In this episode of the TurboTime podcast, we talk to Carolyn Weber, the Director of Application Engineering at Cadence Design Systems, about computational fluid dynamics (CFD). Weber gives a crash course in CFD and how it relates to the turbomachinery industry. She then talks about how CFD streamlines and benefits pump and compressor design and performance, how it improves the design and analysis of aerospace machinery, and discusses what areas CFD could improve in the aerospace industry and the challenges it faces in terms of the turbomachinery industry.

In this episode of the TurboTime podcast, we talk with Carolyn Weber, the Director of Application Engineering at Cadence Design Systems, about 
computational fluid dynamics. 



TurboTime Podcast: Computational Fluid Dynamics with Cadence

In the second part of our three-part roundtable Q&A on the state of hydrogen in the turbomachinery industry, experts and OEMs discuss the various obstacles that are preventing the large-scale implementation of hydrogen, including the costs of manufacturing hydrogen, transporting it to a power station, and providing large-scale storage at the site.

Mark Axford
Founder
Axford Turbine Consultants

Klaus Brun
Global Director of R&D 
Ebara-Elliott Energy Company

Alex Habeder
Head of Business Strategy
Sustainable Energy Systems 
Siemens Energy

Andreas Kramer 
Senior Manager Business Development 
MAN Energy Solutions

Daniel Patrick
Market Manager Hydrogen 
Atlas Copco Gas and Process

Q: WHAT OBSTACLES ARE PREVENTING THE LARGE-SCALE IMPLEMENTATION OF HYDROGEN?

The main obstacles are the costs of physically manufacturing hydrogen, transporting it to a power station, and providing large-scale storage at the site. Modern gas turbine power plants utilize combined-cycle technology for high efficiency. These plants are designed to run at baseload and typically utilize building blocks of 300 – 600 MW of capacity. Continuous consumption of this much fuel requires an infrastructure of interconnected pipelines fed from numerous fuel sources. Because this infrastructure does not exist for hydrogen, a nearby storage cavern of substantial proportion must be located near the power plant. In terms of green hydrogen, the electrolyzer and renewable energy sources need to be located nearby. These obstacles can be overcome with government subsidies, but only if the cost of green electricity does
not matter.

The primary obstacle to the large-scale implementation of hydrogen as an energy carrier is the cost of hydrogen production, transport, and storage. It is difficult to utilize or convert the existing hydro-carbon transport infrastructure to hydrogen transport because of the challenging physical properties of hydrogen. As previously noted, hydrogen is not an easy gas to handle. Thus, to convert our industrial and domestic usage from fossil fuels to hydrogen requires an entirely new infrastructure, which could cost trillions of dollars. This is something that will take time, money, and commitment to implement.

The main obstacles [preventing large-scale implementation of hydrogen] are the costs of physically manufacturing hydrogen, transporting it to a power station, and providing large-scale storage at the site. - Mark Axford

Reasonably priced and affordable electrolyzers are the prerequisite for covering the growing demand and future hydrogen costs. Furthermore, generating green hydrogen requires a significant and accelerated expansion of renewable energy worldwide. This expansion can only accelerate if permitting becomes faster and less complicated. Automated factories for electrolysis on an industrial scale (including the GW scale) must be constructed, and the pipeline and industrial-scale hydrogen storage infrastructure must be implemented for storing and transporting the hydrogen.

If the preconditions described in the first question have not been achieved, and the necessary infrastructure has not been established, large-scale implementation of hydrogen is expected to face significant challenges and may ultimately fail.

 Supply and demand is one of the largest obstacles we face in hydrogen today. We are stuck in the classic “chicken-or-the-egg” situation. Hydrogen producers need confidence that there will be eager consumers, while consumers need reassurance there will be a consistent supply of hydrogen to suit their needs. Both sides of the supply chain seem to be looking at the other, waiting to see what will happen next. With the number of hydrogen projects on the horizon and the ever-growing demand sector, this seems to be a short-term issue. Once we get past the supply-and-demand hurdle, the next challenge will be bringing down the cost of hydrogen. Companies and consumers are generally willing to pay a “green” premium, but there are still significant economic gains to be made before hydrogen becomes adopted as a mainstream energy carrier.

Part 1: Roundtable Q&A: The State of Hydrogen in the Turbomachinery Industry

Part 3: Roundtable Q&A: Turbomachinery and Hydrogen, Ammonia's Role as a Less Carbon-Intensive Fuel Source

In Part 2 of our roundtable on the state of hydrogen in the turbomachinery industry, experts and OEMs discuss the various obstacles that are preventing the large-scale implementation of hydrogen. 

