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In this episode of the TurboTime podcast, Myth Busters Klaus Burn of Ebara Elliott Energy and Rainer Kurz of RKSBenergy LLC tackle AI. They emphasize the importance of distinguishing AI from machine learning (ML), noting recent advancements in the latter. AI's applications in turbomachinery include condition-based monitoring, fleet monitoring, and data analysis. Despite its benefits, AI's limitations, such as inconsistency and lack of physical understanding, are highlighted.

 There's a wide range of answers about what AI is, and for the sake of this discussion, I'd like to narrow it down. Many people call just a computer program AI; for example, having an if statement in Fortran doesn't make it AI. Others look at statistical analysis and call that AI. Sometimes, any kind of logic in programming is even referred to as AI. That's all fine, and I don't want to sound snobby about it. By that definition, we've been doing AI for the past 70 years. But for this discussion, I think we should be more specific and focus on machine learning. What's truly been new over the last 15 years is machine learning, but the real revolution has happened in the last three or four years, where ML has become very sophisticated, useful, and impactful across many fields—from data analysis and engineering to the humanities. We're going to focus on turbo machinery, which is starting to be influenced by these advancements. Although it's still in its infancy and a new technology, I want to look at AI through the lens of machine learning and explore how that impacts turbo machinery design and the turbo machinery market overall.

 Both of us are probably too old to be really scared about AI, but it is definitely a topic. If I were starting today as a young engineer or making decisions about where to go to college, I would have to include it in my future planning without any doubt. As Klaus has said, it can be a very powerful tool for many applications, but there is probably just as much hype around what AI can do today. We are now entering a phase where people are becoming more realistic about AI’s capabilities. Since we're talking about the future a bit, there is a relatively well-known futurologist named Ray Kurzweil who predicts that within the next three or four years, artificial intelligence will truly become intelligent, not just a large tool. This might be one of those forecasts that doesn’t come true, but what we mainly want to discuss today is really, okay, AI as it is today—what can we use it for? And what does it mean?

Podcasts

Myth Busters Klaus Brun and Rainer Kurz discuss what AI is and isn’t, its shortcomings and strengths, and how it’s changing the turbomachinery and power generation industries. 

TurboTime Podcast: Turbomachinery in the Age of AI and ML

In part II of the two-part podcast on LNG, Myth Busters Klaus Brun and Rainer Kurtz dive into how liquefaction works, why there are so many different ways to liquefy natural gas, and some trends in the sector, such as smaller production facilities, floating offshore vessels, and an overgrowth in the industry.

 There are primarily two processes involved, and they aren't all that complicated. First, there's the reverse Rankine cycle. This cycle involves a phase change, which is similar to what occurs in a refrigerator or air conditioning unit. In this system, a refrigerant—such as propane or ethylene—flows through the cycle, and this process is also known as vapor compression. Typically, you have a compressor and a Joule-Thomson valve in this system. In theory, you could replace the Joule-Thomson valve with a liquid, and it is also possible to use a gas expander, although this is less common.

The second process is the ultra-reverse Brayton cycle, which operates solely with gas. This is akin to a gas turbine cycle in reverse, where you have both a compressor and an expander. This process can also utilize a Joule-Thomson valve, but it is more suited for a gas expander, as it provides a higher efficiency for energy removal. Generally speaking, gas vapor processes tend to be more compact because Brayton cycles are often more efficient. However, it's important not to generalize too much, as efficiency can depend heavily on the specific application.

 As Klaus has mentioned several times, achieving the right refrigeration temperatures in the cycle is crucial for closely matching the energy content of the gas being cooled. To do this, you typically select a specific refrigerant for the initial cooling phase—often propane or a mixed refrigerant. A mixed refrigerant is a combination of several gases designed to achieve a certain thermodynamic behavior.

