BROCK TURBULATORS

OUR BUSINESS IS IMPROVING HEAT TRANSFER EFFICIENCY AT THE LEAST COST

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Brock Turbulators manufactured by Fuel Efficiency, LLC.

36
 BROCK TURBULATORS
BROCK TURBULATORS REDUCE BOILER OPERATING COSTS

4 Significantly reduce fuel consumption in
most types of boilers – As much as 6-16%
savings in many cases.
4 Increase boiler capacity by producing
more heat without increasing fuel
consumption.
4 Provide insurance against rising fuel
costs and fuel shortages.
4 Improve heat transfer efficiency by
providing the same heat using less fuel.
4 Reduce soot accumulations and decrease
boiler maintenance.
4 Extend boiler life.

6000F
BROCK TURBULATORS IMPROVE HEAT
TRANSFER EFFICIENCY

BOILER WITHOUT BROCK TURBULATORS

Hot gases contract, lose contact with tube or flue walls,
then slide along in a hot, inner core. Insulating cooler
gases are in contact with tube walls. Hotter gases rise
and flow mainly through the top tubes. Lower tubes
become “lazy.” Excessive heat, lost up the stack, shows
up as a high stack-gas temperature.
4000F

BOILER WITH BROCK TURBULATORS Brock

Turbulators cause hot gases to scrub against tube walls
transferring more of the heat to the surrounding water.
Longer TURBULATORS installed in the top tubes
cause all tubes from top to bottom to work equally
hard. Lower stack temperatures prove the boiler is
using the fuel more efficiently to make hot water or
steam.

37
BROCK TURBULATORS
TURBULATORS FOR SHELL AND TUBE HEAT EXCHANGERS

4 Custom-made to fit your application 4 Variety of configurations available

4 Available in any length to meet your 4 Easily and quickly installed

requirements

4 Lowest delivered cost

4 Send us your existing specifications or

requirements

4 Free parts for testing - call us to see if you
qualify

Turbulators by Fuel Efficiency are proven to increase

inside heat transfer coefficients and the overall efficiency
in many types of heat exchange equipment.

38
BROCK TURBULATORS
TURBULATORS MANUFACTURED BY FUEL EFFICIENCY, LLC. ARE USED IN MANY TYPES
OF HEAT EXCHANGE EQUIPMENT INCLUDING:

4 Firetube Boilers 4 Water Heaters
4 Shell & Tube Heat Exchangers 4 Radiant Heaters
4 Immersion Heaters 4 Cast Iron Sectional Boilers
4 Line Heaters 4 Heat Recovery Units

HOW DO TURBULATORS WORK TO wall, greatly reducing heat transfer efficiency. Brock
INCREASE HEAT TRANSFER EFFICIENCY? Turbulators break up the hot core and force the heat
This diagram shows hot, turbulent gases entering a into intimate contact with the tube wall, creating a
tube and quickly taking on the shape of the tube. The scrubbing action. The dead gases are swept away
gases pass through the rest of the tube length in a allowing a more intimate contact between the hot
non-turbulent laminar flow. As the gases surrender gases and the tube wall. This results in more heat
their heat, they contract and form a hot core. The transfer through the tube wall and less wasted
result is the formation of latent gases which act as a through the heating system.
barrier between the hot gaseous core and the tube

PROVEN EFFECTIVE BY INDEPENDENT ASME TESTING.

Fuel Efficiency, LLC also has other products available to reduce operating costs and increase operating efficiency:

