ROM

Reefer Operating Manual

2B

01st July 2016

 1. INTRODUCTION

1.1. PREFACE

This Manual is the property of the legal entities within the A.P. Moller - Maersk
Group* (hereinafter A.P. Moller).
This manual shall not affect the legal relationship or liability of A.P. Moller with
nor to any third party and neither shall such third party be entitled to rely
upon it. A.P. Moller shall have no liability for technical or editorial errors or
omissions in this manual; nor for any damage, including but not limited to
direct, punitive, accidental or consequential damages resulting from or arising
out of its use by A.P. Moller's directors, officers, employees, agents,
representatives, owners or others.

This manual is a guideline for Maersk Line, Safmarine, MCC, Seago, SeaLand,
Maersk Line Limited and Mercosul refrigerated (reefer) shipments, hereafter
referred to as “the Line” or “the Lines”, in order to ensure the best possible
protection of the cargo during transportation.

The guidelines provided in this manual cover the procedures from stuffing to
stripping of a reefer cargo and the transport chain involved. The guidelines
are general and will apply to most of the cargo shipped.

Special requirements might arise but procedures cannot be relaxed without

approval by Centre Reefer Management.

* A.P. Moller - Maersk Group shall mean A.P. Møller - Mærsk A/S and any and all present and/or future and/or past
subsidiary, associated and/or affiliated companies, partnerships, limited partnerships, corporations, entities, and
organisations in which A. P. Møller - Mærsk A/S directly or indirectly owns or controls 50% or more of the share
capital, of the equity or of the capital, or of the voting influence or the right to appoint members of the Board of
Directors or Management, as may now or hereafter be constituted.

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1.2. REEFER CONTAINER - CHARATERISTICS

THE PLUG CONNECTION

All reefer units operated by the Lines can be plugged to a power supply (380V/50 Hz or
440V/60 Hz).
Cable length: 18 meters; Plug: ISO 1496-2 CEE-17, with earth pin in the 3 o’clock position.

MAIN FEATURES

FUNCTION OF MODE CHILLED FROZEN

Controlling method
Evaporator fan speed
Condenser cooling method
QUEST I or II Return air sensor
supply + return air sensor FROZEN II
High / Low (QUEST I) Low
High / Low / Off (QUEST II) Low / Off (FROZEN II)
Air or Water(*)

Min. Cargo hold ventilation Air – 3000 m3/h ; Water - 300 m3/h per reefer

Drains Standard: 4 - StarCare™ Controlled Atmosphere (CA): 2

USDA & Cargo probes 3 + 1 – not fitted as standard

Ventilation logging(**) 0 – 75 CBM/H n/a

Data logging 365 days of operation on power

Communication GSM (GPRS); Zigbee or WIFI

PARAMETER OF MODE CHILLED FROZEN

General -5.0°C to 30°C -30°C to -5.1°C
Temperature
Magnum -5.0°C to 30°C -35°C to -5.1°C
setting
Superfreezer n/a -60°C to -10°C
Ventilation setting (***) OFF, 0-75 CBM/H, 75-240 CBM/H ALWAYS CLOSED

De-humidity setting OFF, 65–85% with ventilation closed ALWAYS OFF

Defrost method / setting AUTO AUTO

O2 = OFF, 3.0-21.0 %
CA setting ALWAYS OFF
CO2 = OFF, 4.0-12.0 %

(*)(**) Water cooling is standard as from 1998 and ventilation logging as from 2004 on MWCU,
MWMU, MSWU, MNBU and MRCU unit production.
(***) If a temperature setting is -2°C or lower, ventilation setting MUST be closed.

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 2. OPERATIONAL PROCEDURES

2.1. TERMINAL / VESSEL GUIDELINES

2.1.1. In a terminal

Upon gate-in of a reefer container, a plug-in check based on the information provided by The
Line must be performed. The plug-in check consists of:

1. Check container for structural damage.

2. Check cable and plug. Any damage, including missing safety pin, must be reported
and repaired immediately.
3. Temperature setting to be verified against documentation.
4. Ventilation setting to be verified against documentation.
5. De-humidification setting to be verified against documentation.
6. Controlled Atmosphere (CA) settings, if applicable, to be verified against
documentation.
7. Cold Treatment (CT) settings, if applicable, to be verified against documentation.
8. Check for the presence of a Remote Container Device (RCD.
In case a reefer container does not have an RCD then a manual monitoring must
be performed at least once every 24 hours.

