In each group of oils selected, consideration should be given to the

most severe requirement of any of the original oils and the consolidated
oil required to have this same characteristic to at least the same degree.
The same procedure is true for greases. There are hazards in select-
ing one oil or grease type for all equipment to minimize products in

use.

One precaution to keep in mind is that there may be a few critical
applications which require a very specialized lubricant, such as water
pumps, pneumatic tools, fifth wheels, etc. These should be set aside
and not consolidated in the simplified plan. A qualified lubrication
engineer should be consulted to prevent misapplication with consequent
breakdown of equipment. All major oil companies have qualified engi-
neers available who will help with your problems. The integrity and
reputation of the lubricant supplier are the best assurance that the
product recommended will meet the requirement.

Lubricant Requirements

Bureau of Reclamation operating requirements can generally be met by,
but are not limited to, using the products specified below:

Temperature range
+90° to 32° F:+40° to -10° F

(1) Crankcase Oil*

Passenger car & truck gasoline OE -30 OE-10
engines and other gasoline MS 9250 MS 9170
engines

Construction equipment, such as Series 3 Series 3
tractors, draglines, cranes, SAE-30 SAE-10

etc., with turbocharged diesel
engines or engines using high
sulfur fuels (over 1%)

Nonturbo charged diesel engines-- Supl. 1 Supl. 1
Fuel 0.4 to 1% sulfur content SAE-30 SAE-10
MS 9250 MS 9210
Air compressors, industrial (Use grade specified
engines, etc. by manufacturer)
*OE-10 and MS 9170 are suitable when SAE-20-20W is called for.

When necessary, 20-20W grade may be ordered with an appropriate
justification.

16


The above definitions are somewhat broad and include all of the gear

lubricants that are normally suitable for various services encountered.

The above are service classifications and not specifications. The

military have set up a specification for multipurpose gear lubricants
(MIL-L-2105B) which is suitable for military service, and products

qualified against this specification are gaining manufacturer accept-

ance and are widely available at service stations.3/ These lubricants .
are available in SAE Grades 80, 90, and 140. 7

Service Applications for Transmission and Axle Lubricants .

Service application for transmission and axle lubricants have been de-
fined as follows:

Regular-type Gear Lubricants. In some gear sets, tooth pressures
and rubbing velocities are low enough so that the gears can be satis-
factorily lubricated with straight mineral oils. These oils are
identified as 'Regular-Type Gear Lubricants."

Worm-type Gear Lubricants. In some worm gear sets, tooth pres-
sures or rubbing velocities are such that they cannot safely be lubri-
cated by regular-type gear lubricants. For lubricants designed to
meet these extreme conditions, a special designation has been
developed. These lubricants are identified as ''Worm-Type Gear
Lubricants," or "Universal Gear Lubricants."

Mild-type EP Gear Lubricants. Some transmissions and particularly
some spiral-bevel gear axles show a tendency to score and wear
unduly when operated under extreme service conditions on regular-
type gear lubricants. These gear sets may function satisfactorily

on mild extreme-pressure lubricants which have load carrying
capacities in excess of regular-type gear lubricants.

Multipurpose Gear Lubricants. (API Service GL-4) Gears are in
general use which require a lubricant especially formulated to with-
stand the rigors of varying conditions of speed and torque. Typical
of such gears are the hypoid type used in passenger cars and trucks.
The multipurpose-type lubricants are designed to provide maximum
protection at high speed in passenger car axle and maximum pro-
tection under the low-speed, high-torque conditions existing in heavy
duty truck service. These lubricants are also suitable for spiral-
bevel differentials of many transmissions. Lubricants of this type
are designated as ''Multipurpose-Type Gear Lubricants.'' The term
"multipurpose" does not mean that a single viscosity grade may be
used for all applications under all climatic conditions; the proper
viscosity grade must be selected for each application. The multi-
purpose-type gear lubricant has practically replaced those lubricants
referred to in previous editions of the SAE Handbook as passenger-
car-type hypoid and truck-duty hypoid lubricants in regular service.
The passenger-car-type hypoid lubricant is still used by several

10


(3) Assign men to this job who are familiar with lubricants and
who are thoroughly acquainted with the equipment. The consequences
are too great to entrust this work to uninformed personnel.

(4) Keep accurate records of the servicing done on each piece of
equipment. This is not a complicated procedure. A study of such
records by the mechanic will usually serve as a warning of possible
trouble. For example, excessive oil consumption is evidence of
poor lubefittings or oil leaks--items which can be checked at once
by the mechanic. The repair dates recorded in the equipment
records will indicate when the machine is nearing the overhaul
stage.

(5) Develop a ready source of parts and expendable supplies- -if
they are available when needed, equipment requiring new parts
will be out of service for a minimum amount of time.

(6) Clean equipment before servicing. There are two good reasons
for following this practice. First, the lubrication fittings will be
uncovered and the chances of any points being missed will be re-
duced. Fittings caked over with mud may be overlooked in accord-
ance with the adage "out of sight, out of mind." Second, there is
less chance of dirt from the machine contaminating the lubricant

at the moment of application.

(7) On an operating irrigation project, it is quite important that
equipment be ready for immediate use in case of emergency. For
this reason, it is suggested that equipment be lubricated at the end
of the shift so that it is ready to go to work when left.

Summary

Proper lubrication is vital to the successful and efficient operation of
any piece of equipment. Operating costs can be reduced to a minimum
and equipment life can be extended by (1) adopting a simplified lubri-
cation plan which will keep the number of required lubricants to a
minimum, (2) storing and handling lubricants in accordance with
accepted established practices, (3) applying lubricants properly, and
(4) establishing and following a good lubrication and preventive main-
tenance program.

Bibliography

1/ U.S. Naval Supply Office, Washington, D.C., C. W. Crossen,
Technical Director (Letter 42-4410--October 3, 1963)

20


LUBRICATION OF O&M EQUIPMENT
Introduction

Proper lubrication of operation and maintenance equipment is of utmost
importance in the effective utilization of the modern machines in common
use on present day irrigation projects. It is with considerable satis-
faction, therefore, that we present this dissertation which was prepared
by personnel of Region 6 of the Bureau of Reclamation in the form of a
lubrication handbook for use by Bureau employees.

