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Integrated Compressor Line for pipeline project

Baker Hughes ICL Installation

Myth: A Compressor is a Pipe Anchor

Atlas Copco expands compressor and vacuum areas

Atlas Copco Acquisitions

Should Gear Units Be Used Or Avoided?

Compression and Transportation of CO2

Floating LNG order 

Turboexpander Protection

ORC partnership 

Agile Engineering Design release 

Atlas Copco acquisition binge 

Dry Gas Seal Failure Modes

Machining turbine blades

Compressor performance and thermodynamics

Direct turbomachinery controls 

Germany fast tracks LNG 

Carbon utilization study

Process gas filters

Middle East turboexpander

Metal Additive Manufacturing

Clean energy storage grant

Sullair carbon neutrality 

New Elliott pipeline compressor

SELECTION, PURCHASE,AND OPERATION OF TURBOMACHINERY

Editor Series Webinar

Combining ceramic 3D printing technology with casting 

Baker Hughes acquisition 

Atlas Copco acquires yet again

Floating turbomachinery order 

New Elliott CEO and COO 

MAN ES emphasizes digital tools and decarbonization

In part II of the TuboTime episode on designing turbomachines, the Myth Busters, Klaus Brun and Rainer Kurz, discuss the accuracy of these design tools, which benchmark testing is still required, and current state-of-the-art tools.

How accurate are these tools? Are the software limitations a part of the software, or are they human input issues?

 It depends on the software, right? There are situations where you need to be fairly accurate. Most finite element analysis (FEA) and computational fluid dynamics (CFD) are reasonably accurate, depending on the input of your boundary conditions. You really need to consider what you're trying to accomplish. Structural FEA is more advanced than CFD. Additionally, the equations being solved are fundamentally more linear, and therefore, the expected results tend to be more precise. You can generally expect to be within a couple of percent. In contrast, with CFD, the equations, as Rainer mentioned earlier, the Navier-Stokes equations, are highly complex and nonlinear partial differential equations. These equations are difficult to solve, and you can end up with very inaccurate results because many approximations are made, especially regarding turbulence modeling and boundary layers. The fidelity of the model is essential since you can't delve down to a molecular level; there's a limit to the size at which you can operate before you must make turbulence assumptions and consider steady state versus transient conditions. There are numerous opportunities for error here, and those are some of the significant ones.

 The issue is fundamentally this: What problem are you trying to solve? If you ask a designer to create a new compressor stage that aligns with the experience level of that company's database, you can likely determine things like efficiency or head-making capability, particularly in terms of aerodynamics, probably within a few percent without ever testing it. However, if you are dealing with something for which there is no reference data—essentially operating in uncharted waters and relying solely on your code—the accuracy is significantly and dramatically lower than that.

Podcasts

How accurate are advanced computational tools like CFD and FEA? Find out in part II of designing turbomachines with the Myth Busters.

TurboTime Podcast: Designing Turbomachines - Part II

In this episode of the TurboTime podcast, Myth Busters Klaus Brun and Rainer Kurz discuss the design of turbomachines. They describe the typical design process for a turbomachine, outline the required engineering tools, and explain each analytical tool's function: finite element analysis, computational fluid dynamics (CFD), and rotor and blade dynamics. They also discuss how compressors, pumps, and turbomachines were designed before these advanced computational tools existed.

TURBO: Can you describe the typical design process of a turbomachine and what engineering tools are required?