4 Automatic Tube Cleaning Systems for Firetube Boilers

4 UltraScale-Away Waterside Descaler

4 Ultraspray Fireside Cleaning Concentrate

4 Brock Stack Temperature Monitor / Alarm

4 Gaskets for Waterside and Fireside Applications

39
WHAT, WHY, HOW MANY & WHERE...
FOR BROCK FUEL SAVER TURBULATORS IN FIRETUBE BOILERS
Brock Turbulators as applied to firetube and cast iron
sectional boilers.
What are they? Brock Turbulators are patented
baffles, engineered to the conditions of each boiler or
heater, and varying in length, width and number. Each
Turbulator consists of a strip of steel with radical
spaced bends fitting the I.D. of the tube or chamber.
Their purpose is to create the greatest possible
turbulence in the flow of the combustion gases, and
spread the combustion gases evenly over the boiler
heating surfaces.
Why is this desirable? Certain laws of the
conduct of gases work against efficient heat transfer.
As fuel and air are mixed and combustion takes place,
the resultant gases are greatly expanded - to perhaps
five times their size and one-fifth of the density of
room air. These expanded gases, as they enter the tube
or chamber, are turbulent and give off heat freely. But,
as they cool, they contract in size. They no longer fill
the tube or chamber, but draw away from the metal
surface, lose their turbulence, and slide forward in
laminar flow, leaving a barrier of latent gas between
the heat and the metal. Brock Turbulators break up the
center hot core, scrub away the barrier of latent gases,
and recreate the lost turbulence. This heat formerly
lost up the stack is transferred to the water/steam,
thus creating more water circulation for better heat
release from all surfaces.
Why are the engineered? Any obstruction
in the tubes or chambers reduces the draft and creates
some back pressure. This is highly desirable; but if
carried too far it would “bottle up” more heat in the
vessel than it was designed to hold. All mechanical
equipment has design conditions with limitations for
operating conditions.
Why different sizes? As the hot gases leave
the combustion chamber they do not turn and dive into
the nearest tube they come to. They “pile up” at the top
of the turnaround area, overwork the top tubes, and
neglect the lower tubes. By using longer Turbulators,
causing greater resistance in the top tubes and shorter
ones lower down, we encourage the gases to go deeper
into the water/steam area, where the water is cooler,
and there is more ability to transfer heat. This utilizes
the full heating surfaces of all tubes equally.
How many turbulators should you
use? There is no numerical answer. A boiler with
a pressure-fired gas burner can have a Turbulator
in every tube. With oil, or with an atmospheric gas
burner, when full capacity firing rate is needed, shorter
Turbulators are used. In some rare cases, 10% to 15%
of the bottom tubes are left open.
Must the fire be adjusted? Yes. If it was
“right” before, with the proper CO2 and free from
smoke or CO, it will be too rich after the installation of
Turbulators. Open the air input to bring CO2 down to
the proper level and eliminate smoke. (Air doesn’t cost
anything). If still too rich with air full open, reduce
fuel input or remove two or three Turbulators from
the bottom row. Always maintain the proper burner
draft required when making these adjustments.
Where are they needed? Turbulators are
needed in most all boilers from water heating to high
pressure steam, in either firetube or cast iron sectional
design with 1, 2 or 3 pass boilers fired with gas or oil.
Results: Better thermal efficiency in the
convection heat release sections of the boiler to
produce balanced expansion of heating surfaces
throughout the boiler. Thus relieving any stresses.
Fuel savings on most boilers of up to 10% or more,
as proven by over 10 years actual field use. Increased
boiler output at the same firing rate. Faster warmup
time without producing stresses, no hot spot heat
releasing areas, and no detrimental side effects while
firing or on standby.
History: Brock Turbulators are proven in the field
with thousands of installations in many makes and models
of firetube and cast iron sectional boilers and water heaters.
Results of 98% customer satisfaction in gas and oil fired
equipment. Not to be compared with old style spinner
baffles in either design or improvement results. Brock
Turbulators do not produce any of the undesirable side
effects that the spinner designs have experienced.
Guarantee: Five years against burning out
with free replacement, except in special designed
equipment that produces direct flame impingement or
direct radiant heat on Turbulators. Special applications
should consider stainless steel Turbulators. We expect
the Turbulators to last the life time of any heating
boiler under normal conditions.
40
 INSTALLATION INSTRUCTIONS
FOR BROCK FUEL SAVER TURBULATORS IN FIRETUBE BOILERS
Installation instructions for Brock Turbulators.
The guidance offered here is mechanical, and
supplements the statements of thermal principles
outlined in the “Fuel Efficiency” brochure. Consult
the centerfold diagram of the brochure for clarity if
not here apparent.
SIZES Turbulators are available for all tube diameters.
Order by tube inches OD. We make the necessary
allowances for metal widths and lengths.
Normally 3 or 4 lengths are furnished for a given size
boiler. Exceptions include Cyclotherm or other high-
velocity type boilers, with tubes in concentric rows
around the combustion tube. Special Turbulators and
instructions for these will be furnished upon request.
POSITION IN TUBE: Observe that each Turbulator
is uniform in size and shape except the two ends. The
short plane is the entering end. The other, or handle end,
is substantially longer, and terminates in an off-set “tab”
of approx. 1 inch. The entire length except the tab is
inserted. The extra length of the handle plane holds by
friction against the roll of the tube. The tab end should
come to rest at 10 o’clock, or 2 o’clock regarding the
tube as a clock face. (Shown on Boiler Drawings).
LOCATION OF TURBULATORS: For HRT’s
Scotch Marine or Locomotive types, Turbulators are
installed at the stack end of the tubes. In fire-boxes, at
the entering end of the last pass, but ONLY in one pass.
(Shown on Boiler Drawings).
INSERTING TURBULATORS: Lay out all bundles
of Turbulators by size, break bands with the edge of
a screwdriver, entering ends toward boiler. Start with
longest at top, shorter next, shortest last. Work “close”,
pushing 12 to 15 inches at a move, not 3 or 4 feet. In clean
tubes they will enter freely. Don’t force, or the Turbulator
will kink.
REMOVAL FOR CLEANING To keep area
uncluttered and recognize lengths easily, stand
Turbulators in ash or trash barrel. To minimize
handling, if hand-punching tubes, remove from two
vertical rows, clean; then move Turbulators over, thus
handling once. Ignore original Turbulators until last
two rows are clean, and install there. Turbulators,
themselves, will not usually require cleaning.
41
TESTING AND ADJUSTING: Turbulators supplied
for each boiler will be the longest lengths used in these
boilers, and can be cut to shorter lengths to match any
draft or stack temperature conditions.
After properly installing all Turbulators supplied,
check the stack temperature with a thermometer in
the center of the boiler outlet. The minimum stack
temperature should be 2650F for gas, or 2400F for oil
plus 1/20F for each foot of travel to the top of the
chimney, to prevent condensation.
Example: 25’ of smoke pipe and 75’ of chimney =
100’ of travel or 500F of temperature loss. Minimum
temperature at boiler outlet for gas = 2650F plus
500F = 3150F
If stack temperature is below the minimum, remove
the Turbulators and cut off the small entering end
of each Turbulator about 6” for each 250F increase
in stack temperature needed, then recheck the stack
temperature.
In large boilers the longest Turbulators in the top
rows can be removed and all of the other rows moved
up. Then cut off the longer Turbulators equal to the
shortest lengths and install them in the lower rows.
Check the overfire draft, and if it is below the minimum
draft required for this burner operation, then check as follows:
4 Check to see if the barometric damper can have
weight added to close it and increase the draft needed.
4 Check to see if the boiler outlet damper or overfire
draft damper can be opened more to increase the draft
needed.
4 Check to see if the induced draft fan can be speeded
up to increase draft. Check for any unnecessary
openings in the chimney that can be closed.
4 If the draft cannot be increased, then the Turbulators
can be cut off to shorter lengths until the draft is
permissible for proper burner operation.
4 Where the purpose of the installation is fuel savings
alone, and the present output is adequate, draft can be
gained by reducing fuel input. 90% of the previous
input will produce 100% of the previous output, with
10% savings.
INSTA
T LLATI
TA A ON INSTRUCTIONS
ATI
DESIRABILITY OF TESTING EQUIPMENT Where required to prevent condensation of the flue gas
available, the services of a burner specialist with full moisture until it exits the top of the chimney.
testing equipment is a fine investment. At a point close Natural gas - 2650F at chimney top exit plus 1/20F
to the exit end of the tubes, a quarter-inch test hole temperature loss for each foot of travel.
should be drilled for this purpose. Example: 25’ smoke pipe = 12 1/20
CO2 readings reveal how well the burner is doing 75’ chimney = 37 1/20
its job, and what the air-fuel ratio is. Too little air is chimney minimum gas = 2650
intolerable; too much is wasteful because it cools the min. boiler outlet temp. = 3150
entire boiler system and performs no work. Average draft losses required for Turbulator’s
Stack temperature reveals how well the boiler is resistance to draft, at 100% of boiler rated input.
absorbing the available heat. Depending on the
type of material of the stack, 50 to 1000F above Boiler Type Neg. Draft Pressurized Turbulators
the water/steam temperature is average Turbulator
performance. Economic Firebox .06” W.C. -------- Last Tube Pass
HRT .05” W.C. -------- All Tubes
Excessive draft is wasteful. Zero smoke on gas or light Locomotive Firebox .04” W.C. -------- All Tubes
oil is a must; the lighter the smoke on heavy oil, the Type C Firebox .05” W.C. -------- Last Tube Pass
better. With gas, ANY carbon monoxide is too much. Type C Package .07” W.C. .12” W.C. Last Tube Pass
In non-pressurized burner equipment, some overfire 2-Pass Scotch Marine .10” W.C. .25” W.C. All Tubes
3-Pass Scotch ----------- .38” W.C. Last Tube Pass
draft is a must.
WHAT ARE GOOD READINGS? In a gas fired
boiler operating at 75 to 90 psig, with Turbulators: Some packaged Boiler-Burner units require special
CO2 about 9 1/2%. widths and lengths of turbulators that have been fire
O2 about 4 1/2%. tested at the manufacturer’s plant and will be supplied
No CO. per Boiler-Burner Manufacturer’s model number.
Stack temperature 375 to 4250F.
Stack draft .10 to .15” w.c. Brock Turbulators are guaranteed against burning out
Overfire draft .01 to .02.” w.c. for a period of five years, and they should last the
lifetime of any boiler with reasonable care.
Light oil will require up to .05” w.c. overfire draft, and
yield higher CO2. Brock Turbulators are made for all tube diameters and
lengths needed for any design of boiler.
DESIRABLE TESTING EQUIPMENT: CO2
indicator, chemical or constant-reading electric. Long 4000F
stem thermometer. Draft gauge .0” to .25” w.c. reading.
Smoke tester for oil only. Oxygen and Monoxide indicator
for gas only.
AVERAGE SPECIFICATION CONDITIONS
FOR BROCK TURBULATORS Maximum stack
temperatures at the boiler outlet can be determined by
the following requirements:
A. Not to exceed 1000F above water or steam
temperatures of the boiler.
B. Not to exceed 1000 F above minimum boiler outlet
temperatures. Mimimum boiler outlet temperatures are
42
 COMBUSTION
COMBUSTION, FLAME TEMPERATURE, CO2
CONTENT AND AIR/FUEL RATIOS In order
to understand how to get the maximum heat output
for each dollar spent, certain basic concepts must be
understood. These concepts are discussed here:
WHAT IS COMBUSTION? Combustion is simply
the union of oxygen in the air with the carbon in the
fuel. The oxidation takes place so rapidly that a flame
appears and heat energy is released.
WHAT IS COMPLETE COMBUSTION?
Complete combustion means that all the carbon present
in a fuel that is capable of being oxidized (burned) is
oxidized to its fullest extent - every atom of carbon
is oxidized completely to form carbon dioxide (CO2)
and every atom of hydrogen is oxidized completely to
form water (H20).
WHY DOES EACH FUEL HAVE ITS OWN
MAXIMUM COMBUSTION TEMPERATURE?
Fuels differ in their chemical make-up - not only the
way in which the carbon and hydrogen are combined,
but also because of impurities such as metals and inert
elements such as nitrogen that are present in the fuels.
Each of the elements capable of being oxidized burns
at its own characteristic temperature, and when the
fuel is oxidized completely, maximum heat is released.
The amount of heat released by a fuel is measured in
BTU’s per cubic foot. One BTU is the amount of heat
required to raise one pound of water from 620 F to 630 F.
The BTU vales of some typical gases are:
Type Gross BTU
Natural Gas 1007
Propane 2558
Refinery Oil Gas 1650
Coal Gas 540
Producer Gas 143
Carbureted Blue Gas 536
Sewage Gas 670
43
The approximate BTU values per gallon for standard
commercial grades of fuel oil are:
Commercial BTU per gal.
Grade No.
1 137,000
2 142,000
4 145,000
5 145,000-150,000
6 152,000-156,000
IS IT POSSIBLE TO ACHIEVE COMPLETE
COMBUSTION? No. It would be impossible to mix
the fuel and air so completely that every oxidizable atom
would be oxidized, but a good practical approximation
can be had by combining the proper volume of air
with the proper volume of fuel and thoroughly mixing
them during combustion. When the air and fuel are
combined at the ideal volume for each, the flame
temperature of the fuel will be at its maximum, and the
maximum amount of carbon in the fuel will combine
with the oxygen in the air to form CO2.
Table III-5 lists the flame temperatures and
corresponding carbon dioxide percentage for various
fuels at the ideal air/fuel ratios.
TABLE III-5 FLAME TEMPERATURES AND
CO2% FOR VARIOUS FUELS AT IDEAL AIR/
FUEL RATIOS
Fuel Flame CO2
TEMP
Natural Gas 34500F 11.7 to 12.1%
Propane 36200F 13.7
Butane
36800F 14.0
#1 Oil 32750F 12.4 to 12.8%
#2 Oil 34500F 14.8 to 15.2%
#4 Oil 34900F 15.0 to 15.4%
#5 Oil 35800F 15.6 to 16.0%
#6 Oil 36200F 16.2 to 16.8%
COMBUSTION
WHAT DO WE MEAN BY EXCESS AIR AND
WHY MUST IT BE MINIMIZED? Excess air is the
amount of air entering the boiler in excess of that
needed to completely oxidize (burn) the fuel. Excess
air must be minimized because it has a cooling effect
on the flame temperature and an adverse effect on
the thermal efficiency of the boiler. When excess
air is increased, the flame temperature decreases and
the percentage of CO2 in the flue gases decreases.
The reason the flame temperature decreases is that
the excess air in effect dilutes the hot gases in the
combustion chamber.
CAN EXCESS AIR BE ELIMINATED
COMPLETELY? No. From a practical standpoint
the fuel and air in the combustion chamber never mix
completely and so 20 to 30% excess air is needed to
achieve complete combustion, with most gas or oil
burners.
HOW IS THE PERCENTAGE OF EXCESS AIR
DETERMINED? As the percentage of CO2 in the
combustion chamber increases, the percentage of excess
air decreases. The easiest way to determine the percentage
of excess air is to take a CO2 reading of the flue gases
on the boiler side of the damper. Then using Chart III-5,
determine the percentage of excess air.

