| REDUCTION OF IMPACTS OF EXHAUST ESMISSIONS OF DIESEL ENGINEbyHASSAN SHEIKHOLESLAMYSession 2013/2014 | |

The project report is prepared for
Faculty of Engineering and Technology
Multimedia University in partial fulfilment for
Bachelor of Engineering (Hons) Mechanical

FACULTY OF ENGINEERING AND TECHNOLOGY
MULTIMEDIA UNIVERSITY
April 2014

The copyright of this report belongs to the author under the terms of the Copyright Act 1987 as qualified by Regulation 4(1) of the Multimedia University Intellectual Property Regulations. Due acknowledgement shall always be made of the use of any material contained in, or derived from, this report.

DECLARATION

I hereby declare that this work has been done by myself and no portion of the work contained in this report has been submitted in support of any application for any other degree or qualification of this or any other university or institute of learning.

I also declare that pursuant to the provisions of the Copyright Act 1987, I have not engaged in any unauthorised act of copying or reproducing or attempt to copy / reproduce or cause to copy / reproduce or permit the copying / reproducing or the sharing and / or downloading of any copyrighted material or an attempt to do so whether by use of the University’s facilities or outside networks / facilities whether in hard copy or soft copy format, of any material protected under the provisions of sections 3 and 7 of the Act whether for payment or otherwise save as specifically provided for therein. This shall include but not be limited to any lecture notes, course packs, thesis, text books, exam questions, any works of authorship fixed in any tangible medium of expression whether provided by the University or otherwise.

I hereby further declare that in the event of any infringement of the provisions of the Act whether knowingly or unknowingly the University shall not be liable for the same in any manner whatsoever and undertake to indemnify and keep indemnified the University against all such claims and actions.

Signature: __________________________

Name: Hassan Sheikholeslamy

Student ID: 1091106015

Date: 24/04/2014

ACKNOWLEDGEMENT

I would like to express my special appreciation and profound gratitude to my supervisor Dr.Saqqaf Ahmed Alkaff for his exemplary guidance, constant monitoring, and enthusiastic encouragement during this project. Without his dedication this work would not have been possible.

I would like to further thank the technicians of Thermodynamics laboratory and Mechanical Workshop laboratory of the Faculty of Engineering Technology; Mr. Fauzi, Mr.Faisal, and Mr.Ahamd for their technical support and guidance throughout the work.

I would like to take this opportunity to thank my friends who without their help this work would not have been completed. A special thanks to Mohammad Sadegh Samaie for his constant help and support of this work. I also would like to thank Mohammad Javad Rafizade, Erfan Shamseddini Lori, Sonny Tan, and Mohammad Sadegh Saadatzi for their assistance.

Finally, I would like to express my deepest gratitude to my family for their support and love.

ABSTRACT

It has been a challenge for researchers around the world to come up with new ideas for diesel exhaust reduction to help not only with the health hazards of diesel exhaust but also for a clean environment. Hence, a simple, low-cost method is used in this study to reduce the soot and smoke produced by the diesel engine. One of the common methods to reduce soot emission is through the improvement of diesel fuel by typical additives. However, this method may affect the engine performance. This project proposes a pioneer idea to use a new and simple arrangement to reduce soot and smoke from the engine without manipulating the diesel fuel. Therefore, an oil-bath air cleaner (FORD 6600) used to reduce soot and smoke from a single cylinder, four-stroke, compression, and air cooled diesel engine.

The oil-bath cleaner consists of an iron wool filter and a bath-like bowl to hold the fluid to wash the exhaust and catch the soot particles. The bath filter is to be fitted to the exhaust pipe of the diesel engine to capture all the soot coming out of the exhaust pipe and also enhancing the minimization of the smoke. There are three experiments that had been conducted for this project. First, the bath filter was used without using any fluid (dry filter). For the second experiment water was used as the fluid inside the bath filter to trap the particles and for the last experiment engine oil was used. For all of the experiments, conditions remained same. The speed and the load were constant and the engine ran for about thirty minutes for each experiment. It is important to note that obtained results for all of the experiments indicate reduction of soot and smoke produced by the diesel engine. However, when engine oil was used as the fluid to trap the foreign particles, it trapped a great amount of particles based on the gained weight by the oil and also the colour change of the oil which has completely turned black. In this study, it is found that oil-bath cleaner is an effective and efficient method to reduce the soot and smoke produced by the diesel engine.

TABLE OF CONTENTS

* Copyright ii Declaration iii Acknowledgement iv Abstract v Table of Contents vi List of Figures viii List of Tables x

CHAPTER 1: INTRODUCTION 1 1.1 Motivation 1 1.2 Problem Statement 1 1.3 Methodology 1

CHAPTER 2: REVIEW OF LITERATURE 3 2.1 Diesel Engine 3 2.2 Exhaust emissions and its effects 5 2.3 Methods to reduce exhaust emissions 9 2.3.1 Changes in fuel 9 2.3.2 Engine modification 12 2.3.3 After treatment methods 13 2.3.3.1 Diesel Oxidation Catalyst 13 2.3.3.2 Diesel Particulate Filter 14 2.3.3.3 Flow-through Metallic PM Filter 15 2.3.3.4 Selective Catalytic Reduction 16 2.3.3.5 Exhaust Gas Recirculation (EGR) 17 2.3.4 Simple methods to partially reduce exhaust emissions 18 2.3.5 Summary 20 2.4 Exhaust emission measurement 24 CHAPTER 3: METHODOLOGY 25 3.1 Method selection 25 3.2 Experimental apparatus 29 3.2.1 Diesel engine 29 3.2.2 Oil-bath filter 31 3.2.3 The structure 34 3.2.4 The fluid 35 3.3 Preparation 36 3.4 Procedure 38 3.4.1 Weighting 38 3.4.2 Arrangement 43 3.4.3 The experiment 45

CHAPTER 4: RESULTS AND DISCUSSION 50

CHAPTER 5: CONCLUSION AND RECOMMENDATION 62

REFERENCES: 64

LIST OF FIGURES

Figure ‎21: Diesel Engine Basics 3 Figure ‎22: Sequence of a four-stroke diesel engine 4 Figure ‎23: Diesel exhaust fumes can contribute to lung cancer 7 Figure ‎24: Biodiesel fuel Impacts on Exhaust Emissions 11 Figure ‎25: Smoke concentration progress for a four-cylinder diesel engine 12 Figure ‎26: Diesel Oxidation Catalyst 13 Figure ‎27: Diesel Particulate Filter System 15 Figure ‎28: Flow-through metallic PM filters 15 Figure ‎29: Selective Catalytic Reduction System 16 Figure ‎210: Exhaust Gas Recirculation System 17 Figure ‎211: Diesel exhaust filter 19 Figure ‎212: Oil-bath filter 19 Figure ‎31: A fan operated oil-bath filter 26 Figure ‎32: A turbo fan operated oil-bath filter 27 Figure ‎33: Oil-bath filter 28 Figure ‎34: Unit Assembly of Engine Test Bed (Model: TH 03) 29 Figure ‎35: Oil-bath filter 31 Figure ‎36: Oil-bath filter components 32 Figure ‎37: Oil-bath filter 33 Figure ‎38: Oil bath filter (different views) 33 Figure ‎39: The Structure to hold the filter for experimental work 34 Figure ‎310: Cutting the pipe 36 Figure ‎311: Electrode welding 37 Figure ‎312: Filter weight before any experiments 38 Figure ‎313: The bowl 39 Figure ‎314: The cap 39 Figure ‎315: the bowl with the cap 40 Figure ‎316: U-shaped pipe 40 Figure ‎317: L-shaped pipe 41 Figure ‎318: Pipe connection (Inlet) 41 Figure ‎319: Pipe connection (Outlet) 42 Figure ‎320: Pipe connection (Bath filter) 42 Figure ‎321: Bath filter before fitted to the exhaust pipe 43 Figure ‎322: Oil-bath filter fitted on the exhaust pipe 44 Figure ‎323: Pipes connection 44 Figure ‎324: Water in the bowl of the filter before conducting experiment 47 Figure ‎325: Engine oil in the bowl of the filter before conducting experiment 48 Figure ‎41: The bowl after first experiment 50 Figure ‎42: The cap 51 Figure ‎43: The bowl with cap 51 Figure ‎44: First experiment (Dry filter) 52 Figure ‎45: Water after experiment 53 Figure ‎46: Oil after experiment 54 Figure ‎47: Third experiment 55 Figure ‎48: Filter 56 Figure ‎49: The bowl with cap 56 Figure ‎410: U-shaped pipe after experiments 57 Figure ‎411: L-shaped pipe after experiments 57 Figure ‎412: Pipe connection (I) after experiments 58 Figure ‎413: Pipe connection (O) after experiments 58 Figure ‎414: Pipe connection (Filter) after experiments 59 Figure ‎415: Results after all experiments 60

LIST OF TABLES

Table ‎21: Diesel emissions comparison for different biodiesel fuel 10 Table ‎22: Typical Conversion Efficiencies 14 Table ‎23: Comparison of Emissions Reduction Methods 20 Table ‎24: Comparison of Different Technology/Method 21 Table ‎31: Engine Test Bed information 30

INTRODUCTION

1.1 Motivation

Diesel engine use has increased over the past decades due to two major advantages; better fuel economy and longer engine life. On the other hand, it produces more exhaust emission than gasoline. Therefore, Universal interest and demand for reducing diesel exhaust emissions has encouraged students and researchers to take the challenge of designing new technologies or improving existing ones for controlling diesel exhaust. With the exhaust emissions being harmful to human and causing short-time and long-time health effects, the author has decided to find an effective and cheap method to reduce these hazard emissions and could be slightly useful to mankind.

1.2 Problem Statement

The diesel engine has been the most used engine in the world. Diesel engines have been used in many trucks, railroads, and giant work machines. Use of diesel engine are expected continuously increase due to its greater performance than petroleum engines. However, diesel engine exhaust has some hazard impacts on human. Therefore, a research needs to be set up to reduce the exhaust emission of diesel engines and adopt a proper method to limit these impacts. This document proposes a literature review of the different methods used to limit the exhaust impacts and proposing an effective solution of limiting such impacts.

1.3 Methodology

In this report, the available literature about diesel engines and different methods to reduce diesel exhaust emission is reviewed. Objective of this projects are as followed:

1. Investigating the methods to reduce the exhaust emissions of diesel engine. 2. Adoption and analyzing of proper method to reduce the soot and smoke produced by the diesel engine

In the first part of this project, different methods to reduce the exhaust emissions of diesel engine by doing literature review and reading some journals, articles, and books related to diesel engines and its exhaust emissions is investigated.
After investigating the methods to reduce the exhaust emissions of diesel engines, In part two of this project, a proper and effective solution to control and limit the impacts of exhaust emissions of diesel engine in is proposed and adopted. The adopted method will be put to a test to be proven effective.
After both part of this project, an effective solution by obtained results and analyzing the results to limit hazard impact of diesel engine exhaust emissions is proposed and objectives are achieved.

REVIEW OF LITERATURE

2.1 Diesel Engine

A diesel engine like a gasoline engine is an internal combustion engine that provides energy of motion. It converts chemical energy to mechanical energy for piston movement. Combination of diesel fuel and air will result in combustion and production of diesel exhaust. The pistons are connected to engine’s Crankshaft which leads to change of linear motion to rotator motion that needs to propel the automobiles’ wheels [1].

Figure [ ‎2 ] [ 1 ]: Diesel Engine Basics [1] Diesel engine can be classified to either two-stroke engine or four-stroke design. The sequences of a four-stroke diesel engine are 1) Intake stroke 2) Compression stroke 3) Power stroke 4) Exhaust stroke.

1) Intake stroke: Inlet valve open, exhaust valve close, piston movement downwards 2) Compression stroke: Intake valve close, exhaust valve close, piston movement upwards, high pressure and temperature air 3) Power stroke: Inlet valve close, exhaust valve close, high temperature air, high pressure fuel, burning fuel, piston movement downwards (by force),
Note: at this stage, linear motion is converted to rotator motion. 4) Exhaust stroke: inlet valve close, exhaust valve open, piston movement upwards, and high temperature exhaust gas [2].

Figure ‎22: Sequence of a four-stroke diesel engine [2]

There are some advantages and disadvantages to diesel engine. Disadvantages are expensive, costly maintenance, more smoke and smelly, not suitable for frequent starting/stopping, greater noise, and diesel fuel is less readily available. On the other hand, advantages are they can work 24/7 which is great for cargo ships and marine and etc. However, there are two major advantages that could overcome the disadvantages. These advantages will make the diesel engine perfect for long time run, they are: * Efficient fuel economy * Long engine life

2.2 Exhaust emissions and its effects

Exhaust gases have several major constituents [2]:

* Carbon dioxide (CO2), does contributes to global warming. * Carbon monoxide (CO) is a colorless, odorless, and tasteless gas. Just a little inhalation can lead to immediate death. * Oxides of nitrogen (NOx) have two classes. Nitrogen monoxide (NO) is a colorless, odorless, and tasteless gas that is rapidly converted into nitrogen dioxide (NO2) in the presence of oxygen. NO2 is a yellowish to reddish-brown poisonous gas with a penetrating odor that can destroy lung tissue. * Hydrocarbons (HC) of many different types are present in exhaust gas. In the presence of nitrogen oxide, they from oxidant that irritate the mucous membranes. * Particular matter (PM), in accordance with U.S. legislation, they are extremely tiny pieces of solid or liquid made from different components. In 1998, base on a report that was published by the California environment protection Agency, a broad assessment regarding to health effect of diesel exhaust had been done and found that diesel fumes is a mixture of gases and that contains toxic air contaminants [3]. On the other hand, Health and Safety of Great Britain (HSE) gathered that diesel exhausts are a combined substances made up of different particles such as: [4]

* Carbon * Nitrogen * Water * Carbon Monoxide * Oxide of Nitrogen * Oxide of Sulphur * Hydrocarbons * Particulate matters

The quantity and composition of these diesel exhausts varies depend on:

* Type of diesel fuel * Engine temperature * Fuel pump setting

NOx formation highly depends on inside cylinder temperature. Based on Zeldovich Mechanism, NOx formation occurs when the temperature inside the chamber is more than 1400 ºC and that is when N2 and O2 chemically react. NOx formation will happen after a series of chemical reaction which are also known as Zeldovich equations. One of the other ways of NOx formation is that when Nitrogen which is inside the fuel will combine with the excess oxygen. Formation of NOx will speed up as the temperature increases. Incomplete combustion of the fuel results in formation of Carbon Monoxide. If the temperature inside the cylinder is not adequate to do the complete combustion, then conversion of CO to CO2 is not happening. That is why they say do not run the engine in an enclosed space (engine’s cold, operating temperature is low), so CO formation is high. HC formation is same as Co formation due to incomplete combustion. As mentioned earlier, CO2 formation depends on combustion temperature, so CO is formed and if the temperature is sufficient it will react with oxygen and form CO2. That means CO2 formation is also depends on the oxygen available during the combustion process.

But the main questions are: what are the health effects and risks? And what strategy or methods had been used to reduce these effects?

Diesel exhaust particles and gases are floating in the air, so exposure to these particles occurs whenever a person inhales air that has these components. People working in industrial areas are more likely to be exposed to this toxin. Those spending time on or near roads face higher risk of health issues. As we breathe, the toxic gases and small particles of diesel exhaust are drawn into the lungs. The microscopic particles in diesel exhaust are less than one-fifth the thickness of a human hair and are small enough to penetrate deep into the lungs, where they contribute to a range of health problems [3].

Previous studies show that there are human health hazards associated with exposure to diesel engine. The health issues include short-term effects and long-term effects [5].

1. Short-term effects: available evidence indicates that short-term exposure to diesel engine can cause eye and throat irritation. Other effects are nausea, cough, and phlegm. 2. Long-term effects: There is considerable evidence signifying that exposure to diesel exhaust will increase lung cancer risk.

Figure ‎23: Diesel exhaust fumes can contribute to lung cancer [6] Base on a report which was released on 2012, International Agency for Research on cancer (IARC) indicates that the exhausts are harmful to humans and also diesel exhaust is a substance to produce cancer. In this report, Dr Christopher Portier stated that “the scientific evidence was compelling. “

Head of the IARC Monographs Program, Dr Kurt Straif said that actions to reduce exposures should encompass workers and the general population [7].
A study that undertook in united state non-metal mining facilities on 12313 workers provides sufficient data is available to prove that that diesel fumes increases lung cancer risk [8].

There is also thought that other cancer may also occur when in contact to diesel exhaust. An analysis concluded that diesel exhaust could increase the possibility of bladder cancer. Experiencing the diesel exhaust could also cause eye irritation, headache, lung cancer, and asthma [9].

United State of America has changed their locomotives engine to diesel engines after World War II. Harvard school has conducted a study on railroad workers that have been exposed to diesel exhaust. The findings in this study indicate that for the whole cohort and also those workers who were employed before the engine replacement, risk of Chronic Obstructive Pulmonary Disease (COPD) mortality is increases [10].

In a journal that was published in November 2002 by California Department of Health Services, obtained results indicate that Diesel exhaust causes lung cancer based on animal tests and the eyes, nose, throat and lungs irritation. It also could affect the immune system making people more prone to infectious diseases. These two (lung irritation and allergic) will make asthma worse or could cause asthma. It is uncertain that diesel exhaust can affect pregnancy or reproduction in humans. Many tests have been done and the results have been mixed [11].

California Environmental Protection Agency published a report in 1998 which summarized the following problems with exposure to diesel exhaust: [12] State of California acknowledged diesel fumes as a substance to produce cancer. Environmental Protection Agency of the United State classified diesel exhaust as possible human carcinogen. * 3.3 Methods to reduce exhaust emissions

Based on the dozen of studies of how diesel exhausts can affect human and when it comes to all these diseases and effects on human that could lead to serious illness or maybe even death, of course, there will be some strategy/ method to reduce diesel exhaust. So, basically the remedies for reducing diesel exhaust is either at their very source, exhaust gas after treatment or through engine design and modification .First we discuss methods to reduce exhaust emissions at very source which is mostly changes in fuel. Then, we go through the methods using engine modification and at last we study after treatment techniques which have been studied extensively for NOx removal in the diesel engine. Generally, there are two approaches for exhaust gas after treatment; diesel traps (filters) and diesel catalysts.

3.4.1 Changes in fuel

There are a lot of ways to modify diesel fuel to get the best fuel consumption and low emission. The important properties that could affect the exhaust emission are the density, sulphur content, and cetane number. Diesel engine has also been modified to use natural gas (CNG) and it shows in many studies that it is helpful from an emission point of view. Studies show that using pure CNG fuel result in very low emissions. Other changes in fuel can be vegetable oil which has similar properties to diesel fuel and one of the common fuels used in diesel engine is biodiesel fuel.

2.3.1.1 Implementation of Biodiesel Fuels *
Many studies have shown that manipulating diesel fuel is one of the ways to decrease exhaust emissions. Modifying fuel is a promising method to reduce diesel exhaust emissions. There are several ways to modify the diesel fuel such as reducing fuel sulphur, and decreasing the fuel density. Despite these benefits of modifications, they are not good enough since NOx and particulate matter emissions in diesel engines are immense. However, one possible solution is using diesel fuel with oxygenates. This modification will enhance efficiency and most importantly will reduce particulate emissions [13]. Synthetic oxygenates can also take part in reducing particulate matters when added to the fuel in small proportion [14].

One of the alternative diesel fuels that has clean burning and stable fuel is Biodiesel fuel. Why use biodiesel fuel in terms of fuel and emissions?
Biodiesel is the only fuel in the US to complete EPA Tier I Health Effects Testing. Theses fuels can be used mixed with petroleum fuel (B20- 20% biodiesel with 80% petroleum). Biodiesel fuels contain no Sulphur and 11% Oxygen and it can be made from renewable oilseed crops. Table [ ‎2 ] [ 1 ]: Diesel emissions comparison for different biodiesel fuel Emission | Biodiesel 100 | Biodiesel 20 | Hydrocarbons | -90% | -31% | Carbon Monoxide | -47% | -20% | Particulate Matter | -35% | -25% | NOx | +11% | +3% |

Figure ‎24: Biodiesel fuel Impacts on Exhaust Emissions [15]

As illustrated in table 2-1 and Figure 2-4, Carbon Monoxide (CO2) and Particulate Matter emissions are reduced. These benefits and reduction are mostly due to 11% weights of Oxygen. However, based on the comparison, NOx emission increased. This is one of the disadvantages of biodiesel fuels, but NOx can be reduced with other NOx control technologies [16].NOx can also be reduce be two approaches; blending approach and hydrogenation approach .Blending is to add amount of a saturated methyl ester to the biodiesel and hydrogenation is addition of hydrogen [17].