In one or two stages, you can perform subcooling. This can be done using pure gases, such as ethylene for the first stage and methane for the second stage, or again, through a mixed refrigerant, which usually includes a blend of methane, ethylene, and propane, for example. This structured approach helps optimize the cooling process according to the desired outcomes.

Myth Busters Klaus Brun and Rainer Kurz discuss how liquefaction works and dive into trends like smaller production facilities. 

TurboTime Podcast: Part II: LNG Trends, Liquefaction, and More

In part I of this two-part podcast, Myth Busters Klaus Brun and Rainer Kurtz give an overview of LNG’s value chain and dive, the production process, and the role of turbomachinery.

Let’s start with a basic overview of what LNG is and explore the value chain, including where turbomachinery plays a role.

 To begin with, let’s examine the entire natural gas value chain. This process starts with the production of natural gas, which then moves to processing facilities—often referred to as gas plants. After processing, the natural gas is transported to a liquefaction plant or LNG plant. This stage involves further processing, primarily refrigeration, followed by storage and loading onto marine transport vessels. Once the LNG is transported, it is unloaded and sent through pipelines to reach the end user.

The value chain includes a significant amount of turbomachinery. For every 1,000 horsepower of refrigeration in an LNG plant, there’s approximately 10,000 horsepower of other turbomachinery throughout the value chain.

On the production side, gas gathering machines are employed, followed by compression equipment for transporting gas to processing facilities. In gas processing, various operations occur, including acid gas removal, dehydration, and mercury removal, utilizing off-gas and boil-off compressors. There’s also the removal of natural gas liquids (NGLs)—which include heavier components like butane, pentane, and propane—that are sold as separate products.

After processing, the gas is transported through pipelines involving compression stations, and eventually, it reaches the LNG plant where refrigeration processes take place. These can include cascade types or mixed refrigerant processes, often utilizing reverse Brayton or reverse Rankine cycles (also known as vapor compression processes). From the plant, the LNG is stored, and off-gas or boil-off gas compressors are used again. Additional turbomachinery, such as pumps, is involved in the loading process.

Finally, the LNG undergoes regasification before being delivered to consumers. The entire process contains numerous turbomachines, which vary in size from small to large, and each plays a vital role.

The primary advantage of LNG is its ability to transport natural gas over long distances, far beyond what pipelines can accommodate. For example, transporting natural gas from North America to Europe via pipeline is impractical due to the complexity and length of the required infrastructure. By liquefying natural gas, which involves cooling it to approximately -260°F (where it condenses into a liquid), we significantly reduce its volume—making it about 600 times smaller than its gaseous state—allowing for easier transport. Once it reaches its destination, the LNG is regasified for use.

Currently, natural gas is abundant worldwide, making it an effective energy carrier. It’s important to note that during the LNG refrigeration process, there is some energy loss—typically around 15% to 20%. In comparison, the entire value stream experiences a lower energy loss of about 5%. Overall, while refrigeration is energy-intensive, the convenience of transporting natural gas as LNG justifies the process.

 The heart of the LNG production process is the refrigeration process, which cools the feed gas (natural gas) to temperatures where it becomes a liquid at or slightly above ambient pressure. There are several different methods to achieve the low temperatures necessary for liquefying natural gas.

It's important to note that the gases used in the refrigeration process operate in closed loops and do not come into contact with the natural gas being liquefied. The two main methods for achieving these low temperatures are called vapor compression and expansion.

Vapor compression is similar to the method used in air conditioners or refrigerators. In this process, a gas is compressed, which raises its temperature. The gas is then cooled to a lower temperature before being expanded, which causes it to drop to very low temperatures. At this point, it can be used to cool another gas, in this case, liquefied natural gas.

The second method involves compressing the gas and then expanding it through expanders to achieve very low temperatures. A key point, as Klaus highlighted, is that a significant portion of the energy consumption in the liquefaction process within the LNG value chain occurs during liquefaction itself. Therefore, minimizing energy use during this stage is crucial.