160
150
140
130
120
110
100
90
80
70
60
50
40
30
20
10
0

To determine percent excess air, take CO2 reading of flue gases. Find corresponding % CO2 on the vertical axis. Draw a horizontal
line from % CO2 to the place where it intersects the corresponding fuel type (lines A,B,C,D,E,F). From the point of intersection,
draw a vertical line (up or down) to curve G (excess air vs. oxygen). From this point, draw another horizontal line back to the vertical
axis and read percent excess air. Example: Fuel natural gas (max CO2 11.7%), CO2 reading 7.5%, % excess air 56%. Dotted line on
chart shows how percent excess air was determined.
44
COMBUSTION
HOW CAN ACTUAL FLAME TEMPERATURE To determine the actual flame temperature in the
BE DETERMINED? Once the percent excess air combustion chamber, draw a horizontal line from the
has been determined using Chart III-5, it is a simple type of fuel being used to the point where it intersects
matter to determine the actual flame temperature by the line corresponding to the percent excess air. From
using Chart III-6. the point of intersection, draw a vertical line upward to
the point where it intersects the inlet air temperature line
WHAT HAPPENS IF COMBUSTION IS
(800F). Then draw a horizontal line to the vertical axis
INCOMPLETE? If combustion is incomplete because
- temperature rise 0F. Example: Fuel is natural gas. Excess
there is insufficient air to combine with all the fuel,
air is 25%. Theoretical flame temperature is 29300F
carbon monoxide and smoke will form. The flame will
plus 800F inlet air temperature = 30100F. Note: Deduct
be dirty. Soot will accumulate in the boiler. As the soot
approximately 11% for gas and 4 to 6% for oil due to
clings to the boiler surfaces it forms an insulating layer
latent heat dilution due to moisture.
that impedes heat transfer. As a result, less heat will go
into the boiler water, more heat will be wasted up the
stack and stack temperature will rise.