Special reefers without an RCD (Super Freezers, Controlled Atmosphere - MCAU/MCHU

prefixed, Chilled Meat and Cold Treatment) must be monitored at least once every 12 hours.

The 12 & 24 hours manual monitoring consists of:

1. Check in-range and alarm panel status.

2. Check and verify actual reading against setting. This includes both supply and
return reading. Note: Recording to be done whilst unit is cooling, i.e. not during defrost
periods.
3. Check actual cargo probe temperatures. Superfreezers and Cold Treatment in
general and other shipments where probes have been used.
4. Check for indications of potential faults e.g. noisy compressor or fan motors.

Deviations must be reported to the Line without delay, and corrected based upon
the Lines instructions.
--
Prior to loading of the container, the power cable must be inspected for damages, repaired
when required, and be properly coiled and stowed to avoid damage to the plug and cable.

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 2.1.2. On a vessel

Upon loading of a reefer container a plug-in check based upon the reefer manifest must be
performed. The plug-in check consists of:

1. Check container for structural damage.

2. Check cable and plug. Any damage, including missing safety pin, must be repaired
immediately.
3. Temperature setting to be verified against documentation.
4. Ventilation setting to be verified against documentation.
5. De-humidification setting to be verified against documentation.
6. Controlled Atmosphere settings (CA), if applicable, to be verified against
documentation.
7. Cold Treatment (CT) settings, if applicable, to be verified against documentation.
8. Check that the reefer controller ID is identical to the reefer ID.
9. Check for the presence of a Remote Container Device (RCD) and via the Remote
Container Management (RCM) viewing interface, when provided by the Line, check
that reefers with installed RCD’s are communicating.
In case of a reefer container not communicating, then a manual monitoring
must be performed at least once every 24 hours until the RCD communication has
been established.
10. After a prolonged off power period, e.g. due to manoeuvring, a manual
monitoring round must be performed.

Special reefers not communicating (Super Freezers, Controlled Atmosphere - MCAU/MCHU

prefixed, Chilled Meat and Cold Treatment) must be monitored at least once every 12 hours.

The 12 & 24 hours monitoring consists of:

1. Check in-range and alarm panel status.

2. Check and verify actual reading against setting. This includes both supply and
return reading. Note: Recording to be done whilst unit is cooling, i.e. not during defrost
periods.
3. Check actual cargo probe temperatures. Superfreezers and Cold Treatment in
general and other shipments where probes have been used.
4. Check for indications of potential faults e.g. noisy compressor or fan motors.

Deviations must be reported to the Line without delay, and corrected based upon
the Lines instructions.
--
Alarms and malfunctions must be attended to by qualified staff and corrected without delay.
Alarms defined by RCM as very low and low criticality alarms that are insignificant to
the unit performance are to be ignored.

Prior to discharge of the container, the power cable must be properly coiled and stowed, to
avoid damage to the plug and cable.

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2.2. OFF POWER PERIODS

Off power periods must be kept at a minimum as temperature fluctuations may have an
impact on the product quality. Therefore it is of utmost importance that reefers are plugged
in as soon as possible and disconnected as late as possible.

The maximum allowable off power period per event1,2 is as follows:

Special cargo: Chilled meat, Cold Treatment; Controlled Atmosphere. Less than 1 hour.

Chilled and all frozen cargo in general:

Less than 6 hours, provided that the temperature is in range.

Local rules may be in place to safeguard sensitive cargo segments during terminal & inland
operations.

1Ocean voyage; Manoeuvring requiring shedding of reefer load; Discharge and loading operation; Shifting on
vessel or terminal; Gate-in or gate-out operation; Carrier haulage operation by truck, barge or rail.

