Reefer cargo handling in Port

Reefer containers require special care after they are loaded on board ship. These containers need to be supplied with power, monitored closely for proper function and repaired as required in case of malfunction.The article here is about procedures and guidelines on Reefer cargo handling in Port

It shall be confirmed beforehand from the terminal foreman/superintendent or local agent whether reefer container plugging / unplugging operation will be performed by ships crew or shore hands.

Reefer containers shall be plugged in and supplied with ships power as soon as practicable after loading. In case it is to be done by shore hands, ships crew shall still closely monitor the operation and confirm that all reefer containers are supplied with power earliest after loading.

Where applicable, cooling water shall be connected and valves opened. This is usually in case of water cooled reefer container units loaded under deck.

Reefer remote monitoring cables shall also be connected whenever equipped and compatible.

Once power supply to the reefer container is confirmed, its condition shall be checked for the following:
a) Set temperature compare with manifest temperature
b) Present actual temperature on partlow chart and digital indicator
c) Correct date/hour indication on Partlow chart (if applicable)
d) Ventilator percentage open or closed, compare with manifest
e) Container seal record seal number (e.g.: JJJ 345821 etc)
f) Any alarms displayed on the digital indicator
g) Control box door firmly tightened to prevent any water damage
h) Any abnormal noise or vibration from the refrigerating equipment

In case of any discrepancy in temperature or ventilator settings, the local agent / booking line shall be informed and clarifications sought.
Clarification will be given by the booking line (directly or via agent) and only upon written instruction from them, the vessel shall adjust any settings of temperature or ventilation. No temperature or ventilation settings may be tampered with in absence of such written instructions.

In case of a malfunctioning unit, the local agent must be informed and reefer technician arranged for inspection and repair. If the unit cannot be satisfactorily repaired within the duration of port stay, it must be off loaded.

In case of Warm or Hot cargo in a reefer is loaded on board the vessel, it must be first confirmed that the reefer container itself is working well. The shipment may then be accepted after obtaining a letter of guarantee from the shipper through agent and/or from an agent on behalf of the booking line relieving vessel owner/operator from cargo claims arising out of damage to cargo from this fact. This hot cargo statement shall be signed by the terminal and local agent.

If a letter of guarantee is not possible to obtain, an exception list may be prepared on board and signatures of the terminal, local agent and/or any third parties obtained on same to confirm condition of the reefer at time of loading.

Discrepancy report for warm or hot cargo reefer containers must be made out and sent to vessel operators, booking line, local agent and other concerned parties. In case any reefer container is rejected for loading owing to Temperature / Ventilation discrepancy without clarification, warm/hot cargo without statement, malfunction or any such valid reason, the fact shall be reported to vessel operator and any other parties concerned.

Reefer containers being discharged shall be unplugged from power source only just prior discharge. They shall not be unplugged and left on board awaiting discharge for a long time. The power cables and monitoring cables shall be neatly secured so as to avoid any damage during cargo operations.

Particular care must be taken in operations involving restow of reefer containers in port. When placed back on board and plugged in, their parameters must be rechecked.

All reefer containers on board shall be monitored by checking physically at least Twice daily (am & pm) during vessels stay in port.

The probability of a reefer container being inadvertently switched off or unplugged while vessel is in port does exist. Also a reefer remote monitor alarm may go unnoticed while vessel is in port

Reefer Container Stowage

Reefer containers proposed for stowage must be accompanied by a reefer manifest. This reefer manifest should contain information regarding Container No., Stow position, Commodity, Temperature and Ventilation status.

Stowage location of reefers must be checked against vessels reefer receptacle locations. In case reefer containers must be loaded in irregular locations, it must be confirmed that monitoring and repair will be possible during the voyage and that vessel has sufficient extension cables for providing power.

Reefer containers shall not be stowed on extreme outboard locations on deck.

It must be borne in mind that number of working reefer receptacles, extension cables and condition of auxiliary machinery (generators) available on board may limit the maximum number of reefer containers that the vessel can safely carry.