45
DRAFT
STACK TEMPERATURE AND CHIMNEY SIZES FOR VARIOUS TYPES OF BURNERS
Why is draft important? Draft is important
for two reasons. First, once the proper draft is established
it is possible to adjust for high CO2 and low stack
temperature to get the most heat output from the
boiler for each dollar spent for fuel. Boilers equipped
with Brock Turbulators must be adjusted so that the
draft is “just right”. Too much draft is wasteful. This
causes excess air to be drawn into the boiler resulting
in lower flame temperature, decreased CO2 and higher
stack temperatures. Excess air caused by too much
draft absorbs heat that should go into the boiler and
wastes it by carrying it up the stack. By cooling the
flame temperature, excess air due to draft reduces the
radiance of the flame and seriously limits the amount
of heat transferred to the boiler.
WHY IS STACK TEMPERATURE IMPORTANT? chimney is measured in inches. The draft intensity is
Lower stack temperature is the evidence that the boiler
is absorbing more heat, and that less heat is being
wasted up the chimney. In fact, a simple and practical
measure of the intensity of the heat being absorbed by
the boiler is to subtract the stack temperature from the
flame temperature. See the example in the right hand
column.
HOW IS DRAFT CREATED? There are actually
three ways draft is created.
1) By the rising of hot air. This is because hot air weighs
less than cold air. As a result it rises in the chimney.
This is called thermal draft.
WHAT IS MEANT BY NEGATIVE DRAFT,
POSITIVE DRAFT, DRAFT INTENSITY AND
DRAFT VOLUME? A draft is caused by hot gases
moving up the chimney and is called a negative draft
or updraft. Hot gases rising up the chimney cause a
negative pressure in the sealed combustion chamber.
The negative draft can be caused by an induced draft
fan pulling hot gases out of the boiler and pushing
them up the chimney. A positive draft can be produced
in a sealed boiler by the blower on a power or forced
draft burner pushing air into the combustion chamber
and forcing the hot gases through the boiler and up the
chimney. Draft intensity is the measure of the negative
or positive draft of the chimney. The measurement is
taken with a U shaped tube and the height of the raised
column of the water due to the partial vacuum in the
directly proportional to the height of the chimney.
Example: Flame temperature - stack temperature = intensity of
heat absorbed by the boiler.
Flame Stack Intensity of
Temp. Temp. heat absorbed
by boiler
Boiler before
installation of
Turbulators 20000F 6000F 14000F
and before
burner
adjustments.

Boiler after
2)Draft created by wind flowing over the opening of installation 25000F 4000F 21000F
the chimney is called currential draft. of Turbulators

3) Mechanical draft is the draft created by fans or other Boiler after

installation
artificial means.
of Turbulators 27000F 3500F 23500F
and after
burner adjustments

46
DRAFT
STACK TEMPERATURE AND CHIMNEY SIZES FOR VARIOUS TYPES OF BURNERS
DRAFT VOLUME refers to the volume of gas that a
chimney can handle. Draft volume is directly proportional
to the diameter of the chimney and it’s usually expressed
in cubic feet per minute.
WHY IS CHIMNEY SIZE IMPORTANT? Since the
draft intensity is directly proportional to the height of the
chimney, and the draft volume is directly proportional
to the diameter of the chimney, it’s easy to see that the
chimney size has a great deal to do with the ability of
the boiler to draw in sufficient air to fully burn the
fuel, or to get rid of the hot gases produced from
combustion. In short, if the chimney isn’t tall enough
or wide enough to do the job, the condition must be
corrected. Otherwise, it will be impossible to improve
the efficiency of the boiler by installing Turbulators
because there may be insufficient air to allow complete
combustion of the fuel. Table III-7 lists the potential
draft available for chimneys of various heights.
WHERE IS DRAFT MEASURED AND HOW IS
IT MEASURED? Draft is measured at two places:
1.) At the breeching (on the boiler side of the draft
control) and 2) over the fire. To measure the draft at
the breeching, a small hole is drilled in the breeching
on the boiler side of the draft control and a draft
gauge inserted. To measure the draft over the fire,
a measurement should be taken above the fire
through the boiler firedoor or through the rear flame
observation port behind the fire.
WHAT HAPPENS IF THE OVERFIRE DRAFT IS
INSUFFICIENT? If the overfire draft isn’t sufficient,
for the type of burner and fuel being used, there will
be an incomplete mixing of fuel and air, incomplete
combustion, the formation of carbon monoxide and
soot. The soot will adhere to the boiler surfaces and
form an insulating layer that will interfere with the
heat absorption capacity of the boiler. This makes
for inefficient heat transfer and loss of heat up the
stack, consequently, higher stack temperatures. Table
III-8 indicates the amount of draft required and the
typical chimney and damper control used for each of
the common types of burners.

TABLE III-7 POTENTIAL DRAFT AVAILABLE

FOR CHIMNEYS OF VARIOUS HEIGHTS

Effective Height Potential Effective Height Potential

of chimney Draft of chimney Draft
Above Outlet of Available Above Outlet of Available
Draft Diverter (”W.C.) Draft Diverter (”W.C.)
(Feet) (Feet)

5 0.022 60 0.266
10 0.044 70 0.311
15 0.066 80 0.355
20 0.088 90 0.399
25 0.111 100 0.444
30 0.133 110 0.488
35 0.155 120 0.533
40 0.177 130 0.577
45 0.199 140 0.622
50 0.222 150 0.666

Potential draft for chimneys of heights other than those listed in the table may be interpolated from the figures shown.

47
DRAFT
STACK TEMPERATURE AND CHIMNEY SIZES FOR VARIOUS TYPES OF BURNERS

HOW DOES EXCESSIVE DRAFT CAUSE A
DECREASE IN CO2 AND AN INCREASE IN
STACK TEMPERATURE? Excessive draft simply
means the chimney is pulling too hard for the type
of burner, type of fuel, or type of boiler. Because the
chimney is pulling too hard, excess air is being sucked
into the boiler from the boiler room. The excess air
causes a decrease in the CO2 content of the flue gases
and increases the stack temperature. The reason the
stack temperature increases is that in effect the flame
is being drawn up higher through the boiler. These hot
gases have more volume and produce higher velocities
through the boiler and into the chimney. Chart III-
8 shows the relationship between stack temperature,
percent CO2 and combustion efficiency and fuel
savings.
WHAT IS THE FUNCTION OF A BAROMETRIC
DAMPER? The function of a barometric damper is
to regulate the amount of air being drawn through the
boiler. In effect, you are creating a shortcut for air to
flow from the boiler room, through the breeching and
up through the chimney without having to be drawn
through the boiler itself, causing a lowering of flame
temperature and a decrease in CO2.

