A bitumen supplier in Tunisia has to answer two questions that most single-country guides skip. The first is which grading system your tender actually uses — Tunisia’s EU association agreement means many specifications cite EN 12591 rather than ASTM, and a 60/70 offer against a 35/50 requirement is not equivalent. The second is which Tunisia you are paving: the Mediterranean north and the Saharan south are roughly 500 km apart and need different binders.
ZUMRUT INT Co. supplies penetration, oxidized, cutback and emulsion grades into Tunisia, loading from Mersin with one of the shortest transit times of any market we serve. Every shipment carries a batch certificate of analysis issued before loading, stated against the standard your contract names — EN, ASTM or a project specification.
The standards question: EN or ASTM?
This is the first thing to settle, because it determines whether your offer is technically compliant before anyone looks at the price.
Tunisia’s association agreement with the European Union has pulled much of its public procurement toward European norms. Road tenders frequently cite EN 12591 grades. Private and some industrial work still uses ASTM penetration naming. Both appear in the market, sometimes in the same project.
| EN 12591 grade | Penetration range | Nearest ASTM equivalent | Where it fits in Tunisia |
|---|---|---|---|
| 20/30 | 20–30 dmm | Harder than 40/50 | Specialist heavy-duty work; rarely specified |
| 35/50 | 35–50 dmm | 40/50, approximately | Southern interior, heavy traffic corridors |
| 50/70 | 50–70 dmm | 60/70, approximately | The volume grade for the coastal north |
| 70/100 | 70–100 dmm | 80/100, approximately | Cooler northern winters, surface dressing |
Approximately is doing real work in that table. EN and ASTM grades overlap in penetration but the specifications differ in the other tests — EN 12591 requires the Fraass breaking point and specifies retained penetration after RTFOT, neither of which appears on a standard ASTM D946 certificate. A batch can satisfy 60/70 and fail 50/70 on a test that was never run. If your tender names an EN grade, ask for a certificate that reports against EN, not one that reports against ASTM with a note claiming equivalence. Our grade equivalence chart sets out where the two systems diverge.
Two climates, one country
Tunisia runs from Mediterranean coast to Saharan interior over a relatively short distance, and the binder that works in Bizerte is wrong in Tataouine.
| Zone | Cities | Conditions | Grade | Reasoning |
|---|---|---|---|---|
| Northern coast | Tunis, Bizerte, Nabeul | Mediterranean — hot dry summers, cool wet winters | 50/70 or 60/70 | Moderate temperature swing; winter rainfall makes adhesion matter |
| Central coast | Sousse, Monastir, Mahdia | Warmer, drier than the north | 50/70 or 60/70 | The national default; adequate for tourist-corridor traffic |
| Sahel and Sfax region | Sfax, Kairouan | Transitional, hot summers | 60/70, 35/50 on heavy routes | Industrial and port traffic loads the pavement harder than tourism does |
| Southern interior | Gabès, Gafsa, Tozeur, Tataouine | Semi-arid to desert; summer above 45 °C | 35/50 or 40/50 | Rutting resistance governs at these surface temperatures |
| Phosphate and mining corridors | Gafsa basin, Gabès industrial zone | Heavy slow-moving freight, high heat | 40/50 or PMB | Standing and slow loads damage pavement more than moving loads at the same axle weight |
| Airports and high-stress pavement | Tunis-Carthage, Enfidha, Djerba | Point loading plus heat | PMB | Elasticity and deformation resistance beyond an unmodified binder |
The one that catches people out
The instinct in the south is to specify the hardest available grade. That is usually right in Tunisia — unlike the Namib or the Andes, the Tunisian Sahara does not have an extreme nightly temperature collapse, so thermal cracking is less of a constraint than rutting.
But the north is a different problem. Coastal Tunisia gets real winter rainfall, and where moisture damage and stripping are the observed failure mode rather than rutting, a harder binder makes it worse. Ductility is what holds aggregate through wetting and drying cycles. If your coastal sections are ravelling rather than rutting, moving to 80/100 or 70/100 is the correct response, not a harder grade.
