5.1 This guide provides a protocol for detecting, characterizing, and quantifying nucleic acids (that is, DNA) of living and recently dead microorganisms in fuels and fuel-associated waters by means of a culture independent qPCR procedure. Microbial contamination is inferred when elevated DNA levels are detected in comparison to the expected background DNA level of a clean fuel and fuel system.5.2 A sequence of protocol steps is required for successful qPCR testing.5.2.1 Quantitative detection of microorganisms depends on the DNA-extraction protocol and selection of appropriate oligonucleotide primers.5.2.2 The preferred DNA extraction protocol depends on the type of microorganism present in the sample and potential impurities that could interfere with the subsequent qPCR reaction.5.2.3 Primers vary in their specificity. Some 16S and 18S RNA gene regions present in the DNA of prokaryotic and eukaryotic microorganisms appear to have been conserved throughout evolution and thus provide a reliable and repeatable target for gene amplification and detection. Amplicons targeting these conserved nucleotide sequences are useful for quantifying total population densities. Other target DNA regions are specific to a metabolic class (for example, sulfate reducing bacteria) or individual taxon (for example, the bacterial species Pseudomonas aeruginosa). Primers targeting these unique nucleotide sequences are useful for detecting and quantifying specific microbes or groups of microbes known to be associated with biodeterioration.5.3 Just as the quantification of microorganisms using microbial growth media employs standardized formulations of growth conditions enabling the meaningful comparison of data from different laboratories (Practice D6974), this guide seeks to provide standardization to detect, characterize, and quantify nucleic acids associated with living and recently dead microorganisms in fuel-associated samples using qPCR.NOTE 3: Many primers, and primer and probe combinations that are not covered in this guide may be used to perform qPCR. This guide does not attempt to cover all of the possible qPCR assays and does not suggest nor imply that the qPCR assays (that is, combinations of primers and probes, and reaction conditions) discussed here are better suited for qPCR than other qPCR assays not presented here. Additional, primers, primers and probes combination, and qPCR assay conditions may be added in the future to this guide as they become available to the ASTM scientific community. Guide D6469 reviews the types of damage that uncontrolled microbial growth in fuels and fuel systems can cause.5.4 Culture-based microbiological tests depend on the ability of microbes to proliferate in liquid, solid or semisolid nutrient media, in order for microbes in a sample to be detected.5.5 There is general consensus among microbiologists that only a fraction of the microbes believed to be present in the environment have been cultured successfully.5.6 Since the mid-1990s, genetic test methods that do not rely on cultivation have been increasingly favored for the detection and quantification of microorganisms in environmental samples.5.7 qPCR is a quantitative, culture-independent method that is currently used in the medical, food, and cosmetic industries for the detection and quantification of microorganisms.5.8 Since the early 2000s, qPCR methodology has evolved and is now frequently used to quantify microorganisms in fuel-associated samples, but there is currently no standardized methodology for employing qPCR for this application (1-6).3 The purpose of this guide is to provide guidance and standardization for genetic testing of samples using qPCR to quantify total microbial populations present in fuel-associated samples.5.9 Although this guide focuses on describing recommended protocols for the quantification of total microorganisms present in fuel-associated samples using qPCR, the procedures described here can also be applied to the standardization of qPCR assays for other genetic targets and environmental matrices.5.10 Genetic techniques have great flexibility so that it is possible to design a nearly infinite number of methods to detect and quantify each and every gene. Because of this flexibility of genetic techniques, it is important to provide a standard protocol for qPCR so that data generated by different laboratories can be compared.5.11 This guide provides recommendations for primers sequences and experimental methodology for qPCR assays for the quantification of total microorganisms present in fuel-associated samples.1.1 This guide covers procedures for using quantitative polymerase chain reaction (qPCR), a genomic tool, to detect, characterize and quantify nucleic acids associated with microbial DNA present in liquid fuels and fuel-associated water samples.1.1.1 Water samples that may be used in testing include, but are not limited to, water associated with crude oil or liquid fuels in storage tanks, fuel tanks, or pipelines.1.1.2 While the intent of this guide is to focus on