Part 2: Roundtable Q&A: Obstacles Preventing Large-scale Implementation of Hydrogen

As hydrogen continues to dominate discussions about energy security and decarbonization, conference agendas, and government climate goals, its role and capacity are often misrepresented and overhyped. According to the International Energy Agency’s (IEA) Global Hydrogen Review 2022, more than 80% of hydrogen is derived from fossil fuels, with some experts placing it higher. Further, the main uses of hydrogen in the industry are to produce ammonia—which accounts for 34 Mt of hydrogen demand—methanol (15 Mt), and direct reduced iron in the steel industry (5 Mt). Most importantly, almost all hydrogen used in the industrial sector is produced from unabated natural gas or coal, which translates to 630 Mt of direct CO

 emissions. These numbers complicate the carbon-neutral image of hydrogen.

While the technology is proven, hydrogen still plays an insignificant role in the power generation sector, accounting for 0.2% of the total generation, according to IEA. Solutions are underway, but most say it will be at least 10 years for green hydrogen to make deep headway in power generation. IEA reported that 2021 was a record year in electrolysis deployment, with more than 200 MW of additional installed capacity, three times more than 2020, bringing the total operational capacity above 500 MW. But carbon capture, utilization, and storage (CCUS) associated with hydrogen production has been largely stagnant. IEA reported in 2021, 0.6 Mt of hydrogen were produced from fossil fuels with CCUS, capturing roughly 10 Mt—the same production and capture level as in 2020, as no new projects started operation.

To elaborate on these numbers, facts, and technologies, Turbomachinery International put together this roundtable of industry insiders to offer their points of view and insights into hydrogen’s current and projected role in the energy sector.

Q: HOW REALISTIC IS IT TO COUNT ON HYDROGEN AS THE “GOLDEN TICKET” TO NET-ZERO EMISSIONS IN TERMS OF COST, SUPPLY, AND IMPLEMENTATION?

Net-zero emissions are normally discussed to be achieved within a timetable—often 2050. I do not see hydrogen as the golden ticket primarily because green hydrogen is far too expensive compared to other competing technologies. In 2022, the worldwide industrial demand for hydrogen was 95 million metric tonnes—almost half of the demand was fulfilled by manufacturing hydrogen by reforming methane gas, i.e., grey hydrogen. 

In the United States, the industrial price of grey hydrogen is $1 per kg delivered. The cost to make green hydrogen utilizing an electrolyzer is $5 per Kg. To encourage the production of green hydrogen, the United States and the European Union have passed legislation to subsidize its production. The U.S. subsidy is a “double dip”. First, $3 per Kg for all the green hydrogen produced plus an additional guaranteed payment for the electricity produced from it as it is put into fuel cells or gas turbines. There is no market for green hydrogen without huge government subsidies. Moreover, there is no way to discern $5 green hydrogen from $1 grey hydrogen; they are physically identical. Safeguards must be put in place to prevent large-scale fraud.

There are also technical issues with hydrogen relating to the cost of storing and transporting it. Most of the large U.S. interstate pipelines could safely transport hydrogen or a blend of hydrogen and natural gas. However, the pipeline compressor stations would require major rework to handle the volumetric changes due to mole weight. A bigger problem exists in the gas distribution pipelines networks and end-user appliances like stoves and furnaces. Much of the smaller diameter piping could suffer embrittlement if exposed to hydrogen. Also, most end-user devices would not operate if the hydrogen component of the fuel was more than a few percent.

Hydrogen is not a golden ticket to net zero. It is one of many enabling technologies that can, if properly applied and deployed, provide a positive contribution toward a net-zero or decarbonized energy economy. Hydrogen is not a fuel source. It is a basic chemical element that can be utilized for energy storage and transport. Since it does not release CO

 in a net-positive energy exothermic reaction, it is a viable energy carrier. However, hydrogen does not occur naturally and, thus, it needs to be produced either through electrolysis or partial oxidation reactions. Both processes are energy-intensive and require expensive equipment and new infrastructure. Hydrogen is not an easy gas to handle in that it is highly explosive, has a wide flammability range, leaks easily, causes embrittlement in many metals, and is hard to compress since it is a very light gas. Thus, the practical usage of hydrogen is limited to those applications where an industrial process requires hydrogen as a precursor product (such as refining or fertilizer production) or to an application where energy cannot be viably stored or transported by other cheaper and safer means, i.e., hydrogen as an energy carrier is only practical when energy that is produced cannot otherwise be transported easily (via an electrical grid), stored in batteries or other energy storage devices, or locally consumed.

While hydrogen holds promise for achieving net-zero emissions, relying solely on it as the “golden ticket” for cost-effective and scalable implementation creates challenges. The two most significant challenges are (1) hydrogen must become a closed commercial business model that enables worthwhile private commercial investments, and (2) at the same time, we must enter series production with supply chains and suppliers—the majority of whom are still manufacturers.

The cost of hydrogen production today, particularly from renewable sources, remains relatively high compared to traditional fossil-fuel alternatives. While new technologies and economies of scale are emerging and expected to drive down costs over time, achieving cost competitiveness with fossil fuels will require substantial investment and innovation. The development of fossil fuel prices also plays a role, especially with regard to the price of CO

Scaling up hydrogen production and ensuring a reliable supply pose logistical challenges and require substantial infrastructure development. Although hydrogen is an established chemical feedstock in the industrial sector, using green hydrogen in the energy sector is relatively new; thus, there’s no established infrastructure for green hydrogen. We will need robust supply chains, production capacities, or transportation networks to promote the use of green hydrogen on a large scale. All of this must be created at a speed that can keep pace with an announced market ramp-up.

