+ INNOVATION + NEWS + COMPETITION + TECHNOLOGY + MUCH MORE

ÁNGEL NIETO, 12+1 reasons for being a motorcycling legend

INNOVATION related issue

Issue 24 • 1st half of 2011

INNOVATIONrelated issue

This issue of Oleum is devoted to Innovation as it is the new route map of the Company CEPSA: To this end, Oleum has not only changed the way of telling its news, but also the way of presenting its contents with a new page format and design.

If you have any news you would like to publish or any suggestions, please e-mail them to: lubricantes@cepsa.com

If you would like to make any technical consulta-tions about any of our products or services, send your e-mail to: st.lubes@cepsa.com

Internet address:www.cepsa.com

Direction and publication: Marketing Department, CEPSA Lubricantes, S.A..

The following people have contributed to this issue: Alicia Cuervo, Alfonso Málaga, Alvaro Macarro, Ana Feliú, Ana Rodríguez, Ángel Nieto, Carlos García, Beatriz Calvo, Dany Torres, Eduardo Gómez, Eva Pavón, Florencio Pérez, Inmaculada Abadía, Iñaqui Ibarra, Jaime Sastre, Javier Pulgar, Jorge Gallego, José Antonio Tirado, José Manuel Zamorano, Luis Zamora, Marcos Pallás, Marisa Hernández, Marta García de Vitoria, Marta Lugris, Marta Longoria, Paloma Martínez, Remedios Barona, Román García, Susana Ortega and Vicente Calero.

Many thanks to all of them.

Design, coordination and layout:

Printing::Creapress

Editor:Juan Manuel Vidal

Photographs:Javier Torrente

Ship illustrations:Juan Carlos Arbex

Half-yearly publication distributed free of charge.Edition: 2,000 copies.Legal deposit: 50580

4 CEPSA GROUP:• Innovation advertising campaignWe are innovating for our customers• 3rd International Award for Innovation on Highways sponsored by CEPSA PROAS• PROAS innovating: a bid for the environment with its new

low temperature bitumen• Annual and CR report• Environmental statements

6 CEPSA LUBRICANTES WORLDWIDE• European market• Asian and Australian market• American market

9 QUALITY, SAFETY AND ENVIRONMENT::• ECOLABEL certification• ATIEL, INNOVATION and consensus in lubricants

10 FACE TO FACE:• ÁNGEL NIETO, 12+1 reasons

for being a motorcycling legend

16 USEFUL INNOVATION:• Innovation at CEPSA Lubricantes• Innovations at the San Roque refinery

21 CEPSA LUBRICANTES AT SEA• CEPSA Lubricantes launches its new range of marine lubricants

24 PRODUCT:• CEPSA EUROTECH LS 10W40, triple bid for ecology• Specifications

27 ECOLOGY CORNER• MINA BARDAYA GREENWAY• TREES WITH A HISTORY: The Tree of Guernica

28 INTERNET CLOSE-UP• Facts and figures• Interesting websites • FACEBOOK, innovation in social contacts

30 COMPETITION• CEPSA Lubricantes at the Endurance Champìonship• DANY TORRES, king of the desert• CEPSA Lubricantes and MOTORRADat the Speed Championship

32 HUMOUR• When summer’s coming

33 FLASHES• Product islands at Tiendas A.• CEPSA organizes talks on lubricants and lubrication in

CEUTA • 2001 CEPSA MOTO 2011 advertising campaign

34 SCENES FROM THE HISTORY OF PETROLEUM:• Adding heat to the process (VI)

Summary Oleum #24

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CEPSA has welcomed innovation with open arms and it has pervaded all the areas of the company in the past few months. My intention today is to show the close friendly face of innovation to put it where it should be, within reach of all our custo-mers and suppliers.

Innovation is not a whim or a craze: it is a ne-cessity for any corporation that wishes to stay in the market. Indeed, innovation is the funda-mental element of competitiveness, as it enables the company to develop competitive advantages which make its products more attractive than its competitors’. There are only two possibilities: innovate or languish until the company fades away. At CEPSA, our bid is for innovation… to keep on growing.

According to the dictionary published by Spain’s Royal Academy, innovation is creating or changing a product and putting it on the market. Another two fundamental affirmations can be deduced from this:

• It is not enough to have an idea if the idea is not developed or communicated efficiently: without an appropriate Communication Plan, innova-tion is unlikely to be broadcast in the market. It will not reach customers and it will not generate the business sought or enhance the brand image.

• For customers to make the most of innovations, they have to be useful. Usefulness is the key to customers accepting the innovations and taking maximum advantage of them. Paraphrasing what the theorist Eudald Domenech said... “innovation for innovation’s sake is of no use whatsoever. Innovating is creating products which make life easier”.

Consequently, every source of inspiration is valid. Ideas do not necessarily have to come from R+D+I or be related to technology, but we should look for them in our daily work, in customers and suppliers, in the competition, in the improvement in proces-

ses, in the change of products, in new forms of distribution, in new marketing approaches, etc. Another key point is that employees are the best source of ideas. Of the total, 67% of innovative products come from the needs of users/customers, but only the company’s employees can combine knowledge of customers and their needs with knowledge of the company’s structure. Only the employees can move the resources to develop and execute the ideas-solution, making them into innovations, competitive advantages and a source of business for the company. In this way, we see how products and services improve and become more accessible for the consumer, more stackable for distribution, easier to replace on the shelves. We have to think about the best way to diminish and optimize their ma-nufacturing processes and the way of reducing the handling cost. We have to think about how to simplify the infor-mation about the products’ features, making the products more attractive and useful for the con-sumer and highlighting their advantages over the competition. We have to continue to move forward in the commitment to the environment, with lighter packaging which is more environment-friendly. We have to think how to make products more attractive, increase their practical functio-nalities, improve safety in handling them, their duration, etc. Only by innovating can we achieve top quality in products and services. Let us remember that customers and suppliers are a fundamental part of CEPSA’s work ethic and, consequently, they are also a part of the way of innovating and of the innovation that CEPSA believes in. We have the ingredients, the resources, the training and the information and now too the conviction that we can do it. Let us innovate to keep on growing.

José Manuel ZAMORANOImage and Advertising Communication

Manager of the CEPSA Group

editorial

“INNOVATING TO KEEP ON GROWING”

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innovatiónC EP S A g r o u p

I N N O V A T I O N A D V E R T I S I N G C A M P A I G NW E A R E I N N O V A T I N G F O R O U R C U S T O M E R S

At CEPSA we believe in useful inno-vation for our customers, in order to respond to their needs every day. For this reason, we have changed our slogan to “Innovating for you”. Our advertising campaign is built on this communication theme and brand positioning. The campaign aims to inform our customers of all the innova-tions we are offering and let them know that, above all, we want to be useful to them. Since 9 February, some of the main innovations have been broadcast in several stages and through different media: TV, Internet and radio. Amongst the innovations is the addition of free Wi-Fi at service stations so that our customers can go online whenever they need to. In addition, a free CEPSA application has been launched for iPhone, which enables users to locate places, calculate routes and find out about any traffic incidents in real time. Moreover, the Óptima fuel has a new formula which enables users to do more miles on fewer litres.

Additionally, online actions are being carried out with more innovative pro-ducts and services, such as the improved carwash service Mimolavado, the Xtar range and the online lubrication guide. The fun campaign aims to show that CEPSA is making a bid for useful inno-vation, as against possible innovations which do not have a place in our custo-mers’ lives. Both the TV commercials and the Inter-net campaign are obtaining magnificent results in terms of advertising fame, downloads of the application and visits to the CEPSA website.

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Annual and CR ReportThis year once again, we published our An-nual and Corporate Responsibility Report for the General Shareholders’ Meeting. The main novelty was the fact that the two re-ports came together in the same document. In this way, apart from making it easier to consult information about the Company, we show that at CEPSA we continue to believe in sustainability and commitment to the environment, since we managed to reduce paper consumption by over 30% with res-pect to last year.

You can consult the Annual and Corporate Responsibility report on www.cepsa.com

Environmental Statements CEPSA is very much aware that, due to the nature of its businesses, it has a responsibility towards the surroundings in which it operates. The Company is committed to reducing its environmen-tal impacts to a maximum, by putting in place difference mechanisms to meet this commitment. For more information on CEPSA’s position in relation to environ-mental regulations, you can find the 2010 Environmental Reports for “La Rábida”, “Gibraltar-San Roque”and “Tenerife” refine-ries and for CEPSA Quimica’s three plants on www.cepsa.com

C EP S A g r o u p3rd International Award for Innovation on Highways sponsored by CEPSA PROAS

For the third time, Spain’s Highway Association Foundation (Fundación de la Asociación Española de Carretera) presented its “Juan Antonio Fernández de Campos International Award for Innovation in Highways”. This year’s winner was the research performed by engineer Hugo Alexander Rondón Quintana, from the Faculty of Engineering of Los Andes University (Colombia), which proposes a method for reproducing the process of deterioration of the road throughout its useful life, focusing on the loads produced by traffic. The award was given on 24 November in Madrid at an event where many pro-fessionals from the sector were present. The judges recognized the Colombian study which provides technical keys to increase the reliability of tests on road surfaces, improving durability and fatigue on asphalt surfaces with granular materials. A Special Mention was also given to the work “Cantabria Scenic Highway Net-works”, produced by the team of experts formed by Antonino de la Puente and Alberto Hilarión amongst others, with the support of the Cantabrian govern-ment. The awards are named after the late engineer Juan Antonio Fernández del Campo y Cuevas, known for his prolific work in the field of applied research, and are sponsored by CEPSA PROAS

PROAS innovating: a bid for the environment with its new low temperature bitumen PROAS has brought out a new low tempe-rature bitumen in the CEPSASFALT BT and STYRELF BT range, which is notable for being environment-friendly and for its optimal per-formance on road surfaces. Thanks to advanced innovative technology, this division of the Group has innovated with a high-quality product which makes it possi-ble to reduce manufacturing and spreading temperatures for bituminous mixtures, without them losing resistance.

Unlike the traditional asphalting process, this range saves fuel to heat bituminous mixtures, reduces greenhouse gas emissions to 35% and makes it

possible to work at a lower temperature. The new types of bitumen are being successfully tried out on different Spanish highways. As a result, PROAS is now considered to be the leader in its market.

In a continuous process of Innovation and within the Proas In-nova Project π*, PROAS has published a poster to be displayed in all its work centres which aims to involve all the components of the Company.

“With YOUR ideas, we all gain” is the message which invites staff to take part in the project and expresses the importance of everyone’s contribution to innovation processes.

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The STAR, XTAR y AVANT ranges proclaim the new ACEA

2008 and API SN on their labels

Since the European Automobile Manufacturers’ Association (ACEA) published

the most recent update of its specifications at the end of 2008, CEPSA has been

developing its products to adapt them to the stringent quality levels required.

These modifications meant that the majority of lubricants were reformulated, not

only to comply with the said regulations, but also for them to be approved by the

main manufacturers. More importantly, every attempt was made for this not to

have a strong impact on the products’ end prices.

