Chapter 8

Approaches for sizing lube oil systems

8.1 General approach to equipment sizing

Lubrication systems are undoubtedly the lifeblood for all types of turbomachinery.
Depending on the size and type of turbomachinery, the lubrication arrangement can
come in many different forms and types as shown in Figure 8.1. However, in this sec-
tion, we concentrate only on the typical circulating force-fed lubrication identified in
the upper right-hand corner of Figure 8.1, and specifically system configurations that
are defined as per API 614 for “special-purpose” equipment.

50.0
Disc or collar

Oil ring
Maximum journal diameter (inches)

20.0
Circulating oil systems

10.0

5.0

Wick
lubrication
2.0
Grease

1.0
100 200 500 1,000 2,000 5,000 10,000
Speed (RPM)

Figure 8.1: Upper limits of journal bearing lubrication methods [1].

API 614 standard sets guidelines for the designers of lubrication systems to follow;
however, as these specifications are not binding, most vendors do not strictly ob-
serve them. These vendors do have in-house practices that sometimes deviate from
the guidelines for various reasons, including cost constraints. Note that no matter
how good the vendors’ intentions might be, a faulty design lubrication system can
have an impact on the scheduled startup of a grassroots plant. Moreover, and in

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238 Chapter 8 Approaches for sizing lube oil systems

Overhead
rundown
tank
Main equipment
Alarm
PI PT PT
L Trip
LL

Control oil supply

FO PT
Lube oil supply L
Accumulator Alarm
(For pump switch over) Drain line

FO PI

PT
Filters L PT
Alarm LL
PCV Autostart
standby
pump

Coolers

Main and
auxiliary
Reservoir
standby
pumps

Figure 8.2: Block diagram of a typical API 614 system designed for special-purpose equipment.

some cases, for running plants, it could adversely affect its reliability. This possibil-
ity becomes more concerning after rerates are implemented.
The first intent of this section is to give the purchasers and end users a basic knowl-
edge of a methodology on how some of the major components of these large “special-
purpose” lubrication systems are sized. The second intent is to assist purchasers and
end user in comparing the vendor’s proposal with experience-based industry practices.
These are spelled out in API 614 guidelines; a conscientious comparison allows buyers
to ask proper questions whenever they are not comfortable with what is being proposed.
In order to understand the basic concepts outlined in API 614, our approach is
to start with an example of how a particular vendor went about sizing some of the
major components for a typical API 614 lubrication system after completing the re-
rate work. For this example, we will call the vendor doing the rerate Vendor-A. Our
focus is on lubrication systems that are designed for “special-purpose machinery,”
as shown in Figure 8.2. We will review the sizing of some of the major components
of these systems, namely:
– Main and auxiliary standby pump
– Oil coolers
 8.2 Main and auxiliary standby pump 239

– Oil reservoir
– Oil filters
– accumulator
– Overhead rundown tank (RDT)

8.2 Main and auxiliary standby pump

The first step is to calculate the lubrication requirements and heat load demanded
by the equipment train, and then use the results to determine both the size of the
pump and heat exchanger (cooler). The lubrication requirements and heat loads are
obtained from bearing simulation software; the necessary oil throughputs are vali-
dated later during a mechanical run of the turbotrain. Each radial bearing is mod-
eled at maximum continuous speed, and with nominal clearances and preloads.
The thrust bearings are also modeled using different cases for compressor opera-
tion; oil flow rate and heat load are determined for the worst-case situation. We
should state that the new or recent approach by most vendors is to standardize on
bearing sizes. Standardization of bearing sizes allows the vendors to have a fair
idea of the oil requirements and heat load demands. They can then validate these
parameters during mechanical runs rather than modeling the bearings for every
job. A general rule for oil distribution between journal and thrust bearings is to size
the thrust bearing orifice based on a 2:1 ratio of oil going to the thrust bearing com-
pared to that of the journal bearing.

8.2.1 Determining pump capacity

Knowing the oil flow and heat load required by each bearing, the oil flows are then
added up to determine the minimum lubrication requirements. The total oil flow is
then multiplied by 1.15 to determine the pump’s capacity. Multiplying by 1.15 nor-
mally takes care of the maximum usage and includes system transients. However,
maximum capacity should not exceed 125% of the total calculated flow due to driver
sizing and peak efficiency considerations.

8.2.2 Pump’s maximum pressure

Pressure for the pump is calculated by adding the following:

1. Highest oil pressure required for the driver and the driven equipment at the
compressor deck (normal operation and shutdown conditions).
2. Static head – difference between the lubrication skid at grade level and the
equipment centerline. Convert the linear measurement to pressure units.
240 Chapter 8 Approaches for sizing lube oil systems

3. Piping pressure loss from lubrication skid at grade to the (usually elevated)
equipment location. This generally is in the range of 10–15 psi (0.7–1.0 bar).
4. Pressure drop across the reducing valve (backpressure controller). For estima-
tion purposes, use approximately 20 psi (1.4 bar).
5. Piping loss for all lubrication skid piping at grade level. Generally approxi-
mated to be around 5 psi (0.35 bar).
6. Transfer valve pressure loss. Generally estimated to be around 5 psi (0.35 bar).
7. Pressure loss across the filter estimated at approximately 20 psi (1.4 bar).
8. Loss of pressure across the cooler can be approximated to around 10 psi (0.7 bar).

