Standard Specification for Diesel Fuel Oils Page 1 of 36

PREAMBLE (NOT PART OF THE STANDARD)

In order to promote public education and public safety, equal justice for
all, a better informed citizenry, the rule of law, world trade and world peace, this
legal document is hereby made available on a noncommercial basis, as it is the
right of all humans to know and speak the laws that govern them.

END OF PREAMBLE (NOT PART OF THE STANDARD)

Designation: D 975 – 07
An American National Standard

Standard Specification for Diesel Fuel

Oils1
This standard is issued under the fixed designation D 975; the
number immediately following the designation indicates the year of
original adoption or, in the case of revision, the year of last revision.
A number in parentheses indicates the year of last reapproval. A
superscript epsilon (∈) indicates an editorial change since the last
revision or reapproval.
This standard has been approved for use by agencies of the
Department of Defense.

1. Scope*

1.1 This specification covers seven grades of diesel fuel oils suitable for
various types of diesel engines. These grades are described as follows:
1.1.1 Grade No. 1-D SI5—A special-purpose, light middle distillate fuel for
use in diesel engine applications requiring a fuel with 15 ppm sulfur (maximum)
and higher volatility than that provided by Grade No. 2-D S15 fuel.2
1.1.2 Grade No. 1-D S500—A special-purpose, light middle distillate fuel
for use in diesel engine applications requiring a fuel with 500 ppm sulfur
(maximum) and higher volatility than that provided by Grade No. 2-D S500
fuel.2
1.1.3 Grade No. 1-D S5000—A special-purpose, light middle distillate fuel
for use in diesel engine applications requiring a fuel with 5000 ppm sulfur
(maximum) and higher volatility than that provided by Grade No. 2-D S5000
fuels.

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1.1.4 Grade No. 2-D S15—A general purpose, middle distillate fuel for use
in diesel engine applications requiring a fuel with 15 ppm sulfur (maximum). It
is especially suitable for use in applications with conditions of varying speed and
load.2
1.1.5 Grade No. 2-D S500—A general-purpose, middle distillate fuel for
use in diesel engine applications requiring a fuel with 500 ppm sulfur
(maximum). It is especially suitable for use in applications with conditions of
varying speed and load.2
1.1.6 Grade No. 2-D S5000—A general-purpose, middle distillate fuel for
use in diesel engine applications requiring a fuel with 5000 ppm sulfur
(maximum), especially in conditions of varying speed and load.
1.1.7 Grade No. 4-D—A heavy distillate fuel, or a blend of distillate and
residual oil, for use in low- and medium-speed diesel engines in applications
involving predominantly constant speed and load.
NOTE 1—A more detailed description of the grades of diesel fuel oils is
given in X1.2.
NOTE 2—The Sxxx designation has been adopted to distinguish grades by
sulfur rather than using words such as “Low Sulfur” as previously because the
number of sulfur grades is growing and the word descriptions were thought to be
not precise. S5000 grades correspond to the so-called “regular” sulfur grades,
the previous No. 1-D and No. 2-D. S500 grades correspond to the previous “Low
Sulfur” grades. S15 grades were not in the previous grade system and are
commonly referred to as “Ultra-Low Sulfur” grades or ULSD.
1.2 This specification, unless otherwise provided by agreement between
the purchaser and the supplier, prescribes the required properties of diesel fuels
at the time and place of delivery.
1.2.1 Nothing in this specification shall preclude observance of federal,
state, or local regulations which may be more restrictive.
NOTE 3—The generation and dissipation of static electricity can create
problems in the handling of distillate diesel fuel oils. For more information on
the subject, see Guide D 4865.
1.3 The values stated in SI units are to be regarded as the standard. The
values given in parentheses are for information only.

2. Referenced Documents

2.1 ASTM Standards:3

D 56 Test Method for Flash Point by Tag Closed Cup Tester
D 86 Test Method for Distillation of Petroleum Products at Atmospheric
Pressure
D 93 Test Methods for Flash Point by Pensky-Martens Closed Cup Tester

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Standard Specification for Diesel Fuel Oils Page 3 of 36

D 129 Test Method for Sulfur in Petroleum Products (General Bomb

Method)
D 130 Test Method for Corrosiveness to Copper from Petroleum Products
by Copper Strip Test
D 445 Test Method for Kinematic Viscosity of Transparent and Opaque
Liquids (and Calculation of Dynamic Viscosity)
D 482 Test Method for Ash from Petroleum Products
l
This specification is under the jurisdiction of ASTM Committee D02 on
Petroleum Products and Lubricants and is the direct responsibility of
Subcommittee D02.E0.02 on Diesel Fuel Oils.
Current edition approved Feb. 1, 2007. Published March 2007. Originally
approved in 1948. Last previous edition approved in 2006 as D 975-06b.
2
This fuel complies with 40 CFR Part 80—Control of Air Pollution from
New Motor Vehicles: Heavy-Duty Engines and Vehicle Standards and Highway
Diesel Fuel Sulfur Control Requirements: Final Rule. Regulation of Fuels and
Fuel Additives: Fuel Quality Regulations for Highway Diesel Fuel Sold in 1993
and Later Calendar Years.
3
For referenced ASTM standards, visit the ASTM website, www.astm.org,
or contact ASTM Customer Service at [email protected]. For Annual Book of
ASTM Standards volume information, refer to the standard's Document
Summary page on the ASTM website.
*A Summary of Changes section appears at the end of this standard.

1 D 524 Test Method for Ramsbottom Carbon Residue of Petroleum

Products
D 613 Test Method for Cetane Number of Diesel Fuel Oil
D 1266 Test Method for Sulfur in Petroleum Products (Lamp Method)
D 1319 Test Method for Hydrocarbon Types in Liquid Petroleum Products
by Fluorescent Indicator Adsorption
D 1552 Test Method for Sulfur in Petroleum Products (High-Temperature
Method)
D 1796 Test Method for Water and Sediment in Fuel Oils by the Centrifuge
Method (Laboratory Procedure)
D 2274 Test Method for Oxidation Stability of Distillate Fuel Oil
(Accelerated Method)
D 2500 Test Method for Cloud Point of Petroleum Products
D 2622 Test Method for Sulfur in Petroleum Products by Wavelength
Dispersive X-ray Fluorescence Spectrometry
D 2709 Test Method for Water and Sediment in Middle Distillate Fuels by
Centrifuge

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Standard Specification for Diesel Fuel Oils Page 4 of 36

