Changes

:Types 0, 1 and 2 fuel oils are primarily for use in domestic oil burning appliances. They may also be used for some industrial purposes.

:Types 0, 1 and 2 fuel oils are primarily for use in domestic oil burning appliances. They may also be used for some industrial purposes.

::a) Type 0 fuel oil is intended for use in fuel domestic oil burning appliances that have outside storage and where ambient temperatures as low as -48°C could be encountered.

::a) Type 0 fuel oil is intended for use in fuel domestic oil burning appliances that have outside storage and where ambient temperatures as low as -48°C could be encountered.

::b) Type 1 fuel oil is intended primarily for use in sleeve-type and wick-feed burners, excluding space heaters (see [[CGSB_ONGC/003_0002_2019_ENG#9.1 Wick-type kerosene heaters|9.1]]), and in most vaporizing pot-type burner applications. It is also intended for atomizing burners in which Type 2 fuel oil cannot be used satisfactorily. During periods of lower ambient temperature, Type 1 fuel oil may be used in place of Type 2 to minimize waxing problems.

::b) Type 1 fuel oil is intended primarily for use in sleeve-type and wick-feed burners, excluding space heaters (see [[CGSB_ONGC/003_0002_2019_ENG#'9.1 Wick-type kerosene heaters'|9.1]]), and in most vaporizing pot-type burner applications. It is also intended for atomizing burners in which Type 2 fuel oil cannot be used satisfactorily. During periods of lower ambient temperature, Type 1 fuel oil may be used in place of Type 2 to minimize waxing problems.

::c) Type 2 fuel oil is a heavier distillate than Type 1 and is intended for use in most atomizing-type burner applications. This type of fuel oil is used in most domestic oil burning appliances and in some medium capacity commercial and industrial burners. Type 2 may contain up to 5% biodiesel (See [[CGSB_ONGC/003_0002_2019_ENG#Annex C|Annex C]] ).

::c) Type 2 fuel oil is a heavier distillate than Type 1 and is intended for use in most atomizing-type burner applications. This type of fuel oil is used in most domestic oil burning appliances and in some medium capacity commercial and industrial burners. Type 2 may contain up to 5% biodiesel (See [[CGSB_ONGC/003_0002_2019_ENG#Annex C|Annex C]] ).

:Types 4, 5 and 6 fuel oils are primarily for use as industrial fuels: suitable for use in the pulp and paper industry, metallurgical operations, heat or power generation, etc.<br>

:Types 4, 5 and 6 fuel oils are primarily for use as industrial fuels: suitable for use in the pulp and paper industry, metallurgical operations, heat or power generation, etc.<br>

'''9.1 Wick-type kerosene heaters'''

'''9.1 Wick-type kerosene heaters'''

Fuel oils meeting the requirements of this standard are not intended for use in wick-type kerosene burning space heaters. When in doubt, consult the equipment operating instructions or the manufacturer of the appliance.

Fuel oils meeting the requirements of this standard are not intended for use in wick-type kerosene burning space heaters. When in doubt, consult the equipment operating instructions or the manufacturer of the appliance.

'''9.2     Pour point'''

'''9.2 Pour point'''

 

The pour point of the biodiesel fuel blend should be suitable as required for the conditions of storage and use or as agreed by contract. The addition of biodiesel can degrade the low temperature properties of the heating fuel oil. The effectiveness of some fuel additives can be affected when biodiesel is blended into the fuel.

The pour point of the biodiesel fuel blend should be suitable as required for the conditions of storage and use or as agreed by contract. The addition of biodiesel can degrade the low temperature properties of the heating fuel oil. The effectiveness of some fuel additives can be affected when biodiesel is blended into the fuel.

'''9.3     Storage stability'''

'''9.3 Storage stability'''

 

Furnace burner manufacturers have expressed concerns with the stability of blends of biodiesel and middle distillate fuel. Poor oxidative stability of biodiesel blends can result in sediment formation and lacquering of furnace burner injection equipment. The inclusion of biodiesel in Type 2 heating fuel oil can degrade the storage stability of the finished fuel blend and long term storage (greater than 6 months) is not recommended. The impact of specific storage conditions has not been completely determined. The oxidation stability requirement of the B100 component is specified in CAN/CGSB-3.524.  

