TLP Issue 7 September/October 14

THE LOGISTICS PORTAL MAGAZINE

TLPINSIGHTIssue 7 - 2014


AIR CARGO - RFID - TEMPERATURE CONTROL - CLINICAL - BIO PHARMA - LOGISTICS

TLP Insight: a journal for the life science logistics industry

KEEP YOUR

THE ULTIMATE GUIDE TO EFFECTIVE TEMPERATURE CONTROL

IN REFRIGERATED TRANSPORT

COOL


MANAGING DIRECTORLee Atkinson

MANAGING EDITORBridget Langston

CONSULTANT EDITORTony Wright

SENIOR DESIGNERJoey Graham [email protected]

EDITORIAL ASSISTANTSNicholas RidgmanJamie Ward

CIRCULATION MANAGERTony Williams

SALESRakesh Makwana, Lee Atkinson, Amy Firth

ADMINISTRATIONKatie Galelli

WEBSITE DESIGNKnut Henriksen

CONTACT USSales:[email protected]

Subscription:[email protected]

TLP INSIGHTIs published 4 times a year March, June, September & December by Intensive Media Ltd. Printed by Premier Print & Direct Mail Group.Send address changes to:145 - 157 St Johns StreetLondonEC1V 4PWUnited Kingdom

The opinions and views expressed by the authors in this book are not necessarily those of the Editor or the Publisher and, whilst every care has been taken in the preparation and design of this book, the Editor nor the Publisher are not responsible for such opinions and views, or for any inaccuracies in the articles.Whilst every care is taken with artwork supplied, the Publisher cannot be held responsible for any loss or damage incurred, The entire content of this publication is protected by copyright. No part of this publication may be reproduced, stored in a retrieval system or transmitted in any form, by any means – electronic, mechanical, photocopying or otherwise – without prior permission of the Publisher.

Copyright© 2013 Intensive Media Ltd

TLPINSIGHT//MAIN CONTENT

Rachel Griffiths is Associate Director of Operations at Biotec Services International, where she

has responsibility for the warehouse, production and project management. Here she shares

her wide range of experience with us regarding the challenges clinical supplies companies face

when they need to establish warehousing systems that are flexible and affordable.

Contents continue on page 4 »

The challenges of warehousing for clinical supplies companies8

David Thorley, Global Refrigeration Specialist for Navman Wireless outlines in this guide the

general concepts of transport refrigeration systems plus current legislative requirements and

also explores ways in which temperature monitoring systems can be used in practice to help

improve temperature control and simultaneously drive down operating costs.

Keep your cool: The ultimate guide to effective temperature control in refrigerated transport

13

FEATURED ARTICLE

TLPINSIGHT www.the-logistics-portal.com4.


WWW.THE-LOGISTICS-PORTAL.COM Issue 07 - 2014TLP

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Authors Herman Teering, Managing Director and Panos Drougas MSc, Senior Chemical Consultant of DGM Software Development Group give us the

background, explanation and different answers to the question, ‘Who is responsible for the correct classification and labelling/marking (of hazards) of

substances and mixtures?’

The knowledge gap: classification and labelling/marking of dangerous goods

48

Anthony Bour of Thermo King provides us with a comparative study between Thermo King’s unique approach to temperature control and conventional diesel

systems, demonstrating how industry leader Thermo King is applying current and emerging technologies to help their customers achieve sustainable and

quiet transport refrigeration.

A sustainable solution for temperature controlled urban distribution

44

Brian Kohr is President and CEO of CSafe Global and in this September 2014 White Paper he looks at quality risk management in the distribution of

temperature-sensitive pharmaceuticals, where there is an increasing emphasis on shippers and manufacturers taking ultimate responsibility for examining

their supply chains using a ‘risk-based’ approach.

It’s a risky business42

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//TLP INSIGHT FOREWORDSeptember 2014 and we are heading here at TLP Insight, towards the end of our second successful year of publication.

We are very pleased to have once again, a range of articles reflecting the challenges facing the life science logistics industry from

different perspectives.

From the world of clinical supplies companies, Rachel Griffiths, Associate Director of Operations at Biotec Services International,

gives us the benefit of her experience in her article about the provision of billable and commercially viable warehousing systems.

From the world of temperature control, specialist, David Thorley, from Navman Wireless gives us plenty to chew over in his

thorough and informative guide to effective temperature control in refrigerated transport. And Anthony Bour from Thermo King

provides a comparative study, which can assist companies with finding sustainable and quiet transport solutions when delivering

in urban areas.

Risky business is the order of the day for Brian Kohr, President and CEO of CSafe Global, giving us some timely information in

the current climate of increased regulatory activity in Risk Management.

And what can be riskier than the handling of dangerous goods? Herman Teering, Managing Director and Panos Drougas MSc,

Senior Chemical Consultant of DGM Software Development Group need do little to persuade us of the merits of finding answers

to the question of who has responsibility in the classification and labelling of hazardous substances!

In our very first issue we were very clear about our intentions – we set out to create a unique publication that would promote

understanding of the different problems different players in the market face – from technology and software to shipment and air

cargo and we are proud at TLP Insight to have been able to maintain that vision.

Lee Atkinson Managing Director

Intensive Media


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volume of drug product. This drug may also have various

strengths and placebo and each vial of product could be

unlabelled and virtually identical to other strengths and the

placebo, particularly if it is to be used in a blinded trial. These

materials must be segregated and fully traceable. Placing them

all within a pallet location would be a cheap storage solution but

a major non-compliance in terms of GMP as the material would

not be sufficiently segregated and warehouse operators would be

picking different drug and placebo from the same location. Once

picked these materials are identical and the chance of mix up in

this situation is very high which could lead to catastrophic results

for the trial and place patient safety at severe risk.

For companies who have very large amounts of available

controlled temperature pallet storage space (e.g. at -20°C

and 2-8°C), they may be able to easily accommodate using six

pallet locations for half a pallet’s volume of material and offer

the storage at a low enough cost that the client can afford it.

However, there will come a time when they will run out of space

and either need to build additional storage space, which is costly

and may take a long period of time, or maximise the capacity from

the current warehouses. For other providers, particularly those

specialising in niche products, they may have limited controlled

temperature storage capacity and separate pallet locations for

each product is not an option.

A simple solution is to have a number of different size storage

locations. These could be provided by using variable size racking

options or by placing different sized boxes or bins within a pallet

location to subdivide the space. The product could then be placed

within its original packaging, into the bins for storage. Each bin

of warehousing for clinical supplies

companies.Rachel Griffiths

The

CHA ENGES

All clinical supplies companies must supply storage

and warehousing which will comply with Good

Manufacturing Practice (GMP) regulations. It must

maintain temperature, be fully monitored and

provide product segregation. However, for clinical

supplies companies which provide this storage as

a chargeable service to its clients, the storage and

warehousing must also be billable and commercially

viable.

Therefore companies need to establish warehousing

systems that are flexible and affordable. When clients

are paying for storage they do not want to pay for

‘air space’. Equally the storage providers do not want

to waste storage space by placing a small quantity of

product in a large location as this reduces the volume

of space available for use by other customers.

One way of achieving the balancing act between

what clients will pay vs. maximisation of warehouse

capacity is to use variable location sizes.

Location, location, location:

Within clinical trial supplies, particularly for cold

chain materials, there may be a relatively small

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would have a storage location within the stock control

system and so be traceable.

This allows good segregation of product, storage

location sizes can be selected based upon the volume

of the product, it minimises the ‘wasted’ space of pallet

locations for small volumes of materials and therefore

maximises the available space that can be used, and

therefore sold, within the warehouse.

The problem is solved!

If it were that simple even companies who have very

large amounts of available controlled temperature

pallet storage space would adopt this method. The

difficulty comes in accurately charging the client for

the space they are using and providing the client with

an upfront estimation of storage costs.

Charging variable size locations:

Obviously, any business selling a service needs to ensure that it

can do so at a profit. Companies with large volumes of available

storage capacity can sell pallet locations relatively cheaply. The

product is in single locations with a single price and calculating

what to charge them at the end of the month involves adding up

the number of pallet locations and multiplying it by the agreed

cost. The profit per location may be small but the maintenance

and administration cost is small and so it can still be profitable.

Using variable locations sold at variable prices becomes more

complicated to administer, as each month the

quantity and volume of each location used by the

client and the agreed charge for that location

has to be calculated. In some instances this can

involve warehouse staff physically counting

used locations and location sizes and finance

departments converting these into capacity charges. Therefore

the administration costs for this method are potentially much

higher.

Additionally, clients who pay by volume used rather than pallet

location are more aware of the volume of their product; if they

have shipped a large amount of product from the warehouse

they expect to see a reduction in storage cost. Therefore you

may need to have a system in place to consolidate stock and

storage locations at agreed time points within a trial. You may also

have more invoice queries relating to capacity, which takes up

additional finance and project management time. Hence the direct

and indirect administration of a variable size storage location

system compared to a pallet location system is higher, but must be

considered alongside the capital cost and practicality of providing

new storage warehousing.

The benefits of pallet vs. variable location size have been

considered for bulk unlabelled materials. However the use of

smaller locations comes into its own when considering packed

clinical trial materials that are serial numbered. Routinely, clinical

trial materials are packed in separate assembly operations

for each drug strength, drug type and placebo. These packed

products are identical and are only identifiable by the serial

number (kit number) printed on their labels which will be directly

linked to the randomisation number assigned when the trial

randomisation was established. Routinely, orders are received for

shipment containing a list of kit numbers that need to be picked

and sent to the site. More often than not, the numbers selected

are across the range of the available packed product and not in

sequential order, as this helps maintain the trial blinding.

If packed kits were palletised it would involve the whole pallet

being taken apart to complete an order. Even if kits were placed

into sequential order in smaller boxes and then onto a pallet, all

the boxes on the pallet may need to be opened or moved to obtain

the kits required to complete the order. This results in

large time delays to complete picking operations for shipments

and increases the potential to mis-pick a kit. If kits are placed

in relatively small, adjacent, locations which can be identified

on the pick list then it is easier for the picking operator to find

the required kits and select them without moving large amounts

of boxes. Ideally, vertical lift or carousel systems with trays

containing the product in a small location can be utilised which

allows kits to be quickly located and easily removed. An additional

benefit of a lift system is that they take up a relatively small foot

print for a very large storage capacity and so are ideal where

space may be a constraint.

(Example of bin locations in a vertical lift).


Using smaller locations is ideal for serial numbered clinical trial

kits, but this model requires a different method of charging than

pallet locations.

Traditionally, proposals are prepared for clinical trial supplies with

an estimated cost for storage at different temperatures based

upon the client’s forecast for when products will be received,

packed and shipped to site. These forecasts will always be wrong

as manufacturing time scales change, regulatory approvals are

delayed and patient recruitment will be different to that planned.

Using the pallet method of storage, it is simple to predict the

storage volumes for inclusion in proposals. Allocate one pallet per

product, per batch for bulk materials and another one or two for

packed blinded product. These will be required throughout the

trial or can be aligned to packing operations at agreed time points

throughout the trial. Difficulties arise when variable storage

locations are used. For example materials may be received in

pallet quantities, but once packed they will be located into a

vertical lift system. There may be two cost lines on the proposal,

one for pallet storage at the agreed temperature and one for a

location in the vertical lift. However, can the distribution of the

costs between the two types of storage location be estimated on

the proposal? It may be that you have pallet locations until the

predicted packing times and then smaller locations in the vertical

lift until the end of the trial, but product in the lift will reduce over

time as it is shipped to site so this needs to be accounted for. It is

not impossible to calculate, but much more complicated and again

adds to the administration costs for using variable locations.

One method that has been used to try to simplify this issue is to

convert all unit pricing into litre costs. Therefore a pallet location

is 720 litres, each smaller location can be assigned its volume in

litres and based on the volume of product being delivered and

the volume of the packaged kits an estimate of the total number

of litres of storage can be calculated. This at least results in only

one cost line per storage temperature, but still involves a lot

of guess work to estimate the volume of storage required for a

project. And clients may find it difficult to visualise the storage

requirements when based upon litres and locations.

Traceability of product in storage locations.

Traceability of product is an essential part of GMP. If you are

using a method of charging clients based upon locations used, it is

essential that you know which client’s product is in which location

and the size of the location. Therefore upon receipt, the product

must be booked into its location and the specific location should

be assigned a volume. For example, where the unit costs are in

litres every location needs to be assigned a volume in litres.

One method for fast and secure location of stock is via 2D matrix

or barcodes. Upon receipt each packaged unit of drug product

(e.g. box or tray) has a barcode or matrix attached which details

part number, quantity and batch number. Each location and

sub location is barcoded, and so when the product is placed

into storage the barcode of the product and the barcode of the

location are scanned and linked in the stock system. Each month

a report can then be generated per location or per product

identifying the location and assigning a volume being used. This

removes some the additional administration of using variable

stock location sizes.

In summary, where storage is a billable service there are

additional administration costs for monthly billing to clients both

for finance and warehouse. If a company has a large amount of

spare capacity then simple pallet locations would probably be the

most cost effective method of storage of bulk unpacked materials.

Finished kits, particularly when they are serial numbered, require

smaller storage locations to enable efficient picking for shipment.

Where capacity is limited, variable size storage locations would

offer more efficient use of available warehouses and possibly

provide better value to the client. However, these require far

greater administration and can result in a greater number of

client queries both at the proposal stage and during projects as

accurate predictions of capacity across the duration of a project

are virtually impossible to model and so the actual cost of storage

may vary significantly from the original forecast.

Rachel Griffiths – Associate Director

Rachel joined Biotec

Services International in

2004. In her current role

as Associate Director of

Operations, Rachel has

overall responsibility for the

warehouse, production and

project management. She has

a wide range of experience

previously acquired in roles

that include: Development Scientist, Technical Support Scientist

and Product Support Specialist at Ortho Clinical Diagnostics.

Rachel holds a degree in Microbiology and Virology from Warwick

University.

www.biotec-uk.com




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The Ultimate Guide to Effective

Temperature Control

in Refrigerated Transport

KEEP YOUR COOL

Presented by



KEEP YOUR COOL THE ULTIMATE GUIDE TO EFFECTIVE TEMPERATURE CONTROL IN REFRIGERATED TRANSPORT

Transporting temperature sensitive goods can be a very demanding task. Maintaining product at the correct

temperature whilst meeting exacting delivery schedules is a challenge faced by all managers of refrigerated

fleets. With the consequence of a rejected load being so expensive, many businesses can benefit enormously by

utilising an effective temperature monitoring system to help mitigate their risk.

Introduction

The aim of this guide is to describe ways in which temperature

monitoring systems can be used to improve temperature control

during transportation and simultaneously help to lower operating

costs.

Temperature monitoring for refrigerated vehicles can be

undertaken in a number of different ways. This includes individual

battery operated data loggers that accompany the product, air

temperature recorders that are permanently fitted to the vehicle

and complete telematics systems that provide live updates of

temperature status and vehicle positional information.

All these systems have value in helping to improve refrigeration

performance but when temperature monitoring is integrated with

vehicle tracking and telematics, users can employ the combined

system to gain a more complete picture of fleet performance. In

addition the live data provided will help to anticipate temperature

related issues and enable immediate remedial action to be taken.

This improves efficiency and simplifies record keeping whilst

doing everything possible to ensure that temperature controlled

goods are delivered in the best possible condition.

Nowadays it is not uncommon for the value of a trailer load of

refrigerated foodstuffs to exceed £100K. Having visibility of both

the temperature and location of this product provides peace of

mind for fleet managers and instils confidence in their customers.

Knowing as soon as the temperature deviates outside of

acceptable conditions can be the difference between an accepted

or rejected load and this offers huge savings potential. In addition

maintaining refrigerated foodstuffs at the optimum temperature

can help prolong shelf life and thereby reduce wastage.

There are clear benefits in reacting to deviations in temperature;

however, to gain the most value from any temperature monitoring

system, businesses need to use the data to identify areas where

improvements can be made and then drive operational change,

designed to prevent deviations from happening in the first place.

This is probably the biggest challenge that operators face –

making effective use of the data collected in order to implement

change and drive improvement.

However, this is another area where a live telematics based

monitoring system has clear benefits. Most operators will train

their drivers and employ standard procedures for them to follow

but once the vehicle leaves the depot it is extremely difficult to

confirm that the procedures are being followed. Live data capture

can help overcome this issue.


The Cold Chain can be described as the process involved in the storage and distribution of temperature

sensitive perishables where the temperature and/ or atmosphere should be controlled to maintain product

quality, product safety and thereby help to extend shelf life. This concept applies to frozen and chilled foodstuff,

pharmaceuticals and certain aspects of livestock. It can also apply to various types of high value specialist

products such as antiques and musical instruments.

According to the Laws of Physics there is no such thing as cold, only heat or lack of it. Cold is a human sensation

that can be felt but cannot be measured. However, it is possible to extract heat to make something colder.

Concepts of transport refrigeration systems

How the refrigeration system works

Temperature control in refrigerated transport applies to frozen

and chilled temperatures generally in the range from -30oC to

+15oC. However since the ambient temperature can vary from

lows of -20oC in northern hemisphere countries during winter

to highs of +40oC in southern climates during summer it is also

advantageous for the refrigeration system to be able to generate

heat as well as the ability to refrigerate.

Maintaining temperature sensitive goods at the correct

temperature during transport is necessary to prevent the

growth of pathogenic micro-organisms and the like which would

otherwise make the product unfit for use or consumption.

A refrigeration system is essentially a heat pump.

It does work to move heat from one location to

another. The most common type of refrigeration

system employed in the transport industry is the

vapour/compression cycle system. This uses a

gas, typically a hydrocarbon compound, which can

change phase repeatedly as the gas is alternately

compressed and allowed to condense to form a

liquid and is then expanded so that it evaporates

back into a gas. The evaporation process draws in

heat from the air surrounding the evaporator and

the condensation process gives out heat to the air

surrounding the condenser. See Figure 1.

However the vehicle refrigeration system is not designed to

change the temperature of the products being transported, it

is only intended to maintain the temperature of these products

during the transportation process.

Any Cold Chain should be managed by a quality management

system. This will require the process to be analysed, measured,

controlled, documented, and validated. The food industry uses the

concepts of Hazard Analysis and Critical Control Point, HACCP,

as a means of undertaking these important quality management

procedures.

In summary the operating procedure for transporting temperature sensitive goods is:-

• Pre-cool compartment and defrost if necessary

• Switch off refrigeration unit before opening compartment door

• Insert product/load at the correct temperature

• Distribute load properly

• Surround load with air at the correct temperature

• Minimise the time that the compartment door spends open at the point of delivery

All things being equal, if this procedure is followed, then product will be delivered at the correct temperature.

Accordingly the use of a suitable temperature and event monitoring system can help confirm that the correct procedures have been followed and identify deficiencies or problems as and when they occur to assist with the implementation of corrective action.

