carrier nl 5-07 · lead to spoilage, just as too much can. that’s where atmosphere control comes...

CARRIER_NL_5-07.fh11 5/23/07 10:06 AM Page 2

22


Technology,Not for the Sake

of Technology

With container shipping of perishables, changeis in the air!

And it’s the air inside the container that’s changing.Technologies that give shippers control of the atmo-sphere inside refrigerated containers are permittingfresh fruits and vegetables to arrive at their destinationsin optimum condition as never before possible.

This new appeal for regulating the containerenvironment comes at a time when produce trade isflourishing globally, with agricultural regions fromaround the world competing for consumer appetitesby shipping produce over increasingly longer distances.The ability to deliver “freshness” by fine-tuningcontainer atmosphere also translates into premiumsreaped by the retailer, the shipper and even the grower.

How does it work? Varieties of fruits andvegetables all ripen according to their own individualbiological clocks. Knowing the schedule for each andharvesting at just the right time – taking shippingdistances into consideration – is key to assuring thatconsumers purchase produce of optimum quality,when the sugar levels and nutritional values are attheir peak, and taste, color and texture are at their best.

Of course, refrigeration plays an important rolein controlling on-board ripening. But the techniqueof adjusting the container’s atmosphere can add daysor even weeks to the potential storage and transittime, allowing produce to travel longer distancesand bringing greater variety to consumers aroundthe world.

As produce shippers know, atmosphericcomposition is important to fruits and vegetables,because they “breathe” or respire as they mature,consuming oxygen (O2 ) and producing carbon dioxide(CO2) and a hormone called ethylene. At a certainpoint in its maturity, the fruit undergoes an increasein respiration, after which it goes through a stagecalled senescence, softening very rapidly as it dies(See Fig. A).

Normal atmosphere consists of 78 percent nitrogen(N2), about 21 percent O2 and a miniscule 0.03 percentCO2. In the enclosed space of an unventilated container,fruits with rapid respiration rates – whether papaya,pear or plum – can rapidly change the atmosphere,reversing the normal levels of O2 and CO2 in only aday or so. That could be disastrous. Too little O2 canlead to spoilage, just as too much can. That’s whereatmosphere control comes in.

Understanding Container Atmosphere Control

TechnologiesBy Jim Taeckens, Senior Product Manager

If there’s one thing that canbe said about the world around us,it’s that technology is constantlychanging our lives. The key questionis “when do we adopt new technologyand why?”

If we look at our personal lives,we don’t buy laptops, for example,because of their technology. We buythem for the benefits they provide –because they make us more efficient,flexible and enable us to do things

that we could never do before. The same could besaid of iPods, GPS navigation systems, and HDtelevisions. The fact that they are new is irrelevant.The fact that they provide us useful features andbenefits is.

The articles in this issue convey that theme, andwe at Carrier are focused on helping you see andrealize the benefits of technology, while not beingdeceived by useless new technology. We also workhard to ensure that technology obsolescence does notaffect the use of your Carrier unit over its lifetime,which can be 15 to 20 years or more.

In this issue, we’ll look at controlled atmospheretechnology and how it has revolutionized thedistribution of fruits and vegetables around the world,including the rapidly growing organics segment. Wealso examine competing technologies, how they differ,and the potential applications of each.

We highlight the application of wireless communi-cation technology and the benefits it provides toNYKLauritzenCool. And finally, as Carrier unitsoutlive multiple generations of parts, we examine howwe at Carrier are committed to providing high qualityreplacement components to keep your fleet running.

We will continue to provide a fact-based view ofbenefits to your business as new technology is released,and please do not hesitate to “Turn to the Experts”at Carrier to provide solutions and answers to yourquestions.

Scott A. PallottaDirector of MarketingC

onta

inerL

INE

May

200

7

2


3

The three key methods of altering containeratmosphere during shipping are known as Controlled-Atmosphere, Modified-Atmosphere and Fresh-AirExchange (also called Fresh-Air Management).Understanding their differences and limitationscan help shippers make the best decisions fortheir applications.

