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Compressor Speed Decay During Emergency Shutdowns

Conference Paper · June 2019

DOI: 10.1115/GT2019-90020

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COMPRESSOR SPEED DECAY DURING EMERGENCY SHUTDOWNS
Rainer Kurz
Solar Turbines Incorporated
San Diego, CA, USA
Min Ji
Solar Turbines Incorporated
San Diego, CA, USA
ABSTRACT
The emergency shutdown of a compressor train is a necessary
safety feature. In this event, the power supply (either from a gas
turbine or an electric motor) is cut off. The compressor train will
continue to spin due to its inertia, but the speed will reduce fast.
To avoid damage of the equipment during a shutdown event,
compressor surge must to be avoided. In many instances, the
dynamic behavior of the compression system is simulated to
ensure that the necessary recycle valves are sized, and arranged
properly. One of the key problems of dynamic simulation, and a
major source of uncertainty in the results, is the correct treatment
of the speed decay of the compressor train. The present study
provides the background to evaluate the speed decay, and
includes data from actual rundown situations. The evaluation
shows general trends, that can be used to reduce the simulation
uncertainties in dynamic simulations.
INTRODUCTION TO EMERGENCY SHUTDOWN AND
EMERGENCY SHUTDOWN SIMULATION
Gas turbine or electric motor driven centrifugal compressor
trains are used in many oil and gas applications. Due to their high
power, the significant portion of the capital expenses for a
compressor and the high-pressure gas they compress, they are
considered critical equipment. The control systems for modern
gas compressor trains are designed to maintain the operating
conditions for the equipment within safe parameters. In other
words, they monitor speeds, pressures, temperatures and
1
Previously affiliated with Malta Inc., Boston, MA, USA
1 Copyright © 2019 ASME and
Proceedings of ASME Turbo Expo 2019:
Turbomachinery Technical Conference and Exposition
GT2019
June 17-21, 2019, Phoenix, Arizona, USA
GT2019-90020
Sean Garceau
Solar Turbines Incorporated
San Diego, CA, USA
Klaus Brun 1
Elliott Group
Jeannette, PA, USA
vibrations and adjust operation conditions to keep all parameters
within safe limits.
The compressors typically are controlled by speed variation, but
also use, as a secondary means, the capability to recycle gas. The
gas turbines used are typically 2 shaft engines, in other words the
gas generator and the power turbine have separate shafts.
Therefore, the gas generator speed can and will be different from
the power turbine speed.
Figure 1: Speed-Power relationship for a centrifugal compressor
and the power turbine. The power turbine curve assumes a
constant gas generator operating condition.
Gas turbine driven centrifugal compressors are typically
controlled by varying the power input from the gas turbine. The
compressor speed is then the result of the equilibrium between
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power input from the gas turbine and absorbed power from the
compressor (Figure 1). Electric motor drives typically control the
speed of the compressor, and the power consumption is the
result.
Figure 2 shows a typical compressor train, while Figure 3 depicts
the arrangement of the compressor and the station piping, with
valves and coolers. The anti surge controller receives
information about suction and discharge pressure and
temperature, as well as the flow through the compressor. This
allows to calculate the distance of the compressor operating point
from the surge line. At a preset distance from the surge line, the
controller starts to gradually open the anti surge valve. This is
part of the compressor control system.
Figure 2: Compressor Train consisting of 2 shaft gas turbine and
a centrifugal compressor.
Centrifugal compressors driven by two shaft gas turbines interact
with the process as follows: The process dictates the suction and
discharge pressure. The compressor operating point is then
determined by the power available, and the flow through the
compressor is the result, as is the compressor speed. Electric
motor drives set the operating point by setting the speed, and then
the flow through the compressor and the power consumption are
the result. If the process flow (either due to process constraints,
or due to power limitations) drops to levels below the surge
control line, the anti surge valve starts to open gradually.
2 Copyright © 2019 ASME and
Figure 3: Station Piping with Anti Surge Control System
There are situations where safety considerations require the units
to be shut down as fast as possible (Kurz et al.,[1]). This is
usually referred to as emergency shutdown (ESD). In this
situation, the fuel supply (for a gas turbine driver) or the
electricity (for an electric motor) are turned off instantly. Due to
the inertia of the train, the train speed will decay at a certain rate
after the power is shut off. In such an emergency shutdown
(ESD), the anti surge valve opens (Figure 3), regardless of the
operating point of the compressor, at maximum opening speed to
the fully open position.
In that situation, the process system dictates, as described above,
the suction and discharge pressure for the compressor. However,
the compressor speed decays, and so does the capability of the
compressor to produce head. Therefore, the discharge pressure
has to be reduced, which is done by recycling gas from the
discharge side of the compressor to the suction side, while at the
same time isolating from the downstream process with a check
valve (Figure 3). It is obvious that the slower the speed decays,
the more time the system has to lower the pressure ratio. A slower
speed decay is therefore helpful to avoid surge.
Figure 4 shows the behavior of the compressor in such a
situation: While the speed drops rapidly, the process determines
the compressor head the compressor has to overcome. The fast
opening of the recycle valve reduces the system head. The flow
initially is significantly reduced, and only starts to increase again
due to the opening of the valve. The essential events in this
shutdown occur within about the first second after the shutdown
is initiated. The valve is fully open after about 2 seconds. Due to
the fast decay in speed, keeping the compressor from surging
during the first few seconds is critical, while surge events at
lower speeds usually lack the energy to cause damage [6],[7].
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 Compressor Actual Flow Start of ESD Compressor Isentropic Head of a number of different arrangements for surge systems, where
Compressor Speed REV 100x %OPEN
40 two valves are employed to overcome this difficulty.

