Saudi-aramco Lubrication-manual.pdf

Saudi Aramco Lubrication Manual March 2017

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Saudi Aramco Lubrication Manual

Contents 1. 

Introduction .........................................................................................................4 

1.1.  Scope ................................................................................................................................ 4 

2. 

Physical and Chemical Characteristics of Lubricants .....................................4 

2.1.  Extraction Process ............................................................................................................ 5  2.2.  Conversion Process .......................................................................................................... 6  2.3.  API Classification of Base Oils .......................................................................................... 7  2.4.  Properties of Lubricating Oils .......................................................................................... 10  2.5.  Properties of Greases ..................................................................................................... 14  2.6.  Additives.......................................................................................................................... 16  2.7.  Proprietary Additives ....................................................................................................... 18 

3. 

Lubricant Classification Systems ....................................................................18 

3.1.  Automotive Lubricant Classifications .............................................................................. 19  3.2.  Industrial Oils .................................................................................................................. 27  3.3.  Greases........................................................................................................................... 28 

4. 

Saudi Aramco Specifications for Lubricants ..................................................30 

4.1.  Saudi Aramco Material System Specifications (SAMSS) ................................................ 30  4.2.  Details of SAMMs for Lubricants ..................................................................................... 31 

5. 

Equipment Lubrication .....................................................................................52 

5.1.  General Practices............................................................................................................ 52  5.2.  Bearings .......................................................................................................................... 54  5.3.  Gears .............................................................................................................................. 63  5.4.  Combustion (Gas) ........................................................................................................... 66  5.5.  Steam Turbines ............................................................................................................... 70  5.6.  Compressors ................................................................................................................... 72  5.7.  Pumps ............................................................................................................................. 78  5.8.  Electric Motors ................................................................................................................ 79  5.9.  Other Electrical Equipment ............................................................................................. 82  5.10. Machine Tools ................................................................................................................. 83  5.11. Hydraulics ....................................................................................................................... 86  5.12. Flexible Couplings ........................................................................................................... 89  5.13. Valves and Actuators ...................................................................................................... 92  5.14. Internal Combustion Engines .......................................................................................... 95  Saudi Aramco: Company General Use

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5.15. Mobile Equipment (Except Engines) ............................................................................... 97  5.16. Marine Equipment (Except Engines) ............................................................................... 98  5.17. Miscellaneous Equipment ............................................................................................... 99  5.18. Preservation Of Idle Equipment .................................................................................... 103 

6. 

Oil Inspection, Analysis, and Conditioning ..................................................105 

6.1.  Quality Control .............................................................................................................. 105  6.2.  On-Site Lubricant Inspection and Maintenance Procedures ......................................... 107  6.3.  Lubricant Condition Monitoring Program (LCM) ............................................................ 118 

7. 

Storage, Handling, and Application of Lubricants .......................................122 

7.1.  Storage, Handling, and Safety Practices ...................................................................... 122  7.2.  Oil and Grease Application Methods............................................................................. 127 

8. 

Lubricating Oil Compatibility .........................................................................142 

9. 

Tables ...............................................................................................................143 

9.1.  Temperature Conversion .............................................................................................. 143  9.2.  Viscosity Conversion (2) ............................................................................................... 145  9.3.  Table of Mass (Density) of Selected Petroleum Products ............................................. 152  9.4.  Mass Conversion .......................................................................................................... 152  9.5.  Volume Conversions ..................................................................................................... 153  9.6.  Pressure Conversions ................................................................................................... 154  9.7.  Power Conversions ....................................................................................................... 154  9.8.  Length Conversion ........................................................................................................ 155  9.9.  Area Conversions.......................................................................................................... 155  9.10. Si Units .......................................................................................................................... 156  9.11. The Cost Of Leaks ........................................................................................................ 156 

10.  Terminology.....................................................................................................157 

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1. Introduction 1.1.

Scope This manual provides guidance on the physical and chemical characteristics of lubricants, the lubricant requirements of specific equipment and machinery, lubricant inspection and maintenance procedures, and the storage, handling, and application of lubricants. These points are worth remembering: All moving elements of machinery require lubrication. The selection of proper lubricant grade and type depends on the speed, load and temperature of the equipment. The main property of fluid lubricants is viscosity - high numbers mean heavier or thicker, and low numbers mean lighter or thinner. The main property of greases is penetration - a high penetration number means the grease is softer or more fluid, and low numbers mean it is harder or less fluid. Thinner oils (lower viscosities) reduce fluid friction and are preferred where load speed and temperature conditions permit. Thicker oils (higher viscosities) provide the heavier oil films needed to withstand heavy loads, generally at lower speeds and high temperatures.

The best lubricant cannot serve its function unless it reaches the part to be lubricated, it is kept clean, and it is stored at the proper temperature.

Figure 1: Metal Surfaces in Contact. Point A shows heavy rubbing; Point B shows softer material breaking away; Point C shows welding of the surface asperities; Point D represents the introduction of a lubricating film.

2. Physical and Chemical Characteristics of Lubricants Crude oil, from which fuels, lubricants, and many chemicals are derived, comes from many parts of the world, a substantial portion of it from Saudi Arabia. It varies widely in composition: some are light colored and consist mainly of gasoline, while others are Saudi Aramco: Company General Use

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black and nearly solid asphalts. Not all crudes are suitable for lubricant manufacture. There are several reasons for this: It takes approximately 10 barrels of crude to make one barrel of lube base stock. Therefore, sources of large-volume crudes are needed and the lower volume crudes, will be uneconomical and end up mixed in the refinery streams. Lube stocks come from the "heavy end" of the crude barrel, i.e., the residuum left after the refining process has removed gases, gasoline, distillates and other "light ends." Consequently, the chemical composition of the crude oil must contain a reasonable amount of material in the proper boiling range. The crude oil must be responsive to available refining processes. It would be uneconomical to have to tailor processes to individual crudes. The derived lube base stock must be compatible with available additives and have a high level of natural resistance to deterioration. While there is not a universal system for classifying crude oils, for purposes of a lube oil discussion it is sufficient to consider only three types: Naphthenic produces a base stock of low wax content. It is suitable for lowtemperature use. However, naphthenic oils have tend to thin out more at higher temperatures. Also, they do not have as much resistance to deterioration as paraffinic. Paraffinic has a higher wax content, greater stability, and resistance to deterioration. Paraffinic oils have less tendency to thin out with increasing temperature. Mixed crudes are a mixture of napthenic and paraffinic. Although the above differences in crudes exist and they are significant to the refiner, modern refinery methods can minimize their effects on the end product. Refining methods differ by company, but the following is a typical progression. The first step is distillation, in which the lighter, non-lube fractions are removed. The residuum which is left, is then passed to a lube refinery, a distinctly separate facility. The most commonly practiced lube refining method uses a further distillation of the residuum, under vacuum and at very high temperatures, separating the light lube distillates from the heavy residuals. After the distillation process, the compounds need to be refined for their intended purpose. This step in the process is done to reduce the tendency of the base oil to age (oxidize) in service and also to improve the viscosity/temperature characteristics. There are two ways this can be done. The first involves a separation process where there are two products being made: a desired lube product and undesirable byproducts. The second way, which is quickly becoming the favored of the two, is a conversion process. This process involves converting undesirable molecular structures into desirable structures with the use of hydrogen, heat and pressure.

2.1.

Extraction Process The extraction process involves the following:

Distillation

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The first step is distillation, in which the lighter, non-lube fractions are removed. The residuum is passed to a lube refinery. The most common refining method further distills the residuum, under vacuum and at very high temperatures, separating the light lube distillates from the heavy residuals. After the distillation process, the compounds need to be refined for their intended purpose. This reduces the tendency of the base oil to age (oxidize) in service and also improves the viscosity/temperature characteristics. The first way involves a separation process that produces a desired lube product and undesirable byproducts. The second way involves converting undesirable molecular structures into desirable structures with the use of hydrogen, heat, and pressure. Deasphalting Propane deasphalting takes the residues from the very bottom of the column (the heaviest, largest molecules) and separates them into two products: tar and compounds that are similar to the lube distillates but have a higher boiling point. This material is called deasphalted oil. It is refined in the same manner as the lube distillates. Solvent Extraction Solvent extraction is the removal of most of the aromatics and undesirable constituents of oil distillates by liquid extraction. Commonly used solvents contain phenol, furfural, and sulphur dioxide. The resulting base stocks are raffinates (referred to as neutral oils) and an extract that is rich in aromatic content, which is highly sought after as a process oil or fuel oil. Dewaxing After solvent extraction, the raffinates are dewaxed to improve low-temperature fluidity. This process again produces two products: a byproduct wax that is almost completely paraffinic and a dewaxed oil that contains paraffins, naphthenes, and some aromatics. This dewaxed oil becomes the base stock for many lubricants. Hydrofinishing Hydrofinishing changes the polar compounds in the oil by a chemical reaction involving hydrogen. After this process, the product is lighter in color and has an improved chemical stability. The final quality of the base oil is determined by the severity of temperature and pressure in the hydrofinishing process.

2.2.

Conversion Process The conversion process incorporates distillation, hydrocracking, hydrowaxing, and hydrotreating, to produce the final base oil.

Hydrocracking In hydrocracking, the distillates are subjected to a chemical reaction with hydrogen in the presence of a catalyst at high temperatures and pressures (420 degrees C and 3,000 psi). The aromatic and naphthene rings are broken, opened, and joined using hydrogen to form an isoparaffin structure. The reaction with hydrogen also aids in the removal of water, ammonia, and hydrogen sulfide. Saudi Aramco: Company General Use

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Hydrodewaxing During hydrodewaxing, much like hydrocracking, a hydrogenation unit is used to deploy a catalyst to conveying waxy normal paraffins to more desirable isoparaffin structures.

Common Mineral Oil Molecules

Hydrotreating Because the previous two processes broke down the chemical bonds between two carbon atoms, it is necessary to saturate any unsaturated molecules. Saturated molecules are more stable and resist oxidation better than unsaturated molecules. This is done by introducing more hydrogen. There are slight differences in the aromatic content of the finished base oil produced by conversion and extraction. The conversion process can reduce the aromatic content to around 0.5 percent, while the extraction process lingers around 15 to 20 percent. Though the conversion process produces a better quality product, the refining cost is higher than the extraction process.

2.3.

API Classification of Base Oils The American Petroleum Institute (API) has categorized base oils into five categories (API 1509, Appendix E). The first three groups are refined from petroleum crude oil. Group IV base oils are full synthetic (polyalphaolefin) oils. Group V is for all other base oils. The mineral base oils derived from crude have been classified into three different groups based on their saturate content, sulfur content, and viscosity index. The details of base oil classifications are captured in the below table: Parameter Saturates

Sulphur

Group I

Group II

Group III

< 90%

> 90%

> 90%

and/or

and

and

> 0.03%

< 0.03%

< 0.03%

and

and

and

Group IV

PAOs

Group V All base stocks not in Group I, II, III, IV

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VI Remarks

> 80 < 120 Most solvent extracted and de-waxed base stocks

> 80 < 120 Hydro processed base stocks

> 120 Hydroprocessing + catalytic isomerisation

Chemical reactions

Other synthetics, esters & napthenes

Group I Group I base oils are classified as less than 90 percent saturates, greater than 0.03 percent sulfur and with a viscosity-index range of 80 to 120. The temperature range for these oils is from 32 to 150 degrees F. Group I base oils are solvent-refined, which is a simpler refining process. This is why they are the cheapest base oils. Group II Group II base oils are more than 90 percent saturates, less than 0.03 percent sulfur and with a viscosity index of 80 to 120. They are often manufactured by hydrocracking, which is a more complex process than what is used for Group I. Since all the hydrocarbon molecules of these oils are saturated, Group II base oils have better antioxidation properties. They also have a clearer color and cost more compared to Group I base oils. Still, Group II base oils are becoming very common on the market today and are priced very close to Group I oils. Group III Group III base oils are greater than 90 percent saturates, less than 0.03 percent sulfur and have a viscosity index above 120. These oils are refined even more than Group II and are generally severely hydrocracked (higher pressure and heat). This longer process is designed to achieve a purer base oil. Although made from crude oil, Group III base oils are sometimes described as synthesized hydrocarbons. Like Group II base oils, these oils are also becoming more prevalent. The performance advantages of Group II/III base oils over Group.I base oils are:  High VI  Improved oxidation stability  Better thermal stability  Superior additive response  Good filterability  Environment friendly, etc. Synthetic base oils under Group IV & V are made from petroleum or vegetable oil feedstock, and are mostly customized for their end application. The few examples of such base oils include:  Polyalphaolefins or PAOs  Dibasic Acid Esters  Polyol Esters  Alkylated Aromatics  Polyalkylene Glycols or PAGs  Phosphate Esters, etc.

1. Polyalphaolefins or PAOs Saudi Aramco: Company General Use

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Poly-alfa-olefins (PAOs) are oligomers of linear alfa-olefins, which are used as base stocks for synthetic lubricants for automotive and industrial applications. Synthetic base stocks exhibit better performance compared with conventional mineral base stock. Various properties such as viscosity index, pour point and volatility, thermal and oxidative stability, response to antioxidants, and flash and auto ignition temperature are superior compared with mineral base stocks.

2. Dibasic Acid Esters Dibasic acid ester or diesters are produced by the reaction of a dibasic acid which contains two carboxylic groups, with an alcohol. The acid forms the backbone of the structure with the alcohol attached to its ends. A variety of structures can be made by changing the diacid or alcohol used. The diesters have many performance advantages compared to mineral base oils like high VI, low pour point, low traction co-efficient, low volatility, good thermal and oxidation stability, biodegradibility, good solvency etc. The disadvantages of diesters are compatibility issues with paint & seal material, and inferior hydrolytic stability. Diesters were originally developed as Type I aviation engine oils, however it has largely been replaced by Type II & III oils based on polyol esters. Current uses for diesters are seal conditioner in PAO based formulations, air compressor oils, IC engine oils and basestocks for high temperature greases.

3. Polyol Esters Polyol esters are synthesized by reacting a monobasic acid with a polyhydric alcohol (one with more than one hydroxyl group). In this case, the polyhydric alcohol forms the backbone with the acid groups attached to it. The fluid properties are a function of the type of acid and alcohol used. The advantages of polyol over diester are much better high temperature stability, when used with heat resistant antioxidants and metal passivators, and the ability to generate reaction films which protect metal surfaces under thin-film, boundary lubrication. The advantages of polyol esters over mineral base oils are high VI, low pour point, low traction co-efficient, low volatility, good thermal and oxidation stability, biodegradibility and good solvency. The disadvantages of polyol esters are compatibility issues with paint and seal material, and inferior hydrolytic stability. The widest usage of polyol esters are aviation engine oils, air compressor oils, hydraulic fluids, gear oils, and high temperature grease basestocks.

4. Alkylated Aromatics It is synthesized by alkylating an aromatic with olefins. The fluid properties are a function of the structure of the aromatic and the number and structure of the alkyl groups. The most common aromatic used in benzene and it comes with either one (alkylbenzene) or two (dialkylbenzene) alkyl groups of 10 to 14 carbon atoms in length. Alkylbenzenes have very low pour points and good miscibility with fluorocarbon refrigerants and are used either alone or in blends with pour point mineral oils or with other synthetics in refrigeration compressors. However, they have low VI and are not very effective as boundary lubricants. Dialkylbenzene has higher VI and are less volatile and more stable to oxidation than equivalent viscosity mineral oils but are limited to low viscosities. Typical applications are for low temperature operation of gears, hydraulic systems, power transmission and IC engines.

5. Polyalkylene Glycols or PAGs Saudi Aramco: Company General Use

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Polyalkylene Glycols (PAG) are regarded as niche synthetic lubricants and are used across the lubricant industry to solve problems that petroleum oils can’t solve. Most PAGs are manufactured from downstream derivatives of ethylene oxide (EO) and propylene oxide (PO). They offer many technical benefits over mineral oils such as excellent lubricity, good load bearing characteristics, good low temperature properties, high viscosity indices and high flash points making them suitable for a variety of applications. Furthermore, synthetic processes used for manufacturing PAGs are very versatile which allows polymers to be designed to have many different functional properties. PAGs are classified by their weight percent composition of oxypropylene versus oxyethylene units in the polymer chain. PAGs with 100 weight percent oxypropylene groups are water insoluble; whereas those with 50 to 75 weight percent oxyethylene are water soluble at ambient temperatures. PAGs are used to formulate gear oils, compressor lubricants, gas turbine oils, heat transfer oils, quenching oils and many more.

6. Phosphate Esters Phosphoric acid esters, or phosphate esters, have been known for over 130 years and a wide variety of structures have been synthesized depending on the requirement. The most common, triaryl type, synthesized by catalyzed reactions of phenols with phosphorus oxychloride. Although higher in cost, they have replaced PCBs as the synthetic fire-resistant lubricant of choice for environmental reasons. Other structures used as lubricants are trialkyl and mixed alkyl-aryl types. Phosphate esters are used as hydraulic fluid, lubricants for compressors with high discharge temperatures, gas turbine main bearing lubricants etc. They have a high bulk modulus, which is of value in hydraulic control systems. Thermal, oxidative and hydrolytic stability of phosphate esters varies with structural type and not superior compared to other synthetic fluid. It has superior load bearing capability because it forms phosphide films reacting with steel which has excellent boundary lubrication properties.

2.4.

Properties of Lubricating Oils The following tests help to define the characteristics of finished lubricating oils. They are useful in maintaining uniformity of product or determining degree of change in used oils. They are not indicators of performance. 2.4.1

Density or Gravity The density of a substance is the mass of a unit volume at a standard temperature. a. Specific gravity, or relative density, is the ratio of the mass of a given volume of a material at a standard temperature to the mass of an equal volume of water at the same temperature (15 deg C or 60 deg F). Principal uses are in weight/volume conversions and for identification purposes. b. In the petroleum industry, density is often expressed as Gravity API (American Petroleum Institute) which is derived from the formula

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Gr. API=(141.5/sp.gr. @ 60/60°F) - 131.5. The higher the specific gravity, the lower the API gravity; the lower the specific gravity, the higher the API gravity. 2.4.2

Flash and Fire Points Flash and fire points are used by refiners to differentiate between types of oil, e.g., distillates have lower flash points than residuals, paraffinic stocks have higher flash points than naphthenics. Also, they can be indicators of contamination with fuels or solvents.

2.4.3



Flash point: the temperature at which the oil releases a sufficient concentration of vapor at its surface to ignite momentarily when an open flame is passed over the surface.



Fire point: the temperature at which the oil releases a concentration of vapors sufficient to support continued combustion.

Pour, Cloud and Floc Points These tests define the flow properties of oils under low temperature conditions. In Saudi Aramco operations these properties are of significance mainly in refrigeration and air conditioning equipment. a. The pour point of an oil is the lowest temperature at which it will flow when cooled under standard conditions. b. The cloud point is the temperature at which a cloud of wax crystals appears when the oil is cooled under standard conditions. c. The floc point is the temperature at which wax separates as a "floc" when a mixture of 10% oil and 90% refrigerant is cooled under standard conditions.

2.4.4

Viscosity The most important single property of a lubricating oil is its viscosity. It is a factor in the formation of lubricating films, affects heat generation in moving parts, governs the sealing effect and rate of consumption and determines the ease with which machines may be started under cold conditions. Viscosity is the measure of resistance to flow, or internal friction, of an oil. It must be stated in terms of specific temperature since oil flows more freely at elevated temperatures and more slowly when cold. It is determined by measuring the time required for a given quantity of oil to flow through an orifice of specified size at a specified temperature. Figure 2 shows the type of device which is used to measure viscosity, called a viscometer. a. Absolute, or dynamic viscosity, is used in research applications and bearing design. It is reported in poise, centipoise or reyn (P, cP or reyns). See Part VIII. b. Kinematic viscosity, used in all practical applications, is the quotient of its dynamic viscosity divided by its density, both measured at the same temperature and in consistent units. The common reporting unit is the centistoke (cSt) at 40 or 100°C. c. Saybolt Universal Seconds (SUS) units were widely used in the United States. Results are expressed as Saybolt seconds (time) for a given volume

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of oil to pass through an orifice at a given temperature, usually 100 or 210°F. d. Redwood Number 1 units were in limited use in the United Kingdom. Results are expressed as seconds Redwood No. 1, time through a given orifice at temperatures of 70, 140 or 212°F. e. Degrees Engler are obsolete European reporting units, derived in a manner similar to the above but at temperatures of 20, 50 or 100°C.

Figure 2: Kinematic Viscometer. This device is used to measure kinematic viscosity. Oil is drawn into the tube which is then placed in a bath and allowed to come to the test temperature. Using a vacuum, the oil is then drawn to a head above the first etched line.

2.4.5

Viscosity Index All oils thin out as temperature increases and become thicker, or more viscous, as temperature decreases. This change in viscosity can be plotted, using two temperatures as points on a line. In oils which change the least, the line will approach the horizontal; those that change the most will have steeper lines. The degree to which viscosity varies with temperature is reported as viscosity index, an arbitrary value originally derived by assigning a VI of 0 to a Texas naphthenic stock oil and one of 100 to a paraffinic base stock from Pennsylvania. At the time this was done, the selected naphthenic stock was most affected by temperature change, the paraffinic material the least. The low VI oil gets thicker at low temperatures than the high VI oil; the low VI oil gets thinner at high temperatures than the high VI oil. In modern technology, it is possible to exceed the 100 VI figure through refining techniques and through

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the use of additives. As a result, the old numbers have lost some of their mystique. However, they are still widely used as indicators of product quality. 2.4.6

Sulfated Ash The sulfated ash of a lubricating oil is the residue, in percent by weight, remaining after burning the oil and subjecting the percent residue to prescribed treatment. New oils, without additives, contain essentially no ash-forming materials, whereas oils with additives may show residues of their metalloorganic origins. Thus, sulfated ash is a rough indication of the amount of such additives in the blended product. Some equipment manufacturers place limits on the amount of ash permitted in products used in their engines. This is done in the belief that, while the sulfated ash content results from the incorporation of materials intended to improve overall oil performance, excessive quantities of some of these materials may contribute to such problems as combustion chamber deposits and top ring wear. With used oils, an increase in ash content usually means that there has been a build-up of contaminants such as dirt, wear debris and other contaminating substances.

2.4.7

Demulsibility Characteristics These describe the ability of an oil to separate from water. It is an important feature in large systems, such as steam turbines, where water ingress is a relatively frequent occurrence and in hydraulic systems where the resting time for the oil is such that water has little or no chance to separate.

2.4.8

Foam Characteristics A method of rating the foaming tendency, and the stability of the produced foam, in a lubricating oil sample under controlled conditions.

2.4.9

Air Separability (or Air Release) This refers to the ability of an oil to continually expel entrained air. The effect of excess air in a system is to make pump action spongy and hydraulic controls erratic. Air entrainment is aggravated by silicone-containing defoamant materials, silicone sealing compounds or silicone coatings.

2.4.10 Total Acid Number (TAN) Sometimes referred to as the neutralization number, this test originally was used to assure complete removal of all sulfuric acid from acid treated base oil. As acid treating is no longer widely used, the test now has gained acceptance as a measure of long term oxidation in used oils, particularly steam turbine oils, which contain very low additive dosages. In oils with high additive contents, the additives have an effect on the total acid number and results must be compared with new oil. 2.4.11 Total Base Number (TBN) The base number, or alkalinity, is an important indication of the presence of alkaline additives, such as sodium, magnesium, calcium compounds etc. Total base number tests may be carried out on new lubricants as a quality control method, or on used engine oils, where they indicate the amount of additive still available to neutralize harmful acids produced during fuel combustion. Saudi Aramco: Company General Use

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2.4.12 Corrosion Rating A value assigned to new oil which represents its relative corrosivity to copper. Most oils have no effect unless their additives are corrosive. 2.4.13 Oxidation Resistance/Stability There are numerous tests for oxidation resistance. The purpose of such tests is to define the extent to which an oil will deteriorate or oxidize, under a given set of conditions. Since all oils oxidize and deteriorate in service, the practice has been to develop a test which will make one oil or another look better than others. The only such tests which have achieved international acceptance are the so-called TOST Test and the Rotating Pressure Vessel Oxidation Test (RPVOT), which were developed for steam turbine oils and have little, if any, relevance for oils of any other type. As the TOST test can take from 2000 to 7000 hours to completion this is not a practical test for the Saudi Aramco Lubricant Condition Monitoring Program (LCM). The RPVOT test is a relatively quick test and is frequently used by the industry, including Saudi Aramco, to determine the comparative quality of new turbine oils, and a measure of useful remaining service life in used turbine oils. 2.4.14 RPVOT (Rotating Pressure Vessel Oxidation Test) Test method ASTM D 2272. Measures the time in minutes for the test oil to react with a given volume of oxygen. 2.4.15 Dielectric Strength This is a measure of the insulating value of an electrical insulating medium, such as transformer or switch gear oils. Dielectric strength is the minimum voltage required to produce an arc through an oil sample under standard conditions.

2.5.

Properties of Greases Greases are most often used instead of fluids where a lubricant is required to stay in place or where frequent relubrication is difficult or impossible to accomplish. Because of their essentially solid nature, greases do not perform the cooling and cleaning functions associated with the use of a fluid lubricant. However, a suitable grease for a given application will: Provide adequate lubrication to reduce friction and to prevent harmful wear of bearing components Protect against corrosion Act as a seal to prevent entry of dirt and water Resist leakage, dripping or throw off from the lubricated surface Resist objectionable change in structure in use Not stiffen excessively in cold weather Be compatible with seals and other materials of construction Tolerate some water contamination without loss of structure Most of the greases produced today have mineral oils as their fluid components. For some very specific applications oils such as silicones or fluorosilicones are used. Oils Saudi Aramco: Company General Use

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may range in viscosity from very light distillates, similar to penetrating oil, to heavy cylinder oil stocks. The principal thickeners used are metallic soaps such as calcium, sodium, aluminum, lithium and barium. Some greases are made with metallic soaps and an organic acid, forming complexes. Still others are made with non-soap bases such as clay and silica gel. Finally, there are greases made with synthetic materials, either in the solid phase, such as polyurea, or the liquid phase such as synthesized hydrocarbon. Additives and modifiers commonly used in lubricating greases are oxidation or rust inhibitors, pour point depressants, extreme pressure agents, lubricity or friction reducing agents and dyes or pigments. Molybdenum disulfide also is used in greases where the applications involve heavy loads, slow surface speeds and restricted or oscillating motion. Graphite may be used where high temperatures are involved. The principal properties of greases are: 2.5.1

Penetration The property most often mentioned in connection with greases is penetration. This is to greases as viscosity is to oils; it is a measure of consistency. It is a measurement of the depth, in tenths of a millimeter, that a cone will penetrate, vertically, a sample of grease under standard conditions of weight, time, volume and temperature. The apparatus is shown in Figure 3, A and B. The test can be performed on an undisturbed sample, an "unworked" penetration, or on a "worked" sample, one which has been agitated in a standard grease worker for a given number of strokes. The latter is considered to be the most reliable procedure since the disturbance imparted to the sample is controlled and repeatable. Penetration values will fit one of the ranges assigned by the National Lubricating Grease Institute (NLGI) of the United States. This classification system is contained in Table 5.

2.5.2

Dropping Point This is the temperature at which a grease passes from a semi-solid to a liquid state under the conditions of the test. This property is still mentioned in many grease specifications but it has little to do with actual performance. It is not a measure of the maximum service temperature for which a grease is suitable.

2.5.3

Structural Stability Tests There are many of these and they are all designed to measure the stability of a grease under severe working conditions. Unfortunately, none of them have universal acceptance as each measures the effect of a given set of working conditions which may or may not be relevant to the application at hand. The most generally used method is the aforementioned grease worker which can be set to run 10,000 or 100,000 strokes, if so desired. The penetration change from the original is a measure of structural stability.

2.5.4

Oxidation Stability As with oils, greases will oxidize in service. The higher the temperature, the faster the rate of oxidation. When oxidation reaches a given point, the grease will darken, turn rancid, become acidic and either harden or soften, depending on the type. Thus, additives are used to enhance the natural stability of the oil/thickener blend. Saudi Aramco: Company General Use

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View A

View B

Figure 3: Grease Penetrometer. This apparatus is used to measure the consistency of greases. The tip of the cone is placed on the surface of the grease in the cup, then released. The reading on the dial, in tenths of a millimeter, after a standard time, is the

2.6.

Additives Additives are used to impart some new property to a mineral oil or to enhance an existing property. Animal or vegetable oils tend to fall into the first category and chemical agents into the second. Blends of mineral oil with animal or vegetable oils, which are themselves lubricants, are often referred to as "compounded" oils and blends with chemical agents as "additive" oils. The two categories overlap: compounded oils can also contain chemical addition agents. Additives are complex chemical substances which are used in concentrations varying from a few hundredths of one percent up to 20 or 30%. They can be classed into three main functional subdivisions: Those which protect the lubricated surfaces, e.g., extreme-pressure (EP) agents, rust inhibitors. Those which improve lubricant performance, e.g., viscosity index improvers or pour point depressants. Those which protect the lubricant itself, e.g., anti-oxidants. Saudi Aramco: Company General Use

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The selection of an additive/oil combination involves far more than mixing any base oil with any additive of the functional type required. Base oils vary in their chemical characteristics according to the crude oil from which they originate and the refining processes used. The practical effect of this is that an additive may work well with one base oil but not with another. Thus, an additive must be carefully matched with the base stock so that the two are fully compatible and the full effect of the additive is obtained. Where lubricants contain more than one additive, the matching process is further complicated by the potential effect of one additive on another. The only real proof of the worth of any finished lubricating product lies in extensive performance testing, both in the laboratory and in the field. Such testing is undertaken by all reputable suppliers of quality lubricants. Indiscriminate mixing of different types is discouraged as it can lead to incompatibility and, possibly, machine damage. In the unlikely event that it becomes necessary to add a different type of oil to a running system, the situation should be reviewed with the lubrication engineers. Some of the most commonly used additives are: 2.6.1

Pour Point Depressants These are for oils intended for low-temperature applications. They modify the wax crystalline structure and can reduce pour points by as much as 10°C.

2.6.2

Viscosity Index Improvers These lower the rate of change of viscosity with temperature. The types of compound used are long chain, high molecular weight polymers which function by increasing the relative viscosity of an oil more at high temperatures than they do at low temperatures.

2.6.3

Defoamants Used to minimize foaming, these additives are most commonly silicone polymers or polyacrylates, added in minute quantities to oil blends.

2.6.4

Emulsifiers Some steam cylinders and compressor cylinders handling wet air or other gases run best with an emulsion as the lubricant. For these applications, a cylinder oil plus an emulsifiable fatty oil (or a synthetic emulsifier) are used. Emulsifiers also are used in soluble oils for metal processing.

2.6.5

Anti-Oxidants The tendency of oils and greases to oxidize in service requires the addition of chemical inhibitors. Since the oxidation process comes from the combined effects of heat, oxygen and catalysts, such as metals, moisture or dirt, it is only logical that the inhibitors should work on these so-called precursors. Some of them deactivate catalysts in the oil system, others preferentially oxidize themselves instead of the oil and, still others, acting as pacifiers, coat the metallic surfaces so the metal cannot function as a catalyst in the oxidation process.

2.6.6

Corrosion Inhibitors Since metal parts can be corroded by oxidation products in used oil, it is necessary to add corrosion inhibitors to the oil when it is manufactured. These Saudi Aramco: Company General Use

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usually are materials which either form an absorbed film on the metal or become chemically bonded to it. 2.6.7

Detergent-Dispersant Additives Dispersants are used to prevent the formation of engine varnish and sludge by keeping deposit forming materials dispersed as minute particles. Detergents act to neutralize deposit forming compounds which form under high temperature conditions or as a result of burning high sulfur fuels. They are similar chemically and each tends to do the same job as the other. Usually they are used as a package, hence detergent/dispersant.

2.6.8

Anti-Rust Additives Where water may contaminate an oil, as in circulating systems for steam turbines and hydraulic systems, additives are needed to inhibit the rusting action of the water on ferrous surfaces. These generally are polar compounds which prevent water from reaching the metallic surface. All Saudi Aramco lubricating oils contain anti-rust additives.

2.6.9

Anti-Wear and Extreme Pressure Additives These are intended to reduce frictional wear under thin film and boundary conditions of lubrication. They usually are one of three main types: a. Oiliness additives which are polar fatty materials of natural or synthetic derivation, used in automatic transmission fluids, machine tool oils and some enclosed gears. b. Mild extreme pressure additives to reduce wear and scuffing of rubbing surfaces under moderate pressure conditions, for example, in cams and tappets in automotive engines. Products containing these additives generally are referred to as "anti-wear" or AW Lubricants. c. Extreme pressure additives for high gear tooth pressure conditions, such as in hypoid gears. The additives contain compounds of sulfur, phosphorous and sometimes chlorine. They react with the metal surfaces to form protective films. Generally referred to as EP Lubricants. Some automotive type rear axle oils should not be used in gearboxes containing yellow metal internal components such as brass, bronze and phosphor-bronze, as the powerful EP additives can cause corrosion damage.

2.7.

Proprietary Additives These are not "additives" in the same sense that the above classes of compounds are. Rather, they are proprietary materials manufactured and sold to end users for addition to oils in use in crankcases, gear boxes or other machinery. They are claimed to increase power, stop leakage, control engine knock, free stuck rings, stop wear, repair worn surfaces or any of a myriad of other beneficial functions.. In the Saudi Aramco system, their use is not condoned and it is felt that they accomplish nothing, in the best case, and may be harmful, in the worst case.

3. Lubricant Classification Systems The lubricant classification systems shown below are the most commonly used and are internationally accepted. Saudi Aramco: Company General Use

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3.1.

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Automotive Lubricant Classifications 3.1.1

SAE Viscosity Classification System, Engine Oils Probably the most widely known and used classification system is the SAE J300 (Society of Automotive Engineers) Viscosity Classification. It classifies engine oils by viscosity grades. The W grades (for winter) are based on a maximum low temperature viscosity and maximum borderline pumping temperature, as well as a minimum viscosity at 100°C. Oils without the letter W are based on viscosity at 100°C only. A "multigrade" oil is one whose low temperature viscosity and borderline pumping temperature satisfy the requirements for one of the W grades and whose 100°C viscosity is within the range of a higher non-W grade. Table 1: SAE Viscosity Grades, Engine Oils SAEJ3OO SAE Low Low Viscosity Temperature Temperature Grade Cranking (cP) Pumping (cP)

Viscosity @ 100°C (cSt) Min.

Max.

0W

6200 @ -35OC

60000 @ -40OC

3.8

-

5W

6600 @ -30 C

60000 @ -35 C

3.8

-

10W

7000 @ -25 C

60000 @ -30 C

4.1

-

15W

7000 @ -20 C

60000 @ -25 C

5.6

-

20W

9500 @ -15OC

60000 @ -20OC

5.6

-

25W

13000 @ -10 C 60000 @ -15 C

9.3

-

4

<6.1

O O O

O O O

O

O

8

-

-

12

-

-

5

<7.1

16

-

-

6.1

<8.2

20

-

-

5.6

<9.3

30

-

-

9.3

<12.5

40

-

-

12.5

<16.3

12.5

<16.3

16.3

<21.9

21.9

<26.1

40

50

-

-

60

HTHS Viscosity (cP)

1.7 2 2.3 2.6 2.9 3.5  (0W40, 5W40 & 10W40) 3.57 (15W40, 20W40, 25W40 &  40 monograde) 3.7 3.7

HTHS : High Temperature High Shear 3.1.2

API (American Petroleum Institute) Service Classification This classification was devised to permit a labeling program which would relate to the class of engine service for which an oil is intended. It is divided into an "S" series, for oils used in passenger cars and light trucks, and a "C" series, oils for commercial engines, usually diesels. It is possible for an oil to meet more than one classification. "S" Series Saudi Aramco: Company General Use

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SA -- (Obsolete) Formerly for utility gasoline and diesel engines under service conditions so mild as to require none of the additive effects found in most oils. Not suitable for use in most gasoline-powered automotive engines built after 1930. Use in modern engines may cause unsatisfactory performance or equipment harm. SB -- (Obsolete) For minimum duty gasoline engine service not requiring more than minimal protection Not suitable for use in most gasoline-powered automotive engines built after 1951. Use in more modern engines may cause unsatisfactory performance or equipment harm. SC -- (Obsolete) For 1964 gasoline engine warranty maintenance service. This is for service typical of gasoline engines in 1964 through 1967 models of passenger cars and light trucks. Not suitable for use in most gasoline-powered automotive engines built after 1967. Use in more modern engines may cause unsatisfactory performance or equipment harm. SD -- (Obsolete) For 1968 gasoline engine warranty maintenance service. These are for service typical of gasoline engines in vehicles manufactured in 1968 through 1970 and some later models. Not suitable for use in most gasoline-powered automotive engines built after 1971. Use in more modern engines may cause unsatisfactory performance or equipment harm. SE -- (Obsolete) For 1972 gasoline engine warranty maintenance service. These are for service typical of gasoline engines in passenger cars and light trucks in the model years beginning in 1972. Not suitable for use in most gasoline-powered automotive engines built after 1979. SF -- (Obsolete) For 1980 gasoline engine warranty service. These are for service in cars and light trucks beginning with the 1980 models Not suitable for use in most gasoline-powered automotive engines built after 1988. May not provide adequate protection against build-up of engine sludge. SG – (Obsolete) For 1989 gasoline engine warranty service. Not suitable for use in most gasoline-powered automotive engines built after 1993. May not provide adequate protection against build-up of engine sludge, oxidation, or wear. SH – (Obsolete) For 1994 gasoline engine warranty service. SJ – (Current) For 2001 and older automotive engines. SL – (Current) For 2004 and older automotive engines. SM – (Current) For 2010 and older automotive engines. SN – (Current) Introduced in October 2010, designed to provide improved high temperature deposit protection for pistons, more stringent sludge control, and seal compatibility. API SN with Resource Conserving matches ILSAC GF-5 by combining API SN performance with improved fuel economy, turbocharger protection, emission control system compatibility, and protection of engines operating on ethanol-containing fuels up to E85. "C" Series CA -- (Obsolete) For service typical of diesel engines in mild to moderate duty with high-quality fuels. Not suitable for use in most diesel-powered engines built after 1959. Saudi Aramco: Company General Use

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CB -- (Obsolete) For service typical of diesel engines in mild to moderate duty with fuels of lower quality which necessitate more protection from wear and deposits. Not suitable for use in most diesel-powered engines built after 1961. CC -- (Obsolete) For service typical of certain naturally aspirated, turbocharged or supercharged engines operated in moderate to heavy duty service and certain heavy duty gasoline engines. They provide protection from high temperature deposits and bearing corrosion. Not suitable for use in most dieselpowered engines built after 1990. CD -- (Obsolete) For service typical of certain naturally aspirated, turbocharged or supercharged diesel engines where highly effective control of wear and deposits is vital or where high sulfur fuels are used. Not suitable for use in most diesel-powered engines built after 1994. CF -- (Obsolete) Introduced in 1994. For off-road, indirect-injected and other diesel engines including those using fuel with over 0.5% weight sulfur. Can be used in place of CD oils. CF-4 -- (Obsolete) Introduced in 1990. For high-speed, four-stroke, naturally aspirated and turbocharged engines. Can be used in place of CD and CE oils. CF-2 -- (Obsolete) For service typical of modern two stroke engines manufactured since 1994. Exceeds the requirements of API CD-II by providing additional protection against wear and deposit control. CG-4 -- (Obsolete) Introduced in 1995. For severe duty, high-speed, four-stroke engines using fuel with less than 0.5% weight sulfur. CG-4 oils are required for engines meeting 1994 emission standards. Can be used in place of CD, CE, and CF-4 oils. CH-4 -- (Current) Introduced in 1998. For high-speed, four-stroke engines designed to meet 1998 exhaust emission standards. CH-4 oils are specifically compounded for use with diesel fuels ranging in sulfur content up to 0.5% weight. Can be used in place of CD, CE, CF-4, and CG-4 oils. CI-4 -- (Current) Introduced in 2002. For high-speed, four-stroke engines designed to meet 2004 exhaust emission standards implemented in 2002. CI-4 oils are formulated to sustain engine durability where exhaust gas recirculation (EGR) is used and are intended for use with diesel fuels ranging in sulfur content up to 0.5% weight. Can be used in place of CD, CE, CF-4, CG-4, and CH-4 oils. Some CI-4 oils may also qualify for the CI-4 PLUS designation. CJ-4 -- (Current) For high-speed four-stroke cycle diesel engines designed to meet 2010 model year on-highway and Tier 4 nonroad exhaust emission standards as well as for previous model year diesel engines. These oils are formulated for use in all applications with diesel fuels ranging in sulfur content up to 500 ppm (0.05% by weight). However, the use of these oils with greater than 15 ppm (0.0015% by weight) sulfur fuel may impact exhaust aftertreatment system durability and/or drain interval. CJ-4 oils are especially effective at sustaining emission control system durability where particulate filters and other advanced aftertreatment systems are used. Optimum protection is provided for control of catalyst poisoning, particulate filter blocking, engine wear, piston deposits, low- and high-temperature stability, soot handling properties, oxidative thickening, foaming, and viscosity loss due to shear. API CJ-4 oils exceed the performance criteria of API CI-4 with CI-4 PLUS, CI-4, CH-4, CG-4 and CF-4 Saudi Aramco: Company General Use

