THE CRITICALITY OF HIGH-SPEED SEPARABLE ALIGNMENT by: Randy R.

Raymer (El Paso Corporation) Robert Goodenough (El Paso Corporation) Ralph E. Harris, Ph.D. (Southwest Research Institute) Anthony J. Smalley, Ph.D. (Southwest Research Institute)

This paper will cover four distinct areas:

1. 2.

The evaluation of alignment on crankshaft-induced stress. A discussion on why the high speeds are very different from the slow-speed units.

3.

The equations and evaluation processes required to properly achieving satisfactory alignment.

4.

A recommended procedure that can be used as an installation specification.

This discussion will show a case history of an actual installation and the reduced crankshaft stress levels achieved through proper alignment techniques. The paper will discuss the Finite Element Crankshaft model and show how distortion, stress, and bearing reaction loads were evaluated. In addition, the paper will provide readers with a

specification adaptable to individual company usage, which will assure proper alignment at the time of installation.

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1.0

Introduction

El Paso Corporations recent horsepower replacement project compressors have now been running for approximately 2 years. This effort involved installation of ten 8000 HP high speed Ariel units with both electric drive and engine drive configurations. The fixed speed electric drive units incorporate Hydrocom capacity control, the engine drive units utilize Wartsila engines with a speed range of 575 to 750 rpm (figure 1). On the engine drive units, cylinder end de-activation and conventional pockets are used in combination with speed reduction to achieve turn down ratios of more than 50%. Installation of these units involved several industry firsts with respect to throughput, drivers, speed and capacity control. As described in (1), several vibration issues arose, and have been managed to varying degrees. Many of these issues were associated with fundamental design decisions, both acoustic and mechanical. Following 8000 hours of operation, alignment checks on all units were made. These alignment reviews were made in a continuing effort to resolve elevated vibration levels as well as unusual main bearing wear patterns. Significant misalignment was found on several of the units, however, interpretation of the data with respect to the role of alignment on vibration and unit integrity has been difficult to make. This paper presents an overview of ongoing efforts to interpret the alignment measurements, pre and post re-alignment vibration data, as well as a procedure developed to ensure proper initial or re-alignment of machines of this class. In addition, preliminary results of testing to acquire crankshaft dynamic strain will be presented. The dynamic strain values are to be used in combination with finite element models of the crankshaft and alignment data to establish meaningful alignment criteria for the family of compressors.

2.0

Alignment Results and Analysis

Frame based measurements of relative height along both sides of the units were obtained. Measurements on both the compressor, and driver (engine/motor)

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were acquired on all 10 installations. Of key interest is the bearing centerline distortion. In order to establish bearing displacement data from frame measurements, El Paso utilizes an Excel based alignment analysis package (Alignment Master). This software incorporates the geometry of the machine, and the location of the measurement points to establish absolute estimates of the bearing centerline position, as well as the position of the bearing centerline relative to a mean plane passing through 1 of the bearing locations. This mean plane has the same average slope (parallel to crankshaft) and list (perpendicular to crankshaft) as the compressor/driver. Figures 2 and 3 present the data from two of the units tested. The compressor frames are relatively square in cross section, and the distances from the frame edge to the bearing centerline is short in comparison to much of the installed fleet of integral slow speed units. For this reason, minor variations in frame misalignment translate into significant bearing centerline distortion.

In order to help interpret the data, simplified finite element models of the crankshaft were developed (see figure 4). These models use the geometry of the crankshaft, and simplified spring representations for the bearing. Linear bearing stiffness values of 10^7 lbs/inch are used at the main centerlines. Clearly more complicated solid models of the crankshaft can be generated, however, for the relative ranking of stress severity across the fleet of units it was felt that this model would be sufficient. Bearing horizontal and vertical distortions (relative to mean slope and list) were applied to the base of the bearing springs. Modeled in this fashion, the static stresses throughout the crankshaft are estimated from applied bearing misalignment. Since the orientation the crankshaft producing the worst case stress cannot be pre-determined, the crankshafts are modeled and rerun at 45-degree increments. Von Misses stress levels are used to compare the relative severity of the misalignment for the ten units. The calculation of static stresses represents an estimate for the running speed stress levels as the crank rotates neglecting dynamic amplification effects. This is a reasonable assumption if the bending modes of the crankshaft are sufficiently far removed from the

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operating speeds. Figure 5 presents the first bending mode of the crankshaft calculated for the model. The resonant frequency is estimated to be 330 Hz.

