Bilge Water Compliance Issues - Alfa Laval
White paperBilge water compliance issuesAn Alfa Laval white paper on oily water separationMarch 2017
White paperTable of contents1. Summary 35. The safe solution 102. Introduction 46. The Alfa Laval XLrator 103. Technologies 57. The Alfa Laval PureBilge BlueBox 128. Conclusion 139. Contact details 143.1. Static or gravity-based separation 53.2. Membrane filtration 63.3. Dynamic or high-speed centrifugal separation 64. The problem 74.1. Filtration and chemicals 74.2. Test protocols 74.3. Oil content monitoring 94.4. Whistleblowing and lack of training 9Alfa Laval is a trademark registered and owned by Alfa Laval Corporate AB.Alfa Laval reserves the right to change specifications without prior notification.MDD00609EN 17032
White paper1. SummaryThe shipping industry worldwide is acting ingood faith to comply to the International MaritimeOrganization (IMO) Resolution MEPC.107(49) forpollution prevention equipment for machinery spacesof bilges of ships. Regulations mandate that allvessels must operate an onboard type approvedbilge water treatment system. This system mustbe able to treat oily waste water to comply withrequirements of oil-in-water content of 15 ppm orless for overboard discharge. Bilge water treatmentsystems undergo rigorous testing to obtain IMO typeapproval certificates.However, despite industry efforts to comply withregulations, both the number and the amount of thefines for violation of IMO Resolution MEPC.107(49)have increased in recent years. Non-complianceraises questions about the adequacy of typeapproved bilge water treatment technologies as wellas of the test protocols, which in some cases do notaccurately reflect real-life operating conditions. It alsodraws attention to the critical need to use OEM filtersfor systems using static technology.Ship owners and operators cannot underestimate thevalue of operating a trustworthy bilge water treatmentsystem on board. With proven centrifugal separationtechnology at its core, Alfa Laval PureBilge has beentested and validated for compliance under real-lifeAlfa Laval is a trademark registered and owned by Alfa Laval Corporate AB.Alfa Laval reserves the right to change specifications without prior notification.MDD00609EN 1703operating conditions on board, including pitching androlling on the high seas.There is enormous business potential for bilgewater treatment systems that require low capitalexpenditure. However, Alfa Laval believes thatthe benefits of investing in centrifugal separationtechnology with a solid track record of compliance faroutweigh the risks of developing systems that, underreal-life conditions, often fail to meet the prescribedoil-in-water requirements. The costs of noncompliance on the marine environment are too high.While this paper does not in any way purport to bean academic study, it intends to address the currentregulatory playing field, the type approval processes,and the various technologies that are now available.It proposes that static gravity-type systems are inefficient and, despite of their so-called low capital costs,end up costing ship owners and seafarers dearly.The aim of this Alfa Laval white paper is to shareinsights into why compliance with bilge water regulations proves difficult and what maritime authorities,ship owners and operators, and bilge water treatmentsystem suppliers can do to promote compliance.Test regimes and protocols for type approval of thesesystems are inadequate and fail to reflect real-lifeconditions on board vessels. Therefore review andrevision of these regimes and protocols are required.3
White paperand ship owners and operators from MEPC.107(49)violations and reputational damage. Proven compliant,that solution is Alfa Laval PureBilge.This white paper recommends the following actionsby the IMO: Conduct an assessment of current test protocols. Conduct an assessment of bilge water treatmenttechnologies. Make these assessments available to the public. Make the necessary amendments to test protocolsand type approval processes to ensure the use ofcompliant bilge water technology. Continue to support Coast Guard, State andindustry efforts to improve bilge water/pollutionprevention practices.2. IntroductionRunning a ship’s engine and auxiliary machinery produces oily waste. These highly noxious oily chemicalby-products collect in a vessel’s bilge and amountto millions of litres of oily waste streams each year.Bilge discharge is considered to be one of the majorfactors contributing to the pollution of the oceans,and vessels are coming under increasing scrutiny byport state control authorities worldwide.It also recommends