TRIBOLOGY & LUBRICATION TECHNOLOGY Oct 2016

TLT
T R I B O LO G Y &
LU B R I C AT I O N
T E C H N O LO G Y
13 YEARS
of publishing excellence
SYSTEMS, STRATEGIES & RESEARCH FOR LUBRICATION PROFESSIONALS
AN
PUBLICATION | OCTOBER 2016
Calcium Sulfonate
Complex Greases
Composition
Classications
Test procedures
Additives
An in-depth look at lubrications unsung hero.
The Theory of
Everything
Osbourne Reynolds
amazing number
Success at 200 mph
The tribology of
stock car engines
Presidents Report
Tribology and a
sustainable ecology
The Shear Truth
about ZDDP
A more rational
design for additives
Special STEM Report
Reaching a new
generation of
tribologists
Digital TLT: Sponsored this month by Pilot Chemical Co. at www.stle.org.
15
N
IO
IS
S
V R E
E O X
R F O
S D RB
N E
E V A
M O GE
IE PR R
S P E
W A ND
O
E
N
L
F
INTRODUCING
GEAR
RUST, DUST, DEBRIS - WHEN LUBRICANT FILM FAILS,

METAL TOUCHES METAL, BEARINGS SCRATCH,
GEAR TEETH SCORE AND GEARBOXES DIE.
IN A WORLD WHERE INDUSTRIAL GEAR BOXES ARE INCREASING IN POWER DENSITY, PROTECTION TECHNOLOGY IS CRUCIAL
FOR EXTENDING GEARBOX LIFE AND OIL DRAIN INTERVALS WHILE REDUCING OPERATING COSTS.
INDUSTRIAL GEAR MICROBOTZ DEFEND GEARBOXES WITH A PROTECTIVE SHIELD.
AND, AS OEMS INTRODUCE NEW, MORE DEMANDING SPECIFICATIONS, AFTONS GEAR TECHNOLOGIES RISE TO THE CHALLENGE.
HITEC 307 AND HITEC 352 PERFORMANCE ADDITIVES DELIVER EXCELLENT CLEAN GEAR PERFORMANCE; SUPERIOR COMPATIBILITY
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AS THE WORKING ENVIRONMENT GETS TOUGHER, THE INDUSTRIAL MICROBOTZ GEAR UP FOR PROTECTION
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AFTON, HiTEC, MicrobotzTM and Passion for Solutions are trademarks owned by Afton Chemical Corporation.
Passion for Solutions is a registered trademark in the United States.
Contents
TLT / OCTOBER 2016 / VOLUME 72 / NO. 10
20
26
44
FEATURES
INDUSTRY RELATIONS
20 MINUTES WITH
20
Tim Walker
42
UNISTs senior vice president

examines the pros and cons of
minimum quantity lubrication
and ood coolants.
LOCAL SECTION REPORT
Breaking bubbles
and barriers
50
A recent research project on

foam control highlights the
benets of industry-collegiate
partnerships.
By Rachel Fowler
How STLEs Small Section of the

Year partnered with a corporate
member and others to run a
STEM Camp for Ohio high school
students.
By Dr. Ashlie Martini
By Kuldeep Mistry and

Rohit Voothaluru
LUBRICATION FUNDAMENTALS
26
20 MINUTES WITH
The Theory of Everything

Osbourne Reynolds 113-year-old
equation not only solves physics
puzzles, it allows for many
wonders of our modern world.
By Dr. Robert M. Gresham
44
Joe Berquist
Quakers vice president and
managing director-North
America organizes partnerships
with local school districts to
educate students about STEM.
By Karl Phipps
WEBINARS
28
Calcium sulfonate
complex greases
Chemtura technology manager
Wayne Mackwood examines
greases chemical composition,
classications, test procedures
and additive packages.
20 Minutes with STLE

Canton Section
PEER-REVIEWED PAPER (EDITORS CHOICE)
56
Monitoring of Wind Turbine

Gearbox Condition through
Oil and Wear Debris
Analysis: A Full-Scale
Testing Perspective
By Shuangwen Sheng
28
By Debbie Sniderman
W W W. ST L E .O RG
T R I B O LO GY & LU B R I CAT I O N T EC H N O LO GY
OCTOBER 2016
Contents
DEPARTMENTS
10
EDITOR
Evan Zabawski, CLS
TestOil
Calgary, Alberta, Canada
ezabawski@testoil.com
Tech Beat
Tribocatalysis: a new extreme
pressure lubrication approach;
nanocars: moving toward use in
ambient conditions; potential
trade-off between fuel economy
and particulate emissions.
PUBLISHER/
EDITOR-IN-CHIEF
Thomas T. Astrene
tastrene@stle.org
ASSOCIATE EDITOR
Rachel Fowler
rfowler@stle.org
By Dr. Neil Canter
80
This months newsmakers

include Fuchs Lubricants Co.,
ASTM International, Sea-Land
Chemical Co., Chemtura Corp.
and more.
88
104
Newsmakers
COLUMNS
4
Sounding Board
How will oil analysis change ve
years from now?
Presidents Report
Tribology and a sustainable
ecology
From the Editor
Copper-bottomed guarantee
94
Advertisers Index
96
Resources
Keep up to date with the latest
technical literature available in
print and online.
Headquarters Report
Boards that deliver
102 Cutting Edge

The shear truth about ZDDP
104 Automotive Tribology

These motors are anything
but stock
CIRCULATION
COORDINATORS
Myrna Scott
Judy Enblom
(847) 825-5536
Can Stock Photo Inc. / johnnorth
Hurricane Season
Front cover image courtesy of Chemtura Corp.

Copyright 2016 Society of Tribologists and Lubrication Engineers. All Rights Reserved.
TLT magazine is owned and published in print and electronically by the Society of Tribologists and Lubrication Engineers (STLE).
The views set forth in this magazine are those of the authors and not necessarily the views of STLE. Material from TLT magazine
may be reproduced only with written permission from STLE. TLT magazine assumes no liability or responsibility for any
inaccurate, delayed or incomplete information. For more information, contact us at TLT@stle.org.
Subscription and Single Copies: Current volume single copies are $25 (not including shipping and handling). Annual subscription
rate is $225/U.S., $290/international. Prepayment is required before subscription is started. Remittances from foreign countries
must be by international money order or bank draft drawn on U.S. bank.
OCTOBER 2016
CONTRIBUTING EDITORS
Stuart F. Brown
Dr. Neil Canter
Dr. Robert M. Gresham
Dr. Nancy McGuire
Debbie Sniderman
ADVERTISING SALES
Tracy Nicholas VanEe
Phone: (630) 922-3459
Fax: (630) 904-4563
tnicholas@stle.org
DESIGN/PRODUCTION
Joe Ruck
TECHNICAL EDITORS
Patrick Brutto
ANGUS Chemical Co.
Buffalo Grove, Illinois
Michael N. Kotzalas
The Timken Co.
North Canton, Ohio
Vincent Gatto
Vanderbilt Chemicals, LLC
Norwalk, Connecticut
Dr. Anoop Kumar

Royal Manufacturing Co.
Tulsa, Oklahoma
David B. Gray
Evonik Oil Additives
Horsham, Pennsylvania
Shawn McCarthy
Ocean State Oil, Inc.
Riverside, Rhode Island
Dr. Martin Greaves

The Dow Chemical Co.
Horgen, Switzerland
Michael D. Holloway
ALS Tribology
Highland Village, Texas
Tyler Housel
INOLEX, Inc.
Philadelphia, Pennsylvania
Dr. Robert Jackson
Auburn University
Auburn, Alabama
This Months Factoids:
SENIOR FEATURE WRITER

Jeanna Van Rensselar
Dr. Mary Moon

Presque Isle
Innovations, LLC
Yardley, Pennsylvania
William Nehart
Calumet Specialty
Products Partners, L.P.
Apple Valley, Minnesota
Jason Papacek
POLARIS Laboratories
Indianapolis, Indiana
Dr. Zulqar Khan

Bournemouth University
Poole, Dorset,
United Kingdom
Dr. Mehdi Shaei

Novelis Global Research
& Technology Center
Kennesaw, Georgia
Dr. Kook-Wha Koh

Chrysan Industries, Inc.
Plymouth, Michigan
Paula Vettel
Novvi, LLC
Emeryville, California
Andras Korenyi-Both
Tribologix, Inc.
Golden, Colorado
Jeff Walkup
Gram & Juhl
Englewood, Colorado
TRIBOLOGY AND LUBRICATION TECHNOLOGY (USPS 865740)

Vol. 72, Number 10, (ISSN-1545-858), is published monthly
by the Society of Tribologists and Lubrication Engineers,
840 Busse Hwy, Park Ridge, IL 60068-2376. Periodicals
Postage is Paid at Park Ridge, IL and at additional mailing
ofces. POSTMASTER: Send address changes to Tribology
and Lubrication Technology, 840 Busse Hwy, Park Ridge,
IL 60068-2376.
W W W. ST L E .O RG
PRESIDENTS REPORT
Dr. Ali Erdemir
Slowing climate change

will take a worldwide and
multidisciplined effort. Heres
how our science is helping.
ECOLOGICALLY, WE LIVE IN A VERY DIVERSE
YET DELICATE PLANET where life has existed
for millions of years. For all these years, our
planet has been very generous to its residents,
especially us, the human kind, who enjoyed the
bounties of its goodness for many millennia
without tipping the ecological balance.
With the start of the Industrial Revolution in the mid-1800s, however, things started to change. Increased uses of coal and
other fossil fuels needed to propel our increasingly mobile and highly mechanical
lifestyle came with a terrible price: emission
and accumulation of CO2 into the atmosphere
that surrounds our planet. With increasing
mobility, industrial activity and population
growth, CO2 emission skyrocketed in recent
decades and ultimately gave rise to the
much talked about climate change or disruptions of today.
So us, the human kind, is to blame for tipping the delicate balance of our ecosystem
and impacting the livelihood of all living species in this planet. The big question that everyone has lately been wondering is: How can
we slow down or reverse this trend and hopefully halt climate change? Under the auspices
of the United Nations, world leaders have
been holding high-level talks since the early
1990s to nd an answer. These talks led to a
major climate summit in Kyoto-Japan in 1997
and culminated in a protocol toward curbing
greenhouse gas (GHG) emissions.
1
The most recent summit was held in Paris with

the participation of nearly 200
countries and resulted in a historical
agreement for more seriously dealing with
GHG. One of the major cornerstones of this
agreement was to keep the global mean temperature increase below 2 C above pre-industrial times and more preferably keep it at a
level of 1.5 C. Considering the fact that we are
already halfway there to almost 1 C above mean
temperature, it will take some very dramatic
measures to meet these targets.
Well, how does tribology play into all this?
From the terms of the Paris treaty, it was very
clear that we must develop and implement
new societal and industrial practices that can
save energy, protect the environment and
increase renewable energy resources like
wind, solar and so on. There is no question
that we owe our modern lifestyle to many
modern machines and vehicles with myriad
moving parts. Thanks to the advanced tribological principles and very effective lubricants, these machines function incredibly well
(think of the cars that we drive every day).
Yet, despite the great advances we have
made so far, energy and material losses due
to friction and wear in these mechanical systems still account for huge economic and
environmental burdens. Approximately a third
of the worlds primary energy consumption is
attributed to friction; in addition, about 70%
Szeri, Andras Z., ed. (1980), Tribology: Friction, lubrication, and wear. McGraw-Hill.
Even minor
improvements in
the friction and
wear of machine
components can
save enormous
amounts of energy,
reduce emissions
and increase
reliability.
of the eventual equipment failures is blamed

on wear and tear.1 It is quite clear that even a
very minor improvement in the friction and
wear of machine components can ultimately
save enormous amounts of energy, reduce
emissions and increase reliability, all of which
ultimately benet society.
Among all known planets in our solar system and beyond, ours is the only one where
life has existed for so long. The big question
is: How long can we keep it that way? There is
no doubt that our dependence on modern
machines that propel our modern lifestyle will
continue to increase in coming years. However, while embracing such an increasingly
more mobile and mechanical world, we must
remember to ensure that these machines are
very efcient, durable and green.
Thanks to many dedicated scientists, engineers and specialists in our tribology eld,
we can proudly say that we are doing our part
and ready to play a more proactive role in
paving the way for a sustainable ecology.
Ali Erdemir is a Distinguished

Fellow at Argonne National
Laboratory in Lemont, Ill.
You can reach him at
erdemir@anl.gov.
The word hurricane comes from the Taino Native American word hurucane, which means evil spirit of the wind.
Can Stock Photo Inc. / arquiplay77
Tribology and
a sustainable
ecology
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FROM THE EDITOR

Evan Zabawski
Copper-bottomed guarantee
An idiom with ties to friction reduction.
Photo courtesy of Paul Revere Life Insurance Co. / USS Constitution Museum Collection 282.2a.
ing by listing the coefcient

A COPPER-BOTTOMED GUARof resistance for various maANTEE is one of the highest
terials. A smooth sawn plank
caliber; however, the term copyielded a coefcient of 0.016,
per-bottomed often conjures
whereas clean copper was
images of cookware rather than
0.007. For perspective, iron
its actual reference to wooden
skin was 0.014 and would drop
sailing ships. The origin of the
to 0.010 with smooth paint, and
term relates to efforts to exa moderately fouled surface
tend hull life, which indirectly
would be 0.019 and barnacled
decreased friction yielding
would be 0.065.
faster ships.
Once a suitable copper/
Before the 19th Century
zinc
alloy was developed for
ship hulls were typically conhull bolts in December 1783, the
structed of white oak, and
Royal Navy began re-bolting all
their greatest natural foe was
Describing a ship as both copper-bottomed and copper-fastened
ships and putting an end to
the teredo worm. The teredo
was a compliment of the highest order and indicated she was
corrosion problems, though it
worm earned its nickname
properly equipped.
would take until August 1786 to
shipworm due to its resemcomplete. Therefore, describing
blance to a worm and its proa ship as both copper-bottomed and copperIndies it was observed to be free from fouling
clivity to bore through hulls, but in actuality it
fastened was a compliment of the highest orand worm damage.
is a bivalve mollusk with familial ties to clams.
der and indicated she was properly equipped
The success was short-lived, for it was
Other underwater adversaries are weeds and
and built to last. This is attested by the USS
discovered that the copper bolts used to
barnacles, which attach to hulls in such great
Constitution, launched in 1797, which remains
attach the sheathing reacted with the iron
numbers as to noticeably affect their speed.
aoat in Boston, Massachusetts; although it
bolts
used
on
the
hull,
and
the
Alarms
copA common method for dealing with shiphas been re-coppered at least 12 times since
per was removed completely in 1766. The fact
worms was to employ a layer of thin, expendthe rst ret in 1803 when Paul Revere prothat two dissimilar metals in seawater would
able wood sheathing. This non-structural layer
vided the copper sheets.
form a galvanic cell where the most oxydizcould easily be replaced in dry dock, but it ofThese once literal expressions have now
able
metal,
in
this
case
iron,
would
corrode
fered no protection from barnacles and other
become gurative expressions; the Oxford
rapidly was not known at the time. Woe be
marine growth. The ancient Romans had used
English Dictionary denes copper-bottomed
the mariner who used iron nails to attach the
lead sheathing, but this practice was forgotas thoroughly reliable; certain not to fail.
copper sheets; they would see the nails corten during the middle ages until it returned
Copper-fastened is dened differently by the
rode and the sheets lost.
briey during the early 16th Century in Spain
Dictionary of Newfoundland English of 1980
The Royal Navy decided to copper sheath
and again in the 17th Century in England. It
as to reach a clear and rm understanding
its entire eet during the American Revoluwas abandoned after it was discovered the
or agreement without loop-holes or ambigutionary War, which allowed their ships to stay
lead would corrode rudder-irons faster than
ity. Alas, the friction reducing aspect never
at sea longer without the need for cleaning
wooden-sheathed or even non-sheathed ships.
gained traction!
or repairs. The ships increased speed and
In 1708 Charles Perry proposed copper
maneuverability were also noted, and as
sheathing, but it was rejected as it was viewed
they also entered war with France, Spain and
as both cost prohibitive and high maintethe Netherlands, any and all advantages were
nance. In 1759 the Royal Navy experimented
Evan Zabawski, CLS, is the
exploited, even if at the expense of corroded
by copper sheathing the false keel of the HMS
senior technical advisor for
hull bolts.
Invincible and then fully sheathing the HMS
TestOil in Calgary, Alberta,
A paper published in 1900 described just
Alarm in 1761. When the Alarm returned to
Canada. You can reach him at
how benecial copper sheathing was to sailEngland after two years of sailing in the West
ezabawski@testoil.com.
6 Hurricanes are large, spiraling tropical storms that can pack wind speeds of over 160 mph and unleash more than 2.4 trillion gallons of rain a day.
Fresh air.
Whatever clean technologies the future brings, lubricants will

continue to play a key role. For innovative industrial lubricants
that extend service life and enhance performance, look to
lubricants formulated with NUFLUX technology from Evonik.
Aim high Let it ow.
To learn more,
scan the QR code or visit
evonik.com/oil-additives.
HEADQUARTERS REPORT
Edward P. Salek, CAE / Executive Director
Connect. Learn. Achieve.
Boards that deliver
STLE STRATEGIC PLAN
2016
www.stle.org
STLEs strategic planning process

is making the organization more
valuable and relevant.
SOMETIMES COLUMN IDEAS COME FROM UNEXPECTED SOURCES.
This one jumped out at me when I spotted the book Boards That Deliver
on my ofce bookshelf. It was written in 2005 by Ram Charan, a worldrenowned business advisor, author and speaker who has authored 15
books that have sold more than two million copies. Charans book made
a lasting impact on my thinking about the powerful role of an effective
board of directors.
The theme of the book, in a nutshell, is that a board of directors can
and should be a competitive advantage for every company and organization. Seeing it reminded me that the STLE board has strived to meet
this high standard during the past three years. The STLE community
deserves to know more about how our board members have worked to
craft a strategic planning process that is making the organization more
effective and valuable.
In 2013 board members worked with senior staff and a planning
consultant to create and adopt a three-year strategic plan that would
dene our goals and guide the organization. Since that time, the plan
has helped us deliver on STLEs value proposition: Connect. Learn.
Achieve. Having a plan isnt new for STLE. The rigor of developing a
planning process is where the leap forward occurred. We have become
a stronger organization guided by a strategic board.
The plan is centered on four strategic goals with multiple project
initiatives within each area. Here is a summary of the plans focus areas
and the issues or problems they address.
1. Improve Expertise of Technical Professionals. Workforce training
and development issues were identied as a major concern among
STLE members and their employers.
2. Advance Innovation in Tribology and Lubrication Engineering.
Research in tribology and lubricant technology can help solve
global technical, social and economic problems.
3. Be a Global Advocate for Tribology and Lubrication Engineering.
Lack of awareness of tribology and its potential benets limits support for research funding and discourages top students from entering the eld.
4. Operate Using Best Practices in Association Governance and
Management. In a rapidly changing world, staying focused on what
is crucial to members and the profession is difcult without a strategic planning process.
8
An update on STLEs strategic plan is accessible at www.stle.org.
Strategic Goal 1 stems from membership research that identied the

need for more accessible educational resources to benet employees
and employers alike. STLE is dedicated to providing such resources and
has launched a project known as Education 2.0. The rst part of Education 2.0, and a signature accomplishment of the plan to date, was identifying the technical areas where a lubrication industry professional
needs knowledge. Having established whats known as a Body of Knowledge, STLE can now can dene what it means to be a tribology and lubricants industry technical professional.
A top future priority is the development of an education program
based on the Body of Knowledge for two major vocational segments (lubrication specialist and oil analyst). We will be reorganizing our online
offerings (currently an assortment of content areas called STLE University) and rebranding them as STLE Education, an integrated program of
content that is more focused, easier to search and access and which assists in the professional development of industry professionals.
Plans also include further leveraging of STLEs Website and mobile
technology to support education, global outreach to distribute knowledge and content to a wider audience and an expansion of certication
programs.
Details on the education program, as well as the three other strategic goals, were presented in a Strategic Plan Report that was mailed
to members earlier this year. It explains how the original three-year plan
now is forming the basis for an evergreen planning process that includes
continuous surveillance of industry trends and member needs. The plan
is refreshed and modied or expanded as needed. A copy of that report
is now posted on www.stle.org.
The November and December installments of this column will highlight activity in the three other strategic plan goals. We are condent
these initiatives, in combination with the education activity described
this month, will provide momentum as STLE heads toward its 75th
anniversary in 2020.
You can reach Certied Association Executive Ed Salek at

esalek@stle.org.
A tropical storm is classied as a hurricane once winds go up to 74 mph or higher.
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All trademarks used herein are trademarks or registered trademarks of Exxon Mobil Corporation or one of its affiliates unless otherwise noted.
TECH BEAT
Dr. Neil Canter / Contributing Editor
Tribocatalysis: A new extreme pressure

lubrication approach
New research represents a promising alternative to formulating
lubricants with conventional extreme pressure additives.
THE EFFORT CONTINUES TO DEVELOP
LUBRICANTS that can exhibit low coefcient of friction and low wear characteristics under stressful operating
conditions for long operating periods.
But the question is now being raised
about whether there are any new technologies available to further improve
the performance of the lubricant.
Dr. Ali Erdemir, STLE Fellow and a
Distinguished Fellow at Argonne National Laboratory near Chicago, says,
Over the past century, lubricant scientists have made tremendous progress in
improving the quality and durability of
formulated oils and greases. But a limit
KEY CONCEPTS
A new approach to extreme
t eme
pressure lubrication
lubricatio has been
developed through
through the use of
trib
tribocatalysis.
alysis.
Under severe operating
conditions, a nanocoating
containing
ntai ng a catalyst
y based
b d on
o
a transition
t
on metal facilitates
t e in-situ conversion of a
the
lubrica t base
lubricant
base oil to
to form
a tribolm
t bboolm containing
tr
t ning
amorphous carbon species.
The
he tribolm demonstrates
d mo t t s
superior reductions in coefcooefcient of friction
fr ction and wear.
10
on how much more improvement can

be gained from developing new lubricants in this traditional manner may
have been reached.
Erdemir and his colleagues feel
that there must be an alternative way
to manipulate lubricant molecules to
transform them into carbon-based species such as diamond or diamond-like
carbon (DLC) species, which have
demonstrated a signicant reduction in
coefcient of friction. A past TLT article discusses the interaction of a DLCcoated surface with a graphene-coated
surface.1 Computer simulations conducted by Argonne researchers showed
evidence of superlubricity for the rst
time at the macroscale. Superlubricity
occurs when the coefcient of friction
drops below 0.005.
Erdemir believes that a logical strategy is to see what can be done to nd a
suitable catalyst for facilitating the conversion of lubricant molecules to diamond and DLC. He says, Of particular
interest to us is how to tap into the base
oil side, which constitutes approximately 70%-90% of most lubricants.
Most base oils are based on hydrocarbon molecules, which is leading us to
identify catalysts that can effectively
convert them into carbon species.
One catalyst type that is frequently
used with hydrocarbons is transition
metals such as cobalt, molybdenum,
nickel, tungsten and vanadium. They
are used in such applications as base
oil processing.
Erdemir and his colleagues are
now reporting that a catalyst system
has been developed that will convert

lubricants to amorphous carbon species under extreme pressure lubrication conditions in a process known as
tribocatalysis.
ULTRADURABLE,
SELF-LUBRICATING TRIBOFILM
The researchers discovered the concept of tribocatalysis through evaluation of a martensitic chrome steel alloy
(AISI 52100 steel) coated with a material based on molybdenum nitride and
copper (used as a catalyst) in the commonly used ball-on-disk test. The disks
and balls used in the test are evaluated
in pure PAO 10 and also with a fully
We wanted to see how the

nanocoating interacted
with a fully formulated
engine oil.
formulated 5W-30 synthetic passenger
car engine oil.
Erdemir says, We determined the
coefcient of friction and total volumetric wear during a 10-hour test
period, which is used to evaluate the
durability of the nanocoating. PAO is
selected because it is the premier synthetic base oil chemistry used by the lubricant industry. We also wanted to see
how the nanocoating interacted with a
fully formulated engine oil.
The coefcient of friction for the
Water must be a certain depth for hurricanes to form, at least 200 feet (60 m). Additionally, the water must be warm, over 80 F (27 C).
nanocoated ball and disk

alternative extreme presin PAO 10 remained consure additive in-situ.
stant at 0.08. In contrast,
At a time when sevthe coefcient of friction
eral currently used exfor the untreated ball and
treme pressure additive
disk in PAO 10 uctuated
chemistries have come
between 0.02 and 0.12
under regulatory scruduring the test. The value
tiny, the research nding
found in the fully formurepresents a promising
lated engine oil is 0.1.
alternative to formulating
The total volumetric
lubricants with convenwear value for the nanotional extreme pressure
coated ball and disk in
additives. Erdemir says,
PAO 10, 7.35 x 10-15 m3
Our approach has a good
compares favorably to the
deal of exibility because
values obtained with the
we can design the coating
untreated ball and disk
and the catalyst based on
in PAO 10 (1.34 x 10-12
the requirements of the
3
m ) and in the fully forapplication. In the future,
mulated engine oil (1.26
we believe that a different
x 10-13 m3).
catalyst besides copper
Figure 1 | The formation of an amorphous carbon tribolm from the
Spectroscopic analyshould be used and have
reaction of a lubricant base oil with a transition metal catalyst repsis of a thin tribolm defound nickel to be very
resents a new way to produce an extreme pressure additive in-situ.
tected by the researchers
promising.
(Figure courtesy of Argonne National Laboratory.)
on the nanocoated ball
The nanocoating iniafter the tests with PAO
tially used displays a
10 and the fully formulated engine oil
tually released through a dehydrogenathickness of 600 nanometers. Erdemir
indicates that the main component is
tion process and carbon-carbon backsays, We prefer the coating to have a
amorphous carbon with high sp2 bondbone bonds split at the same time to
thickness of three to ve microns but
ing. This is a signicant nding beform shorter amorphous carbon fragrealize that economics may preclude a
cause the past work on superlubricity
ments. The net result is the preparation
larger thickness.
showed that a carbon lm responsible
of an amorphous carbon-based triboResearchers will continue to evalufor the low coefcient of friction exhiblm that is consistently regenerated
ate how the formation of the tribolm
its a similar structure.
under the experimental conditions.
affects the performance of used lubriErdemir says, The tribolm formed
This feature means that the tribolm
cants. The hope is that it will not only
from the nanocoating in PAO 10 and the
is ultradurable, self-healing and selfextend lubricating operating life but
fully formulated engine oil is also delubricating.
improve performance.
tected with all of the other mineral oil
Figure 1 shows the formation of the
Additional information can be
base stocks available to the lubricant inamorphous carbon tribolm between
found in a recent article2 or by contactdustry, natural gas and with ester-based
ing Greg Cunningham, public informathe two sliding metal layers.
vegetable oils such as soybean oil.
tion ofcer at Argonne at gcunningham@
Sankaranarayanan conducted his
Erdemirs colleague, Dr. Subramaanl.gov.
work at elevated temperatures typical
nian Sankaranarayanan, computational
of those in tribological environments.
nanoscientist at Argonne, conducted a
He says, We did not see any reaction
REFERENCES
theoretical analysis to understand the
taking place at 600 K. The conversion
1. Canter, N. (2015), Superlubricmechanism for the formation of the triof the lubricant base oil molecules to
ity: Seen at the macroscale for the
bolm. He says, The simulation modthe amorphous carbon tribolm was
rst time, TLT, 71 (10), pp.
eling provides a good picture of what is
only seen at elevated temperatures such
10-11.
occurring at the atomic level.
as 1,000 K.
2. Erdemir, A., Ramirez, G.,
Under the severe extreme pressure
The phenomenon discovered by
Eryilmaz, O., Narayanan, B., Liao,
conditions created as the ball and disk
the researchers is very similar to how
Y., Kamath, G. and Sankaranarayslide against each other, the hydrocarextreme pressure additives formulated
anan, S. (2016), Carbon-based
bons in the base oil are converted into
into lubricants becoming activated.
tribolms from lubricating oils,
a hydrogenated amorphous carbon by
Erdemir says, Tribocatalysis uses the
Nature, 536 (7614), pp. 67-71.
the copper catalyst. Hydrogen is evenmolecules of the base oil to form an
W W W. ST L E .O RG
OCTOBER 2016
11
TECH BEAT
Nanocars: Moving toward use

in ambient conditions
Researchers are guring out how to design nanocars
that can overcome sticky spots and other barriers.
ONE OF THE LONG-TERM OBJECTIVES IN