Figure 6 presents the predicted crankshaft displacement for the bearing distortion condition of figure 2. The corresponding stress levels associated with misalignment throughout the crankshaft are seen in figure 7. Note the significant slope change through the main bearing regions in the highly distorted regions. This would suggest that distributing the bearing springs along the length of the main bearings would be an improvement to the model. Figure 8 and 9 present the corresponding results for the bearing centerline distortions of figure 3. Clearly the relative displacement of adjacent main bearing is more important to raising stress levels in the crankshaft than peak to peak differences along the entire set of bearing.

Table 1 presents a summary of results for the ten units. Note that bearing reaction loads computed from the resulting bearing centerline distortions are low in comparison to applied gas forces based on rod load limits of 80,000 lbf. Unusual bearing wear patterns have been observed in the main bearing of some of the units, and this appears to correlate with the predicted change in displacement across the main bearings using the FE model.

Based on the bearing centerline distortion data and the FE analysis, unit 2 at station 96 and unit 2 at station 47 were selected for re-alignment. A detailed procedure developed by El Paso for the alignment of separable high-speed units is provided as an attachment to this paper. Just prior to the re-alignment effort vibration data was acquired on both units at full load operating conditions. Test points included cylinder vibration in the stretch, vertical and horizontal directions, frame vibration, and relative displacement between then frame and skid measured using proximity probes. Figure 10 presents representative cylinder vibration spectrum in the stretch and vertical directions. Note the relatively small contribution at 1st order to the overall frequency content out to 200 Hz. Figure 11

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presents the cylinder stretch and frame stretch response. Again note the low 1st and 2nd order components. Figures 12 through 15 present the final alignment conditions and stress predictions following re-alignment. Significant reductions in both bearing centerline distortion, and predicted peak stress levels were achieved. Vibration data was re-acquired on both units in the newly aligned conditions. Every attempt was made to ensure similar test conditions with respect to speed, torque and load step. Table 3 presents a summary of results. Vibration and displacements before and after alignment were analyzed in the frequency bands 0-65 Hz and 0-200 Hz. No consistent trend in the results can be found in the results at station 96. Similar results were obtained at station 47.

3.0

Discussion

The results of the above described efforts raises serious questions regarding; the need for alignment, the impact of alignment on vibration levels, as well as alignment criteria on units of this type. The test data clearly establishes that misalignment can not easily be detected from external vibration measurements. Historically on low speed integral compressors, vibration levels measured on the frame or foundation would reflect large changes in alignment. For the unit discussed in this paper, the small contribution of the low orders (1st and 2nd) to the overall vibration levels are likely contributing to this result. These units have shown themselves to be difficult to align, and appear to shift alignment quickly despite best efforts to improve frame and skid bolt down conditions. Establishment of reliable alignment criteria, (and perhaps less stringent criteria) for these particular units would be desirable under these conditions. The approach utilized here, specifically the use of FE models in conjunction with alignment data is a possible path forward. However, as noted earlier, more refined models of the crankshaft would be required. In an effort to move in this direction, testing has been completed on an electric drive unit at station 54 to acquire data to assist in the calibration of the stress models. Using SwRIs Strain Data Capture (SDCM) technology, strain levels in the fillets of the

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main bearings have been acquired. The SDCMs are microprocessor-based instruments, which power, condition and sample the strain data. The instruments are programmed to acquire data at selectable intervals and store the data in nonvolatile memory. At the completion of the test, the units are removed and the data is downloaded to a PC for analysis. Typically, data is acquired at intervals on the order of 1 to 5 minutes. These devices have been used on a variety of compressor types including a very large hyper unit used in LDPE production.