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and can effectively lubricate engines calling for those API Service Categories. When using CJ-4 oil with higher than 15 ppm sulfur fuel, consult the engine manufacturer for service interval. 3.1.3

ACEA (Association des Constructeurs Européens d'Automobiles) Approvals The European Automobile Manufacturers' Association is an organization that represents the 15 most important European motor vehicle manufacturers. It's the successor of CCMC (Comité des Constructeurs du Marché Commun). ACEA is an advocate for the automobile industry in Europe, representing manufacturers of passenger cars, vans, trucks and buses with production sites in the EU. ACEA defines specifications for engine oils so called ACEA Oil Sequences. The sequences are usually updated every few years to include the latest developments in engine and lubricant technology. ACEA itself does not approve the oils, they set the standards and oil manufacturer's may make performance claims for their products if those satisfy the relevant requirements. There are ACEA specifications for passenger car motor oils (the A/B class) for catalyst compatible motor oils (the C class) and for heavy duty diesel engine oils (the E class). The classes are further devided into categories to meet the requirements of different engines. Below we are presenting the ACEA categories in "Consumer Language." A/B: gasoline and diesel engine oils ACEA A1/B1 - Stable, stay-in-grade oil intended for use at extended drain intervals in gasoline engines and car & light van diesel engines specifically designed to be capable of using low friction low viscosity oils with a high temperature / high shear rate viscosity of 2.6 mPa*s for xW/20 and 2.9 to 3.5 mPa.s for all other viscosity grades. These oils are unsuitable for use in some engines. Consult owner manual or handbook if in doubt. ACEA A3/B3 - Stable, stay-in-grade oil intended for use in high performance gasoline engines and car & light van diesel engines and/or for extended drain intervals where specified by the engine manufacturer, and/or for year-round use of low viscosity oils, and/or for severe operating conditions as defined by the engine manufacturer. ACEA A3/B4 - Stable, stay-in-grade oil intended for use in high performance gasoline and direct injection diesel engines, but also suitable for applications described under A3/B3. ACEA A5/B5 - Stable, stay-in-grade oil intended for use at extended drain intervals in high performance gasoline engines and car & light van diesel engines designed to be capable of using low friction low viscosity oils with a high temperature/high shear rate (HTHS) viscosity of 2.9 to 3.5 mPa.s. These oils are unsuitable for use in some engines. Consult owner manual or handbook if in doubt. C: Catalyst compatibility oils ACEA C1 - Stable, stay-in-grade oil intended for use as catalyst compatible oil in vehicles with DPF and TWC in high performance car and light van diesel and gasoline engines requiring low friction, low viscosity, low SAPS oils with a Saudi Aramco: Company General Use

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minimum HTHS viscosity of 2.9 mPa.s. These oils will increase the DPF and TWC life and maintain the vehicles fuel economy. Warning: these oils have the lowest SAPS limits and are unsuitable for use in some engines. Consult owner manual or handbook if in doubt. ACEA C2 - Stable, stay-in-grade oil intended for use as catalyst compatible oil in vehicles with DPF and TWC in high performance car and light van diesel and gasoline engines designed to be capable of using low friction, low viscosity oils with a minimum HTHS viscosity of 2.9mPa.s. These oils will increase the DPF and TWC life and maintain the vehicles fuel economy. Warning: these oils are unsuitable for use in some engines. Consult owner manual or handbook if in doubt. ACEA C3 - Stable, stay-in-grade oil intended for use as catalyst compatible oil in vehicles with DPF and TWC in high performance car and light van diesel and gasoline engines, with a minimum HTHS viscosity of 3.5mPa.s. These oils will increase the DPF and TWC life. Warning: these oils are unsuitable for use in some engines. Consult owner manual or handbook if in doubt. ACEA C4 - Stable, stay-in-grade oil intended for use as catalyst compatible oil in vehicles with DPF and TWC in high performance car and light van diesel and gasoline engines requiring low SAPS oil with a minimum HTHS viscosity of 3.5mPa.s. These oils will increase the DPF and TWC life. Warning: these oils are unsuitable for use in some engines. Consult owner manual or handbook if in doubt. E: Heavy Duty Diesel engine oils ACEA E4 - Stable, stay-in-grade oil providing excellent control of piston cleanliness, wear, soot handling and lubricant stability. It is recommended for highly rated diesel engines meeting Euro I, Euro II, Euro III, Euro IV and Euro V emission requirements and running under very severe conditions, e.g. significantly extended oil drain intervals according to the manufacturer's recommendations. It is suitable for engines without particulate filters, and for some EGR engines and some engines fitted with SCR NOx reduction systems. However, recommendations may differ between engine manufacturers so Driver manuals and/or Dealers shall be consulted if in doubt. ACEA E6 - Stable, stay-in-grade oil providing excellent control of piston cleanliness, wear, soot handling and lubricant stability. It is recommended for highly rated diesel engines meeting Euro I, Euro II, Euro III, Euro IV, Euro V and Euro VI emission requirements and running under very severe conditions, e.g. significantly extended oil drain intervals according to the manufacturer's recommendations. It is suitable for EGR engines, with or without particulate filters, and for engines fitted with SCR NOx reduction systems. E6 quality is strongly recommended for engines fitted with particulate filters and is designed for use in combination with low sulphur diesel fuel. However, recommendations may differ between engine manufacturers so Driver manuals and/or Dealers shall be consulted if in doubt. ACEA E7 - Stable, stay-in-grade oil providing effective control with respect to piston cleanliness and bore polishing. It further provides excellent wear control, soot handling and lubricant stability. It is recommended for highly rated diesel engines meeting Euro I, Euro II, Euro III, Euro IV and Euro V emission requirements and running under severe conditions, e.g. extended oil drain Saudi Aramco: Company General Use

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intervals according to the manufacturer's recommendations. It is suitable for engines without particulate filters, and for most EGR engines and most engines fitted with SCR NOx reduction systems. However, recommendations may differ between engine manufacturers so Driver manuals and/or Dealers shall be consulted if in doubt. ACEA E9 - Stable, stay-in-grade oil providing effective control with respect to piston cleanliness and bore polishing. It further provides excellent wear control, soot handling and lubricant stability. It is recommended for highly rated diesel engines meeting Euro I, Euro II, Euro III, Euro IV, Euro V and Euro VI emission requirements and running under severe conditions, e.g. extended oil drain intervals according to the manufacturer's recommendations. It is suitable for engines with or without particulate filters, and for most EGR engines and for most engines fitted with SCR NOx reduction systems. E9 is strongly recommended for engines fitted with particulate filters and is designed for use in combination with low sulphur diesel fuel. However, recommendations may differ between engine manufacturers so Drivers manuals and/or Dealers should be consulted if in doubt. 3.1.4

4SAE Viscosity Classifications for Gear Oils SAE viscosity grades are established for gear oils in much the same manner as for engine oils. Grades that are better suited for cold weather use are defined by viscosity limits at low temperatures and minimum viscosities at 100°C. Higher grades are defined by viscosity ranges at 100°C only. The SAE Gear Oil Viscosity Grades do not correspond directly with SAE Crankcase Oil designations. Table 2: SAE Gear Oil Viscosity System – J306

SAE Viscosity Maximum Temperature for Viscosity @ 100°C (cSt) Grade Viscosity of 150000 cP, °C Minimum

Maximum

70W

-55

4.1

-

75W

-40

4.1

-

80W

-26

7

-

85W

-12

11

-

80

-

7

<11

85

-

11

<13.5

90

-

13.5

< 18.5

110

-

18.5

<24

140

-

24

< 32.5

190

-

32

<41

250

-

41

-

Note: In most cases only Saudi Aramco Automotive Gear Lube 140 should be used in Saudi Aramco Equipment. It was chosen as the grade best suited to the climate and operating conditions found in Saudi Aramco's areas of activity. Saudi Aramco: Company General Use

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3.1.5

Saudi Aramco Lubrication Manual

API (American Petroleum Institute) Gear Oil System The American Petroleum Institute lubricant service designations for automotive manual transmissions and axles are based on the gear type and the amount of extreme pressure (EP) protection required. GL-1 – (Active) The designation API GL-1 denotes lubricants intended for manual transmissions operating under such mild conditions that straight petroleum or refined petroleum oil may be used satisfactorily. Oxidation and rust inhibitors, defoamers, and pour depressants may be added to improve the characteristics of these lubricants. Friction modifiers and extreme pressure additives shall not be used. GL-2 – (Inactive) The designation API GL-2 denotes lubricants intended for automotive worm-gear axles operating under such conditions of load, temperature, and sliding velocities that lubricants satisfactory for API GL-1 service will not suffice. GL-3 – (Inactive) The designation API GL-3 denotes lubricants intended for manual transmissions operating under moderate to severe conditions and spiral-bevel axles operating under mild to moderate conditions of speed and load. These service conditions require a lubricant having load-carrying capacities exceeding those satisfying API GL-1 service but below the requirements of lubricants satisfying API GL-4 service. GL-4 – (Active) The designation API GL-4 denotes lubricants intended for axles with spiral bevel gears operating under moderate to severe conditions of speed and load or axles with hypoid (see note)gears operating under moderate speeds and loads. These oils may be used in selected manual transmission and transaxle applications where MT-1 lubricants are unsuitable. The manufacturer's specific lubricant quality recommendations should be followed. GL-5 – (Active) The designation API GL-5 denotes lubricants intended for gears, particularly hypoid (see note) gears, in axles operating under various combinations of high-speed/shock load and low-speed/high-torque conditions. GL-6 – (Inactive) The designation API GL-6 denotes lubricants intended for gears designed with a very high pinion offset. Such designs typically require protection from gear scoring in excess of that provided by API GL-5 gear oils. MT-1 – (Active) The designation API MT-1 denotes lubricants intended for nonsynchronized manual transmissions used in buses and heavy-duty trucks. Lubricants meeting the requirements of API MT-1 service provide protection against the combination of thermal degradation, component wear, and oil-seal deterioration, which is not provided by lubricants in current use meeting only the requirements of API GL-1, 4, or 5. Note: Saudi Aramco Automotive Gear Lube Oils are either meeting API GL-4 or GL-5.

3.1.6

Automatic Transmission Fluid (ATF) The most widely used automatic transmission fluid is the Dexron series fluids (GM 6137-M). DEXRON® is a registered trademark of General Motors Corporation. The different DEXRON ® specifications for ATF are: Dexron Type A, Suffix A -- Specification introduced in 1957. It requires the oil to meet certain limits regarding its kinematic viscosity. Saudi Aramco: Company General Use

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Dexron IID -- General Motors Dexron®-IID Specification. ATF issued in 1975. Contained ATF cooler corrosion requirements not listed in Dexron® - II. Dexron IIE -- General Motors Specification Dexron®-IIE. ATF issued in 1991 requiring improved low temperature performance compared to Dexron®-IID, 20 000 cP at minus 40 °C. Dexron IIIF -- GM specification for Automatic transmission oil introduced in 1994. Successor of Dexron IID and IIE. Dexron IIIG -- Successor of Dexron III(F) automatic transmission fluid. This has the same low temperature characteristics as Dexron IIE, but with modifications to anti-oxidancy and friction material. Introduced in 1997. Dexron IIIH -- Dexron III licence H was introduced in June 2003 to replace the Dexron III G fluid. It has an oxidatively stable base oil (group 2 or group 3). Oils according to this specification have longer maintenance of friction properties and anti-shrudder properties, better foam control and a longer fluid life. Dexron VI -- Specification introduced in 2005 to replace Dexron IIIH. This specification requires better stay-in-grade properties, oxidative stability and anti-foam characteristics. Oils meeting this specification can be used with extended drain intervals and are energy conserving. Ford has five different specifications. In 1987 Ford introduced a new service fill ATF specification similar to GM Dexron. This specification called MERCON, mimics the licensing procedures of Dexron but requires significantly different friction retention properties. The different MERCON ATF are described below: Ford Type F -- An old ATF first introduced in 1967 and used in all Ford products prior to 1977, and in some until 1980. Type F is not compatible with any other ATF. Specifically, it is not compatible with Mercon ATFs. Ford Type H -- Developed for the C5 Ford automatic transmission introduced in 1981, it has been superseded by Mercon. Type H is not compatible with Type F and should not be used in a transmission requiring Type F. Ford Type CJ -- Originally designed for the Ford C6 automatic transmission, it also has been superseded by Mercon and also can be replaced with Mercon V, but should never be used in a transmission requiring Type F. Dexron II is an approved alternative to Type CJ. Mercon -- Introduced in 1987 and similar to Dexron II. Ford ceased licensing Mercon in 2007 and now recommends Mercon V for all transmissions that previously used Mercon. Mercon is a suitable replacement for Type H and Type CJ fluid, but not for Type F. Mercon V -- The most common Ford ATF in late model Fords, it is very much like Dexron III. Should not be used in a transmission requiring Ford Type F. Mercon LV -- The latest Ford ATF, it is factory fill in 2008 and later Fords. The LV stands for "low viscosity." It is a fully synthetic ATF. It is not compatible with earlier Mercon fluids, so it should neither be mixed with Mercon or Mercon V used to replace those fluids. It is not compatible with any other fluid, either. Mercon SP -- A version of Mercon V with an enhanced additive package. For Saudi Aramco equipment, Saudi Aramco Transmission Oil D-III is used. This fluid is an ATF Dexron III fluid. Saudi Aramco: Company General Use

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For certain specific applications a higher viscosity transmission oil is required, for example: Saudi Aramco Grove Cranes models 750BE and AT 880 transmissions. This oil is an ISO Viscosity Grade 68 and meets specification Universal Tractor Transmission Oil (UTTO) JDM-20A for off highway equipment hydraulic systems, automatic transmissions and oil immersed brakes.

3.2.

Industrial Oils 3.2.1

ISO Viscosities These classifications were developed by the International Organization for Standardization and are widely used by the petroleum and other industries. The system establishes a series of lubricant viscosity grades based on kinematic viscosities at 40°C. The classifications and applicable limits are shown in Table 3. Table 3: ISO Viscosity Classifications Viscosity cSt @ 40°C

ISO Viscosity Grade

Midpoint cST @ 40°C

Min.

Max.

ISO Viscosity Grade

2 3 5 7 10 15 22 32 46

2.2 3.2 4.6 6.8 10 15 22 32 46

1.98 2.88 4.14 6.12 9.00 13.5 19.8 28.8 41.4

2.42 3.52 5.06 7.48 11.00 16.5 24.2 35.2 50.6

68 100 150 220 320 460 680 1000 1500

Midpoint Viscosity cSt @ 40°C 68 100 150 220 320 460 680 1000 1500

cSt @ 40°C Min. Max. 61.2 90.0 135 198 288 414 612 900 1350

74.8 110 165 242 352 506 748 1100 1650

Note: Only ISO viscosity grades are used to describe industrial oils in Saudi Aramco.

3.2.2

AGMA Lubricant Numbers The American Gear Manufacturer's Association developed standards for industrial gear oils. The various types and viscosity grades are identified by a series of numbers. See Table 4. Table 4: AGMA Lubricant Numbers AGMA Lubricant Number 1 2, 2EP 3, 3EP 4, 4EP 5, 5EP 6, 6EP 7, 7EP, 7 Comp. 8, 8EP, 8 Comp. 8A, 8A EP, 8A Comp. 9, 9EP 10, 10EP 11, 11EP 12 13

Viscosity Range cSt @ 40°C 41.4-50.6 61.2-74.8 90-110 135-165 198-242 288-352 414-506 612-748 900-1100 1350-1650 2880-3520 4140-5060 6120-7480 25000-38400

ISO Viscosity Grade 46 68 100 150 220 320 460 680 1000 1500 -

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Key: Straight grades, numbers only, are noncompounded mineral oils with non-EP additives EP denotes the use of extreme pressure additives Comp. indicates the presence of fatty compounding. Note: In Saudi Aramco, only straight grades 1, 2, 4, 6 and 7 (Saudi Aramco Turbine Oil 46 and 68, Saudi Aramco Machinery Oil 150, 320 and 460) and EP grades 5, 7 and 8 (Saudi Aramco Gear Lube EP220, EP460 and EP1000) are used.

3.2.3

DIN (Deutsches Institut für Normung) Standards DIN 51517 classification of Gear Lubricants: DIN 51517 CGLP – Lubricants have additives that protect from corrosion, oxidation and wear in mixed friction locations and additives improving the surface friction characteristics. DIN 51517-3 CLP – Lubricants have additives that protect from corrosion, oxidation and wear in mixed friction locations. DIN 51517-2 CL – Lubricants have additives that protect from corrosion and oxidation, and are suitable for medium load conditions. DIN 51517-1 C – Lubricants are aging-resistant mineral oils without active ingredients.

3.2.4

DIN 51515 classification of Turbine Lubricants: DIN 51515-2 L-TG – Lubricants recommended for use at higher temperatures than usual. DIN 51515-1 L-TD – Lubricants recommended for use in normal temperature ranges.

3.2.5

DIN 51524 classification of Hydraulic Lubricants: DIN 51524 HVLP – Lubricants have additives that protect from corrosion, oxidation and wear, plus additives increasing their viscosity index (VI >140). They are intended for universal application, however the biggest advantage is provided when used in external hydraulic systems. DIN 51524 HLP – Lubricants have additives from corrosion, oxidation and wearing. They are intended for universal application and they are recommended for use in internal hydraulic systems. DIN 51524 HL ‒ Lubricants have additives protecting from corrosion and oxidation. They are recommended for use in low pressure internal hydraulic systems.

3.3.

Greases There have been many attempts to categorize greases but the only one which has met with any real success is the system devised by the National Lubricating Grease Institute (NLGI) of the U.S. It is based solely on consistency, the worked penetration, discussed earlier. The plasticity (consistency) of lubricating grease is designated by the penetration number. The depth to which a measuring cone penetrates at +25oC is measured in accordance with ASTM D 217. NLGI introduced nine penetration grades that were adopted by DIN 51818 for the "consistency classification of lubricating greases". Saudi Aramco: Company General Use

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Saudi Aramco Lubrication Manual Table 5: NLGI Grease Numbers NLGI Number 000 00 0 1 2 3 4 5 6

Worked penetration after 60 Strokes at 25 °C (0.1 mm) 445 - 475 400 - 430 355 - 385 310 - 340 265 - 295 220 - 250 175 - 205 130 - 160 84 - 115

Appearance Fluid Semi-fluid Very Soft Soft Normal Grease Firm Very Firm Hard Very Hard

Note: Only NLGI numbers 1, 2, and 3 are used in Saudi Aramco equipment.

NLGI Grease Service Classification The National Lubricating Grease Institute (NLGI) and the American Society of Testing and Materials (ASTM) have developed a system to identify lubricating grease properties and applications: Chassis Service LA– Service typical of chassis components and universal joints in passenger cars, trucks, and other vehicles operated with frequent republication in non- critical applications. This grease shall satisfactorily lubricate chassis components and universal joints where frequent republication is practiced. During its service life, the grease shall resist oxidation and consistency degradation while protecting the chassis components and universal joints from corrosion and wear under lightly loaded conditions. NLGI #2 consistency greases are commonly recommended, but other grades may also be recommended. LB – Service typical of chassis components and universal joints in passenger cars, trucks, and other vehicles under mild to severe duty. Severe duty will be encountered in vehicles operated under conditions which may include prolonged relubrication intervals, or high loads, severe vibration, exposure to water or other contaminants, etc. This grease shall resist oxidation and consistency degradation while protecting the chassis components and universal joints from corrosion and wear even when aqueous contamination and heavily loaded conditions occur. NLGI #2 consistency greases are commonly recommended, but other grades may also be recommended. Wheel Bearing Service GA – Service typical of wheel bearings operating in passenger cars, trucks, and other vehicles under mild duty. Mild duty will be encountered in vehicles operated with frequent relubrication in noncritical areas. The grease shall satisfactorily lubricate wheel bearings over a limited temperature range. No additional performance requirements are specified for these greases. GB – Service typical of wheel bearings operating in passenger cars, trucks, and other vehicles under mild to moderate duty. Moderate duty will be encountered in most vehicles operated under normal urban, highway, and off-highway service. The grease shall satisfactorily lubricate wheel bearings over a wide temperature range. During its service life, the grease shall resist oxidation, evaporation, and consistency degradation while protecting the bearings from corrosion and wear. NLGI #2 consistency greases are commonly recommended, but NLGI #1 or #3 grades may also be recommended. Saudi Aramco: Company General Use

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GC – Service typical of wheel bearings operating in passenger cars, trucks, and other vehicles under mild to severe duty. Severe duty will be encountered in certain vehicles operated under conditions resulting in high bearing temperatures. This includes vehicles operated under frequent stop-and-go service, or under severe braking service. The grease shall satisfactorily lubricate wheel bearings over a wide temperature range. During its service life, the grease shall resist oxidation, evaporation, and consistency degradation while protecting the bearings from corrosion and wear. NLGI #2 consistency greases are commonly recommended, but NLGI #1 or #3 grades may also be recommended.

4. Saudi Aramco Specifications for Lubricants 4.1.

Saudi Aramco Material System Specifications (SAMSS) The lubricants, special purpose oils and fuels are captured under Class 26 of Saudi Aramco Material System Specification (SAMSS) in the material group range 149000. It is adopted for organizing, simplifying product receiving and storage, field identification and container size selection. Sr No  1  2  3  4  5  6  7  8  9  10  11  12  13  14  15  16  17  18  19  20  21  22  23  24 

Document No  26‐SAMSS‐045  26‐SAMSS‐046  26‐SAMSS‐047  26‐SAMSS‐048  26‐SAMSS‐050  26‐SAMSS‐051  26‐SAMSS‐052  26‐SAMSS‐053  26‐SAMSS‐054  26‐SAMSS‐055  26‐SAMSS‐056  26‐SAMSS‐058  26‐SAMSS‐059  26‐SAMSS‐060  26‐SAMSS‐061  26‐SAMSS‐062  26‐SAMSS‐063  26‐SAMSS‐064  26‐SAMSS‐065  26‐SAMSS‐066  26‐SAMSS‐067  26‐SAMSS‐068  26‐SAMSS‐069  26‐SAMSS‐076 

Material Name  Turbine Oil 32, 46, 68 & 100  Machinery Oil 150, 220, 320 & 460  Automotive Gear Lube 85W140  Gear Lube EP 100, 150, 220, 320 & 1000  Automatic Transmission Fluid III  Hydraulic Oil AW 32 & 68  All Purpose Grease EP1  All Purpose Grease EP3  Ball Bearing Grease 2  Gear Coupling Grease 1  Diesel Engine Oil  Gas Turbine Oil 32  Insulating Oil  Refrigeration Oil WF 68  Penetrating Oil  Rust Preventive Oil  Open Gear & Wire Rope Lubricant  General Purpose Cutting Oil  Heavy Duty Cutting Oil  Soluble Oil  Honing Oil  Synthetic Grinding Fluid  Way Lubricant  Synthetic Gas Turbine Oil 5 

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25  26  27  28  29  30 

4.2.

26‐SAMSS‐077  26‐SAMSS‐078  26‐SAMSS‐079  26‐SAMSS‐081  26‐SAMSS‐082  26‐SAMSS‐084 

Rack & Pinion Grease  Turbine Oil Vapour Space Inhibitor  Refrigeration Oil HFC‐134a Synthetic  Automotive Gear Lube 90  High Temperature Grease  Turbo Compressor Oil 46 

Details of SAMMs for Lubricants 1. 26-SAMSS-045: Turbine Oil 32, 46, 68 & 100 Description and Application: This specification describes the requirements of turbine oils for use in steam turbines, compressors, pumps, hydraulic and circulating oil systems. Also, ISO VG 68 for centrifugal refrigeration compressors where refrigeration oils are not required. Requirements: The oils shall be of premium quality blended from highly refined distillate virgin base oil and shall be free from suspended solids, water and other impurities and formulated to meet the following: ISO Viscosity Grades

:

32, 46, 68 and 100

Appearance

:

Clear and Bright

Corrosion, copper strip (ASTM D130)

:

2 Maximum

Demulsification (ASTM D1401)

:

20 Minutes Maximum.

Foam tendency/stability (ASTM D892)

:

Sequence I, ml 50/0 max. II, ml 25/0 max. III, ml 50/0 max.

Oxidation stability (ASTM D943)

:

2000 hours minimum

Oxidation stability (RPVOT) (ASTM D2272) :

300 Min Minimum

Oxidation characteristics (IP 280) Total oxidation products (TOP), mass % Sludge content of TOP, mass %

: :

1.0 Maximum 40.0 Maximum

Rust Inhibition (ASTM D665A)

:

Pass

Total Acid No. (ASTM D974), mgKOH/g

:

0.12 Maximum

Viscosity Index

:

90 Minimum.

: : : :

28.8 - 35.2 cSt 41.4 - 50.6 cSt 61.2 - 74.8 cSt 90.0 - 110 cSt

Ash Oxide (ASTM D482)

:

Nil

Metals content, any one metal

:

5 ppm max.

Kinematic Viscosity cSt at 40°C: ISO VG 32 ISO VG 46 ISO VG 68 ISO VG 100

`

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Identification: Each container shall be marked respectively as follows: Material Master Number for Saudi Aramco Turbine Oil is 32 1000172836 or 1000172838 Material Master Number for Saudi Aramco Turbine Oil 46 is 1000172864 or 1000172866 or 1000172868 Master Material Number for Saudi Aramco Turbine Oil 68 is 1000172920 or 1000172922 Master Material Number for Saudi Aramco Turbine Oil 100 is 1000645108 Fill date and location Expiry date Batch number Blender's Name or other identification Saudi Aramco Purchase Order Number Commentary Note: The Material Master Number varies based on product and container size. 2. 26-SAMSS-046: Machinery Oils 150, 220, 320 & 460 Description and Application: This Specification describes the requirements of machinery oils for use where high viscosity rust and oxidation inhibited oils are required and extreme pressure additives are not necessary. Requirements: The oils shall be blended from refined virgin HVI base oils and formulated to meet the following: ISO Viscosity Grades

:

150, 220, 320 and 460

Viscosity Index

:

90 minimum

Appearance

:

Clear and Bright

Corrosion, copper strips (ASTM D130)

:

2 Max.

Rust inhibition (ASTM D665)

Pass

:

Total Acid Number (ASTM D974), mgKOH/g :

0.2 max.

Demulsification (ASTM D1401)

:

Best possible, to be reported

Oxidation stability (ASTM D943)

:

1000 hours min.

Kinematic Viscosity at 40°C (ASTM D 445) : ISO VG 150 grade ISO VG 220 grade ISO VG 320 grade ISO VG 460 grade Identification:

: : : :

135 - 165 cSt 198 – 242 cSt 288 - 352 cSt 414 - 506 cSt

Each container shall be marked respectively as follows: Material Master Number for Saudi Aramco Machinery Oil 150 is 1000172925 or 1000172926 Saudi Aramco: Company General Use

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Material Master Number for Saudi Aramco Machinery Oil 220 is 1000176139 Material Master Number for Saudi Aramco Machinery Oil 320 is 1000172927 or 1000172928 Material Master Number for Saudi Aramco Machinery Oil 460 is 1000172929 Fill date and location Expiry date Batch number Blender's Name or other identification Saudi Aramco Purchase Order Number Commentary Note: The Material Master Number varies based on product and container size. 3. 26-SAMSS-047: Automotive Gear Lube 85W140 Description and Application: This Specification describes the requirements of a hypoid-type gear lubricant for general use in all types of automotive rear axles except where specifically stated otherwise. Requirements: The oil shall be of premium quality and approved for use as a MIL-L-2105D product and suitable for API Service GL-5. Viscosity Grade: SAE 85W-140 Identification: Each container shall be marked respectively as follows: Material Master Number for Saudi Aramco Automotive Gear Lube 85W-140 is 1000173005 or 1000173007. Fill date and location Expiry date Batch number Blender's Name or other identification Saudi Aramco Purchase Order Number Commentary Note: The Material Master Number varies based on product and container size. 4. 26-SAMSS-048: Gear Lubes EP 100/150/220/320/460/1000 Description and Application: This Specification describes the requirements of extreme pressure type gear oils for use in industrial gear boxes and other specialized applications. Requirements: The oils shall be blended from refined virgin high VI base oils and formulated with nonactive sulfur extreme pressure additives to meet the following requirements: ISO Viscosity Grades :

100, 150, 220, 320, 460 and 1000

Kinematic Viscosity at 40°C (ASTM D445) Gear Lube EP 100 Gear Lube EP 150

: :

90 – 110 cSt 135 - 165 cSt

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Gear Lube EP 220 Gear Lube EP 320 Gear Lube EP 460 Gear Lube EP 1000

: : : :

198 - 242 cSt 288 - 352 cSt 414 - 506 cSt 900 - 1000 cSt

Viscosity Index (ASTM D2270)

:

90 minimum

U.S. Steel Req. 224

:

Pass

Timken OK Load (ASTM D2782), kg

:

27 min.

AGMA Number (AGMA 9005-D94)

:

3 EP, 4 EP, 5 EP, 6 EP, 7 EP and 8A EP

Identification: Each container shall be marked respectively as follows: Material Master Number for Saudi Aramco Gear Lube EP 100 is 1000176135 Material Master Number for Saudi Aramco Gear Lube EP 150 is 1000176463 Material Master Number for Saudi Aramco Gear Lube EP 220 is 1000173030 or 1000173063. Material Master Number for Saudi Aramco Gear Lube EP 320 is 1000176467 Material Master Number for Saudi Aramco Gear Lube EP 460 is 1000173065 Material Master Number for Saudi Aramco Gear Lube EP 1000 is 1000173069 Fill date and location Expiry date Batch number Blender's Name or other identification Saudi Aramco Purchase Order Number Commentary Note: The Material Master Number varies based on product and container size. 5. 26-SAMSS-050: Automatic Transmission Fluid III Description and Application: This Specification describes the requirements of an oil for use in automotive automatic transmissions, mobile hydraulic systems and hydraulic torque converter systems. It is not suitable for use in Sundyne gearboxes. Requirements: The oil shall be a General Motors and/or Ford approved fluid meeting GM DEXRON-III (H) and Equivalent Ford Mercon specifications. Identification: Each container shall be marked respectively as follows: Material Master Number for Saudi Aramco Automatic Transmission Fluid III is 1000173155 or 1000173207 Fill date and location Saudi Aramco: Company General Use

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Expiry date Batch number Blender's Name or other identification Saudi Aramco Purchase Order Number Commentary Note: The Material Master Number varies based on product and container size. 6. 26-SAMSS-051: Hydraulic Oils AW 32 and 68 Description and Application: This Specification describes the requirements of an anti wear hydraulic oils for use in all industrial type hydraulic systems using vane type pumps. Requirements: The oil shall be a premium, inhibited, anti wear product made from paraffinic base oil with rust, oxidation and foam inhibitors. It shall meet the following: Appearance

:

Clear and Bright

Viscosity

:

ISO VG 32 and 68

Viscosity Index

:

90 min

Corrosion, Copper strip (ASTM D130)

:

2 max

FZG load stage pass

:

9 minimum

Rust test, (ASTM D665)

:

Pass

Vane Pump test (ASTM D2882) at 50 hours, weight loss, mg

:

50 max.

Oxidation Stability (ASTM D943)

:

2000 hours minimum

Foam tendency/stability (ASTM D892)

:

Sequence I, ml 50/0 max. II, ml 50/0 max. III, ml 50/0 max.

Identification: Each container shall be marked respectively as follows: Material Master Number for Saudi Aramco Hydraulic Oil AW 32 is 1000621156 Material Master Number for Saudi Aramco Hydraulic Oil AW 68 is 1000173093 or 1000173152 Fill date and location Expiry date Batch number Blender's Name or other identification Saudi Aramco Purchase Order Number Commentary Note: The Material Master Number varies based on product and container size. 7. 26-SAMSS-052: All Purpose Grease EP 1 Saudi Aramco: Company General Use

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Description and Application: This Specification describes the requirements of an all-purpose extreme pressure grease for use where a No. 0 or No. 1 consistency grade is called for and specified for spud gears. Requirements: The grease shall be of premium quality made from lithium 12-hydroxystearate soap and ISO VG 150 or higher viscosity base oil. This product shall contain an extreme pressure additive and rust and oxidation inhibitors to meet the following: NLGI-Grade Penetration, worked at 25°C (ASTM D217), mm/10 :

310-340

1:

Dropping Point (ASTM D566), °C

:

165 minimum

Timken OK Load (ASTM D2509), kg.

:

18 minimum

Identification: Each container shall be marked respectively as follows: Material Master Number for Saudi Aramco All Purpose Grease EP 1 is 1000173240 Fill date and location Expiry date Batch number Blender's Name or other identification Saudi Aramco Purchase Order Number Commentary Note: The Material Master Number varies based on product and container size. 8. 26-SAMSS-053: All Purpose Grease EP 3 Description and Application: This Specification describes the requirements of an all-purpose extreme pressure grease for use where an NLGI-No. 3 consistency grade is called for. Additionally, it is specified for wheel bearings, water pumps and trunnion bearings. Requirements: The grease shall be of premium quality made from lithium 12-hydroxystearate soap and ISO VG 150 or higher viscosity oil incorporating an extreme pressure additive and rust and oxidation inhibitors. It shall meet the following: NLGI Grade 3: Penetration, worked at 25°C (ASTM D217)

:

220-250

Dropping Point, °C (ASTM D566)

:

165 minimum

Timken OK Load, (ASTM D2509) kg

:

18 minimum

Identification: Each container shall be marked respectively as follows: Material Master Number for Saudi Aramco All Purpose Grease EP 3 is 1000173241 or 1000173245 Fill date and location Saudi Aramco: Company General Use

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Expiry date Batch number Blender's Name or other identification Saudi Aramco Purchase Order Number Commentary Note: The Material Master Number varies based on product and container size. 9. 26-SAMSS-054: Ball Bearing Grease 2 Description and Application: This Specification describes the requirements of an NLGI 2 grade premium ball and roller bearing grease for use in antifriction bearings of all types and particularly where speeds are high and operating temperatures may be in the order of 175°C or higher. Requirements: The grease shall be formulated with highly refined based oil, a polyurea ashless organic thickener, and high performance oxidation and rust inhibitors to protect against moisture and salt water contamination. It shall meet the following: NLGI Grade 2 : Penetration, Worked at 25°C (ASTM D217), mm/10 : 265-295 Dropping Point (ASTM D566), °C

: 235 minimum

Oil Viscosity

: ISO VG 100

Viscosity Index (ASTM D2270)

: 95 minimum

High Speed Bearing Test @ 350°F (ASTM D3336)

: 500 hours min

Identification: Each container shall be marked respectively as follows: Material Master Number for Saudi Aramco Ball Bearing Grease 2 is 1000173248 or 1000173268. Fill date and location Expiry date Batch number Blender's Name or other identification Saudi Aramco Purchase Order Number Commentary Note: The Material Master Number varies based on product and container size. 10. 26-SAMSS-055: Gear Coupling Grease 1 Description and Application: This Specification describes the requirements of a lubricant for gear type couplings on rotating machinery. It is a special application product and shall not be used as a general purpose grease. Requirements: The grease shall be formulated with highly refined based oil and polyethylene thickener with density closer to that of the oil to withstand the centrifugal forces created by Saudi Aramco: Company General Use

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rotating couplings. It shall also be fortified with extreme pressure additives and rust and oxidation inhibitors. The grease shall conform to the following: Thickener

:

Polyethylene NLGI 1

Base Oil Viscosity at 40°C, cSt

:

600 minimum

Viscosity Index

:

85 minimum

Dropping Point (ASTM D566), °C

:

100 minimum

Timken OK Load (ASTM D2509), kg

:

18 minimum

Identification: Each container shall be marked respectively as follows: Material Master Number for Saudi Aramco Gear Coupling Grease 1 is 1000173347. Fill date and location Expiry date Batch number Blender's Name or other identification Saudi Aramco Purchase Order Number Commentary Note: The Material Master Number varies based on product and container size. 11. 26-SAMSS-056: Diesel Engine Oils Diesel Engine Oil SAE 40: Description and Application: This section describes the requirements of engine oil to be used in diesel engines requiring a mono-grade SAE 40 crankcase oil, excluding EMD, operating on Saudi Aramco Diesel Fuel. It is also for use in all automotive manual transmissions, Allison V drives, Caterpillar hydraulic systems and other mobile equipment systems where crankcase oils of 40 grades is called for. It is also suitable for gasoline engines. Requirements: The oil shall be blended from HVI virgin base oil free from suspended solids, water and other impurities and formulated to meet the following: Viscosity Grade

:

SAE 40

Sulphated Ash, (ASTM D874) mass %

:

1.5 maximum

Base Number (ASTM D2896)

:

9.0 minimum

For API Service CF:

Diesel Engine Oil SAE 15W-40: Description and Application: This section describes the requirements of engine oil to be used in Caterpillar direct injection diesel engines (except 3600 series) and other makes of diesel engines requiring API CH-4 performance level crankcase oils. Saudi Aramco: Company General Use

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An engine oil meeting the requirements of this sections is also suitable for use in the following types of equipment: Allison transmissions requiring C3/C4 Fluid, Caterpillar hydraulic systems and other mobile or marine hydraulic systems where a crankcase oil of SAE 15W-40 is suitable, diesel engines requiring API CF-4 and CG-4 performance level crankcase oils and gasoline engines requiring API SF, SG, SH and SJ performance level crankcase oils where SAE 15W-40 is suitable. An engine oil meeting the requirements of this section is not suitable for use in EMD engines and other engines requiring Zinc-free oil. Requirements: The oil shall be blended from high viscosity index virgin base oil free from suspended solids, water and other impurities and formulated to meet the following: Viscosity Grade

:

SAE 15W-40

Sulfated Ash, (ASTM D 874) mass %

:

1.6 maximum

Base Number (ASTM D 2896)

:

12 minimum

For API Service CH-4 /SJ:

Diesel Engine Oil EMD Description and Application: This section describes the requirements of engine oil for use in General Motors Corporation Electromotive Division (EMD) engines and other engines requiring high alkalinity and Zinc-free oil. Requirements: The oil shall be premium quality blended from virgin bases oil free from suspended solids, water and other impurities and formulated to meet the following: Viscosity Grade

:

SAE 40

GM EMD Spec. No. ML 1761

:

Marine Engines

GE Spec. No. GEK-61435

:

Extra Performance and GEK-5180F Railroad Lubricants

Caterpillar 3600 Series Micro Oxidation Test (minutes)

:

120

Base Number (ASTM D2896)

:

20 minimum

Two-Stroke Diesel Engine Oil SAE 40 Description and Application: This section describes the requirements of engine oil to be used in Detroit two-stroke diesel engines requiring a mono-grade SAE 40 crankcase oil. It can also be used in certain off-highway 4-cycle engine applications where low sulphated ash is required. Requirements: The oil shall be blended from HVI virgin base oils free from suspended solids, water and other impurities and formulated to meet the following: API Service : CF-2 Viscosity Grade : SAE 40 Saudi Aramco: Company General Use

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Viscosity Index (ASTM D2270) Sulphated Ash (ASTM D874), mass % Base Number (ASTM D2896), mg KOH/g

: : :

90 minimum 0.8 maximum 8.0 typical

Identification: Each container shall be marked respectively as follows: Material Master Number for Saudi Aramco Diesel Engine Oil SAE 40 is 1000173525 or 1000173540 Material Master Number for Saudi Aramco Diesel Engine Oil SAE 15W-40 is 1000173600 Material Master Number for Saudi Aramco Diesel Engine Oil EMD is 1000173543 Material Master Number for Saudi Aramco Two-Stroke Diesel Engine Oil SAE 40 is 1000645830 Fill date and location Expiry date Batch number Blender's Name or other identification Saudi Aramco Purchase Order Number Commentary Note: The Material Master Number varies based on product and container size. 12. 26-SAMSS-058: Gas Turbine Oil 32 Description and Application: This specification describes the requirements of oil for severe service conditions in all Saudi Aramco industrial combustion gas turbines and specifically for GE Frame 7 and above. Requirements: The oil shall be made from hydrotreated (Group II/ III) base oil and formulated with ashless additives designed to resist oxidation, rust and corrosion, foaming and system wear. It shall be free from water, sediment and inorganic acids. It shall meet the requirements of GEK-32568F and approved by General Electric Company by brand name. Viscosity Grade : ISO VG 32 Identification: Each container shall be marked respectively as follows: Material Master Number for Saudi Aramco Gas Turbine Oil 32 is 1000173547 Fill date and location Expiry date Batch number Blender's Name or other identification Saudi Aramco Purchase Order Number Saudi Aramco: Company General Use

