Tag to make the posts appear under the “Technical Transport” section of the blog.

Healthy habits create new traffic for temperature-controlled logistics

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The growth in healthy eating habits has led to an increase in demand for temperature-controlled logistics

Lockdowns, and the subsequent re-openings of our societies have influenced how we, as a society, approach our overall health (we’re looking at you Peleton!). This demand for healthy nutrition, which is marked by the changing global diet trends, has increased. In response to that, cold logistics has become central in the response to meet this rising demand for fresh and frozen foods.

Many of the players in the reefer industry have noted that the growing healthy consumption habits have helped sustain growth in reefer volumes post-pandemic; a growth that is expected to continue despite the nuances of a more subdued 2022. “There is a growth in demand over the last few years, and there is an increasing need in the logistics sector to move products related to that trend, whether it is health products, fresh food or frozen food,” says Cold Chain Federation UK chief executive Shane Brennan (El Mercantil, October 2022), adding that “it is clear that this will be an area of safe investment for the next five to ten years”.

A maritime growth

When looking at overall reefer trends, it is clear that the maritime leg has taken a large volume of investments in recent years. Up to 46% of global trade in perishable goods is transported by sea – and in many cases these require very specific temperatures throughout the different stages of transport (in transit, in port, or even during the last mile delivery).

Different goods also have different standards set by international organisations, and it is pivotal for transport operators to ensure that perishable goods are transported in conditions that don’t affect product quality (for a refresher on the Cold Chain, head to our blog to read up on the Introduction to the Cold Chain).

Because more and more people want access to fresh fruits and vegetables (in- our out-of-season), the reefer container business has been thriving. The El Mercantil article quotes Gregory Tuthill, the director of SeaCube (an innovative North American company specialising in the leasing of containers) as having attested to this trend. “In general terms, we can talk about a growth that is accelerating right now and that has to do mainly with products such as fresh fruit and vegetables”. This trend has “an effect on the demand for refrigerated containers.”

With more reefer containers, more storage space in ports is also needed. As an     example, we can look at the Port of Barcelona. Hutchison Port’s managed BEST container terminal in the Catalan Capital has enhanced its reefer services in recent years. The terminal is now able to carry out semi-automated pre-trip inspection services for reefer containers. Repairs to any damages can also be carried out on site. “The Hong Kong-based operator is in a position to offer an integral and complete service for reefer containers, from connection and disconnection, to their monitoring, or the personalised attention to super reefers.” Similar investment in temperature controlled equipment management has been seen in other ports of Europe, and is expected to grow in the coming years.

6 keys to an effective temperature-controlled logistics

From maintaining stable temperatures and documentation requirements, to packaging and security considerations, we recommend you our spanish course in Temperature-Controlled Supply Chain Logistics in  Barcelona.

For more ifnormation on temperature-controlled supply chain logistcis in spanish, download  and jump on the guide:

Sources:

–      Escola Europea – Intermodal Transport #DidYouKnow blog

–      El Mercantil

–      Container News

#DidYouKnow – Intro to the Cold Chain

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In the past year the Cold Chain has been in the spotlight. With the mRNA vaccines getting a lot of media coverage, people from all trades sought to understand why the logistics of transporting certain types of products at (sometimes very) low temperatures proved tricky.

The Cold Chain is not a new concept. It has been used for centuries to help transport fresh products, and with the emergence of freezing technologies it made it easier to transport frozen items and medicinal products across large distances. But what exactly is the Cold Chain? Why is it called that and why do we care?

We sought to address these issues in this month’s #DidYouKnow piece:

What exactly is the Cold Chain?

The Cold Chain refers to the management of products that need to transported at stable temperatures throughout the supply chain. Though not limited to pharmaceutical supplies, it has been in the spotlight over the past two years due to the risks associated with the pandemic-related vaccines potentially deteriorating during transport that can’t support the extremely low temperatures needed to maintain their integrity.

There are four main groups of products that fall under the Cold Chain systems:

  • Pharmaceuticals
  • Food
  • Beverages
  • Chemicals

What are the elements of a Cold Chain?

At the root of it, the Cold Chain is a series of logistic management steps taken to protect the integrity and quality of certain types of perishable products. These steps range in product preparation, storage and the transport itself.