the following actions by shipowners and operators:Oily bilge water is a mixture of water, oily fluids, lubricants and greases, cleaning fluids, detergents andother chemical wastes. The main sources of oilywaste on board are ship engines, generators andother parts of the propulsion system, such as pipes,pumps and mechanical and operational componentsinstalled in ship machinery spaces. Evaluate bilge water treatment systems nowon board to ensure effective treatment. Follow OEM recommendations for operation ofstatic systems and use OEM filter elements andchemical additives as required. Improve seafarer training in handling oilywaste water.As an operational practice, bilge wells are periodicallypumped out. The accumulated bilge water is transferred to a holding tank for discharge to a port reception facility or for treatment by way of an onboardThis paper also proposes that an efficient, costeffective bilge water treatment solution is available tosafeguard the world’s oceans from oily waste pollutionBilge water containsa mixture of waterand fluids fromvarious sources onboard. It is treated toreduce oil-in-watercontent to at least15 ppm. Clean wateris then dischargedoverboard.Cleaning andmaintenanceWater from purifiersludge tanksDrainsand leaksWater from wasteoil tankTankoverflowsCondensatefrom air coolersIncidentsClean wateroverboardBilgepumpBilge water tanksBilge wellAlfa Laval is a trademark registered and owned by Alfa Laval Corporate AB.Alfa Laval reserves the right to change specifications without prior notification.MDD00609EN 1703Bilge watertreatmentBilge well4
White papersystem designed to remove the oil from the wastestream prior to discharge of clean water overboard.Discharge of bilge water is restricted for commercialvessels under Annex I of the International Conventionfor the Prevention of Pollution from Ships. UnderMARPOL, all vessels of 400 gross tonnage andabove are required to install and operate equipmenton board that ensures the discharge of ‘clean’ bilgewater does not exceed 15 parts per million (ppm) orless of oil. Some flag states and administrations stipulate a discharge limit of 5 ppm.Vessels are also required to document all oil operations in an oil record book and to install and operatean oil content monitor or bilge alarm, which indicatesthe performance of the bilge separator, whether staticor dynamic.There are numerous considerations that ship ownersmust take into account when specifying an oily watertreatment system. For instance, is a single-stage ormulti-stage treatment process required? Does thetechnology require pre- and/or post-treatment systems?Is the technology operator friendly? What are therequirements for maintenance and for consumables?What amount and types of waste are generated?And above all, how does the system perform?Oily water treatment systems tend to fall into twocategories: those that work on board ships andthose that do not.3. TechnologiesAn oily water treatment system typically combinesa gravity- or centrifugal-type separator with anadditional process to reduce the concentration ofemulsions. This process may include absorption andadsorption, biological treatment, coagulation andflocculation, flotation, and ultrafiltration.3.1. Static or gravity-based separationGravity-based or static separation systems are themost common bilge water treatment systems foundon board ships today. These were once consideredeffective when ships were running on lighter fuelsand bilge water contained minimal emulsions.However, gravity-based separation systems arenow considered ineffective; they fail to treat thecomplex cocktail of heavy fuel oil (HFO) mixed withother types of oil and chemicals found in the bilgeof modern tankers and other large commercialvessels today.Static coalescer-type separators only operate at1 G, a force that is insufficient for breaking downemulsions to meet the mandatory 15 ppm require ment. In a pitching and rolling environment, complexand emulsified bilge water compositions can seldombe separated through gravity alone. This meansthat bilge water must be stored in large tanks untilconditions are right for treatment, and that chemicalsand carbon adsorption filters must be used to handlewhat does not separate naturally.Bilge water composition.WaterFresh waterSeawaterHeavy fuel oilOilLube oilEmulsions,suspensionsHydraulic oilParticlesChemicalsOrganicInorganicEmulsifying, corrosiveOtherAlfa Laval is a trademark registered and owned by Alfa Laval Corporate AB.Alfa Laval reserves the right to change specifications without prior notification.MDD00609EN 17035