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Commentary Note: The Material Master Number varies based on product and container size. 13. 26-SAMSS-059: Insulating Oil Description and Application: This specification describes the requirements of insulating oil for use in transformers and oil-immersed switchgear including cathodic protection rectifiers. Requirements: The oil shall be virgin hydrocarbon mineral oil specifically manufactured for use as an electrical insulating oil. The oil shall contain no additives, shall be certified to be PCB (polychlorinated biphenyls) free and shall meet the following requirements:  IEC 296 Class 1 or ASTM D3487 Type 1. Identification: Each container shall be marked respectively as follows: Material Master Number for Saudi Aramco Insulating Oil is 1000173668 Fill date and location Expiry date Batch number Blender's Name or other identification Saudi Aramco Purchase Order Number Commentary Note: The Material Master Number varies based on product and container size. 14. 26-SAMSS-060: Refrigeration Oil WF 68 Description and Application: This Specification describes the requirements of lubricating oil for use in refrigeration and air-conditioning systems using reciprocating compressors. It also meets the requirements of certain rotary type refrigeration compressors. Requirements: The oil shall be made from special, narrow cut naphthenic base oils and refined to be wax free. It must have a low moisture content and meet the following: Viscosity Grade : ISO VG 68 Pour Point °C (ASTM D97) : - 40 maximum Freon Floc Point, °C (Federal Test Method No. 971, 1303-T) : - 50 maximum Total Acid Number (ASTM D974), mg KOH/g : 0.05 maximum Viscosity Index : 50 maximum Water content : Oil delivered in 1 gallon containers shall not contain more than 30 mg/kg. Saudi Aramco: Company General Use

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Identification: Each container shall be marked respectively as follows: Material Master Number for Saudi Aramco Refrigeration Oil WF 68 is 1000173717 or 1000173760 Fill date and location Expiry date Batch number Blender's Name or other identification Saudi Aramco Purchase Order Number Commentary Note: The Material Master Number varies based on product and container size. 15. 26-SAMSS-061: Penetrating Oil Description and Application: This Specification describes a low viscosity product suitable for brush or spray application and is used to aid in loosening nuts, studs, bolts, etc. In addition to its penetrating ability, it is also a good rust preventative and lubricant. Requirements: This product shall be made from high viscosity mineral oil cut back with solvents and a fatty oil type additive to promote penetration. It shall have approximately the following characteristics: ISO Viscosity Grade : 7 Flash Point, °C (ASTM D92) : 65 minimum Identification: Each container shall be marked respectively as follows: Material Master Number for Saudi Aramco Penetrating Oil is 1000173839. Fill date and location Expiry date Batch number Blender's Name or other identification Saudi Aramco Purchase Order Number Commentary Note: The Material Master Number varies based on product and container size. 16. 26-SAMSS-062: Rust Preventive Description and Application: This specification describes the requirements of a soft film rust preventive for the protection of iron and steel including machine parts, pipe joints, flanges, valves, etc. This product may be applied, unheated, by brush, spray or dip. Saudi Aramco: Company General Use

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Requirements: The basic material of this product is approximately of NLGI-5 consistency and contains a thinner to facilitate application. This product, on application shall be resistant to flow in ambient temperatures up to 60°C and shall have approximately the following characteristics: Penetration (ASTM D217), Unworked at 25°C : 250 Diluent, mass % : 20 NLGI-consistency before solvent evaporation : 2 NLGI-consistency after solvent evaporation : 5 Identification: Each container shall be marked respectively as follows: Material Master Number for Saudi Aramco Rust Preventive is 1000173862 or 1000173865. Fill date and location Expiry date Batch number Blender's Name or other identification Saudi Aramco Purchase Order Number Commentary Note: The Material Master Number varies based on product and container size. 17. 26-SAMSS-063: Open Gear and Wire Rope Lubricant Description and Application: This Specification describes a residual straight mineral oil compounded to provide improved water resistance, water displacement and rust prevention characteristics. It contains a non-flammable volatile solvent to facilitate application and is used for the lubrication and protection of open gears, chains, wire ropes and cables. Requirements: This product has the following requirements before solvent addition: Viscosity, cSt at 100°C : 950 typical Timken OK Load, (ASTM D2509) kg : 18 minimum Identification: Each container shall be marked respectively as follows: Material Master Number for Saudi Aramco Open Gear and Wire Rope Lubricant is 1000173881 or 1000173884. Fill date and location Expiry date Batch number Blender's Name or other identification Saudi Aramco Purchase Order Number Saudi Aramco: Company General Use

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Commentary Note: The Material Master Number varies based on product and container size. 18. 26-SAMSS-064: General Purpose Cutting Oil Description and Application: This Specification describes the requirements of general purpose non-corrosive, transparent type cutting oil for the machining of metals and alloys where an active sulphur type oil might cause staining or other undesirable effects. It can also be used for relatively mild cutting operations where surface requirements are critical. Requirements: This product is a blend of mineral oil with a fatty type and other additives and shall meet the following requirements: Viscosity Grade : ISO VG 32 Approximate Flash Point (ASTM D92), °C : 180 minimum Corrosion, copper strip (ASTM D130), 3 hrs. at 100°C : 4a maximum Identification: Each container shall be marked respectively as follows: Material Master Number for Saudi Aramco General Purpose Cutting Oil is 1000174002. Fill date and location Expiry date Batch number Blender's Name or other identification Saudi Aramco Purchase Order Number Commentary Note: The Material Master Number varies based on product and container size. 19. 26-SAMSS-065: Heavy Duty Cutting Oil Description and Application: The Specification describes the requirements of heavy duty cutting oil to cover a wide range of severe machining operations, particularly for high-alloy steels where active cutting oils are prescribed. It may stain non-ferrous metals and some steels. Requirements: This product is a highly sulfurized mineral oil product containing fatty type and other additives and shall meet the following requirements: Viscosity Grade : ISO VG 32 approximate Flash Point, COC (ASTM D92), °C : 185 minimum Identification: Each container shall be marked respectively as follows: Material Master Number for Saudi Aramco Heavy Duty Cutting Oil is 1000174006. Saudi Aramco: Company General Use

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Fill date and location Expiry date Batch number Blender's Name or other identification Saudi Aramco Purchase Order Number Commentary Note: The Material Master Number varies based on product and container size. 20. 26-SAMSS-066: Soluble Oil Description and Application: The Specification describes the requirements of soluble oil for use in metal working operations where a water emulsion type product is required. It is also suitable for use in automotive cooling systems to prevent rust and corrosion. Requirements: The soluble oil shall be of premium quality, blended from mineral oil containing emulsifiers and stabilizers, rust and oxidation inhibitors, wetting agents and other appropriate compounding and formulated to provide the following characteristics:  Stable emulsion with water (hardness 1000 ppm min. as calcium carbonate)  To be stable in storage  Effective rust and corrosion protection  Effective approved disinfectant Identification: Each container shall be marked respectively as follows: Material Master Number for Saudi Aramco Soluble Oil is 1000174040. Fill date and location Expiry date Batch number Blender's Name or other identification Saudi Aramco Purchase Order Number Commentary Note: The Material Master Number varies based on product and container size. 21. 26-SAMSS-067: Honing Oil Description and Application: The Specification describes a low viscosity mineral oil product designed for cooling and lubricating honing equipment. Requirements: The oil shall be a proprietary type product of premium quality, blended from mineral oil base stocks formulated to the appropriate viscosity with additives to provide the following:  Optimum lubricating of honing stones.  Good surface finish. Saudi Aramco: Company General Use

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Minimized hone loading.

Identification: Each container shall be marked respectively as follows: Saudi Aramco Honing Oil Material Master Number # 1000174047. Fill date and location Expiry date Batch number Blender's Name or other identification Saudi Aramco Purchase Order Number Commentary Note: The Material Master Number varies based on product and container size. 22. 26-SAMSS-068: Synthetic Grinding Fluid Description and Application: This specification describes an aqueous type synthetic base coolant specifically for use in high speed grinding operations where optimum cooling, wheel loading and superior surface finish are required. Requirements: The concentrate shall be a proprietary type product to be diluted with water to produce a finished coolant having the following performance characteristics:  Non-staining  Rust and corrosion protection  Minimize wheel loading  Optimum surface finish of high alloy steels  No separation and must not leave tacky or gummy residues on work pieces or machine parts  Shall contain effective and approved biocides Identification: Each container shall be marked respectively as follows: Saudi Aramco Synthetic Grinding Fluid Material Master Number # 1000174049. Fill date and location Expiry date Batch number Blender's Name or other identification Saudi Aramco Purchase Order Number Commentary Note: The Material Master Number varies based on product and container size. 23. 26-SAMSS-069: Way Lubricant Saudi Aramco: Company General Use

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Description and Application: This specification describes a product formulated to lubricate slides and guideways of machine tools. Requirements: This product shall be formulated from mineral oil containing additives to provide the following characteristics: Viscosity Grade : ISO VG 220 Proper co-efficient of friction to eliminate 'stick-slip' of moving parts Cincinnati Milacron P/50 Specification for Way Lubricants : Pass Identification: Each container shall be marked respectively as follows: Saudi Aramco Way Lubricant Material Master Number # 1000174083. Fill date and location Expiry date Batch number Blender's Name or other identification Saudi Aramco Purchase Order Number Commentary Note: The Material Master Number varies based on product and container size. 24. 26-SAMSS-076: Synthetic Gas Turbine Oil 5 Description and Application: This Specification describes the requirements of synthetic lubricant designed for aircraft type gas turbine engines used in stationary industrial applications. Requirements: This oil shall be approved by brand name for use in the following gas turbine types:  Rolls Royce RB211 and Olympus  General Electric LM2500  Allison 501K  Pratt & Whitney FT4  Solar Saturn T-1201  It shall be formulated to meet the following:  Viscosity, cSt at 100°C: 5.0 ± 0.5  MIL-L-23699 D (Amend 1) Identification: Each container shall be marked respectively as follows: Saudi Aramco Synthetic Gas Turbine Oil 5 Saudi Aramco: Company General Use

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Material Master Number # 1000173581 or 1000173585 Fill date and location Expiry date Batch number Blender's Name or other identification Saudi Aramco Purchase Order Number Commentary Note: The Material Master Number varies based on product and container size. 25. 26-SAMSS-077: Rack and Pinion Grease Description and Application: This Specification describes the requirements of high viscosity mineral oil grease containing solid lubricants to provide good adhesion, water resistance and high load bearing characteristics. For use on jack-up barge racks, rack pinions and jack leg guide shoes, particularly when grease is supplied using a centralized lubrication system. It is a special purpose product and should not be used as general purpose grease. Requirements: The grease shall provide good pumpability, for use in centralized greasing systems. It shall contain a high viscosity mineral oil and shall incorporate graphite and molybdenum disulfide components. NLGI-Grade 2 Penetration, Worked at 25°C Load-Wear Index, Kg (ASTM D2596) Oil Viscosity at 40°C cSt Graphite mass % Molybdenum Disulfide, mass %

: : : : :

270 50 minimum 680 minimum 20 minimum 3-5

Identification: Each container shall be marked respectively as follows: Saudi Aramco Rack and Pinion Grease Material Master Number # 1000173371or 1000173375 Fill date and location Expiry date Batch number Blender's Name or other identification Saudi Aramco Purchase Order Number Commentary Note: The Material Master Number varies based on product and container size. 26. 26-SAMSS-078: Turbine Oil Vapor Space Inhibitor Description and Application: This Specification describes the requirements of a vapor space inhibitor concentrate. When added to turbine oils at the manufacturer's recommended concentration, Saudi Aramco: Company General Use

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corrosion protection of enclosed systems above and below the lube oil liquid level is provided. This product is intended for use in the mothballing of compressors, pumps, turbines, crank cases and other rotating equipment. Requirements: The vapor space inhibitor concentrate is made with a highly refined base oil as the carrier which contains the rust and corrosion inhibitors. The product shall not precipitate out or contain any suspended solids after it is mixed with lube oils. It shall not affect the demulsability characteristics of the system original oil and shall not have any detrimental effect on labyrinths, seal elastomers or bearing materials. Viscosity, cSt at 40°C : 46 minimum Flash Point (Pensky-Martens) ASTM D93 : 60 minimum Identification: Each container shall be marked respectively as follows: Saudi Aramco Turbine Oil Vapor Space Inhibitor Material Master Number # 1000173887 Fill date and location Expiry date Batch number Blender's Name or other identification Saudi Aramco Purchase Order Number Commentary Note: The Material Master Number varies based on product and container size. 27. 26-SAMSS-079: Refrigeration Oil HFC-134a Synthetic Description and Application: This Specification describes the requirements of lubricating oil for use in refrigeration and air conditioning systems where the refrigerant in use is HFC-134a. This oil is HFC134a compatible and is the only lubricant suitable for use with this refrigerant. Requirements: The oil shall be made from polyol ester base oil that has been specifically synthesized to provide excellent miscibility with refrigerant HFC-134a over a wide temperature range. The oil must be specifically formulated for use in air conditioning chiller systems and shall meet the following: Viscosity Grade : ISO VG 68 Pour Point °C (ASTM D97) : -40 maximum Water content : 50 ppm maximum Falex Failure Load kg (ASTM D3233) : 490 minimum Total Acid Number mgKOH/g (ASTM D974) : 0.15 maximum Viscosity Index : 95 minimum Identification: Saudi Aramco: Company General Use

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Each container shall be marked respectively as follows: Saudi Aramco Refrigeration Oil HFC-134a Synthetic Material Master Number # 1000173763 or 1000173767 Fill date and location Expiry date Batch number Blender's Name or other identification Saudi Aramco Purchase Order Number Commentary Note: The Material Master Number varies based on product and container size. 28. 26-SAMSS-081: Automotive Gear Lube 90 Description and Application: This Specification describes the requirements of automotive gear lubricant for use in manual transmission and differentials specifying SAE 90 gear oil. The oil shall meet the requirements of Daimler Benz Specification Sheet 235.1. Requirements: The oil shall be premium quality and approved for use as a MIL-L-2105 product and suitable for API Service GL-4. Viscosity Grade : SAE 90 Identification: Each container shall be marked respectively as follows: Saudi Aramco Automotive Gear Lube 90 Material Master Number # 1000172969 or 1000173002 Fill date and location Expiry date Batch number Blender's Name or other identification Saudi Aramco Purchase Order Number Commentary Note: The Material Master Number varies based on product and container size. 29. 26-SAMSS-082: High Temperature Grease Description and Application: This Specification describes the requirements of NLGI 1 or 2 grade high temperature non-melting grease for use in plain bearings in high temperature sulfur pumps and other applications where high temperatures, up to 300°C continuous operation, necessitate a non-melting type grease. It is not suitable for use in grease lubricated electric motor bearings or other equipment containing high speed anti-friction bearings. Requirements:

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The grease shall be made with highly refined low volatility oil, a non-melting high temperature thickener that provides high extreme pressure properties, and solid lubricant. The grease shall meet the following: NLGI Grade 1-2 Penetration, Worked at 25°C (ASTM D217), mm/10 Dropping Point (ASTM D566), °C Oil Viscosity, minimum Timken OK Load (ASTM D2509), kg

: : : :

265-340 None ISO VG 460 18 minimum

Identification: Each container shall be marked respectively as follows: Saudi Aramco High Temperature Grease Material Master Number # 1000173341 Fill date and location Expiry date Batch number Blender's Name or other identification Saudi Aramco Purchase Order Number Commentary Note: The Material Master Number varies based on product and container size. 30. 26-SAMSS-084: Turbo Compressor Oil 46 Description and Application: This specification describes the requirements of special turbine oils for axial and centrifugal gas compressors, where a common lubricant is used in the driver, gearbox, compressor and combined lube and seal oil system, also rotary air compressors and industrial gas turbines where turbine oils are specified. Also, suitable for use in steam turbines, pumps, hydraulic systems and circulating systems where improved oxidation stability is required to prevent or minimize varnish deposits on shafts, bearings, seals and gears. Note: This Turbo Compressor oil is not intended to replace Saudi Aramco Turbine Oil 46 for general use when varnish deposits are not an issue and longer oil life is not an essential requirement.

Requirements: The oils shall be of premium quality blended from highly refined hydro-processed virgin base oil meeting API Group II specifications and shall be free from suspended solids, water and other impurities and formulated to meet the following: ISO Viscosity Grades : 46 Appearance : Clear and Bright Flash Point °C (ASTM D92) : 200 minimum Corrosion, copper strip, 3 hrs. at 100°C (ASTM D130) : 2 maximum Saudi Aramco: Company General Use

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Demulsification (ASTM D1401) Foam tendency/stability (ASTM D892)

: :

20 minutes Sequence I, ml 20/0 maximum II, ml 20/0 maximum III, ml 20/0 7000 hours minimum

maximum

Oxidation stability (ASTM D943) : Oxidation stability (RPVOT), (ASTM D2272) : 700 minutes minimum Oxidation characteristics (IP 280) Total oxidation products (TOP), mass % : 1.0 maximum Sludge content of TOP, mass % : 40.0 maximum Rust Inhibition (ASTM D665A) : Pass Acid No. (ASTM D974) mgKOH/g : 0.12 maximum Viscosity Index : 105 minimum Kinematic Viscosity cSt at 40°C ISO VG 46 grades : 41.4 - 50.6 cSt Ash Oxide (ASTM D482) : nil Metals content, any one metal : 5 ppm maximum Air Release Value at 50°C, (ASTM D3427) : 5 minutes maximum Identification: Each container shall be marked respectively as follows: Saudi Aramco Turbo Compressor Oil 46 Material Master Number # 1000172966 or 1000756096 Fill date and location Expiry date Batch number Blender's Name or other identification Saudi Aramco Purchase Order Number Commentary Note: The Material Master Number varies based on product and container size.

5. Equipment Lubrication 5.1.

General Practices Sound lubrication practices play a major part in minimizing equipment downtime. Cleanliness. Drum bungs and pail covers should be resealed after use and protected when in use. Use separate oil cans or grease guns for each grade in use. Keep cans and guns clean. Fill oil cans from taps or drum pumps. Fill grease guns from an air operated pump mounted on the container. Clean grease fittings thoroughly before greasing. Saudi Aramco: Company General Use

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Clean drain plugs and vents, and the area around them, before servicing. Maintain correct levels; wherever possible oil levels should be checked and oil added when the machine is idle. Too high a level will lead to churning, overheating and power loss. Too low leads to oil starvation and wear. Constant level oilers are useful to maintain correct levels and should be utilized wherever possible. Inspect and, when needed, clean or renew filter elements (both air and oil) on a regular schedule. Monitor pressure drop across oil filters and change when indicated. When performing lubrication functions, listen and look for signs of trouble, such as oil leaks, foaming, overheating, abnormal noise, etc. Investigate causes of overheating in bearings, gearboxes, reservoirs, etc. If in doubt as to a lubricant's condition, take a sample and look at it. If there is still a question discuss it with the Lubrication Engineers. A schedule should be established for cleaning oil coolers. Otherwise, they will become inefficient. Never use gasoline or flammable solvents for flushing oil baths. Kerosene or safety solvents can be used on cooled-down equipment but care must be taken to see that they are completely drained. In circulating systems, only the service oil should be used for flushing. Use only lint-free rags when cleaning oil reservoirs. Never over grease anti-friction bearings. Never spin-dry anti-friction bearings by hand or with compressed air. They are precision parts and should be treated as such. Avoid getting fingerprints on anti-friction bearings or other precision parts after cleaning as they may cause corrosion. Circulation system tips: a. Avoid copper or galvanized pipes and fittings. Copper acts as a catalyst and promotes oil oxidation. Galvanized coatings can react with oil additives and will deplete anti-rust additives in turbine oils. b. Drain water and sludge from bottom tank cocks on a regular schedule. Be certain that the tank slopes to the drain. c. Clean oil level sight glasses and oil bottles regularly. d. Oil in sight glasses should be clean and bright. If it is cloudy or yellow, investigate and report. e. Inspect tank vents on a regular schedule to be sure they are free and working properly. f.

Where centrifuges are installed, be certain that they are correctly set and operated to purify or clarify the circulating oil.

g. Keep all pipe joints, unions and seals tight. Leakage of oil is wasteful and air entering the system can cause foaming or premature oil degradation. Grade substitution and compatibility are important considerations in lubricant selection. When there is a doubt, refer questions to the Lubrication Engineers. The following list will provide fundamental guidance: Saudi Aramco: Company General Use

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a. In an emergency situation, if oil of the recommended viscosity is not available, use one grade heavier of the same oil type. For instruments or delicate mechanisms, use one grade lighter. b. Do not use engine oils or compounded oils (such as gear oils) in circulating systems designed for turbine oils. c. Do not use turbine or hydraulic oils in internal combustion engines. d. Avoid water contamination of detergent-type crankcase oils as they tend to emulsify. e. Except in emergencies, avoid mixing different types of oil in turbines, hydraulic systems or engines, particularly diesel engines. f.

5.2.

New grease may be added to old, in a mechanism, as long as it is of the same type of soap base. When in doubt about the compatibility, consult the Lubrication Engineers.

Bearings Bearings are surfaces or points of contact between the frame of a machine and its moving parts. They support and guide the rotating, sliding or revolving parts which are called journals, pins, spindles or shafts. All bearings may be classed in two main divisions, depending on how they carry the load. If the load is carried at right angles to the axis of the bearing, it is called a "journal" bearing. If the load acts in a line parallel to the axis of the bearing, it is called a "thrust" bearing. Journal and thrust bearings have either sliding or rolling contact. Sliding contact bearings generally are called "plain" bearings; rolling contact bearings are called "rolling element" or, more commonly, "anti-friction" bearings. There are many sub-classes of each type and there are standard texts on the subject. For purposes of this discussion, we will deal only with the fundamental principles of both types of bearings and their lubrication. 5.2.1

Plain Bearings Diverse examples of plain bearings are the jeweled movements in watches and the line shaft bearings on ships. Both are journal bearings; both support the load of a rotating shaft within the machine element. In a plain bearing, the moving surface is separated from the stationary surface by a lubricating film. The lubricating film may be of the full fluid film, boundary film or dry film type. In some applications, the bearings may be lubricated in such a manner that they require no additional service through the life of the machine (this describes the watch, more or less). However, the majority of the plain bearings in service are of the full fluid film type (the line shafting on the ship). For these, correct lubrication is the most important factor in obtaining good performance. Views A, B and C in Figure 4 depict a pressure-fed journal bearing and show the development of a hydrodynamic fluid film when the shaft is rotated. The spaces are greatly exaggerated for purposes of illustration. In View A the machine is at rest. The oil supply is shut off and the oil has leaked from the normally full clearance space. Metal-to-metal contact exists between the journal and the bearing surface. In View B, the machine is being started. The oil supply is turned on, filling the clearance space and the shaft tends to climb the left side of the bearing. It rolls onto an oil film, however, so that friction is reduced and the tendency to climb is Saudi Aramco: Company General Use

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balanced by the tendency to slip back. The line of contact is indicated at the lower left side. The fact that there is a clearance in this bearing (that is, the journal diameter is less than that of the bearing) automatically provides one of the conditions necessary to hydrodynamic fluid film formation -- namely, a wedge-shaped space. View C shows the journal in operating position, supported by a relatively thick film of oil and on the opposite side of the bearing from the starting position. The converging wedge has moved under the journal, the point of nearest approach of shaft and bearing. This is the point of minimum film thickness. Under steady conditions, the upward force developed in the oil film just equals the total downward load, supporting the journal in the slightly eccentric position shown. The amount of eccentricity will depend on the load, speed, oil viscosity and clearance in the bearing. Figure 5 is a graphic representation of the pressure distribution in a full journal bearing. Pressure development starts at Point A, where the clearance space starts to converge. Pressure increases gradually to a maximum, then drops rapidly to a minimum just beyond Point B, the point of minimum film thickness. Oil is being drawn out of the diverging wedge beyond Point B and there is a tendency for a negative pressure to develop in this area. During normal operation in a hydrodynamic film bearing, the journal floats on a fluid oil film and is completely separated from the bearing. There is no metallic contact and, consequently, no wear. The friction that is present, being due only to the shearing of the lubricant film, is relatively low. Wear occurs, and friction develops, when the film is interrupted. This is one of the reasons for the special procedures given for start-up and shut-down of major rotating machinery.

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Figure 4: Pressure-Fed Journal Bearing. View A shows the bearing at rest with the shaft at the bottom; View B represents start-up, with oil entering the spaces and the shaft tending to climb in the direction of rotation; finally, in View C, the shaft has reached operating position and is supported by a full fluid film.

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Figure 5: Graphic representation of the forces at work in the development of a fluid film in a bearing. Pressure development starts at A, where the clearance space begins to converge. It increases gradually to a maximum at C, then drops to a minimum at point D.

The foregoing example dealt with a relatively large, pressure-fed bearing setup but in practice, this is not always the case. In the Saudi Aramco system there are countless other plain bearings. Many of them are ring-oiled, some run in baths of oil, others are all-loss, being fed by oil cans, bottles, drip feed oilers or other devices. Some are lubricated with grease which has advantages, particularly in an all-loss situation, i.e., less leakage and better retention in place during shut-downs. The important point is that they all follow the same basic principle of operation and they all require lubrication. There are other regimes of lubrication: boundary, where the full fluid film is missing and lubrication is accomplished by additives which impart a greater film strength to the remaining film; elasto-hydrodynamic, which considers the effect of pressure on viscosity and the deformation of bearing surfaces under stress; and dry film lubrication, a science unto itself. There are examples of all of these in Saudi Aramco equipment: slides, pivots, trunnions, some anti-friction bearings and slow moving parts. The following table constitutes a basic recommendation chart for plain bearings. Table 6: Oil Recommendations For Plain Bearings Saudi Aramco Turbine or Machinery Oil Grade No. Speed, RPM <1500 >1500

Thick Film, Re-use (Circulation, Bath, Splash, Ring (Oiled) 46/68 32/46

Thin Film, All-Loss (Oil Can, Bottles, Drip Feed Oilers 68/150 46/68

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This table is for use only when more specific recommendations are not available. For example, major machinery, such as steam or gas turbines have specific recommendations and these may be at variance with the chart. For example, there are many combined systems in Saudi Aramco operations: a driving element, a driven element and a coupling on one skid. The lubrication of these units is almost always by way of a common system and the recommended lubricant will be that required by the major element, for example, the turbine. If there is any doubt, consult the lubrication engineers. 5.2.2

Antifriction Bearings Rolling element, or anti-friction, bearings are used on horizontal or vertical shafts, at low or very high speeds and under radial and/or thrust loads. They have proven reliable in the most severe services and advances in metallurgy have made them even more effective. The essential parts of all such bearings include a stationary race, a rotating race and rolling elements that separate the races while allowing free motion of the rotating race under load. In some cases, the rolling elements are carefully matched balls, while in others they may be cylindrical, tapered, spherical or concave rollers. Separators usually keep the rolling elements uniformly spaced around the circumference of the bearing. Grooved, or otherwise-shaped, raceways confine and guide the balls or rollers. One of the races fits the shaft or spindle; the other fits into a suitable housing that encloses the entire assembly. In some cases, the shaft forms the inner race. Seals around the shaft or spindle help to keep out harmful contaminants and to prevent leakage of the lubricant. In most cases, the shaft revolves and its race is tightly fitted while the housing and a less tightly fitted race are stationary. In either case, the load on the bearing produces high unit pressures on the rolling elements and raceways.

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Figure 6: Cross-sectional view of rolling element bearing

Figure 6 shows a cross-sectional view of the type of rolling element bearing in most common use. It is a single row, grooved ball bearing of the type found throughout industrial machinery. While the other types mentioned above differ in construction, the basic principle is well demonstrated by the picture. The size of an anti-friction bearing generally refers to the inside diameter, namely, the bore. With any given bore, a specific type of bearing may have smaller or larger outer diameters, narrower or wider races and smaller or larger rolling elements, depending on the duty it must perform (light, medium or heavy). Similarly, a specific type of bearing with a given outer diameter may have smaller or larger bores, narrower or wider races and smaller or larger rolling elements -- again depending on the duty to be performed. Various types of anti-friction bearings, therefore, are further classed as light, medium or heavy series. Lubricants, which may be either grease or oil, serve several functions in antifriction bearings: a. To lubricate the sliding contact which exists between the cage and other parts of the bearing, e.g., the rolling elements. b. To lubricate that part of the contact area between the races on inner and outer rings and rolling elements where a true rolling motion does not exist, e.g., a sliding contact. c. To lubricate all true rolling contact areas elasto-hydrodynamically (very thin oil films trapped in the areas of deformity caused by the high pressures at point or line contacts).

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Figure 7: Rolling Element Bearing. The ball bearing is the most common of the rolling element bearings. Other configurations may use rollers instead of balls, may be double-row instead of single row, may be constructed to withstand thrust loads and many other permutations.

d. To protect the highly finished surfaces of the bearing from corrosion and rust. e. In grease lubricated bearings, to protect against the intrusion of dirt, water and other contaminants. f.

In oil mist applications, to help cool the bearing by reducing fluid friction.

Both oil and grease lubrication are widely used. Oil gives more positive lubrication and better cooling; grease permits simpler housing designs, requires less frequent lubrication maintenance and usually provides a better seal against contaminants. Saudi Aramco Turbine and Machinery Oils are the preferred lubricants for oillubricated anti-friction bearings. The choice of grade is a function of speed, load and temperature. As a general rule, the heavier (higher viscosity) oils are used when speeds are low and temperatures are high. Conversely, lighter (lower viscosity) oils are better when speeds are high and operating temperatures are low. Compensation must be made for extremes of load, of course, with heavier loads requiring heavier oils. Lubricating instructions should be followed to the extent that they conform to the lubricants available and the operating conditions found in Saudi Arabia. Table 7 shows viscosity selection adequate for field use with non-critical equipment. Using this method for choosing the product to use in a rolling Saudi Aramco: Company General Use

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element bearing requires three values: the bore diameter of the bearing, in millimeters; the rotational speed of the bearing, in RPM and the operating temperature of the bearing, in °C. The bore diameter and the speed are multiplied to get what is known as the speed factor. Table 7 is derived from speed factors ranging from 10,000 to 1,000,000 and operating temperatures from 10°C to 120°C. Table 7: Viscosity Selection for Anti-Friction Bearings Anti-Friction Temperature, °C Bearing 10 50 Speed Factor 1,000,000 X X 500,000 X X 200,000 X X 100,000 X 32 50,000 X 46 20,000 32 68 10,000 32 68

65 X 32 46 68 68 150 150

90 32 46 68 150 150 320 320

120 68 150 150 320 X X X

X - Conditions which are unlikely to occur in Saudi Aramco. 32, 46, 68 - Saudi Aramco Turbine Oils 32, 46, and 68. 150, 320 - Saudi Aramco Machinery Oils 150 and 320.

Grease lubricated bearings run sizes and costs vary, from very small and disposable to very large and very expensive. The function of the grease, as with oil, is to provide a lubricating film between the rolling elements, the cage and the rings, minimizing wear and maintaining efficiency. Grease also provides a seal against the entry of contaminants. One common misconception concerning greased bearings relates to the quantity of grease needed to adequately lubricate a bearing. It is far worse to over-fill than to under-fill. A hot bearing will only get hotter if it is over-filled with grease. Given moderate loads and speeds, a properly packed bearing will run for years without replenishment. If such conditions apply, it is best to remove the grease fitting and repack the bearing only when the machine is overhauled. If conditions are more severe, with higher speeds and temperatures, grease addition may be required at intervals, but only where there is a relief plug or vent to allow the escape of any excess! Pressure buildup can cause seal rupture or it can be sufficient to prevent fresh grease from reaching the bearing cavities. I. Figure 8 shows a cross-section of a greased motor bearing with a fitting and a relief plug. Recommended procedures for repacking at overhaul or replacement (or initial packing of new bearings) are as follows: 1. Thoroughly clean bearings with kerosene or solvent. Do not dry by spinning with compressed air. 2. Immediately after drying, dip bearing in light turbine oil and allow to drain for 10-15 minutes. Keep bearing in a clean oil bath if not to be greases at once. Avoid finger prints. 3. Pack bearing with grease. If done by hand, it requires care and patience. Work clean grease into the spaces from each side in turn until the bearing is completely full. Only the bearing should be full, not the bearing housing. Saudi Aramco: Company General Use

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4. Preferred practice is to use a grease packer in which the grease is fed from the can or drum with an air operated dispenser. This minimizes the risk of contamination during the repacking operation. 5. Housing covers should be only one-third to one-half-quarters filled in order that sufficient space is left for the bearing to expel excess grease. There are six main greases in the Saudi Aramco lubricants system: 

All Purpose Grease 1 is a light-bodied lithium-base grease used for the gears in geared motors, valve actuators and other equipment.



All Purpose Grease 3 is a stiffer consistency product of the same type, used in automotive wheel bearings and chassis points. It also is used in low speed machinery where leakage rates are a problem and sealing is required to prevent the entry of contaminants. Other uses include pins, rods, links, nuts and threads, etc.



Ball Bearing Grease 2 is a polyurea grease for use in all motor bearings, most fin fans and many applications where water contamination, or humid air are present. Ball bearing grease 2 has superior high temperature performance compared with Lithium soap greases.



Polyethylene Grease 1 is a special product intended for use only in flexible gear couplings calling for grease lubrication.



Rack and Pinion Grease is a special product intended for use on jack-up barge open gears and racks.



High Temperature Grease is a special product intended for use in plain bearings at temperatures up to 235°C continuous operation.

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Figure 8: Greased Electric Motor Bearing. A properly constructed bearing will take the form shown, with a relief plug and grease distribution baffles.

5.3.

Gears Gears are employed to transmit motion and power from one revolving shaft to another, or from a revolving shaft to a reciprocating element. The most common types of gears are shown in Figure 9. 5.3.1

Spur Gears The teeth are cut parallel to the shaft, on a cylinder or wheel. Spur gears are used for moderate speeds and loads and with parallel shafts. The line of contact runs straight across the tooth face and the direction of sliding is at right angles to the line of contact. These conditions contribute to the formation of an effective lubricating film and lessen the demand on the lubricant.

5.3.2

Helical Gear and Pinion The teeth are cut on a spiral around a cylinder or wheel. Helical (and double helical, also known as herringbone) gears are used with parallel shafts. They run more smoothly and quietly than spur gears. Because there is always more than one tooth in mesh, the loading is more evenly distributed and contact pressures may not be as high as with spur gears. The lubricant demand is similar to spur gears although a slightly higher viscosity may be required.

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Bevel Gears The teeth are cut on a surface, at an angle to the shaft. The axes of the teeth intersect the shaft axis. Bevel gears are used for shafts which intersect, usually at right angles. A refinement of this type is the spiral bevel gear in which the axes of the teeth do not intersect the shaft axis. Lubricant demands are the same as for helical gears.

5.3.4

Worm Gears The teeth on worm gears are helical, similar to screw threads. The axes of the worm and wheel are on different planes and at right angles. Worm gears are used for heavy loads, relatively low speeds and for large speed reductions. The high rate of side sliding in worm gears results in considerable frictional heating and this, combined with low rolling velocity, requires a high viscosity lubricant, usually containing friction reducing additives.

Figure 9: Various Types of Gears. These are the most common types of gears: upper left, spur gear; upper right, helical gear and pinion; lower left, bevel gear; lower center, worm gear; lower right, hypoid gear.

5.3.5

Hypoid Gears Hypoid curve shaped teeth are cut on an angular surface. Hypoid gears are used for shafts which do not intersect and are designed to transmit high power in proportion to their size. They are widely used in light vehicle rear axles and are made of heat treated steel. Because of the steel-on-steel configuration and the high rate of side sliding which occurs, these gears are under boundary lubrication conditions nearly all of the time and they require lubricants which contain extreme pressure additives.

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The function of the lubricant in a gear unit is to prevent metal-to-metal contact, thus minimizing wear, noise and power loss. It also serves as a coolant and may lubricate the shaft bearings. Factors which affect the choice of gear lubricant are: 5.3.6

Speed The higher the speed of meshing gears, the higher will be the sliding and rolling speeds of individual teeth. This condition tends to retain a lubricating film and a lower viscosity lubricant will suffice. On the other hand, when speeds are low, a higher viscosity will be needed to assure that sufficient lubricant remains in the contact area.

5.3.7

Load Higher loads require higher viscosity oils and EP properties. Where shock loading is a factor, the lubricating film may be subject to rupture and a higher viscosity will afford some measure of protection.

5.3.8

Temperature Higher operating temperatures require higher viscosity oils with superior oxidation resistance. New oil will separate readily from water. However, if the oil is allowed to oxidize, through overuse or overheating, or is contaminated with dirt or rust, it will form an emulsion with water which may enter the system. Emulsified oil is not a good lubricant and the result may well be excessive gear wear. Therefore, wherever water contamination is likely, e.g., high humidity areas and steam turbine-driven gear sets, the oil must be inspected frequently for signs of water. Such inspections may reveal a need for additional centrifuging. Table 8, following, is a general recommendation chart for the lubrication of gears in Saudi Aramco equipment. There are many instances where the gears will be part of a combined system and the manufacturer's recommendations will differ from these. If there is any doubt, the Lubrication Engineers should be consulted.

Table 8: Gear Oils for Saudi Aramco Equipment Type of Gear Spur and Helical Gears <3600 RPM Planetary Gears Bevel Gears Hypoid Gears High Speed Gears (over 3600 RPM)

Size

Regular Grade*

EP Grade*

Any

MO 150

EP 220

MO 150 MO 150 MO 320

EP 220 EP 220 EP 220

MO 460

EP 460

N/A

AGL 140

TO 68**

AW 68

Single Enveloping EP 1000 EP 1000 EP 1000

Double Enveloping EP 1000 EP 1000 EP 1000

Any Cone Distance: Ambient Temp. Operating Temp. Any

<12" >12" >50 ºC or >70 ºC

Any Worm Wheel Centers and Speeds

Worm Gears

<6 inch 6 inch to 12 inch

<700RPM >700RPM <450RPM

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>450RPM <300RPM >300RPM <250RPM >250RPM <200RPM >200RPM

Saudi Aramco Lubrication Manual EP 460 EP 1000 EP 1000 EP 1000 EP 460 EP 1000 EP 1000 EP 1000 EP 460 EP 1000 EP 1000 EP 1000 EP 460 EP 1000

* Key to Product Grade Designations TO 68 - Saudi Aramco Turbine Oil 68 MO 150, 320 - Saudi Aramco Machinery Oil 150, 320, 460 EP 220, 320, 460 1000, - Saudi Aramco Gear Lube EP220, EP460, EP1000. AGL 140 - Saudi Aramco Automotive Gear Lube 140 or 85w/140 AW 68 - Saudi Aramco Hydraulic Oil AW68 **

For combined systems, may be Transmission Oil D-II or Turbine Oil 46. Consult lubrication engineers.

Enclosed gear sets are lubricated by the splash method or by means of a circulation system. With the former, lubrication maintenance consists of using the right oil, maintaining the correct oil level and draining and flushing on a prescribed schedule. The best guide to a correct oil level is a dipstick or a sight glass provided by the manufacturer. If these are not available, the standard rule of thumb is that the oil level should just immerse the teeth of the dipping gear in spur, bevel, helical and hypoid sets and ½ of the worm diameter (worm driven) or 1/3 of the wheel diameter (wheel driven) in worm gears. Too high of a level leads to churning, foam generation, leaking and overheating. Too low of a level leads to oil starvation, overheating and accelerated wear. Drain intervals in Saudi Aramco equipment are generally established at 2500 operating hours or 6 months unless conditions dictate otherwise. Pressure circulation system maintenance consists of using the right oil, cleaning the system filters on a regular basis, maintaining an oil level which will assure proper pump suction and draining and flushing the reservoir on a prescribed schedule. Where a heat exchanger is installed, it will require periodic maintenance. Open Gears Open gears require a tacky, adhesive compound, Saudi Aramco Open Gear and Wire Rope Lubricant, 26-SAMSS-063. It can be sprayed on the gear, either from a power sprayer or a spray can, applied with a brush, paddle or a caulking gun. For open gears subject to high loads and harsh environments such as underwater operation use Open Gear lubricant or Rack and Pinion Grease 26SAMSS-077.

5.4.

Combustion (Gas) Turbines Gas turbine drivers and generators used in Saudi Aramco operations vary in size up to 100 MW. They represent one of the most critical mechanical areas in all of the Saudi Aramco equipment. There are two basic types of gas turbine engines, industrial type and the aircraft or aero-derivative type.

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Industrial Type The basic industrial gas turbine consists of an axial compressor, a combustion chamber and a turbine. Compressed air is mixed with fuel and burned in the combustion chamber. The hot gases expand through a turbine or turbines to drive the load. There may be a single shaft with a single turbine to drive both the compressor and the load or two shafts with a high pressure turbine to drive the compressor and a low pressure turbine to drive the load. Accessories can include an accessory gear drive; main, auxiliary and emergency lube oil pumps; fuel pump; starting motor, engine or turbine; torque converter and speed control. These usually are mounted on fabricated bases and the portion of the base under the accessories is the lubricant reservoir. Many configurations of gas turbines have been built. Several shaft and bearing arrangements are shown diagrammatically in Figure 10. Two one-shaft gas turbines are shown. One (a) has a journal and thrust bearing at the gas turbine inlet and a second journal bearing at the exhaust. The other one-shaft unit (b) is similar but with an additional journal bearing between the compressor and the turbine. Two-shaft gas turbines are frequently required in mechanical drive applications. The figure shows two bearing arrangements: (c) uses overhung turbine wheels so that the compressor and high pressure turbine are supported by journal bearings at the inlet and at the compressor discharge. The load turbine is supported by two journal bearings in the turbine exhaust structure. Thrust bearings are on each shaft. The other two-shaft configuration (d) locates a double journal bearing on both sides of the low pressure turbine.