the analysis of fuel-associated samples, the procedures described here are also relevant to the analysis of water used in hydrotesting of pipes and equipment, water injected into geological formations to maintain pressure and/or facilitate the recovery of hydrocarbons in oil and gas recovery, water co-produced during the production of oil and gas, water in fire protection sprinkler systems, potable water, industrial process water, and wastewater.1.1.3 To test a fuel sample, the live and recently dead microorganisms must be separated from the fuel phase which can include any DNA fragments by using one of various methods such as filtration or any other microbial capturing methods.1.1.4 Some of the protocol steps are universally required and are indicated by the use of the word must. Other protocol steps are testing-objective dependent. At those process steps, options are offered and the basis for choosing among them are explained.1.2 The guide describes the application of quantitative polymerase chain reaction (qPCR) technology to determine total bioburden or total microbial population present in fuel-associated samples using universal primers that allow for the quantification of 16S and 18S ribosomal RNA genes that are present in all prokaryotes (that is, bacteria and archaea) and eucaryotes (that is, mold and yeast collectively termed fungi), respectively.1.3 This guide describes laboratory protocols. As described in Practice D7464, the qualitative and quantitative relationship between the laboratory results and actual microbial communities in the systems from which samples are collected is affected by the time delay and handling conditions between the time of sampling and time that testing is initiated.1.4 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard with the exception of the concept unit of gene copies/mL (that is, 16S or 18S gene copies/mL) to indicate the starting concentration of microbial DNA for the intended microbial targets (that is, bacteria, archaea, fungi).1.5 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.6 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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5.1 Knowledge of the individual component composition (speciation) of gasoline fuels and blending stocks is useful for refinery quality control and product specification. Process control and product specification compliance for many individual hydrocarbons can be determined through the use of this test method.5.2 This test method is adopted from earlier development and enhancement.4,5,6,7 The chromatographic operating conditions and column tuning process, included in this test method, were developed to provide and enhance the separation and subsequent determination of many individual components not obtained with previous single-column analyses. The column temperature program profile is selected to afford the maximum resolution of possible co-eluting components, especially where these are of two different compound types (for example, a paraffin and a naphthene).5.3 Although a majority of the individual hydrocarbons present in petroleum distillates are determined, some co-elution of compounds is encountered. If this test method is utilized to determine bulk hydrocarbon group-type composition (PONA), the user of such data should be cautioned that some error will be encountered due to co-elution and a lack of identification of all components present. Samples containing significant amounts of olefinic or naphthenic, or both, constituents above octane may reflect significant errors in PONA-type groupings.5.4 If water is or is suspected of being present, its concentration is determined by the use of Test Method D1744. Other compounds containing oxygen, sulfur, nitrogen, and so forth may also be present, and may co-elute with the hydrocarbons. When known co-elution exists, these are noted in the test method data tables. If determination of these specific compounds is required, it is recommended that test methods for these specific materials be used, such as Test Method D4815 and D5599 for oxygenates, Test Method D5580 for aromatics, and Test Method D5623 for sulfur compounds.1.1 This test method covers the determination of individual hydrocarbon components of spark-ignition engine fuels and their mixtures containing oxygenate blends (MTBE, ETBE, ethanol, and so forth) with boiling ranges up to 225 °C. Other light liquid hydrocarbon mixtures typically encountered in petroleum refining operations, such as blending stocks (naphthas, reformates, alkylates, and so forth) may also be analyzed; however, statistical data was obtained only with blended spark-ignition engine fuels.1.2 Based on the cooperative study results, individual component concentrations and precision are determined in the range from 0.01 % to approximately 30 % by mass. The test method may be applicable to higher and lower concentrations for the individual components; however, the user must verify the accuracy if the test method is used for components with concentrations outside the