revised reefer handling manual

July 1, 2004

Handling Manual for OnHandling Manual for OnHandling Manual for OnHandling Manual for Onbbbboard Refrigerated Containersoard Refrigerated Containersoard Refrigerated Containersoard Refrigerated Containers

MARCTNRREF

(Global Container Control Center)

NYK LINE, TOKYO

Foreword

Since first issuing the Handling Manual for Onboard Refrigerated Containers in

1996, our customers’ expectations for safe transport and value-added quality services

have risen considerably. At the same time we have seen some remarkable changes

surrounding refrigerated container (reefer) transport industry as illustrated by the

examples below:

- A greater variety of commodities in the reefer business

- 1998 Inauguration of Grand Alliance Operation for East-West trade lines

- Integration of Intra-Asia services with TSK Lines in late 2002

The total scale of reefers as well as the number of onboard plugs and shoreside

services has rapidly increased. In this respect, reefer transport is considered one of the

regular services offered by shipping lines, hence handling of onboard reefers has

become a part of a ship’s management job.

Due to these changes, the contents of the first manual became outdated for our

present management system of onboard reefers, so we have revised it to include this

new information.

In this second edition, we will give you an overview of refrigerated container-

handling procedures. All Masters are requested to raise the awareness of their

crewmembers on this important issue.

Contents

CONTENTS

1111.... Guideline for Guideline for Guideline for Guideline for the the the the Handling of Ref Handling of Ref Handling of Ref Handling of Refrigeratedrigeratedrigeratedrigerated Container Onboard Container Onboard Container Onboard Container Onboard

1-1. At the Loading Stage

1-2. During Voyage

1-3. At the Discharging Stage

2. Report2. Report2. Report2. Reportssss and Record and Record and Record and Recordssss

2-1. Reports

2-2. Records

3. Processing Procedure for Relevant Documents3. Processing Procedure for Relevant Documents3. Processing Procedure for Relevant Documents3. Processing Procedure for Relevant Documents

3-1. Temperature Chart

3-2. Monitoring Sheet for Refrigerating Containers (Monitoring Log)

3-3. Damage & Failure Report

3-4. Reefer Container Loading & Discharging Report

4. Reefer4. Reefer4. Reefer4. Reefer Manag Manag Manag Managementementementement

4-1. Reporting to Relevant Parties

4-1-1. Repair Request

4-1-2. Discrepancy of Setting Temperature/Ventilation

4-2. Spare Parts Management

4-3. Refrigerant, Oil, Tools and Others

4-3-1. Refrigerant

4-3-2. Oil for Reefer Compressor

4-3-3. Tools for Reefer

4-3-4. Extension Cable

4-3-5. Power Plug

5. Additional Information for Technical Instruction5. Additional Information for Technical Instruction5. Additional Information for Technical Instruction5. Additional Information for Technical Instruction

5-1. Temperature Controlling and Recording of Reefer Unit

5-2. Countermeasure Against Reefer Troubles under Transportation

5-3. Freon Gas

Contents

APPENDIXES

Appendix 1. Flow Chart of Onboard Attendance for Reefer ContainersFlow Chart of Onboard Attendance for Reefer ContainersFlow Chart of Onboard Attendance for Reefer ContainersFlow Chart of Onboard Attendance for Reefer Containers

Appendix 2. Example of Report: Malfunction. Example of Report: Malfunction. Example of Report: Malfunction. Example of Report: Malfunction

Appendix 3. Example of Report: Discrepancy of Example of Report: Discrepancy of Example of Report: Discrepancy of Example of Report: Discrepancy of Reefer Setting Reefer Setting Reefer Setting Reefer Setting TemperatureTemperatureTemperatureTemperature

Appendix 4. Damage & Failure ReportDamage & Failure ReportDamage & Failure ReportDamage & Failure Report (Address) (Address) (Address) (Address)

Appendix 5. Example of Reefer CoExample of Reefer CoExample of Reefer CoExample of Reefer Container Loading & Discharging Reportntainer Loading & Discharging Reportntainer Loading & Discharging Reportntainer Loading & Discharging Report

Appendix 6. Example of Requisition Form about Reefer Spare PartsExample of Requisition Form about Reefer Spare PartsExample of Requisition Form about Reefer Spare PartsExample of Requisition Form about Reefer Spare Parts

Appendix 7. Example of Requisition Form about Example of Requisition Form about Example of Requisition Form about Example of Requisition Form about RefrigerantRefrigerantRefrigerantRefrigerant

1. Guideline for Handling of Reefer Container on board

1

1.1.1.1. Guideline forGuideline forGuideline forGuideline for the the the the Handling of Handling of Handling of Handling of Onboard Onboard Onboard Onboard RefrRefrRefrRefrigeratedigeratedigeratedigerated Container Container Container Container

In this chapter, we describe what responsibilities are required for loading, carrying,

and discharging refrigerated containers (reefers) in proper, safe conditions. Also, all

required duties are summarized in “Appendix 1. Flow Chart of Onboard Attendance

for Refrigerated Containers.”

1111----1. 1. 1. 1. At the At the At the At the LoadingLoadingLoadingLoading Stage Stage Stage Stage

1111----1111----1. Reefer List1. Reefer List1. Reefer List1. Reefer List

The Reefer List will be handed to the ship’s Chief Officer from the Terminal Operator

or the Agent. All reefers, to be loaded at the terminal, are registered on the list, and

the following points should be confirmed:

1. Container number

2. Stowage

3. Temperature setting and ventilator setting

It should be confirmed with the Terminal Operator the estimated time of loading for

each container and whether rehandling of the loaded containers is necessary.

1111----1111----2. Load2. Load2. Load2. Loading containersing containersing containersing containers

After the containers are loaded, the below mentioned duties will be completed by

Stevedores or ship crewmembers. Even if the Stevedores complete these duties,

confirmation by the ship's crew is essential.

Generally speaking, connecting the power plugs and the water hoses should be done by

crew hands.

a) Connecting the Power Plugs

Caution: For dry cargo that are stuffed into a reefer which does not require

temperature control, some booking lines thus declare the container as “NON

WORKING” or “as dry” on the Reefer List. NEVER PLUG IN THE CONTAINER.

Confirm beforehand that it is not plugged in.

One case in point: on a consortium vessel, an NYK reefer, a container in which

wines were stuffed as dry was mistakenly plugged in by a Stevedore and nobody on


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the vessel noticed the error. Therefore all the wine froze and the bottles broke.

Generally, such containers do not require a power supply, but this should be

confirmed with the Terminal Operator.

b) Connecting the Monitoring Cable

Note: Connection of the 4-pin monitoring cable is not usually required. However, it

should be utilized if a reefer needs to be monitored.

c) (When a reefer is loaded into the hold)

Connecting the Cooling Water Hose and Drain Hose

Opening the Cooling Water Valves

When the cooling water hoses are needed due to variation of weather or

circumstances, ambient temperature in her hold is especially forecasted to rise. All

reefers equipped with a water-cooled condenser should be connected to the cooling

water hose.

In addition, in the case where a reefer, which is not equipped with a water-cooled

condenser and which is loaded into the vessel’s hold, does not maintain the setting

temperature due to high ambient temperature, connecting the cooling water hose to

other reefers which are equipped with a dual condenser (air-cooled/ water-cooled) is

effective. It can then control the heat from the unit and avoids increasing the

ambient temperature in her hold.

d) Starting of Unit

1111----1111----3. Condition check of reefer unit3. Condition check of reefer unit3. Condition check of reefer unit3. Condition check of reefer unit

The ship's crew must check the running condition of all reefers.

a) External condition

Any questionable damage on the reefer unit should be examined.

Serious damage should be reported to the Terminal Operator immediately.

If any damage occurs during cargo work, a Stevedore Damage Report should be

issued and signed by the Terminal Operator.


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b) Ventilator

In the case where the Reefer List has already been received, it should be confirmed if

the actual ventilator setting is in accord with the ventilator setting declared on the

list.

If the Reefer List has not been received, it should be confirmed that the ventilator

for frozen cargo is closed, not open. Also, confirm that the actual ventilator setting is

in accord with the ventilator setting indicated on the list, and enter the ventilator

setting on the Monitoring Sheet for Refrigerating Containers (Monitoring Log) for

evidence of onboard confirmation.

In addition, locking of the ventilator should be confirmed.

c) Running condition

After starting the unit, the following items should be monitored:

1) Switches and Lights

Check any abnormal positions in the switches and warning lights.

2) Check any abnormal noises and vibrations

3) Record the actual setting temperature. If the Reefer List has already been

received, confirm that the actual setting temperature is in accord with the

setting temperature declared on the list.

4) Record the chart temperature. Confirm that the indicated temperature on

the chart recorder (chart temperature) is in accord with the digital

temperature on the indicator (digital temperature). If needed, carry out

calibration of the chart recorder.

5) Compressor and Piping

Check for any lubricating oil stains around the compressor and piping and

determine if there is any refrigerant leakage.

6) The Moisture Indicator should be bright green.

7) Check for any unusual frosting on the piping and the compressor.

As for the carrier’s unit and Daikin’s unit in chill mode operation, it will be

found that the compressor frosts more than other maker’s compressors.

Check using the illustration on the unit.

8) Drain Hose and Piping

Check the drain hose and piping if they clog.


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1111----1111----4. Countermeasure 4. Countermeasure 4. Countermeasure 4. Countermeasure againstagainstagainstagainst trouble trouble trouble trouble

If any trouble is found, the following countermeasures should be taken:

a) If any discrepancies are found between the actual ventilation/temperature settings

and the ones as indicated on the Reefer List, never change/adjust the setting without

instruction from the booking lines, so as to avoid the Vessel Operator being

responsible for any cargo claims.