• Stacking Weights

Carefully Check Stacking Weights in Containership cargo stowage and pre planning

Prior loading cargo, stacking weights of containers must be checked against the allowable stack weights on board the vessel both on deck and under deck. Neglecting above may cause serious damage to ships structure, hull and eventually overall stabilty of ship may get affected.

Maximum allowable stack weights of Tank tops, Hatch covers and Decks shall not be exceeded at any time.

If any stacks are found to be exceeding the allowable stack weights, Terminal planner / Central planner is to be informed and cargo stow plan appropriately modified.

In case such anomaly is noticed after containers have been loaded, the master shall notify all concerned parties and have the condition corrected at the earliest prior departure.

• Lashing strength

How to calculate Lashing Strength onboard container ships

Lashing strength of deck cargo shall be ascertained by using the appropriate lashing strength calculation software where provided.

All resulting values for lashing strength must be within the tolerance limits prescribed by vessels classification society.

Lashing strength calculation software provides alarms/highlights for containers that are affected by excessive forces. Such situation may be corrected by adjusting the vessels Ballast / Fuel condition or alternatively by advising Terminal planner / Central planner and having the cargo stow plan appropriately modified.

In case such anomaly is noticed, the master shall notify all concerned parties and have the condition corrected at the earliest prior departure or at the next port as instructed by Vessel operator / Central planner. In such case, master shall also take this special case into account during maneuvering in heavy weather.

If lashing strength calculation results are exceeding tolerance limits, failure of lashing gear or failure of the container itself may occur. Probability of this happening is highly enhanced in inclement weather and attendant heavy rolling, pitching or heaving.

Each lashing gear component has a safe working load and is likely to fail if forces exceed this value. Failure of lashing gear components will then besides freeing restraints, also likely result in forces on containers exceeding tolerance limits.

Sea freight containers are designed to withstand a defined minimum racking force, side wall racking force, vertical compression, vertical tension, corner post and shearing force at twist lock.

Forces exceeding these defined minimum values (tolerance limits) will likely result in structural damage or collapse of the container. If one container in a stack collapses, it is likely that the entire stack will collapse.

• Dangerous goods stowage and segregation

Particular caution is to be exercised when stowing dangerous cargo on board the vessel.

Any dangerous cargo presented for loading must be accompanied by a proper manifest and declaration as required by international regulations . Further this DG cargo must be acceptable for carriage as per IMDG code guidance. Reference here is made to the list of UN numbers restricted/prohibited for carriage on board particular vessels.

After confirming acceptability of the DG cargo, the plan must be checked for proper stowage and segregation. Although terminal and central planners should provide proper stow of DG cargo, the final responsibility always lies with the Master.

Reference shall be made to vessels Document of Compliance with special requirements for ships carrying dangerous goods for confirming that proposed DG classes are acceptable for stowage in planned locations on board.

Specific stowage requirements for DG cargo

(e.g. Clear of living quarters OR if under deck, in a mechanically ventilated space etc) may be verified from individual entries of dangerous goods list in the IMDG code.

DG segregation shall be verified for compliance with requirements of the IMDG code. Caution must be exercised when using vessels stowage planning software for this purpose as it may or may not have comprehensive means of checking for bad stowage & segregation against the latest international requirements. It is advisable to manually check for compliance.

Segregation requirements of the IMDG code and any other local/national regulations must be strictly adhered to. One must be aware that even DG cargoes belonging to the same class may have segregation requirements amongst them.

A good example is that of alkalis requiring to be separated form acids where as both acids and alkalis may belong to IMO Class 8. Such segregation requirement will not be found in the segregation tables of the IMDG code and only individual entries of the dangerous goods list in the code indicate the requirement.

• Out of Gauge Container Stowage

Containership cargo stowage and planning - Preparation for Out of Gauge Container Stowage

Out of gauge containers are usually stowed underdeck and in case of an On Deck Stow, careful consideration will be required. Local planner or agent may be requested for such approval prior loading.

Hatch cover clearance and Cell guide clearance must be verified to confirm that there will be no damage to the vessel or cargo when loaded.

Appropriate number of slots must be kept vacant to accommodate the OOG cargo as necessary.

• Special Container Stowage

General guidance for Containership cargo stowage and planning - Special Container Stowage

When stowing high cube containers on deck, visibility from bridge must be considered in case several high cube containers are in the same stack.