Controlled-Atmosphere – Built into therefrigeration unit, a Controlled-Atmosphere systemdraws outside air and also uses N2 taken from itto fine-tune the balance of O2 and CO2 inside acontainer. By this definition, the leading Controlled-Atmosphere system in the industry is Carrier’sEverFreshTM system. The EverFresh system employsa unique “membrane separator,” which is a molecularfilter that distills N2 from everything else in the air– O2, CO2, water vapor and other gases. The capturedhigh-purity N2 is then used to displace O2, CO2 andother unwanted gases.

A Controlled-Atmosphere system is the onlyone with the ability to control and maintain specificO2 and CO2 levels over a wide spectrum of potentialsettings. Ethylene absorbers can be used withextremely sensitive cargoes. If needed, supplementalCO2 can be added.

Modified-Atmosphere – With this technique,before shipping, the container is injected with aspecific composition of gases appropriate to theperishables inside. Then the container is sealed-offfor shipping. During transit, the environment willchange within the container due to off-gassing ofthe produce. To make a container suitable forModified-Atmosphere use, it needs to be retrofittedwith a “purge port” assembly. Additionally, thecontainer must be very well sealed.

Fresh-Air Exchange – Like a Controlled-Atmosphere system, a Fresh-Air Exchange systeminvokes mechanical ventilation of the container toprovide some level of control over CO2 build-up,but to a lesser degree than Controlled-Atmosphere.For example, with Carrier’s eAutoFreshTM system,when the CO2 level reaches a preset point, the systemactivates, drawing in outside air to add O2 andventilate excess CO2. Because Fresh-Air Exchangesystems rely on natural atmosphere, the interiorof the container being ventilated will generally beapproaching a 78 percent N2 level, with O2 and CO2in some combination making up the balance.

Airingthe Differences

Properly managing the O2 and CO2 concentrationsthrough atmospheric control can actually retardproduce respiration and delay ripening beyond whatrefrigeration alone can do. In some cases, adjustingthe balance of O2 and CO2 can even be used to thwartthe effects of post harvest pathogens, decay and insectinfestation.

Technologies as Different as Apples and OrangesMore often than not, the term “controlled

atmosphere” is erroneously used interchangeablyto describe three different techniques to regulate theair inside a container. The truth is, these methods areas different as apples and oranges and avocados.While all three techniques aim to adjust theatmosphere, only true Controlled-Atmosphere systemsprovide real-time control capability covering the fullrange of possibilities.

With a basic understanding of the equipmentdifferences, how do you select the most appropriatetechnology? It all depends on what is being transportedand how many varieties will be shipped in the samecontainers. Shipping lines that want to maintain thegreatest flexibility will choose solutions that canaccommodate the widest variety of produce.

Modified-Atmosphere systems using gas injectionhave their place in applications where the transit timeis relatively brief and products are not high-respiring.High-value and extremely perishable produce, suchas white peaches, can benefit from the ability toachieve an atmosphere immediately. The problemwith a gas-injected atmosphere is that it simply has

(continued on page 4)

Conta

inerL

INE

May

200

7

Fig. A – Ripening Control ComparisonsNO CONTROL

TEMPERATURE CONTROL ONLY

TEMPERATURE AND ATMOSPHERE CONTROL

TIME

EATI

NG

QU

ALI

TYRA

TIN

G

10

8

6

4

2

1

0MATURATION SENESCENCE & DETERIORATION

RIPENING

PRE-HARVEST POST-HARVEST


Finding theRight Solution

Controlled-Atmosphere

Modified-Atmosphere

Fresh-AirExchange

Advantages

Uses nitrogento adjust atmospherebalance, soO2 levels canbe maintainedat specificlevels withoutincreasing CO2levels

Greater controlprovides bestassuranceagainst losses

Relativelysimple

Achievesatmosphereimmediately

Low capitalinvestment forthe shipper

Provides abilityto modulateCO2 levels byintroducingfresh air duringtransit

Disadvantages

Highersophisticationmakes initialequipmentinvestment greaterthan othersalthough paybackcan occur relativelyquickly