Figure 10: Various Gas Turbine Configurations. One-shaft designs are shown in (a) and

Figure 11 shows a simple cycle, open system gas turbine of type (a) above. The compressor draws in air, raises its pressure and temperature and forces it Saudi Aramco: Company General Use

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into the combustor. In this chamber, fuel is added which burns in contact with the compressed air, raising the temperature and heat energy level. The hot, compressed mixture travels to the turbine where it expands and develops mechanical energy, i.e., torque applied to a shaft. A part of this energy is needed to drive the compressor. The rest is available to drive a useful load such as a generator, pump, external compressor or other powered unit. In Saudi Aramco gas turbines all bearings are pressure lubricated. The circulating system will include an oil tank, pumps, strainers or filters, coolers and control instrumentation. Larger systems may also have a centrifuge or purifier for continuous by-pass or periodic oil purification. The function of the oil in a turbine lubricating system is to cool and lubricate bearings, and, in some cases, gears. It also may serve as a hydraulic medium for governors and controls. Bearings are usually babbitt lined shells which are operated under full fluid film hydrodynamic conditions. Thrust bearings are provided to take the axial load and maintain turbine position. They may be tilting pad types, collars or specially designed rolling element bearings. Following are some general lubricating system maintenance guidelines: a. Oil sight glasses should be examined daily. The oil should be bright and clear. If it is cloudy or opaque, it should be reported and the reasons sought immediately. It could be the sign of a cooler leak. b. Strainers/filters should be cleaned on a regular schedule and should be of the inert type. Activated clays or other chemicals may remove additives from the oil.

Figure 11: Simple, Open Cycle Gas Turbine. Air is drawn into the intake, compressed, fed to the combustor and exhausted through the power turbine.

c. Galvanized metals or copper should never be used for parts in contact with the oil. Saudi Aramco: Company General Use

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d. Preferred bearing oil inlet temperatures are between 40 and 50oC. Where there are air flow coolers it is permissible to go to 60C. e. Small circulation systems should be changed every 6 to 12 months, depending on the interval established through laboratory analysis. f.

On large capacity systems, use Lubricant Condition Monitoring (LCM) Program to follow the changing condition of the oil and determine the need for change. The Lubrication Engineers will interpret the analyses and recommend the actions to be taken.

g. Large systems will require periodic flushing per SAEP-1028 and SAES-G116. The Lubrication Engineers will recommend the procedure. Oil recommendations for gas turbines depend on the individual type and make. Since several different types and makes are used by Saudi Aramco, the manufacturer's recommendation should be followed and verified with the Lubrication Engineers. The following Table 9 contains typical recommendations for some of the Saudi Aramco equipment. Table 9: Saudi Aramco Recommendations for Industrial - Type Gas Turbines

5.4.2

Turbine Builder

Oil Recommendation

General Electric Frame 5 Frame 7 & 9 Westinghouse Mitsubishi John Brown Sulzer Solar

Turbine Oil 32 Gas Turbine Oil 32 Only Turbine Oil 32 Turbine Oil 32 Turbine Oil 32 Turbine Oil 32 Consult Lubrication Engineers

Aircraft Type The aircraft type, or aero-derivative unit, uses a jet engine as a gas generator. Instead of providing propulsion power directly, the hot compressed gases from the engine are fed to a power turbine which converts the heat energy into rotative power. A jet engine weighs less than an industrial type, takes up relatively little space, has a high level of thermal efficiency and is easily replaced or enhanced in case the need arises. Other features of aircraft engines used as gas generators in industrial service are: 

Because of their very high speeds, usually 8000 to 18000 RPM, compared to 3000 to 9000 RPM, manufacturers generally use antifriction bearings.



Bearing temperatures are very high, usually above 200C, and special synthetic lubricants are required.

The cut-away in Figure 12 shows a typical aircraft-type gas turbine. Note: The driven turbine may be an integral unit with the gas generator or it may be a separate turbine. In the first case, it will have a common lubricating system; in the second instance, there generally will be a separate system using conventional mineral turbine oil.

As with the industrial turbine, the primary functions of the lubricant in an aircrafttype engine are to cool and lubricate the bearings. However, the temperatures Saudi Aramco: Company General Use

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are much higher and a special lubricant is needed. For Saudi Aramco equipment, the only lubricant to be used in the gas generator is Saudi Aramco Synthetic Gas Turbine Oil 5, 26-SAMSS-076. Note: The operation of the lubrication system differs considerably from the heavy industrial type. Oil is fed from the oil reservoir to the various shaft bearings; at each of the shaft bearing locations. Scavenge pumps, having a higher flow rate than the feed lube oil pumps, scavenge the oil at the shaft bearing locations and return the lube oil to the reservoir. Unlike the heavy industrial type gas turbines, the lube oil is filtered through 10 micron filters on the return to the oil reservoir; not on the supply to the bearings. It is, therefore, most important that the oil in the oil reservoir is not contaminated at any time. To prevent contamination when changing the oil, or toping up the oil, a suitable filter must be installed upstream of the lube oil reservoir.

Figure 12: Aircraft-Type Gas Turbine, (gas generator only shown)

5.5.

Steam Turbines In a steam turbine, hot vapor under pressure is expanded in nozzles where part of its heat energy is converted into kinetic energy. The kinetic energy is then converted into mechanical energy in the turbine runner either by the impulse principle or the reaction principle. If the nozzles are fixed and the jets directed toward movable blades, the jets' "impulse" force pushes the blades forward. If the nozzles are free to move, the reactio of the jets pushes against the nozzles, causing them to move in the opposite direction. The main lubricated parts of steam turbines are the bearings, both journal and thrust. Depending on the installation, a hydraulic control system, oil shaft seals, gears, flexible couplings and turning gear may also require lubrication. The rotor of a steam turbine is supported by two hydrodynamic journal bearings. These bearings are located at the ends of the rotor and, because of the very small clearances between the shaft and shaft seals and between the blades and the casing, the bearing alignment is critical. Any appreciable misalignment, resulting from improper installation or from wear, will cause damage to the shaft seals and the blading. The loads imposed on the bearings are due, primarily, to the weight of the rotor assembly. The bearings are conservatively proportioned so that pressures on them are moderate. Horizontally split shells lined with tin base babbitt are most commonly used. Saudi Aramco: Company General Use

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The bearings are enclosed in housings and supported on spherical seats or flexible plates to reduce any angular misalignment. The passages and grooves in turbine bearings are sized to permit the flow of considerably more oil than is required for lubrication alone. The additional oil flow is required to remove frictional heat and the heat conducted along the shaft from the hot parts of the turbine. Where a turbine is used to drive a generator, the bearings on the latter will be of similar construction and the lubrication usually will come from a common system. Thrust bearings are always provided, regardless of the type of turbine, to take axial thrust and hold the rotor in correct axial position with respect to the stationary parts. These bearings, depending on the type and size of the turbine, will come from several different designs. Tilting pad bearings, made with pivoting wedge bearing surfaces, are used on large, reaction turbines. On small, impulse type turbines, the thrust may be absorbed by babbitt-faced ends on the journal bearings or by specially designed rolling element bearings. Small turbines, such as those used to drive auxiliary equipment, are usually equipped with ring-oiled bearings. All large units use pressure circulation systems which supply oil to all parts requiring lubrication. The circulating system will include an oil tank, pumps, strainers or filters, coolers and control instrumentation. Larger units also will have a centrifuge or purifier for continuous by-pass or periodic oil purification. Following are some general lubricating system maintenance guidelines: 1. Water is the most prevalent contaminant in turbine lube systems. It comes as steam from leaking shaft seals, as condensation from humid air in the reservoir or as water from leaking coolers. Collected water from the bottom of all reservoirs should be removed on a scheduled basis and sight glasses checked at least once per shift for any evidence of haze or opacity. 2. Strainers and filters should be cleaned on a regular schedule and should be of the inert type. Activated clays and other chemical materials may remove the oil additives and are not recommended. 3. Galvanized metals and copper should never be used in turbine systems where they may come in contact with oil. 4. Centrifuges should be used in such a way that the entire oil charge is treated every day. Ten to fifteen percent of the total charge per hour is the rule of thumb. Also, the centrifuge should not be run at a rate of more than 75% of capacity. 5. Bearing oil inlet temperatures should be between 40 and 50°C. If coolers are air flow type, 60°C is permissible. 6. Oil changes for ring-oiled bearings should be scheduled for 6 to 9 month intervals. Drain the oil, clean the housing with a lint-free rag and refill. 7. Laboratory analyses should be used to establish a satisfactory drain interval for small circulating systems. It should be no more than 12 months. 8. Oil Condition Monitoring facilities should be used to follow the condition of the oil in all large systems. The Lubrication Engineers will interpret the analyses and recommend actions to be taken. 9. Large systems will require periodic flushing. The Lubrication Engineers will recommend the procedures, based on their knowledge of manufacturer's methods.

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Oil recommendations for steam turbines depend on the individual type and make. In the Saudi Aramco system the proper oil will be one of the turbine grades, Saudi Aramco Turbine Oil 32, 46 or 68 per 26-SAMSS-045. Table 10 lists a few of the steam turbines used in the Saudi Aramco system and the oil recommendations which apply to them. Table 10: Typical Saudi Aramco Recommendations For Steam Turbines Turbine Builder General Electric and Delaval

Westinghouse

Terry, Elliott & Worthington

5.6.

Conditions Circulation System - Direct Circulation System - Geared Circulation System - Direct Circulation System - Geared Ring Oiled Bearings: <80°C Bearing Temperature >80°C Bearing Temperature Circulation System - Direct Circulation System - Geared Ring Oiled Bearings - All

Saudi Aramco Grade 32/46 32/46 32/46 68 68 150 (MO) 32/46 68 68

Compressors Compressors are manufactured in several types and for a variety of purposes. Lubrication requirements vary widely, depending not only on the type of compressor but also on the gas being compressed. In general, air and gas compressors are mechanically similar so the main difference is the effect of the gas on the lubricant. Refrigeration and air conditioning compressors require special consideration because of the recirculation of the refrigerant and mixing of the lubricant with it. Compressors are classified as either positive displacement or dynamic. The positive displacement class includes reciprocating (piston) types and several rotary types. Dynamic compressors are usually of either the centrifugal or axial flow type. 5.6.1

Reciprocating Compressors Reciprocating compressors are used for many different purposes involving extremes of pressure and volume requirements. Most reciprocating compressors are of the single or two stage type, with smaller numbers of machines having three or more stages. From a lubrication point of view, single and two stage machines generally are similar, while additional stages introduce different requirements. The principal parts common to all reciprocating compressors are pistons, piston rings, cylinders, valves, crankshafts, connecting rods, main and crankpin bearings and suitable frames. Double acting compressors, which compress on both ends of the pistons, require piston rods, packing glands, crossheads and crosshead guides. For lubrication purposes, all of the parts associated with the cylinders (pistons, rings, valves, etc.) are considered as cylinder parts and all parts associated with the driving end (bearings, crossheads and guides) are considered running gear. Every reciprocating compressor is provided with cooling facilities in order to limit the final discharge temperature to a reasonable value and to minimize power requirements. The cylinder walls and head are cooled and in the case of Saudi Aramco: Company General Use

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two stage and multistage machines, the gas being compressed is cooled between stages in intercoolers. Cooling can be by air or water but in larger machines water is usually required. Cylinder lubrication, except in small compressors of the open crankcase design, usually is accomplished by means of force-feed lubricators, supplying oil directly to the cylinders or to the suction valve chambers. This oil is carried out of the cylinders by the discharging gas and collects in the discharge system. Open crankcase compressor cylinders are lubricated by splash from the crankcase by means of scoops or other projections on the connecting rods or cranks. Compressor valves require very little lubrication. Usually the small feed of oil required spreads to the valves from the cylinder walls or is brought in atomized form from the air or gas stream. Running gear is lubricated from the crankcase, either by splash or by positive displacement. The details of the systems vary greatly but in essence they all deliver oil to the bearings and crossheads in sufficient quantity to protect and cool the moving parts. Cylinder oils are subjected to severe oxidizing conditions, imparted by the high temperatures involved in the compression process and the thin films of the exposed oil. The oxidation products can cause deposits which restrict air flow, increase temperatures and result in loss of power. Thus, the choice of lubricant and the use of proper feeds is essential. Note: Most Saudi Aramco reciprocating instrument air compressors are designed to operate without cylinder lubrication. However, the running gear requires the same lubrication maintenance as any other compressor.

The gases being compressed are also a factor in the selection of lubricant: a. Inert gases, such as carbon dioxide, hydrogen, helium and nitrogen, have little or no effect on mineral lubricants. Conditions applying to air are equally applicable to these gases. b. Under certain conditions hydrocarbon gases (methane, butane, natural gas, refinery gas) can condense and dilute the cylinder lubricant, thus reducing its viscosity and, thereby, its lubricating ability. c. Sour gas, direct from the well, contains sulfur compounds and engine oils are used as they provide better protection against the corrosive effects of the sulfur. d. Wet gas, that in which there are large quantities of entrained liquids, will require a heavier cylinder lubricant than dry gas. Chemically active gases introduce new sets of conditions in lubricant selection: a. Oxygen should never be compressed in the presence of petroleum oils as explosive mixtures will result. Oxygen compressors are designed to run without lubrication or with non-petroleum lubricants. b. Other chemically active gases which are not compatible with petroleum lubricants are chlorine and hydrogen chloride. c. Sulfur dioxide dissolves in additive oils, forming sludges and reducing the viscosity. Highly refined white oils are used in this application. Saudi Aramco: Company General Use

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d. Hydrogen sulfide becomes corrosive in the presence of moisture so compressors processing this gas must be kept dry. The oils used should contain rust and oxidation inhibitors and be capable of absorbing moisture. 5.6.2

Rotary Compressors Rotary compressors fall into three principal types: a. Straight lobe machines are built with identical two or three lobed impellers which rotate in opposite directions inside a closely fitting casing. The impellers do not touch each other or the casing and no internal lubrication is required. Compression pressures are low (up to 25 psi) and these units are often referred to as blowers rather than compressors. b. Helical lobe compressors, often called screw compressors, have a four lobed male impeller which meshes with a six lobed female impeller. Gas is compressed by the action of the two mating rotors. They can be operated without lubrication, using timing gears to separate the lobes. If they are lubricated, they will be flooded, where oil is injected into the cylinder to absorb heat from the gas and to act as a seal between the rotors. An external circulation system is required to control the temperature of the oil and a removal system to separate the oil and air at the discharge end. In a single stage configuration, 125 psi is a practical maximum which can be doubled to 250 psi with two stages. c. Rotary vane, or sliding vane, compressors have vanes that are free to move in slots in a rotor mounted eccentrically in a casing. Rotation of the rotor causes the vanes to move in and out of the slots, creating pockets which increase and decrease in volume, compressing the gas in the process. All of the sliding surfaces in the cylinder require lubrication to minimize friction and wear. This is usually accomplished through flood lubrication which also helps to seal the vane-cylinder space. Maximum pressures are approximately 100 psig for a single stage and 125 psig for double stage units.

5.6.3

Centrifugal Compressors Centrifugal compressors are particularly adapted to supplying volumes of gas at pressures ranging from 1.0 to 10, 500 psig. They are inherently suited to high speed operation, in Saudi Aramco ranging from less than 10,000 RPM to more than 40,000 RPM. The compression element is a multibladed rotor which rotates in a casing. Gas trapped between the impeller blades is accelerated and thrown outward and forward in the direction of rotation. The gas leaves the blade tips with increased pressure and high velocity and enters a diffuser ring. In the diffuser ring, due to increasing area in the direction of flow, a reduction in velocity and a substantial increase in pressure take place. The gas then enters a volute casing where, again due to increasing area in the direction of flow, a further reduction in velocity and increase in pressure take place. Single stage units will deliver up to 10 psi and multistaging can increase this up to 10,500 psig depending on the number of stages. Lubrication requirements for centrifugal compressors are limited to the shaft bearings, which may be of either the plain or rolling element type, and thrust bearings and seals. Where gear drives are used, it is common practice to lubricate both bearings and gears from the same system including seals depending on the type of gas being Saudi Aramco: Company General Use

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compressed. Separate seal oil systems are provided for sour gas (H2S) compressor applications. 5.6.4

Axial Flow Compressors An axial flow compressor, the second type of dynamic machine, contains alternating rows of moving and fixed blades. High velocity is imparted by the moving blades to the air being compressed. The velocity is reduced and transformed to pressure as it flows through the expanding passages between the fixed and moving blades. Axial flow compressors are used in all of the smaller types of gas turbines because of their high capacities. As with centrifugal compressors, the lubricated parts are the bearings and any seals that may require oil. Most Saudi Aramco compressors handling fluids and gases have seal oil systems. These may be separate or integral with the lubricant circulation system. Their functions are to seal, lubricate and cool: seal the lubricant from the product and cool and lubricate the seal faces. It is essential that the proper turbine oil grade is used and all seal oil system maintenance procedures are followed. Compressors with combined lube and seal oil systems should have samples taken and analyses performed periodically to check for product gas dilution. Such dilution can affect the viscosity of the lubricating oil to such a point that machine damage may occur.

5.6.5

Refrigeration Compressors Refrigeration compressors pose an entirely different set of lubricating conditions, due to the influence of the refrigerant. The basic system consists of an evaporator, compressor, condenser, receiver and expansion valve. Liquid refrigerant flows from the receiver under pressure through the expansion valve to the evaporator coils, where it evaporates, absorbing heat and cooling the affected space. The vapor is then drawn into the compressor where its pressure and temperature are raised. At the higher pressure at the discharge end of the compressor, the condensing temperature of the refrigerant is higher than it would be at atmospheric pressure. Therefore, when the hot, high pressure vapor flows from the compressor to the condenser, the cooling water removes enough heat from it to condense it. This liquid refrigerant then flows to the receiver, ready for another cycle. Refrigeration compressors, usually of the reciprocating type, are exposed to low temperatures at the suction ports and relatively high temperatures at the discharge. These contradictory conditions require an oil which has low pour and floc points and sufficient viscosity and stability to withstand the high temperature and properly lubricate the cylinder walls. Conditions with the running gear are similar to those found in air compressors. The following comments apply to the refrigerants in most common use (R for Refrigerant, commonly referred to by brand names such as Freon). See Table 11 a. R-13 and 14, and ammonia, are immiscible with petroleum oil so oil reaching the evaporator will solidify. Systems are designed to prevent oil from entering the stream and the lubricating oil should have a pour point below the lowest temperature in the system. Saudi Aramco: Company General Use

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b. R-11, 12, 113 and 500 are miscible with oil in all proportions at all temperatures and pressures. R-22, 114 and 502 are generally miscible with oil under conditions found in the high pressure side of the compressor (the condenser) but are only partly miscible in the evaporator. Being miscible, the refrigerants depress the pour point of the oil so that it does not congeal in the evaporator. However, there is a temperature, the floc point, at which wax-like materials will start to separate out. Thus, the floc point of the oil becomes the limiting requirement. c. HFC-134a refrigerant gases are replacing the above refrigerants in all new air conditioning/chiller compressors. Mineral oil refrigeration oils cannot be used with these refrigerants. For this reason refrigeration oils of the synthetic polyol ester type have been developed and must be used where HFC-134a is the refrigerant in use. Table 11: Oil Recommendations for Saudi Aramco Compressors Type of Compressor Conditions Saudi Aramco Lubricant Reciprocating: Cylinders and Bearings Bearings Cylinders, Lubricators

Wet Gas, Stage Pressure Unstable Refinery Gas Rotary Compressors: Sliding Vane, Discharge Temperature

Splash Force Feed or Separate Splash 0-500 psi 500-1000 psi 1000-2500 psi 2500-4000 psi >4000 psi 0-1000 psi 1000-2500 psi >2500 psi <140°C 140-175°C 175°C

Oil Cooled Type Lobe Type Centrifugal Compressors Axial Compressors Refrigeration Compressors

Refrigeration Compressors

Common System with Motor or Turbine Driver Reciprocating and Certain Rotary Types Except HFC 134A Refrigerant Gas Reciprocating and Certain Rotary Types Where Refrigerant Gas is HFC-134a

Saudi Aramco Turbine Oil 68 or Machinery Oil 150, 320 Saudi Aramco Turbine Oil 68 or Machinery Oil 150 Saudi Aramco Turbine Oil 150 Saudi Aramco Machinery Oil 150 Saudi Aramco Machinery Oil 320 Saudi Aramco Machinery Oil 320 Saudi Aramco Machinery Oil 320 Saudi Aramco Machinery Oil 150 Saudi Aramco Machinery Oil 320 Consult Lubrication Engrs. Saudi Aramco Diesel Engine Oil CD/CD Saudi Aramco Machinery Oil 150 Saudi Aramco Machinery Oil 320 Saudi Aramco Machinery Oil 320 Saudi Aramco Turbine Oil 46/68 Saudi Aramco Turbo Compressor Oil 46 or Saudi Aramco Diesel Engine Oil CD Saudi Aramco Turbine Oil 68 Saudi Aramco Turbine Oil 46 or 68 Saudi Aramco Turbo Compressor Oil 46 Saudi Aramco Refrigeration Oil WF 68

Saudi Aramco Refrigeration HFC-134a Synthetic

Oil

The items listed below concern compressor maintenance and are a general guide. For complete maintenance instructions, refer to the manufacturer's instructions. 5.6.6

Reciprocating Compressors a. Good compressor operation demands clean air or gas intake and correct lube feed rate. Compressors must not be over-lubricated. Saudi Aramco: Company General Use

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b. The correct oil level must be maintained in the crankcase. A low level means oil starvation and poor lubrication; a high level means excessive agitation and oil carry-over to valves and discharge systems. c. The oil and the oil filter should be changed after the manufacturer's recommended run-in. Thereafter, both oil and filter should be changed on a regular schedule, approximately every three months or 2000 hours. If conditions are especially hot or dirty, the interval should be shortened. The best way to establish an appropriate interval is through laboratory analysis and a recommendation from the lubrication engineers. d. Lubricators should be inspected regularly, at least 3-4 times per year. The lubricator reservoir and sight glass should be cleaned as part of the inspection procedure. e. Lubricators should be set to give minimum oil feed rate for effective lubrication. Follow manufacturer's recommendations or consult the Lubrication Engineers. The rule of thumb is that the cylinders should have a very slight oil film and there should be no dry patches or signs of rust. f.

Avoid any accumulation of oil in cylinders, valves, discharge lines or coolers. The net result of such accumulations may be deposits, which lead to hot spots and can ignite the oil vapor in the air and cause a fire or an explosion.

g. If wet air filters are used, they should be cleaned and reoiled at least weekly. Replaceable air filter units should be checked regularly and changed as needed. h. Water should be drained from intercoolers, aftercoolers, receivers and traps at least once each shift if automatic drains are not provided. If the traps are small, more frequent draining may be required. i.

Correct cooling water temperature should be maintained in jackets, intercoolers and aftercoolers.

j.

Internal surfaces of coolers should be cleaned on a scheduled basis, either by flushing or solvent washing.

k. Valves and safety valves should be inspected every three to six months. They should be cleaned as required and any broken discs or springs replaced. l.

A whistling or hissing sound should be investigated at once as it indicates a leaking valve. This is a dangerous condition and should be corrected immediately.

m. Glands should be inspected every six to twelve months and the packing adjusted or renewed as needed. 5.6.7

Centrifugal and Axial Compressors a. Regular viscosity checks should be made of the seal oil in gas compressors where gas contamination can lower the viscosity and affect the sealing efficiency. b. Shaft bearings, thrust bearings and seals may be served by a common lubricating system. Oil level and filter condition should be checked on a regular schedule. Saudi Aramco: Company General Use

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c. Some units will be integral with a gas turbine driver, a gear drive or both. In such cases, the lubricating system will be common to all components and the service intervals applicable to the driver will cover the compressor as well. d. Breathers or extractors should be checked on a scheduled basis and cleaned or changed as required. e. If intercoolers or aftercoolers are fitted, they should receive the same maintenance services as mentioned in Reciprocating Compressors.

5.7.

Pumps Pumps are used to move liquids or mixtures of liquids and solids. There are two basic types of pumps: 1. Dynamic, in which a dynamic action takes place between a mechanical element and a fluid. Examples are centrifugal and jet pumps. 2. Static, where a decrease in volume in the working chamber causes fluid displacement. Examples are reciprocating, rotary, gear and vane pumps. The pumps in most common use in Saudi Aramco operations are reciprocating and centrifugal. They will have such names as crude transfer pumps, proportioning pumps, water pumps, metering pumps, vacuum pumps, submersible pumps, sewage pumps, fuel pumps, injection pumps, process pumps, shipping pumps and others. Reciprocating pumps are either direct driven by an internal combustion engine or an electric motor. In the case of metering pumps and proportioning pumps, the drive is via a gear box. Rotary and centrifugal pumps usually are driven by electric motors, turbines or, occasionally, diesel engines. Pump lubrication differs with the type of pump and the fluid being moved. In some designs, such as vertical line shaft pumps, lubrication is provided by the liquid being pumped. Other designs require oil lubrication and the appropriate grade of Saudi Aramco Turbine Oil or Machinery Oil should be used. Some pumps are grease lubricated and the proper grease is Saudi Aramco All Purpose Grease EP 3 or Saudi Aramco Ball Bearing Grease 2. Specific exceptions to the above are some models of Byron Jackson submersible pumps, under certain conditions, for which only B-J Submersible Pump Oil is recommended. Also, vacuum pumps use only Saudi Aramco Vacuum Pump Oil. Table 12 is a general chart for pump lubrication.. Table 12: Lubrication Recommendations for Pumps Type of Pump Parts To Be Lubricated Direct Connected Centrifugal

Geared Pumps: Centrifugal Centrifugal Deep Well

Saudi Aramco Lubricant

Bearings – Plain and AF Reuse All Loss Greased Guide Bearings, Deep Well Shafts Seals

Saudi Aramco Turbine Oil 46, 68 Saudi Aramco Turbine Oil 46, 68 Saudi Aramco All Purpose Grease EP 3 Saudi Aramco Turbine Oil 46, 68 Saudi Aramco All Purpose Grease EP 3

Common System Greased Bearings Bevel Gears Guide Bearings

Saudi Aramco Turbine Oil 46, 68 Saudi Aramco All Purpose Grease EP 3 Saudi Aramco Machinery Oil 150 Saudi Aramco Turbine Oil 46

Bearings, Gears

Saudi Aramco Transmission Oil D-11/Turbine Oil 32

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Saudi Aramco Lubrication Manual Integral Geared High Speed Reciprocating, Plunger Type

Bearings, Crossheads, Gears, Common System Seals Gears and Worm Gears, Separately Lubricated Gears, Open System System

Saudi Aramco Gear Lube EP 460 Saudi Aramco All Purpose Grease EP 3

Saudi Aramco Gear Lube EP 220, EP 460 Saudi Aramco Open Gear and Wire Rope Lubricant Vacuum Pumps Saudi Aramco Vacuum Pump Oil Submersible Saudi Aramco Turbine Oil 68 or *B-J Submersible Pumps, B-J Pump Oil * B-J Submersible Pump Oil should be used in hot well service and on those pump motors with mercury seals.

The following general maintenance procedures are for plant guidance: Oil reservoirs should be checked weekly and topped up if necessary. Crossheads and linkages require a few drops of oil once or twice per shift and, if equipped with drip feed oilers, the reservoirs should be topped up as needed. Ball and roller bearings should not be overgreased. Strainers/filters should be cleaned on a regular basis and should be of the inert type. Small circulation systems should be changed every 6 to 12 months, depending on the interval established through laboratory analysis. On large capacity systems, use Oil Condition Monitoring to follow the changing condition of the oil and the pump. The Lubrication Engineers will interpret the analyses and recommend proper action steps. Large systems will require periodic flushing. The Lubrication Engineers will recommend the procedure, based on their knowledge of manufacturer's methods and industry practice. In cases where contamination is unavoidable, separate pump/driver/gear units may be required. Problems with pumps result most frequently from product fluids passing the seals and bushings. Each product pumped requires different maintenance and creates different problems. Frequent laboratory analyses and use of the Oil Condition Monitoring Program will help keep adverse conditions under control.

5.8.

Electric Motors Electric motors and generators are relatively easily lubricated if they are cared for properly. Except in the case of integral gear motors, only the bearings require lubrication. The usual rule regarding lubricant selection is the following: 1. Motors below 250 HP may have grease lubricated antifriction bearings, oil lubricated antifriction bearings or plain bearings, lubricated either with grease or oil. 2. Motors over 250 HP will nearly always have plain bearings and they will nearly always be oil lubricated. In the Saudi Aramco system, all greased antifriction bearings, regardless of speeds or loads, will use Saudi Aramco Ball Bearing Grease 2, 26-SAMSS-054. For oiled plain bearings, see Table 6. Table 13 supplements the other and refers specifically to electric motor and generator bearings, using temperature and speed as the only parameters:

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March 2017 Table 13: Oils for Antifriction Bearings - Motors and Generators Speed, RPM <500 500-1100 1100-3600 >3600 <500 500-1100 1100-3600 >3600

Min. Ambient Temperature -7°C -7°C -7°C -7°C 4.5°C 4.5°C 4.5°C 4.5°C

Max. Oper. Temp. 54°C 54°C 54°C 54°C 93°C 93°C 93°C 93°C

Saudi Aramco Lubrication Manual

Saudi Aramco Grade Saudi Aramco Machinery Oil 150 Saudi Aramco Turbine Oil 68 Saudi Aramco Turbine Oil 32/46 Saudi Aramco Turbine Oil 32 Saudi Aramco Machinery Oil 150 Saudi Aramco Turbine Oil 68 Saudi Aramco Turbine Oil 46/68 Saudi Aramco Turbine Oil 32

Integral gear motors have different requirements, based on the type of gears and the operating conditions. For lubricant recommendations, consult the manufacturer's instructions or the lubrication engineers. The baths or reservoirs of oil lubricated bearings require the same care that applies to other such equipment. Oil distribution may be by means of rings or pressure systems or, in the case of some oil lubricated take out bearings, by means of a slinger ring. Such an arrangement is shown in Figure 13. As was discussed earlier under "Bearings", the major problem with greased antifriction bearings is over-lubrication. The first point to be understood is that a bearing will expel grease which it does not need. Therefore, the housing must have space to accept the surplus grease. If this space is not available, or if it is overfilled, the bearings will overheat and excess grease may leak into the windings. A well-designed bearing has a relief or vent plug to allow excess grease to be expelled. Figure 14 shows such a bearing. Replenishing this type of bearing is done as follows: 1. Remove power to the motor and wait for the motor shaft to stop running. 2. A low-pressure hand lever gun should be used - never a high-pressure, airpowered gun. 3. The housing and the fitting should be thoroughly cleaned. 4. The relief plug should be removed and the opening, including any grease vent pipe if fitted, freed of hardened grease. 5. Grease should be added slowly until new grease appears at the relief plug. Proper safety precautions should be observed. 6. The motor should be re-started and allowed to run for ten to fifteen minutes with the relief plug out. By this time there should be no more excess grease coming from the bearing. 7. The relief plug should then be cleaned and refitted. Note: Re-greasing of Double Shielded Bearings: The use of double shielded bearings, particularly in electric motors is increasing. Contrary to some opinions they can be regreased, and should be re-greased periodically, to prevent corrosion in the bearing housing and on the shaft. However, it is most important that the grease vent plug be removed when re-greasing and the bearing housing arrangement is such that the grease gun fitting and the vent plug locations are on the same side relative to the bearing position. The reason being that it is most important that during re-greasing the grease flow is not restricted otherwise the internal pressure can damage the bearing shields and in some cases displace the bearing on the shaft. The above does not apply to sealed bearings. On no account should attempts be made to re-grease bearing housings fitted with sealed bearings. Saudi Aramco: Company General Use

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Figure 13: Oil-Fed, Slinger Ring Bearing. Oil from the reservoir is fed to the bearing by the oil ring.

Figure 14: Greased Electric Motor Bearing. Note the drain plug which allows the bearing to purge itself after regreasing.

Note: For motors fitted with double shielded bearings special consideration is required. Refer to item 8 of this section on Electric Motors. Saudi Aramco: Company General Use

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Frequency of replenishment and repacking depends on motor size and speed, bearing operating temperature and whether service is intermittent or continuous. Additionally, the effect of the environment must be considered, such things as airborne dirt and chemical vapors. As a general rule, motor bearings in normal service should be checked and relubricated at intervals of one to two years. However, high speeds or high temperatures or hostile environments may require regreasing at one to three month intervals, where a relief plug is fitted..

5.9.

Other Electrical Equipment This category consists of transformers and switchgear. In transformers, the functions of the oil are to insulate windings and to dissipate heat when under load. In switchgear, the functions are to insulate live parts and to extinguish arcs which may form when contacts open. The properties required of transformer and switchgear oils are low viscosity, good dielectric strength, good oxidation resistance and chemical stability. Saudi Aramco Transformer Oil is made from a highly refined base oil, contains no additives and is the only product permitted in Saudi Aramco transformers and switchgear. Insulating oils must be dry and free from contaminants. Minimum dielectric strength is usually guaranteed ex-refinery to be 30 kv or higher. During shipment and storage at site, however, the oil may pick up moisture and contaminants and these must be removed before use. The following oil usage procedures are recommended: 1. Transformer oil is to be stored indoors and should be held at the use site for ten hours before opening the drum. This will permit the oil to reach ambient temperature before exposure to the air - thus air will neither be expelled or drawn in when the drum is opened. 2. If, in a laboratory test, the oil is not 25 kv or over, it must be dehydrated before use. This is accomplished in one of two ways: a purifier/vacuum dehydrator or a filter press. The former is most common in Saudi Aramco operations. 3. Only clean pumps and metal hoses should be used for filling transformers and switchgear. The equipment should be thoroughly flushed with clean, dry transformer oil before use. 4. Transformers should be filled through the bottom drain valve or through a hose reaching nearly to the bottom of the tank. A vacuum pump may be used to remove entrapped air bubbles. If possible, fill through a filter press or a filter cartridge. 5. The level to which the transformer should be filled will vary with the type of unit involved. Manufacturer's instructions should be followed. 6. The newly-filled transformer should be allowed to stand for 24 hours to allow air to rise or, preferably, the vacuum pump should remain in operation. At the end of this time, the level should be brought to the desired point with the air vent plugs open. 7. Where possible, operate the transformer for a short time at low voltage to release air or moisture. Check the dielectric strength on a sample from the bottom of the tank, check the insulation resistance of the windings and recheck the oil level before applying full working voltage. Service checks for transformers should consist of the following: 1. Check oil level monthly. 2. Renew desiccants in breathers before they become saturated. Saudi Aramco: Company General Use

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3. Take oil sample three months after installation or refilling and check dielectric strength. 4. Check samples periodically for cleanliness, dielectric strength and neutralization number. The interval will depend on the equipment rating and the local environment. 5. While neutralization number is less than 0.15 mg KOH/g, the oil may be passed through a purification unit every two to three years. 6. When oil reaches 0.2 mg KOH/g, it should be changed. 7. Immediately after emptying transformer, wash down the inside of the tank and the windings with clean insulating oil to remove oil deterioration products. 8. Check tank and cover for corrosion. Any such material should be removed and the metal appropriately protected. Service checks for switchgear should consist of the following: 1. Check oil level on a scheduled basis and inspect for signs of overheating. Also, check the condition of the insulators and for leakage of sealing compound. 2. Switchgear not in regular use should be operated every three to six months to be sure it is still in good working order. 3. At overhaul, remove oil and check dielectric strength which should be at least 25 kv. Neutralization number testing is not usually necessary. 4. Wash switch with clean insulating oil and wipe down the tank. 5. Inspect all moving parts for burning or other damage and replace where necessary. 6. Moving parts with grease lubrication should be cleaned of old grease and relubricated with Saudi Aramco All Purpose Grease EP 3. 7. Check oil level in dash pots and, if necessary, add the proper oil. 8. Check insulating oil samples periodically for cleanliness, dielectric strength and neutralization number. 9. Check the level and condition of oil in hydraulically operated breaker mechanisms, where applicable. Special oils are used in this service and guidance should be sought from the Lubrication Engineers.

5.10. Machine Tools Machine tools are used, in a broad sense, to alter the shape or size of a piece of metal. They can be classified into a variety of types, covering numerous machining operations. For reasons of space and relevance, the following brief remarks cover only the essential elements of the subject. 5.10.1 Machine Tool Lubricants The primary parts of machine tools, requiring lubrication, are the following: 

Headstocks and tailstocks;



Gear boxes;



Spindles;



Hydraulic systems;



Sliding surfaces, ways and feedscrews; Saudi Aramco: Company General Use

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

Grease lubricated parts.

Since most machine tools are precision made to do precision work, correct lubrication is important. Whenever possible, the manufacturer's recommendations should be followed. Table 14 shows the Saudi Aramco grades for various applications. Table 14: Machine Tool Lubrication Guide Drilling, Machine Tool Tapping, Planning Function Threading, Boring Machine Tool Element Main Gears 32-68 46-150 Headstock 32-68 Speed Chg. 32-68 Gears Feed Gears 32-68 46-150 Traverse & 460 460 Worm Gears Spindles 32-68* 68 Haudrilics** 32-68 68 Slides, Ways W W Grease Lubr. AP3 AP3 Parts Key: * ** ** 32 46 68 150 460 W AP3

Shaping

Milling

Grinding

Honing

General Lathes

68 -

46-68 46-68

46

46 -

68-150

-

-

-

-

68-150

68

46-68

46

-

-

-

460

460

460

-

68 W

32-68 46 W

32-68* 46-68 W

46 46-68 W

68 W

AP3

AP3

AP3

AP3

AP3

Lighter oils may be required. Consult Lubrication Engineers. If ISO 68 is called for, use Saudi Aramco Hydraulic Oil AW 68 If ISO 32 is called for, use Saudi Aramco Transmission Oil D-II Saudi Aramco Turbine Oil 32 Saudi Aramco Turbine Oil 46 Saudi Aramco Turbine Oil 68 Saudi Aramco Machinery Oil 150 Saudi Aramco Gear Lube EP 460 Saudi Aramco Way Lubricant Saudi Aramco All Purpose Grease EP

Lubrication maintenance should follow normal practice for gearboxes and hydraulic systems: a.

Maintain correct levels.

b.

Check and clean filters on scheduled basis.

c.

Drain, flush and refill boxes on six to twelve month basis, depending on speeds and amount of use.

d.

Avoid contamination of machine lubricants by cutting fluids.

e.

Check condition of wiper shields on ways periodically.

5.10.2 Cutting Fluids Cutting fluids (metal processing oils) perform several functions: 

They act as coolants, carrying heat away from the cutting tool and the workpiece.



They lubricate the tool and the chip faces.



They prevent welding of the work and the tool.

The type of fluid required depends on the severity of the machining operation and the type of metal being machined. Table 15, is a general guide to cutting fluid selection. Saudi Aramco: Company General Use

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Saudi Aramco Lubrication Manual Table 15: Guide to Cutting Fluid Selection Ferrous Metals Operation Planing Drilling Milling Turning Boring Sawing Tapping Threading Reaming Honing Grinding Key: SOL GP HD HON SYN

Mild Steel & Easily Machined Steels SOL GP or SOL GP or SOL GP or SOL GP or SOL GP or SOL GP GP GP HON SYN

Non-Ferrous Metals High Tensile Steels, Alloy and Stainless SOL HD HD HD HD HD HD HD HD HON SYN

Free-Machining Alloys

Tough Alloys

SOL SOL SOL SOL SOL SOL

SOL SOL SOL SOL SOL SOL

GP or SOL GP or SOL GP or SOL

GP or SOL GP or SOL GP or SOL

HON SYN

HON SYN

Saudi Aramco Soluble Oil Saudi Aramco General Purpose Cutting Fluid Saudi Aramco Heavy Duty Cutting Fluid Saudi Aramco Honing Oil Saudi Aramco Synthetic Grinding Fluid

Cutting fluid maintenance is, by nature, a difficult process. The fluids are contaminated with metal chips, grinding grit and other undesirable materials. Special maintenance routines are required: a.

b.

With straight cutting oils, i.e., non-soluble types: 

Remove contaminants by centrifuge, filter or settling.



Clean, flush and refill system every three to six months.



Keep machines and oil system clean at all times.



Avoid contamination of machine lubricants by cutting oil.

Soluble cutting fluids require even more care in service due to the fact that they are emulsions and subject to bacterial attack and separation in service: 

To prepare an emulsion, always add the oil to the water slowly, with gentle stirring. Use clean, fresh water, free from mineral or organic acids.



Mix emulsion only when needed. It doesn't store well.



As a general rule 20 parts water to 1 part oil is used. Special circumstances may require different ratios.