specified ranges.1.3 This test method also determines methanol, ethanol, t-butanol, methyl t-butyl ether (MTBE), ethyl t-butyl ether (ETBE), and t-amyl methyl ether (TAME) in spark ignition engine fuels in the concentration range from 1 % to 30 % by mass. However, the cooperative study data provided insufficient statistical data for obtaining a precision statement for these compounds.1.4 Although a majority of the individual hydrocarbons present are determined, some co-elution of compounds is encountered. If this test method is utilized to estimate bulk hydrocarbon group-type composition (PONA), the user of such data should be cautioned that some error will be encountered due to co-elution and a lack of identification of all components present. Samples containing significant amounts of naphthenic (for example, virgin naphthas) constituents above n-octane may reflect significant errors in PONA-type groupings. Based on the gasoline samples in the interlaboratory cooperative study, this test method is applicable to samples containing less than 25 % by mass of olefins. However, some interfering co-elution with the olefins above C7 is possible, particularly if blending components or their higher boiling cuts such as those derived from fluid catalytic cracking (FCC) are analyzed, and the total olefin content may not be accurate. Annex A1 of this test method compares results of the test method with other test methods for selected components, including olefins, and several group types for several interlaboratory cooperative study samples. Although benzene, toulene, and several oxygenates are determined, when doubtful as to the analytical results of these components, confirmatory analyses can be obtained by using the specific test methods listed in the reference section.1.4.1 Total olefins in the samples may be obtained or confirmed, or both, if necessary, by Test Method D1319 (percent by volume) or other test methods, such as those based on multidimentional PONA-type of instruments.1.5 If water is or is suspected of being present, its concentration may be determined, if desired, by the use of Test Method D1744 or equivalent. Other compounds containing oxygen, sulfur, nitrogen, and so forth, may also be present, and may co-elute with the hydrocarbons. If determination of these specific compounds is required, it is recommended that test methods for these specific materials be used, such as Test Methods D4815 and D5599 for oxygenates, and Test Method D5623 for sulfur compounds, or equivalent.1.6 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.7 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.8 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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5.1 The freezing point of an aviation fuel is the lowest temperature at which the fuel remains free of solid hydrocarbon crystals. These crystals can restrict the flow of fuel through the fuel system of the aircraft. The temperature of the fuel in the aircraft tank normally decreases during flight depending on aircraft speed, altitude, and flight duration. The freezing point of the fuel must always be lower than the minimum operational fuel temperature.5.2 Petroleum blending operations require precise measurement of the freezing point.5.3 This test method produces results which have been found to be equivalent to Test Method D2386 and expresses results to the nearest 0.1 °C, with improved precision over Test Method D2386. This test method also eliminates most of the operator time and judgment required by Test Method D2386.5.4 When specification requires Test Method D2386, do not substitute this test method or any other test method.1.1 This test method covers the determination of the temperature below which solid hydrocarbon crystals form in aviation turbine fuels.1.2 This test method is designed to cover the temperature range of −80 °C to 20 °C; however, 2003 Joint ASTM/IP Interlaboratory Cooperative Test Program mentioned in 12.4 has only demonstrated the test method with fuels having freezing points in the range of −42 °C to −60 °C.1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. For specific warning statements, see 7.1, 7.3, and 7.5.1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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5.1 At high temperatures aviation turbine fuels can oxidize and produce insoluble deposits that are detrimental to aircraft propulsion systems. Very low copper concentrations (in excess of 50 μg/kg) can significantly accelerate this thermal instability of aviation turbine fuel. Naval shipboard aviation fuel delivery systems contain copper-nickel piping, which can increase copper levels in the fuel. This test method may be used for quality checks of copper levels in aviation fuel samples taken on shipboard, in refineries, and at fuel storage depots.1.1 This test method covers the determination of copper in jet fuels in the range of 5 μg/kg to 100 μg/kg using graphite furnace atomic absorption spectrometry. Copper contents above 100 μg/kg may be