DEVELOPING microelectromechanical
systems (MEMS) is to transport specic molecules to particular locations.
This approach led to the development
of nanocars more than 10 years ago.
A TLT article published in 2006 details some of the initial work done in
the preparation of a motorized nanocar.1 The nanocar is a complex mol-
KEY CONCEPTS
The
hee focus of ongoing
ong i g research
to develop nanocars now
now has
t e objective of determining
the
how they
th y can operate
op te under
u de
ambient conditions.
Confocal
a single molecule
mole
l cule
u
uoresce e microscopyy can
uorescence
t k nanocars ass they move
track
across a clean glass surface or
a polyethylene
polyethyl e glycol modied
modi d
glass surface.
surfac .
The reason that most of the
thh
nanocars stopped moving
after 24 hours is due to
t e accumulation of
the
hydrocarbon-likee contaminants
on the glass
glas surface.
12
ecule that is 3-by-4 nanometers in size

says, This setup is not a realistic way
and has two key components essential
to enable nanocars to operate under
in facilitating motion. Alkynyl groups
ambient conditions. We decided to
are used to prepare the
move to a hydrophilic
vehicles axles because
glass surface or a glass
they enable the axles to
surface further modiMonitoring of
freely spin at room temed with polyethylene
nanomaterials is
perature. The other comglycol, which is known
ponent is what functionto be non-sticky.
harder than
ality to use in preparing
The next material
synthesizing
the nanocars wheels.
used in preparing nanoJames Tour, T.T. and
car wheels was parathem.
W.F. Chao professor of
carborane. Improved
chemistry, professor of
movement on glass was
material science and nanoengineering
realized with 25% of the nanocars. Tour
and of computer science at Rice Unisays, But para-carborane wheels are
versity in Houston, says, We initially
too hydrophilic leading to hydrogen
started working with fullerene wheels.
bond interactions between the boronOur belief was that the spherical orienhydrogen bonds of the spherical paratation of the 60 carbon atom fullerene
carboranes and the hydrophilic surface
molecule should facilitate smooth rotathat either reduces motion or prevents
tion of the four wheels used.
the nanocar from moving at all.
However, problems were encounEventually, the researchers moved
tered when a motorized version of the
to using adamantane wheels. Adamannanocar was synthesized. A Feringa
tane is more hydrophobic leading to
motor was utilized because it can be
less interaction with the hydrophilic,
excited by light at a wavelength of 365
glass surface and better movement.
nanometers. Unfortunately, exposing
Tour says, Approximately 50% of the
the motorized nanocar to light did
nanocars equipped with adamantane
not lead to motion because the enwheels move because they do not stick
ergy transferred quickly to the fulleron the glass surface.
ene rings preventing the nanocar from
All of this initial work has been
moving.
done in a controlled, atmosphere enviInitial work was done on a gold
ronment where the nanocars are opersurface in ultrahigh vacuum using
ated under ideal conditions. To be usescanning tunnel microscopy (STM) to
ful, nanocars need to be adapted for use
monitor the nanocars progress. Tour
in ambient conditions.
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Tour says, The challenge we face

with operating nanocars in ambient
conditions is the presence of more
and more barriers that can prevent
them from moving. Nanocars will face
constant bombardment from different
types of molecules constantly dropping
on them. Many of these molecules are
the size of trees, relative to a car, making it very difcult for the nanocars to
negotiate their way through this potential obstacle course.
A second challenge involves how to
monitor the movement of the nanocars.
Tour says, Monitoring of nanomaterials is harder than synthesizing them.
STM is an excellent way for monitoring nanomaterials in a vacuum but
is ineffective in the presence of air. This
technique also emits energy inuencing
the movement of the nanocars. A new
way to track nanocars is needed and
has now been developed.
SMFM
Tour, Gufeng Wang, assistant professor
of analytical chemistry in the department of chemistry at North Carolina
State University in Raleigh, N.C., and
their colleagues have determined that
confocal single molecule uorescence
microscopy (SMFM) can be used to
track nanocars moving across a clean
glass surface or a polyethylene glycolmodied glass surface under ambient
conditions. Tour says, We placed a
uorescent marker on each nanocar
and used signals collected by the microscope to locate each nanocar.
In this study, the nanocars are allowed to undergo direct diffusion
across the hydrophilic glass surface. The
cars are not equipped with a motor.
Initially, an estimated 50% of the
nanocars are able to move across a
clean glass surface at an initial diffusion coefcient of 7.6 +/1.5 x 10-16
square meters per second. After 24
hours, the researchers determined that
approximately 5% of the nanocars are
still moving but the diffusion rate has
dropped to 1.8+/-0.4 x 10-16 square meters per second.
The track of a nanocar is shown in
Figure 2.
14
Figure 2 | The track of a nanocar across a hydrophilic glass surface

under ambient conditions is shown. (Figure courtesy of Rice University.)
The key factor slowing down the

nanocars over time is the accumulation
of molecules on the glass surface. Tour
says, An increase in the hydrophobic
nature of the surface due to the adsorption of hydrocarbon-like contaminants
from the air and also possibly the condensation of silanol groups on the glass
produces a surface that is more compatible with the hydrophobic adamantane
wheels leading to interactions slowing
down the nanocars.
The researchers hypothesize that
the slowing down of the nanocars is
due to a sticky-spots model characterized by the increase in the number of
locations on the surface where the adsorbed hydrocarbon contaminants form
sticky spots that either slow down the
nanocars or stop them permanently. A
uniform friction model also is proposed
that claims that a uniform force on the
surface is the direct cause of slowing
down the cars. This model is not favored because the researchers observe
that nanocar movement is reduced in
localized areas on the glass surface.
Tour says, Over the past years that
we have been building and studying
nanocars, we are making progress in
nding more effective ways to monitor
their movement and are getting closer
to our goal of having them move efciently on surfaces in ambient conditions.

The next step of the work is to
study motorized nanocars moving
across the hydrophilic glass surface.
Tour says, We are close to this goal
as we are now working on installing
light-powered motors that can move
at three million rotations per second,
giving them a good chance to overcome
the hydrophobic obstacles present on
the glass surface.
Additional information on these
new nanocar developments can be
found in a recent article2 or by contacting Tour at tour@rice.edu.
REFERENCES
1. Canter, N. (2006), Developing a
motorized nanocar, TLT, 62 (8),
pp. 10-12.
2. Chen, F., Lopez. V., Jin, T.,
Neupane, B., Chu, P., Tour. J. and
Wang, G. (2016), Moving
kinetics of nanocars with
hydrophobic wheels on solid
surfaces at ambient conditions,
Journal of Physical Chemistry C,
120 (20), pp. 10887-10894.
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TECH BEAT
Potential trade-off between fuel

economy and particulate emissions
Wider use of GDI engines to improve fuel economy may also
increase black carbon emissions.
THE IMPENDING NEW PASSENGER CAR
MOTOR OIL SPECIFICATION GF-6, due
to launch in 2018, requires engine oil
lubricants to help provide better fuel
economy. The U.S. government has a
corporate average fuel economy goal of
54.5 miles per gallon by 2025, which
is a considerable increase from the
estimated 2017 gure of 38 miles per
gallon.
Besides improving fuel economy,
another challenge facing the automotive industry has been to reduce emissions. This concern has been prevalent
with heavy-duty vehicles. As noted
KEY CO
CONCEPTS
C
S
Use of GDI engines
engi s is increasing
increa ing
as a way to improve
i prove fuel
economy while maintaining
performance in
in passenger cars.
A new study shows that a
trade-off exists in GDI engines
bbetwee
between
t n average
averagge fuel
fue economyy
improvements and black
blaackk
carbon emissions.
Two approaches under
unde study to
reduce black carbon emissions
iss the
thhe use
see of spray-guided
spra g ded
systems
y t s in GDI
GDI engines
gines andd
gasoline particulate
particulat lters.
16
OCTOBER 2016
in a previous TLT article, heavy-duty

vehicles may represent only 2% of the
vehicles operating in the U.S., but they
contribute 30% of the (NO)x and 50%60% of the particulate emissions.1
In the previous TLT article, a new
process for measuring heavy-duty vehicle emissions known as the On-Road
Heavy Duty Vehicle Emissions Monitoring System (OHMS) was described.
Testing done in two locations in the
state of California showed that heavyduty emissions are declining especially
for more recent models. In particular,
heavy-duty vehicles built since 2011
declined more than a factor of 30 as
compared to heavy-duty vehicles built
before 2007 due to the former having
diesel particulate lters.
The regulatory driver to improve
fuel economy has led the automotive
industry to introduce gasoline direct
injection engines (GDI) in place of
traditional port fuel injection (PFI) engines. This step when combined with
turbocharging also enables power to be
increased.
One concern that has surfaced is
whether the increasing use of GDI engines also lead to an increase in emissions. A particular issue is black carbon
emissions.
Dr. Naomi Zimmerman, postdoctoral research associate at Carnegie Mellon
University-Center for Atmospheric Particle Studies, says, GDI particle emissions contain a mixture of elemental
carbon (or black carbon) and organic
One idea is to utilize

spray-guided systems in
GDI engines to better
mix the fuel and air to
generate more efcient
combustion.
carbon species. The ratio of elemental
carbon to organic carbon species in
both gas direct injection and port fuel
injection engines ranges from 0.5 to 30,
based on a review of past literature.
Black carbon emissions have a negative impact on global warming. Zimmerman explains, Black carbon is a strong
absorber of sunlight, and it can also reduce surface reectivity when deposited
on snow and ice. It is well established
that an increase in black carbon emissions is linked to accelerated snow and
ice melting in colder climates.
In past work done at the University
of Toronto, Zimmerman noted that
black carbon emissions were higher in
real world studies of vehicles operating
with GDI as compared to PFI engines.
She says, The source of the higher
black carbon emissions in GDI engines
is attributed to the method used to inject fuel into the combustion chamber.
The wall-guided GDI approach (see
Figure 3B) leads to less time for the fuel
to mix with air and fuel can coat cylinder walls, which upon ignition proW W W. ST L E .O RG
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lubricant
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Figure 3 | Studies show that there may be a trade-off between fuel economy and carbon black emissions in wall-guided GDI engines (B). One
possible approach to reduce carbon black emissions is to use spray-guided GDI engines (A). Both GDI engine types display better fuel economy
than PFI engines (C). (Figure courtesy of the University of Toronto and Reprinted with permission from Zimmerman, N., Wang, J., Jeong, C., Wallace, J. and Evans, G. (2016), Assessing the Climate Trade-Offs of Gasoline Direct Injection Engines, Environmental Science & Technology, 50
(15), pp. 8385-8392, Copyright 2016, American Chemical Society.)
duces a higher concentration of carbon
black due to incomplete combustion in
fuel-rich regions.
Based on this information, Zimmerman and her past colleagues at the
University of Toronto, Greg Evans, professor in the department of chemical
engineering and applied chemistry and
director of the Southern Ontario Centre
for Atmospheric Aerosol Research and
James Wallace, professor of mechanical
engineering and director of the Engine
Research and Development Laboratory
compiled black carbon emissions coming from vehicles operating with GDI
and PFI engines and determined if the
increase in fuel economy realized from
GDI engines may also lead to an increase in black carbon emissions.
BREAK EVEN POINTS

Zimmerman and her colleagues analyzed data from published work and
past studies to determine that GDI
engines emit black carbon emissions
at a rate ranging from 0.18-15.9 milligrams per mile driven higher than PFI
engines. This result led the researchers
to examine what rate of fuel economy
improvement will be needed to offset
the potential increase in global warming induced by black carbon emissions.
Zimmerman says, We randomly
selected GDI and PFI black carbon
emission rates from available data and
calculated the difference 100,000 times
18
using a technique called Monte Carlo

simulations. This led to the production
of low, mean, high and extreme emissions scenarios. Our results indicate
that average fuel economy improvements between 0.14% and 14% are
needed to offset black carbon emissions
from vehicles operating with GDI engines.
Zimmerman notes that this wide
range of break-even points is due to a
high degree of uncertainty in this study.
Several approaches are under evaluation to determine how to reduce black
carbon emissions in GDI engines.
Zimmerman says, One idea is to
utilize spray-guided systems in GDI engines (see Figure 3A) to better mix the
fuel and air to generate more efcient
combustion. A second idea is to determine the benet of using gasoline particulate lters in much the same manner as they are used in diesel engines.
Two reasons why gasoline particulate lters are not favored is their
added cost and a small fuel economy
reduction that Zimmerman estimates
can range from negligible to 3.0%. The
type of fuel also is a factor in affecting
black carbon emissions. Zimmerman
says, Past studies have shown that the
aromatic content of the fuel can have a
signicant inuence.
As for what role the automotive engine oil plays in impacting carbon black
emissions, Zimmerman is uncertain.
She says, In all probability, the engine

oil is a factor in inuencing emissions,
but there are no published studies on
North American GDI vehicles to determine the importance of the lubricant.
Zimmerman believes that further
work is needed to evaluate different
types of fuels and more real-world
monitoring should also be done in various locations to develop more data.
Additional information can be
found in a recent article2 or by contacting Zimmerman at nzimmerm@andrew.
cmu.edu.
A hurricane can reach 40,000 to 50,000 feet into the sky.
REFERENCES
1. Canter, N. (2015), New method
for measuring heavy-duty vehicle
emissions, TLT, 71 (4), pp.
12-13.
2. Zimmerman, N., Wang, J., Jeong,
C., Wallace, J. and Evans, G.
(2016), Assessing the climate
trade-offs of gasoline direct
injection engines, Environmental
Science & Technology, 50 (15),
pp. 8385-8392.
Neil Canter heads his own

consulting company, Chemical
Solutions, in Willow Grove, Pa.
Ideas for Tech Beat can be
submitted to him at
neilcanter@comcast.net.
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built on a high level
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20 MINUTES WITH
Rachel Fowler / Associate Editor
Tim Walker
UNISTs senior vice president examines the pros and cons of
minimum quantity lubrication and ood coolants.
TIM WALKER The Quick File
TLT: Could you tell us the pros

and cons of a minimum quantity
lubrication (MQL) system versus
using ood coolants?
Walker: There are a number of advantages to MQL, and a couple of gotchas
to watch for, but it is helpful to rst
dene MQL.
At the highest level, it is an alternative means to ood cooling to control temperature during metal cutting.
Instead of using a stream of (mostly)
water to transfer the heat away, a comparatively small amount of lubricant is
applied to reduce the heat generated.
The MQL moniker does a good job of
capturing its two main differences from
ood cooling: minimum quantity and
lubrication.
Minimum quantity is a somewhat
fuzzy term, and there is not, to my
knowledge, an internationally recognized denition. However, the Germans
have established a good starting point
in DIN 69090, describing it as up to
50 mL/hour of lubricant and, in exceptional cases, up to 150 mL/hour. This is
in sharp contrast to the 30,000-60,000
mL/hour typically used when ooding.
This tremendous decrease in what is
usedoften so little you cannot see the
lubricant being appliedis probably the
hardest thing for operators who are accustomed to ood coolants to get used
to when moving to MQL.
20
OCTOBER 2016
Tim Walker is a senior vice president at UNIST, Inc., a leading manufacturer of environmentally friendly machine lubrication systems. Walker has more than 20 years of experience in jobs ranging from engineering to senior
corporate management. He previously served as vice
president of sales and marketing for Dornerworks, an
electronic engineering company specializing in safety
critical markets that also was named one of the 50 Companies to Watch in Michigan. Prior to that, Walker spent 13
Tim Walker
years working for X-Rite, Inc., a $250 million global manufacturer of color quality control instrumentation and software. He held various positions during his time there, including vice president of engineering, vice president of software development and category director for their
graphics arts business unit. Walker wrote The MQL Handbook: A Guide to Machining With
Minimum Quantity Lubrication, which was published in 2013.
The other difference is using lubrication to reduce the heat generated

instead of simple heat removal. Flood
cooling largely relies on conductive
heat transfer as the coolant ows over
MQL is a much greener

approach than using
ood coolants.
the cut, tool and workpiece. MQL instead relies on the lubricant reducing
the heat created in the secondary shear
zone, the convective heat transfer created by the air blowing over the hot
zone and energy absorbed by the oil as

it is vaporized (see Figure 1). The underlying mechanisms are very different.
Knowing this helps understand the
pros and cons of MQL. The pros fall
into three basic categories: environmental, enterprise and economic. The
cons fall into the category of process
sensitivity.
MQL is a much greener approach
than using ood coolants. Most of the
lubricants are vegetable-based esters
or fatty alcohols that are not toxic and
readily biodegradable. It is considered a
dry process (less than 2% of the uid is
left on the chips) where the uid is consumed. There is no uid that needs to be
disposed of or recycled. Since lubricity is
key, MQL is usually done with straight
W W W. ST L E .O RG
Figure 1 | A summary of differences between ood cooling and MQL. (Figure courtesy of UNIST, Inc.)
oils that do not need biocides and do not

go rancid. It is often chosen based solely
for its environmental benets.
The advantages to the enterprise
also can be signicant. The oils rarely
irritate the operators skin, eliminating dermatitis, making happier and
healthier employees. The reduction in
uid helps keep the oors clean, both
an aesthetic and safety benet. It also
means the parts are clean when the machining is complete. This often eliminates the need for a secondary cleaning
operation and is, again, a safety benet
if one can avoid having an operator
handle a slick, heavy part. Surface nishes are usually better and often tool
life is improved because of the reduction in thermal cycling, and microparticles (smaller than the lter) from
previous cuts are not present to act as
abrasives as the uid is recirculated.

There are often economic benets as
well. The most obvious savings is from
reduced uid usage. The oil costs more
per drop than coolant, but when calculated per part the costs are usually lower.
There also are the savings as a result of
tool life improvements. But the savings
come in many other less-obvious forms:
the equipment you do not have to buy
to keep uids clean and usable, the improved machine uptime when the coolant isnt getting into parts and panels,
the reduced energy use because you are
not running the pumps and other uid
systems. MQL helps operating efciency
in many ways.
However, like everything in life, the
benets do not come for free. Flood
cooling is quite easy to get right. As
long as you have uid owing over the
Figure 2 | A rule of thumb: The heat distribution between the workpiece-tool-chip is 5%, 5%
and 90%, respectively. (Figure courtesy of UNIST, Inc.)
cut you have it right. MQL is not as

forgiving. Since you are putting on very
little uid, it is critical it goes to the
right spot. When using external nozzles, they must be positioned correctly.
While easy to do on simple equipment
like saws, this can be challenging in
machining centers with things in motion. Through-the-tool MQL makes
output positioning more automatic but
requires more systemic changes such as
MQL-specic tool holders and tooling.
MQL also is sensitive to the amount
of lubricant used. Empirical evidence
indicates that the graph of tool life
versus lubricant applied is a bathtub
curve. You can put on too much and
you can put on too little lubricant, with
a fairly broad range in between giving
good results. There are currently no
practical tools for pre-determining this
amount. It is something of a trial-anderror approach.
When moving to MQL, one also
must consider chip evacuation.
There is no stream of uid to wash
chips away, so thought should be
given to how to move them before
implementing MQL. A rule of thumb
is that the heat distribution between
the workpiece-tool-chip is 5%, 5% and
90%, respectively. Having very hot chip
stay in contact with the workpiece will
increase the workpiece temperature.
There also may be issues with recutting chips if they are allowed to
build up. This can usually be taken
care of by using an air blow-off nozzle
or a chip fan to blow the chip away.
But if not considered, chip issues can
catch the inexperienced MQL adopter
by surprise (see Figure 2).
The tool and workpiece will also
run warmer with MQL than with ood.
As long as the tool is kept within its
designed operating range this usually
isnt a problem, and, as previously
mentioned, the lack of quenching can
have positive side effects. However,
depending on the thermal mass of
the workpiece, the needed tolerances
and the amount of heat generated
by the cut, the thermal expansion of
the workpiece can affect positional
and dimensional accuracy. There are
Large hurricanes can be the size of the state of Montana, 600 miles (966 km) wide.
21
mitigation techniques and this issue is relatively rare, but once

again the process may need to be changed to accommodate
MQL.
TLT: Can an MQL system easily replace a ood system?

Walker: The short answer is that from the equipment perspective, the answer is usually yes, and from a cutting process
perspective it is a maybe. The longer answer depends on what
machine type and operations you are doing.
On a fairly simple machine like a saw, the switch is generally easy. Disconnect the ood system (if any), hook up the
MQL applicator, install a nozzle (typically one made specically for sawing) and you are ready to go (see Figure 3).
On a CNC machine it is more nuanced. It depends on the
type of machine and if you are applying uid through the
spindle, spraying with external nozzles or both. For example,
on a ve-axis machine, external nozzles present different issues (where to place them so they spray in the right spot yet
are out of the way of tool changers and other moving things)
compared to through-the-tool MQL (optimizing the ow
through a rotating delivery path) (see Figure 4).
TLT: Can the MQL process be applied to untraditional

materials such as titanium and Inconel?
Walker: Yes, it can. How well it works and how practical it is
depends on the material and the specics of the operations
being done to it.
With titanium there are several laboratory studies that indicate MQL works well. However, my experience has been that
some struggle with it in the eld. I believe this is, in large part,
because of the process sensitivity issues mentioned before. Machining titanium is difcult and MQL adds another layer of
process to think about. I think it is a matter of maturity with
the process more than a fundamental limitation of MQL, but
either way it is a challenge today.
In contrast, MQL typically does very well when cutting
Inconel. The focus on lubricating the secondary shear zone
seems to help reduce the development of a built-up edge.
Many who work with Inconel see signicant tool life increase
when switching to MQL.
Figure 3 | Simple MQL system on a saw. (Figure courtesy of UNIST, Inc.)
to transfer lines and a host of other advantages that come with

a cleaner operation.
The latest version of the book Metal Cutting Theory and
Practice states that 30%-40% of total energy used in machining goes to the coolant system. By eliminating this, Ford reports it sees signicant net energy savings. The energy for
high-pressure coolant is eliminated, although the energy for
compressed air is slightly increased (see Figure 5).
All of this does not come without effort on the part of the
adopters. In the Volkswagen Salzgitter plant they worked with
the toolmakers to optimize a tap MQL performance. They
discovered, as have many others, that the optimum design for
a low-volume aerosol ow is not the same as optimizing for
high-volume liquid ow. Once done, they found they could
tap 32% more pieces than they could before.
Rening the process can make a tremendous difference. As
TLT: The automotive industries are extensively using

MQL processes. Can you tell us the cost savings from the
ooding system?
Walker: Ford, Volvo, Mercedes-Benz, BMW and Volkswagen all
use MQL extensively in the machining of crankshafts, engine,
gearbox and chassis parts. Ford stated that MQL has given
a 13% improvement in total cost of ownership compared to
wet operations. These savings came from uid reduction, increases of 20%-30% in cell uptime due to a reduction in electronics failures and nuisance alarms, the ability to have at
oors, reduced water usage, allowing machining cells closer
22
OCTOBER 2016
Figure 4 | Sophisticated MQL system on a ve-axis CNC. (Figure courtesy of UNIST, Inc.)
W W W. ST L E .O RG
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Mean power requirement: Roughing

Flood coolant system: 5.1 kW
Ext. processing
13
Electrical
power of
machine
kW
Compressed air: 1.3 kW
TLT: Whats in the future for MQL?
Aux. machine components: 3.1 kW
Walker: I think we will see MQL adoption continue to grow as

the tools and techniques become more rened and understood.
Research today is helping to determine the proper process parameters for cutting with MQL. As this knowledge is grown and
spread, the understanding of how to optimize and when to use
MQL will become more dened and its adoption made easier.
From the technology perspective, MQL applicators are getting more sophisticated with the ability to integrate closely
with the machine and accurately control the amount of uid
and air dispensed. I suspect the next step will be focusing on
the last mile: external nozzles will be designed to be less intrusive, both nozzles and tool holders will become more adaptive
and MQL-specic tools will become more available. This will
allow the system to be run much closer to the ideal process.
From the machinist perspective, things will get easier and
the art needed to dial in a system will be done automatically
by the system. Machining will become cleaner, greener and
safera big win for everyone.
Feed drives: 0.25 kW

Spindle: 3.25 kW
Mean power requirement: Finishing

Flood coolant system: 1.5 kW
Ext. processing
7.4
Electrical
power of
machine
Heiko Dormann, a specialist for MQL at Volkswagen Salzgitter, says, Actually MQL is very simpleonce you understand
the process thoroughly.
kW
Compressed air: 1.3 kW

Aux. machine components: 2.8 kW
Feed drives: 0.25 kW
Spindle: 1.55 kW
Data source: Aspects of Energy Efciency

in Machine Tools - Heidenhain 2010
Figure 5 | Example power requirements for ood coolant systems

based on cut type. (Figure courtesy of UNIST, Inc.)
You can reach Tim Walker at twalker@unist.com.
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24
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LUBRICATION FUNDAMENTALS
Dr. Robert M. Gresham / Contributing Editor
The Theory of Everything