The system must be thoroughly clean before putting in the emulsion. If there is a bad odor or a broken emulsion, there may be bacterial or fungal contamination. The system should be drained and flushed with a germicide and refilled with new soluble oil at the recommended concentration.



The system should be kept free of contaminants by means of filtration or settling. Saudi Aramco: Company General Use

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

Emulsion strength should be checked periodically and more oil or water added as is indicated.



The system should be thoroughly cleaned and refilled at least every three months. A shorter interval may be necessary, depending on the type and amount of work being done and the temperatures encountered.

Note: Good personal hygiene is an absolute must for personnel handling any type of cutting fluids. If clothing becomes oil-wet, it should be changed and laundered immediately. Any skin area which has come in contact with the fluid should be thoroughly washed. If skin rashes appear, they should be treated at once and their causes investigated. In most cases, they will be the result of poor personal hygiene.

5.11. Hydraulics The hydraulic fluid power system may be defined as a means of power transmission in which a relatively incompressible fluid is used as a power transmitting medium. The primary purpose of a hydraulic system is the transfer of energy from one location to another and the conversion of this energy to useful work. Hydraulic systems may also give force or torque amplification. The advantage of hydraulic fluid power transmission over mechanical, pneumatic and electrical means may be stated simply - it is the versatility of the fluid power system: It transmits large amounts of energy. There is almost unlimited force amplification. The force application is elastic. There is accurate control of speed, force and position. The bulk and weight of the apparatus is small in relation to the power transmitted. There is inherent protection against overload. The inertia effects are minimal. Changing operating sequences, speeds and loads is simple. System construction is relatively easy, using standard components. Hydraulic power is generated by pumps. The conversion of hydraulic power to useful work is accomplished through actuators, hydraulic motors and hydraulic transmissions. The resulting motion may be oscillating, rotary or straight line. Transmission of power from the point of generation (the pump) is accomplished by the movement of the hydraulic fluid through pipes or hoses. Valves are used to control pressure, volume of fluid flow, direction and to control force. There are many different types of pumps, including both positive and non-positive displacement designs: 1. Non-positive displacement pumps may be of the centrifugal or propeller types. However, they are not widely used in industrial hydraulics and are unlikely to be found in Saudi Aramco. 2. Positive displacement pumps may be of either the fixed or variable displacement type, the first producing a set flow of fluid per revolution and the second running at fixed speed but with a construction which permits the flow rate to be varied. They may be further divided into reciprocating and rotary types. Reciprocating pumps, Saudi Aramco: Company General Use

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generally, are used in water hydraulics, using pistons and cylinders of very large size. By far the most common configuration in industry, and the only pumps likely to be found in Saudi Aramco equipment, are rotary, positive displacement pumps and the most common of these are the gear, vane and piston types. Figure 15 shows a simple gear pump, consisting of a drive gear and a driven gear in a closely fitted housing. The gears rotate in opposite directions and mesh at a point in the housing between the inlet and outlet ports. As the teeth of the two gears separate, a partial vacuum is formed, drawing fluid into the inlet chamber. The liquid is then trapped and carried between the gear teeth and the housing to the outlet chamber. Gear pumps generally operate at less than 1500 psi although newer designs reach higher levels.

Figure 15: Gear Type Hydraulic Pump. Fluid is drawn into the suction port, trapped between the gear teeth and the housing, and discharged under pressure.

Figure 16: Vane Type Hydraulic Pump. The rotor is slotted and the slots contain movable vanes. As the rotor turns, the vanes contact the housing and trap oil which is then discharged, under pressure, through ports.

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Figure 17: Axial Rotary Piston Type Hydraulic Pump. The motor shaft turns the drive plate which, in turn, imparts a reciprocating motion to the drive pistons, working in the cylinder barrel. Oil is drawn into the barrel through valve ports as the pistons are retracting and forced out as they are extended. Other variations of axial piston pumps may have additional features, e.g., variable volume configurations, but the essential elements are as shown.

Figure 16 displays the working mechanism of a simple vane pump, which may be the most widely employed of all. Pumps of this type develop pressures of up to 1000 psi and they can be set up in series to reach higher pressures. It consists of a slotted rotor which is moved by a drive shaft. Each slot of the rotor contains a flat, rectangular vane which is free to move radially in the slot. The rotor and vanes are enclosed in a casing, the inner surface of which is eccentric or offset with the drive shaft axis. As the rotor turns, centrifugal force drives the vanes outward to contact and follow the casing contour. The vanes thereby divide the area between the rotor and casing into a series of chambers which vary in size according to their respective position about the shaft. The liquid trapped between the vanes is carried to the outlet side of the pump and discharged under pressure. Rotary piston pumps Figure 17 are used in various forms where high pressure and accurate volume are required. There are two basic types: the radial piston and the axial piston. The first consists of a stationary pintle which ports the inlet and outlet flow, a cylinder block which revolves around the pintle and houses the pistons and a rotor which controls the piston stroke. As the rotor turns the pistons draw fluid into the cylinder bores as they pass the inlet side and force the fluid out of the bores as they pass the outlet side. The axial piston pump consists of a drive shaft which rotates the pistons, a cylinder block to house the pistons and a stationary valve plate which ports the inlet and outlet flow. Rotation of the drive shaft causes rotation of the pistons and the cylinder block. The plane of rotation of the pistons is at an angle to the plane of the valving surface, therefore the distance between the pistons and the valving surface is continually changing -- when they are separating, fluid is drawn into the cylinder bore and when they are closing, fluid is forced out. Both of these types of pumps are capable of very high pressures and the axial piston pump can be built with flexible, variable volume flow. The fluid requirements for hydraulic systems are as follows: 1. Proper viscosity at operating temperature. Saudi Aramco: Company General Use

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a. If it is too viscous, the results may be high internal friction and power loss, pressure loss, sluggish response and pump cavitation with erratic operation. b. If it is too thin, the results may be reduced wear protection, high leakage, both internal and external, reduced pump capacity or efficiency and, possibly, inability to maintain dwell or hold the pressure. 2. Anti-wear and lubricity, sufficient to protect the rubbing surfaces in the pumps and motors. 3. Resistance to oxidation and deposit formation in the presence of the high temperatures and intimate contact with oxygen found in hydraulic systems. Adding to the oxidative influence is the catalytic effect of the variety of metals found in the systems. 4. Water separability is required because intermittent operation nearly always leads to an accumulation of condensed atmospheric moisture. Hydraulic fluids used in the Saudi Aramco system are: 

Saudi Aramco Turbine Oils 32 and 46 (26-SAMSS-045)



Saudi Aramco Transmission Oil D-III (26-SAMSS-050)



Saudi Aramco Hydraulic Oil AW (26-SAMSS-051)

Saudi Aramco Turbine Oils are used in many hydraulic applications. Saudi Aramco Hydraulic Oil AW 32/68 and Saudi Aramco Transmission Oil D-III are for those applications requiring an anti-wear oil. The lubrication engineers should be consulted if there is any doubt as to the proper product to use. System maintenance can be summed up in the following few lines. Cleanliness is vital to hydraulic systems and filters must be cleaned and serviced regularly. If contaminants build up, flushing may be required and it is good practice to flush with the grade to be used in service, or a lower viscosity of the same grade. An oil temperature of 40-50 deg C is sufficient. It is best to circulate with a separate flushing pump as disturbed contaminants may damage the hydraulic pump.

5.12. Flexible Couplings Flexible couplings can be categorized in two general groups: Those which contain a flexible member as part of the construction, e.g., metal disks or couplings with rubber parts. Couplings containing articulated joints, e.g., geared couplings, continuous spring or metal grid couplings, chain couplings and floating member couplings. Couplings containing flexible members do not require lubrication and are not covered in this manual. It should be noted that this type of coupling is a mandatory requirement for all new equipment purchased by Saudi Aramco. All of the others, often still found on older equipment, are lubricated and, in some cases, pose very difficult lubricating situations. Flexible couplings are the usual connecting link between two rotating shaft ends. They serve the following purposes: To transmit torque from the driving shaft to the driven shaft.

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To allow for and accommodate predictable and unavoidable misalignment and axial movement of the connecting shafts. To provide protection against damage to the driving and driven units because of shaft misalignment, shock loads, thermal growth and end-play. 5.12.1 Gear Type Couplings Gear-type couplings are predominant in older Saudi Aramco equipment. They can transmit more torque than any other type of coupling of equal size. Geared couplings consist of meshing internal and external gears or splines and, because the movement is a sliding action, a lubricant is required to maintain the flexibility by keeping friction at a minimum. Figure 18 shows a typical geared coupling. Improper lubrication will cause severe wear through normal surface contact mechanisms and through fretting corrosion, also called friction oxidation. This phenomenon occurs in tightly fitted contacts subjected to vibratory motion and can result in severe pitting and virtual destruction of both contacting surfaces. The sliding action in a geared coupling generates heat and, for this reason, the lubricant also is a coolant. Gear-type couplings are lubricated by any one of several methods, of which the most common are: 5.12.2 Grease Packed Grease is the most commonly used lubricant for geared couplings which operate at relatively moderate speeds and temperatures. It has many benefits, e.g., it is economical, simple, reliable, and can handle transient shock loads. In the Saudi Aramco system the sole filling for grease packed couplings is Saudi Aramco Polyethylene Grease 1. It has the characteristics required for this type of service, namely adhesiveness, resistance to oil separation under extremes of radial acceleration, high temperature properties and extreme pressure and antiwear capability. When commissioning a new coupling, the grease should be carefully hand packed into all internal and external teeth. The space between the ends of the hubs should also be filled, to provide a reserve which will be thrown out to the teeth by the centrifugal force, when running. For servicing, couplings generally are provided with two removable plugs, one for a fitting and the other to act as a relief plug. Grease should be injected through the top fitting plug, positioned at 45 above horizontal, until new grease appears at the lower relief outlet or plug. Grease lubrication permits long intervals between services. Under moderate loads and conditions, a coupling should be disassembled, cleaned and repacked with grease every year. However, if there are high temperatures involved, and/or obvious seal leakage, the interval should be shortened to 6 months. 5.12.3 Oil Filled Oil is preferred for geared couplings when operating at normal to relatively high speeds and temperatures and when coupling capacity is large enough to hold sufficient lubricant. Although oil level checks are required every 1000 hours and the oil must be drained every 6 months, the method provides good reliability as Saudi Aramco: Company General Use

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long as seals are maintained in good order. If there is consistent loss of oil from the coupling, it may be due to one or more of the following:  Evaporation or misting  Discharging along the keyway  A burr on a flange  A cracked or dried gasket  Failure of an end ring seal  Flange bolt loose  Lubricant plugs not tight  Lubricant plug seal missing  Burr on lubricant plug seal  Pinhole through sleeve  Distortion due to misalignment  Slow speed or reversing, causing weeping  Breathing, caused by changes in ambient temperature  Driver "hunting", resulting in axial oscillation  Pumping, where the coupling acts as a pump  Tilting, where the shafts are inclined excessively  Blowing, caused by rapid air movement across coupling  Over-lubrication, by far the most common cause The oils recommended for use in Saudi Aramco oil filled couplings are:  Oil temperature below 95°C -- Saudi Aramco Gear Lube EP 460  Oil temperature above 95°C -- Saudi Aramco Gear Lube EP 1000 5.12.4 Continuous Oil Flow Gear couplings equipped with circulation systems for continuous oil flow may be found in the Saudi Aramco system but they are being phased out in favor of non-lubricated types. Where still in service, the couplings on circulation systems usually will be lubricated from the central system of the rotating driver or driven unit. Extreme care must be taken to see that all contaminants, including water, are removed from the oil. The centrifugal action of the coupling will cause all particulate matter, including water, to be separated out and deposited in the coupling. This can cause corrosion and damage to the gear teeth. In some cases the oil inlet to the coupling will be protected by a fine micron filter. These must be renewed according to the OEM guidelines to ensure only clean oil flows through the coupling. Spring Grid Type Couplings Another type of coupling found in Saudi Aramco equipment is the spring grid or flex type (see Figure 19). A continuous spring grid slots into grooves in each coupling part. The flexing of the spring takes up the misalignment and causes the spring to slide in the grooves during rotation of the coupling. Usually these couplings are grease lubricated. The Saudi Aramco recommendation for this service is Saudi Aramco Polyethylene Grease 1. When commissioning, the grease must be carefully packed into spaces between and around the spring grid and into the space between the hubs. When running, the grease between the hubs is thrown outward to fill any voids. Saudi Aramco: Company General Use

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If seals are tight, these couplings do not need frequent service. Saudi Aramco procedures call for the addition of grease, using a pressure gun, every three to six months, depending on the type of service. The units should be disassembled and repacked every 12 months.

Figure 18: Geared Coupling. The flexible coupling, joining the driving and driven shafts, protects both machines from the effects of minor misalignment. The sliding action between the gear teeth alleviates the potentially harmful damage that such misalignment can cause.

Figure 19: Grid (or Flex) Coupling. The flexing of the spring in the groove compensates for minor misalignment.

5.13. Valves and Actuators

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Different types of valves are used in Saudi Aramco operations, e.g., ball, gate and plug valves. They are used for different purposes, but mainly can be categorized into four items: isolation of flow (on/off), flow control, throttling and back flow preventions. Valves operations can be either of a rotary type (Ball, plug, butterfly) or linear operation (gate and globe). Valves have different parts that requires lubrications and special products for sealing purposes i.e., sealants. Special lubricants and sealants are required, depending on the valve type and medium being controlled. Valves may be manually operated or power actuated (electrically, hydraulically or with air or gas). Typical elements of valves which may require lubrication are: Exposed valve stem threads Exposed stem thread nuts Valve stem bushings or bearings Valve stem packing Actuator mechanisms Valve sealing faces (e.g., seats, discs, ball) Geared Limit Switch. The exposed threads of valve stems should be greased to maintain ease of operation and to prevent corrosion. One of the major problems is the contamination of the grease with blowing dust and sand. If the valve is left in the fully open position for long periods of time, the greased threads should be covered with a tube or protector. Saudi Aramco All Purpose Grease EP3 is used for manually greasing valve threads and driving nuts. Where threads are not turned for long periods of time, they should be protected with Saudi Aramco Rust Preventive. Where valve stem bearings and nuts are used, there will be grease fittings and these should have regularly scheduled service, using Saudi Aramco All Purpose Grease EP3. Valve packing is made with low friction materials to accommodate the need for precise valve positioning. Fluid lubricants also are used to help reduce stem packing critical friction. Lantern ring spacers are provided to allow the lubricant to reach the stem. For moderately high and low temperatures, silicone fluids or greases are used. Their upper limit is about 260°C. Actuator mechanisms usually are air operated or employ geared electric motors which use one or more gear boxes to reduce the motor speed and increase the torque required to operate the valve. The gear boxes and bearings require the same kind of lubrication care as do other gears and bearings. The majority of the actuators used in Saudi Aramco operations are Limitorque or Rotork, with lubrication requirements as shown in Table 16. Table 16: Valve Actuator Lubrication in Saudi Aramco Saudi Aramco Lubricant Actuator Builder Actuator Saudi Aramco Gear Lube EP 220 Rotork Valve Stem, Nut Saudi Aramco All Purpose Grease EP3 Actuator Saudi Aramco All Purpose Grease EP1 Limitorque Drive Sleeve and Top Bearing Saudi Aramco All Purpose Grease EP3 Green Limit Switch Saudi Aramco Silicon Grease 44 Oil Mist Lubricator Saudi Aramco Transmission Oil D-II All Hydraulic System Saudi Aramco Transmission Oil D-II Valve Stems and Worm Gears Saudi Aramco All Purpose Grease EP3

Frequency 6 months 6 months 6 months 6 months 6 months Weekly 6 months 3 months

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Saudi Aramco Lubrication Manual Saudi Aramco All Purpose Grease EP3 6 months

Ball valve is a rotary type, and it consists of a spherical closure element. The mechanism of operation is that the ball is rotated on fixed seats. The ball valves can be of a floating type (ball retained by the seats), or Trunnion supported (ball is supported by a trunnion “API 6D”; large sizes and high pressure rating). Also, ball valves can have either a metal seated design (no soft materials on the seat), or a soft seat design (the seat has nonmetallic insert). In both designs, mostly, they have a feature (groove) to allow for emergency sealants injection to assist in achieving better sealing in case of valves passing. Grease or lubricants can also be used during routine maintenance when valves are hard to operate to assist in lowering the torque values. In addition to sealant and lubricants, flushing fluids and cleaners are used in the initial process prior to sealant or grease injection to clear off the channels from contaminants and other obstacles to insure smooth distribution of sealant/lubricants materials. Sample of such techniques and procedures of the online maintenance sealant/lubricants injections can be found in more details in SAER-7677. Gate valves usually consist of a closure element moving linearily, which opens or closes a run of pipe. Actuation is accomplished by means of a threaded handle which can be powered or manually operated. Different types of gate valves are available, but mainly; Wedge type (API-600) and Slab type (API 6D). The wedge type does not normally have any emergency sealant features. The slab gate is similar to the ball design since they follow the same design code “API 6D”. All sealant and lubrication products mentioned for ball valves are applicable for gate. Plug Valve is a rotary type and the closure member is achieved by rotating (90° rotation) a plug-like closure member. Two types are available: Non-lubricated type (sleeved type) which does not require grease filling for its normal operation and the lubricated type (API 6D or API 599) which is fitted with internal grooves, that requires heavy grease to achieve isolation. Lubricated plug valves of the type used by Saudi Aramco typically have a steel plug that often is coated with a dry film. This coating gives a permanent separation of the metal surfaces of the plug and the body, minimizing sticking, and making operation relatively easy. The sealant, which is injected into a system of grooves around the plug and the body, serves to improve the seal and reduce the turning effort. It shall be noted that different grades of sealant are available in the markets and used for different purposes including but not limited to the severity of failure (size of damaged areas, size of valves, type of valves, temperature, pressure rating, service media ..etc.) Some of the lubricants and sealants are proprietary materials and many are singlesourced. If there is any question, the lubrication engineers along with Valve Engineering Committee should be consulted. The following listing is a guide to valve lubricants and sealants used in Saudi Aramco: 5.13.1 Ball Valves and API 6D Gate Valves Valtex No. 80, made by Valves Inc. of Texas, is used for sealing and lubricating ball valves. It is suitable for use with most light hydrocarbons and LPG fluids for which ball valves are employed. (Temp. 40°C to 260°C).

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Desco H.S., made by the Chemola Corporation, is used with the hydraulic high pressure gun, Serpent 1699, for lubrication ball valves in sour gas and sour crude service (Temp. -28°C to 205°C). Sealweld Odyssey Cleaner, used to remove deposits of dirt and sludge. Used as flusher. (Temp. -79C to 81C) Sealweld Valve Cleaner Plus, used to clean seal surfaces and internal sealant passages. (Temp. -40C to 200C) Sealweld Equalub eighty, light synthetic lubricant for new and commisioning valves. (Temp. -40C to 150C) Sealweld Total Lub 911, synthetic lubricant for worn valves with minor leaking issues. (Temp. -29C to 232C) Sealweld Ball Valve sealant 5050, synthetic sealant for med to major leakager issues. Also available in heavier grades depending on the severity of the leak. (Temp. -29C to 232C). Gate Valve Lubricant No. P-77, made by M&J Valve Company, is used with high temperature hydrocarbons liquids, gases, strong acids and alkalis (Temperature range -40°C to 538°C). Valve Stem Lubricant, Masonelian No. 2, from Masonelian International Incorporated, is for use with gasoline, petroleum oils and natural gas 5.13.2 Plug Valves a. Plug Valve Lubricant 731, from Serck-Audco (U.K.), is used in the presence of water and all aqueous solutions, including caustic and compressed air (Temp. -15°C to 325°C). b. BTR Nordstrom Sealant No. 555SS (bulk). A general purpose sealant, used with LPG, gasoline, kerosene, lubricating oils and crude distillates. This item and c-f, below, are from BTR Industries. (Temp. -10°C to 260°C). c. BTR Sealant No. 950J, is used in the presence of gasoline, jetfuel, kerosene, oil and water. Approved under Mil-G-6032B, "Grease, plug valve, gasoline and oil resistant" (Temp. -12°C to 177°C). d. BTR Sealant No. 421D, is used with acids, alkalis, aqueous chemical solutions and steam (Temp. -10°C to 177°C). e. BTR Sealant No. 654G, is used with solvent treated lubricating oils, hot and compressed gas (Temp. 10°C to 260°C). f.

BTR Sealant No. 555 Gun Pack. A general purpose sealant for use in the presence of LPG, gasoline, kerosene, lubricating oils and crude distillates (Temp. -29°C to 260°C).

g

R.S. Clare/Vetco Grey XP-82 sealant for high pressure valves in Khuff gas well heads.

h

Lubchem Formasil CO2 Heavy Duty sealant for well head valves up to 10,000 psi, resis t s H2S, crude oil, gasoline and diesel.

Valve lubricants come in a variety of containers and sizes

5.14. Internal Combustion Engines Saudi Aramco: Company General Use

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The engines used in the Saudi Aramco system are both gasoline and diesel and are used in a wide variety of services: automobiles, trucks, construction equipment, stationary power, locomotives and marine applications, to mention a few. Oil technology and engine technology go hand in hand. The engine technology evolution has been driven by emission legislation and customers’ requirements for efficiency and reliability. Changing regulatory limits challenge engine manufacturers to reduce emissions. As engine manufacturers begin to create a new generation of cleaner, more fuel-efficient engines, they need a new generation of higher-performing diesel engine oils to protect them. For example, high pressure, common-rail injection systems are now widely used to improve combustion efficiency; advances in turbocharger technology have increased specific power output; and exhaust gas recirculation and after treatment devices, such as diesel particulate filters and selective catalytic reduction, have curbed harmful emissions of oxides of nitrogen and particulate matter (i.e., soot). Engine changes place more stress on the oil, which has to lubricate, cool, clean, and protect over long oil-drain intervals which drives the development of new engine oil to protect the advanced engine. There are three methods of classifying engine oils: By viscosity: Most engine manufacturers specify oil viscosity requirements according to the SAE Viscosity Classification System for crankcase oils, shown in Part III of this manual. The classification only sets limits for viscosity and does not define other oil qualities. Due to the operating conditions and environment in Saudi Aramco, ONLY SAE 40 and SAE 15W-40 GRADES ARE USED. By service level : these service definitions were developed by the American Petroleum Institute. They are the most used method of specifying engine oil levels. There are eight levels for gasoline engines (from SA, without additives to SN, introduced 2005, for use in gasoline engines from 1980 onward) and six levels for diesel engines [from CA, light duty and high quality fuels, to CF, monograde, and CI-4 Plus multigrade, supercharged engines with EGR (Exhaust Gas Recirculation) in high speed, high output duty]. Saudi Aramco crankcase oils, Saudi Aramco Diesel Engine Oil SAE 40 and Saudi Aramco Diesel Engine Oil EMD are at the CD/CF level. Saudi Aramco Diesel Engine Oil 15W-40 is of API CF-4/ CG-4/CH-4/CI-4/CI-4 Plus performance level. By performance level. This method has been supplanted, to a large extent, by the service level approach. Oil quality is stated in terms of the performance level as defined by various U.S. military and engine builder specifications. Among those most frequently quoted are these: Series 3, developed by Caterpillar and now superseded by Mil-L-2104C which describes an oil for heavy duty diesel engines and moderate service gasoline engines. Saudi Aramco Diesel Engine Oil CD is qualified against Mil-L-2104D. In the Saudi Aramco system, Saudi Aramco Diesel Engine Oil CD is used in mobile engines, i.e., trucks, cars, construction equipment as well as in stationary diesel engines. For EMD (Electromotive Division, GM) engines in Marine Department service, Saudi Aramco Diesel Engine Oil EMD is used exclusively. (See section covering EMD engines). Note: Saudi Aramco Diesel Engine Oils CD and 15W-40 are NOT to be used in EMD engines! (See section covering EMD engines).

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Regular lubrication maintenance is essential for all mobile equipment engines operating under the severe conditions imposed by the environment in the Saudi Aramco area. The procedures laid down in builder's operating manuals should be followed with particular attention to regular oil and filter changes, air cleaner maintenance, draining oil while hot and thorough flushing at recommended intervals. The Lubricant Condition Monitoring (LCM) Program should be used to establish drain intervals and to monitor engine condition. The attention required by stationary diesel engines is similar to that of mobile equipment engines. Air filters must be cleaned on a regular schedule, dictated by the conditions at the site. Oil and oil filters must be changed at predetermined intervals, based on manufacturers recommendations and individual operating variables, i.e., steady or intermittent service, light or heavy loads, ambient temperature at the site, fuel quality, etc. The Lubricant Condition Monitoring (LCM) Program should be utilized for these engines. Engines used for marine propulsion, standby or auxiliary power require the same service as the land-based types. The principal difference between them may be the cooling systems: direct, in the case of the on-shore units and indirect in the marine applications. In terms of maintenance, this means that there is the additional responsibility of keeping the heat transfer system clean and operative. As with other engines, LCM will aid in extending engine life and conserving oil. EMD engines, used for marine and locomotive propulsion, have specific lubricant requirements, dictated by the silver flashed bearings used in their running gear. Saudi Aramco Diesel Engine Oil EMD is a specially formulated oil with an additive package that will not tarnish these bearings. Saudi Aramco Diesel Engine oil EMD also may be used in other makes of diesel engines where API service CD/CF is appropriate.

5.15. Mobile Equipment (Except Engines) The definitive sources of information for vehicle maintenance are the manuals supplied with the equipment. However, Saudi Aramco recommendations comprehend the unique environment in Saudi Arabia and, in that sense, may not always agree with the builder's publications.. Transmissions provide speed and torque change. They may be manually operated or automatic. manual transmissions are usually spur or helical gears with a manually operated linkage to change gears. They are enclosed in a gearbox with oil bath/splash lubrication. The manufacturers of transmissions have their own recommendations for lubrication. These may be SAE 30, 40 or 50 engine oils or SAE 90 or 140 gear oils. However, in the Saudi Aramco system, they all will be lubricated with either Saudi Aramco Diesel Engine Oil CD/ CF (SAE 40) or Saudi Aramco Automotive Gear Lube 90 or 140. Service intervals for various classes of equipment will be those contained in the builder's manuals. Automatic transmissions use either fluid couplings to transmit power or torque converters to transmit power and change torque. Both usually work in combination with gear and clutch assemblies. They are filled with a fluid which transmits power, lubricates, cools and acts as a hydraulic medium to activate controls. The fluid also has to facilitate engagement of the clutch plates and drum bands in the mechanism. Fluids for automatic transmissions are high viscosity index oils with additives to resist oxidation and foaming. Transmission manufacturers usually specify the grade and type Saudi Aramco: Company General Use

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of fluid and issue approvals. For Saudi Aramco equipment, only two grades are used. The requirements of Allison C-3/4 are met by Saudi Aramco Diesel Engine Oil CD/ CF and all other transmissions use Saudi Aramco Transmission Oil D-III, 26-SAMSS-050. Final drives or differentials on most equipment are hypoid or spiral bevel gears. Active EP oils are essential for hypoid gears and are suitable for spiral bevel gears. The type of service in passenger cars differs from that in trucks and to cover both requirements, multi-purpose gear lubricants, suitable for API Service GL-5, should be used in both applications. The Saudi Aramco product filling this requirement is Saudi Aramco Automotive Gear Lube 140, 26-SAMSS-047. If a final drive with a worm gear is found, it will need a special lubricant and lubrication engineers should be consulted. Mobile hydraulic systems are found on tractors and construction equipment and the manufacturers usually will recommend the use of lighter grade engine oils. The proper Saudi Aramco product for this application is Saudi Aramco Hydraulic Oil AW 68 which has a viscosity corresponding to SAE 20/20W and has appropriate anti-wear additives. Saudi Aramco Transmission Oil D-III, with a viscosity conforming to SAE 10W, also may be used where a lower viscosity hydraulic fluid is appropriate. Wheel bearings and grease-lubricated chassis points will use Saudi Aramco All Purpose Grease EP 3. Chassis points calling for oil lubrication will use Saudi Aramco Automotive Gear Lube 140. For power steering units, the Saudi Aramco recommendations are Saudi Aramco Diesel Engine Oil CD/CF, where an SAE 30 is called for, and Saudi Aramco Transmission Oil D-III, where the manufacturer calls for an SAE 10 or 20 engine oil.

5.16. Marine Equipment (Except Engines) Usually, vessels will have been provided with specific lubrication instructions by the builder. These should be followed to the extent possible with the lubricants stocked in the Saudi Aramco system, using modifications provided by the Lubrication Engineers. The recommendations for individual machine elements are the same as for similar equipment ashore. The principal difference between the two types of service is the harshness of the environment to which the off-shore gear is exposed. 5.16.1 Winches a. Hydraulic systems should use Saudi Aramco Diesel Engine Oil CD/CF, Saudi Aramco Hydraulic Oil AW 68 or Saudi Aramco Transmission Oil D-III, depending on the type of pump and the severity of service. b. Electric motors should be serviced with Saudi Aramco Ball Bearing Grease 2 but only at such intervals as have been established in consultation with the lubrication engineers. c. Open gears and cables should be coated with Saudi Aramco Open Gear and Wire Rope lubricants, on an as needed basis. d. Enclosed gears have different requirements depending on the type. 5.16.2 Deck Cranes a. The same machine elements as were found in the foregoing section (Winches) will be found in deck cranes. The same general recommendations apply.

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b. Liberal use of Saudi Aramco Rust Preventive is encouraged to protect exposed metallic surfaces from rust and corrosion. 5.16.3 Davits a. Boat davits can be operated manually or powered by electric or hydraulic means. Recommendations for hydraulic systems and electric motors are the same as shown above. b. manual units will have sheaves which should be greased by hand on a scheduled basis. c. Gear boxes on powered units should be checked regularly and any accumulated water drained. d. Separate regulations covering life-saving equipment supersede all other recommendations. 5.16.4 Barge jack-up legs Subject to special lubrication instructions and the lubrication engineers should be consulted. For the rack and pinion mechanisms, a special heavy duty Saudi Aramco Rack and Pinion Grease, 26-SAMSS-077, should be used. 5.16.5 Compressors a. Service air compressors and refrigeration compressors are treated the same as shore-side counterparts. See Compressors" in this section of the manual. b. Diving air is subject to special consideration. If fool-proof traps are provided to keep oil from entering the compressed air, normal air compressor lubricants may be used. If such safety equipment is not fitted, a special product will be required and the Lubrication Engineers should be consulted. c. The humid air encountered in marine applications requires special attention to intake air filters and system traps. Equipment used in the operation of the vessel, e.g., steering mechanisms, thrusters, instrumentation, etc., should be maintained in accordance with the builder's instructions.

5.17. Miscellaneous Equipment 5.17.1 Air Operated Equipment Compressed air is used to operate air motors on hoists, pneumatic tools and rock drills. Air motors may be of the rotary type, either turbine or vane actuated, or reciprocating, as are found on percussion tools. Some tools have built-in oil reservoirs and air and oil are mixed at the tool. Others have an air-line oiler to provide an air-oil mist to the moving parts. The air-line oiler should be fitted less than 12 feet from the tool, with oil resistant hose between the oiler and the tool. One oiler per tool or drill is essential; an oiler feeding a manifold, which serves a number of tools, may cause oil starvation of one or more of the tools. Recommended lubricants for Saudi Aramco air tools are Saudi Aramco Turbine Oil 32 and Saudi Aramco Transmission Oil D-III. Saudi Aramco: Company General Use

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5.17.2 Wire Ropes Figure 20 shows the various types of wire ropes which are widely used in construction, marine and oil drilling equipment. Lubricants usually are applied by hand except for those which are out of reach. For these, there are a variety of application devices, such as oiled brushes through which the rope passes, pressure fed oilers which drip on the rope and others of similar nature. The problem with such devices and, indeed, with wire rope lubrication per se, is that it is easily overdone and the excess lubricant attracts and holds a buildup of airborne dirt. This acts as an abrasive and instead of protecting the rope from wear, it actually accelerates it. Given moderate operating conditions, it may be best to use a wire rope lubricant, 26-SAMSS-063 or run the ropes dry. If a lubricant is used, Saudi Aramco Open Gear and Wire Rope Lubricant, 26SAMSS-063 is recommended and can be applied by spraying, brushing or passing the rope through a bath of the material. The purpose is to lubricate the components of wire rope, the core and the strands, to protect against rust and corrosion and to protect the sheaves, rollers, slides and drums from wear as the rope passes them.

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Figure 20: Various Types of Wire Rope

Some operators, working in extremely dusty conditions, prefer to use engine oil to protect and lubricate wire rope. They find that it is less sticky and that dirt can be removed more easily when the rope is relubricated. 5.17.3 Drive Chains Drive chains fall into two general categories: a. machined surface chains, used in high speed, precision drives. b. cast or forged link chains, without machined surfaces, used in lower speed, lower power, lower cost drives. Figure 21 shows the precision parts in a typical roller chain, one example of a machined surface chain. The other is the so-called "silent chain" in which the links of the chain are so machined that they very nearly fill the clearance space in the sprocket. Both of these types are used in single or multiple strands. Saudi Aramco: Company General Use

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Figure 23 pictures a rivetless chain, a modern example of the cast link design, using side bars instead of rivets to hold the links together. In Figure 23 the wear zones in a chain drive are shown. These are the areas most in need of lubrication. The best method of lubricating chains is to remove them from the machine and soak them in the lubricant. In practice, this is often impractical and other means must be used. The most important thing to remember is that the tension must be off the chain if the lubricant is to reach the internal pins and bushings. The continuous lubrication methods described below should be supplemented with periodic deep oiling treatment. Chain drives can be enclosed or open, and can be lubricated by dipping into a bath, by drip feed, mist oiler, or by a force-fed brush which distributes the oil over the chain. Chain speed is the key to the application method: below 500 feet per minute the bath, drip or manual methods are satisfactory. Between 500 and 1000 feet per minute, either bath or drip methods may be used. Between 1000 and 2000 feet per minute, the bath method may be suitable but a mist application is preferred. Over 2000 feet per minute, either a mist or a pumped spray is required. In dusty conditions, such as are found in the oil fields, a relatively light oil should be used on chains, regardless of the application method. They will be easier to clean and there will be less tendency for airborne dirt to adhere to the chain. Saudi Aramco Diesel Engine Oil CD/ CF is an appropriate filling for such use. Under cleaner conditions, Saudi Aramco Gear Lube EP 220 may be used.

Figure 21: Roller Chain Cross Section. These are precision machined elements and require effective lubrication to prevent premature wear.

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Figure 22: Rivetless Chain. This is a cast chain, using snap-on side bars in lieu of rivets to hold the links together

Figure 23: Wear Zones on Chain System. The wear zones are the areas to which lubricant should be applied.

5.18. Preservation Of Idle Equipment Note: For additional information refer to the Saudi Aramco Mothball manual SAER-2365.

Short or long-term periods of inactivity are a major cause of equipment deterioration. Ideally, inactive machines would be stored indoors in a building with controlled humidity. Since this usually is impractical, a series of procedures has been developed to minimize the effects of inactivity. Saudi Aramco Rust Preventive, 26-SAMSS-062 is a soft film external type of rust proofer and it should be used for the protection of small parts to be placed in storage. The parts should be thoroughly cleaned and dried before treating with the rust preventive. It can be applied by brushing, airless spray or dipping. Whenever possible, the treated parts should be wrapped in cheesecloth or waxed paper before storing. Saudi Aramco Turbine Oil Vapor Space Inhibitor, 26-SAMSS-078 is an additive concentrate which may be introduced into any enclosed circulating lube system or hydraulic power unit which is susceptible to corrosion from humid air. The vapor space inhibitor protects internal metal parts above the oil level by releasing vapors which condense on the metal surfaces to form a thin film corrosion protection. Saudi Aramco: Company General Use

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It is recommended to drain off any existing water from the bottom of the idle reservoir before the space inhibitor concentrate is added. A five percent (by volume) spike should be added to a circulating system when the bulk oil temperature is below 60°C. Thoroughly mix the oil by running the system for one hour. This will also activate the vapor and distribute it into all cavities. The amount of vaporization is dependent on the oil temperature, therefore continuous running or agitation of the oil will deplete the inhibitors rapidly. Periodic oil testing will be required to maintain the effectiveness of vapor inhibitors and respiking of the system may be necessary. For assistance on testing refer to the Lubrication Engineer. A short term procedure for laying up a diesel engine is as follows: 1. Run the engine until it is thoroughly warm. 2. Stop the engine and drain oil from the crankcase, filter housing, fuel pump housing, etc. 3. Fill the crankcase and filter pump housing with Saudi Aramco Diesel Engine Oil CD/CF. 4. Drain fuel from the tank(s) and fuel filter housings and fill with Saudi Aramco Fuel Injector Calibration Fluid. 5. Prime the fuel system 6. Drain and flush the cooling system; refill with 10:1 mixture of water and Saudi Aramco Soluble Oil or proprietary coolant. 7. Run engine at idle for 15 minutes, accelerating to top speed two or three times. 8. Leave fuel lines full of the calibration fluid; do not remove fuel injectors. 9. When the engine has cooled, disconnect intake and exhaust manifolds and spray Saudi Aramco Diesel Engine Oil CD/CF into air intakes and exhaust outlets while turning the engine over. Also, spray oil into other apertures, such as indicator holes, starting air valves, etc. 10. Coat external unpainted surfaces with Saudi Aramco Rust Preventive. 11. Seal all vents and openings with waterproof paper and tape; tape dipstick openings, fuel and oil caps, exhaust pipes, crankcase ventilators. 12. Relieve tension from all belts, remove batteries and keep fully charged. The short term procedure for gasoline engines is similar: 1. Warm up engine. 2. Drain crankcase and filter housing. 3. Fill crankcase and filter housing with fresh Saudi Aramco Diesel Engine Oil CD/CF. 4. Drain and flush the cooling system and refill with a 10:1 mixture of Saudi Aramco Soluble Oil and water or a proprietary coolant. 5. Run the engine, as described above. 6. Stop engine by spraying Saudi Aramco Diesel Engine Oil CD/CF into the carburetor air intake (with the air cleaner removed). 7. Switch off the ignition. 8. Completely drain the fuel system - tank, carburetor, fuel pump, filter and fuel lines, using dry compressed air. No fuel should remain in the system as gums may form during storage. Saudi Aramco: Company General Use

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9. Spray Saudi Aramco Diesel Engine Oil CD/CF into the fuel tank. 10. Coat external unpainted surfaces with Saudi Aramco Rust Preventive. 11. Seal all vents with waterproof paper and tape; seal dipsticks, oil and fuel caps, exhaust pipes, crankcase ventilators, etc., with waterproof tape. 12. Relieve tension on all belts and remove batteries. The short term preservation treatment for gearboxes, pumps, couplings and similar equipment is as follows: 1. Drain oil from gear cases, bearing housings, filters and associated elements and flush until clean; be certain the drain is the low point. 2. Fill completely with Saudi Aramco Diesel Engine Oil CD/CF and turn over by hand, if possible. 3. Coat all external unpainted metal surfaces with Saudi Aramco Rust Preventive. 4. Seal all breathers and other openings. Reciprocating compressors are treated for layup as follows: 1. Drain and flush the sump and mechanical lubricator housings, if installed. 2. Fill the crankcase and lubricator housings to the correct level with Saudi Aramco Diesel Engine Oil CD/CF. 3. Run the compressor at no-load or turn by hand to distribute oil to all working surfaces; spray a small quantity of the oil into the air intake while running or turning. 4. Drain the oil, seal all vents and brush Saudi Aramco Rust Preventive onto all unpainted external ferrous parts. 5. Drain and flush water cooling systems and refill with a mixture of 10:1 water and Saudi Aramco Soluble Oil or proprietary coolant. Turbines, generators, centrifugal compressors and other major equipment items require special procedures and special preservative materials. When such equipment is proposed for layup, the Lubrication Engineers should be consulted or refer to the Saudi Aramco Mothball Manual SAER-2365.

6. Oil Inspection, Analysis, and Conditioning This section of the manual deals with lubricant maintenance - how to ensure the quality of the lubricant before use and during use. Also, it covers the Oil Conditioning Monitoring Program, a technique for using oil analyses as a means of monitoring equipment condition and extending oil life.

6.1.