Containers canleak and internalatmosphericcompositionchanges duringshipment

No active, ongoingatmosphericcontrol

Requires qualifiedtechnicians toinject gassesin units

Each use carries acost factor, makingit expensive for thecustomer

Adding freshair always addsO2 component,limitingapplications

Initial equipmentinvestment greaterthan Modified-Atmospheresolution

LikelyApplications

Virtuallyunlimited,becauseCO2 and O2concentrationscan be as low as0 and as highas 21%

Short trips withproducts that areslow to respire

High-value itemssuch as whitepeaches, thatcan benefit fromimmediateatmospheremodification

Cherries,strawberries,asparagus

Suitable foranything whereoptimalcombinedCO2 and O2concentrationscan fall withina range of 19%to 21%

4

(continued from page 3)no ability to maintain a desired balance over a lengthyjourney, which could lead to irregular ripening of fruits,off flavors and off odors. Also, while the initialinvestment for Modified-Atmosphere is the lowest,there is a built-in costly expense for gas injection withevery shipment.

Deciding between the two mechanical methods,Fresh-Air Exchange and Controlled-Atmosphere,becomes a little more complex and requires analysisof the tolerances of the produce being shipped.

Figure B shows optimum O2 and CO2 rangesfor various fruits and vegetables against the capableranges of Fresh-Air Exchange systems and Controlled-Atmosphere systems. As shown, the Controlled-Atmosphere system covers a far wider range ofpossibilities (the entire field) than a Fresh-Air Exchangesystem (only commodities that cross or touch the graydiagonal band).

A Fresh-Air Exchange system is limited becauseit relies on outdoor air to supplement what is inside thecontainer. The air introduced into the container willalways have a composition of about 78 percent N2, andthe air inside will be some mix of O2 and CO2 that addsup to about 21 percent. In spite of its limitations, thereare cases where it can meet the specifications of someproduce. For example, a desired balance for strawberriesof 6 percent O2 and 18 percent CO2 is certainly withinthe range of Fresh-Air Exchange.

On the other hand, because Controlled-Atmosphereuses pure N2 to adjust the environment, it handilyaccommodates produce such as mango, pineapple,cherimoya and sweetsop, which all have optimumO2 ranges of less than 5 percent and CO2 ranges of lessthan 10 percent. These ranges would be impossiblewith Fresh-Air Exchange.

In practicality, how wide of a range of atmospherecontrol does a shipper need? It all depends.

Shippers who deliver over the longest routes, orwho need versatility to handle the widest variety ofproduce, will always find Controlled-Atmospheresystems to be the most accommodating.

If a shipper only handles a specific crop that canbe accommodated by Modified-Atmosphere or Fresh-Air Exchange, then those methods may providesatisfactory results, although, as with any major capitalpurchase, a careful long-term cost/benefit analysisshould always be done in advance.C

onta

inerL

INE

May

200

7


5

With its growing agricultural export business,South America has taken a keen interest in Controlled-Atmosphere (CA) technology’s ability to protect andpreserve the quality of produce destined for overseasmarkets. Responding to this, Carrier recentlysponsored two one-day CA seminars in Lima, Peru,and Santiago, Chile. Conducted by Davis FreshTechnologies, and attended by 116 representativesof shipping lines, shippers and growers, the sessions

offered an overview of post-harvest physiology andits effects on produce deterioration and shelf life, aswell as presentations and discussion on the use ofCA containers for long-distance transport of freshfruits and vegetables.

Based on customer interest, Carrier is consideringoffering similar seminars in other regions. Contactyour Carrier Transicold representative for moreinformation.

Carrier Spreads the Word on CAto South America

Conta

inerL

INE

May

200

7

Fig. B – Comparing Ranges of Controlled-Atmosphere and Fresh-Air Exchange Systems

CO2 C

ON

CEN

TRAT

ION

%

21

20

19

18

17

16

15

14

13

12

11

10

9

8

7

6

5

4

3

2

1

0

O2 CONCENTRATION %

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21

CHERRY

BLACKBERRYRASPBERRYSTRAWBERRYFIG

BANANA, GRAPE

ASPARAGUS

APPLE, PEAR, PLUM

KIW

I FRU

IT, P

EACH

, NEC

TARI

NE

PINEAPPLEPOMEGRANATEPAPAYAMANGO

Source: Davis Fresh TechnologiesControlled-AtmosphereCapability

Fresh-AirExchange Capability


6

These days there is more chatter than ever beforeaboard ships in NYKLauritzenCool AB’s reefer fleet.