Osbourne Reynolds 113-year-old equation not
only solves physics puzzles, it allows for many
wonders of our modern world.
The Reynolds Number

for air owing over
the fuselage of a
cruising commercial
aircraft is in the
neighborhood of
100 million.
DEMYSTIFYING THE MECHANISMS that take place as two moving surfaces devolve from hydrodynamic to boundary to extreme pressure to metal-on-metal contact is not a trivial mental exercise. It is critical to have an understanding of the role of uid viscosity and its interrelationship with additives, both reactive and non-reactive.
First to consider is the study of rheology and the concepts that make up elastohydrodynamic lubrication.
This also is one aspect of the broader eld of uid dynamics, which deals with the motion of all liquids and
gasses. How is it that tribologists were able to gure that stuff out? Many of the key answers began with a guy
named Osborne Reynolds.
Reynolds was sort of a deep thinker. A British scientist and engineer who primarily studied uid dynamics,
Reynolds developed a Theory of Everything that he published in a 1903 Cambridge paper titled The Sub-Mechanics
of the Universe. A popularization of his theory appeared in another paper published that year by Cambridge
titled An Inversion of Ideas as to the Structure of the Universe.
Reynolds theory explains many of the puzzles of modern physics and allows for antigravity, a space drive,
faster-than-light speeds and an unlimited source of energy. Simple stuff, just to stave off attacks of ennui.
In any event, in terms of uid dynamics, Reynolds developed equations that showed
the relationship between inertia and viscosity. In its classical form:
R = lLV
____
+
R (Reynolds number) = ______________________________________
l (density) x L (length) x V (velocity)
+ (dynamic viscosity)
Dont leave me just yet! By just looking at the terms in the equation, you can make some pretty good guesses
about its meaning without being an Einstein or, in this case, a Reynolds. The Reynolds Equation says that with
26
Though the eye is the calmest part of the hurricane, over the ocean it can be the most dangerous area. While waves
Osbourne Reynolds
(1842-1912)
His equations allow
for antigravity, a
space drive,
faster-than-light
speeds and an
unlimited source of
energy.
density we can have some uid material (air, water, oil, etc.) that has mass (kilograms per cubic meter-density
units) moving with a velocity (meters per second) over some distance (meters) divided by viscosity (kg/m/sec),
which, remember, is the resistance to ow. Viscosity, then, is kind of like a force (remember from high school
physics F=MA or force = mass (kg) times acceleration (meters/sec2))? So it works out that viscosity is like force
per second. The point is that we can learn quite a lot about how uids work from this equation.
One of the things that Reynolds also learned is that for a given uid system, when the Reynolds Number
is large it can mean that the uid must be moving rapidly, and when that happens turbulence can occur. One
immediately thinks of whirlpools, cyclones and tornados.
This Reynolds Number indicates the ratio or relative importance of the ows inertial forces to its viscous
ones. (A ows inertial force is calculated by multiplying together the uids density and the square of its velocity and dividing this product by a characteristic length of the ow, such as the width of an airfoil, if the ow is
air over an airplane wing.) Large inertial forces, relative to the viscous ones, tend to favor turbulence, whereas
high viscosity staves it off. Put another way, turbulence occurs when the Reynolds Number exceeds a certain
value. The number is proportional to both the size of the object and the ow velocity.
For example, the Reynolds Number for air owing over the fuselage of a cruising commercial aircraft is in
the neighborhood of 100 million. For the air owing past a good fastball, the Reynolds number is about 200,000.
For blood owing in a midsize artery, it is about 1,000.1
Have you ever noticed how water can ow from a bathroom faucet without an aerator? Open the faucet fully
and the water tumbles out of the spigot lling the sink with foam and ripplesthat is the result of turbulence.
Now slow the ow until you get a smooth glassy column of water owing down into the water in the sink with
almost no ripple at all. The column is so smooth it almost appears not to be moving. This non-turbulent ow
is called laminar owusually a good thing. Reynolds gured these things out and learned how to measure,
understand and predict the ow of uids.
Tribologists perform similar kinds of calculations to characterize the ow of oil in bearings, hydraulic systems
and related kinds of systems where proper ow is important. For example, in hydraulic systems we generally try to
control turbulence because it can lead to poor ow of the hydraulic oil, stress on seals and valves, vibration, cavitation, foaming and probably some other problems that I havent thought of. In bearings, it can lead to starvation of
the contact area. This is because we might have insufcient ow into the contact area, or air could be entrained
causing a poor uid lm. Additionally, similar calculations allow tribologists to predict lm thickness in the contact
area and thereby ensure that sufcient lubrication will take place for a given component design and lubricant.
Can Stock Photo Inc. / the_guitar_mann
The second consideration is the still emerging eld of nanotribology. Nanotribology

deals with the chemistry and processes that take place at the molecular level of surface
contact. In future articles, I will try to put into perspective the importance of this research
and discuss some of the key issues and challenges, such as scaling up what is learned at
the nano scale to the macro scale.
Moin, P. and Kim, J. (1997), Tackling turbulence with supercomputers, Scient. Amer., 276, 1, pp. 62-68.
in the eye wall travel in the same direction, waves in the eye converge from all directions, often creating rogue waves.
Bob Gresham is STLEs director

of professional development.
You can reach him at
rgresham@stle.org.
27
WEBINARS
Debbie Sniderman / Contributing Editor
Calcium sulfonate
complex greases
Chemtura technology manager Wayne Mackwood examines greases chemical
composition, classications, test procedures and additive packages.
Can Stock Photo Inc. / ruhmal
KEY CONCEPTS
Tribologys
Tribol gys unsung
unsungg hero
greaseh many advantages
greasehas
ooveer oil-based
over
o basedd lubricants.
oil-b
lubric t .
Greases
G eases are made of three
compon t : thickeners,
components:
thickene , oils
l
and additives.
The
he most important
p rtant grease
greaase
test is the ASTM D217 Grease
Consistency Test, which
ensures thee grease
g
haas a
has
cons stent
consistent
t t starting
ng point.
p int.
28
OCTOBER 2016
MOST PEOPLE KNOW WHAT GREASES ARE and how they are used
as a lubricant. There are some disadvantages to grease when
compared to oil products, the biggest being reduced pumpability. Theyre also harder to replenish compared to oil lubricant systems, offer poorer cooling abilities, increase frictional drag and are harder to clean in-situ. They dont offer
the ability to boost their properties when used with additives,
therefore making grease replenishment a necessity. Their lowtemperature performance might not be as good as oils, and
their thickeners oxidize and degrade. They also are not as
generally recyclable as oils.
However, greases do offer many advantages over oils. They
have a superior ability to seal out contaminants, and they drip
and mist less. They are the best choice when solid additives
like graphite are needed, and theyre very useful when operating in extreme conditions like high pressures and temperatures, water contamination or shock loading. They also are
very important where there is intermittent operation.
W W W. ST L E .O RG
MEET THE PRESENTER

This article is based on a Webinar originally presented by STLE University on August 5, 2015. Calcium Sulfonate
Complex Greases is available at www.stle.org: $39 to STLE members, $59 for all others.
Wayne Mackwood is the technology manager for detergents and greases for Chemtura Corp. and is based
in Toronto. He is an expert in the design, manufacture and use of calcium sulfonate complex grease. For more
than two decades he has developed over 150 grease formulations for the mining, steel production, paper and
pulp, power generation, transportation, food-processing and marine industries.
Most of his career Mackwood has served as a scientist with marketing and asset-management roles. He
is a member of STLE, NLGI and EGLI. He has previously served on STLEs board of directors and is currently a
board member with NLGI. Mackwood has a bachelors of engineering and a masters of engineering in materials
science with a focus on tribology from the University of Western Ontario.
You can reach Mackwood at wayne.mackwood@chemtura.com.
CLASSIFYING GREASES
Greases can be classied and referred
to in many ways, but the main way is
by consistency or stiffness as specied
by the National Lubricating Grease Institute (NLGI) grade. Greases also can
be referred to by thickener type such as
lithium or calcium grease. They can be
classied by base oil types such as synthetic or mineral, or by base oil viscosity specied by the International Standards Organization Viscosity Grade,
such as ISO 60 or ISO 100 grease.
Some classify grease by its ability to
carry loads, whether its an EP or nonEP grease or by its application such
as food-grade grease, wheel bearing
grease or steel mill grease. Others classify grease by color, which is the most
unreliable method since in any given
facility there might be several greases
sharing the same color.
THICKENERS
Greases are made of three components:
thickeners, oils and additives. Thickeners are ways to gel the grease and typically range from 3%-35% of a grease
by volume. Oils in greases are the key
components that allow them to act as
lubricating uids and typically compose 65%-95%. Additives impart or
enhance specic performance aspects
to the lubrication and can range from
1%-15% of greases volume.
Many ways to thicken a uid into
W W W. ST L E .O RG
a grease have been developed over the

years: simple soaps, complex soaps and
non-soap thickeners. Simple soaps are
organic materials based around standard metals that when reacted form
metal salts. They typically have dropping points under 210 C. Lithium,
calcium, sodium and aluminum are
typical metals used in simple soap
thickeners.
Complex soap thickeners look like
simple soaps, but they have been further complexed and contain other additives that react to create more robust
structures offering different properties.
The standard types of complex soap
thickeners are lithium complex, aluminum complex, calcium complex and
calcium sulfonate complex, and their
drop points are typically above 210 C.
Non-soap thickeners can be reacted
products or dispersion-type gels whose
high-speed dispersion causes uids to
thicken. They typically have high dropping points well above 210 C. Popular
non-soap thickeners include polyurea,
bentonite clay, silica, graphite, PTFE
and polymers.
Based on the latest data from the
NGLIs global 2014 Annual Grease Production Survey, lithium products still
compose a large portion of the grease
market. There have been changes in the
different types of soaps used as thickeners, but overall grease production has
remained the same or declined slightly
Wayne Mackwood
from 2010-2014. However, the biggest change in that time has been with
calcium sulfonate complexes (CSC),
whose production has almost doubled
and where interest has grown in all regions of the world.
OILS AND ADDITIVES

Grease is mainly made up of base oils,
which can be any type from Groups I-V.
Most are made from Group I and II, but
there are many made with synthetic oils
from Groups III, IV and V. A high percentage of synthetic greases use PAO as
its base oil, and some PAG-based oilsoluble greases are starting to be seen.
Natural and synthetic esters, silicones,
uorocarbons and phosphate esters also
are used. Alkylated naphthalene base
oils are becoming popular in greases
used for some specialty applications.
Additives are the nal components
of grease, and all of the same types that
can be found in lubricating oils can be
found in greases. Dyes and pigments
are popular for coloring grease, as well
as tackiers, antioxidants, anticorrosion agents, rust inhibitors, metal deactivators and EP or antiwear agents.
Polymers and other water-resistant
additives also are used, along with
VI improvers. Pour point depressants
are being investigated as to how they
may affect grease, but it is hard to say
how effective they are at changing its
properties.
OCTOBER 2016
29
CSC GREASE TECHNOLOGY

The first calcium sulfonate greases
were formed by intentional investigation. Thickening sulfonates were found
to help change ow from Newtonian
to non-Newtonian. The rst products
were mainly used as thickened coatings and as rheological and corrosion
inhibitor additives for paints and other
coatings. However, some did nd use as
lubricating grease.
Although thickened sulfonates
formed the basis of simple greases,
this technology wasnt widely adopted
until the early 1980s when high-performance complex versions were developed by Muir et al. at Witco (now
Chemtura). Several modications followed in the 1990s. Since then, NCH,
Lubrizol, BP Castrol and Royal Manufacturing, among others, have studied
the technology, made improvements,
issued patents and taken the technology in different directions.
CSC greases commonly exhibit high
dropping points, excellent water resistance and mechanical stability. They
also have excellent corrosion protection properties, low wear and high EP,
all of which are specic to CSC grease.
Due to their excellent properties and
increased industrial use, they are generating a lot of interest, and many are
currently studying and presenting research papers about them at industry
conferences.
CSC GREASE STRUCTURE

Calcium sulfonate detergents, like
many additives in the lubrication industry, are composed of two parts, a
hydrophilic head and a lypophilic tail
(see Figure 1). The head provides the
additives properties, and the tail keeps
it in the oil.
Hydrophilic
Head
Lypophilic
Tail
Figure 1 | Sulfonate head and tail chemistry.

30
Ca layer
CO3 layer
CO3 layer
Ca layer
Aragonite
Calcite
Figure 2 | CSC crystalline structure.

The hydrophilic head is a neutral
salt of a strong acid and could be from
many different metal types. The metal
in CSC grease is calcium. Forming the
head involves several chemical reactions that start with parafnic olens
and aromatics. A sulfonate results from
the process of sulfonation using SO3,
which changes to a strong sulfonic
acid. Depending on the starting source
of the aromatic and the lypophilic tail
associated with it as well as the base
and process, different sulfonate micelle
structures are formed.
The tail is an alkane whose length
can lie in the range of C10-30. Its shape
could be linear, single branched or many
branched, and it can have multiple substitutions on its ring, each giving different properties. Tails are formed from
alkylates that either are made intentionally from benzene, or toluene, or come
from other processes such as the sulfonation of Group I oils, or from the LAB
manufacturing process.
then converted to crystalline form by

treating with heat and polar solvents
(see Figure 2). Sulfonic acid detergent
is used as a common reactant to help
vary the molecular weight of the material and allow the proper crystal form.
Calcium sulfonate crystals swell to the
size of 100-400 nm and take the desired form of calcite crystals. Calcites
layered wafer-like structure has shear
planes, which offers improved lubricity and other properties compared to
aragonite with needle-like structures or
others with amorphous structures that
dont have shear planes.
Further processing with oil, water,
alcohol, acetic acid, heat and the proper
mixing and cooling times allow thickening to occur and the simple grease to
form (see Figure 3). After driving off all
the water and adding trim oil and any
additives, milling and homogenization,
the grease may undergo ltering and
deaeration until its the right consistency before packaging.
COMPLEX AND SIMPLE

CALCIUM SULFONATE GREASE
MANUFACTURING
The neutral calcium sulfonate process
involves mineral oil, solvent, sulfonic
acid, water and calcium hydroxide. It
produces very small micelle particles
that are 0.5-10 nm in diameter and essentially neutral once they have been
removed from the solvent.
Further processing of that neutral
with carbonation, promoters and more
solvents grow micelles to be a little
larger inside, about 10-30 nm, where
amorphous calcium carbonate forms.
The calcium sulfonate micelle is
Figure 3 | Simple CS grease and simple

Grade 2 CS grease have a more translucent
appearance.
Tornadoes have more intense winds than hurricanes. The fastest recorded hurricane
In simple CS greases, a very high

content of thickeners are used, around
40%-50% in Grade 2 depending on the
base oil used. Thickener includes Ca
sulfonate, without the oil present in the
base, calcium carbonate and calcium
acetate, if present.
In complexed versions of the grease,
the manufacturing process includes a
key component that allows significantly less thickeners to be used in the
product. The key complexing or cothickening agent that almost all manufacturers include is 12-Hydroxysteric
acid (12HSA). This allows thickener
content in Grade 2 grease, depending
on the processes used, to be reduced to
as low as 15%-35%, with 30% being the
most common amount used.
The thickener in a CSC grease can
include Ca sulfonate (without oil), calcium carbonate, Ca borate, Ca phosphate and Ca acetate (if present). Ca
borate, Ca phosphate and Ca acetate are
not necessarily required, but the nal
properties of the grease may differ with
varying compositions. Some CSC greases are made without them. The 12HSA
can be added at different stages, with
nal properties dependent on when it is
added. When borate and phosphate are
used, they become part of the complex,
improving high temperature rheology
and imparting better wear.
Complex CSC grease looks more
opaque than simple Ca sulfonate
grease, which looks more transparent
(see Figure 4). The presence of calcium
Figure 4 | Complex CS grease has an opaque

appearance.
Table 1 | CSC grease compatibility chart
Legend
FC
SC
NC
Fully compatible
Somewhat compatible mixtures soften but remain grease like
Not compatible mixtures soften severely and do not remain grease like
(Table courtesy of Chemtura Corp.)
borate or calcium phosphate in the

complex grease increases its opacity.
CSC COMPATIBILITY
Table 1 summarizes CSC compatibility data compiled from industry literature and work performed at Chemtura
Corp. on calcium sulfate complexes
over the years. In general, CSC greases
are fully compatible with anhydrous
calcium and lithium complex products.
Substances highlighted in red are generally not compatible.
When mixing incompatible substances together in a bearing, mechanical stability test or another application,
under certain conditions one or both of
the thickener structures typically will
collapse, making the mixture lose consistency. Also, the dropping point may
reduce considerably below the original
point of each substance.
Compatibility between two greases
depends on a number of factors: relative
concentration, the degree and duration
of mixing, temperature and types and
extent of external contamination. Rules
of thumb like these can be used to determine compatibility. But if used in an
application is critical, as most are, it is
best to have the compatibility tested.
wind speed is approximately 200 mph. Tornado winds can be up to 300 mph.
HOW GREASES ARE TESTED

Grease is one of the most tested products and has the most tests written for
it. The ASTM species many tests, and
there are others developed by bearing
companies and industries where grease
has found its way into the work. Some
tests are quite old and are still used,
and others may not be relevant.
The most important test for grease
is the ASTM D217 Grease Consistency
Test that ensures the grease has a consistent starting point (see Figure 5 on
Page 32). A weighted cone is dropped
into level grease and the depth of penetration is measured: the greater the
depth, the softer the grease. The penetration is measured after 60, 10,000
and 100,000 double strokes. A change
in consistency gives an indication of
application stability. Performance also
can be compared when water is added
as well.
NLGI CONSISTENCY CLASSIFICATION

Greases are assigned a grade in units of
30 points, with a 15-point gap between
each grade to ensure no overlap. Many
suppliers quote half grades such as 0.5
or 1.5 indicating the grease is between
grades, but they are not ofcial. Grade
31
Grease Worker
Worker Plate
Penetration
After 60 Strokes
Penetration After 10,000

or More Strokes
Worker Penetration Equipment

The container of the grease worker is the cup of the ASTM penetrometer. A counter automatically records the number of strokes that the worker has operated. An
automatic shut-off device turns the machine off when the desired number of strokes has been completed. The drawings indicate that the sample is worked 60 double
strokes and the penetration measured, then worked for 10,000 or more strokes and the penetration measured again. The standard worker plate shown has fty-one
1/4-in-diameter holes. Plates with a larger number of smaller holes may be used.
Figure 5 | Setup for testing the consistency of grease with the Grease Penetration Test.
000 is the softest. Grade 2 is the most
common. Grade 3 has a consistency
similar to peanut butter (see Figure 6).
The next most important test is
the Dropping Point Test, specied by
ASTM D2265 (see Figure 7). This tests
the temperature at which the thickener
matrix can no longer hold oil, which
is the point when the grease can no
longer serve its purpose. The dropping
point temperature is not the melting
point of the grease. The higher the
dropping point temperature, the better.
A thin smear of a small sample the size
of a thimble is watched to see when
droppable oil falls from a cup as the
temperature is increased. According to
the ASTM method, grease is tested up

to a maximum of 316 C (600 F).
Greases also are tested for wear and
load performance with the 4-Ball Wear
Test and the 4-Ball EP Test. The wear
test identies wear and boundary wear
regimes. One ball is rotated under load
against three stationary balls held tight
in a metal cup lled with the test grease.
The test is run at 40 kg, 1200 rpm and
75 C for 60 minutes. The diameters of
the circular scars formed on the three
lower balls are measured in millimeters
and averaged. The smaller the diameter
the better protection afforded.
The 4-Ball EP Test pushes and goes
beyond the wear regime. One ball is
again rotated under load against three

stationary balls held tight in a metal
cup lled with the test grease. Run at
1770 rpm, 25 C for 10 seconds, this
test starts at 80 kg and adds successive loads to 800 kg or until welding
occurs. The weld point is reported.
The Load Wear Index is a measure of
the wear associated during the testing.
The higher the number the better the
lubricant can protect against wear at
high loads.
The two tests are very commonly
referenced on grease specications and
datasheets. There continues to be much
debate in the grease and testing world
about how relevant either test is in real
ASTM D217 Consistency
Thermometer Bulb
Does Not Touch
Grease
Cup
Grease Sample
Applied to Walls
of Cup
Dropping Point Test

An enlarged view of cup and thermometer applying to both ASTM D566 and D2265.
Figure 7 | Test setup for testing the dropping point of grease.
Figure 6 | The NGLI grease classication system.

32
OCTOBER 2016
W W W. ST L E .O RG
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ASTM D1264 Water Washout at 80 C
Bearing Packed with

Test Grease
Water Jet
Motor
Heater
Pump
Figure 8 | Setup for the Water Washout Test.
Figure 9 | Comparing water resistance properties food-grade CSC and non-CSC greases with the
Water Washout Test.
world conditions. Better methods may

exist. But until new tests are widely adopted, these two and other tests will
continue to be used to characterize
grease performance.
There are two other important
grease-specic tests: water washout and
spray tests. In the ASTM D1264 Water
Washout Test, grease is weighed before
and after one hour of testing to see how

much of it has been removed from a
shielded packed bearing with a water
spray impinging on it (see Figure 8). A
motor spins a bearing and pumps water running at 600 rpm, with a 5 cm3/s
ow rate and either 79 C or 38 C water.
The bearing is dried in an oven, and the
weight loss after one hour is determined.
In the ASTM D4049 Water Spray

Resistance Test, a weighed amount of
grease is coated on a horizontal metal
panel and is exposed directly to water spray from above for ve minutes
(see Figure 9). The panel is dried in
an oven and the weight loss is used to
determine the percent sprayed off. The
less removed the better. While these
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OCTOBER 2016
W W W. ST L E .O RG
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two tests are similar, they measure

something different depending on the
amount of water the grease is exposed
to. In large bearings where more water
ows through than in a small bearing,
results from this test may be more relevant (see Additional Grease Tests).
ASTM D3527
INDUSTRIAL EXAMPLES OF CSC

GREASE PROPERTIESAUTOMOTIVE
BEARINGS
One of the rst industries to use CSC
grease was pulp and paper, and its primary use continues to be there. Three
other industrial examples, automotive
wheel bearing, industrial steel mills
and food processing, highlight typical
Figure 10 | Two CSC greases offer superior performance in the Automotive Bearing Life Test.
ASTM D4693 at -40 C
ADDITIONAL GREASE TESTS

OXIDATION
ASTM D5483-02 Pressure Differential Scanning Calorimetry
ASTM D3527 Wheel Bearing Life
Test
ASTM D3336 High Speed Bearing
Life Test
FAG FE9 Test
Figure 11 | Two CSC greases offer superior performance in the Automotive Low Temperature
Torque Test.
Oven Panel Test

ASTM D942 Bomb Oxidation
MECHANICAL STABILITY
ASTM D1831 Roll Stability
BLEED/LEAKAGE
ASTM D6184 Cone Method Oil
Bleed
ASTM D1742 Oil Bleed
ASTM D4290, D1263 Wheel Bearing Leakage
MOBILITY/TORQUE
ASTM D4693 and D1478 Low
Temperature Torque
ASTM D1092 Apparent Viscosity
US Steel Mobility
Lincoln Ventmeter
CORROSION
ASTM D4048 Cu Corrosion
ASTM D1743 Bearing Corrosion
ASTM D6138 Emcor Corrosion.
36
properties and performance that CSC

greases bring.
CSC greases used in automotive
wheel bearings must meet many industry requirements such as the NLGI
GC/LB Specication and ASTM D4950.
These tests are similar to the SAE J310,
which has not been updated in several
years. GC is most relevant now, with its
higher standards than GA and GB. In
chassis lubrication, LB is becoming the
more important standard since most
chasses arent available to be lubricated
aftermarket. In addition, other internal
manufacturer specs may be present.
An NLGI working group is currently
investigating the relevancy of the NLGI
GC/LB test protocol. Using aftermarket
grease in wheel bearings and chassis
points has signicantly diminished. So
far, the group has found that the spec
is good for describing moderate- to
high-performance grease. It is probably
referenced for that reason more than

for wheel bearing use.
Chemtura performed industry tests
on two types of CSC products: ISO 150
with a mineral oil base and PAO50 with
a synthetic base. All CSC greases compatible with mineral oils met the specs
easily. They showed good oil separation and low spray out. In the 4-Ball
EP ASTM D2596 Test, both test results
were good.
In the Bearing Life Test at low temperatures, the mineral oil passed the
80-hour minimum lifetime and lasted 100 hours, and the synthetic PAO
showed a lifetime improvement to well
over 200 hours (see Figure 10). This is
typical for the synthetic technology.
The Low-Temperature Torque Test
(tapered roller bearing) (ASTM D4693)
showed similar results at the cold temperature at -40 C (see Figure 11). The
mineral oil-based grease met the spec,
Hurricanes never form at the equator because they need the Coriolis Force, which is very weak at the equator, to spin.
ASTM D2266 4-Ball Wear Test (40 kg, 1200 rpm, 75 C, 60 minutes)
Figure 12 | Comparing antiwear properties of food-grade CSC and non-CSC greases.
but there was a noticeable improvement in torque with the lower viscosity synthetic PAO-based grease. These
ndings are important to automobile
users in the north that experience cold
winter nights and want to be sure components are not damaged when rst
starting in the morning.
Fretting wear is important in bearings that have been packed in grease
while the automobile is transported by
train or truck. Most fretting wear will
occur when there are high frequency
LOAD
Figure 13 | How grease load carrying properties are tested with the 4-Ball EP Test.
38
OCTOBER 2016
vibrations but no rolling motion, like

during transport. The CSC greases performed well on fretting wear tests.
FOOD PROCESSING INDUSTRY

EXAMPLE
There is a lot of data available about
CSC grease performance in machinery
used in the food processing industry.
CSC grease obtained NSF H1 status in
2001 and nds use in mixing, crushing, canning, bottling and package
manufacturing applications. Chemtura
tested several PAO-based and white oilbased CSC formulations and compared
the results to Grade 1.5-2 aluminum
complex greases, anhydrous calcium
greases (which are not high temperature greases) and silica.
The performance of CSC grease
in the areas of load, water, shear and
temperature offered much-improved
performance over the other technologies. At the time of the testing, most of
the other greases were limited by their
choice of performance additives. That
landscape is changing now as more additive chemistries are gaining approval
under the HX-1 program.
The CSC greases all performed very
well in the water-resistance test, which
is important in food industry equipment
that undergoes the worst case scenario
where water is used extensively to clean
the equipment. Compared to aluminum
complexes, much less of the CSC greases was removed, all less than 1%.
CSC grease also showed excellent antiwear properties in the ASTM
D2266 4-Ball Wear Test, where silica
indicated insufcient performance (see
Figure 12). In the ASTM D2596 4-Ball
EP Test, CSC grease showed excellent
load carrying properties (see Figures
13 and 14). Also, all of the sulfonates
tested in the ASTM B117 Salt Fog Test
showed excellent corrosion resistance,
ASTM D2596 4-Ball EP Test
Figure 14 | Comparing load carrying properties food-grade CSC and non-CSC greases.
W W W. ST L E .O RG
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ASTM B117 Salt fog test at 1 mil thickness
Figure 15 | CSC grease offers superior corrosion resistance.
when very thin 1-mil thick coatings

ran more than 1,000 hours (see Figure
15). Competitors were nowhere near as
good and failed in less than 150 hours,
typical of most food-grade industrial
greases.
CSC greases are stable regardless of
temperature during shear tests, while
other thickener types softened with
time and heat. With water added to
roll stability tests, other products became much softer as their ability to gel
was disrupted and the thickeners broke
down, depending on the thickeners
used, but CSC greases remain stable.
STEEL MILL EXAMPLE

Steel mills are the largest global consumer of grease. In China alone there
is an estimated 100,000 metric tons or
more of grease consumption in the steel
industry. Grease in these applications
are subject to high loads, high heat and
water. Comparing ISO 460 CSC grease
to several commercial products found
in steel mills, the CSC grease did exceptionally well when operating temperatures were above 150 C, offering
40
many performance advantages.