For the tests completed at station 54, data was acquired at 5-minute intervals for 24 hours. The compressor had previously been shut down for a 3week period. Six SDCMs were installed along the crankshaft of the machine. Five strain gages were located in the fillet of the crankshaft adjacent to the main bearing. Three were installed on the compressor pin side of the main bearings (Figure 16), two were installed opposite the compressor pin side. Due to the thrust bearing at the drive end of the shaft, the final gage was installed on the inside of the web (Figure 17). The state of alignment on this unit was recently determined and both crankshaft distortion and predicted stress levels were similar to worst case conditions presented earlier in this paper for the other units. Figure 18 presents station-recorded unit HP and Hydrocom setting for test effort. Figure 19 presents the overall cylinder and frame stretch vibration levels (5-200 Hz). Note that the unit shut down 3 times during the test due to suction gas temperature sensor problems. The strain levels recorded on the compressor pin side units are presented in figure 20. There are several key points to note. The low HP strain levels represent the majority of the full load levels. The low load levels consist of inertia driven and alignment driven crankshaft loads. The gages were located at the same depth in the fillet on the crankshaft, thereby minimizing location differences between the strain data. The low load (immediately following startup) levels are within 43 micro strain of each other. This is approximately a 1300-psi difference in stress between the locations. The FE calculations for the crankshaft predict peak stresses at the E gage location to be 4400 psi. At the A gage location, peak stresses are predicted to be 400 psi. This is a difference of 4000 psi

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or approximately 130 ustrain, just over 3 times less than measured. However, since gas and inertia loads are not include in the model, we cannot conclude that the crankshaft is less sensitive to misalignment than the geometry of machine would indicate. Clearly a reduction in effective bearing stiffness in the model would reduce both the predicted stress levels in the crankshaft and the relative differences across main bearings. Much more analysis of the SDCM data is required, including spectral analysis of the strain data as Hydrocom values are changed.

4.0

Summary

This paper outlines the effort to address the serious and challenging goal of developing alignment criteria for the HP replacement compressors. The measured crankshaft strain data indicates that the majority of the crankshaft stress is due to inertia terms, with only minor increases associated with unit loading. Peak stress levels do not appear to be sensitive to the state of misalignment. Use of FE models in combination with crankshaft distortion data appears to provide a systematic manner to access the significance of the alignment data. Continued refinement of the analysis models should produce a reliable screening tool for the compressors in question.

[1] Acoustic and mechanical dynamics issues for high horsepower, high-speed compressors in gas transmission service. Presented 2002 GMRC Gas Machinery Conference.

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Figure 1: HP replacement units

v 8,000 HP Siemens Motor Driven Unit (720 RPM Fixed Speed capacity control HydroComs,unloaders >50% turndown)

v 8,000 HP Wartsila Engine Driven Unit (575 to 750 RPM capacity control pockets, variable speed,>50% turndown)

Figure 2: Station 96 U2 Alignment Summary

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Figure 3: Station 63-U1 Alignment Summary

Figure 4: Basic Crankshaft FE Model

Horizontal Bearing Stiffness (1e7 lbf/inch)

Crankshaft Distortion data Applied to base of bearing springs Vertical Bearing Stiffness (1e7 lbf/inch)

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Figure 5: Frequency Analysis(1st bending mode)

Figure 6: Station 96-U2 Crankshaft Displacement

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Figure 7: Station 96-U2 Crankshaft Stress

Figure 8: Station 63-U1 Crankshaft Displacement

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Figure 9: Station 63-U1 Crankshaft Stress

Table 1: Summary of Response Predictions

Unit
96 U1 maximum crankshaft distortion (mils) maximum crankshaft stress (0-pk) maximum reaction load (lbs) Ma ximum Mils across bearing 9.6 2709 6178 1 96 U2 11.9 6461 15006 1.4 87 U2 4 1110 3626 0.9 87 U1 6 3275 6422 1.3 47 U2 5.3 5329 17859 1 47 U1 6.9 2495 4581 1 54 U1 1.8 1018 3141 1.5 54 U2 7.4 3655 7234 <.5 63 U1 9.2 2181 4044 1.5 63 U2 14 3107 3230 1.5

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Figure 10: Typical Cylinder Response Spectra

Cylinder Stretch

Cylinder Vertical

Figure 11: Typical Cylinder/Frame Response Spectra

Cylinder Stretch

Frame stretch

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Figure 12:Station 96 2D Re-Alignment Summary

