Compressor Tech May 2013

COMPRESSORDedicated To Gas Compression Products & Applications

Caterpillar’s New Ge to buy CompressioN iNdustry3516C (HD) EnginE LuFKin Expansions abounD

MAY 2013

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Wärtsilä Converts Heavier Fractions Of Gas For Engine Fuel

Myanmar Opens Its Doors To Offshore Oil Firms

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C O M P R E S S O R S n T U R B I N E S n G L O B A L S E R V I C E

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n Customers: Global oil and gas producers.

n Challenge: Changing compression requirements as fields mature and production peaks.

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Ariel reciprocating compressors from 100 to 10,000 BHP are utilized in the upstream, midstream, and downstream sectors. Our compressors are designed and built for long service life and ease of maintenance. Ariel is there every step of the way, offering you the best customer service in the industry. For all your compression needs, choose Ariel.

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Over the years, I never gave this question much thought. That probably was an error of judg-

ment. However, I credit this oversight to being completely absorbed in the all-consuming task of promoting the well-being of the compressor industry.

I find all aspects of the industry fasci-nating, to say the least. Tracking the in-dustry for nearly 50 years and observing the advancement in design, use of ma-terials, the explosion in control technol-ogy, the changing modes of equipment selection and techniques of assembly, component selection and monitoring the ebb and flow of the highly volatile natural gas industry have been highly stimulating to the publisher and staff of this technical journal.

But, most of all, and high on the list of the best experiences, has been meeting and engaging in discourse with leaders in the industry — manufacturing, engi-neering, management, marketing, and sales along with purchasing, installation, operation and maintenance of compres-sor packages. The variety of topics and things to talk about seems to be infinite.

The question about having a purpose in life was addressed a while back in an article published in The Wall Street Jour-nal. The issue underlying the article was that any single facet of a person’s career never lasts forever and the loss of stimu-lation of a very active working life leaves a seemingly insurmountable vacuum.

The particular article in question was written by Diane Cole, an independent writer from New York City. She said studies of 1500 men and women at the Chicago-based Rush University Medi-cal Center’s Alzheimer’s Disease Cen-

ter show that having a purpose in life can help stave off cognitive decline and promote a broadly healthier, longer life.

The article was based on a discus-sion with Dr. Patricia A. Boyle, a neu-ropsychologist and researcher for the Rush Memory and Aging Project, who also is an associate professor at the medical center.

“Our study showed that having pur-pose in life is robustly protective,” Dr. Boyle said. “Those who reported hav-ing purpose in life showed a 30% slow-er rate of cognitive decline than those who did not. Having purpose reduced the risk of Alzheimer’s and its precur-sor, mild cognitive impairment. Even those whose brains had the plaques and tangles associated with Alzheim-er’s had better cognitive brain function. It’s a remarkable finding.”

Dr. Boyle couldn’t say for sure what the underlying cause of this phenomenon was. Her theory is that because people who are purposeful are actively pursuing goals, by doing so they are enhancing their mental activity, either including or developing other areas of the brain.

“It’s the sense,” she said, “that your life has meaning. You’re engaged in things that energize and motivate you, and that you think are important on a broader level, beyond just yourself.”

She said many people choose to be-come mentors. “They have a lot of wis-dom as a consequence of their having done so much in their lives, and they want to pass along that knowledge to others,” she said.

The article included a list of mentally stimulating “encore career” activities for retirees. It included volunteerism in so-cial services, health care, religious or faith-based issues/areas, human rights or social justice, arts and culture, at-risk youth, environment, education, poverty alleviation and economic development. The popularity of these activities ranged from 28% of the surveyed individuals down to 14%, in the order listed above.

May the Lord hold you in the hollow of His hand. CT2

JOE KANE

COMPRESSORtech2 Founder

Have We A Purpose In Life?

Page4A Member Of The Diesel & Gas Turbine Publications Group

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Featured Articles 16 GE To Buy Lufkin

18 Caterpillar Boosts Power Offering For Well Locations

20 Supercharging A CO2 Reciprocating Compressor

26 Wärtsilä Converts Heavier Fractions Of Gas For Engine Fuel

30 Growth Keeps Sloan Brothers On the Move

36 Imes, Morris Develop New Gas Engine Balancer

40 Test-And-Inspection Rig ‘Stormbringer’

44 Methane Hydrate Production Inches Closer To Feasibility

48 Compressing Space

72 New Hudson Subsidiary Targets Compression Cooling

76 Using Torque Flanges To Control Compressors

TECHcorner 54 Assessment Of Onboard Diagnostics And Monitoring

For Pipeline Engines

Departments 4 Page 4 — Have We A Purpose In Life?

8 Global Perspective — Myanmar Opens Its Doors To Offshore Oil Firms

10 Meetings & Events

12 About The Business — Compression Industry Expansions Abound

14 Monitoring Government — Dispute Continues Over Spurned Colorado Compressor Station

24 Recent Orders

24 Prime Movers

74 Featured Products

80 Scheduled Downtime

81 Marketplace

82 Advertisers’ Index

84 Cornerstones Of Compression — Elliott Began The Turbocharging Of U.S. Recip Engines

Compressortech2 (ISSN 1085-2468) Volume 18, No. 4 — Published 10 issues/year (January-February, March, April, May, June, July, August-September, October, November, December) by Diesel & Gas Turbine Publications, 20855 Watertown Road, Waukesha, WI 53186-1873, U.S.A. Subscription rates are $85.00 per year/$10.00 per copy worldwide. Periodicals postage paid at Waukesha, WI 53186 and at additional mailing offices. Copyright © 2013 Diesel & Gas Turbine Publications. All Rights Reserved. Materials protected by U.S. and international copyright laws and treaties. Unauthorized duplication and publi-cation is expressly prohibited. Canadian Publication Mail Agreement # 40035419. Return Undeliverable Canadian Addresses to: P.O. Box 456, Niagara Falls, ON L2E 6V2, Cana-da. E-mail: [email protected].

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May 2013

Cover Designed By Amanda Ryan

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In early March, Myanmar energy minister, Than Htay, an-nounced that his nation will proceed with a long-awaited off-shore licensing round for 25 oil and gas exploration blocks, 18 in deepwater and seven in shallow water, covering much of the eastern half of the Bay of Bengal.

The tender was initially planned for 2012, but was delayed while the government sought to improve and test investor sentiment. Increased involvement by foreign oil companies, such as Woodside Petroleum and Total, already suggests that market perception is improving. According to an official at the Ministry of Energy, international oil and gas giants such as Shell, Chevron, ConocoPhillips and ExxonMobil were waiting to bid for the offshore blocks.

The launch of the offshore round was crucial for Myanmar and suggests that the government expects that it has largely overcome the stigma that prevented foreign investors from diving deeply into the country’s hydrocarbon potential.

Myanmar (formerly known as Burma) ended 15 years of military rule in 2010 with an election that the international community viewed as a step toward political reform and de-mocracy. As a result, the U.S. and other Western governments lifted sanctions that barred companies from investing there. But Myanmar’s government still is under criticism for its close ties to the former military junta and a lack of transparency.

The nation has been progressively building the framework for a strong and secure business environment. Soon after announcing the schedule for the offshore round, Than Htay declared that there would be no local ownership requirement for foreign investors. Deputy Minister of Energy Htin Aung ex-plained that the deepwater exploration would be too techni-cal, risky and capital-intensive for local companies, and their inclusion would only deter competent foreign investors.

Myanmar’s rule to limit ownership to three blocks per com-pany also was seen as a positive development. Providing that a sufficient number of companies bid, this would increase competition and skills diversity in the country’s upstream.

The major beneficiaries of this regulation will clearly be deepwater specialized oil field services companies, such as Saipem or GE Oil & Gas, whose experience in frontier mar-kets will give them a strong bargaining position.

Myanmar currently produces about 20,000 b/d of oil and

424 Bcfy (1.2 x 1010 m3/yr) of gas, mostly from the Yadana and Yetagfun offshore fields, operated by Total and Petro-nas, respectively. Daewoo’s Shwe and PTTEP’s Zawtika offshore fields are expected to start production by 2015, adding 8 bcm to gas output. This would be a considerable leap forward in proving the commercial viability of the coun-try’s hydrocarbons potential.

The government’s strategy is to increase energy production to supply fast-growing domestic demand. Business Monitor International (BMI) forecasts the country’s real GDP to grow by 7.5% over the next five years. If energy demand follows at a similar rate, oil and gas consumption could double within the next 10 years.

Although the nation will honor its existing international contractual obligations, Htin Aung has announced that any new discoveries would be directed at meeting do-mestic demand.

Myanmar also has acted to ensure that the uses of its revenues from natural resources are fully disclosed. The government planned to adopt and implement the interna-tional Extractive Industries Transparency Initiative stan-dards before the end of the year.

Finally, Myanmar is making progress toward building the legal framework and infrastructure that would allow produc-ers to export gas from the existing Shwe offshore fields to China. A pipeline from the coastal city of Sittwe in Rakhine state to southwestern China is under construction, but vio-lence between the government and ethnic Kachin fighters, who want greater self-rule in the country’s northeast, will most likely delay final operations.

The pipeline line would have an initial capacity of 145 Bcfy (4.1 x 109 m3/yr) when completed this year, and could be tripled in capacity later with the addition of compression. The country expects to start a parallel oil pipeline in 2014.

However, BMI reports that the largest risk for Myanmar remains its political stability. The recent development and rapid opening of the country to outside investment is prom-ising, but the continued dominance of the military junta, associated to growing tensions in the country’s northeast region, could create risks for the long-term stability of business-friendly policies. CT2

Myanmar Opens Its Doors To Offshore Oil Firms > BY ROBERTO CHEllInI

ASSOCIATE PUBlISHER

Global Perspective

nation drops local partner require-ment to attract investors

CT180.indd 1 4/24/13 10:09 AM

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MayMay 1-4Baghdad International Oil & Gas Conference & Exhibition — BaghdadTel: +90 212 356 00 56Web: www.baghdadoilgas.com

May 6-9*Offshore Technology Conference — HoustonTel: +1 (972) 952-9494Web: www.otcnet.org

May 14-16*Eastern Gas Compression Roundtable — Moon Township, PennsylvaniaTel: +1 (412) 372-4301Web: www.egcr.org

May 14-16*Sensor+Test 2013 — Nuremberg, GermanyTel: +49 5033 9639-0Web: www.sensor-test.de

May 14-16Uzbekistan International Oil & Gas Exhibition — Tashkent, UzbekistanTel: +44 207 596 5233Web: www.oguzbekistan.com/2013

JunEJune 3-7*aSME Turbo Expo — San AntonioTel: +1 (404) 847-0072Web: www.asmeconferences.org/TE2013

June 4-6*Power-Gen Europe — ViennaTel: +44 1992 656 617Web: www.powergeneurope.com

June 4-6Sensors Expo & Conference — Rosemont, IllinoisTel: +1 (617) 219-8375Web: www.sensorsmag.com/sensors-expo

June 4-7Caspian Oil & Gas — Baku, Azerbaijan

Tel: +44 207 596 5000Web: www.caspianoil-gas.com

June 5-6*Energy Exposition — Gillette, WyomingTel: +1 (307) 234-1868Web: www.energyexposition.com

June 11-13*Calgary Oil & Gas Expo — Calgary, CanadaTel: +1 (403) 209-3555Web: www.gasandoilexpo.com

SEPTEMbERSept. 17-19*Gas Compressor Conference — Norman, OklahomaTel: +1 (405) 325-3891Web: www.engr.outreach.ou.edu/gascompressor

Sept. 17-19Developing Unconventional Gas Eagle Ford Conference & Exhibition — San Antonio

Meetings & EventsFor a complete listing of upcoming events, please visit our website at www.compressortech2.com

CT2_May_MeetingsNEvents.indd 1 4/19/13 11:04 AM


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Sept. 18-20*Wyoming Natural Gas Fair — Jackson, WyomingTel: +1 (307) 234-7147Web: www.wyogasfair.org

Sept. 25-26ChemInnovations Conference & Expo — Galveston, TexasTel: +1 (713) 343-1884Web: www.cpievent.com

Sept. 30-Oct. 3*International Pump Users Symposium — HoustonTel: +1 (979) 845-2924Web: www.turbolab.tamu.edu

Sept. 30-Oct. 3*Turbomachinery Symposium — HoustonTel: +1 (979) 845-7417Web: www.turbolab.tamu.edu

Tel: +1 (337) 235-4055Web: www.lagcoe.com

Oct. 28-30Shanghai International Petroleum Petrochemical Natural Gas Technology Equipment Exhibition — ShanghaiTel: + 86 21 36411666Web: www.sippe.org.cn/en

Oct. 28-3110th International Rotor Dynamics Seminar — Cologne, GermanyTel: +49 2267 6585-0Web: www.arla.de

Oct. 30-Nov. 1EP Shanghai 2013 — ShanghaiTel: +86 10 5129 3366Web: www.epchinashow.com

NOvemberNov. 10-13*Abu Dhabi International Petroleum exhibition & Conference — Abu Dhabi, United Arab EmiratesTel: +971 2 4444 909Web: www.adipec.com

*Indicates shows and conferences in which Compressortech2 is participating

OCTOberOct. 1Pittsburgh Chemical Day — PittsburghTel: +1 (855) 807-9814Web: www.pittchemday.com

Oct. 2-4*Power-Gen Asia — BangkokTel: +1 (918) 835-3161Web: www.powergenasia.com

Oct. 6-9*Gas machinery Conference — Albuquerque, New MexicoTel: +1 (972) 620-4026Web: www.gmrc.org

Oct. 7-10*Argentina Oil & Gas expo — Buenos Aires, ArgentinaTel: +54 11 4322 57Web: www.aog.com.ar

Oct. 22-24*Louisiana Gulf Oil & Gas exposition — Lafayette, Louisiana

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The compression industry is continuing to expand its capacity to satisfy demand for gas compressors and processing equipment.

Last June, Enerflex completed a US$24 million expan-sion that almost doubled the capacity at its Houston manu-facturing complex. The facility now has 35 bays, including 20 bays with double-deck manufacturing and 100 ton (90.7 tonne) lifting capacity. The plant is strategically located to serve growing southern U.S. demand, as well as Latin American and other export markets.

In September, UE Compression opened a 95,200 sq.ft. (8850 m2) facility in Henderson, Colorado, to handle larg-er packages.

In June of this year, SEC Energy Products and Services will complete an additional 155,000 sq.ft. (14,400 m2) of fab-rication space at its Houston plant. An additional 40,000 sq.ft. (3700 m2) of warehouse and 32,000 sq.ft. (2975 m2) of office space are scheduled for completion in September.

To meet the demand in the rapidly developing Marcellus and Utica shale plays, Dearing Compressor and Pump Co. is adding another 25,000 sq.ft. (2325 m2) to its large plant at Youngstown, Ohio. And Exterran built a 65,000 sq.ft. (6040 m2) production equipment fabrication facility at Youngstown during 2012.

More packagers are getting established outside North America, too. The latest is Euro Gas Systems, which opened a 26,000 sq.ft. (2400 m2), high-bay compressor as-sembly plant in Romania late last year.

Along with the continuing strong demand for compres-sors comes the need for more trained and experienced en-gineers, operators and maintenance technicians.

In parts of the country affected by the ongoing shale plays, the demand for experienced compressor hands has reached critical proportions. The problem has been exacer-bated by retirements in the current workforce, leaving many companies with a serious shortage of experienced workers and forcing them to recruit from each other and their service providers or to reach outside the industry.

Recently, a representative of a mainline gas transmis-sion company commented (unofficially) that the combi-nation of system expansions and loss of experienced personnel to retirements and recruitment by other com-panies was so serious that the senior operator at one of their compressor stations had only three months of experience.

Recruitment and training are urgent ongoing priorities for the development of the necessary workforce. Many up-stream and midstream companies have expanded their in-ternal training capabilities, and third-party training providers fill in some of the gaps.

Several regional colleges have developed entry-level compressor operator and maintenance training programs and more are following suit. Compression industry trade as-sociations, such as the Gas Machinery Research Council (GMRC), Gas Compressor Association (GCA) and Eastern Gas Compression Roundtable (EGCR) have also increased their focus on training in recent years.

