冷链物流外文文献翻译
冷链物流 英语

冷链物流英语English:Cold chain logistics refers to the transportation and storage of perishable goods within a specific temperature range to maintain their quality and safety. This type of logistics is crucial for products such as fresh produce, seafood, pharmaceuticals, and other temperature-sensitive items. Cold chain logistics ensures that these products are properly handled from the point of origin to the final destination, minimizing the risk of contamination, spoilage, or degradation. It requires careful planning, monitoring, and strict adherence to temperature control measures throughout the entire supply chain, including refrigerated trucks, warehouses, and distribution centers.中文翻译:冷链物流是指在特定温度范围内运输和储存易腐品,以保持它们的质量和安全。
这种物流对于新鲜农产品、海鲜、药品和其他温度敏感物品至关重要。
冷链物流确保这些产品在从起点到终点的整个运输过程中得到正确处理,最大程度地减少污染、变质或降解的风险。
疫苗供应链和冷链物流运输外文文献翻译2020

疫苗供应链和冷链物流运输外文翻译2020英文Cold chain transportation decision in the vaccine supply chainBenjamin LevAbstractVaccines are a special kind of drug, the quality of which is highly sensitive to temperature and directly related to public health. Recently, numerous vaccine-related adverse events have occurred in the world, especially in developing countries, due to vaccines being exposed to inappropriate temperatures during their transportation. This paper considers the vaccine supply chain including a distributor and a retailer (hospital or clinic). The distributor decides to use a cold chain or non-cold chain to transport the vaccines. The retailer performs an inspection when receiving the vaccines. First, a basic model is developed to study the conditions under which the distributor will transport the vaccines via a cold chain or non-cold chain. Then, two common inspection policies (a single-step one and a two-step one) are introduced into the basic model to explore the impact of the retailer's inspection at the end of transportation on the distributor's original decision. We show that the retailer's single-step inspection influences the distributor to choose the cold chain option. Interestingly, we prove that the two-step inspection policy is less effective than the single-step one in this effect. We suggest that theretailer's role in improving the distributor's non-cold chain transportation behavior should be fully used.Keywords:Supply chain management,V accine transportation,Cold chain,Distributor decision,Retailer inspectionVaccines are one of the most cost-effective methods to prevent infectious diseases. The World Health Organization (WHO, 2018) reported that vaccinations could prevent two to three million deaths per year. According to estimates, the mortality reductions in nine diseases due to vaccinations averaged 97.8% (Ventola, 2016). However, in recent years, quite a few vaccine-related adverse events put many recipients at risk, especially in developing countries. For example, in Indonesia, counterfeit polio vaccine production resulted in polio outbreaks in 2005 and 2016. In the Philippines, more than 730,000 children over the age of 9 were inoculated with dengue vaccines that were produced by Sanofi Pasteur in 2017, but the vaccines may be harmful to people who had not been previously infected. In China, Changsheng Biotechnology Company violated childhood vaccine production standards and counterfeited production records in 2018, which raised widespread concern in China. In Australia, vaccines were found to be incorrectly stored or expired at a practice in Sydney in 2019, which caused that 3000 patients who received vaccinations here since 2010 had to be vaccinated again.Unlike other common drugs, vaccines are unique drugs, which arevery sensitive to temperature. When vaccines are exposed to temperatures outside the appropriate range, their potency diminishes (WHO, 2015). That is, the vaccines become useless. Therefore, in order to maintain their quality, vaccines should be continuously kept within their determined temperature range from production to use. The lack of proper storage and transportation temperatures for vaccines is one of the common factors limiting full and equitable immunization in many countries (Brison & LeTallec, 2017). In this paper, we define a non-cold chain as that a company does not use a cold chain or that it uses a cold chain but fails to meet standards. Some stingy companies in the vaccine industry will use non-cold chains to store or transport vaccines. For instance, in 2016, 25 kinds of vaccines were found to be illegally distributed to medical facilities in at least 24 provinces in China without approved temperature conditions since 2011, causing economic losses of more than 88 million dollars (Cao, Zheng, Cao, Cui & Xiao, 2018; Qiu, Hu, Zhou & Liu, 2016).A person is naturally protected with their immune system against diseases. Vaccines are an extra layer of protection. Some stingy companies will use non-cold chains assuming that the individual will not be infected and therefore will never discover useless vaccines. For example, less than 5% of healthy adults who are infected with hepatitisB will develop chronic infections (WHO, 2019). In other words, for healthyadults who are infected with hepatitis B, there is a small probability of developing chronic infections, even if the recipients receive useless vaccines. Most individuals do not have the means, knowledge, or capability to differentiate between effective and ineffective vaccines, which can only be done using special equipment and professional technicians. Additionally, many developing countries do not have sufficient cold chain capacity (Ashok, Brison & LeTallec, 2017) and effective vaccine regulation policies and penalties. Moreover, unreliable electricity power systems and poor road conditions in many developing countries often result in cold chain breakdowns (Duijzer, Jaarsveld & Dekker, 2018; Lauton, Rothkopf & Pibernik, 2019). The WHO and UNICEF (the United Nations International Children's Emergency Fund) assessments in 65 low and lower-middle income developing countries revealed that few countries met minimum standards for effective vaccine storage, distribution, handling, and stock management (Lydon, Raubenheimer, Arnot-Krüger & Zaffran, 2015). Hence, it is reasonable to deduce that the China's vaccine distribution scandal in 2016 is not an isolated case in developing countries. For instance, transportation of some kinds of vaccines requires refrigeration and freezing (Goldberg & Karhi, 2019). However, it was reported that 35.3% of shipments and 21.9% of refrigerators were found to be at temperatures below the WHO recommended freezing temperature range for vaccines (Matthias,Robertson, Garrison, Newland & Nelson, 2007). Murhekar et al. (2013) found that up to two-thirds of vaccines were damaged by freeze exposure in transit between state stores and administration sites across ten states in India and that exposure to subzero temperatures was frequent during vaccine storage at peripheral facilities and vaccine transportation.Unsound vaccines that are caused by non-cold chain storage and transportation put a large population at long-term risk of potential outbreaks of some diseases. Thus, non-cold chain storage and transportation has drawn public attention and has taken a center stage of concern within the vaccine management research community. The increased awareness of the risks arising from unsound vaccines has prompted relevant studies. Duijzer et al. (2018) discuss 65 publications that deal with topics that are related to vaccination in top Operations Research/Operations Management journals. They classify those publications into the four groups of product, production, allocation, and distribution, and then they identify the promising research directions in this relatively new field. In our paper, we focus on the distribution part of the vaccine supply chain, since it is the longest portion of the transportation process and has many handling steps that are subject to inappropriate temperatures.In this paper, we discuss the distributor's transportation decision to adopt a cold chain for vaccines or not. Then, we explore how the retailer'sinspection at the end of transportation affects the distributor's decision at the beginning. We make the following contributions. First, we develop a basic model to discuss the distributor's cold chain transportation decision and the conditions under what the distributor will use a cold chain or non-cold chain for vaccines. Second, we show that the retailer's inspection at the end of transportation affects the distributor's decision at the beginning and influences the distributor towards the cold chain option (and away from the non-cold chain option). Third, the analysis of two commonly used inspection policies of the retailer shows that the two-step inspection policy that seems stricter than the single-step one is less effective in this influence. Overall, we illustrate the retailer's role in influencing the distributor's cold chain or non-cold chain decision and suggest that the retailer's role in improving the distributor's non-cold chain transportation behavior should be fully used.Due to the significant role of vaccines in preventing the outbreaks of infectious diseases, researchers have been interested in and studied the vaccine supply chain from various perspectives. Lemmens, Decouttere, Vandaele and Bernuzzi (2016)review the relevant literature to determine whether the decisions at the strategic, tactical, and operational levels are able to address the vaccine supply chain's key issues, such as limited shelf life, cold chain distribution, and accessing remote areas. Dai, Cho and Zhang (2016) study a supply chain contracting problem considering theuncertainties surrounding the design, delivery, and demand of the influenza vaccine. They construct a buyback-and-late-rebate (BLR) contract in order to coordinate the supply chain and provide full flexibility for dividing the profits between the members of the supply chain. Chick, Hasija and Nasiry (2017) explore the government procurement of the influenza vaccine whose supplier is for-profit and has an uncertain production yield, private information, and potentially unverifiable production efforts. They provide the optimal menu within practically implementable contracts. Lee and Haidari (2017) indicate that the failure to understand and properly address issues in the vaccine supply chain will greatly reduce vaccines’ effects. They discuss how the different roles in vaccine decision-making are affected by considering the vaccine supply chain's effects. Buyuktahtakin, des-Bordes and Kibiş (2018) introduce a new epidemics-logistics mixed-integer programming model to control an infectious disease outbreak. Duijzer, van Jaarsveld and Dekker (2018) model disease progression using the seminal SIR (Susceptible-Infected-Recovered) model and discuss the benefits of combining early aspecific vaccination with later specific vaccination. Shamsi, Ali Torabi and Shakouri (2018) use the SIR model to develop a contract for provisioning vaccines from two suppliers in order to ensure the timely and adequate supply of vaccines in disastrous situations. Rahimian, Bayraksan and Homem-de-Mello (2019) usedistributionally robust optimization to control risk and demand ambiguity in newsvendor models that are fundamental to many operations models, such as vaccine production. Wu, Wang and Shang (2019) study the multi-sourcing and vertical information sharing problem in the supply chain where firms often employ multi-sourcing facing supply uncertainty, such as vaccine supply. These studies illustrate the importance of the vaccine supply chain to vaccines’ effects.Among the literature on the vaccine supply chain, vaccine quality issues are of particular relevance to our work. Crawford et al. (2014) compare the passive and active surveillance of adverse events following immunization (AEFI) and discuss the role of the active surveillance in vaccine safety programs. Liu et al. (2015) review the development, status, and key aspects of the Chinese AEFI surveillance system and describe the challenges and plans for vaccine safety assessments in China. Shimabukuro, Nguyen, Martin and DeStefano (2015) describe the fundamental vaccine safety concepts. They refer to a vaccine adverse event as an adverse event following immunization, i.e., an adverse health event or problem that occurs following or during the administration of a vaccine. Lopalco (2016) indicates that during the last decades, effective communication has become increasingly more important due to the progressive lack of public confidence towards vaccination. Evidence-based communication that is supported by reliableinformation on vaccine effectiveness and safety may be central for improving vaccine confidence and assuring mutual protection. Clements, Lawrence and Macartney (2017) describe the efforts that have been taken to ensure that a vaccine is manufactured, tested, and administered within a safe environment and identify how vaccine safety is measured and monitored after a vaccine is licensed for use in the population. The research work on vaccine quality issues mainly focuses on the in-process surveillance and subsequent response of AEFI, while it lacks in-advance causal analysis and prevention. In addition, the focus of much of the existing work is on vaccine quality issues with respect to the vaccines themselves, while less attention is paid to the vaccine quality issues that are caused by external factors, such as non-cold chain transportation.Although the existing literature on vaccine quality issues has yet to be supplemented, extensive work has been carried out on product quality issues in other settings. Villas-Boas (1998) models a product line design problem for the distribution channel where different products are identified by different quality levels and the customer market is composed of different segments that value quality differently. Wertheimer, Chaney and Santella (2003) examine the problem of drug counterfeiting and its effects around the world in order to consider the likely directions that this problem will take. Starbird and Amanor-Boadu (2008) believe that information asymmetry is one of the main causes for agriculturalproducts’ quality and safety problems. Xu (2009) discusses and compares the joint wholesale pricing and product quality decision problems of the manufacturer in two distribution channels considering different features of its marginal revenue function. Shi, Liu and Petruzzi (2013) study the optimal quality decision of the manufacturer with different distribution channel structures whose effect on product quality depends on the type of consumer heterogeneity and consumer distribution in the market. Degardin, Roggo and Margot (2014) show that medical counterfeiting is a serious worldwide issue involving manufacturing and distribution issues. The huge profits that are made by counterfeiters and the complexity of drug markets are the two main reasons for the expansion of this phenomenon. For instance, in 2007, Changzhou SPL, one of Baxter's contract manufacturers, used hypersulfated chondroitin sulfate to produce an adulterated blood-thinning drug, Heparin. In 2015, the New York Attorney General's Office exposed four retailers, Wal-Mart, GNC, Target, and Walgreens, for selling counterfeit dietary supplements. Eser, Kurtulmusoglu, Bicaksiz and Sumer (2015) summarize the demand and supply sides of counterfeits and analyze the counterfeit supply chain in Turkey based on semi-structured interviews. Liu, Shi and Petruzzi (2018)analyze how market size uncertainty affects the effects of centralized and decentralized channel distribution on the manufacturer's optimal quality provision for themarket where consumers are heterogeneous in valuing product quality, and then they prove that the market size uncertainty decreases the quality differential. Zhang, Cao and He (2019) analyze the interrelationship between an e-retailer platform's contract choice and a manufacturer's product quality decision. They find that product quality, whether exogenously or endogenously given, affects a platform's contract choice.Some research discusses how to deal with product quality issues. Mackey and Liang (2011) propose a global policy framework utilizing public-private partnership (PPP) models with centralized surveillance for cooperation and coordination in order to combat the counterfeit drug industry. Babich and Tang (2012) compare three mechanisms for managing product adulteration problems: deferred payments, inspection, and combined mechanisms. Tang and Babich (2014) discuss how to use social and economic motives to reduce Chinese product adulteration. They first identify four underlying motives: severe price pressure, short-term opportunism, asymmetric information, and rampant government corruption and ineffectual legal system. Zhang and Xue (2016) conduct an aggregated analysis on food fraud and economically motivated adulteration in China based on 1553 media reports on food safety scandals and concerns.Our work is also related to the literature on the implication of the cold chain. Matthias et al. (2007) point out that the specificity of vaccinemanagement puts additional pressure on the already fragile cold chain, the distribution network, and the procedure that is used to maintain vaccine quality from the manufacturer to recipients. Due to the temperature sensitivity of biopharmaceuticals, the cold chain has become an increasingly significant part of the overall pharmaceutical supply chain (Bishara, 2006). Cai, Chen, Xiao and Xu (2010) consider a long-distance transportation supply chain in which the distributor procures a kind of fresh product from the producer and then has to make an appropriate effort to preserve the freshness of the products. A model is developed considering factors including the level of the freshness keeping effort and the selling price that is affected by the freshness. Lan, Zhao, Su and Liu (2014) analyze the food cold chain equilibrium based on the collaborative replenishment policy. The supplier and the retailer participate in the non-cooperative game to achieve the equilibrium in terms of quantity and price while considering the relationship between food quality and its price. Yu and Xiao (2017) develop two Stackelberg models to investigate the pricing and service level decisions of a fresh agri-product supply chain consisting of a supplier, a retailer, and a third-party logistics provider while considering the exogenous cold chain service price. Hibbs et al. (2018) search the V AERS database from 2008–2012 for reports describing vaccines being kept outside the recommended temperature range and analyze those reports in order to determine whether cold chainmanagement breakdowns will make vaccines unsound. They suggest that the lack of vigilance, inadequate training, and equipment failure are the reasons that are cited for cold chain management breakdowns. The literature in this area mainly discusses two topics of the cold chain. One is the significance of the cold chain to temperature-sensitive products, and the other is the decision models regarding the cold chain as an exogenous variable that impacts product quality. Our work differs from the previous literature by focusing on the cold chain transportation decision in the vaccine supply chain and taking its impact on vaccine quality into account.Overall, scholars study the topics related to the vaccine supply chain, vaccine and product quality issues, and the implication of the cold chain. Their work provides ideas and methods that are helpful to our work. However, the existing research on vaccine quality issues and the vaccine cold chain is limited. To the best of our knowledge, our work is the first one to discuss the distributor's cold chain transportation decision. Our work studies under what conditions the distributor will use a cold chain or non-cold chain to transport vaccines considering the impact of a cold chain on vaccine quality. Further, we introduce the role of the retailer into the basic model. We explore how the retailer's inspection at the end of transportation affects the distributor's original decision.In this study, we focus on the distributor's cold chain transportationdecision problem of temperature-sensitive vaccines in developing countries. We examine the distributor's motives to transport vaccines using a cold chain or non-cold chain and analyze how the retailer's inspection affects the distributor's decision-making in its transportation mode for vaccines. By establishing and using the basic model, we determine under what conditions the distributor will use a cold chain or non-cold chain to transport vaccines. Further, two commonly used inspection policies of the retailer are introduced into the basic model. First, we find that the retailer's single-step inspection influences the distributor to choose the cold chain option. Second, the comparison between these two inspection policies shows that the two-step inspection is less effective than the single-step one in this influence. These results suggest that the retailer should improve their inspection policy in order to identify the distributor's decision and the malfunctions situations. We also show that the asymmetric information of the cold chain costs between the two parties has a positive effect on ensuring the retailer to perform an inspection.In the future, some follow-up studies could be conducted to further discuss the impact of the retailer's inspection on the distributor's decision considering a repeated game between the two parties and the retailer's random inspection policy. In this paper, we assume that the retailer will accept the vaccines that are transported using a non-cold chain when itsincome from the vaccines will cover its expected loss in a vaccine-related adverse event and the vaccine price. Such an assumption may lead to collusion between the distributor and the retailer. It is not enough to only depend on the retailer to prevent invalid vaccines from entering the market. It will make sense to explore how policy makers regulate and improve the distributor's and the retailer's behavior using measures, such as regulation frequency, penalty or reward.中文疫苗供应链中的冷链运输决策本杰明列夫摘要疫苗是一种特殊的药物,其质量对温度高度敏感,并与公共卫生安全直接相关。
The-Cold-Chain-and-its-Logistics冷链及其物流大学毕业论文外文文献翻译及原文