In a conventional vapour/compression transport refrigeration system the compressor is located outside the refrigerated compartment and the evaporator is located inside the refrigerated compartment. The cold air adjacent to the evaporator is then forced around the load space by powerful fans. Assuming that the product is properly distributed through the load space to allow the cold air to circulate evenly, this has the effect of surrounding the product with a blanket of temperature controlled air. See Figure 2.

It therefore follows that product loaded onto the vehicle at the correct temperature and which is surrounded by a blanket of air at the correct temperature, will be transported and delivered also at the correct temperature.

This is the main reason why air temperature and not product temperature is measured in order to assess product quality.

Figure 2 – A typical single compartment refrigerated trailer showing air circulation

A typical refrigerated vehicle comprises the following fundamental elements regardless of whether it is a van, truck or trailer:

• Insulated cargo space

• Internal bulkhead(s) or partitions to provide multiple compartments at different temperatures (optional)

• Insulated access door(s) which may be hinged or roller shutter operated

• Refrigeration unit with single or multiple evaporators

7

Refrigeration Unit Air circulation Insulation Doors

Temperature control in refrigerated transport applies to frozen and chilled temperatures generally in the range from -30oC to +15oC. However since the ambient temperature can vary from lows of -20oC in northern hemisphere countries during winter to highs of +40oC in southern climates during summer it is also advantageous for the refrigeration system to be able to generate heat as well as the ability to refrigerate.

Maintaining temperature sensitive goods at the correct temperature during transport is necessary to prevent the growth of pathogenic micro-organisms and the like which would otherwise make the product unfit for use or

consumption. However the vehicle refrigeration system is not designed to change the temperature of the products being transported, it is only intended to maintain the temperature of these products during the transportation process.

Any Cold Chain should be managed by a quality management system. This will require the process to be analysed, measured, controlled, documented, and validated. The food industry uses the concepts of Hazard Analysis and Critical Control Point, HACCP, as a means of undertaking these important quality management procedures (see section 3.1.1).

2.0 Concepts of transport refrigeration systems

A refrigeration system is essentially a heat pump. It does work to move heat from one location to another. The most common type of refrigeration system employed in the transport industry is the vapour/compression cycle system. This uses a gas, typically a hydrocarbon compound, which can change phase repeatedly as the gas is alternately compressed and allowed to condense to form a liquid and is then expanded so that it evaporates back into a gas. The evaporation process draws in heat from the air surrounding the evaporator and the condensation process gives out heat to the air surrounding the condenser. See Figure 1.

2.1 How the refrigeration system works

The Cold Chain can be described as the process involved in the storage and distribution of temperature sensitive perishables where the temperature and/or atmosphere should be controlled to maintain product quality, product safety and thereby help to extend shelf life. This concept applies to frozen and chilled foodstuff, pharmaceuticals and certain aspects of livestock. It can also apply to various types of high value specialist products such as antiques and musical instruments.

According to the Laws of Physics there is no such thing as cold, only heat or lack of it. Cold is a human sensation that can be felt but cannot be measured. However, it is possible to extract heat to make something colder.

Figure 1 – Vapour compression refrigeration system

6

Heat Transfer

Expansion Vale

Compressor

Cold Air

Evaporator

Warm Air

Condenser

The ultimate guide to effective temperature control in refrigerated transport



In a conventional vapour/compression transport refrigeration

system the compressor is located outside the refrigerated

compartment and the evaporator is located inside the

refrigerated compartment. The cold air adjacent to the

evaporator is then forced around the load space by powerful fans.

Assuming that the product is properly distributed through the

load space to allow the cold air to circulate evenly, this has the

effect of surrounding the product with a blanket of temperature

controlled air. See Figure 2.

It therefore follows that product loaded onto the vehicle at the

correct temperature and which is surrounded by a blanket of air

at the correct temperature, will be transported and delivered also

at the correct temperature.

This is the main reason why air temperature and not product

temperature is measured in order to assess product quality.

In summary the operating procedure for transporting

temperature sensitive goods is:


• Switch off refrigeration unit before opening compartment

door




• Minimise the time that the compartment door spends open

at the point of delivery

All things being equal, if this procedure is followed, then product

will be delivered at the correct temperature. Accordingly the

use of a suitable temperature and event monitoring system can

help confirm that the correct procedures have been followed and

identify deficiencies or problems as and when they occur to assist

with the implementation of corrective action.

In summary the operating procedure for transporting temperature sensitive goods is:-


• Switch off refrigeration unit before opening compartment door





All things being equal, if this procedure is followed, then product will be delivered at the correct temperature.

Accordingly the use of a suitable temperature and event monitoring system can help confirm that the correct procedures have been followed and identify deficiencies or problems as and when they occur to assist with the implementation of corrective action.

In a conventional vapour/compression transport refrigeration system the compressor is located outside the refrigerated compartment and the evaporator is located inside the refrigerated compartment. The cold air adjacent to the evaporator is then forced around the load space by powerful fans. Assuming that the product is properly distributed through the load space to allow the cold air to circulate evenly, this has the effect of surrounding the product with a blanket of temperature controlled air. See Figure 2.

It therefore follows that product loaded onto the vehicle at the correct temperature and which is surrounded by a blanket of air at the correct temperature, will be transported and delivered also at the correct temperature.

This is the main reason why air temperature and not product temperature is measured in order to assess product quality.

Figure 2 – A typical single compartment refrigerated trailer showing air circulation

A typical refrigerated vehicle comprises the following fundamental elements regardless of whether it is a van, truck or trailer:


• Internal bulkhead(s) or partitions to provide multiple compartments at different temperatures (optional)

• Insulated access door(s) which may be hinged or roller shutter operated

• Refrigeration unit with single or multiple evaporators

7

Refrigeration Unit Air circulation Insulation Doors

Temperature control in refrigerated transport applies to frozen and chilled temperatures generally in the range from -30oC to +15oC. However since the ambient temperature can vary from lows of -20oC in northern hemisphere countries during winter to highs of +40oC in southern climates during summer it is also advantageous for the refrigeration system to be able to generate heat as well as the ability to refrigerate.

Maintaining temperature sensitive goods at the correct temperature during transport is necessary to prevent the growth of pathogenic micro-organisms and the like which would otherwise make the product unfit for use or

consumption. However the vehicle refrigeration system is not designed to change the temperature of the products being transported, it is only intended to maintain the temperature of these products during the transportation process.

Any Cold Chain should be managed by a quality management system. This will require the process to be analysed, measured, controlled, documented, and validated. The food industry uses the concepts of Hazard Analysis and Critical Control Point, HACCP, as a means of undertaking these important quality management procedures (see section 3.1.1).

2.0 Concepts of transport refrigeration systems

A refrigeration system is essentially a heat pump. It does work to move heat from one location to another. The most common type of refrigeration system employed in the transport industry is the vapour/compression cycle system. This uses a gas, typically a hydrocarbon compound, which can change phase repeatedly as the gas is alternately compressed and allowed to condense to form a liquid and is then expanded so that it evaporates back into a gas. The evaporation process draws in heat from the air surrounding the evaporator and the condensation process gives out heat to the air surrounding the condenser. See Figure 1.

2.1 How the refrigeration system works

The Cold Chain can be described as the process involved in the storage and distribution of temperature sensitive perishables where the temperature and/or atmosphere should be controlled to maintain product quality, product safety and thereby help to extend shelf life. This concept applies to frozen and chilled foodstuff, pharmaceuticals and certain aspects of livestock. It can also apply to various types of high value specialist products such as antiques and musical instruments.

According to the Laws of Physics there is no such thing as cold, only heat or lack of it. Cold is a human sensation that can be felt but cannot be measured. However, it is possible to extract heat to make something colder.

Figure 1 – Vapour compression refrigeration system

6

Heat Transfer

Expansion Vale

Compressor

Cold Air

Evaporator

Warm Air

Condenser

The ultimate guide to effective temperature control in refrigerated transport

A typical refrigerated vehicle comprises the

following fundamental elements regardless of

whether it is a van, truck or trailer:


• Internal bulkhead(s) or partitions to

provide multiple compartments at different

temperatures (optional)

• Insulated access door(s) which may be hinged or

roller shutter operated

• Refrigeration unit with single or multiple

evaporators


As described previously, the most common type of refrigeration system employed in the transport industry is

the vapour/compression system. This can be powered in a number of ways and whilst the power source may

differ from one model to another the principle of the refrigeration process remains the same.

Overview of the type of refrigeration systems available

However, other systems such as eutectic plates and cryogenics

can be employed depending upon the specific operational

requirements of the vehicle(s) concerned.

In addition for small refrigerated loads that are required to

be shipped with mainly dry freight there is the possibility of

using separate insulated containers. This is generally restricted

to volumes of less than 2000 litres for fairly short delivery

schedules.

The table in Figure 3 provides a comparison of the main types of

transport refrigeration system and indicates the advantages and

disadvantages of each.

Fuel Efficiency In the case of self powered refrigeration units (see section 2.2) most equipment manufacturers are actively investigating ways of increasing fuel efficiency and utilising alternative fuel types such as bio diesel. Noxious Emissions Transport refrigeration engines represent a very small percentage of the total amount of noxious gases emitted (probably less than 0.1%) even though these engines are classed as industrial rather than automotive and have higher inherent emission levels than their automotive equivalent. There is a move towards the drive unit complying with a Euro 5-6 type classification as this will help minimise emission levels further.

Global Warming Potential (GWP) There are specific EU proposals which intend to phase out the use of so called F-gases (Fluorinated ozone friendly refrigerants) such as R404a and R134a. This is currently most likely via a 2 stage approach covering new and existing equipment and will most likely result in the mandatory use of a natural refrigerant with low GWP by around 2020, although this is subject to confirmation. Noise Levels The Piek Regulations, which originated in the Netherlands in 1998 are now becoming more commonly accepted. The regulations lay down maximum noise levels when loading and unloading vehicles during the night. These are 65dBA between 19:00 and 23:00 and 60dBA between 23:00 and 7:00. Many refrigeration equipment manufacturers now specify Piek compliance as standard.

2.3 Environmental considerations

There are several areas of major importance with respect to the environmental impact of transport refrigeration systems, including the following:-

Clearly all refrigeration systems driven from the vehicle engine will benefit from the vehicle’s lower polluting engine and this arrangement will result in an overall lower fuel consumption level.

Of the mechanical options available utectic systems are certainly the best as far as on-road emissions and fuel consumption is concerned but such systems may not be suitable for many applications.

In summary, when considering which type of refrigeration system to use it is recommended that the vehicle operator should take advice from the vehicle supplier/manufacturer and also from the refrigeration system manufacturer with respect to the most suitable technology for the application(s) concerned.

9

However, other systems such as eutectic plates and cryogenics can be employed depending upon the specific operational requirements of the vehicle(s) concerned.

In addition for small refrigerated loads that are required to be shipped with mainly dry freight there is the possibility of using separate insulated containers. This is generally

restricted to volumes of less than 2000 litres for fairly short delivery schedules.

The table in Figure 3 provides a comparison of the main types of transport refrigeration system and indicates the advantages and disadvantages of each.

2.2 Overview of the type of refrigeration systems available

As described in section 2.1, the most common type of refrigeration system employed in the transport industry is the vapour/compression system. This can be powered in a number of ways and whilst the power source may differ from one model to another the principle of the refrigeration process remains the same.

8 The ultimate guide to effective temperature control in refrigerated transport

Refrigeration System Vehicle type Advantages Disadvantages

Direct Drive Alternator Drive Independent Diesel Engine Eutectic Cryogenic Insulated Containers (<2000 litres)

Vans and small trucks Large trucks and semi-trailers Large trucks and semi-trailers Vans and Trucks Large trucks and semi-trailers Any

Low operating costLightweightCompact size Low emissions Low operating costNo emissionsLower service costs Operates independently of vehicle engineElectric operation when vehicle parked Low noiseNo emissions when travelling Low noiseIndependent operationRapid pull downLow maintenance Small refrigerated loads when shipped with mainly dry freight

Does not operate independently of the vehicle engine Does not operate independently of the vehicle engineReduces vehicle mpg Tend to be heavier/noisier than vehicle powered systems with higher maintenance costs HeavyRequires depot power supply system for chargingLimited range Limited rangeRelies on cryogenic gas being available at depots Generally restricted to short journeys

Figure 3 - Principal types of transport refrigeration systems

There are several areas of major importance with respect to the environmental impact of transport

refrigeration systems, including the following:-

Environmental considerations

Fuel Efficiency

In the case of self powered refrigeration units most equipment

manufacturers are actively investigating ways of increasing fuel

efficiency and utilising alternative fuel types such as bio diesel.

Noxious Emissions

Transport refrigeration engines represent a very small percentage

of the total amount of noxious gases emitted (probably less than

0.1%) even though these engines are classed as industrial rather



than automotive and have higher inherent emission levels than

their automotive equivalent. There is a move towards the drive

unit complying with a Euro 5-6 type classification as this will help

minimise emission levels further.

Global Warming Potential (GWP)

There are specific EU proposals which intend to phase out the use

of so called F-gases (Fluorinated ozone friendly refrigerants) such

as R404a and R134a. This is currently most likely via a 2 stage

approach covering new and existing equipment and will most

likely result in the mandatory use of a natural refrigerant with low

GWP by around 2020, although this is subject to confirmation.

Noise Levels

The Piek Regulations, which originated in the Netherlands

in 1998 are now becoming more commonly accepted. The

regulations lay down maximum noise levels when loading and

unloading vehicles during the night. These are 65dBA between

19:00 and 23:00 and 60dBA between 23:00 and 7:00. Many

refrigeration equipment manufacturers now specify Piek

compliance as standard.

Clearly all refrigeration systems driven from the vehicle engine will benefit from the vehicle’s lower polluting

engine and this arrangement will result in an overall lower fuel consumption level.

Of the mechanical options available utectic systems are certainly the best as far as on-road emissions and fuel

consumption is concerned but such systems may not be suitable for many applications.

In summary, when considering which type of refrigeration system to use it is recommended that the vehicle

operator should take advice from the vehicle supplier/manufacturer and also from the refrigeration system

manufacturer with respect to the most suitable technology for the application(s) concerned.

All UK food businesses should ensure that they are familiar with the Food Safety Act 1990

http://www.opsi.gov.uk/acts/acts1990/ukpga_19900016_ en_1.htm which, although has been subject to

substantial change following the introduction of European food safety legislation, remains very important

primary food safety legislation. It has provided the basis and a flexible framework for much domestic food

law and applies to the whole of Great Britain. It concentrates on fundamental issues and leaves the detail to

secondary legislation such as described below.

Legislation and Regulations

Overview of current UK Regulations

Hazard Analysis and Critical Control Points (HACCP)

European Regulation (EC) 852/2004 on the hygiene of foodstuffs

describes the concept of HACCP. This involves identifying

any hazards that must be prevented and eliminating them or

reducing them to acceptable levels. This is done by identifying

critical control points and setting critical limits, establishing

effective monitoring procedures and implementing any necessary

corrective action.

It is therefore clear that as far as temperature sensitive products

are concerned, records of temperature should be made. This

applies both during transport and storage of the product.


The general requirement for temperature control is set out in (EC) 852/2004 Annex II, Chapter IX, which states:-

Raw materials, ingredients, intermediate products and finished products likely to support the reproduction of pathogenic micro-organisms or the formation of toxins are not to be kept at temperatures that might result in a risk to health. The cold chain is not to be interrupted. However, limited periods outside temperature control are permitted, to accommodate the practicalities of handling during preparation, transport, storage, display and service of food, provided that it does not result in a risk to health.

Regulation (EC) 37/2005 specifies the requirements for monitoring temperatures in the means of transport,

warehousing and storage of quickfrozen foodstuffs intended for human consumption. It states that the means

of transport, warehousing and storage shall be fitted with suitable recording instruments to monitor, at

frequent and regular intervals, the air temperature to which the quick-frozen foodstuffs are subjected.

Quick Frozen Food Regulations (EC) 37/2005

Food Hygiene Regulations (2006) & Due Diligence

(EC) 37/2005 applies to products labelled as quick-frozen or

deep-frozen and this applies to all foodstuff held at a temperature

below -18oC. It excludes ice cream. The regulation also

The Food Hygiene Regulations (2006) covers general food

hygiene requirements for food business operators involved in

foodstuff for human consumption. This involves all aspects of

hygiene and includes temperature control requirements.

The regulations stipulate a maximum holding temperature of

8oC with any upward variation above this maximum limited

to 4 hours.

It follows that when handling, storing or transporting

foodstuffs for human consumption, that have to be held at

specific temperatures, it will be unlikely that it will be possible

to use the defence of Due Diligence for any temperature

related offence unless appropriate temperature records are

taken and maintained.

stipulates that the recording equipment shall comply with EN

standard 12830. However a derogation currently exists for local

distribution where a recorder need not be fitted and an easily

The Regulations also introduce the concept of Due

Diligence, which is described as follows:-

In any proceedings for an offence under the Regulations, it shall be a defence for the accused to prove that he took all reasonable precautions and exercised all due diligence to avoid the commission of the offence by himself or by a person under his control.



visible thermometer which complies with EN Standard 13485 is

acceptable.

Local distribution is defined as movement of goods from a

distribution centre to a retail or catering outlet and primary

distribution generally covers deliveries from the manufacturer to

a regional distribution centre (RDC). Primary distribution is also

sometimes referred to as long distance transport.

EN Standards 12830 and 13485 are type test standards and

Chilled foods generally receive minimal processing and

temperature is the principal controlling factor in their safety. The

commercial storage of chilled foods must comply with The Food

Hygiene (England) Regulations 2006 (SI 2006/14); The Food

Hygiene (Wales) Regulations 2006 (SI 2006/31 (W.5)); and; The

Food Hygiene Regulations (Northern Ireland) 2006 (SR 2006

No 3).

it is the responsibility of the manufacturer of the equipment to

ensure that products supplied comply with the relevant standard.

In addition all temperature monitoring equipment whether

a recorder or an indicator should have its accuracy verified

periodically in accordance with EN Standard 13486 (see section

5.9)

The table in figure 4 summarises the regulations described above

and their relevance to food type (frozen/chilled) and distribution

sector (primary/local).

In England, Wales and Northern Ireland food that is likely to

support the growth of pathogenic micro-organisms or the

formation of toxins must be kept at a temperature of 8oC or

below. The requirement applies to foods, including raw materials

and ingredients, at all stages of preparation, processing,

transport, storage and display for sale within the manufacture,

retail and catering sectors.

3.2 UK Requirements for transporting Chilled Food

Chilled foods, for reasons of safety and quality, are designed to be stored at temperatures at or below 8oC, targeting 5oC throughout their entire life. However an upward variation above 8oC is allowed providing that this is limited to a total of 4 hours maximum.

