July 1, 2004

Onb Handling Manual for Onboard 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 ships 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 Due to these changes, the contents of the first manual became outdated for our present management system of onboard reefers, so we have revised it to include this new information.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 containerhandling procedures. All Masters are requested to raise the awareness of their crewmembers on this important issue.

Contents

CONTENTS

Refrigerated 1. Guideline for the Handling of Refrigerated Container Onboard 1-1. At the Loading Stage 1-2. During Voyage 1-3. At the Discharging Stage Reports Records 2. Reports and Records 2-1. Reports 2-2. Records 3. 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 Management 4. Reefer Management 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 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 Containers Appendix 2. Example of Report: Malfunction . Appendix 3. Example of Report: Discrepancy of Reefer Setting Temperature Appendix 4. Damage & Failure Report (Address) Appendix 5. Example of Reefer Container Loading & Discharging Report Container Appendix 6. Example of Requisition Form about Reefer Spare Parts Appendix 7. Example of Requisition Form about Refrigerant

1. Guideline for Handling of Reefer Container on board

1. Guideline for the Handling of Onboard Refrigerated Container Refrigerated

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.

1-1. At the Loading Stage 1-1-1. Reefer List

The Reefer List will be handed to the ships 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.

Loading 1-1-2. Loading 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

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 vessels 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

1-1-3. 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

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 carriers unit and Daikins unit in chill mode operation, it will be found that the compressor frosts more than other makers 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

1-1-4. Countermeasure against 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

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 shippers 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

on the Reefer List

1. Guideline for Handling of Reefer Container on board

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 Masters 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 vessels 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 consortiums 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

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 vessels 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.

1-2. During Voyage reefers 1-2-1. Monitoring of reefers

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 ships 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

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 airs temperature, is read, should be designated on the log. The recorder malfunction should be noted on the Damage & Failure Report and the Monitoring Log.

trouble ble1-2-2. Action to be taken for trouble-shooting

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 Operators spare parts kit but are available in other operators spare parts kits, the parts can be borrowed. This should be reported to MARCTNRREF.

1. Guideline for Handling of Reefer Container on board

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 its not the reefer units malfunction but the vessels equipment) Another receptacle/portable transformer was plugged in (in the above case) In case of a shut-down due to vessels breaker off (except due to low insulation of reefers 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

1-2-3. 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

1-3. At the Discharging 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

Reports Records 2. Reports and Records Reports 2-1. Reports

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.

2-1-1. Malfunction to be reported

In regard to all service lines, in agreements and so on with consortium members, it is stated that a Vessel Master has the responsibility to report any malfunctions. Reporting is one of the most important factors necessary in order to prove due diligence. On the other hand, reporting all malfunctions wastes time and money for both vessels and offices. For a solution to this dilemma, we would like to provide some guidelines for reporting. A Vessel Master should immediately report the facts in a Malfunction Report to MARCTNRREF and the Line Operator, if any of the following conditions exist: 1. It is not possible to fix the malfunction. Report when long-term repairs can be completed. 2. A continuous remedy is required. Ex. Restarting at interval, manual defrost at interval 3. Cargo damage is predicted, even after repairs. Especially concerning chilled cargo it should be considered that even a slight

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2. Report and Record

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.

2-1-2. 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.

2-1-3. Communications
a) Contact with concerned parties Vessels Master should make contact with concerned parties in case of malfunction or trouble. Send the original report to MARCTNRREF, and drop a copy to the Line Operator/the Agent at the loading or discharging port. For emergencies, send the original to the Agent.

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2. Report and Record

(1) With NYK containers Vessel Original MARCTNRREF copy Agent / Line Operator

(2) With another shipping companys containers Vessel Original MARCTNRREF copy Agent/ Line Operator

Container Operator As for other booking lines 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 lines reefers MARCTNRREF will not give instructions about other booking lines reefers. MARCTNRREF will relay the report to the booking line, and will then relay the booking lines instruction/advice to the vessel so as to avoid any cargo claims owing to NYKs advice except in emergency cases.

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2. Report and Record

Records 2-2. Records

With regard to cargo claims, relevant documents are requested in order to verify the ship operators 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 ships 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.

