LMT May/June 2013 by Applied Technology Publications

OPEN BOX. SEE VALUE.

OilSafe instantly safeguards your workflow. The moment it arrives on your floor, the OilSafe® lubrication system establishes best practices and simplifies maintenance. No assembly or training required. The visually intuitive color coding shows your team exactly where to put every lubricant�—e � liminating risk and errors. Keep your entire manufacturing environment running better, safer, cleaner and longer with OilSafe. Modular bulk storage cleans up your lube room and prevents contamination.

Precise-pour transfer containers eliminate spills and slowdowns.

Customizable labels ensure that every lubricant goes in the right place every time.

Start seeing business improvements today with OilSafe. OilSafe.com/seevalue | 855-211-4801

LISTED NO. MH47936

For more info, enter 61 at www.LMTfreeinfo.com

MAY/JUNE 2013 • VOL 14, NO. 3 • www.LMTinfo.com

Contents FEATURES

ACHIEVING EFFICIENCIES THROUGH PRACTICES & PRODUCTS

REAL-WORLD CASE STUDY 8

Using Synthetics For Energy Savings Suppliers have long touted energy savings as a good reason for switching from mineral oils to synthetics. Are they real? ©colucci giuseppe—Fotolia.com

Ray Thibault, Contributing Editor

UTILITIES MANAGER 14

Big Money Talks William C. “Bill” Livoti

The Importance Of Best Efﬁciency Point (BEP) Are you so focused on the efficiency of your motors that you’ve lost sight of the equipment they’re driving? Consider pumps. Eugene Vogel, Electrical Apparatus Service Association (EASA)

ICML CERTIFICATION SERIES 20

Industrial Lubrication Fundamentals: Functions Of A Lubricant A better understanding of what stands between the reliability and failure of lubricated equipment components can help improve a nation’s bottom line.

DEPARTMENTS 6 27 30 30

From Our Perspective Problem Solvers Supplier Index Classiﬁed

Ken Bannister, Contributing Editor

END-USER Q&A 24

Redeﬁning Print With Industry Leader Quad/Graphics Lubricants play a key role in keeping this global provider of print and multichannel solutions ahead of the curve. Jane Alexander, Editor

The Maintenance & Reliability Technology Summit is THE Capacity Assurance Conference ®

Information-Packed Presentations & In-Depth Workshops Galore!

This year’s Maintenance and Reliability Technology Summit is in the books. To view all MARTS 2013 presentations, visit www.MARTSconference.com/archive. MAY/JUNE 2013

Achieving Efﬁciencies Through Practices & Products Apply for a free, one-year subscription at

www.LMTinfo.com www.LMTinfo.com | 3

Dramatically extends equipment life!

ACHIEVING EFFICIENCIES THROUGH PRACTICES & PRODUCTS

May/June 2013 • Volume 14, No. 3 ARTHUR L. RICE President/CEO arice@atpnetwork.com

BILL KIESEL Executive Vice President/Publisher bkiesel@atpnetwork.com

JANE ALEXANDER Krytox Fluorinated Greases and Oils are: Chemically Inert. Insoluble in common solvents. Thermally stable. Temperature range (-103˚F to 800˚F). Nonﬂammable. Nontoxic. Oxygen Compatible – safe for oxygen service. Low Vapor Pressure. Low Outgassing. No Migration – no silicones or hydrocarbons. Krytox® offers Extreme Pressure, Anticorrosion and Anti-wear properties. Mil-spec, Aerospace and Food Grades (H-1 and H-2) available! Useful in Vacuum Systems. ®

For technical information, call: 203.743.4447 / 800.992.2424 (8 AM – 4 PM ET)

Authorized Dupont™Krytox® Distributor Since 1991 Over 100 grades in stock! No minimum quantities.

RICK CARTER Executive Editor rcarter@atpnetwork.com

KENNETH E. BANNISTER RAY THIBAULT, CLS, OMA I & II Contributing Editors

RANDY BUTTSTADT

Director of Creative Services rbuttstadt@atpnetwork.com

GREG PIETRAS

Editorial/Production Assistant gpietras@atpnetwork.com

California - Illinois - Connecticut - Canada e-mail: support@miller-stephenson.com www.miller-stephenson.com m

For more info, enter 62 at www.LMTfreeinfo.com

“Visual systems, when applied to equipment, can reduce training time by 60 to 70% and eliminate errors.” —Robert Williamson, lean equipment specialist

Our Visual Supplies Can Improve Your Equipment’s Performance! Colored gauge marking labels Problem and Opportunity Tags in English or Spanish Red Move Tags Colored paint pens Colored grease fitting caps and lube point labels Vibration analysis pickup discs and labels Proven Tips for Equipment Troubleshooting handbook Lean Machines instructional book for applying visuals Temperature indicating strips and more

Visual systems supplies that deliver results...fast! To view and order from our complete line of Visual Systems Products, go to...

www.swspitcrew.com To order by phone or fax, call (864)862-0446 Strategic Work Systems, Inc. PO Box 70 Columbus, NC 28722

For more info, enter 63 at www.LMTfreeinfo.com

Editor-In-Chief jalexander@atpnetwork.com

LUBRICATION MANAGEMENT & TECHNOLOGY

ELLEN SANDKAM

Direct Mail esandkam@atplists.com

JILL KALETHA

Reprint Manager 866-879-9144, ext. 168 jillk@fosterprinting.com

Editorial Office 1300 South Grove Ave., Suite 105 Barrington, IL 60010 847-382-8100 / FAX 847-304-8603 www.LMTinfo.com

Subscriptions FOR INQUIRIES OR CHANGES CONTACT JEFFREY HEINE, 630-739-0900 EXT. 204 / FAX 630-739-7967 Lubrication Management & Technology (ISSN 19414447) is published bi-monthly except Mar/Apr by Applied Technology Publications, Inc., 1300 S. Grove Avenue, Suite 105, Barrington, IL 60010. Periodical postage paid at Barrington, IL and additional offices. Arthur L. Rice, III, President/CEO. Circulation records are maintained at Lubrication Management & Technology, Creative Data, 440 Quadrangle Drive, Suite E, Bolingbrook, IL 60440. Lubrication Management & Technology copyright 2013. No part of this publication may be reproduced or transmitted without written permission from the publisher. Annual subscription rates for nonqualified people: North America, $140; all others, $280 (air). No subscription agency is authorized by us to solicit or take orders for subscriptions. Postmaster: Please send address changes to Lubrication Management & Technology, Creative Data, 440 Quadrangle Drive, Suite E, Bolingbrook, IL 60440. Please indicate position, title, company name, company address. For other circulation information call (630) 739-0900. Canadian Publications Agreement No. 40886011. Canada Post returns: IMEX, Station A, P.O. Box 54, Windsor, ON N9A 6J5, or email: cpcreturns@wdsmail.com. Submissions Policy: Lubrication Management & Technology gladly welcomes submissions. By sending us your submission, unless otherwise negotiated in writing with our editor(s), you grant Applied Technology Publications, Inc., permission, by an irrevocable license, to edit, reproduce, distribute, publish and adapt your submission in any medium, including via Internet, on multiple occasions. You are, of course, free to publish your submission yourself or to allow others to republish your submission. Submissions will not be returned. Printed in U.S.A.

