Although fruits and vegetables did travel across continents by train and across oceans by ship prior to World War II, it was not until the 1960s that refrigerated trucks came into being... followed by all cargo aircraft in the 1970s and 1980s. With the increase in consumption came the notion of time-sensitiveness, a notion of particular significance as perishable goods simply cannot wait. Indeed, the time between harvesting and consumption is often quite short. Refrigerated transport forms the backbone of the temperature-controlled supply chain and is governed by strict regulations which prohibit transporters from onloading produce which risks spoiling prior to or immediately following delivery. Consumers, for their part, have become increasingly demanding and expect compliance with all requisite quality and security safeguards.


Perishables account for 30% of the total volume of goods transported by air. Over and above fruits and vegetables, which immediately come to mind when mention is made of perishable goods, foodstuffs such as meats, eggs and fish require time-sensitive shipment and are more often than not transported by air. However, foodstuffs are not alone in requiring timely, reliable, refrigerated transport. Think for a moment about phytosanitary products (which include all manner of plantlife from cut flowers to potted plants), not to mention various chemicals and pharmaceuticals. In 2003, a carrier by the name of Avient set up at Vatry and, following the subsequent acquisition of wide-body aircraft, has positioned itself solidly in this particular operating niche. Avient now transports some 400 tonnes of fresh produce each week. Shipments include fish, green beans, tomatoes, pineapples and mangoes. It goes without saying that few airports are equipped to handle diverse shipments of the like. Readers will recall that Vatry’s 2500 m_ perishable goods facility boasts five separate temperature-controlled cold rooms which provide for the simultaneous handling of a number of different products.


Called upon to transport ever increasing quantities of fresh produce, carriers have consistently perfected handling techniques to avoid disruption of the refrigeration chain during shipment. Over time, they have also developed closer ties with producers and suppliers in an effort to study and optimize various types of packaging materials, and to ensure that each individual product is shipped under the best possible conditions. Not content to focus solely upon the transport aspect, carriers have further invested in dedicated warehouse facilities at both origin and point of entry to ensure proper pre- and post-shipment storage. The trucks which drop off produce at the originating airport and those which take delivery of the same produce upon arrival at the point-of-entry airport are subject to the same rules. A logistics process specifically adapted to the refrigerated transport sector has been developed, hence the emergence of dedicated handlers who employ highly skilled resources required to comply with a rigorous set of sector-specific procedures. As the transport of perishable goods relates directly to issues of public health, carriers painstakingly inspect produce shipments with a view to preventing leakage, spillage and contamination. One would quite obviously never combine a shipment of fruits and vegetables with a load of radioactive materials or goods which give off fumes of some kind. Some companies have pushed research to the point where they require packaging designed to enable products to sustain in-flight changes in temperature and altitude. Today, all carriers transporting perishable goods provide clients with standardized refrigerated or non-refrigerated containers approved by the International Air Transport Association (IATA). When traditional containers are used, other means of refrigeration such as dry ice packs are used. An excellent refrigerant, dry ice—a solid form of carbon dioxide CO2—is neither inflammable nor toxic and can maintain a temperature of –78.6°C, whereas regular ice can maintain a temperature of just 0°C. Once all shipping concerns have been resolved, the last remaining constraint is hygiene. Indeed, for the majority of goods—especially perishables, each container and storage location must be cleaned and disinfected after use to prevent any risk of contamination.

When perishables goods arrive in Europe from abroad, a phytosanitary orveterinary inspection is conducted. Just as customs officials check to ensure that goods received are consistent with accompanying documentation, phytosanitary and veterinary personnel conduct the necessary controls to allow definitive introduction of goods into the European Union (EU). All shipping documents drawn up respecting plants and foods of either vegetable or animal origin are governed directly by one or other of the International Plant Protection Convention or Food and Agriculture Organization (FAO). Certificates issued in accordance with applicable regulations substantiate that products have been checked in the country of origin and cleared for export. Two separate checks may be made upon arrival into the EU: an identity check to ensure that the goods match the description appearing on the certificate and a sample check, especially when there is reasonable cause for doubt about a particular shipment. When these checks have been conducted to the satisfaction of officials, the goods are declared fit for ongoing shipment to final destination. Should the goods fail to pass the mandatory checks, there are two possible courses of action. They may be refused access to the EU and either returned to the country of origin or placed in quarantine where they are subjected to further controls. Or, in the case of goods extremely time-sensitive from the standpoint of consumption, authorities may order the destruction of the entire shipment.

III – Africa: Future garden of Europe?

If there is one continent which is emerging as an exporter of perishable goods, it is most certainly Africa. Agricultural and horticultural production activities continue to grow by leaps and bounds. Although South Africa remains the leader and commands a generous share of the market, a number of other African nations have also begun to position themselves in this niche. For some ten or so countries located mainly in the region stretching from the eastern reaches of the continent to sub-Saharan Africa, business is booming. Together, these nations account for almost 90% of total continental air cargo. International routes between Europe and Africa are also expanding. On southbound routes, carriers transport automotive parts and all manner of equipment. On the return northbound segments, aircraft are generally loaded with perishables such as fruits, vegetables, fish and cut flowers. Growth in cut flower traffic has increased considerably, especially shipments from Kenya. In 2006, this sector is expected to grow by 15%. Albeit to a lesser degree than Kenya, other African nations such as Ghana and Ethiopia have begun to share in the euphoria and merit mention. However, all is not ‘glitter and gold’ in Africa… far from it! Airport and road infrastructure is often pitiful at best, and local carriers have been hit hard by the worldwide oil crisis. As a result, European carriers fly the majority of routes between the two continents. The increase in all cargo air traffic between Europe and Africa is expected to top the 5% mark by year-end… a figure which should lend added hope to African producers and shippers anxious to see their continent transformed into a veritable garden for Europe.