 You begin with what's known as a 1D analysis, then move to a 2D analysis, also called a blade passage flow analysis. After that, you proceed to 3D and conduct some testing before refining your geometry. In essence, that's the aerodynamics part, right? However, there’s an initial step that is often overlooked, which is your own experience. You start your design based on your experience and your existing machinery portfolio. If you’re a turbomachinery manufacturer with 50, 60, or 70 years in the field, you’ve likely worked on various types of machines. Therefore, before designing a new machine, impeller, or expander, you review your existing portfolio; that's usually your starting point. You examine what's closest to your needs within that portfolio to determine if you can build upon it or if you need to start from scratch. Besides the aerodynamic design process, there's also a review of structures and dynamics that runs parallel to your aerodynamic process. You perform aerodynamic design followed by structural checks. Essentially, you assess the solids and dynamics to ensure there’s no risk of failure due to vibration. You conduct these evaluations throughout to avoid potential failures. These are generally well-known considerations. Additionally, a third aspect that often gets overlooked is manufacturability. It’s crucial to ensure that what you're designing can actually be manufactured, as it wouldn’t make sense to design an impeller or a machine that ultimately cannot be produced due to a lack of available technology or machinery. This consideration relates closely to materials, so manufacturability and materials fall into the same category, requiring a review of your materials, coatings, etc., throughout the design process to ensure that your design is feasible for production.

 I’d also like to point out that, as engineers, we don't design these machines out of thin air. There’s usually a use case, a customer, or a market assessment that indicates we need something that fits specific requirements. This could be a gas turbine that produces 20,000 horsepower or a compressor that can deliver more throughput than what my competitors can achieve within a given casing size, and so on. Then, we enter a process where engineering is asked, "Hey, can you guys do that?” Of course, someone also inevitably asks if we can achieve that at a cost that makes the project feasible. Yes, Klaus is absolutely right; this essentially defines the playground we work within. From there, we move from what could be considered a rough draft, using our experience, to increasingly refined concepts. Ultimately, you'll end up with some CFD simulations, and after building the first machine or prototype, there will be some testing to follow.

Do engineers overrely on computational tools? The Myth Busters deep dive into engineering tools, such as CFD and FEA, used to design turbomachines. 

TurboTime Podcast: The Turbomachinery Design Process - Part I

In this episode of the TurboTime Podcast, Myth Busters Klaus Burn of Ebara Elliott Energy, and Rainer Kurz of RKSBenergy LLC, discuss root-cause analysis (RCA), including what it is, the philosophy and methodologies behind it, what actions should and should not be taken, and more.

Brun said: “RCA, some folks call it root-cause failure analysis, looks at something that failed: Your machine had a catastrophic failure, or you’re missing performance by a percent or two—something is not as you would expect in a compressor or gas or steam turbine, and you want to figure out what it is. So, you perform an RCA based on certain symptoms. In most cases, RCA starts with a review of the machine’s operation that may have preceded the failure and in some cases a metallurgical investigation, which is one of the best indicators as to what failed. It can indicate it was high-cycle fatigue, sudden overload, corrosion or erosion, for example. Then you figure out what excitation may have caused the high-cycle fatigue or what in your process gas may have caused corrosion or erosion.”

Kurz said: “In a way, this is a bit like a detective story. You find something failed, aka the dead body, and then you gather evidence. One of the key things in root-cause failure analysis is that you not only gather evidence, but you also document it. One of the key problems when these reports are written is you have a failure in 2015, for example, and you conduct an RCA, and the next similar failure isn’t for another 10 years. (These events don’t happen that often.) And if you haven't documented what you did for the first one, you can’t use it as a starting point.”

Klaus Brun and Rainer Kurz discuss root-cause analysis—what it is, its methodologies, and why it’s so important to managing turbomachines.

TurboTime Podcast: Root Cause Analysis with the Myth Busters 

In part two of this episode of the TurboTime Podcast, Klaus Burn of Ebara Elliott Energy, and Rainer Kurz of RKSBenergy LLC, discuss surge and choke on a compressor map. They explain where they occur on the map, what happens to the compressor when they operate in these extremes, and about transient operation of a compressor.

Brun explained surge: “On the left side of the map you have surge, and on the right side is choke, overload, or stonewall. The most basic definition of surge is the compressor head cannot overcome the system-imposed pressure, i.e., pressure on the outside on the suction and discharge, and the compressor is not making enough head to overcome that pressure differential. So instead of the flow moving forward through the compressor, the flow suddenly turns around and goes backward through the machine until that pressure balances again, at which point the machine can overcome that head. Then it starts a process again. And that becomes a circular process—you get into these surge cycles, and it's a fairly complex thing.”

