Document rxyzOepoDjKmEVYpENeDNL070

PLAINTIFFS EXHIBIT Chevron 012531 Outlet Fcessuee Adjustment pekkuue main Diaphragm Safety Valve, '7 2'II|?iteThd. .'is^^sr; c.ataljric CansvrdCT-ion Contract? 5';-?4 - Oust ,, Order ' SO--TEX 'v. PITTSBURGH EQUITABLE METER CO., PITTSBURGH, PA. EMCO 1001 ^E<SULATOe Date issues Owa NO M-7Z84- Chevron BB MEMORANDUM SI Paso, Texas February 8, 195^ Lubrication of Cr-acking Area 'Equipment______ MRo 2. C. HURT: In this memo I wilLoutline the steps taken to provide adequate lubrication for the numerous and varied types of equipment being operated in the Cracking Unit area. The Cracking area equipment vaa placed in service during the lat ter part of October 1952. FFCa that time until the present I can think of no equipment failure that^ean be specifically charged to the use of im proper type of lubrication. A survey of all the_echanical equipment installed in plants 2, 3, 1, 5 and 6 was made by Mr. W. W. McCutcheon and w. T. Peoples. These men were selected to make this study because they are recognised to be the authority on all types of lubricating problems for the standard Oil Company of Texas. Mr. McCutcheon is Fuels and Lubricants Engineer fear Standard of Texas. -- From this survey the lubrication requirements were tabulated and presented to the Standard of Texas Manufacturing Department by a letter of transmittal, dated October 7"1952. As stated in this letter,,one of the principle objectives in making lubrication reccwmendations is to keep the number of products in use at & minimum. Since this survey was made, numerous informal discussions have been held regarding the lubrication problems encountered. The problems have been presented to Mr. McCutcheon and his recommendations have been followed. When a major piece of equipment or one presenting a lubricating problem is down, an attempt is made to contact him for his opinion. If available his personal inspection is requested. Included in this category is the lubrication of Clark Gas Engines and Wet Gas Compressors. For-the lubrication of these machines, three types of lubricating oil was reconmended. Three different problems are encount ered in the proper lnbricatiofi of these engines. The duties are tabulated as follows; GST 1' IB^- 2` Lubrication of power" cylinders, scavenger cylinders and crankcase. - Lubrication of compressor cylinders, packing glands and rods. Flushing of compressor cylinder piston and valves. Chevron BB 012536 Fcr item 1, calol-Ttulti-Service Oil 65X was selected and is still being used satisfactorily. This i6 proven by the micrometer mea surements cl power cylinderagistons taken when the compressors were down during the last major shutdown. These showed that the sizes were still within the manufacturer's tolerances, after almost a year cf operation. For item 2, Calolblurbine Oil 19 was recommended during the sur vey but with seme apprehenst. This oil was an alternate cnuice made at the behest cf California operators, resultine, from cifficulties previously experienced by them in meet inf a bloom specification of gasoline. We used Turbine Oil 19 during the first operating period. During the first shut down measurements of rod weaf"were taken. It was found that wear rates on compressor rods were excessive. Reduction in rod size as much as .012 cf an inch was found, F<x thTs reason the lub. oil used in this service was changed to y8x, an oil containing a small percent of Rapeseea oil. This is recommenjee in the Clarx Manual. Rapeseeu is recognized to be very effective in providing oil film that is not readily washed from the cylinder walls and rods-by the wet gas being handled. . For Item 3, Calol yiirbine oil 9 was selected. This oil has a very important function to perform. Its main requirement is one of flush ing. It must be used in suiffcient quantity tc provide a flushing medium to prevent the reaction of BySrogen sulphide with the iron of the compres sor. An oily film must be provided to prevent the formation of iron sul fide encrustation on the piston. The following is quoted from the Clark Manual: "A number of compressors operating in refineries axe successfully handing gas which would wearily linn era excessively under ordinary conditions, by flushing four to six gailoBa of gas-oil per day through each compressor cylinder. This usually is accomplished by feeding the oil into the suction line, close to the cylinder." The use of gas oil- kerosene fcr flushing was discussed with Mr- McCutc'neon. F,e