In a transportation roller bearing
application in a hot rolling mill, very
short bearing lifetimes were seen with
its standard NGLI 2 lithium grease
needing to be fed every eight hours.
An ISO 460 CSC grease investigated for
7-10 days offered a signicant improvement in performance and bearing life,
and extended the re-greasing interval
from eight to 24 hours.
In a similar steel mill bearing test,
ISO 460 CSC grease tripled the bearing
life from 10 to 30 days with the original grease to more than 45 days. It also
extended the re-greasing interval to 72
hours.
In another steel environment using polyurea grease, shortened bearing
lives were seen after the grease became
thinner after contamination with water.
That effect was not seen after switching
to CSC grease.
bring excellent EP, wear, corrosion and

wide-temperature advantages to wind
turbines, open gear in mining applications, on pin bushings and in bearings. They also offer water resistance
and mechanical stability to wet end
bearings, good corrosion resistance to
marine applications that use wire ropes
and EP and wide temperature performance to marine deck equipment.
Theyre used in power generation and
off-road construction industries and
offer good heat, corrosion, EP, wear
and radiation protection in motorized
steam valve applications.
(All gures courtesy of Chemtura Corp.)
FOR MORE INFORMATION

Chemtura Corp.: www.chemtura.com
OTHER INDUSTRIES
In addition to these examples, CSC
greases bring performance advantages to a variety of industries. They
Debbie Sniderman is an engineer and CEO of VI

Ventures, LLC, an engineering consulting company.
You can reach her at info@vivllc.com.
The terms hurricane, typhoon and cyclone are different names for the same type of storm, a tropical cyclone.
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INDUSTRY RELATIONS
Dr. Ashlie Martini
STLE
means
Breaking bubbles and barriers
STEM
A recent research project on foam control highlights

the benets of industry-collegiate partnerships.
Starting with this issue, TLT will regularly highlight collaborations between a
company and a university where the two
groups work together to solve important
problems in tribology and lubrication
engineering. Our hope is that these columns will highlight what is rapidly emerging as an important industry trendhow
partnerships between STLE members in
industry and academia can signicantly
benet both sides and enable research
teams to solve problems that neither
could have tackled alone. (If you have
ideas for industry-university collaborations that you think demonstrate this
theme, please contact Ashlie Martini at
amartini@ucmerced.edu, and your collaboration could be highlighted in an upcoming issue of TLT.)
FOAM CAN BE VERY BAD FOR LUBRICATION

because it prevents the lubricant from performing its basic function of separating two
solid surfaces. Foam is controlled in lubricants
with additives called foam inhibitors, and most
commercial foam inhibitors are very effective
at quickly breaking down foam bubbles after
they form on the surface of the uid. However,
it has been found that some foam inhibitors,
particularly those composed of silicone-based
droplets, can be detected by optical particle
counters as contaminants. This presents a
problem for companies in the lubricant and
additive business because customers might
perceive new oil to be dirty when in fact it just
contains helpful foam-controlling additives.
This is the challenge that Chevron Lubricants faced when it teamed with the University of California, Merced (UC Merced), to nd
creative ways to tackle the foam problem.
The collaboration turned out to be a perfect
match between the chemists at Chevron, who
have experience with and detailed knowledge
of the additives and their function, and the
42
The UC Merced student team that assisted Chevron Lubricants with critical research on
controlling foam in lubricants (from left): Edgar Lozano, Nick Walters, Casey Santiago,
Matheus Nascimento, Cory Mercer, Dr. Ashlie Martini, Carter Brown, Jorge De Haro Silva
and Daniel Garrido Sanchez.
mechanical engineering students at UC Merced, where I served as their mentor. The goal
of the project was to characterize how foam
performance and optically detected oil cleanliness are affected by ltration. To approach
this challenge, Chevron needed a way to measure both foam performance and cleanliness
as well as the manpower to perform a huge
number of tests with different additives and
lter parameters. The UC Merced team turned
out to be the perfect solution.
Students at UC Merced designed and built
a test rig to enable ltration and particle
counting and used it, along with a standard
foam measurement setup, to perform tests.
The team successfully identied combinations
of additive treat rate, lter pore size and number of passes through the lter that optimized
both additive-induced particle counts and
foam performance.
This information is extremely valuable to
Chevron, where it can be used to inform decisions about lubricant formulations. At the
same time, being involved in this project gives
the UC Merced students valuable experience
working on a real-world problem alongside
practicing scientists and engineers. So far
one masters student and 12 undergraduate
students have participated in the project, all
of whom now know about the exciting eld of
tribology and lubrication engineering.

The project was initiated by a simple conversation at the STLE Northern California Local Section meeting between me and former
Chevron employee Dr. Jack Zakarian. Both
parties saw the potential benet of the collaboration for their organizations. Scott Deskin,
driveline scientist for Chevron Lubricants,
says, Chevron needs high-quality laboratory
studies to supplement our in-house R&D activities. By partnering with UC Merced, we ll
this resource gap and get answers to fundamental questions that will aid us in developing
new products. Just as important, the students
gain practical experience in a laboratory setting and learn how to apply their classroom
knowledge to solve real-world problems.
This collaboration, like others you will read
about in upcoming articles, provides critical
resources to companies, offers valuable industrially relevant experience to students as
they prepare for their careers and (we hope)
lays the groundwork for the next generation of
scientists and engineers in our eld.
Ashlie Martini is a professor at
the University of CaliforniaMerced and a member of STLEs
board of directors. You can reach
her at amartini@ucmerced.edu.
Hurricanes spin around a low-pressure center called the eye. Sinking air makes this 20- to 30-mile-wide area calm and free of clouds.
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20 MINUTES WITH
Karl Phipps
STLE
means
STEM
Joe Berquist
Quakers vice president and managing director-North America
organizes partnerships with local school districts to
educate students about STEM.
JOE BERQUIST The Quick File
TLT: What rst attracted you to

pursue a career in the lubricants
industry?
Berquist: I wish I could say I had a
special desire to get into the industry
coming out of college, but my main
motivation was simply to get a job.
Ultimately, that is what brought me to
Quaker Chemical. After beginning my
professional life as a blast furnace engineer at AK Steel, I recognized that I
enjoyed working in the steel industry.
When presented the chance, I
jumped at an opportunity to join
Quaker as a technical service specialist
in cold rolling. That is where I grew to
love our industry, and I am happy to
say I still do today. Quaker has been a
great place for me to grow my career.
I really identify with the customers we
serve in the primary metals and metalworking industries and remain passionate about solving problems that help
our customers become more protable.
While the lubricant or processing
uid is usually only a tiny fraction of
our customers overall cost, often our
chemistry and application expertise
has a huge impact on their overall total cost. I like the fact that we make a
difference.
44
Joseph Berquist is the vice president and managing director of North America for Conshohocken, Pa.-based, Quaker Chemical Corp. Throughout his 20-year career with
Quaker, Berquist has worked in almost all aspects of the
primary metals and metalworking industries. After graduating from Youngstown State University with a bachelors
degree in chemical engineering, Berquist began his professional career as a blast furnace engineer and quickly
moved on to become a technical service specialist within
the steel industry.
Joe Berquist
Berquist obtained his masters of business administration in 2008 from the Weatherhead School of Management at Case Western Reserve University. Presently Berquist is responsible for managing commercial development and operations for Quaker in the NAFTA zone. He enjoys
being involved in community outreach and holds a board seat as the chair of the Education Committee for the World Affairs Council of Philadelphia.
With support from many of his associates, Berquist has helped Quaker to successfully partner with a local school district to provide STEM (science, technology, engineering and mathematics) education for elementary, middle and high school students.
TLT: What role does giving back to

local communities play at Quaker
Chemical?
Berquist: As a global leader in our industries, Quaker has a responsibility
to be a good corporate citizen. As our
company continues to grow, both in
size and geography, so has our involvement in our local communities.
For nearly 60 years, The Quaker
Chemical Foundation has made a positive impact in the U.S. by awarding
grants to qualied 501(c)(3) organizations across the country, as well as offering a matching gift program to our
associates and retirees and providing
scholarships to children of our associates. In 2011, as part of our companys
global Corporate Social Responsibility
(CSR) efforts, we launched Quakers
Formula for Giving community engagement program, which includes our
U.S.-based foundation as well as paid
volunteer time off and other charitable
activities globally.
In 1953 the National Weather Service adopted the Navys practice of naming Atlantic hurricanes after women.
TLT: How does Quaker Chemical

encourage employees to get involved
in their local communities?
Berquist: Quakers Formula for Giving
community-engagement program is
pretty widespread. Id say our largest
investment is to offer paid time off for
associates to volunteer in their local
communities. We organize Quakersponsored group events, and we also
allow associates to volunteer on their
own. In the U.S., every full-time associate can take up to two days (16 hours)
of paid volunteer time off, with the
caveat that one of those days must be
related to education. Because we are a
knowledge-sharing company (sharing
our expertise with our customers, industries and colleagues) we have chosen education as a key focus for our
community engagement. Overall in
2015, Quaker gave 1,250 community
service hours globally.
In addition, we do other things to
be involved in our communities. For
example, Quaker holds activities at
our facilities such as United Way campaigns, Red Cross blood drives and
various food, toy and clothing collections. In the U.S., we sponsor science
STEM education is of
particular interest to
Quaker, not only to inspire
todays students but to
help build a talent pool for
the future.
fairs such as The Philadelphia Science

Festival and send employees as judges
to the Delaware Valley and California State Science Fairs, too. In several
countries, including the U.S., Brazil,
Mexico and The Netherlands, we open
our doors to high school and college
students who are interested to see a
day in the life of working at a chemical company.
Joe Berquist discusses STEM careers with high school students.
TLT: Tell us more about Quakers

Corporate Social Responsibility efforts.
Berquist: CSR isnt really new to Quaker, as many aspects of this are already
in our companys DNA. For decades
we have provided customer solutions
that reduce waste, energy, water usage
and chemical consumption, while improving operational processes, tool life
and the health and safety of workers.
In 2013, Quaker implemented a more
formalized approach to CSR such as developing a mission and guiding principles, increasing involvement in our
local communities and reporting on
our activities.
We also look at internal programs
that have external benets. For example, each of our manufacturing locations has an objective to reduce our
own carbon footprint and water usage
by 10% in the next few years, and we
are constantly looking at ways to increase the use of sustainable chemistry
concepts in our product design.
sen education as a key focus of our

community engagement activities. Of
course, STEM education is of particular
interest to Quaker, not only to inspire
todays students but to help build a talent pool for the future.
In 2014, we asked some of our
larger sites to adopt a local non-prot
organization and develop a long-term
partnership involving educational activities. Our associates can then use
their paid volunteer time to participate
in these activities. For example, our
global headquarters in Conshohocken, Pa., (outside of Philadelphia) has
adopted a nearby, low-income school
district (Norristown Area School District (NASD)), and our manufacturing
plant in Middletown, Ohio, has also adopted their local school district. Also,
our regional headquarters in Shanghai,
China, has adopted an organization
that helps to improve the educational
environment for underprivileged children in rural China.
TLT: Why is education important to

Quaker Chemical?
TLT: How did you approach the

Norristown Area School District,
and what are you doing with them?
Berquist: As I mentioned before, Quaker is a knowledge-sharing company.

So its only natural that we have cho-
Berquist: When choosing our education partner, we not only looked at the
local geography but the need. NASD
Previously, hurricanes were named either by longitude/latitude or by the phonetic alphabet (Able, Baker, Charlie, etc.).
45
is not the local school district for our

global headquarters in Conshohocken,
but its just a few miles away and the
need is very great. They welcomed us
with open arms. When we met with
the NASD administration and science
faculty to make our pitch, they were
very excited and supportive. One of the
biggest benets we bring to this partnership is our ability to conduct laboratory experiments with students. We
learned that due to budget constraints
in the school district, not all of the high
school students were getting a chance
to do lab work. So how can you make
chemistry interesting without going
into the lab? Its very difcult, and we
knew we could help spark that interest.
Our activities are very hands-on
and reach all levels of students and
teachers. In the elementary schools,
we hold Science Exploration Days that
use interactive science demonstrations
to peak the curiosity of young minds.
In the middle schools, we hold Career
Days to give students ideas of what
career choices are available to them if
they work hard and nish high school
(not just in STEM disciplines but a
variety of careers). Our most ambitious programming is done at the high
school level. We develop lesson plans
to conduct in-class simulations that
are based on real-world problems a
person in our industry might experience. Then we co-teach these lessons
with the schools science teachers. Our
lessons incorporate (1.) the scientic
method, (2.) hands-on laboratory work
and (3.) critical thinking. Our objective
is to give students examples of what a
chemist, engineer or tribologist might
experience on the job.
TLT: How have you measured your

efforts with the Norristown Area
School District?
Berquist: Thats a good question. We
have collected survey feedback from
both students and teachers at the high
and middle schools, and the response
has been overwhelmingly positive.
Some of the personal comments written
by the students can be quite inspira46
OCTOBER 2016
Joe Berquist engaging high school students in a classroom experiment involving tribology.
tional. It makes all of the work we put
into lesson planning that much more
rewarding. What has been especially
valuable is feedback from the teachers,
who have helped us rene our presentations to best impact their students.
While not very scientic, watching
young faces light up when something
excites them tells me that we are denitely making a positive impact!
TLT: How have Quaker Chemical

and the STLE Philadelphia Section
collaborated to support STEM
education?
Berquist: Last year I was asked to speak
about Quakers education partnership
program at one of the Philadelphia Section meetings. I learned from section
board members that STEM is an important initiative for STLE with the societys annual STEM Camps. Honestly
speaking, developing the case studies,
lab experiments and teaching guides is
a lot of work. So I thought there might
be a match here.
When I asked the section if they
wanted to help, there was no shortage
of volunteers. Other STLE corporate
companies and individual members

contributed time and materials, as well
as critical help in designing some of
our case study lessons. Some members
Watching young faces

light up when something
excites them tells me that
we are denitely making
a positive impact!
even came to the high school at 7 a.m.

to help us in the classrooms.
TLT: What has been the outcome in

working with the STLE Philadelphia
Section?
Berquist: I think it has been benecial
for both of our organizations and the
school district. The Philadelphia Section was looking to dene its STEM
program, and we helped them do that
through our experience together. More
W W W. ST L E .O RG
DAWN OF A
NEW ANTIOXIDANT
Lubricant Additive
,
ls
hemic
ilt C
a
rb
LLC
UL
IS
30 Wineld Street, P.O. Box 5150, Norwalk, CT 06856-5150

203-853-1400 F: 203-853-1452
petro@vanderbiltchemicals.com www.vanderbiltchemicals.com
Van
de
Outstanding Performance
in Both Thin-Film and Bulk
Oxidation Protection
90
0 1:2
008 100
02
46
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importantly, I dont think Quaker would

have been able to create six new courses
this past school year without the help of
so many people from the section.
TLT: Any future plans to expand the

Quaker STEM program?
Berquist: Now that we have a set of
case studies and experiments that really seem to work, my dream would be
to get these made into kits that other
STLE local sections can use to promote STEM in high schools around the
country and potentially even globally.
I know STLE has a strong interest in
developing similar kits to teach students about tribology, too. Case study
or scenario-based learning is a great
way to teach STEM. You can see the
students make a connection when they
can relate the science lesson in an experiential way. I was not really exposed
to case study learning until graduate
school. For some reason, this way of

studying clicked for me. Thats what
gave me the idea to take a similar approach with STEM at the high school
level. We have been pleased with the
response so far.
TLT: What advice would you provide

young people entering or thinking
about a career in the lubricants
industry?
Berquist: The same advice I would give
any young person getting ready to head
to college. Dont be afraid to challenge
yourself by taking the road less traveled. Sign up for the hard classes and
put in the worka lifetime of reward
is possible. Your chances for an interesting, prosperous career are endless.
STEM is a direct path to fullling the
American Dream. Not enough kids realize that or perhaps not enough are
willing to sacrice what it takes.
TLT: Any thoughts to share with

other STLE corporate companies
and/or local sections interested in
getting involved with STEM?
Berquist: My best recommendation is
to start by building a partnership with
your local school district. This type of
program is not possible without the
support and cooperation of the administration and the teachers. Its also
essential to have a good amount of reliable volunteers. You cant underestimate the preparation it takes to teach
a 45-minute lesson. I have so much
respect for teachers, now having gone
through this.
Lastly, please contact the STLE
Philadelphia Section or me personally
if we can help you get a STEM program
started in your local community.
You can reach Joe Berquist at berquisj@
quakerchem.com.
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OCTOBER 2016
W W W. ST L E .O RG
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LOCAL SECTION REPORT

By Kuldeep Mistry / Chair
Rohit Voothaluru / Education Chair
STLE
means
20 Minutes with
STLE Canton Section
STEM
How STLEs Small Section of the Year partnered with a corporate

member and others to run a STEM Camp for Ohio high school students.
STLE CANTON SECTION The Quick File
If youre looking for an inspirational story, look no further than STLE Canton. This local section was essentially dormant until it was
revived just over a year ago. And recently, at STLEs 71st Annual Meeting & Exhibition in Las Vegas, the group received the societys
Outstanding Small Section of the Year award (Philadelphia won the honor for large section and partnered with Quaker Chemical on its
own STEM Camp).
The Canton Section held ve technical meetings in 2015, including a joint meeting with the Cleveland Section, and co-sponsored a
golf outing with the ASM Canton Massillon Chapter. It also held an education course in mid-March.
Now Canton ranks as one of STLEs most innovative and enthusiastic local groups. Section leaders use LinkedIn to recruit new
members and PayPal to make it faster and easier to lock into meetings and educational courses.
Perhaps the groups top achievement, however, came this April when it participated in a STEM Camp for high school students.
STEMwhich stands for science, technology, engineering and mathematicsis a program that originally started with the national
organization four years ago. STLE has now run high school STEM Camps in Detroit, Orlando, Dallas and Las Vegas.
TLT interviewed the Canton Section to discover what other local groups can learn from its innovative programs and approaches.
At STLEs 71st Annual

Meeting & Exhibition
in Las Vegas, the
STLE Canton Section
received the societys
Outstanding Small
Section of the Year
award. (Photo courtesy
of David Braun
Photography.)
50
The rst hurricane of the year is given a name beginning with A. The rst hurricane
TLT: What motivated the section to

lead activities for a STEM Camp?
Canton Section: A primary goal was to
expose studentsthose already in the
eld of tribology and those in school
representing the future generation of
engineersto the myriad applications
within the elds of tribology and lubrication.
In order to lay a pathway for future
events, the Canton Section actively
identied ways to be part of a STEM
Camp for young students in the area,
and we hoped to inspire them by presenting a variety of opportunities that
would make tribology interesting and
exciting. We decided to join with the
Goodyear STEM Career Day, organized
with the University of Akron, on April
30. This local eventwhich attracted
more than 2,000 students along with
parents and teacherswas an excellent opportunity for section members
to showcase the elds of tribology and
lubrication by presenting simple (but
captivating!) demonstrations on friction, lubrication and wear. Nearly 200
students took the opportunity to learn
about engineering concepts via activities led by our section. The event was
not only a great success but also an immensely gratifying experience for section members, who cherished the opportunity to ash their skills and show
their zeal for solving real-life problems
with science.
A primary goal was to expose students to the myriad

applications within the elds of tribology and lubrication.
Excitement of middle and high school students doing interactive experiments in STEM
activities. (Photo courtesy of Young Sup Kang.)
TLT: How did you plan the event?

Canton Section: We coordinated with
authorities at the University of Akron/
Goodyear to set up simple tasks that
actively involved the students and simultaneously kept them engrossed
in the physics at work. Planning was
particularly easy due to the active involvement of section members, who
volunteered to build the activity setups
used to demonstrate the importance of
tribology in day-to-day applications.
TLT: Did you work with companies

serving our industryperhaps an
STLE Corporate Member?
Canton Section: To ensure the success
of our ideas and simultaneously invite
support, we actively pursued major organizations in the Akron and Canton,
Ohio area to sponsor our participation
in the event.
We approached The Timken Co.
R&D team, who agreed to completely
support the Canton Section and even
THE TIMKEN CO. ENDORSES STEM TRAINING AS IMPORTANT FIRST STEP

Rekindling interest in technical careers is vital to the future of the U.S. industry, and hence the prosperity of our economy.
There is already a shortage of engineers, and this situation will only worsen as more of the space race workforce retires.
Making students and their parents aware of the opportunities during middle school is critical to enabling educated
choices during high school and college. Engineering is now such a diverse eld; there is literally something for everyone,
but it starts with a solid foundation of math and science.
Using focused STEM education opportunities to ensure students understand what technical careers look like now,
as well as how to pursue those careers, is the rst step in inspiring the next generation of engineers. I applaud those who
show the initiative and take action to reach out to young people and give them insights into potential career choices
through interactive, hands-on activities.
Dr. Stephen P. Johnson, Director R&D, The Timken Co.
with a males name was Hurricane Bob, which hit near New Orleans in July 1979.
51
allocated resources to aid in planning and execution. A group

was formed that was led by our section and mentored by one
of the Timken senior management professionals.
TLT: What were the logistics?

Canton Section: For the STEM Career Day, Goodyear wanted
various engaging activities for middle and high school students that would expose them to exciting opportunities in
science and engineering. We wanted to energize attendees
and express our passion for STEM disciplines.
Among the planned activities were networking discussions
on our engineering displays (different types of bearings and
chains, examples of damaged bearings, bearings with lowfriction seal designs) as well as interactive kits to teach the
basic concepts of tribology. These were created to present (1.)
the effect of materials, surface nishes, contact area, cycles
and lubricant on sliding friction and (2.) the effect of load
and friction on motion and speed.
Additionally, we worked in fun, topic-oriented trivia to
reafrm the tribology concepts learned during the activities.
TLT: What are your plans for next year? Do you have any
new ideas to add to the program?
Canton Section: Our focus will shift to the execution of section
activities in the year ahead rather than just establishing them
as we did last year. Moving forward, the Canton Section will
work hard to reach even greater levels of member participation and will explore new ways to pull in new members from
our local community.
Our section is also looking at creating stronger connections with local graduate and undergraduate students by
providing them conference/senior project scholarships and
opportunities to be more actively involved in section activities. Additional interactions with the University of Akrons en-
Middle and high school students having fun doing experiments

during STEM activities. (Photo courtesy of Young Sup Kang.)
gineering department would be certain to benet the students,

as it would be a valuable experience for these young people to
network with experts within their future career elds.
In addition, the Canton Section looks forward to actively
collaborating and working with other professional societies
and local sections within STLE. This will grow our footprint
and help to foster social networking opportunities for the tribologists and lubrication engineers living in northeast Ohio.
TLT: How are you revitalizing your local section?

Canton Section: The Canton Section was rebooted in 2015, essentially starting fresh after four years of dormancy. The major
drive was to ensure that the local community of students and
professionals have an opportunity to stay abreast of the advances in tribology and lubrication, while simultaneously providing them an opportunity to engage in a technical discourse
that can benet the next generation of tribologists. With this
mission, we actively sought participation from students in
section activities, particularly in the organizing session for
planned activities.
TLT: What lessons did you learn that may be useful for
other local sections?
Students learn about bearings through STEM activities. (Photo

courtesy of Babak LotzadehDehkordi.)
52
OCTOBER 2016
Canton Section: During rst-year planning, committee members identied that making meetings accessible for members was extremely important to keeping the section running smoothly. In order to do so, and to provide information
without any hassles, a new Website (www.stlecanton.org) was
launched so members could access the latest calendar of
events and information about past activities, too. To enhance
the experience further, meeting locations were chosen based
on a survey of members (determining the best/most accessible
destinations). We also incorporated electronic payment that
proved to be extremely helpful for large events such as the
W W W. ST L E .O RG
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education course that was conducted in March.

This course serves as a pathway for both new and experienced professionals to stay abreast of the advances in tribology and lubrication in recent years. The course was an immense success for our local section and received rave reviews
from those in attendance.
You can reach Kuldeep Mistry at kuldeep.mistry@timken.com. You
can reach Rohit Voothaluru at rohit.voothaluru@timken.com.
STLE Canton Section Leadership Team

Chair: Dr. Kuldeep Kishore Mistry, The Timken Co.
Vice Chair: Dr. Paul Shiller, University of Akron
Secretary: Dr. Young Sup Kang, The Timken Co.
Treasurer: Dr. Babak LotzadehDehkordi, The Schaefer Group
Education Chair: Dr. Rohit Voothaluru, The Timken Co.
Section Advisors: Peter Drechsler and Dr. Carl Hager, The
Timken Co; Barry Williams, Predictive Maintenance Services.
STLE Canton Section/2016 Goodyear STEM Career Day volunteers:

Kuldeep Kishore Mistry, Sarah Meyer, Shane Brammer, Rohit
Voothaluru, Young Sup Kang, Mike Prengaman and Babak
LotzadehDehkordi.
The Canton Section partnered with The Timken Co., Goodyear

and the University of Akron to help create a STEM Camp for
Ohio students. (Photo courtesy of Babak LotzadehDehkordi.)
Acknowledgements: The Executive Committee of the STLE
Canton Section is very thankful to The Timken Co. R&D,
The Schaefer Group and the University of Akron for their
generous support, as well as Peter Drechsler for his wonderful
guidance in the section activities. Gina Cairo and the STLE
headquarters staff are acknowledged for their great support,
along with the STLE Cleveland Section for their partnership.
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54
OCTOBER 2016
W W W. ST L E .O RG
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WKHEHVWFRXQWHUW\SHDGGLWLYHVPDGHLQ&KLQD
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6XQJDWHFRU/7&$6&$$
=LQF1DSKWKHQDWH1DSKWKHQLFDFLG
PEER-REVIEWED
Monitoring of Wind Turbine Gearbox Condition

through Oil and Wear Debris Analysis:
A Full-Scale Testing Perspective
Shuangwen Sheng
National Renewable Energy Laboratory, Golden, Colorado, USA
Received Jan. 18, 2015