"The cost of hydrogen production today remains relatively high compared to traditional fossil-fuel alternatives. While new technologies and economies of scale are expected to drive down costs over time, achieving cost competitiveness with fossil fuels will require substantial investment and innovation."  - Alex Habeder

Transitioning to a hydrogen-based economy necessitates extensive changes across sectors and the widespread adoption of hydrogen technologies. A comprehensive approach integrating it with other decarbonization solutions is crucial to leverage hydrogen effectively. We need large-scale kick-start projects to test the technologies and progress from talking to acting. Speed is also of the essence.

In these areas, there is no doubt that low-carbon hydrogen is the path to decarbonization: replacing grey hydrogen as feedstock in the chemical and fertilizer industry and changing steel production to the direct reduction pathway with low-carbon hydrogen. On the other hand, in terms of mobility, shipping and aviation cannot be easily electrified and need fuels synthesized from clean hydrogen and carbon, such as CO

To produce green hydrogen, there is a need for renewable energy in large and sufficient quantities. Without the establishment of regulatory frameworks, the feasibility of implementation becomes questionable. Moreover, industries require investment security to proceed. Additionally, cost reduction through economies of scale must be achieved. Without meeting these prerequisites, relying on hydrogen as the ultimate solution may not be realistic.

 Hydrogen is an excellent choice to decarbonize certain industries. However, it is just one of the many strategies we will need to deploy to reach net-zero targets. Industries such as material handling, heavy-duty transportation, long-duration energy storage, stationary power generation, and combustion applications (such as green steel) all seem to be attractive sectors for the early implementation of hydrogen.

Q: WHAT ARE SOME OPPORTUNITIES CREATED BY HYDROGEN UTILIZATION IN THE ENERGY INDUSTRY?

Utilizing hydrogen as an energy storage technology requires substantial economic subsidy. Today, the most economical forms of energy storage are coal piles, oil tanks, and LNG tanks. Of course, these are all hydrocarbons and out of favor politically. So, what are the least expensive non-hydrocarbon forms of energy storage? Pumped storage on rivers and lakes has been utilized for decades, but most of the good sites have already been built out. More recently, lithium-ion batteries, similar to automotive battery packs, have become a favorite. Batteries can soak up the excessive quantities of electricity produced by wind turbines and solar panels during peak production hours. Subsidies for battery storage have been generous and batteries can provide instantaneous injection of KW into the grid when needed—a valuable technical feature. 

As I see it, if we set aside hydrocarbon energy storage, hydrogen must compete with battery storage. However, lithium-ion battery technology is expensive and not necessarily the best battery technology for long-term bulk storage. Several other battery technologies that are now being tested could bring about a sharp reduction in the installed cost per MWh of battery storage—companies such as Form Energy, EOS, and Zinc8. Toyota has also recently announced a solid-state battery breakthrough. I anticipate a disruptive battery technology will emerge for bulk-energy storage over the next two years that will cause severe damage to hydrogen storage's economic viability.

 The primary opportunities for hydrogen utilization, with the aim to decarbonize the total energy supply, are in the areas of petrochemical production—the replacement of blue/brown/black hydrogen with green hydrogen—as a transportation fuel, for fertilizer and ammonia production, and for other industrial chemical processes that require hydrogen as a precursor supply. The usage of hydrogen for power generation makes less sense since the cost of converting green electricity to hydrogen and then back to electric power is expensive, and the roundtrip efficiency of this process is well below 40%. It is not logical to use a process that wastes well over 60% of the produced energy to reduce carbon emissions. For curtailed green electricity it makes more sense to try to improve the distribution system to find off-takers for the electricity or to utilize energy storage technologies with higher roundtrip efficiencies, such as pumped hydro, pumped heat, compressed air, liquid air, etc.

Switching from coal to natural gas for power generation and improving efficiency are the first steps to reducing CO

 emissions. Next is substituting sustainable hydrogen for natural gas to enable carbon-neutral power plant operation, since hydrogen combustion does not produce CO

. Combined- and simple-cycle plants provide residual load for periods of low renewable generation and enable large-scale, seasonal storage of renewable electricity. In the long term, hydrogen-fueled gas turbines and combined-cycle plants will enable a fully decarbonized energy system in which renewables form the backbone of all energy consumed.