D 2880 Specification for Gas Turbine Fuel Oils

D 2887 Test Method for Boiling Range Distribution of Petroleum
Fractions by Gas Chromatography
D 3117 Test Method for Wax Appearance Point of Distillate Fuels
D 3120 Test Method for Trace Quantities of Sulfur in Light Liquid
Petroleum Hydrocarbons by Oxidative Microcoulometry
D 3828 Test Methods for Flash Point by Small Scale Closed Cup Tester
D 4057 Practice for Manual Sampling of Petroleum and Petroleum
Products
D 4177 Practice for Automatic Sampling of Petroleum and Petroleum
Products
D 4294 Test Method for Sulfur in Petroleum and Petroleum Products by
Energy-Dispersive X-ray Fluorescence Spectrometry
D 4306 Practice for Aviation Fuel Sample Containers for Tests Affected by
Trace Contamination
D 4539 Test Method for Filterability of Diesel Fuels by Low-Temperature
Flow Test (LTFT)
D 4737 Test Method for Calculated Cetane Index by Four, Variable
Equation
D 4865 Guide for Generation and Dissipation of Static Electricity in
Petroleum Fuel Systems
D 5453 Test Method for Determination of Total Sulfur in Light
Hydrocarbons, Spark Ignition Engine Fuel, Diesel Engine Fuel, and Engine Oil
by Ultraviolet Fluorescence
D 5771 Test Method for Cloud Point of Petroleum Products (Optical
Detection Stepped Cooling Method)
D 5772 Test Method for Cloud Point of Petroleum Products (Linear
Cooling Rate Method)
D 5773 Test Method for Cloud Point of Petroleum Products (Constant
Cooling Rate Method)
D 5842 Practice for Sampling and Handling of Fuels for Volatility
Measurement
D 5854 Practice for Mixing and Handling of Liquid Samples of Petroleum
and Petroleum Products
D 6078 Test Method for Evaluating Lubricity of Diesel Fuels by the
Scuffing Load Ball-on-Cylinder Lubricity Evaluator (SLBOCLE)
D 6079 Test Method for Evaluating Lubricity of Diesel Fuels by the High-
Frequency Reciprocating Rig (HFRR)

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D 6217 Test Method for Particulate Contamination in Middle Distillate

Fuels by Laboratory Filtration
D 6371 Test Method for Cold Filter Plugging Point of Diesel and Heating
Fuels
D 6468 Test Method for High Temperature Stability of Distillate Fuels
D 6469 Guide for Microbial Contamination in Fuels and Fuel Systems
D 6890 Test Method for Determination of Ignition Delay and Derived
Cetane Number (DCN) of Diesel Fuel Oils by Combustion in a Constant Volume
Chamber
D 6898 Test Method for Evaluating Diesel Fuel Lubricity by an Injection
Pump Rig
2.2 Other Documents:

26 CFR Part 48 Manufacturers and Realtors Excise Taxes4

40 CFR Part 80 Regulation of Fuels and Fuel Additives4

3. Terminology

3.1 Definitions of Terms Specific to This Standard:

3.1.1 S(numerical specification maximum)—indicates the maximum
sulfur content, in weight ppm (μg/g), allowed by this specification in a diesel fuel
grade.
3.1.1.1 Discussion—Of the seven diesel fuel grades specified in this
standard, six have important distinguishing maximum sulfur regulatory
requirements. These are Grades No. 1-D S15, No. 1-D S500, No. 1-D S5000, No.
2-D S15, No. 2-D S500 and No. 2-D S5000. The seventh grade, No. 4-D, is
distinguished from these other grades by many major properties in addition to
sulfur (unregulated maximum), and therefore is not included in this designation
system. Thus, Grade No. 4-D does not have the designation S20000 as part of its
grade name.

4. Sampling, Containers, and Sample Handling

4.1 It is strongly advised to review all test methods prior to sampling to

understand the importance and effects of sampling technique, proper containers,
and special handling required for each test method.
4.2 Correct sampling procedures are critical to obtaining a representative
sample of the diesel fuel oil to be tested. Refer to Appendix X2 for
recommendations. The recommended procedures or practices provide
techniques useful in the proper sampling or handling of diesel fuels.

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5. Test Methods

5.1 The requirements enumerated in this specification shall be determined

in accordance with the following methods:
5.1.1 Flash Point—Test Methods D 93, except where other methods are
prescribed by law. For all grades, Test Method D 3828 may be used as an
alternate with the same limits. For Grades No. 1-D S15, No. 1-D S500 , No. 1-D
S5000, No. 2-D
4
Available from Superintendent of Documents, U.S. Government Printing
Office, Washington, DC 20402.

2 S15, No. 2-D S500, and No. 2-D S5000, Test Method D 56 may be used as
an alternate with the same limits, provided the flash point is below 93°C and the
viscosity is below 5.5 mm2/s at 40°C. This test method will give slightly lower
values. In cases of dispute, Test Methods D 93 shall be used as the referee
method. Test Method D 56 can not be used as the alternate method for Grade
No. 4-D because its minimum viscosity limit is 5.5 mm2/s at 40°C.
5.1.2 Cloud Point—Test Method D 2500. For all fuel grades in Table 1, the
automatic Test Methods D 5771, D 5772, or D 5773 can be used as alternates with
the same limits. Test Method D 3117 can also be used since it is closely related to
Test Method D 2500. In case of dispute, Test Method D 2500 shall be the referee
method.
5.1.3 Water and Sediment—Test Method D 2709 is used for fuel Grades
No. 1-D S15, No. 1-D S500, No. 1-D S5000, No. 2-D S15, No. 2-D S500, and No.
2-D S5000. Test Method D 1796 is used for Grade No. 4-D.
5.1.4 Carbon Residue—Test Method D 524 is used for fuel Grades No. 1-D
S15, No. 1-D S500, No. 1-D S5000, No. 2-D

TABLE 1 Detailed Requirements for Diesel Fuel OilsA

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Grade
ASTM
Property Test No. 1 No. 1- No. 1-D No. 2 No. 2-D No. 2-D No.
-D D -D
MethodB S5000D S500C,E S5000D,E 4-DD
S15 S500C S15

Flash Point, °C, D 93 38 38 38 52E 52E 52E 55

min.

Water and D 2709 0.05 0.05 0.05 0.05 0.05 0.05 …

Sediment, % vol,
max

D 1796 … … … … … … 0.50

Distillation: one of the following requirements shall be met:

1. Physical D 86
Distillation
Distillation
Temperature, °C
90 %, % vol
recovered

min … … … 282E 282E 282E …

max 288 288 288 338 338 338 …

2. Simulated D 2887
Distillation
Distillation
Temperature, °C
90 %, % vol
recovered

min 300E 300E

max 304 304 356 356

Kinematic D 445
Viscosity, mm2/S
at 40°C

min 1.3 1.3 1.3 1.9E 1.9E 1.9E 5.5

max … 2.4 2.4 2.4 4.1 4.1 4.1 24.0

Ash % mass, max D 482 0.01 0.01 0.01 0.01 0.01 0.01 0.10

Sulfur, ppm D 5453 15 … … 15 … … …

(μg/g)F max

% mass, max D 2622G … 0.05 … … 0.05 … …

% mass, max D 129 … … 0.50 … … 0.50 2.00

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Copper strip D 130 No. 3 No. 3 No. 3 No. 3 No. 3 No. 3 …

corrosion rating
max 3 h at 50°C

Cetane number, D 613 40I 40I 40I 40I 40I 40I 30I
minH

One of the following properties must be met:

(1) Cetane index, D 976– 40 40 … 40 40 … …

min. 80G

(2) Aromaticity, D 1319G 35 35 … 35 35 … …

% vol, max

Operability Requirements

Cloud point, °C, D 2500 J J J J J J …

max

or

LTFT/CFPP, °C, D 4539/D

max 6371

Ramsbottom D 524 0.15 0.15 0.15 0.35 0.35 0.35 …

carbon residue on
10 % distillation
residue, % mass,
max

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Lubricity, HFRR D 6079 520 520 520 520 520 520 …