Product Temperature

Fresh fish (in ice), crustaceans and shellfish Cooked dishes, prepared foods, pastry creams, fresh pastries, sweet dishes and egg products Meat and cooked meats pre-packaged for consumer use

Offal

Poultry, rabbit and game

Non-sterilised, untreated, unpasteurised or fermented milk, fresh cream, cottage cheese and curd Milk for industrial processing Cooked meats other than those which have been salted, smoked, dried or sterilised Butter, soft or blue cheeses

Meat

+2oC

+3oC

+3oC

+3oC

+3oC

+4oC

+6oC

+6oC

+6oC

+7oC

Figure 5 – Recommended transport temperatures for chilled food products

Chilled foods generally receive minimal processing and temperature is the principal controlling factor in their safety. The commercial storage of chilled foods must comply with The Food Hygiene (England) Regulations 2006 (SI 2006/14); The Food Hygiene (Wales) Regulations 2006 (SI 2006/31 (W.5)); and; The Food Hygiene Regulations (Northern Ireland) 2006 (SR 2006 No 3).

In England, Wales and Northern Ireland food that is likely to support the growth of pathogenic micro-organisms or the formation of toxins must be kept at a temperature of 8oC or below. The requirement applies to foods, including raw materials and ingredients, at all stages of preparation, processing, transport, storage and display for sale within the manufacture, retail and catering sectors.

In Scotland the requirements are different. Any person in respect of any commercial operation or food premises who keeps food outwith a refrigerator, a refrigerated chamber or a cool ventilated place is guilty of an offence unless the food is held at over 63oC. As there is no specific temperature mentioned for the chilling of foods that are likely to support bacterial growth it is recommended that if the food storage place chosen exceeds 8oC then the shelf life of the foodstuff may need to be reduced. Food should be kept at ambient temperature for the shortest time possible.

There is no specific regulation concerning mandatory fitment or use of temperature monitoring devices (indicators or recorders) for the transport of chilled food, however the Due Diligence aspect of the Food Hygiene Regulations implies that temperature records should be maintained (see section 3.1.2 above).

13

3.1.3 Quick Frozen Food Regulations (EC) 37/2005

Regulation (EC) 37/2005 specifies the requirements for monitoring temperatures in the means of transport, warehousing and storage of quick-frozen foodstuffs intended for human consumption. It states that the means of transport, warehousing and storage shall be fitted with suitable recording instruments to monitor, at frequent and regular intervals, the air temperature to which the quick-frozen foodstuffs are subjected.


Chilled Food Frozen Food

Primary Distribution

HACCP 852/2004

Food Hygiene Regulations 2006 Frozen Food Regulations 37/2005

Due Diligence

Temperature Data Records Required Data Logger (EN 12830 compliant) Indicator EN 13485 compliant)


Local Distribution

Local Distribution

Figure 4 – Summary of regulations applicable to the transport of foodstuffs

(EC) 37/2005 applies to products labelled as quick-frozen or deep-frozen and this applies to all foodstuff held at a temperature below -18oC. It excludes ice cream. The regulation also stipulates that the recording equipment shall comply with EN standard 12830. However a derogation currently exists for local distribution where a recorder need not be fitted and an easily visible thermometer which complies with EN Standard 13485 is acceptable.

Local distribution is defined as movement of goods from a distribution centre to a retail or catering outlet and primary distribution generally covers deliveries from the manufacturer to a regional distribution centre (RDC).

Primary distribution is also sometimes referred to as long distance transport.

EN Standards 12830 and 13485 are type test standards and it is the responsibility of the manufacturer of the equipment to ensure that products supplied comply with the relevant standard. In addition all temperature monitoring equipment whether a recorder or an indicator should have its accuracy verified periodically in accordance with EN Standard 13486 (see section 5.9)

The table in figure 4 summarises the regulations described above and their relevance to food type (frozen/chilled) and distribution sector (primary/local).

Chilled foods, for reasons of safety and quality, are designed to be stored at temperatures at or below 8oC,

targeting 5oC throughout their entire life. However an upward variation above 8oC is allowed providing that

this is limited to a total of 4 hours maximum.

UK Requirements for transporting Chilled Food


The temperature on thermal stabilisation must be -18oC or colder.

This temperature must be maintained except for brief periods

during transport (including local distribution) where it may reach

up to -15oC, or when in retail display cabinets where it may reach

up to -12oC.

To comply with Regulation (EC) 37/2005 transporters must

keep records of air temperature using a device which complies

with European Norm EN 12830. Records so produced must be

dated and stored for at least one year or longer, depending on the

nature and shelf-life of the food.

When transporting frozen food in local distribution an exemption

exists concerning the fitment of a temperature recorder. In

this case at least one easily visible thermometer complying

with European Norm EN 13485 must be used. All temperature

3.2 UK Requirements for transporting Chilled Food

Chilled foods, for reasons of safety and quality, are designed to be stored at temperatures at or below 8oC, targeting 5oC throughout their entire life. However an upward variation above 8oC is allowed providing that this is limited to a total of 4 hours maximum.

Product Temperature

Fresh fish (in ice), crustaceans and shellfish Cooked dishes, prepared foods, pastry creams, fresh pastries, sweet dishes and egg products Meat and cooked meats pre-packaged for consumer use

Offal

Poultry, rabbit and game

Non-sterilised, untreated, unpasteurised or fermented milk, fresh cream, cottage cheese and curd Milk for industrial processing Cooked meats other than those which have been salted, smoked, dried or sterilised Butter, soft or blue cheeses

Meat

+2oC

+3oC

+3oC

+3oC

+3oC

+4oC

+6oC

+6oC

+6oC

+7oC

Figure 5 – Recommended transport temperatures for chilled food products

Chilled foods generally receive minimal processing and temperature is the principal controlling factor in their safety. The commercial storage of chilled foods must comply with The Food Hygiene (England) Regulations 2006 (SI 2006/14); The Food Hygiene (Wales) Regulations 2006 (SI 2006/31 (W.5)); and; The Food Hygiene Regulations (Northern Ireland) 2006 (SR 2006 No 3).

In England, Wales and Northern Ireland food that is likely to support the growth of pathogenic micro-organisms or the formation of toxins must be kept at a temperature of 8oC or below. The requirement applies to foods, including raw materials and ingredients, at all stages of preparation, processing, transport, storage and display for sale within the manufacture, retail and catering sectors.

In Scotland the requirements are different. Any person in respect of any commercial operation or food premises who keeps food outwith a refrigerator, a refrigerated chamber or a cool ventilated place is guilty of an offence unless the food is held at over 63oC. As there is no specific temperature mentioned for the chilling of foods that are likely to support bacterial growth it is recommended that if the food storage place chosen exceeds 8oC then the shelf life of the foodstuff may need to be reduced. Food should be kept at ambient temperature for the shortest time possible.

There is no specific regulation concerning mandatory fitment or use of temperature monitoring devices (indicators or recorders) for the transport of chilled food, however the Due Diligence aspect of the Food Hygiene Regulations implies that temperature records should be maintained (see section 3.1.2 above).

13

3.1.3 Quick Frozen Food Regulations (EC) 37/2005

Regulation (EC) 37/2005 specifies the requirements for monitoring temperatures in the means of transport, warehousing and storage of quick-frozen foodstuffs intended for human consumption. It states that the means of transport, warehousing and storage shall be fitted with suitable recording instruments to monitor, at frequent and regular intervals, the air temperature to which the quick-frozen foodstuffs are subjected.


Chilled Food Frozen Food


HACCP 852/2004

Food Hygiene Regulations 2006 Frozen Food Regulations 37/2005

Due Diligence

Temperature Data Records Required Data Logger (EN 12830 compliant) Indicator EN 13485 compliant)


Local Distribution

Local Distribution

Figure 4 – Summary of regulations applicable to the transport of foodstuffs

(EC) 37/2005 applies to products labelled as quick-frozen or deep-frozen and this applies to all foodstuff held at a temperature below -18oC. It excludes ice cream. The regulation also stipulates that the recording equipment shall comply with EN standard 12830. However a derogation currently exists for local distribution where a recorder need not be fitted and an easily visible thermometer which complies with EN Standard 13485 is acceptable.

Local distribution is defined as movement of goods from a distribution centre to a retail or catering outlet and primary distribution generally covers deliveries from the manufacturer to a regional distribution centre (RDC).

Primary distribution is also sometimes referred to as long distance transport.

EN Standards 12830 and 13485 are type test standards and it is the responsibility of the manufacturer of the equipment to ensure that products supplied comply with the relevant standard. In addition all temperature monitoring equipment whether a recorder or an indicator should have its accuracy verified periodically in accordance with EN Standard 13486 (see section 5.9)

The table in figure 4 summarises the regulations described above and their relevance to food type (frozen/chilled) and distribution sector (primary/local).

Quick Frozen (or Deep Frozen) Food should be processed from food which is sound, genuine and of

merchantable quality and which is fit for human consumption. The food must be frozen and have crossed the

zone of maximum crystallisation as rapidly as possible for that type of product. In addition only air, nitrogen or

carbon dioxide may be used as the cryogenic medium in contact with the food.

UK Requirements for transporting Frozen Food

In Scotland the requirements are different. Any person in

respect of any commercial operation or food premises who keeps

food outwith a refrigerator, a refrigerated chamber or a cool

ventilated place is guilty of an offence unless the food is held at

over 63oC. As there is no specific temperature mentioned for the

chilling of foods that are likely to support bacterial growth it is

recommended that if the food storage place chosen exceeds 8oC

then the shelf life of the foodstuff may need to be reduced. Food

should be kept at ambient temperature for the shortest time

possible.

There is no specific regulation concerning mandatory fitment or

use of temperature monitoring devices (indicators or recorders)

for the transport of chilled food, however the Due Diligence

aspect of the Food Hygiene Regulations implies that temperature

records should be maintained.



monitoring equipment, whether a recorder or an indicator, should

have its accuracy verified periodically in accordance with

EN standard 13486.

3.4 Pharmaceuticals

3.5 Livestock

Pharmaceutical manufacturers and distributors are required to adhere to defined legislation or guidelines covering the production, packaging, storage and distribution of medicinal products for human use. It is the responsibility of the product licence holder to ensure that the product is handled, stored and transported under conditions which will not adversely affect the quality and efficacy of the product. The primary aim being to guarantee patient safety.

The regulations concerning temperature control during the transportation of livestock in conjunction with a business or commercial activity are very specific. European Regulation EC 1/2005 specifies mandatory requirements for temperature control and the fitment of a “Navigation System”. The latter term is used to describe what is, in effect, a tracking system since it covers the requirement to produce an automated journey log.

There are numerous and varied legislative procedures for the pharmaceutical industry which cover Good Manufacturing Practice (GMP) and Good Distribution Practice (GDP). However, whilst none of these is specific in terms of defining the type of monitoring equipment that is to be used, the very nature of the pharmaceuticals business almost guarantees that sophisticated monitoring systems including temperature recording and tracking will be employed by virtually all distribution companies.

European Council Directive 92/25/EEC of March 1992 describes the requirements and process to be followed in order to obtain authorisation to distribute pharmaceuticals and states that records must be produced and kept for 5 years.

The EU Guidelines on Good Distribution Practice of Medicinal Products for Human Use, document 94/C 63/03 underlines the 5 year period of retention and states that records should ensure that “all significant activities or events are traceable”.

Most pharmaceutical transporters in Europe will only secure contracts to carry goods following an audit by the manufacturer or product licence holder. This will entail temperature profiling of the refrigerated compartment and regular calibration checks of the temperature recorder equipment. The use of a tracking system is not mandatory and usually depends on the length of the journey and/or critical nature of the goods.

Derogations exist in the UK for journeys of less than 12 hours duration to the final destination.

The regulation states that a ventilation system must be fitted to the vehicle and that this must be designed, constructed and maintained in such a way that, at any time during the journey, whether the vehicle is stationary or moving, it is capable of maintaining a range of temperatures from 5oC to 30oC within the vehicle, for all animals, with a ±5oC tolerance, depending on the outside temperature.

DEFRA has produced guidelines on the requirements of the tracking/temperature monitoring system which can be found here:

http://www.gov.uk/government/uploads/system/uploads/attachment_data/file/193680/pb13550-wato-guidance.pdf

15

3.3 UK Requirements for transporting Frozen Food

Quick Frozen (or Deep Frozen) Food should be processed from food which is sound, genuine and of merchantable quality and which is fit for human consumption. The food must be frozen and have crossed the zone of maximum crystallisation as rapidly as possible for that type of product. In addition only air, nitrogen or carbon dioxide may be used as the cryogenic medium in contact with the food.


Figure 6 - Recommended transport temperatures for frozen food products

The temperature on thermal stabilisation must be -18oC or colder. This temperature must be maintained except for brief periods during transport (including local distribution) where it may reach up to -15oC, or when in retail display cabinets where it may reach up to -12oC.

To comply with Regulation (EC) 37/2005 transporters must keep records of air temperature using a device which complies with European Norm EN 12830. This is described in more detail in section 3.1.3 above. Records so produced must be dated and stored for at least one year or longer, depending on the nature and shelf-life of the food.

When transporting frozen food in local distribution an exemption exists concerning the fitment of a temperature recorder. In this case at least one easily visible thermometer complying with European Norm EN 13485 must be used.

All temperature monitoring equipment, whether a recorder or an indicator, should have its accuracy verified periodically in accordance with EN standard 13486 (see section 5.9).

Product Temperature

Ice and Ice cream

Deep frozen foods

Fishery products

Butter and edible fats, including cream to be used for butter making

Egg products, offal, rabbit, poultry and game

Meat

-25oC

-18oC

-18oC

-14oC

-12oC

-10oC

There are numerous and varied legislative procedures for the

pharmaceutical industry which cover Good Manufacturing

Practice (GMP) and Good Distribution Practice (GDP). However,

whilst none of these is specific in terms of defining the type of

monitoring equipment that is to be used, the very nature of the

pharmaceuticals business almost guarantees that sophisticated

monitoring systems including temperature recording and tracking

will be employed by virtually all distribution companies.

European Council Directive 92/25/EEC of March 1992 describes

the requirements and process to be followed in order to obtain

authorisation to distribute pharmaceuticals and states that

records must be produced and kept for 5 years.

The EU Guidelines on Good Distribution Practice of Medicinal

Products for Human Use, document 94/C 63/03 underlines the

5 year period of retention and states that records should ensure

that “all significant activities or events are traceable”.

Most pharmaceutical transporters in Europe will only secure

contracts to carry goods following an audit by the manufacturer

or product licence holder. This will entail temperature profiling

of the refrigerated compartment and regular calibration checks

of the temperature recorder equipment. The use of a tracking

system is not mandatory and usually depends on the length of the

journey and/or critical nature of the goods.

Pharmaceutical manufacturers and distributors are required to adhere to defined legislation or guidelines

covering the production, packaging, storage and distribution of medicinal products for human use. It is the

responsibility of the product licence holder to ensure that the product is handled, stored and transported

under conditions which will not adversely affect the quality and efficacy of the product. The primary aim being

to guarantee patient safety.

Pharmaceuticals


Derogations exist in the UK for journeys of less than 12 hours

duration to the final destination.

The regulation states that a ventilation system must be fitted

to the vehicle and that this must be designed, constructed and

maintained in such a way that, at any time during the journey,

whether the vehicle is stationary or moving, it is capable of

maintaining a range of temperatures from 5oC to 30oC within the

vehicle, for all animals, with a ±5oC tolerance, depending on the

outside temperature.

A rigid semi-trailer bodywork normally consists of expanded foam

insulation sandwiched between two external skins. The most

popular insulation is expanded polyurethane (PU) foam. For side

walls where thickness is constrained by the maximum permissible

insulated vehicle width of 2.60m and metric pallet dimensions

(a metric pallet is 1.0m deep by 1.20m wide), this construction

can accommodate 2 metric pallets side by side but insulation

thickness is limited.

DEFRA has produced guidelines on the requirements of the

tracking/temperature monitoring system which can be found

here:

http://www.gov.uk/government/uploads/system/uploads/

attachment_data/file/193680/pb13550- wato-guidance.pdf

Another popular insulation material is extruded polystyrene

(styrofoam). The thermal conductivity of this insulation is higher

than PU foam but in floor and roof construction where there

are fewer constraints for overall thickness, vehicle bodybuilders

can offset thermal losses by using thicker panels. Roofs and

floors often have 100 mm or more insulation. For side walls, the

constraints mean the insulation is rarely more than 45-60mm

thick.

The performance of insulation

materials deteriorates with time due

to the inherent characteristics of

the foam. A typical loss of insulation

value of between 3% and 5% per year

is not uncommon and this can lead

to considerable rises in the thermal

conductivity after just a few years.

This will result in an increase in energy

consumption and CO2 emissions for the

refrigeration system employed.

Many factors have to be taken into account in the design and construction of a refrigerated vehicle. Extremes

of exterior weather conditions, desired interior temperatures, insulation properties, infiltration of air and

moisture, trade-offs between construction cost and operating costs and physical deterioration from shocks and

vibration all have to be considered.

The regulations concerning temperature control during the transportation of livestock in conjunction with

a business or commercial activity are very specific. European Regulation EC 1/2005 specifies mandatory

requirements for temperature control and the fitment of a “Navigation System”. The latter term is used to

describe what is, in effect, a tracking system since it covers the requirement to produce an automated

journey log.

Refrigerated vehicle construction and ATP requirements

Livestock



Specifying a Refrigerated Vehicle

A competent bodybuilder will analyse the vehicle operator’s

requirements and specify a vehicle type and refrigeration system

capable of meeting or exceeding these requirements. It is unlikely

that a “one size fits all” approach will work. A vehicle/refrigeration

system combination that is suitable for long journey single drop

operation may be completely unsuitable for short journey multi-

drop deliveries and vice versa.

The fundamental requirement of good refrigerated vehicle design

is that the combination of the insulation properties of the vehicle

and the refrigeration capacity of the refrigeration system should

be capable of overcoming the anticipated heat gain inside the

refrigerated compartment. Heat gain will be through the insulated

bodywork (good insulation will minimise this but cannot prevent

heat transmission entirely), through opening the compartment

doors when loading/unloading and from the product itself

(although this should be minimal if the product is loaded at the

correct temperature).

The more the doors are opened and the longer they are left

open during the delivery cycle the more heat gain will occur and

the harder the refrigeration system has to work to recover the

compartment temperature. It is generally advantageous to install

strip curtains or similar inside the doors to help minimise the

movement of air and therefore help reduce heat gain when the

doors are opened.

Another important component of a refrigerated vehicle is

the air duct system. This is particularly useful on large single

compartment trucks and trailers and usually consists of a flexible

duct of fabric or nylon which is fitted to the compartment ceiling

and is designed to distribute the temperature controlled air more

evenly throughout the compartment.

Care must be taken when using air ducting with

multicompartment vehicles as transverse partitioning bulkheads

can dramatically affect air flow through the duct. However in

many cases the combination of strip curtains on compartment

doors and air ducting can have a major impact on both improving

air temperature stability and maintaining temperature throughout

the delivery cycle.

Figure 7 – Flexible air ducting fitted to the ceiling of a

refrigerated trailer

When specifying a refrigerated vehicle many factors have to be taken into account. For example:-

• The type and quantity of products being transported

• The temperature range(s) of operation

• The range of ambient temperatures that will apply

• The number of compartments required

• The type of compartment partition required (fixed or adjustable)

• Number of compartment doors and frequency of opening

• The type and performance capability of the refrigeration system

• The type of use (local or long distance)


The UK acceded to the agreement on the 5 October 1979, and it

entered into force one year later 5 October 1980.

