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Reducing Costs In The Global Supply Chain: The Drawback Program For Exporters/Importers

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Reducing Costs In The Global Supply Chain: The Drawback Program For Exporters/Importers

Companies engaged in global trade can apply for access to the drawback program administered by U.S. Customs and Border Protection (CBP). This program provides a refund on duties and taxes that were previously imported and have now been exported. 

Usage of the drawback program is a tool companies can use to reduce operating costs. The program may be used for goods that are unused, rejected or manufactured. 

The drawback program has several key factors that provide leverage to eligible companies. 

THE PROCESS

The process to submit a drawback claim and collect a duty refund is an evidence-based undertaking. Companies must have the required import, export and inventory documentation to support the drawback claim.

The drawback applicant prepares a detailed sample to CBP including lot numbers or product stock keeping units (SKUs) to tie the product to the import and export transaction. This presentation is submitted to CBP electronically using approved software. 

Documentation specifically supporting the drawback claim will include bills of lading, commercial invoices, packing lists and 7501 entry forms for the inbound portion. 

Documentation supporting the outbound piece will include the commercial invoice and bill of lading. Exports to Canada and Mexico will also require data elements from the Canadian B3 and the Mexican pedimento (CBP 7501 equivalents). 

RETRO ADVANTAGE

Drawback claims may be filed for up to five years from the import date. When this occurs, it can be a windfall for a company resulting in a sizeable check when the retroactive drawback claims are paid. 

It is key to appreciate that it takes some digging (excavating) through documents, receipts and recordkeeping systems to obtain historical data.

In the event a company determines it does not have complete documentation to support the claim, they will find themselves requesting this documentation from their customs brokers, freight forwarders, carriers and third-party providers. 

Therefore, it is incumbent upon a company to ensure they are maintaining accurate and required documents as part of their import/export recordkeeping process. This may also require working internally with the finance and information technology (IT) department to obtain the necessary details required.

NOT THE “IMPORTER OR EXPORTER”

A company may submit a drawback claim for goods on which they may not have been the importer of record or the actual exporter. This can be a bit tricky to manage. 

For the import side, the company would need to be able to collect evidence that the domestic purchase price included duties and taxes and an ability to support that claim from the supplier. The CBP7501 data elements would also be required to submit the drawback claim. The actual importer of record may be reluctant to provide this level of detail. The assistance of a third party to broker and address this challenge can be beneficial.

Where the drawback claimant is not the exporter, the company will need to obtain an export waiver from the actual exporter. Additionally, the supporting documentation will be required to provide the export data elements. 

This process is doable and over the years, we have helped companies successfully meet this challenge. However, we would be remiss not to mention it requires a substantial amount of coordination and collaboration with sellers and buyers (vendors and customers). 

Service providers with robust technology platforms can also be helpful in providing the necessary data.

FORMS OF DRAWBACK

In weighing a company’s eligibility for drawback, it is important to understand the different types of drawbacks. The most common types are:

  • Unused Merchandise 
  • Manufactured Merchandise
  • Rejected Merchandise
  • Destruction

There are other types of drawbacks that are specialized and focus on specific industries and business models.  

DRAWBACK CHALLENGES

The challenges faced in coordinating drawback claims may include management support, cross organizational support, IT support, data collection and data integration. These challenges can be resolved through an organized and responsible management process, utilization of professional support and being both diligent and patient through the process.

To manage these challenges successfully, over the past 20 years we have developed a four-step process:

  1. Assessment
  2. Financial Model
  3. Operational Model
  4. Application

The process begins with an intellectual assessment of your company’s likelihood (or not) to benefit from a drawback program. The financial model creates the costs and the gains associated with a drawback claim to assure a responsible and realistic return on investment. 

ADDITIONAL FACTORS

The drawback process has been somewhat simplified by the ability to submit a combined application. This application will include a waiver of the notice of intent to export for past exports, a waiver of notice of intent for future exports, and a request for accelerated payment of the drawback claim by CBP. 

NEXT STEPS

Should you decide you are interested in a drawback, options for additional information and next steps include accessing the websites of both CBP and Blue Tiger. 

Drawback | U.S. Customs and Border Protection (cbp.gov) 

Management Consulting | Blue Tiger International (bluetigerintl.com)

We recommend first assessing the opportunity and benefits of committing to drawback to decide the need to move forward. Once that decision has been made, create a financial model addressing costs and time required to manage a drawback program to determine the return on investment and justify the decision to move forward.

Should the ROI be sufficient to move ahead, you need to assess what operational changes will be needed to collect the necessary data on imports and exports to create an accurate and detailed drawback claim.

Consider aligning your company’s technology with the required data elements or work with a drawback intermediary who will act as an interface on your behalf. These companies typically charge a fee of 5% to 25% of monies collected, paid on a contingent basis. The amount is determined by the degree of difficulty in making the specific drawback program function as required by CBP.

The use of a consultant or drawback intermediary is a potentially good option as they will smooth out the process and expedite the ability to avoid delays, address challenges and, most importantly, help expedite payment of your drawback claim.

Author Bio

Thomas A. Cook is a seasoned global supply chain professional, author of more than 20 books on global trade and managing director of Blue Tiger International. He can be reached at tomcook@bluetigerintl.com or (516) 359-6232. 

transfix container ocean freight ASIA mycarrierpackets

Managing the Costs of Global Freight + Logistics: Ten Working & Salient Solutions – Tried, Tested and Proven!

Freight is a critical component of landed cost for both importers and exporters. It can become a serious expenditure, impacting margins and profitability.

The Pandemic impacted every aspect of the global freight market. This included all areas of the world, all products, all trade lanes and all modes of transit.

As an example, ocean freight costs in January 2020, on a 40’ container from Shanghai, China to Long Beach, CA ranged in cost from $1200-$2500 depending on volume factors.

The average cost for that same container in November of 2021 was $16,000-$22,000 and in some lanes premium service was in excess of $25,000.

Average air freight costs went from $1.80/kilo to as much as $12.00/kilo – unprecedented in global freight markets that had previously never seen these numbers.

The good news was that by the time we hit the spring of 2023 pricing was normalized. Consultants like me never anticipated the original price increases and would never have predicted such a rapid descent either.

With all these “elevator changes” seen over the past three years, supply chain managers are faced with dealing with a new reality of:

  • An unstable international freight market
  • An unstable economic certainty on a global scale
  • Capacity and infrastructure exceeding demand

So, within all this chaos, the supply chain executive needs to think: resilience, sustainability and long-term.

With many senior managers seeking short-term results, there will have to be a balanced approach that meets both short-term and long-term strategies. That is not easy, but it is doable when we consider the following recommendations:

  1. Don’t look to the “cheapest.” Look where the best value for your spend can be achieved.

 2. Look for service providers, 3PL’s and carriers, where strategic partnerships can be accomplished.

 3. Bring technology advancements and “state-of-the -art” solutions which create efficiencies and business process enhancements.

 4. Seek partners that have demonstrated stability of personnel at both the senior management and operational levels.

 5. Seek where “bundling of services” can be achieved where pricing discounts would be gained.

 6. Work intimately with your “demand planning” teams to allow for lower cost transportation solutions to be utilized, such as ocean freight as compared to the higher cost option of airfreight or expedited services.

 7. At a detail level assess your “landed costs.” The five pillars of these costs can be dissected to determine where both risk and cost can be reduced. By making changes in your strategy and choices in any of these areas of cost, you could very favorably impact both risk and cost in freight.

As an example, a company distributing its imported products from a single warehouse and distribution facility in Baltimore Maryland. A demographic analysis determines that 45% of their customers are west of the Mississippi River.

By creating a secondary distribution facility in the West, they open the door to lower freight costs on companies nearer that facility and additionally, the overall overhead costs are lower than the Maryland location.

 8. Create strategic relationships with all the internal stakeholders … sales, customer service, inventory management, manufacturing, demand planning, etc. and work in a collaborative methodology where much more can be achieved, compromises made, and the company benefits from the cooperation and unity thinking. This will create effective working relationships … “all rowing in the same direction”.

Your role demonstrates leadership, which will be valued up the management chain.

 9. Look within your industry for “buying consortiums”; where “spend” can be combined and thereby “leveraged” for favorable terms and pricing. 

We have been very successful at putting together buying consortiums within industry segments, benefitting both shippers and carriers.

 10. Get yourself out there … at conferences, trade shows and industry events where:

  • You can network, i.e. develop valuable resources and contacts
  • Access competitor information flows
  • See state-of-the -art options
  • View new technology opportunities
  • Keep the “learning process” contemporary and alive

Every supply chain executive’s primary responsibility is to find ways to reduce risk and cost in their global supply chain. This was a great challenge during the Pandemic but as we emerge from that difficult period, a door has opened for us to make betterments, adopt change, and have our supply chain evolve into a much more efficient, resilient and sustainable component of our company’s overall business model.

Typically, on an annual basis (often in March/April) negotiations take place between principal shippers and the carriers and service providers that move their freight. These negotiations can be intense and sometimes even a “slugfest” where freight rates are reduced and – depending upon your perspective – either not enough or way too much!

Shippers too often focus on freight cost negotiation as their primary tool in reducing overall landed costs. Over the past 30+ years I have come to believe this is the wrong focus; it is just not true that contract pricing is the primary cost driver in landed cost.

Furthermore, a singular focus on contract pricing actually creates angst between the shippers and carriers and leads to competitive pressures that destabilize the marketplace.

I firmly believe in free market negotiations, but what happens in international freight in the spring and throughout the year does not create mutual benefit for both sides, rather, it creates an imbalance that has longer-term negative impacts.