@ 60°C, micron,
max

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A
To meet special operating conditions, modifications of individual limiting
requirements may be agreed upon between purchaser, seller, and manufacturer.
B
The test methods indicated are the approved referee methods. Other acceptable
methods are indicated in 5.1.
C
Under United States regulations, if Grades No. 1-D S500 or No. 2-D S500 are sold for
tax exempt purposes then, at or beyond terminal storage tanks, they are required by 26
CFR Part 48 to contain the dye Solvent Red 164 at a concentration spectrally equivalent
to 3.9 lb per thousand barrels of the solid dye standard Solvent Red 26, or the tax must
be collected.
D
Under United States regulations, Grades No.1-D S5000, No. 2-D S5000, and No. 4-D
are required by 40 CFR Part 80 to contain a sufficient amount of the dye Solvent Red
164 so its presence is visually apparent. At or beyond terminal storage tanks, they are
required by 26 CFR Part 48 to contain the dye Solvent Red 164 at a concentration
spectrally equivalent to 3.9 lb per thousand barrels of the solid dye standard Solvent
Red 26.
E
When a cloud point less than −12°C is specified, as can occur during cold months, it is
permitted and normal blending practice to combine Grades No. 1 and No. 2 to meet the
low temperature requirements. In that case, the minimum flash point shall be 38°C, the
minimum viscosity at 40°C shall be 1.7 mm2/s, and the minimum 90 % recovered
temperature shall be waived.
F
Other sulfur limits can apply in selected areas in the United States and in other
countries.
G
These test methods are specified in 40 CFR Part 80.
H
Where cetane number by Test Method D 613 is not available, Test Method D 4737 can
be used as an approximation.
I
Low ambient temperatures as well as engine operation at high altitudes may require
the use of fuels with higher cetane ratings.
J
It is unrealistic to specify low temperature properties that will ensure satisfactory
operation at all ambient conditions. In general, cloud point (or wax appearance point)
Low Temperature Flow Test, and Cold Filter Plugging Point Test may be used as an
estimate of operating temperature limits for Grades No. 1-D S500; No. 2-D S500; and
No. 1-D S5000 and No. 2-D S5000 diesel fuel oils. However, satisfactory operation
below the cloud point (or wax appearance point) may be achieved depending on
equipment design, operating conditions, and the use of flow-improver additives as
described in X5.1.2. Appropriate low temperature operability properties should be
agreed upon between the fuel supplier and purchaser for the intended use and expected
ambient temperatures. Test Methods D 4539 and D 6371 may be especially useful to
estimate vehicle low temperature operability limits when flow Improvers are used. Due
to fuel delivery system, engine design, and test method differences, low temperature
operability tests may not provide the same degree of protection in various vehicle
operating classes. Tenth percentile minimum air temperatures for U.S. locations are
provided in Appendix X5 as a means of estimating expected regional temperatures. The
tenth percentile minimum air temperatures may be used to estimate expected regional
f i hT M h d D D dD6 R f

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3 S15, No. 2-D S500 and No. 2-D S5000. Grade No. 4-D does not have a
limit for carbon residue.
5.1.5 Ash—Test Method D 482 is used for all grades in Table 1.
5.1.6 Distillation—Test Method D 86 is used for Grades No. 1-D S15, No. 1-
D S500, No. 1-D S5000, No. 2-D S15, No. 2-D S500 and No. 2-D S5000. For all
grades, Test Method D 2887 can be used as an alternate with the limits listed in
Table 1. In case of dispute, Test Method D 86 shall be the referee method. Grade
No. 4-D does not have distillation requirements.
5.1.7 Viscosity—Text Method D445 is used for all fuel grades in Table 1.
5.1.8 Sulfur—The following list shows the referee test methods and
alternate test methods for sulfur, the range over which each test method applies
and the corresponding fuel grades.

Sulfur Test Method Range Grades

D 129 (referee) >0.1 mass % No. 1-D S5000, No. 2-D S5000,
No. 4-D

D 1266 0.0005 to 0.4 mass % No. 1-D S500, No. 2-D S500
5 to 4000 mg/kg (wt
ppm)

D 1552 >0.06 mass % No. 1-D S5000, No. 2-D S5000,

No. 4-D

D 2622 (referee for S500 0.0003 to 5.3 mass % All Grades

Grades) 3 to 53 000 mg/kg (wt
ppm)

D 3120 3.0 to 100 mg/kg (wt No. 1-D S15, No. 2-D S15
ppm) No. 1-D S500, No. 2-D S500
(S500 grades must be diluted
before testing)

D 4294 0.0150 to 5.00 mass% No. 1-D S5000, No. 2-D S5000,
150 to 50 000 mg/kg No. 4-D
(wt ppm)

D 5453 (referee for S15 0.0001 to 0.8 mass % All Grades

grades) 1.0 to 8000 mg/kg (wt
ppm)

NOTE 4—The units used to report results in the above test methods are:

D 129 mass %

D 1266 mass %

D 1552 mass %

D 2622 mass %

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D 3120 ppm (μg/g)

D 4294 mass%

D 5453 ppm (μg/g)

Results reported in mg/kg and in ppm (μ/g) are numerically the same.
The units used in Table 1 for the sulfur requirements are the units in which
results for the referee test are reported.
5.1.9 Copper Corrosion—Test Method D 130, 3 h test at 50°C. This test
method is used for fuel Grades No. 1-D S15, No. 1-D S500, No. 1-D S5000, No. 2-
D S15, No. 2-D S500 and No. 2-D S5000. Grade No. 4-D does not have a copper
corrosion requirement.
5.1.10 Cetane Number—Test Method D 613 is used for all fuel grades in
Table 1. Test Method D 6890 is used for all No. 1-D and No. 2-D grades with the
DCN result being compared to the cetane number specification requirement of
40. Test Method D 613 shall be the referee method.
5.1.11 Cetane Index—Test Methods D 976-80 is used for fuel Grades No. 1-
D S15, No. 1-D S500, No. 2-D S15 and No. 2-D S500. Grades No. 1-D S5000, No.
2-D S5000 and No. 4-D do not have an aromatics content requirement, so do not
use this test method as a surrogate for aromatics content.
5.1.12 Aromaticity—Test Method D 1319. This test method provides an
indication of the aromatics content of fuels. For fuels with a maximum final
boiling point of 315°C, this method is a measurement of the aromatic content of
the fuel. This test method is used for fuel Grades No. 1-D S15, No. 1-D S500, No.
2-D S15 and No. 2-D S500. Grades No. 1-D S5000, No. 2-D S5000 and No. 4-D
do not have an aromatics content requirement.
5.1.13 Lubricity—Test Method D 6079.

6. Workmanship

6.1 The diesel fuel shall be visually free of undissolved water, sediment,
and suspended matter.

7. Requirements

7.1 The grades of diesel fuel oils herein specified shall be hydrocarbon oils
conforming to the detailed requirements shown in Table 1.
7.2 Grades No. 2-D S15, No. 2 D S500 and No. 2-D S5000—When a cloud
point less than −12°C is specified, as can occur during cold months, it is
permitted and normal blending practice to combine Grades No. 1 and No. 2 to
meet the low temperature requirements. In that case, the minimum flash point
shall be 38°C, the minimum viscosity at 40°C shall be 1.7 mm2/s, and the
minimum 90 % recovered temperature shall be waived.

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8. Keywords

8.1 diesel; fuel oil; petroleum and petroleum products

4
APPENDIXES
(Nonmandatory Information)

X1. SIGNIFICANCE OF ASTM SPECIFICATION FOR

DIESEL FUEL OILS

X1.1 Introduction

X1.1.1 The properties of commercial fuel oils depend on the refining

practices employed and the nature of the crude oils from which they are
produced. Distillate fuel oils, for example, may be produced within the boiling
range of 150 and 400°C having many possible combinations of various
properties, such as volatility, ignition quality, viscosity, and other characteristics.