(1) During berthing, ask the Terminal Operator about the correct setting and

make them change/adjust the setting or correct errors in the Reefer List

after confirmation is made.

(2) During voyage, ask the Agent at the loading port of the container about the

correct setting by e-mail or fax and change/adjust the setting or correct

errors in the Reefer List after confirmation is made.

Refer to Appendix 3. “Example of Report: Discrepancy of Reefer Setting

Temperature”.

[Reference] 「Discrepancies in the actual temperature/ventilator setting and the one stated

on the Reefer List」

Generally, the Reefer List that the Terminal Operator provides to the vessel

is made in accordance with the booking information, B/L data, or actual data,

which is derived from the Gate Clerk at the terminal. In North America, the

Reefer List is made in accordance with the booking information.

Discrepancies may be caused by errors or corrections; therefore the Terminal

Operator should check them when the reefers are carried into the terminal

from the shipper’s warehouse. However, beware that by the time they are

carried into the terminal, it may be too late for some reefers to check for

these corrections.

b) If there are any questionable discrepancies between the actual temperature and the

chart temperature, request the Agent, the Terminal Operator and/or Reefer

Mechanics to check the reefer unit immediately.

If it is determined by the Master that the reefer should be discharged in order to

undergo repair at a shore facility, contact the Agent and the Terminal Operator and


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request a discharge. If it is not possible to be discharged due to any reason, ask the

Agent to obtain a Letter of Indemnity from the booking line.

All facts should also be recorded on the Damage & Failure Report. And as the

Malfunction Report serves as evidence to support the facts, so it should be reported

to the Line Operator and MARCTNRREF.

Basically, vessels are not allowed to discharge container(s) without permission from

the booking line, except in the case where a delay in schedule may endanger the

safety of the vessel and/or crew. If a malfunctioning reefer has been loaded already,

it should be discharged based upon the Master’s decision.

However, once the reefer is loaded into the vessel, the malfunctioning reefer should

be checked/repaired by shore technicians on board or at the terminal by the time of

the vessel’s departure. Therefore, if it is impossible to repair the reefer, the Master

should discharge it or refuse the loading of it.

It must be noted that if a discharging request is sent to ONLY the Terminal

Operator, the booking line will be informed about the fact after the container is

discharged.

Again, discharging requests must be sent to the Agent and the Terminal Operator.

In addition, depending on the service line (for example, Grand Alliance), standard

guidelines giving instructions on matters such as what to do when the actual

temperature differs from setting temperature (HOT STUFFING) is provided. When

the actual temperature goes over the benchmark, you should obtain a Letter of

Indemnity from the booking line via the Agent.

In case a Letter of Indemnity is not obtained, the Master should refuse the loading of

the reefer.

However, in regard to NYK reefers, we request that all vessels (including

consortium’s vessels) not refuse the loading of the reefer, in spite of the guidelines,

in case the reefer works properly and the temperature measurement on the chart

recorder is decreasing.


6

In the case where, to undergo repairs, the reefer is discharged at the port that was

not its original discharging port, and the reefer was left at the port due to the repair

not being finished by the vessel’s departure, the fact should be reported to Line

Operators such as ASIA LPO, NE MERINE, BOISE MARINE, OTMC SYDNEY,

OTMC AUCKLAND, TOMC, GEX OPE, ANDEX, MAREX etc, and MARCTNRREF.

The Line Operator and/or MARCTNRREF will notify the cargo delay to the

Consignee via our sales department.

1111----2. 2. 2. 2. DuringDuringDuringDuring Voyage Voyage Voyage Voyage

1111----2222----1. Monitoring of 1. Monitoring of 1. Monitoring of 1. Monitoring of reefereefereefereefersrsrsrs

a) Checking interval/method

Temperatures of all reefers should be monitored and visually checked at least twice

a day, e.g. in the morning and in the afternoon, even if the vessel is at berth. The

ship’s crew should record the chart temperature and/or the digital temperature and

other significant information on the Monitoring Log.

Recently, large container vessels such as 6,200TEU type equipped with the PCT

(Power Cable Transmission) Monitoring system can monitor the temperature of

reefers, which themselves are equipped with the modem for the PCT system. So the

temperature of all reefers, equipped with the modem, should also be monitored by

the remote monitoring system at least twice a day, and the morning or afternoon

temperature reading be recorded on the Monitoring Log. If any alarm is detected,

the reefer should be checked visually (In regard to the 4-pin monitoring system,

there is no need to use the monitoring system).

If rough seas hinder safe visual monitoring, record “ROUGH SEAS” on the

Monitoring Log.

b) Inspection items

The following items should be monitored:

(1) There should be no discrepancy between the setting temperature and the

chart temperature and/or the digital temperature.

(2) The chart shows no abnormal recording, such as irregular defrosting


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interval, rising temperature or extreme cooling.

(3) The chart rotates normally.

(4) Defrosting is performed periodically.

(5) Refrigeration unit works in good condition. (There is no alarm)

(6) There is no leakage of lubricating oil around the compressor and the piping.

(7) Any abnormal noises or vibrations do not exist.

(8) Power plugs, cables and so on, show no abnormality.

c) Records

As for the monitoring verification, record the chart temperature and/or the indicated

temperature on the Monitoring Log, and the temperature from each respective

source should be read and designated on the log.

If the temperature recorder malfunctions, the temperature should be read from the

digital indicator - supply air or return air - or measure actual temperature with the

thermistor meter (Simpson meter) and whichever air’s temperature, is read, should

be designated on the log.

The recorder malfunction should be noted on the Damage & Failure Report and the

Monitoring Log.

1111----2222----2. 2. 2. 2. Action to be takenAction to be takenAction to be takenAction to be taken for trou for trou for trou for troubleblebleble----shootingshootingshootingshooting

If a malfunction is found, the following action should be taken:

a) Reporting

Reporting and recording are the most important actions for trouble-shooting. Refer

to Chapter 2. “Report and Record.”

b) Repairs

The Master should take any temporary measures that are needed in the event of a

reefer malfunction, as far in advance as practically possible.

If spare parts are needed for a repair, use the spare parts, which have been supplied

by the Container Operator. If the parts are not available in the Container Operator’s

spare parts kit but are available in other operator’s spare parts kits, the parts can be

borrowed. This should be reported to MARCTNRREF.


8

Needless to say, the parts should be returned to its original parts stock after

receiving the replacement parts.

c) Records

All troubles, even minor malfunctions, should be recorded on the Damage & Failure

Report. Problems, such as a reefer being discharged without undergoing repair,

should be reported in the Malfunction Report by fax or e-mail. And as for the

verification, it is enough to send the Malfunction Report for the settlement of claims,

so there is no need to record it in the Damage & Failure Report.

As MARCTNRREF utilizes the reports as data for analysis of malfunctions, the

following cases do not need to be recorded on the Damage & Failure Report:

- Renewed chart sheet

- Rewound clock

- Replaced the (dry cell) battery of chart recorder (except Ni-Cd battery)

- Changed setting temperature/ventilator setting

- Repaired 220V/440V portable step-up transformer

- Repaired reefer receptacle box (because it’s not the reefer unit’s malfunction

but the vessel’s equipment)

- Another receptacle/portable transformer was plugged in (in the above case)

- In case of a shut-down due to vessel’s breaker off (except due to low insulation

of reefer’s equipment) – it should be recorded in the Malfunction Report

- In case the circuit breaker trips, reset it by turning the unit off/on (because

the cause of the malfunction is unknown. If it occurs several times, it should

be reported in the Malfunction Report.)

- Checked part but it was good condition (cause of malfunction is unknown)

- Not improved/Not repaired (however, cause of malfunction is known) – it

should be reported in the Malfunction Report

1111----2222----3. Instruction for vessel3. Instruction for vessel3. Instruction for vessel3. Instruction for vessel

When a malfunction is reported from the Master of the vessel, MARCTNRREF, the

Line Operator, and/or the Agent should instruct on the proper measures to be taken. If

the container belongs to another shipping line, MARCTNRREF and/or the Agent will

relay the instructions that the booking line has directed them.


9

1111----3. 3. 3. 3. At the At the At the At the DischargingDischargingDischargingDischarging Stage Stage Stage Stage

At the discharging port, the below mentioned duties should be performed:

1. Stoppage of the unit

2. Disconnecting the Monitoring Cable (in case it is connected.)

3. Closing the Cooling Water Valves

Disconnecting the Cooling Water Hose and the Drain Hose

4. Disconnecting the Power Cable

Depending on the port, disconnecting the power cable is done by the Stevedore.

In case the power cable is connected with the extension cable, the extension cable

should be withdrawn in order to avoid discharging the extension cable that may still be connected with the reefer.

In addition, in case the vessel crew disconnects the power cable before entering port, if

should be considered that the premature disconnection would cause cargo damage.

2. Report and Record

10

2. Report2. Report2. Report2. Reportssss and Record and Record and Record and Recordssss

2222----1. Report1. Report1. Report1. Reportssss

Reporting is the most important step in dealing with reefer malfunctions. It functions

not only as the basis of customer service and repair arrangements, but also as evidence

that the vessel crew performed their duty.

Temperature Chart, Damage & Failure Report and Malfunction Report are also used

for reporting. Keep in mind that these documents can only be reviewed by individuals

in charge of reefer cargo at NYK after cargo containers have already been shipped to

the Consignee. The delay that this causes not only places the shipping line at a

disadvantage, but also causes a loss of trust in the shipper.

It should then be understood that a report, timely delivered, is most important and

effective in handling malfunctions. As transmissions can be made easier than ever

before by the development of e-mail, so a timely Malfunction Report should be sent by

e-mail or fax. But Damage & Failure Report is mainly for analysis of malfunctions and

is not required at this time.

2222----1111----1. Malfunction to be reported1. Malfunction to be reported1. Malfunction to be reported1. Malfunction to be reported

In regard to all service lines, in agreements and so on with consortium members, it is

stated that a Vessel Master has the responsibility to report any malfunctions.