Shippers have other options and courses of action to reduce supply chain costs without taking a singular focus on freight rates.  In our consulting practice, this is often the challenge we face in meeting customer expectations, that is, helping our clients expand their focus beyond freight contract negotiations.  Here are a few of the most impactful options.

Demand Planning

Our first area of exploration with most companies is to assess to what extent a company’s demand planning systems are in synch with logistics. Too often they are not – and as a result supply chain risks and costs increase.  There will be too many LCL orders and not a dominant mix of FCL shipments, which based on a cubic measurement is a less expensive option, maybe as much as 20-30%.  

Demand planning also includes understanding inventory needs and placing replenishment orders on a timely and lean basis.

Many times, air freight, which can be as much as 18 times more expensive than ocean freight, must be utilized because product needs to be moved more expeditiously than ocean freight allows. Too often this is not a strategic planning event but rather a negative consequence of poor planning or lack of coordination between the various fiefdoms and verticals in any organization responsible for inventory, replenishment, purchasing, demand planning, supply chain and/or logistics.

Technology that allows an interface between all the internal stakeholders, service providers, carriers and suppliers is an integral component of any well-run global supply chain. For inbound logistics, these systems are often referred to as “PO Management Systems” and can become an invaluable tool in the arsenal to create very defined efficiencies in supply chain operations. For exports, similar systems are often referred to as “export order entry systems”.

Technology can become an extension of a corporation’s operating platforms or a “value-add” available from quality service providers, 3PL’s and carriers. The technology creates timely information transfer, transparency, lean practices and accountability between all the vested parties involved in the international transaction.

Managing these exposures proactively enables the global supply chain executive to create contingency plans in advance, defining the strategies and action steps that will mitigate these risks and costs.

Consolidate Service Providers

Another strategy in reducing logistics costs that has proven successful is by reducing the number of service providers and carriers. Some experts on international transportation caution companies against “putting all their eggs in any one basket.” I have found while that concern is real, it can be managed.

If you reduce the number of providers and carriers to better leverage spend and place more “eggs in the basket,” then you can more closely watch and manage that basket. Over the last 5-7 years (with the exception of our Covid years), as more companies have pressed hard to run leaner supply chain operations, we have moved them into a reduction of carrier and service providers. The benefits outweigh the potential downside consequences.

Sea-Air Combination

Another option available to shippers whose freight originates in Southern Asia is what is referred to as the Sea-Air Combination. Freight is shipped to various Middle Eastern Cities such as Dubai and then transferred to the airfreight mode which moves it to Europe, North and South America.

Cost savings on freight of as much as 45% is available with arrival time reduction moved from 28 days to as little as 14 days. This allows larger bulk moves to occur from Asia to the West with costs significantly less than air freight direct, but at transit times almost cut in half.

The Sea -Air option both reduces cost and risk to the global supply chain while creating a value add of efficiency and convenience well worth taking a look at by those who operate global supply chains.

Summary

At the end of the day, the most important factor in all of this discussion is to recognize that there are a variety of considerations, components and opportunities that exist to reduce risk and cost in the global supply chain and deliver more value for your spend with freight and logistics.

The key is to recognize that the “cheapest” negotiated contract price typically has negative consequences. Negotiating with a mindset of “obtaining value for your spend” is a more prudent option.

 

Qatar compliance growth global trade

“Best Practices in Global Trade”: With … Thomas A. Cook

Trade Compliance Management 101

There are over 28 government agencies involved directly or indirectly with regulating goods and services that pass through our borders each day.

It is a daunting task to keep track of these agencies, just a few of whose logos appear above. While  many companies are impacted by multiple agencies, it is not always clear where these agencies overlap. 

Those actively engaged in trade compliance management are engaged with the various agencies that may regulate their goods and services in international trade. Trade compliance management is a moving target, affected by economic, political, and commercial factors – and these factors change frequently.

The successful trade compliance professional has multiple inputs coming into them every day containing changes, modifications, and updates. They must know how to comprehensively apply updates and changes to their companies’ supply chain and business model. This is not an easy task to begin with and many trade compliance managers may encounter disbelievers and nay-sayers within their company who block the path to proactive trade compliance culture and activity.

Negotiating these challenges is a daily activity for most trade compliance professionals. 

Rules involved in import and export trade have always been in place but were significantly moved to the forefront of global supply chain management when 9/11 occurred.

We were involved in management training at the World Trade Center on the 55th Floor so we were directly impacted by the events that happened that day. Our hearts and prayers go out every September, to all the families, as the day is continually memorialized.

Those events of 9/11 significantly boosted “Trade Compliance Management” to the forefront of every global supply chain’s operation and ultimately a necessary component of any company with a global footprint.

Here we are in 2023, and there are still regulations that continue to evolve and new regulations being implemented including CTPAT, export controls, and forced labor initiatives. 

Here some 20 years later, the functionality of global trade incorporates trade compliance in every aspect of how goods and services move in international business.

Almost every company, service provider and carrier engaged in global supply chain operations has at least one dedicated person serving in the responsibilities of trade compliance, or it is one of the many “hats” one wears in purchasing, supply chain, logistics and transportation management. 

Many supply chain professionals view trade compliance as an intrusion of government regulation and oversight. Others see it is a necessary evil related to managing the impact of terrorism and keeping our country secure and safe.  Irrespective of one’s individual view, trade compliance is a reality – made up of of expense, time, and resources that we all must manage in our global supply chain operations, purchasing and export global reach.

Having said all that, many corporations have embraced trade compliance as a standalone function in the organization, that when managed successfully, can reduce risk and cost, as well as improve effective operations and performance.

Focus on Forced Labor

In the past two years, CBP has adapted social compliance as part of their governance and “Forced Labor” is now a focused area of their oversight into inbound global supply chains. Definitions can be categorized as:

  1. Work or service refers to all types of work occurring in any activity, industry or sector including in the informal economy.
  2. Menace of any penalty refers to a wide range of penalties used to compel someone to work.
  3. Involuntariness: The terms “offered voluntarily” refer to the free and informed consent of a worker to take a job and his or her freedom to leave at any time. This is not the case for example when an employer or recruiter makes false promises so that a worker takes a job he or she would not otherwise have accepted.

Importers now need to vet suppliers on whether they are utilizing forced labor in their manufacturing, along with their supplier base, as well.

In December of 2021, The Uyghur Forced Labor Prevention Act was announced.  It is a United States federal law that would change U.S. policy on China’s Xinjiang Uyghur Autonomous Region with the goal of ensuring that American entities are not funding forced labor among ethnic minorities in the region.

Trade Compliance Management includes staying up to date on any import and export regulations that could impact their supply lines. This is many instances is a full-time responsibility and should be taken seriously, such as now evidenced in these recent efforts to thwart “forced labor” in China.

The Four Pillars of Trade Compliance

Key edicts of trade compliance are:

  • Due diligence
  • Reasonable Care
  • Supervision and Control
  • Proactive Engagement

Due Diligence and Reasonable Care means developing knowledge of the regulations and applying that knowledge within the operation of the company’s global supply chain structure.

Supervision and Control ties in the reality that most companies with an international presence will use the third party resources to help manage various supply chain responsibilities, such as but not limited to:

  • Trade Compliance Consultants & Attorneys
  • Freight Forwarders and Customhouse Brokers
  • Carriers and 3PL’s
  • Sourcing or Buying Agents 

This means that the principal importer and exporter must supervise and control that outsourced activity.  In other words, it is ok to outsource, but you will be held accountable, therefore you must have the knowledge and skill set needed to manage that outsourcing.

Proactive Engagement.  Government agencies such as, but not limited to Customs and Border Protection, Bureau of Industry and Security, Departments of State and Treasury – are all proactively engaged in regulations, operating guidelines, and legal controls on how companies manage their import and export operations.

These agencies require companies (the principal importers and exporters along with the companies providing forwarding, brokerage, and related transportation services) to follow the four edicts outlined above as general guidelines, followed by a vast amount of regulatory minutia.   All of which needs to be incorporated into their global business operations.

Trade Compliance: a Competitive Edge?

Of the 50,000 plus companies here in the United States involved in global trade a small number have embraced trade compliance as a tool to gain competitive advantage.

Examples of trade compliance areas that can provide operational or financial benefits:

  • Lower insurance costs
  • Free Trade Agreements
  • Buy America and Buy American Programs
  • Access to government programs such as C-TPAT and FAST that move freight more quickly through the borders.
  • Less opportunity for fines, penalties and the hassles involved in delays and seizures
  • Correct utilization of the Harmonized Tariff Codes to lower duties
  • Access to Foreign Trade Zones
  • Utilization of Bonded Warehouses
  • Leveraging of Free Trade Agreements
  • Utilization of Technology
  • Access to Drawback Refunds

There are numerous methods for how companies can change their mindset about trade compliance and utilize it both as a necessary point of control, but more importantly as a method to reduce both risk and spend and thereby providing certain advantages.

Trade compliance managers, supply chain and logistics professionals need to maintain a regular flow of information, intelligence, and regulatory updates to be in the best position to maintain operational excellence in their global supply chains.

Successful trade compliance managers can contribute to profitability in the following ways:

  • Access to government programs that can reduce risk and cost in their global supply chain
  • Keeping companies out of regulatory cost and entanglements
  • Reduce risk in the global supply chain
  • Provide competitive options in how goods and services move internationally
  • Impact bottom line on profits and margins

Resources for the Trade Compliance Manager

Successful trade compliance managers need to be up to date with the information flow necessary to maintain the challenges they face in handling the multitude of compliance and regulatory concerns not only here in the United States but in all the countries they import from or export to.