Quality Control A lubricant control process for receiving new lubricants reduces the possibility of costly mistakes that can severely affect the production process. Without controls in place, lubricants may be received that are out of specification, incorrect, or contaminated. To assure quality checks are maintained, samples of incoming shipments are taken. These samples are checked in the Saudi Aramco lube oil testing laboratory, measuring their properties against the specification and against the reference sample provided by the supplier. The burden is on the supplier to inform Saudi Aramco of any changes in Saudi Aramco: Company General Use

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his product which would affect this quality control process. Table 17 is a summary of required laboratory tests for new lubricating oils. Table 17: Required Laboratory Tests for New Lubricating Oils Tirn., Mach. Engine Trans., Test Gas Turb. C'case Hyd. Syn. Turbine Appearance, Saudi x x x Aramco Color, Saudi Aramco x x x Vis @40 C, ASTM D445 x x x Vis @100 C, ASTM D445 x x x Spectro, Metals PPM x x x Neut No, ASTM D664 x x x TBN, ASTM D2896 x Insol, ASTM D2276 x x Solids, ASTM D893 x Dielectric, ASTM D 877 Water, ASTM D1744 x x x Flash, ASTM D93 x Flash, ASTM D92 x x x Infrared x x x Foam, ASTM D892 x x x Pour Pt., ASTM D97 Sulfur, ASTM D1552 Chlorides, Saudi Aramco Key:

Insulating

Refrigeration

Gear Lube

x

x

x

x x x x x

x x x x x

x x x x

x

x

x x

x

x

x x x x

x x x x

x x x

x

x

x

Turb

Saudi Aramco Turbine Oil, all grades

Mach

Saudi Aramco Machinery Oil, all grades

Gas Turb

Saudi Aramco Gas Turbine Oil 32

Syn Turbine

Saudi Aramco Synthetic Gas Turbine Oil 5

Engine

Saudi Aramco Diesel Engine Oil CD Saudi Aramco Diesel Engine Oil 15W-40 Saudi Aramco Diesel Engine Oil EMD

Trans

Saudi Aramco Transmission Oil D-III

Hyd

Saudi Aramco Hydraulic Oil AW 68

Insulating

Saudi Aramco Insulating Oil

Refrigeration

Saudi Aramco Refrigeration Oil

Gear Lube

Saudi Aramco Automotive Gear Lube 140 & 90 Saudi Aramco Gear Lube EP, all grades

The results of these laboratory tests are continuing assurance that the products being delivered meet Saudi Aramco standards. Lubricant Receiving Procedure It is vital to analyze incoming oils for any contamination levels, Also check the contamination levels from the analysis of new oil deliveries to that of manufacturer’s (suppliers). 1. New oil is delivered to the designated area outside the locked lube room or to the appropriate staging area. The Certification of Analysis (CoA) must be furnished by supplier along with other relevant documents to end users. Saudi Aramco: Company General Use

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2. Verify the label on the product container matches the requisition and label according to lubrication identification system. Also expiry date needs to be checked for all containers. 3. Oils in drums or pails not headed to the bulk tank (in certain cases) are fit with drum adapters and filtered, using the appropriate dedicated filter cart (if available). The selection of filter cart will be based on lubricant type and application. 4. After filtering, oil in drums can be used to add oil to machines or color coded sealable transfer containers. Once filled place transfer container in the appropriate cabinet or storage rack. 5. Any filtered drum or pail will be labeled as filtered, dated and signed and placed in the appropriate location preferably equipped with a desiccant breather. 6. Oils in drums or pails headed to the bulk tank will simply be drawn into the bulk storage area. The system should then be placed into filtration (circulation) mode. 7. The lubricant consumption should follow first-in, first-out (FIFO) inventory method.

6.2.

On-Site Lubricant Inspection and Maintenance Procedures Throughout the foregoing sections of this manual, guidance has been given on the proper lubricants to use in specific equipment and the steps to take to ensure that the lubricant performs as expected. In this section, the subject is on-site lubricant maintenance, the steps to be taken at the point of use to be certain that the lubricant is enabled to do the job for which it was designed. 6.2.1

Oil Inspection To keep equipment running longer and more efficiently: a. Be aware of sounds and vibration. A bearing which is badly worn has a different sound than one which is running well and worn or misaligned parts may develop vibrations (see Table 18). b. The smell of hot oil is very noticeable. Trace it to its source. c. The smallest leaks are indicative of an incipient problem. Little leaks become big leaks, given time. Not only that, the loss in drops adds up to a loss in gallons. d. Sight glasses can be misleading. Just because the level appears to be right is not enough. Only by really looking and occasionally checking inside the reservoir can you be certain that what you see is the real thing. e. When draining accumulated water from a reservoir, take an oil sample once the water is gone. It is a good opportunity to visually examine the oil to see if there are traces of residual water or other foreign material present or if an emulsion has begun to form. f.

Filter changes are easy to put off. A filter housing with the cover bolts painted in place has not been serviced. Be aware of such conditions and take corrective steps. Saudi Aramco: Company General Use

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g. Foam is a lot of air and very little oil. It does not make a good lubricant and, when it is observed, the cause should be determined and corrected. Is the oil return line above the oil level in the reservoir? Is air being drawn into the suction side from leaking pipes or because the oil level is too low? Is the suction filter clogged, causing air to be taken in? Are baffles needed to lessen agitation of the oil? Are the flow rates and oil pressures as recommended by the manufacturer? Remember that dirt and water contamination also contribute to foaming.

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Saudi Aramco Lubrication Manual Table 18: Audible Bearing Symptoms

Sound

Feature

Squeak

• •

Faint tinkle

• Irregular (not changing with speed) • Primarily on small bearings

Cause •

Metal-to-metal spalling sound High pitch

•

Sound quality remains same even when speed changes (dirt) • Sound quality changes with speed (Scoring)

Rustle

Rustle patter

•

• •

Spalling of roller and rib or roller bearing Small clearance Poor lubrication

•

Dust in bearing

• •

Dirt Raceway, ball or roller surfaces are rough

• • •

Generated by retainer Normal if sound is clear Grease is inadequate if sound is generated at low temperatures (use soft grease) Wear of cage pockets Insufficient lubricant Low bearing load

Regular and continuous at high speed • • •

Growl

•

Continuous at high speeds

Quiet fizzing/ popping

• Generated irregularly on small bearings

•

Scoring on raceways, balls or rollers

•

Bursting sound of bubbles in grease

Table 19, is a guide Simple visual inspection supplements routine laboratory analyses and the Oil Condition Monitoring Program. Often such visual checks will establish the need for laboratory assistance or indicate that there is an obvious and immediate way to correct an abnormal condition. A proper visual examination will involve the comparison of the used oil with a sample of new oil. Also, a "smell test" may be rewarding: such distinctive odors as kerosene, solvents and sour or sulfurous gases or crudes are indicative of contamination from specific sources. Visual inspection of oil in a sample bottle may include the following: a. Color 

Wrong or mixed oil



Photo-catalytic reaction



Oxidation and thermal degradation



Soot



Chemical contamination Saudi Aramco: Company General Use

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b. Emulsions and Cloudiness 

Haze to buttermilk



Cuff



Stable or unstable



Additive floc, salt, air, glycol

c.

Free Water 

Color



Speed of separation



Level

d. Sediment 

Color – amber, black, translucent



Settling rate



Density and particle size



Laser through bottle (look for flicker)

e. Suspensions 

Decompressed entrained air



Refrigerants



Lumps and fisheyes



Streamers



Water test for interfacial tension

Note: Care should be taken when checking odor in case dangerous gases or vapors are present. These simple visual procedures are intended only to supplement the far more reliable laboratory tests. If there is any doubt, use the laboratory. The intent is to save the machine, not the cost of an analysis.

Samples, whether for routine analyses, visual examination or Oil Condition Monitoring Program, should be taken as follows: a. Use clean, unused disposable plastic sampler bottles. The material number for 250 ml bottle is 1000158454 which is used for most routine used oil sample testing. Always ensure sample bottles are completely filled. For used oil analysis requiring additional tests use a 500 ml sample bottle with material number 1000158457. b. If possible, take sample while machine is under normal operating load. Table 19: Visual Inspection of Used Oil Samples Appearance of Sample

Action to be Taken

As First Taken

After 1 Hours

Reason

Clear

Clear

Foaming, entrained air Unstable emulsion

Opaque, Cloudy

Clear but Separated Water

System without| Filter, Centrifuge

System with Filter, Centrifuge

None Find and cure the cause of the foam Drain water as soon as possible

None Find and cure the cause of the foam Check centrifuge setting, operation

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Stable emulsion

Dirty

Separated solids

Dirt in system

Dark acidic odor

No change oxidized

Oil analysis

Saudi Aramco Lubrication Manual Requires Lab Check centrifuge analysis to and send Lab determine source Sample of water Requires Lab Check filter or Analysis to centrifuge Determine source of dirt Requires Lab Requires Lab analysis analysis

c. After oil is added, allow several hours for thorough mixing before sampling. d. Samples should be taken after a full-flow filter or before a by-pass filter. If checking on filter effectiveness, take samples before and after. e. When sampling from a drain cock, first flush the drain cock into a separate container for visual examination. Then draw the sample slowly into another bottle. f.

6.2.2

Regardless of the use for which the sample is intended, it should be properly labeled: date, oil type and grade, machine identification, sampling point and, whenever possible, hours since last oil change or overhaul. Note that LCM samples require more data which will be covered in detail in the next section of the manual.

Oil Maintenance Aside from the periodic cleaning and flushing of reservoirs and machines, oil maintenance is largely a function of keeping the oil clean and moisture free.. In transformers the desirable contamination level is zero. Any water or particulate matter will reduce the dielectric strength and the insulating oil will be ineffective. As a result insulating oils are passed through filter presses or vacuum dehydrators to attain high levels of cleanliness. On the other hand, an internal combustion engine has a much higher tolerance for contamination and cleaning usually is confined to on-board filters. Oil does not "wear out." It becomes unfit for service when it develops a contaminant load which is beyond practical filtration levels or it oxidizes, i.e., becomes chemically unstable and prone to deposit formation on machine parts. This oxidation process, a function of contact with oxygen, is accelerated with high temperatures and is advanced by the catalyzing effects of contaminants which are present in the oil. Such materials as iron oxide, lead and copper, together with water, form oxidation catalysts and can drastically shorten the useful life of lubricating oil. The oxidation rate also is affected by the make-up rate, i.e., as more new oil is added, the oxidation process is slowed. Water is the contaminant most frequently found and most in need of removal. It causes corrosion and rust, which in turn become abrasive particles, promoting wear and acting as catalysts in the oxidation process. The crudest form of water removal involves draining from low points in the system. On major equipment a centrifuge may be fitted, functioning as a purifier for removal of all contaminants, including water, or as a clarifier, removing only solid particles. Other methods of removing water are through the use of commercially available devices, usually portable, such as coalescers, and vacuum dehydrators,. Each type has its advantages and disadvantages. Saudi Aramco: Company General Use

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Some seal oil reclamation is carried out at Saudi Aramco plants, but otherwise reclaiming/recycling of lubricants and related fluids is not currently undertaken.

Figure 24: Common Type Centrifugal Water-Oil Sperator

Figure 25: How it Works

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Figure 26: Route of Fluid Flow

3. Oil Centrifuges and Centrifuge Selection A centrifuge operates on the principle of separation by mass. The centrifugal force imparted by the high speed rotation of the bowl causes the more dense material, such as water or other contaminants, to be separated from the oil and exhausted through ports. They are fitted with gravity rings, or ring dams, which are matched to the specific gravity of the oil at the processing temperature. The principle of the centrifuge (Figure 24) is to separate the oil’s heavier elements by spinning the oil to create high G-forces - often in the tens of thousands of Gs. The greater the difference in specific gravity between the contaminant and the oil, the more effective the process. For this reason, centrifuges often work better on low specific gravity and low viscosity oils, like turbine oils, rather than heavier gear type oils. In a centrifuge, both free and emulsified water will be removed; this will depend to some extent on the type of additive package, as some water will be held in suspension in the oil. Just like gravity separation, the lower the oil’s temperature, the more effective the removal process will be, because much of the water will exist in the emulsified and free states. Centrifuges are rated in two ways: a. Throughput capacity denotes the total quantity of oil which can be handled by the centrifuge without regard to the degree of purification, but without flooding. b. Effective capacity is the quantity of oil which can be handled by the centrifuge with the desired degree of purification. The effective capacity depends on several factors: 

Oil viscosity and density, which in turn are related to the temperature



Type, shape and size of the contaminants in the oil



Degree of purification desired Saudi Aramco: Company General Use

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

Persistency of any emulsion present

In many instances, Saudi Aramco equipment will be delivered with a centrifuge on the primary skid, a dedicated unit. The instructions for the use of the centrifuge will be part of the overall equipment instruction manual. If the centrifuge is a separate item, moved from machine to machine, as required, there will be a manual covering its use and maintenance.. Filters are an essential part of all machines, be they mobile or stationary.. Nearly every machine with an oil circulation system will be equipped with basic strainers. These are wire mesh screens, fitted either to the discharge or suction side of the oil system. They are not filters but they require periodic inspection and maintenance. If they clog on the suction side, the pump may starve. If they clog on the discharge side, they may blow out and be totally ineffective. 4. Oil filtration and Filter Selection In the Saudi Aramco area of operation, filtration is an important concern. The persistence of air-borne dirt is a constant detriment to good lubrication and only proper filtration will effectively keep the dirt from the moving parts of machinery. There are two basic filter types: surface and depth. Surface filters present a surface to the flow of oil and the contaminants impinge on that surface and all larger than the pore size of the filter medium are removed. They may be made from perforated metal, woven metal (or special plastic) screen, wound wire, sintered metal, membranes and belts of various materials. Note: Some plastic materials, such as nylon, may create static charge build-up in the lubrication system and cause explosions when flammable gas mixtures are present. Use caution when specifying filters incorporating plastic materials.

Filters also may be of the edge type, presenting a series of edges through which the oil must flow. Figure 27 shows a cleanable metal cartridge is enclosed in a housing while an edge type filter is shown in Figure 28. The advantage of the edge type is that it can be easily cleaned simply by rotating the cleaning blades. Correct maintenance of blade clearances is essential, however. Some more common types of surface type filters are sieves, strainers, screens, wire cloth and the mechanism is shown in Figure 30. Depth type filters have housings, large or small, which contain a variety of filter materials. Some are absorbent and some are adsorbent but they all work in the same basic manner: the oil is forced through a mass of the media, following a circuitous path and depositing its contaminant load as it passes. The disposable paper filters found in automotive equipment and many plant equipment items are examples of depth type filter. Some more common types of depth type filters are cellulose (wood pulp), glass fiber, nonwoven fabric, composite fiber, compressed fiber, wound tube, reticulated foam and the mechanism is shown in Figure 31. Another depth type filter is shown in Figure 29. It is a portable industrial filtration unit, moved from machine to machine as needed. The filter medium may be adsorbent material, such as Fuller's Earth, in replaceable woven cloth containers. This type of medium is capable of removing such complex contaminants as acids, asphaltenes, gums, resins, colloidal particles or fine solids. It may also remove some additives and this must be taken into account when selecting filter media. More commonly used in industrial applications is a cellulose filter pack which is effective in the removal of gross quantities of Saudi Aramco: Company General Use

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contaminants. It will not remove water or additives. A third type uses resinimpregnated paper for the filter medium and is recommended for medium contaminant loads and high flow rates. This type is less likely to be found on large installations or where high pressure drops are present. Regardless of the type or size of a filtration unit, it requires maintenance. Some filters are equipped with pressure gages on either side of the unit. The pressure drop is a measure of the dirt load in the filter and it should be monitored on a shift-by-shift basis and the filter element removed for cleaning as indicated, or in the case of duplex filters, the changeover lever should be operated to place the unused filter into operation. Where a by-pass filter is fitted, a schedule should be established for removal and cleaning. In the case of lube and seal oil circulating systems for pumps compressors and turbines the main filters are required to be 10 microns nominal rating. Beta ratios for filter elements are determined during the multi-pass tests. A single multi-pass test is divided into many smaller time segments. During each of these counting periods, the number of particles of a specific size - size x and greater upstream of the filter is totaled and the number of size x and greater particles downstream of the filter is totaled. The number of particles found upstream of the filter divided by the number of particles found downstream of the filter equals the beta value of the element at the given particle size during that counting period. The ISO 16889:1999 standard for multi-pass testing states that this test is applicable for filter elements that exhibit an average Beta Ratio greater than or equal to 75. Individual element manufacturers determine the Beta Ratio specification for their elements. Most manufacturers are currently using a minimum beta ratio of 200 for a particular micron rating.  

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10 Filter selection based on beta ratio calculations.

Figure 27: Surface Filter. The woven metal element can be removed for cleaning.

Figure 28: Surface Filter of the Edge Type. Turning the handle rotates the cleaning blades and exposes clean edges to the oil flow. Saudi Aramco: Company General Use

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Figure 29: Depth Type Filter. The filter element is contained in the tank and usually will be of a disposable type. This unit is designed to be moved from machine to machine.

Figure 30: Surface Type Filters Mechanism

Figure 31: Depth Type Filters Mechanism Saudi Aramco: Company General Use

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6.3.

Saudi Aramco Lubrication Manual

Lubricant Condition Monitoring Program (LCM) 6.3.1

Background Equipment condition monitoring, through used oil analysis, has gained wide favor in industry. Independent laboratories, equipment suppliers, oil companies and consumers have developed systems throughout the world. The reason is simple: through oil analysis it is possible to keep abreast of what is happening to expensive, and critical, equipment. This kind of monitoring permits adverse conditions to be recognized and corrected before actual failure occurs. Also, it provides a method for maximizing oil service life. In Saudi Aramco, the Lubricant Condition Monitoring Program calls for taking samples from nominated equipment at periodic intervals. The samples are analyzed by the Saudi Aramco Lube Oil Testing Laboratories and the results interpreted by the Lubrication Engineers of the Consulting Services Department. To achieve the broader objectives of the LCM Program, continuity is required. Where there is continuity, sampling on a periodic basis, the information becomes cumulative and forms a machine condition history. Trends can be identified and analyzed. This is accomplished through a series of laboratory tests, including physical tests and metals content analysis. Physical tests will vary by type of lubricant and application but will include such standards as viscosity, water content, neutralization number, flash point, etc. Metals content is derived from spectrographic analysis and is reported in parts per million (PPM) of almost 20 different metals. They were selected to best represent the changing conditions of the oils and the machines. Some of the metals present will come from machine wear (iron, copper, lead, tin, aluminum) and others from external contamination by dirt, coolants, etc. (silicon, sodium, boron). Metals which are part of the oil additive package also will be reported: zinc, phosphorous, calcium and barium, molybdenum, boron for example. Each of the major Saudi Aramco lubricating oil grades, identified by SAMSS number, has a unique set of warning limits, based on the new (virgin) oil standards. These limits were developed from experience, gained through the operation of similar programs. These limits are changeable and can also be adjusted with consent of CSD Lubrication Engineer based on trends and historical data in LCM. The warning limits are the key to the reporting portion of the LCM program; they form the basis for the satisfactory or unsatisfactory status report which follows the analysis. Given a series of such analyses, it becomes possible to track adverse conditions and, in many cases, to pin-point their causes and corrections through Saudi Aramco’s Failure Reporting, Analysis, and Corrective Action System (FRACAS).

6.3.2

Mechanics of the Program Initially, monthly samples should be taken from nominated equipment. As data accumulate and trends are identified based on history, this interval may be lengthened or shortened, as indicated. Saudi Aramco: Company General Use

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Under the corporate Lubricant Condition Monitoring (LCM) program, SAOO TSD\Southern Area Laboratories Division (SALD) is the sole laboratory service provider responsible for conducting a wide range of lube oil analysis for corporate clients. SALD handles validation and uploading of lubricant analysis data to the LCM database. Plastic sample bottles come in two sizes: 16 ounce (500 millimeter) (1000158457) and 8 ounce (250 millimeter) (1000158454). Preprinted identification tags or labels can be obtained through LCM (Figure 32) and must be placed on the sample bottles correctly before sample collection and before these are shipped to laboratories. To obtain consistently representative samples, the subject system should be hot and should have been operating for some time. The sample should be taken before any makeup oil is added. Ideally, sampling cocks should be installed after a full-flow filter or before a by-pass filter and all samples should be taken from these points. The reservoir drain is the least desirable sampling point but, if it is the only one available, flush at least 5X the dead space volume (preferably 10X) before the sample is taken. If there is any doubt concerning the sampling procedure, the lubrication engineers should be consulted. When sampling, consider the following points based on the system in use. 

In circulating systems, sample as close to the return line as possible.



In static tanks, sample at the midpoint between oil level and bottom, away from walls.



Use weight or rod to achieve a consistent measured standoff.



Sample during typical operating conditions.

Also, when sampling, regardless of the point, flush the cock or drain into a separate container, NOT the sample bottle. This cleans the sampling system and provides an opportunity for visual examination of the oil, which may reveal dirt, sediment or water and represent the need for immediate action. Cleanliness is all-important. Unless the sample bottle, the cap and the sampling system are all clean, the analytical results may be erroneous and lead to misinterpretation. Bottles of questionable or unacceptable cleanliness should be flushed thoroughly

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Preprinted adhesive labels generated from LCM system, are supplied with the sample bottle. They should preferably have space for the following information: Label No.: Plant No / Location: Equipment No.: Saudi Aramco Stock No.: Saudi Aramco Brand Name: Label Date: Label generator: These data are entered into the LCM system and a permanent record is established. Subsequent samples must be identified with the Plant No., Equipment No., Material No., Date Sampled, Login ID, etc. If a sample is received without the label, it cannot be logged into the LCM system and the analyses will not be performed. The sample with duplicate label is also not acceptable in lab. Other information, such as the sampling point, sump size, machine life, maintenance details and oil service life is also important in the interpretation process. All LCM clients are expected to deliver their samples to the laboratories facility, Abqaiq, in compliance with the LCM registered equipment and using the system generated labels. Samples should be sent to the S. A. Laboratories, Box 5000, Abqaiq, (phone 572-8609), if possible on the same day they are taken or a maximum of 3 working days after its collection. They should NOT be held and sent in batches as this defeats the timeliness feature of the program and can overload the system. Once logged in, the samples are analyzed and the test results are fed into the LCM System. At this point, the data become available to all users of the LCM System, using any dedicated workstation operating the LCM client/server application. This system eliminates the need for telephone communications among laboratory staff, lubrication engineers and field personnel.

Sample Review & The corrective Action Process CSD views sample analysis/ test results downloaded in the system analyzed/ tested by the lab. Primary recommendation is provided by the system based on pre-set limits of tested parameters. The review process is closed if CSD satisfies with system recommendation. CSD can request additional tests if not satisfied with results or if data is not enough to conclude recommendation. CSD choose option for “caution” or “corrective action” after reviewing samples if single or multiple parameters are outside the limit. Notification is created by the Saudi Aramco: Company General Use

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system based CSD recommendation which will be routed to appropriate proponents to evaluate and implement the recommendation. Recommendation notification will be created in “Recommendation System.” If the recommendation notification points out the major maintenance requirement, the reliability unit/maintenance/operation user will create PM notification. If the recommendation notification points out the minor maintenance requirement, the reliability unit/maintenance/operation user will create maintenance order. If there is an oil change recommendation in the recommendation process, the reliability unit/maintenance/operation user will create PM notification to change If all results are within the warning limits, the display screen will show nothing after “Observations” and "OIL SUITABLE FOR CONTINUED USE" after RECOMMENDATIONS. 6.3.3

The Results Screen The screen will display all sample information, sample status and analysis result for a sample collected from a specific equipment. Customized reports can be generated from LCM under Reports. Figure 33. Note: For more comprehensive information on the latest version of the LCM computer application, refer to SABP-G-024.

Figure 32: Sample bottle labels generated through LCM

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Figure 33: Lubricant Condition Monitoring Program (LCM) – Results Report

7. Storage, Handling, and Application of Lubricants 7.1.

Storage, Handling, and Safety Practices Lubricating oils and greases are specially formulated to satisfy specific types of service. If not handled and stored properly, they can deteriorate or become contaminated and, as a result, provide inadequate lubrication or become waste which requires disposal. Common risk or concerns associated with storage and handling of lubricants are: Cross-contamination (accidental mixed lubricant types) Ingress of environmental contamination during handling Storage stability problems (lubricant degradation in storage) Safety risk for handling Environmental spill risk Inventory aging problems (stale inventory) Saudi Aramco: Company General Use

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Product waste (heels, unused inventory disposal, etc.) Handling cost Common causes of lubricant contamination, deterioration, and waste in handling and storage are: Damaged containers Moisture from rain or condensation Dirty dispensing equipment Exposure to dust or chemical fumes Poor outdoor storage practices Mixing of different viscosity grades, Saudi Aramco brands or types Exposure to excessive heat or cold Overlong storage Unsealed bungs or covers. Simple handling and storage precautions can reduce contamination, deterioration and waste. 7.1.1

Containers Drums, pails and cartons of lubricants from all suppliers must be clearly labeled with the Saudi Aramco brand name, SAMSS number, supplier's batch number, filling / expiry date, blender's name or other identification and the Saudi Aramco purchase order number. Thus, there should be no confusion as to precisely what is in each container and no cause for improper application. Containers as received from suppliers usually will be free of leaks. Careless handling, however, can cause leaks, contaminate the contents and smudge, rip or damage the labels. The 208 liter (55-gallon) drum, the most common lubricant container in the Saudi Aramco system, is involved in most handling operations. Care is the key to safe drum handling. A full drum weighs about 200 Kg (450 pounds) and if handled carelessly, can easily injure workers or damage Saudi Aramco property. Unloading drums by dropping them from the delivery vehicle to the ground or the dock is poor practice. The drum's seams can be punctured or can burst, resulting in a slippery hazard and in wasted product. Correct loading procedures must be used to prevent drum damage or injury to personnel. Once unloaded, the drums should be moved immediately to the storage area. The best way is by fork lift truck, with the drums on pallets or held by lift jaws. A hook type, two wheel hand truck also can be used. If the floor between the unloading and storage areas is flat and smooth, drums can be rolled. The drum’s hoops will protect it from damage, but care must be taken to avoid hitting hard objects that might puncture the shell. Two workers should handle the rolling operation, maintaining firm control or drum speed. 20 liter (five gallon) oil and 16 Kg (35 pound) grease pails are usually shipped on pallets. Smaller containers of lubricants usually come in cartons. All should be handled with the same care given to drums. Cartons should be left sealed until they are in the storage area to reduce the risk of the carton falling apart during handling. Saudi Aramco: Company General Use

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7.1.2

Saudi Aramco Lubrication Manual

Product Labeling The optimum and best recommended way to label a lubricant container is:

7.1.3



Date container is put into service (opened)



Purchase and delivery date



Date of product blending (born-on date)



Product name (type, grade, description)



Inventory code



Storage location



Maximum and minimum inventory level



Color codes (if used)



Set inventory levels and container volumes such that products don’t become stale.



Use the products in the same sequence as they are brought by clearly following FIFO (first in, first out).

Lubrication Tags and Color Codes Color-coded tags indicating lube name and viscosity affixed to each reservoir or container. Use coordinated colors and shapes for storage and transfer containers. The following benefits can be achieved:

7.1.4



Reduces possibility of error by inexperienced lubricator



Facilitates training of new lubrication technicians



Reduces confusion associated with switching suppliers



Even if someone is color blind and have blurred vision, can still read the tags

Indoor Storage The ideal place to store lubricants is indoors, in the store houses at the main consumption points, e.g., Abqaiq, Ras Tanura, Vehicle Maintenance Facilities, etc. space constraints, block shelters are advised. It is important to note that lubricants should not be stored near steam lines or hot running equipment. Backup storage should be indoors whenever possible. Racks and shelving that adequately protect all containers should be provided, along with a device to hoist the containers into place. Each type of lubricant should be easy to reach. Access to the older stocks, which always should be used first, should never be blocked by new stocks. A first-in, first-out (FIFO) rule will eliminate the risk of deterioration caused by long periods of storage. Transformer oil and refrigeration oil should be stored indoors as they cannot tolerate contamination. When outside storage is unavoidable, drums should be placed upside down, on pallets.

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7.1.5

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Outdoor Storage Much of the lubricant storage space in Saudi Aramco is outdoors. Because of weather extremes it is advisable to provide some sort of basic shelter against the sun. Figure 34 shows a simple protective structure. Drums should be stored on pallets, blocks or racks, several inches above the ground. Once the protective shipping cover has been removed, they should be placed on their sides with the bungs approximately horizontal. In this position, the bungs are submerged by the contents and cannot breathe moisture. Also, water cannot collect inside the chine. If drums are stored on end, with the bungs on top, water may collect on the top and migrate through the bung as the drum breathes, as shown in Figure 35. The only way to prevent this, given this kind of storage option, is to block the drum with the blocks parallel to the bungs. Alternatively, store vertically indoors, use pallets, stack no more than two high, use drum covers (plastic covers).

7.1.6

Bulk Storage Saudi Aramco practice calls for the purchase of oil in bulk whenever the quantities justify it. It is a more economical purchasing method but, of greater importance, the costs and perils of handling drums are eliminated. At present, only Saudi Aramco Turbine Oils 32 and 46 are available in bulk but others will be added when the volume criteria are met. Bulk tanks should be located under cover, if at all possible, because the weather effects noted for drums are equally destructive to bulk tanks and their contents. Where outdoor storage is unavoidable, all openings on bulk tanks should be checked for tightness and properly secured. Storage tanks in a warehouse or oil house should be away from steam lines, heaters or any other plant equipment which might generate high temperatures. All bulk tanks should have strainers on the fill points and have protected vent breathers. Bulk unloading can be a hazardous task and all persons involved in the process should be properly trained. Galvanized tanks or piping should not be used to store lubricants which contain additives. They may react with zinc to form a soap-like sludge in the lubricant. Under some conditions, moisture may condense inside oil tanks, even indoors. If the tank is properly sloped to a low point and fitted with a drain cock, the condensate can be removed through the bottom drain, or it can be pumped out when bottom-fed pumps are used. In either case, it is important that water be removed promptly to prevent rust from forming inside the tank and contaminating the oil.

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Figure 34: Simple Shelter for Drum Storage

Figure 35: Drum Storage

To recap: a. Ideally, all lubricants should be stored indoors. In Saudi Aramco practice, the best compromises for large stores are as follows. (1) Drums of refrigeration oil and transformer oil should be stored indoors. (2) Other drummed lubricants may be stored outdoors, observing the practices outlined above. (3) All opened drums should be stored indoors. (4) All containers smaller than a drum should be stored indoors. Saudi Aramco: Company General Use

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b. Oil drums stored outside should be on their sides, in specially constructed racks and under some sort of cover. c. Grease drums should be stored upright and be under cover. d. Drums should be kept off the ground by using rails or some other sort of block. e. Full drums should not be dropped. Fork lifts, mobile hoists, drum skids and other such handling equipment should be used whenever possible. f.

Drum markings should be clearly visible.

g. Ensure first-in, first-out stock rotation for drums and smaller containers (FIFO). h. Be certain drum bungs and covers are in place and tight. 7.1.7

7.2.

Safety Considerations a.

Stocks should be inspected at regular intervals for signs of leakage, damaged containers and obscured markings.

b.

The storehouse should be well ventilated, of fireproof construction, provided with adequate fire-fighting equipment and should have a hard, non-slip floor, impervious to oil.

c.

Keep the stores clean and wipe up oil spills immediately.

d.

Used rags and absorbents should be placed in approved containers.

e.

Solvent containers grounded to prevent sparks from static electricity.

f.

Flammable products such as gasoline, kerosene, solvents, etc., should be kept in a separate storage facility, located away from the lubricants.

e.

The lubricants used in Saudi Aramco operations are all classed as innocuous, which means that accidental contact with the skin is not harmful but avoid prolonged or repeated contact with skin. However, good personal hygiene is essential in the prevention of dermatitis resulting from such contact. Oil should be washed from the skin, using soap and water, immediately after any such contact. Oil soaked clothing should be laundered before reuse. Oily rags should be disposed of and not reused unless they are thoroughly laundered. Also avoid breathing oil mist.

f.

Oral ingestion of any lubricant is to be avoided and, if such occurs, medical help should be summoned immediately. Always read the Material Safety Data Sheet before handling, filling and disposal of oil.

Oil and Grease Application Methods Machines require the right amount of the right lubricant to reach the lubricated point at the right time. If repetitive lubrication related failures occur, and the correct lubricant is being used, the application method may be at fault. A proposal to change to a more complex system must be evaluated in terms of first cost versus savings in machine down-time. It is the lubrication engineer's responsibility to investigate lubrication related failures and, if the circumstances so dictate, to recommend improved application methods.

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7.2.1

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Oil Application Methods Oil application usually is divided into two broad categories, all loss and reuse. All loss methods of the most common types are: Manual Application a. Oil holes and cups (See Error! Reference source not found.) b. Oil bottles (See Error! Reference source not found.) c. Wick feed oilers d. Drop feed oilers (See Error! Reference source not found.) e. Constant level oilers (See Error! Reference source not found.) Mechanical Methods a. Mechanical lubricators (See Error! Reference source not found.) b. Centralized systems c. Mist systems Reuse methods call for the oil to be used over and over. Examples are: 

Ring and collar oilers



Bath and splash systems



Pressure circulation systems

None of the above methods or devices are suited to all applications. Manual oiling should be confined to lightly loaded, low speed bearings or to applications on old equipment already supplied with such facilities. For modern, high speed machines, the preferred methods are mechanical or centralized systems, ring oilers, bath/splash or circulation systems. Table 20: Lubricant Application Methods Table 20 describes the most common all loss lubrication methods and lists their advantages and disadvantages.

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Figure 36: Oil Cup Mounted on a Vertical Bearing Enclosure. Oil is added to the reservoir through the oil cup. A revolving flinger ring conveys oil to the bearing.

Figure 38: Drop Feed Oiler. Oil passes through the needle valve, one drop at a time. The sight glass permits the oil flow to be observed and adjusted as required.

Figure 37: Oil Bottle Mounted on a Plain Bearing. The pin contacts the shaft and causes oil to flow to the bearing.

Figure 39: Constant Level Oiler. The line from the oiler to the bearing is located at the lowest point of the bearing housing and permits a constant level to be maintained.

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Figure 40: Mechanical Force Feed Lubricator. The cam-actuated pump forces oil through the check valve and into the oil line via the sight-feed glass. Table 20: Lubricant Application Methods Application Description Method Oil holes and cups Hole drilled in bearing housing, may be open or protected with a ball check or cap. Oil cups screwed into bearing housing. Oil bottles

Plastic bottle mounted on bearing housing, rod or pin passing through sleeve to bearing vibrates when shaft turns and causes oil to flow to shaft.

Wick feed oilers

Wick dips into oil in reservoir, conveys oil to shaft. Capillary action feeds the oil. The rate of oil feed can be changed by adjusting the number of strands and/or the length of the wick.

Advantages/Disadvantages Simple and cheap/application cost is high, bearing is alternately flooded, starved. Inefficient method, only used for lightly loaded, low speed. Low cost, feeds oil only when when shaft turns; feed rate increases with temperature due to oil viscosity decrease/ Oil application cost is high; pin is sensitive to wear and damage. Low cost/oil flow dependent on level; wick gathers dirt, moisture and reduces flow; wicks need replacement.

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Constant level oiler

Mechanical lubricators

7.2.2

Uses gravity to feed oil The rate of oil feed can be adjusted with a needle valve Oil reservoir has needle valve with on/off lever; rate adjusted by needle valve; has sight glass beneath reservoir. The nearly filled oil bottle is inverted, causing oil to flow into the reservoir until the level rises to the level of the mouth, thereby preventing further entry of air into the bottle and sealing it (hydraulic lock). When the reservoir level drops, air will enter the bottle and the lubricant will flow to maintain the constant level. Small cam operated piston pumps, upward stroke forces oil through sight glass liquid and displaces equal volume of oil in bearing; adjustable feed rate.

Saudi Aramco Lubrication Manual Flow rate adjustable; fairly fast rate possible/Flow rate decreases as oil level drops; non-automatic requiring shut down when machine not running; valve can become clogged. Automatic continuous lubrication; needs little attention/Oil feed may become plugged. Contamination risk while handling and refilling oil bottles, Gasket degradation Water and particle contamination. Adjusting to wrong oil level. Can only add oil, can’t reduce oil level, only add oil to bottle when needed. Positive pressure feed, adjustable, not affected by oil level; can be operated by machine being lubricated or by separate motor; maintenance is low; oil protected against contamination/Initial cost is high.

Grease Application Methods Grease application methods usually will come from one of the following: 1. Packing, which can be done by hand or with a mechanical bearing packer. Packing normally is restricted to bearings although some small worm gears are lubricated in this fashion. Many bearings are packed for life, especially in electric appliances and automotive accessory drives. 2

Grease guns, which can be manual or air operated. Figure 41 shows a typical lever operated hand grease gun. Other hand operated guns are the simple push-pull type and the screw type. They can be packed with grease by hand, can utilize a cartridge or can be filled with an air or lever operated loader. An example of the latter is shown in Figure 42. Power guns usually are attached to container mounted systems with pumps, follower plates and hoses as shown in Figure 43. These units are available to fit pails, kegs and drums.

3. Spring loaded grease cups with lines leading from the cup to the point of application. These are used for hard to reach points. The principal shortcoming of this method is the tendency of the grease to separate into oil and solid phases as a result of the constant pressure exerted by the spring on the small volume of grease in the system. 4. Centralized systems, many of which are designed to deliver either oil or grease.

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Figure 41: Lever-Type Grease Gun. Spring pressure is maintained by the screw handle at the lower end of the gun and charging pressure is applied by means of the lever.

Figure 42: Pump-Type Grease Gun Filler. The gun is attached to the filler and is filled by pumping the handle.

Figure 43: Power Grease Gun. The unit is mounted on a container of grease, usually a pail, and transported on an oiler's cart.

Figure 44 and Figure 45 show some of the fittings and coupler adapters used in industrial grease application practice. Some precautions to be observed in the application of grease are: 1. Before applying the grease gun to a fitting, always wipe the fitting free of all dirt so there is no possibility of any abrasive material getting into the bearings or part. 2. Replace any fittings observed to be defective. 3. Try to standardize on one type of fitting. By so doing, only one gun will have to be carried on rounds. However, if there are places where one particular brand of grease MUST be used (flexible couplings, for example), a different type of fitting will minimize the danger of the wrong grease being applied. 4. Mark the grease gun with the type of grease being used. Use only one type of grease (no mixing) in a gun. 5. There are several types of grease guns. Learn to use them properly. Some guns deliver only 1/30th oz. (1 gram) while others deliver up to 1/3 oz. (9 grams). 6. Some hand guns develop up to 15,000 psi (103 MPa), so apply grease carefully to avoid over-packing a bearing or rupturing a seal. 7. Keep guns clean. Never put them down on dirty surfaces; fill them on a clean bench. Use a gun loader if one is available. 8. Keep grease containers covered tightly when not in use.

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9. Report any unsafe conditions, such as hard to reach grease fittings. They can be, and should be, piped out to safe locations. Calculation of Maximum Re-greasing Quantity (SKF Formula Method) 0.114

Where: Gq = Grease quantity in ounces D = Bearing outside diameter in inches B = Total bearing width in inches (height for thrust bearings) Metric: Gq = 0.005 DB Gq in grams D and B in mm Total volume of regreasing per year = frequency/year X volume/event

Calculation of Regreasing Interval



14,000,000 .

4

Where: T = time until next relubrication (hours) K = product of all correction factors











n = speed (RPM) d = bore diameter (mm) Note: ips = inches/second 0.2 inches/second = 5 mm/sec.

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This empirically derived approach assumes applications where the actual load is a low percentage of net capacity, and where bearings are operating below the rated speed limits to give equipment owners an opportunity to factor in plant conditions. Multiple Bearing OEM Lubrication Guideline publications provide alternate quantitative approaches that are also valid and could be considered as a strong reference starting point.

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Figure 44: Types of Grease Fittings

Figure 45: Types of Couplings and Adapters for Grease Guns

7.2.3

Centralized Systems Centralized lubrication systems (oil or grease) are used to lubricate many points on a machine from a single source. Filling only one reservoir saves the maintenance man's time and eliminates the hazards associated with climbing up ladders and clambering over machinery. There are a number of types of centralized systems. Figure 46 shows the ISO classification of lubrication systems, categorized by total loss and circulating types. Figure 47 shows types of systems show how they differ from one another. The most commonly found systems are: 1. Single line, spring return. In this system, a single distribution line is used. It consists of a reservoir, a pump, a three-way valve and a series of measuring valves. Saudi Aramco: Company General Use

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The valve can be operated manually, from the machine, cycled by a timer or by a counter, measuring the pump output. The measuring valves deliver a charge of lubricant to the application points when system pressure is applied to them and reset themselves by spring pressure when the system pressure is relieved. 2. Two line system. Two supply lines are used in this version. A four-way reversing valve can be operated in any of the ways mentioned above and it alternately directs and relieves pressure to the two lines. The metering valves are designed to deliver a charge of lubricant to the bearings each time the flow in the lines is reversed. 3. Series manifold system. In this type of system, a single supply line is used. It consists of a reservoir, a pump, a master metering valve and a series of secondary measuring valves. The manifold measuring valves automatically reset themselves and continue cycling as long as pressure is applied through the supply line. The system can be cycled by starting and stopping the pump and a valve is not required. 4. Series system, reversing flow. This is a series loop system using a single supply line with a four-way valve to reverse the flow in the system. The measuring valves are designed to deliver a charge of lubricant, then permit the lubricant flow to pass through to the next valve. When the flow in the supply line is reversed, the measuring valves cycle again, in sequence, in reverse order.

