• 22.05

    EMEA Base Oil Price Report May 22, 2018

    With base oil prices continuing to rise, buyers are wondering how high they might go and worrying about the effects on finished lubricant prices.

    Values are climbing steadily, seeming to firm with almost every offer, including fixed price arrangements and those linked to indices, which are being severely tested at this time.

    Dated deliveries of Brent crude topped $80 per barrel at the end of last week before retreating to $78.35/bbl for July front month settlement during trading in London yesterday – not dissimilar from the price of one week ago. West Texas Intermediate crude has also marked time, posting yesterday at $71.60/bbl still for June settlement. ICE LS gas oil is also steady, having spiked up to over $700 before slipping to $670 per metric ton for June front month.

    Europe

    API Group I export prices throughout Europe continue to move upwards, with the price ranges moving further apart as some sellers try to push numbers to their limit while others appear content to accept lower levels in return for quick sales with prompt loading dates. Light solvent neutrals are now registering between $880/t and $905/t and heavier grades at $935/t-$965/t. Bright stock prices are being seen in really wide ranges with some lower-priced, lesser spec material at around $975 and mainstream versions at $990/t-$1,020/t.

    The above levels pertain to large cargo-sized parcels of Group I base oils sold on an FOB basis ex mainland European supply points.

    Group I prices for sales within Europe are continually moving upwards, and some sellers not waiting until month end to adjust prices, contending that they have to pay more for replacement products and are obligated to pass on the expenses. Sales are lively, possibly because many purchasers trying to beat further hikes.

    The differential between exports and intra-regional prices is unchanged this week at between €30/t-€80/t, export prices being lower.

    Group II levels are maintained this week, awaiting further developments. Light-viscosity grades are at $985/t-$1,025/t (€840/t-€876), and the heavier-vis grades between $1,065/t-$1090/t (€910/t-€930), basis FCA.

    Group III prices are following the moves made by Group I and Group II, albeit on a slower advance than these other types of base stocks. Demand is healthy, and

    buyers are being given individual pricing depending on their commercial relationship with the sellers. Some buyers are electing to pay earlier for lower prices, whilst others are negotiating on volume-linked contracts from which sellers can plan inventory and replacement stocks.

    Values rose this week to $1,010/t-$1,040/t CIF for 4 centiStoke and 6 cSt grades discharging in bulk into Antwerp-Rotterdam-Amsterdam and Northwestern Europe, and FCA sales in euros are now moving ahead to between €940/t-€975/t for the same grades when bearing partial slates of finished lubricant approvals. Base oils carrying fully approved ACEA and European OEM credentials and are now assessed between €965/t-€990/t for the 4 and 6 cSt and €910/t-€935/t for 8 cSt, basis FCA Antwerp-Rotterdam-Amsterdam.

    The latter prices are for ex rack or truck delivered smaller lots of Group III base oils and do not reflect material delivered in bulk to large users such as major blenders or additive manufacturers.

    Baltic and Black Seas

    Baltic trade appears to be brisk with a number of new cargoes for May being announced for discharge into the continent and the east coast of the United Kingdom, but again with a lack of large deep-sea parcels for receivers in West Africa. Nigerian traders and buyers were eager to point out that there are a number of ongoing inquiries placed with Baltic suppliers, but positive responses appear to have been missing.

    Suppliers have said that prices indicated to West Africa buyers have been countered to such an extent that it makes the business unworkable, hence these large cargoes remain notional at this time.

    Prices are still positive but at the same time have moved only marginally this week, perhaps due to a mid-month outlook. Rates are still very much firm. SN150 is now $850/t-$870/t, SN500 is $920/t-$945/t, while SN900 is $955/t-$980/t and bright stock $930/t-$1,055/t, all on an FOB basis.