GCA’s annual conference this April focused on several hot topics, including keynote addresses on energy mar-ket trends and a presentation on federal air emissions rules and regulations affecting the gas compression in-dustry. Attendance was projected to be 5% above last year’s record turnout.

The GCA event provides financial support for a number of the colleges with energy technology and gas compression training programs. It also gives the schools a venue for net-working with compression equipment and service providers and with each other.

EGCR predicted that attendance at its annual train-ing and technology conference in May would increase by about 10%. The event focuses on engine and compressor maintenance, with intensive training track programs for compressor operators and maintenance technicians taught by industry experts. Topics added this year include environ-mental health and safety and OEM training for Superior en-gines and compressors and Solar turbines.

Several compression-industry companies noted sig-nificant milestones recently. Late last year, Ariel shipped its 40,000th gas compressor and Harsco Industrial Air-X-Changers (AXC) of Tulsa, Oklahoma, shipped its 75,000th ASME-certified cooler section. CT2

Compression Industry Expansions Abound > BY NORM SHADE

About The Business

Firms boost fabrication, training to match energy boom

BY NORM SHADE

Norm Shade is senior consultant and president emeritus of ACI Services Inc. of Cambridge, Ohio. A 43-year veteran of the gas compression industry, he has written numerous papers and is active in the major industry associations.

CT183.indd 1 4/23/13 4:45 PM

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Monitoring governMent

College, pipeline litigate over who pays development costs

By PatriCk Crow

Dispute Continues Over Spurned Colorado Compressor Station >


Clashes over the location of compressor stations of-ten leave unsavory aftertastes. take, for example, an ongoing controversy in Colorado.

two years ago, SourceGas decided to add a US$14 mil-lion compressor station on its distribution pipeline that serves 42,000 customers between the towns of rifle and avon.

it approached Colorado Mountain College (CMC), which operates a string of community junior colleges across six counties, and asked to lease a five acre (two hectare) site on a corner of the 688 acre (280 hectare) Spring Valley campus near Glenwood Springs.

after briefing the CMC trustees regarding his negotia-tions with SourceGas, CMC President Stan Jensen signed a 20-year, US$240,000 lease in april of 2011. the booster station would not have been visible from the college build-ings. it was designed for two 1500 hp (1100 kw) packages with room for a third.

when the compressor station project went to the county zoning board and became public knowledge, some CMC faculty and students protested. So did ranchers who had donated land for the campus.

SourceGas offered to shift the station to another location on the CMC acreage, to no avail. the trustees disavowed the lease, citing procedural missteps as justification. More to the point, several of them declared that the compressor station was incompatible with the mission of the college.

the gas company then sued the college in Garfield County District Court, accusing it of acting in bad faith and terminating the lease without cause. Judge James Boyd ruled last august that state law did not permit him to order a public entity to honor a lease. that killed any possibility that the compressor station would be built on the college’s land.

But it left the question of whether an unenforceable lease was nevertheless a valid contract. SourceGas maintained it was, and said the college should reimburse it for its devel-opment expenses. the CMC board responded that it should not be held liable for damages stemming from a lease that it never formally approved. Boyd has set the case for trial next February.

the location of the needed station remains in limbo. SourceGas has not announced a different site.

How this controversy affected relations between President Jensen and the trustees isn’t known. However, in late Decem-ber the trustees said they had accepted his resignation.

the reason for Jenson’s departure wasn’t disclosed, due to a confidentiality clause in his severance agreement, but one trustee said it was unrelated to the compressor station controversy. an article on the college’s website stated, per-haps a bit wishfully, that “it is unlikely that the general public will ever know the reasons behind the former president’s seemingly swift exit.”

Such things might become known should the county court summon Jensen to testify about the events surround-ing and following his approval of the SourceGas lease.

the Colorado Observer, which monitors politics in the state, was outraged that the CMC board had repudiated a contract that its president had signed.

it editorialized, “what’s particularly troubling about this situation is watching a public entity that’s governed, at least in theory, by an elected board of trustees engage in this kind of ‘not in my back yard’ obstructionism in an obvious attempt at placating a handful of leftist students and profes-sors who prefer to ignore what it is that keeps the lights on in their sustainable energy studies courses.”

Furthermore, the Observer said local residents should be aware that taxes on the natural gas industry contribute heavily to the upkeep of the junior college district. “Perhaps one of them (the residents) will remind the ‘know-it-alls’ at CMC that responsible energy development, not eco-tour-ism or Strawberry Days, pays the bills in Garfield County.”

this spring, CMC did show its concern about the impor-tance of energy for Coloradoans.

it announced that it had bought a truck, fueled by com-pressed natural gas (CNG), which it will use to pull a new mobile learning lab throughout the state, demonstrating the advantages of using hybrid energy.

the college explained, “the truck will be a valuable educational tool for CMC’s integrated energy technology programs and is part of our initiative to make our energy courses and programs more accessible.”

it did not say whether the CNG truck would be visiting the Spring Valley campus. Ct2

Ct181.indd 1 4/19/13 11:15 aM

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GE is buying Lufkin Industries Inc., a provider of pumping systems for the oil and gas

industry, for US$3.3 billion.The acquisition, which will be com-

pleted in the second half of this year, brings GE’s buying spree in the oil and gas sector to about US$11 billion since 2007. GE had purchased John Wood Group’s well services business for US$2.8 billion in early 2011.

GE’s oil and gas portfolio is its fastest- growing business sector, accounting for about 10% of its revenues. Lufkin posted record revenues of $1.3 billion last year while GE’s energy sector re-ported $1.92 billion (a 16% increase over the prior year).

The deal complements GE’s elec-tric submersible pumps (ESP) with Lufkin’s rod lift, gas lift, plunger lift, hy-draulic lift, progressive cavity pumps. Lufkin also has an array of well auto-mation and production optimization controls and software.

Because Lufkin has not been in the ESP business, GE officials said they anticipate no antitrust objections from federal regulatory agencies.

Daniel Heintzelman, GE Oil & Gas president and CEO, said his company expects the oil pump market to grow 12 to 13% per year for at least the

next decade. He added that at least 94% of the world’s 1 million oil wells will need pumps or artificial lifts during their lifetime.

GE said that with the addition of Lufkin’s artificial lift and other oilfield products, it will be able to offer its global exploration and production customers a complete portfolio of offerings to ad-dress a wide variety of well types at all stages of the production life cycle.

Eric Gebhardt, vice president of engineering for GE Oil & Gas, said Lufkin’s strong pump business “seemed like a perfect fit” with GE’s other oil ser-vices operations.

He about 80% of Lufkin’s business is in the U.S. “Our plan is to take it more and more globally as we move forward,” he said. “The goal is to cut out a global expansion for the capa-bilities that Lufkin has.”

Lufkin, based in the Texas town of the same name, has 4500 employees in more than 40 nations. Its pump-ing equipment business has a global network of more than 110 service centers and nine manufacturing facili-ties. It also has three turbomachinery production plants that make industrial gears and engineered bearings.

The Texas company was founded in 1902 to make railroad equipment. It

expanded into oil pumps in 1925 and remained privately held until launch-ing an initial public offering in 1990.

When he toured a Lufkin plant the day following the acquisition announce-ment, GE CEO Jeffrey Immelt indicat-ed that the Lufkin trademark would be retained, but perhaps would be inte-grated with the GE brand. “The reason why we bought the company was re-ally because it has a great reputation, and a good workforce, and all that stuff gets embedded in the marketplace,” Immelt said.

“Lufkin has a great brand in the marketplace, and we hope to build on that,” Heintzelman told reporters.

When he announced the purchase, Heintzelman said, “Advanced technolo-gies, combined with new drilling prac-tices, are revolutionizing the oil and gas industry. The artificial lift segment is at the heart of critical changes that are helping producers maximize well poten-tial — which translates into increased output at lower operational cost.

“Lufkin’s world-class people, equip-ment and services fit perfectly in our portfolio and will enable us to offer a wide range of artificial lift solutions to our customers in this fast-growing ar-tificial lift sector.”

John Glick, Lufkin’s president and CEO, said, “The global scale that GE offers, combined with its deep service offerings and network of research labs, will create new opportunities for our customers and employees around the world.

“This transaction allows us to realize our strategic objectives for expanding both our portfolio and our global plat-form and will allow us to reach global customers much faster and more ef-fectively than we could have done as a standalone company.”

Lufkin has been a major supplier of turbomachinery gears and specialty bearings products for GE in recent years. The companies said that Lufkin will continue to sell those products to other customers as well. CT2

Move will help company expand energy portfolio

By PATrICk CrOW


GE To Buy Lufkin >

n GE officials have indicated that Lufkin’s familiar brand will not disappear soon.

CT190.indd 1 4/19/13 11:21 AM

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Caterpillar Global Petroleum has introduced the Cat 3516C (HD) engine for well stimula-

tion. The new 16-cylinder, 78 L engine will be available in three ratings: 3300 bhp (2461 bkW), 3150 bhp (2349 bkW) and 3000 bhp (2237 bkW) at 1900 rpm.

“The Chinese well stimulation mar-ket drove us to move forward with this engine,” said Scott Roberts, well ser-vice manager at Caterpillar Global Pe-troleum. “Well stimulation operations in China are starting to utilize higher horsepower — much more so than in North America, which primarily uses the 2250 to 2500 hp (1675 to 1865 kW) engine range for well service trailers.”

According to Roberts, the demand in China for higher horsepower is primarily driven by the maneuverability require-ments of vehicles in that nation as well as the bridge loading requirements.

“Well stimulation vehicles in China use body load chassis versus a trailer chassis in the U.S., because they are easier to maneuver in remote loca-tions compared to a trailer,” he said.

“The bridge loading and axle weight

distribution requirements in China allow the vehicles overall to be a lot heavier than in the U.S. and can sub-sequently put a heavier weight, higher horsepower engine on the truck.”

Seeing this trend for higher horse-power, Caterpillar reconfigured its 3516C engine for well stimulation applications. Caterpillar first intro-duced the 3516C engine in 2006. Since then it has become a stalwart in rail and marine applications.

“Well stimulation engines have a higher displacement in order to pro-duce higher horsepower and higher torque,” Roberts said. “To date, we did not have a 3000 hp (2235 kW) solu-tion for pressure pumping. We relied on the 3512C (HD) for well stimulation or pressure pumping applications.”

According to Roberts, the 3516C (HD) is essentially an extended ver-sion of the 2500 hp (1864 kW) 3512C (HD) engine. Customers will find many similarities with mounting and connec-tion points.

“The 3516C (HD) will provide the same level of reliability and durabil-ity that customers depend on from the

3512C (HD),” Roberts said. “Mainte-nance requirements will match those of the 3512C (HD). The engines have the same maintenance schedules, life ex-pectancy, and time to major overhaul.”

Manufactured in Lafayette, Indiana, the 3516C (HD) engine is offered in a separate circuit aftercooler (SCAC) cooling configuration. It also has a sin-gle ADEM A3 Engine Control Module that facilitates additional input/output capability and integrated controls.

The ADEM A3 monitoring system provides engine deration, alarm or shutdown strategies to protect against adverse operating conditions. Select-ed parameters are customer program-mable. Status available on engine-mounted instrument panel, and can be broadcast through Modbus to the rig’s power management system.

Caterpillar will offer attachment op-tions such as transmission oil coolers, charging alternators, air cleaners and mufflers for simplified installation.

The engine meets U.S. Environmen-tal Protection Agency Tier 2 emissions for North America as well as Tier 1 emissions for international markets.

“What is most special about the 3516C (HD) is that it matches very well with our TH55 transmission,” Roberts said.

“The TH55 can handle all the power ratings we are rolling out. An OEM that wants to build a 3000 to 3300 hp (2235 to 2600 kW) well stimulation package can have the complete Cat-erpillar solution.

“They are going to get the best per-formance out of the complete drive train because of the torque rise and speed range that we have on the en-gine,” Roberts said. “Combine that with global Cat dealer network sup-port and this is an excellent option for the pressure pumping market.” CT2

Caterpillar Boosts Power Offering For Well Locations > New 3516C engine responds to

Chinese requirementsBy BRENT HAIGHT


n Caterpillar has introduced the 16-cylinder, 78 L 3516C (HD) engine for well stimulation.

CT179.indd 1 4/19/13 11:28 AM

MAN Diesel & Turbo has unique compression solutions in its portfolio for the complete range of CO2, N2, propylene and vapour related applications, with single machines or complete train solutions. Others talk about CO2 compression. We have the credentials! Over 200 RG Gas compressor units are in operation or on order. We are world`s number one in CO2 high pressure applications, thanks to sophisticated test-ing facilities and proven track records in the fi eld. With an RG Gas compressor from MAN Diesel & Turbo you will gain an exceptionally fl exible and optimized solution to maintain your business economic.Find out more at www.mandieselturbo.com

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An international oil and gas ex-ploration and production com-pany operating a gas plant in

West Texas required a unique and challenging carbon dioxide (CO2) compressor application.

The requirement was for compres-sion of 95% CO2 with suction pres-sure from 0.5 psig (0.034 bar), dis-

charge pressure to 2000 psig (138 bar), a total facility design flow rate of 25 MMscfd (700 x 103 m3/d), and at an elevation of 2800 ft. (850 m).

The operator had been contracting compression services from a third party using antiquated, slow-speed, integral compressors. Due to emis-sions, reliability, parts and service availability issues, the gas plant re-quired a new compressor solution.

Another key problem for the oper-ator was that medium-voltage elec-tricity was unavailable at the plant, so the new CO2 compressors would have to be driven by natural gas fu-eled engines.

SolutionInitially, the operator requested Neu-

man & Esser to provide multistage re-ciprocating compressors driven by nat-ural gas engines running at 1000 rpm.

Initial performance calculations in-dicated that the operator required ap-proximately 10,000 hp (7355 kW) in at least five stages of compression.

However, Neuman & Esser had multiple concerns with such low suc-tion pressure requiring very large first-stage cylinders with very high piston weights. From its experience, Neuman & Esser knew that rotat-ing 24 to 28 in. (61 to 122 cm) cyl-inders at such high speeds would

Supercharging A CO2 Reciprocating Compressor > To resolve problems, Neuman & Esser drops a

stage of compression but supercharges othersBy ROBERT CROW

n For the first stage of CO2 compression, the project uses an Aerzen 536 VMY oil-flooded rotary screw compressor with a Lufkin speed increaser.

Robert Crow is Neuman & Esser USA Inc.’s business manager, upstream and mid-stream. He has an extensive background in gas compression, with more than 17 years of oil, gas and energy industry ex-perience. A graduate of Texas A&M Uni-versity, he joined Neuman & Esser in 2009.


CT192.indd 1 4/19/13 11:31 AM

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inders by increasing and supercharging the reciprocating compressor into the second, third and fourth stages. This application turned out to be an ideal high-performance solution.

Neuman & Esser was awarded the project in early 2011 and all partners began working on detailed engineering. Equipment was delivered to the site in early 2012, and installed, commissioned and started up by September 2012.

additional 2.33 MMscfd (66 x 103 m3/d) sidestream coming in at approximately 80 psig (5.5 bar).

With an appropriately sized rotary screw compressor, along with a Neu-man & Esser reciprocating compres-sor designed for a full 8.33 MMscfd (236 x 103 m3/d), this application ap-peared much more feasible to operate effectively at 900 to 1000 rpm.

The rotary screw compressor allowed the removal of the large first-stage cyl-

be problematic for existing compres-sor models.

And high-mass forces and inertia loading, combined with poor volumetric efficiency and excessive valve masking, would challenge even the best of cur-rently available compressor models.

The operator also faced a poten-tial requirement for a tandem/step piston-cylinder arrangement for final stages and very high discharge tem-peratures that would result in poor valve performance and shortened ring and packing life.

Because of the challenges posed at this gas plant, Neuman & Esser proposed a creative solution based on its NEA Seismic Air Packages product line.

NEA SAPS is a compressor ap-plication that Neuman & Esser pio-neered and engineered for offshore seismic compression applications using rotary screw and reciprocating compressors with a common driver.

The use of a common driver results in fewer number of packages needed to compress air to high pressure, allowing for a more efficient and cost-effective operation with minimal service work.