We are particularly indebted to Gerald Fitzgerald, Chief, Property Man-
agement Branch, Office of Property, Regional Office, Billings, Montana,
for his excellent work assembling the data and adapting it for general
field use. Since there were so many excellent ideas given, it was felt
that the information should be made available to all of our readers, the
material was edited to broaden its appeal to all irrigation project oper-
ators responsible for operation and maintenance equipment.

The discussion deals with engine oils, gear oils, and greases and

their use. The recommendations covered have been compiled from bulle-
tins issued by the Defense Petroleum Supply Center (DPSC), U.S. Naval
Supply Office, Corps of Engineers, Society of Automotive Engineers
(SAE), petroleum manufacturers, equipment manufacturers, and the
American Petroleum Institute (API). The recommendations are intended
to serve as guides in the selection of proper lubricants for irrigation
project equipment. It will be noted that Military Specifications are
referred to frequently as a means of identifying particular types of
lubricants. This is for convenience only and your oil dealer should be
able to tell you whether or not any particular oil meets the specifica-
tions given.

The proper selection and application of lubricants is of primary impor-
tance in the maintenance and servicing of equipment. The specifications
for petroleum products used by the Armed Services are developed through
universally accepted standards of testing and are available for use by other
agencies. The purpose of this article is to make available information
regarding lubricants available under DPSC contracts as well as in the

open market in understandable form so irrigation projects may identify
lubricants under the specifications under which they are purchased.

Crankcase Oils

The American Petroleum Institute's classification of engine oils was
developed to define the types of service under which an engine would

be operating, and does not correspond to any particular grade or mili-
tary symbol.1/ These service classifications, listed and defined below,

T/See Bibliography.



(2)

(3)

(4)

(5)

(6)

(7)

Transmissions

Standard **
Passenger cars, trucks (1-1/2
tons or less)
Trucks over 1-1/2 tons
Tractors and other
transmissions

Automatic
Passenger cars and light
trucks
Heavy trucks, when specified

Torque Converters
All

Rear axles, steering gear,
universal joint, chain
drives, gear boxes

Hydraulic mechanisms
(except transmissions)

Chassis grease fittings, wheel
bearings, ball and roller
bearings

Exposed gears, wire ropes and
cables

Track rollers

Storage and Handling3/

Lubricants are in the best possible condition when delivered to the

customer.

this.

Temperature range
+90° to 32° F:+40° to -10° F

SAE-90 SAE-80

SAE-140 SAE-90
Observe manufacturer's
recommendations

Type A, Suffix A
Type C--(MS 9110)

Torque fluid

Extreme pressure
lubricant GL-4 **
140 90

MS 2075H, 2110H, 2135H
Hydraulic oil

Multipurpose grease
NLGI-2--Lithium Base
Open gear lubricant

adhesive type

As specified by
manufacturer

The manufacturer and dealer take every precaution to assure

The user has an equal responsibility to see that when a lubricant
is applied, it is in the same good condition as when it was received.

The adage, ''There is many a slip 'twixt cup and lip, '' may be likened

to storing and using of lubricants.

Many things can happen to a lubri-

cant between the time it is received by the storekeeper and the moment

*MIL-L-2105B multipurpose gear lubricant GL-4.

When specified,

Universal Gear Lubricant should be used for transmission and rear
axles requiring extreme pressure oils meeting MIL-L-2105.

17



Part 3, the middle plate, is solid but ground on both sides.

Part 4, is a metal shim or gasket as shown in the drawings, and is
put between Parts 1 and 3 so as to close the sides and back, yet
leave a slot opening in the front,

Part 5, is identical to Part 4, but of a different thickness, as
shown, and fits between Parts 2 and 3, making a second slot
opening below the first. Parts 1 through 5 are drilled for bolt-
ing together so that the front edges are flush and are perpendicu-
lar to the inside ground faces.

Part 6, is a hood of sixteen gauge metal fashioned roughly like
one-half of a venturi tube and fastened under the other parts when
assembled.

Burner heads are mounted on the end of a burner boom. The top,
1/4-inch fitting is connected to an oil line, and the bottom, 1/2-
inch fitting is connected to an airline. Oil in the oil line is main-
tained at an eight to ten pound pressure, and its rate of flow through
the head is regulated by hand valves, Air pressure, directly from
a 125 CFM air compressor, is regulated at sixty pounds pressure.
All the above, plus fuel tank, are mounted on a truck.

When burning, the oil comes out the front of the burner head through
the upper slot made by the shim or gasket, Part 4, between Parts 1
and 3. Air comes out of the lower slot made by the shim or gasket,
Part 5, between Parts 2 and 3. As the oil drips into the stream of
air, it is picked up and mixed for burning. The hood, Part 6, under-
neath the assembled parts permits free air to come in from the back

23



Application

Where equipment is serviced by a mobile unit, it is most advisable to
apply the lubricant directly from the original container in which it
came. The elimination of intermediate transfer receptacles precludes
a very serious source of contamination. Be certain you have modern
dispensing equipment as it is now available to fit all of the standard
containers used to package lubricants and greases. Proper dispensers
permit product to be removed from its original container with no
danger of contamination, waste, or mess.

Preventive Maintenance

Equipment maintenance is of prime importance in any operation. A
piece of machinery which must be pulled off the job for repairs repre-
sents lost time. Also, equipment not operating at top efficiency can
have far-reaching costly effects. For example, a sluggish push
tractor may upset the smooth operation of an entire fleet of scrapers;
the breakdown of a dump truck may mean delays to a big loader; and
the breakdown of a loader---even for a short time--may delay a long
series of operations.

Although the lesson has been learned the hard way, experience has
proven that in the long run, it pays to take care of equipment on the
job and not neglect it. A good program of preventive maintenance,
where properly executed, will pay for itself over and over again. For
example, it is much cheaper to keep a bearing adjusted than it is to
buy new bearings, shafts, and gears that become damaged when un-
adjusted bearings fail. Major breakdowns, lost time, and high oper-
ating costs can be minimized by keeping parts lubricated, tightened,
and adjusted. Furthermore, an operator whose equipment is always
in good condition is very apt to be a happy, satisfied employee.

Since no two jobs are exactly identical, the actual details and execu-
tion of preventive maintenance programs will necessarily vary from
project to project. However, there are a few basic concepts which
are common and essential to the success of such programs:

(1) Set up a definite schedule for lubrication and mechanical check-
ups and stick to it strictly. Any program may fail and become
ineffective once exceptions are made and one starts to "cheat"

on the original schedule. For example, if it is found that the
interval between lubricant changes can be extended with no appar-
ent adverse effect, the natural tendency then is to extend it further
and further. Such practice is hazardous and may lead to disaster.

