section 11 (reefer)

UNIVAN MARITIME (H.K.) LIMITED Issue 1 REV 0 Page 1/5 FLEET OPERATION MANUAL Date 18.12.2009

CARGO OPERATIONS REEFER VESSELS SECTION 11.0

Copyrights: Univan Maritime (H.K) Limited. All rights reserved Any unauthorized reproduction of this manual, in any form is prohibite

`

Section 11

Cargo section




Section Description

Date

Rev. No.No of Pages

Cargo section reefer vessels

11.1 General information 18.12. 09 0 1

11.1.1 Voyage planning 18.12. 09 0

11.1.1.1 Charterers instructions 18.12. 09 0

11.1.1.2 Notice of readiness 18.12. 09 0

11.1.1.3 Statement of facts 18.12. 09 0

11.1.1.4 Bills of lading 18.12. 09 0

11.2 Cargo handling 18.12. 09 0 12

11.2.1 Preparation of cargo space 18.12. 09 0

11.2.1.1 Cleaning 18.12. 09 0

11.2.1.2 Deodorizing 18.12. 09 0

11.2.1.3 Scuppers 18.12. 09 0 11.2.1.4 Gratings 18.12. 09 0 11.2.1.5 Side shoring 18.12. 09 0 11.2.1.6 Fans and ventilation 18.12. 09 0 11.2.1.7 Fresh air fans 18.12. 09 0 11.2.1.8 Thermometers 18.12. 09 0