MAY/JUNE 2013

T H E U LT I M AT E P O W E R T R A N S M I S S I O N C O M P O N E N T PA C K A G E

When it’s all about uptime – it’s Tsubaki time. Stop the clock on downtime. Start getting the productivity

Tsubaki components and customer support will keep you

you deserve with the drive-system products you need.

up and running with superior performance, design, build

Let Tsubaki’s family of chains, sprockets, keyless locking

quality and compatibility.

and overload-protection products provide a single-source

When time is money, it’s time you turned to Tsubaki.

solution for your drive-system requirements.

www.ustsubaki.com

2)'(4 #(!). s 2)'(4 302/#+%4 s 2)'(4 02/4%#4)/. s 2)'(4 #!,, For more info, enter 64 at www.LMTfreeinfo.com

FROM OUR PERSPECTIVE

Ken Bannister, Contributing Editor

Who’s Responsible For Who?

aving been an avid motorcyclist for more than 40 years, I’m well versed in the need for constant awareness: continuously reading the ever-changing roadscape and traffic environment in front of and behind me; constantly watching members of the “tin can” fraternity who may or may not see me and do me harm. This conscientiousness was instilled early in me by my father—another avid motorcyclist, who taught me to be aware of my surroundings as I pedaled my bike through our neighborhood— and by Tufty the Squirrel. Tufty was the 1960s brainchild of the British Royal Society for the Prevention of Accidents. He appeared on television and in countless school posters advocating “the Kerb Drill” that was used to teach children how to cross the road safely. I still practice that drill today! Over the years, I’ve married those awareness tactics with a quality motorcycle-maintenance program and a commitment to wear appropriate safety gear that includes boots, gloves, pants, a sturdy jacket and an approved helmet as part of my motorcycle “arrive alive” strategy. In short, I believe (and live) what I was always taught: that I am responsible for my own safe conduct at all times, which, in turn, helps ensure the safety of others around me. This belief has held me in good stead in all aspects of life—including the workplace. Alas, there appears to be a new movement afoot in which people have seemingly abdicated their personal responsibilities when it comes to safety. During a recent visit to my local university library, four students in separate incidences jaywalked in front of my car with neither a turn of their heads nor any eye contact. Lucky for them, I anticipated their actions and was able to brake in time. (Those with earphones in place never even realized their fate had been tested!) Abdicating one’s personal responsibilities in the area of safety could be especially troublesome around a workplace. The possibility of having to deal with problems that might result from such

LUBRICATION MANAGEMENT & TECHNOLOGY

situations has led one plant I know of to institute the following policy: A maintenance supervisor must sit down with each trade prior to the individual being dispatched to a job and discuss an exhaustive list printed on the work order. The list covers all possible hazards that could arise in performance of the job, including, among other things, materials the worker might come into contact with and safety-gear requirements. At the conclusion of the conversation, the supervisor has the trade sign off that he/she agrees the appropriate safety training has taken place within the past 12 months and that a pre-job safety discussion has, in fact, occurred. Time-consuming, yes, but as this facility has decided, you’ve got to do what you’ve got to do.

Abdicating one’s personal responsibilities in the area of safety could be especially troublesome around a workplace. Although we applaud such diligence, we can’t help but wonder about the role personal responsibility plays. Employers clearly have a responsibility to make their workplaces as safe as possible and, accordingly, train staff to act in a safe manner. To ignore this would be irresponsible—and totally unacceptable. Many maintenance professionals, however, probably still believe that a license, an accreditation or a professional designation also brings with it a certain degree of responsibility and accountability for our own selves and others affected by our actions or inaction. While “Safety First” are words to work and live by, it’s important to remember that safety starts with you and me. Good luck and stay safe! LMT kbannister@engtechindustries.com

MAY/JUNE 2013

Warm wishes from Chicagoland. . .

The Sun Smiled Bright On MARTS 2013 Thanks To The Many Individuals, Companies And Organizations (Attendees, Presenters, Sponsors And Association Partners) That Gathered in Rosemont, IL, April 30-May 2, For Our Very Successful 10th Annual Maintenance & Reliability Technology Summit. We Couldn’t Have Done It Without You!

SPONSORS/EXHIBITORS WEG www.weg.net IRISS www.iriss.com Dreisilker Motors www.dreisilker.com Infor www.infor.com Infraspection Institute www.infraspection.com Inpro/Seal www.inpro-seal.com LAI Reliability www.laireliability.com MAPCON www.mapcon.com Reporting House www.reportinghouse.com Scalewatcher www.scalewatcher.com UE Systems www.uesystems.com

ASSOCIATION PARTNERS ICML www.lubecouncil.org SMRP www.smrp.org

Weren’t Able To Join Us This Year? We Missed You! You Can Still Download MARTS 2013 Presentations At

www.martsconference.com /archived-presentations

REAL-WORLD CASE STUDIES

Using Synthetics For Energy Savings Suppliers have long touted energy savings as a good reason for switching from mineral oils to synthetics. Are those savings real? Ray Thibault CLS, OMA I, OMA II, MLT, MLT II, MLA II, MLA III Contributing Editor

ynthetics offer users a number of clear advantages over mineral-based lubricants, including: better film strength (to reduce wear); the ability to operate at high temperatures (resulting in lower oxidation and longer drain intervals); good flowability at low temperatures (because no wax is present); and high viscosity indexes (allowing consolidation of lubricants over various viscosity ranges). When it comes to energy savings related to the use of synthetics, however, not all claims can be substantiated. That could be a result of poor measurement techniques.

8 | LUBRICATION MANAGEMENT & TEChNOLOGy

MAY/JUNE 2013

REAL-WORLD CASE STUDIES

Making the case for a switch from mineral-based products to synthetics based on energy savings can be a rigorous exercise—especially in equipment operating at high efficiencies. Careful planning between the lubricant supplier and end user is needed before embarking on such a program to document actual savings. Objectives must be established and operational guidelines developed to make the test runs as meaningful as possible. There’s much more to this type justification initiative than using a power meter to measure amperage drop. A point of reference In the context of lubricants, a “synthetic” is produced by turning low-molecular-weight materials into those of a higher molecular weight through a chemical reaction. Formulators are able to control these reactions and produce lubricants with uniform consistency and targeted performance properties. Mineral-based lubricants don’t exhibit the consistency and uniformity that synthetics do, nor do they have the performance properties of synthetics. Table I lists synthetic lubricant types and applications. Polyalphaolefins (PAOs)—also known as synthetic hydrocarbons (SHCs)—are the most common type of synthetic. PAOs are manufactured by reacting ethylene to produce a C10 hydrocarbon called decene. Decene is reacted with itself to produce high molecular weight of hydrocarbons that are linked in groups of 10 carbon atoms (so we can produce any molecular weight in groups of 10). The initial reaction involves a reaction of a linear alpha olefin to produce molecular weights in groups of 10 carbon atoms. The final reaction saturates the double bond to produce a PAO. (It is also possible to react dodecene that has 12 carbon atoms to produce increasing molecular weights in groups of 12 carbon atoms.)