    Black Sea markets report a smattering of local traffic this week with some Uzbek grades making their way into Turkish receivers, the first of these movements seen for some time. Other large parcels on an STS basis from Kavkaz, Russia, are being primed for loading later this month according to sources, with the throughput for this operation now more flexible due to the use of a larger mother ship.

    Sources have suggested that prices as low as $725/t are not credible for this operation since ex-gate prices for the Russian export grades would put prices above these levels by some $50/t or more. The figure of $725 was based on the assumption that delivered prices would have to compete with local material at destination.

    Inquiries and completed deals for Mediterranean cargoes moving into Gebze and Derince, Turkey are around the market, with Spanish and Greek cargoes figuring in these operations. Prices heard in offers and completed deals for Mediterranean Group I cargoes are around $935/t-$965/t for light neutrals and $975/t-$995/t for SN500 and SN600, basis CIF. Fully approved Group III base stocks ex Mediterranean in bulk are assessed offered into Gebze at around $1,075/t-$1,100/t CIF, or the equivalent in euros.

    Middle East Gulf

    Red Sea reports are that a cargo into Aqaba has been covered locally by Saudi Arabian suppliers out of Yanbu. This is in addition to the Mediterranean supply confirmed last week. No further news is yet available regarding the Sudanese requirement, although local agent sources imply that the cargo will be delivered by incumbent suppliers.

    Middle East Gulf sources report that Iranian cargoes are moving out of Bandar Bushehr and that a couple of parcels of SN500 will move out to the United Arab Emirates and to the West Coast of India during the next few days. No further news or speculation has been heard regarding the issuing of sanctions against Iran, which will obviously affect the movement of base oil cargoes should these sanctions be imposed.

    One major oil company has withdrawn from further joint activity in Iran with regard to a large gas project, and at the same time ship owner and operator Maersk has ceased operations out of Iran, citing trade with the U.S. to be ranked ahead of a presence in the Middle East Gulf.

    FOB prices for the exported Iranian SN500 base oil are expected to range between $855/t and $880/t.

    Group III exports from Al Ruwais, U.A.E., are reported this week for the West Coast of India with two potential cargoes of around 18,000 tons total moving during the last part of May. The main news announced last week is that the Al Ruwais refining operations are to get a major investment injection of $45bn resulting in a new complex for the production of all petrochemical products and derivatives. How this massive project will affect base oils is not yet clear, but the effects may be minimal.

    Actual and notional FOB rates are again posted higher this week to $895/t-$910/t both for 4 and 6 cSt grades from Al Ruwais and for Bapco-branded oils from Sitra, Bahrain. Sitra output branded by Neste, which has full slates of approvals, is selling around $935/t-$965/t.

    FOB levels are established on a netback basis using published shipping freight rates, and taking into account advised CIF prices from a variety of sources.

    Group II cargoes from Yanbu, Saudi Arabia, are being planned for receivers in the U.A.E. and India, both stand-alone cargoes and combined Group I and Group II shipments. At the same time, Group II base oils originally from the U.S. are available ex U.A.E. on an FCA, truck- or tote delivered basis. Prices for the latter are unchanged this week at $1,025/t-$1,060/t for 100N, 150N and 220N and $1,120/t-$1,170/t for SN500 and SN600.

    Africa

    There is news from West Africa that another large 10,000-ton parcel loading out of the U.S. Gulf Coast is en route to Nigeria. In addition, the Ghana tender will be delivered during June on a stand-alone basis and will not include Group I material for Guinea or the Ivory Coast.

    Based on information received last week, this could mean another U.S. Gulf Coast parcel will be loading later this month or in early June for receivers in Apapa, Nigeria. It is rumored that the latter cargo will be larger, up to 16,000 tons in total, with the possible inclusion of Group II grades.

    Prices for Group I base oils landing into Nigeria are indicated at the following levels: $943/t for SN150 and SN180, $998/t for SN500, SN600 and SN700, and $1,035/t-$1,060/t for bright stock from the U.S. Gulf Coast. These refer to large parcels of Group I delivered into Apapa.