When stowing these Under Deck, Hatch cover clearance must be considered.

Depending on the vessels construction, a slot may need to be kept vacant if more that 1 high cube container is loaded Under Deck.

The stowage of 45 foot containers is restricted by lashing requirements, lashing bridges, Reefer monitoring platforms or other obstructions.

Allowable positions for loading 45’ containers must be carefully checked prior loading.

• 20’ or 40’ or 45’ Compulsory Stowage Locations

Containership cargo stowage and planning - 20 feet or 40 feet or 45 feet Compulsory Stowage Locations

These stow positions are usually incorporated in the stowage planning software itself and errors will be indicated in case of violation. Do not override the stowage planning software manually to accommodate any inappropriate stow suggested by the terminal.

When stowing these Under Deck, Hatch cover clearance must be considered. Depending on the vessels construction, a slot may need to be kept vacant if it is necessary.

The stowage of 45 foot containers is restricted by lashing requirements, lashing bridges, Reefer monitoring platforms or other obstructions.

Allowable positions for loading 45 feet containers must be carefully checked prior loading.

• Irregular Stowage of Containers

Container ship cargo stowage and planning - Irregular Stowage of Containers

Stowage plan must be checked for any irregular stowage like those mentioned below or hanging boxes etc.

Stacking Weights

Lashing Strength

Special Container Stowage

Over-stow of Containers

Dangerous Cargo Stowage & Segregation

20 or 40 or 45 feet Compulsory Stowage Locations

Hatch Cover Clearance (High cube containers Under Deck )

Out of Gauge Container Stowage

• Over-stow of Containers

Container ship cargo stowage and planning - Avoid overstow of Containers

The duty of the Terminal planner/ Central planner is to carefully plan the loading on board so as to ensure minimum or no overstow of containers that will require to be re-stowed at subsequent ports.

However same must be checked on board and if found, must be brought to the notice of the Terminal planner or Local agent for their information.

• Hatch Cover Clearance (High cube containers Under Deck ) Containership cargo stowage and planning

Container vessel cargo operations involve many complexities and careful consideration will need to be made for safe cargo handling and planning Summarized below are some basic principles. These procedures are only indicative, not exhaustive in nature and one must always be guided by practices of good seamanship.

containership cargo stowage

Hatch Cover Clearance (High cube containers Under Deck ) Hatch cover clearance must be checked carefully in case of loading over height containers or high cube containers underdeck.

• Other matters regarding cargo stowage as necessary Containership cargo stowage and planning - avoid isolated tower of containers remaining on deck

If any other irregularities are found in the stowage plan they must be corrected by liaising with Terminal planner / Central planner or local agent.

A good example would be an isolated tower of 4 or 5 high remaining on deck after all adjacent containers have been discharged. Such stowage, at Master’s discretion may need correction by shifting some containers of the tower down on deck or elsewhere.

Reefer Cargo Defrosting

During the operation of a refrigeration unit, a layer of ice will form on the evaporator coils depending on the temperature set, the temperature of the cargo, the amount of fresh air ventilation and the cargo humidity.

The unit periodically enters a phase where heat is produced by a series of electrical bars, allowing defrosting to take place. At such times, all fans are turned off automatically in order to prevent heat from entering the cargo compartment.

However, the return air temperature sensor is so closely located to the refrigeration machinery that the temperature record will inevitably register some of this rise. The record will therefore display periodic temperature increases in keeping with the defrost periods. It must be stressed that these increases, which are conspicuous on paper chart recorders, have no immediate effect on the actual temperature of the cargo and are not an indication of an unstable refrigeration unit.

Electronic loggers usually indicate the timing and duration of defrost periods in addition to temperatures.

If, as described in the previous section, a cargo is loaded into a container in a "Warm" or Hot condition exceeding the specified temperature, the refrigeration unit will automatically work to bring the cargo temperature down towards the correct level.

This unintentional strain on the unit may result in a heavier accretion of ice on the evaporator coils, leading to an increase in the defrost patterns recorded.

Recorder charts do not identify refrigeration unit defects, but do give useful indications of correct operation.