After the capacity and discharge pressure of the pump are calculated, the next pa-
rameter to be considered is the oil viscosity range from, say, 50 °F (10 °C) for a cold
start, to approximately 150 °F (66 °C) for normal reservoir operating temperature.
Figure 8.3 shows some of the common grades of lubricating oils in use for tur-
bomachinery and the equivalent viscosity units, including the viscosity change at
different temperatures.
Knowing the capacity, discharge pressure, and viscosity range, the final step is
to select the type of pumps for the system. Both centrifugal and positive displace-
ment pumps are used in API 614 systems for “special-purpose machinery”; how-
ever, rotary positive displacement-type pumps are generally used in these large
lubricating systems. The reason for using positive displacement pumps is explained
by the performance characteristics of these pumps; they provide fairly constant
flow rate against varying system pressures. For example, screw-type pumps can de-
liver flows as oil viscosity varies from cold start at 50 °F (10 °C), which is equivalent
to a viscosity of 650 SUS, to 150 °F (66 °C), which is equivalent to a viscosity of 65
SUS. On the other hand, centrifugal pumps are generally used in low-pressure,
high-flow applications, where only lubricating oil is required. There are many appli-
cations where centrifugal pumps are used in combined lube and seal oil systems.
Here, the centrifugal pump supplies low-pressure lubricating oil to the system,
while a portion of the discharge flow from the centrifugal pump is fed to a screw
pump. The screw pump boosts the system pressure to that needed for control oil
and/or seal oil.
Drivers for these lube oil pumps can be motors or steam turbines. In most
cases, when there is a combination of steam turbine and motor drivers, the steam
turbine driver is selected as the main and the motor as the standby. The reason is
generally based on steam balance of the plant, and also on the fact that most mo-
tors will tend to auto start within 3–4 s. This is compared with steam turbines re-
quiring continuous slow-rolling at about 200 rpm to maintain preheat and an
adequate lubricant film in sleeve bearings. Turbines require in excess of 20 s to
reach full speed from approximately 200 rpm at startup.
 8.2 Main and auxiliary standby pump 241

Viscosity grading systems

Kinematic Saybolt
viscosities viscosities
cSt cSt ISO AGMA SAE SAE SUS SUS
@40°C @100°C VG Grade Crankcase Gear @100°F @210°F
2,000 10,000
70
1,500 8,000 300
60
6,000
1,000 50 1,000 8A 250 5,000
800 4,000 200
40
600 680 8 3,000
30
500 140
400 460 7 2,000
300 320 6 60 1,500
20 100
200 220 5 50 90 1,000 90
150 4 40 800 80
600 70
85W
100 10 100 3 30 500 60
80 400
9
68 2 80W 55
60 8 300
7 20 50
50 200
40 6 46 1 45
30 5 32 15W 75W 150
10W
4 22 100 40
20 5W, 0W
15

10 10 60

Figure 8.3: Common grades of lubrication oils showing equivalent viscosity units at different
temperatures.

For calculation purposes, we will use an actual example of the evaluation exer-
cise carried out by Vendor-A during the upgrade of an ethylene refrigeration com-
pressor train driven by a steam turbine, as shown in Figure 8.4.
Table 8.1 represents the calculated values for the rerate of the ethylene refriger-
ation compressor train shown in Figure 8.4; it will be used to show how this experi-
enced turbomachinery manufacturer went about sizing both the pump and the
overall system:
Total normal oil flow = 31.50 m3/h
Total flow including transient flow = 38.30 m3/h
242 Chapter 8 Approaches for sizing lube oil systems

Lube oil
supply

5.7–12.50
m3/h
15.075m3/h 5.035m3/h 1.425m3/h 4.275m3/h
Control oil

Contol
oil

Compressor

Steam
turbine

To drain

Figure 8.4: Lube oil distribution of an ethylene refrigeration compressor train driven by a steam turbine.

Table 8.1: Oil system requirements and calculated heat loads.

Ethylene refrigeration compressor train oil requirements

Equipment Lubrication Control oil (m/h) Heat load (kJ/h) Pressure at

required (m/h) equipment (kPaG)

Normal Transient

Steam turbine
– Lube oil . .
– Control oil . . .
– Heat input ,

Compressor
– Lube oil . .
– Heat input ,

Pump driver
– Lube oil .
– Heat input

Total . . . ,

Normal Transient

Total oil flow required . .

 8.3 Oil coolers 243

Guidelines given in API 614 for sizing positive displacement pumps recommend
that the pump’s capacity shall be at least 120% of the normal flow rate plus any
transient flow. Therefore, the minimum pump capacity is calculated as follows:

Q minimum = ð1.2 × 31.5Þ + ð38.3 − 31.5Þ m3 =h

= 44.6 m3 =h ð196.4 gpmÞ
Using the eight steps outlined previously to calculate the pump’s discharge pres-
sure, the discharge pressure was calculated to be 2,035 kPa (20.35 bar). Therefore,
the selected pump must be able to deliver 44.6 m3/h of 60 SUS oil (cold start) at a
discharge pressure of 2,035 kPa = 20.35 bar.
Vendor-A then proceeded to select a positive displacement lube oil pump from
the catalog of a well-known pump supplier. Table 8.2 represents a section of the
catalog showing the anticipated performance of a specific rotary positive displace-
ment pump running at 1,800 rpm.

Table 8.2: Pump performance of rotary positive displacement pump from vendor’s catalog.