Based on fuel oil comprised of 86% carbon and 12% hydrogen, if the stack temperature is 10000F a 4% increase in CO2 (from 6.5
to 10.5%) will result in an 18% increase in combustion efficiency and a 28% savings in fuel. If the stack temperature is 2000 F, a 4%
increase in CO2 will result in a 5% increase in combustion efficiency and a 4% savings in fuel.

48
 DRAFT
STACK TEMPERATURE AND CHIMNEY SIZES FOR VARIOUS TYPES OF BURNERS

WHAT ARE THE CAUSES OF POOR DRAFT?
There can be many causes of poor draft in a
boiler. These include: an improperly sized chimney,
either one that is too short or not shaped properly;
leakage of air into the chimney (through holes, open
combustion chamber seams, the cleanout door, leaks
in the breeching or the boiler, or improper adjustment
of the draft control) interference of air flow over the
chimney; clogged or dirty chimneys; sharp turns in
the breeching; insufficiently hot flue gases; overfiring
the boiler creating a volume of gases greater than
the chimney can handle; draft controls improperly
adjusted; or boiler passages restricted. For this reason it
is essential that Turbulators be correctly “engineered”
for the job and that the draft be carefully checked
before and after the installation of Turbulators.

TABLE III-8 CHIMNEY SIZES AND DRAFTS

REQUIRED

Burner Type Chimney Damper Control Gas Oil

Atmospheric Tall, large area Barometric .05” to .10”WC .06” to .15”WC

Power Primary Tall, large area Overfire or .05” to .10”WC .06” to .15”WC
/ Atmospheric Barometric
Secondary

Forced Draft Small, short None .01”WC to 5” .01”WC to 3”

vent press. press.

Power Medium, Overfire or .02” to .04”WC .04” to .08”WC

large area Barometric

49
INSTALLATION DRAWINGS
INSTALLATION OF TURBULATORS IN FIRETUBE BOILERS
VERTICAL TUBE BOILER quantities for residential and commercial applications
This vertical tube boiler design is only made in smaller by many manufacturers.
sizes because the heating surface is limited to a single
pass up and through the boiler. These boilers have a Brock “Fuel-Saver” Turbulators may reduce the gas or
draft loss of about .02” W.C., and are supplied in large oil usage by up to 12% or more.

VERTICAL TUBE BOILER

50
INSTALLATION DRAWINGS
INSTALLATION OF TURBULATORS IN FIRETUBE BOILERS

3-PASS WET BACK SCOTCH MARINE
The 3-Pass Wet Back Scotch Marine boiler design added
more heating surface, with the enclosed water covered
turn around chamber, and more water volume than
the Dry Back design.
The increased capacity was gained without enlarging the
outside dimensions of this boiler. The elimination of
the dry-back refractory repairs was another advantage.
The average draft loss is .38” W.C. These boilers are
very popular, and most of the boiler manufacturers
make a 3-Pass Wet Back Scotch Marine boiler design.
Brock “Fuel-Saver” Turbulators can provide substantial
fuel savings. Specific fuel savings will depend on boiler
type and operating conditions.

3-PASS WET BACK SCOTCH MARINE

51
INSTALLATION DRAWINGS
INSTALLATION OF TURBULATORS IN FIRETUBE BOILERS
3-PASS DRY BACK SCOTCH MARINE
The 3-Pass Scotch Marine Boiler was designed
because it was realized that the laminar flow of hot
gases through a long tube did not remove the heat
from the center core of each tube. So, a baffle was
added in the rear turn around section that sent the hot
gases through a set of tubes, then mixed the hot and
cooled gases forward in another chamber, then sent
them back through the second set of tubes to remove
more heat.
These boilers are popular because they are accessible
at either end for easy tube replacement. This boiler has
an average draft loss of .38” W.C.
3-PASS DRY BACK SCOTCH MARINE
This boiler design has a weak spot at the rear baffle
shelf. If the baffle shelf fails, then the hot gases are
detoured straight up the stack. To help prevent the
uneven heat on the rear baffle shelf that causes its
rapid deterioration, we install a refractory diffuser
ring about 6” to 8” inside of the rear end of the
furnace tube to disperse the hot gases in all directions
and take the radiant heat of the flame off the center
of the baffle shelf. This does an efficient job and
increases the life of the baffle shelf.
Brock “Fuel-Saver” Turbulators can provide
substantial fuel savings. Specific fuel savings will
depend on boiler type and operating conditions.
52
INSTALLATION DRAWINGS
INSTALLATION OF TURBULATORS IN FIRETUBE BOILERS

2- PASS WET BACK SCOTCH MARINE
The 2-Pass Wet Back Scotch Marine Boilers have an
enclosed water covered turn around chamber instead of a
dry refractory chamber. This increases the heating surface
over the dry back, and adds more water volume without
increasing the size of the boiler. The dry back refractory
repairs were eliminated for these portable boilers.
These boilers are very rugged and have been used
in a wide range of applications. The draft loss
through these boilers range from about .10” W.C. to
.25” W.C.
Brock “Fuel-Saver” Turbulators may reduce the fuel
usage of these boilers by up to 10% or more.

2-PASS WET BACK SCOTCH MARINE

53
INSTALLATION DRAWINGS
INSTALLATION OF TURBULATORS IN FIRETUBE BOILERS
2-PASS DRY BACK SCOTCH MARINE The draft loss through this boiler is .10” W.C. to
The 2-Pass Dry Back Scotch Marine Boilers are very .25” W.C.
popular design because they are easily accessible for
repairs at either end, and they are capable of being fired Brock “Fuel-Saver” Turbulators may reduce the gas or
with any type of fuel. oil usage for these boiler by up to 10% or more.

2-PASS DRY BACK SCOTCH MARINE

54
INSTALLATION DRAWINGS
INSTALLATION OF TURBULATORS IN FIRETUBE BOILERS
FIREBOX ECONOMY BOILER The draft loss through this boiler averages .06” W.C.
The Firebox Economy Boiler was an improvement over
the locomotive design boilers. Added to it was another set Brock “Fuel-Saver” Turbulators may reduce the gas or
of indirect return tubes across the top half of the boiler oil usage in these boilers by up to 12% or more.
drum. This gave it increased capacity without increasing
the size. These boilers were designed to burn solid fuel
economically.