(2) When possible, have the preventive maintenance work performed

on an off-shift as this will cause a minimum of interference with the
productive effort.

19



<i

Pneumatic Tools

There is a wide variety of equipment operated by compressed air.
Reciprocating-type tools such as rock drills, paving breakers, tampers,
chippers, riveters, and calking tools require lubrication.

Points to be lubricated are pistons, valves, and power feed mechanisms
where employed. The lubricant may be applied by hand oiling, integral
oilers, or air line oilers. All three methods involve the introduction
of oil into the air stream. Air line oilers are most generally used. A
light viscosity oil either straight or compounded, depending upon the
moisture conditions, is recommended. If pistons are excessively
worn, heavier grades may be required. Too light an oil for the piston
clearance will be evidenced by dense oil fogging from the air exhaust.
Drill lubricant is available in Grades 300 and 500, and is a mineral

oil containing extreme pressure and rust-inhibiting agents. It contains
no metallic soaps. Where rust prevention and atmospheric conditions
permit, a nondetergent parafinic engine oil may be used.

Pneumatic tools of the rotating type are quite generally used in industry--
tappers, grinders, polishers, screwdrivers, impact wrenches, and

saws are examples. Air motors are used to drive small winches, pumps,
and hoists. Rotating-type tools may be driven by pistons connected to

a crankshaft or by vanes on the shaft. Such air motors may also have
integral gearing. Piston-type tools and air motors are generally lub-
ricated at regular intervals with a light grease or oil, depending upon
design. For grease-lubricated rotating tools, a transparent calcium
soap cup grease available in NLGI Grades 00, 0, 1, and 2 is recom-
mended as it is light colored and tacky. This grease is water resist-

ant and may be used for severe applications where the lubricant is
subject to continuous operating temperatures below 160° to 170° F.4/

Simplified Lubrication3/
Scope

Older machines with slow speeds, light loads, and large clearances
had few lubricating points and lubrication was not critical. Modern
machines now being acquired for use by the irrigation projects have
increased lubrication requirements severely because of their high
speeds, heavy loads, and close tolerances. In the process of machine
development and corresponding lubrication development, the lubricant
supplier must supply adequate products. Manufacturers specify new
lubricants with new equipment, resulting in several type of lubricants
being required to service equipment purchased from the same manufac-
turer over a period of years, Ona project with a variety of manufacturers
supplying like equipment, a user might be saddled with 27 different or
special lubricants for a small group of equipment such as is used on an
irrigation project.

14


apparently have undesirable characteristics such as formation of hard
deposits. 5/

Oil Change Periods

The reason oil is drained is to remove from the engine those contam-
inants which have entered the oil as a result of use. These contami-
nants may be water, dust, sand, unburned and partly burned fuel, fuel
soot, and oil oxidation products. Modern detergent oils are designed
to prevent fuel soot and oxidized contaminants from depositing by
keeping them in suspension so that they will be removed at the time
of oil drain. Some people think that an oil which looks clean after a
considerable period of use is a good oil. Nothing could be farther
from the truth. The contaminants mentioned above are in the engine;
and if they are not being held by the oil, they are depositing some-
where, probably in the crankcase and valve chambers where they are
forming sludge and other undesirable deposits. Most engines are
equipped with oil filters. The use of these filters materially assists
in removing solid contaminants from the oil, but they are not a sub-
stitute for periodic oil drains in removing contaminants from the
engine. 3/

If an engine is being operated at high speeds for sustained periods,

if it is pulling excessively high loads, if dust conditions are abnormal,
or if it is operating for short periods of time at low temperatures,

oil change periods should be shortened accordingly. 6/

Gear Lubricants and Greases

Definition of Terms

It is important to define certain terms used by the petroleum industry
to better understand the necessity for and qualifications of a good
lubricant:

Straight Mineral Oil. A straight mineral oil is a refined petroleum
product used as a fluid lubricant. Corrosion and oxidation inhibi-
tors, anti-foam agents, etc., are frequently added to such mineral

oils to provide additional properties. These lubricants are class-
ified by SAE as "regular-type gear lubricants."'7/

Compounded Oils. There are many different types of compounded
oils and lubricants such as cutting, soluble, and rust preventing
oils used in common machine practice, internal combustion engine
oils and gear lubricants. Compounded oils commonly used for
automotive gear lubrication may be classified in two general groups:
(1) Oils combined with noncorrosive lubricity additives, SAE
"worm-type gear lubricant;" and (2) Oils combined with extreme
pressure or multipurpose-type additives, SAE 'multipurpose-type
gear lubricants."



IDLER WHEELS FOR TRASH COLLECTOR
(Suggestion R1-64-12)

Because of wear due to the
large amount of silt carried
by the water flowing in the
Chandler Power Canal on the
Yakima Project, Washington,
Mr. Floyd L. O'Banion,
Power Field Division, has
made some changes in the
lower (idler) sprockets of the
Chandler Power and Pumping
Plant trash collector shown
in the drawing on page 28.

The lower sprockets of the
collector were catching and
holding sufficient sand to
cause severe abrasive action
between the chain and the
teeth of the sprocket. Wear
on the chains in turn resulted
in excessive wear on the up-
per sprockets as well, with
the result that it was being
frequently necessary to in-
stall new chains and the up-
per and lower sprockets.

The extent of the sprocket
wear is shown in the photo-
graph at left with the worn
sprocket in the lower position.

To overcome, the problem, as shown in the sketch on the following
page and using the same hub and shaft, Figure 1, the sprocket teeth
were removed and a rim casting, Figure 2, was bolted to the web
of the original sprocket. After a 6-month test run with the new
idler, it is estimated that the change made will lengthen the life of
the chains and sprockets four times over that of the original equip-
ment, and will result in a considerable saving in maintenance cost.

26


General Quality Level Recommendation

MIL-L-2104A and Am. 1, OE-10, OE-30, OE-50
heavy duty, Premium DPFC Contract.

Diesel Automotive-type Engine Oils

Service DG indicates service typical of diesel engines in any operation
where there are no severe requirements for wear or deposit control
due to fuel, lubricating oil or to engine design characteristics. Normal
operation at rated speeds and loads where fuel sulfur content is low.