11.2.2 Pre cooling checks 18.12. 09 0

11.2.2.1 Cargo holds 18.12. 09 0

11.2.2.2 Brine systems 18.12. 09 0

11.2.2.3 Direct expansion system 18.12. 09 0

11.2.3 Loading of cargo 18.12. 09 0

11.2.3.1 Stowage 18.12. 09 0

11.2.3.2 Checks during loading period 18.12. 09 0

11.2.3.3 Cargo stowage in hatch coamings 18.12. 09 0

11.2.3.4 Engine room bulkhead 18.12. 09 0

11.2.3.5 Different temperatures between non insulated decks

18.12. 09 0

11.2.3.6 Different temperatures between insulated decks 18.12. 09 0

11.2.3.7 Pulp temperatures 18.12. 09 0

11.2.4 General Carriage requirements 18.12. 09 0

11.2.4.1 Cargo instructions 18.12. 09 0




Section Description

Date

Rev. No.No of Pages

11.2.4.2 Carrying temperatures 18.12. 09 0

11.2.4.3 Reduction period / time 18.12. 09 0

11.2.4.4 General Cargo care during voyage 18.12. 09 0

11.2.4.5 Relative humidity 18.12. 09 0

11.2.4.6 Machinery breakdowns 18.12. 09 0

11.3 Carriage of chilled cargoes 18.12. 09 0 11

11.3.1 Deciduous cargoes 18.12. 09 0

11.3.1.1 Types of fruits 18.12. 09 0

11.3.1.2 Cargo hold preparation 18.12. 09 0

11.3.1.3 Pre cooling 18.12. 09 0

11.3.1.4 Loading stowage of cargo 18.12. 09 0

11.3.1.5 Pre cooled cargo 18.12. 09 0

11.3.2 Banana Cargoes 18.12. 09 0

11.3.2.1 Preparation of cargo spaces 18.12. 09 0

11.3.2.2 Ventilation during ballast passage 18.12. 09 0

11.3.2.3 Pre cooling 18.12. 09 0

11.3.2.4 Requirement during loading periods 18.12. 09 0

11.3.2.5 Part cargoes 18.12. 09 0

11.3.2.6 Fan speeds 18.12. 09 0

11.3.2.7 Brine /refrigerant circulation 18.12. 09 0

11.3.2.8 Fresh air ventilation during voyage 18.12. 09 0

11.3.2.9 Reduction period 18.12. 09 0

11.3.2.10 Heating of cargo holds 18.12. 09 0

11.3.3 Citrus cargoes 18.12. 09 0

11.3.3.1 General information 18.12. 09 0

11.3.3.2 Cargo hold preparation 18.12. 09 0

11.3.3.3 Pre cooling 18.12. 09 0

11.3.3.4 Loading / Stowage of cargo 18.12. 09 0

11.3.3.5 Palletized cargoes 18.12. 09 0


11.3.3.7 Carrying temperature 18.12. 09 0




Section Description

Date

Rev. No.No of Pages

11.3.3.8 Fan speeds 18.12. 09 0

11.3.3.9 Fresh air ventilation during voyage 18.12. 09 0

11.3.3.10 Relative humidity 18.12. 09 0

11.3.4 Potato cargoes 18.12. 09 0

11.3.4.1 Cleaning and ventilation 18.12. 09 0

11.3.4.2 Pre cooling of cargo space 18.12. 09 0

11.3.4.3 Heating of Cargo holds 18.12. 09 0

11.3.4.4 Condition of cargo at loading 18.12. 09 0


11.3.4.6 Frost damage to cargo 18.12. 09 0

11.3.4.7 Stowage 18.12. 09 0

11.3.4.8 Ventilation and carrying temperature 18.12. 09 0

11.3.4.9 Fresh air ventilation during the voyage 18.12. 09 0

11.3.4.10 Chemical treatment of cargo 18.12. 09 0

11.4 Carriage of Frozen cargoes 18.12. 09 0 9

11.4.1 Frozen cargoes (general) 18.12. 09 0

11.4.1.1 Cargo condition at loading 18.12. 09 0


11.4.1.3 Stowage 18.12. 09 0

11.4.1.4 Loading at high ambient temperatures 18.12. 09 0 11.4.1.5 Carrying condition 18.12. 09 0 11.4.1.6 Fan speeds 18.12. 09 0 11.4.1.7 Fresh air systems 18.12. 09 0 11.4.1.8 De frosting of air coolers 18.12. 09 0 11.4.1.9 Relative humidity 18.12. 09 0 11.4.1.10 Ozone 18.12. 09 0

11.4.2 Fish cargoes 18.12. 09 0 11.4.2.1 Precooling 18.12. 09 0 11.4.2.2 Stowage 18.12. 09 0 11.4.2.3 Tuna 18.12. 09 0 11.4.2.4 Squid 18.12. 09 0




Section Description

Date

Rev. No.No of Pages

11.4.2.5 Loading Temperatures 18.12. 09 0 11.4.2.6 Cargo damage 18.12. 09 0 11.4.2.7 Cargo hold temperatures 18.12. 09 0 11.4.2.8 Carrying conditions 18.12. 09 0 11.5 Carriage of special cargoes 18.12. 09 0 1 11.5.1 Loading of fruits for USA 18.12. 09 0 11.5.1.1 General information 18.12. 09 0

UNIVAN MARITIME (H.K.) LIMITED Issue 1 REV 0 Page 1 FLEET OPERATION MANUAL Date 18.12.2009

GENERAL INFORMATION SECTION 11.1


11.1 GENERAL INFORMATION 11.1.1 VOYAGE PLANNING 11.1.1.1 Charterers Instructions 11.1.1.1.1 On receiving the Charterers instructions for the

forthcoming voyage, the Master is to ensure that the instructions are made clear to and understood by respective departments. If any instructions are not clear, then the Master is to revert to charterers immediately for clarification.

11.1.1.1.2 The Ships Management Team is to ensure that

there are sufficient reserves of refrigerant, calcium chloride, etc onboard for the proposed voyage.

11.1.1.2 Notice of Readiness 1.1.2.1 Refer to General Instructions, Section 12.3.1 11.1.1.3 Statement of Facts 1.1.3.1 Refer to General Instructions, Section 12.3.4. 11.1.1.4 Bills of Lading 1.1.4.1 Refer to General Instructions, Section 12.6.