Accepted May 23, 2015
Review led by Robert Errichello
STLE
KEY WORDS
Wind turbine gearbox; oil condition monitoring; oil debris monitoring; oil sample
analysis; wear debris analysis
ABSTRACT
Editors Note: Setting up an
oil analysis program is fraught
with pitfalls; appropriate tests
and sampling frequencies
must be established for the
program to be successful. This
months Editors Choice paper
investigates a variety of online
and ofine parameters applied
to a full-scale wind turbine.
A balance must be struck between the high-frequency and
relatively less-comprehensive
online monitoring, compared
to periodic remittal to a fullservice laboratory. Oftentimes
historical problems can serve
as a guide for selecting the
likeliest parameters to monitor,
but inconsistent failure rates
can make it difcult to establish
an appropriate frequency. The
ndings from this research provide a reasonable view of the
benets of both techniques.
Evan Zabawski, CLS
Editor
56
Despite the wind industrys dramatic development during the past decade, it is still challenged
by premature turbine subsystem/component failures, especially for turbines rated above 1
MW. Because a crane is needed for each replacement, gearboxes have been a focal point
for improvement in reliability and availability. Condition monitoring (CM) is a technique
that can help improve these factors, leading to reduced turbine operation and maintenance
costs and, subsequently, lower cost of energy for wind power. Although technical benets of
CM for the wind industry are normally recognized, there is a lack of published information
on the advantages and limitations of each CM technique conrmed by objective data from
full-scale tests. This article presents rst-hand oil and wear debris analysis results obtained
through tests that were based on full-scale wind turbine gearboxes rated at 750 kW. The tests
were conducted at the 2.5-MW dynamometer test facility at the National Wind Technology
Center at the National Renewable Energy Laboratory. The gearboxes were tested in three
conditions: run-in, healthy, and damaged. The investigated CM techniques include real-time
oil condition and wear debris monitoring, both inline and online sensors, and ofine oil
sample and wear debris analysis, both onsite and offsite laboratories. The reported results
and observations help increase wind industry awareness of the benets and limitations of
oil and debris analysis technologies and highlight the challenges in these technologies and
other tribological elds for the Society of Tribologists and Lubrication Engineers and other
organizations to help address, leading to extended gearbox service life.
INTRODUCTION
The wind industry has experienced dramatic development in recent years as demonstrated by the globally installed capacity reaching 318 GW by the end of 2013 (Global
Wind Energy Council (1)). Despite the progress made by the industry and improvements in turbine design, manufacturing, wind power plant development, and operation and maintenance (O&M), premature subsystem/component failures are still a
challenge. With the increase in turbine size and more turbines deployed offshore, these
failures, especially those found in the drivetrain (i.e., main shaft bearing, gearbox, and
generator), have become extremely costly. To reduce the cost of energy for wind power,
Hurricanes are classied into ve categories based on their wind speeds and potential to cause damage. Names can be retired if a
NOMENCLATURE
Analysis Processes, typically certied, used to evaluate properties of the oil or lter samples received by the laboratory, or
processes, such as statistical parameters calculation, used to extract information from sensors mounted on the monitored
turbine subsystems/components, such as gearboxes.
Filter A device that is installed in either the main ltration loop or the kidney ltration loop to remove contaminations
from the lubrication oil.
Inline When the measurement location is in the main ltration loop.
Laboratory A dedicated facility with qualied analysts who conduct oil or lter media sample processing, analysis, and
reporting as a business.
Ofine When the measurement is obtained or analysis is conducted using oil or lter samples taken from either the main
ltration loop or the side-stream ltration loop of a test gearbox.
Offsite A location that is away from the site where the analyzed oil or lter sample is taken or where the test wind turbine
is located.
Online When the measurement location is in the kidney loop or side-stream ltration loop.
Onsite A location that is the same as the site where the analyzed oil or lter sample is taken or where a test wind turbine
is located.
Real time Sensor When data are reported at the time a measurement is taken and the delay between these two actions
is negligible. A device that detects or measures changes in the lubrication oil properties and indicates the changes through
electric signals, which can be interpreted numerically.
Wind power plant A grouping of utility-scale wind turbines, each typically consisting of a tower, blades, generator, transformer, and/or gearbox, designed to convert the aerodynamic force from wind on the blades into electricity. A standard wind
power plant has a single substation, or more, collecting power from turbines to feed the electric grid.
the improvement in turbine drivetrain reliability and turbine

availability is critical. Given that each replacement or major
repair needs a crane, gearboxes have shown to be the most
costly subsystem in a turbine drivetrain to maintain throughout its expected 20-year design life and have become the focus
of attention for reliability and availability improvement.
To help the industry improve gearbox reliability and turbine availability, a consortium called the Gearbox Reliability
Collaborative (GRC) was launched by the National Renewable
Energy Laboratory (NREL) in 2007 (Oyague, et al. (2)). It
brings together different parties in the gearbox supply chain
to openly exchange information and conduct important research and development work with the common goal of improving the reliability of gearboxes. Condition monitoring
(CM) work was started under the GRC when it became clear
that improved design and manufacturing practices alone cannot address the high downtime challenge caused by gearboxes and that O&M of turbines and gearboxes needs to be
improved. CM is one technique for improved O&M, and it
can help increase the gearbox reliability if root causes for the
detected damage mode are identied and addressed.
CM systems normally measure critical indicators of component operation and performance to identify incipient faults
before catastrophic failure occurs (Electric Power Research
Institute (3)). Although CM has been widely used in other
industries and its technical benets to the wind industry are
generally recognized, its adoption and deployment levels are

still relatively low in the wind industry. Among various CM
technologies applicable to wind turbine gearboxes, currently
there are two dominant categories being investigated: vibration-based and oil-related. For vibration-based technologies,
the measurements are typically obtained by accelerometers
and then processed to generate different signatures for gearbox condition evaluation. These systems can be mounted
permanently on the gearbox to continuously collect data or
portable devices can be used for periodic data acquisitions.
Oil-related technologies can be roughly divided into two
subcategories: oil CM and wear debris analysis. The former
focuses on the deterioration of oil properties and the latter
emphasizes the amount of debris generated and its composition. The typical practice is to collect a periodic oil sample
(generally every 6 months) from a gearbox and send it to a
laboratory (offsite or onsite) for analysis, which can cover
both oil properties and wear debris. Sometimes the sample is
a lter element based on which wear debris analysis is conducted. These analyses are classied as ofine methods with
reference to real-time oil debris and CM sensors, which can
be deployed in the main ltration loop of the gearbox inline,
or in its kidney or side-stream ltration loop online (Roylance
(4)). A majority of these real-time sensors target wear debris
counts, including ferrous or nonferrous, and some new sensors monitor oil properties, such as viscosities, contamination,
hurricane is particularly large and destructive. Retired hurricane names include Andrew, Camille, Bob, Fran, Katrina, Hugo and Sandy.
57
and relative moisture levels. These real-time sensors, either

inline or online, are typically installed in the gearbox ltration loop, main or side-stream, and collect data continuously.
As with most technologies, each CM technology has its own
advantages and limitations. The main advantages of vibration
analysis lie in its capabilities in pinpointing the damaged component and its location. Its main limitation is that successful
detection rates for low-speed stage components may be low.
Comparatively, oil and wear debris analysis is powerful in
conrming component damage by monitoring wear debris,
and oil analysis can detect condition deterioration, caused
by either loss of additives or contamination; however, if some
components inside the gearbox, such as gears and bearings,
have a common metal element it is difcult to identify which
specic components are damaged based only on oil and debris
analysis. Given the fact that wind turbine gearboxes are complex and can fail in dramatically different ways, an integrated
approach, combining at least one vibration-based and one
oil-related technology, is recommended (Sheng (5)).
Despite the fact that oil and debris analysis-based CM
has been investigated during the past few decades for traditional applications, it is relatively less accepted by the wind
industry compared to vibration-based technologies. This is
evidenced by the lack of dedicated reviews on oil and debris
analysis-based CM for wind turbines as most of the focus is
on vibration-based technologies (Amirat, et al. (6); Hameed,
et al. (7)). Furthermore, the few published works on wind
turbine oil and debris CM (Tan, et al. (8); Zhu, et al. (9))
were not based on full-scale wind turbine or gearbox testing; however, given the fact that a wind turbine has so many
lubricated components, such as gearboxes, main shaft bearings, pitch and yaw bearings/gears, and generator bearings,
it is critical for the industry to pay close attention to lubricationincluding lubricant sampling and analysisso that a
turbines subsystems/components can be maintained properly
and their service lives extended. This article discusses oil and
debris analysis-based CM and presents results obtained from
testing full-scale wind turbine gearboxes rated at 750 kW.
The test gearboxes consist of one planetary and two helical
stages and are representative of megawatt-scale wind turbine
gearboxes. The gearboxes were tested under three conditions:
run-in, healthy, and damaged. The reported CM technologies
include ofine, online, and inline methods. The reported results and observations can help inform the wind industry on
the benets and limitations of oil and debris analysis technologies. This article can also advise the Society of Tribologists
and Lubrication Engineerswhich has mostly been dealing
with traditional machinery (Gudorf, et al. (10); Choy, et al.
(11))on some unique aspects of wind turbine applications
so that future research and development may help address the
wind industry gearbox reliability challenge from the oil and
debris analysis perspective.
This article is organized as follows: rst, a brief overview
of the 2.5-MW dynamometer test facility, test gearboxes, tests
conducted, gearbox oil, and wear debris analysis instrumenta58
OCTOBER 2016
Figure 1 | NREL dynamometer test facility with one test gearbox installed, NREL 16913.
tion will be introduced. Next, the results will be presented in

three categories based on the test gearboxes being classied
as run-in, healthy, or damaged. Finally, the article concludes
with a summary of observations based on the testing results
and recommendations for some future research and development opportunities with oil and debris analysis for wind
turbine gearboxes.
APPARATUS AND PROCEDURE

Test setup
The tests described in this article were conducted in the 2.5MW dynamometer test facility located at the NREL (Musial
and McNiff (12)). The dynamometer is composed of a 2.5MW induction motor, a three-stage epicyclic speed reducer,
and a variable-frequency drive with full regeneration capacity
(NREL (13)). It is capable of providing a rated torque up to
1.4 MNm or a rated power limited to 2.5 MW, with speeds
varying from 0 to 30.0 rpm to a test article. The dynamometer
is equipped with nontorque loading actuators, rated up to 440
kN for radial load and 156 kN for thrust load, which can also
be utilized to apply thrust and bending loads to the test article
to simulate typical loads seen in the eld by a wind turbine.
The GRC started with two 750-kW wind turbine gearboxes of the same design with the intention to test one in
the dynamometer and the other in a wind plant as a comparison. To make the GRC research representative, the test
gearboxes were redesigned to reect the conguration and
characteristics of popular gearboxes installed in megawattscale wind turbines (Link, et al. (14)). The design has one
planetary and two parallel stages, a oating sun, cylindrical
roller planet bearings, tapered roller bearings at the downwind
side of the parallel stages, a pressurized lubrication system,
a side-stream or kidney ltration loop, a heat exchanger, and
a desiccant breather. For simplicity, these two test gearboxes
are named gearboxes 1 and 2, respectively. Figure 1 is a photo
of the dynamometer test setup with one test gearbox installed
(Dempsey and Sheng (15)). During the past few years, many
tests have been conducted on these two GRC test gearboxes,
and those related to oil and wear debris analysis reported in
W W W. ST L E .O RG
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Table. 1 Oil and wear debris analysis-related tests.

When
Objectives
April July 2009

October December
2009
June August 2010
September 2010
Nov 2013
Present
Designation
Controller shake down

Run-in
Run-in Static nontorque
loading in limited
directions
Static nontorque loading
in any direction
Dynamic nontorque
loading and dynamic
torque
Compare as-built and
damaged behavior;
compare gearboxes
1 and 2 Collect
condition monitoring
data on damaged
gearbox
Test of nontorque loads:
static and dynamic
bending moments; static
and dynamic thrusts;
misalignments Collect
condition monitoring
data on a healthy gearbox
Phase 1 gearbox
1 run-in
Phase 1 gearbox
2 run-in
Phase 2 gearbox
2 healthy
Phase 2 gearbox 1
damaged
Phase 3 gearbox
2 healthy
this study are listed in Table 1. They are grouped into three
categories of the test gearbox condition as run-in, healthy,
and damaged.
The test gearbox 1 was run-in at the 2.5-MW dynamometer test facility and later sent to a nearby wind plant for
eld testing, during which two unexpected oil loss events occurred, leading to damaged gearbox components (Errichello
(16)). A photo of the severe scufng that occurred on the
high-speed gearset is shown in Figure 2.
Figure 3 shows the lubrication system used during the
Figure 2 | High-speed shaft gearset damage, NREL 19599.
phase 3 gearbox 2 testing. The top portion represents the

inline lter loop, which is composed of an oil pump, followed
by a two-stage lter of 50 and 10 +m and a heat exchanger. It
is the same as those used during the other tests as listed in Table 1. The bottom portion represents the kidney loop, which
is composed of a pump and a lter of 3 mm. It represents the
latest conguration, in which the location of online sensors
was changed from what was used during the earlier phases
of the tests trying to get improved responses from all sensors.
Instrumentation
Throughout the entire testing period, various oil and wear
debris analyses were conducted via different types of instruments. Based on the measurement or analysis location with
Figure 3 | Diagram
of the lubrication
system used during phase 3 gearbox 2 test.
60
Most hurricanes die at sea when they pass over areas of cooler water.
reference to the test gearbox, these instruments can be classied into three categories as inline, online, and ofine. Almost
all of the measurement or analysis results can be remotely
accessed either in real time or when they become available
using a dedicated program or simply a Web browser. This enables the remote equipment condition diagnostics, CM system
troubleshooting, and data analysis.
Inline instruments were mainly oil debris sensors, as illustrated by K1 in Figure 3. This type of sensor does not measure
the health of oil but the condition of the monitored equipment (i.e., gears or bearings inside wind turbine gearboxes),
through identication and trending of ferrous and nonferrous
wear debris shed from contacting surfaces of these components and carried in the oil. The sensor K1 used in this study
is a full-ow inductive device and can be installed permanently either before or after the pump but always before the
lter (Dupuis (17)). Whenever a ferrous or nonferrous wear
particle larger than a certain threshold in size passes through
the sensor, the magnetic eld formed inside the sensor is disturbed and an electric pulse is generated and counted. The
counts over time represent the cumulative damage that occurred to the monitored components (e.g., bearings or gears
inside of wind turbine gearboxes). The minimum detectable
ferrous wear debris size for this type of sensor can be down
to 100 mm and, for nonferrous wear debris, down to 300 +m.
Online instruments may refer to a few different types of sensors. Normally these sensors can be divided into three types:
oil debris, condition, and cleanliness level. The online sensors investigated in this study are illustrated in Figure 3 by K2
to K5, among which K2 and K3 are wear debris sensors, K4
is an oil condition sensor, and K5 is an oil cleanliness-level
measurement sensor. The sensing principle for K2 and K3 is
similar to K1 but with a relatively smaller size for the minimum
detectable ferrous wear debris of about 30 to 50 +m, as a result
of relatively smaller bore size, slower ow rate, and lower oil
pressure in the kidney loop than in the main ltration loop.
For nonferrous wear debris, the minimum detectable size can
be down to 130 to 150 +m. Measurements of both ferrous and
nonferrous wear debris can be grouped into different size bins
and trended. These sensors are typically placed ahead of a lter
that captures the debris after it is measured by the sensors. The
sensing principle for K4 varies depending on what parameter it
uses as a measure of the lubricant condition. In this study, the
sensor K4 is composed of a suite of sensors measuring relative
humidity of the oil (dissolved water), oil quality (changes with
the level of such contaminants as soot, oxidation products, glycol, and water), and oil temperature. The sensing principle for
oil cleanliness-level sensors like K5 investigated in this study
is typically based on the light obscuration method, which has a
light source transmitting through the oil ow and detected by a
photodetector. Particles in the oil obscure the transmitted light
and cause the photodetector to spike according to the number
and size of particles. Based on the amplitude of the spike, a
particle is classied into an appropriate size bin. In the wind
industry, the classication is typically made according to the
W W W. ST L E .O RG
International Organization for Standardization (ISO) cleanliness level indicating the amount of particles seen in 1 mL of
monitored lubricant that can be classied into three size bins:
>4 +m, >6 +m, and >14 +m (ISO 4406:1999(E) (18)). Typically, an online wear debris sensor like K2 or K3 is permanently
installed in a wind turbine gearbox and provides information
on the monitored gearbox in real time. Online oil condition
sensors like K4 are still in the developmental or trial stage in
the wind industry. The oil cleanlinesslevel sensors like K5
can be installed permanently in a wind turbine gearbox, used
on the oil before it is put in a gearbox, or used as a portable
unit to periodically check the oil cleanliness levels. Keeping
oil clean and dry is very critical for achieving the gearbox expected performance and extending its service life (Muller and
Errichello (19)).
Ofine instruments, depending on the location of the oil
sample or debris analysis, can be further divided into onsite
and offsite subcategories. Currently, it is a typical practice for
wind plant owners and operators to send an oil sample collected from a turbine at about 6-month intervals to a dedicated offsite laboratory for ofine analysis. If a wind plant owner
and operator has a eet of turbines, it might be economical
to invest in a few oil and debris analysis instruments and
dedicate some human resources for conducting the needed
analyses. In this case, the oil or debris analysis is conducted
on the wind plant where the test turbine is located (ofineonsite analysis; Sheng, et al. (20)); however, ofine-onsite
practice has not become common in the wind industry yet,
and whether it will is heavily dependent on the instrumentation cost, number of turbines in a eet, and availability of
qualied personnel. In addition to oil samples, the owner
and operator sometimes also conduct lter element analysis
(Sheng, et al. (21)). It has been observed that traditional oil
sample analysis is good for monitoring the deterioration of
the oils condition but is not effective for detecting component damage, which can be complemented by lter element
analysis. The parameters typically evaluated in an oil sample
analysis for the wind industry include viscosity, acid number,
particle counts, water content, additive levels, and wear index.
Sometimes elemental analysis is conducted on particles that
are contained in the oil sample or trapped by the lter element. It is worth noting that these analyses are best conducted
by following procedures specied by American Society for
Testing and Materials standards, but it is hard to completely
eliminate inconsistent practices among different laboratories.
RESULTS AND DISCUSSION

Run-in: online oil cleanlinesslevel measurements
The rst set of results was obtained by online oil cleanliness
level measurement sensors during the run-in of gearbox 1
(illustrated in Figure 4 on Page 62). The generator status is
labeled in Figure 4 and is divided into three stages: around
13:51, the generator speed started ramping up; around 13:59,
the generator was connected to the grid; and around 14:10,
the generator went off grid, but the oil cleanliness-level mea-
OCTOBER 2016
61
Figure 4 | Online oil cleanliness-level measurements during run-in of

test gearbox 1.
Figure 5 | Online oil cleanliness-level measurements during run-in of

gearbox 2.
surement sensor was left running. At around 14:34, the power
supply to the sensor was shut off and all oil cleanliness-level
readings dropped to 0 values. The cleanliness levels are expressed according to ISO 4406:1999 (18) in Figure 4. The
gure shows that throughout the gearbox operational process,
a broad range of particle sizes was generated, as demonstrated
by the increased ISO 4406 readings in all three size bins: >4
+m, >6 +m, and >14 +m. It was also observed that the oil
cleanliness-level readings increased with the ramping up of
the generator speed and decreased with the shutdown of the
generator and continuously functional ltration system.
Based on these observations, it is hypothesized that the oil
cleanliness level can potentially be used to control and monitor the run-in of wind turbine gearboxes. The expectation is
that the readings will increase when the run-in at a certain
load level starts, and they will gradually stabilize because of
the smoothed contacting surfaces obtained through run-in
and the continuously functional ltration system. To evaluate
this hypothesis, the oil cleanlinesslevel measurements obtained during the run-in of test gearbox 2 were also collected
and illustrated in Figure 5. Approximately between 14:05
and 16:29, the oil cleanlinesslevel readings rst increased
and then stabilized, which is consistent with the expectation
62
OCTOBER 2016
provided earlier. The entire period between 14:05 and 16:29

can then be considered as the run-in time for test gearbox 2
at a 100% load level. The stopping time of 16:29 may vary
a bit depending on what criterion was used to dene a balance between debris generation through the run-in and the
ltration system removal. It is worth pointing out that both
tests used two ltration systems: a main loop (down to 10
+m) and a kidney loop (down to 3 +m). If there was only the
main ltration loop ltration system (down to 10 +m) available during the run-in, the changes in oil cleanlinesslevel
readings would mainly be reected in the largest size bin >14
+m, and this bin could determine whether a run-in at a certain load level was complete. When using oil cleanliness-level
measurements to control and monitor wind turbine gearbox
run-in, it is important that the ltration system functions as
designed and its performance is consistent throughout the
entire run-in period for a certain load level; various ltration
systems used during the run-in may lead to different run-in
time intervals. In any case, this is a valuable contribution
to the wind industry because no standards are available that
specify how to monitor and control the run-in of wind turbine
gearboxes, and different gearbox manufactures may have different practices.
Another observation from Figures 4 and 5 is that the oil
cleanliness-level readings increase during major transient
eventswith the generator online action in Figure 4 and the
generator online and test stopped actions in Figure 5. It is
therefore reasonable to conclude that wind turbine gearbox
wear is mostly caused by major transient events, assuming
that the gearbox is designed and manufactured to acceptable
industry standards.
Run-in: inline and online oil debris counts

The second set of results was obtained by oil debris counting
sensors and is illustrated in Figures 69. The gures show
that the entire testing lasted about a month. Specically, the
run-in was conducted at four different load levels and two
speeds: 25% rated torque, 1,200 rpm; 50%, 1,800 rpm; 75%,
1,800 rpm; and 100%, 1,800 rpm.
Comparing the results in Figures 6-8, which include both
ferrous and nonferrous debris, it is observed that the absolute particle counts are different among sensors K1 (900),
K2 (270), and K3 (63), which can be attributed to their
different mounting locations, ow rates, bore size, minimal
detectable particle size, etc. However, if the attention is shifted
to the periods when generation rates of debris increase, as
highlighted by dashed ellipses in these gures, it is seen that
about the same periods are indicated by all three sensors.
This implies that if the oil debris sensors are used to detect
changes in trends of wind turbine gearbox debris generation,
both inline (e.g., K1) and online sensors (e.g., K2 and K3)
can be effective. An inline oil debris counting sensor has an
advantage if a prognosis of the remaining useful life of the
gearbox is expected and both are assumed to have the same
level of debris particle detection capabilities because it may
W W W. ST L E .O RG
Figure 6 | Cumulative particle counts obtained by sensor K1 during

run-in of gearbox 2.


Figure 9 | Ferrous particle counts by K2 divided into ve sizes of

bins during run-in of gearbox 2.
be easier to develop a prognostic model using an inline sensor

with full oil ow than an online sensor with a side stream of
oil ow, because the correlation between the online sensor
counts and the gearbox deterioration has to be developed
under the inuences of reduced ow rates, pressure, and bore
size in the kidney loop. Thresholds for both inline and online
oil debris counting sensors are used to provide maintenance
recommendations. These thresholds may vary from turbine to
turbine, gearbox to gearbox, and even site to site, so careful
attention is needed when applying the sensors to different
gearboxes.
In Figure 9, the breakout of ferrous particles counted by
sensor K2 into ve different size bins is illustrated. It provides
more details on the distribution of debris size than those cumulative counts as shown in Figures 6-8 and can facilitate
analyses that take debris size bins into account. Throughout
this period of testing, the majority of debris generated was
in the 100 and 800 mm range. The most debris generated
was in the 200 and 400 mm range. It can be concluded that
large debris can be generated during run-in of a wind turbine
gearbox. Given that the hardness of the debris is comparable

to the contacting surfaces of gears and bearings inside the
gearbox, it is critical to have an appropriate ltration system
capable of removing the debris during the run-in process.
Most wind turbine gearbox manufacturers have adopted the
above described run-in practices; however, run-in of wind
turbine gearboxes has not become an industry standard practice yet. It is thus benecial for a turbine original equipment
manufacturer or a turbine owner and operator to check the oil
cleanliness level after a gearbox is received. This can be done
through an ofine oil sample analysis or a portable system
that can provide oil cleanlinesslevel measurements.
Based on Figures 4 and 5, the oil cleanliness-level readings are shown to be strongly affected by the testing conditions, making it hard to extract information solely caused by
component wear and evaluating gearbox health condition.
Comparatively, the oil debris counts shown in Figures 6-9
only change when debris are generated. The oil debris counts
appear to be better indicators to monitor damage occurring to
gears and bearings in a wind turbine gearbox than oil cleanli-
64 The worst hurricane damage is often caused by a storm surge. A storm surge is like a giant wall of water pushed on shore by hurricane winds.
Table 2. Oil samples taken during run-in of gearbox 2.

Sample Number
1
2
3
4
5
6
7
8
9
Sampling Date
Sampling Time
Operating Hours
11/3/2009
11/5/2009
11/10/2009
11/11/2009
11/17/2009
11/17/2009
11/18/2009
11/19/2009
12/3/2009
2:30 p.m.
2:13 p.m.
3:20 p.m.
12:55 a.m.
4:49 p.m.
6:10 p.m.
3:40 p.m.
5:00 p.m.
12:15 p.m.
0.0
0.5
1.5
2.5
3.5
4.5
5.0
8.0
13.0
ness levels. This is true because turbine operational condition

may have signicant inuences on oil cleanliness and makes it
hard to establish a clear correlation between component deterioration and the oil cleanliness change, which typically gets
worse as oil ages. This, however, does not diminish the value
of using oil cleanliness level to monitor the contamination of
wind turbine gearbox oil and its potential use to control and
monitor run-in of wind turbine gearboxes. On the other hand,
the oil debris counts may not be directly used to control and
monitor run-in of wind turbine gearboxes. Whether the debris
generation rates based on oil debris counting sensors can be
used to monitor and control run-in of wind turbine gearboxes
may be worthy of future investigations.
Run-in: ofine oil sample and wear debris analysis

Ofine oil sample and wear debris analyses, as a typical CM
practice used by the wind industry, were conducted through
the testing of gearboxes 1 and 2 to evaluate its effectiveness.
As an example, the results obtained during the run-in of
gearbox 2 are discussed in this section. There were nine oil

samples taken throughout the entire run-in of gearbox 2 as
detailed in Table 2. To obtain more details on oil and debris
condition changes throughout the run-in of a wind turbine
gearbox, the sampling intervals were much shorter than 6
monthsa typical practice followed by the wind industry.
It is worth noting that the total number of operating hours
(13) cannot be simply treated as the accumulated time spent
on the run-in of test gearbox 2 because a few other tests were
also conducted, but a majority of the time was used to run-in
gearbox 2.
Table 3 shows some of the oil and debris analysis results
based on one reference oil sample and ve recent samples
5 to 9 as dened in Table 2. The left-most column shows
the parameters evaluated along with their units or analyses
conducted, and the next two columns are lower and upper
bounds corresponding to the evaluated parameters, which are
typically provided by the oil analysis laboratory.
In addition to oil condition, the parameters evaluated in
this work included total acid number (TAN, mg KOH/g), viscosities (mm2/s or cSt) at 40 and 100C as shown in Table
3, sulfur (percentage), water content (ppm) by Karl Fischer,
and a few others that are not shown, such as particle counts
through light blockage method (LBM)which is often called
the light obscuration method and the same as what is followed
by typical cleanliness-level measurement sensors like K5
and corresponding codes according to ISO 4406:1999, and
oxidation-level estimation using remaining useful life evaluation routine. The particle counts by LBM will be illustrated
in the next section through a comparison with those obtained
by scanning electron microscopy (SEM) and LaserNet Fines
Table 3. Ofine oil sample and wear debris analysis during run-in of gearbox 2.
Analysis Results
Lower Bounds
TAN mg KOH/g
Direct Reading (DR) Ferrography
DR Ferro DL /ml
DR Ferro DS /ml
DR Ferro WPC /ml
Dilution Factor
DR Ferro Percentage of Large Particles (PLP)
DR Ferro Severity Wear Index (SWI)
Viscosities
Viscosity @ 40 C
Viscosity @ 100 C
Metals
Iron ppm
Silicon ppm
Zinc ppm
Phosphorus ppm
Calcium ppm
Barium ppm
Molybdenum ppm
Particle Quantier (PQ) Wear Index
Sulfur wt%
Water by Karl Fischer (KF) ppm
Upper Bounds
Reference Oil
Sample 5
Sample 6
Sample 7
Sample 8
Sample 9
0.16
<0.10
<0.10
<0.10
<0.10
<0.10
<0.10
31.4
8.6
40
1

57
912
25.2
7.5
32.7
1

54
579
5.8
1.2
7
1

66
32
12.6
4.4
17
1

48
139
1.5
0.9
2.4
1
25
1
52.2
65
272
19.33
368
29.78
312.6
2
20
<1
<1
1
4
11
3
<1
15
250
0.52
52
286.6
22.79
1
3
21
31
24
8
11
10
0.48
13
286.1
22.73
1
4
24
38
27
9
12
9
0.16
12
287.8
22.66
1
3
24
31
23
6
11
9
0.49
31
287.0
22.66
1
3
24
31
24
7
11
7
0.49
29
285.3
22.77
1
5
29
54
24
7
12
10
0.54
12
Outside Cautioning Limit