General Quality Level Recommendation
MIL-L-2104A and Am, 1, OE-10, OE-30, OE-50 under
heavy duty DPFC contract. When

diesel fuel sulfur content
is less than 0.4%.

Service DM indicates service typical of diesel engines operating under
severe conditions or using fuel of a type normally tending to promote
deposits and wear, but where there are design characteristics or oper-
ating conditions which may make the engine either less sensitive to

fuel effects or more sensitive to residues from lubricating oils. Serv-
ice conditions of lower severity than Service DS are: high load, high
temperature operation of normally aspirated engines particularly where
fuels of moderately high sulfur content are used.

General Quality Level Recommendation

Former U.S. Army 2-104B 9000E series under DPFC
Supplement 1 - MIL-L- contract. When diesel fuel
9000E (Ships) sulfur content is less than 1%.

Service DS indicates service typical of diesel engines operating under
very severe conditions, or having design characteristics or using fuel
tending to produce excessive wear or deposits. This includes high
load, high temperature operation, particularly where high sulfur fuels
are used, or where engine supercharging or engine installation consid-
erations contribute to high engine temperatures.

General Quality Level Recommendation
Superior Lubricant, Series 3, Open Market Item. Use when
MIL-L-45199A specified by the manufac-

turer, such as caterpillar
engines, or supercharged
engines. Also when diesel
fuel exceeds 1% sulfur
content.



cover all internal combustion engines except aircraft, large stationary,
marine, and railway diesel engines. Briefly, Classifications ML, MM,
and MS describe light and favorable, moderate to severe, and severe to
unfavorable gasoline (also liquified petroleum gas) engine operating con-
ditions, respectively. DG, DM, and DS represent a similar range of
service classification, respectively, for diesel engines. These letter
designations provide a convenient means for the engine manufacturer to
indicate service characteristics of his various designs and hence their
lubrication requirements. Similarly, oil companies use the letter desig-
nations to indicate for what class or classes of service each of their
several grades is suitable. 2/

Gasoline Automotive-type Engine Oils

Service ML indicates service typical of gasoline and other spark igni-
tion engines used under light and favorable operating conditions, the
engines having no special lubrication requirements and having no design
characteristics sensitive to deposit formation. Most moderate service
conditions are: moderate speed driving or moderate load operation with
no severe low or high engine temperature conditions.

General Quality Level Recommendation

Straight Mineral, Regular This is an inexpensive non-
detergent oil. 3000 series
oil under DPFC contract.

Service MM indicates service typical of gasoline and other spark igni-
tion engines used under moderate to severe operating conditions, but
presenting problems of deposit or bearing corrosion control when crank-
case oil temperatures are high. More moderate service conditions in-
clude short trips at high speeds, longer trips at moderate speed, atmos-
pheric temperatures warm. Does not include extensive stop-and-go
operation.

General Quality Level Recommendation
Moderate detergent and/or OE-10, OE-30, and OE-50
oxidation or corrosion under DPFC contract.

inhibited, Premium

Service MS indicates service typical of gasoline and other spark ignition
engines where there are special lubrication requirements for deposit,
wear or bearing corrosion control. The severity of these special lub-
rication requirements varies with operating conditions, with fuel char-
acteristics, and particularly with engine design factors which in them-
selves may vary with different makes and models. Most severe service
conditions include stop-and-go operation particularly in cold weather
and sustained high-speed driving particularly in hot weather or in hilly
country.



The manufacturer may not recommend by brand name, but may specify
the characteristics required of the lubricants for his machine. Some-
times these specifications are restrictive. Other times, they will be
very general and allow considerable leeway. Almost invariably, how-
ever, the warranty furnished by the equipment manufacturer will be
honored only if the purchaser adheres to the lubricants specified and
recommended by the manufacturer. At this point, the purchaser must
decide to either use the manufacturer's recommended lubricant or use
those available and on hand or under contract. The situation has been
eased somewhat as the lubricant manufacturers have developed multi-
purpose lubricants and other all-purpose oils which eliminate carrying
so many different types of products.

Definition

Satisfactory lubrication has been defined as comprising all of six rights:
The right type and right quality of lubricant, in the right amount and
right condition, in the right place, at the right time. Simplification is
accomplished by reducing the number of lubricants required at an exist-
ing location as we can assume the right amount, condition, place, and
time have already been provided by preventive maintenance and storage
procedures. The remaining rights--right type and right quality--can

be assured through careful application of the oils available under con-
tract and selection of proper quality oils and greases in the open market.

Other factors that influence selection of lubricants are viscosity, vis-
cosity index, pour point, extreme pressure properties, oxidation inhib-
itors, rust inhibitors, detergent-dispersant additives, etc. Witha
grease, consideration must also be given to soap base, consistency,
dropping point, pumpability, etc.

Procedure

When simplifying the lubricants used at one location, the requirements
of each unit should be set down on paper in terms of general type of
lubricant (oil, grease, or gear compound). Under each type, the
properties of each product should be grouped such as oil viscosity,
detergent-dispersant requirements, EP requirements, rust and oxi-
dation inhibitors, NLGI grade of grease, viscosity of oil component

in the grease, pumpability, etc.

At this stage, viscosity grouping can be made. For instance, if three
otherwise similar oils have viscosities of 110, 150 and 190 SUS
(Saybolt Universal Seconds) at 100° F, the final oil selected should
have a viscosity of about 150 SUS at 100° F. If one of the original oils
was rust and oxidation inhibited, the final product should be also. A
second group of oils with viscosities at 100° F of 280, 330, and 350
SUS could be reduced to one oil having a viscosity in the neighborhood
of 315 SUS at 100° F.

15



Engine Test.3/ Oils meeting these specifications are made from
solvent refined paraffinic oils and selected additives. Military Spec-
ification MIL-L-45199A was issued in 1959, and is essentially the
same as the Series 3 Specification except the military requires that the
lubricant pass the previously described CRC L-4 gasoline engine test.
Lubricants meeting these specifications are recommended primarily
for high output supercharged diesel engines, and diesel engines under
very severe conditions3/ using low-grade fuel with high sulfur content,
and where engine manufacturers recommend the use of Series 3 lubri-
cants. Although the Series 3 lubricants give greater protection against
fuel deposits, oxidation, corrosion, and wear than is available in lubri-
cants designed solely for gasoline engines, their use in gasoline engines
is not recommended. Such use may cause abnormal combustion prob-
lems, valve burning, and piston failures in gasoline engines due to the
high ash. Some gasoline engines are particularly prone to these types
of ash-promoted failures in high load, hot running service. 2/

For API Service Classification DS only
Available in SAE Grades 10W, 20-20W, 30 and 40

Break-in Oils. Break-in oils are used in new engines by the manu-
facturer and by users in rebuilt engines. These oils are drained after
about 500 miles or 10 hours use. Generally, the same type break-in
oil is used for both gasoline and diesel engines.