Many studies and tests had been done regarding the health effects of biodiesel fuels on human and results shows that biodiesel is non-toxic and it is 30% lower in PM emissions, 95% lower in hydrocarbons, 50% lower in Carbon Monoxide and 100% lower in Sulphates [18].

Biodiesel fuels are an effective method of decreasing particulate matters in the large amount. It is also efficient for reducing hydrocarbon and carbon monoxide during steady-state [19] and transient conditions of all diesel engines (heavy and light duty) [20].

Figure ‎25: Smoke concentration progress for a four-cylinder diesel engine [21]

Figure 2-5 demonstrates typical biodiesel fuel effects on smoke concentration progress during constant engine speed. Clearly, smoke concentration started to reduce when the larger biodiesel content is in the fuel [21].

3.4.2 Engine modification

Engine modification is an important role for diesel engine to meet the emission standards. Variety of amendments is available [ [22] ]. Optimization of the chamber geometry to allow high air swirl rate can be used. Retarding fuel injection will result in decreasing NOx emission but increasing fuel consumption. Studies show different result for reduction in particulate matter, some show increase and some show decrease in PM [ [23] ] [ [24] ].

One of the ways to reduce emissions is making combustion more efficient and decreasing combustion temperature. Turbocharger due to higher oxygen pressure will make combustion more efficient and using an intercooler at the inlet air will decrease the temperature 3.4.3 After treatment methods *
Diesel traps as the word ‘trap’ says itself, will control exhaust emission by actually trapping the particulates. Diesel catalysts control diesel exhaust emission by advancing chemical reactions and changes in exhaust gas. There are different catalyst technologies such as Diesel Oxidation catalyst (DOC), Exhaust Gas Recirculation (EGR), Selective catalytic reduction (SCR), NOx adsorbers, and etc [25].

Diesel Oxidation Catalyst

The Diesel Oxidation Catalyst is obliged to its ability. DOCs are devices that will control and reduce exhaust emissions by exploiting a chemical process in order to convert exhaust from diesel engine into harmless and less harmful products. When diesel exhausts passing through oxidation catalysts, it actually oxidized the pollutants and broke them down to harmless components [26].

Figure ‎26: Diesel Oxidation Catalyst

Table ‎22: Typical Conversion Efficiencies NOX | CO | HC | Aldehydes | PM10 | Nil | 40-60% | 40-70% | 70-90% | 20-40% |

This technology is effective for controlling and reducing carbon monoxide (CO), hydrocarbons (HC), odor causing compounds and PM. [27] Diesel Catalysts Oxidation will contribute in reducing PM by 20% to 40%, 40% to 70% HC reduction, 40% to 60% CO reduction, and nil NOx reduction [28].

3.4.4.1 Diesel Particulate Filter

Another technology which is effective is Diesel Particulate Filters (DPF). Diesel particulate filters or traps are exhaust gas aftertreatment technologies for reduction a large amount of soot in the exhaust using porous ceramic or metallic filter to actually trap the particulates (PM). The process of emptying this kind of filter is called regenerations. There are two kinds of regenerations, Passive regeneration, and Active regeneration [29].

In order for active regeneration to happen, may require driver action or other sources of fuel or heat to increase the DPF temperature suitably to combust built up particulate matters. Usually Active regeneration of the particulate filter is used primarily in cars and commercial vehicles with high specific soot emission levels. Passive regeneration will take place automatically and requires no additional energy and is based on the chemical reaction that occurred in the engine’s exhaust. It basically will happen when the temperature of exhaust gas is high enough to start combustion. This kind of Filters will actually reduce 85% to 95% of PM, 85% to 95% of HC, 50% to 90% CO, and none for NOx [30] [31].

Figure ‎27: Diesel Particulate Filter System

Flow-through Metallic PM Filter Another technology which is considerably similar to DPF technology is the flow-through metallic PM filters. This device will come after DOC and the exhaust gas will go to fleeces by shovels and then particulates will be trapped. One of advantages of this technology is that it is corrugated mixing foil so gas can go flow through the fleece layer repeatedly. These devices can reduce up to 60% reduction of PM, 40% to 75% reducing HC, 10% to 60% Co and zero percent for NOx. [32]

Figure ‎28: Flow-through metallic PM filters
Selective Catalytic Reduction

One of the top technologies to meet 2010 emission regulations is Selective Catalytic Reduction (SCR) Technology. The letter ‘S’ stands for selective and it means this technology selects and targets NOx in diesel exhaust. The letter ‘C’ stands for catalytic which means the technology requires a catalyst. And the letter ‘R’ stands for reduction which means it reduces the target (NOx) to Nitrogen and water vapor. This technology also requires DEF. DEF is the reactant necessary for the functionality of the SCR system.DEF is composed of 68% purified water and 32% urea. Urea is composed of NH3 (Ammonia) and CO2 (carbon dioxide). [33]
Selective catalytic reduction technology is the process in which NOx in diesel exhaust is reduced to Nitrogen and H2O by forming a chemical reaction between NOx and Ammonia. This process is done by catalyst. Catalyst vaporizes DEF and crushed them into form of CO2 and NH3 and then NH3 will react with NOx and convert them to harmless components of N2 and H2O.

SCR is the after treatment technology and will reduce NOx up to 75%.
A key advantage of SCR is that the reaction components, N2 and H2O, are harmless compounds already present in the air [34] [35].

Figure ‎29: Selective Catalytic Reduction System

Exhaust Gas Recirculation (EGR)

There are also several Small Business Innovation Research (SBIR) Technology solutions. For example, one the new methods that have the potential of reducing NOx emissions called EGR. Now, NOx is produced in high concentration when the temperature of combustion exceeds 1400 ºC. These components (NOx) can be reduced by cooling down the exhaust gas [36].

Exhaust Gas Recirculation works by recirculation of small portion of exhaust gases into the intake manifold where it blends with the air or fuel. Weakening the A/F mixture results in decreasing temperature and pressure of combustion and will reduce NOx output. A 50-percent EGR leads to a 50-percent reduction in NOx. However, there are some issues with this technique, including: [37] [38]

1) Extra cost and decrease engine life, 2) Engine wear from engine soot, 3) Difficult maintenances.

Figure ‎210: Exhaust Gas Recirculation System

An effective and efficient method for emissions reduction is EGR. This method is one the most effective methods of reducing NOx emissions. [39]

3.4.4 Simple methods to partially reduce exhaust emissions

There are also some simple ways to partially reduce diesel exhaust emissions. For example for reducing CO2, you just need to lower the fuel consumption. One other way is by controlling the engines more often [40].

In 2006, Washington State Department of Ecology came up with a strategy to reduce diesel particulate emissions for Washington State. Their recent research shows that diesel PM2.5-diesel exhaust that contains toxic microscopic particles that are very small (≤2.5) in diameter- can cause hazard health effects even at levels much lower than what air quality standard allow. Exposure to diesel PM2.5 causes both short and long term health effects [41].

It has been estimated that there are 4.2 million citizens of Washington living and working near major urban highways where the operation of diesel engine is most prevalent [42].

Federal program to reduce emissions from new diesel engines was planned and took effect in the beginning of 2007 for on-road engines, in 2011 for non road engines. This will reduce future emissions from new diesel engines through measures focused on engine technologies and clean fuel. However, the problem with this program is that older uncontrolled or poorly controlled diesel engine will continue significantly contributes to the total PM2.5 from diesel engines [41].

Another simple way is Diesel-Engine Exhaust Filter. Based on a research done and was reported in Circulation: Journal of the American Heart Association, these kinds of filter or traps can reduce 98% of harmful particles. This study focused on the issues that could cause heart problems or blood vessels in men in contact diesel exhausts. David E. Newby mentioned that equipping diesel automobiles with these filters could reduce heart disease. The results of this study shown that this filter removed about ninety eight percent of soot in the diesel fumes and in comparison with more clean air, blood vessels problems was extensively reduced [43]. One of the simplest ways for heavy trucks to reduce emissions is changing the diesel engine to gasoline engine. Despite all the technologies to reduce diesel exhaust emissions, burned diesel fuel still produces more emissions and smells worse than gasoline fuel. Diesel fuel is way behind gasoline fuel in the areas of NOx and PM. Some other advantages of gasoline engines are initial cost, fuel availability, and less noise.

Another way to partially reduce the exhaust emission is using a specific fluid as a filter. Oil, water and etc. have been proven to be an effective filter to trap foreign particles. There are thousands product available in the market for bath air filter. In an experiment that was carried out by Kanazawa Institute of Technology in Japan, the results show that about 85% of the total particles were adsorbed by oil [44] .In this project the oil bath filter is used to reduce diesel exhaust emissions which will be discussed in chapter 3.

Figure [ ‎2 ] [ 11 ]: Diesel exhaust filter

Figure [ ‎2 ] [ 12 ]: Oil-bath filter 3.4.5 Summary

Over the decades the focus of studies and projects were on after treatment methods to reduce exhaust emission. Therefore, for the sake of the reader a comparison between those technologies is provided in this section. So, with all these technologies and different methods to reduce diesel exhaust emissions, which one would serve as the best technology/method to use?

Table ‎23: Comparison of Emissions Reduction Methods Technology/Method | Typical Emission Reductions (percent) | | PM | NOx | CO | HC | Diesel Oxidation Catalyst (DOC) | 15-50 | - | 35-70 | 35-75 | Diesel Particulate Filter (DPF) | 85-95 | - | 50-90 | 85-95 | Flow-through Metalic PM Filter | Up to 60 | - | 10-60 | 40-75 | Selective Catalytic Reduction (SCR) | - | 75 | - | - | Exhaust Gas Recirculation (EGR) | - | Up to 50 | - | - | NOx Adsorbers | - | 5-45 | - | - | Biodiesel Fuel (B100) | Up to 30 | Increase 10% | Up to 50 | Up to 95 |

Table ‎24: Comparison of Different Technology/Method Technology/Method to reduce exhaust emissions | Advantages | Disadvantages | Diesel Oxidation Catalyst(Cost $500 to $2,000) | -Good durability-Ideal for indoor applications, confined spaces or highly populated areas - can be used regardless of the level of sulfur in the fuel -Proven reliability | -increase sulfate PM emissions.-lack of selectivity-May increase NO2 emissions-Ineffective with EGR systems | Diesel Particulate Filter(Cost $7,000 to $10,000) | - Up to 90% reduction in Carbon Monoxide, Particulate Matters, and Hydrocarbons.-No increase in fuel consumption.- Has Synergistic value when used with EGR | -Filters become clogged with particulate matter, -Durability and reliabilityconcerns-Backpressure slightly reduces engine performance | Flow-through Metallic PM Filter (Cost $8,000 to $15,000) | - Does not clog soot particles.- No maintenance.- High conversion efficiency for carbon monoxide, hydrocarbons- Works like a conventional diesel oxidation catalyst. | -usually combined with DOC which increases the cost.-Low durability | Selective Catalytic Reduction(Cost $18,000 to $30,000) | - High durability.- Excellent fuel efficiency.- Proven Technology-Reduce maintenance - It's Cost-effective -reduction of NOx up to 75%.- Urea not classified as hazardous to health | - Additional on-board fluid- high capital and operating cost- ammonia can cause corrosion in the exhaust channel- System adds weight-Requires sophisticated controls. | Exhaust Gas Recirculation(Cost $18,000 to $20,000) | - No additional onboard hardware.- No loss of payload- Improved engine life through reduced cylinder temperatures- Fuel efficiency | - Increases heat rejection- Engine wears from recirculating engine soot.- Potential engine durability and oil degradation issues.- Power reduction from the engine. | Biodiesel Fuel(Cost $1.95 to $3.00 per gallon) | - Renewable energy source.- No engine modifications required.- Non-toxic.- It is safer.- Biodegradable- Very high flashpoint | - More expensive than normal fuel-Decreases horsepower.-Increase NOx emission.- Lower fuel economy and power |

It is obvious, each technology or method has its own pros and cons. So, there is no clear winner among all of these technologies and methods.
Trap systems (filters) contribute in reducing Particulate Matters (PM), Carbon Monoxide (CO) and Hydrocarbons (HC) which is major advantage but they still have some major disadvantages.

For example, Diesel Particulate Filters will reduce up to 90% PM, CO and HC emissions and they have high efficiency, but they still suffer from low durability and low reliability and also filters may be clogged. For Flow-through Filter, although it reduces PM, CO, and an HC emission up to 60% and the filter does not clog, but durability is a major disadvantage.

For Diesel Oxidation Catalyst, despite the good durability and reliability and ideal indoor application, it may increase NO2 emissions which is a drawback. Another disadvantage for this system is lack of selectivity.

NOx control systems will contribute in reducing NOx emissions significantly. But they also have some major concerns. In Selective Catalytic Reduction system, there are some disadvantages such as high weight, sophisticated control required and requires additional fluid. But on the other hand, advantages which will win over the disadvantages like it is a proven technology with high durability and excellent fuel efficiency. It reduces maintenance and although it has a capital and operation cost, but it is cost-effective. The major advantage of this system is that it reduces NOx emissions up to 75%.

For Exhaust Gas Recirculation systems, the advantages are improved engine life through reduced cylinder temperatures, fuel efficiency, and no driver intervention necessary for compliance and disadvantages are may reduce the peak power from engine, increasing heat rejection, and durability issues.

Biodiesel fuels ahs lots of advantages such as it is non-toxic and safer and biodegradable. And also biodiesel fuels are renewable energy sources. On the other hand, it cost more than diesel petroleum fuels and decreases power. The main disadvantage is that biodiesel fuels increase NOx emissions [45] [46] [47].

In conclusion, one technology alone cannot simply be the best solution to reduce diesel exhaust emissions. But these technologies can be combined together and make an effective control system. For example, Diesel Particulate Filter can be combined with Diesel Oxidation Catalysts, or it can be combined with Exhaust Gas Recirculation system so that the whole system (DPF+EGR) will contribute in reducing NOx, CO, HC, and PM. Other combinations are also possible, like Selective Catalytic reduction with Diesel Oxidation Catalyst or NOx adsorbers with either DOC or DPF or SCR.

3.4 Exhaust emission measurement

All of the measurements have to be compared with some standards. Malaysia obeys European regulation. For all kind of vehicles (passenger cars light and heavy duty), they are regulated through Euro I standards. More information for standards passenger cars, light duty vehicles, and heavy duty diesel engine emission standards are available in appendix Part A. There are different ways and methods to measure diesel exhaust emission. Gas analyzer is one of the common methods. Back in the days, gas analyzers would only be able to detect and measure one gas, but nowadays, there are capable of detecting and measuring several gases at one time. However, gas analyzers are expensive and mostly heavy. There different types of gas analyzer such as infrared gas analyzer, laser gas analyzer, single gas analyzer, multiple gas analyzer, modular gas analyzer, and automobile gas analyzer. Major advantages of automobile gas analyzer are that they are mobile and user friendly. The most regulated harmful compounds that are necessary to measure are: * Carbon Monoxide (CO) * Hydrocarbon (HC) * Nitrogen Oxide (NOx) * Particulate matter (PM, soot)
METHODOLOGY

In this section, selection of the method, steps taken to design the method, experimental apparatuses, and procedure to carry out the experiment are explained.

Method selection

Since the main focus of this project is reducing the particulate matters (soot), the methods are designed somehow to trap foreign particles (soot). Soot formation in diesel engine could be due to several factors such as high temperature and pressure, high load, incomplete fuel combustion, speed, and etc. Soot growth rate strongly depends on temperature and load of the engine, as these two increases, the rate also increases. Soot can have some health affects and could lead to rapid engine failure. Soot could lead to heart attack, lung cancer, and respiratory deceases. Soot also could results in engine wear [ [48] ] [ [49] ].In this project, health effects had been taken into consideration. Due to limited facilities in the campus and lack of financial support, the author came up with a simple idea to reduce diesel exhaust emissions (soot). The idea is to trap the particulate by a fluid and clearly soot can be reduced using filters. This idea can be done in many different ways and arrangements. The author has narrowed this idea into three different ways to carry it out. Following figures are the very first draft drawing of the three methods and how they operate.

* First method:

Figure [ ‎3 ] [ 1 ]: A fan operated oil-bath filter

In this method, the exhaust will go through the pipe which is guided to box-like bath. A fluid is in the box. There is also a fan in the middle of the box which is driven by the motor on the top of the box. The purpose of the fan is to splash the fluid to make sure that the fluid go all over the box and trap the most possible particles of the exhaust. The outlet pipe is on the top-left side of the box and after that a filter is placed in the pipe just to be certain that all the particulates are trapped and there will not be a fluid going out of the pipe. The budget needed for this method is approximately 200$ equivalent to 600 RM and the difficulty to design this method and building it is normal.

* Second method:

Figure [ ‎3 ] [ 2 ]: A turbo fan operated oil-bath filter

This method is inspired by the function of turbocharger. Turbochargers are popular because they increase engine’s horsepower. In this method, turbocharger is used as a system to splash the fluid. Exhaust will go through the pipe and the compressor which makes them rotate and therefore splashing the fluid. It is almost same is the first method, but instead of using a motor and a fan, a turbocharger is used to splash the fluid and tarp the particulates. At the end, a filter is placed in the pipe to make this method more efficient and to ensure that no fluid will go out of the outlet pipe. The budget for this method could lead up to 300$ equivalent to 900 RM and the task for designing and building is difficult.

* Third method:

Figure [ ‎3 ] [ 3 ]: Oil-bath filter

This method is based on the function of the oil-bath air filters. Basically, the exhaust will go through the pipe and then enter the oil-bath. It is not necessary oil and it can be any fluid. After entering the oil-bath, the fluid traps the particulate matters and the exhaust will go through to filters for ensuring that no fluid will pass the pipe and to get the best result. The budget for this method is approximately 150$ equivalent to 450 RM and the difficulty of the task is normal.

After having these three methods and analyzing the methods based on the budget available, products availability, and facilities in the campus; the Third method was selected. The oil-bath air cleaner is adapted to work as an exhaust bath filter, to capture the soot and reduce the smoke. The third method will not cost that much, the product is available in Malaysia (Melaka), and it suits the diesel engine available in the campus laboratory. The right kind of oil-bath needs to be selected based on the engine’s exhaust flow rate and the engine’s capacity.

Experimental apparatus

This section describes the apparatuses that were needed for this project to be completed. The following are the general description of the apparatus. Required apparatuses for third method are diesel engine, oil-bath filter, structure, and a fluid.

Diesel engine

It is SOLTEQ Engine Test Bed (Model: TH 03). The diesel engine is a small typical engine commonly used in industrial and domestic applications throughout the world. It is a single cylinder, four-stroke, spark ignited, and air cooled engine. The engine is placed on a solid steel base plate resiliently mounted within a steel framework. The fuel system which incorporates a fuel tanks and valves and the air induction system are also included within the framework. One of the features of this engine system is that it is supplied with proper adaptors for measuring the temperature at exhaust and lubrication oil tank.

Figure ‎34: Unit Assembly of Engine Test Bed (Model: TH 03)

Table [ ‎3 ] [ 1 ]: Engine Test Bed information 1. Indicator | 8. Weighing Balance | 2. Control Panel | 9. Signal Conditioner (PV) | 3. Oscilloscope | 10. Air Velocity Sensor | 4. Dynamometer Controller | 11. Pressure Sensor (PV) | 5. Rotary Encoder (PV) | 12. Eddy Current Dynamometer | 6. Fuel Tank | 13. Diesel Engine | 7. Petrol Engines(not assembled) | |

The specifications of the diesel engine are as followed: * Model: L48N * Brand: Yanmar Engines * Bore: 70 mm * Stroke: 57 mm * Displacement: 219 cc * Maximum output : 3.1 kW / 3000 rpm * Starting system: recoil starter * Fuel: Automotive Diesel Fuel * Fuel capacity: 2 Liter * Lubricant: Automotive lubricating oil (SAE #30)
Note: More details about the diesel engine are included in the appendix part B.

Oil-bath filter *
Oil-bath filters are commonly used for lorry and trucks or any heavy duty diesel engines. Since these kinds of automobiles usually work in an environment with dust and dirt, therefore, they use oil-bath air filters to clean the air that goes to the engine. In this project, the oil-bath air filter is used to reduce the diesel exhaust emissions. For the sake of this project, oil-bath filer is called bath filter from now on. Oil-bath filter is just the name of the product and in this project; another fluid is also used for exhaust emission reduction.

Figure ‎35: Oil-bath filter

Specifications of the bath filter are as followed: * Model: ford 6600 * Brand: New Holland * Flow rate: 4 m3/min to 19 m3/min * Inlet diameter: 6 cm * Height: 350 mm * Length: 180 mm * Filter: Iron wool A very important point must be taken into consideration before using the bath filter is the amount of fluid to be used. The wrong weight of oil could cause a problem. Use of a light fluid will cause the fluid to pass through the filter and goes out of the outlet pipe and a heavy fluid will not allow the fluid to be drawn far enough. Another point is cleaning the bath filter regularly. This might not seem very important point to most users, but it is really important to clean the cup regularly. It is recommended to clean the cup on daily basis or even more frequently if the bath filter is used under dusty conditions. The problem is that the fluid may look clean and fine after hours of operation, but the truth is that the fluid has trapped a large amount of particulates, very small ones. Finally, instead of reduced exhaust coming out of the outlet pipe, chunks of dirt may also come out with the exhaust. Advantages of this bath filter are that it has a strong metal construction and servicing and maintaining requires no spare parts.