毕业设计(论文)外文文献翻译文献、资料中文题目:冷链及其物流文献、资料英文题目:The Cold Chain and its Logistics 文献、资料来源:文献、资料发表(出版)日期:院(部):专业:班级:姓名:学号:指导教师:翻译日期: 2017.02.14附录AThe Cold Chain and its LogisticsAuthors: Dr. Jean-Paul Rodriguez and Dr. Theo Notteboom1. OverviewWhile Globalization has made the relative distance between regions of the world much smaller, the physical separation of these same regions is still a very important reality. The greater the physical separation, the more likely freight can be damaged in one of the complex transport operations involved. Some goods can be damaged by shocks while others can be damaged by undue temperature variations. For a range of goods labeled as perishables, particularly food, their quality degrades with time since they maintain chemical reactions which rate can be mostly mitigated with lower temperatures. It takes time and coordination to efficiently move a shipment and every delay can have negative consequences, notably if this cargo is perishable. To ensure that cargo does not become damaged or compromised throughout this process, businesses in the pharmaceutical, medical and food industries are increasingly relying on the cold chain technology.The cold chain refers to the transportation of temperature sensitive products along a supply chain through thermal and refrigerated packaging methods and the logistical planning to protect the integrity of these shipments.Specialization has led many companies to not only rely on major shipping service providers such as the United Parcel Service (UPS) and FEDEX, but also more focused industry specialists that have developed a niche logistical expertise around the shipping of temperature sensitive products. The potential to understand local rules, customs and environmental conditions as well as an estimation of the length and time of a distribution route make them an important factor in global trade. As a result, the logistics industry is experiencing a growing level of specialization and segmentation of cold chain shipping in several potential nichemarkets within global commodity chains. Whole new segments of the distribution industry have been very active in taking advantage of the dual development of the spatial extension of supply chains supported by globalization and the significant variety of goods in circulation. From an economic development perspective, the cold chain enables many developing countries to take part in the global perishable products market. From a geographical perspective, the cold chain has the following impacts:•Global. Specialization of agricultural functions permitting the transport of temperature sensitive food products to distant markets. Enables the distribution of vaccines and other pharmaceutical or biological products.•Regional. Can support the specialization of functions and economies of scale, such as specialized laboratories.•Local. Timely distribution to the final consumer, namely grocery stores and restaurants.2. Emergence of Cold Chain LogisticsWhile global commodity chains are fairly modern expansions in the transportation industry, the refrigerated movement of temperature sensitive goods is a practice that dates back to 1797 when British fishermen used natural ice to preserve their fish stock piles. This process was also seen in the late 1800s for the movement of food from rural areas to urban consumption markets, namely dairy products. Cold storage was also a key component of food trade between colonial powers and their colonies. For example, in the late 1870s and early 1880s, France was starting to receive large shipments of frozen meat and mutton carcasses from South America, while Great Britain imported frozen beef from Australia and pork and other meat from New Zealand. By 1910, 600,000 tons of frozen meat was being brought into Great Britain alone. The first reefer ship for the banana trade was introduced in 1903 by the United Food Company. This enabled the banana to move from an exotic fruit that had a small market because it arrived in markets too ripe, to one of the world's most consumed fruit.The temperature controlled movement of pharmaceuticals and medical supplies is a much more modern transit option than the shipping of refrigerated or frozen food. Since the 1950s, logistical third party companies began to emerge and institute new methods for successfully transporting these global commodities. Before their emergence, cold chain processes were mostly managed in house by the manufacturer. In the United States, Food and DrugAdministration restrictions and accountability measures over the stability of the cold chain incited many of these companies to rely on specialty couriers rather than completely overhauling their supply chain facilities. A specialized industry was thus born. The value of the cold chain in the preservation of expensive vaccines and medical supplies was only beginning to be recognized when these logistical providers started to appear. As awareness began to grow, so did the need for efficient management of the cold chain.The reliance on the cold chain continues to gain importance. Within the pharmaceutical industry for instance, the testing, production and movement of drugs relies heavily on controlled and uncompromised transfer of shipments. A large portion of the pharmaceutical products that move along the cold chain are in the experiment or developmental phase. Clinical research and trials is a major part of the industry that costs millions of dollars, but one that also experiences a failure rate of around 80%. According to the Healthcare Distribution Management Association, of the close to 200 billion dollars in pharmaceutical distribution, about 10% are drugs that are temperature sensitive. This makes the cold chain responsible for transporting a near 20 billion dollar investment. If these shipments should experience any unanticipated exposure to variant temperature levels, they run the risk of becoming ineffective or even harmful to patients.Temperature control in the shipment of foodstuffs is a component of the industry that has continued to rise in necessity with international trade. As a growing number of countries focus their export economy around food and produce production, the need to keep these products fresh for extended periods of time has gained in importance. Increasing income levels create a change in diet with amongst others a growing appetite for fresh fruit and higher value foodstuffs such as meat and fish. Persons with higher socioeconomic status and with more economic means are more likely to consume vegetables and fruit, particularly fresh, not only in higher quantities but also in greater variety. Consumers with increasing purchase power have become preoccupied with healthy eating, therefore producers and retailers have responded with an array of exotic fresh fruits originating from around the world.Any major grocery store around the world is likely to carry tangerines from South Africa, apples from New Zealand, bananas from Costa Rica and asparagus from Mexico. Thus, a cold chain industry has emerged to service these commodity chains. In 2002, an estimated 1200 billion dollars' worth of food was transported by a fleet of 400,000 refrigerated containers(Reefers). Alone, the United States imports about 30% of its fruits and vegetables and 20% of its food exports can be considered perishables. The uncompromised quality and safety of this food is often taken for granted, despite being the main reason behind the ability to sell the food. The cold chain serves the function of keeping food fresh for extended periods and eliminating doubts over the quality of the food products. In all the supply chains it is concerned with, cold chain logistics favor higher levels of integration since maintaining temperature integrity requires a higher level of control of all the processes involved. It may even incite third party logistics providers to acquire elements of the supply chain where time and other performance factors are the most important, even farming. This may involve the acquisition of produce farms (e.g. oranges) to insure supply reliability.3. Providing Temperature Controlled EnvironmentsThe success of industries that rely on the cold chain comes down to knowing how to ship a product with temperature control adapted to the shipping circumstances. Different products require different temperature level maintenance to ensure their integrity throughout the travel process. For instance, the most common temperature standards are "banana" (13 °C), "chill"(2 °C), "frozen" (-18 °C) and "deep frozen" (-29 °C). Staying within this temperature is vital to the integrity of a shipment along the supply chain and for perishables it enables to insure and optimal shelf life. Any divergence can result in irrevocable and expensive damage; a product can simply lose any market or useful value.Being able to ensure that a shipment will remain within a temperature range for an extended period of time comes down largely to the type of container that is used and the refrigeration method. Factors such as duration of transit, the size of the shipment and the ambient or outside temperatures experienced are important in deciding what type of packaging is required. They can range from small insulated boxes that require dry ice or gel packs, rolling containers, to a 53 footer reefer which has its own powered refrigeration unit. The major cold chain technologies involve:•Dry ice. Solid carbon dioxide, is about -80°C and is capable of keeping a shipment frozen for an extended period of time. It is particularly used for the shipping ofpharmaceuticals, dangerous goods and foodstuffs. Dry ice does not melt, instead itsublimates when it comes in contact with air.•Gel packs. Large shares of pharmaceutical and medicinal shipments are classified as chilled products, which means they must be stored in a temperature range between 2 and 8°C. The common method to provide this temperature is to use gel packs, or packages that contain phase changing substances that can go from solid to liquid and vice versa tocontrol an environment. Depending on the shipping requirements, these packs can either start off in a frozen or refrigerated state. Along the transit process they melt to liquids, while at the same time capturing escaping energy and maintaining an internal temperature.•Eutectic plates. The principle is similar to gel packs. Instead, plates are filled with a liquid and can be reused many times.•Liquid nitrogen. An especially cold substance, of about -196°C, used to keep packages frozen over a long period of time. Mainly used to transport biological cargo such astissues and organs. It is considered as an hazardous substance for the purpose oftransportation.•Quilts. Insulated pieces that are placed over or around freight to act as buffer intemperature variations and to maintain the temperature relatively constant. Thus, frozen freight will remain frozen for a longer time period, often long enough not to justify the usage of more expensive refrigeration devices. Quilts can also be used to keeptemperature sensitive freight at room temperature while outside conditions cansubstantially vary (e.g. during the summer or the winter).•Reefers. Generic name for a temperature controlled container, which can be a van, small truck, a semi or a standard ISO container. These containers, which are insulated, are specially designed to allow temperature controlled air circulation maintained by anattached and independent refrigeration plant. The term increasingly apply to refrigerated forty foot ISO containers.Perishable or temperature sensitive items are carried in refrigerated containers (called "reefers"), that account for a growing share of the refrigerated cargo being transported around the world. While in 1980 33% of the refrigerated transport capacity in maritime shipping was containerized, this share rapidly climbed to 47% in 1990, 68% in 2000 and 90% in 2010. About 1.69 million TEUs of reefers were being used by 2009. All reefers are painted white to increase the albedo (share of the incident light being reflected; high albedo implies less solar energy absorbed by the surface) with the dominant size being 40 high-cube footers (45R1being the size and type code). For instance a low albedo container can have its internal temperature increase to 50 °C when the external temperature reaches 25 °C on a sunny day while a high albedo container see its internal temperature increase to only 38 °C under the same conditions.The refrigeration unit of a reefer requires an electric power source during transportation and at a container yard. Regular containerships have 10 to 20% of their slots adapted to carry reefers, with some ships having up to 25% of their slots being dedicated. It is important to underline that the refrigeration units are designed to maintain the temperature within a prefixed range, not to cool it down. This implies that the shipment must be brought to the required temperature before being loaded into a reefer, which requires specialized warehousing and loading / unloading facilities. A new generation of reefers is coming online, which are equipped with an array of sensors monitoring effectively the temperature and shutting the cooling plant when unnecessary. This enables to improve the reliability of temperature control and well as extend the autonomy of the reefer.The growth of the intermodal transportation of reefers has increasingly required transport terminals, namely ports, to dedicate a part of their storage yards to reefers. This accounts between 1% to 5% of the total terminal capacity, but can be higher for transshipment hubs. The stacking requirements simply involve having an adjacent power outlet, but the task is more labor intensive as each container must be plugged and unplugged manually and the temperature to be monitored regularly as it is the responsibility of the terminal operator to insure that the reefers keep their temperature within preset ranges. This may also forbid the usage of an overhead gantry crane implying that the reefer stacking area can be serviced by different equipment. Even if reefers involve higher terminal costs, they are very profitable due to the high value commodities they transport.4. The Setting and Organization of Cold ChainsMoving a shipment across the supply chain without suffering any setbacks or temperature anomalies requires the establishment of a comprehensive logistical process the maintain the shipment integrity. This process concerns several phases ranging from the preparation of the shipments to final verification of the integrity of the shipment at the delivery point:•Shipment preparation. When a temperature sensitive product is being moved, it is vital to first assess its characteristics. A key issue concerns the temperature conditioning of the shipment, which should be already at the desired temperature. Cold chain devices are commonly designed to keep a temperature constant, but not to bring a shipment to this temperature, so they would be unable to perform adequately if a shipment is not prepared and conditioned. Other concerns include the destination of the shipment and the weather conditions for those regions, such as if the shipment will be exposed to extreme cold or heat along the transport route.•Modal choice. Several key factors play into how the shipment will be moved. Distance between the origin and the final destination (which often includes a set of intermediary locations), the size and weight of the shipment, the required exterior temperature environment and any time restrictions of the product all effect the available transportation options. Short distances can be handled with a van or truck, while a longer trip may require an airplane or a container ship.•Custom procedures. If the freight crosses boundaries, custom procedures can become very important, since cold chain products tend to be time sensitive and more subject to inspection than regular freight (e.g. pharmaceuticals and biological samples). The difficulty of this task differs depending on the nation (or economic bloc) and the gateway since there are variations in procedures and delays.•The "Last Mile". The last stage is the actual delivery of the shipment to its destination, which in logistics is often known as the “last mile”. Key considerations when arranging a final delivery concern not only the destination, but the timing. Trucks and vans, the primary modes of transportation for this stage, must meet the specifications necessary to transfer the cold chain shipment. Also important is the final transfer of the shipment into the storage facilities as there is potential for a breach of integrity.•Integrity and quality assurance. After the shipment has been delivered, any temperature recording devices or known temperature anomalies must be recorded and made known. This is the step of the logistical process that creates trust and accountability, particularly if liability for a damaged shipment is incurred. If problems or anomalies that compromise a shipment do occur, an effort must be made to identify the source and find corrective actions.Therefore, the setting and operation of cold chains is dependent on the concerned supply chains since each cargo unit to be carried has different requirements in terms of demand, load integrity and transport integrity.5. Food TransportationThere is a variety of methods for the transport of food products with the banana accounting for the world's most significant commodity transported in the food cold chain with 20% of all seaborne reefers trade. Land, sea and air modes all have different structures for keeping food fresh throughout the transport chain. Innovations in packaging, fruit and vegetable coatings, bioengineering (controlled ripening), and other techniques reducing the deterioration of food products have helped shippers extend the reach of perishable products. For food products such as fruits and vegetables, time has a direct impact on their shelf life and therefore on the potential revenue a consignment may generate. Concomitantly, new transport technologies have permitted the shipment of perishable products over longer distances. For instance, improved roads and intermodal connections along the African coast reduced transport time for food to European markets from 10 days to 4 days.Certain domestic or transnational supply chains may only require one transportation mode, but many times ground shipments are one link in a combination of transport modes. This makes intermodal transfer critical for the cold chain. Intermodal shipments typically use either 20 or 40 footers refrigerated containers that are capable of holding up to 26 tons of food. The container makes loading and unloading periods shorter and less susceptible to experiencing damage. The environments in these containers are currently controlled electronically by either plugging into a generator or power source on the ship or truck, but early food shipments would cycle air from stores of wet or dry ice to keep the food refrigerated. The efficiency of cold chain logistics permitted the consolidation of cold storage facilities.Moving away from ice refrigeration has allowed for much greater distances to be traveled and has greatly increased the size of the global food market, enabling many developing countries to capture new opportunities. Another efficient mode for transporting foodstuffs is air travel. While this is a preferred form of travel for highly perishable and valuable goods due to its ability to move much faster over longer distances, it does lack the environment control and transfer ease of the ground and sea transports. Also, during the flight the cargo is stored ina 15°C – 20°C environment, but close to 80% of the time the package is exposed to exterior weather while waiting to be loaded onto the plane or being moved to and from the airfield. This is troubling considering the value of the food and the importance placed behind quality and freshness. In order for this form of food transport to experience growth among market users, more uncompromising strategies and regulations will have to be embraced and enacted. Food transportation is an industry that has fully adapted to the cold chain and can, despite the problems with air transport, be considered the most resilient, particularly since a large majority of food products have a better tolerance to temporary variations of transport temperatures. As a result, small errors can be compounded without the concern of irreversible damage. For instance, for the transportation of produces, for every hour of delay in the pre-cooling of shipments, an equivalent one day loss of shelf life must be accounted. The usage of refrigerated containers has particularly helped, since they account for more than 50% of all the refrigerated cargo transported in the world. Source loading can be an important factor extending the shelf life of a cold chain product since it is loaded in a reefer directly at the place of production without additional handling. For instance, source loading into a reefer can expand the shelf life of chilled meat by about 25 days (from 30-35 days to 55-60 days) from conventional methods and thus considerably expand the market potential of the product.The efficiency and reliability of temperature controlled transportation has reached a point which allows the food industry to take advantage of global seasonable variations, meaning that during the winter the southern hemisphere can export perishable goods to the northern hemisphere while an opposite trade, generally of smaller scale, takes place during the summer. Countries such as Chile have substantially benefited from this and have developed an active agricultural and food transformation industry mainly servicing the North American market during the winter, but also with several niche markets such as wine. A similar issue concerns some African countries such as Kenya that have developed a fresh produce and flower industries catering the European market. The fast food industry is also an active user of cold chain logistics as every outlet can be considered as a factory, with dozens of workers with schedules and shifts, inventory management and the supply chain of components (many of which are temperature sensitive), and which are assembly lines producing quality-controlled and high-volume products.附录B冷链及其物流作者:Jean-Paul Rodriguez 博士和Theo Notteboom 博士1.概观虽然全球化使世界小得多的地区之间的相对距离,这些地区的物理分离仍是一个非常重要的现实。
冷链物流论文内容

食品冷链物流张洁摘要:冷链物流(Cold Chain Logistics) 泛指冷藏冷冻类食品在生产、贮藏运输、销售,到消费前的各个环节中始终处于规定的低温环境下,以保证食品质量,减少食品损耗的一项系统工程。
它是随着科学技术的进步、制冷技术的发展而建立起来的,是以冷冻工艺学为基础、以制冷技术为手段的低温物流过程。
中国农产品冷链物流业的快速发展,国家必须尽早制定和实施科学、有效的宏观政策。
冷链物流的要求比较高,相应的管理和资金方面的投入也比普通的常温物流要大。
Abstract: Cold Chain Logistics (Cold Chain Logistics) refers to refrigerated and frozen foods in the production, storage, transportation, sale and consumption prior to each link is always in the specified low temperature environment, in order to ensure food quality and reduce food losses a systems engineering. It is with the advancement of science and technology, refrigeration technology development and set up, based on freezing technology-based, low-temperature refrigeration technology as a means of logistic processes. Chinese agricultural products cold chain logistics industry's rapid development, the state must develop and implement as soon as possible scientific and effective macro policy. Cold chain logistics requirements are relatively high, the corresponding aspects of the investment management and capital than normal room temperature logistics to be big.关键词:冷链、物流、食品、发展状况1冷链物流的特点1)商品全程温度控制我们把冷链物流形容成一个由“线”连接起多个“节点”的链条,链条的未端是消费者。
1453-冷链物流-冷链物流外文参考文献