Data logger records may give detailed information about system faults in addition to Set point, delivery and return air temperatures.

Container temperature recording systems do not usually record actual cargo temperature, only air temperatures, but cargo temperature may be recorded by shippers loggers within the stow.

Monitoring Reefer Cargo at sea, reefer container malfunction & related procedure

Reefer container stowage

Reefer containers require special care after they are loaded on board ship. These containers need to be supplied with power, monitored closely for proper function and repaired as required in case of malfunction.The article here is about procedures and guidelines on refere cargo care at sea.

At sea, all reefer containers shall be monitored by checking physically at least Twice daily (weather permitting). All monitored data for each reefer container on board shall be entered in a reefer monitoring log and retained for 3 years. Some reefer containers with special cargo (e.g.: VIP cargo) come with instructions for more frequent monitoring and reporting. Such instructions shall be strictly followed.

During the daily reefer container checks, its condition shall be checked for the following:-

a) Power supply

b) Cooling water supply maintained in case of water cooled machinery

c) Present actual temperature on partlow chart and digital indicator

d) Partlow chart verify if any disruption to power supply or fault in unit if abnormal trend is observed

e) Any alarms displayed on the digital indicator

f) Control box door firmly tightened to prevent any water damage

g) Any abnormal noise or vibration from the refrigerating equipment

In case of a reefer container malfunction, the facts must be reported without delay to concerned parties as required by the voyage instructions. Repair work on the malfunctioning reefer container must be undertaken with best efforts after consulting manuals/drawings and instructions from concerned lines technical department. It is an obligation upon the carrier (and ships crew) to exercise due diligence in preventing any cargo damage.

Subsequent technical reports shall be sent to concerned parties in line with voyage instructions, until the reefer container is repaired or discharged at the next port. The reefer remote monitoring system where fitted and operational shall be used whenever possible. Alarms generated on this system shall be attended to promptly and condition of the concerned reefer container confirmed.

Spare parts and manuals for reefer containers shall be maintained on board as required. Usually these are maintained booking line wise or otherwise as per voyage instructions from vessel operator. Periodical inventory of reefer container spares shall be taken, maintained and requisite spare parts ordered to maintain stock levels.

Master shall submit inventory list of reefer spare parts to each booking line at Intervals specified by them.

Normally spare parts belonging to one booking line shall not be used for repair of a reefer container of another booking line. However in case of emergency, this may be permitted subject to the condition that a reefer unit of the other booking line is not suffering due to this consideration.

Reefer Cargo deterioration

Container ship

Reefer containers usually have their own refrigeration unit, with an air or water cooled heat exchanger. They have their own data logger to record temperature.

The logger may be in the form of a partlow chart or a digital logger. They usually contain high value cargo and any damage to cargo would likely result in very large claims.

The common goal is the prevention of claims, and to ensure that the cargo transit is carried out in a safe and efficient manner with minimum loss of product quality. To achieve this it is vital that all concerned appreciate the importance of maintaining the specified cargo temperature throughout the voyage.

A reefer container is designed to maintain cargo at the pulp temperature prevailing at the time of stuffing. Although the container machinery over a period of time can bring cargo delivered at too high a temperature down to (or closer to) the designated temperature, this is not the primary function of a reefer container.

If a container is loaded with a cargo where the pulp temperature exceeds the carriage temperature stipulated by the shippers, the "Warm" or Hot cargo will cause the temperature of the delivery air to raise very rapidly when passing up and through the cargo. Eventually, the return air may reach a temperature level whereby the refrigeration machinery cannot cool it down sufficiently prior to re-circulating it as delivery air. In this event, the tracking pattern on the chart or logger will show a temperature higher than that of the temperature control setting.

The delivery/return air differential will in most cases narrow as the continuous circulation of air, being cooler than the cargo, brings the cargo temperature down towards the desired level. Any rise in return air temperature will be arrested as the refrigeration unit begins to run in standard operational mode.

In cases where the stuffing temperature is higher than the stipulated carriage temperature, the refrigeration unit will cool down the surface layer of the cargo relatively quickly (within days). However, the centre of the stow will not reach the desired temperature for a considerable period of time.