Currently, hydrogen is predominantly used in refineries and ammonia production via the steam methane reforming process where 1 ton of hydrogen causes 10 tons of CO

 emission. Future advancements aim to replace fossil-fueled power plants with hydrogen-based alternatives, such as power plants utilizing hydrogen, ammonia (produced with green hydrogen), or synthetic fuels (produced with green or blue hydrogen and CO

 from emitting industries like cement). Co-firing of ammonia or methanol in coal-based or combined-cycle gas turbine power plants is also planned. The same applies to large ship engines for ocean-going vessels, which can be fueled by methanol or, in the future, by ammonia (Power-to-X).

The most obvious opportunity for the energy industry is the chance to reduce the carbon footprint of a traditionally carbon-intensive sector and do so by enabling a low-carbon hydrogen economy. Also, the hydrogen economy will create a variety of new jobs, all while leveraging the wealth of knowledge and experience the energy industry has acquired over the decades from working with traditional energy sources.

A roundtable of experts and OEMs addresses hydrogen’s role in the energy landscape, including supply and demand, opportunities, and obstacles. 

In this episode of the TurboTime podcast, sponsored by Rentech Boilers, 

talks with Shawn Brewer, Director of Business Development and Field Services at Rentech Boilers, about boiler repair and the company's field services. 

Brewer reviews the most common problems his company encounters in the field and the reasons these issues are common. He also discusses the differences between a successful servicing or support job and an unproductive one and provides an overview of the repair/support process. Brewer offers listeners a detailed report of the top challenges of working in field services and some preventive measures operators can take to ensure the longevity of their equipment.

In this episode of the TurboTime podcast, sponsored by Rentech Boilers, Shawn Brewer, Director of Business Development and Field Services at Rentech Boilers, talks about boiler repair and the company's field services. 

TurboTime Podcast: Boiler Repair, Field Services with Rentech

Commissioning is a set of tests, checks, and activities to convert a newly installed package to a full-capacity commercial operation. Commissioning is performed in four phases:

1. Pre-commissioning
2. Core commissioning
3. Start-up
4. Post commissioning


Pre-commissioning is a thorough site inspection that includes verifying design conformity, the status of electrical, mechanical, and instrument installations, running-in of equipment, flushing, cleaning, drying, etc.

Pre-commissioning activities usually start when mechanical completion is achieved. Frequently, however, these two activities overlap. For example, a package can be under pre-commissioning while neighboring units are still under construction. For this reason, a facility can be separated into easily manageable pre-commissioning entities.


Create a pre-commissioning checklist to track the comprehensive site inspection and pending items. Bolts and similar tightening parts should be tightened as required. (This is a common pending item.) Wiring in general and electrical/instrument wiring connections require a lot of attention. All switches, instruments, indicators, and other instruments and devices should be properly installed and prepared to be qualified for further stages, such as a loop test. Grounding is often missed, but this is an important step. Be sure the grounding status of all machinery and equipment is checked—the ground resistance should also be measured and verified. All tubing and networks of piping, conduits, etc., should be checked and verified, e.g., centralized lubricating systems. There should be no leakage, deformation, or damage, and the entire network should be complete and working properly. There should be no blockage as well.

Planning is the key to success in commissioning. Proper planning and sequencing of different construction, completion, pre-commissioning, and commissioning tasks for different units and packages are extremely important to transition from the erection and installation phase to operation. As part of the planning stage, an estimated number of laborers, technicians, and supervisors should be provided for each stage of the commissioning. As a part of pre-commissioning, most flushing, cleaning, etc., is implemented in the shop before delivering the turbomachinery to the job site.


Safety precautions are important in commissioning. Proper risk assessments should be done before any pre-commissioning and commissioning steps. There are many different risks and hazards in many commissioning tasks and activities, such as the risk of fire. Therefore, fire systems should be commissioned before any risky tasks are started, and/or temporary firefighting equipment should be provided.

Issues in previous stages, such as design, construction, etc., often surface during commissioning. A set of deviations may be necessary to facilitate the commissioning. However, there should be no deviations on matters related to safety, reliability, or operational flexibility.

Each phase of commissioning requires a dedicated form—inspections should be supported by the appropriate record/form, and proper forms/reports should be completed and signed upon completion of each stage of commissioning. All measured data from the commissioning stage should be recorded as well as the various technical parameters and measurements.

Troubleshooting is a major task in the commissioning. Complete troubleshooting guides should be prepared in advance for every machine, piece of equipment, or device in the plant to help identify and correct any malfunctions that may occur.


All required items, lubrications, chemicals, tools, spare parts, and bits and pieces for commissioning should be ready in advance. Further, the quantity and grade of lubrication oil should fit the turbomachinery. The incorrect types and grades of oil were frequently used in different machines in previous commissioning exercises, which caused difficulties during this phase, so ensuring the correct oil is being used is critical. Additionally, all required operational data should be supplied in advance, such as alarm descriptions, alarm set points, initial settings for commissioning, etc.

Handover is another critical task that requires details for each handover, as there are different types. For example, the handover from the construction team to the commissioning team—this is the official start of pre-commissioning. Another example is the handover from commissioning to operation.