White paperWhen the IMO rules were updated, emul sionswere added to bilge water test protocols. However,many systems were found to be ineffective inbreaking down emulsions without the use ofchemical additives.What’s more, oil particles of 20 micron or less in sizeare not separated from the emulsion mixture, and thechemical concoction found in oily waste streams canlimit separation efficiency in the presence of denseand highly viscous oils.In 2004, tests carried out on a static coalescer-typesystem on board a U.S. naval vessel found thattreated bilge water not only exceeded the 15 ppmlimit, but was recorded at 42 ppm after completionof post-treatment.3.2. Membrane filtrationThis technology uses oil-eating bacteria to treat oilywaste water. The presence of oxygen, nutrients andhydrocarbons and other contaminants in a carefullymanaged environment is required to promote growthof these microorganisms. Bioremediation is typicallyused as the first stage in a multi-stage purificationprocess along with a plate separator; however,membrane clogging may result and require costlyand frequent membrane replacement.Alfa LavalPureBilgeWhile these systems remain a good prospect forsmaller craft, such as luxury yachts, where there is aless potent chemical mixture in the bilge, membranefiltration does not present a viable solution for largecommercial vessels.3.3. Dynamic or high-speedcentrifugal separationUnlike static systems, high-speed or dynamic centrifugal separators operate with a gravitationalforce of 6000 G, enabling them to cope with the constant motion of a vessel as well as the complexities of modern bilge water. With a long track recordof effective performance on board ships, this type ofoily waste water treatment system is not sensitive tohigh solids or oil loads. No additional chemicals arerequired, and maintenance is minimal. Clean watercan be pumped directly overboard thereby negatingthe need for large bilge water holding tanks.Not only is such technology readily available,centrifugal separation succeeds where statictechnologies fail. Whereas static systems operatein batches and require frequent filter changes and/or chemical dosing to do the job, a high-speedcentrifugal bilge water separator can operatecontinuously without requiring much attention.Varying bilge water feed, oil shocks and even thetoughest emulsions pose no difficulty when usingcentrifugal separation.Alfa Laval is a trademark registered and owned by Alfa Laval Corporate AB.Alfa Laval reserves the right to change specifications without prior notification.MDD00609EN 17036
White paper4. The problem4.1. Filtration and chemicalsStatic systems often require the use of filtersand chemicals to achieve compliance. In a bilgewater study conducted in 2011 by the U.S. EPA,Canadian operator Seaway Marine Transportstated that low-cost bilge separators, especiallyseparator/filter combinations, may work but aremore sensitive to changing bilge water compositionand require large quantities of consumables andhigher maintenance.Static coalescer-type separators are common place, largely due to the low capital costs usedto promote this equipment. However, the useof these separators is resulting in an increasednumber of fines and prison sentences as seafarersunknowingly discharge oily waste water in thefalse belief that these systems clean bilge wateraccording to the regulatory limits. They do not.Static coalescer-type separators have provenineffective in rough seas due to poor settlingthereby leaving a large amount of the oily wastein treated water. As a result, adsorption filters andchemicals are required, which increases operation,maintenance and tank cleaning costs.Typically, a static system requires two mainconsumables: a coalescing filter element and anadvanced granular media, the efficacy of which iswholly dependent on the bilge water content.In response to the revisions adopted inMEPC.107(49) governing emulsion removal, allmanufacturers of coalescer-type systems intro duced an active filtration stage to the treat mentprocess. This worked well in land-based testingenviron ments but proved incapable of handling thevarious emulsions found in bilge water under actualoperating conditions. The addition of chemical additives was therefore required.Another issue is that these systems require theuse of original equipment manufacturers com ponents, such as certified OEM filter elements,to ensure proper function. However, due to theincreasing costs of filtration technologies, therehas been a proliferation of cheaper, non-OEM activefilters, which are not certified for use and do notAlfa Laval is a trademark registered and owned by Alfa Laval Corporate AB.Alfa Laval reserves the right to change specifications