The main elements are:

  1. Storage – the transport begins with the storage of the products in a refrigerated facility. These tend to be equipped with refrigerated containers, chillers, cold boxes, cold rooms, and blast freezers, among other things
  2. Packaging – The products have lower risks of contamination if they are properly packaged. This also increases the energy efficiency throughout the whole chain. To ensure proper packaging, refrigerants are used, which include dry ice, gel packs, phase change materials, Styrofoam or gel bricks.
  3. Monitoring – Careful monitoring of the conditions during all steps of the cold chain is essential. Cold Chain managers can monitor things like temperatures and environmental parameters. Nowadays the Internet of Things is being used to help in these processes, and digital software that allow for the management of transport are integral to monitoring the data collected by the sensors stationed throughout the supply chain.
  4. Delivery – The final step of the Cold Chain is the delivery of the product – and this step may or may not involve the provision of temperature-controlled equipment by the transport operators. This depends on the preferences of the buyers and end-users.

Classification

The Cold Chain has a set of standardised temperature ranges that helps transport operators determine which methods are most appropriate for the transport of their products.

  1. Banana – temperatures range between 12 degrees to 14 degrees Celcius
  2. Pharmaceutical – temperatures range between 2 and 8 degrees Celcius
  3. Chill – temperatures range between 2 and 4 degrees Celcius
  4. Frozen – temperatures range between -10 and -20 degrees Celcius
  5. Deep frozen – temperatures range between -25 and -30 degrees Celcius
  6. Ultra low – temperatures fall below -70 degrees Celcius

What kinds of temperature controls are we talking about?

In general the temperature controlled supply chains refer to cold temperatures – which is where the term “the cold chain” comes from. Typically the products transported along these supply chains need to be kept under stable temperatures that range from 2 degrees Celcius (35 degrees Fahrenheit) to negative 70 degrees Celcius (negative 158 degrees Fahrenheit).

What are the consequences of improper cold chain management?

The Cold Chain is very important in maintaining the functionality of today’s supply chains. Failure to do so could result in discolouring, bruising and bacterial growth, as well as product degradation. All of those could then have devastating impacts on public health, as well as affect the satisfaction of the end-users (which would then drive greater demand for the products).

What industries rely on the Cold Chain?

 The main industries that need to use temperature controlled supply chains are:

  • Food and beverage
  • Pharmaceutical
  • Chemical
  • Oil and gas
  • Military

European legislation

The European Union has come up with a set of guidelines on manufacturing and distribution practices of all products. These were designed to ensure both the safety and the quality of the products transported, and include specifications that would need to be applied to storage areas and transport equipment. For more information you can check out the EU Good Manufactoring Practices.

Sources:

Want to know more? Check out these additional resources:

Transporting perishables across the equator

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Written by: Lidia Slawinska, Consultant

The end of the 20th and the beginning of the 21st century has brought tremendous progress to social, industrial and environmental aspects of society – all as part of the larger globalisation trend. In this issue of the #DidYouKnow series we look at how globalisation has affected the ability for us to receive perishable products from the other side of the globe and made it possible for us to diversity our diets with foods from other  climates.

We are talking about, of course, the cold chain. New technologies in reefer transport and logistics have made it possible for the market of cold chain products to expand. The reefer is essentially a homogeneous transport product, but it works with markets that have a very broad range of products, ranging from pharmaceuticals to perishable foods (and even fresh flowers). How is it that we are able to find fresh avocados from Peru in our local (European)_supermarkets? How are delicacies from the Southeast Asian countries reaching our homes? The areas which produce the most perishable products—the southern states of the USA (California, Florida, Texas, Arizona), Hawaii, Puerto Rico, Mexico, the Caribbean, South America, and Southeast Asia—have in the past faced great marketing challenges due to their distance from the major markets of Eastern and Central United States, Canada, the Far East or Europe.  It is through the wonders of intermodality and temperature-controlled transport – a supply chain that ends at the door of the final consumer – that we can enjoy the tropical delicacies in the old continent.

What are the factors that need to be taken into account when transporting perishable?

Fresh products continue to metabolize and eat up their nutrients throughout their shelf life. This process begins with the harvest or slaughter, and continues through packing, distribution, marketing and the final sale. The decomposition processes are all dependent upon temperature – the higher the temperature, the faster the degradation.

“In fact, as a general rule, most of these degradation processes double their rate for each increase of 10°C [1]” – a vital statistic for shippers and transport operators who need to preserve the integrity of their cargo during long-distance journeys.

This so-called Q10 quotient means that maintaining an edible product’s temperature at 10C less than the temperature during which it is handled can almost double the product’s shelf life. Though this is not a universal rule that can be applied to all products (some sub-tropical fruit can suffer damages due to extremely low temperatures), it is significant enough for professionals to consider, and thus offset their their losses.

When tropical delicacies are transported to opposite corners of the world, uniform quality in both product appearance and taste are essential. This is why packaging, refrigerating, pre-cooling, and storing are vital – the inability to do  effectively will result in a waste of product, time and losses in profits.

