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Waukesha gas engines

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SERVICE BULLETIN
TOPIC:
IDENT NO:
DATE:
SUPERSEDES:

Cooling System
4-2429H
February 2012
4-2429G

SUBJECT: Cooling System Guidelines and Water Treatment Recommendations

MODELS AFFECTED: All Models
This bulletin, based on engineering documents
S-06699-7 and S-07610-3, provides general
information related to coolant and coolant system
requirements for Waukesha gas engines. The many
changes to this bulletin revision require the user to
read and understand all the content prior to servicing
the cooling system. Special note should be taken to
information related to amine usage (see page 6).

WATER TREATMENT FOR ENGINE

COOLING SYSTEMS
The primary purpose of any water treatment program
is to protect the surfaces of all water passages from
corrosion and any scaling or sludge deposits which will
impede the transfer of heat to or from the water. If the
system is exposed to low ambient temperatures
antifreeze protection is needed. In addition, cavitation
erosion protection is a consideration for engine cooling
systems.
GENERAL COMMENTS
Cooling water quality is one of the most often
overlooked factors in an engine installation. Poor water
quality and lack of coolant maintenance contribute to
scaling, corrosion and sediment buildup within the
entire cooling system. It leads to heat transfer
problems which can result in failed parts and
downtime. This is especially critical in low pressure
steam systems with ebullient cooled engines.

To get the most benefit from any water treatment

program, it is essential to apply the chemicals properly
and maintain close control over the process. Briefly,
inhibitors should be selected only after a thorough
study of the entire system and the specific water to be
used. It may be necessary to preclean or pretreat the
system before it is put into operation. Higher treatment
levels may be recommended during start-up to protect
the system quickly. Later, after protection is
established, treatment levels can be reduced to a
maintenance value. In all cases, it is essential to
monitor the water condition carefully and continuously.
Corrosion, scale, fouling, cavitation and
microbiological growth are the major problems in all
types of cooling systems. Of these corrosion is the
most important.
PRETREATMENT
Pretreatment is preparation of the water system to
ensure that the treatment program itself can work
effectively from start-up. New systems, or existing
ones being returned to service, can contain
contaminants. These include films of oil, grease or
other protective coatings, biological contamination,
rust spots, dirt, casting sand and welding slag. These
materials are an unavoidable result of the systems
construction, transport and storage. If these materials
are not removed by suitable pretreatment, the
subsequent treatment program may not be effective.
Common pretreatments are water flushing and acid
cleaning. Water flushing may reduce solid
contaminants, but may not be very effective on films.
Untreated flushing water may react with unprotected
metal surfaces to form corrosion.

* Trademark of General Electric Company

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Service Bulletin No. 4-2429H

Acid cleaning removes corrosion products and some
mineral scale but has little effect on organic material.
Improper cleaning may lead to severe metal attack.
Improper neutralization may leave metal surfaces in a
highly reactive state and vulnerable to rapid corrosion.
Like the treatment program itself, a system
pretreatment must be based on the advice of a
knowledgeable consultant.
CORROSION
The actual corrosion process is electrochemical.
Refined metals in the cooling system are returned to a
more basic metallic oxide state when they combine
with oxygen carried by the coolant flow. These
chemical reactions usually cause a low-voltage
electric current. Where corrosion will occur in a water
system and to what degree it will progress depends
on a number of factors: quality of water, type of
treatment, metals in the system, surface temperatures
and mechanical conditions (vibration, stress, relative
motion of two adjacent parts, etc.).

Figure 1

Several types of corrosion can be found in engine

cooling water systems:
1. Crevice
2. Cavitation-related
3. Fretting
4. Selective leaching
5. Galvanic

The primary effect of hard scale is to reduce heat

transfer efficiency. A scale layer only 0.025 in. (0.64
mm) (business-card thick) can reduce heat flow by
25 30%. The composition of the scale will determine
the actual efficiency loss. This reduced heat flow
increases operating temperatures and can end in
parts cracking.
Sludge tends to accumulate in low spots and where
water velocity is low. Buildup can restrict or stop water
flow, resulting, as with scaling, in parts cracking. Any
new water brought into the system by a coolant
change or as make-up will add new scale and sludge
forming material to the system.
CAVITATION
Cavitation is a localized pitting which usually occurs on
cylinder liners, pump impellers and certain crankcase
surfaces. It is caused by a combination of mechanical
erosion and corrosion. In severe cases, cavitation pits
can be numerous and deep.