without prior notification.MDD00609EN 1703provide the same filtering efficiency and protectionas OEM filters.The oleophilic plates and carbon filters in thesesystems are also subject to fouling and thereforerequire frequent replacement, further increasingoperating costs. What’s more, ship owners mustalso factor in the costs for increased maintenanceand cleaning, which is more time consuming thancomparable technologies and increases total costof ownership.4.2. Test protocolsThe treatment of chemical emulsions is a majorproblem. Although emulsion tests are part of the newIMO test protocols, the test fluids do not representthe complex emulsion mixtures that form in shipbilge wells.A 2011 study on the efficacy of different oily wastewater treatment technologies conducted by the U.S.EPA substantiates this claim. The study concludedthat some technologies “appear to perform betterthan others at sea” and reported shortcomings inlaboratory certification tests for oily waste watertreatment systems.The report stated: “Certain treatment technologiesrequire excessive operator attention and/or maintenance to function properly, or generate excessive quantities of oily residuals requiring handlingand disposal.”Yet while Resolution MEPC.107(49) that tookeffect in 2005 and amended the 1993 ResolutionMEPC.60(33) provides guidance on the use of oilywater separators and oil content monitoring prior todischarge into the sea, the aforementioned U.S. EPAreport also states that the testing and certificationprocesses are “insufficient to replicate actual con ditions onboard” and therefore do not reflect real-lifeconditions on vessels at sea.The IMO guidelines, which continue to form thebasis for type approval, stipulate that “a 15 ppmbilge separator must be able to handle any oilymixtures from the machinery space bilges and beexpected to be effective over the complete rangeof oils which might be carried on board the ship,and deal satisfactorily with oil of very high relativedensity, or with a mixture presented to it as an7
White paperemulsion” as well as cleansing agents, emulsifiers,solvents or surfactants used for cleaning purposesthat invariably end up in bilge water. Many systemshave successfully passed land-based type approvaltesting, yet fail to perform effectively at sea.A 2009 article published in Tanker Operator reportedthat certification tests were too limited to measurethe true effectiveness of bilge separator treatmentsystems under real-life operating conditions on boardvessels. The testing issues under scrutiny included:the short test duration; the static environment inwhich tests are conducted; and, the rate and com position of the test fluids, which many believe to beuncharacteristic of the operational discharges thatcomprise bilge water.According to the rules, tests should be performedusing three grades of test fluids: Test fluid A, which is a marine residual fuel oil inaccordance with ISO 8217, type RMG 35 (densityat 15ºC not less than 980 kg/m3); Test fluid B, which is a marine distillate fuel oil inaccordance with ISO 8217, type DMA (density at15ºC not less than 830 kg/m3); and, Test fluid C, which is a mixture of an oil-in-freshwater emulsion, in the ratio whereby 1 kg of themixture consists of:–– 947.8 g of fresh water–– 25.0 g of test fluid A–– 25.0 g of test fluid B–– 0.5 g of surfactants (sodium dodecylbenzenesulfonic acid in dry form)–– 1.7 g of iron oxides (black ferrosoferric oxides,or Fe3O4, with a particle size distribution ofAlfa Laval is a trademark registered and owned by Alfa Laval Corporate AB.Alfa Laval reserves the right to change specifications without prior notification.MDD00609EN 1703which 90% is less than 10 microns in size andthe remainder has a maximum particle size of100 microns.Test fluid C is contentious because it contains onlyone emulsion when in reality there can be 15 or moredifferent types of chemicals in the bilge water mixture.According to the article, the duration of the test alsofailed to account for system capacity beyond thetest period. This highlighted the fact that “tests canbe passed using simple filters that, in actual service,would be incapable of maintaining performance overlonger time periods”.Additionally, the test protocols fail to replicate thepitching and rolling motions encountered at sea andtherefore do not provide an adequate test regime forgravity-based systems.“During fluid C testing, the separator treats thespecified emulsion fluid for just 2.5 hours, but fluidC is not as complex as those fluids found in a ship’sbilge. What’s more ships do not operate for just afew hours, they’re operating for weeks on end,” saysMagnus Lagerfors, Application Manager, Marine& Diesel Equipment, Alfa Laval. “This is the majordifference between static coalescers and dynamichigh-speed separators. High-speed separators cancontinue working indefinitely.”The EPA report and others like it appear tosubstantiate claims that the failure of certificationtests has led and continues to lead to the approvalof bilge water treatment systems that are not able totreat ship bilge water to meet mandatory legislativerequirements.8