X1.2 Grades

X1.2.1 This specification is intended as a statement of permissible limits of

significant fuel properties used for specifying the wide variety of commercially
available diesel fuel oils. Limiting values of significant properties are prescribed
for seven grades of diesel fuel oils. These grades and their general applicability
for use in diesel engines are broadly indicated as follows:
X1.2.2 Grade No. 1-D S15—Grade No. 1-D S15 comprises the class of very
low sulfur, volatile fuel oils from kerosine to the intermediate middle distillates.
Fuels within this grade are applicable for use in (1) high-speed diesel engines and
diesel engine applications that require ultra-low sulfur fuels, (2) applications
necessitating frequent and relatively wide variations in loads and speeds, and (3)
applications where abnormally low operating temperatures are encountered.
X1.2.3 Grade No. 1-D S500—Grade No. 1-D S500 comprises the class of
low-sulfur, volatile fuel oils from kerosine to the intermediate middle distillates.
Fuels within this grade are applicable for use in (1) high-speed diesel engines
that require low sulfur fuels, (2) in applications necessitating frequent and
relatively wide variations in loads and speeds, and (3) in applications where
abnormally low operating temperatures are encountered.
X1.2.4 Grade No. 1-D S5000—Grade No. 1-D S5000 comprises the class of
volatile fuel oils from kerosine to the intermediate middle distillates. Fuels
within this grade are applicable for use in high-speed diesel engines applications
necessitating frequent and relatively wide variations in loads and speeds, and
also for use in cases where abnormally low operating temperatures are
encountered.

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X1.2.5 Grade No. 2-D S15—Grade No. 2-D S15 includes the class of very
low sulfur, middle distillate gas oils of lower volatility than Grade No. 1-D S15.
These fuels are applicable for use in (1) high speed diesel engines and diesel
engine applications that require ultra-low sulfur fuels, (2) applications
necessitating relatively high loads and uniform speeds, or (3) diesel engines not
requiring fuels having higher volatility or other properties specified in Grade No.
1-D S15.
X1.2.6 Grade No. 2-D S500—Grade No. 2-D S500 includes the class of low
-sulfur, middle distillate gas oils of lower volatility than Grade No. 1-D S500.
These fuels are applicable for use in (1) high-speed diesel engine applications
that require low sulfur fuels, (2) applications necessitating relatively high loads
and uniform speeds, or (3) diesel engines not requiring fuels having higher
volatility or other properties specified for Grade No. 1-D S500.
X1.2.7 Grade No. 2-D S5000—Grade No. 2-D S5000 includes the class of
middle distillate gas oils of lower volatility than Grade No. 1-D S5000. These
fuels are applicable for use in (1) high-speed diesel engines in applications
necessitating relatively high loads and uniform speeds, or (2) in diesel engines
not requiring fuels having higher volatility or other properties specified for
Grade No. 1-D S5000.
X1.2.8 Grade No. 4-D—Grade No. 4-D comprises the class of more viscous
middle distillates and blends of these middle distillates with residual fuel oils.
Fuels within this grade are applicable for use in low- and medium-speed diesel
engines in applications necessitating sustained loads at substantially constant
speed.

X1.3 Selection of Particular Grade

X1.3.1 The selection of a particular diesel fuel oil from one of these seven
ASTM grades for use in a given engine requires consideration of the following
factors:
X1.3.1.1 Fuel price and availability,
X1.3.1.2 Maintenance considerations,
X1.3.1.3 Engine size and design,
X1.3.1.4 Emission control systems,
X1.3.1.5 Speed and load ranges,
X1.3.1.6 Frequency of speed and load changes, and
X1.3.1.7 Atmospheric conditions. Some of these factors can influence the
required fuel properties outlined as follows:

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X1.4 Cetane Number

X1.4.1 Cetane number is a measure of the ignition quality of the fuel and
influences combustion roughness. The cetane number requirements depend on
engine design, size, nature of speed and load variations, and on starting and
atmospheric conditions. Increase in cetane number over values actually required
does not materially improve engine performance. Accordingly, the cetane
number specified should be as low as possible to assure maximum fuel
availability.

X1.5 Distillation

X1.5.1 The fuel volatility requirements depend on engine design, size,

nature of speed and load variations, and starting and atmospheric conditions.
For engines in services involving rapidly fluctuating loads and speeds as in bus
and truck operation, the more volatile fuels may provide best performance,
particularly with respect to smoke and odor. However, best fuel economy is
generally obtained from the heavier types of fuels because of their higher heat
content.

5
X1.6 Viscosity

X1.6.1 For some engines it is advantageous to specify a minimum viscosity

because of power loss due to injection pump and injector leakage. Maximum
viscosity, on the other hand, is limited by considerations involved in engine
design and size, and the characteristics of the injection system.

X1.7 Carbon Residue

X1.7.1 Carbon residue gives a measure of the carbon depositing tendencies

of a fuel oil when heated in a bulb under prescribed conditions. While not
directly correlating with engine deposits, this property is considered an
approximation.

X1.8 Sulfur

X1.8.1 The effect of sulfur content on engine wear and deposits appears to
vary considerably in importance and depends largely on operating conditions.
Fuel sulfur can affect emission control systems performance. To assure
maximum availability of fuels, the permissible sulfur content should be specified
as high as is practicable, consistent with maintenance considerations.

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X1.9 Flash Point

X1.9.1 The flash point as specified is not directly related to engine

performance. It is, however, of importance in connection with legal
requirements and safety precautions involved in fuel handling and storage, and
is normally specified to meet insurance and fire regulations.

X1.10 Cloud Point

X1.10.1 Cloud point is of importance in that it defines the temperature at

which a cloud or haze of wax crystals appears in the oil under prescribed test
conditions which generally relates to the temperature at which wax crystals
begin to precipitate from the oil in use.

X1.11 Ash

X1.11.1 Ash-forming materials may be present in fuel oil in two forms: (1)
abrasive solids, and (2) soluble metallic soaps. Abrasive solids contribute to
injector, fuel pump, piston and ring wear, and also to engine deposits. Soluble
metallic soaps have little effect on wear but may contribute to engine deposits.

X1.12 Copper Strip Corrosion

X1.12.1 This test serves as a measure of possible difficulties with copper

and brass or bronze parts of the fuel system.

X1.13 Aromaticity

X1.13.1 This test is used as an indication of the aromatics content of diesel

fuel. Aromatics content is specified to prevent an increase in the average
aromatics content in Grades No. 1-D S15, No. 1-D S500, No. 2-D S15 and No. 2-D
S500 fuels and is required by 40 CFR Part 80. Increases in aromatics content of
fuels over current levels may have a negative impact on emissions.

X1.14 Cetane Index

X1.14.1 Cetane Index is specified as a limitation on the amount of high

aromatic components in Grades No. 1-D S15, No. 1-D S500, No. 2-D S15 and No.
2-D S500.

X1.15 Other

X1.15.1 Microbial Contamination—Refer to Guide D 6469 for a discussion

of this form of contamination.

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X2. SAMPLING, CONTAINERS AND SAMPLE HANDLING

X2.1 Introduction

X2.1.1 This appendix provides guidance on methods and techniques for

the proper sampling of diesel fuel oils. As diesel fuel oil specifications become
more stringent and contaminants and impurities become more tightly
controlled, even greater care needs to be taken in collecting and storing samples
for quality assessment.