Kurz emphasizes that surge is an interaction between the compressor and the system around it, “meaning the compressor by itself doesn't surge,” he said. “If the system forces the compressor to make more pressure ratio than under whatever conditions the compressor is going to make, then the gas thus what it wanted to do in the first place, which is go from the high pressure to low pressure, meaning it goes backward through the compressor. The tricky part with that is on the compressor map, we show what the compressor does. So, the map by itself and that surge line on the map is essentially something you derive from the compressor performance.”

The Myth Busters, Klaus Brun and Rainer Kurz, talk about surge and choke on a compressor map. 

TurboTime Podcast: Part II: Surge and Choke with the Myth Busters 

In this two-part episode of the TurboTime Podcast, Klaus Burn of Ebara Elliott Energy, and Rainer Kurz of RKSBenergy LLC, discuss compressor maps. The duo explains what compressor maps are, what they are useful for, how they fit into the process, and where head, flow, and efficiency islands fit in.

“In its most basic form, a compressor map is a graphical representation of how a centrifugal compressor behaves,” Brun said. “It's somewhat of an oversimplification because more factors play into it; but overall, it gives an accurate representation of what a compressor does within the system that it operates. A standard compressor map has an X and Y axis. The Y axis has something called head—isentropic or polytropic head. Sometimes you also see pressure ratio or a discharge pressure or a fixed section pressure. On the X axis is flow, and most of the time it’s volumetric flow. Sometimes you see mass flow, but that's not very common. Compressor maps also have a surge line on the left and on the right side of the map you have a choke or stonewall area. And finally, you have efficiency islands, and they correspond to the efficiency of the compressor. Not all compressor maps show them.”

Kurz further described efficiency islands: “Efficiency islands refer to the fact that these maps are three-dimensional, but we can only put them in two dimensions on paper. The three axes you want to display are head, flow, and efficiency. You use the efficiency lines in a very similar way to elevation lines. Also, the coordinates of the map that are directly affected by the compressor aerodynamics are head and flow. You can translate head into pressures or pressure ratios, and you can translate actual flow into mass flow, but ultimately what happens aerodynamically in the compressor is described by head and actual flow.”

The Myth Busters, Klaus Brun and Rainer Kurz, talk about compressor maps—what they are, how they are generated, and what they are useful for. 



TurboTime Podcast: Part I: Compressor Maps with the Myth Busters 

In this episode of the TurboTime podcast, Klaus Brun and Rainer Kurz talk about turbine degradation. They define terms such as fouling, corrosion, erosion, and rubbing and dig a little bit into what causes degradation, how it can be measured and minimized, and the difference between recoverable and non-recoverable degradation.

Burn explained: “A gas turbine system consists of a compressor, combustor, and one or several turbines, so degradation at its highest level is simply measured by what power output and efficiency to expect under certain operating conditions from a new machine and how much less power and less efficiency do you get after that machine has been running for thousands or tens of thousands of hours. The primary measurement is really on a macro level.”

During this episode, the Myth Busters break down the many terms associated with degradation, what components degrade, how it can be measured and minimized, and more. 

TurboTime Podcast: Turbomachine Degradation with the Myth Busters

In this episode of the TurboTime Podcast, the Myth Busters discusses the role of turbomachinery in energy transport and storage, including how gas turbines maximize energy density. They dive into various forms of energy storage—including batteries, hydrogen, and mechanical and thermal energy—for various energy sources such as wind, solar, fossil fuels, etc., and more.

During the energy transport and conversion processes, for example in the case of hydrogen, there are significant energy losses. The lowest losses are with coal, then oil and fossil fuels. As a result of these losses, “Hydrogen is a viable solution for storage, but it’s not a great solution to power a large-scale electric power plant by itself,” Kurz said.

Really, energy comes down to sustainability, affordability, and sustainability of supply – and in this equation, renewables are typically intermittent and not a reliable full-time source of energy.

So where does turbomachinery fit into all of this?