Figure 13: Station 96-2D Crankshaft Stress

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Figure 14: Station 47 U2 Re-Alignment Summary

Figure 15: Station 47-U2 Crankshaft Stress

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Table 2: Comparison of distortion and stress levels following alignment

max imum crankshaft distortion (mils) max imum crankshaft stress (0-pk) max imum reaction load (lbs) Ma ximum Mils across bearing

Before Alignment 96 - D2 47 - U2 11.9 5.3 6461 5329 15006 17859 1.4 1

After Alignment 96 - D2 47 - U2 1.5 1.08 726 1037 2180 3187 0.9 0.7

Table 3: Comparison of vibration results following Re-alignment (station 96)

location
c1 c2 c3 c4 c5 c6 c1 c2 c3 c4 c5 c6 stretch stretch stretch stretch stretch stretch

Ratio (before/after (5-65 Hz)) Ratio (before/after (5-200 Hz)) 1.03 0.87 1.08 0.87 1.11 1.19 1.14 1.03 0.80 0.68 0.95 0.76 0.92 0.86 0.88 0.80 0.90 0.83 0.57 1.43 0.80 0.60 0.58 0.61 0.75 1.00 0.79 1.08 1.00 1.12 0.92 1.42 0.84 1.00 1.31 0.80 1.08 1.15 1.07 0.81 1.54 1.39 0.96 1.22 0.51 1.02 1.00 0.77 0.73 1.08 0.76 0.88 0.81 1.22 0.95 1.52 0.66 1.00 1.07 0.97

location
c1 c3 c5 c2 c4 c6 DB DB DB DB DB DB stretch stretch stretch stretch stretch stretch

location
horizontal horizontal horizontal horizontal horizontal horizontal vertical vertical vertical vertical vertical vertical stretch stretch stretch stretch stretch stretch

Ratio (before/after (5-65 Hz)) Ratio (before/after (5-200 Hz)) 1.68 1.31 0.84 1.03 0.53 0.60 0.47 0.96 0.42 1.17 0.50 0.78 1.00 1.20 0.60 1.00 1.00 1.40 0.86 0.80 1.64 1.21 1.20 1.50 1.55 1.23 0.58 0.58 0.25 0.18 1.00 1.60 0.17 0.43 0.58 0.83 0.59 1.33 0.94 0.92 1.00 0.74 0.85 0.93 1.15 1.13 0.95 0.85 0.10 0.16 0.04 0.19 0.55 1.25 0.10 0.70

location
skid C1 stretch skid C1/C3 stretch skid C3/C5 stretch skid C5 stretch skid C2 stretch skid C2/C4 stretch skid C4 stretch skid C4/C6 stretch

location
c1 c2 c3 c4 c5 c6

location
frame C1 vertical frame C2 vertical frame C3 vertical frame C4 vertical frame C5 vertical frame C6 vertical

location
c1 SB c3 SB c5 SB c2 SB c4 SB c6 SB

location
odd chock 1 odd chock 2 odd chock 3 odd chock 4 even chock 1 even chock 2 even chock 3 even chock 4

location
c1 frame stretch c3 frame stretch c5 frame stretch c2 frame stretch c4 frame stretch c6 frame stretch

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Figure 16: SDCM unit installed on crankshaft (main bearing fillet)

Strain gage on main fillet

SDCM mounted on web flat

Compressor Rod

Figure 17: SDCM unit installed on WEB

Strain gage on web

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Figure 18: Unit HP and Hydrocom Setting

Unit HP and Hydrocom Setting
10000 D01M-REAL-PWR 9000 8000 D01M-HYDROCOM-HE 100 120