Speed [RPM] and REV Position [100x

20000

Isentropic Head [J/Kg], Compressor

35
Compressor Actual Flow [m /min]

17500
3

30

15000
25

%Open]
12500

20
10000

15
7500

10
5000

5 2500

0 0
0 5 10 15 20 25
Time [sec]

Compressor Map with Transient Events from 19800 RPM

Actual Flow [m3/min]
0 10 20 30 40 50
9000
TRANSIENT#4
TRANSIENT#5 25000
8000 TRANSIENT#6
TRANSIENT#7
Isentropic Head [ft-lbf/lbm]

TRANSIENT#7.1
7000 TRANSIENT#9
Isentropic Head [J/Kg]

20000
REV Starts Opening
6000 REV Fully Open
REV 35.9% Open
MEASURED SURGE LINE
5000 19800 15000
Theoretical Surge Line
17800
4000
10000
3000

2000
5000

1000 Figure 5: Arrangements with (top) fast stop (hot gas bypass)
0 0 valve and (bottom) separate recycle (anti-surge) valve.
0 200 400 600 800 1000 1200 1400 1600 1800

Actual Flow [cfm]

Both arrangements assume the use of an aftercooler in the
recycle loop, to allow for infinite recycle. Figure 5a shows the
use of a hot bypass valve, that is only active for an ESD. This
Figure 4. Compressor during ESD: (top) Compressor actual valve is not a control valve, it simply has to open as fast as
flow, head and speed, recycle valve position vs. time, possible during an ESD. Since the hot bypass loop is not cooled,
(bottom)Traces of Compressor operating points during ESD the inlet temperature in the compressor can become high during
from various operating conditions (Moore et al [2]) an ESD. The second option (Figure 5b) shows two valves in
parallel. The fast stop valve also does not need to be a controlled
The behavior of the compressor during an ESD is highly valve. During an ESD, both valves open.
dependent on the system dynamics, in particular the gas volume Another key factor to consider is the shutdown behavior the
between compressor discharge, discharge check valve and driver. During a safety critical emergency shutdown, the driver
recycle valve, as well as the size and opening speed of the anti gets de-energized instantly, i.e. the fuel supply to the gas turbine,
surge valve. This due to the fact that the difference between or the electricity supply to a motor are instantly stopped. Despite
suction pressure and discharge pressure has to be reduced fast. the fuel cut off, the gas turbine will still produce power for a
The more gas can flow through the anti surge valve, and the brief, but critical moment, as described below.
smaller the volume on the pressure side (as well as the volume
on the suction side), the faster this is accomplished (Figures 3 The issue of surge and surge in transient situations has been
and 5). For control purposes, the anti surge valve should be addressed in numerous publications [2,3,4,5,6,7,8,9,
relatively small, to allow for precise flow control. To keep the 10,11,12,13], but generally more with regards to the behavior
compressor from surging during ESD one would like a larger during surge.
valve than optimal for the control purpose. Also, while a small
gas volume is desirable between compressor discharge, GAS TURBINE SHUTDOWN
discharge check valve and recycle valve, the potential need for a
cooler often increases this volume to the point, where a single The gas turbine is stopped by closing the fuel valves. As can be
valve cannot be sized for control and ESD. Figure 5 shows two seen in Figures 6 and 7 (Kurz et al.[14]), the gas turbine still
produces power even after shutting off the fuel supply due to the