And finally, a thorough visual inspection should be conducted to ensure there are no defects, obvious deformations, cracks, weld-joint problems, loose bolt connections, etc. The various modes of operation—starting and stopping, full range of part-load, emergency trips, etc.—should be conducted on each turbomachine. All limit devices, sensors, instruments, etc., should be checked for sensitivity and reliability. Also, safety and limiting systems such as brakes should be checked. An electric motor solo test should be done for all onsite motors to verify the motor’s operational characteristics such as vibration, temperature, noise, etc. 

Amin Almasi is a Chartered Professional Engineer in Australia and the U.K.(M.Sc. and B.Sc. in mechanical engineering). He is a senior consultant specializing in rotating equipment, condition monitoring and reliability.

The four phases of commissioning are important developmental stages for any turbomachinery package. 


Turbo Tips: Commissioning Turbomachinery

In Part 2 of this episode of the TurboTime podcast on pumping/compressing CO

, Myth Busters Klaus Brun and Rainer Kurz discuss the impact CO

has on centrifugal compressor performance and carbon sequestration.

The duo talks about how the pressure of CO

 in a pipeline, for example, affects centrifugal compressor performance. They also carbon sequestration challenges and how the industry is optimizing these technologies for emissions control, specifically in terms of gas leakage and losses.

In Part 2 of this episode of the TurboTime podcast, Myth Busters Klaus Brun and Rainer Kurz discuss the impact CO2 has on centrifugal compressor performance and carbon sequestration.

TurboTime Podcast: Part 2 - Compressing CO2

Over the years, we have seen requests to drive centrifugal compressors with a combination of gas turbines and electric motors in various configurations. These are often referred to as hybrid drives or dual drives, or in many cases, the electric motor is seen as a helper drive. Some of the confusion comes from the fact that these combinations vary and therefore so does the architecture of such drives. The combination of electric motor and gas turbine drivers to power a centrifugal compressor offers opportunities to take advantage of the individual strengths of each drive in a single package.

In these combinations, the gas turbines can be single shaft, offering very little operating-speed flexibility, or two shaft. On the electric side, we see variable speed motors (as variable frequency drives, although variable speed gearboxes are feasible), as well as electric machines that can be operated as motors or generators. The drivers can also be rated for similar or different power. For certain applications, constant-speed electric motors could be used. The architecture of these drives usually, but not always, requires a clutch between the respective drivers and the compressor.

The reasons for employing a dual-drive configuration are just as numerous as the different configurations. Single-shaft gas turbines, when driving compressor trains in LNG applications, for example, require sizeable starter motors because the starter not only has to accelerate the gas turbine but also the entire compressor train. The starter motor needs to have variable speed capability while also using 25% of the driver power. (That does not sound like a lot, but it would be a 25 MW motor for a 100 MW gas turbine) These motors can also be used to augment the gas turbine power on hot days, and a clutch allows the motor to disengage when it’s not needed. In similar applications, with two-shaft gas turbines, an electric motor can augment the power of the gas turbine, or it can be used as a generator to use surplus power for the generation of electricity. This looks attractive, but often the added complexity cannot be justified economically.

Other uses of hybrid trains seek to take advantage of low-cost electricity during certain times, operating the electric motor (with a disengaged gas turbine) when operating costs would be lower than gas-fired operation. Similar arguments can be made if emissions avoidance, together with high supply security in case of electric grid problems, are sought. In cases like this, the electric motor would be sized for similar power as the gas turbine, and the operation would see either the gas turbine or the electric motor but not both in operation. Therefore, one or two clutches are needed. Generally, to avoid tremendous windage losses, the power turbine of a gas turbine should not spin if the gas turbine does not make power. This means a minimum of one clutch is required.

In this circumstance, like in many other applications where the opportunity is to only use one of the drivers at a time, a centrifugal compressor that can be driven from both shaft ends is advantageous.

Economically, the case for dual drives is often difficult to make because essentially the project carries the cost of an extra driver, and the clutches and train become very complex, including control systems, lube oil control, and the torsional train behavior. Creating electricity to feed into a grid is not often financially rewarding. If the train is part of a facility that can consume the extra electricity, the economics change. The goal of supply security for predominantly electric applications can also be met by electric-only drives with a gas turbine-driven generator. This can include mobile, deployable gas-turbine-driven power generation systems.

“For certain applications, constant-speed electric motors could be used. The architecture of these drives usually, but not always, requires a clutch between the respective drivers and the compressor.”

There are other possible turbomachinery train combinations, including steam turbine drivers, but these are usually only employed in applications where excess steam is available, such as refineries or olefin plants. Similarly, combinations of steam turbines with motor drivers have been successfully employed in petrochemical applications where plant steam is abundant.

So, there are potential benefits to dual drives, but the decision needs to be carefully measured about the goals the operator wants to achieve, and how much added complexity is acceptable.

Klaus Brun is the Director of R&D at Elliott Group. He is also the past Chair of the Board of Directors of the ASME International Gas Turbine Institute and the IGTI Oil & Gas applications committee.