The Cold Chain and its LogisticsAuthors: Dr. Jean-Paul Rodrigue and Dr. Theo Notteboom1. OverviewWhile Globalization has made the relative distance between regions of the world much smaller, the physical separation of these same regions is still a very important reality. The greater the physical separation, the more likely freight can be damaged in one of the complex transport operations involved. Some goods can be damaged by shocks while others can be damaged by undue temperature variations. For a range of goods labeled as perishables, particularly food, their quality degrades with time since they maintain chemical reactions which rate can be mostly mitigated with lower temperatures. It takes time and coordination to efficiently move a shipment and every delay can have negative consequences, notably if this cargo is perishable. To ensure that cargo does not become damaged or compromised throughout this process, businesses in the pharmaceutical, medical and food industries are increasingly relying on the cold chain technology.The cold chain refers to the transportation of temperature sensitive products along a supply chain through thermal and refrigerated packaging methods and the logistical planning to protect the integrity of these shipments. Specialization has led many companies to not only rely on major shipping service providers such as the United Parcel Service (UPS) and FEDEX, but alsomore focused industry specialists that have developed a niche logistical expertise around the shipping of temperature sensitive products. The potential to understand local rules, customs and environmental conditions as well as an estimation of the length and time of a distribution route make them an important factor in global trade. As a result, the logistics industry is experiencing a growing level of specialization and segmentation of cold chain shipping in several potential niche markets within global commodity chains. Whole new segments of the distribution industry have been very active in taking advantage of the dual development of the spatial extension of supply chains supported by globalization and the significant variety of goods in circulation. From an economic development perspective, the cold chain enables many developing countries to take part in the global perishable products market. From a geographical perspective, the cold chain has the following impacts:Global. Specialization of agricultural functions permitting the transport of temperature sensitive food products to distant markets. Enables the distribution of vaccines and other pharmaceutical or biological products.Regional. Can support the specialization of functions and economies of scale, such as specialized laboratories.Local. Timely distribution to the final consumer, namely grocery stores and restaurants.2. Emergence of Cold Chain LogisticsWhile global commodity chains are fairly modern expansions in the transportation industry, the refrigerated movement of temperature sensitive goods is a practice that dates back to 1797 when British fishermen used natural ice to preserve their fish stock piles. This process was also seen in the late 1800s for the movement of food from rural areas to urban consumption markets, namely dairy products. Cold storage was also a key component of food trade between colonial powers and their colonies. For example, in the late 1870s and early 1880s, France was starting to receive large shipments of frozen meat and mutton carcasses from South America, while Great Britain imported frozen beef from Australia and pork and other meat from New Zealand. By 1910, 600,000 tons of frozen meat was being brought into Great Britain alone. The first reefer ship for the banana trade was introduced in 1903 by the United Food Company. This enabled the banana to move from an exotic fruit that had a small market because it arrived in markets too ripe, to one of the world's most consumed fruit. The temperature controlled movement of pharmaceuticals and medical supplies is a much more modern transit option than the shipping of refrigerated or frozen food. Since the 1950s, logistical third party companies began to emerge and institute new methods for successfully transporting these global commodities. Before their emergence, cold chain processes were mostly managed in house by the manufacturer. In the United States, Food and Drug Administration restrictions and accountability measures over the stability of the cold chain incited many of these companies to rely on specialty couriers rather thancompletely overhauling their supply chain facilities. A specialized industry was thus born. The value of the cold chain in the preservation of expensive vaccines and medical supplies was only beginning to be recognized when these logistical providers started to appear. As awareness began to grow, so did the need for efficient management of the cold chain.The reliance on the cold chain continues to gain importance. Within the pharmaceutical industry for instance, the testing, production and movement of drugs relies heavily on controlled and uncompromised transfer of shipments. A large portion of the pharmaceutical products that move along the cold chain are in the experiment or developmental phase. Clinical research and trials is a major part of the industry that costs millions of dollars, but one that also experiences a failure rate of around 80%. According to the Healthcare Distribution Management Association, of the close to 200 billion dollars in pharmaceutical distribution, about 10% are drugs that are temperature sensitive. This makes the cold chain responsible for transporting a near 20 billion dollar investment. If these shipments should experience any unanticipated exposure to variant temperature levels, they run the risk of becoming ineffective or even harmful to patients.Temperature control in the shipment of foodstuffs is a component of the industry that has continued to rise in necessity with international trade. As a growing number of countries focus their export economy around food and produce production, the need to keep these products fresh for extended periods of timehas gained in importance. Increasing income levels create a change in diet with amongst others a growing appetite for fresh fruit and higher value foodstuffs such as meat and fish. Persons with higher socioeconomic status and with more economic means are more likely to consume vegetables and fruit, particularly fresh, not only in higher quantities but also in greater variety. Consumers with increasing purchase power have become preoccupied with healthy eating, therefore producers and retailers have responded with an array of exotic fresh fruits originating from around the world.Any major grocery store around the world is likely to carry tangerines from South Africa, apples from New Zealand, bananas from Costa Rica and asparagus from Mexico. Thus, a cold chain industry has emerged to service these commodity chains. In 2002, an estimated 1200 billion dollars' worth of food was transported by a fleet of 400,000 refrigerated containers (Reefers). Alone, the United States imports about 30% of its fruits and vegetables and 20% of its food exports can be considered perishables. The uncompromised quality and safety of this food is often taken for granted, despite being the main reason behind the ability to sell the food. The cold chain serves the function of keeping food fresh for extended periods and eliminating doubts over the quality of the food products. In all the supply chains it is concerned with, cold chain logistics favor higher levels of integration since maintaining temperature integrity requires a higher level of control of all the processes involved. It may even incite third party logistics providers to acquire elements of the supply chainwhere time and other performance factors are the most important, even farming. This may involve the acquisition of produce farms (e.g. oranges) to insure supply reliability.3. Providing Temperature Controlled EnvironmentsThe success of industries that rely on the cold chain comes down to knowing how to ship a product with temperature control adapted to the shipping circumstances. Different products require different temperature level maintenance to ensure their integrity throughout the travel process. For instance, the most common temperature standards are "banana" (13 °C), "chill" (2 °C), "frozen" (-18 °C) and "deep frozen" (-29 °C). Staying within this temperature is vital to the integrity of a shipment along the supply chain and for perishables it enables to insure and optimal shelf life. Any divergence can result in irrevocable and expensive damage; a product can simply lose any market or useful value.Being able to ensure that a shipment will remain within a temperature range for an extended period of time comes down largely to the type of container that is used and the refrigeration method. Factors such as duration of transit, the size of the shipment and the ambient or outside temperatures experienced are important in deciding what type of packaging is required. They can range from small insulated boxes that require dry ice or gel packs, rolling containers, to a 53 footer reefer which has its own powered refrigeration unit. The major cold chain technologies involve:Dry ice. Solid carbon dioxide, is about -80°C and is capable of keeping a shipment frozen for an extended period of time. It is particularly used for the shipping of pharmaceuticals, dangerous goods and foodstuffs. Dry ice does not melt, instead it sublimates when it comes in contact with air.Gel packs. Large shares of pharmaceutical and medicinal shipments are classified as chilled products, which means they must be stored in a temperature range between 2 and 8°C. The common method to provide this temperature is to use gel packs, or packages that contain phase changing substances that can go from solid to liquid and vice versa to control an environment. Depending on the shipping requirements, these packs can either start off in a frozen or refrigerated state. Along the transit process they melt to liquids, while at the same time capturing escaping energy and maintaining an internal temperature.Eutectic plates. The principle is similar to gel packs. Instead, plates are filled with a liquid and can be reused many times.Liquid nitrogen. An especially cold substance, of about -196°C, used to keep packages frozen over a long period of time. Mainly used to transport biological cargo such as tissues and organs. It is considered as an hazardous substance for the purpose of transportation.Quilts. Insulated pieces that are placed over or around freight to act as buffer in temperature variations and to maintain the temperature relatively constant. Thus, frozen freight will remain frozen for a longer time period, often long enough not to justify the usage of more expensive refrigeration devices. Quilts can also beused to keep temperature sensitive freight at room temperature while outside conditions can substantially vary (e.g. during the summer or the winter). Reefers. Generic name for a temperature controlled container, which can be a van, small truck, a semi or a standard ISO container. These containers, which are insulated, are specially designed to allow temperature controlled air circulation maintained by an attached and independent refrigeration plant. The term increasingly apply to refrigerated forty foot ISO containers.Perishable or temperature sensitive items are carried in refrigerated containers (called "reefers"), that account for a growing share of the refrigerated cargo being transported around the world. While in 1980 33% of the refrigerated transport capacity in maritime shipping was containerized, this share rapidly climbed to 47% in 1990, 68% in 2000 and 90% in 2010. About 1.69 million TEUs of reefers were being used by 2009. All reefers are painted white to increase the albedo (share of the incident light being reflected; high albedo implies less solar energy absorbed by the surface) with the dominant size being 40 high-cube footers (45R1 being the size and type code). For instance a low albedo container can have its internal temperature increase to 50 °C when the external temperature reaches 25 °C on a sunny day while a high albedo container see its internal temperature increase to only 38 °C under the same conditions.The refrigeration unit of a reefer requires an electric power source during transportation and at a container yard. Regular containerships have 10 to 20% oftheir slots adapted to carry reefers, with some ships having up to 25% of their slots being dedicated. It is important to underline that the refrigeration units are designed to maintain the temperature within a prefixed range, not to cool it down. This implies that the shipment must be brought to the required temperature before being loaded into a reefer, which requires specialized warehousing and loading / unloading facilities. A new generation of reefers is coming online, which are equipped with an array of sensors monitoring effectively the temperature and shutting the cooling plant when unnecessary. This enables to improve the reliability of temperature control and well as extend the autonomy of the reefer.The growth of the intermodal transportation of reefers has increasingly required transport terminals, namely ports, to dedicate a part of their storage yards to reefers. This accounts between 1% to 5% of the total terminal capacity, but can be higher for transshipment hubs. The stacking requirements simply involve having an adjacent power outlet, but the task is more labor intensive as each container must be plugged and unplugged manually and the temperature to be monitored regularly as it is the responsibility of the terminal operator to insure that the reefers keep their temperature within preset ranges. This may also forbid the usage of an overhead gantry crane implying that the reefer stacking area can be serviced by different equipment. Even if reefers involve higher terminal costs, they are very profitable due to the high value commodities they transport.4. The Setting and Organization of Cold ChainsMoving a shipment across the supply chain without suffering any setbacks or temperature anomalies requires the establishment of a comprehensive logistical process the maintain the shipment integrity. This process concerns several phases ranging from the preparation of the shipments to final verification of the integrity of the shipment at the delivery point:Shipment preparation. When a temperature sensitive product is being moved, it is vital to first assess its characteristics. A key issue concerns the temperature conditioning of the shipment, which should be already at the desired temperature. Cold chain devices are commonly designed to keep a temperature constant, but not to bring a shipment to this temperature, so they would be unable to perform adequately if a shipment is not prepared and conditioned. Other concerns include the destination of the shipment and the weather conditions for those regions, such as if the shipment will be exposed to extreme cold or heat along the transport route.Modal choice. Several key factors play into how the shipment will be moved. Distance between the origin and the final destination (which often includes a set of intermediary locations), the size and weight of the shipment, the required exterior temperature environment and any time restrictions of the product all effect the available transportation options. Short distances can be handled with a van or truck, while a longer trip may require an airplane or a container ship. Custom procedures. If the freight crosses boundaries, custom procedures can become very important, since cold chain products tend to be time sensitive andmore subject to inspection than regular freight (e.g. pharmaceuticals and biological samples). The difficulty of this task differs depending on the nation (or economic bloc) and the gateway since there are variations in procedures and delays.The "Last Mile". The last stage is the actual delivery of the shipment to its destination, which in logistics is often known as the “last mile”. Key considerations when arranging a final delivery concern not only the destination, but the timing. Trucks and vans, the primary modes of transportation for this stage, must meet the specifications necessary to transfer the cold chain shipment. Also important is the final transfer of the shipment into the storage facilities as there is potential for a breach of integrity.Integrity and quality assurance. After the shipment has been delivered, any temperature recording devices or known temperature anomalies must be recorded and made known. This is the step of the logistical process that creates trust and accountability, particularly if liability for a damaged shipment is incurred. If problems or anomalies that compromise a shipment do occur, an effort must be made to identify the source and find corrective actions. Therefore, the setting and operation of cold chains is dependent on the concerned supply chains since each cargo unit to be carried has different requirements in terms of demand, load integrity and transport integrity.5. Food TransportationThere is a variety of methods for the transport of food products with the banana accounting for the world's most significant commodity transported in the food cold chain with 20% of all seaborne reefers trade. Land, sea and air modes all have different structures for keeping food fresh throughout the transport chain. Innovations in packaging, fruit and vegetable coatings, bioengineering (controlled ripening), and other techniques reducing the deterioration of food products have helped shippers extend the reach of perishable products. For food products such as fruits and vegetables, time has a direct impact on their shelf life and therefore on the potential revenue a consignment may generate. Concomitantly, new transport technologies have permitted the shipment of perishable products over longer distances. For instance, improved roads and intermodal connections along the African coast reduced transport time for food to European markets from 10 days to 4 days.Certain domestic or transnational supply chains may only require one transportation mode, but many times ground shipments are one link in a combination of transport modes. This makes intermodal transfer critical for the cold chain. Intermodal shipments typically use either 20 or 40 footers refrigerated containers that are capable of holding up to 26 tons of food. The container makes loading and unloading periods shorter and less susceptible to experiencing damage. The environments in these containers are currently controlled electronically by either plugging into a generator or power source on the ship or truck, but early food shipments would cycle air from stores of wet ordry ice to keep the food refrigerated. The efficiency of cold chain logistics permitted the consolidation of cold storage facilities.Moving away from ice refrigeration has allowed for much greater distances to be traveled and has greatly increased the size of the global food market, enabling many developing countries to capture new opportunities. Another efficient mode for transporting foodstuffs is air travel. While this is a preferred form of travel for highly perishable and valuable goods due to its ability to move much faster over longer distances, it does lack the environment control and transfer ease of the ground and sea transports. Also, during the flight the cargo is stored in a 15°C – 20°C environment, but close to 80% of the time the package is exposed to exterior weather while waiting to be loaded onto the plane or being moved to and from the airfield. This is troubling considering the value of the food and the importance placed behind quality and freshness. In order for this form of food transport to experience growth among market users, more uncompromising strategies and regulations will have to be embraced and enacted.Food transportation is an industry that has fully adapted to the cold chain and can, despite the problems with air transport, be considered the most resilient, particularly since a large majority of food products have a better tolerance to temporary variations of transport temperatures. As a result, small errors can be compounded without the concern of irreversible damage. For instance, for the transportation of produces, for every hour of delay in the pre-cooling of shipments, an equivalent one day loss of shelf life must be accounted. The usageof refrigerated containers has particularly helped, since they account for more than 50% of all the refrigerated cargo transported in the world. Source loading can be an important factor extending the shelf life of a cold chain product since it is loaded in a reefer directly at the place of production without additional handling. For instance, source loading into a reefer can expand the shelf life of chilled meat by about 25 days (from 30-35 days to 55-60 days) from conventional methods and thus considerably expand the market potential of the product.The efficiency and reliability of temperature controlled transportation has reached a point which allows the food industry to take advantage of global seasonable variations, meaning that during the winter the southern hemisphere can export perishable goods to the northern hemisphere while an opposite trade, generally of smaller scale, takes place during the summer. Countries such as Chile have substantially benefited from this and have developed an active agricultural and food transformation industry mainly servicing the North American market during the winter, but also with several niche markets such as wine. A similar issue concerns some African countries such as Kenya that have developed a fresh produce and flower industries catering the European market. The fast food industry is also an active user of cold chain logistics as every outlet can be considered as a factory, with dozens of workers with schedules and shifts, inventory management and the supply chain of components (many ofwhich are temperature sensitive), and which are assembly lines producing quality-controlled and high-volume products.。
(完整word版)物流外文文献翻译

外文文献原稿和译文原稿Logistics from the English word "logistics", the original intent of the military logistics support, in the second side after World War II has been widely used in the economic field. Logistics Management Association of the United States is defined as the logistics, "Logistics is to meet the needs of consumers of raw materials, intermediate products, final products and related information to the consumer from the beginning to the effective flow and storage, implementation and control of the process of . "Logistics consists of four key components: the real flow, real storage, and management to coordinate the flow of information. The primary function of logistics is to create time and space effectiveness of the effectiveness of the main ways to overcome the space through the storage distance.Third-party logistics in the logistics channel services provided by brokers, middlemen in the form of the contract within a certain period of time required to provide logistics services in whole or in part. Is a third-party logistics companies for the external customer management, control and operation of the provision of logistics services company.According to statistics, currently used in Europe the proportion of third-party logistics services for 76 percent, the United States is about 58%, and the demand is still growing; 24 percent in Europe and the United States 33% of non-third-party logistics service users are actively considering the use of third-party logistics services. As a third-party logistics to improve the speed of material flow, warehousing costs and financial savings in the cost effective means of passers-by, has become increasingly attracted great attention.First, the advantages of using a third-party logisticsThe use of third-party logistics enterprises can yield many benefits, mainly reflected in: 1, focus on core businessManufacturers can use a third-party logistics companies to achieve optimal distribution of resources, limited human and financial resources to concentrate on their coreenergy, to focus on the development of basic skills, develop new products in the world competition, and enhance the core competitiveness of enterprises.2, cost-savingProfessional use of third-party logistics providers, the professional advantages of mass production and cost advantages, by providing the link capacity utilization to achieve cost savings, so that enterprises can benefit from the separation of the cost structure. Manufacturing enterprises with the expansion of marketing services to participate in any degree of depth, would give rise to a substantial increase in costs, only the use of professional services provided by public services, in order to minimize additional losses. University of Tennessee in accordance with the United States, United Kingdom and the United States EXEL company EMST & YOUNG consulting firm co-organized a survey: a lot of cargo that enable them to use third-party logistics logistics costs declined by an average of 1.18 percent, the average flow of goods from 7.1 days to 3.9 days, stock 8.2% lower.3, reduction of inventoryThird-party logistics service providers with well-planned logistics and timely delivery means, to minimize inventory, improve cash flow of the enterprise to achieve cost advantages.4, enhance the corporate imageThird-party logistics service providers and customers is a strategic partnership, the use of third-party logistics provider of comprehensive facilities and trained staff on the whole supply chain to achieve complete control, reducing the complexity of logistics, through their own networks to help improve customer service, not only to establish their own brand image, but also customers in the competition.Second, The purpose of the implementation of logistics management The purpose of the implementation of logistics management is to the lowest possible total cost of conditions to achieve the established level of customer service, or service advantages and seek cost advantages of a dynamic equilibrium, and thus create competitive enterprises in the strategic advantage. According to this goal, logistics management to solve the basic problem, simply put, is to the right products to fit the number and the right price atthe right time and suitable sites available to customers.Logistics management systems that use methods to solve the problem. Modern Logistics normally be considered by the transport, storage, packaging, handling, processing in circulation, distribution and information constitute part of all. All have their own part of the original functions, interests and concepts. System approach is the use of modern management methods and modern technology so that all aspects of information sharing in general, all the links as an integrated system for organization and management, so that the system can be as low as possible under the conditions of the total cost, provided there Competitive advantage of customer service. Systems approach that the system is not the effectiveness of their various local links-effective simple sum. System means that, there's a certain aspects of the problem and want to all of the factors affecting the analysis and evaluation. From this idea of the logistics system is not simply the pursuit of their own in various areas of the lowest cost, because the logistics of the link between the benefits of mutual influence, the tendency of mutual constraints, there is the turn of the relationship between vulnerability. For example, too much emphasis on packaging materials savings, it could cause damage because of their easy to transport and handling costs increased. Therefore, the systems approach stresses the need to carry out the total cost analysis, and to avoid the second best effect and weigh the cost of the analysis, so as to achieve the lowest cost, while meeting the established level of customer se rvice purposes.Third, China's enterprises in the use of third-party logistics problems in While third-party logistics company has many advantages, but not many enterprises will be more outsourcing of the logistics business, the reasons boil down to:1, resistance to changeMany companies do not want the way through the logistics outsourcing efforts to change the current mode. In particular, some state-owned enterprises, we reflow will also mean that the dismissal of outsourcing a large number of employees, which the managers of state-owned enterprises would mean a very great risk.2, lack of awarenessFor third-party logistics enterprise's generally low level of awareness, lack of awareness of enterprise supply chain management in the enterprise of the great role in thecompetition.3, fear of losing controlAs a result of the implementation of supply chain companies in enhancing the competitiveness of the important role that many companies would rather have a small but complete logistics department and they do not prefer these functions will be handed over to others, the main reasons it is worried that if they lose the internal logistics capabilities, customers will be exchanges and over-reliance on other third-party logistics companies. 4, the logistics outsourcing has its own complexitySupply chain logistics business and companies are usually other services, such as finance, marketing or production of integrated logistics outsourcing itself with complexity. On a number of practical business, including the integration of transport and storage may lead to organizational, administrative and implementation problems. In addition, the company's internal information system integration features, making the logistics business to a third party logistics companies have become very difficult to operate.5, to measure the effect of logistics outsourcing by many factorsAccurately measure the cost of information technology, logistics and human resources more difficult. It is difficult to determine the logistics outsourcing companies in the end be able to bring the cost of how many potential good things. In addition, all the uniqueness of the company's business and corporate supply chain operational capability, is usually not considered to be internal to the external public information, it is difficult to accurately compare the inter-company supply chain operational capability.Although some manufacturers have been aware of the use of third-party logistics companies can bring a lot of good things, but in practical applications are often divided into several steps, at the same time choose a number of logistics service providers as partners in order to avoid the business by a logistics service providers brought about by dependence. Fourth, China's third-party logistics companies in the development of the problems encounteredA successful logistics company, the operator must have a larger scale, the establishment of effective regional coverage area, with a strong command and control center with the high standard of integrated technical, financial resources and business strategy.China's third-party logistics companies in the development of the problems encountered can be summarized as follows:1, operating modelAt present, most of the world's largest logistics companies take the head office and branch system, centralized headquarters-style logistics operation to take to the implementation of vertical business management. The establishment of a modern logistics enterprise must have a strong, flexible command and control center to control the entire logistics operations and coordination. Real must be a modern logistics center, a profit center, business organizations, the framework, the institutional form of every match with a center. China's logistics enterprises in the operating mode of the problems of foreign logistics enterprises in the management model should be from the domestic logistics enterprises.2, the lack of storage or transport capacityThe primary function of logistics is to create time and space utility theft. For now China's third-party logistics enterprises, some companies focus on storage, lack of transport capacity; other companies is a lot of transport vehicles and warehouses throughout the country little by renting warehouses to complete the community's commitment to customers. 3, network problemsThere are a few large companies have the logistics of the entire vehicle cargo storage network or networks, but the network coverage area is not perfect. Customers in the choice of logistics partner, are very concerned about network coverage and network of regional branches of the density problem. The building of the network should be of great importance to logistics enterprises.4, information technologyThe world's largest logistics enterprises have "three-class network", that is, orders for information flow, resources, global supply chain network, the global Resource Network users and computer information network. With the management of advanced computer technology, these customers are also the logistics of the production of high value-added products business, the domestic logistics enterprises must increase investment in information systems can change their market position.Concentration and integration is the third-party logistics trends in the development ofenterprises. The reasons are: firstly, the company intends to major aspects of supply chain outsourcing to the lowest possible number of several logistics companies; the second, the establishment of an efficient global third party logistics inputs required for increasing the capital; the third Many third-party logistics providers through mergers and joint approaches to expand its service capabilities.译文物流已广泛应用于经济领域中的英文单词“物流”,军事后勤保障的原意,在二战结束后的第二面。
外文翻译农产品冷链物流发展现状及对策研究.doc