CEPSA Lubricantes, INNOVATING FOR YOU

EUROPEAN MARKET

• The city of Tárgu Mures in Romanía was the venue for the training session held on 5 April for customers and the sales force at the distributor MATEROM. The presentation of the company was given by Alfonso Málaga. Eduardo Gómez then explained different technical details which were of interest to all the participants. Around thirty people attended the double event, which was recorded so that it could later be seen at the six centres MATEROM has in the country.

• For the third year running, CEPSA

Lubricantes sponsored the motorcycling and motor racing trial in Kunmadaras (Hungary).

• CEPSA has reached a new agreement in Italy for the exclusive distribution of its products with the Milan company LUBEX. LUBEX’s CEO MASSIMO VINCENZI attended the signing of the contract.

• An agreement was signed with the

company TRADE Oil for distribution in Latvia.

• On 12 January, an agreement was signed with B&K Oil, based in Moscow (Russia), for exclusive distribution throughout Russia.

ASIAN AND AUSTRALIAN MARKET

Autoprix holds its annual meeting Around 35 people were present at the meeting, which was held in Miaoli, in the heart of Taiwan on 9-10 January 2011. This is the CEPSA group’s annual mee-ting in Taiwan, and it invites participants to join in the great CEPSA Lubricantes family’s common project. At the meeting, the distributors were congratulated on their work last year, which was recogni-zed with different prizes.

The distributors were asked about sales forecasts, promotion, advertising, trips and their opinion about CEPSA’s products. The general desire to meet the sales target is this year’s promise. Moreover, CEPSA once again met up with its distributor AUTOPRIX-TAIWAN in Guangzhou (China) at the Interna-tional Lubricant, Grease and Refining Technology Exhibition. The participants were those who marketed the largest volume of CLSA products in the former Formosa. They had a pleasant, relaxing weekend. Lastly, CLSA Taiwan’s Export Managers travelled to the Asian country to meet AUTOPRIX’s three new partners.

C E P S A L U B R I C A N T E S W O R L D W I D E

Agreement with Lubex of Milan for the exclusive distribution of CEPSA lubricants.

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Meetings with EJAB - BangladeshJanuary was the month chosen by CLSA’s Export Managers to visit their distri-butor EJAB in Bangladesh. In addition, some of their potential customers of lubricants for generation, a market whe-re CEPSA is leader, were contacted. In this context, several meetings were held with EJAB’s managers to consolidate the bases of a long, fruitful relationship for both parties. More recently, Mr Esthiaque, General Manager of the EJAB group, Mr Zeeshan, Manager of the Lubricants Division and Mr Mizan, EJAB’s Develo-pment Manager, returned the visit by coming to the capital of Spain in May.

Asia Petroleum sponsors the 2011 Chatrium Charity Golf TournamentThe championship was held on 26 February and the proceeds went to the orphanage YADANA BATE MANN SCHOOL. Asia Petroleum is one of the most important sponsors of this 2011 Chatrium Charity Golf Tournament. Myanmar’s Minister of Tourism, Mr Thura Aye Mint Kyu, played in the championship and gave the prizes to the winners on behalf of CEPSA Lubrican-tes.

Asia Petroleum gave prizes to the first three winners and held a draw amongst participants for 30 5-litre containers of CEPSA EUROTRANS 10W40. Once again, CLSA’s distributor surprised us with its magnificent campaigns, always focused on sport and/or charity events, to advertise the brand and the lubri-cants in its country, Myanmar.

Middle East Automechanika FairEBetween 7 and 9 June, Dubai hosted the Middle East Automechanika Fair, a combination of an automobile show and a fair for the industry of accessories, spare parts and garage equipment. CLSA’s distributor in Qatar and United Arab Emirates, AL MUFTAH Co., took part in the fair with its own stand devoted exclusively to promoting CEPSA products in the region.

AL MUFTAH Co. is an important busi-ness group in the region. Its portfolio is diversified between the food business, jewellery, the real estate business, lubricants, etc. For this fair, it decided to make a strong bid for CLSA and used all the space on the stand and its decoration to promote CEPSA LUBRICANTES products. A total of 17,000 visitors and 1,100 exhibitors visited the Middle East Automechanika Fair. At the same venue on 6 June, a Technical Seminar, given by Jorge Gallego, an engineer from CLSA’s Technical Department, was held for the entire sales network of AL MUFTAH Co. in the region.

PENRITE Oil Company visits SpainAfter the agreement reached with the Australian firm and after a first supply to the country through PENRITE OIL COMPANY, CLSA’s offices in Spain received the visit of Mr Lawton, the Technical Manager of PENRITE in March, and of Mr Padey from PENRITE OIL COMPANY in June.

CLSA visitsSHANGHAI LION KINGCLSA’s Export Managers travelled to China to visit its distributor there, SHANGHAI LION KING. The trip was an extraordinary opportunity for ÁlvaroMacarro, CLSA’s Export Manager and the managers of SLK to meet each other in person.

Autoprix conference in Taiwan in January.

2011 Chatrium Charity Golf Tournament in Myanmar.

CEPSA Lubricantes’ stand at the Middle East Auto-mechanika Fair in Dubai.

Inmaculada Abadía (CLSA Exportaciones Asia and Australia) and Álvaro Macarro with a customer from the EJAB group.

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AMERICAN MARKET

Guatemala

In 2010 CEPSA Lubricantes’s main distributor in Guatemala, IMPORTA-CIONES NAVARRA, threw itself into a massive advertising campaign, the largest investment in its history there, to the point where “CEPSA advertising was everywhere”.

Its investment in advertising was extremely diversified: adverts were published in newspapers with large cir-culations and in automobile magazines; it sponsored events and football teams; it did social tasks of every description; mobile units attended major events; merchandising (over 20,000 T-shirts last year); painting on façades and vinyl to be placed at all the spare parts shops; CEPSA Lubricantes billboards; awnings on businesses and at events, etc. In addition, for 2011 a contract was signed with a national TV channel, where commercials will be shown on two programmes; the first related to the motoring world, which is called “Todo sobre ruedas” (Everything on wheels) and the second related to national and international sports.

There is a project to contact different town councils in order to donate barrels of CEPSA with a view to them being placed at different points in the country and being used as recycling points with the slogan “Cuidamos el medio ambien-te” (Let’s look after the environment).

Oversil SA, in Uruguay. Closing the year at top speed with customers, distributors and motoring

enthusiasts in general.

Importaciones Navarra has taken “CEPSA adverti-sing everywhere” in Guatemala using a wide variety

of means for advertising and promotion.

C E P S A L U B R I C A N T E S W O R L D W I D E

Uruguay

For the second year running, the company Oversil SA, which represents CEPSA Lubricantes in Uruguay, ended 2010 at top speed, along with customers, distributors and motoring enthusiasts in general. Six racing cars of the first order were lined up on the main stretch of El Pinar racetrack. A passenger seat was added to them so that guests could experience the excitement of a racing car from inside the vehicle itself, travelling along some stretches of maximum accelera-tion at over 180 kph. For three hours and with a great deal of patience, drivers Daniel Ferra, the splendid three-time champion of Super Touring, Ignacio Moreira, Jorge Pontet and Eduardo Capel in the same league and Ignacio Abelenda and Fernando del Prestito in the Super Beetle category gave guests a run for their money with drifting and sharp braking, as is typical in a race. A different day for the more than fifty guests who enjoyed the idea. CEPSA Lubricantes is not only present in the Uruguayan market, but is also making a strong bid to achieve promo-tion and popularity through racing. For two years running, CEPSA has won the top category in the National Super Touring Championship. In 2009 it won it with Juan Pablo López and his VW Golf, followed by Daniel Ferra in his Renault Clio in 2010.

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ATIEL (Technical Association of the European Lubricant Industry) is an apolitical non-profit association, registe-red in Brussels as a European Economic Interest Grouping (EEIG). It represents the sum of the knowledge and experience of the main European manufacturers of motor oils, amongst them CEPSA Lubri-cantes. It promotes inter-professional dia-logue about technical questions related to motor lubricants and it develops feasible strategies in response to the changing demands of motor technology. Thanks to its combined knowledge in lubricant technology, ATIEL has esta-blished better practices and quality regulations for the sector, which address the technical needs of original equipment manufacturers (OEM) and of consumers. It helps sector partners to develop spe-cifications and procedures for testing suitable lubricants and provides them with specialized data and knowledge. It supervises technical matters, regulation programmes and market trends in order to offer scientifically sound answers and enable the European oil sector to react to market needs. Through its members, ATIEL promotes European quality standards throug-hout the world, maintains relationships with organizations such as the American Petroleum Institute and the Japanese and Korean Automobile Manufacturers Associations (JAMA and KAMA) and also provides a forum for joint cooperation on world affairs and events.

Innovation and Dialogue ATIEL has evaluated the future availabi-lity of base oils for low SAPS lubricants (with low sulphated ash, phosphor and sulphur content), the trends in motor technology, the application of AECA spe-cifications in developed markets and the impact of biofuels. The study revealed the possible consequences of these formu-lations in different aspects of motor oil performance, such as protection, clean-ness and oil-changing intervals.

Benchmark in regulationsATIEL plays a crucial role in establishing quality standards for motor oils which meet ACEA requisites. Initiatives such as ATIEL’s Code of Practices have been essential to fixing standards and offering quality guarantees to both OEMs and consumers. About eight companies which market lubricants in Europe, including CEPSA Lubricantes, are accredited according to the guidelines of the Code of Practices. ATIEL’s Code of Practices can be consul-ted on: www.atiel.org and in its presen-tation catalogue which has recently been translated into Spanish on: www. atiel.org/downloads/pdf_files/brochure-espanol.pdf

ATIEL, INNOVATION and consensus in lubricants

E N T O R N O C S M

The products CEPSA Bio HM 32, 46 and 68, from the CEPSA Lubricantes’ industrial market, have obtained the

certification of ecologicial products -ECOLABEL- granted by AFNOR.

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12+1

reasons for being a

motorcycling legend

face

to fa

ce ÁNGEL NIETO

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If you had to draw a quick picture of Ángel Nieto, how would you start?Enthusiasm, work, knowing how to get over the bad times I’ve had, and love for what I was doing. I gave up motorcycling when I noticed that I was losing a winning spirit and I’ve never gone back. My lifestyle then was justified becuase when I got on my bike, I was a different person. When “I put on my matador’s clothes”, I had another objective. I was no longer a friendly, entertaining man – it was another story. Tell us about the Vallecas you arrived in when your family emigrated from Zamora. What was it like?A big neighbourhood which has produced important people, not just me. I grew up there and played in the street with my friends. My family was of very humble origin and they emigrated to Madrid. I remember - since I was eight - a house without running water, we had to buy it, and without electricity, with candles. All I know is that I’ve never been hungry: my parents made sure of that. You started working in a garage when you were very young. Where did your interest come from? Was there a precedent in the family?I’ve no idea! Because there was no tradition in the family. The only “crazy one” must have been me, because my brother can’t even ride a bike. I was on my way to school and I saw a motorbike, those wheels, and I forgot to go to school, which I actually wasn’t particularly fond of. My university was the street, which is good too.