determined by sample dilution with kerosine to bring the copper level into the aforementioned method range. When sample dilution is used, the precision statements do not apply.1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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5.1 This is the first ASTM standard test method for assessing the mass quantity of particulates in middle distillate fuels. Test Method D5452 and its predecessor Test Method D2276 were developed for aviation fuels and used 1 gal or 5 L of fuel sample. Using 1 gal of a middle distillate fuel, which can contain greater particulate levels, often required excessive time to complete the filtration. This test method used about a quarter of the volume used in the aviation fuel methods.5.2 The mass of particulates present in a fuel is a significant factor, along with the size and nature of the individual particles, in the rapidity with which fuel system filters and other small orifices in fuel systems can become plugged. This test method provides a means of assessing the mass of particulates present in a fuel sample.5.3 The test method can be used in specifications and purchase documents as a means of controlling particulate contamination levels in the fuels purchased. Maximum particulate levels are specified in several military fuel specifications.1.1 This test method covers the determination of the mass of particulate contamination in a middle distillate fuel by filtration. This test method is suitable for all No. 1 and No. 2 grades in Specifications D396, D975, D2880 and D3699 and for grades DMA and DMB in Specification D2069.1.2 This test method is not suitable for fuels whose flash point as determined by Test Methods D56, D93 or D3828 is less than 38 °C.NOTE 1: Middle distillate fuels with flash points less than 38 °C have been ignited by discharges of static electricity when the fuels have been filtered through inadequately bonded or grounded membrane filter systems. See Test Methods D2276 and D5452 for means of determining particulate contamination in Specification D1655 aviation turbine fuels and other similar aviation fuels. See Guide D4865 for a more detailed discussion of static electricity formation and discharge.1.3 This test method has not been validated for testing biodiesel, such as meeting Specification D6751 or blends of middle distillates and biodiesel, such as meeting Specification D7467, or both. Test Method D7321 has been determined to be suitable for testing B100 and all blends of middle distillates and biodiesel.NOTE 2: No. 1 and No. 2 grades in Specifications D396 or D975 currently allow up to 5 % biodiesel meeting Specification D6751. Samples containing biodiesel can result in partial dissolution or compromise of the membrane filters and give erroneous results.1.4 The precision of this test method is applicable to particulate contaminant levels between 0 g/m3 to 25 g/m3 provided that 1 L samples are used and the 1 L is filtered completely. Higher levels of particulate contaminant can be measured, but are subject to uncertain precision.1.5 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.6 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.7 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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5.1 Knowledge of the individual component composition (speciation) of gasoline fuels and blending stocks is useful for refinery quality control and product specification. Process control and product specification compliance for many individual hydrocarbons may be determined through the use of this test method.1.1 This test method covers the determination of individual hydrocarbon components of spark-ignition engine fuels with boiling ranges up to 225 °C. Other light liquid hydrocarbon mixtures typically encountered in petroleum refining operations, such as, blending stocks (naphthas, reformates, alkylates, and so forth) may also be analyzed; however, statistical data was obtained only with blended spark-ignition engine fuels. The tables in Annex A1 enumerate the components reported. Component concentrations are determined in the range from 0.10 % to 15 % by mass. The procedure may be applicable to higher and lower concentrations for the individual components; however, the user must verify the accuracy if the procedures are used for components with concentrations outside the specified ranges.1.2 This test method is applicable also to spark-ignition engine fuel blends containing oxygenated components. However, in this case, the oxygenate content must be determined by Test Methods D5599 or D4815.1.3 Benzene co-elutes with 1-methylcyclopentene. Benzene content must be determined by Test Method D3606 or D5580.1.4 Toluene co-elutes with 2,3,3-trimethylpentane. Toluene content must be determined by Test Method D3606 or D5580.1.5 Although a majority of the individual hydrocarbons present are determined, some co-elution of compounds is encountered. If this procedure is utilized to estimate bulk hydrocarbon group-type composition (PONA) the user