PSAOIL

INFORMATION
■ ORIGIN: Russian (&CIS), Venezuela, South Korea, Middle East  
(* Bitumen : Iran / Russia) (*LNG : PETARMINA/SYABAS Energy)
■ DELIVERY: CIF ASWP / FOB / SPOT with Rollover & Extension.
■ INSPECTION: Q&Q test report will be conducted at the loading port by SGS or
                      Equivalent at the expense of Seller.
■ PAYMENT INSTRUMENT: T/T, L/C, DLC, SBLC, MT103, MT760, BG, L/C at Sight.
■ LOADING PORT: Vladivostok/Novorossiysk Port.
■ PERFORMANCE BOND (PB): 2% PB to be issued by Seller’s Bank in favor of the Buyer
■ SHIPMENT METHOD: Via vessel or pipeline to Buyer’s destination port.


■ DIESEL
STANDARD DIESEL FUEL #2
DIESEL FUEL (D2) L-0.2-62, GOST 305-82
DIESEL D2 RUSSIAN GAS OIL L-0.2-62 GOST305-82
DIESEL D2 AUTOMOTIVE GAS OIL (AGO)
DIESEL GAS OIL ULTRA-LOW SULPHUR 50PPM, 10PPM, 500PPM
 
This standard applies to fuel for high-speed diesel and gas turbine engines of land and marine engineering,
obtained during the processing of oil and gas condensate, as well as supplies for export.
Fuel may contain additives that do not cause harm to life the health of citizens, environment and property
of individuals and legal entities, life and animal and plant health.
Diesel type I release into circulation for export, for the federal government needs the state defense
order for the ship’s equipment.
BRAND
        1.1. Depending on the application conditions are established three brands of diesel fuel:
        L (summer) – recommended for use at ambient temperature of about ° C or above;
        3 (winter) – recommended for operation at an ambient temperature of minus 20 ° C or higher
        (pour point fuel is not higher than minus 35 ° C) and -30 ° C and above (pour fuel temperature is not higher than minus 45 ° C)
        . A (Arctic) – recommended for operation at an ambient temperature of minus 50 ° C or higher

■ MAZUT
Fuel oils or also called Mazut M100 (GOST 10585/2013/99/75) 
 
Fuel Oil, as a kind of refined oil, is the remaining heavier products in the oil processing after gas oil,
coal oil, and diesel oil separated from crude oil. It is widely used as the fuel of ship fuel boilers,
furnaces, metallurgical furnaces and other industrial furnaces. Fuel oil is mainly made from
the oil cracking residue and straight-run oil residue,
which has the character of high viscosity and containing more non-hydrocarbon compounds,resin and asphaltene.
 
In China, Fuel Oil is usually divided into three categories:
the first one is No.5-7 fuel oil; the second one is in the lighter and heavier fuel oil
except the No.5-7 fuel oil, including No.250 state-made fuel oil, also call the heavy oil or industry fuel oil;
the third one is other heavy oil product, including the product which contains oil by weight over 70%,
for example the Venezuela Orinoco Emulsified Oil, etc.
 
Fuel oil is usually divided into three categories by the kinematic viscosity at 50 °C in the world.
The first one is 80CST fuel oil that the kinematic viscosity is below 80CST; the second one is 180CST fuel oil
that the kinematic viscosity is between 80CST and 180CST;
the third one is 380CST that the kinematic viscosity is between 180CST and 380CST.

In addition, according to the sulfur contents, fuel oil can be divided into High Sulfur Fuel Oil
(sulfur content above 3.5%), Medium Sulfur Fuel Oil (sulfur content between 1% and 3.5%)
and Low Sulfur Fuel Oil (sulfur content below 1%).
 
According to the processing methods, it is divided into Straight-run Fuel Oil,
Pyrolysis Fuel Oil and Blending Fuel Oil. Straight-Run Fuel Oil is made through crude oil distillation directly,
and contain some lighter components which can be further processed. And Pyrolysis Fuel Oil
and Blending Fuel Oil are generally processed through FCC or to be blended,
and not worth reprocessing, as fuel only.
 
Russian M100 Straight-Run Fuel Oil. Fuel Oil made in Russia is basically Straight-run Fuel Oil 180CST, commonly known as “M-100”. The oil is characterized by low-sulfur (general below 1.5%), low viscosity (generally below 160CST) and low density (generally below 0.96). The price is cheaper than the same oil from South Korea and Japan, but more expensive than the same oil from the Middle East, Taiwan, and other places.

■ JET Fuel
 Aviation fuel is a specialized type of petroleum-based fuel used to power aircraft; it is generally of a higher quality than fuels used in less critical applications such as heating or road transport, and often contains additives to reduce the risk of icing or explosion due to high temperatures, amongst other properties.
 
Civil Jet Fuels
Aviation turbine fuels are used for powering jet and turbo-prop engined aircraft and are not to be confused with Avgas. Outside former communist areas, there are currently two main grades of turbine fuel in use in civil commercial aviation : Jet A-1 and Jet A, both are kerosine type fuels. There is another grade of jet fuel, Jet B which is a wide cut kerosine (a blend of gasoline and kerosine) but it is rarely used except in very cold climates.
 
