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Mazut is a heavy, low quality fuel oil, used in generating plants
and similar applications In the United States and Western Europe,
mazut is blended or broken down with the end product being
diesel.
Mazut may be used for heating houses in former USSR and in
countries of Far East that do not have the facilities to blend or
break it down into more traditional petro-chemicals. In the west,
furnaces that burn mazut are commonly called "waste oil" heaters or
"waste oil" furnaces.
Mazut***0 is a fuel oil that is manufactured to GOST
specifications, for example GOST *******5 or *9. (GOST is the
Russian system of standards, much like ASTM, for example). Mazut is
almost exclusively manufactured in the Russian Federation. This
product is typically used for larger boilers in producing steam
since the BTU content is high. The most important consideration
(not the only consideration) when grading this fuel is the sulfur
content, which can mostly be affected by the source feedstock
Fuel oil mazut **0 is supplied according to the Russian technical
specification GOST *******9, section for fuel oil, mazut sort **0.
This kind of oil is graded as the heavy furnace oil. The product is
produced from the remains of raw oil processing. This kind of mazut
is produced only from the low sulphur raw oil. Origin country for
this kind of mazut is only Russia.It is very limited volume of this
mazut available for export from Russia because of the following
reasons:
There is limited number of producers in Russia, who produce this
kind of mazut. All of them are the big Russian oil companies, like
Lukoil, Rossibneft, etc.
Minimum half of the produced volume is sold on the domestic market
of Russia and CIS.
Most of the volumes for export are sold according to the state
quotes to the state companies abroad.
The remaining export volumes are sold by the daughter commercial
organizations of the oil producers to the highest bidder.For
shipment purposes, this product is considered a ”dirty oil”
product, and because viscosity drastically affect whether it is
able to be pumped, shipping has unique requirements. Mazut is much
like Number 6 Oil, and is part of the products left over after
gasoline and lighter components are evaporated from the crude
oil.
The main difference between the different types of Mazut***0 is the
content of sulphur. The grades are represented by these sulfuric
levels:
”Very Low Sulphur” is mazut with a sulphur content of 0.5%
”Low Sulphur” is a mazut with a sulphur content of 0.**1.0%
”Normal Sulphur” is a mazut with a sulphur content of 1.**2.0%
”High Sulphur” is a mazut with a sulphur content of 2.**3.5%
At present, as evidenced by the above market conditions, demand
exceeds many times the available supply. In such cases, the
refineries dictate terms for the sale. At present, universally,
whether state controlled corporation or private company, domestic
or foreign, are for total cash pre-payment, **0%, *1 days in
advance of the delivery date. Said another way, the delivery date
is set only after the cash payment is registered (cleared) at the
refinery’s bank account. The arrangement is not negotiable with the
refineries. (Please refer to producer’s own web sites for
confirmation of this fact.) Low to high sulfur mazut is available
from Russia and other CIS countries (Kazakhstan, Azerbaijan,
Turkmenistan). The technical specifications are represented in the
same way, according to the Russian GOST standard *******9. Many
people ask the difference between origins, and the main difference
is the price. The Russian origin mazut demands higher prices.
The GOST variant for D2/Gasoil is GOST *****2 and specifies now a
sulphur content of 0.*2 MAX which is according to the ISO standard.
However, the ANSI standard will call this "Ultra Low Sulphur", and
retain 0,2% (***0ppm) as the "Low sulphur. The reduction of sulphur
in the Gasoil used for heating has contributed to less pollution in
many cities.
Automotive diesel has national variants - but the usual variants
traded is EN**0 and EN**0 which are specified by ISO in Paris.
These qualities may be sold in the US, and be compliant with EPA
regulations in the US. Because of the way Diesel invented his
engine, the engine is very flexible and adjust to the small
differences. Automotive diesel is now tested in planes with great
success, where you get greater mileage per weight unit of fuel - as
much as *0% increase. In these days, when no stone remains unturned
to reduce emissions, one outcome may be that planes will fly on
Gasoil and not kerosene. The problem is condensate / ice particles
and wax that may cause the jet engine (which is a turbine) to be
completely destroyed. A preliminary solution is to heat the gasoil
before injection, and pass it through a electrostatic filter. Come
up with a simpler solution, and you can become a
millionaire.
(Or: find a way to use kerosene to power engines more efficiently.
There is a huge surplus of kerosene, since this is produced from
the same crude as D2, and the fallout of kerosene is around 2/3 of
the quantity of D2, consumption around 1/7)
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