MAY/JUNE 2013

(Most studies conducted on the use of synthetics for energy efficiency have been performed with PAOs—and it’s PAOs on which this article will focus.) Overcoming friction Frictional losses lead to energy consumption: Controlling these losses leads to greater efficiencies. The two major types of friction are solid and liquid. Metal-to-metal contact not only causes wear, it leads to high consumption of energy. This needs to be controlled by maintaining an adequate lubricant film. The major lubrication regimes for separation of metal surfaces are hydrodynamic, elastohydrodynamic and boundary/mixed. ■ The hydrodynamic lubrication regime is characterized by

development of a full film with no metal-to-metal contact. ■ The elastohydrodynamic (EHD) regime is characterized by:

◆ Non-conforming surfaces that occur during rolling motion ◆ Thin, solid-like film, usually less than one micron ◆ Very high contact pressure, resulting in deformation of metal surfaces to better distribute pressure ■ The boundary/mixed regime results when a lubricant film

can’t be developed to properly separate the metal surfaces. This usually occurs during start-up of machinery and also occurs in shock loading of gear boxes. This is controlled by the use of additives, such as those for anti-wear and extreme pressure.

Synthetic Type

Applications

Polyalphaoleﬁn

Most versatile with many applications Low-temperature bearings Enclosed gear boxes, non-ﬂooded rotary screw compressors and high temperature bearings in fans, blowers, pumps and motors Oil mist Automotive

Diesters

Reciprocating compressors, high-temperature bearings, and oil mist

Polyol Esters

Hydrocarbon ﬂooded screw compressors Enclosed gear boxes Rotary screw air compressors

Polyalkylene Glycols

High-temperature aero derivative gas turbines Rotary screw air compressors Fire-resistant and biodegradable hydraulic ﬂuids www.LMTinfo.com | 9

REAL-WORLD CASE STUDIES

Friction Forces Synthetic Oil

Higher Friction Forces

Mineral Oil

Fig. 1. Fluid friction involves a series of molecular plates sliding over each other like the spreading of a deck of cards. The resistance to this sliding results in energy losses and heat generation.

Fluid friction—which is dependent on the molecular structure of the base stock and its viscosity—can be characterized as a series of molecular plates sliding over each other like the spreading of a deck of cards. The resistance to the sliding results in energy losses and heat generation. Figure 1 illustrates this point. Compared to that of a mineral-based product, the molecular structure of a synthetic (like a PAO) is more consistent, thus making sliding between the metal and lubricant film and sliding between the layers of molecular structures easier. Mineral oils have a variety of molecular components based on size. As shown in Fig, 1, this makes shearing or sliding of the lubricant film more difficult, resulting in higher energy consumption. During the EHD lubrication regime—where a solid-like film is produced—the force required to shear the film is called traction coefficient. PAOs have a much lower traction coefficient than mineral oils resulting in energy savings in shearing of the film in rolling-element bearings and the pitch point during meshing of gears. While base stocks contribute to the lubricity and shearing of the lubricant film, resulting in energy savings, another important factor is additives, such as friction modifiers, that go into the finished product. In some cases, additives can have more of an effect than the base stocks. A well-formulated lubricant will incorporate a synthetic base stock with the proper additives to reduce friction, resulting in the maximization of energy savings. Some small, specialty-lubricant companies promote energy-savings potential from the use of PAO base stocks with proprierty additives such as liquid moly. Documenting results Testing methods can be among the most difficult factors to deal with when attempting to justify a switch to synthetics based on energy savings. Some companies turn to sophisticated power meters and try to control as many variables as possible; others do a quick study that only measures amperage drop without any adjustments. Although there seem to be countless energy-saving “success stories” out there, it’s difficult to assess the accuracy of their results without acutally evaluating the data. The fact is, the more efficient a piece of equipment or system component is, the more difficult it is to see significant energy improvements. Take, for example, nonworm gears that have efficiencies from 90-95%, and worm 10 | LUBRICATION MANAGEMENT & technology

gears that operate with efficiencies in the 65-80% range: It’s usually easier to see energy improvements in worm gears than other industrial gear types. Here are several accounts of real-world evaluations that attempted to make the case for using synthetics based on the energy savings they could generate. I. The case of a coal pulverizer plant worm gear. . . A major lubricant company conducted a study on the efficiency improvements in worm gears through the use of a PAO. ■ Initial laboratory tests were conducted on a worm gear

with a 20:1 reduction ratio operating at 1750 rpm. ■ ISO 460-compounded gear oil was used. Based on the

viscosities at the operating temperature, an ISO 320 PAO was used to more closely match the viscosity of the ISO 460 oil. This resulted in a 3.5% efficiency improvement in the laboratory test. Initially when an ISO 460 PAO was used, the efficiency improvement was only 0.9%. This illustrated another advantage of synthetics because with the high viscosity index one lower ISO grade could be used, giving the same protection with less fluid friction. ■ Under carefully controlled conditions, the actual field

trial tested a utility’s coal pulverizer with reduction ratio of 22:1, running at various load levels. Because the operating temperatures were low, it was decided to compare an ISO 320 EP mineral oil with an ISO 320 non-EP PAO (so the viscosities would be fairly similar at the operating temperature). ■ At different loadings, energy savings of 9.8%, 8.7% and 8.5%

were realized—far exceeding the laboratory test results. II. The case of a crushed-rock-mining PUG mill… Energy savings were evaluated on a PUG mill using an ISO 150 PAO and ISO 150 PAO/mineral oil. The major difference between these two lubricants was their additives. ■ Fifteen-minute runs were conducted with each product,

keeping the variables on production as close as possible. MAY/JUNE 2013

REAL-WORLD CASE STUDIES

■ Electric consumption was measured with a Summit Tech-

nology Powersite Energy Analyzer. ■ Adjustments were made for tonnage processed for

■ Seven lubricants were evaluated. All of them were ISO 68

viscosity grades: ◆ Three mineral oils

the two lubricants. ◆ Two Group III synthetics ■ Energy cost per ton was $.0218 for the PAO and $.0134

◆ Two PAO synthetics

for the PAO/mineral blend. ■ Total yearly cost savings were $5650, which was a 35.6%

■ The following variables were monitored:

savings for the PAO/mineral oil blend. It’s interesting to note that the semi-synthetic blend outperformed the 100% synthetic PAO. Additives like friction modifiers can have a major effect on energy savings. III: The case of a 1250 hp 3600 rpm electric motor. . . Working with six lubricant suppliers, a major electric-motor manufacturer conducted a comprehensive, two-day testing program on a 1250 hp unit with sleeve bearings running at 3600 rpm.