ResultsNeuman & Esser began working

closely with the operator, its engineer-ing firm and a key fabrication partner to develop and evaluate a compressor design based on the its SAPS-style compressor package.

It had had proven experience with 1000 to 1500 hp (735 to 1123 kW) applications compressing air from ambient suction pressure to 3000 psig (200 bar) using the combination rotary screw/reciprocating compres-sor on a common driver, both elec-tric and engine driven.

Because the operator requested the minimum amount of compressor packages to solve the application, the best solution was to divide the appli-cation up into three units, each requir-ing approximately 3200 hp (2350 kW), driven by natural gas engines.

Neuman & Esser’s calculations re-sulted in compression flow require-ments of about 6 MMscfd (170 x 103

m3/d) at the first-stage inlet, at a suction pressure of 0.5 psig (0.03 bar), and an

continued on page 22

CT192.indd 2 4/19/13 11:31 AM

http://www.klsummit.com

BenefitsDrawing on its experience, Neu-

man & Esser was able to provide an alternative solution through advanced drive train design techniques.

Working with vendor partners, who

played an integral role in the success of this project, Neuman & Esser reduced the overall required stages of compres-sion and was able to complete the appli-cation with the fewest number of units, saving the operator time and money.

n For the second through fourth stages, the project uses a Neuman & Esser 3 SVL 320hs reciprocating compressor driven by a Caterpillar G3612 TA natural gas engine.

Based on the success of this gas plant installation, Neuman & Esser has developed a concept that can be successfully applied in future anthro-pogenic CO2 enhanced oil recovery compressor applications. CT2

CECO.indd 1 4/19/13 8:15 AMCT192.indd 3 4/19/13 11:32 AM

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CumminsCummins Inc. has

named Jennifer Rumsey vice presi-dent – Engineering for Heavy, Medium and Light Duty Products.

Rumsey has led Cummins’ Heavy Duty Engineering since 2010. From 2007 to 2009, she was a technical proj-ect leader in Midrange Engineering, as well as a member of the Cummins Turbo Technologies business team. She also held multiple roles in the Ad-vanced Engineering Organization.

Prior to joining Cummins, she worked for Nuvera Fuel Cells, where she led control system development and sys-tem integration for fuel processing/fuel cell technology.

Pennsylvania DEPThe Pennsylvania Department of En-

vironmental Protection (DEP) has pro-posed much tougher emissions limits for natural gas-fired engines and other equipment at compressor stations.

The final revisions to General Permit 5 affect companies in the Marcellus Shale boom. The new standards are 75 to 90% stricter than current limits for the largest, most common types of en-gines used at compressor stations. The revised permit also would give opera-tors the flexibility to install controls to achieve even lower emissions, allow-ing for the use of additional engines.

Operators of facilities operating under the general permit must demonstrate that their facilities continue to be minor sources as defined by the Clean Air Act.

GE Oil & GasPetrobras has given GE Oil & Gas

a US$500 million-plus contract to sup-ply turbocompression trains and other equipment for four floating production, storage and offloading units (FPSOs)

MoversPRIME

J. Rumsey

It’s not magic…it’s physics.


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GE Oil & GasGE Oil & Gas has received a 22-

year, US$620 million contract to pro-vide services for QGC’s Queensland Curtis liquefied natural gas (LNG) plant under construction off the east coast of Australia.

The plant will be the world’s first facil-ity to turn coal seam gas into LNG. It is the first of four LNG projects scheduled for Curtis Island and is expected to be-gin production in 2014.

GE will provide maintenance for its equipment being installed at the LNG plant, including 15 of its PGT25+G4 aeroderivative gas turbines, 28 cen-trifugal compressors, gearboxes, gen-erators and auxiliaries.

Maintenance activities on the pow-er turbines and compressors will take place at GE Oil & Gas facilities in Jandakot, Western Australia, and in Florence, Italy. Monitoring and diag-nostics will be provided from GE cen-ters in Florence, Houston and Kuala Lumpur, Malaysia. CT2

PrimeMovers_May.indd 1 4/22/13 2:35 PM

has appointed Ralf Kraemer as chief executive officer. Kraemer assumes the role from Dieter A. Becker, who re-turns to Klüber’s global headquarters in Munich, Germa-ny, after leading the

North American operations for nearly three years.

Born in Germany, Kraemer has more than 15 years of sales, marketing and management experience in the metal cutting, woodworking, industrial equip-ment and power transmission industries to his new role at Klüber.

Prior to joining Klüber, Kraemer man-aged operations at a Swiss technol-ogy company in the Chicago area and established and developed the North American manufacturing facility and business operations for a German ma-chine tool accessories company near

Raleigh, North Carolina. For the past nine years, he was responsible for the North American operations of a German machine tool company in Pittsburgh.

Turbines Inc.Turbines Inc. has opened its Odes-

sa, Texas 3197 sq.ft. (297 m2) sales, distribution and service location in re-sponse to heavy local demand for tur-bine flow metering products.

The company serves as the local re-source for turbine meters and accesso-ries for oil and gas applications, and is staffed by field engineers and customer service representatives with direct knowl-edge of the local oil and gas industry.

Turbines Inc.-Odessa also launched its new website, www.turbinesodessa.com, which will assist customers and partners by providing product informa-tion, special offers and updated event guides highlighting local activities in the area.


in the Santos Basin off the state of São Paulo, Brazil.

The company will supply the main turbomachinery equipment to the new FPSOs (P-74, P-75, P-76 and P-77) to be placed over pre-salt fields in Cessão Onerosa region of the basin.

GE said its technology will generate primary energy for the FPSOs using gas turbines and advanced genera-tors, moving gas through pipelines us-ing compressors and re-injecting CO2 and natural gas in the well to enhance oil recovery.

The contract includes: 16 powergen turbogenerators composed of PGT25+ gas turbines and electric generators; eight turbocompression trains driven by LM2500+ gas turbines; and 32 electric-motor-driven compressors for gas main, export services and CO2 reinjection.

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Wärtsilä has introduced a steam reforming technol-ogy to convert rich gas into

a quality fuel for engines.The Wärtsilä GasReformer en-

ables associated gases recovered during oil production, which are rich in heavy hydrocarbons, to be con-verted into a natural gas product suitable for dual-fuel engines oper-ating at full performance levels.

“The uniqueness of our GasReformer is its ability to convert unwanted heavier fractions from the gas into methane,” said Tore Lunde, director of Wärtsilä Oil & Gas Systems. “By turning waste gas into fuel, the system significantly lowers operating costs while notably enhanc-ing environmental sustainability. In loca-tions where flaring is prohibited, this is especially important.”

Because it converts the heavy hy-drocarbons in gas feedstock, the Wärt-silä GasReformer lowers the danger of condensation in compressors. In lique-fied natural gas production, the heavier fractions that had been separated by

cooling could be run through the Gas-Reformer for either reinjection to the stream or for powering the trains.

While catalytic conversion of hydro-carbon feeds into hydrogen is a known process dating back to the early 20th

century, the Wärtsilä GasReformer represents a new application under quite different conditions than those of the traditional process.

“The new gas reformer is a result of the considerable experience Wärtsilä gained when the company was in-volved in the development of the treat-ment of gaseous fuels for fuel cells,” Lunde said. “It is yet another example of the company’s ability to develop so-lutions that combine both economic and environmental benefits.”

Associated gas from oil production is often flared because it is uneconomic or impractical to utilize. Offshore gas flar-ing is increasingly recognized as a ma-jor environmental problem, contributing more than 1% to global carbon dioxide (CO2) emissions, not to mention the wasted resource.

The World Bank-led Global Gas Flaring Reduction Partnership has es-timated that 5.3 Tcfy (150 x 109 m3/y) is burned. This is equivalent to 30% of the European Union’s gas consumption and causes emissions of 440 million tpy (400 million T/yr) of CO2.

Wärtsilä said because its reformer converts associated gas into a stable composition, oil platforms and float-ing, production, storage and offloading (FPSO) vessels could use the gas for their high power demands. That could mostly eliminate the use and bunkering of marine diesel oil.

It said another promising applica-tion for the reformer technology is in crude oil handling. During the storage of heavier fuel oils, a considerable amount of volatile organic compounds (VOCs) are formed above the oil surface in a tank. In order to pump the crude oil, it is heated to improve the viscosity and dur-ing heating and the lighter hydrocarbon fractions escape into the atmosphere.

“VOCs, which are recovered from oil

GasReformer also cuts risk of condensation in compressors

By BO SVEnSSOn


n The GasReformer unit mea-sures 17 x 10 x 11 ft. (5.3 x 3 x 3.3 m) and weighs 18.7 tons (17 tonnes). It is equipped with its own 133 hp (99 kW) electrical heater to control the process temperature.

Wärtsilä Converts Heavier Fractions Of Gas For Engine Fuel


CT188.indd 1 4/23/13 4:48 PM

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The technology behind the Wärtsilä GasReformer is based on steam re-forming, a catalytic process used at refineries and petrochemical plants to make hydrogen from various hydro-carbon feeds.

Wärtsilä exploited the same catalyt-ic process, but operating under differ-ent conditions. The catalyst material, placed in a pressure vessel, consists of reduced nickel pellets, and has a lifetime of three to four years. The two desulfurizer reactors, one of which acts as a backup, use zinc oxide as an adsorbent and can be continuously operated for a year.

Wärtsilä has developed a sales and service concept for the GasReformer that includes maintenance. The reac-tor of the GasReformer is replaced ev-ery three to four years with a unit serv-iced ashore, to avoid service work on platforms or vessels.

In the Wärtsilä GasReformer, the methane number of any fuel gas is improved up to 100±5 by converting the heavier hydrocarbons to synthe-sis gas (H2 + CO) and to methane (CH4) eventually.

The Wärtsilä GasReformer op-erates under a pressure of 72.5 to 138 psi (5 to 9.5 bar). The desulfur-ization adsorbent is zinc monoxide. The desulfurization temperature varies between 390° to 750°F (200° to 400°C). The reformer catalyst is Ni/MgAl2O4 working at a reformer temperature span of 660° to 790°F (350° to 420°C).

Beside the primary gas the reform-er process utilizes only steam. The steam is brought to the process at 356°F (180°C). For a ship installation, the steam could be supplied from a waste heat recovery boiler coupled to one of the main engines. The reformer is equipped with its own 133 hp (99 kW) electrical heater to control the process temperature. The water con-sumption of the process is as low as 13.2 gal. (50 L) per MW/hr.

“With a Wärtsilä GasReformer suffi-cient for a 10,700 hp (8 MW) dual-fuel engine and utilizing associated gas, the operator can reduce the need for bunkered fuel oil by about 22 tons (20 tonnes) per day,” Jansson said. “With a Wärtsilä DF engine the system pro-duces electricity with an overall effi-ciency of up to 44.5%, including the operation of the gas reformer.”

The first 10,700 hp (8 MW) Gas-Reformer, which will fuel two eight-cylinder Wärtsilä 34DF inline dual-fuel generators, will be installed this spring on a drilling rig in the South China Sea. The factory acceptance tests, classified by Det Norske Veri-tas, were successfully concluded last December. CT2


production and handling, can be pro-cessed by the Wärtsilä GasReformer,” said Peik Jansson, product manager, Wärtsilä Oil & Gas systems, Gas Re-covery. “The Wärtsilä GasReformer has been developed and designed to meet the standards of the oil and gas industry and is the first of its kind.”

Large amounts of VOCs also are created, and escape during the tanker-ing of crude oil. By using the gas re-former, during transport the VOCs can be converted into usable engine fuel, which can be used during the unload-ing. In cases with very large tankers over very long routes, VOC losses can be as high as 1%.

“It is like charging a battery dur-ing the ship transport and then using the power during unloading,” Jans-son said. “For a regular oil tanker a large amount of power is used for the pumps, maybe in the range of 20,100 hp (15 MW), and the ‘refined VOCs’ can then be used as engine fuel. This offers a great saving in fuel costs.”

He said FPSOs, where the cycle of loadings and unloadings are frequent, are a perfect fit for the GasReformer.

n Wärtsilä said in this actual field example, although the methane content of the associ-ated gas was high at 78%, the methane number was just 56. After the GasReformer, the outlet methane number was 98, with all the hydrocarbons transformed to primarily methane, hydrogen and carbon dioxide.

n The Wärtsilä GasReformer coupled with a Wärtsilä DF engine can produce electricity with an overall efficiency of up to 44.5%, including the operation of the GasReformer.

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A trend is apparent at Sloan Brothers. Four years ago, the lu-brication systems manufactur-

er moved into a 20,000 sq.ft. (1858 m2) facility, which provided Sloan Broth-ers with more floor space to accom-modate CNC machine tools as well as other machinery and equipment. It was the company’s eighth move in 86 years of operation.

Make that the company’s ninth move in 90 years. Sloan Brothers Lubrica-tion, based in Freeport, Pennsylvania, has expanded its footprint another 11,000 sq.ft. (1022 m2), with a climate- controlled manufacturing facility dedi-cated to current and future manufactur-ing operations. The move comes with

several new manufactured product lines to be introduced in the coming months.

The expansion, as well as the new manufacturing capability, is part of Sloan Brothers’ gradual evolution from a sales company to a self-suf-ficient manufacturer. The company, which employs 29 people, designs and builds automatic and protected lubrication systems for reciprocating and rotary equipment. It offers a 24-hour supply of lube system parts and services for compression equipment.

“We now make most of the critical components (for our lubrication sys-tems),” said C.J. Sloan, the company’s vice president. “We’re not depending

on an outside supply chain. It’s up to us to control our own destiny. That re-ally lets us respond to market demand a lot better.”

Sloan Brothers was never sup-posed to be anything more than a lu-brication system sales company when Walter Sloan came onboard part-time in 1971.

At that time, the company operated out of an office building in a Pittsburgh, Pennsylvania neighborhood known as East Liberty. Walter Sloan’s father, John Sloan, would travel to meet with customers, take lube system orders and send them to Manzel Lubricators


Growth Keeps Sloan Brothers On The Move > Lube systems firm is well positioned to serve Marcellus play

By DJ SLATEr

n The recent expansion provides Sloan Brothers with ample space for several piec-es of equipment, such as the Mazak-Nexus 4000 horizontal machining center with six-station Palletech.

n Sloan Brothers’ new 11,000 sq.ft. (1022 m2) expansion (far right) allows the company to focus on current and future manufacturing projects.


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in Buffalo, New York. Manzel would fulfill the order, ship it to those cus-tomers and let them install it.

“We never touched anything,” said Walter Sloan, now the company’s president.

Sometimes, however, orders would arrive incomplete or the lead time on a small component would hold up the shipment. The lack of control on Sloan Brothers’ part led Walter Sloan to sug-gest stocking common components, such as pumps and valves.

“We realized that we could not sat-isfy our customers unless we started handling some product,” he said. “So we did.”

Stocking purchased parts was the first move. Then, another company bought out Manzel Lubricators and moved the plant to Cleveland, Ohio, with the promise that there would be no shipping interruptions. There were, and John and Walter Sloan drove out to the plant, collected several partially assembled lubrication systems and finished them before sending them off to their customers, Walter Sloan said.

“That was in the late 1970’s, and was the start of our getting into the system assembly part of the busi-ness,” Walter Sloan said. “We then started manufacturing the pieces that were required for the assemblies.

“It has been awesome to be a part of our growth. Every day it seems al-most unbelievable.”

At first glance, it seems there is too much room, with about half of the avail-able 11,000 sq.ft. (1022 m2) manufac-turing area consisting of empty space.

“That was part of the plan,” C.J. Sloan said. “We built that facility for our future demand. You can see we’re not utilizing the space quite as well as we might like now, but it’s there for the future.”

The additional space also cleared out the company’s new inventory room. Be-fore the move, the room housed machin-ing centers that required 24-hour cooling from two central air conditioning units, even in the winter, to accommodate the excess heat coming off the machinery.

Now, the room serves its sole in-ventory purpose, while the production machinery carries on in more open quarters. The new space includes a manufacturing office as well as a re-search and development department, where the company evaluates all of its manufactured products with an eye toward constant improvement, C.J. Sloan said.