White paper4.3. Oil content monitoringMonitoring oil content is another area that offersopportunities where real improvements can be made.Verification of the performance of an oily waste watertreatment system is important; an oil content monitoror bilge alarm is therefore a critical component of anybilge water treatment system.When mandatory ppm levels are not maintained,the oil content monitor must initiate an automaticstop to prevent the overboard discharge of oilymixtures. Automatic stop is initiated by a valvearrangement installed in the effluent outlet line of thebilge separator. This automatically diverts the effluentmixture back to ship bilge wells or bilge tanks whenthe oil content of the effluent exceeds 15 ppm(or 5 ppm in some waters).Given the harsh environment of a ship engine room,a bilge alarm must be robust, corrosion-resistant,suitable for shipboard use, and compatible withthe liquids to be monitored. As such, bilge levelswitches and bilge alarms must be able to withstandharsh conditions, yet provide immediate and reliableoperation and alert the crew upon detection ofleakage or flooding.However, some systems are not as effective asothers. Some technologies require continuousmaintenance and cleaning to prevent malfunctionand spurious readings due to interferences withturbidity. Canada’s 5 ppm standards for oil-inwater content can also prove challenging forsome bilge alarms.Alfa Laval’s Magnus Lagerfors states: “Oil detectionequipment not only measures oil droplets but, insome instances, they have been known to measureother microparticles in the bilge water. This meansthat some chemicals in the bilge are being measuredas oil, which skews the readings. It is thereforeimportant to follow guidance such as the IMOIntegrated Bilge Water Management plan.”4.4. Whistleblowing and lack of trainingThose who report any illegal wrongdoings help holdthose who knowingly violate the law accountable fortheir actions. However, some shipping companiesquestion whether whistleblowers are motivated bya sense of moral obligation or by opportunism dueto the financial rewards offered.Alfa Laval is a trademark registered and owned by Alfa Laval Corporate AB.Alfa Laval reserves the right to change specifications without prior notification.MDD00609EN 1703In a 2012 article posted on the Center for PublicIntegrity website, the investigative report and editorRonnie Greene writes: “Whistleblowers help bringthese cases to light, handing to inspectors thescrawled notes or cell phone photos capturing illegaldumping and homemade diversion pipes hiddenon board. Yet some defense lawyers for shippingcompanies have questioned the government’s useof whistleblowers, contending that a quest for cashcould distort a company’s true environmental record.Ultimately, though, the evidence from crews hasfactored in several cases.”A 2011 article in a shipping magazine reported thatthe second engineer who provided evidence ofdeliberate oil pollution to U.S. authorities received50% of the large fine paid by the owner. Anotherarticle reported that crew members found guiltyof deliberate pollution on a different vessel eachpocketed more than 400,000 for informing theauthorities.While many question the use of whistleblowers touncover oil pollution violations, others suggest thatthe “majority of ship owners want to be compliantand they pay a lot of money to set up these com pliance programs and procedures.” One ship ownerrepresentative is reported to have said, “Somewhistle blower who decides he wants to make somemoney can thwart all those efforts (by the shipowner) They don’t report it to the owner, becausethey know if they wait until they come to the U.S. andthey have pictures of some alleged illegal act, theyare going to get a reward.”While such activities are morally questionable, itbrings into sharp focus the extent of the problemand the fiscal burden under which ship owners mustoperate. Certainly no oily water separator will performperfectly under all circumstances although there aresystems and technologies that are more effectivethan others.To ensure bilge water treatment systems deliveroptimal performance, it is imperative that seafarersresponsible for operating and maintaining thesesystems receive proper training. Many, however, donot fully understand the composition of bilge water,the regulations governing treatment, or indeed howto comply with them.We shall now consider the optimum solution.9