Figure 2

MICROBIOLOGICAL GROWTH
The uncontrolled growth of microorganisms in a
cooling system can lead to deposit formations which
contribute to fouling. Microbial slimes are masses of
microscopic organisms and their waste products and
are usually gooey. This problem is usually associated
with cooling towers or other open cooling systems.
Removal of airborne debris is also of concern with a
cooling tower or other open cooling system.

MINERAL SCALES AND FOULING

Compounds and minerals dissolved in water tend to
come out of solution when the water is heated. They
form either a scale on the metal surfaces or a fouling
precipitate (sludge) in the water system.

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Service Bulletin No. 4-2429H

COOLING SYSTEM GUIDELINES FOR
WAUKESHA ENGINES
1. The radiator or heat exchanger must be sized to
maintain normal jacket water temperature out of
the engine under all site conditions. Normal jacket
water outlet temperature is:
180F (82C) for non-heat recovery applications
220F (105C) for alternate fuel applications
210 235F (99 113C) for heat-recovery
applications
Consult the Engine Specification sheet in the
Technical Data Manual for operating temperatures
of specific engine models.
The engine power rating of intercooled engines is
based on the maximum water inlet temperature to
the intercooler (auxiliary) water pump. Consult the
Power Rating Chart or Technical Data Manual for
power ratings at various intercooler inlet water
temperatures.
The radiator or heat exchanger must be sized for
the site conditions. Remember that special
consideration must be given to altitude, high or low
ambient temperature, and extremely dirty
applications. Consult the Technical Data Manual
Heat Balance subsection of the specific model for
engine, intercooler and oil cooler heat rejection.
2. The suggested minimum jacket water circuit return
temperature into a warm engine is 30F (16.6C)
less than the designed jacket water outlet
temperature with a maximum return temperature
change of 18F (10C) per minute while between
the minimum and maximum operating
temperatures. See latest edition of Form 1091,
Installation Manual, for more information.

5. Heat rejection data are average values at standard

conditions and will vary for individual engines and
with site operating and ambient conditions and
with timing or air/fuel ratio change. An adequate
reserve for this variation and normal design fouling
factors should be used when sizing the cooling
system.
Waukesha suggests a 15% reserve.
6. Use antifreeze protection for applications where
the engine or cooling system can be exposed to
ambient temperatures below 32F (0C) or boiling
conditions are expected at the outlet. An adequate
mixture of ethylene glycol and water or propylene
glycol and water is recommended.
7. If antifreeze or significant levels of other water
treatments are used, the cooling system heat
rejection capacity must be increased. Antifreeze
solutions reduce the heat transfer capability of the
cooling system by approximately 3% for each 10%
by volume addition of antifreeze. As an example, if
a 50/50 solution of ethylene glycol and water is
used instead of 100% water, the heat transfer
capability of the radiator must be increased by
about 15%. For this example, if the capability of
the radiator system is not increased, there will be
an approximate 10F (5.5C) decrease in the
allowable ambient temperature.
8. Initial add and make-up water must be treated
before use in a solid water system.

3. If a unit-mounted radiator with a pusher fan is

used, reduce the allowable ambient or increase
the design temperature by approximately 10F
(5.5C). This is necessary because of the increase
in air temperature as it flows across the engine. If
the driven equipment, such as a generator,
radiates significant heat, then a further
temperature allowance must be made.
4. Coolant flow and allowable system resistance are
based on the pump flow curves for the specific
configuration to which the engine is built. Consult
the Technical Data Manual Cooling Systems
subsection for the specific model.

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Service Bulletin No. 4-2429H

9. The cooling system must be designed to properly
pressurize the system and remove entrained air
from the coolant. This can be accomplished by
proper use of vent lines, a static line and an
expansion tank. Figure 3 illustrates this:

3
2

Table 1: Recommended System Pressure Cap Setting

JACKET WATER
TEMPERATURE

RECOMMENDED
SYSTEM PRESSURE
CAP SETTING

Up to 210F (99C)

7 psig (48 kPa)

210 235F (99 113C)

8 psig (55 kPa)

The pressure cap must have a vacuum relief

function to prevent a vacuum from forming in the
tank during load reduction or cool-down operation.
Only a single pressure cap can be used in a
cooling system and must be at the highest point on
the expansion tank.