UNIVAN MARITIME (H.K.) LIMITED

Issue 1 REV 0 Page 1/12

FLEET OPERATION MANUAL Date 18.12.2009 CARGO HANDLING SECTION 11.2

Copyrights: Univan Maritime (H.K) Limited. All rights reserved Any unauthorized reproduction of this manual, in any form is prohibited

11.2 CARGO HANDLING 11.2.1 PREPARATION OF CARGO SPACES 11.2.1.1 Cleaning 11.2.1.1.1 Refrigerated cargoes may only be loaded into clean

cargo spaces. It is therefore most important that all spaces are maintained in a clean and fresh condition.

11.2.1.1.2 Normal cleaning would consist of sweeping the decks,

bulkheads and gratings to remove all traces of dust and debris. It is particularly important that any remains of previous refrigerated cargoes are cleaned up and that no rotting fruit or other products are left under gratings or on exposed surfaces. Some cargoes leave quite a mess which can only be properly cleaned up by washing down all surfaces, this is most effectively done using high pressure water washing equipment with appropriate detergents.

11.22.1.1.3 At intervals of about every three months cargo spaces

and fan rooms are to be sterilized after cleaning and washing. A sterilizing chlorine based chemical is best applied using a spray gun. It is most important that during this procedure the underside of the deck gratings are well treated as this area is a good breeding ground for moulds which would otherwise spread and affect cargo.

11.2.1.2 Deodorizing 11.2.1.2.1 Occasionally the holds might have a strong smell from a

previous cargo (particularly after salted fish), which is difficult to get rid of by normal washing, ventilating and ozonizing.

11.2.1.2.2 One simple but efficient method of deodorizing the holds

is as follows: (i) Sweep and clean the holds as much as possible in the

ordinary way and remove all garbage, dust etc. In order to obtain the best effect the holds should be dry before starting this special treatment.

(ii) The active ingredient to be used is Hydrogen Peroxide;

H O, which is available in most ports in a concentration of about 33% and in packagings from 5 to 60 litres. Higher concentration is not available since the liquid then would be extremely dangerous. In order to obtain the best effect of a treatment we would advise you to buy fresh Hydrogen Peroxide when needed.

(iii) With the aid of a paint or spray gun a 6% solution of





peroxide in fresh water is to be sprayed on decks, gratings and bulkheads. The treatment is most effective when the air temperature is around 20oC. After about one hour the solution is no longer active and the hold should be washed with fresh water. Should there still be smell, repeat the procedure.

11.2.1.2.3 We want to stress the importance of a careful handling of the

peroxide as it is of a dangerous nature. The peroxide should not be in concentrations above 6%. Hazards posed by hydrogen Peroxides: 1) TLV/TWA 1 2) STEL/ - 77 ppm for 30 mins 3) Vapours of Hydrogen Peroxide are irritating, less than 52%

causes temporary irritation and above 52% may cause blisters and eye damage.

In order to avoid irritation of the skin wash off the solution immediately with fresh water. We recommend the use of rubber gloves and protective goggles.

11.2.1.3 Scuppers 11.2.1.3.1 Refrigerated spaces are equipped with scuppers to drain

off any water. These scuppers will be situated in the cargo area, usually on the port and starboard outboard sides, near the forward and / or aft bulkhead. Further scuppers are placed in the fan space in the condensate tray which lies underneath the air coolers. Scupper pipes running from upper decks discharge any drain water into bilge wells, the pipe ends incorporating either goose necks or flaps to stop any back flow. Scuppers from orlop decks will always be fitted with non-return valves in order that water tight integrity is maintained should shell plating in way of the bilge well be breached.

11.2.1.3.2 Prior to loading, a check must be made on each scupper

to ensure it is clear of any debris and will drain away water. It is good practise, particularly when hold temperatures below 0 oC are to be maintained, to pour a bucket of well dissolved calcium chloride brine into each scupper to ensure it remains ice free.