河北科技师范学院本科毕业论文(设计)外文翻译商业智能在打造无缝冷链物流中的应用院(系、部)名称:商务管理系专业名称:物流管理学生姓名:宋国栋学生学号:9116100407指导教师:李丽杰2013年12月15日河北科技师范学院教务处制Applications of business intelligence in making cold chains seamlessAzimuddin KhanAbstractDue to intense competition, it has become inevitable for business organisations world over to become efficient and cost effective. Seamless cold chain infrastructure is critical for the success of cold chain business. Concurrent growth in demand for products such as fresh agricultural produce, frozen food, photographic films, chemicals and pharmaceutical drugs has lead to the necessity of managing cold chains intelligently. The managers of cold chains at strategic and functional level need actionable information for making their organisations agile. In the recent times, the concept of business intelligence has gained momentum and found application in diverse areas. In this paper, authors have made an effort to develop a framework of BI system for cold chains and highlighted the application areas of business intelligence for cold chains including a case study of cold chain business.Keywords: cold chains; business intelligence; BI; analytics; supply chain;1.IntroductionIndia falls short of 10 million tons cold storage facilities for storing agriculture-based produce, it has nearly 21.7 million tons of such storage facilities against required 31 million tons, and as a result 40% of produce is lost in fields after post-harvesting(KPMG-ASSOCHAM, 2009). India is a populous country and resource utilisation is always a major concern, to meet the demand. The demand for perishable food stuff, i.e., farm produce like fruits, vegetables and milk products, meat, fish, frozen food, photographic films, chemicals, and pharmaceutical drugs is increasing world over. This has also increased concerns regarding food hygiene and safety during storage and transportation to end point.The cold chains are providing integration of farm, processing, warehousing, distribution and retail business. Discrepancies in cold chain management can render products unfit for use so much so that consumption of these can even pose a threat to life. According to Bourlakis and Weightman (2004),the cold chains are vital. Effective management of cold chains is crucial for maintaining the safety, sanctity of food, and profitability of business.Technology finds significant application in facilitating processes related to warehouse, inventory, transportation, and distribution. These processes generate huge volumes of data. Such large volumes of data need to be analysed, streamlined and channelised in an intelligent manner to make organisation agile (Khan and Saxena, 2010). The sensible extract of information aids in prudent decision-making and contributes to value proposition for business by making them more competitive with proper utilisation of business intelligence (BI).In this backdrop, an attempt has been made to understand the concept of BI with reference to cold chains, development of framework for implementation of BI solution, identifying the application areas of BI for cold chains. To date, there have been few academic studies on the use of BI solutionsin cold chains, yet, ractitioners and researchers are interested in understanding the concept for improving performance and profits using BI. An attempt has also been made to understand the cold chain business through a case study of cold chain company.2. Concept of BITechnology has empowered cold chain business to access huge volume of data, which plays a critical role in planning and controlling of cold chain activities like warehousing management, transportation, distribution operation, freight management and of course the compliance management.In the year 1989, Howard Dresner, a research scholar at Garter Group (an IT research and advisory firm in Connecticut) popularised the term BI with a set of methods and concepts to improve business decision-making by using data resources. Simon and Shaffer (2001) stated that the period from 1990 to 1999 was a remarkable decade in which many core computing and communication technologies and developments from the prior decade came together and transformed the method of business. In 1990s, technology led to the birth and widespread acceptance of applications such as enterprise resource planning (ERP) and customer relationship management (CRM). Due to failure of distributed database management system, organisations pursued data warehousing, where data would be consolidated from many distributed and heterogeneous stores of data. Organisations that built and deployed data warehouses typically focused their usage on the informational/analytical side to generate reports, analyse trends, and so on.McDonald et al. (2002) stated that “once the data warehouse has been constructed, the stage is set for effective business intelligence”. A data warehouse provid es the supportinfrastructure for BI. BI is built on the foundation of data warehouse. Kalakota and Robinson (2001) define BI “as a group of applications that enable both the active and passive delivery of information or rather turn raw data into actionable intelligence. Data and information are collected from large databases to answer to mission-critical questions asked by its managers”. Gangadharan and Swami (2004) stated that BI is the result of in-depth analysis of detailed business data, including database and application technologies, as well as analysis practice. According to Moss and Hoberman (2004), the processes, technologies, and tools needed to turn data into information, information into knowledge and knowledge into plans, drive profitable business action. BI encompasses data warehousing, business analytics tools and content/knowledge management.Turban et al. (2007) infersthat “organizations are being compelled to capture, understand and harness their data to support decision making in order to improve business operations. Business cycle times are now extremely compressed; faster, more informed, and better decision-making is therefore a competitive imperative”. BI starts with day to day information that organisations need to run the business and assist to take correct decision based on facts at right time and at right place through out the life of business by doing analytics. This is a modern mantra for modern approaches to BI.As per Cody et al. (2002), BI and knowledge management technologies have been used in improving the quantitative and qualitative value of the knowledge available todecision-makers. BI has applied the functionality, scalability, and reliability of modern database management systems to build ever-larger data warehouses, and to utilise BI tools to extract business analytics from the vast amount of available enterprise data. BI systems facilitate the decision-makers to correct their intuition by taking advantage of analytical tools, which can test and verify intuition before applying it to the decision-making process. Decision-maker can also use predictive models to improve their decision-making. The current state of decision-making is forcing companies, to reap the real benefits of BI. BI solution can turn dynamic, detail data into information, and make it available in real-time to thedecision-makers. Actionable information must be accessible on-demand when it is required. It provides trends and patterns that might otherwise go undetected and unseen bydecision-makers.3. Framework for implementation of BI in cold chainsThe BI can be built with the use of technology through BI system, refining the processes and BI tools for analytics. BI can be applied at all three levels in the cold chains, i.e., strategic, tactical and operational. A framework has been proposed in Figure 1. The framework includes four basic components which are existing IT setup, Transformation tools, data warehousing and various BI tools for analytics.3.1 Existing IT setup for data collectionIn an organisation, online transaction processing system and other enterprise application generate huge volume of data. These data are stored in databases. These databases along with application software, present the business information to the business user through IT infrastructure including PC, Notebook, Tablet, Smart Phone and networks. All the applications for running cold chain business including warehouse management, logistic management, network planning, RFID tracking and monitoring, CRM, inventory management, quality assurance, HR application, order management and data management generate huge volume of data with different database at different location. There are certain external information, and data about the financial and market information which are taken from research organisations, government, regulatory bodies and company’s websites, audio, video, spatial and supplier data. Data can also come from e-mail, voice application, images, spatial data taken from satellite and regulatory compliance (Hazard Analysis and Critical Control Points (HACCP)/ISO 22000 norms) (Keener, 2007). Cold chain business has to heavily rely on radio frequency identification (RFID) tags attached to items, cases or pallets, monitor and log the environment temperature at predefined intervals duringtransportation or product lifecycle. The recorded data can be read and analysedin real time for better analytics.3.2 Data transformation toolsThe objective of this stage is to define and design data management strategy to ensure that organisation has right information and uses it properly. The greatest challenge is to collect the clean data, that too from various sources so that BI solution delivers the correct actionable information to management at different levels. The organisation should concentrate on quality of data, and investment must be made to ensure high levels of data quality. The duplicate data should be unified as it comes from various sources. The data coming from transaction system is atomic level data and should be recorded in detailed form. It is necessary to first clean and validate it using business rules through data cleansing tools. Transformation procedure defines business logic which maps data from its source to destination. Extract, transfer and load (ETL)tools are very helpful to reduce the development time, manage the flow of data from source to destination and upload data to tables of data warehouse.3.3 Data warehousing and data martInmon (1995) defined a “data warehouse as a centralized repository (collection of resources that can be accessed to retrieve information) of an organization’s electronically stored data, designed to facilitate reporting and analysis”. Kimball and Ross (2002) have given another approach where data marts are first created to provide reporting and analytical capabilities for specific business processes. Data marts contain, primarily, dimensions and facts. Facts cancontain either atomic data and, if necessary, summarised data. The single data mart can be build for specific business area such as sales or production. These data marts can eventually beintegrated to create a comprehensive data warehouse. The data warehouse is a play ground for analytics and it provides retrieval of data without slowing down operational systems.3.4 BI tools for analyticsThere are many categories of tools available in the BI market. BI vendors are now also consolidating tools in every category to provide complete BI solution to companies. However, some organisations still prefer to have best of breed strategy in which they select BI tools in each category from different vendors. The various categories are query and reporting, online analytical processing, dashboards and scorecards, performance management, predictive analytics and data mining and advanced visualisation.BI can derive better return on investment (ROI) from complex integrated cold chain management software and other operational systems implemented by unlocking the wealth of information stored in these systems.4.Application areas of BI for cold chainsThe cold chain business is constantly searching for cost effective methods to remain competitive in fast changing world where margins are thin, customer expectation is very high, regulatory compliances are mandatory, and product life is very short. Companies in cold chain are working hard to adopt the information technology to get the rich insight into the hidden trends through cold chain analytics. The BI system provides reports, analyses, and monitors the vast corporate data. It also helps companies to reduce supply chain production cost,improve efficiencies, accuracy, increase revenue and performance. The cold chain analytics also provides the details to reduce waste, produce fresher, higher quality products, and enhance the economic value generated from perishable food industry by giving 360-degree overview of financial and operational results. As per suggested framework, various BI tools can be utilised to generate various analytics in following areas of cold chain business.4.1 Supply chain intelligenceSupply chain intelligence allows cold chains to evaluate supplier performance to negotiate prices, ensure timely deliveries and maintain high standard of quality by analysing the demand patterns, supply networks, operations and customer service requirements.Wal-Mart has set the standard of supply chain analytics. With the analytics driven intelligence, supply chain disruption can be reduced to better manage suppliers. Commodity classification provides information regarding procurement data from various sources within or outside company and classify the spend information into meaningful categories to understand true volumes per commodity. This can be used to develop the sourcing strategies. Spend analysis provides a dynamic ranking system for identifying and prioritising the most valuable suppliers. Demand driven forecasting allows planning of future requirements and management of supply chain by using statistical models. Scenario planning and what if analysis reduces the finished goods inventory and stockouts. The complete process of optimisation of plans and procedures creates an everlasting and sustainable competitive advantage for the organisation throughout a supply chain despite the risks associatedso commonly with unbounded challenges.4.2 Transportation analyticsIncreasing fuel costs, international expansion, and global competition has forced to useBI to streamline operations, distribution, and fleet management. BI optimises service and ensures consistent on-time performance for cold chains. Customers are demanding more services at lower prices, making operational efficiency improvements a requirement for maintaining acceptable profitability. The process of getting products delivered from one place to another on time, efficiently, and at the lowest costwithout losing life are main objectives of cold chains. The temperature conditions at origin and destination, seasonal temperature, load configurations, transport routes and modes, total duration of transit, duration and location of handling and stopover points are very important factors for temperature sensitive transportation. In thisextremely competitive business, one late delivery or losing quality of products can miss revenue opportunities and a lost customerforever. BI tools can help gain insight into the complex process of transportation by providing carrier performance evaluation, mode-cost analysis, supplier compliance analysis, carrier relationship management, capacity planning, cycle time analysis, routing and scheduling, truck and driver performance analysis, and root cause and claims analysis.4.3 Warehouse analyticsWarehouse management provides the ability to know the location of stock, time of requirement, and transporting it correctly in the shortest time. BI provides inventory analysis, warehouse performance analysis based on picking accuracy, shipping accuracy, lines per hour, overtime hours and on time shipments, picking analysis to improve warehouse efficiency and layout design, and warehouse space utilisation analysis for getting cost per unit of space over a period of time.4.4 Inventory analysisInventory optimisation analysis enables to reduce the over capacity and ensure sufficient supplies, monitor carrying cost for obsolete and slow moving items and usage across location and time. These analyses provides inventory carrying costs, inventory turns, order fulfilment lead time, percentage of backorders, average item inventory, finished goods on hands, etc. The intelligent analytics provides improved quality, reduces spoilage, and lowers rejections to make the customer or retailer more satisfied.4.5 Quality life cycle analysis4.6 Asset maintenance analytics4.7 Customer intelligence4.8 Financial analytics4.9 Customer profitability analysis6 Conclusions5.ConclusionsLike every other business, cold chain business has also become fiercely competitive. In order to stay ahead, and remain competitive, the cold chains should implement BI solution. Huge volume of data generation from existing applications like warehouse management, logistics management, inventory management, RFID tracking and monitoring, order management, quality assurance, CRM, and supply chain management has given an opportunity to manager to take smart decision based on analytics rather than intuition. The suggested framework will guide cold chains to streamline their operation. BI solution implementation requires basic operational system in place. With rapid development of information technology, communication system and reduction of cost of smart phones has opened the new doors for cold chains to provide the mobile BI to their executives. There are some new trends like BI search, BI gadgets, and query as web service will make a lot of difference in future BI and those who implement BI solutions intelligently will definite have an edge over others.摘要随着全球竞争的加剧,企业如何控制成本,使企业运营变得更加高效越来越成为世界上所有企业不得不面对的课题。
有关冷链物流的英文文献

有关冷链物流的英文文献Title: Literature Review on Cold Chain LogisticsAbstract: Cold chain logistics is an essential aspect of the supply chain for perishable goods. This paper provides a literature review on cold chain logistics, including its definition, importance, challenges, and solutions. The review also covers the latest trends and technologies in the field, such as Internet of Things (IoT), blockchain, and artificial intelligence.Introduction: Cold chain logistics refers to the transportation and storage of temperature-sensitive products, such as food, vaccines, and pharmaceuticals, in a controlled environment. The goal is to maintain the product quality and safety from the point of origin to the point of consumption. Cold chain logistics is critical for ensuring the availability and accessibility of perishable goods, particularly in the healthcare and food industries.Importance: Cold chain logistics plays a vital role in reducing food waste, improving food safety, and increasing access to healthcare products. It enables the transportation and storage of perishable goods over long distances and across borders, opening up new markets andopportunities for businesses. Cold chain logistics is also essential in emergency situations, such as natural disasters or disease outbreaks, where timely delivery of vaccines and medical supplies can save lives.Challenges: Cold chain logistics faces various challenges, such as infrastructure limitations, lack of standardization, and high costs. The complexity of the supply chain, coupled with the need for temperature monitoring and control, requires significant coordination and collaboration among different stakeholders. The risk of product spoilage or contamination also poses a significant challenge.Solutions: To address these challenges, various solutions have been proposed, such as investing in infrastructure and technology, adopting industry standards, and improving supply chain visibility and transparency. The emergence of new technologies, such as IoT, blockchain, and artificial intelligence, has also provided opportunities for innovation and optimization in cold chain logistics.Conclusion: Cold chain logistics is a critical component of the supply chain for perishable goods. It is essential for ensuring product quality and safety, reducing waste, and increasing accessibility to healthcare products. However, cold chain logistics faces various challenges, whichrequire collaboration and innovation from different stakeholders. The latest trends and technologies offer new opportunities for optimization and improvement in cold chain logistics.。
中国冷藏车发展趋势研究外文文献翻译、中英文翻译、外文翻译

