Included in its 2020 Strategic Plan, the National Renderers Association continues to focus on the introduction of international markets. This attention is timely considering the new realities taking shape for North American renderers: opening of China markets for tallow and poultry products, a need shift to vegetable diets from the feed industry, and increased use of rendered fats and oils as feedstock for biodiesel, to mention a few. Many U . S . suppliers who wish to survive in an ever-changing marketplace must prepare to compete abroad.
A presence in foreign markets demands a capable logistics partner and the right modality. For rendered fats and greases, flexitanks are uniquely fitted to the needs of international transportation, yet the iso tank is merely one half of the equation. Employing a vertically integrated flexitank provider reduces risk, miscommunication, along with the challenges of managing multiple points of contact. Shippers should exercise research while seeking for the appropriate logistics partner. As Red Adair, the famous oil well firefighter, said, “If you imagine it’s costly to engage a professional to complete the job, delay until you hire an amateur.” In this spirit, following is actually a brief background around the flexitank industry and inquiries to guide shippers in distinguishing between expert and inexperienced, undercapitalized logistics providers.
In the 1980s to the early 2000s, most flexitanks were reusable rubber tanks that needed to be repositioned and cleaned between loads, contributing to costs and lead times for shippers. And also this made them operationally indistinguishable from International Organization for Standardization (ISO) tanks. In 2001, the only-layer, recyclable flexitank was perfected by using a linear low density polyethylene, thus transforming the marketplace.
The key 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, as much as 30 percent more product might be shipped per container using flexitanks in comparison with totes, intermediate bulk containers, or drums.
The safety of product and personnel should not be overlooked. All things considered, what good is actually a competitive freight rate if item is rejected or personnel are injured? The only-layer, single-use chemical Flexi tank made 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 often entry by cleaning personnel, flexitanks really are a closed system from manufacturer to supplier to receiver. Additionally, there is not any chance of moisture as a result of inadequate cleaning practices or condensation because of fluctuations in ambient temperature. Both of these are common causes for rejection of ISO tanks by loading supervisors.
Personnel should not need to manually manipulate the flexitank to achieve a complete discharge. There is a common misconception that flexitanks needs to be “rolled just like a toothpaste tube” to have all of the product out. Shippers tend to be surprised to discover this is a breach of safety and health protocol. The one-layer flexitank system is made to be operated externally – no climbing into or along with the container much like ISO tanks. Translucent material can be another benefit from single-layer technology and allows load supervisors to discover the merchandise within the flexitank during loading and discharge, a thing that is not possible with multilayer flexitanks because of an outer layer of polypropylene.
No less important than cost and safety factors convenience. Full-providers plan for the container to reach you pre-fit on the loading facility. For rendered fats and greases, a heater pad is positioned underneath the flexitank to market efficient discharge at destination. What’s more, most single-layer flexitanks come with the identical cam lock valve as ISO tanks. Precursors for the current day flexitank possessed a valve on the top, but newer designs have reoriented the valve to the foot of the flexitank. Bottom discharge procedure makes for an improved experience for receivers.
Finally, single-layer flexitanks are sustainably designed. They can be recycled to use in consumer packaging, geomembranes, as well as other large-scale applications.
First, shippers should elect to work alongside globally integrated providers. A lot of companies that manufacture flexitanks do not take part in the logistics process and viceversa. Moreover, many forwarders who purchase flexitanks do not have appropriate tech support on a global scale.
Second, shippers ought to know how to shop flexitank providers and separate expert and inexperienced, undercapitalized providers. The subsequent questions should help shippers work through marketing gimmicks and look for a strong partner using a global network.
The amount of wholly-owned factories does the business have? If none, they may have difficulty guaranteeing quality without managing the methods of production. Even joint ventures between logistics providers and flexitank manufacturing companies have proven insufficient to guarantee quality. The costliest flexitank is actually a cheap flexitank.
How exactly 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 if 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 ought to be handled from a dedicated fleet manager to make certain flexitanks are properly handled and meet uniform quality standards.
The amount of research and development staff are hired by the organization? Scale matters, along with a collaborative design process, which yields a better product and much more frequent innovation.
What technical presence and repair is available, and at what cost? Tech support needs to be included in the door-to-port/door rate and available globally night and day. Technical personnel ought to be onsite for load and discharge to teach plant personnel so when needed through the supply chain.
The number of full time technical personnel are utilized by the company? Where is it located? Ask the provider to distinguish between dedicated technical personnel and sales or another staff doubling as technicians.
The amount of facilities and offices does the company have globally? Would they communicate in the local language of the customer? Ask the provider to differentiate between their particular offices and third-party agents to learn the dimensions of their network and the capital investment they have got made therein.
What automated key performance indicator reports are brought 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 so forth.
How are non-conformities measured? Everything that causes a delay or disruption in the supply chain must be investigated by qualified personnel (often technical managers), documented, 95dexlpky communicated for the shipper immediately.
What insurance guarantees are available? Marine cargo transit insurance covers all modes of transport, namely sea, road, rail, or inland waterways. Product and freight should be covered within the policy. Shippers should likewise confirm whether general average is protected underneath the standard policy.
Just what is the deductible in the case of a loss? Some flexitank emergency support providers provide a no-deductible insurance policy for a fair premium.
Once shippers look for a globally integrated logistics partner, choose door-to-port/door service. The best partner will consolidate tasks and give support at critical points from the supply chain. This simply means fewer vendors to control, less invoicing, reduced likelihood of miscommunication and delays, and a transfer of liability far from their business. Who doesn’t want that?