Outside Alarming Limit
66
OCTOBER 2016
W W W. ST L E .O RG
(LNF; Spectro Scientic (22)). The debris analyses conducted

include direct reading ferrography, analytical ferrography, and
Fourier transform infrared spectroscopy. The analytical ferrography (AFG) will be illustrated in the next section through a
comparison between its inferred damage modes and those obtained through SEM and LNF. Because of the research nature
of this project, the analysis methods investigated are more
than what are typically adopted by the wind industry.
As shown in Table 3, only viscosities have both lower and
higher bounds, and most of the other parameters have only
upper bounds. Whenever the analysis of a sample results in
readings close to or outside of these bounds, the laboratory
that analyzed the sample will provide a certain level of warnings to the end users. For example, the readings of the percentage of large particles under direct-reading ferrography
were close to or above its corresponding upper bound and
the viscosities at 40C were smaller than its corresponding
lower bound. As a result, these readings are highlighted in
the report by a single star (cautioning) or double stars (alarming). The other parameters shown in Table 3 are within their
expected ranges.
As discussed earlier, there are a few benets of having oil
and debris analyses conducted by a dedicated laboratory. For
example, the access to more samples taken from the same type
of monitored equipment enables analysts to determine representative thresholds for various parameters used to evaluate
oil and the monitored equipment deteriorations. In addition,
the analyses in most laboratories are typically conducted by
qualied personnel and by following standardized or certied
procedures, helping to minimize variations introduced during
the analysis processes. Finally, the analysis results produced
by most laboratories are interpreted and the corresponding
maintenance recommendations are provided by certied lubricant analysts, helping to minimize possible reporting of
incorrect information and subsequent decision making.
Run-in: ofine image-based cleanliness levels and damage

modes
One limitation with oil and debris analysis conducted by a
dedicated laboratory is that it often takes longer time to get
the results before appropriate O&M actions can be taken
because of the extra sample shipment time needed. If the
end users would like to get results and take actions immediately, one solution is to have some onsite equipment that can
provide oil and machine condition information quicker by
eliminating the sample shipment time. Among the various
onsite equipment options, image-based particle shape and
size analysis systems appear attractive, because they not only
provide particle counts, which can be coded according to ISO
4406:1999 (18), but they show particle types and correspondingly inferred damage modes. Depending on the techniques
used, some particle shape and size analysis systems can even
be used to conduct elemental analysis and determine the material composition of measured particles. By using the techniques adopted by a dedicated laboratory as benchmarks, a
68
Figure 10 | Ofine image-based technologies: oil cleanliness level for

size bin greater than 14 +m during run-in of gearbox 2.
comparison against two types of image-based particle shape

and size analysis systems was conducted based on oil samples
collected during the run-in of gearbox 2 and is discussed in
this section.
One LNF and one automated SEM (Drake (23)) were investigated. The LNF uses a laser imaging technique to identify the type, rate of deterioration, and severity of mechanical
faults by measuring the size distribution, rate of progression,
and shape features of wear debris in lubricating uids (Spectro
Scientic (22)). The SEM uses dynamic beam scans of lter
samples to detect and characterize particles. Each systems
ability to attain ISO 4406:1999 (18) cleanliness levels and its
ability to infer potential damage modes or particle types were
compared with the equivalent results obtained by the laboratory. In the laboratory, the LBM was used to attain ISO cleanliness levels and the AFG was used to identify particle types
or damage modes. To perform AFG, solid debris suspended
in a lubricant is separated and systematically deposited onto
a glass slide, which is then examined under a microscope to
determine particle size, composition, and surface condition
of both ferrous and nonferrous particles (Barrett and McMahon (24)).
Each of the nine oil samples was measured at least three
times and the averages of their ISO cleanliness-level readings
were used as the nal results from the LNF and the SEM. The
results for bin 14 +m obtained by all three techniques (i.e., the
LNF, SEM, and LBM) are shown in Figure 10. It was observed
that all three methods showed a trend of oil getting cleaner
throughout the run-in. This outcome is consistent with the
expectation of the oil cleanlinesslevel trend throughout the
run-in of a wind turbine gearbox and having the run-in debris
removed by ltration. The highest reading obtained by the
LBM (based on sample 2, as highlighted in Figure 10) turned
out to be silicon. The variations in readings from all three
methods, based on seven out of the nine samples, excluding samples numbered 2 (largest variation) and 4 (smallest
Hurricanes also can produce tornadoes. A 1967 hurricane in Texas caused more than 140 twisters.
Figure 11 | Ofine image-based technologies: damage modes during run-in of gearbox 2: (a) AFG, (b) LNF, and (c) SEM.
variation) as outliers, were between two and four orders of

ISO 4406:1999 (18) cleanliness codes. The results demonstrated that, when looking at ISO cleanliness levels, it is more
important to focus on one technology and the overall trends
than the absolute cleanliness code values, assuming that the
variations with analysis procedures and personnel are minimized by the averaging process based on multiple analyses.
In addition, it is important to examine possible outliers and
determine whether they represent the true condition of the
analyzed oil.
In addition to the ISO cleanliness levels, the inferred particle types or damage modes obtained from each technique
were also compared and the results are shown in Figure 11.
Figure 11a shows that the top two damage modes identied
by AFG are 70% rubbing and 15% corrosion. If rubbing is
classied as normal wear and the rest as abnormal, the result
shows 30% being abnormal. In Figure 11b, the top two portions identied by the LNF are 65% fatigue and 14% ber. If
nonmetallic ingredients and ber are not considered as abnormal metal wear and the rest is, the result shows that 79%
is abnormal. In Figure 11c, the top two portions identied by
the SEM are 47% nonmetallic and 38% fatigue. If nonmetallic
70
OCTOBER 2016
ingredients are not considered abnormal, whereas metal wear

is, the result shows 53% as being abnormal.
It is clear that the ndings from different techniques are
inconsistent, which may be attributed to a few factors: (1)
incomparable terminologies used by each technique and (2)
variations in sample preparations, analysis processes, and
equipment capabilities, etc. To address the incomparable terminology challenge, a standardizing effort is needed so that
all technologies can adopt or at least perform a cross-check
among terminologies to enable comparable interpretation of
analysis results. For the other variables caused by the analysis
personnel and equipment, a certied analyst and procedure
based on calibrated instruments, as well as multiple analyses
to reduce possible extremes caused by single analysis, will
help. The analyzed sample being in-service and not calibrated
with known particle types or damage modes makes it difcult
to evaluate which one of these three techniques most closely
reects the real condition. Therefore, a comparison based on
known particle types or damage modes in a sample will be
worthwhile. It is worth noting that using the image-based
technologies investigated herein, additional in-depth elemental analyses are needed to pinpoint the failed components.
W W W. ST L E .O RG
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Based on the oil cleanliness level and particle types or

damage modes results, it is reasonable to conclude that imagebased technologies can be used onsite to monitor oil cleanliness levels as long as the focus is on overall trends. However,
more evaluation is needed to conclude whether these technologies can be used onsite to reliably evaluate the monitored
equipments condition based on their inferred particle types
or damage modes. One challenge is the descriptions of particle types or damage modes need to be standardized or made
comparable among different technologies.
For particle counts through oil sample or debris analysis,
whether offsite or onsite, attention needs to be paid to sample
taking, preparation, and analysis procedure (Caldwell (25));
derive nal results through multiple analyses, if possible; and
focus more on overall trends of analysis results and less on
absolute values.
Healthy: oil cleanlinesslevel measurements

Based on test gearbox 2, which was considered healthy, a
round of CM data collection was conducted during the course
of one day. The test was started around 13:45 and stopped
around 15:30. The gearbox was rst tested under 25% rated
torque at 1,200 rpm and then shut down and ramped back up
to 1,800 rpm, under which a loading sequence was applied.
The load was kept at 50% rated torque for about 20 min, then
at 100% rated torque for another 20 min, and nally down to
50% rated torque for about 10 min. The data presented in this
and the next section were mainly collected under this loading sequence with the intention to evaluate whether certain
measurements are heavily affected by loading conditions.
The online oil cleanlinesslevel measurement results are
shown in Figure 12. The data before the rst transitional period, around 14:10, were collected at 25% rated torque and
1,200 rpm, and those after the fourth transitional period,
around 15:30, were collected while the test gearbox 2 was
shut down with the kidney loop ltration system left running.
Comparing the readings from all three curves (size bins), it
can be observed that most of the particles are of smaller sizes,
no greater than 14 +m. In addition, the bin of greater than
14 +m is affected by the loading sequence more than the other
two, which implies that for wind turbine gearbox component deterioration evaluation purposes, more insight may be
gained from the bin greater than 14 +m. However, serious
attention has to be paid to the operational condition because
of its likelihood to inuence the oil cleanliness-level measurement results. In addition, the readings of the bin greater
than 14 +m always jump up rst during the transitional periods, as highlighted by the short red arrows in Figure 12,
and then settle. This provides a piece of evidence that most
wind turbine gearbox component deterioration is caused by
transient events. Comparing the readings at each load level
after they settle down, it appears that they do not necessarily
increase with load levels, and these periods may be useable
for evaluating damage to monitored components according
to oil cleanlinesslevel measurements.
Figure 12 | Online oil cleanliness-level measurements during phase 3

gearbox 2 testing.
Figure 13 | Online oil condition measurements during phase 3 gearbox 2 testing.
Healthy: online oil condition measurements

The oil condition sensors investigated during this round of
testing provide measurements on oil moisture, temperature,
quality, and environmental temperature and moisture. The
environment temperature and moisture are useful to more accurately interpret the changes in oil condition measurements.
Figure 13 shows the online moisture and temperature
measurements (the left vertical axis is moisture in percentage relative humidity and the right vertical axis is temperature
in Celsius) of both the oil and the environment. It is seen
that the environmental temperature did not change much and
the environmental moisture rst experienced an increase and
then a decrease throughout the entire data collection period.
The oil moisture changes inversely with the oil temperature.
Neither the oil moisture nor the oil temperature appears heavily inuenced by the environmental temperature or moisture,
72 Slow-moving hurricanes produce more rainfall and can cause more damage from ooding than faster-moving, more powerful hurricanes. Hurricane
ment with the changes in load levels, it appears that the oil
quality improves no matter load increases or decreases and
no clear correlations can be established between these two.
In summary, online oil condition measurements appear
to be affected more by cumulative effects of wind turbine
operations than transient events, such as instant changes in
operational load levels. Long-term testing is needed to evaluate whether online oil condition measurements are effective.
Damaged: inline oil debris counts
Figure 14 | Online oil quality during phase 3 gearbox 2 testing.
Based on the damaged gearbox 1, CM data collection was

conducted during phase 2 of the GRC tests. The inline oil
debris sensor counts obtained during this round of testing
are presented in Figure 15, which shows that within 3 days,
the counts increased from 0 to about 680. For September
16 alone, the particle generation rate reached about 70 particles per hour. As a reference, there were about four particles
counted during one day by the same type of sensor installed in
the same location based on healthy gearbox 2. It is reasonable
to conclude that, in a damaged wind turbine gearbox, debris
generation rates tend to increase dramatically.
Damaged: ofine oil debris analysis
Figure 15 | Inline oil debris sensor measurements during phase 2

gearbox 1 testing.
and the reason might be that the data collection period is too
short and has not got to the weekly or monthly level. The oil
moisture and temperature also appear less correlated with
the changes in load levels as demonstrated by a reduction
of oil moisture when the load is increased from 50% rated
torque to 100%, and another reduction not an increase, when
the load is decreased from 100% rated torque to 50%. The
reason might be that oil temperature and moisture are slowchanging variables and more correlated with cumulativenot
transientload changes.
Figure 14 shows the oil quality measurement results and
the unit of its vertical axis is Q, customized by the sensor
provider. The oil quality changes with the level of contaminants such as soot, oxidation products, glycol, and water.
The increase in oil quality value indicates the deterioration
of oil quality. Figure 14 shows that throughout the entire data
collection, the oil quality appears to be getting better (values
become smaller). It is counterintuitive, but it is likely that the
oil quality measurement is highly affected by oil temperature
and moisture, which experienced pretty dramatic changes, as
shown in Figure 13. When comparing the oil quality measure-
After the test of damaged gearbox 1 in the NREL 2.5-MW

dynamometer was completed, it was shipped to a gearbox
rebuild shop and disassembled. During its disassembly process, the gearbox oil was drained through a few lter cloths,
one of which was sent to a dedicated laboratory for a SEM
analysis. Automated feature analysis was used by the laboratory in conjunction with the SEM to quantify and measure the
debris particulate and identify major chemical classications.
The lter cloth was immersed in a solvent and agitated in
an ultrasonic sink. Then, 20 mL of the solution was drawn
through a lter and analyzed. Figure 16 shows the distribution of chemical classications of the debris particulates. The
classication of one debris particulate into a certain chemical
is made by identifying trends in its composition and examining
whether the trends match criteria used to dene that chemical. For example, if the particulate has more than 30% iron, it
will be considered steel (Herguth (26)). Figure 16 on Page 74
shows that the major particulate constituents in the specimen
are steel, iron oxide, brass, and zinc, which possibly originate
from bearings, gears, or oil additives. By comparing these constituents with the damage that occurred to the test gearbox 1,
as illustrated in and discussed in the failure analysis report (Errichello (16)), their corresponding sources can be determined.
For example, the major source of steel is gears, and iron oxide is
a result of high temperature caused by oil starvation, etc. If the
sample were taken from an in-service turbine, the laboratory
would recommend that the turbine owner and operator take
needed maintenance or corrective actions, such as conducting
a bore-scope inspection of the gearbox to verify possible gear
or bearing damage, tracking down what might have led to the
high temperature, and taking needed actions to correct it, according to the analysis results.
Floyd off the coast of Africa was barely a category I hurricane but still managed to mow down 19 million trees and caused a billion dollars in damage.
73
Figure 16 | Particulate chemical classication distribution obtained

from phase 2 gearbox 1.
The classication of one particulate into a certain chemical

can be further illustrated by examining backscatter electron
image (showing brightness relative to atomic number and
density) of the particulate and its associated X-ray spectra.
Figure 17 shows an image of a large steel particle obtained
from the analyzed specimen and its corresponding X-ray spectra. The X-ray data were collected from the area marked in the
image. The iron content of the particulate is obviously greater
than 30% and the particulate should be classied as steel. By
following this procedure to automatically process all particles
in the specimen, very detailed and valuable information can
be obtained, enabling the generation of a lot of insightful
reports (e.g., Figure 16).
The particulates were also sorted by size using equivalent
diameter (the diameter of a circle with the same area as the
area of the particle) measured as the criteria. Figure 18 summarizes the results and the horizontal axis shows different
size bins. Corresponding to each size bin, the vertical axis
represents the percentages of each chemical with reference to
the total debris of the specimen. The numbers above the bars
for each size bin represent the sum of percentages of all identied chemicals from the specimen. As shown, 75.1% of the
particles were <4 +m in equivalent diameter and 1% were >25
+m. These results imply that the oil cleanliness levels evaluated by ISO 4406:1999 (18) only counted for about 24.9%
of the particulates in the specimen, because its smallest size
bin is >4 +m. In addition, caution needs to be paid to these
particulate sorting results, which only represent the analyzed
specimen and not the real gearbox condition, because a majority of the debris, especially those of large sizes, might have
been removed by the ltration systems. However, in a typical
oil debris analysis conducted based on oil samples, this will
not be a problem because the samples are typically taken before the oil is ltered.
74
OCTOBER 2016
Figure 17 | Backscatter electron image of a large steel particle obtained from phase 2 gearbox 1.
In summary, the SEM with automated feature analysis is a
powerful tool for debris analysis, which is effective for monitoring wear and contamination in wind turbine gearboxes.
Once data indicate an abnormal condition, further investigation is often warranted to identify possible root causes and
determine reasonable corrective actions.
Conclusions and recommendations

Some rst-hand oil and wear debris analysis based on testing of full-scale wind turbine gearboxes is presented in this
article. The investigated techniques cover a few different types
including real-time inline and online oil condition and wear
debris monitoring, as well as ofine-onsite and offsite oil sample and wear debris analysis. Based on the results obtained
from the dynamometer testing of two 750-kW test gearboxes
under three different conditions: run-in, healthy, and damaged, it is reasonable to conclude that
online oil cleanlinesslevel measurements:
- can be used for monitoring and controlling the runin of wind turbine gearboxes. This can potentially
be introduced as a standard practice to the wind
industry.
- are greatly affected by turbine operational conditions. Effective methods have to be used to lter out
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inuences caused by operational conditions if oil

cleanliness levels are used to evaluate a components
health condition.
- have shown that for component deterioration evaluation, more insights may be gained from the bin of
size > 14 +m and attention should be focused on
the overall trends instead of absolute values.
- have indicated that transient events causing more
component deterioration to wind turbine gearboxes.
inline and online oil debris monitoring:
- appears to be a better approach for monitoring
gearbox condition than using oil cleanliness-level
measurements because the latter is more affected by
operational conditions and oil age.
- can both be effective if used to detect changes in
wind turbine gearbox debris generation trends;
however, inline sensors may be an easier option in
terms of model development when oil debris counts
are used to estimate gearbox remaining useful life.
- has shown that large debris can be generated during
the run-in of wind turbine gearboxes. It warrants
the necessity of oil ltration during a gearbox runin and before being put into full service.
- has shown that damaged gearboxes have much
higher debris generation rates than healthy gearboxes.
online oil CM:
- has shown that oil temperature and moisture are
slow-changing variables and less affected by transient load changes during turbine operations.
76
has shown that oil quality, mainly determined by

oil contamination levels, has no strong correlation
with loads experienced by a wind turbine gearbox.
ofine oil sample and debris analysis:
- can reduce the opportunity of producing erroneous
results by conducting multiple analyses.
- can provide detailed debris composition information to help identify possible root causes and recommend appropriate corrective actions.
- has a few benets if conducted by a dedicated laboratory, such as analysis that is conducted by qualied analysts following certied procedures, and
the thresholds for key monitoring parameters are
dened based on a wide database.
- is important to stay with one technology and focus
on the trends, if used to evaluate oil cleanliness levels. In addition, it is important to examine possible
outliers and determine the nature of the particle
and whether it represents the true condition of the
analyzed oil.
To make oil and wear debris analysis more benecial to
wind turbine gearbox CM and easily accepted by the wind industry, the following recommendations (based on this study)
can provide opportunities for improvement:
Make run-in of wind turbine gearboxes and ltration
after run-in an industry requirement and recommend
that end users check the oil cleanliness level when a
wind turbine gearbox is received.
Make the use of oil cleanliness-level measurements an
industry standard for controlling and monitoring run-
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in of wind turbine gearboxes

and investigate whether inline
or online oil debris counting
sensors can be used to serve the
same purpose.
Develop new materials or lubricants that can better tolerate the
transient loading conditions ex-
perienced by wind turbine gearboxes.

Research threshold setting methods based on either online or
inline oil debris sensors so that
appropriate maintenance actions
can be recommended.
Conduct long-term evaluation
of currently available online oil

CM sensor techniques, such as
oil quality, and develop new effective techniques, if needed.
Standardize terminologies on
damage modes used by different
parties or technologies.
Evaluate or develop cost-effective
oil and debris analysis techniques
that may be portable and can be
easily used to make wind turbine
gearbox maintenance decisions.
Investigate methods to account
for small debris (<4 +m in size)
in wind turbine gearboxes and
research their impacts on wind
turbine gearbox reliability or oil
property.
Both the conclusions and the opportunities listed are by no means
exhaustive. It is hoped that this study
can serve as a bridge between the wind
turbine gearbox stakeholders and the
Society of Tribologists and Lubrication
Engineers or other relevant research
communities so some needed work
can be done with oil and debris analysis and the related tribological work,
such as new materials and lubricants
for wind turbine gearboxes. As a result,
wind turbine gearbox service life can
be extended to benet the wind industry, including both landbased and offshore applications.
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78
OCTOBER 2016
The equipment from Parker Kittiwake,

Macom Technologies/Poseidon Systems, and GasTOPS loaned to NREL
and the support for conducting oil CM
research are sincerely acknowledged.
The support from SGS Herguth Laboratories and FEI Aspex is greatly appreciated. The author is also grateful for the
support from the GRC dynamometer
and eld testing teams. This work was
supported by the U.S. Department of
Energy under Contract No. DEAC3608GO28308 with the National Renewable Energy Laboratory. Funding for
this work was provided by the DOE
Ofce of Energy Efciency and Renewable Energy, Wind and Water Power
Technologies Ofce.
W W W. ST L E .O RG
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Gearbox Reliability Collaborative Analysis Round Robin,
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Drivetrain Components, Wind Energy, 16(4), pp 479-489.
(16) Errichello, R. (2012), Gearbox Reliability Collaborative
Gearbox 1 Failure Analysis Report, http://www.nrel.gov/
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for Wind Turbine Gearbox Prognostics and Health Management, https://www.phmsociety.org/sites/phmsociety.org/les/
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(5) Sheng, S. (2011), Wind Turbine Drivetrain Condition Monitoring during GRC Phase 1 and Phase 2 Testing, http://
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and Turri, S. (2009), A Brief Status on Condition Monitoring and Fault Diagnosis in Wind Energy Conversion Systems, Renewable and Sustainable Energy Reviews, 13(9), pp
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C. K. (2009), Condition Monitoring and Fault Detection of
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Monitoring of Wind Turbine Gearboxes through Compact
Filter Element Analysis, 2013 Society of Tribologists and Lubrication Engineers Annual Meeting and Exhibition, Detroit,
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(11) Choy, F. K., Chen, H., and Zhou, J. (2006), Identication of

Single and Multiple Teeth Damage in a Gear Transmission
System, Tribology Transactions, 49(3), pp 297-304.
(12) Musial, W. and McNiff, B. (2000), Wind Turbine Testing in
the NREL Dynamometer Test Bed, WindPower 2000 Conference, Palm Springs, CA, April 30May 4, 2000.
(13) National Renewable Energy Laboratory. (2010), Dynamometer Testing, http://www.nrel.gov/docs/fy11osti/45649.pdf (accessed September 24, 2014).
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(23) Drake, T. (2009), Personal SEM(PSEM) eXpressTM: The

Game-Changer in Microscopy and Microanalysis, http://
www.sietronics.com.au/acexpress.pdf (accessed January 15,
2015).
(25) Caldwell, K. (2014), Particle Counters for Oil Analysis:

Design and Specications, http://www.spectrosci.com/product/lnf-q200/?fileID=8a808189470570b30147da5f68c81431
(accessed January 12, 2015).
(26) Herguth, B. (2011), Particle Counting & Wear Debris
Analysis in Used Oil Samples, http://www.nrel.gov/wind/pdfs/
day2_sessionv_03_herguthlab_herguth.pdf (accessed January
15, 2015).
OCTOBER 2016
79
NEWSMAKERS
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BAMS 569-001 authorizes the
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Fuchs Lubricants Co. also announces the Safran approval of ECOCOOL S 761 B. The new approval authorizes the use of ECOCOOL S 761
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80
PROPOSED ASTM STANDARDS

A proposed ASTM standardfrom
West Conshohocken, Pa.-based, ASTM
Internationalwill provide a means to
test and evaluate alternate fuel sources,
such as biofuels, for metals.
The proposed standard (WK54683
Test Method for Determination of
Metals in Biofuels by Microwave Plasma Atomic Emission Spectrometry
(MPAES)) is being developed by Committee D02 on Petroleum Products,
Liquid Fuels, and Lubricants.
ASTM-member Patrick Simmons,
of Agilent Technologies, Inc., says,
Methods to perform analysis of metal
elements in fuels has many benets to
society. Purely from a performance perspective, control of contaminant metals in the nal fuel product can mean
a more efcient engine performance is
achieved.
The standard will be primarily used
by a variety of laboratories owned by
the government, petrochemical products testers, biofuel producers and
more.
Another new standard consolidates
and summarizes all available test methods for analyzing elements in crude oil,
which is important to determining its
quality. By simplifying and streamlining this information, the new standard
(D8056) will foster shared understanding and stronger trade among buyers
and sellers of crude oil.
ASTM-member Kishore Nadkarni
of Millennium Analytics notes that elemental analysis is crucial for buyers
and sellers of crude oils, and the new
standard will make it easy to review all
of the elemental standards. Laboratory
chemists who characterize crude oils
and petroleum engineers also will benet from the new standard.
Crude oils contain a number of
trace elements, the most important of
which are sulfur, nitrogen, mercury,
vanadium and iron. Methods are described in the new guide for determining these and other inorganic elements
and compounds. Committee D02 on
Petroleum Products, Liquid Fuels, and
Lubricants developed this standard.
This last newly proposed ASTM In-
ternational standard (WK52873, Test

Method for Evaluation of Diesel Engine Oils in T-13 Diesel Engine) will
evaluate diesel engine oils for oxidation performance characteristics. This
will help ensure that industry guidelines are used and trucks and other
vehicles are receiving the proper oil
for T-13 engines.
Committee D02 on Petroleum Products, Liquid Fuels, and Lubricants developed this standard with support
from ASTM Internationals Test Monitoring Center (TMC).
The primary users of this standard
will be company and independent lubricant laboratories, oil blenders and
lubricant manufacturers that want to
compete in the marketplace and follow
industry guidelines. Regulatory agencies also will use the standard to ensure
their eets are receiving the proper oil
for their equipment.
SEA-LAND CHEMICAL CO. ISO

9001:2015 CERTIFIED
Westlake, Ohio-based, Sea-Land Chemical Co. has been certied as meeting
the requirements of the ISO 9001:2015
Standard.
Following the certication process
of Akron, Ohio-based Smithers Quality Assessments (www.smithersregistar.
com), Sea-Land Chemical Co. and its
subsidiaries achieved this milestone in
late June 2016. Smithers is an ANSIASQ National Accreditation Board
(ANAB) accredited register. The ISO
9001:2015 Standard is the latest standard, published just last year, and is
both less prescriptive and more comprehensive than earlier versions of the
ISO 9000 series.
This certification validates our
commitment to quality, says Sea-Land
Chemical Co. president Joseph Clayton. It is the result of a concentrated
effort to constantly review and improve
our internal processes and operate in
an ethical and responsible manner.
The International Organization for
Standardization (ISO) is an independent, non-governmental international
organization with a membership of 163
national standards bodies. It develops
The planet Jupiter has a hurricane, which has been going on for over 300 years and
Patrick Maggi (right) receiving the ASTM International Award of Merit for 2016.
voluntary, consensus-based, market relevant international standards including

the ISO 9000 series, which addresses
quality management.
ASTM INTERNATIONAL
GIVES AWARDS FOR MERIT
AND LEADERSHIP
Patrick Maggi, president of Cannon Instrument Co., received the prestigious
ASTM International Award of Merit
for 2016.
The ASTM International Board of
Directors presented Maggi with the
award at the ASTM D02 Meeting in
Bellevue, Wash. The ASTM International Award of Merit was established
in 1949 and is the highest award
granted to an individual member for
distinguished service and outstanding participation in ASTM International committee activities. The
award comes with the honorary title
of ASTM Fellow and a lifetime membership in ASTM.
Maggi has been an active member

of ASTM Committee D02 (Petroleum
Products, Liquid Fuels, and Lubricants)
for more than 20 years, serving as sub
vice-chairman of Subcommittee 7 since
2003 and chairman of Section A since
2002. In this time Maggi has actively
participated on various task groups,
provided leadership on dozens of work
items, authored industry papers, served
as primary technical contact for various
inter-laboratory studies and championed the development of new standards
as well as the revision of existing standards. In 2006 Maggi received the D02
Committee Award of Appreciation. In
2009 he received the ASTM D02 Award
of Excellence. Maggis ongoing volunteer work, extensive knowledge and
commitment to excellence in standards
development contribute directly to the
safety, quality and reliability of petroleum products worldwide, beneting
industries, governments and consumers
by advancing the quality of life.
can be seen as a red spot on the planet. This hurricane is bigger than the Earth itself.
Also, Athanasia Nassia Tzelepi, laboratory Fellow in Graphite Technology at

UK National Nuclear Laboratory, Cumbria, Great Britain, was recently named
the recipient of the 2016 ASTM International Presidents Leadership Award.
The Presidents Leadership Award
recognizes individuals early in their
ASTM career who have signicantly
advanced the societys mission through
extraordinary accomplishment, example and vision. It is presented annually
to two deserving ASTM members.
A member of ASTM since 2011,
Tzelepi has been an innovative force
behind standard development and has
personally broadened the reach of the
Society. In 2014 she received the Award
of Appreciation from Committee D02
on Petroleum Products, Liquid Fuels,
and Lubricants for her active membership and signicant contributions
within the industry.
Specializing in energy research,
Tzelepi holds a masters degree in laser
81
and molecular physics from the University of Crete, a masters degree in

energy systems and the environment
from the University of Strathclude and
a masters of business administration
in business management from the Hellenic Open University.
IDEMITSU ENGINE OIL RECEIVES

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82
OCTOBER 2016
Idemitsu Lubricants America (ILA), based

in Jeffersonville, Ind., has announced
that its SAE 0W-20 is the industrys rst
engine oil to achieve the next-generation
dexos-1 (known as dexos1: 2015) approval through General Motors.
To obtain this distinction, ILA used
proprietary technology to attain the
required superior fuel economy and
performance needed to meet and exceed GM requirements for current and
future engine development.
To assist in meeting future emission
regulations and increased fuel economy standards, GM and other vehicle
manufacturers are adding additional
technology to their engines that require more demanding oil standards.
Idemitsus 0W-20 has been designed
to meet the accelerating demands of
these modern engines. In addition, the
unique properties of Idemitsus 0W-20
provide superior protection for turbocharged engines and suppresses lowspeed pre-ignition events, which are
becoming more common. It features
a high-quality, robust formulation developed specically to meet the most
rigorous specications in the industry.
Idemitsus 0W-20 not only carries the
new GM dexos-1: 2015 license but also
satises ILSAC GF-5 conditions.
Consumers will also benet with better gas mileage from the additional fuel
economy realized with Idemitsus 0W20 low viscosity formulation. Idemitsus
0W-20 oil is anticipated to become an
industry trend with more auto manufacturers expected to recommend its usage.
Idemitsu focused on lower viscosity oils intentionally, says Scott Rajala,
senior chief engineer at ILA. As with
our Asian OEM customers, the U.S.
OEMs are now beginning to focus on
the potential fuel economy savings of
lower viscosity engine oils. Idemitsu

developed this innovative technology
with the intention of being the leader
in the OEM factory ll market for fuel
economy engine oils.
SCHAEFFLER POSTS SIGNIFICANT

EARNINGS INCREASE IN
FIRST-HALF 2016
Herzogenaurach, Germany-based,
global automotive and industrial supplier Schaefer Group continues to grow
protably.
It generated EUR 6.7 billion in revenue in the rst six months of 2016.
At constant currency, the growth rate
was 2.9%. Net income increased by approximately 60% to EUR 494 million
(prior year: EUR 309 million). Our
business has developed well during the
rst half of 2016. We are growing, and
all of our relevant earnings indicators
have improved, says Klaus Rosenfeld,
CEO of Schaefer AG.
The automotive business reported
growth of 5.4% at constant currency
compared to the prior year (+2.2% including the impact of currency translation), once more outpacing the increase
in production volumes of passenger
cars and light commercial vehicles
(+2.2%). From a regional perspective,
strong demand in Greater China and
Asia/Pacic were the main contributors
to the revenue increase.
The Schaefer Group created more
than 1,000 new jobs worldwide during
the rst half of 2016, employing approximately 85,200 staff as of June 30, 2016
(year-end 2015: approximately 84,200).
The company conrmed its guidance for 2016 as a whole. We are condent that we are well on our way to
meeting our annual targets for 2016,
says Rosenfeld. For 2016 as a whole,
the Schaefer Group expects revenue
growth of 3%-5% at constant currency.
CHEMTURAS PETROLEUM
ADDITIVES BUSINESS EXPANDS
ITS DISTRIBUTION RELATIONSHIP
Philadelphia, Pa.-based, Chemtura Corp.,
global manufacturer and marketer of
specialty chemicals, announces that
effective Sept. 1 Canoil Canada Ltd.
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I
Diana Haidar receiving a scholarship award from Rick Nachenberg

(right) and accompanied by professor David Burris.
From left to right: Professor Qianhong Wu, Tom OBrien and scholarship winner Zenghao Zhu.
From left to right: STLE Philadelphia Section members Tom OBrien, Bill
Tuszynski, awardee J. Brandon McClimon and professor Rob Carpick.
Michelle Torelli receiving her scholarship.
is its distributor for nished grease

products sold under the G-1000 and
G-2000 Series brand in Canada.
Chemtura will be transitioning customers for G-1000 and G-2000 Series greases to Canoil in Canada and
to Chemturas direct sales team in the
U.S. Customers with questions during
the transition should contact Chemturas distribution channel manager,
Bill Perry, at bill.perry@chemtura.com or
(203) 525-7892.
Canoil Canada Ltd.s business, located in Mississauga, Ontario, Canada,
is primarily custom packaging of both
grease and uid lubricants. It has the
exibility to do a variety of packaging as well as the capacity to custom
84
blend uids or semi-uids in small lots.

