For Airlines, Dry Ice in Vaccine Transport Demands Special Attention

A worker with dry ice at a Pfizer plant in Puurs, Belgium. The Pfizer-BioNTech vaccine must be stored at minus-70 degrees Celsius.

The refrigerant needed to maintain some doses during distribution is regulated as a dangerous good for aviation transport
The large amounts of dry ice needed to speed Covid-19 vaccine candidates to pandemic-weary populations will call for special attention from airlines and safety regulators.
Dry ice, the solid form of carbon dioxide, is a critical part of plans to transport the vaccine developed by Pfizer Inc. and BioNTech SE, which must be kept at ultracold temperatures. Pfizer expects to ship 50 million doses world-wide by the end of the year. The vaccine was the first to be authorized in the West, receiving clearance for emergency use in the U.K. last week. It is under review by the Food and Drug Administration in the U.S.
Widely used as a refrigerant, dry ice is classified as a dangerous good by the International Civil Aviation Organization and the U.S. Department of Transportation because it changes to gas form as it breaks down, a process called sublimation. Shippers must use ventilated containers that allow the gas to release, to prevent pressure from building up and rupturing the packaging.
The gas can also displace oxygen in confined spaces with poor ventilation, creating a suffocation hazard, though the risk is minimal under normal cabin ventilation, according to the Federal Aviation Administration.
“If oxygen levels get down below 19%, that could cause a hazard to people and animals,” said Delmer Billings, technical director for the Dangerous Goods Advisory Council, a nonprofit trade group that promotes safe transportation of hazardous materials. “If you deplete oxygen sufficiently, it could cause unconsciousness, even death,” he added.
Air carriers involved in vaccine transport efforts are asking aviation regulators to increase the amount of dry ice they are allowed to carry on flights hauling vaccines as they work with drugmakers and governments to set up distribution channels. Restrictions on the amount of the material on planes are typically based on aircraft ventilation rates and factors such as the size of the plane and whether it is used for passenger or cargo flights, said Robert Coyle, senior vice president of pharma and healthcare strategy at freight forwarder Kuehne + Nagel International AG.
On Thursday, Delta Air Lines Inc. said it had received FAA approval to double the allowed load of dry ice on its Airbus A330 and A350 wide-body jets, and six times the prior allowed load for shipments using a special suitcase-sized storage container that Pfizer designed.
Delta has done trial runs with vaccine cargoes from Europe and to Latin America, and within the U.S., all on cargo-only flights.
United Airlines Holdings Inc. secured FAA approval last month to boost its dry-ice allowance to 15,000 pounds from 3,000 pounds, for chartered cargo flights between Brussels International Airport and Chicago O’Hare International Airport to support distribution of the Pfizer and BioNTech vaccine. A United spokeswoman said the airline “has effective procedures in place to ensure we safely handle all the hazardous materials we are permitted to carry on board our aircraft.”
Extremely cold with a surface temperature of about minus-78 degrees Celsius, dry ice has long been used to ship medicine, pharmaceutical products and perishable food such as meat or ice cream.
“When packaged and stored properly, it poses no risk,” said Rafael Teixeira, president of World Courier and ICS, a specialty logistics provider owned by drug distributor AmerisourceBergen Corp.
The scale of the Covid-19 vaccine distribution effort is unprecedented, involving billions of doses with strict temperature-control requirements that are expected to strain cold-chain shipping networks.
The Pfizer and BioNTech shots must be kept at minus-70 degrees Celsius—colder than the average annual temperature at the South Pole and lower than some other vaccine candidates require. Moderna Inc.’s shot, the other leading front-runner, must be shipped and stored at a below-freezing temperature that most home or medical freezers can accommodate.
Makers of dry ice are bracing for an expected demand surge. Logistics providers have been building “freezer farms” with hundreds of portable units that store pharmaceuticals at ultralow temperatures.
Plymouth, Minn.-based Pelican BioThermal LLC, which makes packaging that typically uses engineered materials to maintain temperatures, has tested and approved the use of dry ice in its systems to provide the sub-frozen temperatures needed to maintain the efficacy of Covid-19 vaccines. The company is also ramping up global production of its large shipping containers that can hold full pallets of goods on rising demand from pharmaceutical companies looking to ship vaccines.
“There are a lot of investments b made right now to get this done,” said Ira Smith, director of Pelican’s rental program in the Americas.