Between Derbi, Morbidelli, Kreidler, Minarelli, Garelli and Bultaco, do you have a particular preference?My most beloved factory that I started to do well with and won five world champion-ships with was Derbi. The Rabasa family are like my own family – they were then and they are now. I also had a very good relationship with Morbidelli. I’ve had a very close relationship with all the factories I’ve raced with. That’s why I started with the same one I ended with, Derbi.

12+1

reasons for being a

motorcycling legend

To say that Ángel Nieto is “the greatest” might be a relative injustice to other giants of sport in general

and of motorcycling in particular. But the truth is that, superstitions aside, no one has won more than he has. Yet he is a straightforward man, from rural Zamora where he

was born in 1947 and from the Madrid working-class neigh-bourhood of Vallecas where he grew up. He is a small man, 1.65 metres tall. It is already 25 years since he retired in 1986, when

he lost the feel for racing, but he feels the love and recognition of all motorcycling enthusiasts. He continues to appear on television,

commenting on races and interpreting the riders’ sensations.

He thinks that Spanish motorcycling is going through spectacular times, and so what he likes best is to see a Spaniard win. He believes

that if in 2010 Spanish riders had not won three world championships, had three sub-champions and got on to eighty-six podiums, there

would not have been so much talk of them and of Ángel Nieto.

The star from Vallecas received us on a hot June day in the museum named after him, where only part of his sporting career is found. Due

to commercial commitments, he was wearing a shirt with the logo of a commercial firm, but he is simple even in the way he dresses: he arri-

ved in trainers, jeans and a check shirt. He does not consider himself to be a superman and we did not see the red cape, simply because he does

not need it to be “the greatest”.

NIETO

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Considering them in their contexts, what’s the difference between those bikes and today’s bikes?The 125cc Garelli, which is here, did 240 kph in the seventies, which is what they do today. But I had to brake sooner and going round bends was slower because of the tyres and suspensions. But this bike would go faster than a 125cc in the street today and it already had 50 brake at 15,000 rpm. I had the most fun on this bike amongst everything I learnt during the World Championship. I won the world title on it three years running, winning everything. I was thirty-something and I already knew the job, I had the best engineer in the world, Jan Thiel, and won eight world championships with him. The team really stuck together. There has been tremendous innovation since then, but these bikes were ahead of their times.Absolutely. These bikes had rotary valves, they did 15,000 rpm, but what has revolutio-nized the world of motors, in bikes and cars, is electronics, apart from tyres and suspensions. Who for you is the best or most complete rider in history? Apart from yourself, of course.It’s not a question of firsts and seconds. There aren’t any Supermen.I wasn’t Super-man and the other one wasn’t Batman. If I fell off, it hurt, just like it does with riders today. I lost too, I didn’t always win. For me the out-and-out number one is Mike Hailwood, a British rider from the sixties. It didn’t matter what he was riding, he was absolutely magnificent. When he was moving around the paddock, I used to go after him to see how fast he was going, and so just imagine when he was on his bike. 12+1 instead of 15How did you get on with Giacomo Agosti-ni, 15 times world champion?We’re still friends – we get on well. He’s a rider I really respect and admire. There he is and I learnt a lot from him. At that time he was everyone’s idol: 120 Grand Prix and 15 world championships. Now they’re always talking about records. I couldn’t care about the poles then; the most important thing was to be amongst the ones coming in first. If I’d wanted to win the 15 titles, I probably would have. I left 50cc because I wanted to and I was in a pretty good position then. I left 125cc to go to 250cc for the same reason. If I’d stayed in 125cc, I would have had the chance of winning more world championships. If that had been my aim, I probably would have done it. But I’m delighted with my wins and also delighted that Rossi beat me in GPs.

Tell me about another legendary rider, Ricardo Tormo... Is he more a friend than a rival? I’ve got nothing but admiration for him. There was a time when we didn’t get on, but because of the people who were with him. We raced together in 125cc. Apart from being a great rider. Ricardo was extremely good on a technical level and he knew a lot about engines. When the going started to get tough, the people who were with him didn’t treat him well. I wanted people to bother me and upset me, so that I didn’t have the monopoly, because I was winning nearly every Sunday at that time. You need rivalry, because otherwise there would be no fans and it would have been very boring. Madrid dedicated a museum to you. How do you feel when you go through it and see part of your history here?There are 25 years of my history in the world championship here. According to the figures, I’ve been at the top 500 times between first, seconds and thirds, Spanish championships, international races and world championships. Here’s my life since I was small, the first trophy, the first world champion medal, the bikes are here... no one has a museum with the bikes they’ve ridden, not even Agostini. I’ve got them all and they’re the originals. To start with, when I won, they gave them to me, but later they put them in the contract. They’ve always talked about you being superstitious. Where did that come from?It’s true. Yesterday I went to a meal where there were 12+1 of us and there’s no way I’ll sit at a table like that. They had to put us on two tables before I would sit down. I thought... Something’s going to happen! And it did! (laughter). Amongst those 12+1, which was the most celebrated championship or podium?I think it was Jarama 1971, when I’d lost the world championship because I fell off in the first lap in the final and then I won in 125cc... That’s when Spanish motorcycling took off and began to be viewed differently. Up until then, I had three world champion-ships and the only people who had heard about it were the kids in my neighbourhood. And races I can’t forget... In Germany the DDR with Barry Sheene, with Tormo at Silverstone...

Awards like the Gran Cruz al Mérito Civil (Great Cross for Civil Merit) or being recognized in your birthplace Zamora with a street and a sports centre named after you...do they make you feel better than the trophies as the winner of a big prize? They all thrill me, even the awards they give me now thrill me. I’ve got the Great Cross for Civil Merit which the King gave me and that has nothing to do with sport. I’ve got all the others. There’s only one mis-sing, which everybody’s talking about (the Prince of Asturias Award for Sort). Someone nominates me every year, but I think it’s too late now and I don’t think they give it posthumously, more than anything in case they give it to me in 30 years’ time, when I’ll be a legend (laughter). The people of my country have given me the best prize. Your children and your nephew emulate you. Do you think they were conditioned by the “weight of their surname”?No. I helped them to get to the world championship faster, but then I stood aside and they’ve done it themselves. What matters is the world motorcycling championship, where there are 90 riders between the three categories and at the end of the year there are only three world champions, and all of them with a very high level in terms of riders, teams and training. There are no bad riders on the starting line – even the one who comes in last is very very good.

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“A good lubricant conditions the life of the engine”

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Pushed to the limit all the timeDon’t you think that some riders are more dangerous and provoke accidents becau-se of their aggressive attitudes?No riders today or from before would knock another rider off his bike on purpose – it’s just a question of bad luck. You’re pushed to the limit all the time in races and anyone can make a mistake. It’s just a pity when someone gets badly hurt. What role does the family play for a motorbike rider?When I was racing, I didn’t talk much about motorbikes – only what was necessary. At home I only said if I had won, lost, fallen off and hurt myself, and that’s all. When I stopped racing, I started to talk more, on the television, because of being team leader, etc. One day I realized that I couldn’t be thinking about motorbikes all day long, because it would have been obsessive and boring. My family has been involved in lots of things and we’re very close, but the same is true of my friends.

Have you given anything up for motorcycling?Yes, I have. Now I would have liked to have gone to university and learnt five languages, but I devoted my life to something which I don’t regret at all, because I’ve been all round the world, I’ve got friends everywhere and that’s an education in itself. Of the eighteen Grand Prix, which is your favourite circuit?I like the technical ones, the complicated ones, like Assen, where I raced well and slept well. At the others, I knew that if I fell off, I’d hurt myself. It wasn’t the same racing at Assen which is very flat as racing in Czechoslovakia or Yugoslavia, or racing in Finland, where we went over the railway line with the bike at 240 kph, or at Spa Frankcorchamp, where I did an average of 196 kph on a 125cc bike at full tilt all the time, while Assen was gentle and I won 15 times, a record of wins.

Spaniards have been on the podium for thirty years in all the categories. Are we really that good?I think that Spain’s done a really good job. If we look at the starting grid for the world championship, nearly all of them have been in the Spanish championship, even foreigners, as it’s open to everyone. We’ve got quite a few circuits open, about 14; one television channel devotes lots of time to motorcycling; and then we have national championships where kids who are learning race and so this provides a great stock of up-and-coming bikers. We’ve got multinationals that believe in the sport and put their money on it. We’ve got everything, but we have to keep on doing it in the same way as up to now. Why did the Spanish motorcycle industry collapse and why do the Japanese and Italian industries dominate today?I’m really sorry that the Spanish industry collapsed like that, but the world changes. They are all family businesses. Derbi no longer belongs to the Rabasa family, but to the Piaggio group. It started making bicycles and then moved on to motorbikes, like Bultaco, Montesa and Lube did, but all of this industry is now in the hands of multinational companies, because it’s really tough for a family industry to survive today. When I was racing with Bultaco, they exported to 70 countries. It’s sad, but that’s the way it is. Elena Rossell will be racing at Assen, the cathedral of motorcycling, and she’ll be the first Spanish woman to do so. What do you think about this? Could we see a mixed championship one day?I’ve seen more women racing in the world championship. There was a girl here, Prisca Vázquez Molezún, who raced in the Spanish Championship. And now there’s Elena Rosell. I think there’s room for women to race in the motorcycling world. I saw the Finnish woman Tarhy Rinne get ahead of Aspar at Hockeheim and I told them that she was looking promising.

InnovationsWhat innovations were there in your day and what are there today in the world of motorcycling? There’s no comparison. In my day, you had to wait for a part to break before it was changed. Today, we know how long a crankshaft lasts, when the chain and the pistons have to be changed. They use computers today and from the moment the bike starts up there are technicians monitoring what happens on every metre of the circuit. In my day, I was the one who had to tell my mechanics what could be improved.

Are all the innovations of the champions-hip passed on to the world of conventional motorbikes?There are lots of innovations that wouldn’t work in the street, like carbon disks, which have to be very hot to brake – and it can’t rain or freeze, because you wouldn’t stop. Innovations in safety such as airbags and helmets have been passed on to the street. What will the innovations be in the coming years and what direction might they go in?I’d like them to slow down a bit. GP has gone up from 800cc to 1000cc and not long ago Rossi trying out the bike in Muggelo reached a top speed of 350 kph. Now they’re putting a limit on how oversquare engines can be, so that they won’t pull 25,000 rpm which can deliver 300 brake. There’s also the limit to consumption, because if they could consume more, the bikes would go faster. There’s only 22 litres and that’s what you have to work with.

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Could some good innovations improve a bad rider and/or vice versa?The gap is getting narrower and narrower. A good rider, with a bike that’s a bit worse than another one, can still manage, like Rossi did when he was on the Yahama, which wasn’t the best because at the time it was the Honda that he’d left. In spite of that, he won three championships and left a great bike, which is the one Lorenzo took and look at him, world champion. On Yahama, Rossi and Lorenzo were using very similar material and then they both had their engineers and their electronics. But the truth is that the first enemy you have in motorcycling team is your teammate and if you turn your back on him, he’s the first to put one over on you.