2
During manoeuvring it is up to the Vessel’s Management to handle the off power requirements best possible
depending on prevailing conditions by e.g. pre-planning and considering cycling off/on between reefer bays
No reporting is required in case of Reefer load shedding.

2.2.1. POWER SHARING

POWER SHARING IS AN EMERGENCY PROCEDURE, where the power supply to a reefer is

interrupted for a period in order to supply another reefer container using the same plug point.
The maximum interval between on-power and off-power is 6 hours. Power sharing should
only be used with containers containing frozen cargo unless it is a situation where all power
is lost i.e. the breakdown of an auxiliary engine or similar situations.

2.2.2. POWER SPLITTING

POWER SPLITTING IS A PROCEDURE, where 2 reefers or more are supplied from the same
plug point.

 Power splitting can be used for all the Lines operated reefer units.
 Power splitting is an option on all owned and chartered vessels (requiring owner
approval), in case of a lack of plug point capacity, and is based upon an electrical
distribution box incl. a circuit breaker per connected reefer, supplied by the Line.
 Power splitting is also acceptable between one reefer container from The Lines and
one from any other shipping line.
 If extension cables are used these must be of the same dimension as the reefer unit
power cable and must not be longer than 30 meters.

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2.3. LOADING OF REEFERS WITHOUT SPARE PARTS

Reefers may be transported without the correct spare parts, as long as the transit time,
between ports of call, is not in excess of 72 hours provided that the next port of call will either
have the needed spares, or be able to repair any malfunction which may arise.

2.4. STOWAGE GUIDELINES FOR REEFERS

 ON DECK:

 Reefers in outer rows or in Bay 02 (01/03) must have the reefer unit facing aft.
 Stowage in outer rows is not allowed in Bay 02 (01/03) or in 3rd tier or higher unless
inspection / lashing platforms are installed allowing for full and secure access.

 BELOW DECK:

 Water-cooled reefers must be connected to the vessels water-cooling installation,

when available, and not run as an air-cooled reefer.

 MONITORING & REPAIR

 Stowage of live reefers should be in a position enabling physical daily monitoring and
repair at all times
 Stowage in 3rd tier or higher on deck is permitted provided the vessel has a remote
monitoring system and full and secure access to the unit by means of e.g. a reefer
repair platform. This is exclusive to reefers operated by the Lines.
 Centre Reefer Management may, on a case by case basis, agree to that a repair cannot
be performed due to blockage by vessel structures or non-reachable positions.

 SPECIAL EQUIPMENT:

 Stowage in outer rows in 2nd tier or higher is not allowed

 Monitoring and repair as well as external connection to gas bottles (COA) must be
possible at all times. No exceptions.
 Must be connected directly to the vessel’s power plug (No Power sharing or -splitting).
 Superfreezers must be stowed on deck in tier 82 or 84 if there is permanent access.

Code Special Equipment

CHM Chilled Meat

COA Controlled Atmosphere: Only StarFresh – MCAU and MCHU prefixed.

COT Cold Treatment

SUF Super Freezer

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2.5. MISSED CONNECTIONS OR ROLLINGS

In case of an unavoidable rolling situation the following priority list is to be followed.

1) US Government – Reefer and Dry

2) Chilled Reefers

3) Kotahi – Reefer and Dry

4) Previously rolled reefers

5) Frozen reefers

6) Dry containers and Special Cargo using a specified rolling list.

2.6. CROSS (X) STUFFING and/or BREAKING OF ORIGINAL SEAL

X-stuffing of cargo into a new container is only undertaken in cases where the cargo is at
higher risk or will incur greater cost by not being re-handled. These instances are mainly:

 A Reefer unit malfunction that cannot be repaired.

 The container is physically damaged and cannot be lifted safely.
 The container is overweight and cargo has to be removed.

Some import and export countries do not permit a X-stuffing between origin and destination
especially in relation to veterinary cargo and therefore it is not possible to enforce a
global uniform policy on this matter, however, when following the below guidelines it may be
possible to avoid damages or claims.

 Notify local operations to exclude unit from next vessel loading list.