ATP provides a multi-lateral agreement between Signatory

Countries (Contracting Parties) for overland cross-border

carriage of perishable foodstuffs. The purpose is to facilitate

international traffic by setting common internationally recognised

standards.

Fruit and vegetables unless processed are outside the scope of

ATP, as is air transport.

In the UK, The Refrigerated Vehicle Test Centre (RVTC), a division

of Cambridge Refrigeration Technology (CRT), are contracted by

the Department for Transport (DfT) to be the certifying authority

of vehicles.

RVTC produce on behalf of the UK government’s Department for

Transport ATP certificates, ATP plates, replacement certificates

and carry out type approvals and factory inspections. CRT also

provides relevant testing facilities for insulated vehicles and

refrigeration machinery in their environmental chambers and

calorimeters.

For the road haulage operator only delivering foodstuffs in the

UK, there is no legislative requirement for ATP. However for

operators travelling on international journeys an ATP certificate

is nearly always essential. It is illegal to transport perishable

foodstuffs across an international boundary between countries

The agreement on the International Carriage of Perishable Foodstuffs and on the special equipment to be used

for such carriage, known as the ATP agreement (after its French initials) was drawn up by the Inland Transport

Committee of the United Nations Economic Committee for Europe in 1970-71.

ATP

that are signatories to the agreement unless the vehicle has an

ATP certificate. If you do this you could be stopped, turned back

and even incur a substantial fine!

In France, Spain, Portugal and Italy, where refrigerated vehicles

are found carrying perishable produce without a valid ATP

certificate or plate, they are heavily fined on the spot, and in some

cases are forced to transfer the load to a vehicle which is carrying

its certificate or displaying its ATP plate.

The countries that are signatories to the ATP agreement are as

follows:-

Albania, Andorra, Austria, Azerbaijan, Belarus, Belgium, Bosnia

and Herzegovina, Bulgaria, Croatia, Czech Republic, Denmark,

Estonia, Finland, France, Georgia, Germany, Greece, Hungary,

Ireland, Italy, Kazakhstan, Kyrgyzstan, Latvia, Lithuania,

Luxembourg, Monaco, Montenegro, Morocco, Netherlands,

Norway, Poland, Portugal, Republic of Moldova, Romania, Russian

Federation, Serbia, Slovakia, Slovenia, Spain, Sweden, The former

Yugoslav Republic of Macedonia, Tunisia, Turkey, Ukraine, United

Kingdom, United States of America, Uzbekistan.

There are two classifications for insulated equipment, six for

total-loss refrigerated, twelve for mechanical refrigerated and

three for heated equipment. The most used classifications are

insulated and insulated mechanically refrigerated. Common ATP

Classifications are as shown in figure 8.

The agreement details the following:

• Lists foodstuffs to be carried in accordance with the ATP agreement and sets the warmest permissible

temperature for types of cargo.

• Lays down common standards for temperature controlled transport vehicles such as roadvehicles, railway

wagons and (for sea journeys under 150km) sea containers.

• Sets down the tests to be done on such equipment to ensure that they meet the required standards.

• Provides the system of certification for equipment that conforms to the standards.

• Requires all contracting parties to recognise certificates issued in accordance with the agreement by the

competent authorities of other contracting parties.



Equipment is certified according to test results, and each ATP certificate issued states the classification to which the equipment is approved.

Mechanical refrigeration equipment fitted to insulated bodies must be rated by testing.

The agreement says that the refrigeration plant must be shown to have a heat extraction capability at the class limit temperatures of at least 1.75 times the heat flowing through the insulation at those temperatures if a type approval is to be granted.

Whilst the ATP specifies refrigerated body thermal

efficiency it is not intended to be used to specify refrigeration systems for distribution vehicles, particularly those used in multi-drop applications with a large number of door openings. In this case it is recommended that advice is sought from the refrigeration equipment manufacturer concerning the most suitable system for the application intended.

For further information on ATP refer to Cambridge Refrigeration Technology and their document “Guide to ATP for Road Hauliers and Manufacturers”

http://www.crtech.co.uk/pages/ATP/ATP-Guide.pdf

Type K Coeff W/m2/K Temperature oC Classification

Normal Insulated

Heavy Insulated

Mechanically Refrigerated Normal Insulated

Mechanically Refrigerated Heavy Insulated

≤ 0.7

≤ 0.4

≤ 0.7 > 0.4

≤ 0.4

N/A

N/A

0 to +12

-20 to +12

IN

IR

FNA

FRC

Figure 8 – Common ATP classifications

19

4.2 ATP

The agreement on the International Carriage of Perishable Foodstuffs and on the special equipment to be used for such carriage, known as the ATP agreement (after its French initials) was drawn up by the Inland Transport Committee of the United Nations Economic Committee for Europe in 1970-71.


The UK acceded to the agreement on the 5 October 1979, and it entered into force one year later 5 October 1980.

ATP provides a multi-lateral agreement between Signatory Countries (Contracting Parties) for overland cross-border carriage of perishable foodstuffs. The purpose is to facilitate international traffic by setting common internationally recognised standards.

Fruit and vegetables unless processed are outside the scope of ATP, as is air transport.

In the UK, The Refrigerated Vehicle Test Centre (RVTC), a division of Cambridge Refrigeration Technology (CRT), are contracted by the Department for Transport (DfT) to be the certifying authority of vehicles.

RVTC produce on behalf of the UK government’s Department for Transport ATP certificates, ATP plates, replacement certificates and carry out type approvals

and factory inspections. CRT also provides relevant testing facilities for insulated vehicles and refrigeration machinery in their environmental chambers and calorimeters.

For the road haulage operator only delivering foodstuffs in the UK, there is no legislative requirement for ATP. However for operators travelling on international journeys an ATP certificate is nearly always essential. It is illegal to transport perishable foodstuffs across an international boundary between countries that are signatories to the agreement unless the vehicle has an ATP certificate. If you do this you could be stopped, turned back and even incur a substantial fine!

In France, Spain, Portugal and Italy, where refrigerated vehicles are found carrying perishable produce without a valid ATP certificate or plate, they are heavily fined on the spot, and in some cases are forced to transfer the load to a vehicle which is carrying its certificate or displaying its ATP plate.

The countries that are signatories to the ATP agreement are as follows:-

Albania, Andorra, Austria, Azerbaijan, Belarus, Belgium, Bosnia and Herzegovina, Bulgaria, Croatia, Czech Republic, Denmark, Estonia, Finland, France, Georgia, Germany, Greece, Hungary, Ireland, Italy, Kazakhstan, Kyrgyzstan, Latvia, Lithuania, Luxembourg, Monaco, Montenegro, Morocco, Netherlands, Norway, Poland, Portugal, Republic of Moldova, Romania, Russian Federation, Serbia, Slovakia, Slovenia, Spain, Sweden, The former Yugoslav Republic of Macedonia, Tunisia, Turkey, Ukraine, United Kingdom, United States of America, Uzbekistan.

There are two classifications for insulated equipment, six for total-loss refrigerated, twelve for mechanical refrigerated and three for heated equipment. The most used classifications are insulated and insulated mechanically refrigerated. Common ATP Classifications are as shown in figure 8.

The agreement details the following:

• Lists foodstuffs to be carried in accordance with the ATP agreement and sets the warmest permissible temperature for types of cargo.

• Lays down common standards for temperature controlled transport vehicles such as road vehicles, railway wagons and (for sea journeys under 150km) sea containers.

• Sets down the tests to be done on such equipment to ensure that they meet the required standards.

• Provides the system of certification for equipment that conforms to the standards.

• Requires all contracting parties to recognise certificates issued in accordance with the agreement by the competent authorities of other contracting parties.

Equipment is certified according to test results, and each ATP

certificate issued states the classification to which the equipment

is approved.

Mechanical refrigeration equipment fitted to insulated bodies

must be rated by testing.

The agreement says that the refrigeration plant must be shown to

have a heat extraction capability at the class limit temperatures

of at least 1.75 times the heat flowing through the insulation at

those temperatures if a type approval is to be granted.

Whilst the ATP specifies refrigerated body thermal efficiency

it is not intended to be used to specify refrigeration systems

for distribution vehicles, particularly those used in multi-drop

applications with a large number of door openings. In this case

it is recommended that advice is sought from the refrigeration

equipment manufacturer concerning the most suitable system for

the application intended.

For further information on ATP refer to Cambridge Refrigeration

Technology and their document “Guide to ATP for Road Hauliers

and Manufacturers”

http://www.crtech.co.uk/pages/ATP/ATP-Guide.pdf


The monitoring of temperature inside the refrigerated compartment of a delivery vehicle is generally based

on air temperature readings. There are some situations where monitoring product temperature via specially

designed product probes or through the use of product simulators can be beneficial but for the vast majority of

applications it is an air temperature measurement system that is used.

What should be monitored and why

Air temperature monitoring

Although most of the current refrigerated systems fitted to

delivery vehicles offer a powerful refrigeration capacity, the

fundamental concept of such a refrigeration system is that it

is designed to maintain the temperature of a pre-cooled and

thermally stable load. The refrigeration system normally does

this by circulating air at the chosen temperature (also called “Set

Point”) around the load/product.

It therefore follows that if the product is at the correct

temperature when it is placed in the vehicle’s compartment and

stowed in such a way that air from the refrigeration unit, also at

the correct temperature, can circulate freely around the product

during transit, then, all things being equal, the product will be at

the correct temperature when it is removed from the vehicle at

the point of delivery.

Measuring the air temperature inside the refrigerated

compartment can therefore provide a good indication of the

performance of the refrigeration system as a whole but this is

largely dependent on the number of sensors installed and where

they are located within the compartment.

Air temperature involves positioning the probe(s) securely in free

air at various locations within the refrigerated compartment. In

most cases this will include either suspending the probe from

the sidewall/ceiling of the compartment or attaching the probe

to the air return grille of the evaporator. The probe therefore

needs to be small, light and unobtrusive so that installation is

straightforward and the probe will not get easily damaged during

normal loading/unloading operations.

To ensure that adequate circulation of refrigerated air exists in

the compartment it is recommended to measure air temperature

in at least two locations. One sensor in the air return to the

refrigeration unit and the other about two thirds of the way along

the compartment towards the rear. Temperature data so collected

will help to give a better understanding of refrigeration system

performance, air circulation and load distribution than just a

single air return reading.

The air return location is where the control sensor to the

refrigeration system is normally located and it helps if one of

the monitoring probes is positioned as close as possible to this

sensor (Figure 9). This will then give good correlation between

the monitored temperature and the temperature shown on the

control panel of the refrigeration unit. The compartment sensor

should be positioned so as to be in free air and not in contact with

the compartment sidewall or ceiling (Figure 10 & 11). Using cable

trunking and a junction box for probe installation will normally

result in the sensing tip being spaced around 120mm from the

sidewall and 15mm from the ceiling.

Air temperature sensor installations should preferably include a

length of spare cable, which can be coiled and stored inside the

cable trunking or junction box. This will facilitate subsequent

accuracy verification checks.

Figure 9 – Temperature probe attached to the air return grille of an evaporator



Figure 10 – Compartment Probe in free air – with a

junction box

Figure 11 – Compartment Probe in free air – without a

junction box

Figure 12 – Typical temperature probe locations for a single compartment vehicle

Figure 9 – Temperature probe attached to the air return grille of an evaporator

Figure 10 – Compartment Probe in free air – with a junction box Figure 11 – Compartment Probe in free air – without a junction box

Air Return Compartment

21

5.0 What should be monitored and why

5.1 Air temperature monitoring


The monitoring of temperature inside the refrigerated compartment of a delivery vehicle is generally based on air temperature readings. There are some situations where monitoring product temperature via specially designed product probes or through the use of product simulators can be beneficial but for the vast majority of applications it is an air temperature measurement system that is used.

Although most of the current refrigerated systems fitted to delivery vehicles offer a powerful refrigeration capacity, the fundamental concept of such a refrigeration system is that it is designed to maintain the temperature of a pre-cooled and thermally stable load. The refrigeration system normally does this by circulating air at the chosen temperature (also called “Set Point”) around the load/product.

It therefore follows that if the product is at the correct temperature when it is placed in the vehicle’s compartment and stowed in such a way that air from the refrigeration unit, also at the correct temperature, can circulate freely around the product during transit, then, all things being equal, the product will be at the correct temperature when it is removed from the vehicle at the point of delivery.

Measuring the air temperature inside the refrigerated compartment can therefore provide a good indication of the performance of the refrigeration system as a whole but this is largely dependent on the number of sensors installed and where they are located within the compartment.

Air temperature involves positioning the probe(s) securely in free air at various locations within the refrigerated compartment. In most cases this will include either suspending the probe from the sidewall/ceiling of the compartment or attaching the probe to the air return grille of the evaporator. The probe therefore needs to be small, light and unobtrusive so that installation is

straightforward and the probe will not get easily damaged during normal loading/unloading operations.

To ensure that adequate circulation of refrigerated air exists in the compartment it is recommended to measure air temperature in at least two locations. One sensor in the air return to the refrigeration unit and the other about two thirds of the way along the compartment towards the rear. Temperature data so collected will help to give a better understanding of refrigeration system performance, air circulation and load distribution than just a single air return reading.

The air return location is where the control sensor to the refrigeration system is normally located and it helps if one of the monitoring probes is positioned as close as possible to this sensor (Figure 9). This will then give good correlation between the monitored temperature and the temperature shown on the control panel of the refrigeration unit. The compartment sensor should be positioned so as to be in free air and not in contact with the compartment sidewall or ceiling (Figure 10 & 11). Using cable trunking and a junction box for probe installation will normally result in the sensing tip being spaced around 120mm from the sidewall and 15mm from the ceiling.

Air temperature sensor installations should preferably include a length of spare cable, which can be coiled and stored inside the cable trunking or junction box. This will facilitate subsequent accuracy verification checks.

Product temperature measurement involves either an insertion probe with pointed tip (e.g. for insertion into a

meat carcass) or a between pack probe with flat blade for positioning between packs of product on a pallet or

roll cage. These devices need to be designed so that they are easily handled, robust and capable of being stored

out of harm’s way in a holder or clip arrangement fastened to the compartment sidewall, when not in use. They

should include a cable which is capable of extending up to at least 3m in length.

Product temperature

Most temperature monitoring systems used in the refrigerated

transport industry rely on air temperature measurement

readings. However, in certain circumstances operators may

require both air and product temperature readings as part of the

dataset that they collect. This is typically the case with multi-drop

delivery vehicles.

For the reasons stated above the sensing element used in

refrigerated transport applications should be as compact as

possible to enable both air temperature probes and product

temperature probes to be manufactured. The ideal shape is a

small cylindrical bead such as a single element transistor a few

millimetres in diameter. This lends itself to a simple cylindrical air

probe around 6mm in diameter and can easily be used in insertion


Recently certain suppliers of temperature monitoring systems have departed from the normal thermistor

probe concept in favour of a temperature data bus system. There are good reasons for this. Multiple probes

using resistive or similar sensing technology involve multiple wires being routed back to the data capture

electronics. The data bus system utilises just 2 or 3 wires and the measurement probes are daisy chained

together, meaning that just a single cable needs to be routed within the refrigerated compartment to facilitate

probe installation.

Alternative sensor types

The sensing element in the data bus system offers comparable

accuracy to a thermistor within the normal operating temperature

range of a refrigerated vehicle and is of very similar size.

Probe installation is generally made easier by using a junction box

adjacent to the probe location. This enables simple connection

and re-connection (in the event of damage/failure or de- and re-

installation) without the need for soldered or crimped joints, plus

and between pack product probes as well. Various materials can

be used to encapsulate the sensing element for the air probe.

Rubberised tip and stainless steel tube are the two most common.

A flexible cable of at least 3m length per probe is essential.

To ensure that the product probe only provides readings of

product temperature when it is inserted into or between packs

of product , some monitoring systems provide the facility for the

driver to activate the product probe through a simple switch/

push button or similar. This then allows the probe to be stored

in a holder within the compartment in a deactivated state and

therefore not reporting air temperature and then activated to

measure the product temperature only when required, typically at

the point of delivery.

The normal operating temperature range within refrigerated

vehicles is between -30oC and +30oC and resistance sensing

elements such as thermistors or platinum resistance detectors

offer good accuracy and reproducibility in this range (and

beyond) at a very modest cost and in the formats indicated above.

Thermistors tend to be much lower cost than their platinum

counterpart and for this reason are the most common type of

sensing element used in transport refrigeration data capture

systems.

Figure 14 – Typical Flat (between pack) probe

Figure 13 – Typical Insertion probe

this approach also spaces the sensing element away from both

sidewall and ceiling of the compartment to provide a true reading

of free air temperature.

The junction box has to be Ingress Protection rated IP65 or better

to withstand the condensation, low temperatures and pressure

washing that can take place within the compartment.



It is advantageous if the temperature probe can be identified with a unique serial number and this identifier can

be read both locally by visual inspection of the probe itself and remotely through the data capture system that

it is connected to.

EN standard 12830 specifies that the thermal response of a recorder with external sensor used for transport

applications should be 10 minutes maximum. The response is defined as the time needed to reach 90% of a

20oC step change in air temperature with an air speed of 1m/s.

Many temperature monitoring systems just measure the air temperature in the air returning to the

refrigeration unit. Some also include a probe that monitors the air supply blowing directly off the evaporator

(“air supply”). However the main reason for air temperature monitoring in refrigerated vehicles is to confirm

that temperature controlled air is circulating throughout the compartment. This requires that compartment

probes are fitted towards the rear of the loadspace.

Interchangeability and traceability

Interchangeability and traceability

Don’t just measure air temperature at a single point

Certain types of data bus system read the unique identifier and

use this to not only address the probes but also “lock” them into

position in preferred locations on the bus. This enables specific

probes to be located in designated areas within the refrigerated

compartment and also enables faulty or damaged probes to be

replaced easily.

The other advantage of the unique identifier is that it confirms

identification/traceability through the data capture system for

Most data recorders utilise probes with a thermal response

value of around 5 to 8 minutes. This permits appropriate air

temperature measurement and also includes a certain amount

of damping to provide correlation with the slower thermal

response of the products that are being transported. Electronic

damping, by including averaging of the temperature data during

the recording interval, will also help to provide further correlation

with the thermal response of the product itself.

In certain circumstances product simulators can also be used.

These normally comprise a temperature sensor embedded in

an inert medium of gel or plastic. Whilst these do have some

advantages for multi-drop delivery regimes, particularly when

the ambient temperature is much higher than the compartment

both confirmation of the source of the temperature data and

accuracy verification purposes.

Most conventional electronic data logger systems can include

probes identified with a unique serial number but this is not

recognised by the data logger itself so traceability to the exact

source of the temperature reading is much harder to prove or

guarantee.

temperature, such devices can only really represent the thermal

characteristics of a single type of product of a specific weight,

packaged in a particular way. It is generally much better (and

easier) to ensure that the product is loaded onto the vehicle

at the correct temperature and then surrounded by air at the

correct temperature rather than trying to simulate the thermal

characteristics of the product.