Periodicals and information sources such as Global Trade Magazine offer a very reliable and contemporary flow of data that can be very useful in leveraging trade compliance opportunities. (www.globaltrademag.com)

Accessing key important government web sites is another option. (www.cbp.gov, www.bis.doc.gov)

Continuing education and training are also critical elements of any trade compliance program and the process of learning contemporary options in importing and exporting. Two examples, the American Management Association (www.amanet.org) and The National Institute for World Trade (www.niwt.org), are excellent options for certificated public and in-house instruction, coaching and educational capabilities specializing in international business and supply chain.

A professional organization, ICPA, International Compliance Professionals Association (icpainc.org) is a great resource for trade compliance operatives to join in order to gain tremendous resources and insight.

Conferences and seminars offer excellent intense information flows that can be of immediate and of long-term value along with the networking and professional colleague interface. Affiliation with professional organizations in your field always proves beneficial.

Bottom Line: Trade Compliance Management is Growing in Importance

As the complications of geopolitical events continue to occur in the world, the importance of assuring a trade compliant global supply chain will be as relevant as what the COO, CFO, CSO and CIO are in any business model.

compliance

Trade Compliance Management 101:Here’s How Global Traders Can Increase Speed and Lower Spend

There are more than 28 government agencies involved directly or indirectly with regulating goods and services that pass through our borders each day. It is a daunting task to keep track of these agencies. While  many companies are impacted by multiple agencies, it is not always clear where they overlap. 

Companies actively engaged in trade compliance management may have to deal with various agencies that regulate their goods and services in international trade. Trade compliance management is a moving target, affected by economic, political, and commercial factors–and these factors change frequently.

The successful trade compliance professional has multiple inputs coming into them every day containing changes, modifications, and updates. They must know how to comprehensively apply updates and changes to their companies’ supply chain and business model. This is not an easy task to begin with, and many trade compliance managers may encounter disbelievers and naysayers within their companies who block the path to proactive trade compliance culture and activity.

Negotiating these challenges is a daily activity for most trade compliance professionals. Rules involved in import and export trade have always been in place but were significantly moved to the forefront of global supply chain management when 9/11 occurred.

We were involved in management training on the 55th floor of the World Trade Center, so we were directly impacted by the events that happened that day. Our hearts and prayers go out every September, to all the families, as the day is continually memorialized.

Here we are in 2023, and there are still regulations that continue to evolve and new regulations being implemented including export controls, forced labor initiatives and Customs-Trade Partnership Against Terrorism (CTPAT), a voluntary supply-chain security program led by U.S. Customs and Border Protection (CBP) focused on improving the security of private companies’ supply chains with respect to terrorism. 

The functionality of global trade incorporates trade compliance in every aspect of how goods and services move in international business. Almost every company, service provider and carrier engaged in global supply chain operations has at least one person dedicated to trade compliance, or it is one of the many “hats” one wears in purchasing, supply chain, logistics and transportation management. 

Many supply chain professionals view trade compliance as an intrusion of government regulation and oversight. Others see it is a necessary evil related to managing the impact of terrorism and keeping our country secure and safe.  Irrespective of one’s individual view, trade compliance is a reality–composed of expense, time, and resources that we all must manage in our global supply chain operations, purchasing and export global reach.

Many corporations have embraced trade compliance as a standalone function in the organization that, when managed successfully, can reduce risk and cost, as well as improve effective operations and performance.

FOCUS ON FORCED LABOR

In the past two years, CBP has adapted social compliance as part of its governance, and forced labor is now a focused area of their oversight into inbound global supply chains. Definitions can be categorized as:

  1. Work or service refers to all types of work occurring in any activity, industry or sector including in the informal economy.

  2. Menace of any penalty refers to a wide range of penalties used to compel someone to work.

  3. The term “offered voluntarily” refers to the free and informed consent of a worker to take a job and his or her freedom to leave at any time. This is not the case, for example, when an employer or recruiter makes false promises so that a worker takes a job he or she would not otherwise have accepted.

Importers now need to vet suppliers on whether they are utilizing forced labor in their manufacturing, along with their supplier base.

In December of 2021, the Uyghur Forced Labor Prevention Act was announced. It is a federal law that changed American policy on China’s Xinjiang Uyghur Autonomous Region, with the goal of ensuring that U.S. entities are not funding forced labor among ethnic minorities there.

Trade compliance management includes staying up to date on any import and export regulations that could impact one’s supply lines. In many instances this is a full-time responsibility and should be taken seriously.

FOUR PILLARS OF TRADE COMPLIANCE

Key edicts of trade compliance are due diligence, reasonable care, supervision and control and proactive engagement.

Due diligence and reasonable care refer to the development of knowledge of regulations that will be applied within the operation of a company’s global supply chain structure. 

Supervision and control ties in the reality that most companies with an international presence will use third-party resources to help manage various supply chain responsibilities, such as trade compliance consultants, attorneys, freight forwarders, customhouse brokers, carriers, 3PLs and sourcing or buying agents. 

However, the principal importer and exporter must supervise and control any outsourced activities. So, while it is OK to outsource, know that you will be held accountable and therefore must have the knowledge and skill set to manage the third parties.

Government agencies, including CBP, the Bureau of Industry and Security and the departments of State and Treasury are all proactively engaged in regulations, operating guidelines, and legal controls on how companies manage their import and export operations. These agencies require companies (the principal importers and exporters along with the companies providing forwarding, brokerage, and related transportation services) to follow the four edicts outlined above as general guidelines, followed by a vast amount of regulatory minutia.   

All of this needs to be incorporated into one’s global business operations.

TRADE COMPLIANCE: A COMPETITIVE EDGE?

Of the 50,000-plus U.S. companies involved in global trade, a small number have embraced trade compliance as a tool to gain competitive advantage. This is a shame because compliance can: speed deliveries, lower insurance costs; reduce opportunities for fines, penalties, seizure, and delays; and provide access to technology, lower duties, and drawback refunds.

This is especially true if the movement of goods is covered under free trade agreements, foreign trade zones, bonded warehouses, Buy America/Buy American programs, government programs such as CTPAT and Free and Secure Trade (FAST), and correctly utilized Harmonized Tariff Codes.

There are numerous methods for how companies can change their mindset about trade compliance and utilize it both as a necessary point of control and, more importantly, method to reduce risk and spend.

Trade compliance, supply chain and logistics professionals need to maintain a regular flow of information, intelligence, and regulatory updates to be in the best position to maintain operational excellence in their global supply chains.

Successful trade compliance managers can contribute to profitability by accessing government programs that can reduce supply chain risks and costs; keeping companies out of regulatory costs and entanglements; and providing competitive options in how goods and services move internationally.

All of this can impact the bottom line on profits and margins.

TRADE COMPLIANCE RESOURCES 

Successful trade compliance managers need to be up to date with the information flow necessary to maintain the challenges they face in handling the multitude of compliance and regulatory concerns not only here in the U.S. but in all the countries they import from or export to.

Periodicals and information sources such as Global Trade magazine offer a very reliable and contemporary flow of data that can be very useful in leveraging trade compliance opportunities. (www.globaltrademag.com)

Accessing key important government websites is another option. (www.cbp.gov, www.bis.doc.gov)

Continuing education and training are also critical elements of any trade compliance program and the process of learning contemporary options in importing and exporting. Two examples, the American Management Association (www.amanet.org) and the National Institute for World Trade (www.niwt.org), are excellent options for certificated public and in-house instruction, coaching and educational capabilities specializing in international business and supply chain.

The professional organization International Compliance Professionals Association (icpainc.org) is a great resource for trade compliance operatives to join to gain tremendous resources and insight.

Conferences and seminars offer excellent intense information flows that can be of immediate and of long-term value along with the networking and professional colleague interface. Affiliation with professional organizations in your field always proves beneficial.

BOTTOM LINE: TRADE COMPLIANCE MANAGEMENT IS GROWING IN IMPORTANCE

As the complications of geopolitical events continue to occur in the world, the importance of assuring a trade compliant global supply chain will be as relevant as who the COO, CFO, CSO and CIO are in any business model.

Thomas A. Cook is a seasoned global supply chain professional, author of more than 20 books on global trade and managing director of Blue Tiger International. He can be reached at tomcook@bluetigerintl.com or (516) 359-6232. 

 

procurement

Best Practices in Global Trade: Senior Management’s Role in Global Procurement

A critical area of any organization’s spend and, ultimately, its ability to operate successfully is in procurement management.

The larger a company is and as it grows, procurement is a critical area that will increasingly become an integral component of managing and controlling costs and the sustainability of its operation in the long term.

As most companies mature so does its structure of a fixed and robust purchasing management functioning department.

 Additionally, there are two very important and relevant factors:

  1. The pandemic created a greater role in importance in most organizations in any business vertical related to the supply chain, for which procurement is a critical silo.   
  1. Global sourcing is both a necessity and growing challenge as more companies seek alternatives to foreign purchasing in general and with China, more specifically.

Procurement must focus primarily on developing and managing supplier relationships. Keep in mind that suppliers can be a very important ingredient to your company’s overall business model and therefore greatly impact—both adversely and positively–your potential for sustainability, growth, and profitability.

Most companies have a supply chain that is a foundation for their operational profile. Typically, procurement runs in tandem with the supply chain and is sometimes the most important aspect in a supply chain, particularly in organizations that have a global presence where products and services are sourced, manufactured, or operated in overseas.