1
4

5
Figure 3
1 - Trapped Air
2 - Vent Line
3 - Expansion Tank

A pressure cap is required to prevent coolant

evaporation losses and to prevent boiling in the
system.

4 - Static Line
5 - Cooling
Component
6 - Engine Component

Vent lines should be 1/4 in. (6.5 mm) diameter on

systems with vent lines less than 10 ft (3 m) long,
or 1/2 in. (13 mm) diameter with a 1/4 in. (6.5 mm)
orifice on systems with vent lines more than 10 ft
(3 m) long. These vent lines are piped from high
points in the cooling system to the expansion tank
below the coolant level but away from the static
line connection. The expansion tank must be the
highest component in the cooling system. Trapped
air can then flow to the expansion tank. This
system also bleeds air out of the system during
filling. It must bleed air with the thermostat fully
opened or fully bypassing.
The static line is sized much larger than the vent
lines to minimize flow velocity and pressure drop.
The static line is typically 1 in. (25 mm) diameter or
larger for greater than 400 GPM (1,500 l/min)
systems, and 3/4 in. (19 mm) diameter or larger for
less than 400 GPM (1,500 l/min) systems. This
static line provides a static head pressure to the
inlet of the water pump equal to the height of the
expansion tank plus the pressure of the expansion
tank. Do not assume that a pressure cap will
pressurize the tank to the caps rating.

10. The expansion tank must be sized for 6%

expansion of the coolant. An additional 5% is
recommended for coolant make-up. With these
volumes, an expansion tank should be sized to
contain 11% of the total cooling system volume.
Separate expansion tanks must be used for
separate auxiliary and jacket cooling circuits. A
sight glass is recommended for monitoring
expansion tank level.
11. The expansion tank height and pressure must be
sufficient to provide pressure at the water pump
inlet to meet the requirements in latest edition of
S-09068 for ATGL engines and S-07424-1 for all
other Waukesha engines. Do not assume that a
pressure cap will pressurize the tank to the caps
rating.
12. As an alternative, pressurized expansion tanks
can be used for systems that require high pressure
levels. These are closed systems that do not allow
air to enter the cooling system when the engine is
cold and the coolant is at the lowest volume. A
pressurized expansion tank has a bladder and
uses compressed air or nitrogen to maintain the
required pressure. This means that the pressure in
the cooling system is not in the bladder. Air and
other gases are removed by a degassing tank with
an automatic degasser. A pressurized expansion
tank requires a relief valve to prevent excessive
pressures in case the system is overfilled with
coolant.

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Service Bulletin No. 4-2429H

HT
LT

HT

LT

HT

Figure 4 Bladder-Style Pressurization System with

Degassing Tank
1 - Degassing Tank
2 - LT Pump
3 - Expansion Tank
with Compressor
4 - Pressure Relief
Valve

5 - Balance Line (see

Note 17)
6 - HT Pump
7 - Engine

See latest edition of S-07424-1 for more

information regarding minimum water pump
pressure requirements. To safety and continuously
meet this requirement, a bladder-style
pressurization system with degassing tank and
relief valve is strongly recommended. Waukesha
offers such a system, which includes an air
compressor for the pressure in the bladder,
optionally for 220GL. The pressurization tank is to
be connected near the inlet of the engine circuits.
The degassing tank is to be connected, as
mentioned above for the expansion tank and
pressure cap system, to the highest points of the
engine and its cooling system.
13. Bypass water filtration can remove debris from the
cooling systems on any engine. Bypass water
filtration sized to remove 15 25 micron particles
from 2% of the water flow is recommended for
Waukesha engines.
Adding a coolant filter to your engine remains one
of the most cost-effective means of keeping the
cooling system clean. Every cooling circuit on
every Waukesha engine should have a filter. This,
in turn, extends the life of water pump seals and
cylinder liner packing rings.
The filter is designed to trap particles larger than
25 microns (0.001 in.) in size. Isolation valves
should be adjusted to limit flow to 2% of the total
circuit flow.
Waukesha offers an optional glycol filter assembly
with stand. These are 25-micron, stainless-steel
mesh filters which can be cleaned and reused.
Unlike what is common in the on-highway trucking
industry, these elements do not contain a precharge.