6000 60

5000 40 4000 3000 2000 0 1000 0 -20

20

Figure 19 Cylinder and Frame Stretch Vibration

Frame and Cylinder Stretch (overall ips 5-200 Hz)
2 1.8 1.6 1.4 1.2 97.4% torque (100% Hydrocom) 104% torque(100% Hydrocom) cylinder stretch (overall ips 5-200 Hz) cylinder stretch (overall ips 5-200 Hz)

ips pk

1 0.8 Vary Hydrocom 0.6 0.4 0.2 20% torque(100% Hydrocom) 0

AQ AQ AQ AQ AQ AQ AQ AQ AQ AQ AQ AQ AQ AQ AQ AQ AQ AQ AQ AQ AQ AQ AQ AQ AQ AQ AQ AQ AQ AQ AQ AQ AQ AQ .D .D .D .D .D .D .D .D .D .D .D .D .D .D .D .D .D .D .D .D .D .D .D .D .D .D .D .D .D .D .D .D .D .D 36 946 146 354 554 754 955 155 355 556 533 533 311 311 311 312 312 312 312 313 313 336 314 314 314 314 315 315 315 315 209 417 417 417 7 5 1 3 4 5 0 1 3 4 5 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 2 2 2 08 10 10 10 10 11 11 11 11 11 12 13 14 15 16 17 18 19 20 21 22 23 00 01 02 03 04 05 06 07 08 09 10 11

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0 10 :1 5: 11 00 :3 0: 12 00 :4 5: 14 00 :0 0: 15 00 :1 5: 16 00 :3 0: 17 00 :4 5: 19 00 :0 0: 20 00 :1 5: 21 00 :3 0: 22 00 :4 5: 0 0: 0 00 :0 1: 0 15 :0 2: 0 30 :0 3: 0 45 :0 5: 0 00 :0 6: 0 15 :0 7: 0 30 :0 8: 0 45 : 10 00 :0 0: 11 00 :1 5: 12 00 :3 0: 00

9:

00 :0

time

time

% Hydrocom Setting

7000

80

HP

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Figure 20 Main Bearing Strain Response

Pin Side Main Bearing Strain Response
450

400

350 A ustrain pk-pk C ustrain pk-pk E ustrain pk-pk 250

300

43 ustrain difference

ustrain pk-pk

200

150

100

50

0 0 200 400 600 800 1000 1200 1400 1600 1800

minutes from SDCM starts

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Introduction
This procedural write-up is to provide guidance for field compressor / driver alignment / re-alignment. The purpose is to document job specific activities into an organized checklist that will result in a properly supported and well-aligned drive train.
Objective: To obtain Driver (Gas or Electric) and Compressor alignment tolerances to the following spec. (Verify all readings with AlignmentMaster 2) Driver and Compressor Frames Max allowable misalignment from anchor bolt to anchor bolt, (or bearing saddle to bearing saddle) is .002 w/ .004 overall. Driver and Compressor Twist Max allowable is of the bearing clearance at any bearing saddle location. Example - .006 bearing top clearance, equals a .003 side cl., which equals a max. allowable twist of .0015. Install and maintain Crosshead and Compressor alignment to + .004 / ft. and -.000 of the frame overall list, with both crosshead and compressor in-plane, w/ all bottles and piping attached.

The following procedural steps are intended to address initial installation procedures as well as any realignment issues that may present themselves.

1. Pre-job Checklist
Coordinate compressor and driver manufacturers technical assistance involvement. Develop EPE written lock out/tag out work procedure for these realignment activities. The following information is required prior to physically starting the re-alignment.

Determine (Measure) the shim thickness required to replace the individual (Loose) shims now in place. (Ideally, one shim plate and one shim pack per bolt)
Order replacement shims. (Shims must be on site prior to disassembly) Note: Replacement shims (302ss min.) are to be a 1 piece solid, plus a laminated pack of no more than .003, with .002 laminations preferred, and .125 max. The thickness of the one-piece solid shim is determined by the measurements above, and may be location specific. Note: Compressor and Driver Frame measurements to be precision measurements using instruments within + / - .001 resolution. I.e. Optical or Laser Scope, Lectromaster level, etc

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o Gather the following unit information: 1) Compressor Frame Length ---------------------(inches): ________ 2) Compressor Frame Width ----------------------(inches): ________ 3) Drive-train Coupling Length ----------------------(inches): ________ 4) Coupling alignment tolerance --------------------(inches): ________ 5) Comp. Published thermal growth (.xxx /100deg. F) : ________ 6) Driver Published thermal growth (.xxx/100deg. F) : ________ 7) Distance from Compressor Frame to Driver Frame (total distance between frame and driver) -------(inches): ________ 8) Driver Frame Length -------------------------------(inches): ________ 9) Driver Frame Width --------------------------------(inches): ________ 10) Compressor Main Bearing Clearance ------------(inches): ________ 11) Driver Main Bearing Clearance -------------------(inches): ________ 12) Drive-train Coupling flange bolt torques