“From a turbomachinery perspective, if you exclude electric—because as Rainer said, it's not always applicable, as you can’t transport energy from Venezuela to Florida along an electric line—then you have to convert your energy stored material, be it natural gas, oil, coal, or from an alternative source then you have to convert it into hydrogen or ammonia or something else, and then transport it,” Brun explained. “All these convergent processes utilize turbomachinery. We have maybe 100 years of experience transporting oil in pipelines and ships and trucks and that involves a lot of pumping—we're very good at pumping – it’s very efficient. We also have about a similar amount of time compressing natural gas, which over the last 40 - 50 years we've used a lot more centrifugal compressors for transporting natural gas. Now we're running into the challenge of sustainable alternative energies where basically you're saying, ‘OK, I'm going to take my wind and solar electric and convert them to let's say hydrogen or ammonia or dimethyl ether or methanol—there are a lot of fluids that you can make from electricity that are energy carriers—but then they have to be transported. Hydrogen is the lightest gas (We had a previous podcast where we talked about the challenges of 

). Similarly, ammonia is a liquid that has to be transported at slightly refrigerated temperatures, and it brings its own challenges because it's highly poisonous and very corrosive to a lot of materials. Dimethyl ether is not that hard to transport—it’s similar to diesel—but it's very expensive to make. Methanol is also highly poisonous. So there are a lot of other challenges that you now face with these energy carriers that you worry about when transporting your original form of energy to the end user.”

Klaus Brun and Rainer Kurz dial into energy storage and transport—why they are necessary, how turbomachinery fits into these processes, and more. 

TurboTime Podcast: Energy Transport and Storage with the Myth Busters 

Myth Busters Klaus Brun and Rainer Kurz join the TurboTime podcast to chat about additive manufacturing. They dive into its history in the industry, its advantages as a viable technology, its limitations, and new advancements that could drive the technology further.

Brun explained: “About 40 years ago, additive manufacturing technology started coming out based on using materials such as polymers and resins that were heated up and layered on top of each other using some kind of robotic arm or plotter that in the 3D space. It wasn’t all that relative from a turbomachinery perspective at the time because yes, you could use that to make a mold for a cast, but other than that, it wasn’t realistic. About 20 years ago, we started seeing additive manufacturing using metals. There are a number of techniques, but the most popular ones are direct metal sintering or selective metal-laser sintering—these techniques are when you have a layer of metal and a heat source, and you put the heat source on the powder-metal layer to create a 3D geometry in 3D space. That technique has developed over the last 20 years—it came out with lots and lots of promises, some of which held up while other promises didn't hold up."

“From a turbomachinery perspective, there are many parts in a compressor, for example, or a gas or steam turbine, that are relatively standard pieces; you would probably not use additive manufacturing for those pieces because they're always the same, so you would cast them or quickly machine them. But then there are certain pieces that are either very intricate in geometry, so they require many smaller pieces to be put together or that are customized like impellers for centrifugal compressors. So here, theoretically, additive manufacturing should have an advantage because additive manufacturing provides you with the potential to build customer parts.” 

What’s the history of additive manufacturing, how is it used to manufacture turbomachines, and does it really have a future in the turbo industry? Find out more from the Myth Busters in this episode of the TurboTime Podcast. 

TurboTime Podcast: Additive Manufacturing with the Myth Busters 

Myth Busters Klaus Brun and Rainer Kurz join the TurboTime podcast to talk about turbomachinery factory and field testing—why are turbomachines tested, what’s standard, what’s extra, are the costs really worth it, uncertainty versus accuracy testing, different types of compressor-performance tests, how to test a gas and a steam turbine, and when is a full-string test necessary?

Brun explained: “When you make a machine of any kind, before delivering it to a customer, you want to make sure it actually functions, so standard tests are performed and then there are additional tests that some customers may require. Complex turbomachines—compressors, gas turbines, steam turbines, and even pumps—require some kind of factory testing to make sure the machine meets the basic functionality, it doesn't fly apart, and it performs at a certain level. From there, it gets a little more complicated, as each machine is different. For example, a gas turbine performance test can be performed in the factory or the field. In the factory, a prescribed test by API 616 could be used.