White paperFrombilge wellsFrom drainsand leaksRecycling to tank Feed recyclingPT Clean wateroutlet QT QCVFD TC PTTTFeed inlet TT5. The safe solutionCleaning bilge water poses distinct fiscal, criminaland environmental challenges. Not only doesthe composition and flow of bilge water change,making continuous and efficient treatmentdifficult, but treatment on board also presentsoperational constraints.Treatment methods must meet individual shiprequirements and demands for safety, reliability,compactness, automation, low maintenance andthe ability to withstand rough weather conditions.These requirements must be met without reducingthe performance of the treatment system. Centrifugalseparation has been used for decades on boardvessels due to the technology’s superior efficiencyin cleaning fluids. Engine room crews are also familiarwith the operation and maintenance of centrifugalseparation systems. High-speed centrifugal separa tion is not only the most efficient way to treat bilgewater, but it also provides the lowest possible oper ating cost of all systems currently on the market.Alfa Laval PureBilge is by far the most effectivesystem available today and can effectively eliminateproblems associated with the use of the magicpipe. There are, of course, comparable highspeed oily water separators with more or less thesame price tag as PureBilge. However, these highspeed coalescers are unable to deliver the sameperformance as PureBilge when operating under real-life conditions.Alfa Laval is a trademark registered and owned by Alfa Laval Corporate AB.Alfa Laval reserves the right to change specifications without prior notification.MDD00609EN 1703Unlike other dynamic systems, Alfa Laval PureBilgeuses heat to break down emulsions to well belowthe mandatory requirements. PureBilge was the firsttype approved system to deliver clean water withverified 0–5 ppm oil-in-water content under real-lifeconditions and at certified flow rates of up to 5000 l/h– without the use of costly chemicals, adsorptionfilter or membranes. What’s more, PureBilge doesnot require large bilge water holding tanks therebyincreasing payload capacity. In addition, its perfor mance is unaffected by sea heave, oil shocks or thepresence of high solids.How is it possible then for PureBilge to handleemulsions without the use of chemicals, filters ormembranes, where so many other systems fail? Thepatented Alfa Laval XLrator inlet device is the key.6. The Alfa Laval XLratorThe PureBilge water treatment system comprisesfour main functions: forwarding/pumping; oily waterpre- treatment; centrifugal separation; and, processcontrol and monitoring.A positive displacement pump with a variablefrequency drive transfers oily water from a settlingtank to the pre-treatment stage. In the pre-treatmentstage, the bilge water is fed through a basket strainerthat traps large particles from the fluid. The fluid thenpasses through a heat exchanger, which raises thefluid temperature to between 60 ºC and 70 ºC. Whenall process conditions (feed temperature, pressure10
White paperand separator speed) have been satisfied, the oilywater enters the separation stage. If conditionsare not met, fluid is re-circulated to the bilge watersettling tank.During the separation stage, the fluid enters a highspeed centrifugal separator. Oil and emulsionsseparated from the bilge water are continuouslydischarged and directed to a sludge or waste-oilcollecting tank.Solids are discharged intermittently through theself- cleaning mechanism of the centrifuge. Treatedwater is also continuously discharged. An oil-inwater monitor measures the oil content in the treatedbilge water in full compliance with IMO ResolutionMEPC.107(49).When the oil content is below a pre-set value(15 ppm or lower), the treated water can be directedeither to a holding tank for discharge overboard atthe ship operator’s convenience, or pumped directlyoverboard. If the oil content is above the pre-setvalue, the water is re-circulated to the bilge watersettling tank.The revolutionary design of PureBilge incorporatesthe Alfa Laval BWPX 307 high-speed centrifuge andthe patented Alfa Laval XLrator inlet device. TheXLrator gently accelerates the bilge water into theseparator bowl to improve separation efficiency bypreventing the splitting of oil drops and the furtherformation of emulsions.OilWaterSolidsFeedAlfa Laval is a trademark registered