Compressor ________

Flange

--------------------------------------(ft-lb):

Driver Flywheel ------------------------------------------(ft-lb): ________ 13) Compressor Frame Anchor Bolt torque ------------(ft-lb): ________ 14) Compressor Crosshead Pedestal Bolt torque ------(ft-lb): ________ 15) Compressor Cylinder Peanut Flange bolt torque --(ft-lb): ________ 16) Driver Frame Anchor Bolts -------------Torque (ft-lb): ________ or -------------------------Stretch requirements (inches): ________ 17) Verify all Manufacturers Special Tools are available and are in proper working condition -----------Compressor: ___________ ------------Driver : ___________ 18) 16 Bottle & Spool Flange Gaskets Quantity ______ Part Number: ___________ Deliv date: ________ 19) 16 Bottle & Spool Flange PTFE Coated Bolts Quantity: ______ Part Number: _________Deliv. date: ________ 20) Compressor Peanut Flange Gaskets Quantity: _____ Part Number: __________ Deliv. date: ________ 21) Compressor to Crosshead Guide Gaskets Quantity: _____ Part Number: ___________ Deliv. date: ________ 22) Recommended Driver to Compressor cold alignment -------------------Driver = Top ______ Bot ______ L ______ R ______ Compressor = Top ______ Bot ______ L ______ R ______ 23) Acceptable coupling alignment limits : COLD T_____ B _____ L_____ R _____ HOT T_____ B _____ L _____ R _____

Note: Use Compressor as reference for Left and Right.

2.

Pre-Job Meeting A pre-job meeting needs to be conducted to discuss and clarify many items contained within this document. This is a complex process, and as such, not all items of concern / pre-experienced can be satisfactorily addressed with a written explanation and/or procedure.

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Pre-Job Meeting required attendance: o Plant Services and Engineering o Division / Area o If under Warranty: o OEM Compressor and Driver (Driver optional) o Contractor NEW Installation SKID Mounting o Mount 4 to 6 leveling pads ( Vibracon or equivalent) o Securing temporarily with mortar to foundation top. o Using a precision leveling device (accuracy + .0015 / 40) level all pads to earth, and lock in place. o Place skid on pads and let set / stand for min. 24 hrs. o Adjust jackscrews to support skid in non-stressed position, and remove leveling pads. o Pour grout

3.

4. Activities Prior to Disassembly Before Shutdown

Determine deteriorated equipment support condition issues: Loose anchor bolts and shims by location. Broken or cracked anchor bolts on driver, compressor or secondary discharge bottles. Loose discharge bottle (primary & secondary) wedges

After Shutdown Hot (48 hrs running time)

Drive trains hot coupling alignment, measure & record within 15 minutes of shutdown. Compressor crosshead guide clearances, measure and record within 30 minutes of shutdown. Gas reciprocating drivers hot crankshaft web deflections, if attainable.

After Shutdown Cold

Record as-found compressor conditions on EPCs Gas Path Integrity Condition (GPIC) data sheets; Rod run-out & wear Cylinder bore wear Piston wear band & ring condition Crosshead guide & cylinder bore slope, measured with a precision Machinists level in thousandths of an inch/foot. Using a precision elevation measurement device, determine existing drive-train alignment condition of the following equipment, recording elevations Data Sheets: (Has scope been calibrated on site via AlignmentMaster2 procedure) __________ Compressor frame RE initial Cylinder suction flange planes, CE & HE Driver frame feet Note: Compressor and Driver Frame measurements to be precision

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measurements using instruments within + / - .001 resolution. I.e. Optical or Laser Scope, Lectromaster level, etc.