“A field test is a fundamentally different test where the machine is already installed, commissioned, started up, and sent to some engineers or technicians in the field to test under the conditions that may not necessarily be identical to the conditions that the machine was originally designed for or contractually agreed to or under factory testing conditions, so it's a more challenging test.”

In this episode of the TurboTime podcast, Klaus Brun and Rainer Kurz discuss turbomachinery factory and field testing—what they are good for, cost, and more. 

TurboTime Podcast: Factory and Field Testing with the Myth Busters

In this episode of the TurboTime podcast, the Myth Busters, Klaus Brun, the Director of R&D at Elliott Group, and Rainer Kurz, a recent retiree from Manager of Gas Compressor Engineering at Solar Turbines, discuss turbomachinery codes and standards. The two differentiate codes versus standards, which are important for turbomachinery, and what to do if an operator or manufacturer disagrees with a standard.

Brun broke down the four components: standards, codes, specifications, and guidelines. “A standard is somewhat of a generic requirement; you can almost call it the minimum requirement that industry associations agree on for a piece of equipment,” he said. “There's a lot of gray area between here. Next are specifications—they are often related to a specific customer—one of the major oil companies may have its own specifications, and they often tie in standards. For example, let's say Shell or Chevron has their own machinery specification, and they may refer to standards, such as American Petroleum Institute (API) 616 or the American Society of Mechanical Engineers (ASME) standards, material standards, etc. And then you get into things like codes, where the gray area becomes even bigger. But codes traditionally refer to something a little stricter. These can be test codes, where there is a process that you have to follow, and you don't deviate from this process. There are codes related to OSHA requirements or legal requirements. Codes tend to be a little more rigid, more relevant, and more richly followed. Finally, there are industry guidelines from the API and other professional societies. They give advice and guidance on how to handle testing processes, design, etc.”

Kurz stressed that standards are not legally enforceable unless included in a purchasing agreement: “What makes a standard enforceable is if a customer in the purchase specifications says ‘Thou shalt follow such and such API requirement or these ASME standards.’ And then it becomes part of the contract and enforceable” he said.

Kurz also pointed out that one purpose of codes and standards is for system integration. “If you build a refinery, there's one manufacturer who builds the compressor, then there are people who build the pressure vessels, others who build the piping, and maybe the steam turbines. So, there are a lot of different parties involved that have to come together. And one thing that these codes and standards do is create a reasonable definition of the interfaces. At the end of the day, somebody needs to integrate all that equipment.”

The Myth Busters, Klaus Brun and Rainer Kurz, discuss turbomachinery codes and standards on the TurboTime podcast. 

TurboTime Podcast: Turbomachinery Codes and Standards with Myth Busters

The expansion includes an additional 63,000 square feet of new manufacturing space for large integrally geared centrifugal compressors. 

Atlas Copco Comptec Breaks Ground on NY Manufacturing Facility Expansion

Meyer Werft selected TMC’s marine compressed air system to supply instrument and service air to the two new 180,000-ton cruise vessels.

TMC Compressors Selected to Supply LNG-Powered Cruise Vessels

Honeywell acquired Sundyne from Warburg Pincus in an all-cash deal for $2.16 billion. 

Honeywell Completes Acquisition of Sundyne, Expands Pumps, Gas Compressors Portfolio 

bp received the go-ahead for a major project and exploration access in Azerbaijan, while bpTT announced first gas at Mento. 

bp builds, expands in Azerbaijan, bpTT Delivers Mento First Gas

The new bunker will enhance its local compressor packaging and service capabilities in the Middle East.

Ebara Elliott Energy to Install High-Speed Balancing Bunker in Saudi Arabia

Welcome to the eighth edition of the Turbomachinery News Network. I’m James Cook, assistant editor at 

The Turbomachinery News Network, for the week of May 5, 2025, covers news from Rotating Machinery Services, Rolls-Royce, Ansaldo Energia, and Bosowa Energy Group.