Specifications for the most recent factory-fill oils specify a definite

or a minimum amount of zinc dithiophosphate to provide antiscuff pro-
tection. These specifications are designed to establish the desired
control of deposits, wear, and scuff protection during break-in. In
addition, special engine rust additives are used to ensure adequate pro-
tection in storage prior to sale. The current trend of the automobile
manufacturers is to recommend to the equipment owner that he use oils
meeting factory specifications (not necessarily the same as factory-fill
oils) which usually meet the API MS service classification. 2/

Effect of Temperature. The effect of temperature on viscosity varies
with different oils. An oil which shows relatively little change in its
ability to flow as it is heated or cooled is said to have a high "viscosity
index.'' The 9000 series oils have a low viscosity index. Recent
investigations by major marketers of oil indicate that oils with a
viscosity index such as the 9000 series tend to form softer deposits
which is most desirable. The 9000 series oil is available in Grades 10,
20, 30, and 50. The military symbol used in marking the different
grades of oil is 9110, 9170, 9250, and 9500, respectively. SAE 'multi-
grade" oils are basically light oils, having a high viscosity index and
may have a viscosity index improver added. The viscosity improvers
(polymeric material) have the handy faculty of being more effective as
the temperature rises. Therefore, 10W-30 (SAE) oil has the viscosity
of 10W lubricant at zero degrees Fahrenheit and the viscosity of a
Grade 30 oil at 210 degrees Fahrenheit. Oils of the multi-grade types



2/ "Military and Manufacturer Specification Oils--Their Evaluation
and Significance, "by F. A. Christiansen and P. I. Brown,
California Research Corporation, SAE Preprint 573B, September
1962

3/ Courtesy of Texaco's magazine LUBRICATION (July 1957, June 1961,
May 1960)

4/ "Handbook of Lubricants and Their Application, '' Phillips Petroleum
Company, December 1960

5/ "Navy Oil Contracts and Symbols," by James Doran, U.S. Department
of Navy, Paper presented at IMEAC meeting, October 31, 1962,
Bismarck, North Dakota

6/ "Lubrication Guide, '' U.S. Army Engineer District, Omaha, Corps
~ of Engineers, April 1963

7/ "Field Maintenance Manual No. 1 - Lubrication, ' Rockwell-Standard
Corporation, Detroit, Michigan, Revised 1959

8/ ''The Case for the Magnetic Drain Plug," by W. A. Johnson, SAE
‘Preprint 5-198, April 1959

9/ "Oil Contract Bulletin, '' U.S. Department of Defense, Defense
Petroleum Supply Center, 1963

YUMA COUNTY WEED BURNER HEAD

The weed burner head shown in the drawing on the next page was devel-
oped by the Yuma County Water Users Association, Yuma, Arizona, to
use fuel oil, heavy diesel gravity above 24° A.P.I., and compressed
air, so as to secure complete combustion of the fuel. By obtaining
complete combustion a great saving is made in the quantity of fuel used.
It also makes a fan shaped flame which covers more area for burning
weeds along canal banks, etc. Only two heads are necessary on the

end of the burner boom to cover the same area as the old burner bar.

The burner head consists of six parts plus standard pipe fittings, cap
screws, nuts, and washers, as follows:

Part 1, the top plate, has the outside dimensions shown in the
drawing with a cup pressed into it. A hole is drilled in the cup
to accept a standard 1/4-inch pipe coupling. The opposite face
is machined and ground flat.

Part 2, the bottom plate, is identical to Part 1, except a 1/2-
inch standard pipe coupling has been fitted.

21



Department of the Interior

Bureau of Reclamation

OPERATION AND MAINTENANCE

EQUIPMENT AND PROCEDURES
RELEASE NO. 49

JULY, AUGUST, AND SEPTEMBER, }964

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CONTENTS

Lubrication of O & M Equipment
Yuma County Weed Burner Head
Canada Thistle Control

Idler Wheels for Trash Collector


Types of Greases

A lubricating grease is a semi-solid material composed of a lubricating

oil combined with a thickening agent to provide the characteristics

required of the grease. A thickening agent changes a fluid lubricant

to a semi-solid lubricating grease. Common soap thickeners used in

the manufacture of grease are the metallic soaps such as sodium, .
calcium, aluminum, lead, and zinc. Nonsoap thickening agents are

jelling agents or densifiers such as bentones, silicates, and silicones.

The latter are compounded to withstand many special conditions such .
as high temperature, high acidity, and high resistance to moisture.7/
Additives may be used to impart special properties and are classified

as follows:

Antioxidants or Oxidation Inhibitors
Metal Deactivators or Passivators
Corrosion and Rust Inhibitors
Water Repellents

Film Strength Agents

Color Stabilizers

Viscosity Index Improvers

Pour Depressants

Wear Prevention Agents

Stringless Additives

A single additive may perform one or more of the functions listed
above.5/

Multipurpose Grease

Generally, a multipurpose grease will be used for simplified lubrica-
tion. This grease will have a high melting point, be oxidation stable,
and have good mechanical stability; also, high load carrying ability
and have good dispensability even at low temperatures, resist impact
and squeeze out, prevent rust, resist throw-off, separation and bleed-
ing. The multipurpose grease is not an all-purpose grease, and there
are instances where special purpose greases are required. The wire
rope-exposed gear greases fall in this category.5/

National Lubricating Grease Institute Consistency Classification

One of the most useful physical characteristics of grease is that of
consistency or relative hardness. A widely used consistency classifi-
cation is that developed and promulgated by the National Lubricating
Grease Institute (NLGI) in 1941. The measurement of consistency or
depth of penetration under specified conditions of standardized conical
body into a worked sample of the test grease is determined by the
American Society for Testing Materials (ASTM) Method D217-52TV.