Figure 5
Table 2: Optional Glycol Filter Assembly
P/N*
489501

DESCRIPTION
Coolant Filter Assembly

489508

Replacement Element

489528

Std. Temperature (200F, 93C) Flow Indicator

489648

High Temperature Flow (350F, 177C) Indicator

489527

Seal Kit

* Available 1/2012

Care must also be taken when welding external

cooling system pipes together or when drilling and
tapping a hole anywhere in the water system.
Ensure that the weld slag and chips are totally
cleaned from the cooling system before the engine
is operated. Debris in the cooling system will
cause erosion of water passages and water pump
seals.
14. Jacket water and auxiliary water pump static inlet
pressure must not exceed pressures published in
the specifications section of the Technical Data
Manual for the specific engine model.

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15. For information on ebullient cooled systems, see
latest edition of Form 7030, Waukesha
Cogeneration Handbook, and system
manufacturers.
16. Consider thermosiphoning prevention in cooling
system design. Thermal shock from
thermosiphoning is often a problem in engines
subjected to frequent shutdowns (several times a
week or daily) and engines with coolers mounted
above them. A shutoff valve in the return leg from
the cooler will prevent thermosiphoning.
17. Because of the unique twin-circuit water pump on
the 220GL product line, it is necessary to install a
balance line between the LT (auxiliary) and HT
(jacket) water circuits to avoid a pressure
differential between the inlets of both sides of the
pump. The LT and HT inlet pressures should
balance to within less than 4.4 psi (0.3 bar). This
balance line should be installed preferably within
6.6 ft (2 m) of the inlet locations to the engine and
be a minimum DN25 (1 in.) pipe. Failure to apply
these guidelines could result in premature water
pump failure and/or poor engine cooling system
performance.
NOTE: This requirement for a balance line between
the LT and HT circuits only applies to 220GL engines
delivered with the gear-driven water pump. For
engines shipped after January 2011 with the Auxiliary
Module option code, this balance line is included. If
separate electric pumps are used for each circuit, a
pressure balance between the circuits is not
necessary.

COOLING WATER TREATMENT

RECOMMENDATIONS
SOLID HOT WATER COOLING
Solid hot water cooling is the common, closed loop
radiator-type cooling system where steam is not
allowed to form. These systems generally operate
between 170 200F (77 93C), but maximum
system temperatures up to 265F (129C) are
possible.
Being a closed system, very little make-up water is
required so proper treatment of the original cooling
water will ensure trouble-free service for longer
periods than ebullient systems where make-up water
may be constantly added.
This doesnt mean that closed systems should be
ignored; water samples should be drawn periodically,
daily in some cases, to ensure that additives are at the
correct levels.

The following points should be kept in mind for a

closed, solid water cooling system:
1. Sodium nitrite additive is recommended as a
corrosion inhibitor to protect iron and steel
components. Waukesha recommends 800 2,500
ppm nitrites. In addition to sodium nitrite,
molybdate is added to prevent bacterial growth.
2. A common corrosion inhibitor used by automotive
antifreeze suppliers is silicate. Silicates have the
disadvantage of building up an insulating layer on
components. Silicates more readily drop out of
solution and become used up. Industrial-quality
fluids combining corrosion inhibitors and glycol for
freeze protection are the most commonly used
coolants for closed systems. Silicates are not
recommended for industrial engines and therefore
should not exceed 25 ppm.
3. A copper corrosion inhibitor is recommended.
Tolyltriazole (TT) is a good protector of copper
components.
4. A synthetic polymer is suggested which assists in
preventing scale buildup. Polymers coagulate the
solids in the water, causing them to drop out of
suspension. This action prevents calcium
carbonate from forming hard scale on hot engine
surfaces.
5. A borax buffer should be used as required to raise
the pH of the coolant to between 8.5 and 9.2.