附录附录A 外文文献原文MARKET FORECASTTHE ANALYSIS OF TENDENCYOFREFRIGERATED RAIL TRUCKDeng Xiaoju, You Wenli, Zhang YingkuiCollege of Economics and Management, Beijing University of ChemicalTechnologyIn the logistic of food refrigerated supply chain, food refrigerated transport is the most important. The transport we say includes middle-distance transport, long-distance transport, short-distance.Since 1978, with the improvement of people’s living standard, the consumption of the perishable food has increased rapidly and the refrigerated rail transport has developed too .But compared with the developed countries, we should realize that we have a long way to go.1. The problems in the development or the refrigerated rail truck and the gap between China and other developed countries.At present, in China the problems in the industry of the refrigerated rail truck: invest but not focus, construct repeatedly, produce but not focus and not big enough to obtain profit. Now in China there are about seventy full-time and part-time manufactories, most of which just use common ways to produce the refrigerated rail truck. Now also in China there are only seven or eight manufactories that have advanced equipment and technology. Each year they con provide l0.000 refrigerated rail trucks, but only 4 .000 trucks can be sold which results in investment can't be regained easily.The total number of the refrigerated rail trucks in China is about 30.000,but in the United States it is about 20.000. Though China's land is 20 times as large as that or Japan, in Japan the total number is about 10.000.Among vans, only 0.3% is refrigerated rail trucks in China. While in the United Slates is 1%. In Britain, 2.8%, and in France and Germany 2%-3% .In China,refrigerated transport rate is less than 20%, while in those developed countries such as the United States, Europe, Japan it is above 80%.Now in China a variety of refrigerated rail truck has increased and production technology has improved greatly. But in many aspects we still need improvement. For example, there are only about 100 varieties of refrigerated rail truck, which can’t meet the need of the market. But in Japan in the early 70s there were about 350 varieties.2. The analysis of tendency of refrigerated rail truck development in China.(1)Tendency of market demand. According to the statistics, in China the increased rate of production of the easily rotten food is above l0% per year. In the cities, there are about 50 million tons of the meat, the fowl and eggs and about 6 million tons of dairy products that are sold. With the increase of production and sale, and the improvement of refrigerated transport rate, the transport capacity of our refrigerated food will increase rapidly. From the analysis of the construction of refrigerated transport quantity, at present in China refrigerated rail transport is about 25%, refrigerated rail way transport is about 55%, and other transport is about 20%, while in the developed countries refrigerated rail transport is about 60%-80% . The Tenth Five-Year Plan of China has regarded the construction of freeways and high-class highways as the focus of' the development of the communication and this will help to increase the percentage of the refrigerated rail transport and stimulate the increase of requirement for refrigerated rail truck. According to the prediction of the parties concerned by 2005, our refrigerated rail transport quantity will have reached 18 million tons.(2)Production structure and tendency of technology development. With the development of highway construction, heavy-duty truck will be the main tool of the long-distance refrigerated rail transport. And light-duty truck will be used to transport the perishable food.Now China attach much importance to saving energy and environment protection , and mechanical refrigeration is the main method in refrigeration technology, but the waste pollution and noise pollution is a little serious and the energy can’t be used completely. Therefore, which the development of technology, the refrigerated rail truck, which uses new energy, will appear.In order to apply to the variety, and the requirement for reducing cost, the refrigerated rail truck will be certain to develop in the direction of small units,standardization and variety.(3)Tendency of reform in structure of refrigerated rail truck manufactory. In the logistics of the refrigerated supply chain, refrigerated rail truck is a production, which contains high technology. With the development of the market, keen competition will appear. A few specialized manufactories will gradually occupy the most of the market, because they have so many advantages, such as large scale, high technology, good quality, good service, timely supply and advanced management. Other manufactories so have a positive effect on the development of the industry, but they must have clear market position so chat they can survive in the keen competition.All in all, in the market of refrigerated rail truck, because of competition between manufactories, product production will be centralized in 6-8manufactories. It’s inevitable that good manufactories will succeed while the bad ones will fail. So all the manufactories should analyze the market features seriously, analyze competitor advantages, disadvantages and find a market chance, so chat they can manufactories that can apply to the market quickly will develop further.know their market positions well, and with their resources compete with others. In the present market, only those manufactories that can apply to the market quickly will develop further.附录B 外文文献中文翻译中国冷藏车发展趋势研究邓晓菊,游文丽,张英奎在食品供应物流链中,食品的保鲜运输时最重要的。
中英文文献翻译—冷藏车的结构及市场潜力

附录Refrigerated vehicle structure and market potential With the improvement of living standards of society, lifestyle changes, people need more and more frozen food, fresh food, milk, flowers, and large-scale food processing enterprises. "Cold chain logistics" has become a buzzword transport industry, as low-temperature cold chain logistics is an important part of the key equipment, refrigerated trucks to ensure that perishable, fresh food safety during transport of the key.So, refrigerated cars and trucks compared to what ordinary special about it? Today small give us a brief introduction it.Refrigerated trucks from the construction point of view, can generally be divided into the chassis, envelope insulation, refrigeration units of three parts.Chassis:To be on the highway, the car chassis as the basis, nature is an essential part. Overall refrigerated trucks and trailers are mainly two forms of cycling, mainly to see the need and demand for tonnage of cargo loaded selection.In the city or county general short distance between the loading of the goods less delivery, more choice in light truck chassis, and engaged in long-distance transport of general traffic is also large, heavy trucks will be used in, or use the form of semi-trailer refrigerated trucks. Select the chassis needs attention?Users in the selection of car chassis, be based on the tonnage of goods, road conditions, consider the structure of the chassis and carrying capacity, fuel economy, emissions standards.Compared with selected common truck chassis, refrigerated truck chassis also consider the need to focus on the stability of refrigerated trucks normally transport goods items can not be stored for long periods, although refrigeration equipment still fast delivery. At the same time, refrigerated cargo transport environment more demanding, and if the road failed, causing the deterioration of goods, the loss will be very large.● refrigerated compartment body options:Refrigerated trucks envelope different from the ordinary van, it needs to have good sealing performance and heat insulation effect, so as to ensure that refrigerated goods in a stabletemperature environment.Refrigerated compartment designed primarily tightness and thermal insulation properties, the structure of refrigerated trucks usually three-tier structure, both inside and outside skin of composite materials such as glass, steel, color steel, aluminum and other materials. Transport of goods within the plate material should be different and take a different material, the most expensive within the material is stainless steel plate. Insulation material laminated to the middle, the main use of polyurethane foam. High-strength plastic with four sides of the glass plate bonded together with polyurethane foam to form a closed section. Refrigerated compartment thickness:In addition to material, cargo compartment also determines the thickness of the insulation effect is good or bad, cargo compartment insulation layer thicker, the better the insulation effect, however, will reduce the space inside the cargo compartment, cargo loading capacity would be reduced, the user needs according to their actual need to select the appropriate thickness.Refrigerated compartment specific requirements:In addition, different products have different requirements on the envelope. For example, refrigerated trucks transporting meat need to customize the link on the envelope; to store refrigerated delivery truck to do small quantities, varieties, require multi-temperature refrigerated trucks layer; different temperature requirements, handling and more frequent you need to open the door refrigerated trucks . All these, according to the specific needs of the user can customize the envelope factory.Can an ordinary car into a refrigerated cargo truck?Many people can not ask an ordinary van into a refrigerated truck, Xiao Bian also asked several tuning of staff who told Xiao Bian, modified, of course it can, in the middle with insulation materials, coupled with refrigeration unit can be installed.But they believe it is more cost-effective directly into refrigeration compartment, was used as general cargo compartment is made of iron or steel, insulation is not very good, but also easy to rust, such as Lahai fresh products, due to corrosive sea water , need more attention in the choice of anti-corrosion material envelope.● refrigeration unit:In the three components of refrigerated trucks, the refrigeration unit is the most important part. Less space because cargo compartment, the temperature control on the technicalrequirements are higher.Refrigeration unit principle:First, let us look at the principles of refrigeration units, refrigeration units currently use refrigerated trucks is more mechanical refrigeration, refrigerators and other refrigeration and air conditioning works essentially the same equipment, at a point on the absorption of heat, and then another point in the heat. This is carried out by two points to reach the refrigerant cycle. Refrigerant through the cargo space of a coil (evaporator) absorbs heat, and then another by the external coil (condenser) heat dissipated. Through a compressor to the refrigerant circulating in the system, compressor gasoline, diesel or motor drive. Refrigeration unit classification:Refrigeration unit from the power source can be divided into dependent and independent units are two independent units with separate power source, the unit itself independent of the diesel engine as its power source; rather than stand-alone unit power output is to rely on car chassis engine to the driven.Power output can be seen from their differences, when the car engine stops running when the non-independent refrigeration units support both lost power, cooling system stops working, or if the car is turned off when engine failure occurs in the refrigerator car will stop cooling, the quality of the goods inside are not guaranteed.Non-stand-alone refrigeration unit system is simple and easy to maintain and repair, and the price is relatively low. Stand-alone refrigeration units because more maintenance and repair of engine systems is slightly more complicated.The use of terms from the transport, the city or county if it is used as a short-range distribution between the proposed use of non-independent unit, not only lower procurement costs, even failure, is relatively easy to find some service points; the contrary is to conduct long-distance transport is recommended to use separate chillers, because even in long-distance transport in car engines stop working, refrigerators can still be normal cooling to meet the transportation safety items.Another model from the distribution in terms of seven meters and 7 meters below the recommended use of non-car detached units, 7 meters above the car better with the stand-alone.From the cost in terms of non-independent stand-alone chillers and refrigeration units in the tens of thousands more than the price difference if the budget is relatively ample, and alsoon the lower inside temperature requirements (at least the required temperature of minus 10 degrees or less), then the proposal is still with stand-alone better.Imported or domestically?Because refrigerated items on the surrounding temperature sensitive, relatively large temperature fluctuations may cause a change in decay. If refrigerated trucks refrigerated cooling unit problems or stop working, and that for car owners, not just the loss of freight, and there are a lot of the money number. Especially for long-distance transport users, the performance of their refrigeration units for the demanding.However, the current domestic refrigeration unit temperature control with foreign brands there is a gap, in order to achieve a very good cooling effect, many users chose foreign brands.Say good goods are not cheap, the price of imported refrigerator is also very expensive, like a kind of semi-trailer refrigerated vehicles imported refrigerator, new cheapest hundreds of thousands. In contrast the price of domestic brands is very obvious advantage for price-conscious users, domestic brands is also a good choice.The new machine is too expensive imports, domestic cooling effect can not guarantee that some users will choose the second-hand imported frozen hand, the results were good. Market share of imported brands have a higher, U.S. Carrier, Thermo King, Mitsubishi, Denso, and Guo-Hua Han speed, the source of Chinese brands such as snow and ice. Brands are more, done a good job there Jinan CIMC test Siegel, Henan Hikuma, Henan fly and other enterprises.● refrigeration market briefMarket potential:China's cold chain industry, network data, due to preservation technology behind, every year about 20% to 25% and 30% of fruits and vegetables in transit transport and storage rot damage, total damage as high as millions of tons per year, worth up to 750 billion.Other data in the United States, there is an average of 500 refrigerated trucks in China and Taiwan is a 1000, while China has 1.3 billion people, but the refrigerator car ownership was 40,000. Experts estimate that China has a refrigeration capacity demand of goods accounted for only 20% to 30%.Policy support and more:From these statistics we can see that China's logistics industry development and economicgrowth demand too much difference. Decision-making in recent years has continued to introduce policies to support its rapid industrial development, for example: 2007 "perishable food refrigerated transport requirements of motor vehicles" was promulgated; 2009 "logistics industry restructuring and revitalization plan," stressed the need to focus on the development agricultural and food cold chain logistics system; in January 2010, the National Standardization Technical Committee cold chain logistics and logistics at the Technical Committee was established; first half of 2010, the National Development and Reform Commission will introduce a "cold chain logistics planning of agricultural products," plans to 2015 in refrigeration technology, China has greatly ease the problem of inadequate facilities.冷藏车的结构及市场潜力随着社会生活水平的提高,生活方式的转变,人们需要越来越多的速冻食品、保鲜食品、牛奶、鲜花,以及大型食品加工企业。
生鲜电商冷链物流发展现状及对策英文参考文献

生鲜电商冷链物流发展现状及对策英文参考文献At present,the food is as high as 3000 billion dollars,but about 20%of the food waste is caused by the cold chain logistics problems。
Fresh farmers such as fruits The loss rate of products accounts for 25%—30%。
At present,due to the late start of refrigeration technology in China,there is no According to the corresponding basic support,China's current cold chain logistics has great defects,such as cold storage and refrigerated trucks Insufficient,unprofessional and other problems。
In fact,China pays great attention to the transportation of fresh agricultural products,and there are relatively A complete transportation channel for agricultural products。
At the same time,China has vigorously promoted the construction of cold chain logistics system。
However,there are still many problems that lead to unsalable and damage of fresh agricultural products。
物流外文文献翻译精选文档

物流外文文献翻译精选文档TTMS system office room 【TTMS16H-TTMS2A-TTMS8Q8-外文文献原稿和译文原稿Logistics from the English word "logistics", the original intent of the military logistics support, in the second side after World War II has been widely used in the economic field. Logistics Management Association of the United States is defined as the logistics, "Logistics is to meet the needs of consumers of raw materials, intermediate products, final products and related information to the consumer from the beginning to the effective flow and storage, implementation and control of the process of . "Logistics consists of four key components: the real flow, real storage, and management to coordinate the flow of information. The primary function of logistics is to create time and space effectiveness of the effectiveness of the main ways to overcome the space through the storage distance.Third-party logistics in the logistics channel services provided by brokers, middlemen in the form of the contract within a certain period of time required to provide logistics services in whole or in part. Is a third-party logistics companies for the external customer management, control and operation of the provision of logistics services company.According to statistics, currently used in Europe the proportion of third-party logistics services for 76 percent, the United States is about 58%, and the demand is still growing; 24 percent in Europe and the United States 33% of non-third-party logistics service users are actively considering the use of third-party logistics services. As a third-party logistics to improve the speed of material flow, warehousing costs and financial savings in the cost effective means of passers-by, has become increasingly attracted great attention.First, the advantages of using a third-party logisticsThe use of third-party logistics enterprises can yield many benefits, mainly reflected in:1, focus on core businessManufacturers can use a third-party logistics companies to achieve optimal distribution of resources, limited human and financial resources to concentrate on their core energy, to focus on the development of basic skills, develop new products in the world competition, and enhance the core competitiveness of enterprises.2, cost-savingProfessional use of third-party logistics providers, the professional advantages of mass production and cost advantages, by providing the link capacity utilization to achieve cost savings, so that enterprises can benefit from the separation of the cost structure. Manufacturing enterprises with the expansion of marketing services to participate in any degree of depth, would give rise to a substantial increase in costs, only the use of professional services provided by public services, in order to minimize additional losses. University of Tennessee in accordance with the United States, United Kingdom and the United States EXEL company EMST & YOUNG consulting firm co-organized a survey: a lot of cargo that enable them to use third-party logistics logistics costs declined by an average of percent, the average flow of goods from days to days, stock % lower.3, reduction of inventoryThird-party logistics service providers with well-planned logistics and timely delivery means, to minimize inventory, improve cash flow of the enterprise to achieve cost advantages.4, enhance the corporate imageThird-party logistics service providers and customers is a strategic partnership, the use of third-party logistics provider of comprehensive facilities and trained staff on the whole supply chain to achieve complete control, reducing the complexity of logistics, through their own networks to help improve customer service, not only to establish their own brand image, but also customers in the competition.Second, The purpose of the implementation of logistics managementThe purpose of the implementation of logistics management is to the lowest possible total cost of conditions to achieve the established level of customer service, or service advantages and seek cost advantages of a dynamic equilibrium, and thus create competitive enterprises in the strategic advantage. According to this goal, logistics management to solve the basic problem, simply put, is to the right products to fit the number and the right price at the right time and suitable sites available to customers.Logistics management systems that use methods to solve the problem. Modern Logistics normally be considered by the transport, storage, packaging, handling, processing in circulation, distribution and information constitute part of all. All have their own part of the original functions, interests and concepts. System approach is the use of modern management methods and modern technology so that all aspects of information sharing in general, all the links as an integrated system for organization and management, so that the system can be as low as possible under the conditions of the total cost, provided there Competitive advantage of customer service. Systems approach that the system is not the effectiveness of their various local links-effective simple sum. System means that, there's a certain aspects of the problem and want to all of the factors affecting the analysis and evaluation. From this idea of the logistics system is not simply the pursuit of their own in various areas of the lowest cost, because the logistics of the link between the benefits ofmutual influence, the tendency of mutual constraints, there is the turn of the relationship between vulnerability. For example, too much emphasis on packaging materials savings, it could cause damage because of their easy to transport and handling costs increased. Therefore, the systems approach stresses the need to carry out the total cost analysis, and to avoid the second best effect and weigh the cost of the analysis, so as to achieve the lowest cost, while meeting the established level of customer se rvice purposes.Third, China's enterprises in the use of third-party logistics problems inWhile third-party logistics company has many advantages, but not many enterprises will be more outsourcing of the logistics business, the reasons boil down to:1, resistance to changeMany companies do not want the way through the logistics outsourcing efforts to change the current mode. In particular, some state-owned enterprises, we reflow will also mean that the dismissal of outsourcing a large number of employees, which the managers of state-owned enterprises would mean a very great risk.2, lack of awarenessFor third-party logistics enterprise's generally low level of awareness, lack of awareness of enterprise supply chain management in the enterprise of the great role in the competition.3, fear of losing controlAs a result of the implementation of supply chain companies in enhancing the competitiveness of the important role that many companies would rather have a small but complete logistics department and they do not prefer these functions will be handed over toothers, the main reasons it is worried that if they lose the internal logistics capabilities, customers will be exchanges and over-reliance on other third-party logistics companies.4, the logistics outsourcing has its own complexitySupply chain logistics business and companies are usually other services, such as finance, marketing or production of integrated logistics outsourcing itself with complexity. On a number of practical business, including the integration of transport and storage may lead to organizational, administrative and implementation problems. In addition, the company's internal information system integration features, making the logistics business to a third party logistics companies have become very difficult to operate.5, to measure the effect of logistics outsourcing by many factorsAccurately measure the cost of information technology, logistics and human resources more difficult. It is difficult to determine the logistics outsourcing companies in the end be able to bring the cost of how many potential good things. In addition, all the uniqueness of the company's business and corporate supply chain operational capability, is usually not considered to be internal to the external public information, it is difficult to accurately compare the inter-company supply chain operational capability.Although some manufacturers have been aware of the use of third-party logistics companies can bring a lot of good things, but in practical applications are often divided into several steps, at the same time choose a number of logistics service providers as partners in order to avoid the business by a logistics service providers brought about by dependence.Fourth, China's third-party logistics companies in the development of the problems encounteredA successful logistics company, the operator must have a larger scale, the establishment of effective regional coverage area, with a strong command and control center with the high standard of integrated technical, financial resources and business strategy.China's third-party logistics companies in the development of the problems encountered can be summarized as follows:1, operating modelAt present, most of the world's largest logistics companies take the head office and branch system, centralized headquarters-style logistics operation to take to the implementation of vertical business management. The establishment of a modern logistics enterprise must have a strong, flexible command and control center to control the entire logistics operations and coordination. Real must be a modern logistics center, a profit center, business organizations, the framework, the institutional form of every match with a center. China's logistics enterprises in the operating mode of the problems of foreign logistics enterprises in the management model should be from the domestic logistics enterprises.2, the lack of storage or transport capacityThe primary function of logistics is to create time and space utility theft. For now China's third-party logistics enterprises, some companies focus on storage, lack of transport capacity; other companies is a lot of transport vehicles and warehouses throughout the country little by renting warehouses to complete the community's commitment to customers. 3, network problemsThere are a few large companies have the logistics of the entire vehicle cargo storage network or networks, but the network coverage area is not perfect. Customers in the choice of logistics partner, are very concerned about network coverage and network of regionalbranches of the density problem. The building of the network should be of great importance to logistics enterprises.4, information technologyThe world's largest logistics enterprises have "three-class network", that is, orders for information flow, resources, global supply chain network, the global Resource Network users and computer information network. With the management of advanced computer technology, these customers are also the logistics of the production of high value-added products business, the domestic logistics enterprises must increase investment in information systems can change their market position.Concentration and integration is the third-party logistics trends in the development of enterprises. The reasons are: firstly, the company intends to major aspects of supply chain outsourcing to the lowest possible number of several logistics companies; the second, the establishment of an efficient global third party logistics inputs required for increasing the capital; the third Many third-party logistics providers through mergers and joint approaches to expand its service capabilities.译文物流已广泛应用于经济领域中的英文单词“物流”,军事后勤保障的原意,在二战结束后的第二面。
冷链物流外文翻译