But we’re not talking about human conversations.In this case, scores of refrigerated containers and

cargo holds are using the latest wireless telemetry totalk to the crew on the bridge of those ships. Operationalstatus, temperatures and even alarm conditions are allbeing reported via radio in real time.

It gets even wilder than that: these machine “voices”can be heard around the world. No matter where theships are, reefer data is relayed to satellites and bouncedback to a server in Scandinavia. From there, theinformation is logged for record keeping and accessby NYKLauritzenCool management or even theircustomers via Web browser for review and analysis.

One of the world’s largest operators of specializedreefer vessels, Stockholm-based NYKLauritzenCoolinitiated the project to bring a higher level of qualityassurance to its customers, according to Ralph Mohlin,technical project manager for NYKLauritzenCool.

“Together with the customer we can preventdamage to the cargo, minimize losses and preventclaims,” said Mohlin.

The program takes advantage of the ARTIQCOOL

System, developed by Norwegian instrumentationspecialist Teck-Skotselv AS and its partner ArkubTelematic Systems of Sweden. The ARTIQCOOL systemis designed to provide surveillance, monitoring,reporting and control of refrigeration systems withinthe cold chain.

Begun in 2005 as a trial on NYKLauritzenCool’sweekly route between Costa Rica and the UnitedKingdom and Belgium, the project now encompassesseven of the shipper’s 70 vessels and 400 ofNYKLauritzenCool’s 3,000 reefer containers. Thecontainers used in the project have Carrier refrigerationunits, including 60 EverFresh Controlled-Atmosphere(CA) units. Also networked are the below-deckrefrigeration systems and the 15 to 16 cargodecks within each of the participating ships, whichinclude the Sevillan Reefer and other vessels inNYKLauritzenCool’s Summer and Crown classes.

Each container’s refrigeration unit is equippedwith its own radio unit, as are the various cargo holds.Data is collected from the refrigeration system controlunit and transmitted by the radio to a master node andcomputer located on the ship’s bridge. There, operatorsget a comprehensive real-time view of all refrigerationsystems and instant alerts if a problem develops.

“By being able to read this data at any time, wewill be able to detect if something is going wrongmuch earlier,” Mohlin said, adding that correctivesteps can be taken immediately.

NYKLauritzenCoolPioneers Global Refrigeration

Monitoring Capability

Radio-equipped refrigeration units stacked on thisNYKLauritzenCool vessel transmit to the ship’s master node, whichbounces cargo data to a satellite for retrieval at a landside base.C

onta

inerL

INE

May

200

7


Although remote monitoring of movingrefrigeration systems is frequently done on land withrail systems, ocean crossing requires a differentcommunications model. For one, land-based systemsrely on cellular communications networks, whichare nowhere to be found in the mid-Atlantic.

From the ship’s bridge, an Iridium modem, GPSunit and antennas create a data link for long-distancemonitoring. Back on land, the ARTIQCOOL interfacedisplays a comprehensive picture that includes a shipfleet overview, ship status overview, map presentationand route tracing, a container overview in both tabularand graphic form, an alarm overview and more.

Information can be accessed from any Internet-connected computer with a Web browser. Securityprotocols prevent use by non-authorized users.

One of the things that makes the monitoringsystem unique among data acquisition systems isthat for every ocean crossing, the containers, like adeck of cards, get shuffled and regrouped, creatinga new mix of about 70 to 80 reefers on the deck ofeach ship. Yet they all synchronize communicationswith the central station on the ship’s bridge.

Getting all systems to talk together in the harshoceanic environment was a key part of the job,according to Steinar Haugerud, managing directorof Teck-Skotselv. “On a ship you have a very tougharea, with wind, rain and saltwater, so it made for avery tough testing this last year,” he said, adding,“It works very well.”