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Figure 46: ISO Classification of Lubrication Systems

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Figure 47: Various Types of Centralized Systems

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7.2.4

Saudi Aramco Lubrication Manual

Oil mist generator

Almost any centralized system can be installed with monitoring systems to warn of operational problems. These can be simple indicator pins on the feeder valves, blowout discs or warning lights or horns. The following general items are a maintenance guide to centralized systems: 1. When a new system is installed, the application points should be pre-lubricated to ensure a supply of lubricant for start-up. 2. Before the feeder lines are connected to the application points, the central pump should be operated until lubricant appears at the end of each feeder line. 3. In a grease system, the grease should be brought to room temperature before being charged to the system. 4. Never let a reservoir run dry. Air lock may result. 5. Report signs of under- or over-lubrication. Changes in feed rate may be indicated. 6. Watch whatever indicator is provided at the pump to be sure the system is working. 7. Be sure all personnel know what the horns or warning lights mean. 8. Look for crushed or bent feeder lines and broken fittings. 9. Watch for leaks at connections, plugs and indicator stems. 10. Periodically check the maximum pump pressure and the length of time it takes to build up; report any change. 11. Periodically check the time taken to complete a lubrication cycle and report any change. 12. Some greases are not suitable for centralized systems. Be sure the right brand is used. 13. Be sure grease is clean. Dirt may block feeder valves. Fill the reservoir through the fitting in the pump base, if such is provided. 14. Periodically inspect the screen at the reservoir fill connection (and any other screens in the system) and clean, if necessary. 15. Report any change in the "feel" of manual pumping or any indication of racing in pumps. 7.2.5

Oil Mist Systems

An oil mist system is a means of delivering oil of required viscosity from a central reservoir to application points. It differs from other centralized systems in that the oil is moved as a mist. Interchangeable terms, depending on the manufacturer of the equipment, may be liquid aerosol, micro-fog, oil fog, micro-mist, power mist and so forth. A true oil mist is a dispersion of very small droplets of oil in smoothly flowing clean air. The size of the droplets averages from one to three micrometers (one micrometer equals 0.000039 inches) in diameter. In comparison, an ordinary airline lubricator produces an atomized mixture of droplets, up to 100 micrometers in diameter, which are suspended, temporarily, in turbulent air flowing at high velocity and pressure. In an airline lubricating system, the air is the working media used to transmit power. In an oil Saudi Aramco: Company General Use

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mist system, air is used only as a low pressure carrier to transport the oil to points where it is required. In oil mist lubricators, oil is atomized into small droplets by low pressure compressed air (about 206 kPa or 30 psi). These oil droplets are so small that they float in the air, forming a practically dry mist, or fog, that can be transported for relatively long distances in the piping system. (Normal manifold header pressures is set at 5kPa or 20 in H20). When the mist reaches the application point, it is condensed, or coalesced, into larger particles which wet the surfaces and provide lubrication. The condensing action can be accomplished in several ways. High speed bearings generally create enough turbulence, in the air space immediately surrounding the moving elements, to cause condensation. Lower speed bearings, gears and other lubricated points require that the mist be passed through special application fittings, called re-classifiers, to condense the oil into a heavy mist, spray or drip. In the oil refining and petrochemical industry there has been widespread interest in reducing operating and maintenance costs by the application of oil mist lubrication. Design and instruction concerning the sizing of application fittings, equipment sump method, venting, pipe sizing for oil mist distribution, and mist generator selection is fully covered in the manufacturers engineering manuals; or contact the lubrication engineers for guidance. Two lubrication methods or designs are used in the industry. It is important to select the appropriate type "Wet or Dry" sumps best suited for the application and running environment. A "wet sump” or |purge mist" installation is one in which the oil bath level in the pump or turbine housing is maintained at the point recommended by the equipment manufacture. The required level is maintained by position of a vent or bottle oiler standpipe. Oil mist provides a continuous replacement of the oil losses and pressurizes the equipment housing to prevent entrance of contaminants or moisture. A "dry sump” or |purge mist" installation is one in which the bath is eliminated and all lubricating oil is deposited on the bearings or lubricated parts from the oil mist unit. As with the wet sump method, housing pressure prevents the entrance of contaminants. Figure 48 shows a typical oil mist system. Compressed air enters through a water separator, a fine filter and an air pressure regulator to the mist generator. From the generator, the mist is carried to a manifold and then to the various application fittings at the lubricated points. As shown, there are three methods of condensing oil from the oil mist: 1. Direct misting. Impingement velocities are high enough to cause a state of turbulence. This causes the small droplets to contact one another and coalesce, forming a film. In this type of application, the mist can be fed directly from the distribution system to the lubricated points through a mist fitting, shown in the Figure. 2. Spray condensing. Gears, chains and medium to low speed rolling element bearings may not create enough turbulence or have high enough impingement velocities to adequately remove oil from the mist. In these cases, an application fitting that partially condenses the mist into a spray is used. 3. Total condensing. Plain bearings, slides and ways, offering little or no opportunity for oil condensation from the mist, are equipped with application fittings which condense the oil mist to a liquid form, as shown in the Figure.

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Oil mist systems without heaters can handle oils with viscosities up to about 150 to 190 cSt @ 40°C (800 to 1000 SUS @ 100°F). Where a higher viscosity oil must be misted, a heater may be installed in the reservoir and/or the incoming air may be heated. In either case, the oil in the reservoir could be subjected to accelerated oxidation and it should be checked periodically for signs of sludge or deposits.

Oil Reservoir Figure 48: Typical Mist Lubrication System. Oil is atomized in a mist generator, then reclassified, or condensed, at the point of application.

When installing a mist system it is often necessary to provide a method of venting the bearing housings, thus permitting air to flow through. Plain bearings and enclosed housings of gears chains, etc., must be similarly vented. While the manufacturer's instructions are the definitive guide to mist system maintenance, the following general points are widely applicable: 1. A supply of clean, dry compressed air is essential to the proper functioning of an oil mist system. The separator and filter ahead of the mist generator should be maintained properly. 2. At the mist generator, air pressure and oil feed should be checked regularly and the reservoir refilled when necessary. Saudi Aramco: Company General Use

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3. Even with good maintenance of the separator and filter, dirt may find its way into the venturi in the mist generator. If this happens, the unit will have to be dismantled and cleaned. 4. Where an oil heater is used, it should be checked regularly to be certain that the proper temperature is maintained. 5. If heated air is employed, it should be checked regularly to be certain that it is not too hot. The temperature should not exceed 80°C (175°F). 6. Vents should be inspected periodically to be sure they are open and that air passes freely. 7. Lines should be inspected frequently to be sure they do not have any downward loops and are not bent, crushed or broken. 8. Check around machinery for sign of stray mist. If such is present, the system could need readjusting. 9. Whenever possible, inspect lubricated parts to be sure that a proper oil film is present. Oil Mist Potential Advantages  Lower wear rate of bearings and seals 

Lower friction and energy consumption



No contamination in gears or recirculation



Lower maintenance costs and repairs



Recommended for pump applications by API, 8th edition

Oil Mist Potential Disadvantages/Risks  Risk of stray fog or mist 

Viscosity limitation



Some additive influences (affects injectors)



Wear debris analysis is more difficult to trend



Occasional problems with “waxing” of re-classifier at cold temperatures



Occasional problems with injectors being clogged with varnish and sludge

8. Lubricating Oil Compatibility Two different oil brands may have significantly different physical and chemical properties and are unlikely to perform identically under operating conditions. Therefore, the mixing of different oil brands is clearly a cause for immediate concern. If two oil brands designed for the same application have been mixed, problems with incompatibility might develop over time. Several factors will influence the speed at which problems develop including: 

The nature of the incompatibility itself (such as, additive incompatibility, base stock reaction, etc.).



The type of operation/service involved.



The presence of other contaminants that could aggravate the situation. Saudi Aramco: Company General Use

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

The relative proportions of the two fluids.

Very often, the mixing of different oil brands result in a loss of solubility and/or the responsiveness of the additive ingredients used in either of the two formulations. This can result in a diminished effectiveness of the additives to perform as intended. The following may happen upon mixing of two different oil brands: 

A mixture of incompatible oil brands most often forms a precipitate.



The precipitate will form unwanted deposits (varnish/sludge, etc.) in the lubrication system which may plug filters and oil passageways.



The performance of mixed lubricant will reduce due to additive clashing between incompatible lubricants.

The incompatibility leads to ineffective lubrication performance, filter blockage, varnish formation, contamination build up and unreliable equipment performance which lead to unplanned shutdown of equipment. SABP-G-022 is the best practice developed to check compatibility of turbine oil which constitutes 70% of lubricating oil consumption in Saudi Aramco, and it lubricates major critical equipment like turbines, pumps, compressors, motors, etc. The best practice guides to prepare test samples by blending two lubricating oil in the ratios 10:90, 50:50 and 90:10, along with samples of each new oil. For each sample, data for key performance tests known to be impacted by incompatibility - including oxidation resistance, air release, demulsibility, filterability and storage stability - are compared for each blended sample with the new oil samples. For the blends to be considered compatible, the performance properties must fall in the range bracketed by the two new oil samples. Otherwise, further testing may be required to ascertain the degree to which incompatibility may have occurred. It's important to understand that even if two oils pass these compatibility tests, there's no guarantee that the two oils will be compatible in service. Other factors, not taken into account by lab tests - such as different blend ratios, elevated (or lower) temperatures, degraded by-products or certain process chemical contaminants - can all impact in-service compatibility. However, if two oils pass the lab-based compatibility tests, the probability of in-service compatibility is much higher.

9. Tables 9.1.

Temperature Conversion Temperatures in degrees Celsius (°C) are standard throughout most of the world. However, the Fahrenheit (°F) scale is still widely used, especially in the United States. Table 211 is for convenient conversion. Use the center column for the known temperature and read either to the right or the left for the conversion. For example, if the known temperature is 120°F, and he Celsius equivalent is desired, locate "120" in the center column and read 48.9°C in the left column. If the known is 120°C and the Fahrenheit equivalent is desired, locate "120" in the center column and read 248°F in the right column.

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Table 21: Temperature Conversions

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Although the international unit for viscosity, centistoke, and ISO viscosity grades are now the industry standard, some industrial communities, notably the United States, still use Saybolt Universal Seconds for product identification. See Table 22. Note that the values given for SUS are only approximate, as they depend on the VI of the oil in question. Table 22: Viscosity Conversion Table Viscosity Grade 2 3 5 7 10 15 22 32 46 68 100 150 220 320 460 680 1000 1500

Range cSt @ 40°C 1.98-2.42 2.88-3.52 4.14-5.06 6.12-7.48 9.00-11.0 13.5-16.5 19.8-24.2 28.8-35.2 41.4-50.6 61.2-74.8 90.0-110 135-165 198-242 288-352 414-506 612-748 900-1100 1350-1650

Approximate Viscosity Range* SUS @ 100°F 32.8-34.4 36.0-38.2 40.4-43.5 47.2-52.0 57.6-65.4 75.8-89.1 105-126 149-182 214-262 317-389 469-575 708-869 1046-1283 1531-1878 2216-2717 3298-4046 4885-5994 7385-9063

Approximate Viscosity Range, SUS @ 210°C 95 VI

65 VI

34 VI

34.6-35.7 37.0-38.3 39.7-41.4 42.9-45.0 47.1-49.9 53.0-56.9 61.4-66.9 74.0-81.9 90.3-101 112-126 139-158 178-202 227-257 293-331

34.2-35.3 36.4-37.8 39.1-40.6 42.0-43.8 45.4-47.8 50.3-53.4 56.8-61.0 66.6-72.7 79.3-87.6 95.7-106 116-130 145-162 181-204 229-256

33.8-34.9 36.0-37.3 38.5-40.0 41.4-42.9 44.2-46.2 48.6-51.1 54.0-57.7 62.1-67.2 72.6-79.5 86.3-95.3 104-115 127-142 156-175 204-219

* Based on 95 VI

9.2.

Viscosity Conversion (2) In addition to the more commonly used centistoke and Saybolt Seconds, there also are the obsolete Redwood and Engler systems of viscosity measurement. Table 23 gives an approximate comparison. It is approximate because the Saybolt and Redwood values shown in the table are strictly accurate only for a temperature of 38°C (100°F) since these viscometers are affected by the test temperature. For high test temperatures, the Saybolt and Redwood values would be increased. At 99°C (210°F), the Saybolt values would be about 0.75% higher and at 93°C (200°F) the Redwood values would be about 1.5 to 2.75% higher. The latter figure applies only to viscosities above 70 cSt. In spite of the above anomalies, the table is helpful in determining the comparative relationships between the various systems. It is valid in converting from one viscosity unit to another only at the same temperature. For example, 19.94 cSt at 38°C (100°F) equals 97.5 SUS at 38°C (100°F) or 2.87 Engler degrees at 38°C (100°F).

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Table 24 shows the principle viscosity systems in current use. To obtain any equivalent viscosity read horizontally across the viscosity ranges shown. For example an oil of 315 SUS at 100°F is approximately 68 cSt at 40°C. Saudi Aramco: Company General Use

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Note: This chart is based on oils having a viscosity index (VI) of 95. The accuracy is diminished when lower VI or very high VI oils are being considered. Table 24: Principle Viscosity Systems

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Chart G.5 - curve shows absolute viscosities in Reyns and Centipoises against temperature of a typical petroleum oil in standard ISO viscosity grades.

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Chart H – Equivalents of API for Liquids at 60°C (Liters at 59°F):

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Table of Mass (Density) of Selected Petroleum Products This table is useful in comparing the weights of various petroleum products. The nomenclature used is as follows: 1.

kg/m3 - Kilograms Per Cubic Meter

2.

m3Mg - Cubic Meters Per Megagram (1,000,000 g)

3.

lb/US gal - Pounds Per US Gallon

4.

bbl/tonne - Barrels (42 USG) Per Tonne (Metric Tonne; 1,000 kg)

Masses of Selected Petroleum Products: kg/m3 542 707 740 799 812 843 899 944 998 1038

Product LPG Aviation Gasoline Motor Gasoline Paraffin Wax Kerosene Distillate Fuel Oil Lubricating Oil Residual Fuel Oil Grease Asphalt

9.4.

m3/Mg 1.84 1.42 1.35 1.25 1.23 1.19 1.11 1.06 1.00 0.96

lb/US gal 4.53 5.90 6.18 6.67 6.77 7.04 7.50 7.88 8.33 8.66

bbl/tonne 11.60 8.90 8.50 7.87 7.75 7.46 7.00 6.66 6.30 6.06

Mass Conversion This table is an aid in converting between English and metric units of mass. Mass Conversion Table: To Convert Long Tons To Short Tons To Pounds To Metric Tonnes To Kilograms Short Tons To Long Tons To Pounds To Metric Tonnes To Kilograms

Multiply By 1.12 2240. 1.016 1016.0467 0.8929 2000. 0.9072 0.00097

To Convert Metric Tonnes To Long Tons To Short Tons To Pounds To Kilograms Kilograms To Long Tons To Short Tons To Pounds To Ounces To Metric Tonnes To Grams To Milligrams

Multiply By 0.98421 1.10231 2204.623 1000.0 0.00102 0.00110 2.20462 35.27397 0.001 1000. 1,000,000.

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Saudi Aramco Lubrication Manual Pounds To Long Tons To Short Tons To Ounces To Metric Tonnes To Kilograms To Grams To Milligrams Ounces To Pounds To Kilograms To Grams To Milligrams

9.5.

0.00045 0.0005 16. 0.00045 0.45359 453.5924 453,592.4 0.0625 0.0283 28.35 28,350.

Grams To Pounds To Ounces To Kilograms To Milligrams

0.00221 0.03528 0.001 1000.

Milligrams To Pounds To Ounces To Kilograms To Grams

0.000002 0.000035 0.000001 0.001

Volume Conversions This table is intended to simplify conversions between English and metric units. Volume Conversion Table: To Convert Multiply By US Barrels (Bbl) To US Gallons 42. To US Quarts 168. To Imperial Gallons 34.9723 To Cubic Feet 5.6146 To Cubic Meters 0.15899 To Liters 158.9873 US Gallons (USG) To US Barrels 0.0238 To US Quarts 4. To Imperial Gallons 0.8327 To Cubic Meters 0.00379 To Cubic Feet 0.1337 To Cubic Inches 231. To Liters 3.7853 Imperial Gallons(IG) To US Barrels 0.0286 To US Gallons 1.2009 To US Quarts 4.8038 To Cubic Meters 0.00455 To Cubic Feet 0.1605 To Cubic Inches 277.42 To Liters 4.546 Cubic Inches (in3) To US Gallons 0.0043 To Liters 0.0164 To Imperial Gallons 0.0036

To Convert Cubic Meters (m3 or kL) To US Barrels To US Gallons To Imperial Gallons To Cubic Feet To Liters Cubic Feet (ft3) To US Barrels To US Gallons To US Quarts To Imperial Gallons To Cubic Meters To Cubic Inches To Liters Liters (L or dm3) To US Barrels To US Gallons To US Quarts To Imperial Gallons To Cubic Meters To Cubic Feet To Cubic Inches

Multiply By 6.2898 264.17 219.97 35.315 1000.

0.1781 7.4805 1.8701 6.2288 0.0283 1728. 28.316 0.0063 0.2642 1.057 0.220 0.001 0.0353 61.026

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Pressure Conversions This table is an aid in the conversion of obsolete used units of pressure to SI Units and vice versa. Pressure Conversion Table: To Convert Multiply By Pounds Per Square Inch (psi) To mm Hg 51.71492 To in. water 27.70759 To kPa 6.89476 To kg/sq. cm 0.07031 To atmospheres 0.06805 Inches of Water (in. H2O) To psi 0.03609 To mm Hg 1.86645 To kPa 0.24884 To kg/sq. cm 0.00254 To atmospheres 0.00246 Atmospheres (atm.) To psi 14.69595 To mm Hg 760. To kPa 101.32500 To kg/sq. cm 1.03323 To in. water 407.18940

To Convert Multiply By Kilopascals (kPa) To mm Hg 7.50062 To in. water 4.01865 To psi 0.14504 To kg/sq. cm 0.01020 To atmospheres 0.00987 Millimeters of Mercury (mm Hg) To psi 0.01934 To in. water 0.53578 To kPa 0.13332 To kg/sq. cm 0.00136 To atmospheres 0.00132 Kilograms Per Square Centimeter* To psi 14.22334 To mm Hg 735.55910 To kPa 98.06650 To in. water 394.09460 To atmospheres 0.96784

* kg/cm2.

9.7.

Power Conversions This table is a conversion chart for the various systems used to measure power. Power Conversion Table: To Convert Multiply By Horsepower (HP) To Megawatts 0.00075 To Kilowatts 0.74569 To Watts 745.69990 To BTU/s 0.70679 To Kcal/s 0.17823 BTU Per Second (BTU/sec.) To Horsepower 1.41485 To Megawatts 0.00106 To Kilowatts 1.05506 To Watts 1055.056 To Kcal/s 0.25217

To Convert Megawatts (mW) To Horsepower To Kilowatts To Watts To BTU/s To Kcal/s Kilowatts (kw) To Horsepower To Megawatts To Watts To BTU/ To Kcal/s

Kilocalorie Per Second (Kcal/s) To Horsepower 5.61084 To Megawatts 0.00418 To Kilowatts 4.184 To Watts 4184. To BTU/s 3.96567

Watts (W) To Horsepower To Megawatts To Kilowatts To BTU/s To Kcal/s

Multiply By 1341.022 1000. 1,000,000. 947.8170 239.0057 1.34102 0.001 1000. 0.94782 0.23901

0.00134 0.000001 0.001 0.00095 0.00024

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Length Conversion This table provides conversion factors for English and metric systems of measuring length. Conversion Table for Length Measurement: To Convert Miles (mi.) To Yards To Feet To Kilometers To Meters Yards (yds.) To Miles To Feet To Inches To Kilometers To Meters To Centimeters To Millimeters Feet (ft.) To Miles To Yards To Inches To Kilometers To Meters To Centimeters To Millimeters Inches (ins.) To Yards To Feet To Meters To Centimeters To Millimeters

9.9.

Multiply By 1760. 5280. 1.60934 1609.344 0.00057 3. 36. 0.00091 0.91440 91.44018 914.40183 0.00019 0.33333 12. 0.00031 0.3048 30.4801 304.801 0.02778 0.08333 0.02540 0.24300 25.4

To Convert Kilometers (km) To Miles To Yards To Feet To Meters Meters (m) To Miles To Yards To Feet To Inches To Kilometers To Centimeters To Millimeters Centimeters (cm) To Miles To Yards To Feet To Inches To Kilometers To Meters To Millimeters Millimeters (mm) To Yards To Feet To Inches To Meters To Centimeters

Multiply By 0.62137 1098.613 3280.8398 1000. 0.00062 1.09361 3.28084 39.37008 0.001 100. 1000. 0.00006 0.01094 0.03281 0.39370 0.00001 0.01 10. 0.00109 0.00328 0.03934 0.001 0.1

Area Conversions This table provides conversions between English and metric units of area measurement. Area Conversion Table: To Convert Square Feet (ft2) To Square Inches To Square Meters To Square cm To Square mm To Acres To Hectares Square Inches (in2) To Square Feet To Square Meters To Square cm To Square mm

Multiply By 144. 160.09290 929.03040 92,903.04 0.00002 0.000009 0.00694 0.00065 6.4516 645.16379

To Convert Multiply By 2 Square Meters (cm ) To Square Feet 10.76391 To Square Inches 1550.003 To Square cm 10,000. To Square mm 1,000,000. To Acres 0.00025 To Hectares 0.0001 Square Centimeters (cm2) To Square Feet 0.00108 To Square Inches 0.1550 To Square Meters 0.0001 To Square mm 100.

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March 2017 Acres (A.) To Square Feet To Square Meters To Hectares

43,560. 4046.556 0.40469

Saudi Aramco Lubrication Manual Square Millimeters (mm2) To Square Feet 0.00001 To Square Inches 0.00155 To Square Meters 0.000001 To Square cm 0.010 Hectares (Ha) To Square Feet 107,639. To Square Meters 10,000. To Acres 2.47105

9.10. Si Units The Systeme International D’Unites (International System of Units), abbreviated “SI” in all languages, is a modernized and rationalized version of the well-known metric system. SI Multiples and Submultiples: Multiplication Factor 1,000,000,000,000 1,000,000,000

Power of 10 1012 109

Prefix tera giga

Symbol T G

1,000,000 1,000 100 10 0.1 0.01 0.001 0.000 001 0.000 000 001 0 000 000 000 001

106 103 102 101 10-1 10-2 10-3 10-6 10-9 10-12

mega kilo hecto deka deci centi milli micro nano pico

M k h da d c m u n p

9.11. The Cost Of Leaks Leaks obviously are expensive, even if the lost material can be reclaimed. Air, steam or water that is lost due to leakage seldom can be recovered; oil often can be reclaimed but only at a substantial cost in labor and equipment. The following tables indicate how even small leaks can result in appreciable losses. Table S(1) relates oil leakage to volume in US gallons and value in US dollars, based on a unit cost of $2.00 per gallon. Lower or higher unit costs can be calculated, of course, but the intent of the table is to give some meaning to the fact that leaks cost money. A drop is assumed to be approximately 11/64 inches in diameter, for purposes of this calculation, and a drum is 55 US gallons. Table S(1) - Losses From Oil Leaks Leakage Rate

Loss in One Day Gals $

Drop/10 sec. Drop/5 sec. One drop/sec. Three drop/sec.

0.112 0.225 1.125 3.75

0.22 0.45 2.53 7.50

Loss in One Month Drums $

0.06 0.12 0.62 2.05

6.60 13.20 68.20 225.50

Loss in One Year Drums $

0.72 1.44 7.44 22.60

79.20 158.40 818.40 2486.00

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Table S(2) shows the losses resulting from piping leaks of various sizes for air, steam, water and gas, all at representative pressures. The value of the losses can be calculated from the unit costs of the various substances. Table S(2) - Losses of Various Substances through Leaks

10.

Size of Opening, Inches

Air 100 psi cu ft/month

Steam 140 psi lbs/month

Water 40 psi gals/month

Gas 20 psi cu ft/month

1/2 3/8 1/4 1/8 1/16 1/32

17,798,400 9,979,200 4,449,600 1,114,560 278,640 69,552

1,085,000 620,000 274,000 68,000 17,200 4,280

1,231,000 692,400 307,700 76,900 19,200 4,800

5,420,000 3,040,000 1,357,000 339,000 84,600 21,200

Terminology ABSOLUTE FILTER RATING. The diameter of the largest hard spherical particle that will pass through a filter under specified test conditions. This is a measure of the largest opening in the filter element. ABSOLUTE VISCOSITY. See VISCOSITY. ABSORPTION. The process by which one substance draws another into itself, i.e., a sponge absorbing moisture or an oil absorbing natural gasoline from wet gas. ACID. In a restricted sense, any substance containing hydrogen in combination with a non-metal or non-metallic radical and capable of producing hydrogen ions in solution. ACIDITY. In lubricants, acidity denotes the presence of acidic constituents, the concentration of which is usually defined in terms of an ACID NUMBER. See Neutralization NUMBER. ADDITIVES. Chemicals added to lubricants by lubricant manufacturers to improve certain properties. Not to be confused with PROPRIETARY ADDITIVES which purport to improve the product performance but which, in fact, are seldom of any value and may be harmful. ADHESION. As related to lubrication, the force that causes fluids to stick to or adhere to solids. ADSORPTION. The adhesion of an extremely thin layer of the molecules of gases, dissolved substances or liquids to the microscopically porous surfaces of solid bodies. Not to be confused with ABSORPTION. AEROSOL. A suspension of fine solid or liquid particles in air or gas. Lubricant sprays in small containers usually are aerosols. AGMA. American Gear Manufacturers Association, one of whose activities is the establishment and promotion of standards for gear lubricants. AIR RELEASE. Property of lubricant which permits mixtures of lubricant and air to be readily separated. ALKALI. A chemical substance which reacts with an acid to form a salt plus water. All alkalies are bases although not all bases are alkalies. Oxides and hydroxides of certain metals are included as alkalies. Sodium hydroxide (NaOH) and potassium hydroxide (KOH), both readily soluble in water, are examples of strong caustic alkalies. Calcium Saudi Aramco: Company General Use

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oxide (lime), calcium hydroxide (slaked lime), and sodium carbonate (soda ash) also are alkalies. AMBIENT TEMPERATURE. See TEMPERATURE. AMPHOTERIC. Having the capacity to behave either as an acid or a base. ANHYDROUS. Devoid of water. ANILINE POINT. The lowest temperature at which a standard quantity of aniline is soluble in a standard sample of a petroleum product. It is a measure of the solvency of a hydrocarbon and the lower the aniline point, the greater the solvent action of the material. Paraffinic lubricating oils have high aniline points, naphthenic oils have low aniline points, and aromatic solvents are still lower. ANTI-FOAM AGENT. An additive which inhibits the formation of foam. ANTI-OXIDANT. Oxidation inhibitor, an additive to prevent or control the oxidation of lubricating oil, thus preventing the formation of sludge, varnish and corrosive compounds. ANTI-SCUFFING AGENT. Additive to prevent damage caused by solid phase welding between sliding surfaces. ANTI-SIEZE COMPOUND. A material, usually grease-like, which contains graphite or other solid material. When applied to threaded joints, especially those exposed to high temperatures, it maintains a separating film that prevents the joints from seizing. ANTI-WEAR AGENT. An additive which inhibits wear on rubbing surfaces. APPARENT VISCOSITY. A term used in referring to the resistance to flow of fluids whose viscosity varies with the rate of shear. It can be evaluated in a capillary type of instrument where it is defined as the shear stress at the capillary wall divided by the mean rate of shear as computed from the Poiseuille equation. It is expressed in fundamental viscosity units at a given rate of shear. API. American Petroleum Institute, a society organized to further the interests of the petroleum industry. One of the Institute's activities has been the development of the API Service Classifications for crankcase oils. API GRAVITY. An arbitrary scale, expressing in Degrees API, the specific gravity of petroleum products. AQUEOUS SOLUTION. One in which water is the solvent. AROMATIC HYDROCARBONS. Compounds of carbon and hydrogen characterized by the presence of a benzene nucleus. Examples are toluene and xylene. ASH CONTENT. Noncombustible residue of a lubricating oil (also fuels) determined in accordance with ASTM D 582-also D 874 (sulfated ash). Since some detergents are metallic (barium and calcium derivatives), the percentage of ash has been considered to have a relationship to detergency. Interpretations can be grossly distorted, however, for the following reasons: 

Detergency depends on the properties of the base oil as well as on the additive. Some combinations of base oil and additive are much more effective than others.



Detergents vary considerably in their potency, and some leave more ash than others. Detergents have been developed, in fact, that leave no ash at all.



Some of the ash may be contributed by additives other than detergents. Saudi Aramco: Company General Use

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ASHLESS DISPERSANT. A cleanliness additive for crankcase oils which does not contain metallic compounds. ASPERITY. A microscopic projection, as on a sliding surface, which results from normal finishing processes. Interference between opposing asperities is a source of friction and wear. ASPHALT. Blackish, bituminous, thermoplastic mixture of hydrocarbons. It is normally very viscous but may be liquefied by heat or mixing with solvents. In addition to use in highway aggregates, it has many industrial applications, ranging from roofing to open gear lubricants. ASTM. American Society for Testing Materials, an organization devoted to "the promotion of knowledge of the materials of engineering and standardization of specifications and methods of testing." Most of the tests used in petroleum laboratories are ASTM methods. ATF. Automatic transmission fluid, fluids for the automatic transmissions of vehicles and other applications. The fluids combine low viscosity (for torque converters) with anti-wear properties (for gears). Other requirements are oxidation stability, foam suppression, corrosion protection, high viscosity index, special frictional properties and compatibility with normally used sealant materials. ATMOSPHERIC PRESSURE. The pressure of air, exerted equally in all directions. The standard pressure at sea level is 760 mm Hg, equal to 105 Pa or 14.7 psi. AUTO-IGNITION TEMPERATURE. Minimum temperature at which a combustible fluid will burst into flame without an extraneous ignition source. The auto-ignition temperature assumes only enough "fuel" to form an explosive mixture in the presence of air at atmospheric pressures. The auto-ignition temperature may vary considerably depending upon the conditions of the test. For petroleum products the conditions are outlined in ASTM D 2155. Auto-ignition temperature is not to be confused with flash or fire points, which are generally a few hundred degrees lower. BACTERICIDE. A family of additives which are included in the formulations of soluble oils. They inhibit the growth of bacterial organisms which are promoted by the addition of water. Properly maintained, and augmented as needed, they will prevent the unpleasant odors which can result from bacterial infestation. BAR. Equivalent to 105 Pa, but not an ISO designation for pressure. Also referred to as an atmosphere. Still used to some extent. BARREL. Unit of liquid volume of petroleum equal to 42 U.S. gallons or approximately 159 liters. Should not be confused with the 55 gallon drum. BASE. A substance which neutralize acids, producing a salt and water. This includes ALKALIES as well as other chemicals with similar behavior. Bases are used extensively in the petroleum industry as caustic washes in refinery streams and as components in additives where they tend to neutralize the weak acids formed during the oxidation process. See also neutralization. BASE STOCKS. Refined mineral oils, free of additives, used as a component in a lubricant blend. BEARING CORROSION. Chemical attack on bearing metal or on one of the metals in a bearing alloy caused by acids evolved during chemical deterioration of the oil. The acids may be mild organic acids from the oil itself or, more likely, the strong acids that Saudi Aramco: Company General Use

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result from breakdown of nitrogen or sulfur compounds, which can enter the oil from several sources. BENZENE (BENZOL). The initial member of the aromatic or benzene series of hydrocarbons, having the composition C6H6. BENZINE. A colorless, volatile, flammable liquid mixture of hydrocarbons known as petroleum spirit and totally distinct from the aromatic hydrocarbon, benzene. BHP. Brake horsepower, the effective or available power of a prime mover. It is the difference between ihp, indicated horsepower, and the power lost to friction in an engine. BLACK OIL. Lubricant containing asphaltic materials and serving on a once-through basis in certain non-critical applications, especially where extra adhesiveness is desired. Widely used in mining and quarrying, etc., equipment. BLEEDING. The tendency of a liquid component to separate from a liquid-solid mixture, such as oil from a grease. BLOCK GREASE. A very firm grease manufactured in block form to be applied to certain large open bearings operating at high temperatures and slow speeds. BLOOM. Surface color, usually blue or green, of an oil or grease when viewed by reflected daylight at an angle of about 45°. It is associated with the absorption of ultraviolet light and may not be visible in artificial light. (Also called fluorescence.) BLOW-BY. The seepage of fuel and gases from the combustion chamber of an internal combustion engine into the crankcase. It results from the high pressure differential and can be exacerbated by incomplete combustion and loose or worn piston rings. BLOWN OILS. Fatty oils, such as rapeseed, whale or fish oils, which are artificially thickened by blowing with air, thus promoting oxidation. BODY. A loose term, usually denoting viscosity or consistency. BOILING POINT. The temperature at which the vapor pressure of a liquid is equal to the atmospheric pressure; the point at which the fluid begins to vaporize. BOMB OXIDATION STABILITY. The amount of oxygen (in terms of gas pressure drop) reacted with a grease sample under conditions prescribed by ASTM D942. It is a measure of the oxidation resistance of the grease - the lower the pressure drop, the less the oxygen consumed and the longer the theoretical storage life of the grease. There is little, if any, correlation with the service life, however. ROTATING PRESSURE VESSEL OXIDATION TEST (RPVOT). ASTM D2272 used for testing the oxidation stability of turbine oils; see also RPVOT. BOUNDARY LUBRICATION. A form of lubrication effective in the absence of a full lubricant film. It is effected by additives which provide a film which is stronger than that of the oil alone. In some instances, OILINESS AGENTS are used. These are polar materials with an exceptionally strong affinity for metallic surfaces. For the most severe conditions, such as heavy duty gears, EP ADDITIVES are used. These are chemicals which modify the metal asperities to form a surface film which is easily sheared. See Part II. BREATHER. A term used to describe a device for the aspiration afforded to machine housings, such as internal combustion engines and gear cases. The simplest form of breather is a vent pipe with a screen to prevent the entry of dirt. In automobiles, there Saudi Aramco: Company General Use

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is a PCV (positive crankcase ventilator) valve which draws the expelled vapors from the "breather" into the intake manifold where they are burned with the incoming fuel-air mixture. BRIGHT STOCK. Heavy, fully refined residuals used as lubricant blending stock. BROMINE NUMBER. The number of grams of bromine consumed by 100 grams of a sample when reacted under test conditions. It is used as an indication of the amount of olefinic components in a petroleum solvent. Bromine number X 1000 equals BROMINE INDEX. In mineral spirits or kerosene, the bromine number approximates the actual percentage of olefins present. BROOKFIELD VISCOSITY. The apparent viscosity of a non-Newtonian fluid and the method for determining same. Since an apparent viscosity value holds only for the rate of shear (as well as temperature) at which it is determined, the Brookfield viscometer provides for the maintenance of a known rate of shear. This is accomplished by means of a spindle of specified configuration that rotates at a known constant speed in the fluid sample. The torque imposed by fluid friction can be measured. The average torque reading can be converted to absolute viscosity units (centipoise) by the application of a multiplication factor that takes rate of shear (spindle type and speed) into consideration. See POISE, SHEAR STRESS. BTU. British Thermal Unit, the amount of heat required to raise the temperature of one pound of water one degree Fahrenheit at a standard temperature of 68°F and a constant pressure of 29.92 inches of mercury (14.7 psi). BULK MODULUS. The measure of the resistance to compressibility of a fluid; the reciprocal of the compressibility. BUTANE. A gaseous hydrocarbon of the paraffin series with the formula C4H10; a liquid under high pressure, it is used in LPG (liquefied petroleum gas) and in gasoline. BUTYL RUBBER. A synthetic rubber that is resistant to weather and heat, characterized by low resiliency and low air-permeability. It is widely used in sealant materials for use in the presence of lubricants. BY-PASS FILTRATION. A system of filtration in which only a portion of the total flow of a fluid system passes through a filter at any instant. It may also be a separate filter, with a separate pump, operating in parallel with the main flow.. CALCIUM COMPLEX. See Complex. CALORIE. The amount of heat required to raise one gram of water one degree Celsius. CARBON. A non-metallic element which is a constituent of all organic compounds. It also occurs in many inorganic substances such as carbon monoxide, limestone, etc. CARBON RESIDUE. The percent of coked material remaining after a sample of lubricating oil has been exposed to high temperatures under ASTM D189 or D524. It has been used as a measure of coke-forming tendencies but, except for roll oils and air tool oils, it may have little significance. The conditions of the tests bear little similarity to actual operating conditions and many consider the type of carbon formed to be of greater importance than the quantity. CATALYST. A substance which promotes a chemical reaction but does not become part of it. Catalysts usually lower the activation energy required to initiate a chemical reaction, thus permitting the reaction to proceed under milder conditions. Saudi Aramco: Company General Use

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CELSIUS. See TEMPERATURE. CENTIGRADE. See TEMPERATURE. CENTIPOISE. See VISCOSITY. CENTISTOKE. See VISCOSITY. CETANE NUMBER. Measure of the ignition quality of a diesel fuel, ASTM D 613. The higher the cetane number, the better the ignition quality and the less the tendency to knock. Higher cetane numbers indicate a shorter ignition lag and are associated with better all-around performance in most diesel engines, especially in sensitive engines of the high-speed type. As a rule, the higher the cetane number of a fuel, the lower the octane number. See also CETANE INDEX, DIESEL INDEX. CETOP. Comite European Transmission Oleo Hydrauliques et Pneumatiques, the European Hydraulic and Pneumatic Oil Committee. CHANNEL. To form a groove in a grease or gear oil which is too viscous to flow readily under existing conditions. The grooves, or "channels", are cut by the motion of the lubricated element, such as a gear or the rolling member of an anti-friction bearing. If the material is so viscous as to preclude slump to the lubricated points, there may be a failure. CHANNEL POINT is the temperature at which the lubricant will not slump. CLOUD POINT. COALESCERS. Simple and effective oil treatment devices for the separation of small percentages of free water from turbine oils. The only rotating component is the lube oil circulating pump; making this a most reliable method of removing water from lube oil. COC. Cleveland Open Cup, a flash point apparatus. COEFFICIENT OF FRICTION. The ratio of the force required to move one body over another to the force pressing the two bodies together. The distinction to be observed is that FRICTION defines the resistive force associated with a particular situation; coefficient of friction defines the frictional characteristics of certain materials or combinations of materials. COHESION. The resistance of substances to being pulled apart by external forces. COLLOID. A substance with particle sizes larger than molecules but small enough to be dispersed in a stable two-phase system. COLOR. A quality that is determined by comparing the test sample with a standard. Color has little relationship to the quality or performance of a lubricating oil. COMPATABILITY. The ability of petroleum products to form a homogeneous mixture that neither separates nor is changed by chemical interaction. COMPOUNDED OILS. Blends of petroleum oil with animal or vegetable oils (lard oil whale oil, tallow oil, etc.). They are used where wet conditions apply and it is necessary to combine the oil and the water. Examples are wet steam cylinders and some compressors. Sulfurized sperm oil, once widely used in ATF and machine tool way oils, has been replaced by synthesized materials for ecological reasons and the use of other natural compounding is reduced each year as the applications are replaced with more modern methods. COMPLEX. Grease composition in which the thickener is a combination of a soap and other components, usually a salt of a metallic material and a fatty acid or an inorganic salt plus a complexing agent. Saudi Aramco: Company General Use

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CONRADSON CARBON. A method of measuring carbon forming tendency. See CARBON. CONSISTENCY. The degree to which a semi-solid material, such as a grease, resists deformation, a measure of the "stiffness". See PENETRATION. COPPER STRIP CORROSION. A test to determine the presence of sulfur compounds. A small strip of polished copper is immersed in the fluid to be tested. It is left for a specified period of time at a given temperature, depending on which type of product is involved. The presence of copper will discolor the strip to a degree matching a series of standard samples. CORROSION. Progressive attack of metal surfaces through one of several chemical mechanisms: rusting from water exposure, pitting from combustion and oxidationinduced acids or pickling solutions. CORROSION INHIBITOR. An additive for protecting lubricated metal surfaces against chemical attack by water or other contaminants. Corrosion inhibitors may be polar compounds that wet metal surfaces preferentially, protecting them with a film of oil. Other compounds may absorb water by incorporating it in a water-in-oil emulsion. Only the oil touches the metal surface; the water is displaced. Still another type combines chemically with the metal to present a non-reacitve surface. CRACKING. The refining process by which heavy oils are converted into low-boiling hydrocarbons. The more stable molecules leave the system as cracked gas oil, cracked gasoline or gas while the reactive molecules polymerize and form tar. CRACKLE TEST. It is a quick screening test for samples suspected of water contamination. If the test is positive, the water content can be determined by other methods. Distillation or Karl Fisher. Audible crackling will be noted on samples containing as little as .05 to .10 percent free water. CRUDE. Crude, or crude oil, is a naturally occurring hydrocarbon fluid that contains small amounts of nitrogen, oxygen and sulfur and many other impurities depending on the source. CUTTING FLUID. An oil, usually of petroleum origin, for cooling and lubricating the tool and the work in machining operations. Also for grinding. Some cutting fluids are fortified with EP agents to speed up the cutting of metals which are hard to machine, thus improving the finish and extending the tool life. Soluble cutting fluids are emulsifiable with water to improve cooling. CYLINDER OILS. Lubricants for independently lubricated cylinders, such as those in steam engines and double-acting air compressors. Also for some valves and other elements in the cylinder area. The heavier grades are for superheated and high pressure steam, the less heavy grades for wet, saturated steam. The latter may be compounded. See COMPOUNDED OILS. DEFOAMANT. An additive which reduces the foaming tendency of an oil. DEMULSIBILITY. The measure of a lubricating oil's ability to separate from water. DENSITY. The mass of a unit volume of a substance. Its numerical value varies with the units used. DEPOSITS. The type of deposit formed depends upon type of service and type of engine. Stop-and-go service promotes sludge formation which shows up as deposits in the crankcase and on the rocker-arm assembly and plugged oil screens and oil rings. Saudi Aramco: Company General Use