Canoil Canada Ltd. is ISO 9001: 2008
certied.
STLE PHILADELPHIA SECTION

AWARDS SCHOLARSHIPS
The STLE Philadelphia Section is pleased
to announce the awarding of $2,000
scholarships to four deserving students
doing research in nearby universities.
Diana Haidar, a NSF Graduate Research Fellow working in the laboratory of professor David Burris in the
department of mechanical engineering
at the University of Delaware, is conducting research on developing tribomaterials capable of low friction and
wear resistance in the absence of exter-
nal lubrication while operating under

extreme environmental conditions.
Haidar has presented her work on aluminum nanocomposites and polymeric
solid lubricants as separate projects at
three STLE annual meetings and two
STLE Tribology Frontiers Conferences.
Drexel University engineering student Michelle Torelli is pursuing a double major in chemical and biological
engineering and a masters of science in
environmental engineering. Torelli formulated anti-settling shear-thickening
uids using lubricating oils as carriers
and also worked on the manufacturing
processes. This work was presented at a
poster session sponsored by the Young
Chemists Committee of the Philadel-
Christopher Columbus wrote the rst known report of a hurricane in 1495.
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phia Section of the American Chemical

Society. Torelli is spending the summer
at a co-op assignment with the Boeing
Co. in Huntsville, Ala.
J. Brandon McClimon is a University of
Pennsylvania graduate student working
in the research group of STLE-member
professor Robert Carpick in the department of mechanical engineering.
McClimons research area is the study
of the fundamental lubrication mechanism of silicon oxide-doped hydrogenated amorphous carbon (a-C:H) coatings. McClimon earned a bachelors of
science in engineering physics from the
University of Michigan and a masters
of science in engineering physics from
the University of Virginia, following
a tour of duty in the U.S. Navy as an
engineering ofcer in the nuclear submarine service.
Villanova University graduate student Zenghao Zhu is a graduate student
in the department of mechanical engineering studying under the direction
of Dr. Qianhong Wu. Zhus doctorate

research is aimed at developing a systematic approach to examine the lift
generation in a highly compressible
porous medium. Zhu has authored or
co-authored four manuscripts on his
research topic in less than two years.
The Philadelphia Section received
STLEs Outstanding Section of the Year
award in 2015 and 2016.
PROMOTIONS & TRANSITIONS

ACME-HARDESTY WELCOMES
THREE NEW REGIONAL
SALES MANAGERS
Blue Bell, Pa.-based, Acme-Hardesty, a division of Jacob Stern & Sons, has hired
three U.S. regional sales managers.
Brad Merz is the new regional sales
manager for the Midwest region, covering Ohio, Indiana, Michigan, Kentucky
and West Virginia. Merz has a successful 15-year track record as an area sales
manager for Chemical Associates, In-
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Ashland Distribution. He holds a
bachelors degree
in business communications from
Ohio University.
Brad Merz
Tom Koutsos is
now the regional
sales manager for the Midwest region
based out of Chicago. Koutsos came
to Acme-Hardesty with more than six
years of high-performance chemical sales experience at Brenntag
Great Lakes. Prior
to his career in
sales, he was an
NCAA football
coach at Nicholls
State University.
Tom Koutsos
He graduated
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W W W. ST L E .O RG
from Southern Illinois University

with a bachelors
degree in advertising.
Ron Barker is
the new regional
sales manager
for the Western
Ron Barker
region, based in
Redondo Beach,
Calif. Barker has nearly 20 years of
sales experience in the personal care,
nutrition and functional food products
industries. He holds a bachelors degree
in pre-med biology from California
State University Northridge as well as
a masters of business administration
from California Lutheran University.
SONNEBORN ANNOUNCES
PROMOTION OF TECHNOLOGY
DIRECTOR
Parsippany, N.J.-based, Sonneborn LLC,
a global leader in the manufacture and
supply of high quality specialty hydrocarbons, announces the promotion

of Clay Rozic as technology director Americas, located in Petrolia, Pa. Rozic is responsible for leading the technology department for the Americas,
which includes quality control, regulatory, R&D, product development and
innovation.
Rozic has been with Sonneborn for
17 years, working in laboratory management positions and product development roles. He has made signicant
technical contributions in process
and product development, continuous improvements and development
of novel product applications. Rozic
graduated from La Roche College in
1999 with a bachelors of science in
chemistry and a bachelors of science
in biology.
I look forward to leading the Sonneborn technical team into the future.
We have built a superior team, and I
am excited for all the new innovations
IN MEMORIAM
WILLIAM GLAESER
Former STLE-member William Glaeser passed away in
August at his home in Columbus, Ohio. He was 93.
Glaeser was a U.S. Army veteran and served during
World War II. He received a bachelors of science in
mechanical engineering from Cornell University and a
masters of science in engineering from The Ohio State
University. He was a retired Research Fellow with the
Battelle Memorial Institute from 1951-2013.
Glaeser also was a member of ASM, ASLE and
ASME. He was a founding member of the Clintonville
Arts Guild. He is preceded in death by his wife of 63
years, Betty J. Glaeser, and son Mark Glaeser. He is
survived by sons, Bob and Chris, and several nieces
and nephews.
W W W. ST L E .O RG
in product development, quality and

regulatory systems and manufacturing technology that our team will produce, says Rozic of his new role.
Clay brings exceptional technical
knowledge and creative energy to this
critical role as
we continue to
innovate for the
future, says Jon
Giberson, vice
president and
general manager
Americas.
Rozic replaces
Anthony Banaszewski who retired
Clay Rozic
in June, following
his assignment to Technology Fellow,
in recognition of his many contributions during his 39 years at Sonneborn.
Banaszewski is Sonneborns rst ever to
receive this honor, one of the highest
recognitions achievable in the technology world.
TLT
T R I B O LO G Y &
LU B R I C AT I O N
T E C H N O LO G Y
Want to be recognized in TLT?

TLT is interested in hearing from our
readers. Let us know whats happening in your company. If you have news
about a new employee or if someone
in your company has been recognized with an award or any other
interesting items, let us know. Please
send us your news releases and photos for publication in Newsmakers to
TLT Magazine, Attn: Rachel Fowler,
840 Busse Highway, Park Ridge, IL
60068, rfowler@stle.org.
OCTOBER 2016
87
SOUNDING BOARD
How will oil analysis change

five years from now?
Nearly two-thirds of TLT readers believe that oil analysis is on the
cusp of major changes compared to how its traditionally been
conducted. More real-time testing with handheld instruments
(potentially mobile devices) at the machines location is expected.
Most everyone agreed results would be generated quicker and
delivered to the customer faster. Asked about the most important
elements of oil analysis, readers noted the importance of proper
sampling techniques, providing accurate information about the
machines usage and operating environment, taking consistent
reports to establish baselines as opposed to reacting to a single
value and acting on the reports recommendations. Many TLT
readers noted the ongoing battle in getting senior managers to buy
into the program. Without their support, the programs longevity
and effectiveness are weakened, said one respondent.
It will give faster results.

More recovery or decontamination
efforts. Ofine ltration systems.
Possibly more on-site equipment or
built-in inline testing.
Basic analysis will occur on-site.
More synthetics, more on-site particle
counting equipment.
Sensor technology will make oil analysis
substantially different.
It will most likely be more done with
portable instruments at the plant sites
by reliability personnel.
I would expect more automated oil

analysis at the local level so samples are
no longer sent to an analysis lab but are
analyzed by a handheld device that
provides results almost immediately.
We will see a signicant increase in the
use of mobile devices to screen oil
condition at rst line.
Testing laboratories will have to get

creative and nd ways to justify their
services. I suspect they will have to offer
more than just data.
Oil analysis in the eld as accurate as

any lab.
Increased use of full synthetic lubricants.

Increased use of oil analysis requiring
better ways to monitor and act on
incoming data.
Less hands-on work as technology

becomes more prevalent.
In the future, your reports will come

from lab to phone for viewing on the y.
I can denitely see mobile apps and more

employees understanding and being
trained in oil analysis.
Testing should remain the same or similar

to adapt with new products. However,
reporting should certainly be accessible
with mobile devices and other Internet
access/platform.
There will be new ASTM tests to better

evaluate the suffering points of the
newer oil technologies.
I doubt much will change in the next

ve years.
As the cost of nished lubes continues to

rise, the end-user will want to extract the
most value out of a lubricant.
I expect real-time, online oil analysis

sensors installed directly onto
equipment.
88
The price will be lower and the

technology nearer the people.
I dont really think it can go much further.

With the technology available, it is
providing great insights into failure
analysis and product life.
Hurricanes have killed approximately 1.9 million people worldwide over the past 200 years.
Less reliance on the laboratory results.

With handheld and bench devices
in-house, answers are available within
minutes instead of hours/days. Of course,
the lab report is still needed.
A continuous inline condition monitoring
gadget in diesel truck eets could
dramatically reduce the number of
samples sent to traditional used oil
analysis labs.
As oil quality continues to improve,
there will be a greater percentage of
certain applications, such as automatic
transmissions, that will be lled for
life. As inline oil analysis and remote
monitoring capabilities expand, there
is likely to be more remote monitoring
through a centralized hub.
The use of new technologies will enable
more equipment to notify owners when
oil needs to be changed.
I think results will be available quicker,
and each sample will have more
parameters tested.
I think there will be more real-time and
online oil analysis, giving operators
instant information about when the
uid needs to be changed and when
equipment is having issues.
It will be exactly the same. No one
will bring a mobile device into a dirty
machine shop oor. Maybe in a lab there
will be more tablets, but thats a big
maybe. I still like writing on paper.
I think portable devises will continue
to gain acceptance and market share.
Ultimately, miniaturization of tests to the
point of having a lab on a chip type
design is the goal.
More oil analysis on the y. Real-time oil
analysis will be more common.
I would like to see a reasonably priced
portable unit that can do a thorough
analysis in the eld in real-time.
W W W. ST L E .O RG
In-service grease analysis will be more

mainstream.
I think with wireless monitoring and the
growing understanding of world-class
maintenance, more analysis will be done
in-house.
More rapid responses focusing on root
of problems.
More online real-time analysis. Will
trends be monitored adequately?
There will be more exchange of
information electronically for sample
registration, tracking and reporting. The
use of sensor technologies and on-site
testing will increase. These will provide
basic rapid information to the users.
Laboratories will need to become more
specialized in lling in the gaps in this
information through proper advanced
test selection. While sample volumes will
drop, revenues should increase due to
the increase in specialized services.
Do you
y think oil analysis
y
is on
o the cusp
po
of major
j
ch g compared
changes
p
to how
w
its traditionally been
conducted?
Yes
63%
63%
No
No
37%
37%
We see wide variations in analysis

use, from zero by some companies, to
complete programs covering almost all
equipment. I believe in ve years we will
see more companies taking the plunge
and investing more resources to obtain
the data. The most important thing is to
act on that data.
What is the most important

issue in analyzing oil
analysis reports?
Diagnosis: Is the equipment right or
wrong?
Each report is a peek into a specic time
element that, in itself, is not necessarily
relevant. Trending is the issue.
Read the data yourself. Lab technicians
dont have the time to interpret and
often misread data, arriving at wrong
conclusions. If you dont look for
yourself, it will cost you.
Trending is just as important as
established limits.
Knowing the correct data such as
specic lubricant, machine data and
seeing a trend.
In addition to lubricant condition,
equipment condition also can be
determined.
Based on responses sent to 13,000 TLT readers.
Interpreting how the lubricant condition

will affect machine serviceability and
condition.
All samples will be barcoded for
identication and registered using a
smartphone app.
Trends are more important than any

particular number of a single constituent.
Oil testing will be more of an on-site

application with the site-maintenance
expert conducting the analysis.
Proactively understanding oil condition is

important in helping customers understand when they need to take actions to
change oil and maintain the equipment.
Much easier for routine analyses. Much

more powerful for specialized analyses.
Accuracy of oil analysis to determine

oil conditions.
OCTOBER 2016
89
People need to understand these reports

can be quite subjective. Often results
depend on the person doing the analysis.
Understanding the application and piece
of equipment.
Fault diagnosis: Make a judgment on the
fault and its main cause.
Relationships between perceived severity
of results and actual asset risk.
Trending is critical as well as full
information regarding the oil sample.
That the data is only as good as the
procedures used to gather the sample.
What a normal sample of that particular
product should look like and trending it
over time.
Understanding how your current report
relates to the new oil and also trending
patterns.
The machines operating conditions.
You need to understand the chemical
processes that may be degrading
the uid.
Taking action on the data is the reason

for the program.
Look for multiple signs and symptoms to

diagnose the machines condition.
Remember that oil analysis is a trending

tool. The results of a single oil analysis
determination can be inaccurate with
regard to the true condition of the
lubricant and the equipment.
The health of the uid.
How are you going to use the data? For

example, is it to schedule downtime?
You need to know more about the
starting point lubricant formulation
before you can really understand what
you are monitoring.
Fitness for purpose and evidence of wear
or overheating.
Experience and a knowledge of the
specic equipment. Dont do things in a
vacuum.
Assuming the test results are
accurate, having the proper background
information about the sample is
important for properly interpreting an
oil analysis report.
Historycomparisons on a given oil in a
given engine in comparable operating
conditions.
Trend analysis. Not focusing on just a

single sample but how past, current
and future data relate to each other.
What it actually means and what the

data shows as compared to new oil.
To actually know what youre looking at

and what youre looking for.
Baselines and how trended analysis is

deviating from this baseline.
Knowledge of additive composition and

chemistry.
It is very important to understand the

equipment being sampled and environment where the equipment is located.
How and where the sample was made.

With best practice sampling and
frequent sampling, the results are better
understood. Interpreting the data is then
simple and not guesswork.
Improper sampling (technique, location,
etc.) may create false alarms or a false
sense of security.
90
The importance of reading the recommendation comments from the laboratory

prior to reviewing the numerical results.
The comments are a good summary of the
data to follow and address changes in
wear and lubricant physical properties.
Jumping directly to the data often brings
minor data changes to the front that have
no real diagnostic value.
The limits that should be set for that

specic type of equipment.
What the numbers mean and how a trend
is established.
Trending shows change in operating
conditions and wear rates.
Whats wrong and why.
What are the most

common mistakes people
make with oil analysis?
Improper sample taking and incomplete
information.
Improper ush of sample valve and/or
tube. The importance of drawing during
ow without disturbing sample valve or
introducing external dirt, which can
result in concentrated, contaminated or
unrepresentative sample.
Expecting that the oil analysis is going to
describe exactly where the failure is.
Besides cleanliness issues and lack of
continuity, its thinking that one sample
makes a trend.
Trusting the comments section of the
report.
Failure to provide the required sample
information to provide an accurate oil
analysis.
Not following up when a condition
indicates a potential problem.
Being solely dependent upon oil tests
and not considering other factors such
as vibration, operating parameters and
maintenance practices.
Hurricanes are an important part of Earths complicated weather system, taking hot tropical air and moving it toward the poles. This balances
They do not fully understand the

implications of some of the minor
constituents and therefore make errors in
application of the analytical information.
Ignoring reports with no alarmed values,

waiting for values to exceed alarms
before reacting and not properly
evaluating what triggers an alarm.
People assume oil analysis has the same

properties in engines.
Not understanding how to read the

reports and what the data is telling us.
Waiting until they nd problems with

equipment before starting to test on oil.
This is often too late as the equipment
has started being affected from the
bad oils condition.
Ignoring environmental factors.

Providing sketchy supporting information
to the lab. Not taking actual runtime into
account when reacting to changes in
results.
Only looking at the comments and not

the actual test data.
Not reading the reports or knowing how
to interpret them.
They dont see trends and element rise
(Fe, Cr, Cu).
Assuming that the sample received is
representative of the bulk of the oil.
Not recognizing contaminants and
diluents.
Oil renewal based on oil analysis.

Not taking secondary samples.
Relying on the report without taking into
account everything that is going on with
the specic equipment and operating
systems.
They go through the motions of pulling
samples but dont follow through when
the reports come back.
Equipment and lubricant decisions based

on a single set of analysis results.
Sample contamination.
Testing only when there is a problem.
Only looking at highlighted areas or
zeroing in on the area where it is passing
(green), concerned (yellow) or needs
changing (red) and not actually reading
the entire report and individual results.
Most people cannot interpret the results

and lack a baseline to understand what
those changes really mean about the
uid performance.
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temperatures and moisture around the Earth. Without hurricanes and other storms, vast areas of the planet would be too hot for animal and human life.
91
They make a conclusion before

completing all the tests. They jump
the gun with a couple test results when
they dont have the full picture.
Taking action without conrming an

abnormal nding.
Not recognizing that competing physical

and chemical processes can counteract
each other.
Not doing it often enough. The real value

is in wear tending and optimizing
lubricants and change intervals.
Not viewing all results holistically.
Failure to interpret properly the trending

of results away from baseline data,
resulting in the customer thinking the
oil is satisfactory for continued use
when, in fact, it is not.
The program is not sold to the top
managers.
People think in terms of Go/No Go when
they read reports. Data are seen in black
and white with no room for nuance in
interpretation.
You Use It.
Sending in samples without a reference

point.
Calcium, Barium Sodium Sulfonates
They only react to cautions or alerts,

have very little ability to understand
the data that the analysis produces and
dont do consistent periodic reviews to
identify suffering points.
Neutral, Overbased, Natural, Synthetic
Oxidized Waxes and Petrolatums

Various acid values, esters and soaps
Rust Preventive Packages

Calcium or barium sulfonate-based
Water displacing and water-emulsiable
Emulsier Packages
Soluble and semi-synthetic bases
For naphthenic and parafnic base oils
Metalworking Processing Additives

Corrosion inhibitors, amides and
lubricity additives
Mislabeling samples can create a lot of

false red ags.
Not requesting the correct test slate to
meet their goals.
Waiting too long to retest to conrm
results.
Taking the analysis as a be-all and
end-all. One should take time to make
sure that the analysis is a value-added
item that enhances equipment life.
Gelled Calcium Sulfonates

Oil, solvent and water soluble
We Manufacture It.
ISO 9001-2008
4302 James P. Cole Boulevard, Flint MI 48505 (810) 785-3165

sales@additivesinternational.com www.additivesinternational.com
92
OCTOBER 2016
Editors Note: Reprinted from another

issue of TLT. Sounding Board is based on
an email survey of 13,000 TLT readers.
Views expressed are those of the
respondents and do not reect the opinions of the Society of Tribologists and
Lubrication Engineers. STLE does not
vouch for the technical accuracy of opinions expressed in Sounding Board, nor
does inclusion of a comment represent an
endorsement of the technology by STLE.
W W W. ST L E .O RG
Leading through innovation,

making quality, earthfriendly industrial additives
for customers worldwide.
Werner G. Smith, Inc. produces bio-renewable,
bio-sustainable, and biodegradable additives
most commonly used in lubrication, machining,
and metal working. We work with sh oils, seed
oils, and grease products. Our ingredients are
from earth-friendly sources and have been since
1950. Our products are sold across the world.
The best additives for the best products: we can
offer tolling services and tailor our products
to meet your needs.
216.861.3676
Toll Free: 1.800.535.8343
wernergsmithinc.com
info@wernergsmithinc.com
Reach
a technical
audience
Higher education? TLT readers

are light years ahead:
85% are college graduates.
20% hold doctorates,
primarily in engineering or
chemistry.
24% have masters degrees.
41% hold bachelors degrees.
For information on how to customize
a multimedia marketing program that
ts your budget, contact:
National Sales Manager
Tracy Nicholas VanEe
(630) 922-3459
tnicholas@stle.org
94
OCTOBER 2016
TLT ADVERTISERS INDEX

OCTOBER 2016 VOL. 72, NO. 10
Company
Acme-Hardesty Co.
Additives International
Afton Chemical Corp.
ANGUS Chemical Co.
BASF
Bruker Nano Surfaces Business
Cannon Instrument Co.
Chemtura
Chevron Oronite Co., LLC
Chevron Phillips Chemical
Colonial Chemical
Dover Chemical Corp.
El Corp.
Emery Oleochemicals
Evonik Oil Additives
ExxonMobil Basestocks
ExxonMobil Chemical Co.
Hangzhou Sungate
Huntsman Petrochemical Corp.
Ingevity
INOLEX, Inc.
J.A.M. Distributing Co.
KH Neochem Americas, Inc.
King Industries, Inc.
Koehler Instrument Co., Inc.
LANXESS Corp.
Metall-Chemie
MonsonAn Azelis Americas Company
Mnzing
2017 OilDoc Conference & Exhibition
Perkin Elmer
Petro-Lubricant Testing Laboratories
Pilot Chemical
Royal Manufacturing
Rtec-Instruments
Sasol North America
Savant, Inc.
Sea-Land Chemical Co.
Sea-Land Chemical Testing
Shanghai Starry Chemical Co.
Soltex, Inc.
STLE 2016 Tribology Frontiers Conference
Tannas Co.
Teknor Apex
The Dow Chemical Co.
The Elco Corp.
Vanderbilt Chemicals, LLC
Werner G. Smith, Inc.
Wincom, Inc.
Zygo Corp.
Page
101
92
IFC
25
17
33
35
15
19
82
77
23
65
37
7
9
59
55
39
5
99
34
69
13
53
78
85
98
OBC
IBC
95
103
91
86
43
71
83
54
48
3
41
100
63
97
49
24
47
93
75
67
W W W. ST L E .O RG
Copyright 2016 PerkinElmer, Inc. 400350_01 All rights reserved. PerkinElmer is a registered trademark of PerkinElmer, Inc. All other trademarks are the property of their respective owners.
WHICH COMPANY UNDERSTANDS THE
NEED FOR SPEED
IN FUEL AND
LUBRICANT TESTING?
SIMPLE: PERKINELMER.
Oil manufacturers, independent oil testers, end users of fuels and lubricants: These organizations
know the importance of testing in keeping our economy running smoothly. And as the official
instrument supplier and go-to fuel certification sponsor for the Indy 500 since 1970, we know a
thing or two about fuel and lubricant testing. In fact, were the only vendor that can deliver highthroughput testing wherever the sample is located, and were in 700 lubricant analysis labs globally,
helping enable quick decision making when and where it counts. So when the rubber hits the road,
you know where to turn for fuel and lubricant analysis solutions.
Learn more at www.perkinelmer.com/lubricants
RESOURCES
TECHNICAL BOOKS
BIOMEDICAL APPLICATIONS AND TOXICOLOGY OF CARBON
NANOMATERIALS
Editors: Chunying Chen and Haifang Wang
Publisher: Wiley
This title is an overview of biomedical
applications and the toxicity properties
of carbon nanomaterials aimed at helping to avoid detrimental health effects
while laying the groundwork for further research in this highly relevant
eld. Summarizing recent research,
this authors start with the synthesis
and functionalization of carbon nanomaterials, as well as identication and
detection in biosystems. They then
move on to the interaction between carbon nanoparticles and
biocomponents, focusing on the toxicity and mechanisms to various organs and systems and potential biomedical applications as
well. Each section highlights the challenges, outlines unanswered
questions and suggests directions for further research and development efforts. Available at www.wiley.com. List Price: $205.00 (USD),
hardcover.
STLE LOCAL SECTION

MEETING CALENDAR
Events listed here are local section programs.
For further details and a full listing of other upcoming
section events in your area, visit www.stle.org.
Meeting announcements can be sent to TLT
Magazine, Attn: Rachel Fowler, rfowler@stle.org.
OCTOBER 2016
STLE Houston Section: Topic and Speaker TBD,
Oct. 14, 11 a.m. (arrival), 11:30 a.m. (full
buffet lunch), 12:00 p.m. (business meeting
and technical presentation), Bradys Landing
Restaurant, 8505 Cypress St., Houston, Texas.
STLE Pittsburgh Section: Hydraulic Fracturing
(Speaker: Jon Laughner, Penn State Extension),
Oct. 18, 5:30 p.m. (networking), 6:00 p.m.
(dinner), 7:00 p.m. (speaker presentation),
Atrias Restaurant, 1374 Freeport Rd.,
Pittsburgh, Pa. Contact: Walter Sloan,
walter.sloan@sbco.com, or Joe Cepec,
jcepec@oils.com.
NOVEMBER 2016
OCEAN INNOVATION: BIOMIMETICS BENEATH THE WAVES
Authors: Iain A. Anderson, Julian Vincent and John Montgomery
Publisher: CRC Press
Biomimetics is the idea of creating
new technologies abstracted from
what we nd in biology. Ocean Innovation: Biomimetics Beneath the
Waves seeks that technological inspiration from the rich biodiversity of
marine organisms. Bringing both a
biological and engineering perspective to the biomimetic potential of
oceanic organisms, this richly illustrated book investigates questions
such as: How can we mimic the sensory systems of sea creatures like sharks, sea turtles and lobsters
to improve our ability to navigate underwater? What can we do
to afford humans the opportunity to go unnoticed by marine
life? How can we diffuse oxygen from water to enable deep diving without the risk of decompression sickness? Each chapter
explores an area where we, as divers and technologists, can benet from understanding how animals survive in the sea, presenting case studies that demonstrate how natural solutions can be
applied to mankinds engineering challenges. Available at www.
crcpress.com. List Price: $169.95 (USD).
96
STLE Houston Section Annual Golf Outing: Nov.