Do riders suggest novelties too or do they leave it to the engineers?There are bikes in Assen this weekend, but in Japan and Italy there are already other trial teams who work with the bikes to develop them, because the racing department of a factory never stops. Now everything depends more on computers, although riders still have an influence on the improvements. What influence does a good fuel have? And the lubricant?All of this is very important to oil companies and they do a lot of work on it. In Moto 2, the forty riders on the starting grid have to have the same petrol, but that’s not true of 125cc or in GPs. It’s the same with lubricants – they’re extremely important, because they lengthen the bike’s life. The rider’s sensationsCould you give us some practical advice about the best attitude to have on the bike and in regard to road safety? What equipment and bike conditions should every rider have when they go onto the road?Some bikes are like rockets. When you try to get everything out of it, you’re taking a risk. This country is very beautiful to see calmly, not at 300 kph. Then there are dangerous drivers, especially in cars. Motorbike riders have changed. When they go out in groups, they are better equipped, with good boots and helmets, and we’ve made a lot of progress in this. But they also fall off and, although cars crash too, it seems that it’s worse on bikes. We need to work on making people aware that they should be more careful and go more slowly, check the tyre pressure, make sure the chain is right and so on. I also think they should get rid of all the crash barriers, so that people don’t cut their heads or legs.

What makes people choose a particular lubricant and fuel for motorbikes? Do people know about this or do they take professio-nal advice? People know more than they used to, when they bought a bike because they liked its colour. Now they read about the bike, what its consumption and features are. And a good lubricant conditions the life of the engine, as I said before. For racing, the choice of tyres is essential. Have you got any general advice for ordinary bikers who don’t have so many resources?When I see people riding down the street with slick tyres, it makes my hair stand on end, and people do it. If you go out on a rainy day or on a wet surface, you shouldn’t be on the bike. It’s OK for going to trial circuits, racing, emulating your idols, but not for the street. Have you ever been tempted to take part in car racing?Yes, there was a time when I tried Formula 2, with Nikki Lauda in England, with a March chassis and a BMW engine: that car was European champion. It was a good experience, but I didn’t like the atmosphere at all and I left. And I didn’t do it badly. Let’s talk about your 22 years on Spanish televisión. How do you feel about being a commentator?I started on televisión just as I was, but I was lucky enough to be with great professionals, such as Valentín Requena and Luis Miguel López, who taught me how things worked. I got off my bike when I wanted to, when I no longer had a winning spirit, and I never got back on again. But, thanks to the television, it’s like being back on the bike, but without breaking a leg, and I imagined I was the person racing to say what I would do. So I follow the world cham-pionship, I have a great time and I’m in the motorcycling world – I watch sector times really closely. What I like best is seeing Spaniards win; when there are no Spaniards in it, I don’t enjoy myself so much. Is motorcycling a way of life? What do the names Pingüinos, Cabo Norte, etc. mean to you?Everything in moderation. I’ve been to Tordesillas, to Pingüinos, and I was amazed at the number of people there: 30,000 people and a metre of snow in January, in the freezing cold. I thought it was incredible: motorcycling is pleasure. Riding your bike calmly all around Spain is fantastic, because motorbikes are a symbol of freedom but especially if you’re really careful. There wasn’t so much traffic before and if you fell off, it wasn’t much more than a bump. Today there’s always a car somewhere and it’s more dangerous than 40 years ago. Lastly, what do you want from life? I want my family and friends to be all right. My mother is 95 and she’s great. I want my children to continue to love me as I love them... I want my family and friends to love me. I don’t want to forget about people. I think we have the best country (and I’ve seen the world) and I think we need to make the current situation better.

NIETO

INNOVATION AT CEPSA LUBRICANTES

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USEFUL INOVATION

“Innovation distinguishes between a leader and a follower. You can’t just ask customers what they want and then try to give that to them. By the time you get it built, they’ll want something new.” This quote of Steve Jobs, Apple’s guru, reflects the idiosyncracy of the great innovator to perfection: always

thinking ahead.

Apple’s methodology is known as “network innovation”. Many of their starting points were not completely original, but they came from existing ideas: innovation consists of taking another look at a clever idea so that it bears much better fruit than its

predecessor.

In fact, as always happens, when somebody revolutionizes in an innovative way, we end up by replacing the generic name of the product with the brand name of the innovative product, which thus becomes a reference. Many everyday products come from trade names, but we have made those trade names our own and

that is what we ask for when we go to buy them.

Another paradigmatic case is Google. In only twelve years, the firm created by Larry Page and Sergey Brin, two students from Stanford, has the most commonly used search engine on the Internet and has put on the web applications that were previously unimaginable or only seen in science fiction. Its success is based on a work model where innovation is present throughout the organization. They work in small groups, which encourages spontaneity and creativity. Everyone helps to generate ideas and participate in developing them. Its engineers have 20% of their time for working on their own projects and, when they have an idea, they are involved in the entire process

for putting it on the market.

It seems obvious that, more than a simple technological advance, innovation can be a way of exploiting the opportunities which changes bring: dynamics capable of promoting an innovative culture, which enables the company to adapt to the new

situations and demands of the market where it competes.

CEPSA MULTIGRADE oil for all seasons

(Spanish old ad 1970)

INNOVATION AT CEPSA LUBRICANTES

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At CEPSA Lubricantes innovating means arriving at different solutions before the others. To do this, not only do products and services have to be resear-ched and developed. It has to be done in permanent contact with customers, re-solving old and new needs in a different way and communicating the progress in an efficient and orderly manner. In 1950, more than half a century ago, CEPSA was founded as the first lube manufacturer in Spain. The refinery CEPSA had in Tenerife was quickly extended with a plant to produce lu-bricants. Since then, its lubricants have reached milestones and had success year after year.

At the end of the same decade, the world of lubricants changed forever with the appearance in the market of the first multigrade oil, produced y CEPSA. Originally designed to work in applica-tions where there were sharp changes in temperature, this oil brought a change in the conception of lubricants: the multi-grade concept became part and parcel of the idea of the lubricant itself. At the beginning of the eighties, the 750 cm3 can, the forerunner of today’s one-litre container, was also the company’s idea. It was as simple as it was revolutio-nary: reducing the size of the container as a way of filling the sump with oil, which enabled the user to complete the operation and then get rid of the contai-ner, rather than having to stow a five-litre can in the boot of the car. Perhaps the container, which was metal at the time, was not the most appropriate, but the idea has gone on until today, when the long oil-changing intervals mean checking the oil level and filling it up.

In the smaller containers, changing from metal to plastic containers was an unprecedented advance in production and storage processes, and brought a reduction in weight, which optimi-zed transport of the lubricant, and an improvement in our brand image and in the possibilities of using our containers to explain the features, applications and quality of our lubricants. CEPSA was the first to change to plastic containers in Spain. Today it is the standard contai-ner in the market. The Flexitank, an enormous bag which makes it possible to transport liquids in sea transport containers and which adapts to the space inside them, is changing the way of transporting bulk lubricants by sea. CEPSA innovated this for its customers.

Thanks to innovation pro-cesses, colour codes have been developed to iden-tify ranges and qualities; different containers for different markets; indus-trial containers with their own design (“Why can’t a can be attractive and have its own design, besides being functional?”); new 20-litre containers which are nearer to the con-sumer market than to industrial markets; labels in more resistant plastics but which also facilitate recycling the containers, and where updated in-formation on the product is vital; anti-drip designs; pourers...

And the progress does not stop, not even when a pro- duct has been launched on the market. So it is that CEPSA Lubricantes’ innovation me-chanisms, where customer-orientation is a constant priority, continue in place to keep on renovating every aspect or to produce new creations. Where is the limit? There isn’t one. Innovation is part of CEPSA’S path and its future.

CEPSA MULTIGRADE oil for all seasons

(Spanish old ad 1970)

INNOVATIONSat the San Roque

refinery

One of CEPSA Lubricantes’ main innovations is at its Lube Oil Manufac-turing Plant, previously called Lubrisur, one of CEPSA’s subsidiaries. The plant makes lubricant bases and waxes, and blends and packages oils. The lubricant manufacturing process at the plant is in four clearly defined stages: receipt, blending, packaging and shipment. Each step includes an innovative, creative development process, which is the result of the research done by a large team of professionals who seek to provide efficient solutions to the process with a view to optimizing resources and, as a direct consequence of this, increasing the satisfaction of customers and distributors. It is a long time since these processes depended on mechanical work. But CEPSA Lubricantes is in the forefront in the innovation of its market and the stages of receipt, blending, packaging and shipment meet the highest quality standards.

The bulk base oils are received at the automatic unloading bay, a computerized process, with a control system and mini-mal risks of contamination, thanks to the use of piggable pipes for the transfer and analysis of samples of all the base oils received by the laboratory. The majority of the base oils used are obtained from refining and distilling crude oil, and they come from the refinery through a network of special pipes. Blending base oils is another automated innovative process in the specific blen-ding area, with dosing of bulk bases and additives through SMB (Simultaneous MeteringBlending). The system for dosing in the drum, automated through DDU (Drum Decanting Unit), has a heating oven for drums of additives included in the con-trol system, which enables 20,000 drums a year to come out in perfect conditions after being emptied and cleaned inside so that they can be recycled, thus reducing the impact on the environment. A decisive element for this area is the Circular Manifold, which connects the 100 pipes from the storage tanks on the external perimeter of the plant with the blending area, the packaging area or the tank loading bays.

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The Control Room, technological innovation

The Control Room operates the lubri-cant blending process, the loading of bulk oils and remote decanting, without anyone having to physically go to any of the operating areas. It also permits rapid intervention in the manufacturing processes if an incident occurs. The packaging area has several filling lines. Before the process starts, the system takes a sample of the first unit packaged for analysis in the laboratory. If the result of the sample is correct, packaging continues. The control system available on all the packaging lines permits the weight of all the packaged units to be controlled and inkjet units print the batch number so that the product can be traced. If the weight is wrong or the cap is not on properly, the can is rejected. Then it goes into the wrap-around machine and through a printing system which identifies the product in the box. The boxes are weighed again and if the weight is not correct, the box is rejected. Lastly, the boxes go into the palletizer and from there to the warehouse. The packaging line for 1000-litre containers accounts for about 50% of total packaging at the plant. The process places the container on the line, where it is filled or the product is dosed. Then the conveyor takes the container to the exit, from where it is sent to the warehouse. The shipment area has five automatic loading bays which have a bar code reading system to control shipments. Bulk shipment of the finished product takes place in the automatic loading bay to fill tank trucks. The warehouse is an intermediate ware-house before the product is sent to the automatic warehouse, near the plant. It has an area of 4,000 m2, a height of 22 metres and nine loading bays. Its main feature is that it is automatically managed.