The temperature of a cargo stuffed into a refrigerated container should not, in general, deviate by more than 3 degree C (5 degreeF) from the specified carriage temperature. Chilled cargo (excluding bananas) should not deviate by more than 0.4 degree C (1 degree F). This does not mean that even these deviations should be encouraged; the objective is to receive and deliver the cargo at the carriage temperature.

Reefer Container Shipment

Procedures and guidelines for stowage of reefer containers have been mentioned earlier under the cargo stowage section, these shall be adhered to. Every reefer container proposed for shipment must be accompanied by a reefer container list or manifest.

Reefer Cargo Maintaining Records

Reefer containers require special care after they are loaded on board ship. These containers need to be supplied with power, monitored closely for proper function and repaired as required in case of malfunction.The article here is about procedures and guidelines on reefer cargo maintaining records.

Maintaining proper records is as important as the actual performance of the job itself. In case of any cargo damage and claims, it is most important to prove that the Due Diligence was exercised by the master / vessel from the time the container was loaded on board until the time it was discharged. Therefore, the master should keep all records to prove due diligence on board, and send them to the company immediately in case they are requested:

Item Records

i) Supply of electric power within reasonable time after loading reefer containers Loading check lists including the loading / plug-in times and temperatures should be maintained.

ii) Monitoring the digital & chart temperatures of all reefer containers at least twice a day. Daily reefer container temperature check lists should be maintained, and printouts from monitoring unit should be preserved

iii) Notifying booking line and/or agent immediately in case of malfunction File of Reefer Unit Trouble Report should be maintained

iv) Keeping enough spare parts in good order Record of regular inventories, and communication to booking lines for consumption and/or supply receipts

There may be some occasions when above Item (ii) and (iii) are not possible to comply due to weather conditions. The weather reports / faxes and other records should be well maintained on board, to prove the weather conditions at such dates / times.

Reefer Cargo Temperature Recording

Reefer containers require special care after they are loaded on board ship. These containers need to be supplied with power, monitored closely for proper function and repaired as required in case of malfunction.The article here is about procedures and guidelines on reefer cargo Temperature Recording

A Partlow recorder registers temperature on a pressure sensitive circular chart over 31 day period. If the voyage transit is expected to exceed 31 days, care must be taken to ensure charts are replaced before expiry. The first chart should be placed under-neath the new chart in order to build up a complete temperature record for the entire voyage up until arrival at the final destination.

These charts should always carry the following endorsements:

> Name of Vessel

> Voyage Number

> Container Number

> Temperature Setting

> Load Port

> Discharge Port

> Date of Stuffing/Change

> Ventilators: Closed/Open (degrees)

> Humidity Controls (HMC) (percentage)

Data logger recorders may monitor both air and a cargo pulp temperature within a reefer unit and the data is stored in an electronic memory.

The memory also logs PTI (Pre Trip Inspection) results, alarms and transit details (e.g. shifting of the container in port). The information is more comprehensive and accurate than indicated by a Partlow chart alone.

Reefer Cargo - Commodities Shipped In Reefer Containers

Commodities Shipped In Reefer Containers (Information only)

In general, refrigerated commodities may be divided into two distinct categories;

a) Chilled

b) Frozen

Many chilled cargoes (e.g. fruit) are regarded as a "Live" cargo since they continue to respire post harvest and as such are susceptible to desiccation (wilting and shriveling). This is not the case with commodities such as chilled meat or cheese.

The minimum fruit carriage temperature is usually no lower than -1.1 degree (30degreeF).

Frozen cargo is regarded as "inert" and is normally carried at or below -18 degreeC (0 degree F).

However, both categories are highly perishable and require care in handling to ensure arrival in optimum condition. In chilled commodity transportation, the ventilators are normally left in an open position, with a limited number of exceptions (e.g. meat, chocolate, film, chemicals, dairy products, and controlled atmosphere shipments).