Two principles are instrumental when tackling new products or rede-signing them — modularity and man-ufacturability. With modularity, Sloan Brothers tries to design a family of products that are customizable out of all the same components.

“For example, we can make 16 dif-ferent arrangements of one product line and only have two pieces that vary between each of those models,” C.J. Sloan said. “All of the other parts are the same.”

The principal of manufacturability goes together with modularity. Sloan Brothers analyzes how it can quickly manufacture a component and use it in several products. The company

MAY 2013 32

n While Sloan Brothers isn’t able to fill its new space, C.J. Sloan, the company’s vice president, said it’s all about being prepared for future demand.


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can then have those pieces, which are compatible with several products, readily available for customers.

“This allows us to respond to our customers’ needs quickly as opposed to having them wait six weeks for a finished product,” C.J. Sloan said. “We can get it out the door in 48 hours. That’s a huge benefit.

“We know we need all these com-mon components, and we’ve got them all on the shelf. All we have to do is put them together.”

Brian Sloan, the company’s sec-retary and treasurer, agreed, adding that having those components in hand also helps get customers machinery up and running at a swift pace.


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“Having parts and components at the ready is also beneficial in ensur-ing that a customer won’t have to ex-perience lengthy downtime,” he said. “When a process is down because a critical engine or compressor can’t run due to a failed lubrication system com-ponent, the costs can be very high. Now is sometimes not soon enough.

“It’s all about making sure that cus-tomer downtime is as minimal as it can be. It just sets people back how we’re able to react as quickly as we can.”

As the future stares back at Walter Sloan in the form of the new manu-facturing space, he can’t help but re-flect on the outlook for the company, which will someday no longer involve

himself. While the loose family model of running the business has kept the company progressing for the past 90 years, Walter Sloan knows that a more defined structure will be needed to keep Sloan Brothers viable for the next 90 years.

“That’s where we are right now,” Walter Sloan said. “We’re putting to-gether a management framework where everyone has defined duties and expectations, but also where ev-eryone is also encouraged to speak up with innovative ideas.

“We need more structure. Obviously, we’ve been very successful … but in my mind, if you say, ‘Hey, we’re doing fine. This is all we’re going to do’, then that’s going to be the beginning of the end.”

Sloan Brothers isn’t slowing down, either. C.J. Sloan said the company is looking to roll out more revolutionary products in the near future. Additionally, the company is also positioned in the center of the booming Marcellus Shale gas play, with the prospect of massive pipeline growth in the future.

“Natural gas only used to come from elsewhere and get pumped here,” C.J. Sloan said. “Now they’re producing gas in places like right here in Western Pennsylvania and piping it in all direc-tions. It is a level of growth that I think is going to work out very well for us.”

If it all pans out the way the Sloan family expects, then C.J. Sloan antici-pates that the company’s historical and recent growth trend will continue. CT2

n The Haas VF2 vertical machining center is housed in Sloan Brothers’ 11,000 sq.ft. (1022 m2) expansion.

CT193.indd 3 4/23/13 5:02 PM


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Engine controls specialist Mor-ris Control Systems and cyl-inder pressure data specialist

Imes have partnered to release their new EPM-XG gas engine balancer.

Imes, based in Kaufbeuren, Ger-many, manufactures the device while Morris Control Systems, of Abing-don, Virginia, is the primary sales representative and distributor for the North American market, where the product already is in use.

The new engine balancer builds on the success of Imes and Morris Control Systems in the North Ameri-can gas compression market. Their integrated pressure transducer (IPT) sensors are utilized for continuous monitoring of output pressure on re-ciprocating compressors driven by gas engines in pipeline compressor stations. Worldwide, more than 4000 Imes IPT sensors are in use.

“EPM-XG is designed as a com-

pact, lightweight and affordable hand-held device, specially tailored to pe-riodic cylinder pressure monitoring and output balancing on the types of gas engines found in North American natural gas pipeline compressor sta-tions,” Morris Control Systems CEO Dave Morris said.

“It employs technology well proven on diesel and gas engines in marine propulsion and power generation appli-cations, adapted to two-stroke gas en-gines with rated speeds from 40 to 500 rpm and four-stroke gas engines with rated speeds from 200 to 1500 rpm.”

Morris said the EPM-XG already has been used on several gas en-gine models, including the Clark TCV, Cooper GMV, Ingersoll-Rand KVR, and the Worthington 330.

He said customers appreciate the accuracy and ease-of-use character-istics of the EPM-XG, combined with its sophisticated analysis software.

“As well as immediate readouts of peak cylinder pressure on the EPM-XG display, customers can download recorded data to PC running soft-ware specially designed by Imes and Morris Control Systems for visualiza-tion, analysis and storing of data,” Morris said.

“Special features include compil-ing 50-cycle peak pressure histories for each engine cylinder, as well as peak pressure and balancing charts, and the ability to generate engine balance reports in Excel or PDF formats.”

The generated files can then be transmitted electronically to the pipe-line operator’s control center or serv-ice organization, where they can be used as an input for monitoring, diag-nosis and control of the gas engine and compressor station as a whole.

The EPM-XG gas engine balancer

Imes, Morris Develop New Gas Engine Balancer > Model builds on existing IPT sensor technology for recips

By ROBERTA PRANDI

n Morris Control Systems is the North American distributor for the Imes EPM-XG handheld gas engine balancer.



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uses the proven Imes HTT-04 cylin-der pressure sensor. Like all Imes sensors, the HTT-04 uses a TION thin film-measuring cell and is de-signed for a 16,000 hour operating life with minimal signal drift. More than 30,000 HTT-04 pressure sen-sors have been delivered to engine builders and operators, Imes said.

The EPM-XG also relies on the same basic technology used in the Imes EPM-XP electronic cylinder pressure indicator, of which 1000 units are in worldwide use in ships and cogeneration plants.

The battery powered, handheld EPM-XP Electronic Indicator EPM-XP is designed for periodic monitoring of cylinder pressures on large diesel, gas and dual-fuel engines. It provides important measurement data for en-gine diagnostics and condition moni-toring directly at the point of use.

EPM-XP gives immediate read-outs for peak pressure (Pmax) and pressure compensation (Pcomp) from a number of pressure cycles per cylinder.

The acquired data can then be downloaded to a computer where the Imes visualization and evaluation soft-ware is used to calculate IMEP and Ip-ower including p/v diagrams.

The EPM-XP electronic cylinder pressure indicator is designed for use on two-stroke engines in the range of 40 to 300 rpm and four-stroke engines in the range of 200 to 1500 rpm.

About 90% of Imes products are sold outside Germany. Its sensors, electronic pressure indicators and combustion monitoring systems are employed on a wide range of diesel, gas and dual-fuel engines, on ships and locomotives and in power and cogeneration plants and pipeline compressor stations worldwide.

Morris Control Systems special-izes in control system specification, design, algorithm development, sys-tem calibration, and diagnostics. It has experience with two- and four-stroke engines ranging from two to 20 cylinders and from 10 to more than 1000 hp (7.5 to 750 kW). Fuels include gasoline, diesel, LPG and natural gas. CT2


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Camfil Farr has inaugurated its test-and-inspection facility for gas turbine air intake filter sys-

tems, built near the company’s head office in Trosa, just south of Stockholm.

The test rig, named “Stormbringer,” has been calibrated according to EN 779 and ASHRAE 52.2 standards and was developed to simulate the harsh climate conditions where gas turbines are often located, including desert, offshore and arctic applications, the company said. By testing filter sys-tems, potential future disturbances during operation can be avoided. Test-ing and inspection of filter systems al-ready in use may provide solutions for performance improvements.

The test facility makes it possible to monitor parameters such as differen-tial pressure and efficiency; dust-hold-ing capacity; efficiency after different dust-loading phases and average ef-ficiency; salt-removal efficiency; and testing with water spray.

“With this new GT test rig, we now have the potential to simulate the most demanding ambient con-ditions,” said Richard Ringström,

product manager, Camfil Farr Power Systems. “While monitoring pres-sure drop and filter efficiency, we can also control relative humidity, change in temperatures, load with dust and spray with saltwater. We can not only study the performance under various conditions but also test the strength of the filter, since GTs needs to be well protected.”

The test duct is divided into three duct sections and constructed to be airproof. The incoming air is mixed with particles, sucked through the filters placed in the three following sections, and then recirculated and cleaned in a final E12 filter stage. Pressure drop transducers in these three duct sections are used for deter-mining the differential pressure over the respective air filters.

The company said the filter test rig is designed with easily movable duct sec-tions based on a universal filter-holding system. The test procedure is fully auto-mated as to keeping the dust feeding, pressure drop, DEHS and salt aerosol generation to preset levels. Also, tem-peratures, humidity and the pressure

drop over a test filter can be varied, and the particle size measured.

“Quick response time when test-ing temperature and humidity is im-portant and is achieved thanks to the integrated valves,” said Erik Lans, GT team manager, Camfil Farr AB. “The automation of the test facility enables the running of standardized test pro-cedures around the clock. Another feature of the test stand is that it is possible to switch between over- and under-pressure systems.”

The test rig has a capacity of a flow rate ranging from 60,035 to 1.1 million cfh (1700 to 30,000 m3/hr) and a differen-tial pressure from zero up to 12,000 Pa (0.12 bar). The rig offers alterna-tive testing of three static cassette filters, a combined with a horizontal self-cleaning pulse module, or a verti-cal pulse module.

The dimensions of the pocket and cassette filters to fit the rig are 24 x 24 in. (610 x 610 mm). Filter cartridges of <21.7 in. diameter and 63 in. length (<550 mm diameter and <1600 mm length) can be tested as well, the com-pany said. CT2

Test-And-Inspection Rig ‘Stormbringer’ >

By Bo SvENSSoN

Helps avoid potential future disturbances, monitors multiple parameters

n The Camfil Farr air intake filter systems test rig has been devel-oped for air filter testing and in-spection according to EN 779 and ASHRAE 52.2 standards. The test duct is divided into three sections and constructed airproof.

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Methane Hydrate Production Inches Closer To Feasibility > Japanese breakthrough could lead to commercialization

By RoBeRto Chellini

n Clumps of gas hydrates recovered from the ocean floor. Source: U.S. Geological Survey

OFFSHORETechnology

Japanese researchers claim to have achieved the world’s first production of natural gas from methane hydrates, a technological development that potentially

could open vast energy resources worldwide.Japan oil, Gas & Metals national Corp. (JoGMeC), in

partnership with the Japanese national institute of Advanced industrial Science and technology, conducted the flow test March 12 to 18 in the eastern nankai trough, about 30 mi. (50 km) offshore honshū island.

the test is expected to be followed by a long series of ad-ditional production tests, analysis and data collection.

Japan imports most of its energy, and the government wants to develop cost-efficient technology to make production from methane hydrates sources commercially viable by 2018.

As natural gas from shale becomes a global energy game changer, researchers are working to develop technologies to produce natural gas from methane hydrate deposits.

this research is important because methane hydrate deposits are believed to be a larger hydrocarbon resource than all of the world’s oil, natural gas and coal resources combined. if these deposits can be efficiently and economi-cally developed, methane hydrates could become the next energy game changer.

Vast amounts of methane hydrate have been identified beneath Arctic permafrost, beneath Antarctic ice and in sedimentary deposits along continental shelves worldwide.

in some parts of the world they are much closer to high-population areas than any conventional natural gas field. these deposits might allow nations that currently import gas to become energy self-sufficient. the challenge has

been to inventory this resource and find safe, economical ways to develop it.

Methane hydrate is a crystalline solid that consists of a methane molecule surrounded by a cage of interlocking water molecules. it is an “ice” that only occurs naturally in subsur-face deposits where temperature and pressure conditions are favorable for its formation. if the ice is removed from this tem-perature/pressure environment it becomes unstable.

Methane hydrate has a very high concentration of methane. Melting 1 cu.ft. (0.03 m3) of methane hydrate yields about 160 cu.ft. (4.5 m3) of gaseous methane. Most methane hydrate deposits also contain small amounts of other hydrocarbons including propane and ethane hydrates.

Four earth environments have the temperature and pres-sure conditions suitable for the formation and stability of methane hydrate: sediment and sedimentary rock units be-low Arctic permafrost, sedimentary deposits along continental margins, deepwater sediments of inland lakes and seas, and under Antarctic ice.

With the exception of the Antarctic deposits, methane hydrate accumulations are not very deep and in most situ-ations are within a few hundred yards (meters) of the sedi-ment surface.

in 2008, the U.S. Geological Survey (USGS) estimated the gas hydrate resource for the Alaska north Slope area between 25.2 and 157.8 tcf (713 x 109 and 4.4 x 1012 m3).

Because very few wells have been drilled through gas hydrate accumulations, the estimates have a very high level of uncertainty.


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One of the most extensively studied gas hydrate deposits is Blake Ridge, offshore North Carolina and South Carolina. The challenges of producing methane from this deposit are the high clay content and the low methane concentration. In early 2012, a joint project between the United States and Ja-pan produced a steady flow of methane by injecting carbon dioxide into the methane hydrate zone.

The carbon dioxide replaced the methane in the hydrate structure and released the methane to flow to the surface. This test was significant because it allowed the production of methane without the instabilities associated with a melt-ing gas hydrate.

The most likely methane hydrate deposits to be select-ed for initial developments will have high concentrations of hydrates, reservoir rocks with high permeability and nearby pipeline infrastructure. Deposits meeting these criteria will likely be on the Alaskan North Slope or in northern Russia.

Although methane hydrate accumulations are found in difficult environments and present numerous technical chal-lenges, they are widely distributed and the largest source of hydrocarbons on earth.

A variety of technologies could be developed to produce them using pressure reduction, ion exchange and other processes that take advantage of their unique chemical and physical properties.

The United States, Canada, Japan, China and India have research programs working to discover technologies that could make methane hydrates an important component of the future energy mix.

Japan has been a leader in methane hydrates research, which is unsurprising given the country’s rising import bill and limited domestic deposits of conventional energy resources. The nation already has initiated extensive at-tempts to leverage its sparse shale resources, in order to partially alleviate the burden of its gas imports.

JOGMEC’s recent test is said to be the first offshore drilling operation targeting the extraction of natural gas trapped in ice, but is the latest in a succession of technological trials on the matter.

Preparatory drilling for methane hydrates offshore the Nankai Trough started in February 2012. It is thought to hold 42.4 Tcf (1.2 x 1012 m3) of methane hydrates in place, according to MH21, the industry- government-academia consortium to promote hydrates development. Based on current consumption rates, the

Nankai Trough could hold resources sufficient to meet about 11 years of Japanese gas needs.

The Japanese researchers had collaborated with the U.S. Department of Energy and ConocoPhillips to test methane hydrate extraction in the North Slope of Alaska early last year.

JOGMEC’s research could have important learning curve effects if it leads to the development of technology for com-mercially viable gas production from methane hydrates. The USGS has estimated that gas resources from methane hy-drates could be between eight and 24,000 times the amount of current estimates of conventional proven gas reserves.

Japan’s successful test extraction of methane hydrates prompted China to accelerate efforts to tap its own resource

OFFSHORETechnology

n Gas hydrate resources are spread around the globe. Source: U.S. Geological Survey

Gas hydrates burn freely in their natural state. Source: U.S. Geological Survey n

CT187_OS.indd 2 4/22/13 10:51 AM


There are several types of gas hydrates. Source: U.S. Energy Information Administration

OFFSHORETechnology

n

pool. People’s Daily reported on March 18 that China has started a new round of methane hydrates R&D, one of the 863 areas prioritized by the government for research.

According to Xinhua News Agency, China’s methane hy-drates resources could contain much as 58.9 billion barrels of oil equivalent (boe) in place, of which 25.7 billion boe could be recoverable, according to the Ministry of Land and Resources.

A prospective area has been identified, the Shenhu re-gion in the northern part of the South China Sea. This is in the Pearl River Mouth Basin, where offshore exploration for conventional oil and gas is occurring.

This targeted research will be headed by Wang Hongbin, who said that China has been studying the production of gas from methane hydrates since 1999. The latest round of re-search seeks to understand the physical and chemical prop-erties of methane hydrates and the pressure control tech-niques needed for extraction. Results are expected by the end of the four-year research period in 2016.