冷链与其物流Jean-Paul Rodriguez 博士和Theo Notteboom 博士1.概观虽然全球化使世界小得多的地区之间的相对距离,这些地区的物理分离仍是一个非常重要的现实。
更大的物理分离,更可能的货运可以在一个复杂的运输业务涉与损坏。
有些货物可能会被损坏受到冲击,而有些人可以不让的温度变化而损坏。
对于易腐物品,特别是食品标示的商品的范围,他们的质量下降,因为他们保持率可大多较低温度下减轻化学反应随着时间的推移。
这需要时间的协调,有效地移动货物,每延迟可以产生消极后果,特别是如果这是易腐货物。
以确保货物不会成为损坏或破坏整个过程中,在制药,医疗,食品等行业的企业正越来越多地依靠冷链技术。
冷链是指温度敏感产品的运输,以与通过热和冷藏包装方法的供应链和后勤规划,以保护这些货物的完整性。
专业化,导致许多企业不仅依靠重要的航运服务提供商,如美国联合包裹服务公司(UPS)和联邦快递,但也更集中的行业专家已经开发出一个利基周围的温度敏感产品的运输后勤专长的潜力,以了解当地的规则,海关和环境条件,以与估计的长度和时间的分布路线,使它们在全球贸易中的重要因素。
因此,物流业经历了几个潜在的利基市场,在全球商品链中的冷链运输的专业化和分割的增长水平。
整个分销业的新的细分市场一直很活跃,以优势的双重发展空间扩展的供应链全球化和各种货物流通的重要支持。
从经济发展的角度,的冷链使许多发展中国家采取易腐产品在全球市场的一部分。
从地理的角度,冷链有下列影响:•全球。
专业化的农业功能,允许对温度敏感的食品运送到遥远的市场。
使疫苗和其他药品或生物制品的分销。
•区域。
可以支持的功能和规模经济,如专门的实验室,专业化的。
•地方。
与时分发到最终消费者,即杂货店和餐馆。
2.冷链物流的兴起虽然全球商品链是相当现代的扩张,在交通运输行业的冷藏温度敏感货物运动是一种实践,可以追溯到1797时,英国渔民使用天然冰,以保护鱼类桩。
这个过程也被看作从农村到城市的消费市场,即乳制品食品运动在19世纪末期。
冷链物流外文参考文献

冷链物流外文参考文献The Cold Chain and its LogisticsAuthors: Dr. Jean-Paul Rodrigue and Dr. Theo Notteboom 1. Overview While Globalization has made the relative distance between regionsof the world much smaller, the physical separation of these same regions is still a very important reality. The greater the physical separation, the more likely freight can be damaged in one of the complex transport operations involved. Some goods can be damaged by shocks while others can be damaged by undue temperature variations. For a range of goods labeled as perishables, particularly food, their quality degrades with time since they maintain chemical reactions which rate can be mostly mitigated with lower temperatures. It takes time and coordination to efficiently move a shipment and every delay can have negative consequences, notably if this cargo is perishable. To ensure that cargo does not become damaged or compromised throughout this process, businesses in the pharmaceutical, medical and food industries are increasingly relying on the cold chain technology.The cold chain refers to the transportation of temperature sensitive products along a supply chain through thermal and refrigerated packaging methods and the logistical planning to protect the integrity of these shipments.Specialization has led many companies to not only rely on major shipping service providers such as the United Parcel Service (UPS) andFEDEX, but also more focused industry specialists that have developed a niche logistical expertise around the shipping of temperature sensitive products. The potential to understand local rules, customs and environmental conditions as well as an estimation of the length and time of a distribution route make them an important factor in global trade. As a result, the logistics industry is experiencing a growing level of specialization and segmentation of cold chain shipping in several potential niche markets within global commodity chains. Whole new segments of the distribution industry have been very active in taking advantage of the dual development of the spatial extension of supply chains supported by globalization and the significant variety of goods in circulation. From an economic development perspective, the cold chain enables many developing countries to take part in the global perishable products market. From a geographical perspective, the cold chain has the following impacts:, Global. Specialization of agricultural functions permitting the transport of temperaturesensitive food products to distant markets. Enables the distribution of vaccines and otherpharmaceutical or biological products., Regional. Can support the specialization of functions and economies of scale, such asspecialized laboratories., Local. Timely distribution to the final consumer, namely grocery stores and restaurants. 2. Emergence of Cold Chain Logistics While global commodity chains are fairly modern expansions in the transportation industry, the refrigerated movement of temperature sensitive goods is a practice that dates back to 1797 when British fishermen used natural ice to preserve their fish stock piles. This process was also seen in the late 1800s for the movement of food from rural areas to urban consumption markets, namely dairy products. Cold storage was also a key component of food trade between colonial powers and their colonies. For example, in the late 1870s and early 1880s, France was starting to receive large shipments of frozen meat and mutton carcasses from South America, while Great Britain imported frozen beef from Australia and pork and other meat from New Zealand. By 1910,600,000 tons of frozen meat was being brought into Great Britain alone. The first reefer ship for the banana trade was introduced in 1903 by the United Food Company. This enabled the banana to move from an exoticfruit that had a small market because it arrived in markets too ripe, to one of the world's most consumed fruit. The temperature controlled movement of pharmaceuticals and medical supplies is a much more modern transit option than the shipping of refrigerated or frozen food. Since the 1950s, logistical third party companies began to emerge andinstitute new methods for successfully transporting these global commodities. Before their emergence, cold chain processes weremostly managed in house by the manufacturer. In the United States, Food and Drug Administration restrictions and accountability measures over the stability of the cold chain incited many of these companies to rely on specialty couriers rather than completely overhauling their supply chain facilities. A specialized industry was thus born. The value of the cold chain in the preservation of expensive vaccines and medical supplies was only beginning to be recognized when these logistical providers started to appear. As awareness began to grow, so did the need for efficient management of the cold chain. The reliance on the cold chain continues to gain importance. Within the pharmaceutical industry for instance, the testing, production and movement of drugs relies heavily on controlled and uncompromised transfer of shipments. A large portion of the pharmaceutical products that move along the cold chain are in the experiment or developmental phase. Clinical research andtrials is a major part of the industry that costs millions of dollars, but one that also experiences a failure rate of around 80%. According to the Healthcare Distribution Management Association, of the close to 200 billion dollars in pharmaceutical distribution, about 10% are drugs that are temperature sensitive. This makes the cold chain responsible for transporting a near 20 billion dollar investment. If these shipments should experience any unanticipated exposure to variant temperature levels, they run the risk of becoming ineffective or even harmful to patients.Temperature control in the shipment of foodstuffs is a component of the industry that has continued to rise in necessity with international trade. As a growing number of countries focus their export economy around food and produce production, the need to keep these products fresh for extended periods of time has gained in importance. Increasing income levels create a change in diet with amongst others a growing appetite for fresh fruit and higher value foodstuffs such as meat and fish. Persons with higher socioeconomic status and with more economic means are more likely to consume vegetables and fruit, particularly fresh, not only in higher quantities but also in greater variety. Consumers with increasing purchase power have become preoccupied with healthy eating, therefore producers and retailers have responded with an array of exotic fresh fruits originating from around the world.Any major grocery store around the world is likely to carry tangerines from South Africa, apples from New Zealand, bananas from Costa Rica and asparagus from Mexico. Thus, a cold chain industry has emerged to service these commodity chains. In 2002, an estimated 1200 billion dollars' worth of food was transported by a fleet of 400,000 refrigerated containers (Reefers). Alone, the United States imports about 30% of its fruits and vegetables and 20% of its food exports can be considered perishables. The uncompromised quality and safety of this food is often taken for granted, despite being the main reason behind the ability to sell the food. The cold chain serves the function of keeping food fresh for extended periods and eliminating doubts over thequality of the food products. In all the supply chains it is concerned with, cold chain logistics favor higher levels of integration since maintaining temperature integrity requires a higher level of control of all the processes involved. It may even incite third party logistics providers to acquire elements of the supply chain where time and other performance factors are the most important, even farming. This may involve the acquisition of produce farms (e.g. oranges) to insure supply reliability.3. Providing Temperature Controlled EnvironmentsThe success of industries that rely on the cold chain comes down to knowing how to ship a product with temperature control adapted to the shipping circumstances. Different products require different temperature level maintenance to ensure their integrity throughout the travel process. For instance, the most common temperature standards are "banana" (13 ?C), "chill" (2 ?C), "frozen" (-18 ?C) and "deep frozen" (-29 ?C). Staying within this temperature is vital to the integrity of a shipment along the supply chain and for perishables it enables to insure and optimal shelf life. Any divergence can result in irrevocable and expensive damage; a product can simply lose any market or useful value.Being able to ensure that a shipment will remain within a temperature range for an extended period of time comes down largely to the type of container that is used and the refrigeration method. Factors such as duration of transit, the size of the shipment and the ambient or outside temperatures experienced are important in deciding what type ofpackaging is required. They can range from small insulated boxes that require dry ice or gel packs, rollingcontainers, to a 53 footer reefer which has its own powered refrigeration unit. The major coldchain technologies involve:, Dry ice. Solid carbon dioxide, is about -80?C and is capable of keeping a shipment frozen for an extended period of time. It is particularly used for the shipping of pharmaceuticals, dangerous goods and foodstuffs. Dry ice does not melt, instead it sublimates when it comes in contact with air., Gel packs. Large shares of pharmaceutical and medicinal shipments are classified as chilled products, which means they must be stored in a temperature range between 2 and 8?C. The common method to provide this temperature is to use gel packs, or packages that contain phase changing substances that can go from solid to liquid and vice versa to control an environment. Depending on the shipping requirements, these packs can either start off in a frozen or refrigerated state. Along the transit process they melt to liquids, while at the same time capturing escaping energy and maintaining an internal temperature. , Eutectic plates. The principle is similar to gel packs. Instead, plates are filled with a liquid and can be reused many times., Liquid nitrogen. An especially cold substance, of about -196?C, used to keep packages frozen over a long period of time. Mainly used totransport biological cargo such as tissues and organs. It is consideredas an hazardous substance for the purpose of transportation., Quilts. Insulated pieces that are placed over or around freight to act as buffer in temperature variations and to maintain the temperature relatively constant. Thus, frozen freight will remain frozen for alonger time period, often long enough not to justify the usage of more expensive refrigeration devices. Quilts can also be used to keep temperature sensitive freight at room temperature while outsideconditions can substantially vary (e.g. during the summer or the winter)., Reefers. Generic name for a temperature controlled container,which can be a van, small truck, a semi or a standard ISO container. These containers, which are insulated, arespecially designed to allow temperature controlled air circulation maintained by anattached and independent refrigeration plant. The term increasingly apply to refrigeratedforty foot ISO containers.Perishable or temperature sensitive items are carried inrefrigerated containers (called "reefers"), that account for a growing share of the refrigerated cargo being transported around the world.While in 1980 33% of the refrigerated transport capacity in maritime shipping was containerized, this share rapidly climbed to 47% in 1990, 68% in 2000 and 90% in 2010. About 1.69 million TEUs of reefers werebeing used by 2009. All reefers are painted white to increase the albedo(share of the incident light being reflected; high albedo implies less solar energy absorbed by the surface) with the dominant size being 40 high-cube footers (45R1 being the size and type code). For instance alow albedo container can have its internal temperature increase to 50 ?C when the external temperature reaches 25 ?C on a sunny day while a high albedo container see its internal temperature increase to only 38 ?C under the same conditions.The refrigeration unit of a reefer requires an electric power source during transportation and at a container yard. Regular containerships have 10 to 20% of their slots adapted to carry reefers, with some ships having up to 25% of their slots being dedicated. It is important to underline that the refrigeration units are designed to maintain the temperature within a prefixed range, not to cool it down. This implies that the shipment must be brought to the required temperature before being loaded into a reefer, which requires specialized warehousing and loading / unloading facilities. A new generation of reefers is coming online, which are equipped with an array of sensors monitoringeffectively the temperature and shutting the cooling plant when unnecessary. This enables to improve the reliability of temperature control and well as extend the autonomy of the reefer.The growth of the intermodal transportation of reefers hasincreasingly required transport terminals, namely ports, to dedicate a part of their storage yards to reefers. This accounts between 1% to 5%of the total terminal capacity, but can be higher for transshipment hubs.The stacking requirements simply involve having an adjacent power outlet, but the task is more labor intensive as each container must be plugged and unplugged manually and thetemperature to be monitored regularly as it is the responsibility of the terminal operator to insure that the reefers keep their temperature within preset ranges. This may also forbid the usage of an overhead gantry crane implying that the reefer stacking area can be serviced by different equipment. Even if reefers involve higher terminal costs, they are very profitable due to the high value commodities they transport.4. The Setting and Organization of Cold ChainsMoving a shipment across the supply chain without suffering any setbacks or temperature anomalies requires the establishment of a comprehensive logistical process the maintain the shipment integrity. This process concerns several phases ranging from the preparation of the shipments to final verification of the integrity of the shipment at the delivery point:, Shipment preparation. When a temperature sensitive product isbeing moved, it is vitalto first assess its characteristics. A key issue concerns the temperature conditioning of theshipment, which should be already at the desired temperature. Cold chain devices arecommonly designed to keep a temperature constant, but not to bring a shipment to thistemperature, so they would be unable to perform adequately if a shipment is not preparedand conditioned. Other concerns include the destination of the shipment and the weatherconditions for those regions, such as if the shipment will be exposed to extreme cold orheat along the transport route., Modal choice. Several key factors play into how the shipment will be moved. Distancebetween the origin and the final destination (which often includes a set of intermediarylocations), the size and weight of the shipment, the required exterior temperatureenvironment and any time restrictions of the product all effect the available transportationoptions. Short distances can be handled with a van or truck, while a longer trip mayrequire an airplane or a container ship., Custom procedures. If the freight crosses boundaries, custom procedures can becomevery important, since cold chain products tend to be time sensitive and more subject toinspection than regular freight (e.g. pharmaceuticals and biological samples). Thedifficulty of this task differs depending on the nation (or economic bloc) and the gatewaysince there are variations in procedures and delays., The "Last Mile". The last stage is the actual delivery of the shipment to its destination,which in logistics is often known as the “last mile”. Key considerations when arranging afinal delivery concern not only the destination, but the timing. Trucks and vans, theprimary modes of transportation for this stage, must meet the specifications necessary totransfer the cold chain shipment. Also important is the final transfer of the shipment intothe storage facilities as there is potential for a breach of integrity., Integrity and quality assurance. After the shipment has been delivered, anytemperature recording devices or known temperature anomalies must be recorded andmade known. This is the step of the logistical process that creates trust and accountability,particularly if liability for a damaged shipment is incurred. If problems or anomalies thatcompromise a shipment do occur, an effort must be made to identify the source and findcorrective actions.Therefore, the setting and operation of cold chains is dependent on the concerned supply chains since each cargo unit to be carried has different requirements in terms of demand, load integrity and transport integrity.5. Food TransportationThere is a variety of methods for the transport of food productswith the banana accounting for the world's most significant commodity transported in the food cold chain with 20% of all seaborne reefers trade. Land, sea and air modes all have different structures for keeping food fresh throughout the transport chain. Innovations in packaging,fruit and vegetable coatings, bioengineering (controlled ripening), and other techniques reducing the deterioration of food products have helped shippers extend the reach of perishable products. For food products such as fruits and vegetables, time has a direct impact on their shelf life and therefore on the potential revenue a consignment may generate. Concomitantly, new transport technologies have permitted the shipment of perishable products over longer distances. For instance, improved roads and intermodal connections along the African coast reduced transport time for food to European markets from 10 days to 4 days.Certain domestic or transnational supply chains may only require one transportation mode, but many times ground shipments are one link in a combination of transport modes. This makes intermodal transfer critical for the cold chain. Intermodal shipments typically use either 20 or 40 footers refrigerated containers that are capable of holding up to 26 tons of food. The container makes loading and unloading periods shorter and less susceptible to experiencing damage. The environments in these containers are currently controlled electronically by either plugging into a generator or power source on the ship or truck, but early food shipments would cycle air from stores of wet or dry ice to keep the food refrigerated. The efficiency of cold chain logistics permitted the consolidation of cold storage facilities. Moving away from ice refrigeration has allowed for much greater distances to be traveled and has greatly increased the size of the global food market, enabling many developing countries to capture new opportunities. Another efficient mode for transporting foodstuffs is air travel. While this is a preferred form of travel for highly perishable and valuable goods due to its ability to move much faster over longer distances, it does lack the environment control and transfer ease of the ground and sea transports. Also, during the flight the cargo is stored in a 15?C – 20?C environment, but close to 80% of the time the package is exposed to exterior weather while waiting to be loaded onto the plane or being moved to and from the airfield. This is troubling considering the value of the food and the importance placed behind quality and freshness. Inorder for this form of food transport to experience growth among market users, more uncompromising strategies and regulations will have to be embraced and enacted. Food transportation is an industry that has fully adapted to the cold chain and can, despite the problems with air transport, be considered the most resilient, particularly since a large majority of food products have a better tolerance to temporaryvariations of transport temperatures. As a result, small errors can be compounded without the concern of irreversible damage. For instance, for the transportation of produces, for every hour of delay in the pre-cooling of shipments, an equivalent one day loss of shelf life must be accounted. The usage of refrigerated containers has particularly helped, since they account for more than 50% of allthe refrigerated cargo transported in the world. Source loading can be an important factor extending the shelf life of a cold chain product since it is loaded in a reefer directly at the place of production without additional handling. For instance, source loading into a reefer can expand the shelf life of chilled meat by about 25 days (from 30-35 days to 55-60 days) from conventional methods and thus considerably expand the market potential of the product. The efficiency andreliability of temperature controlled transportation has reached a point which allows the food industry to take advantage of global seasonable variations, meaning that during the winter the southern hemisphere can export perishable goods to the northern hemisphere while an opposite trade, generally of smaller scale, takes place during the summer.Countries such as Chile have substantially benefited from this and have developed an active agricultural and food transformation industry mainly servicing the North American market during the winter, but also with several niche markets such as wine. A similar issue concerns some African countries such as Kenya that have developed a fresh produce and flower industries catering the European market. The fast food industry is also an active user of cold chain logistics as every outlet can be considered as a factory, with dozens of workers with schedules and shifts, inventory management and the supply chain of components (many of which are temperature sensitive), and which are assembly lines producing quality-controlled and high-volume products.。
疫苗供应链和冷链物流运输外文文献翻译2020