Safety, quality and environment

The plant has the most innovative tech-nology. The safety target is to perform the business in a safe atmosphere for workers and the surrounding commu-nity. Accident prevention is a priority. How every new project will affect safety is considered in order that the impro-vements in processes have a favourable effect. The refinery has its own fire service for any type of emergency. To guarantee the quality of the products and services offered to the market and to meet customer needs, all the products manufactured are analyzed at the refinery’s central laboratory by highly qualified staff. If the product meets all their specifications and obtains the quality certificate, it can be dispatched by the plant. A secondary laboratory, located at the plant itself, analyzes a sample of the first unit packaged and of each load of the product in the bulk truck, to check that the product did not suffer any contamination when it was transfe-rred from its holding tank. The central laboratory is accredited by ENAC according to the ISO 17025 stan-dard and has the “Preferred Laboratory” qualification, according to the QP&G standard. This means that there are minimum complaints about the quality of the product. All the plant’s processes for manufacturing lube oils are certifi-cated according to ISO, PECAL, QIMS and PCM standards. The impact on the environment is also taken into account. To keep this to a minimum, all the legal regulations and standards available in environmental matters are applied. The environmental management system according to the ISO 14001 standard promotes the use of technologies sensitive to the reduction of residue emissions, rationalization of consumptions and energy saving. These are just some of the projects of an innovative future which is already in progress. We will explain the automatic transfer of base oils from the refinery to the plans next.

The heating ovens for drums of additives (Drum Decan-ting Unit) are very useful for completely emptying the

drums.

The packaging line for 1-litre containers puts the label on before they are filled, with strict quality control.

Filling line for 1,000-litre containers.

The pallets are positioned in the bay for different shipments following a safety protocol.

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Automatic transfer of base oils

Another of CEPSA Lubricantes’ great innovations is the project to automate the transfer of base oils.

The base oils from the refinery are received at the blending and packaging plant (B&P) through this operation. Four pumps are used for this, one of which was installed in this new project. The tanks and circuits involved occupy an area of over 5.8 hectares. There are a number of circuits to transfer the bases from the refinery to the blending and packaging plant.

Notable amongst the new elements installed is the automation of 72 valves through electric actuators. These valves are included in a specific control system, called Pakscan, which enables the valves to be managed by remote control.

The two low tension pumps can be activated automatically from the control system and the two medium tension pumps can be stopped but not started up from the system. In addition, pressure transmitters were installed in the con-trol system to regulate the transfers. Moreover, the receiver tanks are equip-ped with very high filling level sensors to prevent overfilling a tank. If this sensor detects the product, the transfer is automatically stopped. Measuring the levels of the refinery tanks is continuously monitored through their own control system and, similarly, measuring the tanks at the blending and packaging plant is monitored using the Delta-V control system. Through this system, we know in real time the amount of base oil which is leaving the original tank and getting to the destination tank during the transfer. If a deviation is detected between the amount which left the original tank and the amount arri-ving at the destination tank, immediate action would be taken by means of an alarm system.

The information from the measuring system for the refinery tanks, for the tanks at the blending and packaging plans and the system for activating the valves (Pakscan) are all included in a single control system: Rockwell. This is the plant’s control system and all the facility can be operated remotely through this. The integration of the different control systems synthesizes all the information and processes on a single interface, thus simplifying the operator’s work, since he only has to use one application. This control system has the following advantages: it improves operations, safety and productivity, makes the processes sounder (fail-safe) and guaran-tees quality.

INNOVATIONSat the San Roque

refinery

Thanks to policies for continual improvement and for the search for excellence followed at CEPSA Lubricantes’ Lube Oil Plant, a lar-ge number of investment projects and operating improvements have been implemented. This has put the plant in the technological forefront and firmly guarantees its position, making it one of the most modern and innovative faci-lities in Europe, with an excellent outlook for the future.

Control room at CEPSA Lubricantes lube oil plant, which controls the transfer of base oils, amongst other processes.

B&P

R

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CEPSA LUBRICANTES has launched a new range of marine oils on the market. As from 1 July, new products are available in Spain and Portugal with the same service and quality guarantees as always. There are powerful reasons for the new range:

CEPSA Lubricantes launches

its New Range of Marine Oils

It is a COMPLETE modern range, which covers nearly all the needs of any ship. In comparison with the existing offer, this range has other products to make it complete. Thus, the range of greases, products for turbines, for compressors, for gears, hydraulics and for fuel oil engines has been extended. BIODEGRADABLE products are inclu-ded. These products are environment-friendly if some applications might spill lubricant into the sea (cable grease, stern tube oils, hydraulic oil). That is why three biodegradable products have been produced for these specific applications.

The 45 kg format has been replaced by the 20-litre container. Safety and handling are the reasons for this, as the 20-litre container is much easier and safer to handle. It also has the advantage of storage, since ships do not always have all the ideal storage space.

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R A N G E O F M A R I N E P R O D U C T S

CEPSA Lubricantes launches its new range of marine lubricants

MOTOR HFO (heavy fuel oil) CEPSA LARUS 30 30 CEPSA LARUS 30 40 CEPSA LARUS 40 40 CEPSA LARUS 50 40 MOTOR DMO (diesel motor oil) CEPSA PETREL 15 30 CEPSA PETREL 15 40 CEPSA PETREL HDL 40 CEPSA PETREL 40 AL MOTOR GMO (gasoil motor oil) CEPSA ULTRAMAR SHPD 10W40 CEPSA ULTRAMAR SHPD 15W40 CEPSA MAR SHPD 15W40 MINERAL HYDRAULIC OILS CEPSA MISTRAL 32 CEPSA MISTRAL 46 CEPSA MISTRAL 68 CEPSA MISTRAL HX 15 CEPSA MISTRAL HX 32 CEPSA MISTRAL HX 46 CEPSA MISTRAL HX 68 CEPSA MISTRAL HX 100 CEPSA MISTRAL HX 150

BIODEGRADABLE HYDRAULIC OILS CEPSA BIO OIL HMS MINERAL GEAR OILS CEPSA RADA XMP 68 CEPSA RADA XMP 100 CEPSA RADA XMP 150 CEPSA RADA XMP 220 CEPSA RADA XMP 320 CEPSA RADA XMP 460

PAO SYNTHETIC GEAR OILS CEPSA ENGRANAJES HPX 68 CEPSA ENGRANAJES HPX 150 CEPSA ENGRANAJES HPX 220 CEPSA ENGRANAJES HPX 320 CEPSA ENGRANAJES HPX 460 CEPSA ENGRANAJES HPX 680

POLYGLYCOL SYNTHETIC GEAR OILS CEPSA ENGRANAJES HPS 150 CEPSA ENGRANAJES HPS 220 CEPSA ENGRANAJES HPS 320 CEPSA ENGRANAJES HPS 460

MINERAL AIR COMPRESSOR OILS COMPRESORES AR 100

SYNTHETIC ESTER AIR COMPRESSOR OILS CEPSA COMPRESORES ES 100

SYNTHETIC PAO AIR COMPRESSOR OILS COMPRESORES ARS 46 COMPRESORES ARS 68

MINERAL REFRIGERATION COMPRESSOR OILS CEPSA BOREAL 46 CEPSA BOREAL 68

ALKBEN SYNTHETIC REFRIGERATION COMPRESSOR OILS CEPSA NORTHER AB 68 CEPSA NORTHER AB 100

POLYESTER SYNTHETIC REFRIGERATION COMPRESSOR OILS CEPSA NORTHER HFC 32 CEPSA NORTHER HFC 46 CEPSA NORTHER HFC 68

GAS COMPRESSOR OILS COMPRESORES LPG 9 TURBINES CEPSA HD TURBINAS* 32 CEPSA HD TURBINAS* 46 CEPSA HD TURBINAS* 68 CIRCULATING OILS CEPSA CIRCULANTE 100 CEPSA CIRCULANTE 150 CEPSA CIRCULANTE 220 CEPSA CIRCULANTE 320 STERN TUBE OILS CEPSA STERNA CEPSA STERNA BIO GREASES CEPSA ARGA WR EP CEPSA ARGA COMPLEX LITIO EP CEPSA ARGA EP2 ESPECIAL CEPSA ARGA BIOGRASA EP CEPSA ARGA FORCE CEPSA ARGA SYNT THERMAL OILS CEPSA DIATERMO 32

SERVICE, QUALITY and PROFESSIONALISM

The attribute which defines the lubri-cation of all the mobile equipment on a ship is none other than CONFIDENCE. A ship on the high seas has to be autono-mous in every sense and the lubricants used in every engine and every machine need to guarantee at all times perfect lubrication to ensure the good functio-ning of the equipment and to prevent any breakdowns. Prestige, reliability, professionalism and confidence come together in the quality of the product and in the logistics service for delivering the product, thus achieving our customers’ tranquillity and confiden-ce. Consequently, there is:

• LOGISTICS SERVICE: throughout Spain and Portugal, the most extensive professional distribution network existing at any time, in any port and with maximum flexibility.

• TECHNICAL SERVICE: SIGPAT MAR, which is recognized and appreciated by customers and the market in general, to control every machine on the ship and for maintenance purposes.

• COMMERCIAL SERVICE: a human team which is highly specialized to be close to customers and where service, flexibility and understanding needs form part of its daily work.

• ADVISORY SERVICE: linked to the Commercial and Technical Service, it provides advice on the best steps to take for the good maintenance of equipment or to choose the most appropriate lubricant.

• TRAINING: fundamental to the image of professionalism of CLSA’s marine team.

• KNOWLEDGE MANAGEMENT: advisory service and training for custo-mers, which is essential to handling a product with a high technical value.

MARINEDISTRIBUTION

CEPSA Lubricantes manufactures, markets and distributes in Spain and Portugal a full range of lubricants for engines and other machines to meet the lubrication and greasing needs any ship might have.

The CEPSA and MOBIL brands are available throughout Spain and Portugal through an extensive network of agents and distributors, who know customers’ specific needs and the peculiarities of each area. The agents represent CLSA at ports, and market and distribute the products, seeking new business and making delive-ries to CLSA’s customers. The agents have the team and material necessary to manage transport and distribution of the product, take it to the ship, pump it, support customers and attend to their needs, and to deal with all the delivery notes and customs procedu-res. In short, they are the close-up image of CEPSA Lubricants for the end customer. Throughout CEPSA Lubricantes’ life, two concepts have remained unchanged: quality and service. Quality implies manufacturing our products using the latest technological advances, and belie-ving in sustainability and respect for the environment, with research, innovation and development always present as a guarantee for the future. Consumers have become increasingly professional and it is necessary to evolve, to go from simply selling a product to offe-ring recommendations, lubrication studies and monitoring of oils in service. Proof of this is SIGPAT MAR, which is very much appreciated by customers.

SIGPAT MAR

CEPSA LUBRICANTES has developed a powerful innovative tool to find out the state of engines and other marine equipment. Over time, it has become one of the most important tools for CLSA’s professional competitiveness.

SIGPAT MAR analyzes the metals con-tained and the evolution of viscosities. The lubricant will indicate the condition of the engine in order to perform appro-priate maintenance. Moreover, this tool is computerized and users can consult the track record of their machines and their analysis with just a couple of clicks on a computer with Internet access. SIGPAT MAR is one of the best tools on the market and lends credibility and soundness to CLSA’s products and services. The new Research Centre in Alcalá, the flagship of CEPSA’s innovation and de-velopment policy, is the base for SIGPAT MAR. Equipped with the latest physical and chemical analysis equipment and a highly qualified team, the lubricant can be monitored in service and it has an extensive database with all the track records of the analyses performed on all the customers’ ships and on all their equipment during the ship’s useful life.