Packaging

It is important to note, that alongside the refrigeration tactics used by transporters, packaging also takes centre stage – in particular in the cases of fruits and vegetables, plants, and cut flowers. Proper packaging ensures product protection during transport and facilitates transport. Improperly sized containers, for example, topped with rough handling by port infrastructures can lead to products damage. Overfilling can cause bruising and can also lead to decreased compression strength inside the container. Underfilling a container can also cause product damage by allowing for the product to move during uneasy transport conditions (rough seas, irregular road surfaces, etc).

Overall it is vital to ensure that the containers are properly packaged and prepared, with detailed considerations of the temperatures required for the preservation of the transported products. Knowing exactly what are the different stages and characteristics of this preparation will help you create a durable, efficient and sustainable cold chain.

Choosing the mode of transport

As previously hinted, the transport of temperature-sensitive goods is very particular, and therefore it is imperative to choose the correct mode of transport to ensure high quality services and product delivery. Intermodality plays a key role, as sometimes different modes would need to be used to maximise the efficiency of the cold chain. Once precooled, the items would need to be carefully loaded onto appropriate packaging and transported at stable temperatures. Therefore, the design and condition of the equipment used will need to be considered, alongside the mode of transport to be used (which depends on the distance to be crossed).

These decisions should be made in consideration with the following:

  • Destination – where is the product heading
  • Value of the product – are there certain losses that can be accepted by the client?
  • Degree of product perishability – how temperature sensitive are the products?
  • Amount of product to be transported
  • Recommended storage temperature and relative humidity – important to take into account in particular with precooling and storage steps
  • Outside temperature conditions at origin and destination points
  • Time in transit to reach destination by air, land, or ocean transport – Refrigerated trailers and van containers are generally preferred for most high volume transports during a week or more
  • Freight rates negotiated with the carriers – Services and schedules can change on a weekly basis. Are door-to-door services offered (generally the case with carriers who use containers and trailers, but air cargo has also been know to transport highly perishable goods). Air freight is considerably more costly and does not tend utilise refrigerated containers (although refrigerated air containers are used) – but the transit time is generally given in hours instead of days / weeks.
  • Quality of transportation service – which can usually be gauged through past customer reviews, local trade publications, port authorities, among others.

On top of using the correct mode of transport, customers should also familiarise themselves with the refrigeration systems used to understand what kind would best protect their product. Some companies may opt for mechanical systems (which use diesel generated electric power), cryogenic (which use liquid or gaseous nitrogen), dry ice (low-cost but highly effective method to keep temperatures down), wet ice (which tend to be used as supplements to other cooling mechanisms and get placed on top of the containers to avoid product contamination), gel refrigerants (frozen containers of chemical eutectic gel to help maintain lower temperature within larger containers), ventilation (preferred for live-cargo and high – emission products as it employs a method of using air ventilation to circulate the buildup of CO2 or ethylene, etc). Though not extensive, this list demonstrates the large array of possible options that operators in the cold chain use.

From the above it is evident that the cold chain requires a myriad of additional considerations on top of the usual decisions that need to be taken when planning an efficient and sustainable transport chain. Through technological advancements we can now transport fresh vegetables from Almeria to the United Kingdom, and help transport fruit, tomatoes and other vegetables from the Northern shores of Africa and the Eastern Mediterraenean to the countries of the E.U, alongside tropical vegetables form the far East and West. All without worrying about significant product deterioration or losses.

These, and other topics, are covered in the Escola’s Technical Course on Temperature Controlled Transport. For more information about the upcoming edition, you can head to the course page, or contact us as info@escolaeuropea.eu.

Want to know more? Check out these additional resources:

Temperature controlled logistics: Spotlight on pharmaceuticals

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Professionals operating in the field of temperature controlled logistics need to take into account the condition of the products across all stages of the supply chain – beginning with storage and product preservation, through the transport of the cargo that is sensitive to changes in temperatures or varying atmospheric conditions, up until delivery to the customer. This broad spectrum of products includes pharmaceuticals, which need to be handled under particularly strict conditions as any changes may affect chemical stability or alter their properties, and cause serious health-related consequences to the end-consumers as a result. To ensure that these changes do not occur, pharmaceutical companies have to be able to prove that their products are transported through a stringently temperature controlled supply chain. It is vital that all parties involved, from the producer, conveyor to end customer are assured and can prove the integrity of the cargo.

The responsibilities in the temperature controlled supply chain vary among each of the parties. While the carrier needs to be responsible for preserving the transport conditions indicated for each type of medicine, the producer needs to ensure that the carrier is aware of the acceptable margins of error for temperature changes, what are the risks that may be acceptable, and what actions should be avoided to preserve the integrity of the product, etc.