The combination of air temperature readings, from suitably

damped air temperature sensors plus the provision of out of

range air temperature alerts, which incorporate a suitable

time delay, is considered to be the most effective temperature

monitoring regime.


Whilst it is important to monitor air temperature inside the compartment this alone will not normally provide

a complete picture of the performance of the refrigeration system. There are several key status events which

in combination with temperature will help to underpin the data collected and help explain any variations or

temperature excursions. The most common of these events are refrigeration unit on/off, door open/closed and

defrost on/off.

Event monitoring

Compartment probes should be positioned so as not to be in still

air pockets nor in the air blowing directly off the refrigeration

system (“air supply”). They should be at least 0.5m from any

internal light and clear of any moveable partition or internal door.

Multi-compartment vehicles utilise additional evaporators that

are driven by the same compressor but will have their own

temperature control capability. Bulkheads are then used to divide

Air temperature readings should indicate quite clearly when the

refrigeration unit is switched on. Normally the air temperature

at switch on is much higher than the control temperature and

consequently the air temperature will fall quite quickly during

the pull down phase before eventually stabilising at the Set Point

value. Most transport refrigeration systems provide simple on/

off control which results in the front (return air) temperature

cycling about the chosen Set Point in a regular manner with a

variance of ± 1 or 2oC. However for a well-insulated refrigerated

the load space into separate areas according to the position of the

evaporator(s) (Figure 15). Where possible 2 temperature probes

should be installed for each compartment, one monitoring air

return and one compartment temperature providing that this is

not directly in the air supply stream. For very small compartments

where it is not possible to fit two probes then a single probe

should be installed and this should be located in the air return to

the evaporator.

compartment at normal operating temperature (chill or frozen),

switching off the refrigeration unit e.g. when making a delivery,

will have only a minor effect on temperature variation in the short

term. Temperatures should remain stable for many minutes but

this will depend on factors such as the quality of insulation, the

refrigerated temperature inside the compartment, the ambient

temperature outside the compartment and the temperature and

distribution of the load within the compartment.

5.7 Event monitoring

5.7.1 Refrigeration unit on/off

Whilst it is important to monitor air temperature inside the compartment this alone will not normally provide a complete picture of the performance of the refrigeration system. There are several key status events which in combination with temperature will help to underpin the data collected and help explain any variations or temperature excursions. The most common of these events are refrigeration unit on/off, door open/closed and defrost on/off.

Air temperature readings should indicate quite clearly when the refrigeration unit is switched on. Normally the air temperature at switch on is much higher than the control temperature and consequently the air temperature will fall quite quickly during the pull down phase before eventually stabilising at the Set Point value. Most transport refrigeration systems provide simple on/off control which results in the front (return air) temperature cycling about the chosen Set Point in a regular manner with a variance of ± 1 or 2oC.

However for a well-insulated refrigerated compartment at normal operating temperature (chill or frozen), switching off the refrigeration unit e.g. when making a delivery, will have only a minor effect on temperature variation in the short term. Temperatures should remain stable for many minutes but this will depend on factors such as the quality of insulation, the refrigerated temperature inside the compartment, the ambient temperature outside the compartment and the temperature and distribution of the load within the compartment.

Knowing when the refrigeration unit is on or off is a valuable piece of information which can enhance the temperature data set in a number of ways. What happens if the driver switches the refrigeration unit off but forgets to switch it back on again, for example? Is it better to open the compartment door (to make a delivery) with the unit on or off? Should out of range temperature alerts be disabled when the unit is switched off (e.g. at the end of the day or weekend when the vehicle is out of service)?

It is normally possible to monitor the unit on/off state by simply picking up a feed from the unit on/off switch and connecting this to a relevant input on the temperature monitoring system hardware. It is recommended to do this whenever possible and for whatever type and size of vehicle is being monitored. However it is recommended to always consult the refrigeration system supplier for details of an appropriate connection point for an on/off signal.

Figure 15a – Single Compartment Truck Figure 15b – Dual Compartment Truck (Transverse bulkhead)

Figure 15c – Dual Compartment Trailer (Longitudinal bulkhead)

25

5.5 Thermal response and product simulation

5.6 Don’t just measure air temperature at a single point

EN standard 12830 (see section 3.1.3) specifies that the thermal response of a recorder with external sensor used for transport applications should be 10 minutes maximum. The response is defined as the time needed to reach 90% of a 20oC step change in air temperature with an air speed of 1m/s.

Many temperature monitoring systems just measure the air temperature in the air returning to the refrigeration unit. Some also include a probe that monitors the air supply blowing directly off the evaporator (“air supply”). However the main reason for air temperature monitoring in refrigerated vehicles is to confirm that temperature controlled air is circulating throughout the compartment. This requires that compartment probes are fitted towards the rear of the loadspace as described in section 5.1.


Most data recorders utilise probes with a thermal response value of around 5 to 8 minutes. This permits appropriate air temperature measurement and also includes a certain amount of damping to provide correlation with the slower thermal response of the products that are being transported. Electronic damping, by including averaging of the temperature data during the recording interval, will also help to provide further correlation with the thermal response of the product itself.

In certain circumstances product simulators can also be used. These normally comprise a temperature sensor embedded in an inert medium of gel or plastic. Whilst these do have some advantages for multi-drop delivery regimes, particularly when the ambient temperature

is much higher than the compartment temperature, such devices can only really represent the thermal characteristics of a single type of product of a specific weight, packaged in a particular way. It is generally much better (and easier) to ensure that the product is loaded onto the vehicle at the correct temperature and then surrounded by air at the correct temperature rather than trying to simulate the thermal characteristics of the product.

The combination of air temperature readings, from suitably damped air temperature sensors plus the provision of out of range air temperature alerts, which incorporate a suitable time delay, is considered to be the most effective temperature monitoring regime. See section 5.8 for details of temperature alert monitoring.

Compartment probes should be positioned so as not to be in still air pockets nor in the air blowing directly off the refrigeration system (“air supply”). They should be at least 0.5m from any internal light and clear of any moveable partition or internal door.

Multi-compartment vehicles utilise additional evaporators that are driven by the same compressor but will have their own temperature control capability. Bulkheads are then used to divide the load space into separate areas according to the position of the evaporator(s) (Figure 15).

Where possible 2 temperature probes should be installed for each compartment, one monitoring air return and one compartment temperature providing that this is not directly in the air supply stream. For very small compartments where it is not possible to fit two probes then a single probe should be installed and this should be located in the air return to the evaporator.



Refrigeration unit on/off

Door open / closed

Knowing when the refrigeration unit is on or off is a valuable

piece of information which can enhance the temperature data

set in a number of ways. What happens if the driver switches the

refrigeration unit off but forgets to switch it back on again, for

example? Is it better to open the compartment door (to make a

delivery) with the unit on or off? Should out of range temperature

alerts be disabled when the unit is switched off (e.g. at the end

of the day or weekend when the vehicle is out of service)? It

This event can sometimes be detected by simply observing an

excessive temperature excursion on the rear (compartment)

probe. However monitoring the operation of the compartment

door is recommended because this data provides other

substantial benefits.

For example drivers should be educated to keep door open

frequency and duration to the minimum possible to avoid

excessive amounts of warm air entering the refrigerated

compartment.

Knowing when and where the door is opened can be valuable

in confirming precise delivery time and location and can also

enhance security by providing an alert if the door is opened

outside of a designated area or site location.

However, perhaps the most valuable use of door event monitoring

is when this is used in combination with refrigeration unit on/

off data. Many drivers assume that leaving the unit system

running when the doors are open is the best way to maintain

the temperature inside the refrigerated compartment. In fact

quite the reverse is true. The unit has powerful fans to circulate

temperature controlled air around the load. Opening the

compartment door(s) with the unit running has the effect of

pushing this air out of the compartment and thereby replacing

it with warmer air from the outside. When the doors are closed

again the compartment will then contain warm air and the

refrigeration system has to work hard to remove the heat from

this air so that the load is once again being covered in a blanket of

air at the correct temperature.

Switching the unit off, or at least the fans off, before opening the

doors helps to prevent this happening and will result in better

overall temperature control with less fuel being used.

is normally possible to monitor the unit on/off state by simply

picking up a feed from the unit on/off switch and connecting

this to a relevant input on the temperature monitoring system

hardware. It is recommended to do this whenever possible and

for whatever type and size of vehicle is being monitored. However

it is recommended to always consult the refrigeration system

supplier for details of an appropriate connection point for an on/

off signal.

Another downside of opening the compartment door(s) with the

unit running is that drawing warm, generally humid, air into the

compartment can cause the evaporator to ice over. This is more

common with frozen loads than chill loads but in any case will

result in the refrigeration system switching to defrost mode in

order to melt the ice on the evaporator. During a defrost cycle the

fans of the unit are switched off and the unit generates heat local

to the evaporator in order to melt the ice. This process usually

takes about 15 -20 minutes and during this time cold air is not

being circulated around the load. If the vehicle is being used for

multi-drop deliveries this can result in several defrost operations

during the delivery process. This can lead to higher fuel usage,

far more wear and tear on the refrigeration system and a far

less effective temperature control within the refrigerated

compartment.

A number of different options exist as far as door monitoring

hardware is concerned with the most commonly used system

being a non-contact magnetically operated reed switch. The

switch is positioned on the door frame and the magnet on the

door so that the two are aligned, with about a 10mm gap between

them, when the door is closed. The switch is then provided with a

12V feed which is switched into the monitoring hardware when

the door is operated.

5.7.4 Monitoring refrigeration system specific data

5.8.1 Door alert

Some data management systems provide the capability to connect to the refrigeration unit micro-processor to extract specific detailed information. This can include temperature data and also information such as Set Point, unit run status (diesel or electric standby), hours run and unit engine alarm data. It is even possible through some

systems to operate the unit remotely by, for example, adjusting the Set Point value.

These systems can simplify fleet operation and allow refrigeration system maintenance schedules to be automatically generated. They are more ideally suited to very large fleets.

Alerts associated with compartment door operation are also a very useful feature. This would generally only work retrospectively for a stand-alone system, providing the transport manager with data to check length of door openings at delivery locations.

For a live telematics system the door alert can inform when a load is being delivered and alert in real time if the door is open for too long. This system can also provide warnings when doors are opened outside of designated delivery locations thereby enhancing load security.

5.8 Temperature Alert Monitoring

Most temperature monitoring systems include a mechanism to provide a warning when temperatures fall outside of acceptable limits. Alerts can normally be provided when the temperature deviates by a specific amount from a nominated value (typically the Set Point) or fall outside of an acceptable range.

For a stand-alone data logger system the alert can notify the driver of a potential problem and for a telematics system both the driver and the vehicle’s operation centre will be provided with warnings. There is then the option to carry out further checks on load condition and refrigeration system operation in order to decide on appropriate corrective action.

Alert monitoring can in some cases include the option to be triggered by a power state. This is normally the unit on state. This has the effect of enabling the alert when the refrigeration unit is operational and disabling the alert when the unit is switched off or the vehicle is otherwise not in use e.g. overnight or at weekends.

If unit on/off is not being monitored as part of the temperature application then care has to be taken when using out of range alerts since “false” alert messages will be generated when the unit is switched off at the end of the day and the temperature rises out of range.

It is also important to ensure that an adequate delay or “breach” time is allowed before a temperature alert is generated. The air temperature inside the refrigerated compartment cycles around the unit control temperature

(Set Point) value. Additionally whilst changes in air temperature are relatively quick, the temperature probe has a deliberately slower thermal response and the load in the refrigerated compartment is considerably slower to respond to temperature changes.

A meaningful alert breach time is in the order of 15-30 minutes. If the air temperature is out of range and has stayed out of range for this period of time it is safe to assume that there is a genuine problem that needs addressing. It is unlikely that the product quality or safety will have been compromised during a breach time of this magnitude.

Whilst it is possible to apply alerts to any of the temperature sensors being used to collect data it is prudent to apply alerts to the Rear or Compartment sensor rather than the Front or Air Return sensor. The Compartment temperature is generally more indicative of the temperature of the load and alerts will also be generated if air flow to the rear of the compartment is poor or restricted due to incorrect stowage of the load. In addition the Air Return temperature can vary considerably from the normal value during a defrost cycle and this could produce false alerts.

27

5.7.2 Door open / closed


This event can sometimes be detected by simply observing an excessive temperature excursion on the rear (compartment) probe. However monitoring the operation of the compartment door is recommended because this data provides other substantial benefits.

For example drivers should be educated to keep door open frequency and duration to the minimum possible to avoid excessive amounts of warm air entering the refrigerated compartment.

Knowing when and where the door is opened can be valuable in confirming precise delivery time and location and can also enhance security by providing an alert if the door is opened outside of a designated area or site location.

However, perhaps the most valuable use of door event monitoring is when this is used in combination with refrigeration unit on/off data. Many drivers assume that leaving the unit system running when the doors are open is the best way to maintain the temperature inside the refrigerated compartment. In fact quite the reverse is true. The unit has powerful fans to circulate temperature controlled air around the load. Opening the compartment door(s) with the unit running has the effect of pushing this air out of the compartment and thereby replacing it with warmer air from the outside. When the doors are closed again the compartment will then contain warm air and the refrigeration system has to work hard to remove the heat from this air so that the load is once again being covered in a blanket of air at the correct temperature.

Switching the unit off, or at least the fans off, before opening the doors helps to prevent this happening and will result in better overall temperature control with less fuel being used.

Another downside of opening the compartment door(s) with the unit running is that drawing warm,

generally humid, air into the compartment can cause the evaporator to ice over. This is more common with frozen loads than chill loads but in any case will result in the refrigeration system switching to defrost mode in order to melt the ice on the evaporator. During a defrost cycle the fans of the unit are switched off and the unit generates heat local to the evaporator in order to melt the ice. This process usually takes about 15 -20 minutes and during this time cold air is not being circulated around the load. If the vehicle is being used for multi-drop deliveries this can result in several defrost operations during the delivery process. This can lead to higher fuel usage, far more wear and tear on the refrigeration system and a far less effective temperature control within the refrigerated compartment.

A number of different options exist as far as door monitoring hardware is concerned with the most commonly used system being a non-contact magnetically operated reed switch. The switch is positioned on the door frame and the magnet on the door so that the two are aligned, with about a 10mm gap between them, when the door is closed. The switch is then provided with a 12V feed which is switched into the monitoring hardware when the door is operated.

Figure 16 – Door sensor with door open

Figure 17 – Door sensor with door closed

5.7.3 Defrost

This event can usually be detected by a sudden rise and fall in air return temperature with corresponding small or unnoticeable change in compartment temperature.

It is therefore not so essential to monitor this event separately, indeed on some refrigeration systems it can be difficult to connect to the control system in order to pick up a signal representative of defrost operation.

Unless there is a specific requirement to monitor defrost on/off it should be considered that this event is an option rather than a definite requirement.

Examples of temperature data graphs showing door open/closed, refrigeration unit on/off and the effects of defrost operation are shown in section 6.


Defrost

Monitoring refrigeration system specific data

This event can usually be detected by a sudden rise and fall in air

return temperature with corresponding small or unnoticeable

change in compartment temperature.

It is therefore not so essential to monitor this event separately,

indeed on some refrigeration systems it can be difficult to connect

Some data management systems provide the capability to connect

to the refrigeration unit micro-processor to extract specific

detailed information. This can include temperature data and also

information such as Set Point, unit run status (diesel or electric

standby), hours run and unit engine alarm data. It is even possible

through some systems to operate the unit remotely by, for

to the control system in order to pick up a signal representative of

defrost operation.

Unless there is a specific requirement to monitor defrost on/off

it should be considered that this event is an option rather than a

definite requirement.

example, adjusting the Set Point value.

These systems can simplify fleet operation and allow refrigeration

system maintenance schedules to be automatically generated.

They are more ideally suited to very large fleets.

Most temperature monitoring systems include a mechanism to provide a warning when temperatures fall

outside of acceptable limits. Alerts can normally be provided when the temperature deviates by a specific

amount from a nominated value (typically the Set Point) or fall outside of an acceptable range.

Temperature Alert Monitoring

For a stand-alone data logger system the alert can notify the

driver of a potential problem and for a telematics system both the

driver and the vehicle’s operation centre will be provided with

warnings. There is then the option to carry out further checks

on load condition and refrigeration system operation in order to

decide on appropriate corrective action.

Alert monitoring can in some cases include the option to be

triggered by a power state. This is normally the unit on state. This

has the effect of enabling the alert when the refrigeration unit

is operational and disabling the alert when the unit is switched

off or the vehicle is otherwise not in use e.g. overnight or at

weekends.

If unit on/off is not being monitored as part of the temperature

application then care has to be taken when using out of range

alerts since “false” alert messages will be generated when the unit

is switched off at the end of the day and the temperature rises out

of range.

It is also important to ensure that an adequate delay or “breach”

time is allowed before a temperature alert is generated. The air

temperature inside the refrigerated compartment cycles around

the unit control temperature (Set Point) value. Additionally whilst

changes in air temperature are relatively quick, the temperature

probe has a deliberately slower thermal response and the load in

the refrigerated compartment is considerably slower to respond

to temperature changes.

A meaningful alert breach time is in the order of 15- 30 minutes.

If the air temperature is out of range and has stayed out of range

for this period of time it is safe to assume that there is a genuine

problem that needs addressing. It is unlikely that the product

quality or safety will have been compromised during a breach

time of this magnitude.

Whilst it is possible to apply alerts to any of the temperature

sensors being used to collect data it is prudent to apply alerts to

the Rear or Compartment sensor rather than the Front or Air

Return sensor. The Compartment temperature is generally more

indicative of the temperature of the load and alerts will also be

generated if air flow to the rear of the compartment is poor or

restricted due to incorrect stowage of the load. In addition the Air

Return temperature can vary considerably from the normal value

during a defrost cycle and this could produce false alerts.



Door alert

Method

Alerts associated with compartment door operation are

also a very useful feature. This would generally only work

retrospectively for a stand-alone system, providing the transport

manager with data to check length of door openings at delivery

locations.

The Verification Check should preferably be carried out within

± 5oC of the temperature of use of the refrigerated compartment.

For chilled applications the optimum test temperature is 0oC.

There are two temperature checking methods available, one of

which is for use at 0oC (the ‘Ice Point’ check) and the other for use

For a live telematics system the door alert can inform when a

load is being delivered and alert in real time if the door is open

for too long. This system can also provide warnings when doors

are opened outside of designated delivery locations thereby

enhancing load security.

at any other temperature. In each case the procedure is to check

the sensors one at a time and record the sensor serial number and

the results of the check on a Verification Certificate.

The verification of the accuracy of an installed temperature measurement system consists of performing

a check that determines that the combination of the measurement device and its temperature sensor(s),

measure within specified limits of error.