X2.2 Sampling, Containers and Sample Handling Recommendations

X2.2.1 Appropriate manual method sampling procedures can be found in

Practice D 4057 and automatic method sampling is covered in Practice D 4177.
X2.2.2 The correct sample volume and appropriate container selection are
also important decisions that can impact test results. Practice D 4306 for
aviation fuel container selection for tests sensitive to trace contamination may be
useful. Practice D 5854 for procedures on container selection and sample mixing
and handling is recommended. For cetane number determination protection
from light is important. Collection and storage of diesel fuel oil samples in an
opaque container, such as a dark brown glass bottle, metal can, or a minimally
reactive plastic container to minimize exposure to UV emissions from sources
such as sunlight or fluorescent lamps, is recommended. According to Paragraph
8.2 of Test Method D 6079, “Because of sensitivity of lubricity measurements to
trace materials, sample containers shall be only fully epoxy-lined metal, amber
borosilicate glass, or polytetrafluoroethylene as specified in Practice D 4306.”
X2.2.3 For volatility determination of a sample, Practice D 5842 for
special precautions recommended for representative sampling and handling
techniques may be appropriate.

6
X3. STORAGE AND THERMAL STABILITY OF DIESEL
FUELS

X3.1 Scope

X3.1.1 This appendix provides guidance for consumers of diesel fuels who
may wish to store quantities of fuels for extended periods or use the fuel in
severe service or high temperature applications. Fuels containing residual
components are excluded. Consistently successful long-term fuel storage or use
in severe applications requires attention to fuel selection, storage conditions,
handling and monitoring of properties during storage and prior to use.
X3.1.2 Normally produced fuels have adequate stability properties to
withstand normal storage and use without the formation of troublesome
amounts of insoluble degradation products. Fuels that are to be stored for

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prolonged periods or used in severe applications should be selected to avoid

formation of sediments or gums, which can overload filters or plug injectors.
Selection of these fuels should result from supplier-user discussions.
X3.1.3 These suggested practices are general in nature and should not be
considered substitutes for any requirements imposed by the warranty of the
distillate fuel equipment manufacturer or by federal, state, or local government
regulations. Although they cannot replace a knowledge of local conditions or
good engineering and scientific judgment, these suggested practices do provide
guidance in developing an individual fuel management system for the middle
distillate fuel user. They include suggestions in the operation and maintenance
of existing fuel storage and handling facilities and for identifying where, when,
and how fuel quality should be monitored or selected for storage or severe use.

X3.2 Definitions

X3.2.1 bulk fuel—fuel in the storage facility.

X3.2.2 fuel contaminants—foreign materials that make fuel less suitable
or unsuitable for the intended use.
X3.2.2.1 Discussion—Fuel contaminants include materials introduced
subsequent to the manufacture of fuel and fuel degradation products.
X3.2.3 fuel-degradation products—those materials that are formed in fuel
during extended storage or exposure to high temperatures.
X3.2.3.1 Discussion—Insoluble degradation products may combine with
other fuel contaminants to reinforce deleterious effects. Soluble degradation
products (soluble gums) are less volatile than fuel and may carbonize to form
deposits due to complex interactions and oxidation of small amounts of olefinic
or sulfur-, oxygen- or nitrogen-containing compounds present in fuels. The
formation of degradation products may be catalyzed by dissolved metals,
especially copper salts. When dissolved copper is present it can be deactivated
with metal deactivator additives.
X3.2.4 long-term storage—storage of fuel for longer than 12 months after
it is received by the user.
X3.2.5 severe use—use of the fuel in applications which may result in
engines operating under high load conditions that may cause the fuel to be
exposed to excessive heat.

X3.3 Fuel Selection

X3.3.1 Certain distilled refinery products are generally more suitable for
long-term storage and severe service than others. The stability properties of
middle distillates are highly dependent on the crude oil sources, severity of
processing, use of additives and whether additional refinery treatment has been
carried out.

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X3.3.2 The composition and stability properties of middle distillate fuels

produced at specific refineries may be different. Any special requirements of the
user, such as long-term storage or severe service, should be discussed with the
supplier.
X3.3.3 Blends of fuels from various sources may interact to give stability
properties worse than expected based on the characteristics of the individual
fuels.

X3.4 Fuel Additives

X3.4.1 Available fuel additives can improve the suitability of marginal

fuels for long-term storage and thermal stability, but may be unsuccessful for
fuels with markedly poor stability properties. Most additives should be added at
the refinery or during the early weeks of storage to obtain maximum benefits.
X3.4.2 Biocides or biostats destroy or inhibit the growth of fungi and
bacteria, which can grow at fuel-water interfaces to give high particulate
concentrations in the fuel. Available biocides are soluble in both the fuel and
water or in the water phase only.

X3.5 Tests for Fuel Quality

X3.5.1 At the time of manufacture, the storage stability of fuel may be

assessed using Test Method D 2274 or D 5304. However, these accelerated
stability tests may not correlate well with field storage stability due to varying
field conditions and to fuel composition.
X3.5.2 Performance criteria for accelerated stability tests that assure
satisfactory long-term storage of fuels have not been established.
X3.5.3 Test Method D 6468, provides an indication of thermal oxidative
stability of middle distillate fuels when heated to temperatures near 150°C.

X3.6 Fuel Monitoring

X3.6.1 A plan for monitoring the quality of bulk fuel during prolonged
storage is an integral part of a successful program. A plan to replace aged fuel
with fresh product at established intervals is also desirable.
X3.6.2 Stored fuel should be periodically sampled and its quality assessed.
Practice D 4057 provides guidance for sampling. Fuel contaminants and
degradation products will usually settle to the bottom of a quiescent tank. A
“Bottom” or “Clearance” sample, as defined in Practice D 4057, should be
included in the evaluation along with an “All Level” sample.
X3.6.3 The quantity of insoluble fuel contaminants present in fuel can be
determined using Test Method D 6217.

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X3.6.4 Test Method D 6468, can be used for investigation of operational

problems that might be related to fuel thermal

7 stability. Testing samples from the fuel tank or from bulk storage may give
an indication as to the cause of filter plugging. It is more difficult to monitor the
quality of fuels in vehicle tanks since operation may be on fuels from multiple
sources.
X3.6.5 Some additives exhibit effects on fuels tested in accordance with
Test Method D 6468 that may or may not be observed in the field. Data have not
been developed that correlate results from the test method for various engine
types and levels of operating severity.

X3.7 Fuel Storage Conditions

X3.7.1 Contarnination levels in fuel can be reduced by storage in tanks

kept free of water, and tankage should have provisions for water draining on a
scheduled basis. Water promotes corrosion, and microbiological growth may
occur at a fuel-water interface. Underground storage is preferred to avoid
temperature extremes; above-ground storage tanks should be sheltered or
painted with reflective paint. High storage temperatures accelerate fuel
degradation. Fixed roof tanks should be kept full to limit oxygen supply and tank
breathing.
X3.7.2 Copper and copper-containing alloys should be avoided. Copper
can promote fuel degradation and may produce mercaptide gels. Zinc coatings
can react with water or organic acids in the fuel to form gels that rapidly plug
filters.
X3.7.3 Appendix X2 of Specification D 2880 discusses fuel contaminants
as a general topic.