However, the cost of production could be more expen-sive than relying on gas imports. Specifically for China, national attention to methane hydrates production would have to be split with existing efforts to explore and pro-duce its shale gas resources, which the U.S. Energy In-formation Administration estimates could be the world’s largest at 127.3 Tcf (3.6 x 1012 m3).

In the short to medium term, shale gas could be a more profitable venture. Technology has been developed for shale gas extraction and international oil companies have shown interest in tapping China’s shale plays. In contrast, methane hydrates extraction looks to remain a government effort until its commercial viability is established. CT2

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Compressing Space > Offshore platforms requiring smaller and lighter compressor equipment

By DJ Slater

n This offshore platform, situated 93 mi. (150 km) off the Brazilian coast in the Campos Ba-sin, uses gas turbines from MAN Diesel & Turbo. Platforms like this are requiring lighter and more com-pact compressor equipment to keep costs down.

OFFSHORETechnology

When it comes to compression in offshore applica-tions, industry experts are hearing a clear mes-sage: It’s all about size and weight. Specifically,

companies that operate offshore platforms are looking for smaller and lighter packages, a trend that has forced OeMs and compressor packagers to scale down their equipment.

“the biggest thing, which is real critical to offshore appli-cations, is size,” said Gary tas, global sales manager with Dresser-rand. “they want compressor OeMs to shrink (their compressors). It’s all about space and doing more with less.”

Several years ago, Dresser-rand conducted a “voice of the customer” process in order to gauge the needs of end users in the compression industry over the next 10 to 20 years, said Pascal lardy, the company’s vice president of technology development and commercialization. the re-sults indicated that a trend for compact compression sys-tems was evident, especially in light of keeping costs down for floating production storage and offloading (FPSO) units and offshore platforms.

aung than, a marketing application engineer for ariel Corp., said reciprocating compressors in the 5000 to 6000 hp (3729 to 4474 kW) range are a difficult sell in the off-shore market when the demand is for lighter and more compact options. Platform operators, however, find ariel’s compressors in the 2000 to 4000 hp (1491 to 2983 kW) range as a better fit.

“the cost goes with the footprint,” than said. “you have

very limited space (on platforms). the cost increases if you increase the size and weight of the platform.”

While the trend has been more apparent in today’s mar-ket, the shift toward lighter and smaller equipment actually began about 20 years ago when the industry started ventur-ing out of shallow water production and into deeper waters, according to MaN Diesel & turbo. Platform operators de-manded compressor designs with a tighter installation foot-print, weight considerations and operation with upstream gases with higher mole weights, corrosive gas elements and other contaminants not normally seen on most onshore natural gas installations. Higher gas flow rates associated with deep water development also shifted the compressor type from reciprocating compressors, which were predomi-nant during the early stages of offshore development, to larger capacity centrifugal compressors, MaN Diesel & turbo said.

to meet the demands of floating structures, such as FP-SOs, MaN Diesel and turbo had to incorporate several de-sign features onto their centrifugal compressors, such as a more rigid structural steel base suitable for three-point mounts using vibration isolators. Other accommodations included special designs for the lubrication system; special considerations regarding the lube oil line routing and drain-ing and selection of other subsystem subcomponents; and integrating the lube oil system on to the compressor base


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plate and combining multiple casing services on to one train arrangement on a common single-lift skid base, MAN Die-sel and Turbo said.

Keeping costs in check on offshore platforms is vital, especially when the structures are expensive to support, said Jon Bygrave, a former chief engineer, Industrial Com-pressors, for Rolls-Royce Energy Systems Inc. A rough rule of thumb, he said, is that for every ton of equipment that you put offshore, you need another 5 tons (4.5 tonnes) of structural steel.

Adding more weight to a platform requires additional steel and, therefore, more money. For example, an offshore operation would need an additional 250 tons (227 tonnes) of structural steel to support a jump from a 150 ton (136 tonnes) train to a 200 ton (181 tonnes) train, he said.

“This trend has been developing for years, but it was nev-er really a major issue,” Bygrave said. “It’s something that, in the last couple of years, has received more attention.

“(The trend) is driven by people on the OEM side look-ing for differentiators for their equipment, and looking to differentiate their equipment by having a smaller package,” he said. “On the customer side, they have to pay for these structures, and they look at one OEM that has this weight and another who has that weight, and they see the advan-tage of going smaller.”

Dresser-Rand found a specific way to adapt to the trend by developing a family of compact compression systems based on the company’s own Datum compressor technol-ogy. That system is the Datum integrated compression system (ICS). The main feature of this technology, Lardy said, is the integration of the liquid separator, compressor and process piping and coolers into a single lift package, which creates a weight and footprint savings up to 50%

compared to traditional compression modules. The pack-age can be connected in the field to the process piping and power source.

Other features of the Datum ICS, which can be applied to the upstream, midstream and downstream markets, include a Datum I compressor; Dresser-Rand’s proprietary centrifu-gal separation technology; a high-speed, close-coupled, gas-cooled motor; a magnetic bearing rotor system; unit controls; valves; instrumentation; and interconnecting piping.

While weight and space reductions have gained promi-nence in the offshore markets, it is not the only trend affect-ing the industry. Maintenance and equipment reliability are imperative to offshore compression, especially when down-time can cost companies millions of dollars.

Historically, most offshore applications contained com-pressors with up nozzle configurations, which made it chal-lenging to perform maintenance on the compressor when all of the additional parts, such as piping and coolers, were above the machinery, Bygrave said. Now, Bygrave is no-ticing more requests for compressor packages with down nozzle assemblies.

“If you need better access to the compressor’s acces-sories, you put in up nozzles,” he said. “If you need bet-ter access to the compressor for maintenance purposes, then you put the compressors on the top deck (down nozzle configuration).”

These configurations are not simply a matter of prefer-ence. Bygrade said that each setup generates a different array of challenges, especially when operators are looking for smaller and lighter compressor packages. For example, down nozzle configurations need an extended base plate in order to keep the lube oil system on it, whereas the up

OFFSHORETechnology

n The Troll A platform, operated by Statoil, lies in the North Sea near Norway. Recently, Statoil turned to Bergen Group Rosenberg AS to replace a compressor motor on the platform.

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extract the gas and treat it, Bygrave said.

“Developing local supplies, even though it’s lower quality gas and requires more treatment, is still more economically viable then getting it from other sources,” he said.

MAN Diesel & Turbo also has de-signed its equipment to accommodate corrosive gases. Depending on the installation and process gas require-ment, corrosion-resistant materials, such as duplex stainless, super du-plex stainless, titanium and other al-loys, are incorporated into the design, the company said.

As these trends continue to shape the offshore compression industry, the best thing OEMs and industry professionals can do, Bygrave said, is adjust their strategies and act accordingly. CT2

OFFSHORETechnology

nozzle arrangement does not, allow-ing the base plate to be shorter. The down nozzle option also requires ac-cess holes in the base plate so the main process pipes can attach to the compressor unit.

“If you’re being directed to make it smaller and make it lighter, then there are some engineering challenges you need to address,” he said. “With some outside-the-box thinking, you can do it.”

Another trend Bygrave has seen lately is the quality of gas that is being extracted from offshore applications. He said some gas compressor profes-sionals are extracting gases that have carbon dioxide levels as high as 40%.

“We are scraping the bottom of the barrel and seeing some nasty things coming out of the gas,” Bygrave said. “The industry is seeing a lot more CO2, mercury and hydrogen sulfide.”

Gas with high levels of CO2 or H2S would be a death sentence for past ma-chinery, but manufacturers are crafting equipment to handle the gases’ corro-sive nature, such as by using more stain-less steel in the design or a protective coating, he said. Other options including using nonaluminum labret seals, PEEK material, and Teflon polymer rings.

“There are various things you can do to make the machinery last, but it all comes at a price,” Bygrave said, add-ing that some professionals will opt for extreme filter methods, such as filter coalescing scrubbers, to remove the liquids and solids from the gas in order to produce a cleaner counterpart.

Gas heavy with impurities wouldn’t have been considered several years ago, but in certain areas where energy prices are steep, such as Thailand and Malaysia, it makes economic sense to

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Greg Beshouri, president of Advanced Engine Technologies Corp. (AETC), holds a bachelor’s degree in mechanical en-gineering from the University of Michigan and a master’s from the University of California-Berkeley. He joined Enterprise En-gine Co. in 1980 and rose to become manager of the R&D, service and controls departments. In 1988, Beshouri was a founder of AETC. He has written many papers on engine mod-eling, testing and analysis. Beshouri is a member of the ASME – Internal Combustion Engine Division.

Assessment Of Onboard Diagnostics And Monitoring For Pipeline Engines >

Editor’s Note: This article is based on a paper the au-thor presented at the Gas Machinery Conference on Oct. 3, 2012, in Austin, Texas. For additional information, con-tact the author at [email protected].

The pipeline workforce faces several challenges over the next few years. Unprecedented numbers of experienced staff with hands-on compressor-engine specific expertise are retiring. The replacements are a smaller, younger work-force tasked with more responsibilities but less time and op-portunity to develop engine-specific expertise.

This younger workforce generally has well-developed skills for accessing information from computers, micropro-cessors and networks. If presented with diagnoses and procedures at suitable portals, this workforce could inves-tigate and resolve problems as quickly as their more ex-pert predecessors.

By making this data available at a central remote location, a very few experts could handle those unique problems not diagnosed with the standard tools. Consequently, better di-agnostic tools are needed to address the changing experi-ence and expertise environment and assist with monitoring, troubleshooting and diagnosis.

Many compressor engines, particularly the larger units, units operating under emissions permits and units requiring high dispatch reliability are already fitted with sophisticated programmable logic controller (PLC) based automation systems.

Data from those automation systems is usually displayed at one or more human machine interfaces (HMI) and is

often archived in a database. However, unless a skilled technician is manually trending and reviewing the data, the available information is rarely used for diagnostic purposes. Rather, that data is only reviewed after a significant problem or failure occurs.

Regulatory opportunity — During a recent review and revision of South Coast Air Quality Management District (SCAQMD’s) Rule 1110.2 governing internal combustion engines (ICE), staff expressed a strong interest in “Green-light/Red-light” automotive-like onboard diagnostics (OBD). Developed in the 1980s, automotive OBD both protects the engine and monitors emissions performance. With regard to emissions OBD focuses on two objectives:• Improving in-use emissions compliance by continuously

monitoring the efficiency of the emissions control system and alerting the operator when a malfunction exists.

• Helping the operator quickly identify and repair malfunc-tioning circuits in the emissions control system.The California Air Resources Board (CARB) designed

and implemented emissions related onboard diagnostic re-quirements for mobile ICE’s in 1988. A second-generation called OBD II with expanded capabilities was then devel-oped, “to ensure that the vehicle remains as clean as pos-sible over its entire life, and assists repair technicians in diagnosing and fixing problems. …” (1).

The state of Illinois considers OBD II superior to extractive emissions tests: “OBD-II is a shift to pollution prevention. OBD-II can identify problem(s) with the emissions control system before the vehicle becomes an excessive polluter, allowing time to repair the vehicle before emissions increase” (2).

This may represent a move among regulators govern-ing stationary sources from pollution quantification using CEMS and PEMS to pollution prevention based on OBD. This represents a unique opportunity for the pipeline indus-try. By focusing on pollution prevention, OBD strategies rely on the proper operation of sensors and actuators to main-tain emissions compliance.

OBD generally requires no additional sensors or actuators. Consequently, emissions compliance can be

TECHcorner

Better diagnostic tools needed to assist incoming engineers

By GREG BESHOURI



CT130.indd 1 4/22/13 1:52 PM


An engine is designed to tolerate a certain amount of backpressure on the exhaust without sacrificing performance. The entire exhaust train from the header connection through the catalytic converter, silencer and the piping runs that tie everything together impose a restriction to the flow of the exhaust gas. The pressure that is lost during this flow through the system is what we call backpressure. So what could go haywire with the system to result in higher backpressure than the engine can stand? Let’s look at some common possibilities.

A Range of PossibilitiesThere is ash buildup on the catalyst. Ash is an expected phenomenon caused by the combustion of lube oil in the cylinders, and all engines naturally consume oil as they run. As ash builds up on a catalyst element it forces the flow to pass through the cells that remain open. This increases the pressure drop across the catalyst and consequently reduces its conversion efficiency. To ensure that the catalyst is doing its job, EPA’s ZZZZ rules now limit the gain in pressure drop by the catalyst to 2 inches of water with the engine running at full load. If it’s above that level, the catalyst must be inspected and cleaned of ash. The converter system was designed for a substrate with a given cell density and a higher one has been installed. In order to gain increased performance from the catalyst, increasing to a higher cell density or switching to a patterned cell geometry is an option available to the user. Before doing this though, ask your catalyst

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suppler what the new pressure drop will be and make sure that there is sufficient capacity available to tolerate the increase. When there is damage to the substrate resulting in cells that are deformed, bent over or closed off. If you have had a event where a turbo came apart, the element had something dropped on it while it was out of the housing, the internal supports came loose and the element walked around while running, or if the pressure drop has increased by 2 inches of water or more, and ashing is not suspected as the cause, the element’s faces needs to be checked for damage. A severe misfire can do more than damage or destroy the catalyst. The force of the explosion can pinch off the opening to any tubes inside the silencer section of the combo unit or stand-alone silencer. The damage looks similar to a soda straw that’s been pinched between the fingers. This type of damage can be so severe that the exhaust is essentially blocked and the

engine may not start at all. Inspect silencer internals after an unusually bad misfire. Changes to the ex-haust system happen as equipment is moved around from site to site or otherwise modified over time. When this occurs the physical limitations between components some-times result in altera-tions where the ex-haust passes through either sudden expan-sions or contractions in the diameter of the piping. These types of changes in the flow

pathway contribute additional pressure drop due to the laws of fluid dynamics. When planning any change to the piping of the exhaust, especially when outfitting an existing engine with its first catalytic converter/combo or retrofitting a larger one to comply with tighter regulations, consult with your converter, combo or silencer supplier for their help in evaluating the pres-sure drop of the revised exhaust piping. Monitoring the pressure drop across the exhaust system and taking appropriate action when needed will help maintain the performance of both your catalyst and engine to achieve the expected results.

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demonstrated very cost effectively. If the pipeline can iden-tify robust, reliable and representative OBD for emissions compliance monitoring this could result in substantial sav-ings over more traditional methods.

Prior PRCI funded work — As noted, many pipeline engines have sophisticated automation systems capable of supporting diagnostic monitor (DM) and OBD. Prior and on-going PRCI funded projects have developed a substantial body of knowledge on the control and monitoring of engines and related equipment (3-9). The 2008 Pipeline Research Council International Inc. (PRCI) diagnostic monitoring study (10) reviewed the opportunities, identified what might be achieved and the potential benefits.

The study concluded: “The pipeline faces two possible scenarios. In the first, a generalist workforce will not have access to important diagnostic data stranded in islands, in-visible and inaccessible to them. Even when they access the data after the fact, there is nothing to guarantee it was properly logged and archived, preventing the use of that data for emissions compliance verification.

“In the second scenario, those same generalists will have access to all required data, processed with integrated ana-lytics and displayed in a usable fashion consistent with their job responsibilities. No data will be lost by virtue of robust database design and data validation algorithms. Conse-quently the data will be available for emissions compliance verification. For the rare situations where the automatic an-alytics do not work, remote experts with access to the same information can collaborate with them on troubleshooting these unique problems.

“The data available for diagnostics in today’s engine rooms probably represents one of the greatest unexploited assets of pipeline companies. The pipelines should consid-er the potential value of this asset.”

This project reported on in this article is an important step toward that second scenario.

Technology status — Most newer and upgraded pipe-line engines are fitted with sophisticated automation and control systems. The sensors, data collection, data analy-sis and data warehousing tools all exist and are commer-cially available.

What is lacking is the concentration of the data in a single location and its transformation into usable in-formation for the work force and management team. Rather the data is usually siloed in numerous separate databases in different formats, over different timescales and averaging routines.