NOTICE
Avoid AMINE solutions since high concentrations of
these will attack critical O-rings in the engine. An
engine that has had amine solutions in it must be
flushed with fresh water or non-amine containing
coolant prior to long-term dry storage. Steam
condensate returning to the feedwater reservoir may
be acidic and contain iron if corrosion has occurred.
This condensate must be monitored to determine
necessary treatment.
6. Softened or demineralized water should be used
for any cooling system fill and make-up. Hard
chemicals (calcium and magnesium) form a lime
scale which insulates hot engine parts from the
cooling water. Cooling water must meet the
following specification:
Calcium (Ca)

Less than 1 ppm

Magnesium (Mg)

Less than 1 ppm

Total Hardness (CaCO3)

Less than 1 ppm

Chloride

Less than 25 ppm

Sulfate

Less than 25 ppm

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Service Bulletin No. 4-2429H

7. A water sampling program will verify that coolant
meets the requirements outlined here and
determine when it needs changing. If a cooling
system analysis program is not used, the cooling
system should be cleaned and flushed annually.
EBULLIENT SYSTEMS
Ebullient, or controlled boiling water, cooled engines
and equipment are extremely sensitive to water
quality. Since water is essentially boiled off during the
ebullient process, hard chemicals are left behind as
scale deposits. If the low pressure steam is used in an
external process, and not condensed for return to the
engine, make-up water is always being added. On the
other hand, closed steam loops which return
condensate to be used again are susceptible to higher
corrosion rates due to chemical changes in the water
as it cycles through the system.
The type of water treatment required depends upon
the design of the steam system and the quality of the
water used.
Ebullient cooling systems require the following
attention:
1. Hardness Removal
Ebullient systems (engines and heat-recovery
equipment) cannot tolerate high levels of hard
chemicals calcium and magnesium. It is
recommended to maintain 0 ppm hardness by one
or a combination of the following methods:
a. Water softening, sodium zeolite type, similar to
common home water softeners, but sized for the
application. Sodium zeolite (salt brine) causes a
reaction that attracts hard chemicals which
congregate on resin beads within the softener.
These chemicals are then periodically flushed
away. Softeners can greatly reduce water
hardness but not totally eliminate it. Levels of
0.5 to 1 ppm hardness may remain, which
should be further reduced by phosphate
treatment.
b. Phosphates can be used which causes a
precipitative reaction when in contact with
calcium. This means that calcium phosphate is
formed which drops out of suspension as a soft
sludge at the lowest points of the system.
Bottom blowdown ports are required to
periodically rid the system of accumulated
sludge.
As phosphate will not react with magnesium
salts, silicates are added to precipitate the
magnesium. Again, blowdown is required. For
silicates to work, pH of the engine water must
be 10.5 minimum.

c. Chelants and polymers, chemical additives

which prevent scale, do not precipitate the hard
chemicals. Instead, the hard chemicals are kept
in suspension until reaching the surface of the
steam separator where continuous surface
blowdown will purge them from the system.
d. Deionization or demineralization is a process
similar to sodium zeolite softening. The end
result, however, is completely mineral-free
water. Although mineral-free, demineralized
water is corrosive and must be treated
accordingly.
2. Blowdown of Ebullient Systems
There are two types of blowdown: surface and
bottom. Continuous surface blowdown in the heatrecovery unit will reduce the total dissolved solids
(TDS) which increase through addition of make-up
water or condensate return. TDS includes
hardness ions, alkalines, silicates and iron. Total
alkalinity, also called M alkalinity, is that portion of
TDS composed of carbonate, bicarbonate and
hydroxide alkalinity.
A conductivity meter and probes mounted near the
surface level of the steam separator will monitor
the TDS level to indicate when a blowdown is
required. The probes measure electrical
conductivity of the coolant which increase as TDS
increase. Too high a level of TDS can cause
foaming with carryover of liquid through the steam
system. This produces undesirable wet steam.
Bottom blowdowns are required, especially when
precipitative chemicals such as phosphates and
silicates are added to reduce scaling. These
chemicals produce a soft sludge which must be
removed at the lowest areas of the engine and
steam separator through blow ports. Blowdown
frequency should be twice per shift for 15 seconds
or as recommended by a local water treatment
specialist.
See Figure 6 for recommended chemical feed and
blowdown locations.
3. Oxygen Scavengers
Water can contain dissolved oxygen and carbon
dioxide. These gases can lead to corrosion of
metal parts. An oxygen scavenger eliminates
oxygen and reduces the likelihood of corrosion.
Sodium sulfite is a typical chemical oxygen
scavenger. This chemical reacts with oxygen to
form sodium sulfate which stays in suspension
until surface blowdown eliminates it from the
system.