RMS Acquires Fusion, Rolls-Royce Builds MRO Facility, Ansaldo Energia Installs MXL3, Bosowa Energy Integrates Indonesian LNG

Rotating Machinery Services acquired Fusion

, a Houston-based grinding, manufacturing, and coating company that manufactures custom-machined turbomachinery components. This acquisition supports RMS’s overhaul and repair of steam turbines, expanders, compressors, and additional rotating machinery. It will manage operations in Houston, TX, under RMS’s broader U.S.-based repair network.

 are building an independent maintenance, repair, and overhaul facility at the Istanbul Airport, which is scheduled to open by year-end 2027. Once operational, Turkish Technic will perform MRO services for the Trent XWB-97, Trent XWB-84, and Trent 7000 aero engines used by the Airbus A350 and Airbus A330neo. The facility will handle approximately 200 shop visits annually.

Ansaldo Energia installed its MXL3 upgrade at 

 in France. The upgrade included a redesigned compressor with high-pressure-capable parts, an improved combustion chamber for Ansaldo’s GT26 gas turbine, H-class features to enhance performance in challenging conditions, and refined insulation.

 and BK LNG Solution are modernizing Indonesia’s energy infrastructure by transitioning diesel-powered plants on remote Indonesian islands to LNG-fired operation. The two signed an MoU that includes LNG supply chain integration, building floating storage units, natural gas-fired power generation, downstream energy applications, and small-scale LNG distribution with ISO tank containers.

Welcome to the sixth edition of the Turbomachinery News Network. I’m James Cook, assistant editor at 

The Turbomachinery News Network, for the week of April 21, 2025, covers news from Capstone Green Energy, bp, Chevron U.S.A., and TMC Compressors.

Capstone Delivers Microturbines, bp Loads LNG Cargo, Chevron Kickstarts Ballymore, TMC Equips LNG Carriers

The City of Winona ordered two C65 integrated combined heat-and-power 

 and a remote monitoring controller from Vergent Power for its wastewater treatment plant. The new turbines, set to be commissioned by April 30, will replace an existing C65 model that operated for over 15 years and had more than 100,000 hours of runtime.

bp successfully loaded its first LNG cargo from the 

 Phase 1 project, located approximately 120 km offshore Mauritania and Senegal’s maritime border. The cargo, designated for export, was loaded onto bp’s floating LNG vessel 10 km offshore. This loading follows first gas flow from GTA in early 2025.

Chevron began producing oil and natural gas at the 

 in the Gulf of America. This subsea tieback is estimated to contain 150 million barrels of oil equivalent recoverable resources to be extracted over the project’s lifetime. The project is slated to produce up to 75,000 barrels of oil per day across three wells connected to the Blind Faith facility.

TMC Compressors is supplying marine-based 

 to Hanwha Ocean to construct 12 new-build LNG carriers. The company’s compressed air systems are designed specifically for offshore and maritime applications and enable the vessel’s crew to perform on-board maintenance while at sea easily.

During our tour of Texas A&M’s Turbomachinery Laboratory, 

, Associate Professor of Mechanical Engineering, explained his lab’s latest research initiative and how it may impact component scalability industry wide. Delgado also shared his perspective on how the Turbo Lab benefits graduates and undergraduates via immersive education and hands-on experience.

Turbomachinery Laboratory graduates are engaged with classes and real-life operating experience before entering the OEM and end-user workforce, says Dr. Delgado.

Dr. Delgado Shares Turbo Lab’s Research Updates, Path for Texas A&M Grads

TURBO: What research is the Delgado Lab currently working on?

Right now, we are working on several initiatives. One of them is the development of oil-free bearings for MW-range machines. Currently gas bearings can be used in small machines and are commercially available; however, the technology is not scalable. For example, if you have a methane compressor, we’d like to have methane bearings lubricating or supporting that compressor.

TURBO: How does the Turbo Lab work for graduates? What’s next for them?