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CEPSA Lubricantes launches its new range of marine lubricants

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The CEPSA Eurotech LS 10W40 lubricant is CESPA Lubricantes most recent and innovative bid for industrial engines and the necessary con-tribution to the industry of low emission engines. Just one product can lubricate engines equipped with SCR/Urea selecti-ve catalytic reductants or DPF particle filters. In addition, it is a product suitable for both diesel engines and gas vehicles. Lastly, with its synthetic technology, it achieves maximum oil-changing intervals in all types of engines, and the drain periods obtained in the exacting gas engines are particularly notable. The CEPSA Eurotech LS 10w40 lubricant was tested for over a year in MAN and IVECO gas engines at Transports Metropolitans de Barcelona, one of the main fleets in Spain by number of vehicles and because of its innovative and avant-garde nature. The results of these tests were final oil-changing periods that doubled those established with mineral oils. It is also being used with optimal performance in cleaning vehicles, swee-pers, waste trucks, etc. of the main diesel and gas engine brands, at the most important cleaning and waste collection companies in Spain. Moreover, “field tests”were performed on major urban fleets with Eu-roV diesel engines of the MAN, MERCEDES, VOLVO and IVECO brands, equipped with particle filters, with very satisfactory results both in the drain period and in general engine maintenance. The product is currently used by the two most important urban transport fleets in Spain in the scope of EuroIV and EuroV engines and by several of the companies with the highest business volumes in solid urban waste collection.

CEPSA EUROTECH LS 10W40

P R O D U C T

triple bid for ecology

The field texts with the CEPSA Eurotech LS 10W40 lubricant were successfully conducted thanks to the collaboration of TMB (Transports Metropolitans de Barcelona.)

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CEPSA Eurotech LS 10w40 is the ideal complement for low emission engines:

• Thanks to its “low ash” additive tech-nology, it reduces contaminating emis-sions and guarantees the maximum useful life of anti-emission devices such as DPF filters

• As a result of the nature of its base oil and the technology of its additives, it achieves top performance in gas engines, both in modern urban buses and in vehicles for cleaning and waste collection services, promoted by public services to improve the quality of the air.

• Thanks to the synthetic nature of its

bases, it reduces the oil used with maximum oil-changing periods in diesel engines and doubles the drain periods in gas engines in comparison with mineral lubricants.

It is a universal oil for industrial diesel vehicles, whether they are equipped with devices for emissions, from Euro 5 and Euro 4 to earlier versions, diesel or gas-fuelled and a maximum drain period. • Low emission Euro 5 and Euro 4

engines. For engines in goods trans-port, urban buses and waste collection, equipped with particle filters. Also especially recommended for engines with selective catalytic reductants (SCR).

• Gas engines. For its use in buses and urban waste collection vehicles with CNG and LPG.

• Mixed fleets of industrial diesel vehicles. For European Euro 5 and Euro 4 low emission engines (MAN, MERCEDES, VOLVO, IVECO, etc.), but also guaranteed for Euro 3 and Euro2 engines of any age.

• Maximum oil-changing intervals recommended in mixed fleets which require the maximum drain periods established by European manufacturers in the ACEA E6 and ACEA E4 specifica-tions.

Advantages of using CEPSA EUROTECH LS 10W40

• It reduces the number of references and the stock of lubricants as it is a universal lubricant, and can be used as the only lubricant for the entire fleet, whatever the engine, technology of the anti-emission devices, fuel used (diesel or gas) and the age of the vehicles.

• It increases the useful life of the

anti-emission devices, and achieves maximum maintenance periods for these devices, especially particle filters (DPF).

• Saving on maintenance and residues

thanks to the maximum oil-changing periods which can be achieved. There are fewer maintenance interventions, consumption costs are lower and less used oil has to be eliminated.

• A cleaner engine and less wear. The

synthetic technology and high-tech additives keep the engine extremely clean and reduce wear, especially on the piston and turbos.

triple area of application

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ACEA 2008 In 2008 the ACEA (European Auto-mobile Manufacturers’ Association) published an update of its specifications which serves as a quality guide for lubri-cants and is currently in force. This clas-sification has similarities to America’s API, especially in the heavy diesel cate-gories, which makes the ACEA the main quality guide for European users and a quality benchmark worldwide. These changes mean that many lubri-cants had to be reformulated to meet the new specification. CEPSA Lubri-cantes, which constantly innovates its products, revised its range of lubri-cants for cars to adapt to these exac-ting quality levels. Apart from ensuring that its products meet these regula-tions, CLSA also works to ensure that its products are approved by the leading manufacturers and, what is more impor-tant, to ensure that there is no strong impact on the products’ end prices.

ACEA classifies lubricants in three ma-jor categories: A/B, C and E.

- The A/B classification is used for light diesel or petrol engine oils. The possible 2008 classifications and the products which meet them are: • A1/B1-08 (e.g. CEPSA Star synthetic

5W30 eco)• A3/B3-08 (e.g. grados de viscosidad

20W50 de CEPSA Star, Platinum y Ertoil)

• A3/B4-08 (e.g. CEPSA Star synthetic (5W40 / 5W30 / 10W40), CEPSA Star (10W40 / 15W40), CEPSA Star Avant (10W30, 10W40, 15W40 y 20W50), CEPSA Platinum Sint 10W40 y Tdi 15W40) y Ertoil (super sint 5W40 y Super multigrado 10W40 SINT)

• A5/B5-08 (e.g. CEPSA Xtar eco Tech 5W30 DPF, CEPSA Platinum ecosynt 5W30 y Ertoil súper sintético 5W30)

- The C classification is for oils for light diesel or petrol engines which have exhaust gas treatment systems. This imposes chemical restrictions on the lubricant to ensure that the catalytic converters involved function correctly for long periods of time. The new C re-gulations, introduced in this review as a novelty, are very important. They cover lubricants which are compatible with diesel particle filters (DPF); if these pro-ducts are not used in these engines, very serious problems would be caused in the engine. The possible 2008 classifications and the products which meet them are: • C3-08 (e.g. CEPSA Xtar Mega Tech

5W30 DPF, TDI 5W30 504 507, TDI 5W40 505 01), CEPSA Platinum TDI 5W40 505 01, Ertoil Super sintético 5W30 DPF)

• C2-08 (e.g. CEPSA Xtar Eco Tech 5W30 DPF)

- The E classification is for heavy diesel engines. The 2008 classifications are E4-08, E6-08, E7-08 y E9-08. This update requires better engine oil performance in areas such as fuel-saving, protection and durability. The main improvements in the oils which meet the 2008 ACEA regulations can be summarized as:• Better anti-wear protection• Engine cleanness• Better protection against cylinder

polishing• Control of black deposits• Test adaptation to direct injection die-

sel engines• Resistance to oxidation • Greater detergence and piston clean-

ness

API SNSince the American Petroleum Institute (API) was formed, engine and oil manu-facturers have always worked to impro-ve the useful life of the engines and to extend the interval between oil changes. It was in 2010 when the SN category was launched. This category notably surpassed the SM category. The CEPSA Star Synthetic oils (in 5W40 and 10W40 viscosities) and all the CEPSA Star Avant oils, aimed at the ex-port market, meet the API SN standard and are formulated to give maximum protection to the engine while looking af-ter the exhaust system and the environ-ment. These oils eliminate problems of blocked catalytic converters and increase protection against wear and deposits.

The other advantages of the API SN oils are: • Better control of deposits (they reduce

temperatures) and of the retention of phosphors (they look after catalytic converters)

• Less fuel consumption than the SM with the same viscosity because of the use of friction modifiers and exacting base oils (they reduce costs and look after the environment)

• Less sludge formation (they reduce temperatures and keep the oil flowing)

• Greater resistance to oxidation (they keep their viscosity at high temperatu-res)

JASO MA2In its efforts to keep its portfolio updated with the manufacturers’ latest inno-vations, CEPSA Lubricantes includes the JASO MA2 quality standard for the following products, guaranteeing fulfil-ment of the exacting MA friction requi-sites according to the JASO T903:2006 standard:• CEPSA MOTO 4T RUTA 66 SINT 10W50• CEPSA MOTO 4T RUTA 66 20W50• CEPSA MOTO 4T URBAN 10W40

P R O D U C T

S P E C I F I C A T I O N S

The exact location of this 4 km greenway is between Matallana de Torío station and Villafeide (León). The surface of the greenway is rough and compact. Amongst the natural landscapes to be enjoyed are the River Torío meadows and Robledales.

It is a greenway which is not in prime condition, although it is fine for trekking and cycling. It can be used from one end to the other, but there is no signposting and no maintenance is done on it, to the point where problems of breaks in the path could occur. According to the experts, the path is of average difficulty. The best way not to get lost is to follow the track of the old coal train along the River Torío.

Amongst the cultural treasures that visitors can see is the parish church of Villafeide (13th century), the chapel of San Roque on the Orzonaga road, and different remains of the industrial and mining heritage. The best way to get there is along the LE-311, Robles de Valcueba – Cármenes, to Matallana or along the C-626, La Robla - La Vecilla de Curueño, to Matallana deTorío. If you would like to get there by narrow-gauge rail, you need to go on the La Robla – Bilbao line, in Matallana.

The best connections are from León, 35 km to Matallana de Torío and Oviedo, 83km to Villafeide.

ECOLOGY CORNER

TREES WITH A HISTORY: The Tree of Guernica

MINA BARDAYAGREENWAY

The most universal symbol of the Basque people is undoubtedly the Tree of Guernica (in Basque, Gernikako Arbola). Over time the oak tree (Quercus robur), under which the first meetings of the Lords of Biscay were held, became the symbol of a people and some of their institutions. In fact, its image appears on the shield of Biscay, on the shields of several Basque villages and on the shield of the Basque Country. In ancient times, representatives held mee-tings and assemblies under its branches. It died in the last century, but it left “famous” descendents, also catalogued for the Bas-que Country, such as the Avellaneda Oak and the San Pedro Oak.

Tradition points to the 14th century as the time when the “Father Tree”, the oldest tree documented, was born. This tree died in 1742 and the so-called “Old Tree” was planted in its place. The trunk of the latter tree can still be seen in the precinct of Guernica’s Casa de Juntas. The Old Tree was planted in 1742 to replace the previous tree. In 1839, Queen María Cristina swore Biscayan liberties in repre-sentation of Queen Isabella II, the last time this rite took place. The tree died in 1860.

The “Son Tree”, another successor, was planted and was to witness Basque Gover-nor, Lehendakari Aguirre, swear his charge, and the later bombing of Guernica in 1937. During the Spanish Civil War in the same year, it was said that Falangist soldiers were going to cut down the tree with axes as they considered it to be a nationalist symbol. The captain of the Begoña divi-sion, Jaime del Burgo Torres (the father of Navarre MP Jaime Ignacio del Burgo) ordered an armed guard to be put around the tree to prevent it coming to harm. On 20 April 2004, the Son Tree was retired and, on 25 February 2005, it was replaced by one of its offspring, which today presi-des over Guernica’s Casa de Juntas. Today there are several trees that are descen-dents of this oak. They have been sent to different Basque communities throughout the world.