Even when compiled into a common database the resul-tant data file is massive, taxing the most commonly used analysis tools such as Excel. Even when short periods of data (similiar to one month) are pulled into Excel, the ana-lyst must manually trend and scrutinize the data to detect and diagnose faults. The problem is further compounded when an analyst must diagnose potential faults in real time since the required data is often distributed over a number of different displays.

The next step — The next step is to develop and dem-onstrate the analytic tools to transform the wealth of un-used data into usable information for end users and then demonstrate and assess the benefits for day-to-day engine-compressor operation.

Specifically, this project will demonstrate the ability to automatically detect and flag a fault and provide the local operator with sufficient diagnosis that they can implement appropriate remedial action.

MethodologyThe question was not “if” OBD can be implemented. It has

been implemented in mobile engine applications for years. In addition, engine analysts solve these complex multidi-mensional riddles all the time in the engine room. The ques-tion was how to implement an automatic methodology that can simultaneously analyze and cross-check dozens of pa-rameters in a fast, efficient, precise and accurate manner. This required careful consideration of issues such as:• Whichparameterstouse;• Methodsofparametersymptomdefinitionanddetection;• Methodsoffaultdetectionanddefinitionbasedonanaly-

sisofmultipleparameters;• Userinterfaces.

Further, in developing a methodology for automating OBD, AETC wanted to use an open architecture approach in which the parameters, symptoms, faults and diagnoses could be easily updated and expanded based on experi-ence. AETC also wanted a simple user interface, which did not require a significant learning curve for configuration.

Based on these criteria, AETC developed a simple model based diagnostic methodology, which uses a spreadsheet as the primary configuration tool. The design and method-ology can be used by any software capable of reading an Excel configuration file. A description follows.

Parameter definitionSensor grouping — AETC defined all the parametric

data that might be available from a compressor engine, whether two-stroke cycle (2SC) or four-stroke cycle (4SC), lean or rich.

AETC then grouped these parameters into the following major categories:• Air(1)• Fuel(2)• Ignition(3)• EngineSystems(4)• CompressorMonitoring(5)• CombustionPropagationMonitoring(6)• CombustionInitiationMonitoring(7)• NSCR(8)• VirtualSensors/Calculations(9)• Miscellaneous(10)• ECM(11)• CPU2000(12)


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• SDM/iFuel(13)• ElectronicGovernor(14)• Vibration(15)

Eachparameterwithinthesegroups isassignedafive-digit identification number with the first digit representingthe group and the second and third the parameter. Thelasttwodigitsareleftforlateruse.Eachparameterisalsoassignedastandard tag labelandengineeringunits (seeFigure1,forsample).Whenaparameterisinalarm(seebelow)theIDforthatparameterisflagged.

n Figure 1. The chart shows typical parameter assignment.

Sensor fusion/virtual sensor—Inadditiontotraditionalsensors,AETCalsoutilizessensorfusionandvirtualsen-sorsinitsapproach(groupID9).Sensorfusioncombinesdatafrommultiplesensingdevicesorsourcestocreatein-formationexceedingthevalueof the informationfromtheindividualsensormeasurements.

Virtualsensorsaresoftwarealgorithmsthatprocesssev-eralmeasurementstocalculatenewquantitiesnotmeasur-ableornoteasilymeasuredbyconventionalsensors.Bothsensorfusionandvirtualsensorsexploitthepowerofmod-ernmicroprocessors tocreatenewmeasurementswherenonepreviouslyexistedorsimulatemeasurementsonunitslackingacompleteinstrumentationpackage.

Thepipelinehasusedbothforsometime.Whenacom-bustion analyst determines a high standard deviation ofpeakpressureandearlylocationofpeakindicatesanigni-

tionproblemcreatingintermittentmisfiretheyareperform-ingsensor fusion.Likewise, trappedequivalenceratio(f)andeffectivebulktemperature(Teb)arebothmodelbasedvirtual sensors (22). There are many other examples ofboth.Figure2shows thepreliminary listof suchsensorsutilizedinAETC’smethodology.

Model-based estimation, limits — Typically, enginefaultsarefirstdetectedassymptomsinengineparametervalues. For example a sticking precombustion chamber(PCC)checkvalvemightfirstbedetectedbyahighstan-darddeviationofpeakpressure(SdPP).OfcourseahighSdPPcouldalsoindicateanumberofotherproblems.

Tomove fromsymptoms to faultdetectionanddiagno-sis,anexperthumananalystwilloftentrendvisualdata(asortofvisualgraphicalapproach).Ortheymightcomparetheparameterof interestwiththevaluetheyhaveintheirhead, i.e.:“At100%loadtheairmanifoldpressure(AMP)shouldbe30in.Hg!Isthewastegatestuck?”Thisiseffec-tivelyamodel-basedapproach.Automatingeitherofthesemethodsasasoftwarealgorithmwithnohumanintheloopposesamajorchallenge.

However, the pipeline industry has considerable experi-ence with model-based analyses of engines starting withparametric emissions monitoring system (PEMS) (3) andmore recently with model based air/fuel ratio controls (4)andevenmodelpredictivecontrol.Thesemeanvalueenginemodels(MVEM)treattheengineandassociatedsystemsasa“processbox.”TheMVEMthenusetheunderlyingphysicstoestablishtherelationshipbetweenthemeasuredparam-etersandtheprocessesthoseparametersindicate.

Likemorecommonlyusedstatisticalapproaches,MVEMbaseddiagnosticapproachesrequiremappingtocalibratethedetectionalgorithminordertoaccuratelyandpreciselydetectsymptoms.ThemainadvantagewithMVEMisthattheinterrelationshipbetweenparametersisdefinedpermit-ting theuseof controlledexperiments tomap themodel.For example, five parameters govern engine NOx. If ap-proachedfromapurelystatisticalbasismorethan100testswouldneedtobeconductedtoestablishtheinterrelation-shiponNOxformation.However,byusingasimpletrappedequivalenceratio(TER)MVEM(4)themappingtestcanbecollapsedtoaboutadozenpointsthatcanbecompletedinone-twodays.

IntheAETCmethodology,themappingdata isusedtodevelop MVEM’s of key engine parameters ranging fromfuel flow toNOxemissions, combustionpressureand ionsenseparameters. IngeneralAETCbased thesemodels

n Figure 2. This chart shows virtual sen-sors used in AETCs methodology.


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on fits of speed, BMEP and TER as required. For example, the relationship between TER and NOx is well established.

Likewise, PP is primarily a function of BMEP with sec-ondary TER effects. The fit parameters are contained in the same Excel file as the parameter definition, simplifying con-figuration (Figure 3). MVEM for the compressor side would likewise be based on throughput, speed and pressure ratio.

Fault definition and detection — The 2008 PRCI study defined the following five most common faults:• Ignitionfailure;• Poorpowercylinderbalance;• Lossofair/fuelratiocontrolleadingtodetonationorpo-

tentialemissionsexcursions;• Poorcompressorperformance;• Combustionchambersealleaks.

In the current project, AETC began developing a table of logical analytics or rules that associated typical param-etersymptomswiththemostlikelyfaults/causesforeachofthese faults. These analytics were then used to automati-cally perform diagnostics on data.

Detection of a symptom and progression to the diagnosis of a fault proceeds as follows:1. Each MVEM has an upper and lower error limit defined

as a percentage of the calculated value (Figure 3).2. If the actual measured parameter falls outside the error

window, the ID number for that parameter is flagged.3. For each timestamp, all flagged ID’s are accumulated and

compared to an analytic table.4. For any faults in which all the parameters are flagged true,

the diagnostic message appears for the applicable cylinder.The approach is very flexible. The user can refine current

faults or add additional faults by simply extending the table. Data display — Once an OBD diagnosis is offered, the

operator or analyst may want to review the data to con-firm or refine the diagnosis. Normally, data is displayed in groups, i.e., all the PP’s are displayed together or all the SdPPs. However, since the diagnosis is based on cross-checking multiple parameters, this approach offers little

benefit. Therefore AETC developed a display format specifi-cally to support OBD diagnosis (Figure 5).

The HMI displays the fault time, diagnosis, cylinder and event duration in the upper left box. Immediately below is a graph of user-selected data. A pull-down interface on the upper right allows the user to select a diagnosis and then displays all the parameters associated with that diagnosis from the analytic table (Figure 4). An additional pull-down menu on the lower left allows the user to add additional trends. The user can compare actual values with the MVEM value and the limits by selecting “Show Ideal”and“ShowMin/Max”respectively.Usingthisinter-face which groups parameter values based on the ana-lytic table the user can concurrently review and assess whether or not the parameters are cross correlated and the diagnosis is correct.

n Figure 5. This display is a playback simulator interface.

Playback simulator — To validate this methodology, AETC has developed a tool to simulate real time OBD (Figure 6). A data translator creates time stamped master OBD data files similar to the files a real time OBD program would create.

The real-time version would also create an event log. In the playback mode, the playback utility loads the daily

n Figure 3. The chart displays sample fit data.

n Figure 4. This is a sample analytic table.


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files, checks against the faults and diagnosis contained in the setup template and then creates the event log. The user can then review data trends to confirm the diagnosis with the HMI. In the real-time system, this would all be integrated into a common package.

Results

At the time of writing of this paper, AETC has just com-pleted development of the playback simulator, made a first pass at model development and obtained some initial re-sults focusing on combustion diagnostics using six months of data from a single engine. A review of these very prelimi-nary results follows.

Available data — To test the general approach and con-firm the ability to automatically detect faults, AETC obtained long-term operating data from PRCI members for several of their engines. Most of these engines were fitted with typi-cal engine monitoring in addition to combustion pressure monitoring, ion sense and some had continuous emissions monitoring. AETC had previously mapped several of these engines while installing its continuous pressure monitoring system or Hoerbiger’s HyperBalance III.

As the first step, AETC selected a KVS412, which was reasonably well mapped and had approximately six months of near continuous run time. The unit is fitted with PCC’s and mechanical check valves. The original mapping focused on calibration of the ion sense and combustion pressure system not for emissions mapping. Using the mapping data AETC developed models for the engine and then tested the fault rules.

The mapping at the time focused primarily on air/fuel ratio effects and did not include variable torque or variable speed data. While the engines do not operate at variable speed, they do operate at variable torque. Therefore, AETC added

some variable torque data from the run data to improve model performance.

Detected combustion faults — The playback simulator detected 51 combustion-related faults in the available data that each lasted 15 minutes or more. Table 1 shows a sam-ple. In general, most faults were related to engine start-up/warm-up or brief transients. However two faults stood out due to their duration and/or repetition as described below.

n Table 1. This is a typical alarm summary.

Sticking PCC check on start — The playback utility automatically detected that on Sept. 3, 2011 cylinder 2L indicated a “prechamber valve stuck”. The event occurred immediately after start-up and lasted approximately five or six hours.

n Figure 6. This chart shows a simulated OBD system.


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Manual review of the data confirmed:• Peak Pressure (PP) was slightly low of the modeled value

(Figure 8).• PPCOV was quite high (Figure 9).• LoPP was slightly later than the upper limit.• ChemiPeak was half the lower limit.• ChemiPeakLoc was several degrees late.• ChemiIntegral was below the lower limit.• ChemiIntegralCOV was double the upper bound.

All these symptoms suggest the PCC was fueling incon-sistently and the engine was running intermittently on the PCC and the rest of the time on the MCC spark plug re-sulting in late, low and unstable combustion. The automatic diagnosis appears correct.

In comparison, other cylinders, such as 1L (Figure 5) looked fine. The alarm cleared after 5-6 hours as noted, presumably due to operator intervention.

PCC check valve failure — The playback simulator au-tomatically detected that on Dec. 12, 2011, cylinder 4R indi-cated prechamber valve stuck. This event lasted 4.5 hours (Figure 10).

Manual review of the data indicated the engine had been operating satisfactorily, when combustion in that cylinder stopped. At that point:• PP was at the cold compression level (Figure 11).• PPCOV was five times normal levels.• LoPP was approximately half the normal value.• ChemiPeak was very low.• ChemiPeakLoc was very late.• ChemiIntegral was very low.• ChemiIntegralCOV was “NAN.”

In addition, many other cylinders exhibited signs of

n Figure 7. The display shows the PCC check valve fault for cylinder 2L. The data in Figure 5 is for the same period.

n Figure 8. This is a comparison of measure PP (orange), with MVEM high (green) and low (red) estimates.

n Figure 9. This is a comparison of measured CCovPP (purple), with MVEM high (green) and low (grey) estimates. continued on page 66

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overload/overfueling (Figure 13) in the main combustion chamber (MCC) and PCC. This data indicates the PCC in 1R stopped fueling completely with only intermittent late combustion occurring from the firing of the MCC plug. This overloaded the remaining cylinders resulting in overly rich MCC that in turn made the PCC overly rich, further impact-ing combustion stability.

Under these unstable and unbalanced operating con-ditions NOx increased dramatically (Figure 14). With regard to global engine parameters, BSFC changed by similar to 4 to 5% and engine average TER by similar to 2.5%. Most strikingly, the NOx MVEM1 dramatically captured the emissions excursion (Figure 15). The alarm cleared after 4.5 hours as noted, presumably due to op-erator intervention.

Discussion of results

Nature of current simulated test — In general, the subject engine ran quite well, with few faults over the six-month period. When faults did occur the staff responded promptly, aided by the information provided by the CPM system. This resulted in a few events of relatively short duration as noted above.

Calibration of the alarm limits also proved challenging. Initial levels were set based on the mapping data and the alarm thresholds verified by playing data back. The limits were then adjusted as required to eliminate false positives and better detect real events.

On a real-time system, once the models are developed and uploaded, real faults can be temporarily induced to verify the alarm threshold levels and fault detection. This should speed setting of the alarm limits.

Averaging periods — The historic data used in the


n Figure 10. Shown is the cylinder 1R PCC check valve failure.

n Figure 11. This display shows the comparison of measured PP (purple), with MVEM high (green) and low (red) estimates.

n Figure 12. This display shows the comparison of measured Chem-iPeak (purple) with MVEM high (green) and low (red) estimates.

CT130.indd 7 4/22/13 1:53 PM


n Figure 13. The display shows combustion data for cylinder 1L during the same time period shown in Figure 10.

n Figure 14. This chart shows NOx (yellow green) and PP 1R (red).continued on page 68

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analysis range from one-minute values for the engine and emissions data to 15-minute averages for the combustion pressure and ion sense data. Due to the slow nature of changes in pipeline engine operation, AETC interpolated the combustion data to obtain one-minute estimated av-erage values to match the other data. However, the one-minute fuel flow data, measured with a roots meter and fre-quency counter, proved too noisy at the one-minute level. Consequently, AETC used 15-minute running averages of fuel flow to improve model stability.

Not surprisingly, under these conditions it proved impos-sible to reliably detect faults lasting fewer than 15 minutes. In general, the most reliably fault detection was for 30 min-utes or longer. This eliminated typical start-up/warm-up nui-sance alarms and transient effects. Not surprisingly, there is a trade-off between the data sampling/alarm determina-tion period and the precision of the alarm threshold settings. Fault determinations based on 30 minutes or more of data proved quite accurate and allowed relatively tight alarm win-dow settings.

Model developmentModel types — While MVEM’s for emissions such as

NOx are well developed, almost no work has been done on developing MVEM’s for parameters such as peak combus-tion pressure, location of peak pressure, etc.

In many cases, such as location of peak pressure, the range of variation for normal operation is small (±2° on an average of similar to 22°) while a major fault such as misfire will result in extreme changes in parameter value. In these cases the “model” can consist of a constant (22°) with gen-erous alarm limits (±25%).

In other cases, such as peak pressure, the model must account for the effects of load, air/fuel ratio and possibly speed and ignition timing dependencies. More work in this area is clearly warranted to develop good models.

Mapping — It is proven that a model is no better than the data on which it is based. If the mapped range is too narrow,

n Figure 15. This chart shows Nox (yellow green) with MVEM up-per (green) and lower (red) limits).

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and the model not sufficiently robust, the model can generate false values when the engine operates outside that range.

All the work in emissions modeling and mapping has re-sulted in robust models. These models work well outside the mapped range and reduce the required testing to less than a dozen test conditions.

Until better models are developed for the other param-eters of interest, more test conditions, particularly variable speed and variable torque, are required for reliable OBD fault detection. Inducing known faults to set alarm thresh-olds would also be very helpful.