Furnace burner manufacturers have expressed concerns with the stability of blends of biodiesel and middle distillate fuel. Poor oxidative stability of biodiesel blends can result in sediment formation and lacquering of furnace burner injection equipment. The inclusion of biodiesel in Type 2 heating fuel oil can degrade the storage stability of the finished fuel blend and long term storage (greater than 6 months) is not recommended. The impact of specific storage conditions has not been completely determined. The oxidation stability requirement of the B100 component is specified in CAN/CGSB-3.524.  

'''9.4     Water and copper'''

'''9.4 Water and copper'''

 

Water in storage tanks and copper in the fuel supply system can increase the rate of fuel degradation in long term storage. Heating oil storage tanks should be clean and free of water to help avoid corrosion and microbial contamination (see C.4.3). Incorporating metal deactivator additives into the fuel can help to mitigate the effects of copper contamination.

Water in storage tanks and copper in the fuel supply system can increase the rate of fuel degradation in long term storage. Heating oil storage tanks should be clean and free of water to help avoid corrosion and microbial contamination (see C.4.3). Incorporating metal deactivator additives into the fuel can help to mitigate the effects of copper contamination.

'''9.5     Conductivity depletion'''

'''9.5 Conductivity depletion'''

 

Due to the normal depletion of fuel oil conductivity during commingling, storage and distribution, or at low temperatures, the fuel oil should be sufficiently treated with conductivity-improver additive to ensure that the electrical conductivity requirement in 6.12 is met. The temperature at the point of use and the method of distribution could require a substantially higher conductivity level than 25 pS/m at the point of additive treatment. It should be noted that samples in clear bottles exposed to sunlight can also show a rapid depletion in conductivity. For more information, refer to ASTM D2624 and D4865.

Due to the normal depletion of fuel oil conductivity during commingling, storage and distribution, or at low temperatures, the fuel oil should be sufficiently treated with conductivity-improver additive to ensure that the electrical conductivity requirement in 6.12 is met. The temperature at the point of use and the method of distribution could require a substantially higher conductivity level than 25 pS/m at the point of additive treatment. It should be noted that samples in clear bottles exposed to sunlight can also show a rapid depletion in conductivity. For more information, refer to ASTM D2624 and D4865.

NOTE   Negative interactions can occur between some biodiesels and conductivity additives.

NOTE   Negative interactions can occur between some biodiesels and conductivity additives.

'''9.6     Fuel colour'''

'''9.6 Fuel colour'''

 

Fuels having unusual shades of colour should be investigated to determine fitness for use.

Fuels having unusual shades of colour should be investigated to determine fitness for use.

'''9.6.1  Existing fuel colour'''

'''9.6.1 Existing fuel colour'''

 

Although this standard does not have a colour requirement, colour can be a useful indicator of fuel quality or contamination. Fuel oil can present several different hues or colours depending on feedstock type and/or manufacturing processes.

Although this standard does not have a colour requirement, colour can be a useful indicator of fuel quality or contamination. Fuel oil can present several different hues or colours depending on feedstock type and/or manufacturing processes.

'''9.6.2  Change in fuel colour'''

'''9.6.2 Change in fuel colour'''

 

Fuel in long term storage can darken owing to oxidation of trace components. If the darkening is accompanied by the formation of sediment, the fuel could be rendered unacceptable for use.  

Fuel in long term storage can darken owing to oxidation of trace components. If the darkening is accompanied by the formation of sediment, the fuel could be rendered unacceptable for use.  

'''9.7     Manufacturing processes'''

'''9.7     Manufacturing processes'''

Contamination from manufacturing processes or treatments can be carried over in trace quantities into the fuel and cause unexpected problems. Moreover, these contaminants might not be detected by the requirements listed in this standard. It is recommended that adequate quality assurance procedures be put in place to ensure that manufacturing processes capable of such contamination are identified and controlled. Sodium, calcium, chlorides, sulphates, clay, sand, acids, caustics, soaps, and amine process additives are examples of possible contaminations or potential precipitates.