and owned by Alfa Laval Corporate AB.Alfa Laval reserves the right to change specifications without prior notification.MDD00609EN 1703The disc-stack and bowl arrangement provides themaximum surface area and features distribution holesand an optimized caulk configuration to enhance separation efficiency further. The design providesstable, continuous operation to ensure proper handling of oil shocks that generally bring staticcleaning systems to a standstill. The high centrifugalforce of 6000 G within the PureBilge separator bowlinduces coalescence and flocculation, which con tribute to the breakdown of emulsions.Before deciding to purchase the PureBilge system,a customer who was well aware of the limitationsof current legislation requested sea trials of thesystem. A diaphragm pump thoroughly mixed abilge cocktail for four hours to emulsify its contents,thereby compounding the separation problem.The mixture contained: 1 m3 of sea water1 litre of compressor oil10 litres of diesel oil10 litres of heavy fuel oil (HFO)1 litre of hydraulic oil1 litre of corrosion inhibitor1 litre of carbon remover1 litre of solvent-based oil cleaner20 litres of mud5 litres of rust50 litres of cooler condensate5 litres of sootDuring the trials, PureBilge performance exceededcustomer expectations. The average oil-in-watercontent in treated water was 7 ppm, well below the15 ppm discharge requirements.11
White paper7. The Alfa Laval PureBilge BlueBoxAlfa Laval has developed the PureBilge BlueBox DataRecorder, a fully automatic, oil content monitoringsystem to provide ship owners and engineeringteams with a safe and reliable system to record alloil discharge operations. This records operations toensure that they have been carried out in accordancewith the regulations.Now integral to the PureBilge concept, the PureBilgeBlueBox Data Recorder and EPC 60 Bilge processcontroller are designed to prevent tampering withthe system. The system records oil ppm levels,GPS position, separator operation, full alarm
Alfa Laval is a trademark registered and owned by Alfa Laval Corporate AB. 2 Alfa Laval reserves the right to change specifications without prior notification. MDD00609EN 1703 White paper Table of contents 1. Summa
Make Model Year 1 Year-over-year Year Comments ALFA ROMEO Alfa Romeo GIULIA 2017 2017-Alfa Romeo GIULIA 2018 Alfa Romeo GIULIA 2019 Alfa Romeo GIULIA 2020 Alfa Romeo STELVIO 2018 2018-Alfa Romeo STELVIO 2019 Alfa Romeo STELVIO 2020 Alfa Romeo GIULIETTA VELOCE 2019 2019-Alfa Romeo GIULIETTA VELOCE 2020 ALPHINA Alphina B3 S BITURBO 2014 2014-2017 Alphina B3 S BITURBO 2015 Alphina B3 S BITURBO .
alfa romeo jts med 7.1.1 euro 3 (boot mode) yes yes . alfa / fiat bosch m 1.5.5 euro2 no yes . alfa / fiat bosch me3x - me7x yes yes . alfa / fiat bosch me2.1 euro 2 no yes . alfa / fiat bosch edc15c euro2 yes yes . alfa / fiat bosch edc15c-7 euro 3 fase 1/2 yes yes . audi/volkswagen bosch edc15x diesel yes yes . audi/volkswagen bosch me7x (boot mode) yes yes . bmw siemens ms 41 yes yes . bmw .
69 - alfa romeo 156 1.9 jtd bosch x xxx xxx 020 70 - alfa romeo 156 1.9 jtd e3 105 hp bosch 0 281 010 020 71 - alfa romeo 156 1.9 jtd e3 105 hp bosch 0 281 010 020 72 - alfa romeo 156 1.9 jtd e3 115 hp bosch 0 281 010 740 73 - alfa romeo 156 1800 0 261 204 480 74 - alfa romeo 156 2.4 jtd e3 130 hp bosch 0 281 010 022
ALFA 145 1.7 16V Injection Bosch Motronic M2.10.3 (mot. 1.7 16V Ch. el.) ALFA 145 1.7 16V Injection Bosch Motronic M2.10.3 (mot. 1.7 16V) ALFA 145 1.8 TS 16V ABS Bosch 5.3 ALFA 145 1.8 TS 16V Air Bag TRW MY 97 (2F) ALFA 145 1.8 TS 16V Alarm ICIT/TRW VAS95 ALFA 145 1.8 TS 16V Injection Bosch Motronic
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Alfa Laval is a trademark registered and owned by Alfa Laval Corporate AB. Alfa Laval reserves the right to change specification without prior notification. Selection Selection and pricing is to be performed with our Alfa Laval air heat exchanger selection software. Selection output includes all relevant technical data and dimensional drawings.
Rule-Mate Automated Bilge Pumps Rule LoPro Bilge Pumps When water enters the bilge and reaches 2-3/4" (7cm), a sensor turns on the pump. After the water is pumped out, another sensor shuts off the pump. The Rule-Mate II series
original reference. Referencing another writer’s graph. Figure 6. Effective gallic acid on biomass of Fusarium oxysporum f. sp. (Wu et al., 2009, p.300). A short guide to referencing figures and tables for Postgraduate Taught students Big Data assessment Data compression rate Data processing speed Time Efficiency Figure 5. Data processing speed, data compression rate and Big Data assessment .