Grade selection by application
| Application | Recommended grade | Reasoning |
|---|---|---|
| Flexible pavement, north and coast | 50/70 or 60/70 | Balanced stiffness and low-temperature performance for Mediterranean conditions |
| Flexible pavement, southern interior | 35/50 or 40/50 | Resists rutting where surface temperature exceeds 60 °C |
| Surface dressing and chip seal | 70/100 or CRS-2 emulsion | Softer binder wets and holds the chip; aged binder is the main cause of chip loss |
| Prime coat | MC-30, MC-70 | Low humidity inland aids solvent curing; MC-30 for tight bases |
| Tack coat | CSS-1, CRS-1 | Cationic where coastal humidity leaves surfaces damp |
| Roof and building waterproofing | Oxidized 85/25 or 95/25 | 85/25 on the coast; 95/25 in the south where roof surfaces exceed 75 °C |
| Adhesives and sealing compounds | Oxidized 90/15 | Holds under load with tolerance for slight substrate movement |
| Foundation damp proofing | Oxidized 90/40 | Thermal stability with retained flexibility for substrates that move |
| Pipeline and steel coating | Oxidized 115/15 | Anti-corrosion enamel, particularly for coastal installations in salt air |
| Highways, airports, bridge decks | PMB | Improved elasticity and deformation resistance under concentrated loading |
Ports and logistics
Tunisia has four ports that handle bitumen, and the right one depends on where the project is rather than which is largest.
| Port | Serves | Notes |
|---|---|---|
| Rades | Tunis, the north, the Cap Bon peninsula | The main commercial port. Handles the largest volumes and the most frequent sailings |
| Sfax | Central and southern Tunisia, inland projects | Second commercial port; shortens the inland leg for Sahel and Kairouan work |
| Bizerte | The far north, industrial zone | Handles industrial cargo including construction materials |
| Gabès | The south, desert-region projects | Serves the southern interior and the chemical industrial zone. Shortest road leg for Tataouine and Medenine |
Tunisia has the shortest transit of any market we serve. Five to ten days from Mersin, against 25 to 35 for southern Africa. That matters more than it sounds: short transit means less exposure to freight rate movement between booking and sailing, less working capital tied up in cargo at sea, and the ability to respond to a tender award without a two-month lead time.
Packing
| Packing | Per 20′ container | Best for |
|---|---|---|
| 180 kg new steel drum | 80 drums ≈ 14.4 MT | Inland and southern sites without heated discharge |
| 200 kg new steel drum | 80 drums ≈ 16 MT | Lower packing cost per tonne where handling allows |
| 300 kg jumbo bag | Up to 22 MT | Sites with forklift or crane |
| Bulk bitutainer | 20–25 MT | Asphalt plants near Rades or Sfax with heated storage |
Because the sailing is short, bulk is more viable for Tunisia than for most African destinations — the material spends less time in transit and reaches an asphalt plant sooner. For southern interior projects, drums remain the practical choice.
The Tunisian construction market
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National road network
Motorway extension southward and rehabilitation of the trunk network connecting the coast to the interior.
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Tourism infrastructure
Access roads, airport pavement and resort development along the Sahel coast and on Djerba.
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Phosphate and mining
The Gafsa basin generates heavy haul road demand and dust suppression requirements.
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Urban development
Greater Tunis, Sfax and Sousse drive urban paving, drainage and building waterproofing.
There is no domestic bitumen production in Tunisia, so all supply is imported. That makes supplier reliability and certificate quality more consequential than in markets with a local fallback.