X3.8 Fuel Use Conditions

X3.8.1 Many diesel engines are designed so that the diesel fuel is used for
heat transfer. In modern heavy-duty diesel engines, for example, only a portion
of the fuel that is circulated to the fuel injectors is actually delivered to the
combustion chamber. The remainder of the fuel is circulated back to the fuel
tank, carrying heat with it. Thus adequate high temperature stability can be a
necessary requirement in some severe applications or types of service.
X3.8.2 Inadequate high temperature stability may result in the formation
of insoluble degradation products.

X3.9 Use of Degraded Fuels

X3.9.1 Fuels that have undergone mild-to-moderate degradation can often

be consumed in a normal way, depending on the fuel system requirements.

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Filters and other cleanup equipment can require special attention and increased
maintenance. Burner nozzle or injector fouling can occur more rapidly.
X3.9.2 Fuels containing very large quantities of fuel degradation products
and other contaminants or with runaway microbiological growth require special
attention. Consultation with experts in this area is desirable. It can be possible to
drain the sediment or draw off most of the fuel above the sediment layer and use
it with the precautions described in X3.9.1. However, very high soluble gum
levels or corrosion products from microbiological contamination can cause
severe operational problems.

X3.10 Thermal Stability Guidelines

X3.10.1 Results from truck fleet experience suggests that Test Method D
6468 can be used to qualitatively indicate whether diesel fuels have satisfactory
thermal stability performance properties.5,6
X3.10.2 Performance in engines has not been sufficiently correlated with
results from Test Method D 6468 to provide definitive specification
requirements. However, the following guidelines are suggested.
X3.10.2.1 Fuels giving a Test Method D 6468 reflectance value of 70 % or
more in a 90 minute test at the time of manufacture should give satisfactory
performance in normal use.
X3.10.2.2 Fuels giving a Test Method D 6468 reflectance value of 80 % or
more in a 180 minute test at the time of manufacture should give satisfactory
performance in severe use.
X3.10.3 Thermal stability as determined by Test Method D 6468 is known
to degrade during storage.7 The guidance above is for fuels used within six
months of manufacture.

X4. DIESEL FUEL LUBRICITY

X4.1 Introduction

X4.1.1 Diesel fuel functions as a lubricant in most components of fuel

injection equipment such as pumps and injectors. In limited cases, fuel with
specific properties will have insufficient lubricating properties which will lead to
a reduction in the normal service life and functional performance of diesel fuel
injection systems.

X4.2 Fuel Characteristics Affecting Equipment Wear

X4.2.1 Currently, two fuel characteristics affect equipment wear. These are
low viscosity and lack of sufficient quantities of trace components that have an
affinity for surfaces. If fuel viscosity meets the requirements of a particular

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engine, a fuel film is maintained between the moving surfaces of the fuel system
components. This prevents excessive meta1-to-metal
5
Bacha, John D., and Lesnini, David G., “Diesel Fuel Thermal Stability at
300°F,” Proceedings of the 6th International Conference on Stability and
Handling of Liquid Fuels, Vancouver, B.C., October 1997.
6
Schwab, Scott D., Henly, Timothy J., Moxley, Joel F., and Miller, Keith,
“Thermal Stability of Diesel Fuel,” Proceedings of the 7th International
Conference on Stability and Handling of Liquid Fuels, Graz, Austria September
2000.
7
Henry. C. P., “The DuPont F21 149°C (300°F) Accelerated Stability Test,”
Distillate Fuel Stability and Cleanliness. ASTM STP 751, 1981. pp. 22-33.

8 contact and avoids premature failure due to wear. Similarly, certain

surface active molecules in the fuel adhere to, or combine with, surfaces to
produce a protective film which also can protect surfaces against excessive wear.

X4.3 Fuel Lubricity

X4.3.1 The concern about fuel lubricity is limited to situations in which

fuels with lower viscosities than those specified for a particular engine are used
or in which fuels that have been processed in a manner that results in severe
reduction of the trace levels of the surface active species that act as surface
protecting agents. Presently the only fuels of the latter type shown to have
lubricity problems resulted from sufficiently severe processing to reduce
aromatics or sulfur.
X4.3.2 Work in the area of diesel fuel lubricity is ongoing by several
organizations, such as the International Organization for Standardization (ISO),
the ASTM Diesel Fuel Lubricity Task Force, and the Coordinating Research
Council (CRC) Diesel Performance Group. These groups include representatives
from the fuel injection equipment manufacturers, fuel producers, and additive
suppliers. The charge of the ASTM task force has been the recommendation of
test methods and fuel lubricity requirements for Specification D 975. Two test
methods were proposed and approved. These are Test Method D 6078, a scuffing
load ball-on-cylinder lubricity evaluator method, SLBOCLE, and Test Method D
6079, a high frequency reciprocating rig (HFRR) method. Use of these tests
raises three issues: 1) The correlation of the data among the two test methods
and the fuel injection equipment is not perfect, 2) Both methods in their current
form do not apply to all fuel-additive combinations, and 3) The reproducibility
values for both test methods are large. In order to protect diesel fuel injection
equipment, an HFRR Wear Scar Diameter (WSD) of 520 microns has been
placed in Specification D 975.8
X4.3.3 Most experts agree that fuels having a SLBOCLE lubricity value
below 2000 g might not prevent excessive wear in injection equipment9 while

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fuels with values above 3100 g should provide sufficient lubricity in all cases.10
Experts also agree that if HFFR test at 60°C is used, fuels with values above 600
microns might not prevent excessive wear,11 while fuels with values below 450
microns should provide sufficient lubricity in all cases.10 More accurately, an
industry-accepted long-term durability pump test, such as Test Method D 6898,
can be used to evaluate the lubricity of a diesel fuel. A poor result in such a test
indicates that the fuel has low lubricity and may not be able to provide sufficient
protection.
NOTE X4.1—Some injection equipment can be fitted with special
components that can tolerate low lubricity fuels.

X5. TENTH PERCENTILE MINIMUM AMBIENT AIR

TEMPERATURES FOR THE UNITED STATES (EXCEPT
HAWAII)

X5.1 Introduction

X5.1.1 The tenth percentile minimum ambient air temperatures shown on

the following maps (Figs. X5.1-X5.12) and in Table X5.1 were derived from an
analysis of historical hourly temperature readings recorded over a period of 15 to
21 years from 345 weather stations in the United States. This study was
conducted by the U.S. Army Mobility Equipment Research and Development
Center (USAMERDC), Coating and Chemical Laboratory, Aberdeen Proving
Ground, MD 21005. The tenth percentile minimum ambient air temperature is
defined as the lowest ambient air temperature which will not go lower on
average more than 10 % of the time. In other words, the daily minimum ambient
air temperature would on average not be expected to go below the monthly tenth
percentile minimum ambient air temperature more than 3 days for a 30-day
month. See Table X5.1.
X5.1.2 These data may be used to estimate low temperature operability
requirements. In establishing low temperature operability requirements,
consideration should be given to the following. These factors, or any
combination, may make low temperature operability more or less severe than
normal. As X5.1.2.1 through X5.1.2.12 indicate, field work suggests that cloud
point (or wax appearance point) is a fair indication of the low temperature
operability limit of fuels without cold flow additives in most vehicles.
X5.1.2.1 Long term weather patterns (Average winter low temperatures
will be exceeded on occasion).
X5.1.2.2 Short term local weather conditions (Unusual cold periods do
occur).
X5.1.2.3 Elevation (High locations are usually colder than surrounding
lower areas).
X5.1.2.4 Specific engine design.