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High-speed, high-load, heavy-duty service minimizes sludge formation but promotes ring zone deposits and ring sticking. Short trips promote rusting. DERMATITIS. An inflammation of the skin. It may be caused by contact with any number of substances, including petroleum products. Dermatitis can be prevented by meticulous attention to personal hygiene, avoiding contact with all potentially harmful substances and washing with soap and water immediately after any inadvertent or unavoidable contact. Persons whose work calls for contact with petroleum products should take special precautions to keep the exposed portions of their bodies washed and to see that their clothing is washed after every shift. DETERGENTS. Additives, usually of metallo-organic origin, which are soluble in petroleum products and are used to prevent engine deposits. DEWAXING. The removal of wax from lubricating oil stocks in the refinery. DEXRON. A registered trademark of the General Motors Corporation covering approved transmission fluids. DIELECTRIC STRENGTH. The minimum voltage required to produce an electric arc through an oil sample under controlled conditions. It is a measure of the insulating properties of transformer and switchgear oils. A low reading may indicate contamination, especially with water. DILUENT. See SOLVENT. DILUTION OF CRANKCASE OIL. A thinning of the oil caused by the presence of fuel in the crankcase, the result of incomplete combustion, low-engine-temperature operation, faulty injection, excessively rich fuel mixtures, worn rings, etc. Dilution can be measured by the ASTM Method D 322, which indicates the volume percentage of fuel in the sample. Not only is dilution detrimental to lubrication, but high dilution values may be indicative of engine defects or improper operation. DIN. Deutsche Industrie Norm, the German Institute for standardization. DISPERSANT. Organic chemicals which are soluble in petroleum products and are added to fuels and lubricants to prevent deposit formation. They function by keeping potential deposit precursors in a suspended state, where they are more likely to be filtered out of the oil stream and less likely to be deposited in the recesses of an engine. DISTILLATE. Any of a wide range of petroleum products produced by the process of distillation, as distinct from residuals, cracked stock or natural gas derivatives. DISTILLATION. The primary refining step, in which the crude is separated into its various boiling range fractions in a distillation tower. The process in known as fractionation and is a continuous thermodynamic one in which heat is applied at the lower part of the tower and the various distillates are piped off above: gases overhead and light fuels, solvents and lube stocks from side streams. The higher the side stream, the lighter the fraction. Heavy materials remaining in the bottom of the tower are known as residuals or bottoms. DISTILLATION TEST. The method for determining the volatility characteristics of liquids such as petroleum products which are made up of a variety of hydrocarbon components, each with volatility characteristics different from the others. A distillation test covers the entire range of volatility characteristics by the progressive evaporation of a sample under conditions of controlled heating. Throughout the procedure, the Saudi Aramco: Company General Use

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percentage of sample evaporated is reported against the corresponding fluid temperature and results may be expressed in a tabular or graphic form. dN FACTOR. Also known as the "speed factor", used in conjunction with operating temperature to help determine the proper viscosity of oil to use in a given bearing. DROPPING POINT. The temperature at which the first drop of liquid separates when a grease is heated under prescribed conditions. DRUM. A standard container with a capacity of 55 U.S. gallons. The name also refers to an open head container of similar size which holds approximately 400 pounds of grease. DRY GAS. A gas which does not contain the heavier fraction which are prone to condense under normal atmospheric conditions. In the hydrocarbon series, for example, methane and ethane are dry gases. EHL (ELASTO-HYDRODYNAMIC LUBRICATION). A concept that considers the effects of pressure on hydrodynamic lubrication: viscosity changes in the lubricant and elastic deformation of the metal surfaces resulting from the pressure in the contact area. ELASTOMER. Material which, after having been stretched, returns to its original dimensions. Rubber is an example. EMPIRICAL. Depending on experience or observation alone, without regard to science or theory. EMULSIBILITY. The ability of an oil to emulsify with water. The oil becomes suspended in water in the form of minute particles, an EMULSION. ENGLER VISCOSITY. A method formerly used in Europe for expressing the resistance to flow of a given oil. EXTREME PRESSURE LUBRICANTS. Lubricants which impart to rubbing or sliding steel surfaces the ability of carrying appreciably greater loads than would be possible with ordinary lubricants, without excessive wear or damage. FAHRENHEIT. See TEMPERATURE. FALEX TEST. A method for determining the extreme pressure properties of oils and greases. A rotating pin is clamped between vee blocks in such a manner that load can be applied to the blocks. Wear can be measured by determining the width of the contact areas or the weight loss of the pin and blocks. FALSE BRINELING. See fretting corrosion. FAT. A naturally occurring mixture of triglycerides. A fatty oil is a fat which is liquid at room temperature. See COMPOUNDED OIL. FATTY ACID. An organic acid of aliphatic structure originally derived from fats and fatty oils. FERROGRAPH. An instrument used to separate metal particles and contaminants from a lubricant. It determines the size distribution and analysis of the particles (quantitatively and qualitatively). FDA. The U.S. Food and Drug Administration. FIBER GREASE. Grease having a distinctly fibrous structure which is noticeable when the grease is pulled apart. Greases having this property are reputed to resist being thrown out of bearings or gears. Saudi Aramco: Company General Use

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FILLER. Any substance, such as talc, mica or various powders, which is added to grease solely to increase the consistency. FILM STRENGTH. The property of a film of lubricant to resist rupture due to load, speed or temperature. See ANTI-WEAR. FILTER. Any device or porous substance used as a strainer for cleaning fluids by removing suspended matter. FILTRATION. A process of removing suspended material from a liquid by passing it through a porous medium. FLASH POINT AND FIRE POINT. FLOC POINT. The temperature at which the wax in a refrigeration oil separates as a flocculent material when a mixture of 10% oil and 90% refrigerant is chilled under standard conditions. FOAM INHIBITOR. See DEFOAMANT. FOAMING CHARACTERISTICS. A method of rating the foaming tendency and stability of the foam in a lubricating oil under controlled conditions (ASTM D892). FOLLOWER PLATE. A steel disc fitted to the top surface of lubricating grease in a container and designed so as to follow the progressive depletion of the material. The gravitational force thus exerted will assist in the delivery of grease to the dispensing system. FOUR BALL TESTS. Two test procedures based on the same principle are the Four Ball EP Test and the Four Ball Wear Test. Three balls are clamped together to form a cradle upon which a fourth ball rotates in a vertical axis. The balls are immersed in the liquid being tested. The Four Ball Wear Test determines the wear-preventing properties of lubricants operating under boundary conditions. The Four Ball EP Test is designed to evaluate performance under much higher unit loads. FRETTING CORROSION. Wear phenomenon taking place between two surfaces that have an oscillatory relative motion of small amplitude (also called friction oxidation). FREON. Registered trademark for fluids used as refrigerants. FRICTION. The resistance to motion offered by a surface or substance as a result of contact with another surface or substance. FT-IR SPECTROSCOPY. Fourier Transform-Infrared Spectroscopy, measures energy in the infrared region of the spectrum. Coupled to a computer this instrument is capable of detecting trends in used lube oil condition over time. Able to produce rapid results this instrument is now widely used as the principal test instrument for lube oil analysis in many lube oil test laboratories. FULL FLOW FILTRATION. A system of filtration in which the total flow o f a circulating fluid passes through a filter. FUROL. See VISCOSITY. FZG TESTER. (Forschungsstelle fur Zahnrader und Getriebebau) A four square gear tester which measures the load carrying capacity of a lubricating oil in a gear set for which the load may be varied. GALLON (IMPERIAL). Unit of liquid volume formerly used in Canada, England, and other countries, defined as the volume of 10 pounds of water at 68 F. Now almost entirely supplanted by metric measures. Saudi Aramco: Company General Use

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GALLON (U.S.). Unit of liquid volume equal to 231 cubic inches. GAS. The vapor state of any substance, having neither independent shape nor volume. GAS ABSORBER OIL. Also called wash oil or scrubber oil. Oil used to recover soluble components of a gas mixture, as in the production of benzol, in coal tar distillation, in gas manufacture, etc. GAS BLANKET. A layer of inert gas (usually nitrogen) lying on top of petroleum oil and preventing contact with air. Also used in enclosed machine spaces. GAS CHROMATOGRAPHY. A procedure for identifying and indicating the quantity of individual components in a hydrocarbon product, usually a solvent or light distillate. The sample is passed in gaseous form through a packed column where individual components are adsorbed, then desorbed, in individual patterns. These patterns can be measured and compared with standards to identify the components. GEL. An elastic solid mixture of a COLLOID and a liquid, it possesses a yield point and a jelly-like texture. GRAM. A metric unit of mass and weight equal to 0.001 kilogram and nearly equal to the mass of 1 cubic centimeter of water at its maximum density. GRAPHITE. A crystalline form of carbon, either natural or synthetic in origin, which is occasionally used as a lubricant, either in dry form or in a carrier such as an oil, grease or anti-seize compound. GRAVITY. The weight per unit volume relationship, which, with petroleum products, may be expressed as SPECIFIC GRAVITY or API GRAVITY. GREASE. A solid or semi-solid lubricant, consisting of a stabilized mixture of mineral, fatty or synthetic oil with soaps or other thickeners. Other ingredients may be added to impart specific properties.. GUM. A rubber-like, sticky deposit black or dark brown in color, which results from the oxidation of lubricating oils or from unstable constituents in gasoline which deposit during storage or use. HEAT TRANSFER FLUID. A circulating medium, often of petroleum origin, which absorbs heat in one part of a system and releases it in another. HOMOGENIZATION. As applied to a grease, the process of intimate mixing with intensive shearing action to obtain a more uniform dispersion. HORSEPOWER. A method of rating mechanical work, defined as 33,000 foot pounds of mechanical work per minute. Note that this is a rate. It must always be associated with a time element. HUMIDITY. Moisture (water vapor) in the atmosphere, a matter of concern in drying, air compression and other areas of machine operation. Relative humidity, directly affected by temperature, is a significant value to machine operators, as it gives a clear indication of the drying effect of the atmosphere or the tendency for moisture to condense. The lower the relative humidity, the drier the air; the higher the temperature, the lower the relative humidity. Absolute humidity, on the other hand, is not affected by temperature and is, therefore, more of an academic value. HYDRAULIC FLUID. Petroleum (or water, synthetic material, emulsion, etc.) fluid serving as a power transmission medium in a system. It acts as a lubricant only in the pumps, motors, actuators and valves in a system. Saudi Aramco: Company General Use

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HYDRODYNAMIC LUBRICATION. The lubrication regime in which the shape and relative motion of the sliding surfaces causes a pumping action to take place. The oil in the interface then forms a liquid film with sufficient pressure to separate the surfaces, resulting in full fluid film lubrication. See Part V. HYDROLYTIC STABILITY. The property of a lubricant to resist deterioration caused by chemical reaction with water. HYDROMETER. An instrument for determining the gravity of a liquid. HYDROPHILIC. Having an affinity for water. HYDROPHOBIC. The opposite of HYDROPHILIC. HYDROSTATIC LUBRICATION. A lubrication regime in which the lubricant is supplied under sufficient pressure to separate the opposing surfaces. HYGROSCOPIC. Same as HYDROPHILIC. HYPOID GEARS. Special bevel gears in which the two gear-shaft axes do not intersect. Widely used in automotive differentials, partly to lower the drive shaft. Extreme high unit loading and sliding velocity characteristics require EP gear oils. I.E.C. International Electrotechnical Commission. IMMISCIBLE. See MISCIBLE. INDUCTION PERIOD. The time period in an oxidation test where oxidation proceeds at a relatively low rate. It ends when the rate begins to increase sharply. INHIBITORS. Additives for the control of certain undesirable phenomena in lubricants. See Part II. INSULATING OIL. Also called transformer oil. a low viscosity, dehydrated and wax free oil having good dielectric strength for use in electrical equipment. See DIELECTRIC STRENGTH. INTERCOOLING. An improvement in efficiency brought about by cooling air between compression stages. Similarly, aftercooling, following the final stage. INTERFACIAL TENSION. The force required to rupture the interface between two phases, such as between water and a petroleum oil sample. Used as a measure of oil deterioration. INVERT EMULSION. A mechanical mixture of oil and water where the mixture is of water in a continuous oil phase. Invert emulsions are used where the oil, not the water, should contact the solid surfaces as in rust preventatives, fire resistant hydraulic fluids etc. ISO. Viscosity Grade. JOULE. International unit for energy or quantity of heat or work. The symbol is J. JOURNAL. The part of a shaft which rotates in a bearing. KELVIN. Basic SI unit for absolute temperature, symbol K. See TEMPERATURE. KEROSENE. Colorless, light distillate heavier than gasoline but lighter than heating oils. Used for lighting, heating and some internal combustion engines. KINEMATIC VISCOSITY. See VISCOSITY. KNOCK. Also called "ping" or "engine knock" or "preignition" or "detonation". The noise associated with the premature ignition of the fuel-air mixture in a combustion chamber. Saudi Aramco: Company General Use

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LITHIUM BASE GREASE. A grease soap thickener is derived from the reaction of a fatty acid with a metal hydroxide, in this case lithium hydroxide. LOAD CARRYING CAPACITY. A term used to describe the ability of a lubricant to resist film rupture and protect against wear. LOAD WEAR INDEX. See four ball test; a measure of the relative ability of a lubricant to prevent wear under applied loads; calculated from the loads applied and corrected for elastic deformation of the ball under static loading and for the size of the wear scar. Formerly mean Hertz load. LPG (LIQUIFIED PETROLEUM GAS). Fuel that is obtained by extraction from field gas plants or as a refinery product. In contrast with natural gas, which must be piped at nominal pressures to points of application, LPG has a low vapor pressure which permits compression, transportation, and storage in a liquid state at ordinary temperatures. The most common LP gases are propane and butane. LUBRICANT. Fluid, plastic, or solid material capable of forming a friction-reducing film between two rubbing surfaces when properly applied. Common lubricants are petroleum oils and greases. LUBRICITY (of an oil). A moderate load-carrying ability over and above that indicated by its viscosity. The property can be enhanced by additive treatment. See also compounded oil. MACHINABILITY RATING. A percentage value assigned to a steel, which indicates the relative difficulty with which it is machined. MASS SPECTROMETER. Apparatus for the rapid analysis of the hydrocarbon types in a petroleum sample. MECHANICAL LUBRICATORS. METAL DEACTIVATOR. An organic type of additive having the property of suppressing the catalytic action of metal surfaces and traces of metallic debris exposed to petroleum products. The effect is to reduce oxidation. MIL SPECIFICATIONS. U. S. Military Specification Descriptions. For example, Saudi Aramco diesel engine CD is qualified against MIL-L-2104C. MINERAL SEAL OIL. A highly refined distillate, higher boiling than kerosene, which is used as the fuel in signal lamps. MILLIPORE FILTER. A commercial name of the manufacture of membrane filters. Saudi Aramco uses this filter for the determination of particulates (dirt and gums) in light and medium grade lubricants. It is a gravimetric determination in units of milligrams per liter or parts per million. MINERAL SPIRITS. Naphthas of mixed hydrocarbon composition and moderate volatility, widely used for cleaning and a variety of manufacturing processes. MISCIBLE. Mutually soluble to some practical extent. Water and alcohol are miscible; water and petroleum oil are immiscible. MIST LUBRICATION. A system whereby compressed air is passed rapidly across an orifice fed by a liquid oil supply. The resulting low pressure at the orifice causes oil to be drawn into the air stream and atomized. The oil particles thus suspended are limited in size, resulting in a fine mist which is carried at high velocity to the points of application. The mist is reclassified to a liquid at the point of use. Saudi Aramco: Company General Use

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MOLYBDENUM DISULFIDE. A chemical compound of molybdenum and sulfur which has good lubricating properties as a solid or mixed with fluid or grease carriers. Useful when very high temperatures and or severe load conditions apply. MULTIGRADE (MULTIVISCOSITY, CROSSGRADE). An oil that meets the low temperature viscosity limits of an SAE W number and the 100°C viscosity limits of a non-W number. SAE 15W-40 is an example. NAPHTHA. A generic term covering a range of light petroleum distillates. Included in this classification are gasoline, kerosene, mineral spirits and a broad selection of other petroleum solvents. NAPHTHENIC. Having the characteristics of naphthenes, which are saturated hydrocarbons with molecules containing at least one closed ring of carbon atoms. NATURAL GAS. Gas occurring naturally in the earth, consisting mainly of methane but also ethane, propane, butane and minor quantities of heavier materials. NEAT CUTTING OIL. Non soluble cutting oil (See Part V, Section J-2). NEUTRALIZATION NUMBER. The specific quantity of a reagent required to neutralize the acidity or alkalinity of a lube oil sample. New oils may show one or the other as a result of the refining method or from the characteristics of the additives used. NEWTONIAN FLUIDS. Fluids of which the viscosity is independent of the rate of shear. Single grade crankcase oils and most mineral oils are Newtonian fluids at normal temperatures. Multigrade oils are non-Newtonian because their viscosity decreases with increased shear rates. Greases, residuals and some synthetic oils also are non-Newtonian fluids. NLGI. National Lubricating Grease Institute. See Part III. NON-SOAP GREASE. Greases manufactured without conventional soap bases. These may be mineral or synthetic oils thickened with clay or synthetic materials. See Part II. OCTANE NUMBER. A numerical term indicating the relative anti-knock value of gasoline. OILINESS. Property of an oil to reduce the coefficient of friction under boundary conditions. See COEFFICIENT OF FRICTION, BOUNDARY LUBRICATION. OLEFINS. Unsaturated hydrocarbons which are more reactive, i.e., less stable, than paraffins. They have the general formula CnH2n. ORGANIC ACID. An organic compound, with acid properties, obtained from organic substances such as animal, vegetable and mineral oils for example as fatty acid. ORGANIC MATTER. Material derived from living organisms and consisting essentially of carbon and hydrogen with minor amounts of other chemical elements. The analog is INORGANIC, i.e., mineral. OXIDATION. The process of combining with oxygen. All petroleum hydrocarbons are subject to oxidation to some extent. In petroleum oils OXIDATION STABILITY means that the oil resists oxidizing influences and longer service is obtained. Heat and metal catalysts accelerates oxidation reactions. OXIDATION INHIBITOR. Chemical added in small quantities to a petroleum product to increase its oxidation resistance and, hence, to lengthen its service or storage life. An oxidation inhibitor may combine with the peroxides formed initially by oxidation, thereby Saudi Aramco: Company General Use

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modifying them in such a way as to arrest their oxidizing influence. Or the inhibitor (a passivator) may react with a catalyst either to "poison" it or to coat it with an inert film. PARAFFIN. Hydrocarbon belonging to the series starting with methane. Paraffins are saturated with respect to hydrogen. In their high molecular weight form they are solids, such as paraffin wax; lower molecular weights are high quality lubricating oil base stocks. PCV. Positive crankcase ventilation system for internal combustion engines. It is designed to provide positive scavenging of crankcase vapors and return them to the intake system. See BREATHER. PENETRATION. The measurement of the consistency of a grease. PENETROMETER. The apparatus for measuring PENETRATION. PENSKY-MARTENS. Closed cup flash point tester, commonly used to determine fuel dilution in crankcase lubes and fuel oils. PEROXIDE. A relatively unstable oxide containing a relatively high proportion of oxygen; a higher oxide in which oxygen is held to be joined to oxygen, as in hydrogen peroxide - H2O2. PETROLATUM. A pale yellow hydrocarbon containing components of microcrystalline wax, used in pharmaceuticals and in some types of rust preventives. pH. A measure of alkalinity or acidity. NEUTRALIZATION NUMBER is related to the quantity of acid or base forming materials in a solution; pH indicates their intensity. Either or both may be used in evaluating an oil in service. pH is the common logarithm of the reciprocal of the hydrogen ion concentration and its value runs from 0, maximum acidity, to 14, maximum alkalinity. The midpoint, pH 7, represents neutrality. Pure distilled water has a pH of 7. POISE. The unit of absolute viscosity. The shear stress (in dynes per square centimeter) required to move one layer of fluid along another (total layer thickness of one centimeter) at a shear rate of one centimeter per second. Other viscosity measurement methods rely on the force of gravity to supply the shear stress and, thus, are subject to distortion by differences in fluid density. Absolute viscosity measurements are independent of density and are directly related to resistance to flow. POLAR COMPOUND. When a molecule exhibits electrically positive characteristics at one extremity, negative at the other. Many additives in petroleum formulations are polar; rust inhibitors, emulsifiers, oiliness agents, detergents, etc. POUR POINT. Lowest temperature (deg F) at which an oil will flow, ASTM D97, a factor of significance in cold-weather start-up. PPM. Abbreviation for parts per million. R & O. An abbreviation for rust and oxidation inhibited. The term is applied to highly refined industrial lubricating oils, the most notable of which is turbine oil. RPVOT TEST. Abbreviation of Rotating Pressure Vessel Oxidation Test. This test, ASTM D 2272, is used to determine the oxidation stability of turbine oils. The test oil, water and copper catalyst are placed in a bomb equipped with a pressure gauge. The bomb is charged with oxygen and pressurized, placed in an oil bath at a constant high temperature and rotated axially. The time for the test oil to react with a given volume of oxygen is measured, completion of the time being indicated by a specific drop in pressure. Saudi Aramco: Company General Use

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RECLAIMING: Used for conservation purposes. Reclaiming is defined as the process which removes solids and water by simple methods but does not remove unwanted oil soluble contaminants. End use is usually concrete form oil or fuels. RECYCLING: For conservation purposes recycling is used to reprocess used oils either for its original use or for a secondary use. Typical reprocessing includes dehydration to remove water, centrifuging to remove solids and water, filtration to remove solids, clay treatment to remove oxidation products etc., and additive replenishment. Refer also to Rerefining and Reclaiming. REDWOOD VISCOMETER. An obsolete method of determining lubricating oil viscosity. REFRIGERATION OIL. An oil for use in refrigeration compressors. REREFINING. Used for conservation purposes. Rerefining will usually consist of a pretreatment to remove the major portion of unwanted constituents. Distillation with activated clay in the oil. Filtration to remove the spent clay. Rerefining can produce base oils which can compare favorably in quality to virgin oils. They can be used in place of 80% or more of industrial and automotive products. Refer also to Recycling and Reclaiming. REYN. The standard unit of absolute viscosity in the English system, expressed in the LB Sec/in2. RHEOLOGY. The study of the deformation and flow of matter in terms of stress, strain, temperature and time. The rheological properties of greases are commonly measured by PENETRATION (static state) or pumping studies (dynamic state). RING OILER. A simple device for carrying oil from a reservoir to a bearing. RUST INHIBITOR. An additive which protects against the formation of rust on metallic surfaces, either by preferentially oil wetting the surfaces or by neutralizing acids. See POLAR COMPOUNDS, OXIDATION. RUST PREVENTIVES. Compounds which give non-permanent protection to bare metal surfaces against the effects of moisture. They range from light oil materials to grease-like consistencies to asphaltic, brittle shields. SAE. Society of Automotive Engineers. The organization responsible for many U.S. automotive and aviation standards, including the crankcase and gear oil viscosity classifications. SAE VISCOSITY NUMBERS. Two systems for classifying viscosities: one for crankcase oils, the other for gear oils. SAPONIFICATION. Conversion into soap, the process by which fats are decomposed by the action of alkali and the first step in the manufacture of soap-based greases. SAPONIFICATION NUMBER. A measure of the quantity of fat or fatty oil in compounded oils, usually for the control or identification of added substances. Uncompounded mineral oils have low saponification numbers. Cylinder oils and other compounded oils have saponification numbers dependent on the amount of fatty material added. SAYBOLT FUROL SECONDS. See VISCOSITY. SAYBOLT UNIVERSAL SECONDS. See VISCOSITY. SHEAR. Deformation which occurs when parallel planes of a body are displaced relative to each other in a direction parallel to themselves. Saudi Aramco: Company General Use

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SHEAR STABILITY. Ability of a lubricant such as a grease or a VI-improved oil to withstand mechanical shearing without being degraded in consistency or viscosity. SHEAR STRESS. The unit frictional force overcome in sliding one layer of fluid along another, as in any fluid flow. The unit of measurement is dynes/cm2. For a Newtonian fluid, at any given temperature, the shear stress varies directly with velocity or rate of shear. The higher the viscosity of a Newtonian fluid, the greater the shear stress per rate of shear. A non-Newtonian fluid is one in which shear stress is not proportional to the rate of shear. It may be said to have APPARENT VISCOSITY, a viscosity which holds only for the rate of shear and the temperature at which the viscosity is determined. SIGHT FLUID. The transparent liquid in a sight feed oiler through which the upward passage of the oil drops can be observed. Since the drops follow a wire upward through this medium, the sight fluid must be immiscible with the oil and it must be denser. Water and glycerin often are used for this purpose. SILICONE BASED LUBRICANTS. These are generally used for their good hightemperature properties, but they have several other advantages. They are chemically quite inert, repel water, non-toxic and electrically insulating. They can be obtained in a very wide range of viscosities, but are not good boundary lubricants for steel. SLUDGE. Insoluble material formed as a result either of deterioration reactions in an oil or by contamination of the oil, or both. SLUMP. A characteristic of grease to settle to the bottom of the container, an important consideration in planning pump suction systems. See CHANNEL. SOAP. The metallic salt of an acid derived from animal or vegetable matter, used in the manufacture of grease. Soaps of lithium, sodium, calcium, barium or aluminum are the principal thickeners used in greases. S.O.A.P. Acronym for Spectrometric Oil Analysis Program. Using a spectrometer as a vital part of a lube oil analysis program. Refer to Spectrometric Oil Analysis. SOLVENCY (SOLVENT POWER). Ability to dissolve, to put into solution, and thus to produce a homogeneous physical mixture like that of sugar dissolved in water. Hence solvent, a liquid with a particularly high solvency for a certain class of substances. Petroleum solvents are among the most common. They include: mineral spirits, Stoddard solvent, xylene, toluene, napthas, hexane, and heptane. Solvency is related to chemical similarity, and, for substances soluble in hydrocarbons, some petroleum solvents have more solvency than others. SOLVENT REFINED. A refining technique to improve the quality of base oils using selective extraction of undesirable components by means of solvents. SOLUBLE CUTTING OIL. A mineral oil containing additives which permit the oil to be easily mixed with water. See EMULSION. SPECIFIC HEAT. The ratio of the quantity of heat required to raise the temperature of a body one degree to that required to raise an equal mass of water one degree. SPINDLE OIL. Low viscosity, typically in the range 2.0 to 20.0 centistokes at 40°C, oil of high quality for the lubrication of textile and machine tool spindles. It should contain rust and oxidation inhibitors and may contain anti-wear agents to control wear during start up. SPECIFIC GRAVITY. See GRAVITY. Saudi Aramco: Company General Use

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SPECTROMETRIC OIL ANALYSIS. An oil analyzing technique using a spectrometer to detect qualitatively and quantitatively wear and additive metals in lubricating oils. Widely used for the analysis of lube oils is particularly useful when analyzing crankcase oils. The main disadvantage is the inability to detect particle sizes greater than around 10 microns. SSU. ALSO SUS. Common abbreviations for Saybolt, Seconds, Universal the American viscosity reporting system for petroleum oils. Superseded by the ISO system. STICK-SLIP. Erratic motion characteristic of some machine tool slideways. It is caused by the reciprocating action, the slow speed and the fact that the starting friction is greater than the running friction. This undesirable action usually can be controlled by the special way oils which are used in precision machine tools. STLE. Society of Tribologists and Lubrication Engineers. An organization founded for the advancement of triblogy; including all aspects of lubrication. Previously known as the American Society of Lubrication Engineers. STOKE. The unit of kinematic viscosity. See VISCOSITY. STRAIGHT MINERAL OILS. Oils which do not contain compounds or additives. SURFACTANT. A surface-acting agent such as a detergent. Their molecules consist of long hydrocarbon chains (which are insoluble in water) attached to acid groups (which are soluble in water). SULFATED ASH. The residue that remains after a sample of oil has been combusted under prescribed conditions and reduced to a constant weight by heating in the presence of sulfuric acid. It is used as a check on the amount of metallo-organic additives present in the oil. See Part II. SUS. Abbreviation for Saybolt seconds, Universal - See SSU. SURFACE TENSION. The contractile surface force of a liquid by which it tends to assume a spherical form and to present the least possible surface. It is expressed in dynes/cm or ergs/cm2. SYNERESIS. Loss of the liquid component from a grease, caused by shrinkage or rearrangement of the structure. It may be due to either physical or chemical changes in the thickener and is a form of bleeding. SYNERGISM. A phenomenon wherein the mixed effect of two influences is greater than the sum of the two influences acting separately. SYNTHETIC LUBRICANTS. Those produced by chemical synthesis rather than by extraction or refining. TEMPERATURE. The intensity of heat measured by various scales. Water freezes at 0° Celsius (32° Fahrenheit) and boils at 100° Celsius (212° Fahrenheit). The Celsius scale is in common use in nearly every part of the world except for the United States which is adapting, albeit slowly. The Rankine scale is based on the Fahrenheit unit where 0 deg R = -460°F. The Kelvin scale is based on the Celsius unit, where 0° K = 273°C. "Centigrade" is the obsolete name for Celsius and it is the more commonly used. See Part VII, Table A. TEXTURE. The appearance or feel of a grease, which can be described as buttery, fibrous, stringy, short fiber, resilient, etc. THERMAL STABILITY. The property of a fuel or lubricant which indicates its ability to resist cracking and decomposition when exposed to high temperatures. Saudi Aramco: Company General Use

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THICKENERS. Solid particles which are dispersed in a liquid to form the structure of a lubricating grease. See SOAP and NON-SOAP. THIN FILM LUBRICATION. See BOUNDARY LUBRICATION. THIXOTROPY. The property, usually reversible, of some gels and greases to undergo changes in consistency when subjected to a shearing action. Thus, the portion of a grease in a bearing that undergoes shearing will soften during operation but generally will return to its normal plastic state when the agitation stops. TIMKEN OK LOAD. A measure of the EP properties of a lubricant. It uses a standard steel roller rotating under load against a steel block. The OK Load is the heaviest that can be carried without scoring. TORQUE FLUID. Lubricating and power-transfer medium for industrial and automotive torque converters. Possesses the lubricating properties required for associated gear assemblies and is compatible with seal materials. Available in a selection of grades to meet the specifications of different equipment manufacturers. TOTAL ACID NUMBER (TAN). See NEUTRALIZATION NUMBER. TOTAL BASE NUMBER (TBN). See NEUTRALIZATION NUMBER. TOTAL SOLIDS. A centrifuge test used to determine the percent by volume or weight of the total Insoluble material in a sample. Saudi Aramco uses a modified ASTM D893 Procedure B to determine the total finely divided material, soot gums, wear metals, etc., suspended in a crankcase engine oil. TRANSFORMER OIL. See INSULATING OIL. TRIBOLOGIST: A specialist in the discipline of tribology. TRIBOLOGY. The study of the phenomena and mechanisms of friction, lubrication, and wear of surfaces in relative motion. TURBINE. A machine for converting the heat energy of steam or combustion gases to kinetic energy by action or reaction with respect to fixed and rotating blades. TURBINE OIL. Top quality rust and oxidation-inhibited oil that meets the rigid requirements traditionally imposed on steam-turbine lubrication. Reputable turbine oils are also distinguished by good demulsibility, a requisite of effective oil-water separation. Turbine oils are widely used in exacting applications for which a long service life and dependable lubrication are mandatory. This applies to circulating systems, compressors, hydraulic systems, gear drives, and other precision equipment. Turbine oils are also used as heat transfer fluids in open systems, where oxidation resistance is of primary importance. See also R & O Oils. UNDERWRITERS' LABORATORIES, INC. (UL). A U.S. non-profit organization devoted to the establishment and dissemination of fire prevention information, supported by tests and specifications directed at the reduction of fire hazards. UNSATURATED. In petroleum parlance, hydrocarbons that are not satisfied with respect to hydrogen, such as the olefin series, ethylene and butene. USP. U.S. Pharmacopoeia, an independent organization known for the maintenance of pharmaceutical standards. USP white oils and petrolatums meet FDA requirements and are suitable for internal and medicinal use. VAPOR PRESSURE. The pressure exerted by the vapors released from a liquid at a given temperature, in a sealed container. The vapor pressure of water at 100°C, for Saudi Aramco: Company General Use

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example, is one atmosphere. REID VAPOR PRESSURE is widely used as a measure of the volatility of gasoline and is the absolute vapor pressure of a liquid at 100°F. VACUUM DEHYDRATION. A process for removing both free and dissolved water, light hydrocarbons. And dissolved gases in oils. This process has been used mainly on transformer oils but is now widely accepted for reclaiming of turbine, refrigeration, seal, and oils. It is possible to reduce soluble water to less than 20 parts per million with this specialized equipment. VARNISH. As applied to lubrication, a deposit resulting from oxidation and polymerization of fuels and lubricants. It is similar to but softer than lacquer. VISCOMETER (VISCOSIMETER). Apparatus for measuring viscosity. VISCOSITY. The measure of a fluid's resistance to flow. Ordinarily it is expressed in terms of the time required for a standard quantity of the fluid at a given temperature to flow through a standard orifice. The higher the reading, the more viscous the fluid. Since viscosity varies inversely with temperature, its value is meaningless unless accompanied by the temperature at which it is determined. Following are the most common viscosity measurement methods: 1. ABSOLUTE VISCOSITY, expressed in POISE. 1 P = 1 dyne second/centimeter squared (dyn.s/cm2) 2. To avoid complex decimals, CENTIPOISE is used, being Poise X 0.01, again expressed as dyn.s/cm2. 3. KINEMATIC VISCOSITY is most commonly used throughout the world. It is obtained by dividing the absolute viscosity by the density of the material being measured. The basic expression is STOKE (1 centimeter squared per second) and the expression used in commerce is the CENTISTOKE, or cSt (0.01 Stoke). The value of one centistoke is one millimeter squared per second (1 mm2/sec). 4. SAYBOLT SECONDS UNIVERSAL (SSU or SUS) is the number of seconds required for 60 milliliters of oil to flow through the orifice of the standard Saybolt Universal Viscosimeter (viscometer) at a given temperature. Standard temperatures are 70, 100, 130 or 210°F. This measurement was widely used in the United States although now replaced by the ISO-coherent kinematic units (cSt). 5. SAYBOLT FUROL SECONDS (SSF) are the number of seconds required for 60 milliliters of oil to flow through the orifice of a standard Saybolt Furol Viscosimeter at a given temperature. Standard temperatures are the same as for Saybolt Universal. The capacity of the Furol viscosimeter is approximately ten times that of the Universal apparatus. The derivation of the word "Furol" is fuel and road oils and it is for these that it principally is used. 6. REDWOOD STANDARD SECONDS (or REDWOOD NO. 1) are the number of seconds required for 50 milliliters of oil to flow through the orifice of the Redwood Standard (No. 1) Viscosimeter at a standard temperature. Redwood units formerly were the standard measurements for viscosity in Great Britain; however, they have been replaced by the ISO-coherent kinematic units (cSt). 7. REDWOOD ADMIRALTY SECONDS (or REDWOOD NO. 2) are the number of seconds required for 50 milliliters of oil to flow through the orifice of the Redwood Admiralty Viscosimeter at a standard temperature. It is to Redwood Standard as Saybolt Furol is to Universal. Saudi Aramco: Company General Use

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8. ENGLER SECONDS are the number of seconds required for 200 milliliters of oil to flow through the orifice of the Engler Standard Viscosimeter at a given temperature. Engler values were the norm in Europe until the advent of kinematic expression. 9. ENGLER DEGREES are Engler seconds divided by the time in seconds required for 200 milliliters of water at 20°C to flow through the orifice of an Engler instrument. This is similar to RELATIVE VISCOSITY and SPECIFIC VISCOSITY, both of which compare the viscosity of one fluid to that of another, usually water. VISCOSITY INDEX. The relationship between viscosity changes of various oils with given changes in temperature. The perfect oil, as far as viscosity is concerned, would have constant viscosity, regardless of temperature. No such oil exists; they all are reduced in viscosity ("thin out") with increased temperature and become more viscous ("thicken") at low temperatures. However, all oils do not react to temperature changes in the same fashion. Some are more resistant to change than others and it is this difference which is represented by VI, or viscosity index. Oils which change the least have "high VI" and oils which change the most have "low VI". VISCOSITY INDEX IMPROVER. Additives which improve the VI of an oil, make it less susceptible to viscosity change with temperature. These usually are long chain polymers and the more modern examples are relatively resistant to shear. Typical applications are multigrade engine oils, 20W- 50 for example and high VI hydraulic oils. VISCOUS. Possessing viscosity, frequently used to imply high viscosity. VOLATILITY. The relative ease with which a liquid is converted into a vapor state. See VAPOR PRESSURE. WATER. Several methods are used for determining the amount of water in a petroleum product: 1. Bottom Sediment and Water (BS&W). A gross method to determine the presence of large quantities of water or other contaminants. 2. Water by Distillation. Used to measure small amounts of water, measured in water percent volume. 3. Water by Karl Fischer Method. The most accurate, but most time-consuming, method for quantitatively measuring small quantities of water, measured in parts per million. 4. Dielectric Strength. Used to determine the presence of minute quantities of water in insulating oils, measured as the voltage required to cause a spark to pass between two plates immersed in the oil to be tested. If water is present, the voltage will be lower but the method does not provide a quantitative value. WAX. Petroleum waxes, from petroleum crudes, are produced directly (paraffin) or as by-products of lube oil manufacture (slack wax, scale wax). WAY LUBRICANT. Special oil for use on machine tool ways. See STICK-SLIP. WEAR. The attrition or rubbing away of the surface of a material as a result of mechanical action. WET GAS. Gas, occurring naturally or produced by some refinery processes, that contains recoverable gasoline fractions. WETTING AGENT. A polar compound which has the property of modifying the characteristics of the contact between a liquid and a solid surface to promote more Saudi Aramco: Company General Use

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rapid and complete wetting of the surface. They are used in rust inhibitors, detergents and other additives. See POLAR COMPOUND. WHITE OIL. Highly refined oil, practically colorless. See USP WHITE OIL. ZDP AND ZDDP. Initials for zinc dialkyl dithiophosphate, which is widely used as an extreme pressure agent in motor oils to protect heavily loaded valve train mechanisms (particularly the chamshaft and cam followers), from excessive wear; also used as an anti-wear agent in hydraulic fluids and certain other applications. ZDDP is also an effective oxidation inhibitor. Oils containing ZDDP should not be used in engines or hydraulic pumps and motors containing silver bearings. Table 25: Lube Oil Sampling Frequency or Various Types of Equipment Equipment Type

Driver

Lube System

Interval Between Samples (Months)  Normal  Low Usage Usage

Gas Compressors Centrifugal & Axial Gas Compressors Reciprocating Centrifugal Pumps

Motor or Gas/Steam Turbine Motor or Steam Turbine Motor or Gas/Steam Turbine

Combined Lube & Seal Oil Separate Lube & Seal Oil

3

~~

~~

3

6

Separate Pump Lube Oil Skid Common Lube Oil Skid

 3

6

~~

~~

 3

6

~~

~~

3

6

~~

~~

 250 Hours or 3 Months

6

~~

~~

1

4

~~

~~

3

6

~~

~~

6

12

~~

~~

 6

12

~~

~~

6

12

Refrig. Compressor Rotary and Recip. Air Compressors Rotary and Recip. Diesel Engines Aircraft Type Gas Turbines and Hydraulic Starters Voith Couplings Variable Speed Marine Gearboxes Transmissions and Hydraulic Systems Fin Fan Gearboxes 

Normal Operations defined as consistently greater than 180 hours per month.



Low Usage defined as consistently less than 120 hours per month.



Check for water monthly if steam turbine driven. (Also, for pumps check for water monthly if pumped product is water ). {Use local laboratory where ever possible.}



Check for moisture monthly. {Use local laboratory where ever possible.}



Which ever comes first.



For E-W Pipeline Bingham mainline pumps monitor viscosity and flash monthly.



Sample every 3 months for jack-up barges’ main hydraulic systems.

Saudi Aramco: Company General Use

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