Contamination from manufacturing processes or treatments can be carried over in trace quantities into the fuel and cause unexpected problems. Moreover, these contaminants might not be detected by the requirements listed in this standard. It is recommended that adequate quality assurance procedures be put in place to ensure that manufacturing processes capable of such contamination are identified and controlled. Sodium, calcium, chlorides, sulphates, clay, sand, acids, caustics, soaps, and amine process additives are examples of possible contaminations or potential precipitates.

'''9.8     Visual haze'''

'''9.8     Visual haze'''

The solubility of water in fuel is a function of temperature. When fuel is exposed to low ambient temperatures, water can separate causing a haze or cloudy appearance in heating fuel oil Types 0, 1 and 2. It has been a common industry practice to predict the solubility of water in fuel by performing the visual haze test at 4°C for fuel destined for winter use, and at 15°C for fuel intended for summer use. Experience has indicated that fuel passing these requirements has been acceptable in the appropriate season. For further information on the visual haze test, refer to CAN/CGSB-3.0 No. 28.8 or to ASTM D4176 Procedure 2.

The solubility of water in fuel is a function of temperature. When fuel is exposed to low ambient temperatures, water can separate causing a haze or cloudy appearance in heating fuel oil Types 0, 1 and 2. It has been a common industry practice to predict the solubility of water in fuel by performing the visual haze test at 4°C for fuel destined for winter use, and at 15°C for fuel intended for summer use. Experience has indicated that fuel passing these requirements has been acceptable in the appropriate season. For further information on the visual haze test, refer to CAN/CGSB-3.0 No. 28.8 or to ASTM D4176 Procedure 2.

'''9.9     Mercaptan sulphur'''

'''9.9     Mercaptan sulphur'''

The plugging of domestic heating oil burner fuel screen filters or nozzles can be caused by the formation of copper mercaptide gels. Limiting the amount of mercaptan sulphur in heating fuel oil Types 0, 1 and 2 can reduce this problem. Eliminating the use of copper and copper alloys in heating fuel systems as well as the use of metal deactivator additives can also mitigate this problem.

The plugging of domestic heating oil burner fuel screen filters or nozzles can be caused by the formation of copper mercaptide gels. Limiting the amount of mercaptan sulphur in heating fuel oil Types 0, 1 and 2 can reduce this problem. Eliminating the use of copper and copper alloys in heating fuel systems as well as the use of metal deactivator additives can also mitigate this problem.

'''9.10   Hydrogen sulphide'''

'''9.10   Hydrogen sulphide'''

Hydrogen sulphide (H₂S) is often found in the vapour phase above Types 4, 5 and 6 fuel oils and occasionally in more limited concentration in the vapour phase above Types 0, 1 and 2 fuel oils. H₂S is toxic at low concentrations in air. Additives are available that can react with H₂S in the liquid phase and reduce the concentration of H₂S both in the fuel and in the vapour phase. Some sulphur compounds present in Types 4, 5 and 6 can, over time, react to form additional H₂S and this should be considered in determining the additive treat rate.

Hydrogen sulphide (H₂S) is often found in the vapour phase above Types 4, 5 and 6 fuel oils and occasionally in more limited concentration in the vapour phase above Types 0, 1 and 2 fuel oils. H₂S is toxic at low concentrations in air. Additives are available that can react with H₂S in the liquid phase and reduce the concentration of H₂S both in the fuel and in the vapour phase. Some sulphur compounds present in Types 4, 5 and 6 can, over time, react to form additional H₂S and this should be considered in determining the additive treat rate.

'''9.11   Fuel flammability'''

'''9.11   Fuel flammability'''

A number of properties should be considered in assessing the overall flammability hazard of a fuel. Flash point is the minimum fuel temperature at which a mixture of air and fuel vapour can form and be ignited by a spark or flame under specified laboratory conditions. However, the flash point is only an indication of the potential flammability risk of a fuel. Oxygen concentration in the atmosphere is an additional factor affecting flammability. Investigation of fuel-related fires in marine vessel engine rooms and underground mining applications has shown that these fires are generally initiated through direct contact of a fuel spray or spill with hot surfaces having a temperature exceeding the auto-ignition temperature of the fuel. The flash point of the fuel has little bearing on the probability of such fires occurring. Similarly, fires in fuel tanks are typically initiated as a result of hot work (e.g., welding) on the exterior surface of the tank causing fuel adhering to the interior tank wall surface to evaporate and spontaneously ignite after having exceeded its auto-ignition temperature.

