For the week of 26 July 2026, our FOB levels are USD 530 ±10 per metric ton for Bitumen 60/70 in new steel drums and USD 520 ±10 in one-ton jumbo bags. Bitumen 80/100 is USD 532 ±10 drummed, Bitumen 40/50 and VG grades USD 535 ±10, Iraqi-origin drummed USD 515 ±10, and oxidized bitumen in 25 kg bags USD 740 ±10. Bulk cargo runs from USD 335 ±5 FOB Iran to USD 598 ±5 FOB West Africa.

Where you land inside each band depends on four things: quantity, destination port, payment terms and how tight your loading window is. Ten containers on TT advance with a flexible shipment month price at the bottom of the band; one container on an LC with a fixed loading week prices at the top. Send us the grade, packing, quantity, Incoterm and destination port and you will have a firm written offer naming one exact figure, with a validity date, the same working day.

As of 26 July 2026, Bitumen 60/70 is USD 530 ±10 per metric ton FOB in new steel drums and USD 520 ±10 in one-ton jumbo bags. The USD 10 spread between the two is the drum premium: steel, liners, pallets and the container volume you lose because 80 drums hold 12 MT where 20 jumbo bags hold 20 MT. On a landed basis that volume difference usually matters more than the USD 10 itself.

Bulk is where the real saving sits, but it is origin-dependent rather than a simple discount: FOB Iran is USD 335 ±5 while FOB Mideast Gulf is USD 550 ±5 for the same specification. If you can accept Iranian origin and have heated discharge at destination, that is the largest single saving available. If you cannot, drummed or jumbo-bag cargo from the Gulf or Turkey is the practical route. Full specification is on our Bitumen 60/70 page.

A 20-foot container holds 80 steel drums. The tonnage depends on drum net weight:

• 150 kg drums (short drum) → 80 drums = 12 MT net; 6.67 drums per metric ton.
• 180 kg drums (long drum) → 80 drums = 14.4 MT net; 5.56 drums per metric ton.

For comparison, one-ton jumbo bags load 20 bags for 20 MT per 20′, and a bitutainer or flexitank carries 20–24 MT. Always confirm net weight and tare on the offer sheet, because drum gauge and container tare vary by supplier and shipping line.

Multiply the price per metric ton by the drum net weight in kilograms, then divide by 1,000. A quotation of USD 550 per MT on 150 kg drums works out at USD 82.50 per drum. On 180 kg drums the same per-ton price is USD 99.00 per drum.

To get the container value, multiply the per-ton price by the net cargo per container: USD 550/MT on 150 kg drums is USD 6,600 per 20′ FCL on an FOB basis, before ocean freight. One further caution when comparing indices: some North American postings quote per short ton, which is 0.907 metric tons, making them look roughly 10% cheaper than they are.

FOB (Free On Board) covers the cargo loaded on board the vessel at the origin port; you arrange and pay ocean freight, marine insurance, import duty and clearance. CIF (Cost, Insurance and Freight) adds ocean freight and marine insurance to the seller's account, so the number is higher but covers more. CFR sits between the two: freight included, insurance on your account.

The practical consequence is that FOB and CIF quotations are not comparable unless the Incoterm and named port match exactly. On long routes freight can be 15–25% of landed cost, which is more than most negotiated discounts. If you are running a tender, specify one Incoterm and one destination port for every bidder. Definitions follow the ICC Incoterms® 2020 rules.

Yes, but loosely and with a lag. Bitumen is the vacuum residue left after crude distillation, so its cost tracks Brent — typically two to six weeks behind, and never one-to-one. A working rule across the trade is that a USD 10 per barrel move in Brent feeds through to roughly a 15–25% change in bitumen price per ton.

The complication is that vacuum residue has an alternative buyer. When high-sulphur fuel oil cracks are strong, refiners divert residue into bunker blendstock instead of paving binder, bitumen supply tightens, and export prices firm even on a flat or falling crude day. If you are timing a purchase, watch the HSFO crack alongside the EIA Brent spot series, not Brent alone.

Our minimum order is 100 metric tons for containerised cargo. That works out neatly as five 20-foot containers of one-ton jumbo bags (20 MT each), or eight to nine 20-foot containers of 150 kg drums (12 MT each, so 96–108 MT depending on how you round). Tell us which packing you want and we confirm the exact container count and tonnage on the offer.

The minimum sits at 100 MT rather than a single container for a practical reason: documentation, third-party inspection and terminal handling are largely fixed per shipment, and spread across 12 tons they add so much per ton that the price stops being competitive for you. At 100 MT those costs are diluted enough that the figure we quote is one you can actually trade on.

For bulk cargo the minimum depends on vessel size and loading port, typically from around 3,000 MT for a dedicated parcel. Emulsion and cutback in flexitank have their own minimums driven by tank capacity. If your requirement is below 100 MT, tell us anyway — we can sometimes consolidate you with another shipment to the same port, though not every month.

Three standard structures. TT advance — telegraphic transfer before loading, in full or as a deposit with balance against shipping documents; the cheapest for the buyer because it carries no finance cost. LC at sight — irrevocable letter of credit from an acceptable bank, payable on presentation of documents; protects both sides on larger contracts but carries bank charges, so expect a modest premium per ton. Balance against documents — deposit at order confirmation, balance released against scanned bill of lading and certificate of analysis, for repeat buyers with a track record.

Payment terms are part of the price. The longer the gap between our payment to the refinery and your funds arriving, the more working capital sits in the deal, and that cost is priced in.

Regularly to West, East and Southern Africa; South and South-East Asia including India, Bangladesh, Malaysia, Vietnam, Thailand, Cambodia, Indonesia and the Philippines; East Asia including China, Taiwan and South Korea; across the GCC and wider Middle East; the CIS and Caucasus; and into Europe and Latin America on a project basis.

We load from Jebel Ali in the UAE, Iskenderun and Mersin in Turkey, and Bandar Abbas in Iran, which between them cover most destinations efficiently. Origin also determines your certificate of origin and therefore duty treatment, so tell us if your buyer or lender has origin restrictions. Market-by-market detail is on our bitumen supplier by country page.

We review the export price list weekly and re-issue it when the market has moved enough to matter, and sooner in volatile weeks — a sharp crude move, a freight disruption, a refinery turnaround announcement. That is why fixed figures are not posted on this page: a published number is out of date within days, and quoting a stale price to a buyer who then commits to it serves nobody.

Every written offer carries its own validity period, stated on the offer sheet. Inside that window the price is firm and we honour it. Outside it, ask again and we re-quote against current levels.

Fastest route is WhatsApp — message +90 507 246 95 20 or +98 913 288 4959 with your grade, packing, quantity, destination port and required Incoterm, and our desk replies the same working day. You can also email info@bitumenoxidised.com or use the contact form.

Include those five details and you get a firm number first time instead of a round of clarifying questions. If you are not sure which grade you need, describe the application and the climate instead, and our technical team will recommend a grade before quoting.