Reporting is one of the most important factors necessary in order to prove due

diligence. On the other hand, reporting all malfunctions wastes time and money for

both vessels and offices.

For a solution to this dilemma, we would like to provide some guidelines for reporting.

A Vessel Master should immediately report the facts in a Malfunction Report to

MARCTNRREF and the Line Operator, if any of the following conditions exist:

1. It is not possible to fix the malfunction.

Report when long-term repairs can be completed.

2. A continuous remedy is required.

Ex. Restarting at interval, manual defrost at interval

3. Cargo damage is predicted, even after repairs.

Especially concerning chilled cargo it should be considered that even a slight


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temperature increase could cause cargo damage.

4. A gradual increasing of temperature without any effect on the reefer unit

5. If concerned parties have requested close monitoring of a malfunctioning container.

2222----1111----2. Items to be reported2. Items to be reported2. Items to be reported2. Items to be reported

With reference to the Malfunction Report, the following items should be reported.

Refer to Appendix 2. “Example of Report: Malfunction.”

a) Container number

b) Booking line

c) Setting temperature

d) Cargo commodity

e) Loading port/Discharging port

f) Stowage position

g) Time and Date when found/Temperature at that time

h) Failure description and progress

(Unit conditions such as Sup/Rtn air temperature, pressure, amperage, ambient

temperature and so on are needed.)

i) Remedy taken

j) Condition after remedy and current internal temperature

k) Interval during malfunction (i.e. Interval during temperature out-range.)

l) Spare parts used (if any)

manufacturer, unit type, parts name, parts number, ROB

m) Next calling port/ETA

Note: We have previously requested a copy of the chart. However, there is no need to

send it, except as required by MARCTNRREF.

2222----1111----3. Communications3. Communications3. Communications3. Communications

a) Contact with concerned parties

Vessel’s Master should make contact with concerned parties in case of

malfunction or trouble. Send the original report to MARCTNRREF, and drop a

copy to the Line Operator/the Agent at the loading or discharging port. For

emergencies, send the original to the Agent.


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(1) With NYK containers

Vessel

Original copy

MARCTNRREF Agent /

Line Operator

(2) With another shipping company’s containers

Vessel

Original copy

MARCTNRREF Agent/

Line Operator

Container

Operator

As for other booking line’s reefers, make contact with the Container Operator

through the NYK office even if the vessel can make contact with them directly,

except when direct communication is requested by NYK office.

b) Instruction for vessel

(1) NYK reefer

MARCTNRREF is responsible for replying.

(2) Other booking line’s reefers

MARCTNRREF will not give instructions about other booking line’s reefers.

MARCTNRREF will relay the report to the booking line, and will then relay

the booking line’s instruction/advice to the vessel so as to avoid any cargo

claims owing to NYK’s advice except in emergency cases.


13

2222----2. Record2. Record2. Record2. Recordssss

With regard to cargo claims, relevant documents are requested in order to verify the

ship operator’s obligation. Cargo claims are often declared to the shipper 1 to 2 years

after the transport, so inevitably there are few witnesses to support a cargo claim, as

crews change often. Thus a record of the malfunction and remedy taken is the most

important form of verification.

Even if a proper remedy was taken to fix a malfunction, without a record, we cannot

prove due diligence was observed by the ship’s crew and NYK, and we would be forced

to repay for cargo damage.

Therefore, it should be clear to all vessels that any malfunction reported and remedy

undertaken must be recorded in all cases.

3. Processing Procedure for Relevant Documents

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3.3.3.3. Processing Procedure for Relevant DocumentsProcessing Procedure for Relevant DocumentsProcessing Procedure for Relevant DocumentsProcessing Procedure for Relevant Documents

Relevant documents related to reefers and units are as follows:

a) Temperature Chart

b) Monitoring Sheet for Refrigerating Containers (Monitoring Log)

c) Damage & Failure Report

And the Malfunction Report, i.e. Transmission Record, is an important document for

claim settlement.

In addition, Reefer Container Loading & Discharging Reports are used for analysis of

malfunctions.

3333----1. Temperature Chart1. Temperature Chart1. Temperature Chart1. Temperature Chart

The temperature should be recorded with the metal tip on the round chart at all times.

One chart can record temperatures for 31 days. This chart is sometimes called the

Partlow Chart.

The temperature indicated on the chart is not the exact cargo temperature. It records

supply or return air, depending on the operation mode (frozen/chill).

3333----1111----1. Purposes1. Purposes1. Purposes1. Purposes

The temperature chart provides a record of the internal temperature of the reefer

during transportation, and it clarifies the responsibility of each section - terminal,

vessel, trucker or rail - of transportation.

3333----1111----2. Forms2. Forms2. Forms2. Forms

Each shipping company uses unique temperature charts, and they all have minor

differences. Please do not use another Container Operator’s chart.

3333----1111----3. Handling procedures3. Handling procedures3. Handling procedures3. Handling procedures

a) Replacement

When the records make a complete round, attach a new chart to the old one and

make certain that the dates match. If the double chart hinders the chart rotation,

the old chart should be put into the pocket, which is located inside the temperature

recorder or controller.


15

Also each item on the chart - vessel name, container number, voyage, setting

temperature, and topics (for example, replacement of chart) - should be completed.

This data can help prevent any misunderstandings or confusion after discharging.

b) Date adjustment

Basically, date adjustment should not be performed. The temperature must be

recorded continuously.

(1) If it is found that the chart clock has stopped, the clock must be wound up or

the battery must be replaced. Then, an “×” with the vessel's notation - date

and time - should be marked in UT.

(2) Resetting the date/hour must not be performed when passing the

International Date Line. Also, a date adjustment is not required in months

not containing 31 days.

(3) Record a remark for date adjustments when they are required in order to

avoid mistakes involving the date. For witnesses, it is a good idea to mark an

“×” when loaded.

c) Repair record of the temperature chart

Do not record repair on the chart. All repairs should be recorded on the Damage &

Failure Report.

3333----2. Monitoring Sheet for Refrigerating Containers2. Monitoring Sheet for Refrigerating Containers2. Monitoring Sheet for Refrigerating Containers2. Monitoring Sheet for Refrigerating Containers (Monitoring Log) (Monitoring Log) (Monitoring Log) (Monitoring Log)

3333----2222----1. Purpose1. Purpose1. Purpose1. Purposessss

To maintain containers and cargo, the temperature and refrigerated unit condition

should be monitored periodically and recorded on the Monitoring Log. These

documents can therefore prove that the container was well monitored.

Monitoring and recording should be performed from loading to discharging, even when

the vessel is at berth.

If the chart recorder is faulty, record the digital indicator readings - supply or return

air - or the actual temperature. Also, this fact should be recorded in the Remark

column.


16

3333----2222----2. Formats2. Formats2. Formats2. Formats

Form No. 2520 or equivalent is used as the format. But the column about confirmation

of ventilator setting at loading should be made on the form.


a) Submitting

In case of a claim, you are requested to submit the Monitoring Log to the proper

section through MARCTNRREF.

Do not submit the Monitoring Log to other Container Operators (shipping

companies) if they request it. Report only to MARCTNRREF.

b) Custody

The Monitoring Log should be kept for THREE YEARS on the vessel for future

claims.

3333----2222----4. Monitoring procedures4. Monitoring procedures4. Monitoring procedures4. Monitoring procedures

The following items should be filled in:

a) Vessel name

b) Voyage

c) Container number

d) Stowage position

e) Port of loading, port of discharging

f) Manufacturer of refrigerating unit

g) Temperature setting

h) Ventilator setting (The following items are to be recorded when monitoring:)

g) Time and date

h) Temperature on the chart when monitoring

i) Remarks ・Repair record ・Time and date of chart clock rewinding, or replacement of battery ・Time and date of chart replacement


17

3333----3. Damage & Failure Report (DFR)3. Damage & Failure Report (DFR)3. Damage & Failure Report (DFR)3. Damage & Failure Report (DFR)


The Damage & Failure Report is required for the following reasons:

a) The Damage & Failure Report proves that an abnormality or malfunction has been

discovered and that the proper action has been taken by the ship’s crew. Thus, the

Damage & Failure Report is required as evidence in future claims.

b) The Damage & Failure Report notifies of unit trouble during voyage, upon which

information should be passed to the related parties.

When a malfunction is discovered, a recording of the malfunction in the Damage &

Failure Report is not only required, but is considered crucial.


Use FORM No. 2510 or CR 001B as a format, three sheets from a set.


a) Distribution of DFR

The three pages of the Damage & Failure Report should be sent to the following

parties at the end of each voyage. Appendix 4. “Damage & Failure Report - Address”

gives the addresses.

(1) 1st sheet; For reporting to the Ship Operator any damage/failure and

subsequent action performed on a refrigerated container.

When cargo damage occurs, this sheet becomes evidence of the unit

malfunction.

To be submitted to MARCTNRREF

(2) 2nd sheet; To be kept on the ship and filed.

(3) 3rd sheet; For reporting to the Terminal Operator at the discharging port.

To be submitted to the Terminal Operator at the discharging port for their

reference in case further repair is need at the shore facility.

Note: if the Terminal Operator refuses to accept the third sheet, ask the Agent if any

further repair is necessary.


18

b) Custody

The Damage & Failure Report must be kept for 3 years as reference for future

claims.

3333----3333----4. Input Procedures:4. Input Procedures:4. Input Procedures:4. Input Procedures:

a) Slip No.

Enter the Serial No. from the drawn up DFRs of the applicable voyage.

(1) In the case of the same malfunction on another date, fill in a description of each

malfunction in another Damage & Failure Report. The Slip No. should have an

additional number in addition to the parent number.