A number of properties should be considered in assessing the overall flammability hazard of a fuel. Flash point is the minimum fuel temperature at which a mixture of air and fuel vapour can form and be ignited by a spark or flame under specified laboratory conditions. However, the flash point is only an indication of the potential flammability risk of a fuel. Oxygen concentration in the atmosphere is an additional factor affecting flammability. Investigation of fuel-related fires in marine vessel engine rooms and underground mining applications has shown that these fires are generally initiated through direct contact of a fuel spray or spill with hot surfaces having a temperature exceeding the auto-ignition temperature of the fuel. The flash point of the fuel has little bearing on the probability of such fires occurring. Similarly, fires in fuel tanks are typically initiated as a result of hot work (e.g., welding) on the exterior surface of the tank causing fuel adhering to the interior tank wall surface to evaporate and spontaneously ignite after having exceeded its auto-ignition temperature.

'''9.12      Synthetic hydrocarbons'''

'''9.12      Synthetic hydrocarbons'''

Synthetic hydrocarbons include hydrocarbons derived from non-petroleum sources such as biomass, natural gas, coal, fats and oils by processes such as gasification, reforming, Fischer-Tropsch synthesis, hydroprocessing or hydrocracking (including co-processing with petroleum). Other terms used to refer to synthetic middle-distillate hydrocarbons include: biomass-to-liquid (BTL) diesel, gas-to-liquid (GTL) diesel, coal-to-liquid (CTL) diesel, hydrogenation-derived renewable diesel (HDRD), hydrotreated vegetable oil (HVO), renewable hydrocarbon diesel (RHD) and synthesized paraffinic diesel (SPD). As with petroleum hydrocarbons, fuel suppliers should consider potential impacts of significant and abrupt changes in blend properties (e.g., density, aromatic content) associated with the use of synthetic hydrocarbons.

Synthetic hydrocarbons include hydrocarbons derived from non-petroleum sources such as biomass, natural gas, coal, fats and oils by processes such as gasification, reforming, Fischer-Tropsch synthesis, hydroprocessing or hydrocracking (including co-processing with petroleum). Other terms used to refer to synthetic middle-distillate hydrocarbons include: biomass-to-liquid (BTL) diesel, gas-to-liquid (GTL) diesel, coal-to-liquid (CTL) diesel, hydrogenation-derived renewable diesel (HDRD), hydrotreated vegetable oil (HVO), renewable hydrocarbon diesel (RHD) and synthesized paraffinic diesel (SPD). As with petroleum hydrocarbons, fuel suppliers should consider potential impacts of significant and abrupt changes in blend properties (e.g., density, aromatic content) associated with the use of synthetic hydrocarbons.

'''9.13      Fuel lubricity'''

'''9.13      Fuel lubricity'''

Some processes that are used to desulphurize heating fuel oil, if severe enough, can also reduce its natural lubricating qualities. Since fuel pumps on furnaces require the fuel to act as a lubricant, heating fuel oils require sufficient lubricity to give adequate protection against excessive fuel pump wear. Additives can be used to improve fuel lubricity. Lubricity additives can have unwanted side effects particularly when used at excessive concentrations or in combination with other additives or contaminants. Adding over 1% by volume of biodiesel generally results in acceptable lubricity.

Some processes that are used to desulphurize heating fuel oil, if severe enough, can also reduce its natural lubricating qualities. Since fuel pumps on furnaces require the fuel to act as a lubricant, heating fuel oils require sufficient lubricity to give adequate protection against excessive fuel pump wear. Additives can be used to improve fuel lubricity. Lubricity additives can have unwanted side effects particularly when used at excessive concentrations or in combination with other additives or contaminants. Adding over 1% by volume of biodiesel generally results in acceptable lubricity.