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X5.1.2.5 Fuel system design (Recycle rate, filter location, filter capacity,
filter porosity, and so forth.)
X5.1.2.6 Fuel viscosity at low temperatures
X5.1.2.7 Equipment add-ons (Engine heaters, radiator covers, fuel line
and fuel filter heaters and so forth.)
X5.1.2.8 Types of operation (Extensive idling, engine shutdown, or
unusual operation).
X5.1.2.9 Low temperature flow improver additives in fuel.
X5.1.2.10 Geographic area for fuel use and movement between
geographical areas.
X5.1.2.11 General housekeeping (Dirt and/or water in fuel or fuel supply
system).
X5.1.2.12 Impact failure for engine to start or run (Critical vs. non-critical
application).
8
Mitchell, K., “Diesel Fuel Lubricity—Base Fuel Effects,” SAE Technical
Paper 2001–01–1928, 2001.
9
Westbrook, S.R., “Survey of Low Sulfur Diesel Fuels and Aviation
Kerosenes from U.S. Military Installations,” SAE Technical Paper 952369, 1995.
10
Nikanjam, M., “ISO Diesel Fuel Lubricity Round Robin Program,” SAE
Technical Paper 952372, 1995.
11
Nikanjam, M., “Diesel Fuel Lubricity: On the Path to Specifications,”
SAE Technical Paper 1999-01-1479, 1999.

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FIG. X5.1 October—10th Percentile Minimum Temperatures

X5.1.3 Historical Background—Three test methods have been widely used
to estimate or correlate with low temperature vehicle operability. Cloud point.
Test Method D 2500, is the oldest of the three and most conservative of the tests.
The cloud point test indicates the earliest appearance of wax precipitation that
might result in plugging of fuel filters or fuel lines under prescribed cooling
conditions. Although not 100 % failsafe, it is the most appropriate test for
applications that can not tolerate much risk. The Cold Filter Plugging Point
(CFPP) test, Test Method D 6371, was introduced in Europe in 1965. The CFPP
was designed to correlate with the majority of European vehicles. Under rapid
cooling conditions, 20 cc fuel is drawn through a 45 micron screen then allowed
to flow back through the screen for further cooling. This process is continued
every 1°C until either the 20 cc fuel fails to be drawn through the screen in 60 s
or it fails to return through the screen in 60 s. It was field tested many times in
Europe12 before being widely accepted as a European specification. Field tests
have also shown CFPP results more than 10°C below the cloud point should be
viewed with caution because those results did not necessarily reflect the true
vehicle low temperature operability limits.13 CFPP has been applied to many
areas of the world where similar vehicle designs are used. The Low Temperature
Flow Test (LTFT), Test Method D4539, was designed to correlate with the most
severe and one of the most common fuel delivery systems used in North
American Heavy Duty trucks. Under prescribed slow cool conditions (l°C/h),
similar to typical field conditions, several 200 cc fuel specimens in glass

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containers fitted with 17 μn screen assemblies are cooled. At 1°C intervals one
specimen is drawn through die screen under a 20 kPa vacuum. Approximately
90 % of the fuel must come over in 60 s or less for the result to be a pass. This
process is continued at lower temperatures (1°C increments) until the fuel fails to
come over in the allotted 60 s. The lowest passing temperature is defined as the
LTFT for that fuel. In 1981, a CRC program was conducted to evaluate the
efficacy of cloud point, CFPP, pour point, and LTFT for protecting the diesel
vehicle population in North America and to determine what benefit flow-
improvers could provide. The field test consisted of 3 non-flow improved diesel
fuels, 5 flow improved diesel fuels, 4 light-duty passenger cars, and 3 heavy-duty
trucks. The field trial resulted in two documents14,15 that provide insight into
correlating laboratory tests to North
12
“Low Temperature Operability of Diesels. A Report by CEC
Investigation Group IGF-3,” CEC P-171-S2.
13
“SFPP-A New Laboratory Test for Assessment of Low Temperature
Operability of Modern Diesel Fuels,” CEC/93/EF 15. 5-7, May 1993.
14
CRC Report No. 537, “The Relationship Between Vehicle Fuel
Temperature and Ambient Temperature, 1981 CRC Kapuskasing Field Test,”
December 1983.
15
CRC Report No. 528, “1981 CRC Diesel Fuel Low-Temperature
Operability Field Test,” September 1983.

10

FIG. X5.2 November—10th Percentile Minimum Ambient Air Temperatures

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American vehicle performance in the field. The general conclusions of the

study were:
(1) In overnight cool down, 30 % of the vehicles tested had a final fuel tank
temperature within 2°C of the overnight minimum ambient temperature.
(2) The use of flow-improved diesel fuel permits some vehicles to operate
well below the fuel cloud point.
(3) Significant differences exist in the severity of diesel vehicles in terms of
low temperature operation.
(4) No single laboratory test was found that adequately predicts the
performance of all fuels in all vehicles.
(5) CFPP was a better predictor than pour point, but both methods over-
predicted, minimum operating temperatures in many vehicles. For this reason,
these tests were judged inadequate predictors of low-temperature performance
and dismissed from further consideration.
(6) Cloud point and LTFT showed varying degrees of predictive capability,
and offered distinctively different advantages. Both predicted the performance of
the base fuels well, but LTFT more accurately predicted the performance of the
flow-improved fuels. On the other hand, cloud point came closest to a fail-safe
predictor of vehicle performance for all vehicles.

Since the 1981 field test, non-independent studies16 using newer vehicles
verified the suitability of the LTFT for North American heavy-duty trucks. Users
are advised to review these and any more recent publications when establishing
low temperature operability requirements and deciding upon test methods.
X5.1.3.1 Current Practices—It is recognized that fuel distributors,
producers, and end users in the United States use cloud point, wax appearance
point, CFPP, and LTFT to estimate vehicle low temperature operability limits for
diesel fuel. No independent data has been published in recent years to determine
test applicability for today's fuels and vehicles.

X5.2 Maps

X5.2.1 The maps in the following figures were derived from CCL Report
No. 316, “A Predictive Study for Defining Limiting Temperatures and Their
Application in Petroleum Product Specifications,” by John P. Doner. This report
was published by the U.S. Army Mobility Equipment Research and Development
Center (USAMERDC), Coating and Chemical Laboratory, and it is available from
the National Technical
16
SAE 962197, SAE 982576, SAE 2000-01-2883.

11

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FIG. X5.3 December—10th Percentile Minimum Amblent Air Temperatures

Information Service, Springfield, VA 22151, by requesting Publication No.
AD756-420.
X5.2.2 Where states are divided the divisions are noted on the maps and
table with the exception of California, which is divided by counties as follows:
California, North Coast—Alameda, Contra Costa, Del Norte, Humbolt,
Lake, Marin, Mendocino, Monterey, Napa, San Benito, San Francisco, San
Mateo, Santa Clara, Santa Cruz, Solano, Sonoma, Trinity.
California, Interior—Lassen, Modoc, Plumas, Sierra, Siskiyou, Alpine,
Amador, Butte, Calaveras, Colusa, El Dorado, Fresno, Glenn, Kern (except that
portion lying east of the Los Angeles County Aqueduct), Kings, Madera,
Mariposa, Merced, Placer, Sacramento, San Joaquin, Shasta, Stanislaus, Sutter,
Tehama, Tulare, Tuolumne, Yolo, Yuba, Nevada.
California, South Coast—Orange, San Diego, San Luis Obispo, Santa
Barbara, Ventura, Los Angeles (except that portion north of the San Gabriel
Mountain range and east of the Los Angeles County Aqueduct).
California, Southeast—Imperial, Riverside, San Bernardino, Los Angeles
(that portion north of the San Gabriel Mountain range and east of the Los
Angeles County Aqueduct), Mono, Inyo, Kem (that portion lying east of die Los
Angeles County Aqueduct).