11.2.1.4 Gratings 11.2.1.4.1 Nearly all modern reefer vessels are designed with what

is known as a vertical air flow system, that is, circulating air is blown through holes or slots in the deck and passes vertically upwards through the cargo to be then drawn back to the fans via a space under the deckhead. It follows then that the actual deck of the cargo space on which the cargo is loaded is a false deck covering a plenum space. This false deck is constructed from panels made either from special plywood or, in some cases,





aluminium - these panels are called gratings. 11.2.1.4.2 It is essential for a smooth cargo operation that the

gratings are maintained in good condition. They must be inspected and any necessary repairs effected after each voyage.

11.2.1.4.3 When effecting repairs to plywood gratings it is generally

a false economy to renew anything less than half a board. Always ensure that adequate stocks of spare gratings and bearers are maintained onboard.

11.2.1.4.4 On vessels where the gratings are not fixed to the tween

deck hatch covers these have to be removed by ship's crew before opening the tween decks. In order to avoid loss of time when replacing them the gratings should be clearly colour coded or otherwise marked.

11.2.1.5 Side Shorings 11.2.1.5.1 Semi permanent side shoring may be fitted on vessels

engaged in carrying predominantly palletized cargoes. Depending on the cargo to be loaded, palletised or break bulk, the side shorings should be raised or lowered as necessary.

11.2.1.5.2 Semi-permanent side shorings should always be stowed

against the ship's side when not in use for palletised cargoes. They should not be removed without first contacting the Fleet Manager for approval.

11.2.1.6 Fans and Ventilation 11.2.1.6.1 As part of a general inspection and operation check prior

to loading, carry out a visual inspection of all circulation fans checking that all fans are working, running in the correct direction, with no unusual noises that might indicate imminent bearing failure.

11.2.1.6.2 Check that no hindrances to air flow exist in any side

ducting, particularly in way of ship's side doors where duct boards may not have been repositioned correctly. Check also that any rat grids are not blocked with litter or debris.

11.2.1.7 Fresh Air Fans 11.2.1.7.1 Fresh air fans situated in deck houses not only supply air

into the cargo spaces but also draw air out. Hence when fruit cargoes are carried, an adequate exchange of air is continuous to stop any build up of CO2 or other volatiles that fruit produce.

11.2.1.7.2 Ensure the fresh air fans and distribution trunking are in

good order. Ensure that any dampers or plugs for sealing





ventilation ducts or trunking are in good order as in the event that frozen cargoes are carried then no fresh air can be allowed to enter the refrigerated spaces as this would lead to rapid frosting up of the air coolers.

11.2.1.8 Thermometers 11.2.1.8.1 Electrical distance thermometers are usually fitted in all

refrigerated spaces. Not only do these thermometers monitor delivery and return air temperatures but particular probes installed in the cargo spaces can be used to measure temperatures within the cargo cartons.

11.2.1.8.2 Probes monitoring delivery and return air temperatures

are vitally important to good outturn of cargo. Their position must be correct and their accuracy checked by ice tests at regular intervals - usually every six months. Results of ice tests are to be recorded in the vessels calibration file.

11.2.1.8.3 It is very seldom that shippers require hold thermometers to be inserted into boxes and these probes should be secured in their storage boxes or dismantled to stop possible theft by stevedores. The exception is for USDA cargoes which is dealt with under Section 11.5

11.2.2 PRE-COOLING CHECKS 11.2.2.1 Cargo Holds 11.2.2.1.1 Pre-cooling of the vessel's holds is often required

especially when pre-cooled fruit or frozen commodities are to be loaded. If only a part cargo is to be loaded, you should of course only pre-cool the holds/decks agreed upon.

11.2.2.1.2 If dunnage is to be used for loading of pre-cooled cargo

such dunnage to be pre-cooled if possible in order to avoid damage to the cargo.