On this basis, the NLGI Consistency Classification has been established
as follows:


Noncorrosive fats, waxes, or soaps are frequently combined with high-
quality straight mineral oils to make a lubricant that has increased load
carrying ability due to greater oiliness and film strength. 7/

Extreme pressure or multipurpose lubricants are designed with certain
load carrying characteristics. The EP qualities are to reduce the
harmful effects of metal-to-metal contact. Such lubricants are usually
formed by combining high-quality straight mineral oil with chemical
additives such as sulfur, chlorine and lead or phosphorus in addition

to the usual oiliness additives. These chemicals, under heat and pres-
sure, react with the metal surfaces or with themselves to form a
coating. This coating is microscopically thin, an excellent bearing
surface that acts as a lubricant and is self-perpetuating. This liquid
lubricant not only carries the additives, but serves as a coolant for the
assembly. Compounded oils usually oxidize more rapidly than straight
mineral oils. Thus, the increase in load carrying ability is obtained
at a sacrifice of lubricant life. It is important not to operate vehicles
beyond the established safe lubricant change interval. 7/

Recommended Lubrication Practices

Change Schedule. The axle lubricant in trucks should be drained at
the end of the driveaway prior to putting the vehicle in regular service,
or before the maximum of 3, 000 miles, unless otherwise specified by
the manufacturer. Completely drain the original axle lubricant while
the assembly is warm. Flush well with clean flushing oil and refill
the assembly with specified lubricant. Lubricant changes should be
made as climatic temperatures demand, regardless of vehicle mile-
age or established change schedules. When the yearly mileage accu-
mulation is less than 60, 000 miles, the lubricant should be changed
twice yearly (spring and fall) irrespective of mileage. 7/

Magnetic Drain Plugs. Any drive axle, while it is working, generates
wear particles at a fairly steady rate. These wear particles are very
fine but hard. If these hard wear particles are allowed to circulate

in the lubricant, the anti-friction bearings will wear at a faster rate
than they would if the hard wear particles were removed as they are
generated. Magnetic drain plugs perform the vital function of trapping
these small metallic particles that circulate through the gears and
bearings, causing rapid wear and premature failure. The magnet
must be strong enough to firmly hold the particles under service con-
ditions. Plugs with elements having a minimum pickup capacity of
two pounds of low carbon steel in plate or bar form are recommended.
Magnets will rapidly lose effectiveness as collected material bridges
the gap between the two poles. Change plugs before this occurs. It
may be necessary to change plugs one or more times between complete
lubrication changes. 8/



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Specifications

MIL-L-2104A Amendment 1. To qualify, a motor oil must pass two
specific engine tests (the CRC L-4-1252* and the CRC L-1-6149) in
addition to other chemical and physical tests. The CRC L-4 test is
conducted in a 6-cylinder gasoline engine. The CRC L-1 test is con-
ducted in a single-cylinder diesel test engine using fuel with a minimum
sulfur content of 0.35%. Oils meeting the requirement of this specifi-
cation are also suitable for use in gasoline powered engines operating
under moderate temperatures and severe conditions such as might be
encountered in suburban and intercity bus and truck service. 3/ It is
generally classed as a "light detergent" oil (OE-10, OE-30, and OE-50
under the DPSC contract).

For API Service Classifications, MS and DG
Available in SAE Grades 10W, 20-20W, 30, 40 and 50

MIL-L-2104A Supplement 1. "Supplement 1" is an industry wide term,
but at present does not refer to any specific military or engine builders
specification. An oil is listed as a "Supplement 1" oil if, in addition to
passing the CRC L-4 test, it also passes special L-1 test of the MIL-L-
2104A Amendment 1 specification which is conducted with a high sulfur
(approximately 1%) diesel fuel instead of the normal 0.35% sulfur con-
tent.3/ A diesel fuel with 1% sulfur content is equivalent to 70 pounds
of sulfur in each 1, 000 gallons of fuel. This must be digested by the
engine. That part not digested which is deposited in the engine results
in an abrasive action that cuts rings and piston liners. This is a high
detergent oil for heavy duty service. It provides excellent engine
cleanliness under both high and low temperature service conditions.

It is recommended for use in gasoline and diesel engines in trucks,
busses, industrial, and construction machinery, operated under ex-
tremely heavy duty condition or with lower quality diesel fuels and
where engine manufacturers specify the use of a Supplement 1 oil. 4/
(Equivalent oil is not available under DPSC contract.) ~

For API Service Classifications MS, DG and DM
Available in SAE Grades 10W, 20-20W, 30, 40, and 50

Superior Lubricants--Series 3. In 1947-48, Series 2 specifications

for Iubricants for use with high sulfur diesel fuels were issued. These
oils were tested in a supercharged single-cylinder diesel engine known
as the Caterpillar 1-D Supercharged Engine Test. With the develop-
ment of higher output engines, this specification was superseded in 1956
by a Superior Lubricants Series 3 Specification, which required not only
passing the Caterpillar 1-D but also the Caterpillar 1-G Supercharged

*"CRCTM is an abbreviation of Coordinating Research Council," a
joint organization formed by the Society of Automotive Engineers and
the American Petroleum Institute.



it*is applied. Such things as careless handling, contamination, con-
fusion of brands, exposure to extreme temperatures, and leakage can
result in damaged equipment, excessive maintenance cost, and lost
productive effort. The conditions under which an irrigation project
must store and handle lubricants are particularly hazardous from the
standpoint of contamination and exposure to temperature extremes.
Consequently, unusual care must be taken to see that nothing detri-
mental happens to them.

Some ''do's and don'ts" that apply to storage and handling of lubricants
are detailed below:

(1) Choose storage area carefully. Select a central location so
that hauling distances are as short as possible. Also, select an
area where the atmosphere is free from dust and vapors.

(2) Store lubricants indoors if possible--chances of contamination
will be less.

(3) If stored outdoors, drums should be placed on their side and

on racks--do not lay them on the ground. When placed upright on
end, rain water may accumulate and be sucked into the drum by the
normal breathing action. If stored outdoors on end even temporarily,
cover should be available to place over drum in the event of incle-
ment weather.

(4) Cleanliness is essential regardless of whether storage is indoor
or outdoor.

(5) Orderliness is another must. By keeping different brands and
types of lubricants separated and in their proper places, there is
less chance for confusion and error.

(6) Do not store more products than necessary. The lubricant
dealer will be glad to make a survey of lubrication requirements
with a view to keeping the number of different products to a mini-
mum. This also will reduce chances of confusion.