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3. Processing Procedure for Relevant Documents

3. Processing 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.

3-1. 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).

3-1-1. 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.

3-1-2. Forms
Each shipping company uses unique temperature charts, and they all have minor differences. Please do not use another Container Operators chart.

3-1-3. 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.

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3. Processing Procedure for Relevant Documents

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.

3-2. Monitoring Sheet for Refrigerating Containers (Monitoring Log) 3-2-1. Purposes Purposes
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.

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3. Processing Procedure for Relevant Documents

3-2-2. 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.

3-2-3. 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.

3-2-4. 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

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3. Processing Procedure for Relevant Documents

3-3. Damage & Failure Report (DFR) 3-3-1. 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 ships 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.

3-3-2. Formats
Use FORM No. 2510 or CR 001B as a format, three sheets from a set.

3-3-3. 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.

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3. Processing Procedure for Relevant Documents

b) Custody The Damage & Failure Report must be kept for 3 years as reference for future claims.

3-3-4. 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.

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 R 3 N Y K U 7 9 7 7 5 0 2 0 Container No. 13 9

Slip No.

Slip No.

0 1 0 2 18

Slip No.

3. Processing Procedure for Relevant Documents

c) Cont. Owner Enter the Container Operator listed on the Refrigerated Container List, which is passed from the Terminal Operator. Eg. Cont. Owner 14 NYK d) Port of Loading, Port of Discharging Enter the Port of loading and discharging. Eg. Port of Loading 16 OAKLAND e) Unit Maker Enter the manufacturer of the refrigerating unit Eg. Unit Maker 24 MHI f) Location Mark to indicate where the container is stowed. Eg. 25 19 Port of Discharging 20 TOKYO 23 15

g) Temperature setting

19

Enter the setting temperature: Mark plus (+) or minus (

Location 26

In Hold

On Deck 1st Tier

On Deck 2nd Tier

), fill in the setting

3. Processing Procedure for Relevant Documents

temperature and mark Fahrenheit (F) or Centigrade (C). If a valid setting temperature is shown on the Reefer List, such as +2 the actual temperature setting should be entered . Setting Temperature 27 Eg. 1 : setting temperature 18 to +4 ,

31 1 8 0 F

31 7 2 F

Eg. 2 : setting temperature 7.2 Setting Temperature 27

31 0 0 0 to F

Eg. 3 : setting temperature 0 Setting Temperature Note:: In case of 0 h) Remedy taken 27

or 0F, mark .

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

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3. Processing Procedure for Relevant Documents

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 R: Repaired 32 33 11 12 13 14 15 16 17 18 Power Cable Plug or Receptacle
Change Over Switch for Power

A: Adjusted T: Temporary Repaired 34 35

Man-Hour Man 36 37 Hour 39 Date

Circuit Breaker Trans. 220/24 V Trans. 440/220 V Electric Line (Power) Electric Line (Control) T 0 2 0 0 7 0 4 0 8

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3. Processing Procedure for Relevant Documents

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 ships name. Eg. 40 Ship's Name m) Voy. No. Enter the voyage number and the distinction for outward and homeward. Eg. 43 Voy. No. 0 44 5 45 O 42

NYK ANTARES

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 Out Voyage Start Date 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 2 0 0 4 0 3 1 53 0

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3. Processing Procedure for Relevant Documents

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

3-4. Reefer Container Loading & Discharging Report 3-4-1. Purposes

This report should contain the necessary data to analyze malfunctions. This report also records the number of containers loaded.

3-4-2. Formats
Form No. 2530 is used as a format.

3-4-3. Handling procedures

The 1st sheet is to be sent to MARCTNRREF. The 2nd sheet is to be kept on the ship and filed.

3-4-4. 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

23

3. Processing Procedure for Relevant Documents

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.

24

4. Management

4. Reefer Management
In this section, we present what the ship crew should expect to encounter with regard to reefer management.

4-1. Reporting to Relevant Parties 4-1-1. Repair 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.

4-1-2. 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.

4-2. Spare 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.

25

4. Management

4-2-1. 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 owners 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 owners parts stock as their parts list.