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X5.2.3 The temperatures in CCL Report No. 316 were in degrees

Fahrenheit. The degree Celsius temperatures in Appendix X5 were obtained by
converting the original degree Fahrenheit temperatures.

12

FIG. X5.4 January—10th Percentile Minimum Ambient Air Temperatures

13

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FIG. X5.5 February—10th Percentile Minimum Ambient Air Temperatures

14

FIG. X5.6 March—10th Percentile Minimum Ambient Air Temperatures

FIG. X5.7 October—10th Percentile Minimum Ambient Air Temperatures

15

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FIG. X5.8 November—10th Percentile Minimum Ambient Air Temperatures

FIG. X5.9 December—10th Percentile Minimum Ambient Air Temperatures

16

FIG. X5.10 January—10th Percentile Minimum Ambient Air Temperatures

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FIG. X5.11 February—10th Percentile Minimum Ambient Air Temperatures

17

FIG. X5.12 March—10th Percentile Minimum Ambient Air Temperatures

18
TABLE X5.1 Tenth Percentile Minimum Ambient Air Temperatures
for the United States (except Hawaii)
10th Percentile Temperature°C, min
State
Oct. Nov. Dec. Jan. Feb. March

Alabama 4 −3 −6 −7 −3 −2

Alaska Northern −25 −37 −45 −49 −47 −43

Southern −11 −13 −18 −32 −32 −29

South East −4 −11 −16 −19 −13 −12

Arizona North 34° latitude −4 −12 −14 −17 −16 −12

South 34° latitude 7 0 −2 −4 −3 −1

Arkansas 2 −4 −7 −11 −7 −3

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10th Percentile Temperature°C, min

State
Oct. Nov. Dec. Jan. Feb. March

California North Coast 3 0 −2 −2 −1 −1

Interior 2 −3 −4 −7 −6 −6

South Coast 6 2 0 −1 0 2

Southeast 1 −6 −8 −11 −7 −5

Colorado East 105° long −2 −12 −14 −19 −15 −12

West 105° long −8 −18 −25 −30 −24 −16

Connecticut −1 −7 −16 −17 −16 −9

Delaware 2 −3 −10 −11 −10 −6

Florida North 29° latitude 7 1 −2 −3 −1 2

South 29° latitude 14 7 3 3 5 7

Georgia 3 −2 −6 −7 −6 −2

Idaho −4 −13 −18 −21 −18 −13

Illinois North 40° latitude −1 −9 −19 −21 −18 −11

South 40° latitude 1 −7 −16 −17 −15 −8

Indiana −1 −7 −16 −18 −16 −9

Iowa −2 −13 −23 −26 −22 −16

Kansas −2 −11 −15 −19 −14 −13

Kentucky 1 −6 −13 −14 −11 −6

Louisiana 5 −1 −3 −4 −2 1

Maine −3 −10 −23 −26 −26 −18

Maryland 2 −3 −10 −12 −10 −4

Massachusetts −2 −7 −16 −18 −17 −10

Michigan −2 −11 −20 −23 −23 −18

Minnesota −4 −18 −30 −34 −31 −24

Mississippi 3 −3 −6 −6 −4 −1

Missouri 1 −7 −14 −16 −13 −8

Montana −7 −18 −24 −30 −24 −21

Nebraska −3 −13 −18 −22 −19 −13

Nevada North 38° latitude −7 −14 −18 −22 −18 −13

South 38° latitude 8 0 −3 −4 −2 1

New Hampshire −3 −8 −18 −21 −21 −12

New Jersey 2 −3 −11 −12 −11 −6

New Mexico North 34° latitude −2 −11 −14 −17 −14 −11

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10th Percentile Temperature°C, min

State
Oct. Nov. Dec. Jan. Feb. March

South 34° latitude 4 −4 −8 −11 −7 −3

New York North 42° latitude −3 −8 −21 −24 −24 −16

South 42° latitude −1 −5 −14 −16 −15 −9

North Carolina −1 −7 −10 −11 −9 −5

North Dakota −4 −20 −27 −31 −29 −22

Ohio −1 −7 −16 −17 −15 −9

Oklahoma 1 −8 −12 −13 −8 −7

Oregon East 122° long −6 −11 −14 −19 −14 −9

West 122° long 0 −4 −5 −7 −4 −3

Pennsylvania North 41° latitude −3 −8 −19 −20 −21 −15

South 41° latitude 0 −6 −13 −14 −14 −8

Rhode Island 1 −3 −12 −13 −13 −7

South Carolina 5 −1 −5 −5 −3 −2

South Dakota −4 −14 −24 −27 −24 −18

Tennessee 1 −5 −9 −11 −9 −4

Texas North 31° latitude 3 −6 −9 −13 −9 −7

South 31° latitude 9 2 −2 −3 −1 2

Utah −2 −11 −14 −18 −14 −8

Vermont −3 −8 −20 −23 −24 −15

Virginia 2 −3 −9 −11 −9 −4

Washington East 122° long −2 −8 −11 −18 −11 −8

West 122° long 0 −3 −3 −7 −4 −3

West Virginia −3 −8 −15 −16 −14 −9

Wisconsin −3 −14 −24 −28 −24 −18

Wyoming −4 −15 −18 −26 −19 −16

19 SUMMARY OF CHANGES

Subcommittee D02.E0.02 has identified the location of

selected changes to this standard since the last issue (D 975-06b)
that may impact the use of this standard. (Approved Feb. 1, 2007.)

(1) Added standards to the Referenced Documents.

(2) Added Section 4.
(3) Added X2.2.2.

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Subcommittee D02.E0.02 has identified the location of

selected changes to this standard since the last issue (D 975-06a)
that may impact the use of this standard. (Approved Nov. 1, 2006.)

(1) Revised Appendix X4.

Subcommittee D02.E0.02 has identified the location of

selected changes to this standard since the last issue (D 975-06) that
may impact the use of this standard. (Approved Oct. 1, 2006.)

(1) Added Test Method D 6890.

(2) Revised 5.1.10.

Subcommittee D02.E0.02 has identified the location of

selected changes to this standard since the last issue (D 975-05) that
may impact the use of this standard. (Approved May 15, 2006.)

(1) Deleted Test Method D 6920 from this standard.

Subcommittee D02.E0.02 has identified the location of

selected changes to this standard since the last issue (D 975-04c∈l)
that may impact the use of this standard. (Approved June 1, 2005.)

(1) Removed footnote J from Grade No. 4–D in Table 1.

ASTM International takes no position respecting the validity of any

patent rights asserted in connection with any item mentioned in
this standard. Users of this standard are expressly advised that
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Committee on Standards, at the address shown below.
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Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959,
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standard may be obtained by contacting ASTM at the above

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address or at 610-832-9585 (phone), 610-832-9555 (fax), or

[email protected] (e-mail); or through the ASTM website
(www.astm.org).

20

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