Minimum sensor set — The test engine has a nearly complete suite of monitoring parameters including com-bustion pressure and ion sense monitoring. In addition to validating automatic OBD, a secondary goal of the PRCI project is to define the minimum data suite required to reli-ably detect, if not fully diagnose, faults.

Based on global parameters normally monitored by a PLC, the first fault (could be “prechamber valve stuck” as discussed earlier) would have probably gone undetected. Using sensor fusion to calculate BSFC or the virtual TER sensor the second more major fault (See Figure 10) could be detected providing the data collection system has suf-ficient precision. Rather interestingly, the exponential na-ture NOx emissions as a function of TER, captured by the MVEM, greatly simplifies detection of the event (Figure 15). However the required precision of the inputs to the TER cal-culation remains unchanged.

AETC and others have demonstrated successful emis-sions trending using lean in-situ NOx sensors on pipeline engines. Based on the exponential sensitivity of NOx to combustion problems, it might make sense to include them in a lean burn OBD package as an indication of overall en-gine combustion performance.

User interface — As noted, accurate fault definition re-quires the simultaneous review and cross-checking of mul-tiple parameters. Developing a user interface to display the relevant information in a useful way is quite challenging.

While the current HMI displays all relevant data for a given fault, the graph quickly becomes cluttered and the scales ambiguous. Adding the high and low limits for each parameter compounds the problem. AETC will revise the HMI to use up to eight horizontal strip chart graphs, with each graph displaying a single parameter and the high and low alarm limits in the appropriate units.

Up to seven of the charts will be for the parameters used in the fault definition. The eighth will be user configurable for crosschecking additional parameters not used in the di-agnosis such as speed or load. This should simplify manual data review and analysis.

Next steps — AETC will continue to refine the models and playback data to confirm this methodology will detect and diagnose the four other fault modes. AETC will also test the methodology on available data for two-stroke cycle


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Stroke Cycle Stationary Engines,” prepared for GRI by AETC, Sept. 3, 2004, Revision 1.

5. “Carbon Pollutant Emissions and Engine Performance Trade-Offs vs. NOx Emissions for Reciprocating Internal Combustion Engines Utilized in Gas Transmission Service,” Gas Machinery Conference, Oct. 6, 1999.

6. “Pressure Based Carbon Pollutant PEMS,” prepared for GRI by AETC, September 2002.

7. “Field Testing of Ion Sense and Pressure Ratio Technology on a TLA-6 Installed at Southern California Gas’ Needles Facility,” AETC report, PRCI Project 8xxx, 1001.07RPT01, Sept. 26, 2005, Revision 1.

8. Chapman, K.S., Keshavarz, A., and Dolbee, C., “Quan-tification of the Effect of Dust Ingestion on Turbocharger Compressor Performance,” GRI, GRI-04/0010.

9. Pipeline Research Council International Inc., “Develop-ment of a Turbocharger Monitoring System,” contract PR-325-05216, performed by ScavengeTech Inc., 2006.

10. Greg Beshouri et al, “Diagnostic Monitoring and On Board Diagnostics for Engine-Compressors, Needs and Opportunities,” 2009 Gas Machinery Conference.

11. Matthias Huschenbett et al, “Emission Reduction and Stability Improvement by Predictive Model Based Control of Legacy Gas Engines,” GMC 2007.

12. Geoffrey Ashton et al, “Long Term Field Test of In-Situ NOx Sensors in Typical Pipeline Lean Burn Engines and Gas Turbines,” contract PR-09202 Pipeline Research Council International Inc., April 2011. ct2

engines. Based on the results AETC will refine the method-ology as required. Then, hopefully, in 2013 AETC will install a real time system on a typical pipeline engine as the next step in the OBD demonstration project.

Conclusions and recommendations• AETC has demonstrated a simple multiparameter meth-

odology using a spreadsheet set up tool in conjunction with MVEM’s and an analytic table to automatically detect and diagnose engine faults.

• OBD systems using this approach in conjunction with the full suite of monitoring technologies appear to be very ca-pable of detecting and diagnosing combustion problems.

• Further work on MVEM for engine parameters such as peak pressure is warranted.

References1. U.S. Environmental Protection Agency, “On Board Di-

agnostics Basic Information,” http://www.epa.gov/otaq/regs/im/obd/basic.htm.

2. Illinois Environmental Protection Agency, “Understand-ing On Board Diagnostics,” http://www.epa.state.il.us/air/vim/faq/obdlong.html.

3. “Enhanced Monitoring Guidelines for IC Engine Param-eter Based Compliance Monitoring Systems,” prepared for the Compressor Research Advisory Committee of PRC In-ternational and the Gas Research Institute (GRI), July 1997.

4. “Functional Specification Advanced Controls for Two-

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roles. Before coming to Universal AET, he was managing director at Envisage Group Inc.

Dawn Auby, the former director of OEM sales, was named vice president of sales and oversees the Americas market. She is a former business development manager at Universal AET and, prior to that, a sales manager at Cummins.

PrimeMovers_May.indd 3 4/24/13 10:02 AM

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Hudson Products Corp. has formed a business unit, Hud-son Compression Cooling

(HCC), to provide air-cooled heat ex-changers for gas compression pack-agers and end users.

The company will design and make compression coolers at its Beasley, Texas, plant 42 mi. (67 km) southwest of downtown Houston.

“We saw a need for compression cooler manufacturing on the Gulf Coast, where there is a lot of packag-ing activity,” said Grady Walker, CEO of Hudson Products. “Until now, most compression coolers were supplied from the Tulsa, Oklahoma, area. Hud-son’s packaging customers will be able to take advantage of our world-class

capabilities in Beasley, while reaping substantial transportation savings.”

HCC Vice President and General Manager Rick Ketchum and Sales Manager Samuel George have exten-sive experience in custom-engineered compression cooling.

Ketchum said the subsidiary will fo-cus on the middle of the market, mak-ing quality cooling units at competitive prices for engine and electrical drives. HCC already has shipped a dozen units and has orders for more.

Hudson has manufactured com-pression coolers in Tulsa since 1985 through its Amercool subsidiary, which is continuing to operate as a separate business unit.

“The initial response from packag-

ers has been very positive,” Ketchum said. “They’re pleased to see that a supplier is making cooler equipment in the Houston area.”

He said not only can HCC offer low shipping costs, but it also can offer a fast turnaround.

“We typically can deliver a unit with-in 12 to 14 weeks,” he said. “We can work even faster than that, though. If we have the tubes, we can start on a project tomorrow.”

Ketchum said HCC can make cool-ers quickly because all manufacturing and inspection functions, except for galvanizing, are performed in-house. That minimizes the delays normally associated with outsourcing various components and processes.

New Hudson Subsidiary Targets Compression Cooling > Houston-area plant offers delivery,

turnaround advantagesBy PATRICK CROW


n Hudson Compression Cooling’s Rick Ketchum (left) and Samuel George are shown with one of the company’s big heat exchangers.

CT184.indd 1 4/23/13 5:37 PM

MAY 2013 73

“Just as with all Hudson cooler applications, we will perform the thermal design of all equipment instead of relying on third parties for this critical function,” George said. “Our compression customers benefit from Hud-son’s extensive thermal and mechanical design experi-ence and capabilities, while HCC maintains full control and responsibility for all aspects of product design and manufacturing. This allows us to respond much more quickly and effectively to our customers’ needs.”

Hudson is experienced at designing very high specifi-cation coolers that require utilizing exotic materials such as Inconel, Hastelloy, etc. Ketchum said the company has the reputation of taking on difficult thermal and me-chanical projects.

Header construction complies with designs requiring 11,150 psi (770 bar), heavy-gauge steel, shoulder-type access plugs for easy maintenance, low-noise/high-effi-ciency fans and heavy-duty bearings.

Model configurations include 4 to 14 ft. (1.2 to 4.2 m) vertical, engine driven, forced or induced draft; 2.5 to 5 ft. (0.75 to 1.5 m) vertical, motor-driven forced/induced draft; up to 5 ft. (1.5 m) horizontal-coil, vertical fan, en-gine-driven, forced-draft; and up to 60 ft. (18 m) horizon-tal electric-motor-drive, forced/induced draft.

For compressor applications with ultra-low noise requirements, Hudson offers its CX Fan with sound ranges 20 to 25% lower than standard axial fans. The fans operate at 40 to 50% lower tip speeds than standard fans, resulting in lower noise generation. They range in diameter from 7 to 14 ft. (2.1 to 4.2 m) and are made of a hollow, lightweight, corrosion- resistant fiberglass.

The Beasley plant has 350,000 sq.ft. (32,500 m2) of space under roof, of which 41,000 sq.ft. (3800 m2) are cur-rently dedicated to compression cooling manufacturing.

Hudson cuts, bevels, pre-drills, welds and finish drills the raw plate to make its headers. It also welds and at-taches nozzles to the headers to ASME Code 150 and API 661 specifications, if required.

The plant has an 18 x 70 ft. (5.5 x 21.3 m) pneumatic water test tank and can also perform glycol, oil, nitrogen and helium testing. If required, sandblasting and painting are performed on-site as well.

Hudson Products was founded in the 1930s by Ed Hudson, who invented heat transfer products for the energy and process industries. The company remains a global leader in the design and manufacturing of equip-ment for the energy and process industries and is the largest North American provider of coolers across the entire natural gas segment.

Hudson makes Fin-Fan and Solo-Aire air-cooled heat exchangers at Beasley and Tulsa (through its wholly owned Smithco Engineering subsidiary) and at Edmon-ton, Canada. It manufactures them at Dammam, Saudi Arabia, through its joint venture with Zamil Industrial.

Hudson makes Tuf-Lite axial-flow fans in Beasley. Its Cofimco axial-flow fans are manufactured at Beasley; Pombia, Italy; Chennai, India; and Changshu, China. CT2

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High-Temperature Accelerometers

IMI Sensors, a division of PCB Piezo-tronics Inc., has launched its high-tem-perature accelerometers for vibration measurement in gas turbines in areas of up to 900°F (482°C).

The new EX600B13 sensors fea-ture one-piece construction with hermetically sealed integral hard-line cable designed to withstand ex-treme heat environments. They have significantly improved performance for dealing with transient tempera-ture changes, a common condition in gas turbines. Also, by incorporat-ing an integral sensor, cable, and charge amplifier in a single high-temperature accelerometer, gas turbine operators have a complete measuring chain that eliminates contamination and common mode noise concerns, the company said. The integral ICP charge amplifier al-lows for use with standard data ac-quisition equipment.

www.imi-sensors.com

Analyzer Flow SwitchThe Model FS10A analyzer flow

switch/monitor from Fluid Compo-nents International (FCI) has re-ceived FM and FMc (Canadian) ap-provals. With these approvals, the device is suitable for continuous flow verification applications that support process analyzer sampling systems operating in hazardous plant areas.

The FS10A is designed for use with nearly all types of process and emis-sions sampling systems, including gas chromatographs, mass spectrom-eters, optical spectrometers, photom-eters and others. Standard configura-tions will accommodate 0.13, 0.25, 0.37 and 0.5 in. (0.32, 0.64, 0.95 and 1.27 cm) sampling tubes as well as an SP76 adapter.

Depending on the tube size, the FS10A Analyzer Flow Switch/Moni-tor operates over a wide flow range in air/gas — from 10 to 100 000 cc/min (6.014 to 144 m3/d), and in water/liquids — from 0.70 to 750 cc/min (0.001 to 1.08 m3/d). It accommo-

dates wide turndowns with a ratio up to 100:1.

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Sensor SystemLudeca has launched sensALIGN,

a sensor system for machinery align-ment. The system combines Prueftech-nik’s intelligent sensor technology into the Rotalign Ultra iS platform, which provides instant data acquisition and displays real-time results with 100% ac-curacy, the company said.

The sensALIGN system automati-cally considers the effects of ambi-ent vibration, acceleration of rotation, backlash, speed of rotation and other factors in determining the quality factor (QF) of alignment readings. This makes the system ideal for long-term, stand-alone monitoring of machine positional change (live trend) as well as routine everyday shaft alignment, Ludeca said.

www.ludeca.com

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Thermometers

Ashcroft bimetal thermometers are designed to eliminate use of mercury to measure temperature. Available in dial diameters from 2 to 5 in. (50.8 to 127 mm) and ranges from -80° to 1000°F (-62.2° to 538°C), these instruments are available in standard stem lengths from 2.5 to 24 in. (63.5 to 609.6 mm) and special order stems up to 60 in. (152.4 cm). Ashcroft Maxivision thermometers provide a fixed rear or bottom stem while the Everyangle design allows the stem angle to be adjusted. Hermetically sealed for easy wash down or liquid filled to counter high vibration, Ashcroft stainless-steel bimetal thermometers are suited for difficult installations.

www.ashcroft.com

Bearing MonitoringMetrix Instrument Co. announced

that its SetPoint Machinery Protection System now supports multiple fre-quency passbands and acceleration enveloping, commonly used to moni-tor rolling element bearing condition.

Rolling element bearing support is the most recent in a long succession of completed and planned system upgrades. SetPoint was launched in 2011 with functionality to support ba-sic turbo machinery measurements.

When a channel in the SetPoint

System’s Universal Monitoring Module is configured for enveloped accelera-tion, it now returns seven parameters. Using bearing tables for the particu-lar bearing geometry, bandpass filter corners for each of the above param-eters can be set. Alarms can also be set independently for each parameter. Users can then alarm and trend the

vibration levels within these frequency bands for a sophisticated and effec-tive monitoring strategy.

These new measurement capabili-ties can be enabled in existing hard-ware in the field by downloading the appropriate firmware and reconfigur-ing the new channel types as desired.

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Gas pipeline pressure variations need to be monitored and ad-justed within compressor sta-

tions, using as little energy as possible.These variations can result from the

large number of entry and exit points along a pipeline, pressure loss during transportation, temperature gradients and varying gas quality.

Monitoring a multitude of process parameters ensures that the sys-tem’s performance is always adapted to the permanently and sometimes rapidly varying operating conditions while at the same time maintaining high efficiency.

According to Klaus Weissbrodt, key account and project management for high-capacity torque applications at Hottinger Baldwin Messtechnik, this is a major challenge — in particular for mechanical propulsion systems.

One of the most important process parameters is the propulsion power

transmitted to the gas compressor — whether from an electric motor, a gas turbine or a gas engine. It is essential to control its generation so that the minimum propulsion power required for the compressor’s particular operat-ing situation is permanently available, even with fast-changing loads.

At the same time, generating exces-sive propulsion power reduces efficien-cy. It also can cause increased pollutant emissions (with mechanical propulsion systems) as well as in critical operat-ing states (in particular with mechanical propulsion systems with gas engines).

Permanent monitoring and control of the propulsion power of such systems therefore requires the compulsory mea-surement of rotational speed and, in ad-dition, the measurement of the torque transmitted to the compressor.

Weissbrodt said contrary to rota-tional speed measurement that can be implemented directly and relatively

easily, implementing torque measure-ment is rather difficult. For this pur-pose, measurement quantities such as cylinder pressure and temperature are often used as auxiliary methods and as the basis for calculating torque and, thus, power.

While this method has been used for many years and has been perma-nently refined, it has the disadvan-tage that the measurement uncer-tainty related to torque significantly increases due to a number of param-eters with higher tolerances used for this purpose and, moreover, usually cannot be convincingly proven.

Greater tolerances of measurement quantities required for control purpos-es, however, inevitably result in larger deviations from the optimal operating parameters. This can have undesirable effects, in particular with gas engines.

For a gas engine, the optimum operat-ing window is the narrow area between

Using Torque Flanges To Control Compressors > Technique enables direct measurement

of computer operation

n The chart shows the relationship of brake means effective pressure and air/fuel ratio in a gas engine, which enables knocking and misfiring areas to be visualized. For the engine to enter one of these areas at any operating point means the risk of costly damages. Source: Wärtsilä


CT189.indd 1 4/22/13 11:04 AM

ECOM.indd 1 6/5/12 1:11 PM


measuring the torque transmitted to the compressor.

This method means that the mea-surement system is an integral part of the measuring body and thus of the shaft section; both components can only be calibrated together. The torque flange is designed in such a way that it can reli-ably transmit the maximum torque while at the same time offering high sensitivity.

