Category Archives: Supply Chains

How changes in supply chain finance disclosure could impact shippers

I’ve been waiting to publish this for quite a while, I know, but I think it’s an important issue. For smaller shippers and carriers, like small independent trucking firms, cash flow is extremely important. Factoring invoices can be a way to insure that the bulk of the money for a bill comes in at a known time, allowing plans for use of the money to be made. It’s also a way for the payer of an invoice, the shipper, to set payment dates at known times, so their cash flow can be managed.

According to the article, there have been recent changes to how factoring is reported on accounting records. In fact, firms did not need to disclose that they were using factoring until the new FASB rule went into effect after Dec 15, 2022.

What this means is that for fiscal years that begin after Dec 15, 2022, the key terms of any supplier finance programs must be disclosed, FASB regulations say: “The key terms of the supplier finance program, including a description of the payment terms (including payment timing and basis for its determination) and assets pledged as security or other forms of guarantees provided for the committed payment to the finance provider or intermediary”.

This includes the amount outstanding that remains unpaid by the buyer at the end of the annual period, a description of where these commitments are shown in the balance sheet, and a “rollforward” including the amount of obligations confirmed and the amount subsequently paid.

These are important rules, because a part of the firm’s activity will be disclosed. It’s always possible to fool around with accounts receivable or payable to make figures look as you wish— that’s usually where delinquent payables or receivables are displayed. But disclosing the amount and timing of the actual obligations at least annually is a good start, especially when factoring is used to help a company running close to the margins maintain a regular cash flow.

It’s also important when you are planning to acquire a small firm. Investigate how the small firm is handling its receivables; are they factoring them? And if so, what is the nature of the deals being contracted. Small firms may not have to fully comply with FASB standards, since they aren’t public companies. Having a firm’s bookkeeper prepare the information required by FASB on supplier financing would be an excellent start. Make sure you fully understand the potential risk in your investment.

Todd Maiden·Saturday, January 07, 2023

How changes in supply chain finance disclosure could impact shippers – FreightWaves

Bryan Strickland, September 30, 2022

FASB updates reporting standard for supplier finance programs

Europe could end reliance on China for battery production by 2027

Transport and Environment (T&E), “Europe’s leading clean transport campaign group”, has a plan. They believe Europe could be able to produce all the batteries it needs by 2027, without imports from China. It’s a laudable goal, and the idea is amazing since Europe is fast rushing to battery-powered electric vehicles, which consume lots of batteries.

The group imagines a European sovereignty fund to support domestic battery production, and streamlining of EU rules on state aid. Battery plants now take a long time to build, since there are considerable risks to their storage and manufacture.

According to the article, about half of Europe’s batteries are already sourced there. The EU is mandating electric vehicles by 2035, which sets up a big increase in demand for batteries.

The supply chains associated with electric vehicles are interesting and of crucial importance so that they will be accepted and effectively used. Batteries are a major element, and disruptions in the supply are not healthy for European manufacturers.

By Charlie Bartlett, technology editor 24/01/2023

Europe could end reliance on China for battery production by 2027 – The Loadstar

LR study calls for ‘end-to-end assurance of new fuel supply chain’

Shifting to greener fuels sounds easier than it is. The supply chains for common maritime fuels such as HSFO and marine gasoil are highly developed and complex. But for new fuels such as cooking oil, hydrogen, and ammonia, there aren’t any supply chains.

Even if we had excellent marine engines using these fuels, there would be no place to ‘gas up’. In many ways, it’s like the problem auto drivers have with electric cars; you need to know where you can fill up. The highly developed automotive fuel supply chain is one reason why electric cars are taking so long to catch on with the buying public.

Another issue, which plagues the electricity supply chain as well as the marine fuel one, is the ‘greenness’ of fuels. Some fuels burn green, producing less emissions, when they are propelling vehicles; but their means of production is not green at all.

For instance, hydrogen production takes a lot of electricity when it’s made by the usual method, by electrolyzing water. But how green is the energy source for the electricity? Did it come from a coal-fired plant, or from a solar or wind generation facility?

For maritime, we call this well-to-wake analysis of the greenness of fuels and their supply chains. Can we do effective well-to-wake analysis of marine fuel supply chains?

The article by Paul Bartlett below refers to a new report from Lloyd’s Register addressing this problem. The report is well worth getting for maritime pros. It’s going to be crucial to have a full understanding of the overall emissions benefits of all the possible marine fuels, if we are to build new greener ships and develop green trade lanes. A lot of work and money will be needed to set up effective maritime fuel supply chains and supplies.

Another interesting publication on this subject is a Bureau Veritas white paper on alternative fuels. I learned a lot by reading it.

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Paul Bartlett | Jan 24, 2023

LR study calls for ‘end-to-end assurance of new fuel supply chain’