Operating Inlet Discharge Inlet pressure Flow rate Input

condition temperature pressure required power
(kPa/bar) (kPaa/bara)

Normal  °C ,/. /. . m/h . kW

operation

Cold startup  °C , kPa /. . m/h . kW

Cold oil at relief  °C , kPa /. . m/h . kW

valve

Based on the expected performance shown in Table 8.2 with the capacity range of
50–57 m3/h, the vendor selected this particular pump, knowing that its actual ca-
pacity was more than adequate for the calculated capacity of 44.6 m3/h.

8.3 Oil coolers

Most end users in the petrochemical industry require heat exchangers to be speci-
fied and built to ASME Code, Section VIII, and TEMA “C” (Tubular Exchanger
Manufacturers Association) as was the case here for the example being worked
out.
As per API 614 guidelines, an oil cooler must be sized to remove the total heat
added to the oil from all sources, including bearings, seals, gears, and the heat contrib-
uted by the running pump during normal operation. For this example, the compressor
244 Chapter 8 Approaches for sizing lube oil systems

had dry gas seals, also there was no gearbox; therefore, the heat load requirements are
as shown in Table 8.1.
The heat load of the running pump is determined from the pump’s shaft power
converted to heat units and then added to the system as heat (Table 8.3).

Table 8.3: Comparison of vendor’s design/sizing criteria versus API 614 for the rerate example.

Operating parameter Vendor-A design criteria API  design criteria

US SI units US SI units
customary customary
units units

Maximum allowable working  psig  bars ≥ psig ≥. bar

pressure (MAWP)

Oil
Maximum oil outlet  °F  °C °F  °C
temperature
Maximum oil pressure drop  psi  kPa

Cooling water system

Velocity in exchanger tubes – ft/s .–. m/s – ft/s .–. m/s
Maximum inlet water  °F  °C  °F  °F
temperature
Maximum water outlet  °F  °C  °F  °F
temperature
Water pressure drop  psi . kPa  psi . kPa
Maximum temperature rise  °F  °C  °F  °C
Minimum temperature rise  °F  °C  °F  °C
Fouling factor on water side

Notes:
1. Ratio of maximum water to oil is 2:1.
2. Specified water coolers shall be suitable for 300 °F (149 °C) heating medium such as steam or a
mixture of steam and water.

As part of the rerate, a new replacement bundle (heat exchanger) had to be sup-
plied, since the existing cooler bundle was inadequate; it had been sized for a heat
load of 527,900 kJ/h and oil flow of 22.34 m3/h. Based on our previous calculations
and the vendor guidelines given earlier, the new bundle had to be able to cool
31.5 m3/h oil flow at 49 °C with a water inlet temperature of approximately 37 °C.
Note that this inlet water temperature did exceed the vendor’s criteria as well as
API 614. Accordingly, a slightly larger cooler size had to be selected as follows:
Heat input from compressor train , kJ/h
Heat input from oil pump , kJ/h (. kW)
Total heat duty , kJ/h
 8.4 Reservoir 245

The size selection for the new replacement bundle was based on a rated heat load
of 969,200 kJ/h, 31.5 m3/h of oil flow, and 40.9 m3/h of water flow at an inlet tem-
perature of 36.7 °C. We also had to ascertain that the exchanger tubes were sized so
as not to exceed the vendor or API 614 design velocity range.

8.4 Reservoir

Sizing the oil reservoir’s capacity is based on the addition of the volumes between
the system levels shown in Figure 8.5. These capacities are defined as per API 614
and are all referenced to the normal operating flow, which is defined as per API 614
as the total amount of oil flowing from the bearings, seals, gearbox, couplings, and
steady-state controls. This does not include oil bypassed directly to the reservoir.

1 Rundown level

2 Maximum operating level

Manufacturer sight
glass length
Minimum` operating level 6
3

Suction-loss level
4
a

Pump suction level

5
b

Space reserved for steam or electric heater

“a” and “b” are alternative pump suction arrangements

Figure 8.5: Reservoir levels defined as per API 614.

Figure 8.5 shows the reservoir levels as defined by API 614. The capacities/volumes
between these levels are described as follows:
– The working capacity is defined as the capacity between levels 3 and 4 as
shown in Figure 8.5, and shall be sufficient for 5 min of normal flow.
– The retention capacity is defined as the total volume below the minimum opera-
tion level or level 3 as shown in Figure 8.5, and shall be calculated to retain
8 min of normal flow.
– The level change (indicating volume/capacity change) between the maximum
and the minimum operating levels shall be 50 mm (2 in) of the reservoir height.
246 Chapter 8 Approaches for sizing lube oil systems

– The rundown capacity is defined as all the oil drained from all of the compo-
nents, such as bearings, gearbox, seals, accumulators, control elements, and
the volume, of the RDT which will be addressed later. API 614 recommends
adding 10% to the rundown capacity as an allowance for the volumes coming
from the interconnecting piping.
– The free surface of the reservoir shall be sized based on a suggested minimum
area of 60 mm2 for each liter/min (0.25 ft2 for each gal/min) of normal oil flow.