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LEÓN

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Facts and figures

• Did you know that one out of every three inhabitants on the planet uses the Internet?

• And that the country with the greatest number of users is the United States; one in every five

users in the world is North American.

• And that Spain ranks fourteenth in the user population?

• Did you know the most visited page is Google, with 24% of visits from all round the world,

increasingly followed by the social network Facebook, the Yahoo search engine and YouTube,

a site where videos can be uploaded and shared quickly and easily?

Interesting websites

1. For everything at hand www.alaup.com.

2. If you want to know about a book before you buy it www.books.google.es; some of them are

complete and in different languages.

3. More than a newspaper stand at home: books, magazines, comics, press, radio... national and

international. You see it all after the adverts. www.youkioske.com

4. The latest thing in fines www.buscamultas.com

5. Look at your house and your neighbours’ houses. Write your full address and you will see

your street from every possible angle, on www.vpike.com

6. If you like cooking, you can download cookbooks:

Galician cuisine, cakes, www.recetasderechupete.com

7. The very interesting UNESCO library on www.wdl.org

8. Every TV series to see and download on www.soloseries.tv, to meet up again with your old

childhood friends, provided you are a user.

Inte

rnet

clo

se-u

p

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Networks are forms of social interaction and they generate dynamic exchanges between people, groups and institutions. An open system in permanent construction which involves people who identify with the same needs and problems and organize themselves to boost their resources. And if you say networks... it’s almost like saying Facebook, innovation in social contacts.

Facebook is a social networking website created by Mark Zuckerberg in 2004 and founded by Eduardo Saverin, Chris Hughes, Dustin Moskovitz and Mark Zuc-kerberg. It was originally a site for students at Harvard University but now it is open to anyone who has an e-mail account. The company is based in Palo Alto, Califor-nia. In May 2011, it had 600 million users.

Its main infrastructure is formed by a network of over 50,000 servers which use distributions of the GNU/Linux operating system using LAMP.

How do you get in?All you have to do is go to the facebook.com website and create what they call in the jargon a “profile”, which is just a brief description of the user, whether the user is an individual or a legal entity. As access is free, the data is not subject to any rigorous conditions. It is easy to register: from the home page, once you have filled in the basic data, a very simple menu allows you to add further personal details in order to create a network around yourself.

The privacy option is important as it allows you to choose the way you present yourself to the outside. You can choose who you want to see your profile and its contents. Once the data and what you want to show has been marked, you go into the “Wall”, a space which enables friends to write messages, add images, decide if “they like” a comment or a photo and “upload” links with other websites, normally musical, from the press, etc. so that you can see them. It can only be seen by registered users. The “find friends” function has become very useful for many users, since it is enabling them to meet up with old friends again, something that until now was only imaginable for people who were nostalgic about school or university and had kept a list of their classmates. Now all you have to do is search for a name to meet up again with your childhood friends, provided they are users of this social network.

Everything suggests that Facebook will be the social platform on the Web of the most immediate future and companies’ way of communicating with customers. Many companies are already on this network, but this fascinating world still has a lot to offer and there is even more to discover. “Do you like” this information?

FACEBOOK, innovation

in socialcontacts

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COMPETITION

All about EnduranceIn 2011, CLSA’s bid focuses on the most demanding discipline in the motorcycling world, Endurance, a form of cross-country motorcycling. It is a rally-type race, with a mixture of circuits along established routes to be completed in given times. The legs also include short ability, skill and speed trials, which are all timed. The winner is the person who meets all the time limits for the legs established by the organization and who does the best trials in the shortest time. The average speed can be between 45 and 55 kph.

CEPSA at the Spanish Endurance ChampionshipCLSA is sponsoring the Spanish Endurance Championship, which started on 27 March with the first race in Pobla Tornesa (Castellón). Through this sponsorship, CLSA aims to make all Endurance riders and enthusiasts familiar with its products. The CEPSA area is located in the main paddock; the trailer and its red marquee form part of the CEPSA Moto enclosure at all the Spanish Endurance Championship races.

All about the CEPSA ChallengeThe novelty valued by riders and teams alike in this championship was the CEPSA Challenge, an opportunity which CEPSA Moto offers riders in the Enduro B and Enduro C categories who “dress” their bikes in CEPSA colours to take part in a special classification and win a package of CEPSA products worth €300 per race. The competition has reached its half-way mark and now it is time for the summer break. After the races in POBLA TORNESA (Castellón), LALIN (Pontevedra) and PRIEGO DE CORDOBA (Córdoba), the upcoming events will be on 24 and 25 September in VALLS DE TORRUELLA (Barcelona) and on 9 October in BECERREÁ (Lugo), followed by the last race on 23 October in MONTROIG DEL CAMP (Tarragona).

CLSA ridersIn 2011 CLSA riders, Aarón Bernárdez and Nicolás García de Vinuesa, will also be defending CEPSA’s colours and will be giving people something to talk about. In 2007 Aarón Bernárdez received a very tempting offer from HUSQVARNA to take part in the world championship. Since then, this man from Cangas has consolidated his position in his category. He came first in the general classifica-tion for Enduro 3 in Priego.

In addition, the Argentine rider Nicolás García de Vinuesa (KTM) stepped on the podium for the first time in Priego de Córdoba after coming in third, even though he was racing with an injury.

CEPSA Lubricantes in the Spanish Endurance Championship

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Our freestyle rider Dany Torres won again at the first event in the 2011 Red Bull X-Fighters world tour held in Dubai in April before over 15,000 people. The man from Seville played his best hand and beat the other favourite, the Norwegian André Villa. It is Dany’s fifth victory in the history of the Red Bull X-fighters since they started in 2001.

The winner of the 2010 edition, the American Nate Adams, was knocked out in the semi-finals and had to be content with third place. New Zealander Levi Sherwood could not get beyond fifth position on his KTM 250cc, behind Australian Blake Williams.

Jumps 30 metres high and 30 metres long before the Dubai public. The next trials are in Madrid (15 July); Warsaw (6 August); and Sydney (17 September).

CEPSA Lubricantes and MOTORRAD at the Speed ChampionshipCLSA is sponsoring the Motorrad racing team which is taking part in the Spanish Speed Championship. It all started in 2010, a successful year for the Motorrad team, which won Spain’s Stock Extreme Championship. Javi Forés on BMW S1000RR had an impeccable season, with six wins out of seven. The team was the key to winning the championship on points.

Motorrad Competición has renovated its structure. In Moto2 with Adrian Bonas-tre, Amadeo Llados and Nikki Coates, and in Stock Extreme, Dani Rivas and Xavi Del Amor join Berto Lopez, who is in his second season with the Motorrad team and is feeling very good. These three riders are aiming for the national title. The Stock Extreme category is a spectacular competition with bikes from 750 cc to 1200 cc. It is the top category of the Spanish Speed Competition.

There have been three trials to date. Another five remain; 10 July (Albacete); 11 September (also in Albacete); 3 October (Motorland Aragón); 13 November (Ricardo Tormo in Valencia); and the last race on 20 November (Jerez).

Thanks to the global agreement between El Corte Inglés and Fast Moto Service, the Motorrad group’s fast service chain has opened a new Fast Moto service with CEPSA Lubricantes’ image in the HIPERCOR stores in Sanchinarro (Madrid) and Av. de Francia(Valencia), where bikes can be checked, tyres, oil, brake pads, transmission kits and batteries etc. can be changed, accessories can be assembled and minor repairs can be carried out.

DANY TORRES, king of the desert

CEPSA Lubricantes sponsors the 2011 “Copa Motorhispania RX-125R Andalucía”CEPSA LUBRICANTES S.A. has rea-ched a collaboration agreement with Motorhispania, a brand and manufac-turer of motorcycles, and Andalusia’s motorcycling federation (Federación Andaluza de Motociclismo - FAM) to sponsor the first Andalusia RX-125r Motohispania Cup in 2011.

This one-bike-brand competition will be held between May and November 2011 in five classifying trials on the most representative circuits in An-dalusia (Jerez, Guadix and Tabernas), and will form part of the FAM’s speed championship. Boys of up to 17 years of age and girls of under 19 can take part. The motorbike chosen is the RX 125R which gives its name to the cup. The novelty with respect to earlier trials with this cubic capacity are the 4-stroke engines, which along with a competition kit contemplated in the FAM’s technical regulations, aims for maximum mechanical equality. CEPSA Lubricantes is taking part in this project which aims to provide economic and promotional aid for young people who are starting up in this exciting sport. In addition, the idea is to make this category a real breeding ground for Andalusian and Spanish motorcycling, a springboard for our riders to leap to the top of motorcycling.

When summer’s coming

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When summer’s coming, many of us have certain customs that we never change. One of the customs I share with the majority of Spaniards is to put my feet up on the sofa and settle down for a glorious siesta. As we are waiting for the sweet moment when we fall into the arms of Morpheus, we zap compulsively while our minds take off searching for unanswe-rable questions. Which of us has never wondered, “Why do we open our mouths when we are putting drops in our eyes?”

Far from ignoring the result of such a major question, some people even find a possible solution to the dilemma. Some even find a convincing answer, “Well, the thing is that with all the chemicals in these things, who knows if there are traces of tequila in it.So... in it goes!” What I’m saying may seem strange to some people, but that’s the kind of thing I think about. Once I started to think about what travel would be like in the fu-ture. I imagined it would be through some tele-transportation system so that you would get from your home to your des-tination in the blink of an eye. However, considering how we do things in Spain and the level of some airlines (ejem), I’m sure we could change the way we travel, but not the conversations afterwards. I bet we’d say, “It’s just incredible! It took me 4 seconds to get there!... Delayed again!” And if anyone doesn’t go along with this, it’s because they don’t want to. At least we can be sure that, as time goes by, innovation is the order of the day in this transport business. For instance, airport security mea-sures are increasingly strict. And because of that, they’ve

had to innovate the processes to get through security control. In the old days, you just used to stroll through. Now you find a guard repeatedly shouting, “Wallet, mobile phones, watches, belt...”The only thing he doesn’t say is “Come along, come along, now... Everything for a pound! I’ve only got a few left. Don’t miss your chance!” The worst thing is when you’re unlucky enough to go through the arch and it starts to beep. Poor you. You are frisked so seriously that they sometimes recognize it as a company medical. At last, it all comes to an end. They let you through, with your belt half on, your shoes in one hand and your case in the other, while you’re thinking, “Goodness, that was some frisking. And he didn’t even give me his telephone number. They’re all the same...”I think that’s why lots of travellers decide to get to their holiday destination by any means except by plane. One of the people who I think could check out the innovations in means of transport first hand would be one of our childhood legends:

Willy Fog. The man (or lion in the cartoon version) bet his fortune that he could travel round the world in eighty days. Obviously he wouldn’t take that long today. He’d take a lot longer... between security controls, extension work on the railways, metro strikes... He would have lost the bet, without a doubt. What is true is that sometimes innovation is a step backwards. That’s what I think about people who decide to “innovate” during their holidays and opt for rural tourism. An idyllic little house in the country is not enough for them. The fewer comforts and the further away from civilization, the better. They’re mad! These are the people who then get great pleasure out of telling you about their adventure, “The hotel was really, really rustic. There was no electricity or heating and the bugs kept you company at night.” And you feel like asking, “What about the receptionist? Was she a White Lady?” And they reply, “Well yes, but she was wearing a woolly jacket because it was so cold...” It doesn’t surprise me that when I start to think of this, I start to doze off. And if I have trouble getting to sleep, all I have to do is put on a documentary about

animals. I mean, it is the most popular programme at siesta time... We don’t innovate much in that.

by Pedro LlamasHUMOUR

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Product islands in Tiendas A.There is some unusual news in the sales performance at this chain, which was being hit by the severity of the economic situation. The product was positioned on display and the sales made were largely the result of the suggestions of the store’s staff. A significant reduction in the price, of around 10%, has boosted sales and the products are doing extremely well. In this increase in sales, the “display”, a jolly “little truck” was decisive for custo-mers when it came to choosing CEPSA Lubricantes products. Sales look very likely to continue on this upward trend.