Temperature Accuracy Verification

Equipment Required

It is recommended that the verification procedure is undertaken

in accordance with the requirements of European Standard EN

13486 (Periodic Verification). This is a ‘checking’ procedure

only, since most measurement devices do not include the facility

for user adjustments to either the measuring instrument or its

sensor(s). If the temperature measurement system fails to meet

the required accuracy of measurement then either the measuring

instrument or its sensor(s) or both should be replaced.

The frequency of the verification check depends on the

requirements of the user, taking account of the manufacturer’s

recommendations. If the temperature measuring system is

mounted on a vehicle which is subjected to an annual or periodic

maintenance inspection then the verification of the system should

be done at the same time.

• A Reference Thermometer with a valid calibration certificate, traceable to National Standards, with an

accuracy of 0.2 °C at the required temperature.

• A supply of tie wraps.

• Ice, water and vacuum flask (for ‘Ice Point’ check only).

• A supply of blank Verification Certificates for completion during the procedure.


‘Ice-Point’ Check

Other Temperatures

Verification Certificate

Evaluation

An ‘Ice-Point’ (0oC) check is made by immersing each of the

vehicle’s temperature sensors, one at a time, in a mixture of

crushed ice and water. The temperature sensor of the Reference

Thermometer is tie-wrapped to the sensor under test. It is most

important to ensure that the sensors are immersed to a depth of

at least 100mm from their tips and that the ice and water mixture

If a Verification Check is required at a temperature other than

0oC, a comparison should be made between the temperature as

measured by the system under test and that measured by the

Reference Thermometer.

For frozen temperatures a check at -20oC is appropriate, whilst

for chill temperatures 0oC is suitable.

The temperature sensor of the Reference Thermometer is tie-

wrapped to the sensor under test. If it is necessary to achieve a

temperature below ambient then the refrigeration system should

be switched on and the coupled sensors physically supported in a

convenient position with the vehicle’s door(s) closed. The wiring

Results should be entered by hand onto a Verification

Certificate at the time of the test. A separate Verification

Certificate is required for each installation. A ‘Pass’ is

entered in the Result column if the temperatures as

indicated by the system under test deviate from that

of the Reference Thermometer by less than 1.0oC.

Otherwise a ‘Fail’ is entered in the Result column.

Figure 18 shows an example of a temperature verification

certificate.

If a sensor fails a Verification Check then that sensor

should be replaced and the Verification Check repeated.

If this still results in a failure then the measuring

instrument should be replaced and the Verification Check

repeated once again.

is stirred regularly to ensure a uniform temperature distribution.

The sensor serial number, the readings of the measurement

system under test and those of the Reference Thermometer

are then recorded on the Verification Certificate after the

temperatures have been stable for at least five minutes.

between the Reference Thermometer sensor and the Reference

Thermometer should be taken under the door seal.

When the desired temperature has been reached the

refrigeration system should be switched off and the temperature

inside the compartment allowed to stabilise. This will normally

take a few minutes.

The sensor serial number, the readings of the measurement

system under test and those of the Reference Thermometer are

then recorded on a Verification Certificate after the temperatures

have been stable for at least five minutes.

6.0 Examples of Temperature Data

Transport refrigeration systems are intended to maintain the temperature of properly pre-cooled and thermally stable product.

Transport refrigeration systems are not designed to refrigerate (extract heat from) a warm product i.e. a product with a temperature several degrees warmer than the required control temperature inside the refrigerated

compartment. When a warm product is loaded into the compartment the refrigeration system will work much harder but the product temperature is unlikely to change during a normal journey period. This will waste fuel.

A - Signifies a warm product.

The unit is controlling at around -20oC (front probe cycling evenly about this temperature) but the rear probe is stable at around -14oC.

B – Signifies a product at the correct temperature.

The temperature of the front and rear are almost identical with lower frequency of cycling (longer period between cycles) than example A. This signifies that the product loaded is thermally stable at a temperature close to -20oC.

6.1 Warm Product

20.0

10.0

0.0

-10.0

-20.0

-30.0

Tem

pera

ture

Cel

sius

(0 C)

04:00 08:00 12:00 16:00 20:00 00:00

TimeFront Rear

Fridge

Door

Open/On Close/Off

AB

Figure 19 – Typical graph of temperature when transporting a warm product

31

5.9.5 (continued)


TEMPERATURE VERIFICATION CERTIFICATE

Measurement system details

Reference Thermometer details

First Verification Temperature

Second Verification Temperature

Customer

Location/Vehicle ID

Instrument type

Serial Number

Number of temperature channels

Type

Ref Thermometer Serial Number

Calibration Certificate Number

Calibration Due Date

Test Carried out by

Date

Signature

Calibration traceable to National Standards

Figure 18 – example temperature verification certificate

Yes/No

Temperature probe description


Serial Number

Serial Number

Probe Temperature (A)


Reference Temperature (B)


Deviation (A-B)

Deviation (A-B)

Result (Pass/Fail)

Result (Pass/Fail)

1

2

3

4

5

6

1

2

3

4

5

6

5.9.6 Evaluation

If a sensor fails a Verification Check then that sensor should be replaced and the Verification Check repeated. If this still results in a failure then the measuring

instrument should be replaced and the Verification Check repeated once again.



Transport refrigeration systems are intended to maintain the temperature of properly pre-cooled and

thermally stable product.

Examples of Temperature Data

Transport refrigeration systems are not designed to refrigerate

(extract heat from) a warm product i.e. a product with a

temperature several degrees warmer than the required control

temperature inside the refrigerated compartment. When a warm

product is loaded into the compartment the refrigeration system

will work much harder but the product temperature is unlikely to

change during a normal journey period. This will waste fuel.

Warm Product

Graph without digital event data


The unit is controlling at around -20oC

(front probe cycling evenly about this

temperature) but the rear probe is

stable at around -14oC.

B – Signifies a product at the correct

temperature.

The temperature of the front and

rear are almost identical with lower

frequency of cycling (longer period

between cycles) than example A. This

signifies that the product loaded is

thermally stable at a temperature close

to -20oC.

Figure 20 demonstrates the difficulty

in analysing temperature data when it

is not accompanied with simultaneous

event data. For example it is very

difficult to determine the reason for

temperature excursions without the

benefit of digital event data such

as compartment door open/closed

and refrigeration unit on/off. What

is the reason for the 3 rapid rises in

temperature for the Front probe at

time A? Is the reason the same as for

the single rapid rise at B? or C? or D?

See Figure 21.

6.0 Examples of Temperature Data

Transport refrigeration systems are intended to maintain the temperature of properly pre-cooled and thermally stable product.

Transport refrigeration systems are not designed to refrigerate (extract heat from) a warm product i.e. a product with a temperature several degrees warmer than the required control temperature inside the refrigerated

compartment. When a warm product is loaded into the compartment the refrigeration system will work much harder but the product temperature is unlikely to change during a normal journey period. This will waste fuel.


The unit is controlling at around -20oC (front probe cycling evenly about this temperature) but the rear probe is stable at around -14oC.

B – Signifies a product at the correct temperature.

The temperature of the front and rear are almost identical with lower frequency of cycling (longer period between cycles) than example A. This signifies that the product loaded is thermally stable at a temperature close to -20oC.

6.1 Warm Product

20.0

10.0

0.0

-10.0

-20.0

-30.0

Tem

pera

ture

Cel

sius

(0 C)

04:00 08:00 12:00 16:00 20:00 00:00

TimeFront Rear

Fridge

Door

Open/On Close/Off

AB

Figure 19 – Typical graph of temperature when transporting a warm product

31

5.9.5 (continued)


TEMPERATURE VERIFICATION CERTIFICATE

Measurement system details

Reference Thermometer details

First Verification Temperature

Second Verification Temperature

Customer

Location/Vehicle ID

Instrument type

Serial Number

Number of temperature channels

Type

Ref Thermometer Serial Number

Calibration Certificate Number

Calibration Due Date

Test Carried out by

Date

Signature

Calibration traceable to National Standards

Figure 18 – example temperature verification certificate

Yes/No



Serial Number

Serial Number





Deviation (A-B)

Deviation (A-B)

Result (Pass/Fail)

Result (Pass/Fail)

1

2

3

4

5

6

1

2

3

4

5

6

5.9.6 Evaluation

If a sensor fails a Verification Check then that sensor should be replaced and the Verification Check repeated. If this still results in a failure then the measuring

instrument should be replaced and the Verification Check repeated once again.

6.3 Graph with digital event data

Fridge

Door

Open/On Close/Off

20.0

10.0

0.0

-10.0

-20.0

-30.0

Tem

pera

ture

Cel

sius

(0 C)

04:00 08:00 12:00 16:00 20:00 00:00

TimeFront Rear

A

B C

D

Figure 21 – Graph of temperature data showing simultaneous event data

Figure 21 shows exactly the same data as shown in Figure 20 but with the added information provided by digital monitoring event data for unit on/off and door open/closed. It is now possible to determine that:-

A – The repeated rises in temperature of the front probe are due to defrost cycles. The reason for the numerous defrosts is that the compartment door has been left opened with the unit running. This causes warm (humid) air to be drawn over the unit evaporator resulting in rapid ice build-up. The defrost cycle is instigated to melt this ice on the evaporator. The Rear air temperature stays fairly stable whilst the Front air temperature increases by 10oC or more before the unit returns to normal operation. Multiple rapid defrosts result in extreme wear and tear on the refrigeration system and much higher fuel consumption. It is possible to prevent this from happening by switching the unit off when the compartment doors are open.

B – Front and Rear temperature both rise because the unit is switched off and the door is opened. When the unit is switched back on it has been set to a 2 compartment operation, controlling Frozen at the front and Chill at the rear. Note that before the unit is switched off here that there is a 10oC difference between the Front and Rear temperatures suggesting that the product is warm. Loading a warm product will further increase the number of defrost cycles that take place.

C & D – Doors are closed and unit is on so any rapid rise and fall in temperature is probably a defrost. Note that for D the unit has now been changed so that the Front compartment is Chill and the Rear Compartment Frozen.

33

6.2 Graph without digital event data


Figure 20 demonstrates the difficulty in analysing temperature data when it is not accompanied with simultaneous event data. For example it is very difficult to determine the reason for temperature excursions without the benefit of digital event data such as compartment door open/closed and refrigeration unit on/off.

What is the reason for the 3 rapid rises in temperature for the Front probe at time A?

Is the reason the same as for the single rapid rise at B? or C? or D?

See Figure 21.

20.0

10.0

0.0

-10.0

-20.0

-30.0

Tem

pera

ture

Cel

sius

(0 C)

04:00 08:00 12:00 16:00 20:00 00:00

TimeFront Rear

A

B C

D

Figure 20 – Graph of temperature without event data


Figure 21 shows exactly the same data as shown in Figure 20 but

with the added information provided by digital monitoring event

data for unit on/off and door open/ closed. It is now possible to

determine that:

A – The repeated rises in temperature of the front probe are

due to defrost cycles. The reason for the numerous defrosts is

that the compartment door has been left opened with the unit

running. This causes warm (humid) air to be drawn over the

unit evaporator resulting in rapid ice build-up. The defrost cycle

is instigated to melt this ice on the evaporator. The Rear air

temperature stays fairly stable whilst the Front air temperature

increases by 10oC or more before the unit returns to normal

operation. Multiple rapid defrosts result in extreme wear and tear

on the refrigeration system and much higher fuel consumption. It

is possible to prevent this from happening by switching the unit

off when the compartment doors are open.

B – Front and Rear temperature both rise because the unit is

switched off and the door is opened. When the unit is switched

back on it has been set to a 2 compartment operation, controlling

Frozen at the front and Chill at the rear. Note that before the

unit is switched off here that there is a 10oC difference between

the Front and Rear temperatures suggesting that the product is

warm. Loading a warm product will further increase the number

of defrost cycles that take place.

C & D – Doors are closed and unit is on so any rapid rise and fall

in temperature is probably a defrost. Note that for D the unit has

now been changed so that the Front compartment is Chill and the

Rear Compartment Frozen.

Graph without digital event data6.3 Graph with digital event data

Fridge

Door

Open/On Close/Off

20.0

10.0

0.0

-10.0

-20.0

-30.0

Tem

pera

ture

Cel

sius

(0 C)

04:00 08:00 12:00 16:00 20:00 00:00

TimeFront Rear

A

B C

D

Figure 21 – Graph of temperature data showing simultaneous event data

Figure 21 shows exactly the same data as shown in Figure 20 but with the added information provided by digital monitoring event data for unit on/off and door open/closed. It is now possible to determine that:-

A – The repeated rises in temperature of the front probe are due to defrost cycles. The reason for the numerous defrosts is that the compartment door has been left opened with the unit running. This causes warm (humid) air to be drawn over the unit evaporator resulting in rapid ice build-up. The defrost cycle is instigated to melt this ice on the evaporator. The Rear air temperature stays fairly stable whilst the Front air temperature increases by 10oC or more before the unit returns to normal operation. Multiple rapid defrosts result in extreme wear and tear on the refrigeration system and much higher fuel consumption. It is possible to prevent this from happening by switching the unit off when the compartment doors are open.

B – Front and Rear temperature both rise because the unit is switched off and the door is opened. When the unit is switched back on it has been set to a 2 compartment operation, controlling Frozen at the front and Chill at the rear. Note that before the unit is switched off here that there is a 10oC difference between the Front and Rear temperatures suggesting that the product is warm. Loading a warm product will further increase the number of defrost cycles that take place.

C & D – Doors are closed and unit is on so any rapid rise and fall in temperature is probably a defrost. Note that for D the unit has now been changed so that the Front compartment is Chill and the Rear Compartment Frozen.

33

6.2 Graph without digital event data


Figure 20 demonstrates the difficulty in analysing temperature data when it is not accompanied with simultaneous event data. For example it is very difficult to determine the reason for temperature excursions without the benefit of digital event data such as compartment door open/closed and refrigeration unit on/off.

What is the reason for the 3 rapid rises in temperature for the Front probe at time A?

Is the reason the same as for the single rapid rise at B? or C? or D?

See Figure 21.

20.0

10.0

0.0

-10.0

-20.0

-30.0

Tem

pera

ture

Cel

sius

(0 C)

04:00 08:00 12:00 16:00 20:00 00:00

TimeFront Rear

A

B C

D

Figure 20 – Graph of temperature without event data



Excessive defrost operation

Save fuel, reduce maintenance costs and improve temperature control

Figure 22 demonstrates the effect of operating the unit with the

compartment doors open.

A – When the compartment doors are closed and the unit is

switched on the temperature pulls down quickly. The front probe

cycles around its Set Point and the rear probe which pulls down

slower also approaches the Set Point value. This seems to be

reasonably satisfactory operation.

B – The compartment doors are opened with the unit running

and left open for several hours. The result is rapid icing of the

evaporator which produces automatic defrost operation. The

localised heating to melt the ice on the evaporator coils causes

the front temperature to rise and then fall again as the unit

tries to pull down to the set point value once the defrost cycle is

completed. Note that the rear temperature remains fairly stable

throughout this period at an elevated temperature above 0oC.

Leaving the unit running when the compartment doors are

opened for loading and unloading will cause unnecessary fuel

burn and almost certainly result in worse temperature control

than if the unit was switched off.

6.5 Save fuel, reduce maintenance costs and improve temperature control

The direct drive refrigeration system is powered by the vehicle engine so the engine has to be running for the unit to work. Ignition on/off is monitored as indicative of unit on/off. The driver normally leaves the engine/unit running at the point of delivery because he believes that this helps to keep the compartments refrigerated.

Figure 23 shows that the ignition is left on, with engine running, throughout the day. Temperatures vary wildly with numerous excursions above 10oC in the rear (chilled) compartment and temperatures rising up to -10oC in

the front (frozen) compartment. Also leaving the engine running at each stop (and therefore driving the unit) means highly excessive idling of the vehicle engine.

Continued over

This example relates to the following operation:-

• Large van (box body) delivery vehicle with 2 litre diesel engine.

• Direct drive refrigeration system

• Dual compartment operation (front, frozen and rear, chilled)

• Rear and Side doors to access each compartment separately

• Multi-drop operation making around 15 deliveries per day

20.0

10.0

0.0

-10.0

-20.0

-30.0

Tem

pera

ture

Cel

sius

(0 C)

00:00 01:00 02:00 03:00 04:00 5:00 06:00 07:00 08:00 09:00 10:00 11:00

TimeFront Rear

Side Door

Rear Door

Ignition

Open/On Close/Off

Figure 23 – Data for direct drive unit with engine left running at point of delivery


6.4 Excessive defrost operation

Figure 22 demonstrates the effect of operating the unit with the compartment doors open.

A – When the compartment doors are closed and the unit is switched on the temperature pulls down quickly. The front probe cycles around its Set Point and the rear probe which pulls down slower also approaches the Set Point value. This seems to be reasonably satisfactory operation.

B – The compartment doors are opened with the unit running and left open for several hours. The result is rapid icing of the evaporator which produces automatic

defrost operation. The localised heating to melt the ice on the evaporator coils causes the front temperature to rise and then fall again as the unit tries to pull down to the set point value once the defrost cycle is completed. Note that the rear temperature remains fairly stable throughout this period at an elevated temperature above 0oC.

Leaving the unit running when the compartment doors are opened for loading and unloading will cause unnecessary fuel burn and almost certainly result in worse temperature control than if the unit was switched off.

30.0

20.0

10.0

0.0

-10.0

-20.0

-30.0

Tem

pera

ture

Cel

sius

(0 C)

00:00 04:00 08:00 12:00 16:00

TimeFront Rear

Fridge

Door

Open/On Close/Off

A

B

Figure 22 – Excessive defrost operation








Figure 23 shows that the ignition

is left on, with engine running,

throughout the day. Temperatures

vary wildly with numerous

excursions above 10oC in the

rear (chilled) compartment and

temperatures rising up to -10oC in

the front (frozen) compartment. Also

leaving the engine running at each

stop (and therefore driving the unit)

means highly excessive idling of the

vehicle engine.

Figure 24 shows that the driver has been

instructed to switch the ignition/unit off

at every delivery point. As a result the

chill temperatures cycle nicely around

5oC and frozen temperatures remain

below -20oC. This clearly demonstrates

far superior temperature control when the

unit is switched off at the delivery point. In

addition the idle time has been reduced by

about 2 hours over an approximately 8 hour

delivery period. Assuming a fuel burn during

idling for this vehicle of 1.25 litres per hour

and a net fuel cost of £1.00 per litre this

represents a saving of approximately £2.50

per day or, assuming a 20 days per month

delivery operation, around £50.00 per

month per vehicle.

6.5 Save fuel, reduce maintenance costs and improve temperature control

The direct drive refrigeration system is powered by the vehicle engine so the engine has to be running for the unit to work. Ignition on/off is monitored as indicative of unit on/off. The driver normally leaves the engine/unit running at the point of delivery because he believes that this helps to keep the compartments refrigerated.

Figure 23 shows that the ignition is left on, with engine running, throughout the day. Temperatures vary wildly with numerous excursions above 10oC in the rear (chilled) compartment and temperatures rising up to -10oC in

the front (frozen) compartment. Also leaving the engine running at each stop (and therefore driving the unit) means highly excessive idling of the vehicle engine.