Having outlined the methodology used by API 614 to size reservoirs for “special-
purpose” lubricating systems, we will continue to review how the rerate example
fitted into the various sizing criteria outlined earlier.
The oil reservoir was a rectangular design with 2.47 m3/h working capacity and
a 3.53 m3 retention capacity. Therefore, at a normal flow rate of 31.5 m3/h to the
equipment, the working capacity of the existing reservoir was calculated as 4.7 min
and the retention capacity 6.7 min. Although these values were less than the guide-
lines outlined in API 614 of 5 min working capacity and 8 min retention capacity in-
stead of 5 min, the equipment vendor was confident that the existing reservoir
would perform adequately for the new operating conditions, which it did.

8.5 Oil filters

API 614 has an entire section on requirements for oil filters operating in “special-
purpose” lubrication systems. However, for brevity and relevance to the rerate ex-
ample we are dealing with, we will only examine the requirements outlined in
Table 8.4.
A duplex set of filters was originally installed in the system being rerated with
pleated paper cartridges. Vendor-A does not normally install pleated paper car-
tridges in their lubrication systems unless the cartridges are resin treated, which
they were in this particular instance. Impregnated resin-pleated paper cartridges
have a collapse pressure of approximately 100 psig (690 kPa, 6.90 bar). However,
untreated pleated paper cartridges without resin treatment permit a lower collapse
pressure only. Additionally, these untreated pleated paper cartridges cause the
paper to swell if the lube oil contains small amounts of water, which effectively re-
sults in higher than the normal pressure drop.
The results of the rerate showed that the normal flow increased to 31.5 m3/h
(138.7 gpm). This new flow rate also showed that the reduction in pressure ex-
pected across the filter assembly with clean filter cartridges including the transfer
valve would be approximately 55 kPa (8 psi). The vendor arrived at the conclusion
based on the original design considerations highlighted later; also, they relied
 8.5 Oil filters 247

Table 8.4: Allowable pressure drop and collapse pressure of filters.

Requirements Pressure Oil Oil Oil

flow temperature viscosity

API  requirements

Pressure drop for clean filters  kPa/ psig Normal  °C/ °F  SUS

Cartridge/element collapsing differential  kPa/

pressure psig

Vendor-A requirements

Pressure drop for clean filters  kPa/ psig Normal  °C/ °F  SUS

Cartridge/element collapsing differential  kPa/

pressure psig

Notes:
1. Per API 614 guidelines, whenever a specific cartridge element is required, the purchaser shall
specify the type, maker, model, and construction.
2. Vendor-A requires that cartridge elements must be capable of passing normal oil flow at 10 °C/
50 °F, which is equivalent to 650 SUS, without reaching collapse pressure.

on a subsequent analysis to determine the long-term capability of the installed

cartridges:
– Design normal flow was 22.34 m3/h (98.36 gpm) for the original system
– Number of cartridges installed was 22. Therefore, flow per cartridge was 1.015 m3/h
(4.47 gpm). This corresponded closely to one of the vendor’s design criteria of not
allowing more than 1.13 m3/h (5 gpm) flow through individual filter cartridges.
– The system was designed with an adequate number of filter cartridges to allow
an initial pressure drop of less than 5 psi per cartridge for normal flow with
clean filters, as shown in Table 8.4.

From Figure 8.6, with a normal flow of 4.7 gpm for clean cartridges, the differential
pressure is <5.0 psi with the original filter cartridge TYPE-X. However, after rerating,
the flow per cartridge increased to 6.3 gpm resulting in a differential pressure of
8 psi. Although the existing filter cartridges TYPE-X could still be used under the
new operating conditions, the time span between changes of filter elements would
be reduced. Because of this, the vendor recommended using TYPE-Y instead, since
this type of filter cartridges offered a lower pressure drop for the same flow and
would be an exact drop-in without modification.
248 Chapter 8 Approaches for sizing lube oil systems

Test fluid DTE Light turbine oil @ 40 °C/100 °F 150 SUS

8
Differential pressure – PSID

4
X
E-
TYP
2 g e- E-Y
id e-TYP
tr tridg
ar te r car
rc end ed fil
te
fil comm
l or re
1 i na Vend
Orig

0 1 2 3 4 5 6 7 8
Flow rate-GPM

Figure 8.6: Flow through clean filter cartridge versus differential pressure (for illustration purposes
only).

8.6 Oil accumulator

Using API 614 guidelines as we have done previously, it is recommended to have an

accumulator installed, as shown in Figure 8.2, to promote stability during transi-
ents such as pump switchovers and control oil pressure fluctuations. Specifically,
accumulator(s) are installed to accomplish the following:
1. To maintain the turbine control-oil pressure during servo control transients or
maintain lube or seal-oil pressure while the standby pump accelerates from idle
condition to operating speed. The control pressure shall be maintained above
the equipment manufacturer’s minimum specified supply pressure for all con-
ditions (including transients). Typically, this is within 10% of the normal sys-
tem pressure when a servomotor makes a full stroke in 1 s.
2. The system delivery pressure shall be maintained above the shutdown settings
during standby pump acceleration or for at least 4 s for motor-driven pumps.