Companies operating in the pharmaceutical cold chain should be kept up to date with the latest market regulations and standard rules. Due to the complexity of transporting these types of cargo, this task can be challenging. In the EU, the Directive 2001/83/EC is the foremost legal document guiding the production, distribution and use of medicinal products. In addition, other organisations regulate and establish new procedures, including theWorld Health Organization, Parenteral Drug Association, International Air Transport Association, Pharmacopeia, among others.

Though it is important to recognise that different medicines and different transport methods have their own characteristics of preparation and transport, there are general considerations that must be taken into account regardless of the pharmaceuticals being transported. This includes questions such as whether the storage facilities at the destination similar to those of the origin. Refrigerated vehicles or passive cooling systems will have to be considered to ensure the drugs not be compromised en-route. Minimising the amount of time the pharmaceuticals spend at ambient temperatures is critical, especially in warmer climates. The load needs to be securely stowed inside the transport units to ensure uniform air circulation and temperature distribution. Frequently, the use of temperature and humidity measuring devices is recommended.

Air freight temperature controlled logistics

Air cargo transport is the most popular method of transport for cargo with high levels of temperature control. Air transport is advantageous when it comes to speed issues, overcoming geographical obstacles or lack of infrastructure for other means of transport. The main weakness of this type of transport? It is extremely expensive, both in financial costs and in terms of the  environmental footprint.

Sea freight temperature controlled logistics

Around 20% of pharmaceutical payloads are moved via ocean freight. Sea freight temperature controlled logistics is substantially cheaper when compared to air freight shipping. It also offers a more controlled environment in comparison to air transport. There are fewer control points and disruptions, as sea freight cargo will not be touched until it reaches its final destination. With new technologies in the maritime sector, the transport units allow tracking and monitoring in real time (a big plus for the clients!). There are few load movements, which limits the potential breaks in the cold chain and potential exposure of the products to ambient temperatures. The main weakness? It is considerably slower than air transport.

In general, there is an enormous mindset that this type of products due to their characteristics and specificities must be transported by air.

The main question thus is: Air or sea freight transport? Sea freight, done well, is an excellent mode in the right circumstances, though the same is true of airfreight. It is understandable that emergencies will always require medicines to be transported rapidly from point of origin to destination, but with tighter regulations on the temperature control and cold logistics chain in the pharmaceutical industry ensured by the maritime authorities, the gap between air and sea freight is closing in.

Intrigued? Check out our upcoming course on Temperature Controlled Supply Chains.

Written by:

  • Raquel Nunes – Co-Founder of YoungShip Portugal

#DidYouKnow – What training do we need to work with NVOCC’s?

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Consumption models are evolving towards systems of more customised attention to the final consumer. This has consequently fuelled a change in manufacturing and distribution models. More and more products of very different sizes are exported with very short delivery times and sent directly into the hands of the final customer. It is the evolution from a large shipping model to a new one maintaining a constant flow of medium or small shipments. Simultaneously, the modes of transportation have steered towards gigantism. Ships, trains, trucks and airplanes are becoming larger and larger in search of greater efficiency and lower environmental impact. Loading units, however, have remained the same.

Groupage offers a very good solution for such shipments that result from purchases made through e-commerce, bringing us closer to what we call the Physical Internet. It offers a new environment with the capacity to manage relatively small load units that rely on intermodal transport, which in turn rely on large modes of transport: large ships, trains and mega-trucks.

This technique that optimizes transportation not only generates multiple benefits for the loaders, but also gives great advantages in terms of the concern for the environment.

Customer demands are constantly changing. It is also necessary to keep up with any legislative changes, new transport options and technological inventions. New skills must be developed in the fields of information technology, environmental transport and collaboration. The consolidator works door-to-door. As such he or she needs to be able to manage operations between different countries, with different operators and through the use of various sophisticated technological tools.

The flexibility of an NVOCC makes it attractive to small to medium-sized enterprises, but big companies that manage large volumes of freight across their supply chains also need flexible options.

The consolidation centres are the ones who can best face the challenges posed by this evolution. There is a long way to go ahead of us, and it begins with the training of the operators and companies that will choose groupage as an alternative to their transport systems.

Moreover, more and more companies are looking for opportunities to establish cooperation agreements for the supply and distribution of goods. Many companies share vehicles to improve occupancy, reduce fuel consumption, reduce emissions, improve vehicle utilisation and reduce costs. Operators include these initiatives as part of their environmental and business strategies. Groupage has proven to have clear environmental advantages, when compared with each operator using their own vehicles to deliver small, often uneconomical consignments. Today alliances in transport are becoming more and more frequent.