Typically, the refrigeration process is conducted in multiple stages. First, one refrigeration loop pre-cools the natural gas to a moderately cold temperature. Then, another process is used for sub-cooling, followed by a third method—either by reducing the pressure of the natural gas or through a separate process—to achieve complete liquefaction.

Additionally, constructing LNG plants requires a substantial increase in activity related to building the natural gas pipelines that supply these facilities with large volumes of gas.

Myth Busters Klaus Brun and Rainer Kurz discuss the LNG value chain, where and how turbomachinery fits in, and an overview of the market. 

TurboTime Podcast: Part I: The LNG Value Chain

 deep dives into our recent State of the Industry survey results and the dynamic factors shaping the turbomachinery sector. We've gathered insights, identified trends, and asked about solutions on the persistent supply chain constraints, the impact of rising material costs, and the ongoing challenge of labor shortages and skill gaps. The in-depth market report also explores the adoption of modular solutions and the accelerating drive toward decarbonization, offering a comprehensive look at the challenges the industry is facing and its adapting and innovating in response to these dynamic conditions.

We are releasing a series of preliminary interviews related to our market report. The first interview features Ulrich Schmitz, Vice President of Marketing in the Gas and Processing Division at Atlas Copco. He discusses the pressing issues facing the turbomachinery industry and addresses the challenges outlined above. Additionally, he highlights the technological solutions that Atlas Copco is implementing to meet the growing power demands, particularly those driven by the expansion of AI and data centers.

Energy Industry Outlook: Strategies to Tackle Supply Chain Issues, Power Demand, and Decarbonization.

A few factors that are greatly impacting decisions within the turbomachinery industry are global economic conditions and energy market volatility. What conversations is Atlas Copco having around these factors? How are you navigating the volatility and uncertainty your customers are experiencing?

 Yes, that is true. The move toward climate change, reducing emissions, and creating cleaner energy began around 10 years ago, possibly even earlier during the Paris Agreement discussions. In recent years, we've witnessed considerable changes due to the pandemic, the invasion of Ukraine, and various other global conflicts. Additionally, we have changing administrations in the United States. All these factors are causing significant attention on projects, and investors are not moving as quickly as we would expect. We navigate this by maintaining close conversations with our customers to ensure we are aligned with their needs. We adapt our offerings and products to suit the conditions they face.

How are you responding to supply-chain constraints and rising material costs? What solutions are you offering your customers to combat these concerns?

 Rising material costs vary by geographical region. Energy costs drive material costs, and we’ve noticed increases in the Western world linked to higher energy expenses and supply-chain constraints caused by logistical bottlenecks. We address these challenges by leveraging our global footprint. We have factories in various regions, including the United States, Europe, and Asia, which provide us with a broad pool of qualified vendors. This approach also helps when tariffs are involved; we can produce more locally if we have suitable suppliers. That’s one of our key initiatives.

Have you seen an uptick in modular and mobile technologies to meet increasing power demands or even the use of smaller micro turbines? If not these, which types of technologies are being used to meet increased demand?

 Regarding power demand, we have indeed seen an increase. There’s a clear rise in electricity production for decarbonization and its use in processes and mobility, including the utilization of natural gas. Our equipment is primarily designed for permanent facilities, not mobile projects or plants. However, modularization is a way to reduce onsite work, which is beneficial in regions with high labor costs, such as the United States or Europe, compared to Asia. So, we are seeing modularization in this context.

How are decarbonization technologies advancing within your organization? What’s the demand for these technologies?

Decarbonization is definitely a driving force in our business, especially in the Western world, and it is increasingly gaining traction in Asia. It’s a crucial effort for society, industry, and for us as equipment suppliers.

One of the biggest challenges facing the industry today is labor shortages and skill gaps. How is Atlas Copco working with industry to close the gap and raise a skilled workforce?