Figure 8.7 is an illustration of a transient situation when the main oil pump stops put-
ting up enough pressure to sustain normal operation of the equipment. As the pressure
of the system decreases, an alarm should be sounded and the accumulator(s) installed
 8.6 Oil accumulator 249

Pressure
maintained by
accumulator

Normal operating pressure

Auxillary oil pump start

Pressure

Shutdown setting/driver trip

Time (s)

Figure 8.7: Auxiliary oil pump and accumulator reacting to system transient when main oil pump
fails.

in the main oil header piping should be sized such that it/they deliver(s) enough oil at
the minimum operating pressure level, while the auxiliary standby pump accelerates
to design speed and maintains normal system header pressure. The required volume of
oil discharged by the accumulator will be the normal flow rate required multiplied by
the time allowed for the auxiliary pump to come up to design speed.
For large “special-purpose” lubrication systems, API 614 recommends using ei-
ther bladder-type or direct-contact-type accumulators. These are shown in Figures 8.8
and 8.10.
Both types of accumulators can have piping and instrumentation configured to
allow automatic charging of accumulator or they can be precharged. However, for
simplicity of explanation we will discuss only precharged accumulators.
Figure 8.9 shows the sequence by which a typical bladder accumulator is
placed in operation after draining and venting.
250 Chapter 8 Approaches for sizing lube oil systems

PI KEY
1 Charge gas usually nitrogen
2 Accumulator body
3 Bladder
4 Bladder-limiter device
5 Drain to reservoir
3
6 Vent
7 Oil out to lubrication system
8 Oil in

2 4

6
5

7 8

Figure 8.8: Bladder-type accumulator with bladder-limiter device.

– Position A: Precharging the bladder with nitrogen (N2), causing the bladder to
be extended, closing off the limiter device. The precharge pressure should be
approximately 70–90% of the maximum working pressure.
– Position B: Bladder being compressed by the pressure of the incoming lube oil at
the point of minimum operating pressure where bladder is set to function when-
ever the system loses the main lube oil pump, and the standby pump starts.
– Position C: Bladder is now compressed to the maximum operating pressure, and
pressure within the bladder is in equilibrium with the lube oil system pressure.

The volume of oil available from a pre-charged accumulator can be calculated using
the gas laws, knowing the accumulator volume as shown in Table 8.5, precharge pres-
sure (typically between 70% and 90% of maximum system pressure), and the mini-
mum system pressure at which the accumulator should function. The minimum system
pressure should be at or near the set point pressure at which the standby pump starts:
P0 V0 = P1 V1 (8:1)
 8.6 Oil accumulator 251

PI PI PI

P2
V2

P0 P1
V0 V1

ΔV

A B C

Figure 8.9: Commissioning sequence and/or operation for typical bladder accumulator.

Transposing eq. (8.1)

V0
V1 = P0 (8:2)
P1
P 1 V1 = P 2 V2 (8:3)

where P0 is the gas precharge absolute pressure, V0 is the total accumulator volume,
P1 is the absolute system pressure at which accumulator functions (near or at standby
pump start pressure), V1 is the compressed gas volume inside bladder at P1 pressure,
P2 is the final operating pressure in absolute units, V2 is the compressed volume in-
side bladder at P2 pressure, ΔV is the volume of oil that enters the system during pres-
sure reduction caused by loss of main oil pump.
Next, we find the volume of oil entering the system from the accumulator when
system pressure drops to P1
 
V1 P1
ΔV = V1 − P1 = V1 1 −
P2 P2
252 Chapter 8 Approaches for sizing lube oil systems

To and from main

lube oil supply line
5

PG

PCV

N2
Supply

2 LG
4

` `
Cut-off level

` `
3
KEY
1. Charge gas usually N2
2. Charge volume usually
N2 Gas
3. Initial oil fill just below
LCV cut-off
4. Level transmitter
5. Lube oil to and from
system
6. Drain
7. Fast fill line. Closed after
6
filling
LG level gage
7 PCV pressure control valve
PG pressure gage

Figure 8.10: Direct contact-type accumulator with limiting level control valve.
 8.6 Oil accumulator 253

Table 8.5: Typical accumulator sizes showing actual volumes.

Nominal size (gal) Actual volume (gal) Actual volumes (L) Actual volumes (m)

 . . .

 . . .

 . . .

 . . .

Example 1: A 10 gal accumulator is installed in an oil system operating at a pressure of 120 psig
normal, and with the standby set to auto start at 105 psig. If the precharge is 80% of the normal
system pressure, calculate the volume of oil delivered by the accumulator and period of time of the
delivery when the main lube oil pump trips if the normal flow to the system was 31.5 m3/h for the
revamp example:
P0 = 110.7 psia
V0 = 10 gal
P1 = 119.7 psia
P2 = 134.7 psia
10
V1 = 110.7 ×
119.7
= 9.25 gal
ΔV = 9.25 × (1–119.7/134.7)
= 1.03 gal (3.9 L) = 0.0039 m3
Normal oil flow
= (31.5/3,600) m3/s
= 0.00875 m3/s
Time of delivery
= 0.446 s (less than desired)

Example 2: By using a larger accumulator size, say 80 gal with the same operating conditions as in
Example 1, calculate the volume and time of delivery during a trip of the main lube oil pump:
P0 = 110.7 psia
V0 = 80 gal
P1 = 119.9 psia
P2 = 134.7 psia
80
V1 = 110.7 ×
119.5
= 73.98 gal
ΔV = 73.98 × (1–119.7/134.7)
= 8.24 gal (31.23 L) = 0.0312 m3
Normal oil flow
= (31.5/3,600) m3/s
= 0.00875 m3/s
Time of delivery
= 3.6 s (less than API 714 minimum requirement)
254 Chapter 8 Approaches for sizing lube oil systems

Reviewing both examples, the point to make is that for large “special-purpose”
lube systems using bladder-type accumulator to assist with transient situations dur-
ing pump swaps or from the loss of main lube oil would require very large bladder-
type accumulators or several accumulators installed in parallel. It should be noted
also that bladder-type accumulators do have their shortcomings, namely:
– Bladders do have limited lives, as a result of low-cycle fatigue failure (some-
times as low as 40–50 cycles).
– Space is normally very tight around or on top of the lube oil skid assembly plat-
form; hence, having a large bank of accumulators in parallel is not preferred.