Rainer Kurz is the Manager of Gas Compressor Engineering at Solar Turbines Incorporated in San Diego, CA.He is an ASME Fellow since 2003 and the past chair of the IGTI Oil and Gas Applications Committee.

Any views or opinions presented in this article are solely those of the authors and do not necessarily represent those of Solar Turbines Incorporated, Elliott Group, or any of their affiliates.

Dual drivers—a combination of an electric motor and a gas turbine to power a centrifugal compressor—play on the individual strengths of each driver in a single package.

Myth Busters: Dual Drives Always Work Better!

 features a roundtable of experts and OEMs to offer their points of view and insights into hydrogen’s current and projected role in the energy sector. To further the discussion on hydrogen, a collection of authors from the Elliott Group, Southwest Research Institute, and Venture Global LNG reviews the prospects and challenges of hydrogen compression: Compared to natural gas pipelines, for equivalent energy volumes, hydrogen compression will likely require 5 - 6 times the power, making efficiency in design and the overall footprint requirement key aspects when evaluating various compressor technologies.

Our fall issue also includes coverage from the American Society of Mechanical Engineers (ASME) Turbomachinery Technical Conference & Exposition 2023, which celebrated its 67th year. Our coverage includes a look at gas turbines’ role in decentralized energy systems, technologies for a sustainable future, the potential of hydrogen, and more.

Key Considerations & Risks in the Operation and Control of Compressors

, discusses the factors and components—such as disturbance speed, degradation, and the surge curve—that affect the efficiency and functionality of a turbocompressor. And the Myth Busters break down the two types of centrifugal compressor impellers—closed (shrouded) and open (unshrouded)—and why a shroud is necessary given that the vanes are essentially where the energy transfer happens.

As hydrogen continues to dominate discussions about decarbonization and energy security, the fall Sept/Oct 2023 issue of Turbomachinery International features insights from a roundtable of experts and OEMs into hydrogen’s current and projected role in the energy sector.



Turbomachinery International: Sept/Oct 2023

Trinity Gas Storage (Trinity) secured $189 million in equity funding from Transition Equity Partners (TEP) and debt financing from Investec for construction and operation of a natural gas storage facility in Texas. The equity portfolio is comprised of Pan Capital Management, Abrdn, SailingStone Capital Partners, and Rice Investment.

“We are thrilled to commence construction on this much-needed storage facility,” said Jim Goetz, CEO of Trinity. “Our team has worked tirelessly to get to this point, and we recognize the immense importance of this project which will enable Texas to better manage energy supply fluctuations, ensuring a stable source of power even during periods of peak demand and extreme weather events.”

The storage facility will be capable of housing approximately 24 billion cubic feet (Bcf) of natural gas during the beginning phases of the project. Trinity’s facility is scheduled for immediate construction and operation is estimated to commence midway through 2024.

Texas’ supply and demand for natural gas will be managed at the Trinity storage facility, providing dispatchable energy for periods of peak electrical consumption. The facility is centrally located and connected to pipeline infrastructure—a set-up that enables reliable operation for the entirety of Texas.

“This storage project represents a critical transitional component for the diverse energy portfolio needed in ERCOT,” said Pat Eilers, Founder and Managing Partner of TEP. “As an investor focused on midstream energy infrastructure, we strongly believe in the role storage facilities play in enhancing reliable natural gas supply to the Texas market. We are excited to partner with the Trinity team, which has a strong track record of developing successful storage projects.”

Articles

The financing ensures Trinity’s plan to construct and operate a natural gas storage facility in central Texas.

Trinity Gas Storage Receives $189M in Funding for Texas Facility

Berkshire Hathaway Energy (BHE) has announced the acquisition of Dominion Energy’s 50% limited partnership stake in Cove Point LNG. The purchase raises BHE’s ownership interest in Cove Point to a total of 75% and it is held within BHE GT&S—a division of Berkshire Hathaway’s energy business. BHE agreed to acquire Dominion’s 50% stake for a cash consideration of $3.3 billion in July 2023. The transaction officially closed on Sept. 1, 2023.

“We are pleased for this opportunity to own a greater stake in the Cove Point LNG business. BHE GT&S will continue its excellent operating and commercial performance at Cove Point, which plays an important role in Berkshire Hathaway Energy’s delivery of clean, low-cost and sustainable energy solutions to customers and communities,” said Paul Ruppert, President of BHE GT&S.

A subsidiary of BHE GT&S serves as partner and operator of the Cove Point NG pipeline and LNG terminal in Lusby, MD. The remaining 25% of the limited partnership interest is held by a subsidiary of Brookfield Infrastructure Partners.

Dominion Energy sells its 50% limited partnership stake to Berkshire Hathaway, raising the company’s partial ownership of Cove Point LNG.

Berkshire Hathaway Energy Acquires Dominion’s Stake in Cove Point LNG

Baker Hughes and Tellurian Inc. have agreed to supply eight LM6000PF+ gas turbines, main refrigerant compressors, and control units for Phase 1 of the Driftwood facility, which is on track for LNG production in 2027.