Exception:

In case of 51 Gas Charging/Purging, 52 Oil Charging or 53 Forced Defrost, all

work should be recorded on one DFR. Each date should be recorded in the

Description of Repair, even if the repair occurs on another day. In this case,

the Date column should indicate the date on which the problem was first

encountered. Also, each date should be recorded in the Description of Repair.

(2) In the case of a different malfunction affecting one certain container, all

malfunctions should be recorded on one DFR.

Eg.

Slip No. 1 5 8 －

Slip No. 1 5 9 － 0 1

Slip No. 1 5 9 － 0 2

Note: It is not necessary to fill in the blank Slip No. column with 0.

b) Container No.

Enter the full Container number from the left side of the column.

Eg.

1 2

R 0

Container No.

3 13

N Y K U 7 9 7 7 5 0 9


19

c) Cont. Owner

Enter the Container Operator listed on the Refrigerated Container List, which is

passed from the Terminal Operator.

Eg.

Cont. Owner

14 15

NYK

d) Port of Loading, Port of Discharging

Enter the Port of loading and discharging.

Eg.

Port of Loading Port of Discharging

16 19 20 23

OAKLAND

TOKYO

e) Unit Maker

Enter the manufacturer of the refrigerating unit

Eg.

Unit Maker

24 25

MHI

f) Location

Mark “○” to indicate where the container is stowed.

Eg.

Location

26 ① In 2 On Deck 3 On Deck

Hold 1st Tier 2nd Tier

g) Temperature setting

Enter the setting temperature: Mark plus (+) or minus (－), fill in the setting


20

temperature and mark Fahrenheit (F) or Centigrade (C).

If a valid setting temperature is shown on the Reefer List, such as +2℃ to +4℃,

the actual temperature setting should be entered

.

Eg. 1 : setting temperature－18℃

Setting 27 31

Temperature + 1 8 0 F

Θ

Eg. 2 : setting temperature＋7.2℃

Setting 27 31

Temperature ⊕ 7 2 F

－

Eg. 3 : setting temperature 0℃

Setting 27 31

Temperature ⊕ 0 0 0 F

－

Note:: In case of 0℃ or 0ºF, mark “○” to ＋.

h) Remedy taken

Enter in column 34 the symbol of the remedy taken, such as N for Renew, R for

Repair, A for Adjust and T for Temporary repair.

(1) Renew........................(N) For parts replacement.

(2) Repair........................(R) For repair without parts replacement. Always use

this code for 51 Gas Charging/Purging and 52 Oil Charging.

(3) Adjust........................(A) For adjusting OPS, HPS, Controller and etc.

(4) Temporary Repair.…(T) For temporary repairs.

Note: In case of major repairs, all relevant work should be included. For example,

all work including gas charging for a compressor replacement should be summed

and entered in 40 Compressor.

In case of 51 Gas Charging/Purging, 52 Oil Charging or 53 Forced Defrost, all

work should be summed up and recorded on one DFR. Each date should be

recorded in the Description of Repair, even if the repair occurs on another date.

In this case, the Date column should indicate the date when the problem was


21

first encountered. Also, each date should be recorded in the Description of

Repair.

i) Man-Hours

Enter the actual working time needed for repair.

Note:

1. Man-Hours should not include suspended time of repair.

2. Handling time for piping and cables shall be included in Man-Hours.

3. In case of 51 Gas Charging/Purging, 52 Oil Charging or 53 Forced Defrost, all work

should be summed up. In this case, Man-Hours should be averaged.

j) Date

Enter the date of repair.

(1) In the case of a different malfunction with one container, it should be noted

that all malfunctions should be recorded on one DFR.

(2) In case of 51 Gas Charging/Purging, 52 Oil Charging or 53 Forced Defrost, all

work should be recorded on one DFR. Each date should be recorded in the

Description of Repair, even if the repair occurs on another date. In this case,

the Date column should indicate the date when the problem was first

encountered. Also, each date should be recorded in the Description of Repair.

Eg.

N: Renewed A: Adjusted Man-Hour

R: Repaired T: Temporary Man Hour Date

32

33

Repaired 34 35 36 37 39

11 Power Cable

12 Plug or Receptacle N 0 1 0 1 0 0 3 2 3

13 Change Over Switch for Power

14 Circuit Breaker

15 Trans. 220/24 V

16 Trans. 440/220 V

17 Electric Line (Power) T 0 2 0 0 7 0 4 0 8

18 Electric Line (Control)


22

k) Cause of Trouble, Description of Repair

Describe in English the failure and the cause, in addition to the remedy.

l) Ship's Name

Enter the ship’s name.

Eg.

40 42

Ship's Name

NYK ANTARES

m) Voy. No.

Enter the voyage number and the distinction for outward and homeward.

Eg.

43 44 45

Voy. No. 0 5 O

Note: Always use O for Outbound or H for Homebound even if the vessel uses E/B,

W/B or some other number.

n) Out Voyage Start Date

Enter the starting date of the outward voyage.

Eg.

46 53

Out Voyage Start Date 2 0 0 4 0 3 1 0

o) Requirement to Terminal

The following requests should be indicated:

(1) Repair requests for discharging containers

(2) Repair requests for loading containers

Note: In case onboard repair by shore mechanics is requested, the Chief Engineer

should sign the DFR for the sake of confirmation of repair completion and parts

supplied.

Items to be entered: ・Replaced spare part name


23

・Quantity of replaced spare parts ・Repair request of discharged containers ・Repair request of loaded containers ・Replaced spare parts’ number and remedy taken, in remark.

p) Signature

Signature of the Chief Engineer

3333----4. Reefer Container Loading & Discharging Report4. Reefer Container Loading & Discharging Report4. Reefer Container Loading & Discharging Report4. Reefer Container Loading & Discharging Report


This report should contain the necessary data to analyze malfunctions. This report

also records the number of containers loaded.


Form No. 2530 is used as a format.


The 1st sheet is to be sent to MARCTNRREF.

The 2nd sheet is to be kept on the ship and filed.

3333----4444----4. Input procedures4. Input procedures4. Input procedures4. Input procedures

The following items should be entered. Object containers are only reefers, and do not

include the heating containers or the tank containers.

a) Date and Port

From where and when the voyage began, and from where and when the voyage

was completed

b) Loading and Discharging Port

Enter the number of containers, which were loaded and discharged at each port.

Out (bound) and home (bound) in this column does not depend on the date in the

above column. When a container is outbound, it should be entered in LOAD OUT

and DISCH OUT, even if it is discharged on the homebound voyage.

Also, when a container is homebound, it should be entered in LOAD HOME and

DISCH HOME, even if it is discharged on the next voyage. However, if a container is


24

outbound, and it is discharged on the outbound portion of the next voyage, it should

be entered in the report for the next voyage.

Appendix 5. “Example of Reefer Loading & Discharging Report” shows a report from

the European service. The containers, which were loaded on the outbound for

Southampton, Rotterdam, and Hamburg, were entered in DISCH OUT, even though

the outbound portion was completed in Southampton.

The total number of outbound containers should equal the total number of outbound

containers discharged. Also, the total number of homebound containers should equal

the total number of homebound containers discharged.

c) Owner of Container

The number of reefers should be entered individually per booking line.

Do not distinguish by the prefix of the container, such as NYKU or ICSU.

d) Maker of Reefer Container

The number of loaded reefers should be entered individually per manufacturer.

e) Numbers Loaded

The number of loaded reefers by size (20 feet or 40 feet) and total should be entered.

4. Management

25

4. Reefer 4. Reefer 4. Reefer 4. Reefer ManagementManagementManagementManagement

In this section, we present what the ship crew should expect to encounter with regard

to reefer management.

4444----1. 1. 1. 1. Reporting to Relevant PartiesReporting to Relevant PartiesReporting to Relevant PartiesReporting to Relevant Parties

4444----1111----1. 1. 1. 1. Repair RequestRepair RequestRepair RequestRepair Request

With regard to the repair request, the same as described in Chapter 2-1, “Report”, it is

important not to delay filling this out when repair is needed.

In an example of poor administration, a vessel requested repair to a container after

she arrived at port, despite observing a malfunction just after departure from the

previous port. This caused a delay not only in arranging repairs but also in the

discharging of the container.

All repair requests should be reported without delay.

4444----1111----2. Contents of Report, Communication2. Contents of Report, Communication2. Contents of Report, Communication2. Contents of Report, Communication

Refer to Chapter 2-1, “Report”.

Generally, all repair requests should be sent to MARCTNRREF. However, this

procedure sometimes produces delays in arrangements at some ports outside of Japan.

Therefore, in urgent situations, it may be better to make all requests directly to the

Agent at the port. In this case, drop a copy to MARCTNRREF and the Line Operator.

In urgent cases, it is permitted at port to make a request to the Terminal Operator

and/or Agent directly. Be sure to drop a copy to MARCTNRREF and the Line

Operator.

4444----2. Spare2. Spare2. Spare2. Spare Parts Management Parts Management Parts Management Parts Management

Recently all Container Operators have minimized onboard spare parts stock; especially

duplicate parts with consortium members. In addition, replenishment of parts except

important parts and parts needed in emergencies is done by bulk supply to minimize

loading cost.

4. Management

26

4444----2222----1. Loading spare parts1. Loading spare parts1. Loading spare parts1. Loading spare parts

All parts should be checked just after loading if possible. The officer in charge will

confirm the delivery note.

If it is not possible to check the received parts before departure, and some damage or

lack of parts is found, please report it to MARCTNRREF. Also, the delivery note or the

list of these spare parts should be kept on file.

All borrowed parts must be returned to the original owner’s spare parts stock. All

Container Operators recognize that the Vessel Operator is responsible for the

management of spare parts. In case of missing parts, if a claim should arise, you

should maintain each owner’s parts stock as their parts list.