Considering these shortcomings of bladder-type accumulators, large “special-purpose”

lubricating systems tend to install direct contact-type accumulators to handle system
transients. These are generally installed at grade level near or on top of the lube oil
skid platform.
Charging and placing a direct contact-type accumulator in service are done in a
similar manner to bladder types. The main difference is that precharge is done with
a small quantity of oil blocked in just below the cut-off level, where the level control
valve (LCV) closes and shuts off oil from the main system. Precharge pressure
ranges from 70% to 80% of the main operating pressure. Once precharge is accom-
plished, oil from the system is allowed to enter the accumulator by opening the
fast-fill valve #7 with the LCV opening as well. Oil pressure from the system com-
presses the N2 precharge until the N2 pressure is in equilibrium with the system
pressure. Once pressure equilibrium is achieved, fast-fill valve #7 is closed, and a
small amount of oil will enter and leave the accumulator through the restriction ori-
fice installed next to the check valve.
This frequent cycling of oil back and forth is normal and depends on the re-
sponsiveness of the system to small transients. Sizing of these direct contact accu-
mulators can be done using eqs. (8.1)–(8.3), as shown earlier.
In the previous revamp example, a large direct acting accumulator was installed
originally; however, after calculations by the vendor and using the increased normal
flow of 31.5 m3/h, it was determined that the existing accumulator would still provide
enough flow during transients; therefore, it did not require a change out.

8.7 Optimizing coast-down time for RDTs

The main purpose of lube oil RDT is to act as the “last-resort” lubricating source
whenever the main lubricating system is no longer functioning, as in the case of an
outright trip on major rotating equipment trains.
The RDT provides lube oil not only for lubrication during coast down but also for
cooling the rotor, especially in the case of steam- and gas turbine-driven trains, owing
to the fact that bearings act as heat sinks. Therefore, integrating these RDTs into the
 8.7 Optimizing coast-down time for RDTs 255

lubricating system is considered critical to the overall reliability of major machinery

trains. Criticality notwithstanding, not much attention is paid to these tanks by an EPC
(Engineering-Procurement-Construction) purchasing department or client engineers.
Even the presumed reliability-focused API 614 Standard has RDTs as optional for large
“special-purpose” lubrication systems.
RDTs can be divided into two categories: pressurized and nonpressurized. A
nonpressurized tank is open to atmosphere. Pressurized RDTs are usually mounted
at grade level; they can be very complicated considering the amount of instrumen-
tation to be installed and the logic that is applied for them to operate as designed.
This section therefore deals with atmospheric RDTs similar to the one shown in
Figure 8.11. We will also explain how these can be optimized for extended coast-
down time with little or no extra investment in hardware.

Vent

Available volume at trip = Vt

Maximum static head-Ht

(equivalent pressure-P t)
Overflow line

Fast -fill
valve

Machine centerline To machines

Lube oil supply

Qn
To reservoir

Figure 8.11: Basic concept for atmospheric overhead rundown tank.

256 Chapter 8 Approaches for sizing lube oil systems

These atmospheric RDTs are installed at specific elevations to provide sufficient

static head for the required lubrication and cooling during coast down. The ability of
these atmospheric RDTs to meet key requirements specified in API 614 depends on a
fair amount of design engineering effort by the machinery vendors. Regrettably, the
need for thoughtful design is not always shared with the purchaser–owner or client’s
engineers unless requested. Therefore, the authors recommend that purchasing de-
partments and client engineers request calculations from machine vendors to ensure
proper functioning of these RDT systems. Alternatively, the client’s EPC should per-
form the calculations. Validation should be done by examining a certain key design
parameter outlined in API 614, which will ensure the proper functioning of the RDT,
and possibly offset equipment damage during coast-down situations.
Two case histories will be studied to compare a typical installation with a more
modern, highly recommended engineered approach to achieve longer and more ef-
fective coast-down time.

8.7.1 Key design parameters to be examined

1) Maximum static head in tank during normal operation: as per API 614–5 para-
graph 4.9.2.2, the maximum static head shall be less than the lube oil trip pres-
sure but not less than 30 kPa (0.3 bar; 5 psig) at the beginning of a cost down.
Note: Adhering to this criterion allows the lube oil system to trip at low–low
pressure without interference from the static head imposed on the system by
the RDT.
Salisbury et al. suggest that the equivalent static pressure should not be
more than 2–3 psi less than the low–low lube oil pressure trip setting [2].
2) Tank sizing: As per API 614–5 paragraph 4.9.2.1, the tank shall be sized for not less
than 3 min of normal operating lube oil flow. Note: The minimum sizing criteria re-
quire more than 3 min of coast-down oil flow due to supply pressure decay. This be-
comes extremely important if the train is driven by steam or gas turbines. Making
sure that there is adequate oil capacity to cool the shaft and lubricate the bearings
during coast down will avert serious damage to the train. The primary concern is
whether or not there is sufficient capacity designed into the RDT to satisfy different
shutdown scenarios. Visualize a sudden depressurization of the compressor train
or a simple shutdown. The coast-down time can be much more than 3 min. In all
instances, the designer must consider not only the train inertia but also gas inertia
effects. Obviously, the two scenarios will have very different coast-down times,
and so the vendor designing the RDTs must always err on the conservative side of
the equation. For example, a simple way to size the capacity would be