Figure [ ‎3 ] [ 6 ]: Oil-bath filter components * Drawing:

Figure [ ‎3 ] [ 7 ]: Oil-bath filter

Figure [ ‎3 ] [ 8 ]: Oil bath filter (different views)
The structure

Figure 3-9 shows the structure that was needed to be built for this experiment. The assembly of the diesel engine is in a way that the exhaust pipe is towards the roof. The inlet of the bath filter is on the top of it. Therefore, a simple structure was needed to fix the bath filter on it to make it in the same level as the exhaust pipe. In addition, it is more economical and logical rather than using more pipes. The structure needs to be firm and strong to withstand the weight of the bath filter and vibration from engine.

Figure ‎39: The Structure to hold the filter for experimental work
The fluid

The major fluid that is used in this project is oil. The kind of oil is not important. However, it is common to use the same oil that is used for engine. In this project, two different fluids were used; the engine oil, and water.
The oil that was used for this project was TorqNm e30 engine oil. It is synthetic fuel conserving engine oil with SAE 10W-30.

Preparation

The diesel engine is provided to the student by the faculty of engineering and technology in thermodynamics laboratory. The bath filter is bought for the price of 200 RM and the structure was made by the student with a total cost of 50 RM.

There was also retail work that needed to be done in order to do the experiment. Two pipe connections are needed to run this test. The first pipe connection is a U-shaped connection that is needed to connect the bath filter inlet to diesel exhaust outlet. This connection will guide the diesel exhaust to the bath filter through the fluid and the filter.

The second pipe connection is needed for the bath filter outlet pipe. It should be an L-shaped pipe connection. This connection will guide the cleaner diesel exhaust to outside of the laboratory. Three steps had to be done to make these two pipe connections: * Buying the pipe: a pipe was bought by the student for the price of 65 RM. * Cutting the pipe: A cutting blade was bought by the student. The pipe needs to be in desired dimensions for this arrangement. A BOSCH cutting machine was used to cut the pipe. The cutting was done by the student in the Mechanical workshop.

Figure [ ‎3 ] [ 10 ]: Cutting the pipe * Welding the pipe: After cutting the pipe in desired dimensions, the welding process needs to take place. At first, U-shaped pipe connection was welded by the student using electrode welding in Mechanical workshop at the campus. There were some problems with electrode welding; the first problem was that the pipe would melt at the connection and it was difficult to seal the connections. The other problem was the look of the pipe, it was very messy and it did not look right. These two problems could be solved easily. Reducing the voltage of the welding would solve the melting problem and practicing would take away messy welding. Despite of these solutions, another method was chosen to do the welding. Gas tungsten arc welding was used to weld two pipe connections. Due to lack of facility in the campus, this process was done by the student outside the campus, in a workshop in the city.

Figure ‎311: Electrode welding

Procedure

In this section, the procedure of the experiments, arrangement, and weighting are explained. With all the pipes connection and parts ready, the experiment can be started now.

Weighting

Before conducting the experiment, all the parts need to be weighted. All the fluids are also need to be weighted, so afterwards they can be weight again and see how much they trapped the particles.

* Filter: 3485.65 g

Figure [ ‎3 ] [ 12 ]: Filter weight before any experiments * The bath-like bowl: 462.85 g

Figure [ ‎3 ] [ 13 ]: The bowl * The cap: 212.85

Figure ‎314: The cap

* Bath filter with cap: 675.70 g

Figure [ ‎3 ] [ 15 ]: the bowl with the cap

* U-shaped connection : 1239.40 g

Figure ‎316: U-shaped pipe

* L-shaped connection: 600.17 g

Figure [ ‎3 ] [ 17 ]: L-shaped pipe

* Connection between U-shaped and filter inlet: 236.86 g

Figure ‎318: Pipe connection (Inlet)

* Connection between L-shaped and filter outlet: 252.34 g

Figure [ ‎3 ] [ 19 ]: Pipe connection (Outlet) * Connection for the inside of the bath-filter: 250.42 g

Figure ‎320: Pipe connection (Bath filter)

Arrangement

Bath filter should be place on the structure in a level so that the pipe connections can be made. Also, the bath filter should be placed in the right direction, so that the final exhaust- most probably clean- goes outside the laboratory. The following figures show the arrangement of bath filter and the structure with the whole system together and also how the pipes are connected.

Figure [ ‎3 ] [ 21 ]: Bath filter before fitted to the exhaust pipe
Figure ‎322: Oil-bath filter fitted on the exhaust pipe

Figure ‎323: Pipes connection

The experiment *
In this section, the procedure to run the test and how to collect the data are explained. For this project, the experiment had been done in three ways. First, the experiment is done with just the bath filter, without any fluids inside. For the second test, water was poured to the bowl of the bath filter and for the last time engine oil was used. General procedure before using the diesel engine is explained in section 3.4.3.1.

3.4.3.1 General procedures

1. Check that the engine is properly installed. Remember to secure all hexagon screws. 2. Check that all temperature sensors are in place and wires are connected properly. 3. Make sure that all switches on the control panel are off. Switch on the main power supply followed by the main switch on the panel. 4. Remove the fuel tank from under hook of the weighting balance temporally. 5. Press ON/OFF button on the weighting balance to turn it on. After the initialization is completed, press the RE-ZERO button to tare. Then, replace the fuel tank on the under hook. 6. Open the tab water to supply water to the eddy current dynamometer. 7. The excitation current is CGK as an individual power source and not to be controlled by CGK power switch. Press ‘ON’ at the “Exciting Current” and the light indicator is switched on. After pressing ‘OFF’, the excitation current will be cut and the indicator will be switched off.
Note: The dynamometer needs to warm up for 30 minutes before any experiments. 8. The unit is now ready for experiment. *

3.4.3.2 Experiments

The first experiment is done with just the filter and no fluid is used. After following the general procedure, the starting and stopping procedures need to be followed.

* Staring procedure:

1. The structure and bath filter are put to place and the pipe connections are made. Make sure that there are no leaks in the connection. Use duct tape if necessary. 2. Check the lubricant level regularly and make sure that it is always filled with sufficient level of lubricant. 3. Fill the fuel tank with fuel. Use automotive diesel only. 4. Set the speed control lever at the START position (HIGH SPEED). 5. Pull the recoil starter knob slowly and when you feel resistance, return its original position. 6. Pull the starter knob swiftly with both hands. Be sure to pull the recoil starter knob forcibly. Do not pull out the rope all the way. 7. After the engine started, let it warm up without load for a few minutes. 8. Gradually move the speed control lever and set it at the required engine speed. 9. Set the speed in a range between 2400 rpm to 2450 rpm. 10. Set the load in a range between 2.0 N to 2.5 N. Same ranges for the torque should be followed. 11. Start collection data using the control panel for 30 minutes.

* Stopping procedure

1. Set the speed control lever in the low speed position and allow the engine to run at condition without load for 5 minutes before stopping. 2. Push the stop lever down until the engine stops.

After the diesel engine stopped, it needs to cool down. After cooling process which would take at least 1 hour, the bath filter is removed and the bowl and the cap are weighted to see how much soot is trapped.

For the second experiment, water is used as the trapping fluid. Some modifications were needed for this experiment. Firstly, the cap for the bowl is removed because straight connection between exhaust and water is necessary. Secondly, a very close distance between the pipe and water was needed. Since there is no reason to use much water, a connection was made to make the inside pipe just a few millimeter above the water. The amount of water used is 1298.98 g as it is shown in the figure 3-24.

Figure [ ‎3 ] [ 24 ]: Water in the bowl of the filter before conducting experiment

For the second experiment, the same general procedure needs to be followed and then the starting and stopping procedure. After finishing the second experiment, the engine is cooled down and the bowl of the filter is removed and weighted to measure how much soot the water trapped.

It is the same procedure for the third experiment, but instead of water engine oil was used. The amount of oil used is 747.36 g as it is shown in the figure 3-25.

Figure ‎325: Engine oil in the bowl of the filter before conducting experiment

After the third and the last experiment, the engine is cooled down and the bath filter is removed and the bowl is weighted to measure how much soot oil has trapped.

The following procedures are for shutting down the engine test bed: 1. Reduce the engine speed and load in step slowly until the idle speed condition, then turn off the engine.
Note: Do not run the engine above 3000 RPM 2. Close the cooling water supply to the dynamometer. 3. Press “OFF” at the “Exciting Current” after switching off the CGK. 4. Switch off the main switch followed by the main power supply.

After general shut-down procedures, the bath filter is dismantled. For the last time, every part that was used in this experiment is weighted again. All of the pipe connections, the bowl and the filter itself are weighted again to measure how much soot the whole bath filter has trapped.

RESULTS AND DISCUSSION

In this section, results for each of the experiments are shown and effectiveness of each experiment is discussed and a comparison between them is made.
Note: Data log for each experiment is available in the appendix part C.

* First experiment:

The first experiment had been done with a dry filter and no fluids were used. Before the experiment, the bowl, the cap, and the bowl with cap were weighted. The bowl was 462.85 g, the cap 212.85 g, and together was 675.70 g. After the first experiment, they are removed to be weighted again. The following figures are the results after the experiment.

Figure ‎41: The bowl after first experiment

Figure ‎42: The cap

Figure ‎43: The bowl with cap The figures say it all. The bowl is 463.10 g which means the bowl alone has trapped 0.25 g soot. The cap is 212.98 which means the amount of 0.13 g is trapped there and the whole bowl with the cap is 676.10 g which gives the amount of 0.4 g of soot trapped in the whole bowl which a significant amount in only 30 minutes run of the diesel engine. The plot for the time in minutes versus the weight in grams is shown in figure 4-4.

Figure ‎44: First experiment (Dry filter)

The amount of 0.4 g was trapped by the first experiment.

* Second experiment:

The second experiment had been done with water. Before conducting the experiment, the amount of water with the bowl is weighted. The bowl is without the cap. Figure 3-24 is the weight of water with the bowl before the experiment. The weight is 1298.98 g. The bowl is 463.10 g which makes the weight of the water to be 835.88 g.

After 30 minutes of running diesel engine, the following figure is the result for the second experiment with water.

Figure ‎45: Water after experiment

Before the experiment, the weight was 1298.98 g and now after the experiment the weight is 948.92 g. This loss of water is due to evaporation. Evaporation is the process in which water is converted to vapor. Water is constantly evaporates at any temperature and of course with increasing the temperature, the rate at which water evaporates increases. In this experiment, the exhaust temperature has reached 117 °C. The bowl is assumed to have the same weight as before (463.10 g), therefore the amount of water which is remained is 485.82 g and the amount that evaporated is 350.06 g. Regardless of evaporation process, the water has completely turned black which proves that water has trapped lots of soot [ [50] ].

* Third experiment:

For the third and last experiment, water was replaced with engine oil. The weight of oil with the bowl (without the cap) was 747.36 g. The following figure is the result (weight) after conducting the last experiment.

Figure ‎46: Oil after experiment

The amount of oil has increased to 757.00 g which indicates that the amount of 9.64 g was trapped by the oil. Oil has much lower evaporation rate. In fact, often a layer of oil will be added to the water to prevent water evaporation. In this case, oil has turned to a dark black which proves the soot collection. The following figure is the plot of time (min) versus the weight in grams (soot collected).

Load, torque, and speed are constant

Figure [ ‎4 ] [ 7 ]: Third experiment

Based on the obtained result, engine oil is a very effective fluid to trap particulate matters (soot). The weight after the experiment gives the huge amount of 9.46 g soot collection.

Following figures are the results for each part after conducting the last experiment. These results will give the amount of soot which was trapped by the whole bath filter system.

* Filter
Figure ‎48: Filter

* The bowl with cap

Figure ‎49: The bowl with cap

* U-shaped pipe

Figure ‎410: U-shaped pipe after experiments

* L-shaped pipe

Figure ‎411: L-shaped pipe after experiments * Connection between U-shaped and filter inlet

Figure ‎412: Pipe connection (I) after experiments

* Connection between L-shaped and filter outlet

Figure ‎413: Pipe connection (O) after experiments

* Connection for the inside of the bath-filter

Figure ‎414: Pipe connection (Filter) after experiments

Comparing the weights for these parts with before conducting the experiment shows that a huge amount of soot was trapped. For the bath filter itself, the filter was 3485.65 g and now after the experiment is 3502.6 g (22.67 g is the rubber washer) which means the amount of 16.95 g is trapped. The bowl with the cap was 675.70 g and after the experiment is 676.63 g which means 0.93 g was trapped during the experiments in the bowl with the cap. Regardless of all the pipe connections, total amount of 17.88 g was trapped in the bath filter.

For all the pipe connections, the amount of 9.5 g was trapped by the U-shaped pipe, 0.17 by the L-shaped, 0.44 g by the pipe connection between the U-shaped and filter inlet, 0.2 g by the pipe connection between L-shaped and filter outlet, and 1.21 g by the connection for the inside of the bath filter. The large amount of 9.5 g of sort collection by the U-shaped pipe could be because of the pipe was straight connected to the exhaust pipe and probably was exposed to the most soot that was coming out. The larger soot could be stick to the wall of the U-shaped pipe. Totally, the amount that was trapped in all of the pipe connection is 11.52 g after all of the experiments. After all of these three experiments, it is safe to say that the oil had the best results. Regardless of the filter itself, for the first experiment which was without any fluids, the bowl with the cap only trapped 0.4 g soot. As in for the second experiment with water, it is impossible to say how much soot was trapped by the water without appropriate apparatuses such as water quality measurements. However, water has definitely trapped soot based on the figure 4-5 but the problem with using water is rapid evaporation. Therefore, water is not a good choice.

On the other hand, oil has proven to be an effective fluid to trap soot with 9.46 g soot collection. So, the oil is chosen to be the fluid for this project. If the amount of soot trapped by all the pipe connections and the filter itself is combined with the amount that was trapped by the oil, the result is the total amount of 38.86 g was trapped by the whole oil-bath system.

Figure ‎415: Results after all experiments

A noticeable effect of this technology was that the smoke and the smell were tremendously reduced. Before conducting the experiment, when the engine was running, even with the doors and windows open, it was very uncomfortable to breathe and you must have use a mask and also the smell of soot was bothering. After installing the bath filter, you could easily feel the change. This theory could definitely be proved by using the right apparatus such as air quality instruments.
An important achievement of this arrangement was that it definitely reduced the soot and smoke produced by the diesel engine.

CONCLUSION AND RECOMMENDATION

It is really important to find a new method/idea to resolve the problems with diesel exhaust emissions. Diesel engine exhausts have hazard health effects on human such as eye initiation, respiratory deceases, nausea, and lung cancer and in some cases could cause death. The focus of this project was on reducing the soot and smoke produced by diesel engine. Three ideas were proposed, a fan operated oil-bath filter, a turbo fan operated oil-bath filter, and an oil-bath filter. Oil-bath filter was selected for this study and three experiments had been conducted. Dry filter was used for the first experiment and the amount of 0.4 g was trapped in the bowl. Second experiment was water-bath filter and the amount of trapped soot was unknown due to water evaporation. However, the result for water show that water has turned black and this proves that water has trapped soot. For the last experiment, oil-bath filter was used and the results indicate that oil has trapped the most soot with the amount of 9.46 g.
Although all three experiments have proven to be effective and have trapped soot, but in comparison, oil-bath filter has the best result and has trapped huge amount of soot. After all experiments, the whole system including the bath filter and all of the pipe connections, has trapped huge amount of 38.86 g in only more than ninety minutes of running engine. For more realistic applications, the engine is usually operating more than 10 hours and this arrangement could trap a massive amount of soot. On the other hand, the oil-bath filter is a mobile arrangement which is an advantage.

RECOMMENDATION

One of the problems with this project was lack of proper apparatuses. Using a bath filter is an effective method to reduce the soot and smoke from diesel engine and this theory can be proved with using the right instruments. For future work, this method can be put into experiment using automatic gas analyzer and air quality measurement instruments to have stronger evidence that the smoke and soot from diesel engine has reduced. And also it could show reduction in other diesel exhaust emission such as Carbon monoxide and Hydrocarbons. The most important objective of this project was that to reduce the smoke and soot from diesel engine and based on the obtained results, it is safe to say that the objective is achieved.

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APPENDIX

A) Emission Standards

Table A1: Europe Emission Standards for Passenger Cars (Category M1*) Stage | Date | CO | HC | NOx | PM | Euro 1† | 1992.07 | 2.72 | 0.97 | - | 0.14 | Euro 2, IDI | 1996.01 | 1.0 | 0.7 | - | 0.08 | Euro 2, DI | 1996.01a | 1.0 | 0.9 | - | 0.10 | Euro 3 | 2000.01 | 0.64 | 0.56 | 0.50 | 0.05 | Euro 4 | 2005.01 | 0.50 | 0.30 | 0.25 | 0.025 | Euro 5a | 2009.09b | 0.50 | 0.23 | 0.18 | 0.005f | Euro 5b | 2011.09c | 0.50 | 0.23 | 0.18 | 0.005f | Euro 6 | 2014.09 | 0.50 | 0.17 | 0.08 | 0.005f | * At the Euro 1..4 stages, passenger vehicles > 2,500 kg were type approved as Category N1 vehicles † Values in brackets are conformity of production (COP) limits a. until 1999.09.30 (after that date DI engines must meet the IDI limits) b. 2011.01 for all models c. 2013.01 for all models

Table A2: EU Emission Standards for Light Commercial Vehicles

Category† | Stage | Date | CO | HC | HC+NOx | NOx | PM | PN | | | | g/km | #/km | Diesel | N1, Class I
≤1305 kg | Euro 1 | 1994.10 | 2.72 | - | 0.97 | - | 0.14 | - | | Euro 2 IDI | 1998.01 | 1.0 | - | 0.70 | - | 0.08 | - | | Euro 2 DI | 1998.01a | 1.0 | - | 0.90 | - | 0.10 | - | | Euro 3 | 2000.01 | 0.64 | - | 0.56 | 0.50 | 0.05 | - | | Euro 4 | 2005.01 | 0.50 | - | 0.30 | 0.25 | 0.025 | - | | Euro 5a | 2009.09b | 0.50 | - | 0.23 | 0.18 | 0.005f | - | | Euro 5b | 2011.09d | 0.50 | - | 0.23 | 0.18 | 0.005f | 6.0×1011 | | Euro 6 | 2014.09 | 0.50 | - | 0.17 | 0.08 | 0.005f | 6.0×1011 | N1, Class II
1305-1760 kg | Euro 1 | 1994.10 | 5.17 | - | 1.40 | - | 0.19 | - | | Euro 2 IDI | 1998.01 | 1.25 | - | 1.0 | - | 0.12 | - | | Euro 2 DI | 1998.01a | 1.25 | - | 1.30 | - | 0.14 | - | | Euro 3 | 2001.01 | 0.80 | - | 0.72 | 0.65 | 0.07 | - | | Euro 4 | 2006.01 | 0.63 | - | 0.39 | 0.33 | 0.04 | - | | Euro 5a | 2010.09c | 0.63 | - | 0.295 | 0.235 | 0.005f | - | | Euro 5b | 2011.09d | 0.63 | - | 0.295 | 0.235 | 0.005f | 6.0×1011 | | Euro 6 | 2015.09 | 0.63 | - | 0.195 | 0.105 | 0.005f | 6.0×1011 | N1, Class III
>1760 kg | Euro 1 | 1994.10 | 6.90 | - | 1.70 | - | 0.25 | - | | Euro 2 IDI | 1998.01 | 1.5 | - | 1.20 | - | 0.17 | - | | Euro 2 DI | 1998.01a | 1.5 | - | 1.60 | - | 0.20 | - | | Euro 3 | 2001.01 | 0.95 | - | 0.86 | 0.78 | 0.10 | - | | Euro 4 | 2006.01 | 0.74 | - | 0.46 | 0.39 | 0.06 | - | | Euro 5a | 2010.09c | 0.74 | - | 0.350 | 0.280 | 0.005f | - | | Euro 5b | 2011.09d | 0.74 | - | 0.350 | 0.280 | 0.005f | 6.0×1011 | | Euro 6 | 2015.09 | 0.74 | - | 0.215 | 0.125 | 0.005f | 6.0×1011 | N2 | Euro 5a | 2010.09c | 0.74 | - | 0.350 | 0.280 | 0.005f | - | | Euro 5b | 2011.09d | 0.74 | - | 0.350 | 0.280 | 0.005f | 6.0×1011 | | Euro 6 | 2015.09 | 0.74 | - | 0.215 | 0.125 | 0.005f | 6.0×1011 |
† For Euro 1/2 the Category N1 reference mass classes were Class I ≤ 1250 kg, Class II 1250-1700 kg, Class III > 1700 kg
a. until 1999.09.30 (after that date DI engines must meet the IDI limits)
b. 2011.01 for all models
c. 2012.01 for all models
d. 2013.01 for all models

Table A2: EU Emission Standards for HD Diesel Engines, g/kWh (smoke in m-1)

Tier | Date | CO | HC | NOx | PM | Smoke | Euro I | 1992 (< 85 kW) | 4.5 | 1.1 | 8.0 | 0.612 | | | 1992 (> 85 kW) | 4.5 | 1.1 | 8.0 | 0.36 | | Euro II | October 1996 | 4.0 | 1.1 | 7.0 | 0.25 | | | October 1998 | 4.0 | 1.1 | 7.0 | 0.15 | | Euro III | October 1999 (EEVs only) | 1.5 | 0.25 | 2.0 | 0.02 | 0.15 | | October 2000 | 2.1 | 0.66 | 5.0 | 0.10
0.13a | 0.8 | Euro IV | October 2005 | 1.5 | 0.46 | 3.5 | 0.02 | 0.5 | Euro V | October 2008 | 1.5 | 0.46 | 2.0 | 0.02 | 0.5 | Euro VI | January 2013 | 1.5 | 0.13 | 0.4 | 0.01 | | a - for engines of less than 0.75 dm3 swept volume per cylinder and a rated power speed of more than 3000 min-1 EEV - enhanced environmentally-friendly vehicles

B) Engine Test Bed Specifications

1. Eddy Current dynamometer

* Model : GW 10 * Rated absorbing power: 10 kW * Rated braking torque: 50 Nm * Rated maximum speed: 13,000 RPM * Coolant: fresh water * Measuring accuracy of torque: ±0.2-0.3%FS * Measuring accuracy of rotational speed: ±1 r/min 2. Air inlet pipe * Pipe ID: 54.8 mm * Airflow meter range: 0 – 10 m/s * Air temperature range: 0 – 100°C (TT1)

3. Fuel Tanks

* Capacity: 2 Liter * Fuel temperature range: 0 – 200°C (TT2) * Weighing balance: 6100.0 x 0.1 gram(For oil consumption measurement) 4. Overall Dimension * Engine Test Bed: Height : 1.80 m Width : 1.25 m Depth : 0.80 m * Control Panel: Height : 1.85 m Width : 0.70 m Depth : 0.80 m 5. General Requirements

* Electrical supply: 220-240VAC/50Hz/2A * Cooling Water : 20 LPM, 20-30 m Head
Since all the power is dissipated as heat to the surroundings, adequate ventilation must be provided.