A challenge for Teck-Skotselv was to find asuitable radio transmission frequency that couldpenetrate a ship’s steel hull and also be permitted inall countries in which NYKLauritzenCool operates.Critical to success was development of a complicatedwireless network, including repeaters under and ondeck to extend coverage of the local radio network.

For its part, Carrier supplied the developers andNYKLauritzenCool with engineering support to getthe refrigeration unit controls to talk to the radios.

“We received very good cooperation from Carrieron the interface and protocol for communicatingwith their MicroLinkTM units,” Mohlin said.

As the program moves into new stages,additional data will be gathered from theCA units, Mohlin said, explaining, “Weare in the process of extending themonitoring to read also CO2, oxygenand relative humidity.”

Giving customers the abilityto control systems remotely will

eventually be added. But for the time being, thesystem is providing customers with transparency –the real-time assurance that their cargoes are beingwell protected every minute of the journey.

Said Mohlin, “The benefit is increasedcommunication with the customer.”

Thanks to those“talking” reefers!

INTERNET

Conta

inerL

INE

May

200

7

7


8

A Healthy Appetite forOrganics

The organic foods category barely existed ageneration ago, but now it is considered one of themost profitable and rapidly growing niches inagriculture.

It’s a worldwide phenomenon. The global organicmarket has been growing by 20 percent a year sincethe early 1990s. Today, organic farming is practicedin at least 100 countries, with more than 31 millionhectares (76.6 million acres) under organicmanagement, according to the 2007 edition of TheWorld of Organic Agriculture.

Released in February at BioFach 2007 in Germany,the report indicates that the global appetite for organicproducts reached 25.5 billion euros in 2005, withNorth America and Europe still the primary marketsfor organic products. Australia leads the world in landcommitted to organic farming, followed by Argentina,China and the United States (see chart).

By continent, the most significant portions ofglobal organic surface area devoted to organicagriculture are in Oceania (39 percent), followed byEurope (23 percent) and Latin America (19 percent).Although growth in the U.S. has been rapid, total landdevoted to organic farming is a fraction of one percent.Leading in terms of largest portion of farmland certifiedfor organic agriculture are the Alpine nations, suchas Austria with more than 14 percent of its landcertified as organic.

What is Organic Farming?Generally speaking, organic food crops are grown

without pesticides, artificial fertilizers or sewagesludge. In the case of processed food, it is producedwithout ionizing, radiation or food additives. Forlivestock, it means it was reared without routine useof antibiotics and without the use of growth hormones.

8

The organic movement traces its roots to the 1950swith the promotion of organic gardening. In the ’60sand ’70s, it started to gain traction with grassrootsconcerns over environmental issues. The 1980s sawthe emergence of private-sector organic certificationand initiation of government regulations around theworld. This led to legislated organic certification,beginning in the 1990s with the European Union’s(EU) standards and followed in 2002 by the U.S.Department of Agriculture’s National Organic Programcertification standard. Additionally, many single-country standards now exist or are underway aroundthe world.

Historically, organic farms were small family-runbusinesses, which is why organic food was once onlyavailable in small stores or farmers’ markets. Now,organic foods are mainstream, with products producedon one continent shipped to another for consumption.

Currently, because of the higher prices commandedfor organic food and beverages, most are sold inindustrialized countries like the United States, wherethere is a sizeable and well-educated middle class. TheNutrition Business Journal reported that between 1997and 2003, annual sales of organic foods in the UnitedStates tripled to $10.4 billion, or 1.8 percent of totaldomestic food sales.

The largest portion of that – about 40 percent – isproduce, and 93 percent of the organic produce is freshproduce. However, organic fresh fruit and vegetablesales still accounted for less than 5 percent of totalfresh produce sales. By 2010, sales of organic foodsin the United States are estimated to hit $23.8 billionor 3.5 percent of the total retail food market.

As countries develop economically and theirpopulations become more educated and affluent,demand for organic products increases, as is startingto occur in China, Brazil and South Africa.