4-2-2. 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.

4-2-3. 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 Operators spare stock without the owners 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 Operators 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

26

4. Management

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 reefers container number.

Replenishments 4-2-4. Replenishments

Consumed spare parts should be requested as follows in spite of the parts being the property of another Container Operators 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.

Refrigerant, 4-3. Refrigerant, Oil, Tools and Others 4-3-1. Refrigerant

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

27

4. Management

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> Container Operator Container Operator Vessel Operator <Days between port and port> 5 days or more less than 5 days R-22 2-3 1 3 R-134a 2-3 1 3

Although it is permitted to borrow another Container Operators refrigerant without permission, likewise with spare parts, the refrigerant has to be returned to the original owner by vessels 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.

28

4. Management

It is advisable to request the quantity by bottle unit. Generally, Japanese 10Kg returnable bottle and Unitors 13.6Kg disposable bottle (Unitors 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 members 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 owners stock.

4-3-2. Oil for reefer compressor

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

4-3-3. 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 vessels calling port.

4-3-4. 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

29

4. Management

plugs 4-3-5. Power plugs

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 Vessels Operator in order to minimize loading cost. MARCTNRREF will study such replenishment methods in order to innovate other service lines in future.

30

5. Technology for transporting refrigerated cargo

5. Additional Information for Technical Instruction Instruction

In the reefers 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.

Controlling Recording 5-1. Temperature Controlling and Recording of Reefer Unit 5-1-1. 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. The controller controls the supply air temperature to maintain the temperature setting, and a capacity control functions the heater and the modulating valve. 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. the supply air temperature might fall below 20 . No capacity control is activated. When the temperature setting is set to 6 , 5 ) In chill mode (temperature setting: 5 and above)

An older combined controller/recorder type still exists,

5-1-2. 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

31

In frozen mode (temperature setting: below

5. Technology for transporting refrigerated cargo

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 Operators 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 controllers. 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.

5-1-3. The Combination of Controller and Recorder

a) Electronic Controller and Mechanical Recorder (some Container Operators reefer units) b) Electronic Controller and Electronic Recorder c) Combined Electronic Controller/Electronic Recorder Controller Electronic Electronic Recorder Mechanical Electronic Chill Mode Control Supply Supply Supply Record Return Supply Supply Frozen Mode Control Return Return Return Record Return Return Return

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

Combined

32

5. Technology for transporting refrigerated cargo

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.

Temperatures 5-1-4. Controlling Temperatures 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.

5-2. Countermeasure against Reefer Troubles under Transportation the 5-2-1. Oversetting the 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

33

5. Technology for transporting refrigerated cargo

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 shippers permission to act on these countermeasures. Make sure you contact the concerned parties.

rising 5-2-2. Temperature rising 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, watercooling 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.

5-3. Freon Gas 5-3-1. Freon 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.

34

5. Technology for transporting refrigerated cargo

5-3-2. Freon 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.

35

5. Technology for transporting refrigerated cargo

Specification of Freon Gases for Reefer Units Freon R-12 Chemical formula Chemical / Physical characteristics CCl2F2 Harmless (by PAFT test) ODP = 1.0 GWP = 3.05 R-22 CHClF6 Harmless (by PAFT test) ODP = 0.05 GWP = 0.36 R-134a C2H2F4 Harmless (by PAFT test) ODP = 0 (chlorine-free) GWP = 0.25 R-404A (HFC-125) 44% (HFC-143a) 52% (HFC-134a) 4% R-409A (CFC-22) 60% (HCFC-124) 25% Harmless (by PAFT test) ODP = 0 (chlorine-free) GWP = 0.94 Harmless (by PAFT test) ODP = 0.05 Mineral oil Synthetic oil Synthetic oil Synthetic oil Synthetic oil Oil Mineral oil

(HCFC-142b) 15% GWP = 0.3 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.

5-3-3. 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.

36

5. Technology for transporting refrigerated cargo

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.