Pengangkutan Barang Berbahaya Harus Dilakukan Secara Baik Dan Benar

Pengangkutan Barang Berbahaya Harus Dilakukan Secara Baik dan Benar
Ketua KNKT Dr.Ir. Soerjanto Tjahjono (dok-BN) — Ketua KNKT Dr.Ir. Soerjanto Tjahjono mendesak Pemeriah dan operator transportasi untuk menegakkan aturan, dalam menangani dan mengangkut barang berbahaya dan beracun.  Aturan international khususnya ICAO untuk matra udara dan IMO untuk matra laut sudah mengatur, bagaimana menangani barang berbahaya khususnya dalam proses pengangkutan.

“Satu kasus (barang berbahaya) yang perlu ditangani khusus antara lain Air Raja. Itu barang kimia yang sangat merusak, bahkan besi pun bisa kerpos dan bolong jika terpapah Air Raja,” kata Soerjanto menjawab disela-sela Persiapan Radin KNKT Tahun 2020, Kamis (6/8/2020) malam.

Air Raja, lanjut dia, kini makin  banyak digunakan termasuk di industri pertambangan di Indonesia. Potensi pengangkutan barang berbahaya itupun makin besar, sehingga harus diawasi ketat agar tidak menimbulkan dampak negatif bagi manusia di sekitarnya. 

“Bagaimana menangani dan menempatkan barang berbahaya di kendaraan harus jelas dan mengikuti aturan yang sudah berlaku,” pinta Soerjanto

Menurutnya,  KNKT pernah menemukan dan melakukan investigasi  kasus tersebut. Ada truk membawa Air Raja dalam jerigen plastik, kemudian tumpah dan mengenai badan truk yang mengangkutnya. “Akibatnya luar biasa, chasis truk bisa langsung bolong karenanya, bahkan mengenai deck kapal roro yang mengangkutnya,” jelas Soerjanto lagi.

Kasus itu terjadi di lintasan penyeberangan Merak-Bakauheni menjelang perhelatan ASEAN Games 2018 silam.   “Ada truk membawa Air Raja, tapi tidak dilaporkan dalam manives dan tidak ditangani secara benar. Padahal, Air Raja itu sangat berbahaya apalagi kalau sampai mengenai tubuh manusia,” kilah Soerjanto.

Ketentuan ICAO dan IMO

Sebelumnya, dalam forum webinar yang dihelat CSAS Indonesia akhir pekan lalu, Soerjanto memaparkan panjang dan terinci mengenai manives barang dan orang serta proses penanganan barang berbahaya di dalam pesawat terbang. 

“Barang berbahaya seperti Air Raja  atau bahan kimia atau peledak jika akan diangkut dengan pesawat terbang butuh penanganan ekstra. Tidak boleh dicampur dengan barang lain, apalagi penumpang. Selain itu, barang tersebut harus masuk dan dilaporkan dalam manives penumang dan barang,” terang Soerjanto.

Di dunia international, khususnya ICAO dan IMO sudah ada ketentuan khusus bagaimana menangani barang berbahaya tersebut. Aturan itu sudah berlaku di dunia international. “Jika semua ihak menepati dan memberlakukan ketentuan yang berlaku,” maka potensi kecelakaan sampai menimbulkan korban jiwa bisa dihindari,” terang Soerjanto.

Dia menambahkan, KNKT mendesak semua pihak peduli terutama operator transportasi dan juga pemilik serta pihak pengangkut untuk jujur melaporkan barang berbahaya yang diangkut. Selain itu, prosedur penanganan barang berbahaya itu dilakukan secara baik sesuai prosedur yang berlaku,”  tegas Soerjanto.(helmi)