An Incentive to ExportThe global increase in organic farmland, particularly

in non-industrialized countries, is spurred on by farmerslured to the financial benefits of selling their organicgoods elsewhere. For example, nearly all organicallygrown bananas, tropical fruits, citrus and grapes fromC

onta

inerL

INE

May

200

7


A Role for CAin Organics

Organic foods command premium pricingthrough each step of the food chain, resulting ingreater profits for the grower, wholesaler andretailer, and higher prices for the consumer.

In a supermarket in the United States inFebruary, organic bananas sold for $1.79 a poundalongside regular bananas selling at $0.49 a pound.Despite these higher prices, the number of peoplewho purchase organic produce is growing andbecoming more diverse, with consumers citingfactors such as health, nutrition and support for theenvironment as reasons to buy.

The appearance of fresh produce also mattersto consumers, with the number of cosmetic defectsaffecting the likelihood of an organic productbeing purchased.

That creates a role for Controlled-Atmosphere(CA) refrigeration for the transport of organiccargoes, as it can slow down deterioration ofappearance and flavor quality of fresh produce.

Helping organic produce to retain its chemical-free nature, CA can replace the need for certainpost-harvest chemicals used for control of somephysiological disorders, such as scald on apples,and eliminate the use of post-harvest fungicidesand insecticides.

With so much at stake in terms of pricingpremiums, CA can play a major role in assuringprofitability of organic produce sales.

Land Committed to Organic Farming

Mill

ion

Hec

tare

s C

ertif

ied

to O

rgan

ic S

tand

ards

Top Four CountriesAustralia Argentina China USA

12

10

8

6

4

2

0

Africa are destined for markets in the EU. Mostorganic production in Asian countries – primarilyfresh produce – is also for export.

Latin America, with the second largest amountof organic farmland in the world, has only a smalldomestic market for organic products. About 90percent of its organic crop – largely high qualityfresh produce – is exported to North Americaand Europe.

In Australia, cattle farmers use much of theorganic farmland as pasture, so organic beef as wellas fruit and vegetables are largely exported. NewZealand is also export oriented, with 5 percent ofits kiwi and about 10 percent of its apples and pearscertified organic.

Healthy growth rates are expected to continuein the coming years, according to the InternationalFederation of Organic Agriculture Movements,which suggests that the ever-growing demand fororganic products offers attractive opportunities forproducers – especially those in developing countries.

9

11.8 3.1 2.3 1.6

9

Conta

inerL

INE

May

200

7


10

Conta

inerL

INE

May

200

7

You can never have too much of a good thing.That’s certainly true with Carrier’s Electronics

Repair Operations.The original world-class electronics repair and

remanufacturing business, established only eight yearsago as a single location in Rotterdam, The Netherlands,has expanded into three more strategic markets, andanother is coming soon.

Started with a team of five technicians, theRotterdam operation brought a higher standardof diagnostics and repair services for complexrefrigeration unit controls. Integral to this, a “rebuildoperation” enabled the creation of a substantialinventory of highly reliable refurbished boards,available at substantially lower prices than new.

The success of the operation necessitated expansionto support the global installed base through Carrier’sworldwide parts depots and Carrier-authorized servicecenters. Since 2004, operations based on the successfulEuropean model were created in the United States,Brazil and Uruguay, supporting parts depots in Northand South America. A future location in Asia willimprove support to Pacific Rim ports and parts depots.

“Our customers’ needs are global, so we’veresponded in a way that provides consistency ofresponse worldwide,” said Boudewijn Ligterink,Carrier’s global manager of Electronics RepairOperations, who established the processes and practicesfor Rotterdam and has overseen the expansion.

“When we start a new facility like we did in Brazil,we copied the Rotterdam operation,” he said,explaining that the paralleling of capabilities enables

Carrier Expands Electronics Servicesfor Worldwide Coverage

consistent high standards wherever controls are serviced.“Everything is the same: the testing devices, tools,procedures, technology. Even the technicians are sentto Rotterdam for training. It’s a duplicate.”