4444----2222----2. Discharging2. Discharging2. Discharging2. Discharging

When instructions are given by the Container Operator to discharge the spare parts,

check the inventory and arrange for delivery.

If no information is given by the Container Operator prior to discharging, refuse any

discharging of parts and report it to MARCTNRREF.

4444----2222----3. Usages3. Usages3. Usages3. Usages

Spare parts should be used in accordance with the following:

a) As a general use, use individual spare parts supplied by the Container Operator to

whom the container belongs.

This rule provides for the repair of all reefers which have an adequate supply of

spare parts provided by their respective Container Operator. If the necessary spare

parts are not available in the individual supply, it is acceptable to borrow from

another Container Operator’s spare stock without the owner’s permission.

In this case, it should be reported to MARCTNRREF as soon as possible. Use the

Malfunction Report for making a report because the Container Operator who

borrowed the other Container Operator’s spare parts has to re-supply the parts at

the earliest convenient port.

b) When removing spare parts from an empty reefer, if it is found that the malfunction

4. Management

27

reefer and empty reefer are the property of the same Container Operator, permission

is not required before use. In this case, use the Malfunction Report for making a

report and include the empty reefer’s container number.

4444----2222----4. Replenishment4. Replenishment4. Replenishment4. Replenishmentssss

Consumed spare parts should be requested as follows in spite of the parts being the

property of another Container Operator’s parts:

(a) Requested by the Malfunction Report

Important parts, such as compressor, controller and urgently needed parts, should

be requested in the Malfunction Report with the mentioned item

Refer to Appendix 2. “Example of Malfunction Report.”

(b) Requested by Reefer Parts Requisition Form

About other parts (except above-mentioned parts) such as available stock on board

or those not reported by the Malfunction Report, they should be requested by a

Reefer Parts Requisition Form every half/one voyage or at adequate interval,

individually by a Container Operator by fax or e-mail.

With regard to replenishment ports, HONG KONG and SINGAPORE are convenient

ports for most shipping lines. In addition, TOKYO, YOKOHAMA, KOBE,

ROTTERDAM, L.A. etc, are convenient for NYK. So it is advisable to make a request

3 to 5 days before entering the above-mentioned ports. In case the vessel will call at

JPN, HKG, and SIN ports, we would like to supply the requested parts at only one of

the above ports in order to minimize loading cost. So the last calling port in the

above-mentioned Asian ports is the best option.

An example of the Reefer Parts Requisition Form is attached in Appendix 6.

4444----3. 3. 3. 3. RefrigerantRefrigerantRefrigerantRefrigerant, Oil, Tools and Others, Oil, Tools and Others, Oil, Tools and Others, Oil, Tools and Others

4444----3333----1. 1. 1. 1. RefrigerantRefrigerantRefrigerantRefrigerant

a) Maintain spare stock on board

At the present, many kinds of refrigerant are used for many types of reefer because

adopted type of reefer containers differ depending on the Container Operator.

There are 5 kinds of refrigerant for reefer unit, i.e. R-12, R-22, R-134a, R-404A &

R-409A. Refer to “5-3. Freon gas.” Vessels ought to maintain spare stock of

4. Management

28

refrigerant of all kinds represented. Depending on the service line, vessels also

have to maintain spare stock of the refrigerant with regard to the Container

Operator.

Responsibilities of replenishment for refrigerant are as follows at each service line:

1) NA & NE (Grand Alliance): Container Operator

2) ASIA ACX trade

-1. JBC(Dragon/Phoenix)/JCV: Container Operator

-2. GKX/SAX: No agreement (Customarily the Container Operator)

-3. APX/TMX/SSS: No agreement (Customarily the Vessel Operator)

-4. PSS/HSS: No agreement (Customarily the Vessel Operator)

-5. PGS/SCS/PJX/ITX: No agreement (Customarily the Vessel Operator)

3) OCEANIA: Vessel Operator

*R-22 of NZX: Container Operator

4) GEX: Container Operator

5) ANDEX, MAREX: No agreement (Customarily the Vessel Operator)

NYK has R-12, R-22 & R-134a units (note: NYK will have only R-22 & R-134a at the

end of 2004). Vessels should maintain the following number of 10Kg or 13.6Kg

refrigerant bottles:

<Responsibilities> <Days between port and port> R-22 R-134a

Container Operator 5 days or more 2-3 2-3

Container Operator less than 5 days 1 1

Vessel Operator 3 3

Although it is permitted to borrow another Container Operator’s refrigerant without

permission, likewise with spare parts, the refrigerant has to be returned to the original

owner by vessel’s hands.

b) Replenishment

Request should be sent to MARCTNRREF by e-mail or fax. Though no standard

form is provided, container number, Container Operator, consumed refrigerant,

consumed quantity, request quantity, and ROB should be included. An example of

the Refrigerant Requisition Form is attached in Appendix 7.

4. Management

29

It is advisable to request the quantity by bottle unit. Generally, Japanese 10Kg

returnable bottle and Unitor’s 13.6Kg disposable bottle (Unitor’s 12.5Kg returnable

bottle – European ports) are the standard.

All Container Operators can re-supply the refrigerant at HONG KONG,

SINGAPORE & ROTTERDAM. In emergency cases or at the behest of the

Container Operator, refrigerant can be supplied at other ports. At NYK, we have

supplied the refrigerant at PUSAN, KAOHSIUNG, PORT KELANG, HAMBURG,

ANTWERP, HALIFAX, VANCOUVER, SEATTLE, OAKLAND, LOS ANGELES,

DURBAN etc.

c) Regulation of Freon CFCs (R-12)

In Europe, the discharge of R-12 into the atmosphere has been strictly prohibited

since January 2001. Therefore, vessels that are not equipped with machines for

containing these refrigerant pollutants cannot do repair work that is accompanied

with discharging R-12 in European ports. In case a R-12 reefer unit needs to be fixed

at a European port, the reefer should be repaired at a shore facility. However, if the

reefer can be repaired with charging refrigerant, R-409A should be charged into the

system. NYK has no R-409A stock on board, so R-409A should be borrowed from a

consortium member’s property in the above case. NYK should return the borrowed

R-409A to the vessel, so the vessel can return the bottle to the original owner’s stock.

4444----3333----2. Oil for reefer 2. Oil for reefer 2. Oil for reefer 2. Oil for reefer compressorcompressorcompressorcompressor

Adapted oils are designed for each refrigerant. The request procedure is the same as

the parts requisition.

4444----3333----3. Tools for reefer3. Tools for reefer3. Tools for reefer3. Tools for reefer

Vessels should send the requisition by e-mail or fax to MARCTNRREF.

Concerning the request of special tools or tools that should have already been on board,

vessels should give an explanation for the need.

MARCTNRREF will arrange to send the necessary tools to the vessel’s calling port.

4444----3333----4. Extension cables4. Extension cables4. Extension cables4. Extension cables

Send a request to MARCTNRREF by e-mail or fax if needed.

Depending on each individual case, we may ask for an explanation for the request

4. Management

30

4444----3333----5. Power plug5. Power plug5. Power plug5. Power plugssss

20 ft reefers had been equipped with one of three different kinds of 440 volts power

plugs in the past. One plug had been mostly used in Europe and had been called the

CEE. Another had been called the WILCO and had been used in Australia.

However, at the present, the plugs are integrated into CEE.

Spare power plugs (440V CEE) should, in general, be supplied by the Container

Operator. However, one service line (GEX) agreed with the consortium to supply spare

power plugs by the Vessel’s Operator in order to minimize loading cost.

MARCTNRREF will study such replenishment methods in order to innovate other

service lines in future.

5. Technology for transporting refrigerated cargo

31

5. 5. 5. 5. Additional Information for Technical InstrucAdditional Information for Technical InstrucAdditional Information for Technical InstrucAdditional Information for Technical Instructiontiontiontion

In the reefer’s instructions, handling and repairing advice is given and it is well known

among the reefer engineers. Below, we provide information, which may not be as well

known but is extremely important for handling reefer units.

However, please note that even though this information is only for reference, it is

required that confirmation be made in every case.

5555----1. 1. 1. 1. Temperature Temperature Temperature Temperature ControlControlControlControllinglinglingling and Record and Record and Record and Recordinginginging of Reefer Unitof Reefer Unitof Reefer Unitof Reefer Unit

5555----1111----1. Controllers1. Controllers1. Controllers1. Controllers

Electric controller is the main type of controller used in recent reefer units.

The function of MHI electric controller is as follows:

Two sensors, the supply air temperature sensor and the return air temperature sensor,

are installed in one unit. The controller senses both the supply and the return air

temperatures. The temperature is controlled by the supply air temperature sensor or

the return air temperature sensor, depending on the temperature setting. ・In chill mode (temperature setting: －5℃ and above)

The controller controls the supply air temperature to maintain the temperature

setting, and a capacity control functions the heater and the modulating valve. ・In frozen mode (temperature setting: below －5℃)

The controller operates by sensing the higher temperature of the return air and

supply air. In general, the return air temperature is higher than the supply air

temperature, so that the controller controls the return air temperature.

No capacity control is activated. When the temperature setting is set to －6℃,

the supply air temperature might fall below －20℃.

An older combined controller/recorder type still exists,

5555----1111----2. Temperature Recorders2. Temperature Recorders2. Temperature Recorders2. Temperature Recorders

In general, it is understood that the chart temperature displays the cargo temperature.

In fact, however, it is not possible to sense the cargo temperature in most reefer units

that are not equipped with a special probe to perform this function.

When running the evaporator fans, it is known that the return air temperature is


32

almost the same as the cargo temperature.