Jet A-1 is a kerosine grade of fuel suitable for most turbine engined aircraft. It is produced to a stringent internationally agreed standard, has a flash point above 38°C (100°F) and a freeze point maximum of -47°C. It is widely available outside the U.S.A. Jet A-1 meets the requirements of British specification DEF STAN 91-91 (Jet A-1), (formerly DERD 2494 (AVTUR)), ASTM specification D1655 (Jet A-1) and IATA Guidance Material (Kerosine Type), NATO Code F-35.
 
Jet A is a similar kerosine type of fuel, produced to an ASTM specification and normally only available in the U.S.A. It has the same flash point as Jet A-1 but a higher freeze point maximum (-40°C). It is supplied against the ASTM D1655 (Jet A) specification.
 
Jet B is a distillate covering the naphtha and kerosine fractions. It can be used as an alternative to Jet A-1 but because it is more difficult to handle (higher flammability), there is only significant demand in very cold climates where its better cold weather performance is important. In Canada it is supplied against the Canadian Specification CAN/CGSB 3.23.
 
 
Military
Jet-4 is the military equivalent of Jet B with the addition of corrosion inhibitor and anti-icing additives; it meets the requirements of the U.S. Military Specification MIL-PRF-5624S Grade JP-4. JP-4 also meets the requirements of the British Specification DEF STAN 91-88 AVTAG/FSII (formerly DERD 2454),where FSII stands for Fuel Systems Icing Inhibitor. NATO Code F-40.
 
Jet-5 is a high flash point kerosine meeting the requirements of the U.S. Military Specification MIL-PRF-5624S Grade JP-5. JP-5 also meets the requirements of the British Specification DEF STAN 91-86 AVCAT/FSII (formerly DERD 2452). NATO Code F-44.
 
Jet-8 is the military equivalent of Jet A-1 with the addition of corrosion inhibitor and anti-icing additives; it meets the requirements of the U.S. Military Specification MIL-T-83188D. JP-8 also meets the requirements of the British Specification DEF STAN 91-87 AVTUR/FSII (formerly DERD 2453). NATO Code F-34

■ BUNKER
In the maritime industry the following type of classification is used for marine fuel oils:
 
MGO (Marine gas oil) – roughly equivalent to No. 2 fuel oil, made from distillate only
MDO (Marine diesel oil) – A blend of heavy gasoil that may contain very small amounts of black refinery feed stocks,
                                          but has a low viscosity up to 12 cSt/40⁰ C
IFO (Intermediate fuel oil) A blend of gasoil and heavy fuel oil, with less gasoil than marine diesel oil
MFO (Marine fuel oil) – same as HFO (just another “naming”)
HFO (Heavy fuel oil) – Pure or nearly pure residual oil, roughly equivalent to No. 6 fuel oil
 
Marine diesel oil contains some heavy fuel oil, unlike regular diesels.
Also, marine fuel oils sometimes may contain waste products such as used motor oil.
 
Standards and classification
Marine fuels were traditionally classified after their kinematic viscosity.
This is a mostly valid criteria for the quality of the oil as long as the oil is made only from atmospheric distillation.
Today, almost all marine fuels are based on fractions from other more advanced refinery processes and
the viscosity itself says little about the quality as fuel. 
 
CCAI and CII are two indices which describe the ignition quality of residual fuel oil,
and CCAI is especially often calculated for marine fuels. Despite this marine fuels are still quoted
on the international bunker markets with their maximum viscosity
(which is set by the ISO 8217 standard – see below) due to the fact that marine engines are designed
to use different viscosities of fuel.^[1]. The unit of viscosity used is the Centistoke and the fuels most frequently
quoted are listed below in order of cost, the least expensive first
 
IFO 380 – Intermediate fuel oil with a maximum viscosity of 380 Centistokes/50⁰ C
IFO 180 – Intermediate fuel oil with a maximum viscosity of 180 Centistokes/50⁰ C
LS 380 – Low-sulphur (<1.5%) intermediate fuel oil with a maximum viscosity of 380 Centistokes/50⁰ C
LS 180 – Low-sulphur (<1.5%) intermediate fuel oil with a maximum viscosity of 180 Centistokes/50⁰ C
MDO – Marine diesel oil.
MGO – Marine gasoil.
 
The density is also an important parameter for fuel oils since marine fuels are cleaned by centrifugal type separators before use to
remove water and dirt from the oil.
Since the separators use centrifugal force, the oil must have a density which is sufficiently different from water. 
Conventional type separators of purifier type  have a maximum density limit of 991 kg/m3/15⁰C;
with modern High Density type separators it’s possible to clean fuel oils with a maximum density of 1010 kg/m3/15⁰ C.
 
The first British standard for fuel oil came in 1982. The latest standard is ISO 8217 from 2005.
The ISO standard describe four qualities of distillate fuels and 10 qualities of residual fuels.
Over the years the standards have become stricter on environmentally important parameters such as sulfur content.
The latest standard also banned the adding of used lubricating oil (ULO).