Continued over







20.0

10.0

0.0

-10.0

-20.0

-30.0

Tem

pera

ture

Cel

sius

(0 C)

00:00 01:00 02:00 03:00 04:00 5:00 06:00 07:00 08:00 09:00 10:00 11:00

TimeFront Rear

Side Door

Rear Door

Ignition

Open/On Close/Off

Figure 23 – Data for direct drive unit with engine left running at point of delivery


6.4 Excessive defrost operation

Figure 22 demonstrates the effect of operating the unit with the compartment doors open.

A – When the compartment doors are closed and the unit is switched on the temperature pulls down quickly. The front probe cycles around its Set Point and the rear probe which pulls down slower also approaches the Set Point value. This seems to be reasonably satisfactory operation.

B – The compartment doors are opened with the unit running and left open for several hours. The result is rapid icing of the evaporator which produces automatic

defrost operation. The localised heating to melt the ice on the evaporator coils causes the front temperature to rise and then fall again as the unit tries to pull down to the set point value once the defrost cycle is completed. Note that the rear temperature remains fairly stable throughout this period at an elevated temperature above 0oC.

Leaving the unit running when the compartment doors are opened for loading and unloading will cause unnecessary fuel burn and almost certainly result in worse temperature control than if the unit was switched off.

30.0

20.0

10.0

0.0

-10.0

-20.0

-30.0

Tem

pera

ture

Cel

sius

(0 C)

00:00 04:00 08:00 12:00 16:00

TimeFront Rear

Fridge

Door

Open/On Close/Off

A

B

Figure 22 – Excessive defrost operation

7.0 Conclusions and Recommendations

7.1 Ensure that the vehicle and refrigeration system are properly specified

The fundamental requirement of good refrigerated vehicle design is that the combination of the insulation properties of the vehicle and the capacity of the refrigeration system should be capable of overcoming the anticipated heat gain inside the refrigerated compartment. Heat gain will be through the insulated bodywork (good insulation will minimise this but cannot prevent heat transmission entirely), through opening the compartment doors when loading/unloading and from the product itself (although this should be minimal if the product is loaded at the correct temperature).

Operators should consult with their chosen bodybuilder and refrigeration system manufacturer to ensure that operational requirements are clearly understood and

that a vehicle type and refrigeration system capable of meeting or exceeding these requirements are specified.

7.2 Operate the vehicle in the best possible way

No matter how good the design and manufacture of the refrigerated vehicle, nor how suited it is for the application concerned, it will not overcome bad practice encountered in the day-to-day operation of the vehicle.

37

The critical MUST DO stages in refrigerated vehicle operation are:-


• Switch off the refrigeration unit before opening the compartment door

• Insert the product/load at the correct temperature

• Distribute the load properly

• Surround the load with air at the correct temperature


In addition:-

• Load on pallets wherever possible as this will improve overall air flow

• Do not load above the red (maximum height) load line

• Never mix different temperature loads (e.g. chill and frozen) in a single compartment

Drivers and warehouse staff responsible for loading/unloading should be trained to understand and comply with these requirements some of which may appear to be counter-intuitive.

6.5 Save fuel, reduce maintenance costs and improve temperature control (continued)


10.0

0.0

-10.0

-20.0

-30.0

Tem

pera

ture

Cel

sius

(0 C)

00:00 01:00 02:00 03:00 04:00 5:00 06:00 07:00 08:00 09:00 10:00 11:00

TimeFront Rear

Side Door

Rear Door

Ignition

Open/On Close/Off

Figure 24 - Data for direct drive unit with engine switch off at point of delivery

Figure 24 shows that the driver has been instructed to switch the ignition/unit off at every delivery point. As a result the chill temperatures cycle nicely around 5oC and frozen temperatures remain below -20oC. This clearly demonstrates far superior temperature control when the unit is switched off at the delivery point.

In addition the idle time has been reduced by about 2 hours over an approximately 8 hour delivery period.

Assuming a fuel burn during idling for this vehicle of 1.25 litres per hour and a net fuel cost of £1.00 per litre this represents a saving of approximately £2.50 per day or, assuming a 20 days per month delivery operation, around £50.00 per month per vehicle.

The overall result is

• Improved temperature control

• A substantial saving in fuel cost

• A 25% reduction in refrigeration system operating time

• Less wear and tear on vehicle and refrigeration system

• Increased vehicle and refrigeration unit service interval

The overall result is

• Improved temperature control

• A substantial saving in fuel cost

• A 25% reduction in refrigeration system operating time

• Less wear and tear on vehicle and refrigeration system

• Increased vehicle and refrigeration unit service interval

The direct drive refrigeration system is powered by the vehicle engine so the engine has to be running for the

unit to work. Ignition on/off is monitored as indicative of unit on/off. The driver normally leaves the engine/unit

running at the point of delivery because he believes that this helps to keep the compartments refrigerated.



The fundamental requirement of good refrigerated vehicle design is that the combination of the insulation

properties of the vehicle and the capacity of the refrigeration system should be capable of overcoming the

anticipated heat gain inside the refrigerated compartment. Heat gain will be through the insulated bodywork

(good insulation will minimise this but cannot prevent heat transmission entirely), through opening the

compartment doors when loading/ unloading and from the product itself (although this should be minimal if the

product is loaded at the correct temperature).

No matter how good the design and manufacture of the refrigerated vehicle, nor how suited it is for the

application concerned, it will not overcome bad practice encountered in the day-to-day operation of the

vehicle.

Using a data monitoring system will allow compilation of data to satisfy HACCP and Due Diligence

requirements. A wide range of systems are available but it is strongly recommended that any system used

includes monitoring of air temperature at several points within the loadspace plus monitoring of critical events

such as door open/closed and refrigeration unit on/off.

Conclusions and Recommendations

Ensure that the vehicle and refrigeration system are properly specified

Operate the vehicle in the best possible way

Monitor temperature and events

Operators should consult with their chosen bodybuilder and

refrigeration system manufacturer to ensure that operational

requirements are clearly understood and that a vehicle type

The incremental cost for adding event monitoring will usually be

relatively small. The enhanced dataset so produced will be far

more beneficial in monitoring the refrigeration system as a whole

in order to optimise performance and make tangible savings in

and refrigeration system capable of meeting or exceeding these

requirements are specified.

operational cost.

To simplify data analysis and focus on areas that need

improvement and which can generate savings, utilise a monitoring

The critical MUST DO stages in refrigerated vehicle

operation are:-


• Switch off the refrigeration unit before opening the

compartment door

• Insert the product/load at the correct temperature

• Distribute the load properly

• Surround the load with air at the correct

temperature

• Minimise the time that the compartment door

spends open at the point of delivery

In addition:-

• Load on pallets wherever possible as this will improve

overall air flow

• Do not load above the red (maximum height) load line

• Never mix different temperature loads (e.g. chill and

frozen) in a single compartment

Drivers and warehouse staff responsible for loading/

unloading should be trained to understand and comply

with these requirements some of which may appear to

be counter-intuitive.


To maintain the performance of a refrigerated vehicle it is essential that the refrigeration system is serviced

regularly by a competent organisation. The vehicle bodywork should also be inspected for any damage and this

should be repaired as quickly as possible. Water ingress through damaged bodywork will severely reduce the

insulation properties and cause local “hot-spots”.

Whichever type of data recording system is used it is important that records are kept for at least 12 months. In

the case of pharmaceuticals this may need to be extended further, in some cases up to 5 years.

Navman Wireless would like to thank the following for their invaluable help in the compilation of this guide:-

• Maurice Young Consulting

• The Food Storage and Distribution Federation

• Transfrigoroute UK

• Thermo King UK

• Marshall Fleet Solutions Ltd

• Cambridge Refrigeration Technology Ltd

• Frigoblock UK Ltd

• TM Electronics (UK) Ltd

Check equipment function on a regular basis

Maintain records and use the data to drive improvements

Acknowledgments

Temperature monitoring equipment should also be checked for

accuracy on an annual basis or as otherwise specified by the

equipment manufacturer.

Vehicle owners should maintain a dialogue with their data

monitoring system provider and if necessary solicit their help

on how to use the data being collected to make improvements.

Operators should not assume that because they have always

operated in a particular way that there is no alternative. Making

simple operational changes can often deliver improvements which

will result in a substantial return on investment.

Improved temperature control should yield fewer load rejections

and less product wastage, saving costs and enhancing customer

service levels. Optimising temperature control can also have

system that can provide live out of range alerts. This might be

a temperature alert, a door open alert or a combination of both

such things. An early warning of a potential problem can help

minimise wastage or spoilage of the product.

When combined with positional data (e.g. on a combined tracking/

temperature monitoring system), knowledge of the frequency,

duration and location of door openings can be a highly useful

feature to help improve temperature control and thereby

maintain product temperature. When data concerning door

operation is reported live it can also have a direct beneficial

effect on load security which can also help to reduce insurance

premiums.

a marked improvement of fuel consumption. Automatic data

collection saves on administration costs associated with HACCP

and Due Diligence compliance, plus an improved risk profile

should reduce load liability insurance costs.

Improving temperature control and increasing operational

efficiency can result in numerous tangible benefits and enable

direct and indirect savings to be made. The confidence that this

can bring should place the vehicle operator in a better position to

win respect from customers and help to secure more business.


RELIANCE DEPENDSON PREVENTATIVE MAINTENANCEBY BRIAN KOHR, PRESIDENT AND CEO

Whi

te P

aper

It is evident when reviewing the Good Distribution Practice guidelines that there has been

a shift in emphasis towards Risk Management in the distribution of temperaturesensitive

pharmaceuticals. Whether it's the publication of the recent EU guidance, the revisions from

USP or the PDA's technical report 58, there can be no mistaking one thing - shippers and

manufacturers are ultimately responsible for examining their supply chains using a 'risk-based'

approach.

Let's be clear what risk is by using the definition from the International Conference on

Harmonization [ICH] and its Q9 document:

Risk is defined as 'The combination of the probability of occurrence of harm and the severity of

that harm'.

Harm is defined as 'Damage to health, including the damage that can occur from loss of product

quality or availability'.

Hazard is defined as 'The potential source of harm'.

This might sound straightforward but a 'risk-based' approach warrants an in-depth analysis

including an evaluation of the elapsed time since the validation of the current temperature-

sensitive shipping and packaging solutions. Some suppliers have utilized the same solutions

for decades although technology, regulations and guidelines have continued to evolve. The

production process also has challenges related to contract manufacturing, multiple vendors and

locations that are distant from the point of sale. Identifying the potential sources of harm to

a product being transported through several temperature zones, multiple transit points and a

variety of modes can be an exacting task.

During all of these stages, patient safety is of course paramount, but we also recognize that the

pressures for more cost-effective supply chains can be immense. It is not surprising therefore,

that managing risk has attracted a more aggressive regulatory stance both at GMP and GDP

levels. It is also a good explanation for the additional call from regulators for written agreements

between manufacturers and their logistics supply chain partners.

Risk Management is designed to assist organizations in safeguarding the quality and supply of

product to customers and ultimately the end user. It is about anticipating hazards and controlling

risk through an ongoing process of risk awareness, reduction and I or acceptance, and review.

This approach can help justify needed improvements and investments, and prevent both

potential problems for customers [e.g. product recalls or even patient harm] and loss of business.

Moreover, though implementing risk management might well be initially linked to a single

product or supply chain process, it should not be considered as a one time action. Adopting a

'culture' of quality risk management that is embedded in the processes and procedures used

by manufacturers and their supply chain partners will have long-term benefits. The level of

awareness to risk will inevitably improve and provide a platform for continuous improvement.

Adopting a culture of

quality risk management will provide a platform for continous improvement.



www.CSafeGlobal.com [email protected]

In their recently revised GDP guidelines (2013/C 343/01) the European Commission has a relatively simple statement

regarding the distribution of temperature-sensitive products:

"'Risk assessment of delivery routes should be used to determine where temperature controls are required'."

The first part of any 'route qualification' process should start with the creation of a Qualification Master Plan that sets out

stages, processes and responsibilities. And sometimes, simplest is best - use the power of your internal team and your external

Logistics suppliers to initially map out every distribution and handling stage for your product. Additional detail should be added

considering both the physical and documentary processes and conditions.

Through the various transport modes, identify those steps and handover points that are most at risk. Look at this from a

seasonally adjusted temperature environment and quality control processes, and consider how to mitigate the risk to your

product. Is the route and transport supplier capable of managing that risk? Is there a contingency plan in place? Are there written

agreements and SOP's in place? What importance is placed on process control and process measurements versus measuring end

results when it is too Late to prevent an unsuccessful shipment?

Identifying the physical steps and risk points is important to maintain the efficacy of any drug. But what about qualifying your

supplier of thermal protection and having more than one validated solution to further mitigate the risk of failure? Just like good

cold chain management starts with the manufacturer, having a range of validated solutions 'ready-to-use' will provide you with

the means to maintain that correct thermal protection, regardless of the distribution challenges.

The market for both passive and active solutions has expanded over recent years and there is now a comprehensive array

of suppliers. Shippers should validate their choice of solution providers by predetermined criteria:

• Availability - is the solution always available at seasonal peaks and internationally?

• Solution range - does the supplier provide both active and passive solutions?

• Performance - have their solutions been validated to your needs?

• Re-usability - does the supplier have a program for packaging re-use?

• Custom-built solutions - new/different products may need new solutions and thus, can the supplier respond to new

requirements?

All of these considerations will provide you with a far more comprehensive risk assessment of your supply chain and provide a

built-in confidence that a product will not be compromised regardless of whether it has been transported 5 miles or 5000 miles.

It also creates contingency plans that can really make a difference to successful transportation.

Risk management should not be centered only upon the choice of which route, which logistic provider and which type of

packaging solution to use. Key to minimizing risk is to qualify more than one thermal shipping solution and preferably utilizing a

provider that can offer both active and passive solutions to meet the specific needs of your product.

44.



A sustainable solution for temperature

controlled urban distribution

TLPINSIGHT www.the-logistics-portal.com



Complete peace of mind for your pharmaceutical and healthcare shipments

[email protected] | www.cargolux.com

Flying with careIt is essential that the quality and integrity of your high value and temperature sensitive pharmaceutical and healthcare products is protected throughout the entire transportation cycle.

Backed by our fleet of advanced Boeing 747-8 and 747-400 freighter aircraft and a brand-new purpose-built 3,000 m2 warehouse facility with temperature- and humidity-controlled environments at our Luxembourg hub, we offer you speedy, reliable and tailored solutions to meet your sophisticated needs.

On and off ground, your pharmaceutical products are in the best hands with our dedicated team of highly trained and experienced professionals. And, as you would expect from true pioneers, we are the first GDP certified airline in the world.

+2°C to +8°C +15°C to +25°C

Advert to change?



WWW.THE-LOGISTICS-PORTAL.COM Issue 07 - 2014TLPGrowing environmental pressure for change

Since the late 1930s, transporting temperature sensitive

goods by road and rail depended almost entirely on fossil

fuels and high global warming potential (GWP) refrigerants to

maintain cargo at the optimum temperature. Today, internal

combustion engines have become quieter, more fuel efficient

and cleaner. Nevertheless the dependence on fossil fuel and

hydrofluorocarbon (HFC) refrigerants remains.

Regulations and social pressure have dramatically changed

the way transporters operate in the European Union (EU).

Environmental sustainability is a top objective of legislators

determined to phase out high GWP refrigerants, control exhaust

emissions and limit noise in densely populated areas.

An alternative to fossil fuels and HFC refrigerants

For the past 15 years, the manufacturer of transport temperature

control systems, Thermo King, has focused on developing a

solution that would meet the future need for an alternative to the

fossil fuel or HFC technologies on which the transport industry

has depended for so long. In the 1930s, Thermo King pioneered

transport temperature control and they have remained the

leading innovator in this industry ever since.

How the system works

The company’s alternative approach, which remains unique in

transport refrigeration today, involves the use of recovered and

commercially available liquid carbon dioxide (R-744) in an indirect

open-cycle system. Unlike other ‘cryogenic’ approaches which

spray the refrigerant directly into the load space, the Thermo

King CryoTech range uses fin-and-tube evaporators as heat

exchangers through which the R-744 flows, absorbing heat from

the load before it is vented to the outside of the vehicle.

The recovered R-744 is stored under pressure in a vacuum

insulated tank under the chassis of the truck or articulated trailer.

It flows to the remote evaporators, one of which is installed in

each compartment allowing up to three temperatures on one

vehicle. An electronic expansion valve managed by the electric

control module regulates the flow of liquid through each

evaporator thereby varying their cooling capacity to match the

demands of the load and maintain a steady temperature.

Just like conventional HFC refrigerants, the liquid R-744 changes

state (into a gas) as its pressure drops on leaving the expansion

valve and rapidly absorbs heat energy in the process. A regulator

keeps gas pressures above the critical 5.5 bar point to avoid the

formation of dry ice in the evaporator. After the liquid R-744

vaporizes causing the temperature to lower in the insulated box,

the vapor is vented outside the box through an exhaust muffler

to minimize noise. This is important with regard to the health and

safety of operators and goods.

A system defined by what it lacks

The system is more notable for what it lacks rather than what

it possesses. The truck or trailer unit is cooled with virtually no

operating noise without the use of diesel engine, compressor, or

HFC refrigerant.

The recovered R-744 in the Thermo King CryoTech systems is

obtained as a by-product from industrial processes that would

otherwise have been released into the atmosphere. As such there

are no new carbon dioxide emissions during operation of the

CryoTech system.

Operating costs similar to diesel

The cost of operating a CryoTech unit over its lifecycle is broadly

comparable to that of an equivalent conventional diesel powered

unit, although specific applications may favor one or the other.

The initial cost of the unit is likely to be slightly higher, due to

current low manufacturing volumes. This is offset by its longer

service life due to its long life components and fewer “wear”

items.

Cooling performance and noise

It has been proven that CryoTech evaporators deliver significantly

more cooling capacity than their diesel equivalent at both fresh

and frozen box temperatures. Pull down of an empty box can be

up to four times faster with R-744, making it an excellent choice

for distribution operations with a high number of door openings.

With more countries considering the introduction of noise limits

on evening and night deliveries – following the example of the

PIEK standard in the Netherlands - urban distribution operations

wanting to take advantage of low traffic volumes need a vehicle

that can perform at 60 dBA or less. All the CryoTech units are

PIEK tested and compliant offering sound levels up to 90% lower

than a standard diesel unit.



The environmental impact of the system

But is the CryoTech solution actually more environmentally

sustainable?

Engineers at Thermo King performed a detailed carbon footprint

calculation on three equivalent systems. The CryoTech (R-

744) system was first compared to the latest in “conventional”

technology (fossil fuel/HFC refrigerant) and to a different

“alternative” approach using liquid nitrogen as a refrigerant. The

study measures the environmental impact, or “carbon footprint”

of each solution.