However, it should be noted that the chart temperature is not always equivalent to the

cargo temperature, because some reefer units record the supply air temperature in

chill mode.

a) Mechanical Recorder (some Container Operator’s reefer units)

The recorder senses the return air temperature with a mercury bulb and records it.

b) Electrical Recorder

Two sensors, the supply air temperature sensor and the return air temperature

sensor, are installed in one reefer container. These sensors are different from the

controller’s. The recorder senses both the supply and the return air temperature, but

records only one temperature, either the supply or the return. It depends on the

temperature setting. ・In chill mode, the recorder records the supply air temperature. ・In frozen mode, the recorder records the return air temperature.

c) Combined Electronic Controller / Electronic Recorder

MMCC and subsequent controllers are classified as this type. The recording method

is the same as with the electrical recorder. Some of these combined types have no

recording sensors, but the supply/return sensors can be used to control and record as

needed.

5555----1111----3.3.3.3. The The The The Combination of Controller and Recorder Combination of Controller and Recorder Combination of Controller and Recorder Combination of Controller and Recorder

a) Electronic Controller and Mechanical Recorder (some Container Operator’s reefer

units)

b) Electronic Controller and Electronic Recorder

c) Combined Electronic Controller/Electronic Recorder

Controller Recorder Chill Mode Frozen Mode

Control Record Control Record

Electronic

Mechanical Supply Return Return Return

Electronic

Electronic

Supply Supply Return Return

Combined Supply Supply Return Return

According to the above table, we will encounter a temperature difference between


33

control and record in chill mode when the Electronic Controller MMCC and the

Mechanical Recorder are combined. The controller checks the supply temperature

when it is initially set. This air takes heat from the cargo inside the container, and

returns it to the evaporator. Thus, the return air temperature is generally higher than

the supply air temperature.

This is why a discrepancy in temperature is produced between the setting and the

chart recordings.

However, such reefer units typically belong to an old model type and only a few exist.

Only some Container Operators have it.

5555----1111----4. Controlling Temperature4. Controlling Temperature4. Controlling Temperature4. Controlling Temperaturessss and Recording Temperature in Chill Mode and Recording Temperature in Chill Mode and Recording Temperature in Chill Mode and Recording Temperature in Chill Mode

If some small discrepancy is found between the temperature setting and the chart

temperature in chill mode in the reefer unit mentioned above, it should be determined

whether a malfunction has occurred, or whether the chart is displaying the

temperature correctly as explained above.

Some reefer units of such former mentioned reefer unit have a digital temperature

indicator, which can provide the supply temperature. Compare the indicated

temperature with the setting. Measuring the actual temperature with the thermistor

is effective.

If any discrepancy - within 1℃- between the temperature on the chart and on the

setting is discovered in chill mode, check whether the supply air temperature is

controlled by the setting. If it is controlled, no adjustment is required. Record the

supply air temperature with the chart temperature. Do not re-set the temperature

setting to match the chart temperature.

If there is a discrepancy of over 1℃, proper maintenance and reportage are required.

5555----2. Countermeasure 2. Countermeasure 2. Countermeasure 2. Countermeasure againstagainstagainstagainst Reefer Reefer Reefer Reefer Troubles Troubles Troubles Troubles under Transportationunder Transportationunder Transportationunder Transportation

5555----2222----1. Oversetting t1. Oversetting t1. Oversetting t1. Oversetting the ventilatorhe ventilatorhe ventilatorhe ventilator

The ventilator setting is exclusively set by the shipper. However, sometimes this

setting exceeds that which can be performed by the reefer units, and this causes a rise


34

in the cargo temperature by creating frost in a high humidity environment.

Countermeasures to follow:

a) Set the defrost timer on a shorter interval.

b) Set the ventilator closer.

However, you must have the shipper’s permission to act on these countermeasures.

Make sure you contact the concerned parties.

5555----2222----2. Temperature r2. Temperature r2. Temperature r2. Temperature rising inside hatchising inside hatchising inside hatchising inside hatch

If an air-cooled container, which does not have a water condenser, is accidentally

loaded inside the hatch, the cargo temperature will sometimes rise as the temperature

inside the hatch rises. In this case, hold fans should be run without delay. Also, water-

cooling will help to lower the temperature inside the hatch. In the case of low heat

insulation containers (usually old units), or clogged/dirty condensers, the temperature

may also rise. Disabling the Water Pressure Switch (WPS) sometimes improves the

condition.

5555----3. Freon Gas3. Freon Gas3. Freon Gas3. Freon Gas

5555----3333----1. 1. 1. 1. Freon gas regulationsFreon gas regulationsFreon gas regulationsFreon gas regulations

a) CFC (Chlorofluorocarbon)

R-11, R-12, R-113, R-114, R-115

These freon gases are regulated by the Montreal Protocol in order to protect the

ozone layer.

b) HCFC (Hydrogenerated Chlorofluorocarbon)

R-22, R-141b, R-142b, R-123, etc.

These Freon gases will be regulated as they cause damage to the ozone layer (but to

a lesser degree than R-12) based on the decision of the Montreal Protocol. Production

of R-22 will be halted in 2010 and will be banned in 2020.

c) HFC (Hydrogenerated Fluoro Carbon)

R-134a, R-404A, R-407C, etc.

These Freon gases will be regulated based on the decision of COP3 (The 3rd

Session of the Conference of the Parties to the United Nations Framework

Convention on Climate Change) in order to prevent global warming.


35

5555----3333----2. 2. 2. 2. Freon gases used for reefer unitsFreon gases used for reefer unitsFreon gases used for reefer unitsFreon gases used for reefer units

As a result of the Montreal Protocol to protect the ozone layer, CFCs gases, including

R-12, were banned at the end of 1995. This protocol introduced alternative gases,

HCFCs and HFCs, into the reefer market. Upon their introduction, adapted oils were

also designed and introduced.

a) R-12

Production of R-12 was prohibited.

b) R-22

This Freon gas has also proved harmful to the ozone layer, but to a lesser extent

than R-12. Production of R-22 will be halted in 2010 and banned in 2020 in

accordance with the Montreal Protocol.

c) R-134a

R-134a, the alternative for R-12, shows close characteristics to R-12. However,

R-134a is not as effective in freezing goods. Therefore, it requires an extra power

supply. R-134a does not affect the ozone layer because it does not contain chlorine.

Unfortunately, since chlorine helps with lubrication inside refrigerating units,

R-134a requires synthetic oils. If mineral oils such as SUNISO 3GS are used in

R-134a reefer units, the compressor will quickly experience operating trouble. Also,

R-134a and its synthetic oils can absorb moisture. R-134a is the most widely used

freon gas for refrigerants.

d) R-404A

R-404A is sometimes referred to as HP62. It consists of three Freon gases - HFC-125,

HFC-143a and HFC-134a. R-404a does not harm the ozone layer, however R-404A

contributes more to global warming than R-22 or R-134a.

e) R-409A

R-409A consists of three Freon gases, mainly R-22. As the performance of R-409A is

almost the same as R-12, it can substitute for R-12. And its effect on the ozone layer

is almost the same as that of R-134a but the influence of R-409A on global warming

is greater than that of R-22. It is not produced in Japan. Although it is imported into

Japan, it is more expensive in Japan than in foreign countries.


36

Specification of Freon Gases for Reefer Units

FreonFreonFreonFreon Chemical formulaChemical formulaChemical formulaChemical formula Chemical / Physical characteristicsChemical / Physical characteristicsChemical / Physical characteristicsChemical / Physical characteristics OilOilOilOil

R-12 CCl2F2 Harmless (by PAFT test)

ODP = 1.0

GWP = 3.05

Mineral oil

R-22 CHClF6 Harmless (by PAFT test)

ODP = 0.05

GWP = 0.36

Synthetic oil

R-134a C2H2F4 Harmless (by PAFT test)

ODP = 0 (chlorine-free)

GWP = 0.25

Synthetic oil

R-404A (HFC-125) 44%

(HFC-143a) 52%

(HFC-134a) 4%

Harmless (by PAFT test)

ODP = 0 (chlorine-free)

GWP = 0.94

Synthetic oil

R-409A (CFC-22) 60%

(HCFC-124) 25%

(HCFC-142b) 15%

Harmless (by PAFT test)

ODP = 0.05

GWP = 0.3

Mineral oil

Synthetic oil

ODP: Ozone Destruction Potential - The higher the ODP gas, the higher the

potential to destroy the ozone layer.

GWP: Global Warming Potential - The higher the GWP gas, the higher the

potential to warm the environmental temperature of the earth.

5555----3333----3333. Handling Reefer Units Containing an Alternative to Freon Gas. Handling Reefer Units Containing an Alternative to Freon Gas. Handling Reefer Units Containing an Alternative to Freon Gas. Handling Reefer Units Containing an Alternative to Freon Gas

In this section, we provide information on reefer units, which use alternative Freon

gases.

a) Notice for handling R-22 reefer units

Since almost all R-22 reefer units are manufactured by Mitsubishi Heavy Industries,

we can provide accurate information on them

(1) Do not contaminate with other Freon gases.

(2) The scroll compressor requires a small quantity of lubricant oil, so that only

a little oil remains in the gas line. However, the compressor already has

enough oil in it. Therefore, it is not necessary to add oil to the scroll

compressor.

The spare scroll compressor also contains oil inside, and it does not require

any oil to be added. Do not add mineral oil to R-22 units.


37

If oil leaks for some reason, replacement of the compressor assembly is

requested.

(3) R-22 units’ moisture indicator sometimes shows bubbling in spite of having

enough gas in the refrigerating unit. If gas is added until the bubbles

disappear, the unit may experience some trouble.

Confirm the amount of gas before adding, with consideration to the amount

of gas remaining.

b) Caution for handling R-134a reefer units

(1) Do not contaminate with other Freon gases.

The refrigerating unit, especially the compressor, may experience trouble.

(2) Refer to the above [a-(2)] for the scroll compressor made by MHI & Daikin.

