Revised Reefer Handling Manual
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Transcript of 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Due to these changes, the contents of the first manual became outdated for our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
1. Guideline for Handling of Reefer Container on board
2
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.
1. Guideline for Handling of Reefer Container on board
3
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.
1. Guideline for Handling of Reefer Container on board
4
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
1. Guideline for Handling of Reefer Container on board
5
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.
1. Guideline for Handling of Reefer Container on board
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
1. Guideline for Handling of Reefer Container on board
7
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.
1. Guideline for Handling of Reefer Container on board
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.
1. Guideline for Handling of Reefer Container on board
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
2. Report and Record
11
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.
2. Report and Record
12
(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.
2. Report and Record
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
14
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.
3. Processing Procedure for Relevant Documents
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.
3. Processing Procedure for Relevant Documents
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.
3333----2222----3. Handling procedures3. Handling procedures3. Handling procedures3. Handling procedures
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
3. Processing Procedure for Relevant Documents
17
3333----3. Damage & Failure Report (DFR)3. Damage & Failure Report (DFR)3. Damage & Failure Report (DFR)3. Damage & Failure Report (DFR)
3333----3333----1. Purposes1. Purposes1. Purposes1. Purposes
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.
3333----3333----2. Formats2. Formats2. Formats2. Formats
Use FORM No. 2510 or CR 001B as a format, three sheets from a set.
3333----3333----3. Handling procedures3. Handling procedures3. Handling procedures3. Handling procedures
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.
3. Processing Procedure for Relevant Documents
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
3. Processing Procedure for Relevant Documents
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
3. Processing Procedure for Relevant Documents
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
3. Processing Procedure for Relevant Documents
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)
3. Processing Procedure for Relevant Documents
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
3. Processing Procedure for Relevant Documents
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
3333----4444----1. Purposes1. Purposes1. Purposes1. Purposes
This report should contain the necessary data to analyze malfunctions. This report
also records the number of containers loaded.
3333----4444----2. Formats2. Formats2. Formats2. Formats
Form No. 2530 is used as a format.
3333----4444----3. Handling procedures3. Handling procedures3. Handling procedures3. Handling procedures
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
3. Processing Procedure for Relevant Documents
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
5. Technology for transporting refrigerated cargo
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
5. Technology for transporting refrigerated cargo
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
5. Technology for transporting refrigerated cargo
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.
5. Technology for transporting refrigerated cargo
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.
5. Technology for transporting refrigerated cargo
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.
5. Technology for transporting refrigerated cargo
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