“Bechtel has done a tremendous job preparing the site and has already completed the piling and compressor foundations for Plant 1 of Driftwood LNG,” said Octávio Simões, President and CEO of Tellurian. “This agreement with Baker Hughes firms up our plans to secure the critical technology for Driftwood Phase 1. We value our continued, long-term relationship with Baker Hughes for delivering industry leading manufactured equipment and technology solutions to enhance our ability to deliver clean energy to the world.”

Baker Hughes is also in the process of manufacturing an electric-powered integrated compressor line (ICL) package for delivery to the Driftwood Pipeline 200—completion expected by early next year. This ICL package delivery will come alongside additional turbomachinery for the pipeline.

“This agreement builds on the established collaboration between Baker Hughes and Tellurian as we continue to execute on our scope for the Driftwood Pipeline 200, which includes providing zero-emissions ICL compressor packages for their first deployment in North America,” said Lorenzo Simonelli, chairman and CEO of Baker Hughes. “Leveraging our 30 years of experience in LNG and broad portfolio of technologies for the natural gas value chain, we are pleased to support Tellurian also for the Driftwood liquefaction plant with our gas technology solutions.”

Baker Hughes will supply Tellurian with a series of liquefaction equipment for Phase I of the Driftwood LNG project.

Tellurian, Baker Hughes Enter Contract for Delivery of Liquefaction Equipment

HIF Global, Porsche AG, and Volkswagen Group Innovation have announced the development and planned installation of a new direct air capture (DAC) unit. The unit will be installed at HIF’s eFuel-integrated Haru Oni Demonstration facility in Chile for 2024.

"We are not waiting for solutions to come to us; we are creating them and leading the way. We have proven carbon-neutral eFuels are a real solution to help decarbonize transportation,” said Cesar Norton, President and CEO of HIF Global. “Now we are accelerating DAC technology that enables efficient and low-cost CO

 recycling. We are very happy to be cooperating with Porsche to pioneer this unit in our facility in Chile and we hope to escalate this technology in the near future."

HIF Global with model of DAC unit; Image Credits: HIF Global

The new DAC unit will support the Haru Oni facility’s current green operations—which uses biogenic CO

 and hydrogen produced by wind—and filter up to 600 tons of CO

 from the air per year. By combining green hydrogen and recycled CO

, eFuels are produced to obtain eMethanol, which is transformed into synthetic fuels such as eGasoline and e-sustainable aviation fuel (SAF).

“To slow global warming, it is essential to reduce emissions and remove CO

 from the atmosphere,” said Michael Steiner, Member of the Executive Board for Research and Development at Porsche AG. “At the same time, we need CO

 as a raw material in many production processes. Why not combine the two? We're working on that. We want to put an industrial direct air capture, or DAC, procedure into series production.”

The business partnership revealed a new DAC unit to be installed at the Haru Oni Demonstration facility in Chile. 

HIF Global, Porsche, Volkswagen Group Develop DAC Unit, Install at Haru Oni

ACWA Power has announced the signing of strategic agreements with six Italian entities to promote international cooperation in green hydrogen, water desalination, and research and development (R&D). The six Italian cosigners consist of the enterprise federation Confindustria, energy firm Uni, utility and waste management firm A2A, industrial solutions provider Industrie De Nora, additives manufacturer Italmatch Chemicals, and engineering solutions provider RINA.

“The collaboration between ACWA Power and our Italian counterparties will enable the exchange of crucial expertise, products, and equipment,” said Marco Arcelli, CEO of ACWA Power. “We hope this cooperation can lead to greater localization of Italian companies in Saudi Arabia and establish the foundation for a powerful partnership in research and development. We have the ambition to make ACWA Power a vehicle to create transformative opportunities for Italian and European enterprises in Saudi Arabia and to drive sustainable progress in Italy and Europe by supplying green hydrogen and technical expertise.”

Confindustria and ACWA Power will collaborate to identify potential developments for green hydrogen and water desalination projects. The joint assessment will additionally consider contractors, suppliers, R&D, and long-term supply and manufacturing partnerships.

The partnership between Eni and ACWA Power will conduct research on green hydrogen, renewables, and engage in R&D for sustainable energy technologies. A2A’s agreement with ACWA Power encourages the development of green hydrogen projects and green hydrogen imports for Italy. The uses for green hydrogen, specifically within the industry of sea-borne shipping, characterizes RINA’s signed agreement with ACWA Power.

ACWA Power aims to apply Industrie De Nora’s electrochemistry and sustainability technologies to its water desalination projects, and a potential cooperation for the operation and maintenance of green hydrogen applications is under consideration.

The private water desalination company is cooperating with six Italian enterprises to further developments in green hydrogen production and water desalination. 