We strive to attract young talent early in their careers. We engage with universities and participate in job fairs to entice young people and offer them opportunities within our company. We also utilize various social media channels to reach potential talent. Although we see positive outcomes from these efforts, we recognize that we cannot rely solely on this approach. We are also employing artificial intelligence to enhance efficiency and address potential labor shortages.

Listen to industry leaders discuss strategies

—collaborating with academia, partners, and networking—to cultivate a skilled workforce and address labor challenges.

Ulrich Schmitz of Atlas Copco discusses industry challenges and how it’s adapting offerings, leveraging its global presence, and embracing decarbonization and AI.

Atlas Copco Addresses Industry Challenges, Increasing Energy Demand

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.

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 dive into electrification: what it is and debunk the myth that it and machines—such as hermetically sealed compressors and high-speed electric motor drives—hydrogen blending and others are decarbonized.

TURBO: Can you break down the assertion that that machinery electrification and electric-motor drives are a decarbonization myth?

 There are a lot of decarbonization myths that don’t just have to do with electrification and electric motors and hermetically sealed drives and high-speed motors, but they also have to do with hydrogen blending, unburned hydrocarbons and gas turbines, and other types of emissions that are part of the sustainable energy economy. What we set to do, however, is talk about electrification, which is basically when you take a turbomachine, a compressor or pump, and instead of running it with a driver—e.g., a gas or steam turbine, which has been done traditionally at a lot of compressor stations, pipelines, or in refineries, ethylene plants, or other places—you actually replace them with an electric motor. And, obviously, an electric motor does not have any emissions directly; it just shifts the responsibility of the carbon production from where you utilize the electric motor to where the electricity comes from. And the last time I checked, at least in most of the industrialized nations such as North America, 60% of all fossil electricity comes from fossil fuels, a mix of natural gas and coal. China actually has more—I think 70% of the electricity comes from fossil fuels, mostly coal, which is very dirty. Europe is not quite as bad. They now have about 40% alternative energies, but still a substantial part. So, you're really just shifting the carbon emission from one place to another, sometimes in a very, very inefficient way.

 In a way, this discussion is always about where you draw the emissions boundaries. Klaus is right: As soon as you can shift your emissions outside your boundaries, you can claim you are carbon-neutral, whereas, in reality, you just made somebody else deal with your carbon emissions. There are quite a few studies that address that one way or another and very clearly show if you make electricity while creating CO

 or other emissions, you may create more emissions with an electric driver than with a driver that’s driven by fossil-fueled engines.

Klaus Brun and Rainer Kurz break down the myth that electrification and electric-motor drives are decarbonized. 

TurboTime Podcast: Debunking Machinery Decarbonization Myths

In this interview with Scott DeNeale, a Water Resources Engineer at Oak Ridge National Laboratory, we discuss the lab’s current research projects in hydropower and trends such as low-head and modular designs and metal additive manufacturing to manufacture Francis turbines. The lab is working on a lot of exciting work, and even though hydropower has been around for 150 years, DeNeale said there is a lot of opportunity to complement new generation with environmental compatibility.

An interesting fact is that only 3% of the more than 90,000 damns in the United States use hydropower. Why? Listen to find out!

TURBO: Can you tell us a little about Oak Ridge National Lab?

 Oak Ridge National Laboratory is the largest multi-program science and technology laboratory in the United States. It's managed by UT Battelle but is owned by the U.S. Department of Energy. As part of my research, I do a lot of work for hydropower. The research and development that I do touch on a lot of different things. We look at grid integration, markets, reliability, performance, hydrology and hydraulics, water management, biodiversity and ecosystem science. We look at technological advancement as well.

TURBO: What recent advancements have you seen in turbomachinery used in hydropower technology and pumped storage hydropower technology?