 Inform origin and destination Customer Service so that custom clearance and
veterinary inspection is expedited best possible.

 Customer Service to clarify if destination veterinary authorities request specific

documentation e.g. certified copy of original veterinary certificate or a Non-
Manipulation Certificate which is compulsory in the EU and many other countries.

 Local Equipment desk to be advised to supply a new reefer unit with same capabilities
and set point as the original unit.

 Advise origin and destination Customer Service to advise shipper and consignee,
inviting the client to nominate a surveyor to attend the x-stuffing.

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  Appoint and notify a surveyor to attend x-stuffing on behalf of the Lines. The surveyor
to ensure full coverage in writing and pictures.

 Verified Gross Mass (VGM) must be re-confirmed by weighing the container and on
behalf of the shipper submit the VGM data for the new container number / shipment.
Additional time for VGM verification should be applied/planned for up-front.

2.7. REEFERS NOT OPERATED BY THE LINES

2.7.1. VESSEL SHARING AGREEMENT (VSA)/SLOT CHARTER AGREEMENT (SCA)

 VSA/SCA shipments are covered by separate spare part agreements. If a malfunction

occurs then spare parts necessary are to be taken from the Lines spare parts to the
extent possible. Repairs involving the Lines spare parts to be reported as per 3.1.

 If a partner places a model of a reefer unit on board, which is not operated by the Line,
then it is the responsibility of the partner to supply spares as appropriate, and when
used replenish at next possible port. The partner might choose not to place parts on
board and thereby accept that repairs might not be possible.

 VSA/SCA reefers carrying Dangerous Cargo (DCR) follows a separate approval procedure
and must always be accompanied by a spare part kit or the Lines spares must be
available.

 Monitoring and malfunction reporting as per the Lines procedures unless otherwise
agreed in writing.

2.7.2. SHIPPER OWNED CONTAINERS (SO)

 The power supply and plug configuration must be identical to what is used by the Lines.

 All settings, such as temperature, ventilation and de-humidification, must be in

accordance with the Lines in-house guidelines.

 SO containers might or might not be accompanied by a spare parts kit. If a malfunction

occurs then it is only required to repair to the extent possible and what available spare
parts allow. Repairs involving the Lines spare parts to be reported as per 3.1.

 SO reefers carrying Dangerous Cargo (DCR) follows a separate approval procedure and
must always be accompanied by a spare part kit.

 Monitoring and malfunction reporting as per the Lines procedures

 Shipper must arrange that the datalog is downloaded upon completion of the voyage
and handed over to the Lines upon request.

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2.8. INLAND OPERATIONS

RAILING / BARGING/ TRUCKING

Carrier haulage:

1. The Lines off power procedures must be adhered to and a genset or other form of
power supply must be used if off power times exceed permissible limits.
2. If transit time exceeds that of the running time of the genset or other power supply,
service contractors along the route must be capable of re-fuelling the genset.
3. RAILING / BARGING: Service contractors along the route must be capable of
monitoring and repairing both reefer units and gensets or other power supply.

Merchant haulage:

The Lines off power procedures should be used as a guideline of best practise.

3. REPORTING AND CONTACTS

3.1. MALFUNCTIONING REPORTING / VESSELS

1. When assistance or guidelines are required or if the reefer container is not repairable
on board.
2. When failure or damage to a reefer unit has been corrected on board with or without
possible damage to the cargo.
3. When a reefer unit has been malfunctioning or running 2°C out of range from Set
point, for more than 24 hrs. and no notification has been received from the Line.
4. When the Lines spares have been used for VSA/SCA or Shipper Owned containers.

Contact address: cenequvslsup@maersk.com

Emergency Duty phone +91 9940210176

Please have following information readily available:

1. Set points; Temperature, ventilation, de-humidity and CA settings if applicable.

2. Running condition.
3. Cargo description.
4. What is failing?
5. Has a technical malfunction been reported and discussed with the relevant technical
desk and what is their recommendation?
6. Present vessel location, time of departure or arrival, next location and sailing time?
7. Final cargo destination and time to same.

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