Procurement primarily impacts risk, spend and business processes. Depending upon a company’s gross sales volume, a 5% reduction in spend can be compared to several million dollars in sales.

Procurement is an internal servicing function that works on behalf of business owners and stakeholders who utilize the materials, products, components, and services purchased by the procurement group.

A robust procurement initiative keeps the supply chain open and the business model working successfully. Conversely, a poorly managed procurement operation causes delays, disruption, and additional expense to a company’s operation.

The best run procurement operations not only keep the supply chain running but they continually add value and benefit through their sourcing, purchasing and supplier/vendor management practices.

Procurement can be divided into three separate functions: sourcing, purchasing and vendor management.

SOURCING

Sourcing is the function that finds supplier and vendor options, both reactively and proactively to the internal needs of business owners and stakeholders in a corporation.

The successful sourcing manager has a corral of business contacts and will know who to call when an internal purchasing need is required.

Sourcing managers are responsive to internal “fires” when they ignite and often come to the rescue as imminent supply needs develop.

Great sourcing managers are engaged in the strategic planning process in an organization and will often proactively find sourcing options before they are called for, positioning them to be ready as needed.

Sourcing managers are “state of the art,” contemporary and utilize leading edge technologies and business processes to find and develop raw material, product, components, and services, anticipating future demand and need.

Often, they can add significant value in several ways:

– Lowering acquisition costs

– Negotiating better supply deals

– Finding supply options that offer competitive advantages

– Develop vendor/supplier relationships that assist your operations to be viable, productive, and sustainable

PURCHASING

Once sourcing options are found it is the responsibility of purchasing personnel to transition the vendor/supplier into the organization. This transition process can often be convoluted and arduous and will often determine the outcome of a successful vendor relationship.

Purchasing managers need to be excellent negotiators as they will be the front line in finalizing a vendor/supplier relationship.

Some of the negotiated areas are:

– Price

– Payment terms

– Warranty and return policies

– Insurance requirements

– Dispute resolution

– Cancellation wording

– Responsible parties

– Scope of work

– Agreed deliverables

– Performance specifications

– Contract period or tenure

– Signing officers

 These relevant and salient points get transferred into a Statement of Work (SOW), Master Services Agreement (MSA), or simply a Service Agreement (SA) or contract between the parties.

This dimension of responsibility for the purchasing officer adds another required skill set: legal prowess. An attorney still may be required to review and finalize any contracts, but the purchasing officer must be able to negotiate the basic terms and bring it all the way past “third base.” 

 This brings us to an interesting and important aspect of the purchasing function: It requires an array of management skills:

 – Ability to communicate well, both written and verbal

– Be organized

– Prioritize

– Negotiation

– Understanding people’s behavior

– Leadership

– Insurance

– Finance

– Legal

– Product knowledge(s) in the company’s verticals

– Team and project management

– Conflict resolution

The purchasing manager is the conduit between all operations in a company to organize and execute their spend. Primary responsibilities are:

–  Reducing risk

–  Reducing spend

–  Business process improvements

Secondary responsibilities include:

– Creating internal controls on procurement

– Creating standard operating procedures (SOPs) and protocols in the purchasing functions

– Internal resource for all operating and business owners in an organization

– Vendor management

– Strategic planning for future purchasing needs 

– Managing requests for proposal (RFPs)

– Developing long-term sourcing options

– Market intelligence

– Budgeting

– Collaborating with demand planning initiatives 

– Managing various projects

– Transactional and enterprise solutions

– Technology and its utilization throughout an organization

– Compliance

– Diversity inclusions

– Sustainable practices

– Disruption management

MANAGING RFPs

Purchasing managers need to learn that managing RFPs is a principal responsibility and as they master the requisite skills they will have more successful RFP outcomes.

 RFP management is a process often taken in methodical steps that become a “defined process” that in turn lead to more favorable results.

 It is critical for purchasing managers to make sure they understand what the expectations of the RFP is to assure all deliverables are achieved.

 The purchasing manager has numerous personnel and personality challenges while trying to bring responsible procurement practices into their organization, namely:

– Silo protectionism

– Resistance to change and improvement

– Personalities

– Disbelief and suspicious motivations

– Internal leadership and cultural issues

– Lack of effective working relationships

All these challenges must be overcome and managed successfully if the purchasing manager will have any opportunity to move forward successfully with any procurement initiatives and improvements. 

Relationship building with business owners and company stakeholders will go a long way in creating more effective opportunities for successful collaboration.

Mutual respect and trust are paramount and foundation characteristics of good working relationships within an organization.

Trust will help a purchasing manager move company personnel into a better scenario for procurement initiatives and betterments.

Though ultimately, trust only goes so far … performance that delivers consistent and frequent successes will also greatly help relationships build and sustain.

VENDOR MANAGEMENT

The pandemic created a greater importance for critical suppliers and their overall critical nature in a buyer’s business model. This has raised the profile of vendor management within most organizations since March of 2020, when the impact of the pandemic began to raise its ugly head.

A process, with protocols, SOPs and consistency must be achieved to successfully bring on and manage sustainable relationships with key vendors.

We strongly recommend “tiering” suppliers so you can rank their importance, relevance, and supplier risk. Most companies have hundreds, if not thousands of suppliers and vendors. By tiering them you can than successfully prioritize where you spend time in managing and negotiating.

Tier 1 suppliers make up 20% of your supplier base that represents 80% of spend. It is also likely that you will want to include a supplier where the spend may not be significant, but the importance of those vendors’ products or services are considered critical.

It is in that Tier 1 supplier/vendor base where vigorous, disciplined, and robust management is focused.

Once a new supplier/vendor is on-boarded into an organization, the practice of “vendor management” is triggered, consisting of the following:  

– Successfully transitioning the new vendor/supplier into the organization 

– Taking ownership of the maintenance of that vendor/supplier and their well-being from an oversight perspective

– Taking responsibility for the vendors’/suppliers’ performance in the delivery of their product or service into the organization … to the benefit of senior management, business owners, stakeholders, or any of the other business beneficiaries. 

– Coordinating with internal stakeholders any activity with the vendors/suppliers that may impact on operations now or in the future.

– Conducting vendor risk assessments and managing any areas of risk to assume, mitigate or transfer. 

– Managing the system that “tiers” vendors by amount of spend or the critical nature of the product or service they provide to your organization.

– Maintaining a robust relationship with the vendors and suppliers, so that they continually add value to the alliance between both organizations.

– Continually benchmarking price and cost to make sure that your “spend” is “in order”–that you are continually receiving value for your spend.

– Handling a proactive system for renewing vendors as their contracts and agreements reach expiration.

THE RFP TOOL IN MANAGING THE PURCHASING FUNCTION

A valuable tool for those in sourcing, purchasing and vendor management is the request for proposal or RFP. Often also referred to as RFI, RFQ, etc. … this business concept allows those in procurement to create a process to:

– Identify potential vendors and suppliers

– Keep favored incumbents “sharp”

– Vet potential providers

– Maximize favorable results in any bid initiative

– Establish a consistent and responsible means of managing spend with both existing and potential providers, vendors, and suppliers.

– Develop a favored and professional relationship both within your organization and with outside vendors/suppliers, of which will establish better working relationships and a greater opportunity for successful and consistent procurement.

The management of RFPs is both an art and science. Managing successful RFPs can be learned. Schools inside of organizations include AMA (amanet.org), NIWT (niwt.org), ASCM (ascm.org) or ISM (ismny.org).

Continual learning is the key to mastering the management of RFPs and being a “top-notch” procurement professional, well respected and with a robust career … and accomplishing successful purchasing for your organization’s benefit.

RISK MANAGEMENT IN PROCUREMENT

Purchasing managers need to understand that vendors and suppliers, just as any aspect, activity, or person in your organization, carry risk.

These vendor risks must be evaluated, assessed and a determination made on one of the three options to manage same:

– Assume the risk and set up a contingent liability

– Transfer the risk to a third party, such as a surety or insurance company

– Mitigate the risk through actions sometimes referred to as loss control, loss prevention and other related options.

Managing the risks of vendors and suppliers can be a heavy percentage of work hours of those engaged in vendor management. But it is considered a necessary component of a successful vendor management program. This initiative will prevent occurrences from causing damage and financial losses within or to your supply chain when the vendor fails to perform.

Some of the risks might be:

– Financial failure of the vendor/supplier

– Missed deliveries or delays

– Quality Control issues

– Non-performance

– Intellectual property right concerns

– Inability to compete

In vendors/suppliers that provide critical raw materials, parts, components, finished products or services, their failure in anyone of the above outlined sample risks could cause a serious blow to your operations and even be catastrophic. With respect to the overall risk management of vendors and suppliers, those engaged in vendor management need to coordinate a continuous search with those responsible for sourcing to always have options in the pipeline and creating “Plan Bs” with alternate vendors and suppliers.

In the world of procurement this ties into the debate about “single source” versus “multiple source” strategies utilized by various companies to leverage spend and at the same time reduce risk. Some would argue that multiple options clearly reduce vendor/supplier risk. Others would argue that single sourcing allows you to focus spend in one entity to leverage your purchasing power. Both are correct strategies. A purchasing manager should always be assessing the risks in both options and making decisions where consensus and compromise provide viable choices. This must be done in concert with senior management to understand their tolerance for acceptable risk levels.

PROCUREMENT ABIDES

Procurement is clearly a vital and growing function of relevance and importance in every organization. Senior management must consciously recognize this fact and allocate funds and resources to the procurement structure within their organization. Since the spring of 2020, when the COVID-19 pandemic became troublesome is when the more serious relevance of procurement was raised.