of such data should be cautioned that error may be encountered due to co-elution and a lack of identification of all components present. Samples containing significant amounts of naphthenic (for example, virgin naphthas) constituents above n-octane may reflect significant errors in PONA type groupings. Based on the interlaboratory cooperative study, this procedure is applicable to samples having concentrations of olefins less than 20 % by mass. However, significant interfering coelution with the olefins above C7 is possible, particularly if blending components or their higher boiling cuts such as those derived from fluid catalytic cracking (FCC) are analyzed, and the total olefin content may not be accurate. Many of the olefins in spark ignition fuels are at a concentration below 0.10 %; they are not reported by this test method and may bias the total olefin results low.1.5.1 Total olefins in the samples may be obtained or confirmed, or both, by Test Method D1319 (volume %) or other test methods, such as those based on multidimensional PONA type of instruments.1.6 If water is or is suspected of being present, its concentration may be determined, if desired, by the use of Test Method D1744. Other compounds containing sulfur, nitrogen, and so forth, may also be present, and may co-elute with the hydrocarbons. If determination of these specific compounds is required, it is recommended that test methods for these specific materials be used, such as Test Method D5623 for sulfur compounds.1.7 The values stated in SI units are to be regarded as the standard. The values given in parentheses are provided for information only.1.8 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.9 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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5.1 The wax appearance temperature of petroleum products and liquid fuels is an indicator of the lowest temperature of their utility for certain applications. Wax crystals of sufficient quantity can plug filters or impede flow in some fuel systems.5.2 The wax disappearance temperature of petroleum products and liquid fuels is an indicator of the warmest temperature to remove thermal history. Wax crystals of sufficient quantity can plug filters or impede flow in some fuel systems.5.3 NIR light scattering technology is useful for recognition of wax crystal formation in dark and opaque fuels, and the cloud point in transparent fuels.5.4 The wax appearance temperature is an earlier indicator of wax crystal formation than pour point and has better resolution than pour point.5.5 This test method can determine the temperature of the test specimen at which wax crystals have formed sufficiently to be observed with a resolution of 0.1 °C.1.1 This test method covers the determination of the wax appearance temperature and the wax disappearance temperature of petroleum products and liquid fuels by an automatic instrument using optical light scattering detection.1.2 This test method is applicable to such materials as: crude oil, distillate fuels, residual fuels such as No. 6 Fuel Oil, marine fuels such as VLSFO, and including mixtures of these fuels and liquid biofuels.1.3 This test method covers the range of temperatures from –30 °C to +75 °C with temperature resolution of 0.1 °C.1.4 This test method contains interim precision with repeatability only; a full ILS will be completed within five years of its approval.1.5 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.6 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.7 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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5.1 The true significance of this test method for determining gum in motor gasoline is not firmly established. It has been proved that high gum can cause induction-system deposits and sticking of intake valves, and in most instances, it can be assumed that low gum will ensure absence of induction-system difficulties. The user should, however, realize that the test method is not of itself correlative to induction-system deposits. The primary purpose of the test method, as applied to motor gasoline, is the measurement of the oxidation products formed in the sample prior to or during the comparatively mild conditions of the test procedure. Since many motor gasolines are purposely blended with nonvolatile oils or additives, the heptane extraction step is necessary to remove these from the evaporation residue so that the deleterious material, gum, may be determined. With respect to aviation turbine fuels, large quantities of gum are indicative of contamination of fuel by higher boiling oils or particulate matter and generally reflect poor handling practices in distribution downstream of the refinery.1.1 This test method covers the determination of the existent gum content of aviation fuels, and the gum content of motor gasolines or other volatile distillates in their finished form, (including those containing alcohol and ether type oxygenates and deposit control additives—see Note 7 for additional