(7) Exercise extreme care in heating products that have been
exposed to low temperatures. If possible, transfer drums to a
warm area and allow product to reach room temperature. If more
rapid heating is required, use exhaust steam. Never apply direct
heat, such as a flame, to exterior of the drum. This could cause
leaking. It might also harm the product.

(8) Remember that exposure to temperature extremes can damage
lubricants. If there is any reason to suspect that this condition
has occurred, examine the lubricant before using. If the products
appear abnormal, consult the lubricant supplier as to what to do.
The lubricant may have to be discarded or it may be salvaged.

18


and under the air stream. This helps mix the oil and air. The front
part of the hood also holds enough heat to keep a flame. With proper
adjustment of the oil by the hand valves, a hot flame develops without
smoke.

CANADA THISTLE CONTROL

The fact that Canada Thistle is a problem on many of our irrigation
projects is emphasized by the study given to control of the plant by
state colleges and other agencies in several of our Western States,

in cooperation with the U.S. Department of Agriculture, and steps
taken by state laws to control spread of the plant. Publications
available on the subject include: Canada Thistle, Extension Bulletin
519, (Revised May 1959) by Tex Warren, Extension Farm Crops Spe-
cialist, Federal Cooperative Extension Service, Oregon State College,
Corvallis, Oregon; Canada Thistle, Leaflet 50, June 1952, by Harold P.
Alley, Wyoming Weed Specialist, Agricultural Extension Service,
University of Wyoming, Laramie, Wyoming; and the more recent Leaflet
No. 523 Canada Thistle and Its Control, '' by Jesse M. Hodgson,
Agronomist, Crops Research Division, Agricultural Research Service,
U.S. Department of Agriculture.

The latter publication cited above discusses control of the weed by

cultivation and cropping practice as well as chemical control. Also
precautions that should be used in application of chemicals are given.

24




manufacturers for the initial or factory fill of passenger-car hypoid
rear axles.5/ Controlled slip differentials may have special lubri-
cation requirements. The lubricant supplier should be consulted to
see if his lubricant is suitable and meets the manufacturer's re-
quirement.

SAE Numbers for Transmission and Axle Lubricants

SAE viscosity numbers have been selected without regard to the vis-
cosity numbers for crankcase oils. The SAE viscosity numbers for
transmission and axle lubricants are 75, 80, 90, 140, and 250. For
example, an SAE 20 and 30 crankcase oil may have the same actual

viscosity as SAE 90 gear lube.5/

Application of Gear Oils and Greases

Multipurpose Gear Lubricants

Gear oils are available in SAE Grades 80, 90, and 140 under API Serv-
ice Classification GL-4. Multipurpose gear lubricant is made from
high-quality solvent refined base stocks and improved additives. These
oils meeting the requirements of MIL-L-2105B (12-8-58) are recom-
mended for rear axle lubrication, including limited slip type when
specified by manufacturer. Also, for use in manual-type transmissions
of passenger cars and pickup trucks where a mild extreme pressure,
multipurpose lubricant is required, 4/

Worm Drive Gear Lubricants

Worm drive gear oils are available in SAE Grades 80, 90, and 140.
These oils are for lubrication of truck and tractor transmissions and
differentials, truck transfer cases and power dividers, tractor final
drives, marine gear sets, and other gearing requiring gear lubricants
of MIL-L-2105 (4-7-50), Universal Gear Lubricant, mild, extreme
pressure or hypoid quality. It may also be used in transmission and
gear cases where manufacturer recommends use of all-mineral gear
lubricants. These oils are made from high-quality base stocks and
versatile multipurpose extreme pressure additive to provide new gear
lubricant giving improved high temperature stability, excellent rust,
corrosion and antifoam protection, together with the desired extreme
pressure characteristics. It meets requirements of Rockwell-Standard
(Timken) Specifications 0-64 and 0-65 for use in spiral-bevel and hypoid
gears, and Specifications 0-72 and 0-73 for use in heavy duty worm
gear truck axles. 4/

Multipurpose Greases for Automotive Use

Lithium base grease is available in NLGI Grades 0, 1, and 2. Itis
made with lithium soap and carefully selected oils for automotive use,
and is both high temperature and water resistant, light colored, having

11



Automatic Transmission Fluid, Type A. Automatic transmission
fluid, Type A, Suffix A, specification was issued in November
1957. The test requirements of the new specification are more
severe than for ATF Type A; and to qualify, fluids must possess
improved high-temperature oxidation stability in addition to foam
resistance, oiliness, low pour points, some extreme pressure
properties, and a very high viscosity index. These qualities are
necessary to maintain the proper viscosity through a wide temper-
ature range.

Fluids qualifying are assigned a distinctive AQ AFT number which
is suffixed by the letter A. This identification stamped on each con-
tainer assures that the product meets the specification requirement.
Passenger cars and light truck automatic transmissions require
"Type A" transmission fluid. 3/

Hydraulic Transmission Fluid, Type C-1. In 1955, the Allison
Division of the General Motors Corporation introduced a specifica-
tion for a fluid for use in the heavy truck, bus, and earthmoving
vehicle hydraulic transmission they manufacture. In these appli-
cations, both Type A and Type A Suffix A products were satisfac-
tory; but the service did not demand all the characteristics so the

use of less costly ingredients was recognized. The specification

was modified in 1959 and designated ''Type C-1.'' Many heavy

duty motor oils in the SAE 10W viscosity classification, in addi-

tion to some special fluids, adequately meet the specification
requirements.3/ Operating oils of proper viscosity used for crank-
case lubrication are suitable for hydraulic systems and transmissions.
In some cases, equipment manufacturers refer to a Type "C'' hydrau-
lic fluid. The 9000 series oil under DPSC contracts of the proper
viscosity meets the requirements for Type "C" hydraulic fluid. 5/

Nonpetroleum Base. Hydraulic fluid for braking systems having a
nonpetroleum base are available in two types; namely:

Arctic. It has a temperature operating range of -90° to 125° F.
This fluid should not be used unless temperatures lower than
-40° F are encountered.

Heavy Duty Type. Procured under Specification VV-H-910.5/ This
fluid conforms to the requirement set forth in SAE 70R3 for use in

highway vehicles where the brake fluid is exposed to severe oper-
ating conditions. Use of this fluid is mandatory in many states.
Its use is prescribed for Bureau of Reclamation vehicles. This
fluid is suitable for use in the atmospheric range of approximately
-60° to 140° F. Heavy duty type fluid (SAE 70R1) is suitable in
highway vehicles where the brake fluid is exposed to normal oper-
ating conditions.