C) Data logs

* First experiment:

Table C1: data log for dry filter Date | Time | W(g) | TT1 | TT2 | TT3 | TT4 | V | T | L | Speed | Pwr | 14/04/2014 | 11:37:24 | 2883.8 | 25.3 | 145 | 25.3 | 74.3 | 2.1 | 2.37 | 2.48 | 2413 | 0.60 | 14/04/2014 | 11:37:34 | 2883.1 | 25.3 | 144 | 25.3 | 74.3 | 2.0 | 2.39 | 2.50 | 2416 | 0.60 | 14/04/2014 | 11:37:44 | 2882.4 | 25.3 | 144 | 25.3 | 74.3 | 2.0 | 2.39 | 2.50 | 2420 | 0.61 | 14/04/2014 | 11:37:54 | 2881.7 | 25.3 | 143 | 25.3 | 74.3 | 2.1 | 2.42 | 2.53 | 2424 | 0.61 | 14/04/2014 | 11:38:04 | 2881.1 | 25.3 | 143 | 25.4 | 74.4 | 2.0 | 2.44 | 2.56 | 2421 | 0.62 | 14/04/2014 | 11:38:14 | 2880.4 | 25.3 | 143 | 25.4 | 74.8 | 2.1 | 2.42 | 2.53 | 2425 | 0.61 | 14/04/2014 | 11:38:24 | 2879.4 | 25.3 | 142 | 25.4 | 74.9 | 2.1 | 2.40 | 2.51 | 2426 | 0.61 | 14/04/2014 | 11:38:35 | 2878.7 | 25.3 | 142 | 25.4 | 74.6 | 2.0 | 2.42 | 2.53 | 2420 | 0.61 | 14/04/2014 | 11:38:45 | 2878.4 | 25.4 | 142 | 25.4 | 74.6 | 2.1 | 2.40 | 2.51 | 2422 | 0.61 | 14/04/2014 | 11:38:55 | 2877.5 | 25.4 | 141 | 25.4 | 74.5 | 2.1 | 2.41 | 2.52 | 2422 | 0.61 | 14/04/2014 | 11:39:05 | 2876.9 | 25.4 | 141 | 25.4 | 74.5 | 2.0 | 2.37 | 2.48 | 2426 | 0.60 | 14/04/2014 | 11:39:15 | 2876.2 | 25.4 | 141 | 25.4 | 74.5 | 2.0 | 2.39 | 2.50 | 2426 | 0.61 | 14/04/2014 | 11:39:25 | 2875.5 | 25.4 | 141 | 25.4 | 74.7 | 2.0 | 2.39 | 2.50 | 2426 | 0.61 | 14/04/2014 | 11:39:35 | 2874.6 | 25.4 | 141 | 25.4 | 74.8 | 2.0 | 2.41 | 2.52 | 2422 | 0.61 | 14/04/2014 | 11:39:45 | 2874.0 | 25.4 | 140 | 25.4 | 74.9 | 2.1 | 2.41 | 2.52 | 2425 | 0.61 | 14/04/2014 | 11:39:55 | 2873.3 | 25.4 | 140 | 25.4 | 74.8 | 2.1 | 2.39 | 2.50 | 2425 | 0.61 | 14/04/2014 | 11:40:05 | 2872.6 | 25.4 | 140 | 25.4 | 75.1 | 2.1 | 2.36 | 2.47 | 2423 | 0.60 | 14/04/2014 | 11:40:15 | 2872.1 | 25.4 | 140 | 25.4 | 74.6 | 2.0 | 2.39 | 2.50 | 2424 | 0.61 | 14/04/2014 | 11:40:25 | 2871.5 | 25.4 | 140 | 25.4 | 74.6 | 2.1 | 2.39 | 2.50 | 2421 | 0.61 | 14/04/2014 | 11:40:35 | 2870.5 | 25.4 | 140 | 25.4 | 74.7 | 2.0 | 2.35 | 2.46 | 2426 | 0.60 | 14/04/2014 | 11:40:45 | 2870.5 | 25.4 | 140 | 25.4 | 74.7 | 2.1 | 2.38 | 2.49 | 2420 | 0.60 | 14/04/2014 | 11:40:55 | 2869.4 | 25.4 | 140 | 25.5 | 74.6 | 2.0 | 2.36 | 2.47 | 2421 | 0.60 | 14/04/2014 | 11:41:05 | 2868.9 | 25.4 | 140 | 25.5 | 75.0 | 2.1 | 2.38 | 2.49 | 2424 | 0.60 | 14/04/2014 | 11:41:15 | 2868.4 | 25.4 | 139 | 25.4 | 74.8 | 2.0 | 2.36 | 2.47 | 2425 | 0.60 | 14/04/2014 | 11:41:25 | 2867.3 | 25.4 | 139 | 25.4 | 74.6 | 2.0 | 2.41 | 2.52 | 2422 | 0.61 | 14/04/2014 | 11:41:35 | 2866.7 | 25.4 | 139 | 25.5 | 74.6 | 2.1 | 2.41 | 2.52 | 2422 | 0.61 | 14/04/2014 | 11:41:45 | 2866.0 | 25.5 | 139 | 25.4 | 74.6 | 2.0 | 2.44 | 2.56 | 2423 | 0.62 | 14/04/2014 | 11:41:55 | 2865.2 | 25.5 | 139 | 25.5 | 74.8 | 2.0 | 2.44 | 2.56 | 2419 | 0.62 | 14/04/2014 | 11:42:05 | 2864.4 | 25.6 | 139 | 25.5 | 74.9 | 2.1 | 2.40 | 2.51 | 2415 | 0.61 | 14/04/2014 | 11:42:15 | 2863.6 | 25.6 | 139 | 25.5 | 75.0 | 2.0 | 2.42 | 2.53 | 2417 | 0.61 | 14/04/2014 | 11:42:25 | 2862.9 | 25.6 | 139 | 25.5 | 75.2 | 2.0 | 2.43 | 2.54 | 2414 | 0.61 | 14/04/2014 | 11:42:35 | 2862.0 | 25.6 | 139 | 25.5 | 75.1 | 2.0 | 2.44 | 2.56 | 2415 | 0.62 | 14/04/2014 | 11:42:45 | 2861.1 | 25.6 | 139 | 25.5 | 75.0 | 2.0 | 2.41 | 2.52 | 2423 | 0.61 | 14/04/2014 | 11:42:55 | 2860.7 | 25.6 | 139 | 25.5 | 75.0 | 2.0 | 2.43 | 2.54 | 2419 | 0.62 | 14/04/2014 | 11:43:05 | 2859.8 | 25.6 | 139 | 25.5 | 75.0 | 2.0 | 2.42 | 2.53 | 2419 | 0.61 | 14/04/2014 | 11:43:15 | 2858.9 | 25.6 | 139 | 25.5 | 74.9 | 2.0 | 2.40 | 2.51 | 2418 | 0.61 | 14/04/2014 | 11:43:25 | 2858.2 | 25.7 | 139 | 25.5 | 75.0 | 2.1 | 2.43 | 2.54 | 2417 | 0.62 | 14/04/2014 | 11:43:35 | 2857.5 | 25.7 | 139 | 25.5 | 75.1 | 2.2 | 2.41 | 2.52 | 2418 | 0.61 | 14/04/2014 | 11:43:45 | 2856.8 | 25.7 | 139 | 25.5 | 75.2 | 2.0 | 2.41 | 2.52 | 2412 | 0.61 | 14/04/2014 | 11:43:55 | 2856.2 | 25.8 | 139 | 25.5 | 75.4 | 2.0 | 2.41 | 2.52 | 2412 | 0.61 | 14/04/2014 | 11:44:05 | 2855.5 | 25.8 | 139 | 25.5 | 75.7 | 2.0 | 2.41 | 2.52 | 2413 | 0.61 | 14/04/2014 | 11:44:15 | 2854.8 | 25.8 | 139 | 25.5 | 75.8 | 2.1 | 2.39 | 2.50 | 2414 | 0.60 | 14/04/2014 | 11:44:25 | 2854.1 | 25.8 | 139 | 25.5 | 75.3 | 2.1 | 2.41 | 2.52 | 2412 | 0.61 | 14/04/2014 | 11:44:35 | 2853.2 | 25.8 | 139 | 25.5 | 75.0 | 2.1 | 2.37 | 2.48 | 2414 | 0.60 | 14/04/2014 | 11:44:45 | 2852.4 | 25.9 | 139 | 25.5 | 75.2 | 2.1 | 2.42 | 2.53 | 2416 | 0.61 | 14/04/2014 | 11:44:55 | 2851.8 | 25.9 | 139 | 25.5 | 75.2 | 2.0 | 2.41 | 2.52 | 2415 | 0.61 | 14/04/2014 | 11:45:05 | 2851.1 | 25.9 | 139 | 25.5 | 75.0 | 2.1 | 2.41 | 2.52 | 2411 | 0.61 | 14/04/2014 | 11:45:15 | 2850.4 | 25.9 | 139 | 25.5 | 75.3 | 2.0 | 2.42 | 2.53 | 2412 | 0.61 | 14/04/2014 | 11:45:25 | 2849.4 | 26.0 | 139 | 25.5 | 75.1 | 2.1 | 2.41 | 2.52 | 2409 | 0.61 | 14/04/2014 | 11:45:35 | 2848.9 | 26.0 | 139 | 25.5 | 75.2 | 2.0 | 2.41 | 2.52 | 2413 | 0.61 | 14/04/2014 | 11:45:45 | 2848.5 | 26.0 | 139 | 25.5 | 75.3 | 2.0 | 2.37 | 2.48 | 2415 | 0.60 | 14/04/2014 | 11:45:55 | 2847.7 | 26.0 | 139 | 25.4 | 75.1 | 2.0 | 2.34 | 2.45 | 2416 | 0.59 | 14/04/2014 | 11:46:05 | 2847.1 | 26.1 | 139 | 25.5 | 75.0 | 2.1 | 2.36 | 2.47 | 2412 | 0.60 | 14/04/2014 | 11:46:15 | 2846.1 | 26.0 | 139 | 25.5 | 75.1 | 2.0 | 2.34 | 2.45 | 2412 | 0.59 | 14/04/2014 | 11:46:25 | 2845.4 | 26.0 | 139 | 25.4 | 75.1 | 2.1 | 2.34 | 2.45 | 2414 | 0.59 | 14/04/2014 | 11:46:35 | 2844.8 | 26.0 | 139 | 25.4 | 75.1 | 2.1 | 2.36 | 2.47 | 2416 | 0.60 | 14/04/2014 | 11:46:45 | 2843.9 | 26.1 | 139 | 25.4 | 75.1 | 2.1 | 2.39 | 2.50 | 2412 | 0.60 | 14/04/2014 | 11:46:55 | 2843.3 | 26.1 | 139 | 25.4 | 75.2 | 2.1 | 2.36 | 2.47 | 2416 | 0.60 | 14/04/2014 | 11:47:05 | 2842.6 | 26.1 | 139 | 25.4 | 75.2 | 2.1 | 2.39 | 2.50 | 2403 | 0.60 | 14/04/2014 | 11:47:15 | 2841.8 | 26.1 | 139 | 25.4 | 75.0 | 2.1 | 2.37 | 2.48 | 2405 | 0.60 | 14/04/2014 | 11:47:25 | 2841.1 | 26.2 | 139 | 25.4 | 75.2 | 2.1 | 2.43 | 2.54 | 2412 | 0.61 | 14/04/2014 | 11:47:35 | 2840.3 | 26.2 | 139 | 25.4 | 75.2 | 2.1 | 2.39 | 2.50 | 2410 | 0.60 | 14/04/2014 | 11:47:45 | 2839.6 | 26.2 | 139 | 25.5 | 75.4 | 2.0 | 2.37 | 2.48 | 2409 | 0.60 | 14/04/2014 | 11:47:55 | 2838.8 | 26.2 | 139 | 25.5 | 75.6 | 2.1 | 2.39 | 2.50 | 2408 | 0.60 | 14/04/2014 | 11:48:05 | 2838.2 | 26.2 | 139 | 25.5 | 75.6 | 2.1 | 2.38 | 2.49 | 2412 | 0.60 | 14/04/2014 | 11:48:15 | 2837.5 | 26.2 | 139 | 25.5 | 75.3 | 2.0 | 2.36 | 2.47 | 2414 | 0.60 | 14/04/2014 | 11:48:25 | 2836.7 | 26.2 | 139 | 25.5 | 75.2 | 2.1 | 2.35 | 2.46 | 2411 | 0.59 | 14/04/2014 | 11:48:35 | 2835.8 | 26.3 | 139 | 25.5 | 75.2 | 2.0 | 2.36 | 2.47 | 2414 | 0.60 | 14/04/2014 | 11:48:45 | 2835.2 | 26.3 | 139 | 25.5 | 75.3 | 2.1 | 2.36 | 2.47 | 2412 | 0.60 | 14/04/2014 | 11:48:55 | 2834.4 | 26.3 | 139 | 25.5 | 75.3 | 2.0 | 2.35 | 2.46 | 2408 | 0.59 | 14/04/2014 | 11:49:05 | 2833.8 | 26.3 | 139 | 25.5 | 75.4 | 2.1 | 2.34 | 2.45 | 2405 | 0.59 | 14/04/2014 | 11:49:15 | 2833.1 | 26.3 | 139 | 25.5 | 75.5 | 2.0 | 2.33 | 2.44 | 2405 | 0.59 | 14/04/2014 | 11:49:25 | 2832.3 | 26.4 | 139 | 25.5 | 75.4 | 2.1 | 2.36 | 2.47 | 2409 | 0.60 | 14/04/2014 | 11:49:35 | 2831.7 | 26.4 | 139 | 25.5 | 75.3 | 2.1 | 2.36 | 2.47 | 2408 | 0.60 | 14/04/2014 | 11:49:45 | 2830.9 | 26.4 | 139 | 25.5 | 75.2 | 2.1 | 2.38 | 2.49 | 2419 | 0.60 | 14/04/2014 | 11:49:55 | 2830.6 | 26.4 | 139 | 25.5 | 75.3 | 2.0 | 2.38 | 2.49 | 2412 | 0.60 | 14/04/2014 | 11:50:05 | 2829.4 | 26.4 | 139 | 25.5 | 75.4 | 2.1 | 2.37 | 2.48 | 2411 | 0.60 | 14/04/2014 | 11:50:15 | 2828.9 | 26.4 | 139 | 25.5 | 75.5 | 2.0 | 2.37 | 2.48 | 2409 | 0.60 | 14/04/2014 | 11:50:25 | 2828.3 | 26.5 | 139 | 25.5 | 75.4 | 2.1 | 2.39 | 2.50 | 2410 | 0.60 | 14/04/2014 | 11:50:35 | 2827.5 | 26.5 | 139 | 25.5 | 75.8 | 2.0 | 2.36 | 2.47 | 2410 | 0.60 | 14/04/2014 | 11:50:46 | 2826.6 | 26.5 | 139 | 25.5 | 75.7 | 2.1 | 2.38 | 2.49 | 2411 | 0.60 | 14/04/2014 | 11:50:56 | 2825.9 | 26.5 | 139 | 25.5 | 75.8 | 2.1 | 2.36 | 2.47 | 2407 | 0.59 | 14/04/2014 | 11:51:06 | 2825.5 | 26.5 | 139 | 25.5 | 75.9 | 2.0 | 2.37 | 2.48 | 2411 | 0.60 | 14/04/2014 | 11:51:16 | 2824.7 | 26.5 | 139 | 25.5 | 75.9 | 2.0 | 2.37 | 2.48 | 2411 | 0.60 | 14/04/2014 | 11:51:26 | 2823.7 | 26.6 | 139 | 25.5 | 75.7 | 2.1 | 2.38 | 2.49 | 2410 | 0.60 | 14/04/2014 | 11:51:36 | 2823.1 | 26.6 | 139 | 25.5 | 75.5 | 2.1 | 2.38 | 2.49 | 2410 | 0.60 | 14/04/2014 | 11:51:46 | 2822.4 | 26.6 | 139 | 25.5 | 75.5 | 2.0 | 2.36 | 2.47 | 2413 | 0.60 | 14/04/2014 | 11:51:56 | 2821.7 | 26.6 | 139 | 25.5 | 75.5 | 2.1 | 2.36 | 2.47 | 2410 | 0.60 | 14/04/2014 | 11:52:06 | 2821.1 | 26.6 | 139 | 25.5 | 75.5 | 2.1 | 2.40 | 2.51 | 2410 | 0.61 | 14/04/2014 | 11:52:17 | 2820.2 | 26.6 | 139 | 25.5 | 75.5 | 2.0 | 2.38 | 2.49 | 2406 | 0.60 | 14/04/2014 | 11:52:27 | 2819.5 | 26.6 | 139 | 25.5 | 75.6 | 2.1 | 2.36 | 2.47 | 2408 | 0.60 | 14/04/2014 | 11:52:37 | 2818.6 | 26.6 | 139 | 25.5 | 75.7 | 2.1 | 2.39 | 2.50 | 2407 | 0.60 | 14/04/2014 | 11:52:47 | 2818.1 | 26.6 | 139 | 25.5 | 75.5 | 2.0 | 2.41 | 2.52 | 2409 | 0.61 | 14/04/2014 | 11:52:57 | 2817.3 | 26.6 | 139 | 25.6 | 75.5 | 2.0 | 2.39 | 2.50 | 2406 | 0.60 | 14/04/2014 | 11:53:08 | 2816.6 | 26.7 | 139 | 25.5 | 75.5 | 2.1 | 2.43 | 2.54 | 2410 | 0.61 | 14/04/2014 | 11:53:18 | 2815.6 | 26.7 | 139 | 25.6 | 75.9 | 2.0 | 2.40 | 2.51 | 2411 | 0.61 | 14/04/2014 | 11:53:28 | 2815.1 | 26.7 | 139 | 25.6 | 75.8 | 2.1 | 2.44 | 2.56 | 2413 | 0.62 | 14/04/2014 | 11:53:38 | 2814.2 | 26.7 | 139 | 25.6 | 75.7 | 2.1 | 2.41 | 2.52 | 2416 | 0.61 | 14/04/2014 | 11:53:48 | 2813.5 | 26.7 | 139 | 25.6 | 75.8 | 2.0 | 2.44 | 2.56 | 2408 | 0.62 | 14/04/2014 | 11:53:58 | 2812.8 | 26.7 | 139 | 25.6 | 75.7 | 2.1 | 2.44 | 2.56 | 2406 | 0.61 | 14/04/2014 | 11:54:08 | 2811.9 | 26.7 | 139 | 25.6 | 75.5 | 2.1 | 2.45 | 2.57 | 2411 | 0.62 | 14/04/2014 | 11:54:18 | 2811.1 | 26.7 | 139 | 25.6 | 75.4 | 2.1 | 2.44 | 2.56 | 2408 | 0.62 | 14/04/2014 | 11:54:28 | 2810.4 | 26.7 | 139 | 25.6 | 75.6 | 2.1 | 2.47 | 2.59 | 2411 | 0.62 | 14/04/2014 | 11:54:38 | 2809.7 | 26.7 | 139 | 25.6 | 75.8 | 2.1 | 2.47 | 2.59 | 2414 | 0.62 | 14/04/2014 | 11:54:48 | 2809.0 | 26.7 | 140 | 25.6 | 76.0 | 2.1 | 2.46 | 2.58 | 2409 | 0.62 | 14/04/2014 | 11:54:58 | 2807.9 | 26.7 | 140 | 25.6 | 75.9 | 2.0 | 2.46 | 2.58 | 2411 | 0.62 | 14/04/2014 | 11:55:08 | 2806.7 | 26.7 | 140 | 25.6 | 75.8 | 2.0 | 2.44 | 2.56 | 2408 | 0.62 | 14/04/2014 | 11:55:18 | 2806.1 | 26.7 | 140 | 25.6 | 75.7 | 2.1 | 2.48 | 2.60 | 2415 | 0.63 | 14/04/2014 | 11:55:28 | 2805.4 | 26.7 | 140 | 25.6 | 75.9 | 2.0 | 2.46 | 2.58 | 2409 | 0.62 | 14/04/2014 | 11:55:38 | 2804.7 | 26.7 | 140 | 25.6 | 75.8 | 2.0 | 2.48 | 2.60 | 2410 | 0.63 | 14/04/2014 | 11:55:48 | 2804.2 | 26.7 | 140 | 25.6 | 75.6 | 2.0 | 2.47 | 2.59 | 2409 | 0.62 | 14/04/2014 | 11:55:58 | 2803.6 | 26.7 | 140 | 25.6 | 75.5 | 2.1 | 2.43 | 2.54 | 2411 | 0.61 | 14/04/2014 | 11:56:08 | 2802.8 | 26.7 | 140 | 25.6 | 75.6 | 2.1 | 2.49 | 2.61 | 2412 | 0.63 | 14/04/2014 | 11:56:18 | 2801.9 | 26.7 | 139 | 25.6 | 75.5 | 2.1 | 2.48 | 2.60 | 2406 | 0.62 | 14/04/2014 | 11:56:28 | 2801.2 | 26.7 | 140 | 25.6 | 75.7 | 2.1 | 2.47 | 2.59 | 2415 | 0.62 | 14/04/2014 | 11:56:38 | 2800.6 | 26.7 | 139 | 25.6 | 75.8 | 2.1 | 2.47 | 2.59 | 2413 | 0.62 | 14/04/2014 | 11:56:48 | 2799.8 | 26.7 | 140 | 25.6 | 76.0 | 2.0 | 2.45 | 2.57 | 2412 | 0.62 | 14/04/2014 | 11:56:58 | 2799.2 | 26.7 | 140 | 25.6 | 76.0 | 2.0 | 2.44 | 2.56 | 2408 | 0.62 | 14/04/2014 | 11:57:08 | 2798.4 | 26.7 | 140 | 25.6 | 76.0 | 2.0 | 2.42 | 2.53 | 2410 | 0.61 | 14/04/2014 | 11:57:19 | 2797.5 | 26.7 | 140 | 25.6 | 75.8 | 2.0 | 2.44 | 2.56 | 2414 | 0.62 | 14/04/2014 | 11:57:29 | 2796.7 | 26.7 | 140 | 25.6 | 75.9 | 2.1 | 2.44 | 2.56 | 2410 | 0.62 | 14/04/2014 | 11:57:39 | 2796.1 | 26.7 | 140 | 25.6 | 76.0 | 2.1 | 2.44 | 2.56 | 2410 | 0.62 | 14/04/2014 | 11:57:49 | 2795.6 | 26.8 | 140 | 25.6 | 75.9 | 2.1 | 2.44 | 2.56 | 2415 | 0.62 | 14/04/2014 | 11:57:59 | 2794.8 | 26.8 | 140 | 25.6 | 75.9 | 2.1 | 2.39 | 2.50 | 2417 | 0.60 | 14/04/2014 | 11:58:09 | 2794.2 | 26.8 | 140 | 25.7 | 76.0 | 2.1 | 2.43 | 2.54 | 2417 | 0.62 | 14/04/2014 | 11:58:19 | 2793.5 | 26.8 | 140 | 25.7 | 75.8 | 2.1 | 2.40 | 2.51 | 2417 | 0.61 | 14/04/2014 | 11:58:29 | 2792.7 | 26.8 | 140 | 25.7 | 75.9 | 2.0 | 2.42 | 2.53 | 2411 | 0.61 | 14/04/2014 | 11:58:39 | 2792.0 | 26.8 | 140 | 25.7 | 76.1 | 2.0 | 2.41 | 2.52 | 2411 | 0.61 | 14/04/2014 | 11:58:49 | 2791.2 | 26.8 | 140 | 25.7 | 75.8 | 2.1 | 2.38 | 2.49 | 2415 | 0.60 | 14/04/2014 | 11:58:59 | 2790.7 | 26.8 | 140 | 25.7 | 75.8 | 2.0 | 2.40 | 2.51 | 2412 | 0.61 | 14/04/2014 | 11:59:09 | 2789.8 | 26.8 | 140 | 25.7 | 75.8 | 2.0 | 2.40 | 2.51 | 2415 | 0.61 | 14/04/2014 | 11:59:19 | 2789.0 | 26.9 | 140 | 25.7 | 76.0 | 2.1 | 2.41 | 2.52 | 2417 | 0.61 | 14/04/2014 | 11:59:29 | 2788.5 | 26.8 | 140 | 25.7 | 76.1 | 2.0 | 2.45 | 2.57 | 2414 | 0.62 | 14/04/2014 | 11:59:40 | 2787.6 | 26.8 | 140 | 25.7 | 75.8 | 2.0 | 2.45 | 2.57 | 2411 | 0.62 | 14/04/2014 | 11:59:50 | 2786.6 | 26.8 | 140 | 25.7 | 76.2 | 2.1 | 2.42 | 2.53 | 2414 | 0.61 | 14/04/2014 | 12:00:00 | 2786.1 | 26.9 | 140 | 25.7 | 76.5 | 2.1 | 2.46 | 2.58 | 2416 | 0.62 | 14/04/2014 | 12:00:10 | 2785.5 | 26.9 | 140 | 25.7 | 76.6 | 2.1 | 2.46 | 2.58 | 2412 | 0.62 | 14/04/2014 | 12:00:20 | 2784.5 | 26.8 | 140 | 25.7 | 76.3 | 2.1 | 2.46 | 2.58 | 2410 | 0.62 | 14/04/2014 | 12:00:30 | 2783.7 | 26.8 | 140 | 25.7 | 76.4 | 2.0 | 2.46 | 2.58 | 2413 | 0.62 | 14/04/2014 | 12:00:40 | 2783.0 | 26.8 | 140 | 25.7 | 76.1 | 2.1 | 2.45 | 2.57 | 2408 | 0.62 | 14/04/2014 | 12:00:50 | 2782.1 | 26.8 | 140 | 25.7 | 76.1 | 2.0 | 2.47 | 2.59 | 2405 | 0.62 | 14/04/2014 | 12:01:00 | 2781.7 | 26.9 | 140 | 25.7 | 75.9 | 2.0 | 2.49 | 2.61 | 2413 | 0.63 | 14/04/2014 | 12:01:10 | 2780.8 | 26.9 | 140 | 25.7 | 75.9 | 2.0 | 2.47 | 2.59 | 2412 | 0.62 | 14/04/2014 | 12:01:20 | 2780.0 | 26.9 | 140 | 25.7 | 76.1 | 2.0 | 2.48 | 2.60 | 2409 | 0.63 | 14/04/2014 | 12:01:30 | 2779.2 | 26.8 | 140 | 25.7 | 75.9 | 2.1 | 2.47 | 2.59 | 2416 | 0.62 | 14/04/2014 | 12:01:41 | 2778.8 | 26.9 | 140 | 25.7 | 75.9 | 2.1 | 2.50 | 2.62 | 2411 | 0.63 | 14/04/2014 | 12:01:51 | 2777.8 | 26.9 | 140 | 25.7 | 76.1 | 2.0 | 2.51 | 2.63 | 2413 | 0.63 | 14/04/2014 | 12:02:01 | 2777.1 | 26.9 | 140 | 25.7 | 75.8 | 2.1 | 2.49 | 2.61 | 2410 | 0.63 | 14/04/2014 | 12:02:11 | 2776.2 | 26.9 | 140 | 25.7 | 75.8 | 2.1 | 2.49 | 2.61 | 2410 | 0.63 | 14/04/2014 | 12:02:21 | 2775.5 | 26.9 | 140 | 25.7 | 75.7 | 2.0 | 2.49 | 2.61 | 2406 | 0.63 | 14/04/2014 | 12:02:31 | 2774.8 | 26.9 | 140 | 25.7 | 75.9 | 2.0 | 2.47 | 2.59 | 2409 | 0.62 | 14/04/2014 | 12:02:41 | 2774.2 | 27.0 | 140 | 25.7 | 75.9 | 2.0 | 2.46 | 2.58 | 2411 | 0.62 | 14/04/2014 | 12:02:52 | 2773.3 | 26.9 | 140 | 25.7 | 75.9 | 2.1 | 2.45 | 2.57 | 2408 | 0.62 | 14/04/2014 | 12:03:02 | 2772.6 | 26.9 | 140 | 25.7 | 75.9 | 2.1 | 2.44 | 2.56 | 2409 | 0.62 | 14/04/2014 | 12:03:12 | 2771.8 | 26.9 | 140 | 25.7 | 75.8 | 2.0 | 2.44 | 2.56 | 2412 | 0.62 | 14/04/2014 | 12:03:22 | 2771.1 | 27.0 | 140 | 25.7 | 75.9 | 2.1 | 2.43 | 2.54 | 2409 | 0.61 | 14/04/2014 | 12:03:32 | 2770.4 | 26.9 | 140 | 25.7 | 76.1 | 2.1 | 2.44 | 2.56 | 2414 | 0.62 | 14/04/2014 | 12:03:42 | 2769.7 | 27.0 | 140 | 25.7 | 76.3 | 2.1 | 2.44 | 2.56 | 2412 | 0.62 | 14/04/2014 | 12:03:52 | 2768.9 | 27.0 | 140 | 25.7 | 76.0 | 2.0 | 2.44 | 2.56 | 2408 | 0.62 | 14/04/2014 | 12:04:03 | 2767.9 | 27.0 | 140 | 25.7 | 76.0 | 2.0 | 2.45 | 2.57 | 2406 | 0.62 | 14/04/2014 | 12:04:13 | 2767.4 | 27.0 | 140 | 25.7 | 76.1 | 2.0 | 2.41 | 2.52 | 2413 | 0.61 | 14/04/2014 | 12:04:23 | 2766.5 | 27.0 | 140 | 25.7 | 76.2 | 2.0 | 2.42 | 2.53 | 2415 | 0.61 | 14/04/2014 | 12:04:33 | 2765.9 | 27.0 | 140 | 25.7 | 76.2 | 2.1 | 2.41 | 2.52 | 2411 | 0.61 | 14/04/2014 | 12:04:43 | 2765.1 | 27.0 | 140 | 25.7 | 76.4 | 2.1 | 2.43 | 2.54 | 2409 | 0.61 | 14/04/2014 | 12:04:53 | 2764.5 | 27.0 | 140 | 25.7 | 76.2 | 2.1 | 2.39 | 2.50 | 2409 | 0.60 | 14/04/2014 | 12:05:03 | 2763.8 | 27.0 | 140 | 25.7 | 76.0 | 2.1 | 2.41 | 2.52 | 2409 | 0.61 | 14/04/2014 | 12:05:13 | 2763.0 | 27.0 | 140 | 25.8 | 76.1 | 2.0 | 2.42 | 2.53 | 2412 | 0.61 | 14/04/2014 | 12:05:23 | 2762.0 | 27.0 | 140 | 25.8 | 76.2 | 2.0 | 2.42 | 2.53 | 2407 | 0.61 | 14/04/2014 | 12:05:33 | 2761.1 | 27.0 | 140 | 25.7 | 76.3 | 2.0 | 2.41 | 2.52 | 2403 | 0.61 | 14/04/2014 | 12:05:43 | 2760.7 | 27.0 | 140 | 25.8 | 76.3 | 2.1 | 2.40 | 2.51 | 2402 | 0.60 | 14/04/2014 | 12:05:53 | 2759.7 | 27.0 | 140 | 25.8 | 76.4 | 2.1 | 2.41 | 2.52 | 2407 | 0.61 | 14/04/2014 | 12:06:03 | 2759.1 | 27.0 | 140 | 25.8 | 76.4 | 2.1 | 2.41 | 2.52 | 2408 | 0.61 | 14/04/2014 | 12:06:13 | 2758.4 | 27.0 | 140 | 25.8 | 76.5 | 2.0 | 2.41 | 2.52 | 2406 | 0.61 | 14/04/2014 | 12:06:24 | 2757.5 | 27.0 | 140 | 25.8 | 76.7 | 2.0 | 2.42 | 2.53 | 2412 | 0.61 | 14/04/2014 | 12:06:34 | 2756.8 | 27.0 | 140 | 25.8 | 76.5 | 2.0 | 2.40 | 2.51 | 2416 | 0.61 | 14/04/2014 | 12:06:44 | 2756.0 | 27.0 | 140 | 25.8 | 76.3 | 2.1 | 2.41 | 2.52 | 2406 | 0.61 | 14/04/2014 | 12:06:54 | 2755.2 | 27.0 | 140 | 25.8 | 76.7 | 2.0 | 2.41 | 2.52 | 2410 | 0.61 | 14/04/2014 | 12:07:04 | 2754.3 | 27.0 | 140 | 25.8 | 76.7 | 2.1 | 2.41 | 2.52 | 2402 | 0.61 | 14/04/2014 | 12:07:14 | 2753.7 | 27.0 | 140 | 25.8 | 76.7 | 2.0 | 2.41 | 2.52 | 2403 | 0.61 | 14/04/2014 | 12:07:24 | 2752.9 | 27.0 | 140 | 25.8 | 76.4 | 2.1 | 2.42 | 2.53 | 2412 | 0.61 | 14/04/2014 | 12:07:34 | 2752.1 | 27.0 | 140 | 25.8 | 76.5 | 2.0 | 2.44 | 2.56 | 2409 | 0.62 | 14/04/2014 | 12:07:44 | 2751.6 | 27.0 | 140 | 25.8 | 76.5 | 2.0 | 2.43 | 2.54 | 2406 | 0.61 | 14/04/2014 | 12:07:54 | 2750.8 | 27.0 | 140 | 25.8 | 76.4 | 2.1 | 2.41 | 2.52 | 2405 | 0.61 | 14/04/2014 | 12:08:04 | 2750.1 | 27.0 | 140 | 25.8 | 76.5 | 2.1 | 2.44 | 2.56 | 2408 | 0.62 | 14/04/2014 | 12:08:14 | 2749.2 | 27.1 | 140 | 25.8 | 76.3 | 2.0 | 2.42 | 2.53 | 2412 | 0.61 | 14/04/2014 | 12:08:24 | 2748.6 | 27.1 | 140 | 25.8 | 76.2 | 2.0 | 2.46 | 2.58 | 2408 | 0.62 | 14/04/2014 | 12:08:34 | 2747.8 | 27.1 | 140 | 25.8 | 76.2 | 2.0 | 2.44 | 2.56 | 2409 | 0.62 |