11.2.2.2 Brine Systems 11.2.2.2.1 A check should be made that all baffles and doors are

open (or closed as the case may be) to ensure correct air circulation.

Particular attention must be paid to the baffles across the shell

doors. 11.2.2.2.2 Check that the air cooler isolating valves are in the

correct position (open), that they are free in movement and that there are no leaking glands. Ensure that any flow control valves





are functioning properly. Check that there are no brine leaks, that the scuppers are clear and that the drip trays are clean.

11.2.2.2.3 Seal the scuppers with brine. 11.2.2.2.4 Start up the necessary compressors having first checked

power availability. Increase capacity manually to 100% then switch to automatic operation. Check refrigerant levels in receivers and evaporators.

11.2.2.2.5 Select the required pre-cooling temperatures on the

control panel. Brine temperatures should not normally be more than 5 deg. C below required air delivery temperatures.

Once the brine temperature has been reduced, progressively

start the fans. 11.2.2.2.6 Carry out a visual check in all fan spaces - that the fans

are running correctly and that cooling is progressing normally. 11.2.2.2.7 Switch on temperature recorders/data logger and set any

alarm limits. 11.2.2.2.8 If frozen cargoes are to be loaded ensure that the risk of

frozen drip tray scuppers is eliminated by sealing those scuppers with brine. Then insert wooden plugs into the scuppers and cover with calcium chloride flakes.

11.2.2.2.9 Continue pre-cooling up to the time cargo is loaded. 11.2.2.3 Direct Expansion Systems 11.2.2.3.1 Ensure that no refrigerant leaks exist on any of the air

coolers or associated fittings. 11.2.2.3.2 Check that any stop valves on flow control regulators are

open or functioning as necessary. 11.2.2.3.3 Check that drip trays are clean and that scuppers are

clean and sealed with brine. 11.2.2.3.4 Ensure no refrigerant leaks on the refrigeration

compressors or ancillary plant and that adequate refrigerant charge is in plant.

11.2.2.3.5 Start any condenser cooling water pumps and ensure

proper flow through the required condensers. 11.2.2.3.6 Line up the air coolers with appropriate compressors. 11.2.2.3.7 Check that adequate electrical supply is available, switch





on control circuits and start progressively the refrigeration compressors.

11.2.2.3.8 Put on line any data logging or monitoring equipment. 11.2.2.3.9 It must be remembered that with direct expansion

systems any drop in evaporation pressure will result in an immediate drop in temperature which could be detrimental to cargo under certain circumstances. Particular attention should therefore be paid to ensuring the proper operation of control equipment to obviate any severe fluctuations of off coil air temperatures.

11.2.3 LOADING OF CARGO 11.2.3.1 Stowage 11.2.3.1.1 When we or shippers consult you on different stowage

alternatives we would ask you to consider them very carefully with regard to stability, trim etc. If you find our suggestions unworkable do not only answer "no" but please give us your own ideas of the best stowage. If you think that you have a better solution to a problem than that which is suggested please always give your views.

11.2.3.2 Checks During Loading Period 11.2.3.2.1 Note the temperatures of the cargo spaces immediately

prior to opening. Record the date and time when loading in each space commences in the Deck Log Book.

11.2.3.2.2 Allow cold brine to circulate through the air coolers and if

possible run the fans at reduced speed. 11.2.3.2.2 Make sure that the delivery air temperatures in the fan

spaces never drop below the required carrying temperature. 11.2.3.2.4 Take pulp temperatures of the cargo as per the

Company instructions and check the stowage is correct allowing for proper ventilation. Do not allow stowage to block return air flow under deckheads or allow stowage in front of any return air grids.

11.2.3.2.5 Full refrigeration must be started with the cargo fans on

full speed once a deck is closed after completion, if possible even earlier. Cooling should also be started during any long intervals in loading.

11.2.3.2.6 Record delivery and return air temperatures immediately

after each deck is closed.