9, 10:00 a.m. (check in), 11:00 a.m. (lunch),
12:30 p.m. (tee time), 5:00 p.m. (dinner),
The Clubs of Kingwood, 1700 Lake Kingwood Trail, Kingwood, Texas. Contact: Ron
Bertoldi, ron.bertoldi@sealandchem.com.
STLE Houston Section: Topic and Speaker TBD,
Nov. 11, 11 a.m. (arrival), 11:30 a.m. (full
buffet lunch), 12:00 p.m. (business meeting
and technical presentation), Bradys Landing
Restaurant, 8505 Cypress St., Houston, Texas.
STLE Pittsburgh Section: Reciprocating Compressor Lubrication (Speaker: CJ Sloan), Nov. 15,
5:30 p.m. (networking), 6:00 p.m. (dinner),
7:00 p.m. (speaker presentation), Atrias Restaurant, 1374 Freeport Rd., Pittsburgh, Pa.
Contact: Walter Sloan, walter.sloan@sbco.com,
or Joe Cepec, jcepec@oils.com.
STLE Chicago Section: Wind Turbine Lubrication
(Speaker: Rich Baker, PCS Instruments), Nov.
17, 5:15 p.m. (hospitality hour), 6:15 p.m.
(dinner), 7:15 p.m. (speaker presentation),
Ashton Place, 341 75th St., Willowbrook, Ill.
Contact: Rita Mickle, mobyrr@sbcglobal.net.
Project Stormfury was an organization that tried to control hurricanes by seeding them with silver iodide to cool
STLE CERTIFICATION EXAMS

STLE is offering numerous certication exams this month. Here is the information on each exam:
Oct. 7 from 9 a.m.-noon at 10717
176 St. NW, Edmonton, Alberta,
Canada.
Oct. 14 from 9 a.m.-noon at WearCheck Canada, Inc., 1175 Appleby
Line, Building C8, Burlington, Ontario, Canada.
Oct. 20 from 9 a.m.-noon at ALS
Tribology Cleveland Tribology,
6180 Halle Dr., Valley View, Ohio.
Oct. 28 from 8:30-11:30 a.m. at Lubrication Engineers Inc, 1919 Tulsa
St. E, Wichita, Kans.
For the online registration form, go
to www.stle.org; click on the professional development tab at the top. Then
go to certication, then registration.
Online registration closes two weeks

prior to the exam date. Onsite registration may be available on a rst come,
rst serve basis. For more information
and for other methods of registering,
you may contact STLE headquarters
by emailing certication@stle.org or call
(847) 825-5536.
15TH EDF-PPRIME WORKSHOP WEAR AND LIFETIME OF SEALS

The 15th EDF-PPRIME Workshop Wear and Lifetime of Seals is primarily intended to provide an opportunity
for researchers and practitioners from
industry and academia to gather and
share knowledge regarding wear and
lifetime of seals. This workshop will
be held Oct. 6, 2016. The conferences
shall offer participants the opportunity to study the latest theories on this
subject and to identify the problems
met by industrials in a series of presentations. This event is the result of
collaboration between the Electricit

de France Co. and the Dpartement
GMSC of the Institut P (UPR 3346,
CNRS-Universit de Poitiers-ENSMA). Furthermore, the workshop is
organized under the auspices of the
French section of the ASME and of
AFM.
Main topics covered include:
Wear reduction in dynamic seals
Lifetime prediction of seals
Lubrication systems for seals
Leakage reduction
New materials
Surface texturing
Mechanical seals, elastomeric seals,
non-contacting seals, static seals
Modeling and experiments.
For more information and to register, visit http://edf-pprime-2016.sciencesconf.org.
them. The project had little success, and most scientists now have abandoned the idea of controlling hurricanes.
97
13TH ICIS MIDDLE EAST BASE OILS

& LUBRICANTS CONFERENCE
2016 will be a landmark year for the
Middle East region, with new variables
impacting the market landscape and
inter-regional trade ows. As the agship meeting place in the region, The
13th ICIS Middle Eastern Base Oils
& Lubricants Conference is the ideal
forum to debate and discuss the latest industry shifts and consolidate the
business connections that will help
you thrive in the new market conditions. The conference takes place Oct.
10-12 in Dubai, United Arab Emirates.
Why is the Middle East a market in
transition? The promised new Group
II and Group III production coming
on stream will accelerate the push to
higher quality base oils. At the other
end of the value chain, the upgrade
to CH4 specications for all countries
will see arguably the biggest change in
quality in the region.
Delegates attend from a wide range

of sectors including:
Base oil producers
Additive producers and suppliers
Lubricant blenders
OEMs
End-customers
Traders, distributors and suppliers
Petroleum economists
Shipbrokers
Terminal operators
Logistic providers
Academics
Government representatives.
For more information and to register, visit www.icisbaseoils.com/mebaseoils2016.
SAE 2016 INTERNATIONAL

POWERTRAINS, FUELS &
LUBRICANTS MEETING
Monson is now part of Azelis Americas

New company strengthens its commitment to specialty
JOLTPJHSZHUK[LJOUPJHSZLY]PJLVLYPUNHIYVHKLYUL[^VYR
of support and value to its U.S. and Canadian partners.
Monson Companies is now part of Azelis AmericasHNSVIHS[LHTVMS\IYPJHU[Z
HUKTL[HS^VYRPUNL_WLY[Z4VUZVU^PSSUVÎLHISL[VVLYP[ZJ\Z[VTLYZHU
L]LUIYVHKLYSPULVMWYLTP\TWYVK\J[ZZHSLZZ\WWVY[HUKZLY]PJLZ[OYV\NO
P[ZL_WHUKLKWVY[MVSPVVMZ\WWSPLYZ6\Y3\IYPJHU[Z 4L[HS^VYRPUN;LJOUPJHS
Center will continue to support our sales team, customers and suppliers with
\UTH[JOLKMVYT\SH[PVUHUK[LJOUPJHSHZZPZ[HUJL3L]LYHNL[OLM\SSYHUNLVM
[LJOUPJHSYLZV\YJLZZHSLZZ[HHUKX\HSP[`WYVK\J[ZVUS`4VUZVUKLSP]LYZI`
contacting customer sales and service at 1-800-235-0957, or via email to
csr@monsonco.com for your local Monson sales representative.
4VUZVU*VTWHUPLZ154 Pioneer DriveLeominster, MA 01453 1-800-235-0957
w^^TVUZVUJVJVTwww.azelisamericas.com
LUBRICANTS & METAL

WORKING FLUIDS
98
OCTOBER 2016
Creating value, growing together
The SAE 2016 International Powertrains, Fuels and Lubricants Meeting is where the most highly regarded
experts in engineering, science and
supply will gather to update the industry on the latest progress and emerging technologies for powertrains, fuels and lubricants. The meeting takes
place Oct. 22-24 in Baltimore, Md., at
the Lord Baltimore Hotel.
Thought-provoking keynotes, a
comprehensive range of technical sessions, a fuel system workshop and
abundant networking opportunities
will provide attendees with direct contact with key industry professionals.
This years executive panel discusses Balancing Regulations and Customer Expectations in Future Powertrain,
Fuel, Lubricant, and Vehicle Systems.
The executives on this panel represent
a cross-section of decision makers in
the automotive, powertrain, fuels and
lubricant industries, as well as top-level
federal and state regulators.
For more information and to register, visit www.sae.org/events/p/.
MATERIALS SCIENCE &

TECHNOLOGY 2016
Materials Science & Technology
(MS&T) 2016 brings together scientists, engineers, students, suppliers
W W W. ST L E .O RG
and more to discuss current research

and technical applications, and to
shape the future of materials science
and technology. It takes place Oct. 2327, 2016, at the Salt Palace Convention Center in Salt Lake City, Utah.
It is organized in a joint partnership
between four leading materials science
related societies: The American Ceramics Society (ACerS), Association
for Iron & Steel Technology (AIST),
ASM International and The Minerals,
Metals & Materials Society (TMS).
Topics of interest include:
Additives manufacturing
For more information visit www.

ueil.org/en/EVENTS/Congress-2016/
Overview/.
Biomaterials
Cost aspects of hygienic design
Ceramics and glass materials
Sustainability in hygienic food production
Electronic and magnetic materials

Energy
Fundamentals, characterization
and computational modeling
Iron and steel (ferrous alloys)
Materials environment interactions
Nanomaterials
Processing and manufacturing
Special topics.
For more information, visit www.
matscitech.org.
2016 UEIL ANNUAL CONGRESS

UEIL is holding its 2016 UEIL Annual
Congress Oct. 26-28 in Berlin, Germany. The congress offers a unique opportunity to players in the European and
global lubricants industry to meet and
network, strengthen relationships and
learn more about the latest developments from a technological, economic,
marketing and regulatory perspective.
The 250 delegates, decision makers in the sector, traditionally come
from more than 20 countries, including participants from Europe, the U.S.,
Asia and Africa, and represent various
sectors within the lubricants industry,
and in particular:
Base oil and lubricants producers
Additive companies
Technology services companies
Lubricants blenders
Regulators.
W W W. ST L E .O RG
EHEDG WORLD CONGRESS

ON HYGIENIC ENGINEERING
AND DESIGN
Looking for the

Ideal Candidate?
CHOOSE
In its 5th edition, the EHEDG World

Congress on Hygienic Engineering
and Design is Nov. 2-3 in Herning,
Denmark. The congress is focusing on
hygienic design and includes the following topics:
Product contact surfaces materials and new techniques
SYNTHETIC ESTERS
S
UCE
RED
ION
FRICT
Open processing equipment (meat,

sh, bakery industries)
Cleaning procedures and hygienic
design
Hygienic systems integration.
The program includes a two-day
international congress, excellent sponsoring opportunities and exhibition
area for companies, call for articles
and posters area, one-to-one business
meetings and networking, ofcial congress dinner, guided exhibition tour
and hygienic study awards ceremony.
For all details and to register, visit
www.ehedg-congress.org.
GO
EVERYOD AT
THIN
THE 3RD ICIS & ELGI INDUSTRIAL

LUBRICANTS CONFERENCE
ICIS and ELGI announce that the 3rd
edition of the Industrial Lubricants
Conference will return to Amsterdam,
The Netherlands, Nov. 9-10. Covering
both commercial and technical topics,
the event will delve deeper into some
of the forces driving the industry including regulation, base stock availability and OEM requirements inuencing formulation.
Join your peers to hear key market
insights on the following:
Base stock market drivershow
are trends in base oils impacting
industrial lubricants?
T H E S M A RT C H O I C E .
The characteristics of the additives
APPROVED BY LEXO. PAID FOR BY INOLEX, INC.
www.lexolube.com
+1 215 271 0800
OCTOBER 2016
99
Mark Your Calendars!
2016 STLE
Tribology
Frontiers
Conference
The Drake Hotel Chicago
Nov. 13-15, 2016
Please mark your calendars

for the 2016 TFC, Nov. 13-15 in
Chicagos historic Drake Hotel.
Well again gather an international community

to share tribologys most cutting-edge research.
Come join us for three information-packed days
with tribologys top minds--youll leave with a better
understanding of how your companys products
will fit into an ever-evolving technical future.
Visit www.stle.org for program updates,
online registration, and hotel reservations.
See you in Chicago!
Cutting-edge tribology research

Networking
Industry Recognition
Leadership Opportunities
Invited Speakers
International Community
Idea Sharing
Can Stock Photo Inc. / rudi1976
Places of Interest The Art Institute of Chicago Museum of Science and Industry
Field Museum Shedd Aquarium Willis Tower Lincoln Park Zoo
John Hancock Building Navy Pier Millennium Park Michigan Avenue shopping
Follow us on:
Society of Tribologists and Lubrication Engineers, 840 Busse Highway, Park Ridge, IL 60068 info@stle.org www.stle.org 847-825-5536
marketplacewhat will REACH registration mean for

them?
ACME-HARDESTY
RENEWABLE, SUSTAINABLE,
BIO-BASED PRODUCTS
Ensuring compliance in the evolving world of regulation

for food grade lubricants
Comparing synthetic versus mineral oils in nished lubricant applications
Evaluating the use of biocides in metalworking uids
(MWFs) and understanding the factors to consider in
treatment and disposal of MWFs.
For more information, visit www.icisconference.com/Industriallubricants. You may also call +44 (0)20 8652 3887 or
email events.registration@icis.com.
15. Extent and nature of circulation:
STATEMENT OF OWNERSHIP MANAGEMENT

AND CIRCULATION
(Required by 39 U.S.C. 3685)
1. Title of publication: Tribology & Lubrication Technology.
2. Publication Number: 0865-740.
3. Date of ling: Oct. 1, 2016.
4. Frequency of issue: Monthly.
5. Number of issues published annually: 12.
6. Annual subscription price: $225 U.S., $290 international.
7-8. Location of known ofce of publication and headquarters:
840 Busse Highway (Cook), IL 60068-2376.
Contact: Thomas T. Astrene, Publisher, (847) 825-5536.
9. Publisher: Society of Tribologists & Lubrication Engineers,
840 Busse Highway, Park Ridge, IL 60068-2376.
Publisher/Editor-In-Chief: Thomas T. Astrene,
Editor: Evan Zabawski
840 Busse Highway, Park Ridge, IL 60068-2376
Managing Editor: Rachel Fowler
10. Owner: Society of Tribologists & Lubrication Engineers,
11. There are no known bondholders, mortgagees and other
security holders.
12. The tax status has not changed in the past 12 months.
13. Title of publication: Tribology & Lubrication Technology.
14. Issue date for circulation data below: September 2016.
W W W. ST L E .O RG
With a 70-year history

of solution-based sourcing in bio-based products,
Acme-Hardesty has earned the distinction
of being RSPO-certied, with many of our products
being USDA BioPreferred.
Palm Based Oleochemicals

& Derivatives:
Fatty Acids
Glycerine
Fatty Alcohols
Fatty Acid Esters
Fractionated Methyl Esters
Castor Oil & Derivatives:
12 Hydroxy Stearic Acid
CO Fatty Acid
Hydrogenated Castor Oil Ricinoleic Acid
Methyl 12 Hydroxy Stearate Sebacic Acid
New Product:
Bio-PEGS
Its only Bio.Logical. to contact us:

(800) 223-7054 acme-hardesty.com
Average No.
copies each issue
during preceding
12 months
Single issue
nearest to
ling date
A. Total number of copies printed

5,553
5,145
B1. Paid and/or requested (outside county)
circulation (Form 3541)
3,963
3,755
B2. Paid in-county subscriptions
0
0
B3. Sales through dealers and carriers,
street vendors, counter sales and other
non-USPS paid distribution
896
934
B4. Other classes mailed through the USPS
21
22
C. Total paid and/or requested circulation
4,880
4,711
D1. Outside-county as stated on Form 3541
0
0
D2. In-county as stated on Form 3541
0
0
D3. Other classes mailed through USPS
0
0
D4. Free distribution outside the mail
673
434
E. Free distribution outside the mail
673
434
F. Total free distribution
5,553
5,145
G. Copies not distributed
0
0
H. Total
5,553
5,145
I. Percent paid and/or requested circulation 87.9%
91.6%
16. This statement of ownership will be printed in the October 2016
issue of this publication.
17. I certify that the statements made by me above are correct and
complete:
(Signed) Thomas T. Astrene, Publisher/Editor-In-Chief, 10/1/16
OCTOBER 2016
101
CUTTING EDGE
Drs. Wilfred T. Tysoe &
Nicholas D. Spencer
The shear truth about ZDDP

Insights could lead to a more rational design of lubricant additives.
THE FORMATION OF TRIBOFILMS IN FLUIDS where there is no direct contact between
the surfaces reveals that the reaction rate
increases exponentially with the shear stress
in the uid.
A recent Cutting Edge article described
experiments carried out using an atomic force
microscope that demonstrated that interfacial shear could accelerate the rates of tribochemical reactions where the reaction rate
increases exponentially with shear stress.1 The
article posed the question of whether such
shear effects also occur for real engineered
surfaces where other effects such as ash
temperature increases, pressure, triboelectron emission or surface-catalyzed reactions
at the contacting asperities also could accelerate reaction rates.
This question was explored for antiwear
lm formation from zinc dialkyldithiophosphate (ZDDP), perhaps the oldest and probably the most studied lubricant additive, by
Professor Hugh Spikes and Dr. Jie Zhang from
Imperial College in London, England.2
To avoid direct contact between the
surfaces, the authors used a mini-traction
machine (see Figure 1) that allowed the slideto-roll ratio to be adjusted to combine high
entrainment speeds to form uid lms that
were thicker than the surface roughness, with
slower sliding speeds to adjust the shear. The
absence of solid-solid contacts at the interface and the low sliding speed eliminated
the effects described above. The system also
allowed the lm thickness to be periodically
monitored by interferometry to measure lm
growth rates.
They also used two hydrocarbon base uids whose viscosities were adjusted to give the
same lm thicknesses at a set temperature
but which had very different shear stresses.
It was found that no tribolms were formed
at a low shear stress of 35 MPa at 120 C but
were formed at a high shear stress of 165 MPa,
102
Figure 1 | MTM-SLIM set up. The rubbed

track on the ball is shown in brown. (Published with permission from Ref. 2.)
thereby conrming that high shear stresses

were important for forming lms. They then
carried out a systematic study of lm formation as a function of shear stress using the
high-shear stress uid. The observed time
dependence of the interferograms is shown
in Figure 2. This clearly shows little lm formation at the lowest shear stress (102 MPa)
but rapid growth at the highest. Analyses of

the lm showed that they had the same elemental composition as commonly found for
ZDDP antiwear lms.
These results were then used to measure
the lm growth rate as a function of shear
stress (see Figure 3). The linear variation of
log (lm growth rate) versus shear stress
is equivalent to an exponential increase of
growth rate with shear stress, as found in AFM
studies of ZDDP tribolm growth.1
These results clearly show that interfacial shear accelerates the rate of ZDDP lm
formation, effectively lowering the activation
barrier for thermal lm formation from ~53
kJ/mol to around 27 kJ/mol at the highest
stresses of 250 MPa.
The notion that shear stress accelerates
the rate of ZDDP antiwear lm formation also
seems to explain many previous conundrums
of ZDDP chemistry. First it explains observations that antiwear lms only form in sliding
contacts but not in pure rolling, as well as why
the lms form on a wide range of surfaces.
Figure 2 | Comparison of images for ZDDP solution in 2,3-dimethyl-2-[(3-methylbicyclo[2.2.1]

hept-2-yl)methyl]bicyclo[2.2.1]heptane (DM2H) over a four-hour test at 120 C and four applied loads (U = 3 m/s, slide-to-roll ratio = 3 %). (Published with permission from Ref. 2.)
NASA reports that approximately 85 hurricanes occur worldwide annually. By comparison,
REFERENCES
1. Tysoe, W.T., Spencer, N.D. (2015), Reaction
to rubbing TLT, 71 (8), pp. 84-86.
2. Zhang, J., Spikes, H. (2016), On the mechanism of ZDDP antiwear lm formation,
Tribol. Lett., 63, p. 24.
Figure 3 | Plot of log (ZDDP lm formation rate) versus maximum shear stress for tests of
ZDDP solution in DM2H at 120 C. (Published with permission from Ref. 2.)
The results also suggest a possible explanation of why ZDDP forms pad-like structures.
Under thin-lm conditions, shear will nucleate a lm at the highest contacting asperities.
Once the initial lm has formed, it will continue to grow only at these locations since the
growing pads will bear most of the load and
consequently have the highest shear stresses.
Such mechanistic insights could lead to

a more rational design of lubricant additives
and the authors speculate that, by modifying
the alkyl side group on ZDDP, it might be possible to tune the way in which shear stress
inuences the reactivity and even tailor the
molecular architecture for different types of
lubricated contacts.
Eddy Tysoe (left) is a distinguished professor of

physical chemistry at the University of WisconsinMilwaukee. You can reach him at wtt@uwm.edu.
Nic Spencer (right) is professor of surface science
and technology at the ETH Zurich, Switzerland. You
can reach him at nspencer@ethz.ch.
Both serve as editors-in-chief of STLE-afliated
Tribology Letters journal.
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the U.S. Geological Survey reports 500,000 detectable earthquakes in the world each year.
Lafayette, NJ 07848 973-579-3448
103
AUTOMOTIVE TRIBOLOGY
Dr. Edward P. Becker
These motors are anything

but stock
The technical director for Earnhardt-Childress Racing Engines
reveals what it takes to succeed at 200 mph.
http://gran-turismo.wikia.com
THE STLE ANNUAL MEETING

sembly had no less than
THIS YEAR IN LAS VEGAS
ve separate coatings. The
was a great success by any
piston pin has a diamondmeasure. One of many
like carbon (DLC) coating
highlights for me was the
to minimize friction and
keynote address by Dr.
wear. The piston bore has
Andrew L. Randolph,
an electroless nickel coattechnical director for
ing for compatibility with
Earnhardt-Childress Racthe DLC. The piston skirt
ing Engines. Titled Lubrifeatures a molybdenum
cation Challenges in an
disulde coating for pis850-hp NASCAR Sprint
ton to bore break-in. The
Stock
car
engines
are
estimated
to
cost
between
$45,000
and
Cup Engine, the talk actutop ring has a titanium ni$80,000.
ally included discussions
tride coating to reduce
of the origins of NASCAR,
friction and wear, and the
maximizing the efciency
top ring groove has a plasof engines, lubrication and materials
The NASCAR engine essentially operma-sprayed aluminum oxide coating to
and coatings to minimize friction. Dr.
ates continuously at high speed and
prevent top ring pound-out.
Randolph was particularly interested in
high temperature, and friction control
As for reliability, Dr. Randolph says
the contributions of tribology to winis paramount. Low and stable viscosity
the engine simply has to last long
ning races, and gleefully described
will allow engine bearings to have minenough to nish the race. For example,
himself as a closet tribologist.
imal shear losses, but the viscosity
the Daytona 500 consists of 200 laps on
must be high enough to sustain a hyEven though the SC in NASCAR
a 2.5-mile course, so ideally the engine
drodynamic lm.
stands for stock car, the engines used
should fail on the 201st lap.
What a racing oil doesnt require,
could hardly be described as stock. One
Of course, some margin of safety is
source1 estimates these engines cost
however, is long life. Therefore, little or
required. After all, it would not do for
between $45,000 and $80,000 each.
no detergent or dispersant is required.
the engine to fail on the 199th lap!
This highlights one advantage of being
There is no catalytic converter or other
a tribologist in the racing industry,
emission-control devices, so common
REFERENCE
namely cost is rarely a barrier. Some
antiwear additives (such as ZDDP) can
1. Available at http://auto.howstuffbasic design parameters are specied
be used in any concentration. Each racworks.com/auto-racing/nascar/nas(displacement, valve train arrangeing team buys its own specially blended
car-basics/nascar-race-car-cost1.
ment, combustion chamber shape,
oil, and the precise recipes are closely
htm.
etc.), and some parts must be purguarded secrets.
chased from approved suppliers (cylinAnother area for creative tribology
Ed Becker is an STLE Fellow and
der block and heads, for example).
is surface engineering, specically surpast president. He is president of
Apart from those, however, each team
face textures and coatings. Dr. RanFriction & Wear Solutions, LLC in
seeks to optimize the engine for maxidolph highlighted the piston assembly
Brighton, Mich., and can be
mum efciency.
in this regard. In addition to being mareached through his website at
Oil for a NASCAR engine also is difchined to exceptionally tight tolerances
www.frictionandwearsolutions.
ferent from the usual passenger car oil.
to precisely t the bore, the piston ascom.
104 You can make a hurricane by mixing rum, fruit juice and syrup or grenadine. It is one of the most popular drinks served in New Orleans.
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Tribology Research targeting Experience

Lubricants Design to Application
Metal working and forming lubrication
Lubrication in Special Environments
Functional uids Everything but lubrication
Check out the complete program

on our mobile app or website!
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TLT

SYSTEMS, STRATEGIES & RESEARCH FOR LUBRICATION PROFESSIONALS

PUBLICATION | OCTOBER 2016

An in-depth look at lubrications unsung hero.

Digital TLT: Sponsored this month by Pilot Chemical Co. at www.stle.org.

RUST, DUST, DEBRIS - WHEN LUBRICANT FILM FAILS,

TLT / OCTOBER 2016 / VOLUME 72 / NO. 10

UNISTs senior vice president

LOCAL SECTION REPORT

A recent research project on

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PEER-REVIEWED PAPER (EDITORS CHOICE)

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By Dr. Neil Canter

This months newsmakers

102 Cutting Edge

104 Automotive Tribology

Can Stock Photo Inc. / johnnorth

Front cover image courtesy of Chemtura Corp.

Dr. Anoop Kumar

Dr. Martin Greaves

This Months Factoids:

SENIOR FEATURE WRITER

Dr. Mary Moon

Dr. Zulqar Khan

Dr. Mehdi Shaei

Dr. Kook-Wha Koh

TRIBOLOGY AND LUBRICATION TECHNOLOGY (USPS 865740)

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The most recent summit was held in Paris with

of the eventual equipment failures is blamed

Ali Erdemir is a Distinguished

Can Stock Photo Inc. / arquiplay77

AltaLUB 5300 is always the answer.

1. performance lubricity additive

1. the best lubricant when precision is key

AltaLUB 5300 offers the best high mixed-film

FROM THE EDITOR

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Whatever clean technologies the future brings, lubricants will

Boards that deliver

STLE STRATEGIC PLAN

STLEs strategic planning process

An update on STLEs strategic plan is accessible at www.stle.org.

Strategic Goal 1 stems from membership research that identied the

You can reach Certied Association Executive Ed Salek at

A tropical storm is classied as a hurricane once winds go up to 74 mph or higher.

2016 Exxon Mobil Corporation. All rights reserved.

Tribocatalysis: A new extreme pressure

on how much more improvement can

has been developed that will convert

We wanted to see how the

nanocoated ball and disk

Nanocars: Moving toward use

ONE OF THE LONG-TERM OBJECTIVES IN

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NA-LUBE AW-6000 SERIES

NA-LUBE EP-5000 SERIES

Heavy Duty Drilling and Cutting

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TRIBOLOGY & LUBRICATION TECHNOLOGY Oct 2016

TRIBOLOGY & LUBRICATION TECHNOLOGY Oct 2016