    Ray Masson is director of Pumacrown Ltd., a trader and broker of petroleum products in London, U.K. Contact him directly at pumacrown@email.com.

  • 02.02

  • 10.10

  • 16.05

  • 01.12

  • 24.09

  • 06.09

    MAUS Aerosol Fire extinguisher now available in Finland via OCS Oil

    Ab OCS Oil Company Scandinavia Ltd is proud to announce and introduce a new product MAUS Aerosol Firefighter to the Finnish marketplace.

    When the russian cosmonauts where in need of a fire protection system that would work in space but not produce any residue - they invented the  technology that is the tecnology behind MAUS Xtin Klein. Conventional fire extinguishesr causes residues from powder and foam, but MAUS Xtin Klein extinguishes fire with harmless, potassium based smoke. No residue - only aerospace technology.

    The CE mark, or formerly EC mark, is a mandatory conformity marking for certain products sold within the European Economic Area (EEA) since 1985.[1] The CE marking is also found on products sold outside the EEA that are manufactured in, or designed to be sold in, the EEA. This makes the CE marking recognizable worldwide even to people who are not familiar with the European Economic Area. It is in that sense similar to the FCC Declaration of Conformity used on certain electronic devices sold in the United States.

    MAUS Xtin Klein is the only fire extinguisher that you can fit in your glove compartment.  It will always be only an armslength away. MAUS can extinguish all kinds of fires. You fight fire with potassium based smoke (completely harmless) and you don't have to decontaminate your car from powder or foam.

    When it comes to versatility MAUS Xtin Klein is unique . You never need to think "what kind of fire is this and do I have the right fire extinguisher for this kind of fire? ". MAUS withstands all fires. Here are examples of fires that it can handle : wood, furnishing , textile, petrol, diesel , LPG , ammonia , grease, oil, electricity ( up to 75,000 volts) , kerosene , mineral spirits , etc.


  • 03.06

  • 25.04

  • 21.08

  • 01.04

  • 18.08

    OCS presents Zaurac 4-30

    Ab OCS Oil Company Scandinavia ltd has added a new product to its line of high-quality products. In Finland developed and manifactured unprecedented Zaurac 4-30 LED Heavy Duty work light withstands impacts, vibration, acid, oil, and is resistant to 20 meters. Light output up to 3000 lumens and 4500 K brings daylight to night and helps against fatigue.

  • 12.06

  • 28.05

    OCS Oil has expanded its product range with domestic Ad Blue Air1 ®

    OCS Oil has expanded its product offerings to better serve our customers. You may now order from us domestic high quality Ad Blue Air1® Urea

    You can order your Ad Blue Air1® in 200-liter drums or 1000L IBC container.
    Ask for quote 010 322 4111 or write us at info@ocsoil.fi.

    Welcome!

  • 14.03

  • 19.05

  • 29.07

    ILSAC GF 6 Update, July 2013

    Fuel Economy, Fuel Economy, Fuel Economy As in the past, there is continued emphasis on three key performance features for GF-6 oils: improved fuel economy, reduced emissions and increased engine oil robustness.For the consumer, however, the biggest change revolves around fuel economyimprovement and, specifically, development of a new SAE 16 viscosity grade.

    Some Japanese OEMs have been pushing the development of an engine oil with lower viscosity than SAE 20 for fuel economy improvement. Lower viscosity oils have less internal fluid friction and, hence, contribute to fuel economy improvement. The SAE recently approved a new SAE 16 viscosity grade with a minimum high-temperature/high-shear (HTHS) viscosity of 2.3 cP, which is lower than the 2.6 cP minimum for SAE 20. This change introduces a significant difference with previous ILSAC performance standards.