37

Appendix 1. Flow Chart of Onboard Attendance for Reefer Containers

BOARD ON BOARD ATTENDANCE FLOW CHART FOR REEFER CONTAINERS FOR CONTAINER SHIP'S CREW USE
Loading of Reefer containers Vessel keeps close contact with each port and/or terminal. Confirm the following with the Terminal Operator. 1. Estimated time for loading/discharging of Reefer containers 2. Rehandling schedule, if any 3. Reefer List and Stowage Plan to be received Request Agent and Terminal Operator to arrange for repairs. 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 verified 1. Container number 2. Stowage (Location) 3. Temp. setting 4. Ventilation 5. Number of loaded Ref Containers If any discrepancies are found... While in port Confirm correct temp. setting and other items with the Booking Dept. through the Terminal Operator, then amend documents. Ask the Terminal Operator to correct setting and/or other items and facts for evidence. Documents to be received 1. Reefer List 2. Stowage Plan

Check for proper operation of Reefer unit.

Malfunction or insufficient temp

Items to be confirmed and recorded 1. Container number 2. Stowage (Location) 3. Each item on recording chart 4. Setting temperature 5. Temperature indicated on chart 6. Ventilation setting (opened or closed) 7. Unit manufacture

< In Port > < During Voyage > After sailing Confirm correct temp. setting and other items with the Booking. 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. Confirm condition of unit by a visual check If unit is abnormal... If abnormal Is found... 1. Report if malfunction is applied to the case mentioned below. 2. Carry out repair 3. Record details of malfunction and of subsequent repair work to Damage & Failure Report. (D/F Report is an important document to prove ship's good actions) If malfunction should be reported... Following data is to be reported to relevant dept. and MARCTNRREF. 1. Container number and Container Operator 2. Commodity 3. Temp. setting 4. Loading Port/Discharging Port 5. Stowage 6. Details of malfunction and subsequent outcome 7. Next port and ETA 8. etc. 9. Send copy of temperature chart by fax, if possible If unit is normal... Check/repair ship's monitoring system.

Items to be checked during voyage 1. To be checked by Monitor Panel, if equipped. To be monitored by PCT Monitoring System 2. Visual check It is necessary to perform a visual check twice a day. a) Check and record temp. on the monitoring sheet. Once and twice a day, the temp. monitored by PCT Monitoring system is to be recorded. b) Check operating condition of each unit. c) Check that the chart clock is working by observing chart locus.

If abnormal Is indicated

Following documents must be required. 1. Damage & Failure Report.........................4 sheets 2. Monitoring Sheet...................................... .1 sheet 3. Ref Ctnr Loading & Discharging Report...2 sheets Temp. stylus recordings are to be entered on monitoring the above paperwork every day in which reefers containers are on are are on board. < During Voyage > < In Port > 1. Before discharging Reefer containers, confirm that all power supply has been disconnected. 2. Details of the Reefer containers which malfunctioned during voyage shall be informed to Agent and Terminal Operator at Discharging port. 3. After completion of discharging work, following points must be confirmed: a) Reefer containers which have to be discharged do not remain on board. b) Reefer containers which have to remain on board are not discharged and they are plugged in.

Distribution of the documents 1. To NYK Head Office (MARCTNRREF) a) Damage & Failure Report b) Reefer Container Loading & Discharging Report c) Monitoring sheet, if instructed 2. To the Terminal Operator of Discharging port a) Damage & Failure Report *Only in case the reefer is needed to be repaired at the discharging Terminal 3. For Ship's file 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

SDGR.B SDGR.B SDGR.B srtl 4 x )00-29200-70 .ON/P( LIO EOP .4 cp 1 x )1-2747-1U66 .ON/P( REIRD RETLIF .3 cp 1 x )1-2747-1U66 .ON/P( REIRD RETLIF .3 cp 1 x )1-2747-1U66 .ON/P( REIRD RETLIF .3 cp 1 x )1-2747-1U66 .ON/P( REIRD RETLIF .3 cp 1 x )10-33300-01.ON/P( )C(ROTCATNOC .2 cp 1 x )VS02-55000-81.ON/P( ROSSERPMOC .1 cp 1 x )VS02-55000-81.ON/P( ROSSERPMOC .1 cp 1 x )VS02-55000-81.ON/P( ROSSERPMOC .1 srH 01 .xorppA srH 01 .xorppA srH 01 .xorppA srH 01 .xorppA .GED C 81- :SRH3 RETFA .GNIKROW LAMRON