Price of bitumen in Tunisia
The FOB figure is only part of the landed cost, but for Tunisia the freight component is unusually small.
| Cost component | Moves with | Notes |
|---|---|---|
| Base bitumen price | Crude and vacuum bottom | The dominant component. Tracks crude with a lag of a few weeks |
| Ocean freight | Vessel availability, routing | Among the lowest of any market we serve — short Mediterranean haul from Mersin |
| Packing | Drum, jumbo bag or bulk | Short transit makes bulk more viable than on longer routes |
| Import duty and taxes | Tunisian tariff, EU association terms | Bitumen falls under HS 2713.20. Confirm the rate with your broker |
| Port and clearance | Handling, storage, demurrage | Free time matters; slow clearance becomes real cost |
| Inland trucking | Distance from the discharge port | Choosing Sfax or Gabès over Rades can save more than the freight difference |
Among the grades, 60/70 is the benchmark because it is the highest-volume product and the base others price against. Harder and softer grades carry a differential, and cutback prices follow the solvent as much as the bitumen. Indicative CFR levels for Tunisia and other markets are on our bitumen price by country page.
Importing bitumen into Tunisia
Tunisia does not operate a pre-shipment verification of conformity scheme of the kind Nigeria or Kenya use. Clearance runs on standard customs documentation.
| Document | Issued by | Purpose |
|---|---|---|
| Commercial invoice | Seller | Value, parties, Incoterm, HS code |
| Packing list | Seller | Drum count, net and gross weight, container and seal numbers |
| Bill of lading | Shipping line | Title and contract of carriage |
| Certificate of origin | Chamber of commerce at origin | Country of production; determines duty treatment |
| Certificate of analysis | Producer QC or independent lab | Batch conformity to the named standard — EN or ASTM, as your contract requires |
| Safety data sheet | Producer | Hazard information. French version advisable |
| Inspection certificate | SGS, Bureau Veritas, Intertek | Independent quality and quantity verification at loading |
Tunisia is francophone and official documentation is handled in French, with Arabic for some administrative purposes. Commercial documents in English are generally accepted, but a French safety data sheet and French technical documentation smooth the process considerably. We supply both. The full picture is in our bitumen export documentation guide.
Why choose ZUMRUT as your bitumen supplier in Tunisia
Payment terms are 30% by TT in advance with the balance settled against a copy of the bill of lading, and an irrevocable letter of credit at sight for repeat contracts. The balance falls due only once the cargo is on the water and documented, so you are not paying in full against an undelivered shipment.
- Certification against the standard your tender names — EN 12591, ASTM D946 or a project specification, with the tests that standard requires actually run and reported.
- Batch certificate of analysis before loading, with the lot number, production date and each measured result — not a generic typical-values sheet.
- Grade advice for the actual zone, including the honest point that a harder grade is wrong where coastal sections are ravelling rather than rutting.
- Five to ten day transit from Mersin, which is among the shortest of any market we serve.
- Delivery to whichever port suits the project — Rades, Sfax, Bizerte or Gabès — rather than defaulting to the largest.
- French documentation where required, including the safety data sheet.
- Third-party inspection accepted at the load port by SGS, Bureau Veritas, Intertek or the surveyor you name.
- Minimum order 100 MT, roughly seven 20-foot containers of drummed product. Mixed grades accepted where each grade fills a container.
Frequently asked questions
Which bitumen grade is best for Tunisia?
It depends on the zone. 50/70 or 60/70 for the northern and central coast, which covers most of the network. 35/50 or 40/50 for the southern interior where summer temperatures exceed 45 °C and rutting governs. Polymer modified binder for airports, bridge decks and high-stress highway sections. For coastal areas showing ravelling rather than rutting, a softer grade such as 70/100 is the correct response rather than a harder one.
Does Tunisia use EN or ASTM bitumen grades?
Both appear, sometimes in the same project. Tunisia’s association agreement with the EU has pulled much public procurement toward EN 12591, so road tenders frequently cite EN grades such as 35/50 and 50/70. Private and industrial work still uses ASTM penetration naming. Check which your tender specifies before quoting, because the two are not interchangeable on the certificate.