ACWA Power Partners with Italian Companies to Advance Green Hydrogen

bp and British Columbia’s Woodfibre LNG facility have come to terms on its third long-term LNG offtake contract. The deal authorizes an offtake of 0.45 MTPA of LNG per year for a 15-year time span on a free on board (FOB) basis. bp, with the signing of this contract, has committed the entirety of Woodfibre’s LNG production to be sold to the company. The export facility provides bp with a total offtake of 1.95 MTPA and the remainder could be acquired on a flexible offtake basis.

Site of Woodfibre LNG facility; Image Credits: Woodfibre LNG

Woodfibre LNG’s offtake agreement allows bp to expand its LNG portfolio to match the target of 30 million tons by 2030. bp will service the Woodfibre facility through the transportation of gas for the duration of the contract’s 15-year term. Utilizing hydro power and electric-driven compression, Woodfibre LNG plans to reach net-zero emissions by 2027.

“As the world seeks secure, affordable and lower carbon energy, global demand for LNG is expected to continue to grow and this additional Canadian supply source will further enhance bp’s supply positions in the Pacific region,” said Jonathan Shepard, VP global LNG trading and origination at bp. “We look forward to continuing our close collaboration with Woodfibre LNG.”

The Woodfibre LNG facility has committed the sale and offtake of its LNG output to bp for a 15-year contract.

bp Structures Offtake Deal with Canadian-Based LNG Exporter

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Baker Hughes and Venture Global LNG have entered into an expanded master equipment supply agreement to deliver liquefaction train systems and power island systems for Venture Global’s future LNG projects. The long-term expansion plan for Venture Global is to increase LNG production from 70 million tonnes per annum (MTPA) to more than 100 MTPA in export capacity, and it will be supported with LNG assets from Baker Hughes.

“Venture Global is thrilled to announce our long-term plan to expand LNG production both in and outside of Louisiana, building on the momentum of our first three projects – Calcasieu Pass, Plaquemines LNG and CP2 LNG,” said Mike Sabel, CEO of Venture Global. “Now more than ever we are committed to our mission of delivering low-cost LNG at a larger scale to support the world’s growing demand for energy security, prosperity, and environmental progress. We are grateful for our continued partnership with Baker Hughes, a world leader in energy technology, and look forward to building on our successful collaboration in our upcoming projects.”

Venture Global’s Plaquemines LNG facility is on target to commence LNG production in 2024, following the completion of FIDs filed for both phases of the 20 MTPA project. Four liquefaction train models (Blocks 1and 2) and a third LNG storage tank are expected to be delivered to Plaquemines by early September.

The company’s CP2 LNG facility will undergo construction later this year, pending the receipt of FERC authorization. Venture Global has sold 9.25 of CP2’s 20 MTPA capacity through a series of 20-year sales and purchase agreements. Baker Hughes serves as an LNG equipment supplier to Venture Global LNG facilities in the Calcasieu Pass and will service the Plaquemines LNG plant with equipment delivery prior to its operation.

“Natural gas will continue to play a critical role as a bridging and destination fuel for the energy transition. We are proud of our longstanding collaboration with Venture Global LNG and continue to support their plan to expand LNG production to address global energy demand,” said Lorenzo Simonelli, chairman and CEO of Baker Hughes. “Building on our positive track record for the Calcasieu Pass and Plaquemines LNG projects, we look forward providing VG with our proven technology solutions to enable faster time to LNG, a key advantage to our modular LNG design.”

Venture Global’s long-term expansion plan includes Baker Hughes’ liquefaction and power systems. 

Baker Hughes, Venture Global Sign Equipment Supply Agreement for Expansion Plan

Manitoba Hydro selected the hydro power division of GE Vernova to manufacture and replace a Unit-4 Kaplan runner at the 479 MW Grand Rapids plant—a reservoir-based hydropower plant—in Manitoba, Canada.

“Canada has been a pioneer in hydropower development for about 140 years; the installed based today is significant, and aging, which creates huge opportunities to service the fleet, to help extend the project's life, increase efficiency, and help deliver even more clean energy to the grid,” said Romain Pellegrino, Hydro Power North America Leader, GE Vernova. “We are pleased to be working with Manitoba Hydro on this project, which gives a great example of the possibilities that come with hydropower.”

Grand Rapids hydropower plant; Image Credits: Manitoba Hydro

Aspects of the service agreement include the design, construction, delivery, and installation of the 6+ meter diameter runner at Manitoba Hydro’s generating station. The replacement runner will be built and performance-tested at GE Vernova’s Hydro Power North America facilities.

The replacement of Grand Rapids’ Unit-4 Kaplan runner will improve the performance and efficiency of the 60-year-old plant. Twenty years prior, GE Vernova installed replacement runners for Units 1, 2, and 3. Manitoba Hydro’s Grand Rapids Generating Station opened in 1965, generating 1,580 GWh of electricity through 4 GE-delivered Kaplan units.

Manitoba Hydro elects the services of GE Vernova to fully construct, test, and install a replacement runner for the Grand Rapids plant.

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