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gas producer thermal and mechanical inertia. The output decays
fast. For mid size two shaft gas turbines, the residual power
typically becomes negligible at about 300 ms after the fuel valve
is shut down.
Figure 6: Engine shutdown simulation (shaft speeds), 23MW
Industrial Gas turbine. PCT_N_GP is the gas producer speed,
P_CT_N_PT is the power turbine speed [14].
Figure 7: Engine shutdown simulation (temperatures), 23MW
Industrial Gas Turbine (T2, T5, T7 are the temperatures at the
compressor exit, the power turbine inlet and the exhaust
temperature, respectively. TRIT is the firing temperature and
TPZ the primary zone temperature [14].
The fast decay in power output is primarily due to the fast drop
in the temperature of the exhaust gas supplied to the power
turbine. In Figure 7, this is the temperature T5 of the gas entering
the power turbine, which declines even faster than the ‘firing
temperature’, that is the temperature of the gas leaving the
combustor, or entering the gas producer turbine rotor (TRIT).
DATA
A number of data sets are available to from shut down events.
We will first review a number of data sets from the literature.
The first data set (Figure 8) is from a pipeline compressor, where
4 Copyright © 2019 ASME and
due to an error the anti surge valve stayed close during a
shutdown, so the compressor repeatedly surged. Since the
compressor vibration levels were monitored, the start and end of
the surge events are known [15]. Except for the first data point,
the deceleration rate for the situations where the compressor is
not in surge are consistently in the range of about 20%. The low
deceleration for the first data point is due to the residual power
from the gas turbine. The deceleration during surge is lower,
since the compressor absorbs less power during full reverse flow
and during operation at flows below the surge flow (Aust [16]).
5
0
0 2 4 6
-5
dN/dt (%)
-10
dN/dt
-15
dN/dt (Surge)
-20
-25
-30
Time (s)
Figure 8: Speed decay dN/dt/N for a pipeline compressor after
shutdown, with a closed recycle valve, based on data in Kurz and
White [11]. Driver is a 7.5MW two shaft gas turbine. Initial
decay at 100ms is due to thermal turbine inertia.
The data for the second example is from a compressor station
consisting of three gas turbine driven centrifugal compressor
units operating in parallel (Figure 9a). When the compressor
station received a power upgrade of the driver, the compressors
were modified to use the additional power, and the station piping
and valves were also modified. The compressor system with the
modifications was modelled, and various transient events were
simulated, including an emergency shutdown (Zwerver et al.
[17]). The simulation included:
-Mass conservation in the piping system
-Torque balance of the rotor system
-Friction losses in the piping
-wave propagation in the pipe.
-Flow through the valve (based on the instantaneous valve flow
area, and the pressure ratio over the valve)
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-Control logic , operating sequences and PID controller

The speed decay for the compressors was assumed to be 30%,

which is used as an industry standard for many simulations
[15,17].

After commissioning of the station, the actual dynamic behavior

of the system was verified in a field test. This allows a
comparison between simulation and actual system behavior. It
should be noted that, based on the operating conditions at the
moment of shut down, the simulation indicated that the
compressor would not surge during the ESD.

The simulation setup allowed to use different decay rates D, with

𝑑𝑑𝑑𝑑
𝑑𝑑𝑑𝑑
𝐷𝐷 = (1)
𝑁𝑁
and Figure 9 b shows that a 20% speed decay for the compressor
matches the field data, for both compressor 3.1 and compressor
3.2 rather well. Also, the field test confirmed that the compressor
indeed did not surge during the ESD. The simulation was
performed assuming a 30%/s decay rate, while the actual decay
rate was slower. In other words, the ESD was actually more
benign (that is, with a lower risk for surge) than the simulation.

The next example uses the analysis of data from the ESD test
shown in Figure 4. In this simulation, the speed decay was
calculated assuming all operating points follow the fan law,
which means P= kN3 where k is a constant. The constant k is
determined from the known power P and speed N of the
compressor at the steady state operating condition prior to
shutdown. This allows for a simple correlation (Kurz and White,
[4]):

1 Figure 9: Station Layout and Speed decay of two centrifugal

𝑁𝑁(𝑡𝑡) = − 𝑘𝑘 1 (2) compressors (3.1 and 3.2) during emergency shutdown, based on
− 2 𝑡𝑡− test data presented in Zwerver et al. [17]. Test data are compared
4𝜋𝜋 𝐽𝐽 𝑁𝑁𝑡𝑡=0
with different assumptions on speed decay. Driver is a 3.5 MW
two shaft gas turbine.
Figure 10 shows a comparison between the calculated and the
actually measured speed decay. The measured speed decay D
amounts to about 22%/s. The results discussed here are examples that are confirmed by
data from Bakken et. al. [18], where the gas turbine driven
configurations lost about 20-to-25% speed in the first second,
while the electric motor driven configuration lost 30% speed in
the first second.