Senior management must give the authority to procurement managers who will set up SOPs, protocols, and business processes in the sourcing, purchasing and vendor management verticals to assure that both risk and spend are completely managed on all goods and services acquired from third party entities.

Senior management must create a culture within the organization that brings both the quantitative and qualitative disciplines of procurement into every nook and cranny of your business model and the organization overall, understanding that the success of the company’s business model is now more than ever dependent upon the procurement management function.

Thomas A. Cook is a seasoned global supply chain professional, author of more than 20 books on global trade and managing director of Blue Tiger International. He can be reached at tomcook@bluetigerintl.com or (516) 359-6232. 

 

Managing Landed Costs in the Global Supply Chain logistics

Best Practices in Global Trade with Thomas A. Cook: Managing Landed Costs in the Global Supply Chain

Personnel managing their global supply chains according to recognized best practices will manage their total costs of good purchased or sold through modeling the “landed costs.”

Landed cost is the total cost of a product once it has arrived at the buyer’s door. What follows are the components that are needed to determine landed costs, including the original price of the item (converted to U.S. dollars, all custom brokerage and handling charges, complete freight and shipping costs, custom duties, tariffs, taxes, insurance, packaging costs and surcharges.

  • Purchase price of goods (acquisition cost) – variable depending on unit price and quantity (converted to USD)
  • Buying agents fees – variable depending on level of service
  • Consolidation – securing LCL shipments into larger shipments and coordinating freight from several suppliers
  • Local trucking and international freight – variable, depending upon choice of mode, carrier, freight rate negotiation and surcharges
  • Duty – variable percentage of the value Customs put on your goods … typically origin and HTS# factored
  • Tax (goods and services tax or value added tax) – $ variable percentage of (The Customs value of cost of goods + freight + insurance + Customs duty)
  • Insurance charges, typically referred to as cargo insurance
  • Customs clearance, ISF, CBP 7501, courier and handling charges, etc.
  • Storage and deconsolidation
  • Inland freight– from inbound gateway to final destination
  • Demurrage – if applicable when potential delays occur. (Note: this became a more impactful expense and concern through the pandemic.)

Every supply chain will have some unique factors and variables that impact landed costs that must be taken into consideration. However, the above generic model will serve as a base template for landed cost calculations.

I firmly believe that senior management and a “best-practice mindset” warrants paying attention to this critical detail in global trade and supply chain management.

In an international trade, both parties enter into a purchase agreement that will include either named or by default an “INCO Term,” as defined by the International Chamber of Commerce in Paris, subscribed to by most trading nations of the world that belong to the United Nations.

As an example: Importers into the United States by ocean freight typically buy FOB outbound gateway. In China this might be written as FOB Shanghai.

This means that the buyer will assume all risks and costs once the goods are placed onboard the ocean-going vessel in the port of export from overseas. The key words being “risks and costs.”

A potential additional cost in the import or export transaction will be the cost of marine cargo insurance and typically would be considered a necessary component of reducing the risks involved in international transportation.

Marine insurance, when thoroughly written, offers “All Risk,” “Warehouse to Warehouse” coverage for the buyer at specific terms and a rate of premium to be agreed.

Exporters also need to be concerned with landed costs:

  • They need to make sure that the final costs to their customers are competitively structured, which would mean the accumulation of costs to get from the origin to destination, and everything included.
  • The choice of INCO Term may require them to bear all the logistics and customs charges such as in a DDP (delivered duty paid) transaction.
  • Areas such as quality customer service, profitability, margin impact.
  • The exporters freight costs may be less expensive than what the importer would pay.
  • To accommodate foreign customer needs.
  • In e-commerce transactions, the INCO Term DDP is a very likely option in an export sale, which the shipper (exporter) would cover in the COGS.  Thus, obtaining competitive freight costs (international and last mile) will help reduce the overall landed cost.

The following recommendations should be considered: 

  • Learn how INCO Terms impact cost and risk in every transaction and learn to leverage the best INCO Term between you and your supplier and/or buyer.
  • Review all areas of cost in the landed cost model to determine where savings might exist. It might be negotiating better freight rates, or service provider fees.

For example, it might be from sourcing from a country that we have a free trade agreement with, thereby eliminating the duty and tariff.

Companies that import from China are greatly impacted by the 301 tariffs, which added as much as 25% additional cost due to the duty surcharge, which was implemented during the Trump Administration and continued with President Biden’s policies.

By considering another country as a manufacturing source could greatly impact the calculation of duty and tax.

Near-shoring and friend-shoring have grown over the past six years and will likely continue to expand as the risks tied into costs on goods originating in China have created significant exposure to sustainable supply chain management.

Another area would be the HTS number utilized, impacting duties and tax rates.  Keep in mind that it is the country of origin and the product HTS number outlined in a matrix within customs regulations that determine the duty rates.

Mode of transportation will impact landed costs. Many times, air freight is utilized, when ocean freight could be a less expensive option. This means better demand planning and coordination between purchasing/sales/sourcing and the logistics department handling the transportation choices.

Included in this area is control over the suppliers with setting more realistic expectations, tighter control over order status and communications, contractual obligations, and penalties for non-performance.

  • Inland freight expenses can be included in the ocean freight, where there is an opportunity to leverage the larger ocean freight spend to obtain a better inland freight cost.
  • Utilization of technology and reducing “paper” in the transaction can reduce ISF, Customs clearance and handling charges when automation replaces repetitive human handling of import and export documentation.
  • When freight does not have to be consolidated or deconsolidated and can be shipped in units direct from suppler to point of end use, will also reduce costs.

The pandemic took witness to unprecedented increase in freight pricing all over the world. Through 2022, we saw a normalization of freight pricing take hold.

In 2023, the pricing is moving toward pre-pandemic levels and there are signs that demand is diminishing, which might impact pricing to even more competitive levels.

For companies with larger volumes, negotiating certain incidental costs in a soft freight market is available. Surcharges such as PSS, GRI’s and BAF will also impact landed costs favorably.

  • Another option is to minimize the number of service providers and carriers where you can better leverage your freight spend.
  • Freight forwarders, customhouse brokers, 3PLs and other forms of service providers when chosen wisely can be a very critical partner in your global supply chain to both assist in reducing risk and spend through their resources, knowledge, and skill sets.
  • The pandemic forced supply chain managers to pay attention to detail to a much greater extent. This scrutiny brought magnification of all the components of an international transaction.
  • Make sure the risk of loss and damage during transit is managed with a marine cargo insurance policy, written through a qualified insurance broker and underwriting company. And guarantee the terms are customized to the unique risks associated with your supply chain model.
  • In purchasing, when we strive to negotiate a competitive price, we should be wary of “cheap pricing,” as the “cheapest” may have trade-offs on timeliness, safety, and security.

To improve the landed cost model, you must first identify the areas of cost and which ones can be impacted favorably. This will work best in a collaborative process internally with all your stakeholders and externally with all your service providers and consultants.

The assessment process should lead to strategies followed by tactics that develop into action steps creating favorable results in reducing “landed costs” in your global supply chain.

Thomas A. Cook is a seasoned global supply chain professional, author of more than 20 books on global trade and managing director of Blue Tiger International. He can be reached at tomcook@bluetigerintl.com or (516) 359-6232. 

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The Four Big Challenges of Exporting Successfully: Explained and Answered

While there are numerous challenges that companies in all business verticals face, there are four that dominate the export process. Manage these successfully and you’ll reduce export headaches and maximize the profitability and long-term sustainability of your export program.

The four areas are:

1. Choice of INCO Terms
2. Logistics
3. Import Clearance
4. Getting Paid

1. Choice of INCO Terms

INCO Terms are internationally recognized terms of sale between exporters and importers that go back over 65 years, managed by the International Chamber of Commerce in Paris, France.

Incoterms provide a universal set of rules and guidelines that help facilitate trade. In essence, they provide a common language that traders use to set the terms of their trades. Buyers and sellers can use Incoterms in a variety of activities necessary to conduct business. Typical activities that call for the use of Incoterms include filling out a purchase order, labeling a shipment for transport, completing a certificate of origin, or documenting an import or export transaction.

There are 11 INCO Term options:

Incoterms Applying to Any Mode of Transport

The following Incoterm rules apply to any mode of transport:

  •  EXW – Ex Works (insert place of delivery)
  •  CIP – Carriage and Insurance Paid To (insert place of destination)
  •  CPT – Carriage Paid to (insert place of destination)
  •  DAP – Delivered at Place (insert named place of destination)
  •  DPU – Delivered at Place Unloaded (insert place of destination)
  •  DDP – Delivered Duty Paid (insert place of destination)
  •  FCA – Free Carrier (Insert named place of delivery)

Incoterms Applying to Sea and Inland Waterway Transport

The following Incoterm rules apply to sea and inland waterway transport:

  • CFR – Cost and Freight (insert named port of destination)
  • CIF – Cost Insurance and Freight (insert named port of destination)
  • FAS – Free Alongside Ship (insert name of port of loading)
  • FOB – Free on Board (insert named port of loading)

It is important for exporters to learn all the options and in collaboration with their foreign buyer choose the best term that mirrors the intended transaction.

CAUTION: For exporters we do not recommend Ex Works or Delivered Duty Paid Inco Term options. We prefer FAS or any of the “Cxx” terms where better control can be maintained.

NOTE: E-commerce export sales usually require the use of the DDP Term, again for greater control.

2. Logistics

Exporting requires moving freight from origin to destination, crossing international borders, often over greater distances, and at times subject to potentially harsh and dangerous exposures.

