten sind, einer genaueren Untersuchung zu unterziehen.

Integration von 3D-Kamerasystemen am Gabelstapler

Dieser Beitrag beschreibt die Integration von laufzeitmessenden 3D Kamerasystemen in die Gabelzinkenspitzen eines Flurförderzeugs. Mit Hilfe der integrierten Kameras und deren ausgewerteter Aufnahmen wurde ein Assistenzsystem für die Handhabung von Ladungsträgern realisiert, das dem Fahrer des Flurförderzeugs Verfahrempfehlungen für die Optimierung der Relativposition zwischen Gabelzinken und Ladungsträger bzw. Lagerplatz ausgibt. Neben der Vorstellung der verwendeten Kamera-Hardware und der Integration am Fahrzeug wird auch der Ablauf der Bildverarbeitung beschrieben.

Dynamische Standsicherheit von Portalstaplern

Der Artikel beschreibt die Untersuchung der dynamischen Standsicherheit von Portalstaplern. Dazu wurde ein aktueller repräsentativer Portalstapler analysiert und in ein Mehrkörper-Simulationsmodell abgebildet. Die Validierung des Modells erfolgte auf Basis von Messfahrten am realen System. Aus den durchgeführten Simulationsstudien wurden technische Verbesserungsmaßnahmen abgeleitet, welche die dynamische Standsicherheit von Portalstaplern erhöhen.

Untersuchung und Modellierung der Schwingungsübertragung von Flurförderzeugreifen

In einem Gemeinschaftsprojekt der Technischen Universität München und der Helmut-Schmidt-Universität Hamburg werden die vertikaldynamischen Eigenschaften der bei Gabelstaplern verbreiteten Superelastik-Reifen (SE-Reifen) experimentell untersucht und das dynamische Verhalten der Reifen in ein numerisches Modell überführt. Der Beitrag geht auf die hierzu aufgebauten Versuchsstände, die Ermittlung der Kennwerte und den Aufbau des numerischen Reifenmodells ein.

Evaluation of the influence of toll systems on energy consumption and CO2 emissions: A case study of a Spanish highway

This paper studies the energy consumption and subsequent CO2 emissions of road highway transportation under three toll systems in Spain for four categories of vehicles: cars, vans, buses and articulated trucks. The influence of toll systems is tested for a section of AP-41 highway between Toledo and Madrid. One system is free flow, other is traditional stop and go and the last toll system operates with an electronic toll collection (ETC) technology. Energy consumption and CO2 emissions were found to be closely related to vehicle mass, wind exposure, engine efficiency and acceleration rate. These parameters affect, directly or indirectly, the external forces which determine the energy consumption. Reducing the magnitude of these forces through an appropriate toll management is an important way of improving the energy performance of vehicles. The type of toll system used can have a major influence on the energy efficiency of highway transportation and therefore it is necessary to consider free flow.

Energy consumption and intensity of toll highway transport in Spain

We estimate the energy consumption of toll highway transport on a number of Spanish roads. Regression parameters are balanced according to coefficients from an empirical analysis based on survey data by vehicle type. The mean energy consumption and subsequent CO2 emissions on the toll highway sections are estimated as 1895 MJ/h/lane-km and 0.15 tCO2 eq./h/lane-km, values that increase to 2644 and 0.22 when energy and carbon emissions of transport infrastructure are considered based on the life cycle energy consumption for toll highway construction and use. If the energy intensity of infrastructure construction is allocated to the users according to traffic, it is much higher for motorcycles than for cars, and is significantly lower for articulated trucks than for vans.

Changes in the external costs of freight surface transport in Spain

This paper studies the external costs of surface freight transport in Spain and finds that a reduction occurred over the past 15 years. The analysis yields two conclusions: trucks have experienced a reduction in external costs, and rail has lower externalities. The external costs of road freight transport decrease between 1993 and 2007 (44%). The external costs of rail freight increase by 12%. During this period, the external costs of road freight related to climate increase by 16%, oppositely than those from air pollution and accidents (51 and 44%). The external costs of rail related to pollutant emissions and climate increase by 4% and 43%. Oppositely, the external costs related to accidents decrease by 27%. Road freight generates eight times the external costs of rail, 2.35 Euro cents per tonne kilometre in 2005 (5.6% accidents, 74.7% air pollution and 19.7% climate) vs. 0.28 (13.4% accidents, 53.9% air pollution and 32.7% climate).

Planta de licuación de 1 MTPA LNG Prico en Texas, EEUU

En este proyecto se ha realizado el dimensionamiento de los equipos básicos de una planta de licuación de gas natural cuya localización es Texas, EEUU. La capacidad de la planta es de 1 MTPA y funciona mediante un proceso de licuefacción de licencia Prico. Su objetivo fundamental es servir de apoyo en las puntas de consumo de gas natural (el cual varía considerablemente según la época del año) mediante reinyección del producto en los gaseoductos en los momentos de mayor demanda o incluso mediante su transporte en camiones cisterna. El proyecto ha comprendido el análisis del proceso Prico con su diagrama de flujo, el dimensionamiento de los intercambiadores de calor (carcasa y tubos y plate-fin), selección de los equipos rotativos, simulación del proceso y dimensionamiento de tuberías, así como un pequeño estudio económico. Abstract In this project, sizing of main equipment of a natural gas liquefaction plant has been developed. The plant is located in Texas, EEUU. Plant capacity is 1 MTPA and is designed to produce LNG by using a Prico liquefaction process. The main objective of the designed plant is to support the peaks of consumption of natural gas (which varies considerably along the year) by liquefying, storing and reinjecting the natural gas in the pipelines or even using tanker trucks to take LNG to consumers. The project includes the analysis of the Prico process flow diagram, sizing of the heat exchangers (shell & tube and plate-fin), selection of rotatory equipment, process simulation and pipe sizing, and a viability analysis.