Most companies see groupage as a possible risk to their cargo. Loss, theft, lack of information or control of the cargo are the main concerns when thinking about combining your shipment with that of other companies. It is true that not all cargoes are susceptible to groupage, but that is why there are specialists that analyse and organise these services to maintain control of all transport and consolidation, therewith minimizing the risks that may occur.

It is thus essential to detect what training and information is needed for operators to be able to take advantage of groupage. Some of the subjects in which lack of training has been detected among freight forwarders, direct customers of NVOCCs, and shippers, range from the identification of the main operators and the services offered from a consolidation centre, the differences between types of groupage by mode of transport and the situational analyses to evaluate the use of groupage, to more complex scenarios such as customs procedures, packaging and labelling of goods, risks and groupage coverages or special treatments of specialised goods.

All of these topics are dealt with in depth in the specialised course on Groupage and Consolidation Centres offered for the third consecutive year by the Escola Europea. This year’s edition will take place from 17 to 19 June 2019 in Barcelona. The main objective is for people to be able to know all the casuistry, processes, documentation and legislation that applies to door-to-door groupage operations. This should familiarise the students in the use of groupage services and therefore a encourage their development. In the two previous editions, companies of different types have participated, including Mercadona, Rhenus Logistics, TransGlory, DB Shenker and Fundación Cares, among others.

The idea of offering a course with these characteristics arose from an analysis of the evolution of supply chains and from the need for professionals and students to have more specialized training, which is structured around a theoretical basis and which also allows for the most practical part of operations to be seen through visits to leading operators in the sector. Companies and entities active in groupage such as the Romeu Group, IFS, Globelink Uniexco, Ibercondor, TM2, ATEIA, PORTIC, the BEST terminal and the Port of Barcelona actively participate in the Escola’s course.

The final aim is to inform companies of the best practices for groupage and explain the operation of the whole system so that they can consider it as an option for transporting their goods and contribute to a more efficient and sustainable transport system.

Written by:

  • Raquel Nunes, Training Programmes & External Relations Manager (Escola Europea – Intermodal Transport)

#DidYouKnow – LCL packaging and shipments

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In this article for #DidYouKnow we consider the steps and precautions that need to be taken into account in consolidated shipments and groupage operations.

When sending an ocean freight LCL (Less than a Container Load) shipment the cargo needs to be carefully prepared. LCL shipments require container sharing, and therefore the shippers need to take extra caution to ensure the integrity of the merchandise handled.

Source: Fortune Global

The two most common causes for damages to LCL loads are the collapse of stowed materials caused by the shipper’s improper stowage of cargo inside the container, and insufficient individual packaging and contamination caused by the incompatibility of cargo within the same container.

This prompted us to draft this article to clarify the issue at hand: How should an LCL shipment be properly packaged and prepared? Certain aspects need to be considered when ensuring safe transportation of this type of cargo. Some of these include identifying whether the goods in the shipment are fragile, and how many boxes will eventually comprise the entire consignment. Once these questions are ascertained, the shipper can prepare the packaging and the proceed with the labeling of the goods.

In terms of the boxes and packaging, the general rule of thumb is to pack all the goods in boxes, and avoid the use of suitcases or bags. Ideally, special boxes designed for export should be used. Should the shipment contain delicate merchandise, the empty space inside the boxes should be filled with plastic packaging bubbles for added padding and protection. Finally, each box needs to be individually and securely sealed.

On the outside of the boxes clear labels need to be placed, containing the names of the shipper and the consignees, country of destination, name of the freight forwarder and the booking number. If the merchandise is fragile, the “Fragile” label should appear on the sides of the boxes. There are other types of labels that could be added to containers with delicate cargo. These include the orientation of the box to be handled, storage advice, chemical identifiers, etc. Whether or not the labels are placed on the boxes is up to the shipper and to the nature of the cargo.

The labels should also identify the total number of boxes within each shipment. The label should have a number that indicates each box position with respect to the total number of boxes: “Box 1 of 30”.

Finally, when preparing the boxes merchandise needs to be arranged evenly and uniformly. Shipping prices are calculated based on the cubic volume of the contents. Once cargo volume is calculated and the booking is placed with a freight forwarder, it is time to start thinking about palletising the goods. Unlike an FCL shipment where goods can travel loosely within a container, LCL containers are shared. Everything has to be perfectly and properly palletised. When measuring the volume of your shipment, one needs to always take into consideration the pallets used.

Once all of these steps have been taken, the shipment is ready to be sent on its way to its final destination in a safe and organised fashion.