 Conventional hydropower—what we would speak to is the age of the big dams is over, so a lot of what we're looking at is retrofitting existing dams, replacing units, or adding new units to existing dams. And there's an area looking at canals and conduits as well. So, some of the advancements that I've seen are really geared toward the existing infrastructure, which has largely low-head or low-pressure potential. It’s a little bit different design that is used to capture that design point. Another area is modular technologies and standard technologies. Conventionally, a lot of turbines are custom-built, so the ability to have a standard design that could be plug-and-play has been of interest. We've had some research over the past 10 years related to that, working with industry on advancing their concepts as well. 

For pumped storage … I would refer you to a report from some of my friends at Argonne National Laboratory. They have done some great documentation of innovations—a lot of it's conceptual for pump storage but some cool innovations there. However, there has been no new pump storage since 2012. And, even with that, that was a very small project. So, since the mid-nineties, there really hasn’t been much of anything in terms of new pump storage, but there is a great demand for it.

Scott DeNeale of Oak Ridge National Lab shares trends in hydropower—from modular designs to additive-manufactured Francis turbines. 

TurboTime Podcast: Modular and Low-Head Designs are Trending in Hydropower 

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 

During this episode of the TurboTime Podcast, Klaus Brun and Rainer Kurz discuss how hydrogen is transported and its use as an energy carrier. They then discuss how ammonia is produced, its advantages and limitations, and for what industries it’s a suitable solution.

“We’ve previously talked about hydrogen in some of our Myth Buster podcasts and how it’s relevant to a decarbonized energy economy as an energy carrier. Unfortunately, hydrogen itself has a lot of nasty characteristics: it's hard to compress, highly flammable, as a gas it’s not easy to deal with, etc. From a transportation and storage perspective, it leaks, has many safety issues, causes hydrogen embrittlement, etc., making it difficult to transport.”

“Making ammonia is nothing new. We know how to how the process works, but it is an energy-intensive process. But ammonia is a very toxic gas. It causes skin burns rapidly if you touch it in liquid form. In vapor form, even at less than 100 PPMs, it’s very irritating, so it creates a lot of issues from the handling perspective.”

In this episode of the TurboTime podcast, Myth Buster Klaus Brun and Rainer Kurz discuss ammonia. 

TurboTime Podcast: Ammonia with the Myth Busters

This win marks the company’s first overseas export deal for gas turbines, with Doosan Turbomachinery Services performing maintenance at its Houston-based location.

Doosan Enerbility Wins Contract to Deliver Two Gas Turbines for U.S. Tech Company

Train 5 is commercially supported by 4.5 MTPA of 20-year LNG sale and purchase agreements with JERA, EQT Corp., and ConocoPhillips, with completion slated for 2031.

NextDecade Submits Positive FID, Financial Close on Rio Grande LNG’s Train 5

The field’s advanced floating production, storage, and offloading vessel is equipped with high-pressure gas compression, combined-cycle power generation, and more.

ExxonMobil Begins Deepwater Production in Brazil’s Bacalhau Field

The HI field will increase the feedstock at Nigeria LNG through its Train 7 project, expanding the Bonny Island terminal’s production capacity and Shell’s global LNG volumes.

Shell, Sunlink Energies Submit Approval for Gas Project Offshore Nigeria

The new infrastructure includes a new power line, main 138-Kv breaker, 100-MVA power transformer, and numerous capacitor banks to allow full-speed, full-load testing.

Ebara Elliott Energy Installs 100-MW Upgrade in Pennsylvania, Enables Full Testing

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

The Turbomachinery News Network, for the week of October 13, 2025, covers news from EthosEnergy, Mitsubishi Power, Ebara Elliott Energy, and Shell.

Turbomachinery News Network: EthosEnergy, Mitsubishi Power, Shell, and more

MEYER-Fabritech designated EthosEnergy Abu Dhabi as an 

 to service its entire API 16A product lines, which includes blowout preventers, spools and adapters, ram blocks, packers and top seals, annular packing units, bonnet seal kits/CRKs, and other spare parts. EthosEnergy Abu Dhabi, as an OEM-authorized repair facility, will service the company’s critical oil and gas safety systems.