Some cargoes may require controlled humidity (e.g. flower bulbs). It should be remembered in such cases that many refrigeration units are only capable of reducing humidity within the cargo space and the settings should be applied accordingly.

why always in your mind reefer,come let hear music pekak

Hancur lagu orang aku kerjakan
First record Chords Second Play note
curi rakam
Cord A minor
Weekend.
Original artist: Rusty Blade



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KAEDAH PENGOPERASIAN KONTENA REEFER-KARGO PENUH

Menerima Kontena Reefer Kargo penuh

• 1.       Pastikan keadaan kontena. Kontena yang rosak perlu dan dalam masa yang merosakkan kargo perlu dibatalkan penerimaannya atau di beritahu kepada wakil agensi tersebut.

• 2.       Pastikan kontena mempunyai pelekat pengesahan Pri-Trip inspection

• 3.       Sambungkan power plug ke sambungan bekaln kuasa 440 volt dan jalankan mesin penyejukan

• 4.       Pastikan anda menerima surat arahan bertulis daripada wakil perkapalan sebelum anda menerima kontena tersebut dan dalam masa yang sama anda perlu memastikan bahawa ada kesamaan arahan yang tertulis daripada advise yang diberikan oleh wakil perkapalan kepada anda.anda perlu memastikan-

          -bacaan sehu waktu penerimaan

          -suhu tetapan (temperature setting

          -ventelation hatch terbuka atau tertutup mengikut (mengikut arahan advise)

• 5.       Perhatikan kesamaan diantara bacaan digital yang tertera di papan controller dan analog partlow chart recorder (jika disediakan)

• 6.       Pastikan bahawa bacaan suhu yang tertera di permukaan partlow chart itu sama dengan apa yang tertera pada papan controller,tarikh yang betul pada hari penerimaan kontena tersebut dan pastikan partlow chart mechanism berfungsi dengan baik untuk pusingan satu bulan

• 7.       Gantikan partlow chart yang baru jika apa yang dicoretkan oleh stylus sudah penuh

• 8.       Dan simpan partlow chart yang asal untuk rujukan wakil perkapalan

• 9.       Pastikan pintu kontena reefer mempunyi seal yang terkunci

Pemunggahan kargo

• 1.       Pastikan kontena diletakkan didalam keadaan stabil, tidak senget pada setiap sisinya sama ada ianya diatas tanah atau diatas gerabak

• 2.       Pastikan kontena tidak kotor, berbau dan tidak ada kerosakan didalam ruangan isian kargo

• 3.       Pastikan bahawa ada pelekat pengesahan kontena telahpun Pre-trip inspection dan dalam masa yang sama tarikh akhir pre-trip inspection tidak boleh melebihi 2 bulan

• 4.       Pastikan anda melihat beban kerja selamat yang mampu dibawa oleh kontena tersebut sebelum anda memunggah barangan kedalamnya dan janga sesekali mengisi barangan lebih daripada kemampuan beban kerja selamatnya

• 5.       Jalankan kontena tersebut sehingga sampai pada suhu tetapan (set point) yang dikehendaki sebelum anda memunggah barangan kedalamnya

• 6.       Pastikan ketika barangan di punggah kedalamnya mesin penyejukan telah dihentikan

• 7.       Sebagai langkah keselamatan dan rujukan di masa mendatang pastikan anda memasukkan pencatat suhu mudah alih kedalam ruangan kargo (portable temperature recorder)

• 8.       Pastikan anda melihat dan mencatat suhu tetapan (set point), kesesuaian suhu barangan  dan persen buka/tutup ventilation.

• 9.       Anda perlu memastikan ketika barangan telah memenuhi ruang kargo angin penyejukan mampu berulang-alik dengan sempurna tampa ada penutupan ruang pusingan angin (rujuk T floor)

• 10.   Kargo perlu disusun dalam keadaan sempurna denga adanya kekuatan pada susunan dan bahawa ia tidak akan jatuh atau berselerak

• 11.   Jika anda telah selesai memenuhi ruangan kargo maka tutup pintu dan seal/kunci paba daun pintu sebelah kanan

• 12.   Sambungkan kontena reefer tersebut pada bekalan kuasa 440 volt dan jalankan mesin penyejukan tersebut

• 13.   Pastikan bahawa anda mengambil record bacaan suhu pada 2 jam sekali dengan bertulis