We make the following recommendations in handling export logistics:

– Make sure that your personnel who will be handling this responsibility are well-trained. NIWT.org is a viable option for export training. Better informed staff will produce better outcomes.

– Make sure the packaging of your shipment will meet the demands of the journey.

– Establish a good working relationship with a capable and experienced freight forwarder. Their knowledge will be a great asset to your export supply chain performance.

– Since the beginning of the pandemic, logistics has become more expensive with greater delays. Allow sufficient time to meet customer delivery requirements and budget higher costs for transportation.

– Track and trace your shipments. Due diligence will assure that the goods arrive at the intended destination timely and responsibly.

– Pay attention to export trade compliance. Make sure you are checking the denied parties list, follow all export regulations and apply due diligence and reasonable care along with supervision and control in your export program.

The fines and penalties for non-compliance can be severe.

3. Import Clearance

Always keep in mind that the goods that you are selling will need to go through customs formalities in the country of destination.

This will mean:

– Adherence to the import regulations of the country you are selling to

– That includes packing, marking, labeling and documentation requirements

– Correct Harmonized Tariff Schedule Numbers

– Import permits and potentially other documentary requirements.

The use of a qualified freight forwarder together with collaboration with the buyer and informed personnel will all mitigate this challenge.

4. Getting Paid

If you do all three of the prior steps correctly yet do not get paid, it will all be for naught.

Getting your money paid upfront before shipping is always a good option but is likely not to be competitive. Offering terms is typically a better long-term strategy.

Due diligence to consider, when offering terms:

– Judiciously vet the companies you sell to

– Letters of credit can work, but are costly

– Payment drafts against documents can work but pose some risk

– Arranging for export credit risk can be a viable option, which comes at lower cost and can offer risk avoidance. At Blue Tiger International, we have a program available to companies that services exporters requiring receivable protection.

Summary

Exporting creates opportunity for all industries but also creates risk. Manage the risks through these four pillars of exporting and you will significantly reduce exposure, maximize profits, and create a robust long-term export program.

The Author

Thomas A. Cook Is a 30-year seasoned veteran of global trade and Managing Director of Blue Tiger International, based in New York, LA and West Palm Beach, Florida.

The author of 19 books on international business, two best business sellers. Graduate of NYS Maritime Academy with an undergraduate and graduate degree in marine transportation and business management.

Tom has a worldwide presence through over 300 agents in every major city along with an array of transportation providers and solutions.

Tom works with a number of Associations providing “value add” to their membership services and enhancing their overall reach into global sourcing and in export sales management.

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Global Supply Chain Management: “A Look Back, A Look Ahead”

Strategies for Managing the Impact of Freight Disruption

The last two years have created significant challenges for global supply chains.  As we enter into 2022 we need to reflect on the last 22 months to better prepare for 2022 and beyond.

The impact to the automotive aftermarket has been unprecedented and significant, fraught with increasing issues in meeting customer and industry demands.

The issues we faced can be summed up as follows: delays, costs, and uncertainty.

As the pandemic grew in February 2020 to year end 2021, every month the problem grew worse in the form of delays, increased costs, and difficulties in demand planning as a result of the continued uncertainties in global markets and the transportation infrastructure moving freight globally.

While every business vertical and country in the world saw disruption, manufacturers and distributors in the automotive aftermarket, with huge dependencies on Asian markets and in just-in-time parts distribution, saw dramatic increases in freight costs and long delays.

The primary cause of the disruption relates to two areas: increases in demand and limitations in capacity.

The demand – starting with consumers, then followed by industry and government agencies, all on a buying spree and seeking enhanced inventory balances – has never been seen in modern history.

This demand has impacted manufacturing, production, demand planning and distribution management.

This historical increase in demand has overwhelmed the global transportation infrastructure that enables comprehensive and timely performance.

The results are frustration, anger, dismay, and even belligerence toward all companies associated with logistics services: Carriers, Freight Forwarders, NVOCC’s/Consolidators, Customhouse Brokers, 3PL’s and related companies.

The problems are huge, complex, and multi-caused.

They derive from the demand vs capacity issues, but when viewed on a micro-level they are caused by a shortage of drivers, trucks, chassis, manpower, handling and shipping equipment, space limitations, Covid-caused blackouts, shortfalls in demand planning, closed facilities, mis-routings, Covid shut-downs, greed, ill-preparedness, weather and a host of other issues.

That multitude of issues is where the challenges derive from, have now existed for two years, continue to worsen, and show no real end in the short-term.

Demand planning for buyers meeting manufacturing, distribution and customer needs is very much in disarray as the uncertainty of the Covid pandemic has made this responsibility a very difficult one to manage successfully and consistently.

There are two big questions we must consider when preparing for the challenges coming at us in 2022: When will it end?   And what can we do about the issues associated with the pandemic disruption?

When will it end?

We utilize both quantitative and qualitative data obtained from numerous government and confidential data banks and resources. We compile and analyze the data, combined with our own insight and experience gained over the last 40 years of operating in global supply chains, to draw conclusions and make recommendations.

Our best guess places the disruption to begin to subside in the third quarter of 2022 and last through Chinese New Year 2023.

A Look Ahead:  Predictions

From observing delays and pricing as we enter 2022 and look ahead, here are some of our predictions:

  • Delays will continue to increase in ocean freight through to the Fall of 2022
  • Air, truck, and rail will still have some capacity issues, which will more quickly subside, by the summer of 2022
  • Warehouse space will continue to have capacity limitations and price increases as much as 20%
  • Principal manufacturers and distributors will upgrade the role of supply chain management in their business models and seek options that produce lower risk, and possibly accepting cost increases as reasonable trade-offs for on-time performance, dependability and “ride, as-booked” options.
  • The most problematic trade lane has been between USA and China, particularly on imports to the Americas.
  • This factor combined with China/USA political and economic instability, IPR concerns, trade imbalances, forced labor issues and increased costs … will cause numerous companies to seek sources for alternative manufacturing and moving to new suppliers in other more friendly countries, near shoring back to the USA or Mexico … but certainly out of China.
  • Companies will aggressively seek other opportunities to reduce risk and spend. These might be utilization of programs in drawback, foreign trade zones, bonded warehousing, free trade agreements, tariff engineering … to name a few options.
  • Logistics managers will more closely manage their vendor relationships in providing freight services. Price will be less of a driving factor, more dominated by performance.
  • Demand planning systems will need to become more pliable and flexible in their approach to product ordering.

Procurement teams will work harder to study historical data, combined with future anticipated needs and collaborate more closely with suppliers in better predicting need and the time frames for purchase ordering.

  • Technology will be moving at light speed to make supply chains run better, more cost efficiently and allow for ease of demand planning requirements.

The integration of technology between manufacturers, distributors, service providers, carriers, vendors, government agencies and customers will become more robust, thereby more efficient and cost-effective operational connections between the parties in the supply chain.

We have been involved in numerous supply chain disruptions since the late 1970’s. From Hurricane Katrina in 2005, The Japanese Tsunami in 2011, the Global Financial Crisis of 2008/9, to the events surrounding 9/11 … these are a few of the more recent global crises that have had major disruptive impact to world trade and global supply chains.

We as a country and as a globally connected trading partner managed to get through all of these over time with the right actions. Though this Covid-19 pandemic has been much worse on a global scale, many of the lessons-learned from those preceding events have guided us to potentially successful solutions, tried and tested.

A Look Ahead:  Recommended Actions

Looking ahead, we are outlining six action items for 2022 Global Supply Chain Preparedness:

Companies now recognize the increasing importance of supply chain management, resulting in the following actions and accomplishments:

  • Raising the profile of supply chain senior management to a “seat at the table” in your organization, giving them more authority and influence on decisions impacting the business … leading to less disruption in the supply chain
  • Build resilience in the supply chain, making longer-term decisions that may tradeoff short term cost implications.
  • Successful supply chain management in every business model requires intense collaborative processes among all the silos of any organization.

Senior management must create a culture and pathway for robust collaboration.

In a pandemic, as circumstances disrupt the supply chain,  flexibility, pliability and the ability to demonstrate a willingness to change direction are critical attributes to managing the challenges and creating pathways moving forward.

In this Covid-19 pandemic over the past two years we have closely monitored over one hundred global supply chains, and we can clearly and concisely conclude that those supply chains that bent like a willow tree in the winds of disruption survived and even prospered. Those that were not willing to bend became stuck and were on the losing side of their business models.

Take for example, a Baltimore-based distributor of tire rims who had two primary selling channels, big box retailers and e-commerce.

Before Covid, they imported from two major suppliers, one in China, the other in Spain. They brought all merchandise into a 250,000 sq ft facility on the US East Coast, near their corporate office in Maryland. This model was opened in 1981 and continued through to the Fall of 2020, when it started to fail.

Covid caused huge delays in meeting the big box retailer’s PO requirements on delivery. In e-commerce, where margins were thin, additional inbound freight costs impacted profitability as well as financial viability.

They engaged our firm. We took a four-step process to mitigate their issues:

The process, in a simplified review, studied the details of their business model and how the supply chain operated. We benchmarked that model and began to collaborate on potential solutions.

Once we identified potential solutions, we determined financially and operationally how the potential solutions might impact and work within their business model, with some modifications and process changes.

For the big box retailers, who had their own consolidations going on in China, we changed the delivery from their U.S. warehouses to their consolidation facilities in China.

The big box retailer controlled more volume and ocean freight carrier capacity, and through their allocation allotments were in a much better position to move the freight timelier.  It worked.

