ADHESIVETRENDS
An e-newsletter from ITW TACC
July/August 2005
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ADHESIVE
MATERIALS
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What goes into making an adhesive is as important as what it's being used for. ADHESIVE MATERIALS provides updates on current materials and production issues.
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Raw Materials Update
Most people in business today are concerned that high oil prices and interest rates will significantly eat into US economic expansion. Others believe higher prices for basic chemicals and materials will lead to demand destruction. While feedstock costs remain volatilewith crude oil at over $60 per barrel and natural gas nearing $7 per MMBTUthe strength in these prices indeed reflects strong demand. This is especially important at this juncture since any word of a storm or hurricane causes a spike in the market for crude oil and natural gas.
The second quarter of this year has brought the lingering question: Will there be a continuous supply of oil sufficient enough to make gasoline for the driving season and at the same time begin building distillate (heating oil) stocks for the fall and winter? This concern has the barrel of oil fluctuating in the $55-$60 range, which in turn strengthens cost factors for solvents and other feedstocks, thus diminishing our hope for reduced costs.
Other materials remaining in tight supply are styrene-based rubbers and key materials used in water-based adhesives that include acrylic monomer, styrene monomer and vinyl acetate monomer. These materials are under price pressure not only because of energy but also due to the manufacturers’ ability to obtain higher margins by pursuing other options for the material.
During previous price spikes, suppliers often assumed the position of shock absorber, swallowing high raw material cost increases without fully passing on the results to their customers. In 2004 and 2005, however, they have been able to pass along feedstock cost increases as well as boost margins. In the past, suppliers were taking the hit to maintain business as a result of the imbalance in supply and demand. Looking at the present scenario, the market is much tighter in supply on many solvents, polymers and resins.
Supply and demand is still very snug in all commodities (MDI, solvents, latex.) and will remain this way for the balance of the year. However, there are some bright spots on the horizon thanks to a softening in global demand for acetone and MEK. The acetone market has been affected by the large phenol inventories being held by producers who were expecting demand from Asia/China. But an unexpected slowdown in textiles and plastic manufacturing prevented this. MEK demand has also softened worldwide with the exception of North America. Global producers with no other avenues for their material are exporting it to the U.S., which is driving the cost of material down.
There is still a concern for SIS and SBR rubber as the cost of styrene and butadiene continue to climb due to the supply/demand imbalance globally. SIS is also severely impacted by the lack of global availability of Isoprene. Domestic suppliers have been down for most of the year for maintenance or material is being funneled into different end products (such as tires). The Isoprene that is available costs 200 % more than suppliers had planned. This situation should ease going into the third quarter but pricing will remain elevated for the balance of 2005.
Solvents such as toluene and hexane continue to be volatile as the barrel of oil hovers around $60. An announced 2¢ mid-July hexane increase is requiring ITW TACC look at solutions to prevent that cost from going into its raw materials. Toluene has been a few cents below standard the past two months but appears to be trending upward in step with oil and refinery builds of gasoline.
ITW TACC has done a lot of work to take costs out of the supply chain. We are asking suppliers to pursue efficiency and reduce waste to help offset increased materials costs. Additionally, suppliers need to improve communication, remove variation from their operations and supply chain, reduce lead times, and actively pursue material substitution through innovation.
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REGULATORY
UPDATE
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Adhesive users face formidable challenges to profitability. Environment, safety and liability are just a few. REGULATORY UPDATE offers a look at the regulatory issues affecting your business.
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Myths That Don’t Hold Water
With regulations for air quality, fire, health and safety changing so rapidly, it’s hard to know if emissions from your adhesives are in compliance. One way to help you sleep at night is to use water-based adhesives. Another is to make darn sure you’re staying on top of the latest requirements of insurance, local, state and federal regulations.
The fact is water-based is no longer a dirty word in adhesives (if it is to you, call ITW TACC at 1-800-503-6991 for a free copy of the educational brochure, “Myths That Don’t Hold Water”).
Several products offered by ITW TACC meet ALL of the requirements and concerns of insurance, fire, health and safety. Our 357 bulk formula, as well as the new Z Postformable Adhesive System, just to name a few.
If solvent-based is a must for you, you can still comply with the most stringent VOC requirements currently set forth by the state of California with STA’-PUT SP80, TACC T1080 and CONBOND C5800. Each adhesive also combines high bond strength with aggressive grab tack all in a self-contained, easy to use portable spray system.
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ADHESIVE
SOLUTIONS
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Our customers face a myriad of business and production challenges. ADHESIVE SOLUTIONS aims to keep you informed of the solutions ITW TACC provides.
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Freight Cost Management Tips
Several things have happened in the trucking industry that are impacting service and price, the most obvious being diesel fuel costs.
LTL (less than truckload) carriers primarily provide pricing based on rate tables, while TL (truckload) carriers charge by the mile. An LTL carrier normally calculates their costs off a base fuel price, say $1.10 per gallon. As the cost per gallon changes, a fuel surcharge modifies the final cost. If fuel increases to $1.40 per gallon, the surcharge allows the carrier to recover his added cost. The average fuel cost is posted weekly on the EIA website at www.eia.doe.gov. You can log on to any number of carriers and see surcharges ranging between 12% to 18%.
• When negotiating pricing with an LTL carrier, make sure the fuel surcharge is calculated off the net freight charge excluding accessorials, not the gross charge.
• When negotiating TL pricing, always get cost plus fuel vs. total cost only. If fuel goes up, you will pay more. However, when fuel goes down, your cost will decrease. Some carriers and brokers are quick to raise pricing to cover increases, but are slow to reduce your charge when costs decrease. By having the fuel surcharge separated, you can get a true picture of your costs.
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