    The biggest concern with an SAE 16 viscosity grade is engine durability with engines that are traditionally designed to operate on oil with a HTHS viscosity of 2.6 cP or higher. Since this new oil has a HTHS viscosity lower than current SAE 20 oils, several OEMs are concerned that such an oil will not have adequate oil film thickness to protect their engines designed for the higher viscosity oil. Therefore, the SAE 16 viscosity grade will not be usable in engines from all engine builders. Hence, to prevent confusion among consumers and misapplication of the new category, there will be two versions of ILSAC GF -6: GF - 6A for oils with 2.6 cP or higher HTHS viscosity and GF- 6B for oils with lower HTHS viscosity.

    GF - 6A is the logical successor to ILSAC GF -5, with viscosity grades SAE 0W - 20, 0W - 30, 5W - 20, 5W - 30 and 10W - 30, as well as the same HTHS viscosity limits as currently used. GF - 6A oils will be backward serviceable in those viscosity grades. GF - 6B will include SAE 0W -16 and SAE 5W -16 viscosity grades, but with a minimum HTHS viscosity of 2.3 cP. GF - 6B oils are not backward serviceable for most engines.
  • 25.09

    World Wide Fuel Charter 2013

    ACEA and worldwide automaker partners renew calls for worldwide fuels harmonisation

    Representing the vehicle and engine manufacturers from around the world, ACEA and the Worldwide Fuel Charter Committee is pleased to present the Fifth Edition of the Worldwide Fuel Charter.

    The Charter was first established in 1998 to increase understanding of the fuel quality needs of motor vehicle and engine technologies and to promote fuel quality harmonisation worldwide in accordance with those needs. Importantly, the Charter matches fuel specifications to the vehicle and engine specifications required to meet various customer needs around the world.

    The Fifth Edition introduces Category 5 for markets with highly advanced requirements for emission control and fuel efficiency. As many countries take steps to require vehicles and engines to meet strict fuel economy standards in addition to stringent emission standards, Category 5, which raises the minimum research octane number (RON) to 95, will enable some gasoline technologies that can help increase vehicle and engine efficiency. For diesel fuel, this category establishes a high quality hydrocarbon-only specification that takes advantage of the characteristics of certain advanced biofuels, including hydro-treated vegetable oil (HVO) and Biomass-to-Liquid (BTL), provided all other specifications are respected and the resulting blend meets defined legislated limits.

    Other changes from the previous edition include a new test method for trace metals and an updated gasoline volatility table. Significant changes relate to biodiesel: the Charter now allows up to 5% biodiesel by volume in Category 4 diesel fuel, has new diesel fuel oxidation stability limits and includes an alternative oxidation stability test method with correlations to other methods. The Charter also now references the E100 and B100 Guidelines published by the World Wide Fuel Charter Committee in 2009.

    As countries move toward more stringent vehicle and engine requirements, fuel quality’s role in preserving the functionality of vehicles and engines continues to grow. Sulphur-free and metal-free fuels remain critical prerequisites for ultra-clean, efficient and durable emission control systems. The most advanced vehicles and engines require the best fuel quality – as represented in Category 5 – to meet their design potential.

    The Committee appreciated the many comments submitted to the consultation version of this new edition of the Charter; they have helped make it a better document. We look forward to working with all stakeholders to support harmonised fuel quality specifications for the continued benefit of society.

    Worldwide_Fuel_Charter_5ed_2013.pdf

  • 13.09

    The next API heavy duty engine oil service category proposed for 2016.

    In an effort to keep you apprised of the latest industry news, we want to share an update on PC-11, the next API heavy duty engine oil service category proposed for 2016.

    The proposed PC-11 category reflects the need for the following:

    New U.S. fuel efficiency standards for heavy duty on-road trucks.
    Replacement of current engine tests that are becoming obsolete.
    Improvements in shear stability, thermal stability and biodiesel compatibility.

    In addition, this new API service category will likely—for the first time—include a “fuel economy” SAE xW-30 with a low HTHS (high temperature/high shear) requirement.  As a result, there may be two versions of SAE xW-30 oil.