In addition, the R-134a spare compressor contains nitrogen (N2) to prevent

the absorption of moisture. Do not cut the seal carelessly. The compressor

may not work properly for a long time after the seal is cut.

We recommend the replacement of the dryer after repair, such as

compressor replacement and soldering.

(3) Oil for carrier R-134a reciprocating compressor is supplied in a small can.

Dispose of the remaining oil after it is added. Such oil may cause trouble

because of its absorbability.

Appendix 1. Flow Chart of Onboard Attendance for Reefer Containers

ON BOON BOON BOON BOARD ATTENDANCE FLOW CHART FOR REEFER CONTAINERSARD ATTENDANCE FLOW CHART FOR REEFER CONTAINERSARD ATTENDANCE FLOW CHART FOR REEFER CONTAINERSARD ATTENDANCE FLOW CHART FOR REEFER CONTAINERS FOR CONTAINER SHIP'S CREW USEFOR CONTAINER SHIP'S CREW USEFOR CONTAINER SHIP'S CREW USEFOR CONTAINER SHIP'S CREW USE

Loading of Vessel keeps close contact Confirm the following with the Terminal Operator. Reefer containers with each port and/or terminal. 1. Estimated time for loading/discharging of Reefer containers 2. Rehandling schedule, if any 3. Reefer List and Stowage Plan to be received Check for proper Malfunction or Request Agent and Terminal Operator to arrange for repairs.

operation of Reefer unit. insufficient temp Remember to obtain the results of the repair work from the Mechanic.

In case the repair work cannot be completed on board, request Agent and Terminal Operator to discharge the container. And notify Line Operator and

MARCTNRREF about the discharging of the reefer.

/// CAUTION /// Be sure that the details of the malfunction, and of subsequent

repair work are documented, by filling out a Damage & Failure Report, to be rpresent presented as evidence in protecting against any cargo claims.

Items to be confirmed and recorded Items to be verified Documents to be received 1. Container number 1. Container number 1. Reefer List 2. Stowage (Location) 2. Stowage (Location) 2. Stowage Plan 3. Each item on recording chart 3. Temp. setting 4. Setting temperature 4. Ventilation 5. Temperature indicated on chart 5. Number of loaded Ref Containers 6. Ventilation setting (opened or closed) 7. Unit manufacture If any discrepancies are found... Confirm correct temp. setting and other items with the Booking While in port Dept. through the Terminal Operator, then amend documents. Ask the Terminal Operator to correct setting and/or other items and facts for evidence. < In Port >

< During

Voyage > Confirm correct temp. setting and other items with the Booking. After sailing Dept. through the Branch office or Agent of loading port, and then reset temperature setting and/or other items. This confirmation should be done by telex or fax. Items to be checked during voyage If abnormal Confirm condition of If unit is Check/repair ship's

1. To be checked by Monitor Panel, if equipped. Is indicated unit by a visual check normal... monitoring system. To be monitored by PCT Monitoring System 2. Visual check If unit is abnormal... It is necessary to perform a visual check twice a day. If abnormal 1. Report if malfunction is applied to the case mentioned below. a) Check and record temp. on the monitoring sheet. Is found... 2. Carry out repair Once and twice a day, the temp. monitored by 3. Record details of malfunction and of subsequent repair work to PCT Monitoring system is to be recorded. Damage & Failure Report.

b) Check operating condition of each unit. (D/F Report is an important document to prove ship's good actions) c) Check that the chart clock is working by observing chart locus. If malfunction should be reported...

Following data is to be reported to relevant dept. and MARCTNRREF. Following documents must be required. 1. Container number and Container Operator 1. Damage & Failure Report.........................4 sheets 2. Commodity

2. Monitoring Sheet...................................... .1 sheet 3. Temp. setting

3. Ref Ctnr Loading & Discharging Report...2 sheets 4. Loading Port/Discharging Port

Temp. stylus recordings are to be entered on monitoring 5. Stowage

the above paperwork every day in which reefers containers are on are

6. Details of malfunction and subsequent outcome

are on board. 7. Next port and ETA

8. etc. < During 9. Send copy of temperature chart by fax, if possible Voyage >

< In Port >

1. Before discharging Reefer containers, confirm that all power Distribution of the documents supply has been disconnected. 1. To NYK Head Office (MARCTNRREF)

2. Details of the Reefer containers which malfunctioned during a) Damage & Failure Report voyage shall be informed to Agent and Terminal Operator at b) Reefer Container Loading & Discharging Report Discharging port. c) Monitoring sheet, if instructed

3. After completion of discharging work, following points must 2. To the Terminal Operator of Discharging port be confirmed: a) Damage & Failure Report a) Reefer containers which have to be discharged do not *Only in case the reefer is needed to be repaired at the discharging remain on board. Terminal

b) Reefer containers which have to remain on board are not 3. For Ship's file discharged and they are plugged in. a) Damage & Failure Report

b) Monitoring Log c) Reefer Container Loading & Discharging Report ＊Report if the malfunction applies in the following cases:

a) It is not possible to fix the malfunction Report the expected duration of long-term repairs.

b) A continuous remedy is required. ex. Restarting at interval, manual defrost at interval

c) Cargo damage is suspected, even after repairs d) A gradual increase of temperature without any visible effect to the reefer unit e) Special monitoring of a container malfunction requested from concerned parties

Appendix 2. Example of Report: Malfunction

Appendix 2. Example of Report: MalfunctionAppendix 2. Example of Report: MalfunctionAppendix 2. Example of Report: MalfunctionAppendix 2. Example of Report: Malfunction

The following is an example of a Malfunction Report, based on a hypothetical

situation:

a) Situation

On the 20th of March, the unit was found to have stopped. Inspection finds that

replacement of the compressor and contactor for compressor are needed. Burnt

compressor was replaced with a new one and the burnt contactor was replaced

with a new one that was PONL’s spare. Unit was restarted. 3 hours after

restarting, the temperature was －15℃. b) Example Report

FM FM FM FM NYK xxxxxxxNYK xxxxxxxNYK xxxxxxxNYK xxxxxxx MARCTNRMARCTNRMARCTNRMARCTNRREFREFREFREF CCCCCCCC ASIA LPOASIA LPOASIA LPOASIA LPO NE MARINENE MARINENE MARINENE MARINE SUBJ SUBJ SUBJ SUBJ : REEFER CTNR MALFUNCTION REPORT: REEFER CTNR MALFUNCTION REPORT: REEFER CTNR MALFUNCTION REPORT: REEFER CTNR MALFUNCTION REPORT NYKU 7590491 / NYKU 7590491 / NYKU 7590491 / NYKU 7590491 / NYK xxxxxxxNYK xxxxxxxNYK xxxxxxxNYK xxxxxxx V V V V----10101010 AAAA) CTNR NBR) CTNR NBR) CTNR NBR) CTNR NBR : NYKU 7: NYKU 7: NYKU 7: NYKU 7901587901587901587901587 BBBB) ) ) ) CTNR OPERATORCTNR OPERATORCTNR OPERATORCTNR OPERATOR : NYK: NYK: NYK: NYK C) C) C) C) SET TEMP SET TEMP SET TEMP SET TEMP : : : : ----18 C DEG18 C DEG18 C DEG18 C DEG D) D) D) D) COMCOMCOMCOMMOMOMOMODDDDIIIITYTYTYTY : F: F: F: FROROROROZZZZEEEEN CHICKENN CHICKENN CHICKENN CHICKEN E) E) E) E) POL/PODPOL/PODPOL/PODPOL/POD : HAM / TKY: HAM / TKY: HAM / TKY: HAM / TKY POL ; Port of LoadingPOL ; Port of LoadingPOL ; Port of LoadingPOL ; Port of Loading FFFF) LOCATION) LOCATION) LOCATION) LOCATION : : : : 36363636----10101010----00002222 POD ; PortPOD ; PortPOD ; PortPOD ; Port of Discharging of Discharging of Discharging of Discharging GGGG) ) ) ) TEMP BEFORE REPAIRTEMP BEFORE REPAIRTEMP BEFORE REPAIRTEMP BEFORE REPAIR : : : : ----11 C DEG (0900, 11 C DEG (0900, 11 C DEG (0900, 11 C DEG (0900, 20TH MAR20TH MAR20TH MAR20TH MAR)))) HHHH) ) ) ) CAUSE / CAUSE / CAUSE / CAUSE / DETAILSDETAILSDETAILSDETAILS :::: AT MONITORING CHECK, AT MONITORING CHECK, AT MONITORING CHECK, AT MONITORING CHECK, FOUND FOUND FOUND FOUND REEFER UNIT STOPPED WITH ALARM #62 REEFER UNIT STOPPED WITH ALARM #62 REEFER UNIT STOPPED WITH ALARM #62 REEFER UNIT STOPPED WITH ALARM #62 (COMPRESSOR CIRCUIT FAILURE). (COMPRESSOR CIRCUIT FAILURE). (COMPRESSOR CIRCUIT FAILURE). (COMPRESSOR CIRCUIT FAILURE). I) WORK PERFORMEDI) WORK PERFORMEDI) WORK PERFORMEDI) WORK PERFORMED :::: FOUND COMPRESSOR CONTACTOR BURNT AND REPFOUND COMPRESSOR CONTACTOR BURNT AND REPFOUND COMPRESSOR CONTACTOR BURNT AND REPFOUND COMPRESSOR CONTACTOR BURNT AND REPLACED WITH PONL SPARE DUE TO LACED WITH PONL SPARE DUE TO LACED WITH PONL SPARE DUE TO LACED WITH PONL SPARE DUE TO NO NYK SPARE STOCK ON BOARD.NO NYK SPARE STOCK ON BOARD.NO NYK SPARE STOCK ON BOARD.NO NYK SPARE STOCK ON BOARD. AND FOUND COMPRESSOR BURNT AND REPLACED WITH NEW ONE.AND FOUND COMPRESSOR BURNT AND REPLACED WITH NEW ONE.AND FOUND COMPRESSOR BURNT AND REPLACED WITH NEW ONE.AND FOUND COMPRESSOR BURNT AND REPLACED WITH NEW ONE. CHARGED REFRIGERANT ABOUT 4 Kg.CHARGED REFRIGERANT ABOUT 4 Kg.CHARGED REFRIGERANT ABOUT 4 Kg.CHARGED REFRIGERANT ABOUT 4 Kg. J) AFTER REMEDYJ) AFTER REMEDYJ) AFTER REMEDYJ) AFTER REMEDY : NORMAL WORKING. AFTER 3HRS: : NORMAL WORKING. AFTER 3HRS: : NORMAL WORKING. AFTER 3HRS: : NORMAL WORKING. AFTER 3HRS: ----18 C DEG.18 C DEG.18 C DEG.18 C DEG. K) TIME OF UNIT STOPK) TIME OF UNIT STOPK) TIME OF UNIT STOPK) TIME OF UNIT STOP : Approx. 10 Hrs: Approx. 10 Hrs: Approx. 10 Hrs: Approx. 10 Hrs L) L) L) L) PARTS USPARTS USPARTS USPARTS USED ED ED ED : : : : 1. 1. 1. 1. COMPRESSORCOMPRESSORCOMPRESSORCOMPRESSOR (P/NO.18 (P/NO.18 (P/NO.18 (P/NO.18----00055000550005500055----20SV) x 1 pc20SV) x 1 pc20SV) x 1 pc20SV) x 1 pc 2. CONTACTOR(C) (P/NO.10 2. CONTACTOR(C) (P/NO.10 2. CONTACTOR(C) (P/NO.10 2. CONTACTOR(C) (P/NO.10----00333003330033300333----01) x 1 pc01) x 1 pc01) x 1 pc01) x 1 pc 3. FILTER DRIER (P/NO. 66U1 3. FILTER DRIER (P/NO. 66U1 3. FILTER DRIER (P/NO. 66U1 3. FILTER DRIER (P/NO. 66U1----7472747274727472----1) x 1 pc1) x 1 pc1) x 1 pc1) x 1 pc 4. POE OIL (P/NO. 07 4. POE OIL (P/NO. 07 4. POE OIL (P/NO. 07 4. POE OIL (P/NO. 07----00292002920029200292----00) x 4 ltrs00) x 4 ltrs00) x 4 ltrs00) x 4 ltrs B.RGDSB.RGDSB.RGDSB.RGDS