FIREBOX ECONOMY BOILER

55
INSTALLATION DRAWINGS
INSTALLATION OF TURBULATORS IN FIRETUBE BOILERS
FIREBOX BOILER TYPE “C” The draft loss through these boilers is .05” W.C.
The Type “C” Firebox Boiler was designed to have a large
combustion chamber to burn any kind of fuel and also Brock “Fuel Saver” Turbulators may reduce the gas or
has enough tube area to be economical to operate. They oil usage in these boilers by up to 10% or more.
are the most popular of all boilers and very widely used.

FIREBOX BOILER TYPE “C”

56
INSTALLATION DRAWINGS
INSTALLATION OF TURBULATORS IN FIRETUBE BOILERS
FIREBOX LOCOMOTIVE BOILER The draft loss through these boilers is only about
The Firebox Locomotive Boiler was the first portable .04” W.C.
design that didn’t require large amounts of bricksetting. It
even had wheels put under it and a cab added to the rear Brock “Fuel-Saver” Turbulators may reduce the gas or
to form the iron workhorse that ran on rails and helped oil usage for these boilers by up to 15% or more.
build our nation. This design was not made for efficiency,
but to be lightweight and portable.

FIREBOX LOCOMOTIVE BOILER

57
INSTALLATION DRAWINGS
INSTALLATION OF TURBULATORS IN FIRETUBE BOILERS
FIREBOX BRICKSET BOILER The draft loss through these boilers is only about .05” W.C.
The Firebox Brickset Boiler was made to improve the
efficiency of the locomotive boilers when they were used in Brock “Fuel-Saver” Turbulators may reduce the gas or
stationary locations in buildings. The added brick enclosure oil usage for these boilers by up to 12% or more.
with a baffle shelf that made the hot gases travel back over
the drum sides and top improved the efficiency.

FIREBOX BRICKSET BOILER

58
INSTALLATION DRAWINGS
INSTALLATION OF TURBULATORS IN FIRETUBE BOILERS
H.R.T. BRICK-SET BOILER The average draft loss for these boilers is about .05” W.C.
The Horizontal Return Tube (HRT) Boiler is a very early
design that was an improvement over “just heating a round Brock “Fuel-Saver” Turbulators may reduce the gas or
container”. The return tubes were added to increase the oil usage for these boilers by up to 15% or more.
efficiency by removing more heat from the hot gases
before they exited up the chimney.

H.R.T. BRICK-SET BOILER

59
SOLVING PROBLEMS
HOW TO SOLVE PROBLEMS WITH 4-PASS SCOTCH MARINE BOILERS BY CONVERTING THEM TO
2-PASS DESIGN WITH TURBULATORS
In some applications, users of 4-Pass Scotch Marine
Boilers have had problems. In no way do we condemn the
basic boiler design, nevertheless, because of the number
of people who’ve come to us for help, we feel compelled
to make recommendations. These recommendations are
based on years of experience and offer a practical solution
to the problems of frequent refractory failures, expensive
boiler repairs, high maintenance costs and excessive
downtime.
Our recommendation, for those experiencing difficulty,
is to convert from the 4-pass to a 2-pass design and to
install Brock “Fuel Saver” Turbulators in the converted
boiler. This conversion is pictured below.

(BEFORE)
4-PASS PACKAGE
SCOTCH MARINE BOILER

1. High draft loss

2. Refractory failures
3. Baffle leakage and loss of efficiency
4. Thermal stress and hot spots
5. Very high heat release
6. Small combustion chamber and restricted turn-
around

(AFTER)
CONVERSION TO 2-PASS WITH
BROCK TURBULATORS

1. Reduced draft loss

2. Elimination of dependence on refractory
materials-no baffles to leak - improved boiler
efficiency-elimination of thermal stress
3. Brock Turbulators
4. Added primary heating surfaces
5. Elimination of hot spots and thermal stress
6. Lower heat release
7. Large, unrestricted rear combustion chamber
turn-around

60
SOLVING PROBLEMS
4-PASS TO 2-PASS CONVERSION
PROBLEM
Refractory failures due to constant deterioration. 4-pass
package boiler designs are COMPLETELY dependent on
the stability of the refractory materials to contain and direct
all combustion gases through the boiler. Refractory baffles
and the confined rear combustion chamber are both subject
to failure due to expansion and contraction, high velocity
erosion, thermal shock (cold air) and attacks by sulfur &
vanadium.
Baffle leakage and loss of boiler efficiency. Baffles
that separate passes deteriorate with use and permit
combustion gases to short- circuit. This results in high
stack temperatures, reduced capacity, reduced efficiency
and excessive maintenance and repair costs.
Thermal stress and failure - cracking and burning of
tube ends, cracking and burning of tube sheet ligaments,
thermal shock damage. The temperature on the rear tube
sheet can be 18000F hotter below the baffle than it is
above. This can cause violent distortion of the tube sheet
during on-off cycling of the burner and when cold water
or cold air is introduced to a hot boiler. The rear tube
sheet of a 4-pass boiler, in the area of the combustion gas
entry into the second pass (first pass of tubes), is subject
to extreme temperature and a very high heat absorption
rate. The high temperature resulting from extensive heat
release and radiant heat from close refractory baffles can
form a barrier of steam bubbles between the boiler water
and the tube sheet (on both steam and water boilers) when
being fired. When the burner cycles off, this barrier rises
permitting cooler boiler water to come into contact with
the hot metal.
High draft loss. Very high draft loss results in increased
electrical power required to overcome resistance to
combustion gases with long travel and directional
changes.
61
SOLUTION
Elimination of dependence on refractory materials.
Conversion to 2-pass design eliminates the need for
a restricted combustion chamber and baffles. By
eliminating complete dependence on refractory baffles
and by eliminating uneven temperatures and stresses
on the tube sheets, repairs are reduced and boiler life
improved.
No baffles to leak - improved boiler efficiency. Baffles
are removed when boiler is converted to 2-pass.
Elimination of thermal stress. Increased boiler life.
Increased life for boiler tube sheets. By exposing the
complete rear tube sheet to the same temperature,
expansion and contraction are made uniform instead
of having extreme temperature difference above and
below baffles. Elimination of uneven temperatures
and hot spots from front and rear tube sheets equalizes
heat distribution and heat absorption rate. Reduced
likelihood of damage to boiler by thermal shock. Brock
Turbulators balance the gas flow through all tubes for
optimum heat transfer and maximum efficiency. By
slightly increasing the primary heating surface in the rear
chamber, the secondary heat load in the boiler tubes is
reduced and heat tranfer is equalized in all tubes. Reduced
heat absorption rate per sq. ft. of primary heating surface
because the boiler has more primary heating surface after
conversion. Reduced B.T.U./cu. ft. heat release in furnace
and combustion chamber of converted unit, because
the unit has a larger furnace volume after conversion.
Reduced draft loss. Reduced pressure drop required
to force combustion gases through the boiler. This
reduction of draft loss means that the blower has a
reduced horsepower requirement and there’s a savings
in electrical costs. Balanced draft takes full advantage of
heat transfer by working all tubes equally to maximize
heat extraction.
FLAME PATTERNS
FLAME PATTERNS AND COMBUSTION CHAMBER Wide, Short - Suitable
VOLUMES In order to produce the most heat per for boilers with short
dollar invested in fuel, it is necessary to burn the fuel as combustion chambers like
completely as possible. A high percentage of CO2 in high firebox, vertical, and
the flue gases and a high flame temperature are evidence small cast iron sectionals.
of near complete combustion. Sometimes, however,
certain factors make it impossible to achieve complete
combustion by adjusting the air/fuel ratio and draft. Wide, Long - Suitable
Among these factors are: for boilers with large
1. A firebox that is defective or of the incorrect size or combustion chambers like
shape. HRT, large Type C, large cast
iron sectionals.
2. An improperly shaped or sized combustion chamber.
For example, a combustion chamber that’s too large for
the firing rate may never reach the temperature required
Narrow, Short - Suitable
for complete combustion. Table III-16 will serve as a
for boilers with narrow
guide in checking that the combustion chamber has the
combustion chambers like
correct volume for the type of burner used.
small Scotch Marine, small
3. Flame impingement on cold surfaces. This can Type C, small cast iron
be caused by a combustion chamber that’s too small sectionals.
or not the right shape, or by using the wrong type of
burner nozzle for the combustion chamber. As a result, Narrow, Long - Suitable for
combustion is incomplete, carbon monoxide, soot and boilers with long narrow
smoke are produced and the CO2 reading falls short combustion chambers like
of the ideal level. Some burner manufacturers provide large Scotch Marine, some
different flame pattern heads for burners. The typical large cast iron sectionals.
combustion flame patterns and the combustion chambers
that they are suited for are shown here:

TABLE III-16
COMBUSTION CHAMBER VOLUME & BURNER INPUT

Type of Burner Approx. BTU/Hr/Cu.Ft. Input Draft

Atmospheric 45,000 Negative

Power Atmospheric 45,000 - 65,000 Negative
Power 65,000 Negative
Forced Draft 90,000 - 280,000 Pressurized

62
FLAME PATTERNS
In some cases it is necessary to modify the combustion
chamber to assure complete mixing of fuel and air. The front view
most common modifications are described and illustrated
here:

CAST REFRACTORY RINGS used in Scotch Marine

2-pass boilers are located 2’ to 3’ in front of the register secondary
type burners in the furnace tube to divert secondary air air
flowing along the furnace tube to assure complete mixing
of fuel and air. The refractory ring also reflects added heat register
into the entering primary air and fuel to achieve quicker head
burner refractory ring
ignition. Made with high temperature refractory 30000F,
cast in a round form with 3/8” smaller O.D. than the 2-Pass Dry Back Scotch Marine
furnace tube I.D. and with the I.D. area to be equal to 2/3
of the area of the furnace tube. Large rings can be cast in
2 or 3 pieces for easier installation. Width should be 6” to
8” depending on type of furnace tube. front
view

CAST REFRACTORY RINGS used in Scotch Marine

3-pass dry back boilers. Located 6” to 8” ahead of the baffle
tiles
rear end of the furnace tube to stop the swirling hot gases
from impinging on the refractory baffle and tube end rolls.
Made with high temperature refractory 30000F, cast in a
round form with 3/8” smaller O.D. than the furnace tube
I.D. and with the I.D. area be equal to 2/3 of the area of
refractory ring
the furnace tube. Large rings can be cast in 2 or 3 pieces to prevent heat
for easier installation. Width should be 6” to 8” depending on baffle tiles
3-Pass Dry Back Scotch Marine
on type of furnace tube.

CHECKER FIREBRICK WALLS used in firebox

combustion chambers. Located 2 1/2’ to 3’ in front of top view of
and extending 1’ above the multi-port inshot or block front view checker wall
head gas burners to break up the laminar flow of gas and
air to assure complete mixing for combustion. Also, the loose laid
checker wall
reflected heat added into the entering gas and air results in
quicker ignition. Loose rail fence stacking for checker wall
firebrick is used for larger wide combustion chambers
and flat checker wall firebrick stacking is used for smaller
combustion chambers. No mortar is used, so expansion is
free. Checker Firebrick Wall should be made with #1 high
temperature firebrick to withstand flame temperature. Multi-Port Inshot
or Block Head Gas Burners

63
INSTALLATION INSTRUCTIONS
BROCK TURBULATOR - INSTRUCTIONS FOR INSTALLATION IN 2-PASS PACKAGED SCOTCH MARINE
BOILERS AS MANUFACTURED BY CONTINENTAL AND CYCLOTHERM
FOR FRONT END INSTALLATION
A. Open rear boiler door and remove cast iron impellers
or retarders inserted into rear end of boiler tubes.
B. Clean boiler tubes and check all refractory and gaskets.
Repair, if needed, then close rear boiler door and seal it
tight.
C. Open front end of boiler by disconnecting necessary
oil or gas lines, wiring and belts. Clean and check all
refractory and gaskets.
D. Lay out all Turbulator bundles and open the bundles.
Keep the different lengths of Turbulators separate to
make it easier to recognize them. The longest ones go in
the top tubes and the shorter ones in the lower tubes.
E. Install the Turbulators into the tubes by entering the
short plane into the tube first. Then push the remaining
length gently in until the offset tab is all that sticks out
of the tube end.
F. The tab end should be placed at the 2’oclock position
in the tube to assure the proper downward scrubbing
action of the hot gases in the tube for better heat
transfer.
G. Close front end of boiler and seal tight. Reconnect
all oil or gas lines, wiring and belts.
H. Adjust and set burner firing rate and draft pressures
as original factory fire test indicates in burner operator
manual.
You have just completed an installation of Brock Turbulators in
this boiler that will produce a longer boiler lifetime of high efficiency
with minimum maintenance.
64
ALTERNATE INSTALLATION
ALTERNATE INSTALLATION IN CYCLOTHERM AND CONTINENTAL BOILERS
INSTALLATION FROM REAR END OF BOILER
ONLY Alternate installation methods can be used to
install Turbulators when it becomes highly impractical to
open the boiler front.
In these boilers two lengths of Turbulators are generally
supplied. These Turbulators are engineered to create the
same back pressure in the boiler as the retarder or impeller
creates.
The following steps may be taken to install Brock “Fuel-
Saver” Turbulators from the rear of the boiler.
1. Open the rear door of the boiler and remove impellers
or retarders which are inserted in the rear end of the boiler
tubes.
2. Clean boiler tubes and check all refractory and gaskets.
Repair, if needed.
3. Lay out bundles of Turbulators and open the bundles.
You will find either just one length of Turbulators or two
65
different lengths of Turbulators, depending on the size
of the boiler. In boilers under 100 H.P., only one length
is used; over 100 H.P. two lengths of Turbulators are
typically used. Separate in the various lengths to make it
easier to recognize them. The longest Turbulator should
be put in the top 50% of the tubes and the shorter
Turbulators put in the remaining or lower tubes.
4. All the Turbulators are put in place at the rear of the
tubes and pushed through to the front of the boiler with
a suitable piece of wood or broomstick marked so as to
know when the Turbulator has reached the front end of
the tube. Close the boiler and seal tight.
5. A retractor should be ordered along with the
Turbulators in order to remove the Turbulators for
firetube cleaning.
6. Adjust and set burner firing rate and draft pressures
as original factory fire test indicates in burner operator
manual.
COMPARISON
A COMPARISON OF BROCK TURBULATORS TO IMPELLER INSERTS
Two pass firetube boilers such as Continental, Cyclotherm
and Napanee are commonly equipped with impeller inserts.
Boilers with impellers, also known as tube retarders, tend
to have extremely hot temperatures at the back door. Due
to the location of the impellers at the back end of the
boiler tubes, a great deal of heat is transferred onto the
refractory-lined rear door. The natural flow of the hot
combustion gas leaving the furnace tube is restricted by
the impellers, in effect reducing the amount of the usable
heat allowed to enter into the boiler tubes.