    Read more in detail here pdf

  • 01.01

    FIND NOW CONOCO IN AGCO STORES

    Ab OCS Oil Company Scandinavia Ltd and AGCO FINLAND OY made OCS OIL history 1.1.2013 when Valtra Oy took high-quality CONOCO lubricants and TUBI grease Guns to their retail stores. It is now even easier to find the CONOCO products near you. Find your Valtra retail store here.

  • 29.03

    ILSAC GF-5: New API Performance Standard for Passenger Car Engine Oils

    The newest engine oil performance standard for automotive gasoline engines,
    ILSAC (1) GF-5, becomes official October 1, 2010. ILSAC GF-5 defines
    the performance requirements for engine oils for use in 2011 model-year vehicles

    Development of ILSAC GF-5 targeted three key performance improvements relative to ILSAC GF-4:
    (1) improved fuel economy; (2) improved engine oil robustness, in particular piston
    cleanliness and engine sludge protection; and (3) improved protection of emissions control systems.

    In addition, new performance criteria are included to demonstrate compatibility with E85 fuel,
    turbocharger protection (from deposits).

    Please click on the link for the full bulletin in a downloadable PDF format:
  • 16.03

    New API kategories CK-4 ja FA-4 for HDEO

    In an effort to keep you apprised of the latest industry news, we want to share an update on PC-11, the next API heavy duty engine oil service category proposed for 2016.

    It’s now official! Implementation of PC-11 will result in the creation of two new API service classifications: CK-4 and FA-4. Products meeting these classifications will be available at first licensing in December 2016. CK-4 will provide improved performance over the traditional protective features of CJ-4. The new fuel efficient FA-4 category, specific to xW-30 grades, must pass the same qualification tests and limits as CK-4.

    As a quick review, the three main drivers for the new and expanded PC-11 service categories are:

        -New U.S. fuel efficiency standards for heavy-duty on-road trucks
        -Replacement of current engine tests that are becoming obsolete
        -Improved oil quality in terms of shear stability, thermal stability, aeration control and oxidation control

    Split Category

    The new API Service Category now provides choices for SAE xW-30 oils.

       CK-4 SAE xW-30 oil will remain unchanged compared to the current CJ-4 minimum HTHS viscosity requirement of 3.5 cP. This oil would be backward compatible with engines built prior to the 2017 model-year.
        FA-4 SAE xW-30 oil provides fuel economy by formulating to the lower HTHS viscosity of 2.9-3.3 cP. Caution is warranted in choosing between these options. Generally speaking, FA-4 products are intended to be used with the next generation of engine technology. OEM assessment of the FA-4 classification is currently underway and backwards compatibility is yet to be determined. Moreover, FA-4 products MAY end up being limited to certain engine designs in specialized service. Some off-road and agriculture OEMs are not likely to support the use of low HTHS oils in their engines because of durability concerns.

    Improved performance of PC-11 oils is needed to ensure protection for the increasingly demanding conditions from today's engines. Among other things, new engines will operate with much higher sump temperatures. Some of the new engines may be equipped with active oil temperature control which at times may heat the oil.

    Universal Oils

    In addition to the split of CK-4 and FA-4, also new for 2016 is the chemical restrictions placed on HDEOs dually qualifying for gasoline application. Over concerns of catalytic converter poisoning, a Phosphorous Limit of 0.08 wt% max. will be imposed. Phosphorous based chemistry has long been demonstrated to be an extremely effective anti-wear agent. As such, novel chemistries have been developed in response to this restriction. Consumers who have off-road or otherwise place extreme demands on the oil may choose a “diesel only” fluid versus a universal oil.

    Phillips 66 Lubricants will have a complete line of market-leading PC-11 products suitable for the full spectrum of customer needs. Extensive evaluations in the field and the lab have allow us to seek out the best performing technologies and optimized formulations for this challenging next generation of Heavy Duty Diesel Engine Oils.