Is EN 50/70 the same as ASTM 60/70?
Not exactly. The penetration ranges overlap, but EN 12591 requires tests that ASTM D946 does not — the Fraass breaking point and retained penetration after RTFOT among them. A batch can satisfy 60/70 and fail 50/70 on a test that was never run. If your tender names an EN grade, ask for a certificate reporting against EN rather than an ASTM certificate with an equivalence note attached.
Which port should bitumen be discharged at in Tunisia?
Rades for Tunis, the north and Cap Bon; it handles the largest volumes and the most frequent sailings. Sfax for central and southern projects, which shortens the inland leg considerably. Bizerte for the far north and its industrial zone. Gabès for the southern interior — the shortest road leg for Tataouine and Medenine. Choosing the right port often saves more than the freight difference between them.
How long does shipping to Tunisia take?
Five to ten days from Mersin, which is among the shortest transits of any market we serve. Short transit means less exposure to freight rate movement between booking and sailing, less working capital tied up in cargo at sea, and the ability to respond to a tender award without a two-month lead time. Add three to seven days for the bill of lading after sailing.
Does Tunisia require a certificate of conformity?
No. Tunisia does not operate a pre-shipment verification of conformity scheme like Nigeria’s SONCAP or Kenya’s PVoC. Clearance runs on standard customs documentation. What matters on the supply side is a batch certificate of analysis against the standard your contract names, with the tests that standard requires actually performed.
Why is a harder grade sometimes wrong in northern Tunisia?
Because a harder binder has lower ductility, and ductility is what holds aggregate in place through repeated wetting and drying. Coastal Tunisia gets real winter rainfall, and where moisture damage and stripping are the observed failure mode rather than rutting, a harder grade makes the problem worse. Diagnose the failure before choosing the grade.
What packing works best for Tunisian projects?
Bulk bitutainer is more viable for Tunisia than for most African destinations because the sailing is short, provided the receiving asphalt plant has heated storage. For southern interior sites without discharge equipment, steel drums remain the practical choice. Jumbo bags suit sites with a forklift or crane.
What is the HS code for bitumen in Tunisia?
Petroleum bitumen, including penetration and oxidized grades, falls under HS 2713.20. Bitumen emulsion and cutback fall under 2715.00. National tariffs add further digits and EU association terms may affect the rate, so confirm the full code and current duty with your customs broker before contracting.
Do you provide documentation in French?
Yes. Tunisia is francophone and official documentation is handled in French, with Arabic for some administrative purposes. We supply the safety data sheet in French and can provide French technical documentation. Commercial documents are issued in English as standard, which is generally accepted for clearance.
What are your payment terms?
30% by TT in advance with the balance settled against a copy of the bill of lading, and an irrevocable letter of credit at sight for repeat contracts. The balance falls due only once the cargo is on the water and documented.
Can you supply oxidized bitumen and emulsion to Tunisia?
Yes. Alongside penetration grades we ship oxidized bitumen for roofing, waterproofing and pipe coating, cationic and anionic emulsion for surface dressing and tack coats, cutback grades for prime coats, polymer modified binder and membrane.
Related pages
Product specifications: bitumen 60/70, bitumen 50/70, bitumen 40/50, bitumen 80/100, polymer modified bitumen and oxidized bitumen. For cross-referencing EN against ASTM grades, see the bitumen grade equivalence chart. For storage limits, see the shelf life and storage guide. For shipment paperwork, see the export documentation guide.
Regional markets we also supply: Mauritania, Togo and Namibia. Indicative pricing for more than forty markets is on our bitumen price by country page, and the full network in our global bitumen supply guide.
Order bitumen for Tunisia
Send us the grade as your tender names it — EN or ASTM — the quantity, the packing and the discharge port. If the project is in the southern interior, tell us and we will advise on the grade rather than shipping what the coast uses. We will confirm what the certificate of analysis will state, against the right standard, before you commit.
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