◆ A Yokogawa Darwin unit was used for measuring bearing temperatures (which were checked a 15-minute intervals). ◆ The electrical data was collected with the use of a Yokogawa Power Meter. ◆ Velocity transducers were used for monitoring bearing housing vibration.

For more info, enter 67 at www.LMTfreeinfo.com For more info, enter 65 at www.LMTfreeinfo.com

MAY/JUNE 2013

www.LMTinfo.com | 11

REAL-WORLD CASE STUDIES

Fig. 2. Results of the Midwest manufacturing facility’s evaluation of its MAN Turbo 8-stage 20,000 hp CO2 compressor that compared the energy-saving potential of an ISO 32 PAO vs. that of an ISO 32 mineral-based turbine oil.

■ Testing protocol

◆ Reference oil was used to verify repeatability between runs and flush between additions of different test oils. ◆ Once bearing temperature stability was established with the reference oil, the motor was run for another 30 minutes to verify stability. Vibration and temperature readings were taken continuously. ◆ All oils tested were added from sealed containers in the presence of all lubricant-company participants. ◆ The reference oil was used between each run to flush the previous oil and to verify it ran similarly to the reference run before the next oil was evaluated. ■ Conclusions/recommendations

◆ No differences stood out from one test run to another. ◆ Synthetics ran one degree hotter than the mineral oils. ◆ Vibration values repeated themselves from run to run.

The case of a large centrifugal CO2 compressor. . . A manufacturing facility in the upper Midwest evaluated a MAN Turbo 8-stage 20,000 hp, 2700 psig discharge CO2 compressor with a sump capacity of 1300 gallons. The goal was to compare an ISO 32 turbine oil with an ISO 32 PAO synthetic for energy-savings potential. ■ This comprehensive study was conducted by the plant’s

own reliability engineers. ■ The test was run for six months on the facility’s previous

product, an ISO 32 turbine oil. Another six-month test was run with the ISO 32 PAO. ■ To ensure a meaningful comparison, polytropic efficiency

was used—something that’s more difficult than adiabatic assumptions, because gas ﬂows in and out of the system, and this added energy changes some of the gas properties. ■ Efficiency gains of 2.7% across the range of flow were real-

ized from the PAO, which translated into annual energy savings of $184,151.

◆ Power consumption was nearly identical for each run.

This evaluation demonstrated that the use of a particular synthetic PAO with unique additives led to a marked reduction in energy consumption. (The results are illustrated in Fig. 2.)

The final conclusion from this study was that given a specific ISO grade, no one oil in this study under real-world conditions was more efficient than another oil.

Conclusion Synthetics lubricants can be real problem solvers. They operate in high- and low-temperature environments, provide good

12 | LUBRICATION MANAGEMENT & TEChNOLOGy

MAY/JUNE 2013

REAL-WORLD CASE STUDIES

wear protection and generate energy savings. This article focused only on the energy-saving potential of polyalphaolefins (PAOs)—the most common synthetic type. Not all finished lubricants consisting of a PAO base stock will perform the same. Additives play a strong role in performance, as illustrated by one of the case histories where a PAO/mineral blend outperformed a 100% PAO in saving energy. Although many suppliers promote energy savings as a key reason for switching from mineral-based products to synthetics, justifying those savings in your operations and/or specific application(s) could be difficult. Studies have to be carefully designed with the use of proper power meters taking into account the variables in comparing the tested lubricants. Keep in mind that the lower the efficiency of a piece of equipment (or system component), the easier it is to see efficiency gains. For example, spur and helical gear types are highly efficient—making it difficult to measure small efficiency gains. Worm gears, on the other hand, are the least efficient gear type: It’s easier to see energy improvements in them. A well-designed study based on rigorously evaluated data can measure even small efficiency improvements that

generate significant dollar savings. This was illustrated in the 2.7% efficiency gains in the large centrifugal CO2 compressor with yearly savings close to $200,000. It’s unrealistic, however, to expect synthetics to save energy in every case. This was documented in the account of the 1750 hp electric motor study that evaluated several ISO 68 VG products—synthetic and non-synthetic. No significant differences were observed among the seven different lubricants that were tested. Remember what you’ve been told about things sounding too good to be true: When it comes to synthetic lubricants, energy-savings claims very often can be justified. . . but not always. LMT Long-time Contributing Editor Ray Thibault is based in Cypress (Houston), TX. An STLE-Certified Lubrication Specialist and Oil Monitoring Analyst, he conducts extensive training for operations around the world. Telephone: (281) 250-0279. Email: rlthibault@msn.com. For more info, enter 01 at www.LMTfreeinfo.com

HIGH PRECISION. HIGH SPEED. HIGH PRODUCTIVITY.

ROBUST™ ULTRA-HIGH-SPEED ANGULAR CONTACT BALL BEARINGS NSK’s ROBUST™ Series of Ultra-High-Speed Angular Contact Ball Bearings increase productivity while reducing energy costs in the machine tool industry. They offer improved thermal robustness, low heat generation, and improved seizure rates to ensure that machine tools operate at ultra-high speeds. Their innovative, optimized geometric design makes them 20 percent faster than conventional precision bearings, and up to 80 percent faster using new SHX material. For high precision, high speed and high productivity, Think NSK. 1.88ThinkNSK (888.446.5675) BALL BEARINGS

www.nskamericas.com ROLLER BEARINGS

LINEAR MOTION PRODUCTS

TECHNICAL SERVICES

For more info, enter 68 at www.LMTfreeinfo.com For more info, enter 66 at www.LMTfreeinfo.com MAY/JUNE 2013 ABU-SL-073-05 IndustrySupply ad [160413]v2.indd

| 13 www.LMTinfo.com 2013-04-16 3:15 PM

UM BIG MONEY TALKS

XX UM

William C. “Bill” Livoti

What’s Up With Waste-To-Energy?

or those unfamiliar with “waste-to-energy” (WtE), it’s the process of burning municipal wastes in large furnaces to produce steam that, in turn, is used to drive turbines that generate electricity. WtE has always interested me. During a recent tour of a waste-to-energy plant in Central Florida, the conversation turned to our National Energy Policy (or to be more specific, the lack thereof) and Federal tax credits for renewable energy. My host shared some alarming facts with me—along with his concerns and frustration. His facility had recently been acquired by a company that has patented a promising WtE technology called “Advanced Thermal Recycling” (ATR®). Although the plant is now using ATR, it’s limited in how much power it can produce due to— get ready for this—lack of trash! Here’s our dirty little secret: More than half the waste produced in this country goes into landfills. Only a quarter to a third is recycled, and a very small amount is used for energy recovery. I left that Central Florida operation enlightened by the innovative technology I had seen, but bewildered as to why our country has failed to embrace waste-to-energy as a solution to a couple of nagging problems (i.e., where do we find new sources of energy and what can we do about our ever-growing mountains of waste). Looking back at the history of WtE in the United States, it seems as though both politics and specialinterest groups may have had a hand in running the long roller-coaster ride this viable technology has found itself on. A Brief history of WtE in the U.S.