The moment that a graduate or undergraduate student gets involved with the Turbo Lab, their journey in turbomachinery starts. At this point, they get immersed in classes, real experience at the Lab, and everything related to rotating equipment. After this, [students] will always seek jobs in the rotating equipment field, which can include OEMs and end users. At the end of the day, they will become the technical experts in the field of rotating equipment.

B roll video credit: Texas A&M University Division of Marketing & Communications

Dr. Delgado says Turbo Lab graduates are engaged with classes and real-life operating experience before entering the OEM and end-user workforce.

Welcome to the second edition of the Turbomachinery News Network. I’m James Cook, assistant editor at 

The Turbomachinery News Network, for the week of March 24, 2025, covers news from GE Vernova, GE Aerospace, Baker Hughes, Kawasaki Heavy Industries, and LNGameChanger.

GE Conducts Outage, Inaugurates XEOS, Baker Hughes Executes Drilling, KHI Builds Demo Facility, LNGameChanger Develops Powertrain

 completed gas turbine outage and maintenance operations at the Riyadh 8 power plant. The outage was led by GE Vernova’s Gas Power One Field Services Team and supported the reliability and efficiency of the plant’s power generation assets.Saudi engineers and specialists conducted detailed planning and execution, established strict safety protocols, and delivered the project on schedule with GE Vernova’s Live Outage digital tool.

GE Aerospace and Lufthansa Technik recently inaugurated the 

 engine maintenance, repair, and overhaul facility—a 35,000-square-meter facility that leverages GE Aerospace’s lean operating system, FLIGHT DECK, to deploy best practices in design and operation.XEOS is currently conducting LEAP-1B shop visits and LEAP-1A module work and engine testing, with plans to increase overhaul capacity and repair capability in the coming months.

Baker Hughes, under a multi-year contract with the Dubai Petroleum Establishment and Dubai Supply Authority, will execute 

 work at the Margham Gas Storage Project. The company will leverage its CoilTrak coiled-tubing bottomhole assembly system and under-balanced drilling expertise.

Kawasaki Heavy Industries (KHI) started building a 

hydrogen compressor demonstration facility

 at its Harima Works in Hyogo Prefecture, Japan. The facility will test the company’s new, world-first centrifugal hydrogen compressor for hydrogen liquefaction plants, the KM Comp-H

. KHI expects to complete construction in November 2025, followed by one year of operational testing. The new machine achieves high-boosting performance through ultra-high-speed rotating technology, including KHI’s newly developed impeller, which optimizes a small molecular weight gas like hydrogen.

The HAV Group, Havila Voyages, Molgas Norway, and SINTEF established a consortium to decarbonize the maritime transport industry: 

. Their main objective is to design, manufacture, test, and commercialize an LNG-fired power train that uses solid-oxide fuel cells and onboard CO

 liquefaction and storage, meeting the CO

-equivalent intensity of Norway’s 2045-2050 emission standards.

Dr. Adolfo Delgado, Associate Professor of Mechanical Engineering at Texas A&M University’s Turbomachinery Laboratory, guided the 

 team through the lab, located in College Station, Texas, during our visit last month.

During our tour, he spoke about the latest research being conducted on rotating equipment systems and components and relevant trends and changes. According to Delgado, the industry’s most prevalent trend is transitioning toward high-power density machines, which the Lab’s component-level testing addresses.

Adolfo Delgado of Texas A&M’s Turbomachinery Laboratory says component-level testing and development have significant impacts on the industry as a whole.

Texas A&M’s Dr. Delgado Talks Component-Level Testing, Power Density Trends

TURBO: What improvements or research have been applied to rotating equipment, rotor dynamics, pumps, etc., at the Turbo Lab?

There are a number of developments and improvements that have been made over the years. We constantly work with our sponsors to understand the industry’s needs and how we can help improve their equipment. In terms of what we do here, we’ve mainly worked with components and have improved bearings, seals, and dampers. These are components that go directly into the machines and have a significant impact on the industry.

TURBO: What trends are you seeing in the rotating equipment space?

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