Unlike impellers, Brock Turbulators are located at the

front end of the boiler tubes. This location allows a more
free flow of combustion gas into the firetubes of the
boiler, where secondary heat transfer takes place. This is
beneficial in a couple of ways; the refractory-lined rear
door stays cooler and the hot gases are now inside the
boiler tubes where they are meant to be - where they give
off their heat to the waterside of the boiler.

As hot combustion gases travel through the boiler tubes

and give off their heat, they cool down, contract and
begin to take on a laminar flow. The impeller does little
to correct this situation. However, the Brock Turbulator
is designed and positioned in the tubes to maintain a
turbulent flow throughout the length of the boiler tube
and provide maximum heat transfer efficiency.

The location of the Brock Turbulators at the front of the

boiler makes it very unlikely that they could burn-out due
to excessive heat. The impellers on the other hand are
located at the hottest end of the boiler and are more prone
to failure from exposure to an excessive heat condition.

In most cases, a Continental, Cyclotherm or Napanee

boiler, when retrofit with Brock Turbulators will show
improved heat transfer characteristics as compared to a
similar boiler with impeller inserts. Increased heat transfer
efficiency means greater fuel economy and lower operating
costs.

66
COMPARISON
BROCK ANGULAR TURBULATORS VS. SPINNERS FOR FIRETUBE BOILER APPLICATIONS
Both the spinner and the angular turbulator styles
have been used for many years. In fact, Fuel Efficiency
manufactures both styles. However, in the case of the
firetube type boiler, we recommend the use of the Brock
“angular” Turbulator. Due to its unique design, the
angular style turbulator creates more pressure drop than
the typical spinner type turbulator. It is this unique design
that allows the angular turbulator to provide a higher heat
transfer coefficient and a more beneficial decrease in stack
temperature.
It is our opinion that spinners are generally better suited
to applications where there are fluids inside the tubes, as
in many shell and tube heat exchangers. In these cases,
where there is less tolerance for pressure drop, the spinner
is used by default, even though it has a lower heat transfer
coefficient.
When applied to the firetube boiler, the spinner has
drawbacks that are not an issue with the Brock angular
Turbulator.
1. The spinner turns the flue gases in one direction. This
sets up a centrifugal action (the cream separator effect) and
throws the colder, heavier gases to the tube surface (along
with any residual soot) and allows the hot core gases to
stay in the center of the tubes. This can be easily seen in a
spinner that has been under heavy use - the center of the
spinner may be burned almost through, while the metal at
the outer edge is like new.
67
2. In heavy oil applications, when the spinners are removed
for periodic maintenance, the operator finds that he is
dragging the soot out of the tube and on to his person,
the burner and the floor. Brock angular Turbulators help
to create a cleaner burning boiler - when they are removed,
any residual soot is hardly disturbed let alone pulled out of
the tubes.
3. The spinner is true in dimension until it is subjected to
high temperatures inside a boiler. When exposed to such
heat the hot end of the spinner tends to distort in relation
to the cooler end, therefore they also tend to bind inside
the tube. If the operator is required to use force to remove
them, the spinner unwinds and he is left with a worthless
piece of scrap metal. Due to their design, Brock angular
Turbulators do not bind. The angular turbulator is easily
removed and reinstalled.
4. In firetube boiler applications, spinners are rarely
“engineered”. The entire set is typically provided in the
same length. Therefore, the overworking of the top tubes
vs. the lower tubes is perpetuated. Brock Turbulators are
provided based on the known operating conditions of a
particular boiler. These conditions will dictate the length,
width and even the number of turbulators required to
achieve maximum safe results.
*See Fuel Efficiency sales brochures to learn more about how Brock
Turbulators improve heat transfer efficiency in firetube boilers.
INSTALLATION RECORD
BROCK TURBULATOR INSTALLATION RECORD
Complete all information and return to:

68
 INSTALLATION RECORD

#1 Vertical Boiler #6 Firebox Economy Boiler

#2 3-Pass Wet Back Scotch Marine #7 Firebox Boiler Type “C”

#3 3-Pass Dry Back Scotch Marine #8 Firebox Locomotive Boiler

#4 2-Pass Wet Back Scotch Marine #9 Firebox Brickset Boiler

#5 2-Pass Dry Back Scotch Marine #10 H.R.T. Brickset Boiler

69
FUEL SAVINGS REPORTS
GAS AND OIL FIRED BOILERS
The fuel savings report is used to prove to the customer the
savings in fuel resulting from the installation of Turbulators.
It gives a fair comparison before and after installation
comparing the two periods on a degree day basis, so that
variations in weather are automatically accounted for.
Degree day figures are readily available through the Weather
Bureau, gas and oil companies, city utility companies,
newspapers, radio and TV stations. Natural gas meter
reading dates and therms or 100 cubic feet of gas are taken
from customer gas invoices. For LP gas show gallons and
delivery dates. The meter reading dates that are used for
comparison of fuel savings are normally for the same
months of the previous year. A typical completed form
for a gas fired boiler is shown below and one for oil fired
boilers is shown on the next page.
70
 FUEL SAVINGS REPORT

71