Written by:

  • Raquel Nunes, Training Programmes & External Relations Manager (Escola Europea – Intermodal Transport)

#DidYouKnow – A short story of the refrigerated container

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This week we wanted to discuss the evolution of the refrigerated container. Reefer transport, one using refrigerated trucks, trailers and shipping containers is used to ship items that require temperature-controlled environments. Reefer freight is vital nowadays due to the time and temperature sensitive cargo being shipped across larger and larger distances in shorter time frames.

Before modern-day shipping containers appeared in the mid-20th century, loading and unloading of vessels comprised very labour-intensive and time-consuming exercises. Barrels, sacks and wooden crates of various sizes and shapes were used to carry goods to the port, where they were then loaded onto the dock and transferred to waiting ships for their oceanic journeys.

Back in the 16th century seafood products were very popular but, due to the difficulty in transporting them, were limited to people living near coastal areas, rivers or lakes.

In the early 1800’s ice and salt were placed under and alongside cargo with the aim to reduce spoilage. Though an improvement, it was still impractical. Livestock was dying in transit resulting in significant profit losses for farmers. Meat products were also going off before reaching their final destinations.

  1. 1867. The first patent for refrigerated rail cars was granted to J.B Sutherland from Detroit. His design for reefers included a special holding area for ice at each end of the purpose built box car.
  2. 1876. Charles Tellier, the “Father of the Cold”, created the 1st ether-based refrigeration system to maintain a temperature of 0°C inside the boxes. Their tiny size allowed scientist to install three of them on a steamboat called “The Frigorific.”
  3. 1877. Another French engineer, Ferdinand Carré, perfected Charles Tellier’s system, managing to ship 150 tonnes of frozen meat over 50 days, from Sydney to the UK, in a ship equipped with compression refrigeration. The journey successfully transported all perishable cargo without any incidents.

1900’s. The 1st refrigerated vessels specially designed to transport bananas, such as the Port Morant, appeared in 1901. CO2 machines were then used to reduce the temperature and control it. This marked a decisive step forward for the transport of temperature sensitive fruit.

Mid-way through the 1930’s the first portable air-cooling unit was invented by Fred Jones. These units were placed on the outside of trucks that carried perishable foods. By the late 1930’s refrigerated trailers were reaching 38-40 feet in length.

It is not until the 1950s/60s that we entered the golden age of refrigerated containers, a real revolution in the shipping world. By then reefer transport was better controlled and new foodstuffs, such as tropical fruits or even meat, could be shipped across any ocean.

The 1970s saw the arrival of refrigerated containers especially designed to be transported by container carriers. Reefer containers existed in various shapes and sizes each were equipped with their own, separate cooling units controlling the inside atmosphere. Onboard a ship, the reefers were plugged into the onboard power supply system. At the terminals or when carried inland they were connected to reefer plug points or provided with a clip-on generator sets. This system is still largely in use today within the cold supply chain.

The Future: new systems are being created and are already in operation that make controlling various parameters of the container remotely possible. These include temperature control, accidents, door openings, alarms, etc. This type of smart technology will enable a better control of container transport from its origin to the destination.

The success of companies that transport temperature-controlled products comes down to knowing how to ship a product with temperature control adapted to the shipping circumstances and to each type of equipment used, as well as their knowledge of the requirements of each perishable goods type. We are now in the twentieth century and we are seeing a glimpse of the power that the Internet of Things has over transport equipment. At the Escola we are excited to see how the reefer containers continue to evolve and facilitate safe and rapid transport.

Intrigued? You can learn about reefer containers and temperature-controlled supply chains in our technical course dedicated especially to this type of transport. Register now here.

Written by:

  • Raquel Nunes, Training Programmes & External Relations Manager (Escola Europea – Intermodal Transport)

What training do we need to effectively manage temperature-controlled supply chains?

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The success of industries that rely on cold storage supply chains comes down to knowing how to ship a product whose temperature needs to be tailored to the circumstances of the transport. Cold chain operations have substantially improved in recent decades and the industry is able to respond to the needs of a wide range of products.  Moving a shipment through the supply chain without suffering any setbacks or temperature anomalies requires the establishment of a comprehensive logistics process that maintains the integrity of the freight.

Most of the accidents of refrigerated cargo are caused by wrong consolidation operations. To make the most of the available space and to cut costs, exporters or importers tend to use all of the space of the transport units, not taking into account that for perishable shipments two vital things have to be considered: air flow between the cargo; and the types of freight that can be combined.

Understanding the functionality of a container and air flow circulation is essential to comprehending how to export such cargo. The Escola has identified the need for training in this industry and undertook upon itself to train its students on the operations of a refrigerated container to ensure safe and intact delivery of the goods at their final destinations.