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Service Bulletin No. 4-2429H

Other scavengers are available but they are not as
safe to handle as sodium sulfite.
4. pH
pH is a measure of alkalinity or acidity of water. As
mentioned, pH of the engine jacket water should
be maintained at 10.5 to 11.5 to allow certain
hardness removal chemicals to work.
In the steam separator, H2O and CO2 combine to
form carbonic acid, H2CO3. This acid is corrosive
to downstream pipework and equipment. The pH
after the steam separator will drop in conjunction
with H2CO3 production.
pH should be kept at 7.5 to 8.5 in the steam loop to
prevent corrosion. Neutralizing chemicals may be
added to improve pH.
WATER QUALITY AND TESTING
Water treatment products vary in the chemicals used
in their makeup. All are proprietary to the water
treatment specialist who markets them and he knows
how they will perform with a given quality of water in a
particular cooling system. Most products will do a
good job with a good quality distilled or deionized
water but may not perform well with a poor quality
water, which may be hard with chlorides and/or
sulfates. Some products may perform well with a
poorer quality water but may require an increased
treatment level.

Their recommendations should include the following:

a. Any required cleaning of the system and how it
should be done
b. Any pretreatment required if the quality of the
water is questionable
c. Type of water treatment to be used and the level
at which it is to be maintained
d. Control limits, if required, for pH, hardness, total
dissolved solids, alkalinity, chlorides, sulfates,
silica, etc. that must be held in the treated water
e. Frequency of tests for level of treatment and/or
when water samples should be taken and
analyzed
f. Corrective actions to be taken when control
limits are exceeded
g. Amount and frequency of blowdown (ebullient
cooled systems)
Once the treatment program is in place, frequent
testing of the engine jacket water, make-up water and
any condensate returned must be performed to ensure
that the required water quality is being maintained.
Table 3 lists recommended tests and acceptable limits
for ebullient cooling systems. Some of these tests may
be applicable to solid water systems. Consult your
water treatment specialist.

It is absolutely essential that a competent water

treatment specialist be consulted to prepare a good
water treatment program. Mogul Division of Dexter
Corp., Calgon Corp. and other knowledgeable
companies are available. Review with the chosen
representative the details of the engine water system
to be treated.
The following should be covered at a minimum:
a. Metals in the system contacted by the coolant
b. Operating temperatures
c. Source and quality of water (if known)
d. Type of system: solid water or ebullient (steam)
e. Amount of make-up water required
f. Age of installation
g. Previous water treatments used and any history
of corrosion or scaling problems
h. Engine model, speed and type of operation
(standby, loading, etc.)

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Service Bulletin No. 4-2429H

Table 3: Recommended Testing for Ebullient Cooling Systems
WATER CIRCUIT

TEST TYPE

Feed Water
Make-up Water

ACCEPTABLE LIMITS

Total Hardness

0 ppm

Water softening/phosphates

Total Hardness

0 ppm

Water softening/phosphates

Chlorides

Should equal untreated water

Check softener rinse cycle

10.5 11.5

Adjust blowdown frequency

2,500 3,000 MMHO

Adjust blowdown frequency

pH
Conductivity
Engine Jacket Water

Condensate

CONTROL

O2 Scavenger

30 50 ppm sulfites

Total alkalinity

200 600 ppm

Scale Inhibitor

Varies

pH

7.5 8.5

Adjust treatment level

Adjust blowdown frequency
Adjust treatment level
Adjust neutralizing chemical
level (see NOTICE below)

NOTICE: Avoid AMINE solutions since high concentrations of these will attack critical O-rings in the engine. An
engine that has had amine solutions in it must be flushed with fresh water or non-amine containing coolant prior to
long-term dry storage. Steam condensate returning to the feedwater reservoir may be acidic and contain iron if
corrosion has occurred. This condensate must be monitored to determine necessary treatment.

