As part of its 2020 Strategic Plan, the National Renderers Association will continue to focus on the development of international markets. This attention is timely due to the new realities taking shape for North American renderers: opening of China markets for tallow and poultry products, a need shift to vegetable diets inside the feed industry, and increased consumption of rendered fats and oils as feedstock for biodiesel, for example. Many U . S . suppliers who want to survive within an ever-changing marketplace must prepare to compete abroad.
A presence in foreign markets requires a capable logistics partner along with the right modality. For rendered fats and greases, flexitanks are uniquely suited to the needs of international transportation, however the flexibag is simply 1 / 2 of the equation. Using 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 best logistics partner. As Red Adair, the famous oil well firefighter, said, “If you believe it’s expensive to engage a professional for the job, delay until you hire an amateur.” In this spirit, following is a brief background about the flexitank industry and inquiries to guide shippers in distinguishing between expert and inexperienced, undercapitalized logistics providers.
From your 1980s on 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 made them operationally indistinguishable from International Organization for Standardization (ISO) tanks. In 2001, the one-layer, recyclable flexitank was perfected utilizing a linear low density polyethylene, thus transforming the industry.
The main benefit flexitanks offer nonhazardous liquids, including animal fats and recycled oils, is a decrease 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 to totes, intermediate bulk containers, or drums.
The protection of product and personnel ought not to be overlooked. In fact, what good is actually a competitive freight rate if item is rejected or personnel are injured? The single-layer, single-use ISO tank made out of 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 sometimes entry by cleaning personnel, flexitanks can be a closed system from manufacturer to supplier to receiver. Additionally, there is no chance of moisture caused by inadequate cleaning practices or condensation due to fluctuations in ambient temperature. Both are common causes for rejection of ISO tanks by loading supervisors.
Personnel should not have to manually manipulate the flexitank to achieve a complete discharge. You will find a common misconception that flexitanks should be “rolled similar to a toothpaste tube” to acquire all of the product out. Shippers tend to be surprised to learn this really is a breach of health and safety protocol. The single-layer flexitank system was designed to be operated externally – no climbing into or on top of the container just like ISO tanks. Translucent material can be another good thing about single-layer technology and allows load supervisors to find out this product within the flexitank during loading and discharge, an issue that is not possible with multilayer flexitanks because of an outer layer of polypropylene.
No less important than cost and safety factors simplicity. Full-providers plan for the container to reach pre-fit on the loading facility. For rendered fats and greases, a heater pad is positioned beneath the flexitank to advertise efficient discharge at destination. What’s more, most single-layer flexitanks come with the identical cam lock valve as ISO tanks. Precursors to the modern day flexitank enjoyed a valve ahead, but newer designs have reoriented the valve to the base of the flexitank. Bottom discharge procedure makes for an improved experience for receivers.
Finally, single-layer flexitanks are sustainably designed. They may be recycled to be used in consumer packaging, geomembranes, along with other large-scale applications.
First, shippers should elect to work with globally integrated providers. Many businesses that manufacture flexitanks do not be involved in the logistics process and the other way around. Moreover, many forwarders who purchase flexitanks do not have appropriate tech support with a global scale.
Second, shippers should know how to buy flexitank providers and distinguish between expert and inexperienced, undercapitalized providers. The following questions should help shippers work through marketing gimmicks and locate a solid partner having a global network.
How many wholly-owned factories does the company have? If none, they may have difficulty guaranteeing quality without governing the methods of production. Even joint ventures between logistics providers and flexitank manufacturing companies have proven insufficient to ensure quality. The costliest flexitank is really a cheap flexitank.
How does the logistics provider guarantee flexitanks usually are not sourced from different manufacturers? Quality standards vary among flexitank manufacturers. Shippers should expect exactly the same quality product if they are exporting from South Dakota or South Korea. Further, global inventories are hard to deal with so positioning flexitanks in order to satisfy shipper demand needs to be handled with a dedicated fleet manager to make certain flexitanks are properly handled and meet uniform quality standards.
The number of research and development staff are hired by the company? Scale matters, as does a collaborative design process, which yields an improved product and more frequent innovation.
What technical presence and service is available, and also at what cost? Tech support ought to be in the door-to-port/door rate and available globally around the clock. Technical personnel needs to be onsite for load and discharge to train plant personnel and as needed through the entire supply chain.
Just how many full-time technical personnel are utilized by the company? Where could they be located? Ask the provider to differentiate between dedicated technical personnel and sales or some other staff doubling as technicians.
The number of facilities and offices does the company have globally? Can they communicate from the local language of your own customer? Ask the provider to tell apart between their very own offices and third-party agents to understand how big their network and also the capital investment they may have made therein.
What automated key performance indicator reports are sent to customers? Shippers should have the choice to get regular, automated reports detailing transit times, expected departure and arrival dates, container numbers, vessel changes, non-conformities, and the like.
How are non-conformities measured? Anything that causes a delay or disruption within the supply chain should be investigated by qualified personnel (often technical managers), documented, 95dexlpky communicated to the shipper at once.
What insurance guarantees are offered? Marine cargo transit insurance covers all modes of transport, namely sea, road, rail, or inland waterways. Product and freight ought to be covered underneath the policy. Shippers should also confirm whether general average is protected beneath the standard policy.
Exactly what is the deductible in the event of a loss? Some heating pad providers offer a no-deductible policy for a fair premium.
Once shippers look for a globally integrated logistics partner, go for door-to-port/door service. The best partner will consolidate tasks and give support at critical points within the supply chain. This simply means fewer vendors to manage, less invoicing, reduced chances of miscommunication and delays, along with a transfer of liability far from their business. Who doesn’t want that?