With the e-commerce business, we designed the capability to ship directly from a fulfillment center near Shanghai, through a consolidator, and then last mile to the customers in the U.S.  We eliminated the warehousing in the USA, which was a mainly a “pass-through,” i.e., no value-add.  And when shipments were under the $800 de minimis value we also eliminated some of the tariff and customs clearance costs. We not only protected margin but now offered a more competitive “landed cost” model.

Bottom line: in this difficult period of supply chain disruption we were able to impact cost and risk with a supply chain management team that demonstrated flexibility and creativity in their approach to problem resolution.

We are also recommending that monies be budgeted and allocated to more robust integration in the supply chain, from the PO through to shipping, inventory WIP and distribution, which can create efficiencies and more cost-effective operations.

Resource development is part of information gain. And information is “gold” anytime a major disruptive event like Covid-19 occurs. Executives involved in business models with critical supply chain operations must allocate time and money to resources and information gain.

Better decisions come directly from more informed decision-makers.

Even when the transportation infrastructure finally catches up to the demand and costs are lowered, we do not anticipate that a 40’ Container from China into the West Coast of the United States, which cost $2,750 in 2019, and is now costing $23,500 in January 2022, is not likely to go back down to $2,750 but more likely will settle in at around $4,000-6,000 range.

As such, both in the short-term and in the long-term we should anticipate that freight as a component of “Landed Cost” will likely cost us more now and into the future.

Drewry Consultants in the UK are an excellent source for freight information and assessment. From their website a sampling of freight costs:

One of the impacts of the pandemic is personnel working from home, all over the world. To some extent, this has been a resolution strategy, but from another perspective is adding to overall disruption in the global supply chain arena.

In either case, with the uptick in the Covid Omicron surge we currently face globally, it appears that working remotely is likely to continue well into 2022.

The point being as we adapted to this remote business model, we need to accept its continued presence and create better methods to assure personnel productivity, performance and supply chain skill set.

The remote model may have been a “band-aid” solution but most of us in senior management have raised concerns about its effectiveness on areas of employee performance.

If the supply chain disruption challenge continues, which all predictive models point to that occurrence, our remote supply chain, procurement, logistics and management teams must find creative ways, flexible pathways and solutions that work well in that “work-at-home” mode of operation.

Summary

All of us in global supply chain, in all business verticals including the automotive aftermarket, should feel good about how we performed in the past two years among such uncertainty and disruption.

While most supply chains faced difficulties, most found ways to navigate to successful solutions and mitigating options.

As we look forward, many of these challenges will still exist and some even will become more volatile. Many of the comments, recommendations and thoughts produced in the article can be beacons of direction to find both solution and mitigation.

“Article previously published in Aftermarket News Magazine, Feb. 2022,”

 

 

key strategy stock photo

Developing a Post-Pandemic Strategy: The Great Export USA Reset

The pandemic disrupted global supply chains and shattered supply-demand norms, spurring a new appetite for US exports.

USA-based companies in many verticals have a unique opportunity to sell abroad in general and more specifically “post-Covid” where a window of opportunity has opened.

The opportunity has developed as many typical developing nations and even some stalwart supplier nations have had difficulty in manufacturing, distribution, and supply chain management.

The demand for consumer items has shown unprecedented growth all over the world, including Europe, Middle East, larger African nations, and certain countries in Asia.

The typical supplier markets of the world have fallen short in delivering timely, competitively priced, and high-quality products, as they had pre-Covid.

That void has been filled by a few American manufacturers and distributors, but the opportunities can easily be expanded to a much larger group of USA-based companies.

The opportunities are out there … but one needs to know where they are, how best to access and how best to export.

The balance of this article and the additional three parts to this series will explore the challenges and even more importantly … create the blueprint for successful export sales business development.

This first article will outline all the major issues to consider when building a successful export program. These concepts will apply to a company new to export or even a more seasoned exporter.

Exports can create significant opportunity for companies seeking expansion of their overseas markets. Keep in mind that 95% of the consumer market lies external to the United States.

Having said that, exports can create certain risks. It is critical to understanding these risks and managing these exposures so that success can be gained. Tied into the successful exporter are creating “Best Practices” which reduce risk and create the best path forward.

Best Practices Summary:

Make sure you are committed to exporting.
Exporting requires funding, resource development and time. Make sure you have budgeted correctly for export business development and are aligned with external resources to provide support.

Depending upon your internal expertise, utilizing third party consultants who excel in this area, would be a prudent decision.

Assess your product’s export readiness.

You need to determine how ready your product is for the export market. This could include formulizations, packing, marking, labeling, ingredient structure, etc.

Keep in mind, that different countries have different rules, that are critical to know, acknowledge and comply with.

Export Data is essential.

Collecting data on exports provides an initial overview of potential markets and insight on where you should focus. Partnering with consultants accessing information, data and statistics on exports is very important. In the USA, the Department of Commerce can be an invaluable resource.

Short-term focus.

Identify 2-4 initial markets to reach out to. “Experiment”. Test the opportunities and determine the viability of your export opportunities. Begin the learning curve and adapt.

Selling directly or through distributors/agents.

Part of your assessment will be to determine whether to sell direct to end-users or go through importers/agents/distributors.
Generally, we recommend selling through third parties, especially in the beginning.

Advantages:

– Immediate local expertise
– Immediate access to potential clients and sales
– Assumes some of the “risks”
– Can provide assistance in the supply chain: logistics, warehousing and distribution

Disadvantages:

– Intellectual Property Rights
– Loose control over local markets
– Another entity that may require serious management oversight

Your exports become imports.

Recognize that your export will become an import for your customer overseas thus requiring an understanding of the basic import regulations of the countries you sell to. Maintain compliance with all the buyer’s country import regulations.

Documentation, packing, marking, labeling, formularizations are but some of the concerns.

Utilize the correct INCO Terms.

Learning the basics of INCO Terms is important, then applying that knowledge to ensure that you are utilizing the term best suited to meet the needs of your specific export transaction.

The seven Incoterms® 2020 rules for any mode(s) of transport are:

EXW Ex Works (insert place of delivery)
FCA Free Carrier (Insert named place of delivery)
CPT Carriage Paid to (insert place of destination)
CIP Carriage and Insurance Paid To (insert place of destination)
DAP Delivered at Place (insert named place of destination)
DPU Delivered at Place Unloaded (insert of place of destination)
DDP Delivered Duty Paid (Insert place of destination).

Note: the DPU Incoterm replaces the old DAT, with additional requirements for the seller to unload the goods from the arriving means of transport.

The four Incoterms® 2020 rules for Sea and Inland Waterway Transport are:

FAS Free Alongside Ship (insert name of port of loading)
FOB Free on Board (insert named port of loading)
CFR Cost and Freight (insert named port of destination)
CIF Cost Insurance and Freight (insert named proof of destination)

As a point of reference, if your intent is to sell where the customer picks the goods up at your place of origin, utilize FCA and not FOB or Ex Works, as you are likely to load the arriving conveyance.

Also keep in mind that trade compliance – rather than convenience – is often a more important driver of the choice of INCO Term.

Make sure you understand the 7 Basic Requirements to Reduce Risk in the Export Transaction.

1. Terms of Sale (INCO Term)
2. Terms of Payment
3. Insurance Requirements
4. Freight Handling
5. Compliance Responsibilities
6. Accounting for the Transaction (GAAP/IRS)
7. When “ownership” transfers

Utilize the correct Schedule B Number (HTSUS).

It is important to make sure you choose the correct Schedule B number, also referred to “HTS Number”. Your freight forwarder or consultant can guide you in this determination.

Understand the “Documentational Requirements”.

You are creating an export, which requires conformance with U.S. based export regulations. Simultaneously, you are facilitating an import overseas and thus must also comply with the import regulation of the country you are selling to.

Your freight forwarder or consultant can guide you in these documentary requirements.

Basic Export Documentation Requirements.

  • Ocean/Air Waybill
  • Domestic Bill of Lading/Drayage
  • Certificate of Conformity
  • Certificate of Origin
  • Commercial Invoice
  • Dock/Warehouse Receipt

Develop an Export Trade Compliance Mind-set.

You need to make sure you are complying with all export regulatory
requirements. Areas that need to be addressed include, but are not limited to, are as follows:

– Denied Parties Checking
– Destination Control Statements
– Ultimate Consignees
– Product Utilizations
– Destination Country Allowance
– Export License Requirements

Contracts of Sale/Agent/Distributor.

Utilize a professional consultant or attorney to guide you into these documents of agreement that will bind you to certain obligations.

1. The parties
2. The description of the products
3. Quality
4. Price per unit
5. Total value
6. Currency
7. Tax and Charges

8. Packing
9. Marking and Labelling
10. Mode of Transport
11.Delivery: Place and Schedule (INCO Term)
12. Insurance
13. Inspection
14. Documentation
15. Mode of Payment
16. Credit period, if any
17. Warranties
18. Passing of Risk
19. Passing of property
20. Export-Import Licenses
21. Force Majeure
22. Settlement of Disputes
23. Proper Law of the Contract
24. Jurisdiction

Protect your IPR.

Intellectual property (IP) refers to creations of the mind: inventions; literary and artistic works; and symbols, images, names, and logos used in commerce.

Businesses are often unaware that their business assets include IP rights.

Your intellectual property is a valuable intangible asset that should be protected to enhance your competitive advantage in the marketplace.

Stopfakes.gov is a one-stop shop for U.S. government tools and resources on intellectual property rights (IPR). You will find business guides, country toolkits, upcoming training events, and more on the site. See also export.gov.

How to Protect your IP

IP includes copyrights, which cover works of authorship, such as books, logos, and software. It also includes patents, which protect
inventions. Other types of IP include trademarks, designs, and trade secrets.