* Second experiment

Table C2: data log for water bath filter Date | Time | W(g) | TT1 | TT2 | TT3 | TT4 | V | T | L | Speed | Pwr | 17/04/2014 | 14:48:04 | 3197.9 | 26.0 | 88 | 25.6 | 52.2 | 2.1 | 2.46 | 2.58 | 2412 | 0.61 | 17/04/2014 | 14:48:14 | 3197.3 | 26.0 | 89 | 25.6 | 52.7 | 2.0 | 2.46 | 2.58 | 2409 | 0.62 | 17/04/2014 | 14:48:24 | 3196.9 | 26.0 | 90 | 25.6 | 53.2 | 2.0 | 2.46 | 2.58 | 2414 | 0.61 | 17/04/2014 | 14:48:34 | 3196.0 | 26.1 | 91 | 25.6 | 53.8 | 2.1 | 2.45 | 2.57 | 2412 | 0.62 | 17/04/2014 | 14:48:44 | 3195.2 | 26.1 | 92 | 25.6 | 54.3 | 2.0 | 2.47 | 2.59 | 2408 | 0.62 | 17/04/2014 | 14:48:54 | 3194.8 | 26.1 | 93 | 25.6 | 54.8 | 2.1 | 2.49 | 2.61 | 2406 | 0.61 | 17/04/2014 | 14:49:04 | 3194.2 | 26.1 | 94 | 25.6 | 55.7 | 2.1 | 2.47 | 2.59 | 2413 | 0.62 | 17/04/2014 | 14:49:14 | 3193.0 | 26.1 | 95 | 25.6 | 56.5 | 2.0 | 2.48 | 2.60 | 2415 | 0.61 | 17/04/2014 | 14:49:24 | 3192.4 | 26.1 | 96 | 25.6 | 57.1 | 2.1 | 2.47 | 2.59 | 2411 | 0.62 | 17/04/2014 | 14:49:34 | 3192.0 | 26.1 | 96 | 25.6 | 57.4 | 2.1 | 2.50 | 2.62 | 2409 | 0.62 | 17/04/2014 | 14:49:44 | 3191.3 | 26.1 | 97 | 25.6 | 57.9 | 2.0 | 2.51 | 2.63 | 2409 | 0.61 | 17/04/2014 | 14:49:55 | 3190.7 | 26.1 | 98 | 25.6 | 58.0 | 2.0 | 2.49 | 2.61 | 2409 | 0.62 | 17/04/2014 | 14:50:05 | 3190.2 | 26.1 | 99 | 25.6 | 58.3 | 2.0 | 2.49 | 2.61 | 2412 | 0.61 | 17/04/2014 | 14:50:15 | 3189.7 | 26.1 | 99 | 25.6 | 58.3 | 2.0 | 2.49 | 2.61 | 2407 | 0.62 | 17/04/2014 | 14:50:25 | 3188.8 | 26.1 | 100 | 25.6 | 58.3 | 2.1 | 2.47 | 2.59 | 2403 | 0.62 | 17/04/2014 | 14:50:35 | 3187.7 | 26.1 | 100 | 25.6 | 59.1 | 2.1 | 2.46 | 2.58 | 2402 | 0.61 | 17/04/2014 | 14:50:45 | 3187.2 | 26.2 | 101 | 25.6 | 60.0 | 2.1 | 2.45 | 2.57 | 2407 | 0.60 | 17/04/2014 | 14:50:55 | 3186.1 | 26.2 | 101 | 25.6 | 59.2 | 2.0 | 2.44 | 2.56 | 2408 | 0.60 | 17/04/2014 | 14:51:05 | 3185.5 | 26.2 | 102 | 25.6 | 59.4 | 2.1 | 2.44 | 2.56 | 2406 | 0.61 | 17/04/2014 | 14:51:15 | 3184.7 | 26.2 | 102 | 25.6 | 60.5 | 2.0 | 2.43 | 2.54 | 2412 | 0.61 | 17/04/2014 | 14:51:25 | 3184.2 | 26.2 | 103 | 25.6 | 61.0 | 2.1 | 2.44 | 2.56 | 2416 | 0.62 | 17/04/2014 | 14:51:35 | 3183.4 | 26.3 | 103 | 25.6 | 62.0 | 2.0 | 2.44 | 2.56 | 2406 | 0.61 | 17/04/2014 | 14:51:45 | 3182.7 | 26.3 | 104 | 25.6 | 63.7 | 2.1 | 2.44 | 2.56 | 2410 | 0.61 | 17/04/2014 | 14:51:56 | 3182.0 | 26.3 | 104 | 25.6 | 64.2 | 2.0 | 2.45 | 2.57 | 2402 | 0.61 | 17/04/2014 | 14:52:06 | 3181.4 | 26.3 | 105 | 25.6 | 65.8 | 2.0 | 2.41 | 2.52 | 2403 | 0.61 | 17/04/2014 | 14:52:16 | 3180.9 | 26.3 | 105 | 25.6 | 65.7 | 2.1 | 2.42 | 2.53 | 2412 | 0.61 | 17/04/2014 | 14:52:26 | 3180.3 | 26.3 | 105 | 25.6 | 65.5 | 2.0 | 2.41 | 2.52 | 2409 | 0.60 | 17/04/2014 | 14:52:36 | 3179.7 | 26.3 | 105 | 25.6 | 65.5 | 2.0 | 2.43 | 2.54 | 2406 | 0.61 | 17/04/2014 | 14:52:46 | 3179.0 | 26.3 | 106 | 25.6 | 65.8 | 2.1 | 2.39 | 2.50 | 2416 | 0.61 | 17/04/2014 | 14:52:56 | 3178.4 | 26.3 | 106 | 25.6 | 66.4 | 2.0 | 2.41 | 2.52 | 2411 | 0.61 | 17/04/2014 | 14:53:06 | 3177.7 | 26.4 | 106 | 25.6 | 66.3 | 2.0 | 2.42 | 2.53 | 2413 | 0.61 | 17/04/2014 | 14:53:16 | 3177.1 | 26.3 | 106 | 25.6 | 67.1 | 2.0 | 2.42 | 2.53 | 2410 | 0.61 | 17/04/2014 | 14:53:26 | 3176.4 | 26.4 | 107 | 25.6 | 67.1 | 2.0 | 2.41 | 2.52 | 2413 | 0.60 | 17/04/2014 | 14:53:36 | 3175.8 | 26.4 | 107 | 25.6 | 67.9 | 2.0 | 2.40 | 2.51 | 2416 | 0.61 | 17/04/2014 | 14:53:46 | 3175.3 | 26.4 | 107 | 25.6 | 66.7 | 2.0 | 2.41 | 2.52 | 2420 | 0.61 | 17/04/2014 | 14:53:56 | 3174.7 | 26.4 | 107 | 25.7 | 66.7 | 2.0 | 2.41 | 2.52 | 2424 | 0.60 | 17/04/2014 | 14:54:06 | 3174.0 | 26.4 | 107 | 25.7 | 66.0 | 2.1 | 2.41 | 2.52 | 2421 | 0.60 | 17/04/2014 | 14:54:16 | 3173.7 | 26.4 | 108 | 25.7 | 67.5 | 2.2 | 2.42 | 2.53 | 2425 | 0.60 | 17/04/2014 | 14:54:26 | 3172.8 | 26.4 | 108 | 25.7 | 66.6 | 2.0 | 2.40 | 2.51 | 2426 | 0.60 | 17/04/2014 | 14:54:36 | 3172.1 | 26.5 | 108 | 25.7 | 67.8 | 2.0 | 2.41 | 2.52 | 2420 | 0.60 | 17/04/2014 | 14:54:46 | 3171.8 | 26.5 | 108 | 25.7 | 68.3 | 2.0 | 2.41 | 2.52 | 2422 | 0.61 | 17/04/2014 | 14:54:56 | 3171.2 | 26.5 | 109 | 25.7 | 69.1 | 2.1 | 2.41 | 2.52 | 2422 | 0.61 | 17/04/2014 | 14:55:06 | 3170.6 | 26.6 | 109 | 25.7 | 69.2 | 2.1 | 2.41 | 2.52 | 2426 | 0.62 | 17/04/2014 | 14:55:16 | 3170.0 | 26.6 | 109 | 25.7 | 68.2 | 2.1 | 2.44 | 2.53 | 2426 | 0.62 | 17/04/2014 | 14:55:26 | 3169.1 | 26.7 | 109 | 25.7 | 68.3 | 2.1 | 2.42 | 2.56 | 2426 | 0.62 | 17/04/2014 | 14:55:36 | 3168.6 | 26.7 | 109 | 25.7 | 69.2 | 2.0 | 2.46 | 2.54 | 2422 | 0.62 | 17/04/2014 | 14:55:46 | 3167.7 | 26.7 | 109 | 25.7 | 70.1 | 2.1 | 2.44 | 2.58 | 2425 | 0.62 | 17/04/2014 | 14:55:56 | 3167.3 | 26.7 | 110 | 25.8 | 70.8 | 2.0 | 2.41 | 2.58 | 2425 | 0.63 | 17/04/2014 | 14:56:06 | 3166.6 | 26.7 | 110 | 25.7 | 69.7 | 2.1 | 2.44 | 2.58 | 2423 | 0.62 | 17/04/2014 | 14:56:16 | 3166.2 | 26.7 | 110 | 25.7 | 70.0 | 2.0 | 2.42 | 2.47 | 2424 | 0.63 | 17/04/2014 | 14:56:26 | 3165.5 | 26.7 | 110 | 25.7 | 71.1 | 2.0 | 2.46 | 2.50 | 2421 | 0.62 | 17/04/2014 | 14:56:36 | 3164.9 | 26.7 | 110 | 25.8 | 71.6 | 2.0 | 2.46 | 2.52 | 2426 | 0.63 | 17/04/2014 | 14:56:46 | 3164.3 | 26.8 | 110 | 25.8 | 70.9 | 2.1 | 2.46 | 2.50 | 2420 | 0.63 | 17/04/2014 | 14:56:56 | 3163.7 | 26.8 | 110 | 25.8 | 71.5 | 2.0 | 2.46 | 2.54 | 2421 | 0.63 | 17/04/2014 | 14:57:06 | 3163.2 | 26.8 | 111 | 25.8 | 71.0 | 2.1 | 2.45 | 2.51 | 2424 | 0.63 | 17/04/2014 | 14:57:16 | 3162.5 | 26.8 | 111 | 25.8 | 71.5 | 2.1 | 2.47 | 2.56 | 2425 | 0.63 | 17/04/2014 | 14:57:26 | 3162.0 | 26.8 | 111 | 25.8 | 71.9 | 2.1 | 2.49 | 2.52 | 2422 | 0.62 | 17/04/2014 | 14:57:36 | 3161.4 | 26.8 | 111 | 25.8 | 71.7 | 2.1 | 2.47 | 2.52 | 2422 | 0.62 | 17/04/2014 | 14:57:46 | 3160.8 | 26.8 | 111 | 25.8 | 72.5 | 2.1 | 2.48 | 2.52 | 2423 | 0.62 | 17/04/2014 | 14:57:56 | 3160.2 | 26.8 | 111 | 25.8 | 72.2 | 2.1 | 2.47 | 2.48 | 2419 | 0.62 | 17/04/2014 | 14:58:06 | 3159.5 | 26.8 | 111 | 25.8 | 72.3 | 2.1 | 2.37 | 2.45 | 2415 | 0.62 | 17/04/2014 | 14:58:16 | 3159.0 | 26.8 | 111 | 25.8 | 72.3 | 2.1 | 2.39 | 2.47 | 2417 | 0.61 | 17/04/2014 | 14:58:26 | 3158.3 | 26.8 | 111 | 25.8 | 72.1 | 2.0 | 2.39 | 2.45 | 2414 | 0.62 | 17/04/2014 | 14:58:36 | 3157.7 | 26.9 | 112 | 25.8 | 71.0 | 2.1 | 2.42 | 2.45 | 2415 | 0.62 | 17/04/2014 | 14:58:46 | 3157.0 | 26.9 | 112 | 25.8 | 71.0 | 2.1 | 2.44 | 2.47 | 2423 | 0.62 | 17/04/2014 | 14:58:56 | 3156.4 | 26.9 | 112 | 25.8 | 71.3 | 2.0 | 2.42 | 2.50 | 2419 | 0.62 | 17/04/2014 | 14:59:06 | 3155.8 | 26.9 | 112 | 25.8 | 72.4 | 2.1 | 2.40 | 2.47 | 2419 | 0.61 | 17/04/2014 | 14:59:16 | 3155.1 | 26.9 | 112 | 25.9 | 72.6 | 2.0 | 2.42 | 2.50 | 2413 | 0.61 | 17/04/2014 | 14:59:26 | 3154.5 | 26.9 | 112 | 25.9 | 71.8 | 2.1 | 2.40 | 2.48 | 2416 | 0.61 | 17/04/2014 | 14:59:36 | 3154.0 | 26.9 | 112 | 25.9 | 72.9 | 2.0 | 2.41 | 2.54 | 2420 | 0.61 | 17/04/2014 | 14:59:46 | 3153.3 | 26.9 | 112 | 25.9 | 71.8 | 2.1 | 2.37 | 2.50 | 2424 | 0.60 | 17/04/2014 | 14:59:56 | 3152.7 | 27.0 | 112 | 25.9 | 71.5 | 2.0 | 2.39 | 2.48 | 2421 | 0.61 | 17/04/2014 | 15:00:06 | 3152.0 | 27.0 | 112 | 25.9 | 71.7 | 2.1 | 2.39 | 2.50 | 2412 | 0.61 | 17/04/2014 | 15:00:16 | 3151.4 | 26.9 | 112 | 25.9 | 72.2 | 2.1 | 2.41 | 2.49 | 2410 | 0.61 | 17/04/2014 | 15:00:26 | 3150.9 | 27.0 | 112 | 25.9 | 73.1 | 2.1 | 2.41 | 2.52 | 2413 | 0.61 | 17/04/2014 | 15:00:36 | 3150.2 | 27.0 | 112 | 25.9 | 73.7 | 2.0 | 2.39 | 2.52 | 2408 | 0.60 | 17/04/2014 | 15:00:46 | 3149.8 | 27.0 | 112 | 25.9 | 73.5 | 2.1 | 2.36 | 2.48 | 2405 | 0.61 | 17/04/2014 | 15:00:56 | 3149.1 | 27.1 | 112 | 25.9 | 73.8 | 2.0 | 2.39 | 2.45 | 2413 | 0.61 | 17/04/2014 | 15:01:06 | 3148.5 | 27.1 | 112 | 25.9 | 73.4 | 2.1 | 2.39 | 2.47 | 2412 | 0.61 | 17/04/2014 | 15:01:16 | 3148.0 | 27.1 | 112 | 25.9 | 73.9 | 2.0 | 2.35 | 2.45 | 2409 | 0.61 | 17/04/2014 | 15:01:26 | 3147.1 | 27.2 | 113 | 25.9 | 74.2 | 2.1 | 2.38 | 2.45 | 2416 | 0.61 | 17/04/2014 | 15:01:36 | 3145.8 | 27.1 | 113 | 25.9 | 74.1 | 2.1 | 2.36 | 2.47 | 2411 | 0.61 | 17/04/2014 | 15:01:46 | 3145.6 | 27.1 | 113 | 25.9 | 74.1 | 2.0 | 2.38 | 2.50 | 2413 | 0.61 | 17/04/2014 | 15:01:56 | 3144.9 | 27.0 | 113 | 26.0 | 74.1 | 2.0 | 2.36 | 2.47 | 2410 | 0.61 | 17/04/2014 | 15:02:06 | 3144.6 | 27.1 | 113 | 26.0 | 74.0 | 2.1 | 2.41 | 2.50 | 2410 | 0.61 | 17/04/2014 | 15:02:17 | 3144.5 | 27.1 | 113 | 26.0 | 74.0 | 2.1 | 2.41 | 2.48 | 2406 | 0.61 | 17/04/2014 | 15:02:27 | 3144.5 | 27.1 | 113 | 26.0 | 73.5 | 2.0 | 2.44 | 2.54 | 2409 | 0.62 | 17/04/2014 | 15:02:37 | 3143.7 | 27.1 | 113 | 26.0 | 74.1 | 2.1 | 2.44 | 2.50 | 2411 | 0.61 | 17/04/2014 | 15:02:47 | 3142.6 | 27.2 | 113 | 26.0 | 73.2 | 2.1 | 2.40 | 2.48 | 2408 | 0.60 | 17/04/2014 | 15:02:57 | 3141.4 | 27.1 | 113 | 26.0 | 74.1 | 2.0 | 2.42 | 2.50 | 2407 | 0.60 | 17/04/2014 | 15:03:07 | 3141.5 | 27.2 | 113 | 26.0 | 74.6 | 2.1 | 2.43 | 2.49 | 2411 | 0.61 | 17/04/2014 | 15:03:17 | 3140.8 | 27.2 | 113 | 26.0 | 73.4 | 2.1 | 2.44 | 2.52 | 2411 | 0.61 | 17/04/2014 | 15:03:27 | 3140.3 | 27.2 | 113 | 26.0 | 72.9 | 2.0 | 2.41 | 2.52 | 2410 | 0.62 | 17/04/2014 | 15:03:37 | 3140.1 | 27.1 | 113 | 26.0 | 72.1 | 2.0 | 2.43 | 2.48 | 2410 | 0.61 | 17/04/2014 | 15:03:47 | 3139.7 | 27.2 | 113 | 26.0 | 72.5 | 2.1 | 2.42 | 2.48 | 2413 | 0.61 | 17/04/2014 | 15:03:57 | 3138.7 | 27.2 | 113 | 26.0 | 72.6 | 2.0 | 2.40 | 2.50 | 2410 | 0.61 | 17/04/2014 | 15:04:07 | 3138.3 | 27.2 | 113 | 26.0 | 72.5 | 2.1 | 2.43 | 2.50 | 2410 | 0.61 | 17/04/2014 | 15:04:17 | 3136.7 | 27.1 | 113 | 26.0 | 73.8 | 2.1 | 2.41 | 2.53 | 2406 | 0.61 | 17/04/2014 | 15:04:27 | 3136.8 | 27.2 | 113 | 26.0 | 74.7 | 2.0 | 2.41 | 2.56 | 2409 | 0.60 | 17/04/2014 | 15:04:37 | 3136.4 | 27.2 | 114 | 26.0 | 75.5 | 2.1 | 2.41 | 2.53 | 2406 | 0.61 | 17/04/2014 | 15:04:48 | 3135.3 | 27.1 | 113 | 26.0 | 74.7 | 2.1 | 2.41 | 2.51 | 2410 | 0.61 | 17/04/2014 | 15:04:58 | 3134.1 | 27.2 | 114 | 26.1 | 74.7 | 2.1 | 2.39 | 2.53 | 2411 | 0.61 | 17/04/2014 | 15:05:08 | 3133.3 | 27.1 | 113 | 26.1 | 75.0 | 2.1 | 2.41 | 2.51 | 2413 | 0.61 | 17/04/2014 | 15:05:18 | 3132.7 | 27.2 | 113 | 26.1 | 74.8 | 2.1 | 2.37 | 2.52 | 2416 | 0.61 | 17/04/2014 | 15:05:28 | 3132.0 | 27.2 | 113 | 26.1 | 74.3 | 2.1 | 2.42 | 2.48 | 2408 | 0.60 | 17/04/2014 | 15:05:39 | 3131.1 | 27.2 | 113 | 26.1 | 75.2 | 2.0 | 2.41 | 2.50 | 2406 | 0.61 | 17/04/2014 | 15:05:49 | 3130.5 | 27.2 | 113 | 26.1 | 75.7 | 2.0 | 2.41 | 2.50 | 2411 | 0.61 | 17/04/2014 | 15:05:59 | 3130.1 | 27.2 | 114 | 26.1 | 75.5 | 2.1 | 2.42 | 2.52 | 2408 | 0.61 | 17/04/2014 | 15:06:09 | 3129.3 | 27.2 | 113 | 26.1 | 75.5 | 2.0 | 2.41 | 2.52 | 2411 | 0.61 | 17/04/2014 | 15:06:19 | 3128.8 | 27.3 | 113 | 26.1 | 75.6 | 2.0 | 2.41 | 2.50 | 2414 | 0.61 | 17/04/2014 | 15:06:29 | 3128.0 | 27.2 | 113 | 26.1 | 75.5 | 2.0 | 2.37 | 2.47 | 2409 | 0.61 | 17/04/2014 | 15:06:39 | 3127.4 | 27.2 | 114 | 26.1 | 75.6 | 2.1 | 2.34 | 2.50 | 2411 | 0.60 | 17/04/2014 | 15:06:49 | 3126.6 | 27.2 | 114 | 26.1 | 75.5 | 2.1 | 2.36 | 2.50 | 2408 | 0.59 | 17/04/2014 | 15:06:59 | 3125.9 | 27.2 | 114 | 26.1 | 75.7 | 2.1 | 2.34 | 2.46 | 2415 | 0.60 | 17/04/2014 | 15:07:10 | 3125.2 | 27.2 | 114 | 26.1 | 74.6 | 2.1 | 2.37 | 2.49 | 2409 | 0.59 | 17/04/2014 | 15:07:20 | 3124.5 | 27.3 | 114 | 26.1 | 73.9 | 2.1 | 2.39 | 2.47 | 2412 | 0.59 | 17/04/2014 | 15:07:30 | 3123.9 | 27.2 | 114 | 26.1 | 73.9 | 2.0 | 2.39 | 2.49 | 2410 | 0.60 | 17/04/2014 | 15:07:40 | 3123.5 | 27.3 | 114 | 26.2 | 73.9 | 2.0 | 2.42 | 2.47 | 2413 | 0.60 | 17/04/2014 | 15:07:50 | 3122.8 | 27.3 | 114 | 26.2 | 74.0 | 2.0 | 2.44 | 2.52 | 2408 | 0.60 | 17/04/2014 | 15:08:00 | 3122.2 | 27.3 | 114 | 26.2 | 75.2 | 2.0 | 2.42 | 2.52 | 2405 | 0.60 | 17/04/2014 | 15:08:10 | 3121.7 | 27.3 | 114 | 26.2 | 75.5 | 2.1 | 2.40 | 2.56 | 2413 | 0.60 | 17/04/2014 | 15:08:20 | 3120.9 | 27.3 | 114 | 26.2 | 75.6 | 2.1 | 2.42 | 2.56 | 2412 | 0.61 | 17/04/2014 | 15:08:30 | 3120.3 | 27.4 | 114 | 26.2 | 76.1 | 2.1 | 2.40 | 2.51 | 2409 | 0.60 | 17/04/2014 | 15:08:40 | 3119.9 | 27.4 | 114 | 26.2 | 76.0 | 2.1 | 2.41 | 2.53 | 2416 | 0.60 | 17/04/2014 | 15:08:50 | 3119.3 | 27.4 | 114 | 26.2 | 75.4 | 2.1 | 2.37 | 2.54 | 2411 | 0.60 | 17/04/2014 | 15:09:00 | 3118.7 | 27.4 | 114 | 26.2 | 75.5 | 2.1 | 2.39 | 2.56 | 2413 | 0.60 | 17/04/2014 | 15:09:10 | 3117.9 | 27.4 | 114 | 26.2 | 74.7 | 2.0 | 2.39 | 2.52 | 2408 | 0.60 | 17/04/2014 | 15:09:20 | 3117.2 | 27.4 | 114 | 26.2 | 74.0 | 2.0 | 2.41 | 2.54 | 2405 | 0.59 | 17/04/2014 | 15:09:31 | 3116.6 | 27.3 | 114 | 26.2 | 73.6 | 2.1 | 2.41 | 2.53 | 2405 | 0.60 | 17/04/2014 | 15:09:41 | 3115.9 | 27.4 | 114 | 26.2 | 73.8 | 2.0 | 2.39 | 2.51 | 2409 | 0.60 | 17/04/2014 | 15:09:51 | 3114.9 | 27.4 | 114 | 26.2 | 75.3 | 2.0 | 2.36 | 2.54 | 2408 | 0.59 | 17/04/2014 | 15:10:01 | 3114.5 | 27.4 | 114 | 26.2 | 75.8 | 2.1 | 2.39 | 2.52 | 2419 | 0.59 | 17/04/2014 | 15:10:11 | 3113.6 | 27.4 | 115 | 26.2 | 76.3 | 2.0 | 2.39 | 2.52 | 2412 | 0.59 | 17/04/2014 | 15:10:22 | 3113.1 | 27.4 | 115 | 26.2 | 75.6 | 2.0 | 2.39 | 2.52 | 2411 | 0.60 | 17/04/2014 | 15:10:32 | 3112.4 | 27.5 | 115 | 26.2 | 76.3 | 2.1 | 2.37 | 2.52 | 2405 | 0.60 | 17/04/2014 | 15:10:42 | 3111.7 | 27.5 | 115 | 26.2 | 76.3 | 2.1 | 2.39 | 2.50 | 2408 | 0.60 | 17/04/2014 | 15:10:52 | 3111.2 | 27.5 | 115 | 26.2 | 76.4 | 2.1 | 2.38 | 2.52 | 2412 | 0.60 | 17/04/2014 | 15:11:02 | 3110.4 | 27.4 | 115 | 26.2 | 76.5 | 2.1 | 2.36 | 2.48 | 2408 | 0.60 | 17/04/2014 | 15:11:13 | 3109.5 | 27.4 | 115 | 26.2 | 76.1 | 2.0 | 2.35 | 2.48 | 2409 | 0.60 | 17/04/2014 | 15:11:23 | 3109.0 | 27.5 | 115 | 26.2 | 76.1 | 2.1 | 2.36 | 2.50 | 2416 | 0.60 | 17/04/2014 | 15:11:33 | 3108.4 | 27.4 | 116 | 26.2 | 76.4 | 2.0 | 2.36 | 2.50 | 2420 | 0.60 | 17/04/2014 | 15:11:43 | 3107.9 | 27.5 | 116 | 26.2 | 75.7 | 2.0 | 2.35 | 2.53 | 2416 | 0.60 | 17/04/2014 | 15:11:53 | 3107.2 | 27.5 | 116 | 26.2 | 75.0 | 2.0 | 2.34 | 2.56 | 2420 | 0.59 | 17/04/2014 | 15:12:03 | 3106.0 | 27.5 | 116 | 26.2 | 74.1 | 2.0 | 2.33 | 2.53 | 2422 | 0.60 | 17/04/2014 | 15:12:13 | 3105.5 | 27.5 | 116 | 26.2 | 74.4 | 2.1 | 2.36 | 2.51 | 2422 | 0.60 | 17/04/2014 | 15:12:23 | 3104.7 | 27.5 | 116 | 26.2 | 75.4 | 2.1 | 2.36 | 2.53 | 2426 | 0.60 | 17/04/2014 | 15:12:33 | 3104.4 | 27.5 | 116 | 26.2 | 75.3 | 2.0 | 2.38 | 2.51 | 2426 | 0.60 | 17/04/2014 | 15:12:43 | 3103.7 | 27.5 | 116 | 26.2 | 76.4 | 2.1 | 2.38 | 2.47 | 2420 | 0.60 | 17/04/2014 | 15:12:53 | 3103.2 | 27.5 | 116 | 26.3 | 76.0 | 2.1 | 2.37 | 2.50 | 2416 | 0.60 | 17/04/2014 | 15:13:03 | 3102.5 | 27.6 | 116 | 26.3 | 74.9 | 2.0 | 2.37 | 2.52 | 2411 | 0.61 | 17/04/2014 | 15:13:14 | 3101.8 | 27.5 | 116 | 26.3 | 73.8 | 2.0 | 2.39 | 2.50 | 2413 | 0.60 | 17/04/2014 | 15:13:24 | 3101.1 | 27.6 | 116 | 26.3 | 74.9 | 2.0 | 2.36 | 2.54 | 2410 | 0.61 | 17/04/2014 | 15:13:34 | 3100.5 | 27.6 | 116 | 26.3 | 75.5 | 2.1 | 2.38 | 2.51 | 2410 | 0.61 | 17/04/2014 | 15:13:44 | 3099.8 | 27.6 | 116 | 26.3 | 75.8 | 2.1 | 2.36 | 2.56 | 2410 | 0.61 | 17/04/2014 | 15:13:54 | 3099.0 | 27.5 | 116 | 26.3 | 76.4 | 2.0 | 2.37 | 2.52 | 2415 | 0.61 | 17/04/2014 | 15:14:04 | 3098.5 | 27.7 | 116 | 26.3 | 76.6 | 2.1 | 2.37 | 2.56 | 2417 | 0.61 | 17/04/2014 | 15:14:14 | 3098.0 | 27.6 | 116 | 26.3 | 76.5 | 2.1 | 2.38 | 2.56 | 2417 | 0.61 | 17/04/2014 | 15:14:25 | 3097.1 | 27.6 | 116 | 26.3 | 75.6 | 2.1 | 2.38 | 2.57 | 2417 | 0.60 | 17/04/2014 | 15:14:35 | 3096.4 | 27.5 | 116 | 26.3 | 74.7 | 2.0 | 2.36 | 2.56 | 2411 | 0.59 | 17/04/2014 | 15:14:45 | 3095.9 | 27.6 | 117 | 26.3 | 75.5 | 2.0 | 2.36 | 2.59 | 2411 | 0.60 | 17/04/2014 | 15:14:55 | 3095.1 | 27.6 | 116 | 26.3 | 74.8 | 2.0 | 2.40 | 2.59 | 2415 | 0.59 | 17/04/2014 | 15:15:05 | 3094.4 | 27.5 | 116 | 26.3 | 74.4 | 2.0 | 2.38 | 2.58 | 2412 | 0.59 | 17/04/2014 | 15:15:15 | 3093.8 | 27.5 | 116 | 26.3 | 75.0 | 2.1 | 2.36 | 2.58 | 2415 | 0.60 | 17/04/2014 | 15:15:25 | 3093.0 | 27.4 | 117 | 26.3 | 75.6 | 2.1 | 2.39 | 2.56 | 2417 | 0.60 | 17/04/2014 | 15:15:35 | 3092.5 | 27.5 | 116 | 26.3 | 76.7 | 2.1 | 2.41 | 2.60 | 2414 | 0.60 | 17/04/2014 | 15:15:45 | 3091.9 | 27.6 | 116 | 26.3 | 76.8 | 2.1 | 2.39 | 2.58 | 2411 | 0.60 | 17/04/2014 | 15:15:55 | 3091.0 | 27.6 | 116 | 26.3 | 76.5 | 2.0 | 2.43 | 2.60 | 2414 | 0.60 | 17/04/2014 | 15:16:05 | 3090.5 | 27.6 | 116 | 26.3 | 76.6 | 2.0 | 2.40 | 2.59 | 2416 | 0.61 | 17/04/2014 | 15:16:15 | 3089.8 | 27.6 | 116 | 26.3 | 76.1 | 2.0 | 2.44 | 2.54 | 2410 | 0.60 | 17/04/2014 | 15:16:25 | 3089.2 | 27.5 | 116 | 26.3 | 75.3 | 2.1 | 2.41 | 2.61 | 2410 | 0.60 | 17/04/2014 | 15:16:35 | 3088.9 | 27.6 | 116 | 26.3 | 75.6 | 2.1 | 2.44 | 2.60 | 2418 | 0.60 | 17/04/2014 | 15:16:45 | 3088.1 | 27.7 | 116 | 26.3 | 75.8 | 2.1 | 2.44 | 2.59 | 2417 | 0.60 | 17/04/2014 | 15:16:55 | 3087.6 | 27.7 | 116 | 26.3 | 75.1 | 2.0 | 2.45 | 2.59 | 2418 | 0.60 | 17/04/2014 | 15:17:05 | 3087.0 | 27.6 | 117 | 26.3 | 74.3 | 2.0 | 2.44 | 2.57 | 2412 | 0.59 | 17/04/2014 | 15:17:15 | 3085.9 | 27.7 | 117 | 26.3 | 73.9 | 2.0 | 2.47 | 2.56 | 2412 | 0.60 | 17/04/2014 | 15:17:25 | 3084.9 | 27.7 | 117 | 26.3 | 75.6 | 2.1 | 2.47 | 2.52 | 2413 | 0.60 | 17/04/2014 | 15:17:35 | 3084.4 | 27.7 | 117 | 26.3 | 76.6 | 2.0 | 2.46 | 2.56 | 2414 | 0.59 | 17/04/2014 | 15:17:45 | 3084.0 | 27.7 | 117 | 26.4 | 75.4 | 2.1 | 2.46 | 2.53 | 2412 | 0.59 | 17/04/2014 | 15:17:55 | 3083.4 | 27.7 | 117 | 26.4 | 76.3 | 2.0 | 2.44 | 2.58 | 2414 | 0.59 | 17/04/2014 | 15:18:05 | 3082.7 | 27.7 | 117 | 26.4 | 76.8 | 2.1 | 2.48 | 2.56 | 2418 | 0.60 | 17/04/2014 | 15:18:15 | 3082.1 | 27.7 | 117 | 26.4 | 77.0 | 2.0 | 2.46 | 2.52 | 2417 | 0.61 | 17/04/2014 | 15:18:25 | 3081.6 | 27.7 | 117 | 26.4 | 75.5 | 2.0 | 2.48 | 2.56 | 2418 | 0.61 | | | | | | | | | | | | | * Third experiment
Table C3: data log for oil bath filter Date | Time | W(g) | TT1 | TT2 | TT3 | TT4 | V | T | L | Speed | Pwr | 18/04/2014 | 10:56:51 | 2930.2 | 25.6 | 91 | 25.5 | 67.2 | 2.1 | 2.39 | 2.51 | 2410 | 0.60 | 18/04/2014 | 10:57:01 | 2929.8 | 25.6 | 91 | 25.5 | 67.5 | 2.0 | 2.41 | 2.51 | 2406 | 0.60 | 18/04/2014 | 10:57:11 | 2929.1 | 25.6 | 91 | 25.5 | 67.2 | 2.1 | 2.41 | 2.52 | 2409 | 0.60 | 18/04/2014 | 10:57:21 | 2928.9 | 25.6 | 91 | 25.5 | 67.3 | 2.1 | 2.39 | 2.57 | 2411 | 0.60 | 18/04/2014 | 10:57:31 | 2928.4 | 25.5 | 91 | 25.5 | 67.4 | 2.0 | 2.36 | 2.57 | 2408 | 0.59 | 18/04/2014 | 10:57:41 | 2927.9 | 25.6 | 91 | 25.5 | 67.3 | 2.0 | 2.39 | 2.53 | 2409 | 0.60 | 18/04/2014 | 10:57:51 | 2927.3 | 25.6 | 91 | 25.5 | 67.5 | 2.1 | 2.39 | 2.58 | 2412 | 0.60 | 18/04/2014 | 10:58:01 | 2927.0 | 25.6 | 91 | 25.5 | 67.6 | 2.1 | 2.35 | 2.58 | 2409 | 0.60 | 18/04/2014 | 10:58:11 | 2926.8 | 25.6 | 91 | 25.5 | 67.5 | 2.0 | 2.38 | 2.58 | 2414 | 0.60 | 18/04/2014 | 10:58:21 | 2926.2 | 25.6 | 91 | 25.5 | 67.6 | 2.0 | 2.36 | 2.58 | 2412 | 0.60 | 18/04/2014 | 10:58:31 | 2925.4 | 25.5 | 91 | 25.5 | 67.7 | 2.0 | 2.38 | 2.57 | 2408 | 0.60 | 18/04/2014 | 10:58:41 | 2924.8 | 25.6 | 91 | 25.5 | 67.7 | 2.1 | 2.36 | 2.59 | 2406 | 0.61 | 18/04/2014 | 10:58:51 | 2924.7 | 25.5 | 91 | 25.5 | 67.9 | 2.0 | 2.41 | 2.61 | 2413 | 0.60 | 18/04/2014 | 10:59:01 | 2924.2 | 25.5 | 92 | 25.5 | 68.6 | 2.0 | 2.41 | 2.59 | 2415 | 0.60 | 18/04/2014 | 10:59:11 | 2923.6 | 25.5 | 92 | 25.5 | 68.2 | 2.0 | 2.44 | 2.60 | 2411 | 0.59 | 18/04/2014 | 10:59:21 | 2923.1 | 25.6 | 92 | 25.5 | 67.8 | 2.1 | 2.44 | 2.59 | 2409 | 0.60 | 18/04/2014 | 10:59:31 | 2922.4 | 25.6 | 92 | 25.5 | 67.8 | 2.1 | 2.40 | 2.62 | 2409 | 0.60 | 18/04/2014 | 10:59:41 | 2922.6 | 25.6 | 92 | 25.5 | 68.0 | 2.1 | 2.42 | 2.63 | 2409 | 0.61 | 18/04/2014 | 10:59:51 | 2921.9 | 25.6 | 92 | 25.5 | 68.2 | 2.1 | 2.43 | 2.61 | 2412 | 0.62 | 18/04/2014 | 11:00:01 | 2921.3 | 25.6 | 92 | 25.5 | 68.1 | 2.1 | 2.44 | 2.61 | 2407 | 0.61 | 18/04/2014 | 11:00:11 | 2920.7 | 25.6 | 92 | 25.5 | 68.5 | 2.1 | 2.41 | 2.61 | 2403 | 0.62 | 18/04/2014 | 11:00:21 | 2920.5 | 25.6 | 92 | 25.5 | 68.8 | 2.1 | 2.43 | 2.59 | 2402 | 0.62 | 18/04/2014 | 11:00:31 | 2919.9 | 25.6 | 92 | 25.5 | 68.5 | 2.1 | 2.42 | 2.58 | 2407 | 0.61 | 18/04/2014 | 11:00:41 | 2919.4 | 25.6 | 92 | 25.5 | 68.6 | 2.1 | 2.40 | 2.57 | 2408 | 0.62 | 18/04/2014 | 11:00:51 | 2918.8 | 25.6 | 92 | 25.5 | 68.4 | 2.1 | 2.43 | 2.56 | 2406 | 0.61 | 18/04/2014 | 11:01:01 | 2918.1 | 25.6 | 92 | 25.5 | 68.5 | 2.2 | 2.41 | 2.56 | 2412 | 0.61 | 18/04/2014 | 11:01:11 | 2918.0 | 25.6 | 92 | 25.5 | 69.0 | 2.1 | 2.41 | 2.54 | 2416 | 0.62 | 18/04/2014 | 11:01:21 | 2917.3 | 25.6 | 92 | 25.5 | 68.8 | 2.1 | 2.41 | 2.56 | 2406 | 0.61 | 18/04/2014 | 11:01:31 | 2917.1 | 25.6 | 92 | 25.5 | 68.8 | 2.1 | 2.41 | 2.56 | 2410 | 0.60 | 18/04/2014 | 11:01:41 | 2916.4 | 25.6 | 92 | 25.5 | 68.8 | 2.0 | 2.39 | 2.56 | 2402 | 0.60 | 18/04/2014 | 11:01:51 | 2916.2 | 25.6 | 92 | 25.5 | 68.4 | 2.1 | 2.41 | 2.57 | 2403 | 0.61 | 18/04/2014 | 11:02:01 | 2915.5 | 25.5 | 92 | 25.6 | 68.3 | 2.1 | 2.37 | 2.52 | 2412 | 0.61 | 18/04/2014 | 11:02:11 | 2915.1 | 25.5 | 92 | 25.6 | 68.3 | 2.1 | 2.37 | 2.53 | 2409 | 0.62 | 18/04/2014 | 11:02:21 | 2914.6 | 25.5 | 92 | 25.6 | 68.9 | 2.0 | 2.39 | 2.52 | 2406 | 0.61 | 18/04/2014 | 11:02:32 | 2913.9 | 25.5 | 92 | 25.6 | 69.1 | 2.1 | 2.35 | 2.54 | 2405 | 0.61 | 18/04/2014 | 11:02:42 | 2913.4 | 25.5 | 92 | 25.5 | 69.2 | 2.1 | 2.38 | 2.50 | 2408 | 0.61 | 18/04/2014 | 11:02:52 | 2912.8 | 25.5 | 92 | 25.5 | 69.0 | 2.0 | 2.36 | 2.52 | 2412 | 0.61 | 18/04/2014 | 11:03:02 | 2912.8 | 25.6 | 92 | 25.6 | 69.1 | 2.0 | 2.38 | 2.53 | 2408 | 0.61 | 18/04/2014 | 11:03:13 | 2912.1 | 25.5 | 92 | 25.6 | 68.9 | 2.0 | 2.36 | 2.53 | 2409 | 0.60 | 18/04/2014 | 11:03:23 | 2911.6 | 25.6 | 92 | 25.6 | 69.4 | 2.0 | 2.41 | 2.52 | 2412 | 0.61 | 18/04/2014 | 11:03:33 | 2911.4 | 25.6 | 92 | 25.6 | 69.1 | 2.1 | 2.41 | 2.51 | 2410 | 0.61 | 18/04/2014 | 11:03:43 | 2910.5 | 25.6 | 93 | 25.6 | 69.0 | 2.0 | 2.44 | 2.52 | 2413 | 0.61 | 18/04/2014 | 11:03:53 | 2910.2 | 25.6 | 93 | 25.6 | 69.0 | 2.0 | 2.44 | 2.56 | 2412 | 0.61 | 18/04/2014 | 11:04:03 | 2909.9 | 25.6 | 93 | 25.6 | 68.9 | 2.1 | 2.40 | 2.50 | 2409 | 0.62 | 18/04/2014 | 11:04:13 | 2909.4 | 25.6 | 93 | 25.6 | 69.0 | 2.0 | 2.42 | 2.54 | 2414 | 0.62 | 18/04/2014 | 11:04:23 | 2908.7 | 25.6 | 93 | 25.6 | 69.7 | 2.1 | 2.43 | 2.51 | 2412 | 0.62 | 18/04/2014 | 11:04:33 | 2908.5 | 25.6 | 93 | 25.6 | 69.4 | 2.1 | 2.44 | 2.57 | 2408 | 0.62 | 18/04/2014 | 11:04:43 | 2907.9 | 25.6 | 93 | 25.6 | 69.3 | 2.1 | 2.41 | 2.52 | 2406 | 0.63 | 18/04/2014 | 11:04:53 | 2907.4 | 25.6 | 93 | 25.6 | 69.1 | 2.0 | 2.43 | 2.53 | 2413 | 0.62 | 18/04/2014 | 11:05:03 | 2906.9 | 25.6 | 93 | 25.6 | 69.3 | 2.0 | 2.42 | 2.52 | 2415 | 0.63 | 18/04/2014 | 11:05:13 | 2906.6 | 25.6 | 93 | 25.6 | 69.3 | 2.0 | 2.40 | 2.54 | 2411 | 0.62 | 18/04/2014 | 11:05:23 | 2906.0 | 25.6 | 93 | 25.6 | 69.0 | 2.0 | 2.43 | 2.50 | 2409 | 0.63 | 18/04/2014 | 11:05:33 | 2905.5 | 25.6 | 93 | 25.6 | 68.9 | 2.1 | 2.41 | 2.52 | 2409 | 0.63 | 18/04/2014 | 11:05:43 | 2904.9 | 25.6 | 93 | 25.6 | 69.1 | 2.0 | 2.41 | 2.53 | 2409 | 0.63 | 18/04/2014 | 11:05:53 | 2904.3 | 25.6 | 93 | 25.6 | 69.7 | 2.1 | 2.41 | 2.53 | 2412 | 0.63 | 18/04/2014 | 11:06:04 | 2904.3 | 25.6 | 93 | 25.6 | 69.4 | 2.1 | 2.41 | 2.52 | 2407 | 0.63 | 18/04/2014 | 11:06:14 | 2903.7 | 25.6 | 93 | 25.6 | 70.0 | 2.1 | 2.39 | 2.51 | 2403 | 0.62 | 18/04/2014 | 11:06:24 | 2903.2 | 25.6 | 93 | 25.6 | 70.1 | 2.1 | 2.41 | 2.52 | 2402 | 0.62 | 18/04/2014 | 11:06:34 | 2902.7 | 25.6 | 93 | 25.6 | 69.9 | 2.1 | 2.39 | 2.52 | 2407 | 0.62 | 18/04/2014 | 11:06:44 | 2902.2 | 25.6 | 93 | 25.6 | 69.8 | 2.1 | 2.39 | 2.52 | 2408 | 0.62 | 18/04/2014 | 11:06:54 | 2901.6 | 25.6 | 93 | 25.6 | 69.7 | 2.0 | 2.41 | 2.53 | 2406 | 0.62 | 18/04/2014 | 11:07:04 | 2901.3 | 25.6 | 93 | 25.6 | 69.3 | 2.0 | 2.41 | 2.51 | 2412 | 0.61 | 18/04/2014 | 11:07:14 | 2900.8 | 25.6 | 93 | 25.6 | 69.3 | 2.1 | 2.39 | 2.52 | 2416 | 0.62 | 18/04/2014 | 11:07:24 | 2900.5 | 25.6 | 93 | 25.6 | 69.9 | 2.1 | 2.36 | 2.52 | 2406 | 0.62 | 18/04/2014 | 11:07:34 | 2900.1 | 25.6 | 93 | 25.6 | 70.0 | 2.1 | 2.39 | 2.52 | 2410 | 0.62 | 18/04/2014 | 11:07:44 | 2899.5 | 25.6 | 93 | 25.6 | 69.6 | 2.1 | 2.39 | 2.52 | 2402 | 0.62 | 18/04/2014 | 11:07:54 | 2898.8 | 25.6 | 93 | 25.6 | 69.3 | 2.1 | 2.39 | 2.53 | 2403 | 0.61 | 18/04/2014 | 11:08:04 | 2898.4 | 25.6 | 93 | 25.6 | 69.4 | 2.1 | 2.37 | 2.56 | 2412 | 0.61 | 18/04/2014 | 11:08:14 | 2898.1 | 25.6 | 93 | 25.6 | 69.8 | 2.1 | 2.39 | 2.54 | 2409 | 0.61 | 18/04/2014 | 11:08:24 | 2897.6 | 25.6 | 93 | 25.6 | 69.5 | 2.1 | 2.38 | 2.58 | 2406 | 0.61 | 18/04/2014 | 11:08:34 | 2897.5 | 25.6 | 93 | 25.6 | 69.2 | 2.1 | 2.36 | 2.58 | 2416 | 0.60 | 18/04/2014 | 11:08:44 | 2896.6 | 25.6 | 93 | 25.6 | 69.3 | 2.1 | 2.39 | 2.58 | 2411 | 0.61 | 18/04/2014 | 11:08:54 | 2896.2 | 25.6 | 93 | 25.6 | 69.4 | 2.1 | 2.39 | 2.57 | 2413 | 0.61 | 18/04/2014 | 11:09:04 | 2895.7 | 25.6 | 93 | 25.6 | 69.4 | 2.1 | 2.41 | 2.52 | 2410 | 0.61 | 18/04/2014 | 11:09:14 | 2895.1 | 25.6 | 93 | 25.6 | 69.4 | 2.1 | 2.41 | 2.53 | 2413 | 0.61 | 18/04/2014 | 11:09:24 | 2894.8 | 25.6 | 93 | 25.6 | 70.0 | 2.1 | 2.39 | 2.52 | 2416 | 0.60 | 18/04/2014 | 11:09:34 | 2894.4 | 25.6 | 93 | 25.6 | 69.8 | 2.2 | 2.36 | 2.54 | 2420 | 0.61 | 18/04/2014 | 11:09:44 | 2893.7 | 25.6 | 93 | 25.6 | 69.8 | 2.0 | 2.39 | 2.50 | 2424 | 0.61 | 18/04/2014 | 11:09:54 | 2893.2 | 25.6 | 93 | 25.6 | 69.4 | 2.1 | 2.39 | 2.52 | 2421 | 0.61 | 18/04/2014 | 11:10:05 | 2892.9 | 25.6 | 93 | 25.6 | 69.4 | 2.0 | 2.39 | 2.53 | 2425 | 0.61 | 18/04/2014 | 11:10:15 | 2892.4 | 25.6 | 93 | 25.6 | 69.4 | 2.1 | 2.36 | 2.52 | 2426 | 0.59 | 18/04/2014 | 11:10:25 | 2892.0 | 25.7 | 93 | 25.6 | 70.0 | 2.1 | 2.34 | 2.48 | 2412 | 0.60 | 18/04/2014 | 11:10:35 | 2891.4 | 25.7 | 93 | 25.6 | 69.8 | 2.1 | 2.34 | 2.45 | 2409 | 0.60 | 18/04/2014 | 11:10:45 | 2891.2 | 25.7 | 93 | 25.6 | 69.4 | 2.0 | 2.36 | 2.47 | 2414 | 0.60 | 18/04/2014 | 11:10:55 | 2890.3 | 25.7 | 93 | 25.6 | 69.5 | 2.0 | 2.39 | 2.45 | 2412 | 0.60 | 18/04/2014 | 11:11:05 | 2890.1 | 25.7 | 93 | 25.6 | 69.4 | 2.1 | 2.36 | 2.45 | 2408 | 0.60 | 18/04/2014 | 11:11:15 | 2889.6 | 25.7 | 93 | 25.6 | 69.8 | 2.0 | 2.39 | 2.47 | 2406 | 0.61 | 18/04/2014 | 11:11:25 | 2889.0 | 25.7 | 93 | 25.6 | 69.5 | 2.1 | 2.37 | 2.50 | 2411 | 0.60 | 18/04/2014 | 11:11:35 | 2888.4 | 25.7 | 93 | 25.6 | 69.2 | 2.0 | 2.43 | 2.47 | 2413 | 0.60 | 18/04/2014 | 11:11:45 | 2887.8 | 25.7 | 93 | 25.6 | 69.8 | 2.0 | 2.39 | 2.50 | 2410 | 0.60 | 18/04/2014 | 11:11:55 | 2887.3 | 25.7 | 93 | 25.6 | 69.7 | 2.0 | 2.37 | 2.48 | 2410 | 0.60 | 18/04/2014 | 11:12:05 | 2887.0 | 25.7 | 93 | 25.6 | 69.8 | 2.1 | 2.39 | 2.54 | 2410 | 0.60 | 18/04/2014 | 11:12:15 | 2886.6 | 25.7 | 93 | 25.6 | 69.7 | 2.1 | 2.38 | 2.50 | 2415 | 0.59 | 18/04/2014 | 11:12:25 | 2886.3 | 25.7 | 93 | 25.6 | 69.8 | 2.0 | 2.36 | 2.48 | 2417 | 0.60 | 18/04/2014 | 11:12:36 | 2885.7 | 25.7 | 93 | 25.6 | 70.0 | 2.1 | 2.35 | 2.50 | 2417 | 0.60 | 18/04/2014 | 11:12:46 | 2885.4 | 25.7 | 93 | 25.6 | 69.6 | 2.1 | 2.36 | 2.49 | 2417 | 0.59 | 18/04/2014 | 11:12:56 | 2884.8 | 25.7 | 93 | 25.6 | 69.7 | 2.0 | 2.36 | 2.47 | 2411 | 0.59 | 18/04/2014 | 11:13:06 | 2884.1 | 25.7 | 93 | 25.6 | 70.0 | 2.1 | 2.35 | 2.46 | 2411 | 0.59 | 18/04/2014 | 11:13:16 | 2883.7 | 25.7 | 93 | 25.6 | 70.4 | 2.1 | 2.34 | 2.47 | 2415 | 0.60 | 18/04/2014 | 11:13:26 | 2883.0 | 25.7 | 93 | 25.6 | 70.1 | 2.1 | 2.33 | 2.47 | 2412 | 0.60 | 18/04/2014 | 11:13:36 | 2882.7 | 25.7 | 93 | 25.6 | 69.9 | 2.0 | 2.36 | 2.46 | 2415 | 0.60 | 18/04/2014 | 11:13:46 | 2882.2 | 25.7 | 93 | 25.6 | 69.8 | 2.2 | 2.36 | 2.45 | 2417 | 0.60 | 18/04/2014 | 11:13:56 | 2881.7 | 25.7 | 93 | 25.6 | 70.0 | 2.1 | 2.38 | 2.44 | 2414 | 0.60 | 18/04/2014 | 11:14:06 | 2881.1 | 25.8 | 93 | 25.6 | 69.8 | 2.0 | 2.38 | 2.47 | 2411 | 0.60 | 18/04/2014 | 11:14:16 | 2880.6 | 25.7 | 93 | 25.6 | 70.1 | 2.0 | 2.37 | 2.47 | 2414 | 0.60 | 18/04/2014 | 11:14:26 | 2879.9 | 25.7 | 93 | 25.6 | 70.2 | 2.0 | 2.37 | 2.49 | 2416 | 0.60 | 18/04/2014 | 11:14:36 | 2879.6 | 25.7 | 93 | 25.6 | 70.6 | 2.1 | 2.39 | 2.49 | 2410 | 0.60 | 18/04/2014 | 11:14:46 | 2879.2 | 25.7 | 93 | 25.6 | 70.6 | 2.0 | 2.36 | 2.48 | 2410 | 0.59 | 18/04/2014 | 11:14:56 | 2878.6 | 25.7 | 93 | 25.6 | 70.5 | 2.0 | 2.38 | 2.48 | 2418 | 0.60 | 18/04/2014 | 11:15:06 | 2878.2 | 25.7 | 93 | 25.6 | 70.5 | 2.0 | 2.36 | 2.50 | 2417 | 0.60 | 18/04/2014 | 11:15:16 | 2877.6 | 25.7 | 93 | 25.6 | 70.0 | 2.0 | 2.37 | 2.47 | 2411 | 0.60 | 18/04/2014 | 11:15:26 | 2877.3 | 25.7 | 93 | 25.6 | 69.8 | 2.1 | 2.37 | 2.49 | 2413 | 0.60 | 18/04/2014 | 11:15:36 | 2877.1 | 25.7 | 93 | 25.6 | 69.7 | 2.0 | 2.38 | 2.47 | 2410 | 0.60 | 18/04/2014 | 11:15:46 | 2876.4 | 25.7 | 93 | 25.6 | 69.6 | 2.1 | 2.38 | 2.48 | 2410 | 0.60 | 18/04/2014 | 11:15:56 | 2876.0 | 25.7 | 93 | 25.6 | 69.6 | 2.1 | 2.36 | 2.48 | 2410 | 0.60 | 18/04/2014 | 11:16:06 | 2875.5 | 25.7 | 93 | 25.6 | 69.5 | 2.0 | 2.36 | 2.49 | 2415 | 0.61 | 18/04/2014 | 11:16:16 | 2875.1 | 25.7 | 93 | 25.6 | 69.9 | 2.0 | 2.40 | 2.49 | 2417 | 0.61 | 18/04/2014 | 11:16:26 | 2874.7 | 25.7 | 93 | 25.6 | 70.3 | 2.2 | 2.38 | 2.47 | 2417 | 0.62 | 18/04/2014 | 11:16:36 | 2874.3 | 25.7 | 93 | 25.6 | 70.3 | 2.1 | 2.36 | 2.47 | 2417 | 0.61 | 18/04/2014 | 11:16:46 | 2873.9 | 25.7 | 93 | 25.6 | 70.1 | 2.1 | 2.39 | 2.51 | 2419 | 0.61 | 18/04/2014 | 11:16:56 | 2873.3 | 25.7 | 93 | 25.6 | 70.0 | 2.1 | 2.41 | 2.49 | 2412 | 0.61 | 18/04/2014 | 11:17:06 | 2872.9 | 25.7 | 93 | 25.6 | 69.8 | 2.1 | 2.39 | 2.52 | 2411 | 0.61 | 18/04/2014 | 11:17:16 | 2872.3 | 25.7 | 93 | 25.6 | 69.5 | 2.1 | 2.43 | 2.48 | 2409 | 0.61 | 18/04/2014 | 11:17:26 | 2871.7 | 25.7 | 93 | 25.6 | 69.8 | 2.0 | 2.40 | 2.45 | 2410 | 0.60 | 18/04/2014 | 11:17:36 | 2871.6 | 25.7 | 93 | 25.6 | 69.6 | 2.1 | 2.44 | 2.47 | 2410 | 0.61 | 18/04/2014 | 11:17:46 | 2871.0 | 25.7 | 93 | 25.6 | 69.6 | 2.0 | 2.41 | 2.45 | 2411 | 0.61 | 18/04/2014 | 11:17:56 | 2870.5 | 25.7 | 93 | 25.6 | 69.6 | 2.1 | 2.44 | 2.56 | 2407 | 0.61 | 18/04/2014 | 11:18:06 | 2869.9 | 25.7 | 93 | 25.6 | 69.8 | 2.1 | 2.41 | 2.56 | 2411 | 0.61 | 18/04/2014 | 11:18:16 | 2869.5 | 25.7 | 93 | 25.6 | 69.8 | 2.0 | 2.44 | 2.57 | 2411 | 0.61 | 18/04/2014 | 11:18:26 | 2869.0 | 25.7 | 93 | 25.6 | 69.7 | 2.1 | 2.42 | 2.56 | 2410 | 0.60 | 18/04/2014 | 11:18:36 | 2868.5 | 25.6 | 93 | 25.6 | 69.5 | 2.0 | 2.46 | 2.59 | 2410 | 0.61 | 18/04/2014 | 11:18:46 | 2868.0 | 25.7 | 93 | 25.6 | 69.5 | 2.0 | 2.46 | 2.59 | 2413 | 0.61 | 18/04/2014 | 11:18:56 | 2867.7 | 25.7 | 93 | 25.6 | 70.2 | 2.1 | 2.46 | 2.58 | 2410 | 0.60 | 18/04/2014 | 11:19:06 | 2867.0 | 25.7 | 93 | 25.6 | 70.9 | 2.1 | 2.46 | 2.58 | 2410 | 0.60 | 18/04/2014 | 11:19:16 | 2866.5 | 25.7 | 93 | 25.6 | 70.6 | 2.0 | 2.45 | 2.56 | 2406 | 0.60 | 18/04/2014 | 11:19:26 | 2866.5 | 25.7 | 93 | 25.6 | 70.7 | 2.1 | 2.47 | 2.60 | 2408 | 0.60 | 18/04/2014 | 11:19:37 | 2866.0 | 25.7 | 93 | 25.6 | 70.9 | 2.1 | 2.49 | 2.58 | 2407 | 0.60 | 18/04/2014 | 11:19:47 | 2865.5 | 25.7 | 93 | 25.6 | 70.2 | 2.0 | 2.47 | 2.60 | 2409 | 0.61 | 18/04/2014 | 11:19:57 | 2864.8 | 25.7 | 93 | 25.6 | 70.1 | 2.1 | 2.48 | 2.59 | 2406 | 0.61 | 18/04/2014 | 11:20:07 | 2864.4 | 25.7 | 93 | 25.6 | 70.1 | 2.1 | 2.47 | 2.54 | 2405 | 0.62 | 18/04/2014 | 11:20:17 | 2864.0 | 25.7 | 93 | 25.6 | 70.1 | 2.1 | 2.37 | 2.61 | 2405 | 0.62 | 18/04/2014 | 11:20:27 | 2863.6 | 25.7 | 93 | 25.6 | 70.3 | 2.0 | 2.39 | 2.60 | 2409 | 0.61 | 18/04/2014 | 11:20:37 | 2862.8 | 25.7 | 93 | 25.6 | 70.0 | 2.1 | 2.39 | 2.59 | 2408 | 0.61 | 18/04/2014 | 11:20:48 | 2862.5 | 25.7 | 93 | 25.6 | 70.3 | 2.1 | 2.42 | 2.59 | 2419 | 0.61 | 18/04/2014 | 11:20:58 | 2861.8 | 25.7 | 93 | 25.6 | 70.3 | 2.1 | 2.44 | 2.57 | 2412 | 0.62 | 18/04/2014 | 11:21:08 | 2861.3 | 25.7 | 93 | 25.6 | 70.4 | 2.1 | 2.42 | 2.56 | 2411 | 0.61 | 18/04/2014 | 11:21:18 | 2861.1 | 25.7 | 93 | 25.6 | 70.0 | 2.0 | 2.40 | 2.52 | 2405 | 0.62 | 18/04/2014 | 11:21:28 | 2860.5 | 25.7 | 93 | 25.6 | 69.8 | 2.0 | 2.42 | 2.56 | 2408 | 0.61 | 18/04/2014 | 11:21:38 | 2859.8 | 25.7 | 93 | 25.6 | 69.6 | 2.0 | 2.40 | 2.53 | 2412 | 0.61 | 18/04/2014 | 11:21:48 | 2859.2 | 25.7 | 93 | 25.6 | 69.8 | 2.0 | 2.41 | 2.58 | 2408 | 0.62 | 18/04/2014 | 11:21:58 | 2858.7 | 25.7 | 93 | 25.6 | 70.1 | 2.0 | 2.37 | 2.56 | 2409 | 0.61 | 18/04/2014 | 11:22:08 | 2858.7 | 25.7 | 93 | 25.6 | 69.9 | 2.0 | 2.39 | 2.52 | 2416 | 0.61 | 18/04/2014 | 11:22:18 | 2858.3 | 25.7 | 93 | 25.6 | 69.6 | 2.0 | 2.39 | 2.56 | 2420 | 0.61 | 18/04/2014 | 11:22:28 | 2857.7 | 25.7 | 93 | 25.6 | 69.7 | 2.1 | 2.41 | 2.51 | 2416 | 0.62 | 18/04/2014 | 11:22:38 | 2857.2 | 25.6 | 93 | 25.6 | 69.9 | 2.0 | 2.41 | 2.52 | 2420 | 0.61 | 18/04/2014 | 11:22:48 | 2856.9 | 25.6 | 93 | 25.6 | 70.0 | 2.1 | 2.39 | 2.48 | 2422 | 0.62 | 18/04/2014 | 11:22:58 | 2856.2 | 25.7 | 93 | 25.6 | 70.2 | 2.1 | 2.36 | 2.50 | 2405 | 0.62 | 18/04/2014 | 11:23:08 | 2855.7 | 25.7 | 93 | 25.6 | 70.9 | 2.0 | 2.39 | 2.50 | 2405 | 0.61 | 18/04/2014 | 11:23:18 | 2855.4 | 25.7 | 93 | 25.6 | 70.9 | 2.1 | 2.39 | 2.52 | 2409 | 0.62 | 18/04/2014 | 11:23:28 | 2854.6 | 25.7 | 93 | 25.6 | 70.7 | 2.1 | 2.35 | 2.52 | 2408 | 0.61 | 18/04/2014 | 11:23:38 | 2854.5 | 25.7 | 93 | 25.6 | 70.4 | 2.0 | 2.38 | 2.50 | 2413 | 0.62 | 18/04/2014 | 11:23:48 | 2853.8 | 25.7 | 93 | 25.6 | 70.2 | 2.0 | 2.36 | 2.47 | 2416 | 0.62 | 18/04/2014 | 11:23:58 | 2853.6 | 25.7 | 93 | 25.6 | 70.1 | 2.1 | 2.38 | 2.50 | 2420 | 0.61 | 18/04/2014 | 11:24:08 | 2852.7 | 25.7 | 93 | 25.6 | 70.5 | 2.1 | 2.36 | 2.50 | 2424 | 0.62 | 18/04/2014 | 11:24:18 | 2852.4 | 25.7 | 93 | 25.7 | 70.8 | 2.0 | 2.41 | 2.46 | 2421 | 0.61 | 18/04/2014 | 11:24:28 | 2851.9 | 25.7 | 93 | 25.6 | 70.9 | 2.0 | 2.41 | 2.49 | 2425 | 0.62 | 18/04/2014 | 11:24:38 | 2851.4 | 25.7 | 93 | 25.7 | 70.4 | 2.0 | 2.44 | 2.47 | 2426 | 0.62 | 18/04/2014 | 11:24:48 | 2851.1 | 25.7 | 93 | 25.6 | 70.1 | 2.0 | 2.44 | 2.49 | 2420 | 0.61 | 18/04/2014 | 11:24:58 | 2846.9 | 25.7 | 93 | 25.7 | 70.2 | 2.1 | 2.40 | 2.47 | 2422 | 0.60 | 18/04/2014 | 11:25:08 | 2847.7 | 25.6 | 94 | 25.7 | 70.3 | 2.3 | 2.42 | 2.52 | 2422 | 0.60 | 18/04/2014 | 11:25:18 | 2847.2 | 25.7 | 94 | 25.6 | 70.0 | 2.2 | 2.43 | 2.52 | 2426 | 0.61 | 18/04/2014 | 11:25:28 | 2833.6 | 25.7 | 95 | 25.6 | 70.4 | 2.3 | 2.44 | 2.56 | 2426 | 0.61 | 18/04/2014 | 11:25:38 | 2838.1 | 25.7 | 96 | 25.6 | 70.6 | 2.2 | 2.41 | 2.56 | 2426 | 0.62 | 18/04/2014 | 11:25:48 | 2837.6 | 25.7 | 97 | 25.6 | 71.8 | 2.2 | 2.43 | 2.52 | 2422 | 0.61 | 18/04/2014 | 11:25:58 | 2836.9 | 25.7 | 98 | 25.6 | 71.8 | 2.1 | 2.42 | 2.56 | 2425 | 0.61 | 18/04/2014 | 11:26:08 | 2836.8 | 25.7 | 98 | 25.7 | 71.3 | 2.0 | 2.40 | 2.56 | 2425 | 0.61 | 18/04/2014 | 11:26:18 | 2836.0 | 25.7 | 99 | 25.7 | 71.3 | 2.1 | 2.43 | 2.57 | 2423 | 0.61 | 18/04/2014 | 11:26:28 | 2835.7 | 25.7 | 100 | 25.7 | 70.9 | 2.2 | 2.41 | 2.56 | 2424 | 0.61 | 18/04/2014 | 11:26:38 | 2835.2 | 25.7 | 100 | 25.7 | 71.5 | 2.2 | 2.41 | 2.59 | 2421 | 0.60 | 18/04/2014 | 11:26:48 | 2834.7 | 25.7 | 101 | 25.6 | 71.0 | 2.2 | 2.44 | 2.59 | 2426 | 0.61 | 18/04/2014 | 11:26:58 | 2833.9 | 25.7 | 101 | 25.6 | 70.6 | 2.1 | 2.41 | 2.58 | 2413 | 0.61 | 18/04/2014 | 11:27:08 | 2833.4 | 25.7 | 101 | 25.6 | 70.8 | 2.2 | 2.44 | 2.58 | 2413 | 0.61 | 18/04/2014 | 11:27:18 | 2843.0 | 25.8 | 101 | 25.7 | 71.2 | 2.2 | 2.42 | 2.56 | 2416 | 0.61 |