Cool Chain Certificate Means Standards

     A new quality standard ensures improved and safer transport of temperature-sensitive products.
     The quantity is staggering: every year, approximately 116 million metric tons of temperature-sensitive goods are transported around the world, a lot of it by air freight.
     The diverse types of products range from medical supplies and pharmaceuticals to fruits, vegetables and fresh flowers.
     A problem all these products share: if the cool chain is interrupted somewhere between the sender and the recipient, the shipment usually has to be destroyed.
     Like in India for instance.
     There, approximately 40 percent of the exported perishables are rendered useless as a result of mistreatments in the refrigerated chain on the way to their final destinations.
     An unbelievable micro- and macroeconomic loss!
     However, India is just one example. Many problems also occur during the transport of perishables and pharmaceuticals between Europe and the U.S. or East Asia, as shown by a study conducted by Germanischer Lloyd Certification (GLC), a company headquartered in Hamburg, Germany.
     Of more than 250 analyzed errors that occurred during air transport, 36 percent of all recourse claims were due to temperature deviations, 31 percent were caused by delays along the transport chain, and 6 percent resulted from handling errors at the warehouses of forwarders, handling agents, or at the airports.
     To better this performance substantially, GLC has defined industrial standards together with the Cool Chain Association, which was established in Luxemburg in 2003.
     "Until two years ago, there were no clearly defined quality standards for these highly sensitive, frequently high-quality goods," explains spokesperson Kerstin Belgardt of the Cool Chain Association.
     Meanwhile, interested companies can download these standards from the Internet (www.ccqi-standard.com), an offer from which many companies have already benefited.
     "The market launch of our Cool Chain Quality Indicator has paved the way to a substantially increased awareness in the industry and improved results in the transport of temperature-sensitive products," says GLC Managing Director Bernhard Staender, describing the positive development.
     The indicator systematically lists the requirements for airports, airlines, carriers, shipping companies, and forwarders, rating these with points.
     For example, a warehouse operator with a refrigerated warehouse is given a high score.
     If an airport only has a shaded area for parking refrigerated containers, the score is very low. Manager Staender explains the criteria as follows: "To receive certification, companies must score at least the defined benchmark of the possible points."
     Companies that meet the quality standards of the Hamburg-based and worldwide acting certification body are part of an exclusive club.
     "They are the best of the best and represent a yardstick for the rest of the industry," comments Staender.
     The reward is an increased order volume, as the 50-odd member companies of the globally active Cool Chain Association prefer to cooperate with service providers who have a quality certification for the transport and handling of temperature-sensitive goods.
     “The certificate is the reward for a company’s intensive efforts to put the CCQIs into practice,“ says Staender.
     “Often additional measures such as personnel training or investments in new technologies and equipment are necessary to live up to the high standard.”
     Billund Airport in Denmark, a traditional hub for salmon and other perishables, has done this with great success.
     Others will follow soon, as evidenced by the great demand for certification from the Hamburg-based inspection company, as e.g. Nippon Express and Continental Airways.
     At a symposium held in Hamburg yesterday at the Annual General Meeting of the Cool Chain Association, experts discussed how refrigerated transport can be further optimised.
     The event was hosted by Germanischer Lloyd, Vorsetzen 35, D-20459 Hamburg, Germany (www.gl-group.com).
The Cool Chain Association. Kerstin Belgardt, Hohenkampsweg 1a, 28355 Bremen/Germany. T: +49 421 2581 943; F: +49 421 2581 944. www.coolchain.org. sec@coolchain.org.
Heiner Siegmund

NATO/EU Cargo Lift At LEJ

     

    NATO and the European Union have based two AN 124 transport aircraft at Leipzig-Halle airport for quick military emergency missions anywhere. Ruslan SALIS GmbH, a private company especially founded for the purpose, operates the planes. The aircraft belong to Russian Volga-Dnepr.
    The LEJ designator stands for Leipzig-Halle Airport located smack dab in the middle of Saxonia, Germany.
     For many years NATO and the European Union have looked for a practical intermediate location to marshal and move military equipment and troops.
     Afghanistan in the Middle East and increasingly the Congo see an advantage also as this location affords quick jump off points to emergency situations across a wide area.
     In Europe, LEJ has also served as an emergency response solution at least on a temporary basis to NATO and EU.
     "Strategic Airlift Interim Solution – GmbH” or SALIS owned by Russian Volga-Dnepr is now based in Leipzig.
     In fact a pair of giant Antonov A124-100 cargo aircraft have been stationed here since March 2006 on alert and standing by to answer the call for emergency help.
     If necessary SALIS can access up to six of these heavy duty roll-on, roll-off transporters for deployment anywhere.
     There are no German or NATO troops stationed at Leipzig at present, and placing the two aircraft at LEJ does not necessarily mean that loads have to be brought here.
     The Antonovs are free to move to the situation. As example the aircraft could pick up loads at different locations to carry them to the critical areas, returning to the LEJ base after the mission is completed.
     At present 16 NATO and EU countries have signed an agreement for this new and unique initiative.
     SALIS says the two cargo haulers are available for humanitarian jobs that would be governed by official aid-agencies or the Red Cross.
     For Europe SALIS is a totally new approach.
     Politicians point to the cooperation as an example of shared responsibility.
     The difference here however is that the cost-element is not the main concern as it is in normal airfreight operations, scheduled or charter.
     SALIS is designed to be an interim solution until sufficient NATO and national capacity is available to get the job done once the Airbus A400M cargo aircraft is flying.
     Still some questions remain unanswered.
     Some wonder why SALIS had to be established by providers outside a NATO country?
     “Aren’t there enough C 17 and similar U.S. ramp-equipped transport-aircraft idling somewhere,” is an oft-heard remark.
GFM