information) at the time of test.1.2 Provisions are made for the determination of the heptane insoluble portion of the residue of non-aviation fuels.1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.3.1 The accepted SI unit of pressure is the Pascal (Pa); the accepted SI unit for temperature is degrees Celsius.1.4 WARNING—Mercury has been designated by many regulatory agencies as a hazardous substance that can cause serious medical issues. Mercury, or its vapor, has been demonstrated to be hazardous to health and corrosive to materials. Use caution when handling mercury and mercury-containing products. See the applicable product Safety Data Sheet (SDS) for additional information. The potential exists that selling mercury or mercury-containing products, or both, is prohibited by local or national law. Users must determine legality of sales in their location.1.5 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. For specific warning statements, see 6.4, 7.4, and 9.1.1.6 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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5.1 This test method provides accurate biobased/biogenic carbon content results to materials whose carbon source was directly in equilibrium with CO2 in the atmosphere at the time of cessation of respiration or metabolism, such as the harvesting of a crop or grass living in a field. Special considerations are needed to apply the testing method to materials originating from within artificial environments with non-natural levels of 14C or if the biofeed was grown over the course of several years such as trees and contains “bomb-carbon.” Application of these test methods to materials derived from CO2 uptake within artificial environments is beyond the present scope of this standard.5.2 This method uses LSC techniques to quantify the biobased content of a liquid hydrocarbon fuels using sample carbon that has been unmodified. It is designed to be able to incorporate into a refinery laboratory to support biofeed and petroleum coprocessing or blending operations to determine the biocarbon content of the intermediate or finished products. The test results can then be used for optimizing internal parameters or reporting to regulatory agencies.5.3 The use of this method requires that a pure petroleum-based sample can be generated that has a similar matrix to each product or stream to be analyzed. For example, gasoline and diesel have very different matrices and will likely require the use of different background measurements for each. Refer to 10.2 for how to determine if the same background sample can be used for more than one product/stream.1.1 This test method covers quantitatively determining biocarbon content of liquid hydrocarbon fuels with a focus on those produced in a typical petroleum refinery using liquid scintillation counting (LSC). The method is designed to generate analogous results as Test Method D6866 Method C, for low quench samples, without the need of benzene synthesis. The purpose is to be able to use the produced data to report biocarbon content of refinery products to regulatory agencies and monitor refinery operation. The method does not address regulatory reporting or fuel performance.1.2 The method is needed to support refinery operations when bio-feeds are co-processed with petroleum within a reactor with a focus on samples with 100 % biocarbon or less (not for 14C labeled species). It allows refineries to report the biocarbon content of refinery products to regulatory agencies such as the Environmental Protection Agency (EPA) or California Air Resources Board (CARB) to comply with regulatory statutes such as The Renewable Fuel Standard (RFS) or Low Carbon Fuel Standard (LCFS).1.3 This test method is applicable to any liquid fuel product, petroleum based (pure hydrocarbon), biobased (such as renewable diesel or those that can contain oxygenates such as ethanol), or blends, that contain 1 % to 100 % by mass biocarbon where an instrument background can be experimentally determined using a sample of similar matrix that contains no measurable carbon-14.1.4 This test method makes no attempt to teach the basic principles of the instrumentation used although minimum requirements for instrument selection are referenced in Refs (1-11).2 However, the preparation of samples for the above test methods is described. No details of instrument operation are included here. These are best obtained from the manufacturer of the specific instrument in use.1.5 Pre-Requisite Requirements For Method Execution—This test method uses artificial carbon-14 (14C) within the method. Great care shall be taken to prevent laboratory contamination of the elevated 14C. Once in the laboratory, artificial 14C can contaminate a variety of laboratory surfaces that can lead to artificially high sample biocarbon measurements. If vigorous cleaning attempts to remove the artificial 14C from a laboratory are unsuccessful, instrumentation and sample preparation may have to be moved to a new laboratory away from the contamination