CEPSA MOTO 2011Advertising campaignCEPSA Moto 2011’s campaign for this year revolved around the figure of its freestyle rider Dany Torres. The sport Dany compe-tes in involves risk, endurance, creativity and innovation and this leads to the need for products which care for his motorbike to a maximum, like CEPSA Moto lubricants. True to the commitment to useful inno-vation, our CEPSA MOTO 4T lubricants have obtained the most exacting quality standard in the motorcycle lubricant mar-ket: the JASO MA2, which takes better care of the engine and the transmission, besides providing a perfect balance between the slip and the bearing on the clutch disks.

Direct marketing actions and advertise-ments online and on paper were used to reach all our customers and end users.

CEPSA organizes talks on lubricants and lubrication in CEUTAThe oil company CEPSA held the 1st Conference on lubricants and lubrication in Ceuta. The event was held on 7 April at the Hotel Parador la Muralla in the city of Ceuta, as was reported in the local press. Aspects of the lubricant world were explained during the event. Moreover, participants agreed to create a debating forum to discuss contents and experiences in the world of automotive lubrication. In this respect, explanations were given about the latest specifications of a sector where technological develo-pments and environmental regulations have produced major changes in the past few years.

FLASHES

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Scenes from the history of petroleumContinuing with his orderly description of the first advances in

the industry, the author tells us about two pioneers in resear-

ching the derivatives of heavy fractions to be used as lubricants:

Joshua Merrill and Robert Chesebrough.

Derivatives of heavy fractions

Amongst the swarms of onlookers, adventurers, investors and people of all kinds who moved between the oil wells in Titusville (1) in 1860, poking around to learn was Robert Augustus Chesebrough, a young chemist from New York.

Up until then Chesebrough had refined carbon and whale oil for lighting and had also been involved in lubricants, which is why the news of the discovery of great oil fields, oil being a cheap raw material for these products, led him to travel to study its extraction in situ and the rudiments of what was done with the substance.

When he was watching the drilling, his attention was drawn to a thick dark greasy material, a sort of sticky mud which made the workers handling the drills and bars curse because this stuff, which was produced spontaneously from crude oil by the beating movement of the drilling equipment, caused them to get blocked time and time again and this meant that the workers had to repeatedly clean all their tools to be able to continue working.

He was also surprised to find that many people used small quantities of the product as a balsam and cream for wounds and burns for both humans and horses.

Chesebrough returned to New York with a stack of notes on what he had seen and a substantial sample of the sticky substance. Throughout the 1860s he experimented with the substance in search of better lubricants. Finally, in 1869, he obtained from the residue of vacuum distillation of this type of crude oil filtered through animal carbon a gelatinous odou-rless substance which liquefied in the form of transparent matter between 30 and 42ºC, did not saponify and, unlike paraffin, did not crystallize either.

He immediately patented this substance with the name of “Vaseline” (perhaps a combination of the German word wasser, water, and the Greek

word elaion, oil) and, vehemently believing in this product, he managed to find a way of broadcasting it and selling it, inventing a mar-keting system previously unheard of.

He drove all round New York State in a wagon, promoting it in the street like any other hawker. He burnt his skin with acid and made cuts in it and then applied the Vaseline, and he showed earlier wounds which had already healed. Lastly, he sent thousands of free sam-ples to doctors and pharmacists with brochures where he explained the extraordinary virtues of his petroleum jelly.

The Vaseline itself did not contain any cica-trizant, antiviral or antibacterial component

and so it was simply the fact that it waterproofed the wound, preventing contamination and the loss of dampness, which favoured healing.

When he was fifty, Chesebrough fell sick with pleurisy and, convinced of its extraordinary virtues, he made them smear Vaseline or petroleum jelly all over his body every day. He was finally completely cured. He lived for 96

years and claimed that his long life was thanks to taking a spoonful of Vaseline every day.

He finally obtained universal recognition in the world of Medici-ne and Pharmacy. Many doctors issued favourable unequivocal opinions on the properties of Vaseline and so it was publicized in eminent scientific journals. A renowned doctor of medicine

made the chemical formula which consolidated the technical registration of the invention forever.

In 1873 he came to an agreement with Samuel Colgate, the founder of the pharmaceutical firm Colgate & Co., to whom he granted the rights to the product for the whole of the USA. Later, he star-ted the “Chesebrough

Manufacturing Com-pany” for foreign exports. In the middle of the following century, the company merged with the firm T.T. Pond Co., giving rise to the Chesebrough-Pond Company.

Derivatives of heavy fractions: Lubricant oils

Vaseline, petroleum jelly or petrolatum was one more of the derivatives from the distillation of the heaviest crude oil fractions, along with fuel oil, natural lubricants, refined oils, deodorized neutral oils, mineral sperm oil and paraffin wax.

After kerosene, petroleum lubricant oils were destined to be the most valuable refined product but their relative importance was insig-nificant until the end of the 1860s. Their production was more of an art than a science.

Despite the virtues which distinguished them from lubricants of animal origin, such as their low cost, their lesser oxidation and gumminess and the fact that they did not go rancid, all the hard work employed in making them failed to overcome their deficiencies in body, viscosity, smell and colour, not to mention the serious disadvantage that they easily ignited at low temperatures. All of this is the same as explained about lubricants obtained from coal, such as the famous “coup oil” (2).

Consequently, their market was reduced to only using them to adul-terate vegetable and animal oils. Moreover, to be relatively successful with these fractions, considerable refining skills and laborious proces-ses were required. 1870 jar of Vaseline

Chesebrough’s wagon

Legal Advisor to CEPSA Lubricantes and CEPSA Gas Licuado

Robert Chesebrough

Adding heat to the process (VI)

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Scenes from the history of petroleum

Natural lubricants

For this reason, the majority of the few pioneering refiners interested in lubricants turned to producing natural lubricant oils directly from crude oil. To do this, the most important thing was to select a high gravity crude oil, which appeared smooth, had a good body and other favourable characteristics, to treat it lightly with steam to eliminate contaminants and volatile hydrocarbons and, lastly, to subject it to a similar treatment to the clarification of natural oils.

For generations, one of the best known and most widely used practices for purifying and improving the smell and the colour of all types of oils was to filter crude oil through animal or vegetable carbon and the residue of burnt bones (calcium phosphates).

Robert Chesebrough exploited this process between 1865 and 1866 and, although it was public knowledge, he obtained a series of patents, covering all the stages of filtering carbon or petroleum oil. One of these patents was the one called “filtrene”, a product obtained by filtering a smooth heavy crude lubricant from West Virginia.

These processes did not manage to overcome the disadvantages of smell and colour or to efficiently eliminate the sand, dust and other contaminants or the volatile matter, so they were unreliable as regards the risks of combus-tion. For this reason, the insurance companies applied higher tariffs where they were used, thus holding back their being marketed.

Refined lubricants.

J. Merrill and W. Atwood (3), from Downers refinery in Boston, were al-ready experts in obtaining lubricants by refining coal and they were undou-btedly the people to make the biggest, most historical advances in obtaining lube oils from petroleum before 1865.

Their procedures involved refining different types of crude oils ac-cording the type of oil desired - cylinder oil or spindle oil - and implied patient processes of freezing, pressurizing, treatments and destructive bidis-tillation to eliminate the lightest kerosene fractions. That was the technique at the time but, despite the laboriousness of the procedures, it was impossible to get round the obstacle of the product not being accepted in the market.

At the same time, many small refiners on the coast started to refine paraffin oil from the residues in the bottom of the still. These residues were a fine tarry substance which remained in the stills with the coke after the normal refining process had been completed.

For a long time, this residue had been considered to be useless, except occa-sionally as a fuel for boilers. Its volume represented approximately 15-20% of the total load in the still.

This new lubricant was inferior to Attwood and Merrill’s lubricants, which were more directly refined from paraffin oil than the residue, but its cost and, consequently, its price was more competitive.

Deodorized and neutral lube oils.

It was Joshua Merrill who finally managed to come up with the process to make paraffin oils from petroleum competitive with animal or vegetable oils. Since the mid 1860s the primary object of his work had been to improve the colour, smell and viscosity of the product without carbonizing it or cracking the heaviest oils.

One day when Merrill was working on intermediate stock, which was too light for a lubricant without further distillation and too heavy for lighting oil, and before the distillation temperature had surpassed 300ºC, the obstruction of a condenser obliged him to turn down the heat and continue the distilla-tion at an unusually low temperature.

Although some fractions of light kerosene were distilled, many hours of slow distillation failed to reduce the contents of the still enough to turn off the heat completely and so the heat continued on very low.

On returning two days later, when the still had cooled down sufficiently, Merrill was astonished to find that the heaviest fractions in the still were unlike any he had seen before: they were an excellent yellow colour, with no smell and neutral and oily in body. It did not take him long to work out that the separation of the light oils with the slow distillation process at a low temperature was what eliminated the unpleasant odour and provided the optimum qualities of colour and viscosity of the matter accidentally obtained.

Effectively, the unpleasant smell and the inferior lubricating qualities of the paraffin oils were due to the presence of lighter oils, stemming from des-tructive distillation or cracking. Following a carefully controlled process of slow distillation, these deleterious components could be separated without further cracking, leaving a neutral odourless oil, with a flash point of 260ºC and excellent lubrication qualities.

In order for this procedure to be used for materials with a high boiling point at low temperatures, he designed a special still. When the heat reached 140ºC, the still continued a later distillation with steam heated to slowly increasing temperatures. In 1868, Merrill put his deodorized neutral oil on the market and, a year later, in May 1869, he obtained a patent for his distillation device.

Market response to 50-60 cents per ga-llon was electrifying. Sales doubled in two years, there was tremendous export demand and the lubricant went down in history as the first American lubricant to be exported.

In 1876, Merrill was awarded a medal for his discovery at the Centennial Interna-tional Exhibition in Philadelphia, where great advances in industrial machinery of the time, such as the Corliss Steam Engine, were exhibited.

1890 lubricant packaging machine

Notes:(1) See For Affordable Lighting II (2) See Adding Heat to the Process IV (3) See Adding Heat to the Process II

Corliss engine exhibited at the Centennial Exhibition in Philadelphia in 1876