For example, a common fallacy is to assume that a refrigerated container serves to freeze the loads within in. These units are designed to maintain a steady temperature throughout the transport chain, while the goods should be frozen or correctly stored prior to collection.

Aside from the transport equipment required, the majority of carriers of perishable goods aren’t familiar with the remaining operations throughout the logistics chain. The Escola considers it essential for the companies that operate with this type of cargo to have a complete knowledge of the chain to understand how the goods control, transport, inspections and other necessary procedures are carried out. Only a complete understanding and consideration will ensure the integrity and quality of the cargo at the end of the day. To explain such a well-structured procedure, visits, case studies and practical workshops are fundamental.

All of these topics are dealt with in depth in the specialized training in Temperature Controlled Supply Chains offered by the Escola Europea, which will take place from 6 to 9 May 2019 in Barcelona. The main objective is for people to know what are the best planning and execution practices in each of the stages of the cold storage supply chain and, specifically, those that utilise intermodal transport. The legal aspects surrounding such operations are also analysed during the training.

The idea of offering a course with these characteristics arose from an analysis of the evolution of supply chains and from the demands of professionals and students alike. They called for more specialized training that would facilitate visits to the leading operators in the sector that carry out the practical parts of the operations. The course includes the active participation of companies and entities active in the sector of perishable products in Barcelona such as Mercadona, Frimercat, Cultivar, PIF, Barcelona Container depot service SL, Tmz and Port de Barcelona.

If you’re interested and want to know more, you can take a look at the course programme: https://escolaeuropea.eu/calendar/temperature-controlled-supply-chains/. Registrations are open all the way through to the end of April

#DidYouKnow – Distribution Networks in the Consolidation of Goods

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In order correctly carry out groupage or consolidated shipments of our merchandise, a fully functioning and efficient capillary distribution network needs to exist. Once the consolidated cargo arrives at its destination, regardless of the type of transport used to get it there, be it air, land or sea, the products contained then need to be distributed.

The distribution networks can offer:

  • Control of the shipments until they reach their final addressees
  • Fixed transit times related to their final destinations
  • Competitive rates

Moreover, depending on the location of the distribution networks, we can:

  • Distribute with the network in each city, province or region
  • Distribute with the network in each country, or
  • Distribute through distribution hubs connected within different countries

The distribution network needs to be organized depending on the availability of departures and distribution tools.

Generally, when a consolidated shipment arrives in a city or a region, it needs to wait until enough merchandise is accumulated to be sent out. This results in deliveries going out once or twice a week, resulting in lost transit time. This could be improved through the capillary distribution network in countries where such networks exist.

If we have the ability to decide to or have access to a network at a national level, the volume of the cargo increases and makes additional weekly departures possible.

Alternatively, if the distribution level is extended to several countries, we could offer daily departures to the hub (always according to availability), and continue the delivery from there.

This is why it is vital to differentiate between multinational and medium-sized companies that carry out consolidated shipments. Generally medium-sized companies have their own capillary distribution networks, meaning that they have access to warehouses of origin and destinations, and therefore restrict themselves to specific countries for import and export.

In the event of multinational companies, it is standard practice to load all of the goods of a customer, regardless of their destination or origin, at the same time. This merchandise is then consolidated in a single warehouse and from there loaded onto the trucks of the different company lines. This allows for the customer to save considerable costs.

Groupage or consolidation operations need to be adapted to the typology of each country (in terms of uses and customs) or to the volume of cargo sent.

Ibercondor provides comprehensive logistics and forwarding services, for land, sea and air transport and customs representation

For example, a local distribution network in Italy, comprised of spread out small companies that are dedicated to distributing in specific areas, will not operate in the same way as other types distribution companies which operate on national or trans-national levels, as is frequently seen in northern Europe.

In terms of tariffs, by having suppliers adapt to the environment of the different countries, a tariff for each territory of origin or destination can be generated.

It is also very important to review the packaging, labelling and documentation of the goods sent out, both during the collection and the delivery segments of the transport.

If there are any anomalies present, these should be indicated on the collection or delivery notes, to avoid possible claims after the transport is completed. This saves costs with the insurance companies and premium increases when claims are indeed justified.

Nowadays, in this world of globalized commerce, clients can request tighter delivery times, regardless of how it is done. Having a distribution network tailored ot each destination allows Ibercondor to offer a winning service, thus meeting customers’ delivery expectations.

There is no better or worse model, they are all good if used correctly. The important thing is to study each market and use its strengths to establish synergies with our partners, because with mutual trust come great business opportunities.