RECOMMENDED FEEDING AND BLOWDOWN CONTROL

(SCHEMATIC REPRESENTATION ONLY)
EXHAUST OUTLET
STEAM TO
PLANT USER

EXHAUST
NEUTRALIZING
CHEMICAL

WAUKESHA DIESEL
OR GAS ENGINE
INTERNAL
JACKET AND
MANIFOLD

HEAT
RECOVERY
BOILER

1
SOFT MAKE UP H20

HOT WATER
EBULLIENT
CONDENSATE
RETURN
FEED WATER
RESERVOIR
3

FEED WATER PUMP

2

FRONT AND REAR CORNERS

CHEMICAL PUMP

O2 SCAVENGER
AND CHEMICAL
INHIBITORS

Figure 6

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Service Bulletin No. 4-2429H

BLOWDOWN PROCEDURES
1

Continuous surface blowdown controlled at recovery boiler.

Bottom blowdown for recovery boiler Frequency should be twice/shift for 15 seconds each or
as recommended by local water treatment company.

3, 4, 5, 6

Bottom blowdowns for ebullient engine Frequency: Before start-up and after shutdown (to
prevent starving engine or circulating water) or as recommended by local water treatment
company.

CHEMICAL FEED
The O2 scavenger may be fed mechanically to the feed water section or to the hot water ebullient section based
on feed water pump impulse consult local water treatment company.
Neutralizing chemical fed continuously to steam header with pump.

GLOSSARY OF WATER TREATMENT TERMS

Alkalinity

A measurement of the acid-neutralizing capacity of a water or coolant. It is usually

expressed as M alkalinity (methyl orange indicator) or P alkalinity (Phenolphthalein
indicator). These values are also used in boiler water and cooling tower water as controls
to predict the tendency for a water to precipitate calcium and form scale. Reserve
alkalinity is a term used by antifreeze manufacturers to indicate the level of inhibitors in
solution. Total alkalinity is another name for M alkalinity.

Blowdown

The process of removing total dissolved solids or precipitated sludge from a cooling water
system.

Cavitation

A type of localized pitting occurring on cylinder liners and other surfaces, usually
perpendicular to the axis of the crankshaft. The mechanical vibrations of the liner cause
dissolved gas and vapor bubbles to form collapse on the surface. As the bubbles
collapse, the shock forces remove the protective films or coatings and erode the surface.
If the inhibitors of the water treatment cannot keep up with this erosion, rapid localized
corrosion also occurs. These actions combine to form deep pits on the liner surface. This
type of damage is also found on water pump impellers if the net positive suction head
(NPSH) requirement of the pump is not maintained.

Chelates

Chemical compounds used in cooling system cleaners to remove oil contamination, scale
and deposits from a cooling system. System must be flushed with water before filling with
treated water.

Chloride

A dissolved salt in water which forms ions that increase the conductivity of water and
interfere with the protective films formed on the surfaces of metals. It increases the
corrosion tendency of water.

Chromates

A common corrosion inhibitor. Chromate treatments are usually used in a pH range of

7.0 9.5. A typical dosage is 600 1,500 ppm CrO4. Since chromate is an anodic
inhibitor, it is essential that a continuous chromate film be maintained. At chromate levels
less than 200 ppm, the inhibiting film can become spotty. Corrosion will then become
concentrated at individual points causing rapid, severe pitting. Chromates cannot be used
with ethylene glycol antifreeze because of chemical reactions which will occur.
Chromates can also be altered chemically to a non-inhibiting, sludging form by reaction
with hydrogen sulfide (H2S), stack gases, nitrites, ammonia and certain organic
chemicals.

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Crevice Corrosion

A type of localized pitting occurring in or at the edges of close-fitting areas such as the
liner flange to the crankcase. The stagnant conditions of the coolant in the fit area make it
difficult to establish films or coatings for corrosion protection.

Deaeration

All water contains some dissolved gases. Increased pressure of the gas and any
splashing at the water surface will increase the amount of dissolved gas in the water.
Deaeration removes these gases by steam scrubbing, heating or by the addition of
chemicals. Dissolved oxygen and carbon dioxide increase corrosion in water systems.

Deionization

Or demineralization is a process in which all dissolved mineral salts and ions are
removed from water, resulting in almost chemically pure water. This purity makes the
water very corrosive, so it must be treated with inhibitors before use in an engine water
system.