advised aj^inst its use because of its deficiency in lunricatlng ability. ^ The quantity of flushing oil to be used remains a problem. The reason being that we are required to adjust the flushing oil rate and then operate for periods of quite lon^ duration, tnen inspect the compressor pis tons, cylinders and valves forUiamage before making further reduction in quan tity of flushing oil being us. The cii used, Turbin! oil, does not have the 0. C. title because the oxidation corrosion inhibitors which add to the cost of the oil have not been addea. These inhibitorsh3xe net necessary in a service cf this kind because the oil does net remain in the engine fcr long enough periods to be converted tc an oxidizing or igorroding material. Turbine Oil 9, although selected because of lower price, adds measureatly to the cost of lubricating the compressors because of the large quantities required. When included in the overall lub. oil picture of com pressor operation, it presenters very unfavorable Braxe Horsepower hour per gallon cf lubrication ^.il picture. Chevron BB 012537 Reductions in theTquantil., of flushing oil being used are being made as ra,inly as can be cfne with.ut subjecting the equipment to the pos sibility ci serious damageTdecause of deficient flushing oil. btuoies are now being maae to provide scjmcre accurate metnod of accounting for all types of oil now being usedzj-n t:.e compressors. A uiscuscicn regfdSing the possibility of switching the compressor luor icatior. to one type oi oil was helu by Mr. McCutchecn, Mr. W. H. Kuuso-n ano myseii . The use of onlyr one type of oil has acvansage in storage hancling and reduces the amcunCLf equipment neeued in handling. The decision resulting from the discussion was to the effect that we should continue to operate toe compressors with present oils being used. We would reduce the quantify: of flushing oil used in small increments anu make periodic inspections toy be sure that compressor damage aid not result. The reasons fcj tSs decision were that; 1. When crankcase atkTP^w^r ^c^j.i^u^^li^rication only were user in determining BET pver -gf xTrcnjr, `we are no t far from the accepteu 3200 HI hours perrgailon. An accurate figure for this is nut available becausefStccurate lut. oil records ana operating time are not available,^ Steps are being taxes to make these avail able. -J=: ' 2. Excellent condition cl' power cylinder, pistons anc rings indi cate proper lubrication is being practices. If either too much or too little oil^ias being uses, thepistons and rings would certainly show thnrtrend. McCutcheon mane the remark that he had never seen pcssr pistons anywhere that were in better condi tion. 3. - We recognize the Tact that a change from thepresent satisfac tory type of lubrTeation could possibly cause serious damage and possible shutdown of a compressor if tried cn only one and possibly cn all Unapplied to all. We also know from experience that tne less of-sidecmpressor requires drastic reauction in feed rates. With each shutdown, for periods of longer than just a few minutes, we hafe been required to reduce feed rate as high as thirty percent-jtc be able to handle the gas properly wnile a compressor is off jELe line. Considering the possible loss of feed entailed by damage to a com pressor, we prefer to ccntiOTs the present lubrication practice until a spare compressor is available for use in theevent a shutdown caused by dam age during the test becomes^ reality . There is no question that our whole lubrication system net alone in the new equipment but througr.out refinery could be improved upon. The improvement required takes the form of storage, heating, receptacle, clean ing, and distribution. OurRubricating bills are certainly higher than they Chevron BB 012538 should be because of the failure to provide means to keep the oil barrels, cans and buckets dirt proof. Wc hope that the oil storage to be provided at the compressor house will help to alleviate the situation in plants a, 3, 4, 5 and 6. Other small installations are to be provided in the Thermal Cracker, Ga3 Oil and Naphtha Rerun area. One on top of the structure to keep dust out of the oil Is being considered as is a small shelter for oil used in tne carrier compressor at the Alkylation area. These various audi tions will certainly reduce' waste and loss ol oil because of contamination and will contribute to morCefficient lubrication of the equipment. PPMjhb P, P. MU3TAIN ' Chevron BB 012539