Frequently asked questions

Yes. Send us the specification and we will confirm whether it can be met from existing production or requires a blend. Where your specification is written to one grading system and the available product is certified to another, our technical team will cross-reference the two and confirm equivalence before anything is committed.

Grade selection follows climate, traffic loading and construction method. Tell us the project location, the expected pavement temperature range, the traffic category and whether the binder is going into hot mix, a surface treatment or a cold application. We will recommend the grade and provide the equivalent designation in penetration, viscosity, performance and Australian standard systems.

Every shipment ships with a certificate of analysis tied to the specific production batch, tested against the ASTM, EN, AASHTO, ISO or AS method your specification calls for. We also retain sealed reference samples after shipment so any later question can be settled against the material that actually travelled.

It depends on the product and the packing. Drummed and bagged products start at a single 20-foot container. Tank containers start at one unit. Bulk vessel cargoes typically start around 1,000 metric tonnes, though part cargoes and co-loading can bring that lower on some routes.

FOB, CFR and CIF for bulk cargoes; FOB, CFR, CIF, DAP and DDP for containerised shipments depending on destination. We will quote on whichever term suits your logistics and customs arrangements, and set out clearly what each side is responsible for.

Our standard instrument is an irrevocable letter of credit confirmed by an acceptable bank, payable against shipping documents. Telegraphic transfer against proforma invoice is available for smaller orders. Open credit terms can be discussed once a trading history is established.

For products in stock and standard packing, typically two to three weeks from confirmed order and operative letter of credit. Bulk vessel cargoes depend on laycan and vessel availability, usually three to six weeks. Custom blends or non-standard packing add to that, and we will give you a firm date before you commit.

We ship to markets across the Middle East, Africa, South and Southeast Asia, Europe and the Americas. Where a destination has particular import licensing, inspection or documentation requirements, we handle those as part of the supply rather than leaving them with you.

It comes down to volume, the infrastructure at your end and how the product will be handled. If you have heated tankage and a berth, bulk is cheapest. If you have a melter and a forklift, polybags are cleaner and give more net tonnes per container. Without heating or pumping equipment, drums remain the practical answer. We model the delivered cost per tonne across all four before quoting.

Yes. We appoint SGS, Intertek or an inspector of your choosing to attend loading, verify quantity and draw sealed samples. The inspection report forms part of the shipping document set. Where you prefer to appoint your own surveyor independently, we will coordinate access.

Retained sealed samples from load port are tested against the discharge samples by an independent laboratory. If the material genuinely left us off-specification, it is our problem to resolve, and the contract sets out the remedy. This is precisely why we insist on independent sampling and retained samples on every shipment.

Quality is verified at three points: at production, where each batch is tested before release; at loading, where an independent surveyor samples and seals; and at discharge, where the same parameters are re-tested. Sealed reference samples are retained after shipment. Nothing is taken on trust at any stage.

Yes, with every product. Safety data sheets are issued in the format required by the destination market, and for products with specific handling requirements — molten sulphur, ammonium nitrate, cutback bitumen, heated tank containers — we supply written procedures alongside them.

Ammonium nitrate is supplied only against verified end-user documentation, and we comply with the registration, record-keeping and security requirements of the destination market. Where an import permit or end-use declaration is required, that has to be in place before the order is confirmed.

Yes. We supply VLSFO at 0.50% sulphur, ULSFO at 0.10% for emission control areas, and HSFO at 3.50% for scrubber-fitted vessels. Every delivery comes with a bunker delivery note and a sealed MARPOL sample for port state control.

We do, in markets where local presence adds genuine value. Appointments are made on a defined territory and product basis, with performance expectations agreed at the outset. Get in touch with details of your market and the products you would want to represent.

Annual and multi-year term contracts are how most of our volume moves. They give you supply security and pricing visibility, and give us the forward position to secure refinery allocation. Terms can be fixed price, formula-linked to a published index, or a combination.

Send us the product and grade, the quantity, the packing you need, the destination port and your preferred incoterm. If you are not certain on grade or packing, tell us what the material is for and we will work it out with you. Quotations normally come back within one working day.

Use the contact form or email us directly and mark the enquiry technical. Questions about grade selection, specification equivalence, handling procedures or storage design go to our technical team rather than to a sales desk.