or the laboratory may have to rely on outside third-party labs for analysis. Specific procedural steps have been incorporated into this method that minimize the risk of sample and lab contamination. Wipe tests and quality assurance samples can validate absence of contamination. In the event of contamination in the laboratory or instrument, vigorous cleaning protocols shall be implemented, and analysis cannot be resumed until the lab and instrument are free of contamination. Accepted requirements are:1.5.1 Working with the elevated 14C samples in a separate and defined area away from the instrument and the preparation of any non-spiked samples.1.5.2 Using separate personnel to prepare the spiked samples and non-spiked samples.1.5.3 Using separate laboratory spaces with separate HVAC systems for the handling of spiked and non-spiked samples. The use of separate fume hoods that have separate exhaust ventilation satisfies this requirement.1.5.4 Weekly wipe tests of 14C sample handling area(s) to detect lab contamination.1.6 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.7 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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5.1 On-line, at-line, in-line, and other near-real time monitoring systems that measure fuel gas characteristics, such as heating value, are prevalent in various gaseous fuel industries and in industries either producing or using gaseous fuel in their industrial processes. The installation and operation of particular systems vary depending on process type, regulatory requirements, and the user’s objectives and performance requirements. This practice is intended to provide guidance for standardized start-up procedures, operating procedures, and quality assurance practices for calorimeter based on-line, at-line, in-line, and other near-real time heating value monitoring systems. Users employing gas chromatographic based instrumentation for measurement of gaseous fuel heating value are referred to Practice D7164.1.1 This practice is for the determination of the heating value measurement of gaseous fuels using a calorimeter. Heating value determination of sample gasses containing water vapor will require vapor phase moisture measurements of the pre-combustion sample gas as well as the non-condensed gasses exiting the calorimeter. Instruments equipped with appropriate conditioners and algorithms may provide heating value results on a net or gross and dry or wet basis.1.2 This practice is applicable to at-line and in-line instruments that are operated from time to time on a continuous basis.1.3 Units—The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

定价： 590元 / 折扣价： 502 元 加购物车

5.1 Sulfur present as mercaptans or as hydrogen sulfide in distillate fuels and solvents can attack many metallic and non-metallic materials in fuel and other distribution systems. A negative result in the doctor test ensures that the concentration of these compounds is insufficient to cause such problems in normal use.1.1 This test method covers and is intended primarily for the detection of mercaptans in motor fuel, kerosine, and similar petroleum products. This method may also provide information on hydrogen sulfide and elemental sulfur that may be present in these sample types.1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. For specific warning statements, see 7.3.1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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5.1 This test method was developed to provide for the enforcement of 26 CFR 48.4082-1(b), which mandates that all tax-exempt diesel fuels be dyed with an amount of Solvent Red 164 at a concentration that is spectrally equivalent to 3.9 lb/103 bbl (11.1 mg/L) of Solvent Red 26. It is employed to verify that the correct amount of Solvent Red 164 is being added to tax-exempt product at terminals or refineries prior to sale, and to detect the presence of Solvent Red 164 in taxed product intended for on-road use.5.1.1 Solvent Red 26 is the azo dye shown in Fig. 1. It is the standard against which the concentration of Solvent Red 164 is measured because it is available in a certified pure form. Solvent Red 164 is identical in structure to Solvent Red 26 except that it has hydrocarbon (alkyl) chains incorporated to increase its solubility in diesel and burner fuels. The exact composition of Solvent Red 164 will vary from manufacturer to manufacturer and lot to lot depending upon the extent of alkylation that occurs during production; however, its visible spectrum is virtually identical to the spectrum of Solvent Red 26. Solvent Red 164 is employed in the field (instead of Solvent Red 26) to dye tax-exempt diesel and burner fuels because of its higher solubility and relatively low cost.FIG. 1 Structure of Solvent Red 261.1 This test method covers the procedure for determining the concentration of dye Solvent Red 164 in commercially available diesel and burner fuels using visible spectroscopy.NOTE 1: This test method is suitable for all No. 1 and No. 2 grades in Specifications D396 and D975 and for grades DMA and DMB in Specification D2069.1.2 The concentration ranges specified for the calibration standards are established in response to the Internal Revenue Service dyeing requirements which state that tax-exempt diesel fuel satisfies the dyeing requirement only if it contains the dye Solvent Red 164 (and no other dye) at a concentration spectrally equivalent to 3.9 lb of the solid dye standard Solvent Red 26 per thousand bbl (11.1 mg/L) of diesel fuel.1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