■ 1920s: Atlanta sells steam from its incinerators to

the Atlanta Gas Light Co. and Georgia Power Co. ■ 1970: Clean Air Act ends open burning at U.S.

landfills, opening the door for WtE technology and forcing cities to look at this type of technology with regard to trash disposal. ■ 1975: The first privately built WtE plant opens in

Massachusetts. ■ Late 1970s: The Federal government begins

funding feasibility studies for local governments interested in setting up new WtE plants. ■ 1980: The 1980 Energy Security Act provides

insured loans, loan and price guarantees and purchase agreements for WtE projects using municipal solid waste. ■ 1980: The Energy Security Act authorizes research

and development for promoting the commercial viability of energy recovery from municipal waste. ■ 1986: The Federal Tax Reform Act (FTRA) is

implemented, which both helped and harmed the development of WtE facilities. While the FTRA extended Federal tax credits available for such facilities to 10 years, it unfortunately repealed the tax-free status of WtE plants that were financed with industrial development bonds. ■ 1990s: With the expiration of tax credits, WtE

plants begin to fall out of favor.

■ 1885: U.S. Army builds the first garbage incin-

■ 2007: The U.S. has 87 WtE facilities, consuming about

erator on Governor’s Island in New York Harbor, and Allegheny, PA, builds the first municipal incinerator.

31.4 million tons of solid waste (which represents 12.5% of all municipal solid waste disposal). ■ 2010: Eighty-six WtE plants with the capacity to

■ Early 20th century: Some U.S. cities begin gener-

ating electricity or steam from burning waste.

| UTILITIES 14 VOLUME 2 / NO.MANAGER 2

process more than 97,000 tons of municipal solid waste per day are operating in 24 states.

| 14 8 / NO. 2 UTILITIESVOLUME MANAGER

BIG MONEY TALKS UM

U.S. Waste Disposal

Source: U.S. Environmental Protection Agency (EPA) and BioCycle Magazine.

Sources: U.S. Environmental Protection Agency and BioCycle Magazine.

■ 2012: There is a sudden increase in WtE sector

activities as companies begin developing new technologies for converting municipal garbage into electricity, heat and biofuels. Interesting WtE Facts Estimates by the U.S. Environmental Protection Agency (EPA) and BioCycle magazine on the amount of U.S. waste and modes of disposal give some indication of the potential we have with waste-to-energy technology. Look at the accompanying tables and consider the following: ■ Approximately one ton of waste will produce 525

kWh of electricity (roughly what a quarter-ton of coal or a barrel of oil produces). ■ During combustion, the volume of waste material

is reduced by about 90%, and its weight by 75%. Fifteen states have categorized waste-to-energy as a resource in their renewable portfolio standards. Yet, while some Federal laws have categorized waste-toenergy as a renewable resource, some Federal and state tax advantages given to other renewable resources ARE NOT available to WtE facilities. Furthermore, as you might expect, special-interest groups in various parts of the country staunchly oppose waste-to-energy. Renewable energy and waste disposal From a semantics perspective, although waste-toenergy may not actually be a renewable source of

energy, it most certainly is saving our environment. I would definitely categorize WtE as a “Green Solution” and submit that it should be subsidized by Federal tax credits. This technology has a future: What better way to kill two birds with one stone? Like any other energy source, however, there are downsides: Emissions, odor from the waste prior to incineration, convoys of trash trucks and the proverbial engine blocks that could be thrown by irresponsible individuals into dumpsters and, in turn, destroy WtE processing equipment are just a few of them. Can these issues be overcome? Given the technology available today, I think so. My next column will discuss how a WtE plant works and more. UM Bill Livoti is Power-Generation Business Development Manager for WEG Electric Corp. and Electric Machinery Co., Inc. Sources 1. “Municipal Waste Production” (Chapter 18), Window on State Government, Susan Combs, Texas State Comptroller of Public Accounts, http://www.window. state.tx.us/specialrpt/energy/renewable/municipal.php 2. “Waste to Energy: A Mountain of Trash, or Pile of Energy,” Melissa C. Lott and David Wogan, http://blogs.scientificamerican.com/pluggedin/2011/09/12/waste-to-energy-a-mountain-oftrash-or-a-pile-of-energy/ 3. Recovered Energy, Inc., Presents the Recovered Energy System, http://recoveredenergy.com/d_wte.html For more info, enter 261 at www.LMTfreeinfo.com

VOLUME VOLUME 82 // NO. NO. 22

UTILITIES UTILITIES MANAGER MANAGER || 15 15

UM DRIVEN-EQUIPMENT EFFICIENCIES

The Importance Of Best Efficiency Point

(BEP)

Understanding the factors involved in pump performance is key to optimizing the fluid-handling systems in your operations. Eugene Vogel Electrical Apparatus Service Association (EASA)

ave you become so focused on the efficiency of the motors around your plant that you’re losing sight of the equipment those motors are driving? In many applications, pumps included, the answer to the efficiency question is best addressed when the complete system is studied.

16 | UTILITIES MANAGER

VOLUME 8 / NO. 2

Sooner or later, most maintenance professionals who work with pumps will encounter a pump curve and its key parameters, one of which is Best Efficiency Point (BEP). The BEP graphically represents the point on a pump curve that yields the most efficient operation. For electric motors, efficiency varies with load, with the best efficiency being at about 75% of load. With rotodynamic pumps (which includes centrifugal and axial flow types), efficiency depends on three important pump curve parameters—head, flow (i.e., capacity or volume) and power—as expressed in this simple equation:

To understand BEP, it is essential to know that the flow through a rotodynamic pump varies from zero flow at “dead head” (discharge valve closed) to maximum flow at “run out” condition (no discharge restriction). Pump efficiency, it turns out, is a function of flow through the pump, although it is not strictly linear (see Fig. 2).

BHP = Q x H x s.g. 3960 x n Where: BHP Q H n s.g.

= = = = =

brake horsepower flow head efficiency specific gravity (remains constant)

As the equation shows, power is inversely proportional to efficiency, which basically means pumps use less power when operating more efficiently. But power is also directly proportional to flow X head (Q X H), both of which vary with demand in a rotodynamic pump system. If the system restricts the discharge of the pump, as when a discharge throttle valve is closed, the flow decreases and the head increases. Conversely, less restriction from the system means greater flow and less head. This relationship is illustrated by a pump curve that is specific to each pump (see Fig. 1).