13



OPERATION AND MAINTENANCE
EQUIPMENT AND PROCEDURES
Release No. 49

JULY, AUGUST, AND SEPTEMBER 1964
INTRODUCTION

With this release of the Operation and Maintenance Equipment and
Procedures bulletin, a change is to be made. Beginning with the
next issue, which will be our Fiftieth, the name of the publication
will be changed to Irrigation Operation and Maintenance. The for-
mat will remain unchanged. We hope the bulletin under its new
name will continue to be of service to irrigation operators every-
where.

There is reprinted in this issue an article on Lubrication of O&M
Equipment. This article was assembled by Gerald Fitzgerald, Chief,
Property Management Branch, Office of Property, Regional Office,
Billings, Montana. Mr. Fitzgerald has edited this material to
broaden its appeal to all irrigation project operators responsible for
operation and maintenance equipment. The discussion deals with
engine oils, gear oils, and greases and their use.

This issue of the bulletin also includes an article on the development
by the Yuma County Water User's Association, Yuma, Arizona, of

a fuel oil-compressed air weed burner head; an article on the control
of Canada Thistle; and an article describing an improved idler wheel
for a trash collector on the Yakima Project, Washington. A drawing
of the trash collector originally installed is included.

The Operation and Maintenance Equipment and Procedures bulletin
is published quarterly, for the benefit of irrigation project operation
and maintenance people. Its principal purpose is to serve as a me-
dium of exchanging operation and maintenance information. It is
hoped that the labor-saving devices or less costly equipment and
procedures developed by the resourceful water users will be a step
toward commercial development of equipment for use on irrigation
projects in a continued effort to reduce costs and increase operating
efficiency.

To assure proper recognition of those individuals whose suggestions
are published in the bulletins, the suggestion number as well as the
person's name is given. All Bureau offices are reminded to notify
their Suggestions Award Committee when a suggestion is adopted.

Division of Irrigation Operations
Office of Chief Engineer
Denver, Colorado



PART /- Top
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22



Cover Sheet. The cartoon is an attempt to emphasize the six rights
of lubrication: The right type and right quality of lubricant, in the
right amount and right condition, in the right place, at the right time.


The above drawing shows the Canada Thistle plant, including part of
the extensive root system. Insets show details of a flower and seeds.

Copies of these and other publications on the control of the trouble-
some weed are available from the cooperating agencies and the more
recent Leaflet No. 523 can be obtained from the Superintendent of
Documents, U.S. Government Printing Office, Washington, D.C. 20402
at a cost of 5 cents per copy.

25



NLGI ASTM

Consistency Number Worked Penetration at 77° F
0 355 to 285
1 310 to 340
2 265 to 295
3 220 to 250
4 175 to 205
5 130 to 160
6 85 to 115

Successively higher NLGI consistency numbers indicate greases of
increasing hardness. This is inverse to the ASTM penetration value

as obviously the depth of cone penetration into a grease sample becomes
greater as the grease becomes softer. The actual ASTM penetration
value is stated in tenths of a millimeter.5/

Types of Transmission and Axle Lubricants

Transmission and axle lubricants are made with well refined mineral
oils properly compounded with lubricity additives and/or load carrying
ingredients to prevent foaming, channeling, and to resist corrosion.
The Lubricants Committee of the Division of Marketing of the American
Petroleum Institute (API) have set up gear lubricant classifications
which are used by the SAE. These are applicable only to conventional
transmissions and axles, excluding automatic transmissions. The
classifications are as follows:

Regular-type Gear Lubricants. This term designates gear lubri-
cants generally suitable for use in automotive transmissions and
in most spiral-bevel and worm gear differentials.

Worm-type Gear Lubricants. This term designates gear lubricants
generally suitable for use in truck-type worm gear rear axles under
very severe conditions of service.

Mild-type EP Gear Lubricants. This term designates gear lubri-
cants having load carrying properties suitable for many automotive
transmissions and spiral-bevel differentials under severe conditions
of speed and load.

Multipurpose-type Gear Lubricants. This term designates gear
lubricants having load carrying properties suitable for hypoid gear
and other types of differentials and many transmissions. They are
identified as meeting API Service GL-4.

9



a smooth to short fibre, buttery texture. It can be used in all types
of grease dispensing equipment. No. 2 grade is recommended for all
types of wheel bearings in both summer and winter. It should not be
mixed with sodium or calcium greases. Grade 0 is for special appli-
cation at extreme low temperatures, but not for wheel bearings. 4/

Chassis Grease

Calcium Base Grease is available in NLGI Grades 00, 0, 1, and 2.

It is a pressure gun grease for automotive and farm use. Calcium
soap greases are made from selected fatty material and heavy refined
lubricating oil. It is a light colored, transparent, tacky grease with
excellent water resistant properties suitable for use in pressure guns
and grease cup lubrication of automobile chassis, farm machinery,
and industrial equipment where temperatures do not exceed 170° F,

It is recommended for lubricating track rollers on crawler tractors
except those manufactured by Allis-Chalmers which require a special
calcium soap grease to resist deterioration of the seals.

Lithium Base Grease is available in NLGI Grades land 2. This isa
high-quality grease containing molybdenum disulfide with special addi-
tives to reduce friction and improve adherence to metal surfaces,
intended for lubrication of automotive ball joint suspensions and chassis
fittings.

Sodium Base Grease is available in NLGI Grades 0and1. Thisisa
heavy duty pressure gun grease for automotive equipment. It is dark
green and very tacky, noted for its ability to form a lubricating

cushion in chassis points, and its adhesive characteristics aid in keep-
ing dust and dirt from entering. It is suitable for use in 300° F temper-
ature range, but not to be used where resistance to moisture or water-
washing is required. 4/

Other Greases
There are a number of other greases available such as sodium base
wheel bearing grease, water pump greases, graphited grease for leaf

spring lubrication, and dark axle grease used for rust prevention and
also for truck fifth wheel lubricant, to name a few.

Hydraulic Fluids and Industrial Oils

Types of Hydraulic Fluids

Petroleum Base. Petroleum base hydraulic fluids must be compounded
with additives to control foaming and prevent corrosion, and must be
extremely stable to minimize buildup of gum and varnish, as well as
provide lubrication for pumps, bearings, and pistons.

12