Finally we have to understand that our services do not end with the arrival of the consolidated shipments at the ports or places where the main transport ends; it ends instead with the final delivery to the recipient, as specified in the terms offered.

David Farzón Responsable dpto. consultoría en Ibercondor, S.A.

 

 

 

 

 

 

 

 

Want to know more?Don’t miss the 2019 edition of the technical course on groupage and consolidated transport. Check it out now and register today: http://ow.ly/IIkg30nX1lP

#DidYouKnow – Main terms in temperature controlled supply chains

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For the first article of the #DidYouKnow series in 2019, a focus on temperature controlled supply chains was made. What are the main terms? What is refrigerated transport and why does it need specialized care? What kind of specialized equipment / procedures would be needed for a safe and efficient supply chain?

In this post we will explore some of the main aspects of this type of transport.

1.   Refrigerated Equipment – Sanitary and Condition Inspection

The equipment used to transport food items requires a higher level of inspection and maintenance than conventional aspects. Equipment needs to be clean, sealed and otherwise suitable for the transport of food items. Improper or incomplete cleaning and / or sanitisation practices allow contaminants to spread, and thus merchandise to perish. The responsibility to clean, sanitize and inspect equipment involved in the supply chain applies to all parties involved – shippers, carriers, loaders and receivers. Nevertheless, shippers continue to hold primary responsibility for the sanitary conditions of transport. Generally the different reefer equipment suppliers set the cleaning criteria for all to follow, though occasionally the clients can establish the minimum requirements of cleanliness according to their own quality standards and procedures.

Cleaning and Sanitation Procedures

Cleanliness prevents bacterial, chemical, and odor contamination of food products. Removing all loose debris and washing or sweeping the floors clean are necessary processes in this transport mode.

Certain food products, such as fatty or oily goods including butter and meats, are highly susceptible to strong odor contamination. Fresh fruit, such as apples and bananas, are also susceptible to odor absorption. It is thus better to separate the different food products to avoid cross-contamination. Moreover hauling extremely odorous products such as fish or cabbage require intensive cleaning procedures that will prevent odor contamination of other and future shipments.

Sanitation Standards

Shippers are required to develop and implement procedures that specify their practices for the cleaning, sanitizing and inspecting of their equipment. Factors that need to be considered include:

  • How the vehicle/equipment is being used; and
  • The production stage of the food being transported (raw vs. finished product; open vs. closed package).

2.   Airflow

Proper airflow throughout the refrigerated box is critical in maintaining good quality products. Poor air distribution is one of the primary causes of product deterioration.

When loaded properly, there should be sufficient airflow to maintain cargo temperature throughout the entire cargo space. Physical obstructions or restrictions within the box can cause poor airflow and result in product ‘hot spots,’ contributing to the deterioration of the perishable products.

Stowage inside the reefer container

When consolidating a Reefer container it is important to consider the type of merchandise and packaging used. This helps decide the best consolidation pattern for the cargo based on air circulation requirements around or between the products in the load.

As a general rule, pre-refrigerated frozen cargo only requires airflow around the product, while refrigerated goods, such as fresh fruits and vegetables, require airflow throughout the cargo. This is because refrigerated products generate heat from breathing, which must be eliminated to prevent the cargo from being damaged by temperature changes.

It is essential that when stowing a Reefer container the entire floor is covered up to the edge. This ensures a uniform circulation of air around the container. In cases where the cargo does not cover the entire floor, a filler or dunnage is used to cover empty areas. This is also used to cover central panels containing empty spaces between pallets within a consolidated shipment.

Correct stowage is extremely important to the carriage of containerized reefer cargo. It is important to know that this is frequently outside of the control of the carrier. Cargo is often received in a sealed container already pre-loaded with a specific cargo.

3.   Refrigerated transportation

Refrigerated transportation is a method for shipping freight that requires special, temperature controlled vehicles. The vehicles transporting the products being shipped have built-in refrigeration systems that keep products at desired temperatures throughout the transportation process.

The first rudimentary version of refrigerated transportation was born in the 1800s, when cargo transporters would place ice and salt below temperature-sensitive goods in train cars. Unsurprisingly, this process was not the most efficient and inevitably led to major losses in the value of goods.

In the twentieth century more efficient modes of refrigerated transportation were developed, and improvements in technology have given birth to what is now called the cold chain logistics.

Written by Raquel Nunes, Training Programmes & External Relations Manager, Escola Europea – Intermodal Transport

 

Intrigued? What to know more?

Register today for the 2019 edition of the Escola’s Technical course on Temperature Controlled Supply Chains, which will take place between the 6th and 9th of May in Barcelona. Find out more here: https://escolaeuropea.eu/calendar/temperature-controlled-supply-chains

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