Managing the
cold chain not only keeps products at the proper
temperatures, but it also can increase supply chain efficiency and
reduce costs. A close-up look at the cold-chain operations of Mayne
Pharma (Melbourne, Australia, www.maynegroup.com)
illustrates these
benefits. Raymond Jenkins, global demand and logistics manager at Mayne
Pharma’s regional head office in New Jersey, cut shipping time from the
company’s manufacturing site in Australia to Dallas, Texas, from 10
days to less than 72 hours, saving his company $300,000 per year.
Drawing on 20 years of materials management experience, Jenkins did his
homework and discovered that goods were sitting idle in customs waiting
for import clearance. So he created a shipment template harmonized to
the tariff schedule. It clearly lays out each product’s chemical
abstract and FDA identification numbers, the name of each drug, and how
it is used. As a result, customs inspectors immediately see the
information they need to speed up the clearance process, (e.g., that
the contents contain no animal products and are the finished goods for
human use not intended for further processing). In the first six months
after instituting this procedure, only one Mayne Pharma shipment out of
more than 70 was held up for examination at the point of entry.
For cold deliveries, Jenkins had relied on foam sheeting inside
corrugated cases. This packaging provided an R-value of less than 10
and only protected the product for ~10–12 hours. He currently uses
custom-designed expanded polystyrene (EPS) inserts. The top and bottom
inserts measure 2-in. thick and the side inserts are 1-in. thick. By
helping prevent gravity from pulling the coldness right through the
bottom of the box, the extra thickness produces an R-value of
18–22 and keeps products at the proper temperature for 36–48 hours.
Jenkins outsourced validation testing to an independent third party.
First, he got his quality assurance and compliance departments to agree
to a protocol incorporating relevant standards (e.g., IATA DGR Section
2.7.9) that cover such specifics as positioning of the temperature
monitors inside the packaging. Then, summer and winter trials were
conducted at a target product temperature of 2–8 °C. Although
keeping
products from freezing in winter can be difficult, Jenkins says that
summer is the biggest challenge. “The temperature inside trucks can
exceed 120 °F in a very short time,” he says.
Relative humidity also was monitored during the trials because it makes
cold packs sweat and lose cooling capacity more quickly. Jenkins used
no-sweat gel packs, which come with cloth wrappings that absorb
moisture and prevent product damage. Through a combination of package
testing and drug-stability studies, Jenkins found he could economize by
using EPS packaging and second-day air to protect his products in
winter conditions.
Jenkins now is considering whether to switch to condensed foam and foil
packaging (True Pack, New Castle, DE, www.truepack.com).
The multiple
layers deliver a superior R-value of 40 and keep the contents cold for
five days. This packaging would allow product to be shipped by ground
transportation if the quality assurance department approves, he says.
In another project, Jenkins is testing packaging that uses battery
power to effectively turn containers into little refrigerators. These
packages can be plugged into an airplane’s electrical system to
maintain refrigeration and monitoring during a flight (Kelvin
Technologies, Dallas, TX, www.kelvintechnologies.com).
(continued)