Fig. 1. Pump curve: head vs. flow VOLUME 8 / NO. 2

Fig. 2. Efficiency curve: efficiency vs. flow

Effect of flow rate To visualize how flow affects pump efficiency, imagine the flow of traffic on a highway, with efficiency measured as cars per minute. Late at night with no cars on the road (and therefore no traffic), efficiency is zero. Early in the morning, traffic moves quickly, but with few cars traveling, efficiency remains low. During rush hour traffic volume greatly increases, so bottlenecks form, traffic slows to a crawl and efficiency plummets. Usually, there is a time just before rush hour with lots of fast-moving traffic when the highway handles the most cars per minute—i.e., its BEP. The BEP for a pump is similar (see Fig. 3). With the discharge valve closed (“dead head”) and zero flow, efficiency is zero. As the discharge valve opens (i.e., the discharge restriction is gradually reduced), flow and efficiency gradually increase, until the flow through the pump becomes more turbulent. At that point, efficiency will start dropping and then continue to drop as the pump approaches “run out” condition (zero). As with traffic flow on a busy highway, somewhere between “dead head” and “run out” condition, there is a flow rate at which the efficiency is maximum— i.e., the BEP. Note that the BEP in Fig. 3 occurs at a flow rate of about 1600 units—which coincides with the maximum value on the efficiency curve. That flow rate also intersects the pump curve at a point equal to head of about 220 units. UTILITIES MANAGER | 17

UM DRIVEN-EQUIPMENT EFFICIENCIES

Fig. 3. Head and flow at BEP

If the efficiency of the pump changes with flow rate, a logical question might be “Why?” As mentioned earlier, one reason is that pump efficiency directly correlates with turbulence in the flow—i.e., the greater the turbulence, the lower the efficiency. Thus, it makes sense that the BEP is where turbulence is minimal. Effect of impeller design Impeller design is the most significant factor for determining the BEP of a pump because it dictates how efficiently power (brake horsepower or BHP) is transmitted to the liquid being pumped (“pumpage”). A properly designed impeller optimizes flow while minimizing turbulence. Pumpage enters the impeller eye and accelerates as it travels radially outward toward the impeller discharge. As the liquid discharges from the impeller, it merges with liquid already in the impeller housing. If the impeller vanes are at just the right angle relative to the flow rate, incoming pumpage will merge smoothly with the swirling pumpage in the housing, minimizing turbulence, maximizing efficiency and yielding the BEP for that impeller. Designers use a series of vectors to calculate impeller vane angle for a certain flow rate. As shown in Fig. 4, vector Vt represents the speed of the vane tip (tangent and relative to the impeller), and Vr represents the radial velocity of the pumpage flowing out of the impeller. The discharge angle of the flow is Vm, the sum of vectors Vt and Vr, which should match the impeller vane angle at the discharge. The length of vector Vr changes with flow rate, so greater flow through the pump means the pumpage must move faster as it exits the impeller. 18 | UTILITIES MANAGER

Fig. 4. Impeller discharge angle vectors

Note that the flow rate changes the discharge angle, but the impeller vane angle remains constant. The BEP is the flow rate where the discharge angle matches the vane angle. Similar design factors apply to the impeller intake. Although impeller housing characteristics also play a role, the impeller design is the primary factor that determines the flow rate at which the BEP occurs. Points to remember The most important thing to remember from this discussion is that any modification of the impeller will change the BEP of the pump. Trimming the outside diameter (OD) of an impeller, replacing an impeller with one of different diameter or number of vanes or changing the rotating speed of the impeller will alter the BEP for the pump. Before modifying an impeller in any way, make sure that you determine how the change will impact the pump curve, the efficiency curve and the BEP. UM Eugene Vogel is a Pump and Vibration Specialist with the Electrical Apparatus Service Association, Inc. (EASA), in St. Louis, MO. EASA is an international trade association of more than 1900 firms in 59 countries that sell and service electrical, electronic and mechanical apparatus. Telephone: 314-993-2220; email: easainfo@easa.com; Web: www.easa.com. For more info, enter 262 at www.LMTfreeinfo.com VOLUME 8 / NO. 2

EFFICIENT GADGETS UM

Best-in-Class Power & Run Time From Intelligent Rotary Hammers

ilwaukee Tool has expanded its M12 FUEL™ line of power tools with the new M12 FUEL™ 5/8” SDS Plus Rotary Hammer for drilling holes of up to 5/8” in concrete and masonry. According to the company, this electro-pneumatic unit not only offers 75% more speed and the largest SDS Plus bit capacity in its class, at only 10” long and 3.9 lbs, it performs comparably to much larger tools at a fraction of the size and weight. Designed, engineered and built by Milwaukee Tool, the product’s 12-volt brushless POWERSTATE™ motor provides up to 6200 BPM and up to 900 RPM. New Milwaukee REDLITHIUM™ XC4.0 batteries allow up to 2X more run-time, 20% more power and 2X more recharges than standard Lithium-Ion batteries, and function in extreme conditions (below 0 F/-18 C) with fade-free power. An advanced REDLINK PLUS™ Intelligence hardware and software system ensures continuous full-circle communication between tool, battery and charger to optimize performance and overload protection. Milwaukee Tool, Inc. Milwaukee, WI

For more info, enter 02 at www.LMTfreeinfo.com

Clutch Brake For Critical ‘No Downtime’ Applications

orce Control Industries’ new Size 30 Posidyne® Clutch Brake with Oil Shear Technology can operate as a clutch for applications like pumps or fans, or as a clutch brake for cycling or indexing applications. Transmission fluid flowing through the friction stack is put in a shear condition during dynamic engagement and transmits torque between the discs and drive plates, protecting them from mechanical contact and absorbing heat. The fluid then flows down the housing walls, where it’s cooled, and into the bottom of the unit, where it begins re-circulating. As pressure continues clamping the friction stack together, it reaches a point of static lockup, unless continuous slip is desired. The transmission fluid also lubricates the bearings and splines. With virtually no wear on the friction material, piston travel is reduced and less actuation air or hydraulic fluid is needed. The compact Posidyne 30 requires no maintenance other than annual fluid changes over the course of its design life (40,000 cycles). Force Control Industries Fairfield, OH

VOLUME 8 / NO.2

For more info, enter 03 at www.LMTfreeinfo.com

UTILITIES MANAGER | 19

ICML CERTIFICATION SERIES

Domain of Knowledge Element #3

Industrial Lubrication Fundamentals:

Lubricant Films And How They Prevent Wear Amazingly, a better understanding of what stands between the reliability and failure of lubricated equipment components can help improve a nationâ&#x20AC;&#x2122;s bottom line. Ken Bannister Contributing Editor

n the 1970s, MIT Mechanical Engineering Professor Emeritus Ernest Rabinowicz, a true pioneer in the field of tribology, discovered that 70% of bearings lost their usefulness through surface degradation. Fifty percent of that degradation was due to mechanical wear; 20% was due to corrosion. Calculating the impact of this problem, Dr. Rabinowicz noted that 6% of the U.S. Gross Domestic Product (GDP) was lost annually through mechanical wear (an assertion that became known as the "Rabinowicz Law"). Interestingly, lubricant films are one of the first lines of defense in the war against such losses, which, today, equate to trillions of dollars.