Mitsubishi Power recently inaugurated the first-ever JAC gas turbine assembled in Saudi Arabia’s 

, representing a significant milestone in the company’s 60-year partnership with the Kingdom. This M501 JAC gas turbine will be delivered to the 475-MW Amiral Cogeneration Plant in Jubail, Saudi Arabia, supplying electricity and steam to Saudi Aramco Total Refining and Petrochemical Co.’s petrochemical complex.

 at its manufacturing facility in Jeannette, PA, allowing EEE to perform full-speed, full-load testing of compressors and electrical equipment up to 100 MW (134,102 hp). EEE collaborated with First Energy on the extensive upgrade project, installing a new power line, main 138-Kv breaker, 100-MVA power transformer, and numerous capacitor banks.

Shell Nigeria Exploration and Production and Sunlink Energies approved the 

 for the HI gas project offshore Nigeria, lying in approximately 100 meters of water and 50 km from shore. Upon completion, the project will deliver 350 million standard cubic feet of gas per day, at peak production, to Nigeria LNG, which produces and exports LNG to global markets. Production is slated to begin before 2030.

Home Page Feature

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

The Turbomachinery News Network, for the week of October 6, 2025, covers news from Turboden America, Siemens Energy, Ansaldo Energia, Everllence, and Rolls-Royce.

Turbomachinery News Network: Turboden, Ansaldo Energia, Siemens Energy, and more

 for Fervo Energy’s Cape Station geothermal project in Utah. Turboden will deliver equipment for three 60-MWe Organic Rankine Cycle units, totaling 180 MW of clean dispatchable power. With an additional three Gen-2 units, Turboden’s technology will generate 300 MWe of power at the Cape Station site, forming one of the largest geothermal installations globally.

Siemens Energy will deliver 10 large-scale gas turbines and associated generation equipment to support Xcel Energy’s 

, reinforcing grid reliability in its Southwest service territory. The new facilities will add 2,088 MW of dispatchable generation capacity, providing flexible on-demand power during peak usage and turbulent market conditions.

 combined-cycle power plant, including modifications to the gas turbine, steam turbine, and generator. The project, completed within the agreed-upon timeframe, improved operational flexibility and allowed the plant to operate with up to 25% hydrogen. Prior to the upgrades, the company anticipated a 43-MW power increase, 0.9% efficiency improvement, and a reduction of over 10,000 tons of CO

MITSUI E&S and Everllence unveiled the first TCT turbocharger to be produced under license domestically—the 

. In 2022, MITSUI agreed to build Everllence’s TCT axial-turbocharger series to replace older turbocharger models for two-stroke engines. The TCT40 features a newly developed radial compressor and axial turbine tested with the latest simulation technologies, establishing a compact and lightweight turbocharger design.

Beginning in 2026, Rolls-Royce will launch an updated 

 for the 60-Hz market. With a new fast-start capability, the genset will deliver 2.8 MW in 45 seconds to power data centers and stabilize the grid. Compared to the previous model, performance has been increased by 10% and the genset does not require a gearbox, allowing data center operators to achieve notable space savings. Rolls-Royce’s fast-start engines can supply emergency power in data centers, but also continuous power in combination with diesel models.

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

The Turbomachinery News Network, for the week of September 29, 2025, covers news from Mitsubishi Power, Kawasaki Heavy Industries, Baker Hughes, bp, and Rotating Machinery Services.

Turbomachinery News Network: Mitsubishi Power, Baker Hughes, RMS, and more

Mitsubishi Power will deliver a 100-MW gas turbine combined-cycle power plant, driven by a 

, for Jiangsu Lihuai Steel’s plant in Huai’an City, China. The M100S turbine fires blast furnace gas and will be deployed as a core component of the GTCC plant. Jiangsu Lihuai Steel will begin GTCC operation in 2027, with the turbine and related equipment manufactured and supplied by Takasago Machinery Works.

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