定价： 590元 / 折扣价： 502 元 加购物车

5.1 Mercaptan sulfur has an objectionable odor, an adverse effect on fuel system elastomers, and is corrosive to fuel system components.1.1 This test method covers the determination of mercaptan sulfur in gasolines, kerosines, aviation turbine fuels, and distillate fuels containing from 0.0003 % to 0.01 % by mass of mercaptan sulfur. Organic sulfur compounds such as sulfides, disulfides, and thiophene, do not interfere. Elemental sulfur in amounts less than 0.0005 % by mass  does not interfere. Hydrogen sulfide will interfere if not removed, as described in 10.2.1.2 The values in acceptable SI units are to be regarded as the standard.1.2.1 Exception—The values in parentheses are for information only.1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. For specific warning statements, see Sections 7, 9, 10, and Appendix X1.1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

定价： 590元 / 折扣价： 502 元 加购物车

5.1 This practice provides the user of gas turbine fuel oils and the designer of gas turbine fuel systems with an appreciation of the effects of fuel contaminants and general methods of controlling such contaminants in gas turbine fuel systems.5.2 This practice is general in nature and should not be considered a substitute for any requirement imposed by warranty of the gas turbine manufacturer, or by federal, state, or local government regulations.5.3 Although it cannot replace a knowledge of local conditions or the use of good engineering and scientific judgment, this practice does provide guidance in development of individual fuel management systems for the gas turbine user.1.1 This practice covers the receipt, storage, and handling of fuels for gas turbines, except for gas turbines used in aircraft. It is intended to provide guidance for the control of substances in a fuel that could cause deterioration of either the fuel system, or the gas turbine, or both.1.2 This practice provides no guidance for either the selection of a grade of fuel, a topic covered by Specification D2880, or for the safety aspects of the fuel and fuel systems. For example, this practice does not address the spacings of storage tanks, loading and unloading facilities, etc., and procedures for dealing with the flammability and toxic properties of the fuels.1.3 The values stated in SI units are to be regarded as the standard. The values given in parentheses are for information only.1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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5.1 DRA is frequently added into multiproduct pipelines to increase throughput or reduce energy requirements of fuel movement. Although these additives are not used in jet fuel, contamination can occur from other products if proper batching guidelines are not followed or by other cases of human error. CRC Report No. 642 reviewed the impact of DRA on jet fuel fit-for-purpose performance and concluded that the fuel spray angle and atomization capability of several engine-type fuel nozzles can be adversely affected impacting high altitude relight performance at elevated concentrations. A method that accurately quantifies the amount of DRA in jet fuel can be useful in confirming the absence of significant contamination to protect the safety of aviation operations. This test method is designed to measure down to sub-100 µg/L levels of DRA in aviation fuel.1.1 This test method covers the measurement of high molecular weight polymers, in particular pipeline drag reducer additive (DRA), in aviation turbine fuels with a 72 µg/L lower detection limit. The method cannot differentiate between different polymers types. Thus, any non-DRA high molecular weight polymer will cause a positive measurement bias. Further investigation is required to confirm the polymer detected is DRA.1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.3 Warning—Mercury has been designated by many regulatory agencies as a hazardous substance that can cause serious medical issues. Mercury, or its vapor, has been demonstrated to be hazardous to health and corrosive to materials. Use Caution when handling mercury and mercury-containing products. See the applicable product Safety Data Sheet (SDS) for additional information. The potential exists that selling mercury or mercury-containing products, or both, is prohibited by local or national law. Users must determine legality of sales in their location.1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

定价： 590元 / 折扣价： 502 元 加购物车