The first thing you need to do to safeguard your intellectual property is to file for protection in the United States. Your state’s
bar association can recommend experienced lawyers who can help you with that.

Then you must be the first inventor to file for protection in the countries in which you currently do business or are certain to do business in the future. You should also consider filing for protection in countries that are well-known for counterfeit markets.

If you do business in nations that have free trade agreements with the U.S., IP protections are built into those agreements, but you’ll still need to file in each country to get those protections.

Conversely, if you do business in any country in the European Union, you only need to file for protection with the EU – not every individual nation.

If you have a registered IP right in the United States, these protections are territorial and do not extend to foreign countries. Additionally, most countries are a “first to file” country for trademark registration and “first inventor to file” for patent registration and therefore grant registration to the first filer regardless of first use in the market.

Utilizing professional consultants and IPR counsel is also an excellent resource and likely go-to solution.

Utilize Quality Freight Forwarders.

Finding quality freight forwarders is necessary to develop a strong export capability.

Evaluation criteria:

Utilize a FF where you are a “bigger
fish in a smaller pond”

Strong Technology Capability

In Good Financial Shape

Global Reach

Experienced Personnel and Ease of Communication

Understand your “Landed Costs”.

Being competitive in export trade is important and knowing what all the costs are to get your goods from origin to destination will assist in that need.
Let us suppose the shipment of 100 units of a particular product arrives

  • Supplier cost: $20 per unit
  • Duty applicable at 4%
  • Freight cost for the entire shipment was $200 – and the specific product represents one-quarter of the shipment (1/4th of the total shipment)

Total Landed Cost = $20 + (4% x 20) + ((200 x 25%)/100) = 20+ 0.8 + .5 = $21.3 per unit

Landed cost formula:

Net Landed Cost = Supplier Cost + (Duty charges) + (Shipment charges specific to this product/total units)

Landed costs will help determine margins and profits and create the competitive leverage that may be required in competitive export sales.

Make sure the shipment is insured.

The risk of loss and damage is great in export trade. Depending upon the INCO Term and how payments are made will determine who need s to insure the transaction.

Cargo insurance should be “All Risk”, “Warehouse to Warehouse” through a reputable broker and underwriter who specialize in international insurance exposures and risk management.

Make sure you get paid

You need to be very diligent about getting paid. Having an unpaid export receivable can be very discouraging and problematic.

Options:

1. Consignment
2. Open Account (O/A)
3. Collections
4. Letter of Credit (L/C)
5. Cash in Advance

Working with your bank and your customer will help determine the best option. Accommodating clients’ needs balanced with potential risks is a good concept.

Export Credit Insurance.

Protect your export sales against nonpayment, offer open account credit terms to your buyers, and increase cash flow with EXIM’s export credit insurance.

There are also private insurance options such as with COFACE. We have specific contacts at COFACE we can refer you to.

The costs are low, the coverage is broad and is a great way to protect concern from foreign receivables.

Foreign Exchange Risk.

Reduce the risk associated with the uncertainty of future exchange rates. A good way is to quote prices and require payment in U.S. dollars.

Payment Problems.

Problems involving bad debts with your international buyer can set you back.
Avoid potential payment issues and tap key resources to limit risk and resolve problems.

Concluding Remarks.

This document is to be utilized only as a reference guide and starting point in understanding all the requirements of exporting. Accessing additional resources and expertise will be central to developing a successful export business capability.

The Author

Thomas A. Cook Is a 30-year seasoned veteran of global trade and Managing Director of Blue Tiger International, based in New York, LA and West Palm Beach, Florida. The author of 19 books on international business, two best business sellers.

Graduate of NYS Maritime Academy with an undergraduate and graduate degree in marine transportation and business management.

Tom has a worldwide presence through over 300 agents in every major city along with an array of transportation providers and solutions. Tom works with a number of Associations providing “value add” to their membership services and enhancing their overall reach into global sourcing and in export sales management.

FTZ The Port of Melbourne has announced major investments to expand terminal operations at Webb Dock East.

Foreign Trade Zones, Bonded Warehouses and Free Trade Agreements: Lowering Your “Landed Costs”

Foreign Trade Zones

FTZ’s have been an excellent source for lowering “landed costs” in face of increasing freight costs and long delays in the global supply chain, over the last two years due to the Pandemic and that impact which is now lasting well into 2022.

The primary reasons for considering FTZ’s in your global supply chain are:
– Ease of moving freight to and from the borders between trading           countries
– Reduction or elimination of duties, taxes and other import/export       costs
– Financial incentives on a local level
– Lowers the “landed costs” in your import/export business model
– Provides financial incentives that translates to lower operating             costs in your import and export transactions

There are other advantages that may be unique to geographic location and industry verticals.

The automotive industry which is dominated by foreign competition has been one of the major industry verticals to capitalize on FTZ’s here in the United States, as well as many countries abroad.

The basic FTZ model allows a company to manufacture or assemble finished products in a country abroad utilizing local labor for the specific purpose of reducing landed cost.

For example, a German car manufacturer sells a car in the U.S. for $50,000. Duties and taxes can add another $1500 to the landed cost.

Through the utilization of a FTZ strategically placed here in the United States. That German car manufacturer could import parts from Germany and utilize U.S labor to work in their U.S. factory.

Upon entry into the U.S. FTZ, duties and taxes on the parts are deferred. Upon assembly completion, the car leaves the FTZ for ultimate sale and that is when the deferred portion of the tax and duties are paid. If labor costs make up 50% of the $50,000 value, … only $25,000 is applicable to duty and tax.

This model (simplified by design for this article) reduces the “landed cost” by approximately $750.00 per vehicle. Compare this against 200,000 units and the savings could amount to over $150,000,000.00 annually.

There are numerous other benefits to FTZ’s that would need to be considered in any business model assessment.

In the above FTZ model, the utilization is assembly and manufacturing. More recent options allow high volume importers to have their goods pass through FTZ’s as they transit from the gateway through to their warehouses and distribution facilities.

This step allows a “weekly manifest clearance” which reduces entry fees and Merchandise Processing Fees (MPF) creating a significant financial savings impacting landed cost.

Consulting companies can help companies assess the benefits of an FTZ and weigh them against the costs and challenges to make it happen.

Bonded Warehouses

Another option, similar to but different from a FTZ is the “Bonded Warehouse”. Bonded warehouses are a supply chain option which allows importers and exporters to temporarily hold freight where the import is deferred along with duties, taxes and other import costs, until such time the goods enter the country or are exported from that country.

For example, let’s take a Cleveland based electronics distributor importing consumer music products from Asia, totaling over 200m annually with an average duty rate of 4.5 %. Approximately 20% of the products are then re-exported to Canada, the Caribbean and Latin America.

Under their current supply chain model, they utilize CBP’s drawback program to obtain up to 99% of the duties and taxes for those exports, totaling 1.8m annually. While drawback is a great program, it can be arduous and costly to manage and takes time to receive the refund of duties.

As an alternative, the distributor can apply to CBP to make their warehousing facility a bonded location. This will defer the duties and taxes to goods entering the warehouse to the point in time they are extracted from the facility.

Additionally, the 20% of the goods that are re-exported come in and leave the USA in bond and no duties or taxes are obligated to be paid providing significant savings in supply chain costs.

Bonded warehouses provide additional benefits, but the operations permitted in a bonded warehouse are limited so sorting, weighing and repacking. If the goods enter the warehouse as a widget, they must leave as a widget.

For Bonded versus FTZ … four steps must be completed to decide which may present the best option to the principal company.

These four steps allow a detailed assessment of the options, the benefits and challenges, a ROI, an operational overview … followed by implementation.

The process can take from 60-180 Days and will have costs involved in all the steps that are typically outweighed from the residual and ongoing financial benefits.

Free Trade Agreements (FTA’s)

FTA’s offer numerous advantages to both importers and exporters. Currently the U.S. participates in over thirteen agreements with numerous ones pending. The most well-known FTA is USMCA (Previously called NAFTA), which has consistently provided overwhelming ROI to Canada, Mexico and the United States.

When the three participating countries … USA, Canada and Mexico trade with one another there is a serious reduction of duties and taxes on qualified goods and merchandise.

The most advantageous benefit in the FTA’s is the free movement of goods between participating countries where duties and taxes are reduced or eliminated.

“Near Sourcing” is the recent phenomenon in global trade where trade is coming back to the USA or our USMCA partners. FTA’s provide a more level playing field, particularly against lower Asian based sourcing models.

Lower freight costs, reduced lead times and elimination of duties and taxes can very easily make manufacturing in Mexico or in a USA based FTZ … a much more competitive option, thereby leveraging critical logistics business model options.

Mexico enjoys a “Maquiladora Program” which greatly enhances USMCA benefits where manufacturing and assembly is done in Mexico for goods which will eventually be shipped to the USA.

Other countries such as but not limited to:

Australia                                                     Bahrain

Canada                                                        Chile
Colombia                                                   Costa Rica
Dominican  Republic                           El Salvador
Guatemala                                                Honduras
Israel                                                            Jordan
Korea                                                           Mexico
Morocco                                                    Nicaragua
Oman                                                          Panama
Peru                                                             Singapore

When searching out trading partners as sourcing or selling options … Free Trade Agreement Countries can provide competitive advantage to the buyers and sellers.

As political problems increase with China and disruptions in trade happen now with what we have with Russia … it makes the case for American Companies to buy and sell from trading partners where there are more favorable and sustainable working environments … and that can be leveraged to each party’s advantage.