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 Coast Down Compressor Speed Measured versus Calculated compressor sized to match the power turbine power and speed
120
Measured Speed Calculated Speed
for typical applications in pipelines. For the calculations, the
power turbine inertia (for Figure 11) and the train inertia (for
Compressor Speed [% of Initial Speed]

100 Figure 12) are known from the geometry of the equipment. The
initial speed N is based on maximum power turbine speed. The
80 decay rates are normalized for the decay of the largest driver. It
is thus expected that larger drivers have slower decay rates than
60
smaller drivers. Despite the large range of driver power (with a
factor of 20) between the largest and the smallest driver, the
40
deceleration rates only vary by about 70%, and are almost
constant for the drivers between 5MW and 23MW.
20

D
0
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14
Time [sec]

2.5
Figure 10. Measured vs. Calculated Speed Decay for the

Rel. Deceleration Rate

example displayed in Figure 4, with a 1MW driver for a single 2
stage centrifugal compressor [2]. Simulation based on fan law
assumption. Data shows initial speed decay (dN/dt/N ) of about 1.5
22%.
1

ANALYSIS 0.5
The speed decay can be calculated by balancing the power P the
compressor absorbs at any instantaneous operating point with the 0
compressor train inertia. J is the train inertia, including the 0 5 10 15 20 25
compressor, the coupling, the power turbine or motor inertia,
Engine Size (MW)
and, if applicable, the gearbox inertia. The inertia of train is
calculated from the contributions of the individual components.

Figure 11: Deceleration rate D ((dN/dt)/N) for a range of

Industrial Gas Turbine sizes; (PT only); Normalized to 23MW
P = T ⋅ N ⋅ 2π = −(2π ) ⋅ J ⋅ N ⋅
2 dN
(3) driver deceleration.
dt
thus
1.8
Rel.Deceleeration dN/dt/N

𝑑𝑑𝑑𝑑 𝑃𝑃 1.6
= (4) 1.4
𝑑𝑑𝑑𝑑 𝑘𝑘 𝐽𝐽 𝑁𝑁
1.2
Or, when normalized with the speed N, we get the deceleration 1
factor D 0.8
0.6
𝑑𝑑𝑑𝑑 0.4
𝑃𝑃
𝐷𝐷 = 𝑑𝑑𝑑𝑑
= 𝑐𝑐1 (5) 0.2
𝑁𝑁 𝐽𝐽𝑁𝑁2 0
0 5 10 15 20 25
Therefore, for a given inertia, the higher the power consumption
at the moment of shutdown, and the lower the speed of the Engine Size, MW
compressor, the faster the speed decays. Or, for the same starting
conditions, the higher the train inertia, the slower the speed
decay. Figure 12: Deceleration rate ((dN/dt)/N) for a range of Industrial
Gas Turbine sizes including a typical driven pipeline
Figures 11 and 12 illustrate the range of decay values by compressor; Normalized to 23MW driver with driven
calculating the decay rates for a range of different gas turbine compressor deceleration.
sizes. Figure 11 shows the value for the power turbine alone,
while Figure 12 shows the relationship for a train, with

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Kurz and White [15] presented a simplified tool for ESD surge dp 2 k ⋅ p 2
analysis, based on a simplified system, where mass and = [Q − Qv ] (12)
momentum balance are maintained. The flow through the anti dt V
surge or recycle valve depends on the pressure ratio over the
valve with pv the pressure just upstream of the valve, p1 and p2 In this formulation, a vessel is described that receives flow from
the pressures upstream and downstream of the compressor, and the compressor discharge(Q), and releases flow through a valve
Kv the valve flow coefficient ,respectively: (Qv). The change of compressor discharge pressure (assumed to
be identical to the pressure in the vessel) changes based on the
amount of gas occupying the vessel at any instant. It shows, for
1
Qv = ( p v − p1 ) (6) example, that the pressure reduction for a given valve will be
Kv slower for larger pipe volumes (V). To further simplify the
model, a constant speed decay (30%/s) had to be assumed for the
Or, for choked flow: compressor. This avoided the complication of recalculation the
instantaneous compressor speed based on the compressor map,
which is numerically complicated near the surge line of the
pv
Qv = C (7) compressor, due to the fact that the head-flow characteristic
ρv becomes relatively flat ( dh/dQ is close to 0) in than region.
While the model provides useful information, one of the weak
Mass and energy balance can be written as (Hcooler is the heat points was always the assumption of a universal speed decay.
removed by a cooler) [5]: Equation (5) above now allows to use a more specific
deceleration rate that is derived from the train inertia. Figure 13
shows a result of a such a simulation. The comparison is for the
dp v k  k −1 
=  p 2 Q − p v Qv − k H cooler  (8) compressor speed decay using a universal speed decay (30%/s),
dt V versus the speed decay D from Eq. 5 (in this case 17.9%/s). The
prediction is then compared with test data for the configuration.
and the momentum balance becomes:

d ( p 2 Q) p 2 − pv  p2Q 2 
=  ART2 −  (9)
dt L  Ap v 

In Equations (8) and (9), p2 is a function of the compressor

operating point, derived from a head (h) and flow (Q)
relationship, expressed by:
k
p 2  k − 1 h(Q, N ) ⋅ SG  k −1
2
h Q Q
= 1 + ⋅  = α  + β + γ (10)
p1  k 287 ⋅ ZT1  N 2
N N

The above relationship is valid for positive flow. Reverse flow

through the compressor can be modeled by assuming the
compressor behaves like an orifice with:

1 Figure 13: Instantaneous speed of a 16MW two shaft gas turbine

Q =− ( p 2 − p1 ) (11)
K v ,compr direct driving a three stage compressor. Comparison of test data
with simulation based on universal speed decay, and based on
speed decay based on Eq. (5)
where Kv,compr describes the flow resistance of the compressor
against the reverse flow.

A further simplification for relatively short pipes, with limited

volume, allows to assume the pressure at the valve and the
pressure at compressor discharge to not be considerably
different. Also, heat transfer can be neglected in that case. Then,
the set of equations is reduced to:

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 Similar investigations on centrifugal compressors driven by
electric motors via a speed increasing gearbox in the range from
1 to 22 MW were performed. The electric motor inertia is
typically significantly higher than for a power turbine of the
same power, but because the gearbox ratio Rgb reduces the
effective inertia Jeff (relative to the driven compressor) by
2
𝐽𝐽𝑒𝑒𝑒𝑒𝑒𝑒 = �𝑅𝑅𝑔𝑔𝑔𝑔 � 𝑥𝑥 𝐽𝐽 (13)

This leads, in general to a similar, or even somewhat larger

inertia of the motor with gearbox relative to a power turbine
without gearbox.

Figure 14 : Instantaneous speed of a 8 MW two shaft gas turbine
direct driving a 5-stage compressor. Comparison of test data with
simulation based on universal speed decay, and based on speed
decay based on Eq. (5)
Similarly, Figure 14 shows the results for a much smaller gas
turbine with 8 MW output, driving a 5-stage compressor. Using
equation 5, a deceleration rate of 22.96%/s was predicted, while
test data showed an initial deceleration of 21.75%/s.
CONCLUSIONS
This study provides a comprehensive, data based review of the
run down behavior assumptions for compressor trains during an
emergency shutdown. It shows that the widely used assumption
of a 30% per second speed reduction is often too pessimistic, and
will often lead to an overly complicated anti surge valve system.
Of importance is also the behavior of the driver once it is de-
energized: Gas Turbines will continue to provide power for a
brief moment, thus slowing the speed decay.

It shows that using the deceleration rate per Eq. 5 provides a
good match with actually observed data. This is remarkable,
since the set of equations still involve significant simplifications.
The method described was successfully verified for a range of
different drive and compressor sizes, including electric motor
driven compressors with a gearbox between motor and
compressor.
The data further indicates that by using the train inertia, and the
power consumed by the compressor at the moment of shutdown,
a reasonably accurate estimate of the speed decay can be gained
(Figures13,14 and 15 serve as examples).
With this speed decay, a simple, yet accurate estimate of the
system behavior during an emergency shutdown is possible.

NOMENCLATURE
Torque T
Polar Moment of Inertia J
Shaft speed N
Constants α,β,γ,k,c
Time t
Flow Q
Flow through valve Qv

Temperature T
Power P
Figure 15: Simulation and Measured data for a 7 stage Area A
compressor driven by a two shaft gas turbine via a gearbox Pipe length L
pressure P
In Figure 15 the calculation procedure is matched with actual test Specific Gravity SG
data, in that case for a two shaft gas turbine driving a multistage Compressibility factor Z
compressor via a gearbox. Head (isentropic) h

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[13] Botros,K.K, Jungowski,W.M., Richards,D.J., 1996,

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