Tank capacity = Normal operating flow (gpm) × Coast-down time (min)

 8.7 Optimizing coast-down time for RDTs 257

However, because the coast-down time is not exactly known, nor is there an
exact quantity of oil established to feed the bearings as the train coasts down, vendor
and purchaser shall mutually agree on a coast-down time for the machine train. This
can be done during the design audit phase of a project. For steam and gas turbine
trains, 8–20 min is not uncommon for coast-down times depending on the train size.

8.7.2 Methodology used to validate key parameters

Validation of the stated key parameters will be done by a series of checks as follows:
Check 1: Static head in tank during normal operation
Let the lube oil trip pressure given by vendor = Pvt (psig)
Maximum static head in tank during normal operation = Ht (ft) (see Figure 8.11)
Convert Ht to pressure head Pt and compare it with Pvt (psi)

Pvt > Pt = < 5 psi ðper API 614 guidelinesÞ

Preferably Pvt > Pt by 2–3 psi as suggested by Salisbury et al. [2]

Check 2: Tank sizing
Let the normal oil flow to bearings = Qn (gpm)
Let the available volume of oil in RDT to support coast down = Vt (see Figure 8.11)
Convert Vt to gallons QRDT and compare it to 3 min × Qn
QRDT = > 3 × Qn (gallons)
Check 3: Time supplying oil from the tank during coast down
qffiffiffiffiffi
Let Qt
= PPnt (Qn) [3]
Qt = Oil flow at trip (gpm)
Qn = Flow to bearings at normal pump pressure (gpm)
Pt = Oil pressure at trip (psi)
Pn = Normal oil pressure at header (psi)
Let the time supplying oil from tank during coast down = T
Then T = (QRDT + QPiping)/Qt

Case study 1: Figure 8.12 shows the typical RDT installation arrangement for a
large 50 MW three-body compressor train driven by a steam turbine, with dimen-
sional details of the RDT shown in Figure 8.13:
Normal Lube oil system pressure Pn =  psig
Height of overflow line to machine centerline Ht = . in
Static height in tank Hs = . in
258 Chapter 8 Approaches for sizing lube oil systems

Static height in piping to machine centerline Hp = .–. in

= . in
Normal flow to machine train Qn =  US gpm
Lube oil system trip pressure (given by vendor) Pvt =  psig
Diameter of RDTs D = . in
Diameter of pipe from RDT to system D =  in
Lube oil = ISO 
Density of ISO  oil (at  °F) ρ = . lb/gal or . lb/in
Note:  US gallon =  in

FG

Over flow level 165.35

inches from compressor
center line
Over flow to
reservoir

2 in
Φ2in
Drilled
orifice on
valve disc

6 in

¾ in, Fast-fill valve

Lube
oil
supply

Figure 8.12: Typical atmospheric rundown arrangement for trains mentioned in Case 1.
 Air breather (2”) Hand hole (12”)
Ø1.18”
[Ø30]

[380]

[400]
14.96”

15.75”
Over flow level
EL + later

47.24”
Permissive start

[50]

[1,200]
1.97”
level alarm
EL + later
[4200±50]
From shaft Ƚ

Name plate
165.35+1.97”

[110]
4.33”

157.48” [4,000]
[70]

141.73” [3,600]
2.76”
0.47”

Figure 8.13: Dimensional details of the rundown tanks for Case 1.

Earth lug
Ø66.93 [Ø1,700]
0.24”

Low level alarm

EL + Later
[9]

[300]
11.81”
0.35”
8.7 Optimizing coast-down time for RDTs

[500]
19.69”
9.84”
[250]
259
260 Chapter 8 Approaches for sizing lube oil systems

Check 1:
Static head in RDT during normal operation Pt = 0.0308 × 165.35 lb/in2
= 5.09 psig
Since Pvt = 8 psi, the height of the RDT meets
API guidelines
Therefore, Pvt > Pt > 5 psi (meets API 614 guidelines)
Also Pvt > Pt by 2.91 psi; well within the 2–3 psi range suggested by Salisbury et al. [2].
Check 2:
Normal flow to bearings Qn = 669 gal/min
As per API 614, tank must be sized for at least 3 min of normal operating flow
= 669 gal/min × 3 min
= 2,007 gal or 463,617 in3
Volume of oil available in tank before coast down QRTD = 143.7 in × πD2/4
= 505,578.2 in3 or 2,188.7 gal
Therefore QRTD > 3 × Qn
The size of the tank meets and exceeds API 614 guidelines.
Check 3:
We know that the flow from the RDT will be less than the normal flow and is re-
quired only for cooling and lubrication until the train comes to a stop. Therefore, let
us calculate the approximate flow rate from the tank and the time the tank will be
supplying oil to the train.
Total oil available before the trip = QRTD + oil in piping from RDT to machine
= 505,578.2 + (21.65 × πd2/4) in3
= 506,190.33 in3 or 2,191.3 gal
Oil flow at trip from RDT = (8/20)0.5 × 669 gpm
= 423.11 gpm
Time supplying oil from tank during coast down T = 2,191.3/423.11 min
= 5.17 min
Therefore, the tank meets API 614 guidelines for T ≥ 3 min

Case study 2: This case evaluates a large 32 MW axial air compressors train driven by a
gas turbine through a reduction gearbox. The RDT had to be designed specially to match
the coast-down flow requirements given by the gas turbine vendor as follows. The com-
pressor vendor had the responsibility to design the lube oil system including the RDT.