2. Major Equipment Disassembly Sequence When removing the following items, record any unusual conditions for review when reassembly begins; i.e. piping misalignment, binding, flange misalignment (flange to flange or flange to Compressor), gasket failures or pinching, piping angular misalignment, etc. Disassemble the process gas piping and compressor as follows: 1) Remove compressor suction spools. 2) Remove compressor suction bottles. Note: Place bottles beside compressor on concrete slab with plywood under flanges to protect gasket-sealing surfaces. 3) Remove flange bolts between discharge bottles. 4) Remove compressor discharge peanut flange bolts, then remove restriction orifice/gasket holder. 5) Remove compressor piston rod assembly, mark piston and balance nuts with cylinder number, then place assemblies on plywood with balance nuts installed to protect threads. 6) Remove compressor to crosshead mounting bolts. 7) Move compressor cylinders away from crossheads approximately 6, supporting cylinder securely on discharge bottle flange & wood timbers under outboard end. 8) Remove, clean and replace shims under compressor frame, crosshead pedestal and driver anchor bolts. 9) Re-torque compressor frame, pedestal and driver anchor bolts to 50% of Manufacturers specified value. 10) Remove drive-train coupling. Note: Carefully place & store all removed critical compressor fasteners in plastic buckets, protecting threads from impact damage. 3. Drive-train Re-alignment /Shimming Procedure Note: Verify that the compressor and Driver Jackscrews do not distort or otherwise damage the soleplates. In some cases a pancake jack must be used. With all compressor frame, pedestal and driver anchor bolts re-torqued to at least 50% full value: 1) Re-measure all precision elevation readings (compressor frame top and driver mounting feet), recording information on the sheets provided. 2) Using EPEs AlignmentMaster 2, process readings 3) Make shim adjustments as required utilizing EPCs AlignmentMaster2 LIST function. Note: Maintain compressor and driver coupling end 0 reference points to minimize affect on coupling alignment. 4) After each shimming adjustment, re-torque anchor bolts to 50% of manufacturers specified value and verify elevation adjustments using precision measurement device, recording readings on the sheets provided. 5) Repeat steps 2, 3, and 4 until alignment of both Driver and Compressor frames are acceptable per EPCs AlignmentMaster2 and Web. Limits.

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6) Preload crosshead guide pedestals to approximately the same side-to-side plane as the compressor frame, using up to 0.012 shim under crosshead pedestal. Vary the pre-load between .005 and .012 to obtain the upper recommended value clearance. Example recommended x-head running clearance is .010 to .015, adjust the preload to obtain a clearance between .013 and .015. Note: After shimming adjustments, assure that the recommended crosshead running clearance is not reduced more than .001 and is not less than the minimum allowable clearance.

4. Drive-train Coupling Alignment Procedure

With compressor and driver frames acceptably aligned and all anchor bolts torqued to 100% value, proceed as follows:
1) Using either a Laser coupling alignment tool or the Reverse Dial indicator method; Measure drive-train coupling alignment Note: DO NOT shim any individual feet or foot (i.e. soft foot method) that might be indicated by the alignment readings. (We want to leave the unit flat) The AlignmentMaster2 program will align the comp and driver to the same slope. 2) Using the compressor frame as a fixed point, improve alignment as required by moving the driver frame as a whole i.e. all feet get same shim adjustment. Note: Horizontal frame movements can be made independently at each end.

5. Equipment Reassembly Procedure Reassemble the compressor as directed by the compressor manufacturer representative (if present) or OEM Technical Manual. Reinstall associated process gas piping and associated equipment as follows: 1) Reinstall the compressor cylinders to the crosshead guides, hand tightening four corner bolts. Note: Inspect all critical fastener threads for damage prior to install. Lubricate fastener threads and under bolt heads before installation by hand. All fasteners should turn freely be hand.

2) Using a precision machinists level, adjust cylinder roll about the mounting bolts to align the
suction flange plane with the compressor frames (end to end) slope plane, then torque all mounting bolts to specified value. Note: Lower discharge bottle as required to facilitate cylinder installation and rotation.

3) Verify that cylinder and crosshead bores are in the same plane with a precision machinists 4) 5)
level, record readings. Install cylinders HE heads, with bolt snugged to prevent cylinder bore distortion when bottle flange bolts are torqued. Mount discharge bottles to the compressors cylinders with new gaskets in the orifice holder, checking for proper alignment and fit-up.