Appendix 3. Example of Report: Discrepancy of Reefer Setting Temperature

Appendix 3. Example of Report: DAppendix 3. Example of Report: DAppendix 3. Example of Report: DAppendix 3. Example of Report: Discrepancy of iscrepancy of iscrepancy of iscrepancy of Reefer Setting TReefer Setting TReefer Setting TReefer Setting Temperatureemperatureemperatureemperature

We provide here an example of when a discrepancy is found between the actual

temperature and the temperature stated on the Reefer List

FM NYKFM NYKFM NYKFM NYK xxxxxxxxxxxx xxxxxxxxxxxx xxxxxxxxxxxx xxxxxxxxxxxx BOISEBOISEBOISEBOISE MARINE MARINE MARINE MARINE CCCCCCCC MARCTNRMARCTNRMARCTNRMARCTNRREFREFREFREF SUBJ : DISCREPANCY OF REEFER SUBJ : DISCREPANCY OF REEFER SUBJ : DISCREPANCY OF REEFER SUBJ : DISCREPANCY OF REEFER CTNR SETTING TEMPCTNR SETTING TEMPCTNR SETTING TEMPCTNR SETTING TEMP NYKU 7961705 / NYK NYKU 7961705 / NYK NYKU 7961705 / NYK NYKU 7961705 / NYK xxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxx V V V V----23232323 PLS INFORM US CORRECT SETTING TEMP.PLS INFORM US CORRECT SETTING TEMP.PLS INFORM US CORRECT SETTING TEMP.PLS INFORM US CORRECT SETTING TEMP. 1) CTNR NBR : NYKU 79617051) CTNR NBR : NYKU 79617051) CTNR NBR : NYKU 79617051) CTNR NBR : NYKU 7961705 2) OWNER : NYK2) OWNER : NYK2) OWNER : NYK2) OWNER : NYK 3) POL/POD : 3) POL/POD : 3) POL/POD : 3) POL/POD : OAKOAKOAKOAK / K / K / K / KHHHHHHHH 4) LOCATION : 264) LOCATION : 264) LOCATION : 264) LOCATION : 26----05050505----08080808 5) TEMP : LIST5) TEMP : LIST5) TEMP : LIST5) TEMP : LIST + 0.0 C DEG+ 0.0 C DEG+ 0.0 C DEG+ 0.0 C DEG ACTUAL SETACTUAL SETACTUAL SETACTUAL SET + 1.1 C DEG+ 1.1 C DEG+ 1.1 C DEG+ 1.1 C DEG 6) COMDTY : ASPAR6) COMDTY : ASPAR6) COMDTY : ASPAR6) COMDTY : ASPARAGUSAGUSAGUSAGUS B.RGDSB.RGDSB.RGDSB.RGDS

Appendix 4. Damage & Failure Report – Address

Appendix 4. Damage & Failure Report Appendix 4. Damage & Failure Report Appendix 4. Damage & Failure Report Appendix 4. Damage & Failure Report ---- Address Address Address Address

Damage & Failure Report should be sent to the following addresses:

3rd Sheet

Discharging Port

→ To the terminal at the discharging port, 2nd Sheet wherein the reefer needs to be repaired

Ship’s File at the discharged terminal, for the Terminal

Mechanic’s reference

1st Sheet

MARCTNRREF

NYK TOKYO

→ Keep it on file for 3 years.

→ 1st sheet will be used as evidence in claim reports. Be sure to be absolutely clear.

Appendix 5. Example of Reefer Container Loading & Discharging Report

Appendix 5. Example of Reefer Container Loading & Discharging ReportAppendix 5. Example of Reefer Container Loading & Discharging ReportAppendix 5. Example of Reefer Container Loading & Discharging ReportAppendix 5. Example of Reefer Container Loading & Discharging Report

REEFER CONTAINER LOADING & DISCHARGING REPORTREEFER CONTAINER LOADING & DISCHARGING REPORTREEFER CONTAINER LOADING & DISCHARGING REPORTREEFER CONTAINER LOADING & DISCHARGING REPORT

DATEDATEDATEDATE PORTPORTPORTPORT M.M.M.M.

OUTWARDOUTWARDOUTWARDOUTWARD STARTSTARTSTARTSTART 26 Feb. '04 TOKYO SSSS.S..S..S..S. NYK ANTARES

CLOSECLOSECLOSECLOSE 25 Mar. '04 SOUTHAMPTON

HOMEWARDHOMEWARDHOMEWARDHOMEWARD STARTSTARTSTARTSTART 25 Mar. '04 SOUTHAMPTON Voy. No.Voy. No.Voy. No.Voy. No. 01-109 / 01-213

CLOSECLOSECLOSECLOSE 1 Apr. '04 TOKYO

LOADING & DISCHARGING PORTLOADING & DISCHARGING PORTLOADING & DISCHARGING PORTLOADING & DISCHARGING PORT

PORTPORTPORTPORT LOADLOADLOADLOAD DISCHDISCHDISCHDISCH PORTPORTPORTPORT LOADLOADLOADLOAD DISCHDISCHDISCHDISCH

OUTOUTOUTOUT HOMHOMHOMHOMEEEE OUTOUTOUTOUT HOMEHOMEHOMEHOME OUTOUTOUTOUT HOMEHOMEHOMEHOME OUTOUTOUTOUT HOMEHOMEHOMEHOME

TOKYO 8 7 HAMBURG 24 20

NAGOYA 1 2 LE HAVRE 22

KOBE 29 18 SINGAPORE 3

SHIMIZU 2 11

SINGAPORE 37 11 19 13

SOUTHAMPTON 7 19

ROTTERDAM 34 19

TOTALTOTALTOTALTOTAL 77 A 76 B 77 A 76 B

OWNER OF CONTAINEROWNER OF CONTAINEROWNER OF CONTAINEROWNER OF CONTAINER (Refer to Reefer List)(Refer to Reefer List)(Refer to Reefer List)(Refer to Reefer List) NUMBERS LOADEDNUMBERS LOADEDNUMBERS LOADEDNUMBERS LOADED

OWNEROWNEROWNEROWNER OUTOUTOUTOUT HOMEHOMEHOMEHOME OWNEROWNEROWNEROWNER OUTOUTOUTOUT HOMEHOMEHOMEHOME OUTOUTOUTOUT HOMEHOMEHOMEHOME

NYK(01) 38 23 20 Ft20 Ft20 Ft20 Ft 43 25

HLC(12) 39 53 40 Ft40 Ft40 Ft40 Ft 34 51

PONL(23) TOTALTOTALTOTALTOTAL 77 A 76 B

All "A" must be equal.

TOTALTOTALTOTALTOTAL 77 A 76 B All "B" must be equal.

MAKER OF REEFER CONTAINERMAKER OF REEFER CONTAINERMAKER OF REEFER CONTAINERMAKER OF REEFER CONTAINER

MAKERMAKERMAKERMAKER OUTOUTOUTOUT HOMEHOMEHOMEHOME MAKERMAKERMAKERMAKER OUTOUTOUTOUT HOMEHOMEHOMEHOME

MITSUBISHI(01) 36 16 SEACOLD(15)

DAIKIN(02)

THERMO KING(03) 13 29

CARRIER(06) 28 31

TOTALTOTALTOTALTOTAL 77 A 76 B