Gas turbine lubrication requirements

Oil type Mineral oil
Viscosity ISO VG or ISO VG
Temperature Turbine start permissive  °F
Normal supply – °F
High alarm  °F
High–high shutdown  °F
 8.7 Optimizing coast-down time for RDTs 261

Pressure Normal supply  psig

Maximum supply  psig
Low alarm  psig
Low–low shutdown  psig
Normal lube oil flow  US Gal/min
Normal speed , rpm

Coast down:
At % speed % of Normal oil flow required
At % speed % of normal oil flow required
At % % of normal oil flow required
Cooldown . US gallon/min for  min

Based on these lubrication requirements by the gas turbine vendor during coast
down, the compressor vendor designed the RDT with an internal stilling-pipe ar-
rangement with orifices shown in Figure 8.14. This tank design was able to deliver
different flow rates at specific times during the coast down, matching the gas tur-
bine lubrication requirements.

Overall system design parameters (including gas turbine, gearbox, and compressor)
Normal lube oil system pressure Pn =  psig
Height of overflow line to machine centerline Ht = . in
Normal flow to machine train Qn =  US gpm
Lube oil system trip pressure (given by vendor) Pvt = . psig
Diameter of RDTs D =  in
Lube oil = ISO 
Density of ISO  oil (at  °F) ρ = . lb/gal or .
lb/in
Note:  US gallon =  in

Check 1:
Static head in RDT during normal Pt = . × . lb/in
operation = . psi

Since Pvt = . psi, the height of the RDT meets API
guidelines

Note: For cases where Pvt–Pt is less than the 2 psi as in this particular case, the
authors recommend raising the trip setting by at least 1 psi to get within the range
suggested by Salisbury et al. [2].
262 Chapter 8 Approaches for sizing lube oil systems

3 in
Atm.
vent
with
100 mesh
screen

40 in
min.
Overflow line

14.13 in
` `

LG 63.13 in
1,324 Gallon
3.8 Minutes oil flow
712 Gallons

4 in ` ` 44.50 in 15.5 minutes

Throttled oil flow
538 Gallons

10.38 in
FG 6 in 20 in Cool down
Inspection 74 Gallons
4 x Throttle
port
holes φ 0.75 in

4 in 17.0 ft.
To gas turbine Above
cooldown oil supply compressor
Return to centerline
1 in
lube oil Drilled
skid flapper0.1
25 in. dia. Compressor centerline

2 in

From lube oil supply header

Figure 8.14: Atmospheric rundown with internal pipe arrangement.

Check 2:
Normal flow to bearings Qn = 376 gal/min
As per API 614, tank must be sized for at least 3 min of normal operating flow
= 376 gal/min × 3 min
= 1,128 gal
 References 263

Volume of oil available in tank before coast down QRTD = 1,324 gal
QRTD > 3 × Qn
Therefore, the size of the tank meets and exceeds API 614 guidelines.
Check 3:
In order to match the supply flow requirements of the gas turbine during coast down,
the RDT was designed to modulate the supply flow into three different flow regimes:
– Unthrottled flow design volume was 712 gal
– Throttled flow design volume was 538 gal
– Cooldown flow for the gas turbine 74 gal

Figure 8.14 illustrates how this was done.

To achieve these three flow regimes, the RDT was designed with a 6 in diameter
internal piping arrangement with four 0.75 in diameter drilled holes, located at a
specific height along the length of the pipe, and the pipe protruded internally in-
side the tank, also at a specific height.
This internal piping design made it possible to achieve the following flow rates
with the RDT installed at a height of 17 feet above the machine train centerline:
– Unthrottled flow rate during coast down was 187 gal/min with the estimated
supply time of 3.8 min
– Throttled flow rate during coast down was 33.8 gal/min with the estimated sup-
ply time of 16 min
– Cooldown flow rate was 0.5 gal/min, estimated to be in excess of 90 min

The calculations on how the compressor vendor was able to design and achieve the
extended time supplying oil to the machine train during coast down are outside the
scope of this book; however, the point to make is that RDTs can be engineered and
optimized to give lengthy times supplying oil during coast down when needed.

References

[1] Khonsari, M., Booser, E.R. Matching Lube Oil systems to Machinery Requirements, Machinery
Lubrication, Noria Corporation, 1328 E. 43rd Court, Tulsa, OK 74105, USA, November 2004.
[2] Salisbury, R., Slack, R., Sassos, M.J. Lubrication and Seal Oil Systems – Proceedings of the
Thirteenth Turbomachinery Symposium, Turbomachinery Laboratory, Texas A&M University,
College Station, Texas, 151–175.
[3] Brown, R.N. Turbomachinery Problem: Lube and Seal Systems Revisited – Proceedings of the
Seventh Turbomachinery Symposium, Turbomachinery Laboratory, Texas A&M University,
College Station, Texas, 119–123.