: : : : : : : :

DESU STRAP DESU STRAP DESU STRAP POTS TINU FO EMIT POTS TINU FO EMIT POTS TINU FO EMIT POTS TINU FO EMIT YDEMER RETFA

)L )L )L )K )K )K )K )J

.gK 4 TUOBA TNAREGIRFER DEGRAHC .gK 4 TUOBA TNAREGIRFER DEGRAHC .gK 4 TUOBA TNAREGIRFER DEGRAHC .gK 4 TUOBA TNAREGIRFER DEGRAHC .ENO WEN HTIW DECALPER DNA TNRUB ROSSERPMOC DNUOF DNA .ENO WEN HTIW DECALPER DNA TNRUB ROSSERPMOC DNUOF DNA .ENO WEN HTIW DECALPER DNA TNRUB ROSSERPMOC DNUOF DNA .ENO WEN HTIW DECALPER DNA TNRUB ROSSERPMOC DNUOF DNA .DRAOB NO KCOTS ERAPS KYN ON OT EUD ERAPS LNOP HTIW DECALPER DNA TNRUB ROTCATNOC ROSSERPMOC DNUOF OT EUD ERAPS LNOP HTIW DECALPER DNA TNRUB ROTCATNOC ROSSERPMOC DNUOF OT EUD ERAPS LNOP HTIW DECALPER DNA TNRUB ROTCATNOC ROSSERPMOC DNUOF OT EUD ERAPS LNOP HTIW DECALPER DNA TNRUB ROTCATNOC ROSSERPMOC DNUOF : : : : DEMROFREP KROW )I DEMROFREP KROW )I DEMROFREP KROW )I DEMROFREP KROW )I

)RAM HT02 ,0090( GED C 11)RAM HT02 ,0090( GED C 11)RAM HT02 ,0090( GED C 11)RAM HT02 ,0090( GED C 11gnigrahcsiD fo troP ; DOP troP ; DOP 20 01 20-01-63 gnidaoL fo troP ; LOP YKT / MAH NEKCIHC NEZORF NEKCIHC NEZORF NEKCIHC NEZORF NEKCIHC NEZORF GED C 81KYN KYN KYN KYN 7851097 UKYN

.)ERULIAF TIUCRIC ROSSERPMOC( 26# MRALA HTIW DEPPOTS TINU REFEER DNUOF ,KCEHC GNIROTINOM TA 26# MRALA HTIW DEPPOTS TINU REFEER DNUOF ,KCEHC GNIROTINOM TA 26# MRALA HTIW DEPPOTS TINU REFEER DNUOF ,KCEHC GNIROTINOM TA 26# MRALA HTIW DEPPOTS TINU REFEER DNUOF ,KCEHC GNIROTINOM TA SLIATED / ESUAC : : RIAPER EROFEB PMET : RIAPER EROFEB PMET : RIAPER EROFEB PMET : RIAPER EROFEB PMET : NOITACOL : DOP/LOP : : : YTIDOMMOC YTIDOMMOC : : YTIDOMMOC YTIDOMMOC PMET TES : : : ROTAREPO RNTC ROTAREPO RNTC : : ROTAREPO RNTC ROTAREPO RNTC RBN RNTC :

)H )G )G )G )G )F F )E )D )D )D )D )C )B )B )B )B )A

01-V xxxxxxx KYN / 1940957 UKYN 01-V xxxxxxx KYN / 1940957 UKYN 01-V xxxxxxx KYN / 1940957 UKYN 01-V xxxxxxx KYN / 1940957 UKYN TROPER NOITCNUFLAM RNTC REFEER : JBUS ENIRAM EN OPL AISA CC CC CC CC FERRNTCRAM xxxxxxx KYN MF xxxxxxx KYN MF xxxxxxx KYN MF xxxxxxx KYN MF

situation:

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

Appendix 2. Example of Report: Malfunction

a) Situation

restarting, the temperature was

15

b) Example Report

with a new one that was PONLs spare. Unit was restarted. 3 hours after compressor was replaced with a new one and the burnt contactor was replaced replacement of the compressor and contactor for compressor are needed. Burnt On the 20th of March, the unit was found to have stopped. Inspection finds that
Appendix 2. Example of Report: Malfunction

SDGR.B SUGARAPSA SUGARAPSA SUGARAPSA SUGARAPSA GED C 1.1 + TES LAUTCA GED C 1.1 + TES LAUTCA GED C 1.1 + TES LAUTCA GED C 1.1 + TES LAUTCA GED C 0.0 + TSIL 80-50-62 HHK / KAO KYN KYN KYN KYN 5071697 UKYN 5071697 UKYN 5071697 UKYN 5071697 UKYN : : : : YTDMOC )6 YTDMOC )6 YTDMOC )6 YTDMOC )6 )5 )4 )3 )2 )2 )2 )2 )1 )1 )1 )1

: PMET : NOITACOL : DOP/LOP : : RENWO RENWO : : RENWO RENWO : RBN RNTC : RBN RNTC : RBN RNTC : RBN RNTC

.PMET GNITTES TCERROC SU MROFNI SLP 32-V xxxxxxxxxx KYN / 5071697 UKYN 32-V xxxxxxxxxx KYN / 5071697 UKYN 32-V xxxxxxxxxx KYN / 5071697 UKYN 32-V xxxxxxxxxx KYN / 5071697 UKYN PMET GNITTES RNTC REFEER FO YCNAPERCSID : JBUS PMET GNITTES RNTC REFEER FO YCNAPERCSID : JBUS PMET GNITTES RNTC REFEER FO YCNAPERCSID : JBUS PMET GNITTES RNTC REFEER FO YCNAPERCSID : JBUS FERRNTCRAM CC ENIRAM ESIOB xxxxxxxxxxxx KYN MF xxxxxxxxxxxx KYN MF xxxxxxxxxxxx KYN MF xxxxxxxxxxxx KYN MF
temperature and the temperature stated on the Reefer List We provide here an example of when a discrepancy is found between the actual

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

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

Appendix 4. Damage & Failure Report Address

Appendix 4. Damage & Failure Report - Address

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

3rd Sheet Discharging Port To the terminal at the discharging port, wherein the reefer needs to be repaired at the discharged terminal, for the Terminal Mechanics reference 1st Sheet MARCTNRREF NYK TOKYO 2nd Sheet Ships File

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 Report

REEFER CONTAINER LOADING & DISCHARGING REPORT
DATE OUTWARD START 26 Feb. '04 CLOSE 25 Mar. '04 HOMEWARD START 25 Mar. '04 CLOSE 1 Apr. '04 PORT M. S .S.

TOKYO SOUTHAMPTON SOUTHAMPTON TOKYO

NYK ANTARES 01-109 / 01-213

Voy. No.

LOADING & DISCHARGING PORT

PORT LOAD DISCH PORT LOAD DISCH

HOME OUT HOME OUT HOME

OUT HOME OUT HOME

TOKYO NAGOYA KOBE SHIMIZU SINGAPORE SOUTHAMPTON ROTTERDAM

8 1 29 2 37 11 7 34 19 19 19

7 2 18 11 13

HAMBURG LE HAVRE SINGAPORE

24

20 22 3

TOTAL

77 A

76 B

77 A

76 B

OWNER OF CONTAINER
OWNER OUT HOME

(Refer to Reefer List)

OWNER OUT HOME

NUMBERS LOADED
OUT 20 Ft 40 Ft TOTAL HOME

NYK(01) HLC(12) PONL(23)

38 39

23 53

43 34 77 A

25 51 76 B

All "A" must be equal.

TOTAL

77 A

76 B

All "B" must be equal.

MAKER OF REEFER CONTAINER

MAKER OUT HOME MAKER OUT HOME

MITSUBISHI(01) DAIKIN(02)
THERMO KING(03)

36 13 28

16 29 31

SEACOLD(15)

CARRIER(06)

TOTAL

77 A

76 B