20 | LUBRICATION MANAGEMENT & TECHNOLOGY

MAY/JUNE 2013

ICML CERTIFICATION SERIES

The cause of surface degradation is both directly and indirectly attributed to ineffective lubrication practices that include under- and over-application of lubricant, incorrect lubricant choice (viscosity and additive package), particle contamination, moisture contamination and neglect. By placing the right lubricant, in the right place, in the right amount, at the right time, with the right level of cleanliness, surface degradation can be minimized to acceptable and often negligible levels. Here, we investigate how the amount of lubricant separating the two surfaces—i.e., the lubricating film—along with the correct lubricant choice affects and controls interacting surface degradation and resulting wear. Lubricant film regimes There are five lubricant film regimes, each describing a different relationship between two interacting surfaces as they slide over one another. 1. HDL (Hydrodynamic Lubrication) is often described as “full film” lubrication, wherein the moving surfaces are totally separated by the lubricant. In the Element 1 installment of this series (LMT, Jan./Feb. 2013), we examined the role friction plays and recognized that even a relatively smooth surface appears rough under a microscope, similar in cross-section to a range of craggy mountain peaks and valleys. Before any separation can take place, the lubricant must fill these valleys and up past the highest peaks, so there is no surface-to-surface interaction between the two moving surfaces. In sliding-friction bearings, this is the most desirable lubrication state. Any friction that's present is due to the fluid friction of the lubricant. 2. HSL (Hydrostatic Lubrication) is a state that occurs when a lubricant is used to hydraulically separate a loaded surface and “float” one surface over another. This film regime is typically set up on precision machines and machine tools like plunge grinders where a grindstone carriage is “floated” into the work piece to perform precision grinding on gears, etc. HSL is similar to HDL in that it also provides full film separation. 3. MF (Mixed Film Lubrication) is classified as an Intermediate regime: Lubricant is present between two sliding surfaces, but in not enough quantity to fully separate them, thus allowing intermittent contact between the highest surface points. This is also known as an “unstable” regime, generally caused by insufficient lubricant, heavy loads at rest or use of a lubricant with too low of a viscosity. 4. BL (Boundary Layer Lubrication) is the least-desirable regime with the highest coefficient of friction. Although a minimal amount of lubricant is present, the sliding surfaces are in full contact with one another at rest. With heavy-load, slow-moving machinery, boundary-layer to mixed-film regime may be the best condition achievable (requiring a lubricant with EP [extreme pressure] and MAY/JUNE 2013

AW [anti wear] additives) to offset the extreme bearingsurface working condition. If insufficient lubricant is present or an incorrect viscosity is used, a normally loaded bearing can stay in a boundary layer state when in full motion in which the surfaces will interfere with one another and cause rapid wear. 5. EHDL (Elastohydrodynamic Lubrication) is unique to rolling-friction surfaces experienced in ball and rollerstyle bearings and in combination-friction circumstances such as when two gear teeth mate in a sliding and rolling action. When a ball is rolling in a race and comes under full load, the mating surfaces will momentarily deform, trapping the lubricant in the deformed area known as the Hertzian contact area. Under deformation pressure, the lubricant viscosity rapidly rises and the lubricant changes from a liquid to a solid, providing full protection to the rolling surfaces. As the ball moves out of the load zone, the lubricant returns back to its original viscosity. Because rolling surface contact is in a line and not over the entire surface area, a lot less lubricant is required to achieve full film lubrication. The Stribeck Curve In 1902, Professor Richard Stribeck was the first to graphically describe how the coefficient of friction changes for bearings experiencing different lubrication regimes. A typical example of this is found in normally loaded sliding-friction bearings such as those found in a shaft and sleeve-bearing setup. At rest, the bearing surfaces will be in a boundary layer or mixed film state prior to start-up or shut-down. As the shaft ramps up speed, it will begin to centrifugally center and move through a mixed-film regime to a full film HDL regime at operating speed. The Stribeck Curve diagram (Fig. 1) shows the typical change in lubrication regime as the shaft/bearing speed increases. Change in regime state is also dependent on load, speed and viscosity.

Fig. 1. The Stribeck Curve shows the typical change in lubrication regime as the shaft/bearing speed increases. www.LMTinfo.com | 21

ICML CERTIFICATION SERIES

Fig. 2. A simple depiction of 2- and 3-body abrasive wear (Source: ENGTECH Industries)

The Stribeck Curve clearly demonstrates that a hydrodynamic film regime—of the correct viscosity and Lambda thickness—results in the lowest coefficient of friction and least wear. Common wear mechanisms There are four common wear mechanisms that cause surface degradation and eventual loss of usefulness in bearing surfaces. 1. Abrasive wear occurs when bearing surfaces run in a MF or BL regime. Abrasive wear can occur as a result of a 2-body or 3-body surface interaction. In the 2-body example shown in Fig. 2, we see two surface points that touch and cut into the opposing sliding surface, resulting in a scratched, grooved or furrowed surface and a thirdbody metal cutting being released into the lubricant.

As reflected in the 3-body diagram, that third body is now free to get caught between two surface points and add to the surface degradation. A 3-body abrasion can also occur due to large particles (dirt) in the lubricant (introduced by the lubrication process or machine operation). Erosive wear is a form of abrasive wear caused by particles impacting a surface. 2. Adhesive wear typically occurs under highly loaded sliding friction, when an incorrect viscosity lubricant is used, EP and AW additives have been depleted or under heavy shock loading. As the surfaces come together, they weld under the heat and load pressure, and metal is transferred and torn apart under movement, leaving discreet, often jagged or smeared, surfaces. Adhesive wear is also described as scuffing, shearing or galling wear.

Update On Lubrication Certification Opportunities Today, there are two main certifying programs for lubrication professionals: STLE (Society of Tribologists and Lubrication Engineers); and ICML (International Council for Machinery Lubrication). Originally designed for engineers, STLE's Certified Lubrication Specialist (CLS) program has been offered since 1993. ICML’s certification program was the basis for and is in accordance with ISO’s 18436 standard series, as it relates to lubricantbased condition monitoring professionals. ICML offers two certification paths for “hands-on” lubrication practitioners: MLT (Machine Lubrication Technician) and MLA (Machine Lubrication Analyst) designations. ICML also separates field functions from laboratory functions, with lab practitioners served by the LLA (Laboratory Lubricant Analyst) designation. ICML programs have been offered since 2001. In 2008, its MLT and MLA certifications were pioneered into

ISO 18436-4 for field practitioners. In 2012, its LLA certification became the basis of ISO 18436-5, for lab-based practitioners. Participants who attend the requisite formal preparatory training associated with ICML certification are also eligible to take exams as per the corresponding ISO standard (upon payment of the appropriate examination fee). Of these all these programs, ICML’s (currently offered in 10 languages) has issued the most certificates around the world (over 9500 to date, with presence in more than 95 countries). One of the most recent ICML certification preparatory-training and exam opportunities in the U.S. was offered at the 2013 Maintenance & Reliability Technology Summit (MARTS) conference, in Chicago (Rosemont), IL. For more information on ICML certification, please visit: www.lubecouncil.org.