From five in 1999 to 35 today, Carrier’s repairtechnicians are among the most talented electronicsengineers in the industry, according to Ligterink.Beyond their base education, technicians receiveongoing training into the diagnostics and repair of bothCarrier’s and competitive controllers, which are alsoserviced by Carrier.

As Good as the OriginalFor the highest level of reliability when it comes

to replacing electronic components, Ligterinkrecommends that customers specify genuine Carrierrebuilt parts, which are easily identified by a specialseal bearing the Carrier logo.

“No one knows our equipment better than we do.We have to make sure that it will run for many, manymore years,” he emphasized.

Ligterink notes that there is a significant differencebetween a part that has been repaired at a third-partyfacility and one that has been rebuilt through Carrier.When a part comes in to Carrier, a technician conductsa visual inspection for corrosion, cracks, and burnspots, and then cleans the board and replaces affectedparts. But, unlike a third-party repair facility, Carrieralso conducts a comprehensive diagnostic test ofeach electronic component on a controller – themicroprocessor, relays, capacitors and all othercomponents.

“In all cases we test using equipment of our owndesign,” Ligterink said, adding that the testing needsto be more comprehensive than what is done for newlymanufactured units. “We replace weak componentsand others that, based on repair histories, we knowcould cause a problem at some point in the future, eventhough they are performing adequately at the time.Hardware and software is brought up to OEMspecifications. Most third-party repair shops simplyaren’t equipped to do that.”

Because of the thorough work that goes into eachrebuild, the reliability factor is as high as for newcomponents, Ligterink explained. This is why Carrier’swarranties for rebuilt and new are the same.

And, like the rebuilt components that come fromthem, each of Carrier’s worldwide electronics repaircenters is designed to perform just like the original.


No one understands the importance of usinggenuine Carrier Transicold replacement parts forCarrier equipment better than Jeff Neuss.

You would expect that from the Performance PartsGroups’ business development manager for theAmericas. However, his appreciation of qualitycomponents goes back to his earliest days with Carrier25 years ago. Then, as a design draftsman, he helpedbring parts off the drawing board and into reality.

For a time, he specialized as a design draftsmanfor Carrier Transicold’s large bus products, but soonhe moved into the field as a customer servicemanager/applications engineer. Eventually he becamea field service engineer for Carrier’s North AmericanIntercity Bus business.

Building on his knowledge of product design andpenchant for customer service, Neuss then became aninstructor with Carrier’s Customer Training team in1999, teaching service technicians about maintainingthe complete line of Carrier Transicold products,whether container, truck/trailer or bus.

Parts again became his focus in 2005, when he joinedthe Performance Parts organization as businessdevelopment manager for the U.S. Northeast and Canada,a role that was expanded a year ago to include all of theAmericas, but focused primarily on container products.

“This is a good fit for my background,” Neussadded. “I know every product technically, plus I wasout and about with our whole network of servicecenters and end-user customers for quite a few years.”

From home base in Syracuse, N.Y., where he liveswith his wife of 19 years and son, 14, and daughter,12, he keeps track of parts depots in Oakland, Calif.;Panama; Santos, Brazil; Montevideo, Uruguay andSan Antonio, Chile. While Performance Parts has over50,000 components in the system, about 20,000 distinctparts are continuously replenished for containerproducts, according to Neuss.

“For container products, I make sure the partsdepots have the products to distribute,” Neuss said,adding that he also manages relationships with majorcustomers who maintain their own parts inventories.“The most important function that I have is ensuringthat Carrier parts are available and being used onCarrier units,” Neuss said.

“My technical background gives me an advantageover someone that might be a sales person at heart,

because I understand the parts and the market.I understand how parts are made. I can reviewprocesses that we use to rebuild or repair, and cangive my input to the customer.”

The explosive growth of the container industry,he noted, has lead to new influences on the equipmentowner. There has been a change in what customerslook for in parts, frequently opting for readily available,lower-cost and often unproven gray-marketreplacement parts as a means of holding downmaintenance and repair costs.

“Every company is looking very closely at theirmaintenance and repair costs. We understand that,”he said. “The quality of our components is stillsuperior. Carrier puts a lot of effort into qualifyingour vendors and our parts to ensure that they are thehighest quality.

