As an element of its 2020 Strategic Plan, the National Renderers Association continue to pay attention to the creation of international markets. This attention is timely given the new realities taking shape for North American renderers: opening of China markets for tallow and poultry products, a need shift to vegetable diets within the feed industry, and increased utilization of rendered fats and oils as feedstock for biodiesel, for example. Many United States Of America suppliers who wish to survive in a ever-changing marketplace must prepare to compete abroad.
A presence in foreign markets takes a capable logistics partner as well as the right modality. For rendered fats and greases, flexitanks are uniquely suitable for the needs of international transportation, yet the flexi tank is simply one half of the equation. Working with a vertically integrated flexitank provider reduces risk, miscommunication, as well as the challenges of managing multiple points of contact. Shippers should exercise due diligence while seeking for the right logistics partner. As Red Adair, the famous oil well firefighter, said, “If you think it’s costly to work with a professional for the job, hold back until you hire an amateur.” For the reason that spirit, following is really a brief background around the flexitank industry and inquiries to guide shippers in distinguishing between expert and inexperienced, undercapitalized logistics providers.
From the 1980s for the early 2000s, most flexitanks were reusable rubber tanks that had to be repositioned and cleaned between loads, increasing costs and lead times for shippers. This also made them operationally indistinguishable from International Organization for Standardization (ISO) tanks. In 2001, the only-layer, recyclable flexitank was perfected employing a linear low density polyethylene, thus transforming the industry.
The principal benefit flexitanks offer nonhazardous liquids, including animal fats and recycled oils, is a reduction in unit shipping costs by maximizing product payload. By some estimates, up to 30 percent more product could be shipped per container using flexitanks as compared with totes, intermediate bulk containers, or drums.
The protection of product and personnel really should not be overlooked. All things considered, what good is really a competitive freight rate if item is rejected or personnel are injured? The one-layer, single-use Oil Flexitank created from virgin polyethylene is kosher, halal, European Union, and Food and Drug Administration compliant, and eliminates contamination risk from prior products. Unlike ISO tanks, which require repeated washes and quite often entry by cleaning personnel, flexitanks can be a closed system from manufacturer to supplier to receiver. Additionally, there is absolutely no probability of moisture caused by inadequate cleaning practices or condensation because of fluctuations in ambient temperature. They are both common causes for rejection of ISO tanks by loading supervisors.
Personnel should not have to manually manipulate the flexitank to obtain a whole discharge. There exists a common misconception that flexitanks needs to be “rolled such as a toothpaste tube” to obtain every one of the product out. Shippers are usually surprised to discover this can be a breach of safety and health protocol. The single-layer flexitank system was designed to be operated externally – no climbing into or along with the container just like ISO tanks. Translucent material is an additional advantage of single-layer technology and allows load supervisors to see the product from the flexitank during loading and discharge, something that is not possible with multilayer flexitanks because of an outer layer of polypropylene.
No less important than cost and safety factors are ease of use. Full-service providers arrange for the container to reach pre-fit in the loading facility. For rendered fats and greases, a heater pad is positioned within the flexitank to promote efficient discharge at destination. What’s more, most single-layer flexitanks are equipped with the identical cam lock valve as ISO tanks. Precursors towards the modern day flexitank experienced a valve ahead, but newer designs have reoriented the valve to the foot of the flexitank. Bottom discharge procedure makes for a better experience for receivers.
Finally, single-layer flexitanks are sustainably designed. They can be recycled for usage in consumer packaging, geomembranes, and other large-scale applications.
First, shippers should elect to use globally integrated providers. A lot of companies that manufacture flexitanks tend not to get involved in the logistics process and viceversa. Moreover, many forwarders who purchase flexitanks do not possess appropriate tech support over a global scale.
Second, shippers ought to know how to shop flexitank providers and separate expert and inexperienced, undercapitalized providers. These questions should help shippers get past marketing gimmicks and find a solid partner using a global network.
The number of wholly-owned factories does the business have? If none, they could have difficulty guaranteeing quality without manipulating the means of production. Even joint ventures between logistics providers and flexitank manufacturing companies have proven insufficient to ensure quality. The costliest flexitank is actually a cheap flexitank.
How does the logistics provider guarantee flexitanks are certainly not sourced from different manufacturers? Quality standards vary among flexitank manufacturers. Shippers should expect a similar quality product whether they are exporting from South Dakota or South Korea. Further, global inventories take time and effort to control so positioning flexitanks to fulfill shipper demand must be handled by a dedicated fleet manager to ensure flexitanks are properly handled and meet uniform quality standards.
The amount of research and development staff are hired by the corporation? Scale matters, as does a collaborative design process, which yields an improved product and a lot more frequent innovation.
What technical presence and repair exists, as well as what cost? Tech support needs to be within the door-to-port/door rate and available globally night and day. Technical personnel should be onsite for load and discharge to train plant personnel and as needed through the supply chain.
The number of full-time technical personnel are utilized by the corporation? Where could they be located? Ask the provider to distinguish between dedicated technical personnel and sales or another staff doubling as technicians.
The number of facilities and offices does the company have globally? Can they communicate from the local language of your respective customer? Ask the provider to differentiate between their own personal offices and third-party agents to comprehend how big their network and also the capital investment they already have made therein.
What automated key performance indicator reports are sent to customers? Shippers should have the option to obtain regular, automated reports detailing transit times, expected departure and arrival dates, container numbers, vessel changes, non-conformities, etc.
How are non-conformities measured? Anything that causes a delay or disruption within the supply chain needs to be investigated by qualified personnel (often technical managers), documented, 95dexlpky communicated towards the shipper immediately.
What insurance guarantees are provided? Marine cargo transit insurance covers all modes of transport, namely sea, road, rail, or inland waterways. Product and freight ought to be covered under the policy. Shippers should also confirm whether general average is included beneath the standard policy.
What is the deductible in case there is a loss? Some flexitank emergency support providers give you a no-deductible insurance policy for a fair premium.
Once shippers locate a globally integrated logistics partner, choose door-to-port/door service. The right partner will consolidate tasks and present support at critical points from the supply chain. This simply means fewer vendors to manage, less invoicing, reduced probability of miscommunication and delays, as well as a transfer of liability away from their business. Who doesn’t want that?