The comparison took into account significant sources of carbon

dioxide emission from cradle to grave, including emissions arising

from the energy required to produce the fuels and average annual

operating hours. Also taken into consideration were the fuel

consumption and exhaust emissions based on independent ATP

test data only applicable to diesel units.

As expected, the diesel unit’s carbon emissions were largely due

to burning of this fossil fuel. Although the nitrogen unit consumes

a similar level of fuel to the R-744 unit, nitrogen itself requires

about three times more energy to produce than the equivalent

amount of recovered R-744. The total footprint in tons of carbon

dioxide over a ten year life was found to be as follows:

• Diesel unit 166 tons

• Nitrogen unit 143 tons

• CryoTech unit 46 tons

The results, while strongly in favor of the R-744 solution,

were not entirely surprising. CIT Ekologik AB (Engberg et al.)

conducted a similar detailed Lifecycle Analysis in 2002 comparing

diesel-powered units with CryoTech units. The study showed

that the carbon dioxide refrigerator contributes considerably less

to the environmental effects than the diesel refrigerator during

refrigeration as well as heating.1

The road ahead

The study demonstrates that the recovered R-744 solution used

in the CryoTech range has a carbon footprint approximately 75

percent less than a conventional diesel system and 68 percent

less than a nitrogen cryogenic system. But carbon footprint

alone will not make a solution commercially viable. The CryoTech

range has been shown to also have a similar cost of ownership to

an equivalent diesel system while substantially outperforming

diesel on both noise and temperature pull down/recovery. These

additional features make it ideally suited for urban distribution.

One current limitation is the availability of R-744 filling stations.

In the early years, there was little to no infrastructure to support

the filling of CryoTech units. Since then great strides have already

been made in this area.

Existing diesel fuel stations were willing to have R-744 storage

and dispensing stations installed so the vehicles can be refueled

at the same time as the units. By the end of 2013, more than

40 R-744 filling stations were in operation in eight European

countries and the number is expected to grow in the coming

years.

Thermo King has demonstrated its commitment to this

technology, investing heavily in future product research and

development, as well as the expansion of the filling station

network.

Over the past decades, the science of transport refrigeration

has advanced dramatically and the next years will no doubt

bring about further innovations. The future promises to be an

interesting time, as it is clear that the industry cannot continue to

solely depend on traditional fuels and HFC refrigerants. Industry

leaders like Thermo King are applying current and emerging

technologies to help their customers achieve sustainable and

quiet transport refrigeration.

1 Engberg P., Widheden J., Eriksson E., Life Cycle Analysis of temperature controlled foods by truck transport, Report, CIT Ekologik AB, A Chalmers Indusriteknik Company.


Why is it that you will receive two completely different answers to

the question: ‘Who is responsible for the correct classification

and labelling1/marking (of hazards) of substances and

mixtures?’ depending on the job of the person in front of you?

If, for example, the question is answered by a Chemist, who

actually produces/uses those chemicals, the answer will,

hopefully, be that ‘CLP and REACH places the responsibility for

hazard classification and related provisions such as packaging,

hazard communication and SDS on the suppliers.’

Asking the same question to a Logistics Manager though, who

has assumed the Consignor’s role down the supply chain, would

result in him focusing on different elements than the ones the

Chemist is mostly concerned with i.e. those that relate to the

Transport of Dangerous Goods, such as the UN number, the

Proper Shipping Name (PSN), hazard Class, Packing Group etc.

for the classification part. And, depending on the transport mode,

elements such as the relevant Hazard Label(s), UN number,

PSN, Shipper/Consignee Addresses and weights for the marking

& labelling. Furthermore, you will also, hopefully, hear about

additional requirements that need to be fulfilled, such as training

and documentation etc. all with the same start point, namely: ‘a

1 Theclassificationofbothsubstancesandmixturesisbasedontherelevantexperimentaldatagenerated

intestsforphysical,toxicologicalandecotoxicologicalhazards.Followingtheclassificationprocess,

certain hazard pictograms, signal words, hazard statements and precautionary statements should appear

on the label.

The knowledge gap Classification and labelling/marking of dangerous goods

Consignor shall only offer dangerous goods to carriers that

have been properly identified.’

Well, from each one’s perspective, both of the answers are

right but what's important to point out here, is that the ‘correct’

answer from the Logistics Manager is highly dependent upon the

correct answer being given in the first place by the Chemist. The

big questions are WHY that dependency, and WHERE is that

presumed KNOWLEDGE GAP?

In this article we’ll try to give you the background, answers and

explanation to these questions.

Question 1: Why does logistics depend on the chemical

classification?

If you are in a logistics function and you are handling or

transporting dangerous goods, you most probably have followed

training to make you either familiar with the applicable rules and

regulations regarding the storage and transport of dangerous

goods or you have passed examinations which certify you to

make, for instance, declarations for transport or even to become a

Dangerous Goods Safety Adviser.

The majority of regulations concerning the storage and transport

of dangerous goods contain chapters or articles in which the



classification of dangerous goods is described. The scope of this

classification material is to explain to the user how he/she can

determine in which of the 9 hazard classes a substance/mixture or

article qualifies to be assigned and, if applicable, in which division,

packing group or compatibility group within that class.

By now you are probably thinking how you should be able to

do these tests in your warehouse? Indeed if you look through

the requirements there is no way you are able to perform these

test(s) if you do not have a laboratory environment including all

the equipment and trained staff.

Here is where the Safety Data Sheet (SDS) comes into the

picture! The SDS provides the results of the testing and

classification procedure performed by the Chemist under

prescribed GHS criteria. Many of those criteria are already based

on the ‘UN Model Regulations for Transport of Dangerous Goods,

Manual of Tests and Criteria’ and related legal instruments (ADR,

RID, ADN, IMDG Code and ICAO TI).

Thus, in the SDS, the primary use of which is for workplace

users, you should be able to find all the relevant testing and

other official information, including the transport classification,

regarding a specific substance, mixture or article2 grouped under

the following 16 sections:

SECTION 1: Identification of the substance/mixture

and of the company/undertaking

SECTION 2: Hazards identification

SECTION 3: Composition/information on ingredients

SECTION 4: First aid measures

SECTION 5: Firefighting measures

SECTION 6: Accidental release measures

SECTION 7: Handling and storage

SECTION 8: Exposure controls/personal protection

SECTION 9: Physical and chemical properties

SECTION 10: Stability and reactivity

SECTION 11: Toxicological information

SECTION 12: Ecological information

SECTION 13: Disposal considerations

SECTION 14: Transport information

SECTION 15: Regulatory information

SECTION 16: Other information

Ideally, all the information needed for a Consignor, when different

to the manufacturer3, who wishes to verify for himself the

correctness of the existent classification in order to properly

prepare a shipment for a substance/mixture or article according

to the requirements of the transport regulations, should be found

in these Sections whereby Section 3, 9, 11 and 12 contain the

most vital information.

Because regulations are highly prescriptive, if someone follows

the correct steps and, where needed, uses the Precedence of

Hazards Table correctly, (almost) nothing can go wrong, he/she

will end up with the same classification results prescribed under

Section 14 of the SDS, being:

14.1. UN number

14.2. UN proper shipping name

14.3. Transport hazard class(es)

14.4. Packing group

14.5. Environmental hazards

14.6. Special precautions for user

14.7. Transport in bulk according to Annex II of

MARPOL73/78 and the IBC Code

So, why not take the shortcut, just look at Section 14 and job done

for the Consignor, he can now continue with other work!

Question 2: Where is that presumed knowledge gap?

Here’s where the ‘tricky’ part starts! As indicated earlier, the

Consignor is the responsible (read ‘liable’) part in the logistics

chain. Thus, he should be able to make sure that the goods

offered are correctly packed, documented, marked and

labelled, simply because he has accepted the Consignor’s role

further down the supply chain. Though, this is practically possible

only when the information under section 14 is correct.

As we previously said, in cases where the Consignor is also

producer/manufacturer of the goods, both the classification of

the goods and the production of the SDS are in the same hands.

In this case, the Consignor has promptly available the information

on whatever he is shipping and has full control over all the aspects

involved in classification of the products.

It’s something else though when the Consignor is for instance a

trade organisation or a 3PL. In these cases the Consignor is no

longer the owner of the goods nor involved in the classification

process.

2 From marketing and/or logistical aspects it may in certain cases be useful for suppliers to have Safety Data

Sheets available for all substances and mixtures, including those for which there is no legal obligation to

provide an SDS. In such cases it may be desirable to indicate in the document that the substance or mixture

does not legally require an SDS to avoid unnecessary compliance and conformity issues arising. It is not

generally desirable to compile SDSs for articles [Ref ECHA]3 The initial responsibility for drawing up the safety data sheet falls on the manufacturer, importer or only

representative who should anticipate, so far as it is reasonably practicable, the uses to which the substance

or mixture may be put [Ref ECHA]

The big questions are WHY that dependency, and WHERE is that presumed

KNOWLEDGE GAP?




Indeed, what actually happens in most cases, is that the

Consignor is relying on the information received from either the

owner or the manufacturer of the goods. A big question remains,

however. How can a Consignor verify, in a case where the

relevant information on the received SDS is lacking, whether the

classification under section 14 is correct?

Another widespread phenomenon, especially in the 3PL business,

is: the ‘gap in time before

becoming aware of updates’

regarding the classification,

and labelling. Regulations

require that each time

there’s an amendment for a

substance in CLP or when a

change is introduced in a mixture,

suppliers MUST reconsider the classification of that substance or

mixture. Also, they should promptly share the new information

with all the actors down the supply chain to allow them to fulfill

their obligations.

We have seen many examples of wrong SDSs delivered with

goods like an SDS for a liquid delivered with a solid substance

or an SDS based on old classification criteria where for instance

a flammable aerosol (Class 2) was still classified as Class 3

(Flammable liquids) for transport.

In the above cases the Consignor has a job to do to:

a. Train his staff to be accurate, attentive and knowledgeable

when dangerous goods are involved.

b. Have procedures in place with both owners and suppliers

of dangerous goods to make sure he receives accurate

information and also receives timely the updated versions of

SDSs once they become available.

The second factor affecting the knowledge gap is the knowledge

level of the ‘competent person’ and his/her capability to ensure

the consistency of the SDS. It is understood that any one single

person very rarely has extensive knowledge in all the fields

covered by an SDS. That’s why the regulations require that

‘Suppliers of substances and mixtures should be able to ensure

that such competent persons have received appropriate

training, including refresher training.’ Unfortunately, many

times and especially within smaller companies this role is also

assigned to (production/QC) Chemists who are not always

specialised in the transport classification of dangerous goods.

When you are involved in logistics, you know that regulations

regarding the transport of dangerous goods are changing

constantly. In some cases new UN numbers are added, in other

cases classification of certain substances are changing. Besides

that, we have differences between the different modes of

transport or, mainly for road, differences between countries.

Not every chemist will go through his list of SDSs to verify if

something has changed for Section 14 when a new regulation

is published. This leads not only to inaccurate SDSs but also to

liability issues for Consignors

as, in the end, they are

the responsible party for

the classification during

transport…

So, what to do?

Options and solutions

As indicated, the Owner/Manufacturer being Consignor as well

has the least problems as all is under one roof. The easiest way to

solve issues in this case, if there are any, is to make sure to use an

integrated software system in which both chemical management

and logistics are connected and where information is shared in

real time.

Meaning that when an SDS is changed, it will be published

immediately replacing the previous version. On the other hand, if

the transport regulations change, this will be indicated in the list

of SDS and forces an update to be processed by the Chemist.

Also a connection to the labelling for both chemical (GHS/CLP)

and transport (ADR/RID/IMDG/ICAO-TI/ADN/49CFR) should be

included to keep all marking and labelling for products updated.

For the Consignor not producing his own products, a similar

software system is recommended but used in a way where the

Owner/Supplier and Consignor have shared responsibilities

regarding information provision. This can be managed by making

firm agreements between the parties involved or using a third

party to make sure all information is as accurate as possible

at all times, keeping the parties involved updated on changed

documentation, regulations and labelling/marking.

Authors:

Herman Teering Managing Director

Panos Drougas, MSc Senior Chemical Consultant

DGM Software Development Group www.dgm-sdg.com

Train staff to be accurate, attentive and knowledgeable when dangerous goods are involved.



//EVENTS

SMI COLD CHAIN DISTRIBUTION

December 2 - 3, 2014

London, United Kingdom

www.smi-online.co.uk/pharmaceuticals/uk/cold-chain-distribution

5TH ANNUAL COLD CHAIN MENA SUMMIT

January 11 - 14, 2015

Marriott Al Jaddaf, Dubai, United Arab Emirates

www.coldchainmiddleeast.comt

CLINICAL TRIAL SUPPLY EUROPE

January 21 - 23, 2014

Germany, Frankfurt

www.clinicalsupplyeurope.com

CLINICAL TRIAL SUPPLY EUROPE

January 26 - 29, 2014

Messe Frankfurt Venue GmbH, Frankfurt am Main, Germany

www.coolchaineurope.com

13TH COLD CHAIN GDP & TEMPERATURE MANAGEMENT LOGISTICS SUMMIT - CANADA

February 23 - 26, 2014

Hilton Montreal Bonaventure, Montreal, Canada

www.coldchainpharm.com




@SMIPHARM

How to Register

www.coldchain-distribution.com

Current attendees include: • AAH Pharmaceuticals• Allergan• Alliance Healthcare• Eli Lilly

• F. Hoffmann-La Roche Ltd• Mundipharma• Priority Freight LHR Ltd• Public Health England

• Roche Pharmaceuticals• Sanofi-Aventis• Takeda Pharma

International

• The Saudi FDA• The Blood Transfusion

Centre of Slovenia• plus many more…

CHAIRS FOR 2014: Cheryl Blake, GDP Inspector, MHRA

Alan Dorling, Global Head - Pharmaceutical & LifeSciences, IAG Cargo

Andrea Gruber, Senior Manager, SpecialisedCargo, IATA

Tony Wright, Managing Director, Exelsius ColdChain Management

KEY SPEAKERS INCLUDE: • David Spillett, Business Development Manager,

Biopharm Services, World Courier• Tim Wood, Technical Service Manager, GSK• Gianpiero Lorusso, Supply Chain Manager, Merck Serono• Michelle Goodyear, QA Manager, AbbVie• Chris Wallace, Distribution Director, Genzyme• Didier Basseras, Vice President Global Head of Clinical Supplies

and Supply Chain, Sanofi Aventis R&D • Thomas Grubb, Manager, Cold Chain Strategy, American Airlines

SMi Presents the 9th Annual Conference on… 2nd - 3rd

DEC2014

Marriott Regents Park Hotel, London, UK

Cold Chain DistributionEnhance Temperature Management foran Efficient Supply Chain

Lead Sponsor: Sponsored by:

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BOOK BY 30TH SEPTEMBER 2014 TO RECEIVE £300 OFF BOOK BY 31ST OCTOBER TO RECEIVE £100 OFF

Register online or fax your registration to +44 (0) 870 9090 712 or call +44 (0) 870 9090 711

World Courier will be hosting a unique and exciting evening dinner at the end ofDay 1. This event will be hosted at Gordon Ramsay’s Maze Restaurant and theRoutemaster will pick up from the Marriott Regents Park at 7.30pm. It promises to afantastic experience. Places are strictly limited, visit our website for further details.

Tuesday 2nd December Evening Dinner

Who should attendthis conference:

You should attend this event if you work in the PharmaceuticalIndustry with responsibilities in QualityAssurance, Quality Compliance,Regulatory, Supply Chain,Manufacturing, Packaging,Distribution, Operations.

Job titles include: • GMP Compliance Specialist• GMP Inspector • Director, Global Demand Planning

& Customer Operations • Director, Purchasing and

Distribution• General Manager, Distribution and

Logistics• Director, Regulatory Affairs,

Corporate GMP Officer• Head of Packaging• VP, Clinical Logistics• International Supplies Manager• Quality Assurance and Quality

Compliance Manager• Head of Corporate Supply Chain

Operations

Cold Chain Distribution Attendees2011-2013 by Industry Sector

PHARMACEUTICAL51%

REGULATORY 9%

SERVICES/PRODUCTSUPPLIERS 33%

ACADEMIA 7%

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UK AND EUROPE 90%

USA 4%MIDDLE EAST 6%

Supported byPlatinum Media Partner

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BUSINESS BENEFITS FOR 2014:Benchmark and reflect on theimplementation of the GDP directive withcase studies from IATA, AbbVie and theDutch Health Care Inspectorate

Enhance your understanding of thechallenges of transport qualification fortemperature sensitive pharmaceuticalproducts with a round table discussion led byTony Wright, Managing Director, Exelsius ColdChain Management and an openingaddress from Alan Dorling, Global Head -Pharmaceutical & Life Sciences, IAG Cargo

Strengthen your supply chain throughmanagement and efficiency insights fromMerck Serono and Genzyme

A3Advert2 09/09/2014 16:47 Page 1




//INDEX OF ADVERTISERS

IFC

5

7

9

12

45

52

IBC

OBC

CSAFE

Sofrigram

Softbox

Berlinger &Co AG

IATA

Cargolux

SMI

DGM

UPS

FOR ADVERTISING INFORMATION CONTACT:

Sales: [email protected]

Subscription: [email protected]

Dangerous Goods Management is all about

safety and minimizing risk. In air transpor tation,

staying compliant with all of the many rules

and regulations is not an easy task. However,

supported by DGOffi ce.net with its specifi c

modules for air transportation, it becomes a

clean cut operation. From Packing Instructions

to Shipper’s Declaration and ‘NOtifi cation TO

Caption’: it’s all in the software and highly

Safety fi rstin Dangerous Goods Management

DGM SDG A/S, Kokholm 3b, DK 6000 Kolding, +45 75 575 790,[email protected], www.dgoffi ce.net

automated where possible to save you time

and to reduce error rate to a minimum.

DGOffi ce.net was developed as an on-line

application, meaning you can access it anytime

from anywhere in the world. Alternatively,

run it as you see fi t: within your own network

or on a stand-alone computer.

014016_DGOffice_adv_203x280.indd 2 11-12-12 16:56


Dangerous Goods Management is all about

safety and minimizing risk. In air transpor tation,

staying compliant with all of the many rules

and regulations is not an easy task. However,

supported by DGOffi ce.net with its specifi c

modules for air transportation, it becomes a

clean cut operation. From Packing Instructions

to Shipper’s Declaration and ‘NOtifi cation TO

Caption’: it’s all in the software and highly

Safety fi rstin Dangerous Goods Management

DGM SDG A/S, Kokholm 3b, DK 6000 Kolding, +45 75 575 790,[email protected], www.dgoffi ce.net

automated where possible to save you time

and to reduce error rate to a minimum.

DGOffi ce.net was developed as an on-line

application, meaning you can access it anytime

from anywhere in the world. Alternatively,

run it as you see fi t: within your own network

or on a stand-alone computer.

014016_DGOffice_adv_203x280.indd 2 11-12-12 16:56

TLP Issue 7 September/October 14

Documents

Transcript of TLP Issue 7 September/October 14