“The Container business is a global industry, sowe need to provide what customers want, wheneverand wherever they need it. That’s why we have somany parts depots and service centers. We’re almosteverywhere.

“Because of Carrier, I’ve seen 30 countries and havemet many fantastic people around the world,” he said.“I wouldn’t have had that experience with any othercompany I considered when coming out of college.”

Turn to the Expert Jeff Neuss

Performance Parts, Americas

11

Conta

inerL

INE

May

200

7


Brazil’s National Service of Industrial Learning isa unique network of trade and technical schools with a65-years-long commitment to teaching.

Known locally as Servio Nacional de AprendizagemIndustrial or SENAI, this not-for-profit program helpsdevelop and hone skills of the current and next generationof workers. Its diverse curriculum encompasses construction,mechanics, electronics, food and beverage, fashion andtextiles, transportation and many other trades andprofessions. And, with Carrier’s support, students at SENAIschools in the port city of Santos and the state capital, SaoPaulo, have access to hands-on training in basic refrigerationmechanics and refrigerated container operation.

Carrier’s involvement began in 1997 with the donationof ThinLINE units to SENAI’s Sao Paulo and Santosschools, which let SENAI broaden its mechanical refriger-ation offerings to include container refrigeration.

Thanks to Carrier’s continuing support and the dedicationof SENAI instructors like Marcelo Gama, 1,000 studentshave completed the refrigeration programs over the past tenyears, with no letup in sight. Enrollments for the coursesremain full, due to Brazil’s burgeoning export business.

“The growth expectation for refrigerated cargo exportsis a minimum of 20 percent per year over the next four tofive years,” said Gama, himself a technician of 15 yearswho earned top honors studying container refrigerationthrough Carrier’s training program. “In the local market,

there is a shortage of qualified refrigeration engineers, sowe are helping to meet that need. It’s a big job.”

A Visionary ProgramSince its founding in 1942, SENAI has taught more than

40 million students and has served as model for the creationof similar institutions in Venezuela, Chile, Argentina and Peru.

SENAI is organized and managed by industrial entre-preneurs through the Brazilian Confederation of Industryand state federations. There are more than 400 SENAI schoolsand another 300 mobile units offering 1,800 classes, servinga combined enrollment greater than 2.3 million a year.

As a private-public partnership, SENAI is financed byboth tax revenue and the industrial sector, which alsosupplies products for study and practice. Courses are offeredfree of charge or at nominal rates and vary from a week,to several months to up to two years, depending on thenature of the program. Typically, students spend half theirday in the SENAI classroom and half working as apprentices.

“It’s a very well organized program,” said Niels vanden Bergh, Carrier’s business development manager inSantos. “It’s a give-and-take between industry and thestudents,” he noted, explaining that industry reaps thebenefit of employing SENAI apprentices. Carrier’s Santosoperation employs two electronic repair engineers and awarehouse manager who came via the SENAI program.

Refrigeration courses are scheduled every two monthsand consist of 30 hours of instruction covering principlesof refrigeration, basics of electricity, reefer operationalmodes, humidification and dehumidification, controlledand modified atmosphere, and troubleshooting.

SENAI is broadening horizons for the workforce ofBrazil, and with Carrier, it’s broadening horizons for therefrigerated container shipping industry too!

In Brazil: Teaching the Next Generation of

Refrigeration Specialists

A publication dedicated to Carrier customers andthe container refrigeration industry.Please send your comments and story ideas to:ContainerLINECarrier TransicoldCommunications DepartmentP.O. Box 4805Syracuse, New York 13221 U.S.A.Editors: Anthony D’Angelo, Melanie HeaphyTelephone: +1-315-433-4750FAX: +1-315-432-7683www.container.carrier.com

A member of the United Technologies Corporation Family. UTX.Printed on recycled paper. © Carrier Corporation, May 2007.

Marcelo Gama, left, andtwo of his students.

carrier nl 5-07 · lead to spoilage, just as too much can. that’s where atmosphere control comes...

Documents