疫苗供应链和冷链物流运输外文翻译2020英文Cold chain transportation decision in the vaccine supply chainBenjamin LevAbstractVaccines are a special kind of drug, the quality of which is highly sensitive to temperature and directly related to public health. Recently, numerous vaccine-related adverse events have occurred in the world, especially in developing countries, due to vaccines being exposed to inappropriate temperatures during their transportation. This paper considers the vaccine supply chain including a distributor and a retailer (hospital or clinic). The distributor decides to use a cold chain or non-cold chain to transport the vaccines. The retailer performs an inspection when receiving the vaccines. First, a basic model is developed to study the conditions under which the distributor will transport the vaccines via a cold chain or non-cold chain. Then, two common inspection policies (a single-step one and a two-step one) are introduced into the basic model to explore the impact of the retailer's inspection at the end of transportation on the distributor's original decision. We show that the retailer's single-step inspection influences the distributor to choose the cold chain option. Interestingly, we prove that the two-step inspection policy is less effective than the single-step one in this effect. We suggest that theretailer's role in improving the distributor's non-cold chain transportation behavior should be fully used.Keywords:Supply chain management,V accine transportation,Cold chain,Distributor decision,Retailer inspectionVaccines are one of the most cost-effective methods to prevent infectious diseases. The World Health Organization (WHO, 2018) reported that vaccinations could prevent two to three million deaths per year. According to estimates, the mortality reductions in nine diseases due to vaccinations averaged 97.8% (Ventola, 2016). However, in recent years, quite a few vaccine-related adverse events put many recipients at risk, especially in developing countries. For example, in Indonesia, counterfeit polio vaccine production resulted in polio outbreaks in 2005 and 2016. In the Philippines, more than 730,000 children over the age of 9 were inoculated with dengue vaccines that were produced by Sanofi Pasteur in 2017, but the vaccines may be harmful to people who had not been previously infected. In China, Changsheng Biotechnology Company violated childhood vaccine production standards and counterfeited production records in 2018, which raised widespread concern in China. In Australia, vaccines were found to be incorrectly stored or expired at a practice in Sydney in 2019, which caused that 3000 patients who received vaccinations here since 2010 had to be vaccinated again.Unlike other common drugs, vaccines are unique drugs, which arevery sensitive to temperature. When vaccines are exposed to temperatures outside the appropriate range, their potency diminishes (WHO, 2015). That is, the vaccines become useless. Therefore, in order to maintain their quality, vaccines should be continuously kept within their determined temperature range from production to use. The lack of proper storage and transportation temperatures for vaccines is one of the common factors limiting full and equitable immunization in many countries (Brison & LeTallec, 2017). In this paper, we define a non-cold chain as that a company does not use a cold chain or that it uses a cold chain but fails to meet standards. Some stingy companies in the vaccine industry will use non-cold chains to store or transport vaccines. For instance, in 2016, 25 kinds of vaccines were found to be illegally distributed to medical facilities in at least 24 provinces in China without approved temperature conditions since 2011, causing economic losses of more than 88 million dollars (Cao, Zheng, Cao, Cui & Xiao, 2018; Qiu, Hu, Zhou & Liu, 2016).A person is naturally protected with their immune system against diseases. Vaccines are an extra layer of protection. Some stingy companies will use non-cold chains assuming that the individual will not be infected and therefore will never discover useless vaccines. For example, less than 5% of healthy adults who are infected with hepatitisB will develop chronic infections (WHO, 2019). In other words, for healthyadults who are infected with hepatitis B, there is a small probability of developing chronic infections, even if the recipients receive useless vaccines. Most individuals do not have the means, knowledge, or capability to differentiate between effective and ineffective vaccines, which can only be done using special equipment and professional technicians. Additionally, many developing countries do not have sufficient cold chain capacity (Ashok, Brison & LeTallec, 2017) and effective vaccine regulation policies and penalties. Moreover, unreliable electricity power systems and poor road conditions in many developing countries often result in cold chain breakdowns (Duijzer, Jaarsveld & Dekker, 2018; Lauton, Rothkopf & Pibernik, 2019). The WHO and UNICEF (the United Nations International Children's Emergency Fund) assessments in 65 low and lower-middle income developing countries revealed that few countries met minimum standards for effective vaccine storage, distribution, handling, and stock management (Lydon, Raubenheimer, Arnot-Krüger & Zaffran, 2015). Hence, it is reasonable to deduce that the China's vaccine distribution scandal in 2016 is not an isolated case in developing countries. For instance, transportation of some kinds of vaccines requires refrigeration and freezing (Goldberg & Karhi, 2019). However, it was reported that 35.3% of shipments and 21.9% of refrigerators were found to be at temperatures below the WHO recommended freezing temperature range for vaccines (Matthias,Robertson, Garrison, Newland & Nelson, 2007). Murhekar et al. (2013) found that up to two-thirds of vaccines were damaged by freeze exposure in transit between state stores and administration sites across ten states in India and that exposure to subzero temperatures was frequent during vaccine storage at peripheral facilities and vaccine transportation.Unsound vaccines that are caused by non-cold chain storage and transportation put a large population at long-term risk of potential outbreaks of some diseases. Thus, non-cold chain storage and transportation has drawn public attention and has taken a center stage of concern within the vaccine management research community. The increased awareness of the risks arising from unsound vaccines has prompted relevant studies. Duijzer et al. (2018) discuss 65 publications that deal with topics that are related to vaccination in top Operations Research/Operations Management journals. They classify those publications into the four groups of product, production, allocation, and distribution, and then they identify the promising research directions in this relatively new field. In our paper, we focus on the distribution part of the vaccine supply chain, since it is the longest portion of the transportation process and has many handling steps that are subject to inappropriate temperatures.In this paper, we discuss the distributor's transportation decision to adopt a cold chain for vaccines or not. Then, we explore how the retailer'sinspection at the end of transportation affects the distributor's decision at the beginning. We make the following contributions. First, we develop a basic model to discuss the distributor's cold chain transportation decision and the conditions under what the distributor will use a cold chain or non-cold chain for vaccines. Second, we show that the retailer's inspection at the end of transportation affects the distributor's decision at the beginning and influences the distributor towards the cold chain option (and away from the non-cold chain option). Third, the analysis of two commonly used inspection policies of the retailer shows that the two-step inspection policy that seems stricter than the single-step one is less effective in this influence. Overall, we illustrate the retailer's role in influencing the distributor's cold chain or non-cold chain decision and suggest that the retailer's role in improving the distributor's non-cold chain transportation behavior should be fully used.Due to the significant role of vaccines in preventing the outbreaks of infectious diseases, researchers have been interested in and studied the vaccine supply chain from various perspectives. Lemmens, Decouttere, Vandaele and Bernuzzi (2016)review the relevant literature to determine whether the decisions at the strategic, tactical, and operational levels are able to address the vaccine supply chain's key issues, such as limited shelf life, cold chain distribution, and accessing remote areas. Dai, Cho and Zhang (2016) study a supply chain contracting problem considering theuncertainties surrounding the design, delivery, and demand of the influenza vaccine. They construct a buyback-and-late-rebate (BLR) contract in order to coordinate the supply chain and provide full flexibility for dividing the profits between the members of the supply chain. Chick, Hasija and Nasiry (2017) explore the government procurement of the influenza vaccine whose supplier is for-profit and has an uncertain production yield, private information, and potentially unverifiable production efforts. They provide the optimal menu within practically implementable contracts. Lee and Haidari (2017) indicate that the failure to understand and properly address issues in the vaccine supply chain will greatly reduce vaccines’ effects. They discuss how the different roles in vaccine decision-making are affected by considering the vaccine supply chain's effects. Buyuktahtakin, des-Bordes and Kibiş (2018) introduce a new epidemics-logistics mixed-integer programming model to control an infectious disease outbreak. Duijzer, van Jaarsveld and Dekker (2018) model disease progression using the seminal SIR (Susceptible-Infected-Recovered) model and discuss the benefits of combining early aspecific vaccination with later specific vaccination. Shamsi, Ali Torabi and Shakouri (2018) use the SIR model to develop a contract for provisioning vaccines from two suppliers in order to ensure the timely and adequate supply of vaccines in disastrous situations. Rahimian, Bayraksan and Homem-de-Mello (2019) usedistributionally robust optimization to control risk and demand ambiguity in newsvendor models that are fundamental to many operations models, such as vaccine production. Wu, Wang and Shang (2019) study the multi-sourcing and vertical information sharing problem in the supply chain where firms often employ multi-sourcing facing supply uncertainty, such as vaccine supply. These studies illustrate the importance of the vaccine supply chain to vaccines’ effects.Among the literature on the vaccine supply chain, vaccine quality issues are of particular relevance to our work. Crawford et al. (2014) compare the passive and active surveillance of adverse events following immunization (AEFI) and discuss the role of the active surveillance in vaccine safety programs. Liu et al. (2015) review the development, status, and key aspects of the Chinese AEFI surveillance system and describe the challenges and plans for vaccine safety assessments in China. Shimabukuro, Nguyen, Martin and DeStefano (2015) describe the fundamental vaccine safety concepts. They refer to a vaccine adverse event as an adverse event following immunization, i.e., an adverse health event or problem that occurs following or during the administration of a vaccine. Lopalco (2016) indicates that during the last decades, effective communication has become increasingly more important due to the progressive lack of public confidence towards vaccination. Evidence-based communication that is supported by reliableinformation on vaccine effectiveness and safety may be central for improving vaccine confidence and assuring mutual protection. Clements, Lawrence and Macartney (2017) describe the efforts that have been taken to ensure that a vaccine is manufactured, tested, and administered within a safe environment and identify how vaccine safety is measured and monitored after a vaccine is licensed for use in the population. The research work on vaccine quality issues mainly focuses on the in-process surveillance and subsequent response of AEFI, while it lacks in-advance causal analysis and prevention. In addition, the focus of much of the existing work is on vaccine quality issues with respect to the vaccines themselves, while less attention is paid to the vaccine quality issues that are caused by external factors, such as non-cold chain transportation.Although the existing literature on vaccine quality issues has yet to be supplemented, extensive work has been carried out on product quality issues in other settings. Villas-Boas (1998) models a product line design problem for the distribution channel where different products are identified by different quality levels and the customer market is composed of different segments that value quality differently. Wertheimer, Chaney and Santella (2003) examine the problem of drug counterfeiting and its effects around the world in order to consider the likely directions that this problem will take. Starbird and Amanor-Boadu (2008) believe that information asymmetry is one of the main causes for agriculturalproducts’ quality and safety problems. Xu (2009) discusses and compares the joint wholesale pricing and product quality decision problems of the manufacturer in two distribution channels considering different features of its marginal revenue function. Shi, Liu and Petruzzi (2013) study the optimal quality decision of the manufacturer with different distribution channel structures whose effect on product quality depends on the type of consumer heterogeneity and consumer distribution in the market. Degardin, Roggo and Margot (2014) show that medical counterfeiting is a serious worldwide issue involving manufacturing and distribution issues. The huge profits that are made by counterfeiters and the complexity of drug markets are the two main reasons for the expansion of this phenomenon. For instance, in 2007, Changzhou SPL, one of Baxter's contract manufacturers, used hypersulfated chondroitin sulfate to produce an adulterated blood-thinning drug, Heparin. In 2015, the New York Attorney General's Office exposed four retailers, Wal-Mart, GNC, Target, and Walgreens, for selling counterfeit dietary supplements. Eser, Kurtulmusoglu, Bicaksiz and Sumer (2015) summarize the demand and supply sides of counterfeits and analyze the counterfeit supply chain in Turkey based on semi-structured interviews. Liu, Shi and Petruzzi (2018)analyze how market size uncertainty affects the effects of centralized and decentralized channel distribution on the manufacturer's optimal quality provision for themarket where consumers are heterogeneous in valuing product quality, and then they prove that the market size uncertainty decreases the quality differential. Zhang, Cao and He (2019) analyze the interrelationship between an e-retailer platform's contract choice and a manufacturer's product quality decision. They find that product quality, whether exogenously or endogenously given, affects a platform's contract choice.Some research discusses how to deal with product quality issues. Mackey and Liang (2011) propose a global policy framework utilizing public-private partnership (PPP) models with centralized surveillance for cooperation and coordination in order to combat the counterfeit drug industry. Babich and Tang (2012) compare three mechanisms for managing product adulteration problems: deferred payments, inspection, and combined mechanisms. Tang and Babich (2014) discuss how to use social and economic motives to reduce Chinese product adulteration. They first identify four underlying motives: severe price pressure, short-term opportunism, asymmetric information, and rampant government corruption and ineffectual legal system. Zhang and Xue (2016) conduct an aggregated analysis on food fraud and economically motivated adulteration in China based on 1553 media reports on food safety scandals and concerns.Our work is also related to the literature on the implication of the cold chain. Matthias et al. (2007) point out that the specificity of vaccinemanagement puts additional pressure on the already fragile cold chain, the distribution network, and the procedure that is used to maintain vaccine quality from the manufacturer to recipients. Due to the temperature sensitivity of biopharmaceuticals, the cold chain has become an increasingly significant part of the overall pharmaceutical supply chain (Bishara, 2006). Cai, Chen, Xiao and Xu (2010) consider a long-distance transportation supply chain in which the distributor procures a kind of fresh product from the producer and then has to make an appropriate effort to preserve the freshness of the products. A model is developed considering factors including the level of the freshness keeping effort and the selling price that is affected by the freshness. Lan, Zhao, Su and Liu (2014) analyze the food cold chain equilibrium based on the collaborative replenishment policy. The supplier and the retailer participate in the non-cooperative game to achieve the equilibrium in terms of quantity and price while considering the relationship between food quality and its price. Yu and Xiao (2017) develop two Stackelberg models to investigate the pricing and service level decisions of a fresh agri-product supply chain consisting of a supplier, a retailer, and a third-party logistics provider while considering the exogenous cold chain service price. Hibbs et al. (2018) search the V AERS database from 2008–2012 for reports describing vaccines being kept outside the recommended temperature range and analyze those reports in order to determine whether cold chainmanagement breakdowns will make vaccines unsound. They suggest that the lack of vigilance, inadequate training, and equipment failure are the reasons that are cited for cold chain management breakdowns. The literature in this area mainly discusses two topics of the cold chain. One is the significance of the cold chain to temperature-sensitive products, and the other is the decision models regarding the cold chain as an exogenous variable that impacts product quality. Our work differs from the previous literature by focusing on the cold chain transportation decision in the vaccine supply chain and taking its impact on vaccine quality into account.Overall, scholars study the topics related to the vaccine supply chain, vaccine and product quality issues, and the implication of the cold chain. Their work provides ideas and methods that are helpful to our work. However, the existing research on vaccine quality issues and the vaccine cold chain is limited. To the best of our knowledge, our work is the first one to discuss the distributor's cold chain transportation decision. Our work studies under what conditions the distributor will use a cold chain or non-cold chain to transport vaccines considering the impact of a cold chain on vaccine quality. Further, we introduce the role of the retailer into the basic model. We explore how the retailer's inspection at the end of transportation affects the distributor's original decision.In this study, we focus on the distributor's cold chain transportationdecision problem of temperature-sensitive vaccines in developing countries. We examine the distributor's motives to transport vaccines using a cold chain or non-cold chain and analyze how the retailer's inspection affects the distributor's decision-making in its transportation mode for vaccines. By establishing and using the basic model, we determine under what conditions the distributor will use a cold chain or non-cold chain to transport vaccines. Further, two commonly used inspection policies of the retailer are introduced into the basic model. First, we find that the retailer's single-step inspection influences the distributor to choose the cold chain option. Second, the comparison between these two inspection policies shows that the two-step inspection is less effective than the single-step one in this influence. These results suggest that the retailer should improve their inspection policy in order to identify the distributor's decision and the malfunctions situations. We also show that the asymmetric information of the cold chain costs between the two parties has a positive effect on ensuring the retailer to perform an inspection.In the future, some follow-up studies could be conducted to further discuss the impact of the retailer's inspection on the distributor's decision considering a repeated game between the two parties and the retailer's random inspection policy. In this paper, we assume that the retailer will accept the vaccines that are transported using a non-cold chain when itsincome from the vaccines will cover its expected loss in a vaccine-related adverse event and the vaccine price. Such an assumption may lead to collusion between the distributor and the retailer. It is not enough to only depend on the retailer to prevent invalid vaccines from entering the market. It will make sense to explore how policy makers regulate and improve the distributor's and the retailer's behavior using measures, such as regulation frequency, penalty or reward.中文疫苗供应链中的冷链运输决策本杰明列夫摘要疫苗是一种特殊的药物,其质量对温度高度敏感,并与公共卫生安全直接相关。
冷链物流外文翻译文献综述