EDITOR’S NOTE: This information is a corrected version of previous sidebars on certification opportunities that ran in the January/February and March/April issues of LMT. 22 | LUBRICATION MANAGEMENT & TECHNOLOGY

MAY/JUNE 2013

Lubricant films are the first line of defense in the war against wear on critical equipment components. 3. Fatigue wear usually occurs in rolling friction surfaces that have experienced repeated longterm load cycles and stress that causes elastic deformation to the surfaces, as in EHD lubrication. This long-term action eventually results in small surface and sub surface cracking, which eventually travels up to and across the bearing surface, resulting in surface delamination and pitting. 4. Corrosive wear leaves an acidetched surface in the bearingcontact area due to an oxidative chemical reaction that is accelerated in the presence of moisture contamination and heat. This corrosive wear—also known as acidic pitting—is caused when a lubricant becomes moisturecontaminated or additive-depleted, or by one that contains no corrosion-inhibitor additive. LMT Ken Bannister is a certified Maintenance and Lubrication Management Consultant with ENGTECH Industries, Inc., and author of the Machinery’s Handbook lubrication chapters, and the Lubrication for Industry text recognized as part of the ICML and ISO Domain of Knowledge. He teaches numerous preparatory training courses for ICML MLT/ MLA and ISO LCAT certifications. Telephone: (519) 469-9173; or email: kbannister@engtechindustries.com. Formore moreinfo, info,enter enter 68 04 at For at www.LMTfreeinfo.com www.LMTfreeinfo.com MAY/JUNE 2013

Why would you need to use any other lab? Integrity

vice Customer Ser

Dedication

Systems Contact Herguth Laboratories, Inc. today to find out what sets us apart.

Technical A b

ility

1-800-OIL-LABS • www.herguth.com For more info, enter 67 at www.LMTfreeinfo.com www.LMTinfo.com | 23

END-USER Q & A

Redefining Print With Industry Leader Quad/Graphics

Jane Alexander, Editor

s a global provider of print and multichannel solutions, Quad/Graphics depends on the reliability of its equipment and facilities to stay ahead of the curve. Founded in 1971, the company currently provides solutions for consumer magazines such as Time and Sports Illustrated, special-interest publications, retail inserts/ circulars, direct mail, books, directories and commercial and specialty products. Through more than 50 print-production facilities on three continents, it also supplies media solutions that include creative digital imaging, video, photography and response-data analytics services. With annual revenues of more than $4B, Quad/Graphics clearly recognizes what it takes to stay ahead of the competition. To better understand what keeps this industry leader on top, we caught up with its Predictive Technologies Manager, Dean Schill.

24 | LUBRICATION MANAGEMENT & TECHNOLOGY

MAY/JUNE 2013

END-USER Q & A

LMT: How have recent changes in the printing industry redefined Quad/Graphics’ offerings to its customers?

LMT: Today, what do you think Quad/Graphics is best known for?

SCHILL: Over the last few years, the publishing industry has gone through many changes. Our customers no longer focus solely on print media, but increasingly on digital media. In such a competitive business, to remain successful, we must evolve with our customers and provide the technology to get them where they need to be. One way we’ve been able to do this is through our advanced machinery, which streamlines services and delivers more efficient results to our customers. By customizing some of our equipment in-house, we can better focus on what our customers need to be more successful in today’s media environment. With improvements, both from a production and quality standpoint, we’ve put ourselves in a position to be more tech savvy and efficient. For example, by designing a machine that's capable of monitoring everything from vibrations to temperature (see photo), we can be a step ahead of any potential issues and drive productivity, reduced costs and better quality in less time.

SCHILL: I would say Quad/Graphics is really best known for being innovative and very progressive because of our commitment to stay at the leading edge of technology developments. As a printing innovator, we have an extremely soph-isticated IT department; and, as I’ve mentioned, we design and manufacture some of our own equipment in-house, which is also unusual compared to the industry “norm.”

LMT: As a firm proudly committed to its core values, most of which trace their roots to late company founder Harry V. Quadracci, how would you say Quad/Graphics is the same today as it was when you began your career? SCHILL: Our founder, the late Harry V. Quadracci, always said, “I don't think there's any right way or wrong way to run a business, but if there's a monument to be made, it’s the values that are instilled in the business, and hopefully those values will live long after me.”And they have. I’m proud to say our core values haven’t changed much at all since I started my 29-year career, and it’s those values that drive the organization forward. Together as a company we “grow,” “believe in people,” “do the right thing,” “trust in trust” and, of course, “have fun.” We also encourage innovation, and have worked toward developing the best possible operating procedures and have standardized those procedures throughout the company. We continually seek to find the best possible ways to maintain equipment and spread our processes throughout the company.

LMT: Since Quad/Graphics designs and maintains much of its own equipment, I assume having a proactive equipment maintenance plan is a top priority? SCHILL: It sure is. We pride ourselves on our high efficiency and productivity—a lot of which comes from the performance and durability of our machinery. That’s why we put such great emphasis on choosing the right lubricants. For much of our equipment, we use ExxonMobil’s range of Mobil SHC™ synthetic lubricants. After switching from conventional mineral lubricants, we found that using synthetic oils and greases helps deliver significant financial and operational benefits, like improved equipment performance and durability, and longer oil-drain intervals. The longer oil-drain intervals you get from synthetics means less time that personnel need to spend on oil changeouts and less exposure to equipment—both of which are definite safety benefits. Also, from an environmental-care perspective, the longer drain intervals we get from the Mobil SHC synthetics that we use helps reduce oil consumption and minimize oil disposal costs. Today we rely on Mobil SHC™ Polyrex™ 221, a synthetic grease that was designed for us by ExxonMobil. We use it in our gravure printing presses because it delivers excellent pumpability and outstanding oil-separation control under pressure, which helps us ensure equipment performance and durability. Additionally, we use Mobil SHC™ 600 gear and circulating oils in our printing presses and Mobil Rarus SHC™ 1020 in our air compressors. LMT For more info, enter 05 at www.LMTfreeinfo.com

MAY/JUNE 2013

www.LMTinfo.com | 25

2012 INNOVATOR

GRAND-PRIZE WINNER:

CHAD ERICKSON WaveOn Technologies, Inc., Osceola, WI

Our grand-prize-winning “2012 Maintenance & Reliability Innovator” received a “grand slam” vote from the judging panel and is truly worthy of this year’s top award. Leading a WaveOn Technologies team that included Charles Miller, CTO, and Suman Minnaganti, Project Manager, Chad Erickson submitted “Lubricheck,” a unique, handheld “first alert” oil-condition testing device. The heart of the Lubricheck unit is a battery-operated sensor that sets up an electrical excitation field that changes in a known manner when a fluid, such as oil, is placed on the sensor pad. When oil becomes oxidized, it also becomes acidic and will affect the electrical field differently than new oil. Lubricheck’s electronics will interpret such changes and display them through a series of 10 LED lights that light up GREEN when an oil tests OK, or AMBER or RED when it doesn’t (depending on the severity of condition problems and the urgency of a changeout).

Presented By

While Lubricheck is primarily designed for fleets and can be switched to analyze diesel or gas engine oils, it can be used with most lubricating oils.

Applied Technology Publications