Note: All cylinder peanut flange bolts shall be installed by hand. Adjust bottles vertical and horizontal position as required for ease of bolt installation.

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6) Using discharge bottle wedges, support the compressor cylinders so their bores are in the
same plane as the crosshead.

7) Torque cylinder to discharge bottle flange bolts to the value specified. 8) Install new gaskets and bolts, then torque primary to secondary discharge bottle flange bolts
to the value specified for bolt coating. Note: Secondary discharge bottle wedge adjustment may be required to facilitate 16 600# ANSI flange alignment.

9) Hand tighten discharge bottle wedges and hold down straps as required. 10) Re-measure cylinder elevations using precision measurement device, recording readings on
the sheets provided. Verify that compressor frame alignment is still good.

11) Reinstall the suction bottles to the compressors cylinders with new gaskets in the orifice
holder, checking for proper alignment and fit-up. Note: All cylinder flange bolts shall be installed by hand. Adjust bottles vertical and horizontal position as required for ease of bolt installation.

12) Reinstall suction spools using new gaskets and bolts, then torque flange bolts to the value
specified for bolt coating.

13) Install compressors piston rod assemblies and HE heads, then torque fasteners and balance
nuts as specified.

14) Re-torque all bolts per OEM recommended lubricant, sequence, and pre-stress (PSI) tables. 15) Loosen the bottle supports and measure (dial indicator) the overall drop. Re-tighten the
supports to gain back of the observed drop. 16) Record the compressor cylinders as-left conditions on EPCs Gas Path Integrity Check (GPIC) forms. 17) Re-measure compressor cylinder elevations using precision measurement device, recording readings on the sheets provided. Verify that compressor frame alignment is still good. 18) Reinstall the drive-train coupling

6. Final Assembly Checks & Verifications Re-measure compressor frame & driver foot elevations using precision measurement device, recording readings on the sheets provided. Confirm as-left condition is within EPCs AlignmentMaster2 specifications.

Confirm all compressor as-left conditions on EPCs Gas Path Integrity Check

(GPIC) forms, In addition to:

o Compressor and Driver Thrust measurements Compressor and driver frame jack bolts (2 per corner) are loosened at least 1 away from the frame. Record the driver conditions on appropriate EPC forms: Gas Reciprocating Web deflections Electric Motors Air gap Coupling Alignment within OEM specs.

7. TGP Startup procedures Verify all flange (suction and discharge) bolts are torqued Verify all piping flange bolt are torqued Verify all GPIC work completed per COPP Section 105.1

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Verify engine and compressor-frame thrust clearances Remove locks on affected unit valves Purge unit per approved procedures Pressurize unit to 50 PSI; perform leak check Increase pressure in increments of 100 PSI to 400 PSI, performing leak checks at each step. Increase unit to line pressure; perform leak check Bar unit at least one complete revolution to ensure no mechanical block Perform final walk-around inspection prior to first crank Crank unit on starter while listening for knocks, etc. Start unit, run to the point of loading, then shut down; inspect crosshead clearances and compressor cylinder elevations; note compressor-frame vibration readings at unit panel Start unit, place on-line; operate loaded for 48 hours while noting frame vibration readings at unit panel; shut down and perform hot engine web deflection readings; check compressor elevations; check crosshead clearances; check coupling alignment; check wedges under discharge bottles. Obtain frame and piping vibration readings (EPC Reliability Specialist or contract specialist).

8.

(30) Day Follow-up Maintenance Checks

Record locations of any loose shims. While running, verify anchor bolt torque is adequate by feeling for relative movement at each interface. Re-torque anchor bolts as required to tighten shim-stack. Discharge bottle wedges providing positive lift without crosshead guide clearance deterioration. Crosshead clearances hot are within manufacturers tolerances. Hot coupling alignment is within coupling tolerances. With unit hot measure Compressor and Frame planes. Using the bottle supports, adj. as necessary to obtain equal planes, and lock in place.

NOTES ***

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Procedure signed OFF by

Date ________________

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_____________________________ Area / Division Rep

_____________________________ Plant Services Rep.

Rev. 1.0

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