冷链物流外文翻译文献综述(文档含中英文对照即英文原文和中文翻译)(AbstractQuality control and monitoring of perishable goods during transportation and delivery services is an increasing concern for producers, suppliers, transport decision makers and consumers. The major challenge is to ensure a continuou s …cold chain‟ from producer to consumer in order to guaranty prime condition of goods. In this framework, the suitability of ZigBee protocol for monitoring refrigerated transportation has been proposed by several authors. However, up to date there was not any experimental work performed under real conditions. Thus, the main objective of our experiment was to test wireless sensor motes based in the ZigBee/IEEE 802.15.4 protocol during a real shipment. The experiment was conducted in a refrigerated truck traveling through two countries (Spain and France) which means a journey of 1,051 kilometers. The paper illustrates the great potential of this type of motes, providing information about several parameters such as temperature, relative humidity, door openings and truck stops. Psychrometric charts have also been developed for improving the knowledge about water loss and condensation on the product during shipments.1. IntroductionPerishable food products such as vegetables, fruit, meat or fish require refrigerated transportation. For all these products, Temperature (T) is the most important factor for extending shelf life, being essential to ensure that temperatures along the cold chain are adequate. However, local temperature deviations can be present in almost any transport situation. Reports from the literature indicate gradients of 5 °C or more, when deviations of only a few degrees can lead to spoiled goods and thousands of Euros in damages. A recent study shows that refrigerated shipments rise above the optimum temperature in 30% of trips from the supplier to the distribution centre, and in 15% of trips from the distribution centre to the stores. Roy et al. analyzed the supply of fresh tomato in Japan and quantified product losses of 5% during transportation and distribution. Thermal variations during transoceanic shipments have also been studied. The results showed that there was a significant temperature variability both spatially across the width of the container as well as temporally along the trip, and that it was out of the specification more than 30% of the time. In those experiments monitoring was achieved by means of the installation of hundreds of wired sensors in a single container, which makes this system architecture commercially unfeasible.Transport is often done by refrigerated road vehicles and containers equipped with embedded cooling systems. In such environments, temperatures rise very quickly if a reefer unit fails. Commercial systems are presently available for monitoring containers and trucks, but they do not give complete information about the cargo, because they typically measure only temperature and at just one point.Apart from temperature, water loss is one of the main causes of deterioration that reduces the marketability of perishable food products. Transpiration is the loss of moisture from living tissues. Most weight loss of stored fruit is caused by this process. Relative humidity (RH), T of the product, T of the surrounding atmosphere, and air velocity all affect the amount of water lost in food commodities. Free water or condensation is also a problem as it encourages microbial infection and growth, and it can also reduce the strength of packagingmaterials.Parties involved need better quality assurance methods to satisfy customer demands and to create a competitive point of difference. Successful transport in food logistics calls for automated and efficient monitoring and control of shipments. The challenge is to ensure a continuous …cold chain‟ from producer to consumer in order to guaranty prime condition of goods .The use of wireless sensors in refrigerated vehicles was proposed by Qingshan et al. as a new way of monitoring. Specialized WSN (Wireless Sensor Network) monitoring devices promise to revolutionize the shipping and handling of a wide range of perishable products giving suppliers and distributors continuous and accurate readings throughout the distribution process. In this framework, ZigBee was developed as a very promising WSN protocol due to its low energy consumption and advanced network capabilities. Its potential for monitoring the cold chain has been addressed by several authors but without real experimentation, only theoretical approaches. For this reason, in our work real experimentation with the aim of exploring the limits of this technology was a priority.The main objective of this project is to explore the potential of wireless ZigBee/IEEE 802.15.4 motes for their application in commercial refrigerated shipments by road. A secondary objective was to improve the knowledge about the conditions that affect the perishable food products during transportation, through the study of relevant parameters like temperature, relative humidity, light, shocking and psychrometric properties.2. Materials and Methods2.1. ZigBee MotesFour ZigBee/IEEE 802.15.4 motes (transmitters) and one base station (receiver) were used. All of them were manufactured by Crossbow. The motes consist of a microcontroller board (Micaz) together with an independent transducer board (MTS400) attached by means of a 52 pin connector. The Micaz mote hosts an Atmel ATMEGA103/128L CPU running the Tiny Operating System (TinyOS) that enables it to execute programs developed using the nesC language. The Micaz has a radio device Chipcon CC2420 2.4 GHz 250 Kbps IEEE 802.15.4. Power is supplied by two AA lithium batteries.The transducer board hosts a variety of sensors: T and RH (Sensirion SHT11), T and barometric pressure (Intersema MS5534B), light intensity (TAOS TSL2550D) and a two-axis accelerometer (ADXL202JE). A laptop computer is used as the receiver, and communicates with the nodes through a Micaz mounted on the MIB520 ZigBee/USB gateway board.Each Sensirion SHT11 is individually calibrated in a precision humidity chamber. The calibration coefficients are used internally during measurements to calibrate the signals from the sensors. The accuracies for T and RH are ±0.5 °C (at 25 °C) and ±3.5% respectively.The Intersema MS5534B is a SMD-hybrid device that includes a piezoresistive pressure sensor and an ADC-Interface IC. It provides a 16 bit data word from a pressure and T (−40 to +125°C) dependent voltage. Additionally the module contains six readable coefficients for a highly accurate software calibration of the sensor.The TSL2550 is a digital-output light sensor with a two-wire, SMBus serial interface. It combines two photodiodes and an analog-to digital converter (ADC) on a single CMOS integrated circuit to provide light measurements over a 12-bit dynamic range. The ADXL202E measures accelerations with a full-scale range of ±2 g. The ADXL202E can measure both dynamic acceleration (e.g., vibration) and static acceleration (e.g., gravity).2.2. Experimental Set UpThe experiment was conducted in a refrigerated truck traveling during 23 h 41 m 21 s from Murcia (Spain) to Avignon (France), a distance of 1,051 km. The truck transported approx.14,000 kg of lettuce var. Little Gem in 28 pallets of 1,000 × 1,200 mm . The lettuce was packed in cardboard boxes with openings for air circulation.The length of the semi-trailer was 15 m with a Carrier Vector 1800 refrigeration unit mounted to the front of the semi-trailer. For this shipment the set point was 0 °C.The truck was outfitted with the wireless system, covering different heights and lengths from the cooling equipment, which was at the front of the semi-trailer. Four motes were mounted with the cargo (see Figure 1): mote 1 was at the bottom of the pallets in the front side of the semi-trailer, mote 2 was in the middle of the semi-trailer, mote 3 was in the rear at the top of the pallet, and mote 4 was located as shown in Figure 1, about a third of the distance between the front and the rear of the trailer. Motes 1, 2 and 3 were inside the boxes beside the lettuce. The program installed in the motes collects data from all the sensors at a fixed sample rate (7.2 s), with each transmission referred to as a “packet”. The RF power in the Micaz can be set from −24 dBm to 0 dBm. D uring the experiment, the RF power was set to the maximum, 0dBm (1mW approximately).2.3. Data AnalysisA specialized MATLAB program has been developed for assessing the percentage of lost packets (%) in transmission, by means of computing the number of multiple sending failures for a given sample rate (SR). A multiple failure of m messages occurs whenever the elapsed time between two messages lies between 1.5 ×m ×SR and 2.5 ×m ×SR. For example, with a sample rate of 11 s, a single failure (m = 1) occurs whenever the time period between consecutives packets is longer than 16.5 s (1.5 × 1 × 11) and shorter than 27.5 s (2.5 × 1 × 11). The total number of lost packets is computed based on the frequency of each failure type. Accordingly, the total percentage of lost packets is calculated as the ratio between the total number of lost packets and the number of sent packets.The standard error (SE) associated to the ratio of lost packets is computed based on a binomial distribution as expressed in Equation 1, where n is the total number of packets sent,and p is the ratio of lost packets in the experiment.2.4. Analysis of VarianceFactorial Analysis of Variance (ANOV A) was performed in order to evaluate the effect of the type of sensor in the registered measurements, including T (by means of Sensirion and Intersema), RH, barometric pressure, light intensity and acceleration module. ANOV A allows partitioning of the observed variance into components due to different explanatory variables. The STATISTICA software (StatSoft, Inc.) was used for this purpose [14]. The Fishers‟s F ratio compares the variance within sample groups (“inherent variance”) with the variance between groups (factors). We use this statistic for knowing which factor has more influence in the variability of the measurements.2.5. Psychrometric DataPsychrometry studies the thermodynamic properties of moist air and the use of these properties to analyze conditions and processes involving moist air. Psychrometric chartsshow a graphical representation of the relationship between T, RH and water vapor pressure in moist air. They can be used for the detection of water loss and condensation over the product.In our study, the ASAE standard D271.2 was used for computing the psychrometric properties of air. Equations 2–5 and Table 1 enable the calculation of all psychrometric data of air whenever two independent psychrometric properties of an air-water vapour mixture are known in addition to the atmospheric pressure:where Ps stands for saturation vapor pressure (Pa), T is the temperature (K), Pv is the vapor pressure (Pa), H the absolute humidity (g/kg dry air), Patm is atmospheric pressure (Pa) and A, B, C, D, E, F, G and R are a series of coefficients used to compute Ps, according to Equation 3.3.Results and Discussion3.1. Reliability of TransmissionSignal propagation through the lettuce lead to absorption of radio signals, resulting in great attenuations in RF signal strength and link quality at the receiver. During the experiment, only motes 3 and 4 were able to transmit to the coordinator. No signals were received from mote number 1, at the bottom of the first pallet, and number 2, in the middle of the pallet. Mote 3 was closer to the coordinator than mote 4, but mote 3 was surrounded by lettuce which blocks the RF signal. However between mote 4 and the coordinator there was free space for transmission. Thus, the maximum ratio of lost packets found was 100% for two of the motes and the minimum 4.5% ± 0.1%, for mote 4.Similar ratios were reported by several authors who performed experiments with WSN under real conditions, like for example in monitoring vineyards. Also, Baggio and Haneveld, after one year of experimentation in a potato field using motes operating at the band of 868/916MHz, reported that 98% of data packets were lost. However, during the second year the total amount of data gathered was 51%, which represents a clear improvement. Ipema et al. monitored cows with Crossbow motes, and found that the base station directly received less than 50% of temperature measurements stored in the mote buffer. Nadimi et al., who also monitored cows with this type of motes, showed packet loss rates of about 25% for wireless sensor data from cows in a pasture even the distance to the receiver (gateway) was less than 12.5 m away.Radio propagation can be influenced by two main factors: the properties of propagation media and the heterogeneous properties of devices. In a commercial shipment, if the motes are embedded within the cargo, a significant portion of the Fresnel zone is obstructed. This is a big challenge in our application. Changing the motes‟ location, for example the one at the bottom of the pallets (mote 1, at the front of the semitrailer) or the one in the middle of the compartment (mote 2), might have yielded in better data reception rates but would have resulted in a loss of spatial information near the floor or at mid-height. The sensors should be as close as possible to the products transported; otherwise the measurements would not give precise information. Thus, one solution, if the same motes are to be used, could be to includeintermediates motes that allow peer to peer communication to the base station. Another solution could be to use lower frequencies; however this is not possible using ZigBee, because the only radio frequency band available for ZigBee worldwide is the 2.4 GHz one. The other ISM (Industrial, Scientific and Medical) bands (868 MHz and 915 MHz) differ from USA to Europe. Other options include developing motes with more RF power that can achieve longer radio ranges. The transmission could also be improved by optimizing antenna orientation, shape and configuration. The standard antenna mounted in the Micaz is a 3 cm long 1/2 wavelength dipole antenna. The communications could be enhanced using ceramic collinear antennas or with use of a simple reflecting screen to supplement a primary antenna, which can provide a 9dB improvement. Link asymmetry and an irregular radio range can be caused by the antenna position. In a real environment, the pattern of radio transmitted at the antenna is neither a circular nor a spherical shape. Radio irregularity affects the motes performance and degrades their ability to maintain connection to other nodes in the network. However, in our experiment Micaz motes were deployed in its best position according to a recent study. Another issue is the received signal strength indicator (RSSI), it should be recorded in further experiments in order to detect network problems and estimate the radio link quality. RSSI is a way for the radio to report the strength of the radio signal that it is receiving from the transmitting unit.Sample rates configured in the motes were very short in order to get the maximum amount of data about the ambient conditions. In practice, a reduction in the sampling frequency of recording and transmission should be configured in order to extend battery life. According to Thiemjarus and Yang this also provides opportunities for data reduction at the mote level. It is expected that future wireless sensor motes will have on-board features to analyze recorded data and detect certain deviations. The level of a deviation determines whether the recording or transmitting frequency should be adapted .One important feature in the motes came from the miniaturized sensors mounted on the motes that allow, in a small space (2.5 ×5 ×5 cm), to provide data not just about temperature, but also RH, acceleration and light, according to the proposal of Wang and Li. Those variables were also measured and analyzed.3.2. Transport ConditionsFor the analysis of T conditions, the average value of the two sensors mounted in each mote is considered. The set-point of the transport trailer‟s cooling system was 0 °C, but the average temperature registered during the shipment was 5.33 °C, with a maximum of 8.52 °C and a minimum of −3.0 °C. On average, 98% of the time the temperature was outside of the industry recommended range (set-point ± 0.5 °C).Figure 2 shows the temperature fluctuations registered during the shipment, where four different markers are used corresponding to two T sensors per mote. There are large differences between the temperatures recorded with each sensor on the same mote even thought individual calibration curves were used. The SHT11 measures consistently higher temperatures than the Intersema. This behaviour could be due to the closer location of the SHT11 to the microcontroller, causing sensor self-heating effects.In other studies, like for example Tanner and Amos, it was observed that the cargo was within the industry recommended T interval for approximately 58% of the shipment duration. Rodriguez-Bermejo et pared two different cooling modes in a 20‟ reefer container. For modulated cooling the percentage of time within the recommendation ranged between 44% and 52% of the shipment duration, whereas for off/on control cooling it ranged between 9.6% and 0%. In those experiments, lower percentages of time within industry recommended intervals are found for high T set points.The analysis of variance of the T data shows that the variability in temperature depended both in the type of sensor and on the mote used. The interaction between these two factors also has an impact on the T measurements. The critical value of F at 95% probability level is much lower than the observed values of F, which means that the null hypothesis is false. The mote is the factor that has most influence on the variability of the measurements (highest Fishers‟s F); this fact seems to be due to the location of the node. Mote 4 is closer to the cooling equipment which results in lower temperature measurements.The node is a very significant factor in the measurements registered. In the case of RH, pressure, light and acceleration, the node location has great influence in data variability . However, node location has more impact on the measured RH than on the other variables.Inside the semi-trailer RH ranged from 55 to 95% (see Figure 3). The optimal RH forlettuce is 95%. Humidity was always higher at mote 4 (at the top middle of the semi-trailer; average RH 74.9%) than at mote 3 (located at the rear; average RH 62.1%).摘要生产商、供应商、运输决策者和消费者越来越关心易腐货物在运输和交付服务中对质量的掌握和把控。
物流配送外文文献及翻译

2.1 gistics development
Twenty—first century from the 60s onwards, the rationalization of distribution of goods in general are valued in the United States to take the following measures: First, the warehouse will replace the old distribution center: The second is the management of the introduction of computer networks, on the loading and unloading, handling, custody, standardized operation, improve operating efficiency; Third, the common chain distribution centers set up to promote the growth of chain—effective。 United States chain stores have a variety of distribution centers, mainly in the wholesale—based, retail and warehouse-type three types。
2。3 European modern development of logistics
Countries in Europe, especially Germany, logistics refers to the user's orders in accordance with the requirements of positions in the logistics sub—goods distribution, the goods will be sent to the consignee with good activities。 Germany's logistics industry formed of basic commodities from origin to distribution center, from the distribution center (and sometimes through more than one distribution center) arrive at the modern mode of end customers。 Traveled in Germany, it can be said of the logistics and distribution in Germany has been formed to final demand-oriented to the modernization of transport and high—techinformation network as a bridge to a reasonable R69 distribution center hub to run a complete system.
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文献出处:Vesper J, Kartoǧlu Ü, Bishara R, et al. A case study in experiential learning: Pharmaceutical cold chain management on wheels[J]. Journal of continuing education in the health professions, 2010, 30(4): 229-236.原文A Case Study in Experiential Learning: Pharmaceutical Cold ChainManagement on WheelsVESPER, KARTO, RAFIK , THOMASAbstractPeople who handle and regulate temperature-sensitive pharmaceutical products require the knowledge and skills to ensure those products maintain quality, integrity, safety, and efficacy throughout their shelf life. People best acquire such knowledge and skills through “experiential learning” that involves working with other learners and experts.The World Health Organization developed a weeklong experiential learning event for participants so they could gain experience in how temperature-sensitive products are handled, stored, and distributed throughout the length of the distribution supply chain system. This experiential learning method enabled participants to visit, critically observe, discuss and report on the various components of the cold chain process. An emphasis was placed on team members working together to learn from one another and on several global expert mentors who were available to guide the learning, share their experiences, and respond to questions.The learning event, Pharmaceutical Cold Chain Management on Wheels, has been conducted once each year since 2008 in Turkey with participants from the global pharmaceutical industry, health care providers, national regulatory authorities, and suppliers/vendors. Observations made during the course showed that it was consistent with the principles of experiential and social learning theories. Questionnaires and focus groups provided evidence of the value of the learning event and ways to improve it.Keywords: experiential learning, social learning, pharmaceutical cold chain, handling of pharmaceutical productsIntroductionCold Chain DescribedMany pharmaceutical products are temperature-sensitive and must be stored and transported at controlled temperatures—for instance, 2 to 8 degrees Centigrade. Exposure to temperatures outside the recommended range can result in damage to the product and cause safety issues or lack of effectiveness.A “cold chain” is the inte grated system of equipment (eg, cold rooms, shipping containers, refrigerators, and vehicles), procedures, records, and activities used to handle, store, transport, distribute, and monitor temperature-sensitive products. The allusion to a chain is apt. As with a physical chain, a cold chain is only so strong as its weakest link.People are a critical element of a cold chain. They must correctly execute procedures and take appropriate actions in the event of a problem. Beyond the people directly involved in the cold chain are those who design and develop equipment and devices used in handling pharmaceutical products. Everyone involved must have the appropriate knowledge and skills to perform their jobs, as well as a vision of how the whole handling operation can be maintained and enhanced.The Need for Knowledge and Skills—The ProblemThe World Health Organization’s Global Learning Opportunities for Vaccine Quality (previously called Global Training Network) recognized the need to develop the knowledge and skills of those involved in the pharmaceutical cold chain. Specifically, the challenge was how to provide an engaging learning event for manufacturers, health care providers, regulators, and other partners in the supply chain of temperature-sensitive products so they could critically evaluate a pharmaceutical “cold chain” system to ensure the quality, integrity, safety, and efficacy of the pharmaceutical product to the patients.Learning through Experiences with Others—The SolutionAcquiring knowledge and skills from experience is one important method for developing competence in a task, occupation, or profession. Internships, clinicalrotations, and practicums are examples of experiential learning, a highly regarded component of adult learning theory. Kolb def ined experiential learning as “The process whereby knowledge is created through the transformation of experience. Knowledge results from the combination of grasping and transforming experience.” FIGURE 1 depicts Kolb’s cycle as modified by Boisot.These stages form a dynamic learning cycle that a learner can enter at any stage, based on the unique characteristics of the individual. The four stages can be categorized into two sets of activities. First, concrete experience and abstract conceptualization occu r when the learner “grasps” experiences. Second, reflective observation and active experimentation allow the learner to transform experience into knowledge and skill.MethodsThe developers of the PCCMoW course looked for ways that would be richer and more engaging than a series of illustrated lectures. Specifically, they looked for ways that a group of participants ranging from regulatory authorities to health care providers from around the world could share their knowledge and learn together while working on authentic tasks. Participants represented a variety of roles within the cold chain, such as national regulatory authorities; manufacturing and quality assurance personnel from the pharmaceutical, biopharmaceutical, and vaccine industries; health care professionals who administer temperature-sensitive pharmaceuticals; and others involved in the supply, packaging, distribution, logistics, and cold chain management areas.Additionally, the intent was to form a learning community that extended beyond the conclusion of the course. Therefore, a password-protected alumni community was developed wherein members cooperate and support each other via e-mail and online discussions as well as at conferences focused on cold-chain topics.ResultsThe PCCMoW course exhibits many attributes of experiential and social learning, consistent with the work of Kolb and Vygotsky. In Kolb’s four-stage model, learners may enter the process at any point, in part based on the individual’s learning style. Forsimplicity, we will enter the process at the Concrete Experience stage.ConclusionIn examining the PCCMoW course, we see that its design and execution include the four aspects of experiential learning identified by Kolb and two important elements of social learning described by Vygotsky. We found some evidence that course participants were able to apply the knowledge and skills they acquired during the course in their jobs and practices. We identified 5 critical success factors necessary for an effective experiential learning course. Participant feedback indicates that a well-designed and executed experiential learning event can make an indelible mark on the participants.译文一个案例研究:药品冷链物流运输管理维斯珀;卡特;拉菲克;托马斯摘要操作和管理热敏医药产品的人需要具备一定的知识和技能,以确保这些产品在它们的保质期内的质量、完整性、安全性和有效性。