Fretting Corrosion

Occurs when two highly loaded surfaces rub rapidly together, causing mechanical
removal of metal and the protective films or coatings. The localized frictional heat
accelerates corrosion. This type of corrosion can occur in fit areas of liner to crankcase.

Galvanic Corrosion

When dissimilar metals are coupled in an electrolyte such as an engine coolant, they tend
to cause an electronic current to flow through the metal. Metals high on the galvanic
series chart (anodic) tend to go into solution leaving electrons behind to flow to the
metals low on this chart (cathodic). Corrosion tends to concentrate on the metals high on
the galvanic series chart, particularly if the relative area is small compared to the cathodic
parts. This type of corrosion may occur in aluminum parts such as valves, fittings,
heaters, etc. when used in a water system and requires special attention when selecting
a water treatment.

Hardness

Calcium and magnesium salts in water cause hardness. It is usually measured and
reported as total hardness as CaCO3 in PPM. If not removed from the water or treated
chemically, these salts will break down with heat to form sludge, carbon dioxide and scale
on the hot surfaces in the engine. The carbon dioxide recombines with the water to form
carbonic acid and accelerates corrosion. Temporary or carbonate hardness will drop out
(form scale or precipitate to form sludge) with increased temperatures; permanent or
non-carbonate hardness will not.

Inhibitor

A chemical part of a water treatment which reduces or stops corrosion by interfering with
the corrosion mechanism. They function by forming a protective film on the metallic
surfaces of the cooling system. The inhibitors are known as anodic or cathodic
depending on what part of the corrosion cell the films are formed on. Those that form
films on all metal surfaces are called general corrosion inhibitors.

Ions

When any substance dissolves in water, it breaks down into electrically charged atoms
called ions. Some are (+) charged (cations); others are (-) charged (anions).

pH

A measurement of hydrogen ion concentration which indicates the acidity of alkalinity of

the water. The pH scale is from 0 (highly acidic) to 14 (highly alkaline), with a 7.0 reading
neutral.

PPM

A ratio calculated on the basis of the whole being divided into 1 million equal parts. The
value may be calculated on a volume (ppmv) or weight (ppmw) basis. For example, if 1
pound of chemicals is mixed with 9,999 pounds of water, there is 100 ppmw of chemicals
in the mixture. Note that 10,000 ppm equals 1%.

Pretreatment

Any preliminary cleaning or preparation of the water system to ensure that the treatment
program works effectively right from the start.

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Rainwater

A natural deionized water. Rainwater contains large amounts of dissolved oxygen (O2)
and carbon dioxide (CO2), however, which makes it unsuitable for cooling systems
without treatment.

Selective Leaching

Or de-alloying is a type of corrosion of alloyed metals. In brass it is called dezincification

and involves the process of zinc dissolving into the water, leaving a weak porous copper
structure in place of the original brass alloy. This type of corrosion is sometimes found in
heat exchangers and radiators if a poor quality water and/or marginal water treatment is
used.

Silica

A dissolved mineral in water which combines with calcium and magnesium to form a
dense scale.

Softening

A pretreatment given to water before it is treated with inhibitors and used in an engine.
Several different softening processes are used to reduce the hardness and scale forming
tendency of water. In some processes, the calcium and magnesium in the hardness salts
are replaced with sodium resulting in no reduction in the total dissolved solids in the
water. In other processes the chemical reactions actually remove these dissolved salts
and result in a large reduction in total solids. None of the softening processes will remove
chlorides, sulfates or silica from water if they are present.

Solder Bloom

A type of lead/tin corrosion found in solder-type radiators if poor quality water and/or
marginal water treatment is used. Corrosion is concentrated at the solder joint because of
galvanic action and the relatively small area of lead/tin to copper in the radiator. The
bloom or corrosion deposit formed is relatively weak and rapidly disintegrates the solder
joint to cause leakage.

Solids

Suspended solids are those that can be removed by settling or filtration. Dissolved
solids are impurities and organic matter in solution. Total solids are the sum of
suspended and dissolved solids. Higher levels of total solids increases the conductivity of
water, tending to increase corrosion.

Sulfate

A dissolved salt in water which forms ions that will combine with calcium and magnesium
to form sulfate scale. These compounds can also combine with hydrogen to form acids
which make water corrosive.

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