The manufacturer uses a torque calibration machine to calibrate and

in the calibration machine. Secondly, there might be a low elasticity of the shaft section resulting from the input shaft design resulting in low sensitivity of the measurement system. Finally, the measurement system must not be dismounted from the shaft section af-ter calibration since otherwise the cali-bration certificate is no longer valid.

Weissbrodt said the installation of a torque flange, that is, a specially opti-mized shaft section or adapter into the drivetrain, is an elegant way of directly

knocking and misfiring; this means that operating the gas engine at maximum power while maintaining low pollutant emissions requires a sensitive control mechanism with small tolerances.

Higher tolerances necessarily mean reduced maximum power to increase the distance between the operating point and the knocking and misfiring areas. At the same time, it is essen-tial that the control is very fast, since large pressure fluctuations can occur at the compressor within a small time frame, which become noticeable as load variations at the engine. They need to be quickly and precisely com-pensated for by the engine to ensure that the operating point remains in the safe operating window.

Besides the method previously de-scribed there are other methods for de-termining the torque transmitted to the compressor that involve the evaluation of the input shaft’s elastic torsion result-ing from the application of torque.

For example, among the meth-ods are strain, displacement, angle, and frequency measurement. All are based on the measurement of an auxiliary quantity and the subsequent calculation of torque and therefore — provided that they are merely mount-ed onto the drive train — also must be considered indirect methods.

In these cases too, the tolerances of the parameters to be taken into consideration (e.g., the material and the shaft geometry) result in relatively high measurement uncertainty of the measure and torque.

Weissbrodt said the indirect torque measurement methods based on the input shaft’s elastic torsion can be translated into the direct torque mea-surement method by calibrating the measurement system for the mea-sure and torque; as explained earlier, calibration for the respective auxiliary quantity is not sufficient.

This requires that an input shaft sec-tion fitted with the measurement system is calibrated using a torque calibration machine to determine the exact relation-ship between the applied torque and the measurement system’s output signal.

This approach presents a number of difficulties. First of all is the adaptation of the shaft section during installation


CT189.indd 2 4/24/13 10:07 AM

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such as a very short signal propaga-tion delay that allows very fast control to be implemented; a wide bandwidth of the dynamic torque signal (up to 6 kHz) that enables dynamic effects on the en-gine or shaft train to be examined; no bearings, brush contacts, slip rings, or batteries, which means the system is completely maintenance free.

Also, a torque flange will assure a very long service life with a MTBF of over 20 years. Torque flanges are also available with optimized design for specific appli-cations and can be ATEX-certified.

Torque flanges have primarily been used in automotive power test stands over the past decades. Rising energy costs, ever more stringent regulations for emission values and related develop-ments in drive technology have resulted in this technology having been adopted in other industries, as for example in the oil and gas and marine industries.

High operating costs in applications in these fields have also led to torque flanges increasingly being used for control tasks in addition to their clas-sical field of application in power test stands, Weissbrodt said. CT2

accordingly certify the torque flange for the required torque. Its design allows easy installation in and removal from both the drive train and a calibration machine.

Using a torque flange provides fur-ther advantages in addition to direct and very precise measurement of the torque transmitted to the compressor,

n The MDEX torque flange from Hottinger Baldwin Messtechnik can be used for precise measurement and control purposes in gas compressor trains.

CT189.indd 3 4/24/13 10:09 AM



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ACI Services, Inc. ............................................11www.aciservicesinc.com

Altronic, LLC ................................................24-25www.altronic-llc.com

ARIEL ..................................................................1www.arielcorp.com

Argentina Oil & Gas Expo 2013 ......................79www.aog.com.ar

ARMCO Compressor Products Corp. ............23www.armcocompressor.com

AXH air-coolers ................................................38www.axh.com

BETA Machinery Analysis ..............................49www.BetaMachinery.com

BG Service Co. Inc, The ................................ 27www.bgservice.com

BORSIG ZM Compression GmbH ..................34www.borsig.de/zm

Burckhardt Compression AG .........................45www.burckhardtcompression.com

Cameron ......................................................42-43www.c-a-m.com

Catalytic Combustion Corporation ................55www.catalyticcombustion.com

CECO, Compressor Engineering Corp. .........22www.tryceco.com

Compressor Products International ..............13www.c-p-i.com

Continuous Control Solutions .......................51www.ccsia.com

Cook Compression ..........................................53www.cookcompression.com

DCL International Inc. .......................................7www.dcl-inc.com

*Dresser-Rand ...................................................39www.dresser-rand.com

ECOM America .................................................77www.ecomusa.com

E Instruments International ............................67www.E-Inst.com

Elliott Group .................................Second Coverwww.elliott-turbo.com

Ellwood Crankshaft Group .............................69www.ellwoodcrankshaftgroup.com

Exterran ............................................................59www.exterran.com

Fabreeka GmbH Deutschland ........................70www.fabreeka.de

FLP, Fluid Line Products ................................73www.fluidline.com

FLUID 2013 .......................................................81www.fluid-sh.com

FS-Elliott Co., LLC ...........................................61www.fs-elliott.com

GE Oil & Gas ....................................Third Coverwww.geoilandgas.com

GUARDIAN Engine + Compressor Control .....5www.guardiancontrol.com

Hahn Manufacturing Company ......................67www.Hahnmfg.com

Harsco Industrial Air-X-Changers ..................35www.harscoaxc.com

Heinzmann GmbH & Co. KG ......................32-33www.heinzmann.com

IMES GmbH ......................................................68www.imes.de

Josef Mehrer GmbH & Co. KG ........................74www.mehrer.de

KB Delta Compressor Valve Parts Mfg. .........15www.kbdelta.com

Kiene Diesel Accessories, Inc. .......................69www.kienediesel.com

Kobelco/Kobe Steel Ltd. .................................57www.kobelcocompressors.com

*MAN Diesel & Turbo .......................................19www.mandieselturbo.com

MIRATECH ........................................................10www.miratechcorp.com

MOTORTECH GmbH ........................................17www.motortechamericas.com

Murphy, FW .....................29, 31 & Fourth Coverwww.fwmurphy.com

Neuman & Esser Group ..................................41www.neuman-esser.com

Nord-Lock .........................................................38www.nord-lock.com

PROGNOST Systems Gmbh ...........................37www.prognost.com

Reynolds French .............................................47www.r-f.com

*Rolls-Royce ......................................................9www.rolls-royce.com

Siemens Oil & Gas ...........................................65www.siemens.com/oilandgas

SKF ...................................................................52www.skf.com

Summit Industrial Products ............................21www.klsummit.com

SYNTHOSOL ....................................................71www.mastersprocess.com

Tech Transfer, Inc. .........................................2-3www.techtran-hou.com

Testo, Inc. .........................................................75www.testo350.com

*Voith Turbo BHS Getriebe GmbH ................ 63www.voith.com

*Voith Turbo Inc. ..............................................78www.voithturbo.com

Advertiser’s Index*Further information on this company’s products can be found in the 2012 Edition of the Global Sourcing Guide (at GSGnet.net) and 2013 Compression Technology Sourcing Supplement (at CTSSnet.net).

Advertiser’s Index

Web: www.compressortech2.com • Phone: 262-754-4121 • Fax: 262-754-4175E-mail: [email protected] • Address: 20855 Watertown Road, Suite 220, Waukesha, WI 53186

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Operations72 Gas Transmission Pipeline

Compressor Operations75 Natural Gas Storage Company73 Chemical or Petrochemical

Process Company76 Refinery Operations91 Consulting Engineers or Contractor54 Distributing, Servicing and

Overhauling Engines & Compressors

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diesel engine turbochargers. Annual production increased from roughly 1000 units in the late 1940s to 4500 units in 1955 and 5000 units in 1956.

Starting in 1963, Elliott supplied hundreds of turbochargers to GE for locomotive engines. The 1965 Diesel and Gas Turbine Catalog reported that Elliott had turbocharged over 25 million hp (18,642 MW) of diesel and gas engines. Models distributed within

Cornerstones Of Compression story continued from page 84

four basic turbocharger frame sizes were arranged to match various en-gines and applications. The H Series was the high pressure design, with its compressor eventually capable of pressure ratios of 3.0 for engines in excess of 200 psig (13.8 bar) BMEP.

The L Series was for lower rated en-gines and the M series was for small high-speed engines. Models were available with either axial flow or radial

flow turbines. Each series had a fam-ily of casings, nozzle rings, diffusers, impellers and other parts.

In the early 1960s, the G Series was introduced as a high-performance, high-pressure unit capable of oper-ating continuously at a compressor pressure ratio of 3.0 and an overload pressure ratio of 3.5 with a turbine in-let temperature of 1300°F (704°C).

In 1968, the company produced 10 of the largest turbochargers ever built in the U.S. Used on large-, medium- and slow-speed engines of 7500 hp (5593 kW) and higher, the model 280G weighed 7500 lb. (3401 kg). A 27 in. (686 mm) impeller operating at 12,000 rpm could compress 33,000 cfm (934 m3/min) of air to a boost pressure of 47 psig (3.24 bar).

Elliott turbocharger construction was simple and rugged. The compres-sor and turbine wheels were mounted on a single, common shaft. A water-cooled intermediate casing housed two steel-backed precision sleeve and thrust bearings that supported the ro-tor between the two wheels. Bearings were lubricated by the engine oiling system. The turbine and compressor casings could be removed from the intermediate casing without disturbing the rotor assembly or the bearings.

By 1975, Elliott produced most of the turbochargers sold to large engine manufacturers in the U.S. A strike in 1974, however, disrupted production and led GE to begin manufacturing its own locomotive engine turbocharg-ers a few years later. By the time El-liott sold the turbocharger business in 2001, the company had made more than 42,000 turbochargers for diesel and gas engines.

As the industry matured, sales to en-gine manufacturers peaked, and Euro-pean suppliers entered the U.S. market. In the 1990s, Elliott changed its focus to the turbocharger repair business. The company bought Turbine Specialties Inc. (TSI) in 1993 and American Diesel Engineering in 1994. The TSI facility completed its 20,000th turbocharger re-pair in 1998. Elliott sold the turbocharger group to Cooper Cameron (now Camer-on) in 2001, which continues to operate the Salina, Kansas, business. CT2

Elliott Turbocharger Lines - c. 1965Approximate engine power range covered, maximum continuous inlet temperature, pressure ratio range and number of turbine inlet ports. The frame (model) number multiplied by 100 is the approximate cfm capacity at the unit’s design point.

Turbocharger Frame

Maximum Continuous Inlet Temp.

°F (°C)

Pressure Ratio

Range

Approximate Engine Rating

hp (kW)

Number Of Turbine Inlet Ports

BC025GA 1300 (704) 1.7 to 3.5 500 (373) 1,2,3 or 4

BC035GA 1300 (704) 1.7 to 3.5 1,2,3 or 4

BC045GA 1300 (704) 1.7 to 3.5 1,2,3 or 4

BC065GA 1300 (704) 1.7 to 3.5 1,2,3 or 4

BC090GA 1300 (704) 1.7 to 3.5 1,2,3 or 4

BC150GA 1300 (704) 1.7 to 3.5 7500 (5593) 1,2,3 or 4

M-5 1350 (732) Up to 1.7 160 (119) 1 or 2

M-10 1350 (732) Up to 1.6 1 or 2

MH-10 1350 (732) Up tp 2.1 1000 (746) 1 or 2

L-10 1100 (593) Up to 1.6 225 (168) 1,2,3 or 4

L-20 1100 (593) Up to 1.6 1,2,3 or 4

L-40 1100 (593) Up to 1.6 1,2,3 or 4

L-60 1100 (593) Up to 1.6 1,2,3 or 4

L-100 1100 (593) Up to 1.6 4000 (2983) 1 or 4

H-15 1200 (649) 1.4 to 2.2 300 (224) 1,2,3 or 4

H-30 1200 (649) 1.4 ro 2.3 1,2,3 or 4

H-35 1200 (649) 1.4 ro 2.3 1,2,3 or 4

H-50 1200 (649) 1.4 ro 2.3 1,2,3 or 4

H-70 1200 (649) 1.4 ro 2.3 1,2,3 or 4

H-72 1200 (649) 1.4 ro 2.3 1,2,3 or 4

H-110 1200 (649) 1.4 ro 2.3 5000 (3729) 1 or 4

H-31 1300 (704) 2.0 to 3.0 700 (522) 1,2,3 or 4

H-36 1300 (704) 2.0 to 3.0 1,2,3 or 4

H-51 1300 (704) 2.0 to 3.0 1,2,3 or 4

H-56 1300 (704) 2.0 to 3.0 1,2,3 or 4

H-58 1300 (704) 2.0 to 3.0 1,2,3 or 4

H-71 1300 (704) 2.0 to 2.8 1,2,3 or 4

H-73 1300 (704) 2.0 to 2.8 1,2,3 or 4

H-78 1300 (704) 2.0 to 2.8 1,2,3 or 4

H-111 1300 (704) 2.0 to 3.0 1 or 4

H-115 1300 (704) 2.0 to 3.0 6000 (4474) 1 or 4

CT182.indd 2 4/22/13 11:48 AM

C ornerstones Of Compression


The Elliott Group, a division of Ebara Corp., is best known today as a producer of large turbomachinery products. But the company actually started in 1901 as the Lib-

erty Manufacturing Co., producing boiler cleaning equipment based on the patents of William Swan Elliott. It incorporated as the Elliott Co. in 1910 in Jeannette, Pennsylvania, in 1914, has maintained a factory and offices there ever since.

With the purchase of the Kerr Turbine Co. in 1924 and Ridg-way Dynamo & Engine Co. in 1926, Elliott entered the rotating machinery market, manufacturing turbines and compressors.

In the 1930s and through the end of World War II, Elliott supplied the U.S. Navy with electric motors and generators used in fleet submarines under the name Elliott Motor Co.

One of Elliott’s most significant developments occurred in 1940, when the company obtained the first U.S. license to manufacture Büchi turbochargers for diesel engines. The technology of combining a single-stage expansion turbine and a single stage centrifugal compressor on a common shaft was already familiar to the company, and it manufac-tured and installed the first turbocharger on a diesel engine in the U.S. in 1941.

Turbochargers were found to be an effective mechanism for increasing the design power of reciprocating engines used for locomotives, drill rigs, power generation, marine and compressor drives.

Power increases of up to 100% were often achievable with turbocharging. Engine ratings could also be sustained at higher altitudes, and constant torque could be sustained at reduced speeds down to 50% or less. Lower fuel con-sumption and, later, lower exhaust emissions also resulted from turbocharging.

The idea of forced induction of air into an internal com-bustion engine originated in the 1880s, when Gottlieb Daim-ler patented the technique using a gear-driven pump. The concept of using a compressor driven by exhaust gasses to force air into an engine to increase power output came in 1905 from Alfred Büchi, an engineer at the Gebrüder Sulzer engine manufacturing company in Switzerland.

Ships and locomotives equipped with turbocharged die-sel engines began appearing in the 1920s. Turbocharging grew during World War II for aircraft, vehicles, ships and locomotives. But the need for advanced high-temperature metals in the turbine kept them out of widespread use.

After World War II, Elliott’s turbocharger business grew rapidly. A turbocharger facility was constructed at the Jeannette plant in 1947, and the foundry was expand-ed in 1952 to support turbocharger and electric motor production. The market exploded in the mid-1950s, with Elliott becoming the leading manufacturer of four-cycle

Elliott Began The Turbocharging Of U.S. Recip Engines >

By NORM ShADE

Company made more than 42,000 units over 50 years


n In a historical photo, a worker is shown with one of Elliott’s many turbocharger models.

CT182.indd 1 4/22/13 11:48 AM

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GE_OTCDaily_OffshorePackage_ad-041813-2.indd 1 13-04-18 10:19 AM






2009190 m2 & 193 tons

2011153 m2 & 180 tons

2012147 m2 & 155 tons


2009 20112011 20122012








2009190 m2 & 193 tons

2011153 m2 & 180 tons

2012147 m2 & 155 tons


2009 20112011 20122012



GE.indd 1 4/18/13 11:20 AM

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