11.2.3.2.7 Any shock treatment programmes for banana cargoes are to be carried out as per shippers instructions. A note (printout) should be made at the time when the required minimum temperatures are reached.

11.2.3.2.8 It is imperative that cargo temperatures are reached as

quickly as possible if a good outturn is to be achieved. Use all available brine pumps and as many compressors as necessary to obtain the required delivery air temperatures. Under no circumstances are temperatures to fall below those stipulated in the shippers instructions.

11.2.3.3 Cargo Stowed in Hatch Coamings 11.2.3.3.1 Special attention must be paid to the stowage in the

hatch coamings. The cargo must be stowed in such a manner that a free circulation of air is safeguarded. This can be achieved by an ample usage of dunnage, especially in order to leave enough space against the coamings and to prevent this space from being blocked when the ship is moving at sea.

11.2.3.3.2 As the hatch coamings are not normally efficiently

insulated and have reduced ventilation we recommend the use of dunnage or stepping back between the cargo and the hatch coamings to avoid a heat bridge being formed. We recommended a minimum clearance of 500 mm for this purpose.

11.2.3.3.3 Cartons may also be placed at such an angle to the

hatch coaming so as only a corner of the carton touches the coaming thereby forming air pockets between the carton and coaming and dunnage can be avoided.

11.2.3.4 Engine Room Bulkheads 11.2.3.4.1 Dunnage should always be used between cargo and

bulkheads to the engine room, steering gear room and tanks if these bulkheads are not separately cooled by air circulation.

11.2.3.5 Different Temperatures between Non Insulated Decks 11.2.3.5.1 Occasionally two different temperatures may be required

even though the deck separating the chambers is not insulated. This can be achieved provided that each deck is served by a separate cooling unit and has its own coolers and fans.

11.2.3.5.2 The maximum allowable difference between decks is 5

deg C and the following conditions must be fulfilled: (i) The upper chamber is the warmest, as long as fresh air

has been used in both chambers.





(ii) If no fresh air is needed in the lower chamber of the two, the upper chamber may be the coldest.

11.2.3.5.3 Difference in temperature may cause condensation

under the non-insulated deck with consequential damage to the cargo, if these conditions are not observed.

11.2.3.6 Different Temperatures Between Insulated Decks 11.2.3.6.1 If you are requested to load fruit or other cooled

commodities in a separate insulated unit, but in the same hatch as frozen commodities such as frozen fish, it is of course important that the insulation between the units is absolutely tight. If not, we suggest that you improve the insulation around the hatch opening in those decks, forming separate insulated units.

11.2.3.6.2 When chilled cargo is carried on one side of a deck and

frozen on the other, the hatch cover has to be specially tightened to avoid contamination.

First the hatch cover has to be battened down by screws or

wedges in order to make the packing as tight as possible. Then special tightening is to be applied. The following alternatives are suggested:

(i) Plastic sheets (about 0.1 mm thick) are to be placed

over joints and openings of the hatch covers and taped to the deck with Ramnek Marine Tape (manufacturer Diplomatic Marine Inc., Houston 20100, Travis Street, telex USA (910) 881 5090 ). Normal tapes of other makes do not adhere to a wet steelplate.

(ii) Before the hatch cover is closed, the gratings closest to

the hatch opening are to be removed. When the hatch cover is closed and battened down tarpaulins overlapping each other are to be laid out covering the hatch cover and deck, so that all joints of the cover and between deck and cover are fully covered.

Laths of approx. 10 x 50 mm (possibly sawed from

plywood sheets) are to be placed alongside on ships with the Robson system and athwartships on ships with the STAL system, over the tarpaulins. The laths should be placed from the edge of the tarpaulin and with 3-4 rows inwards. Then the gratings should be placed on these laths pressing the tarpaulin against the deck and hatch cover thus preventing air leakage between the two decks.





11.2.3.7 Pulp Temperatures 11.2.3.7.1 When loading, the pulp temperature in the cargo has to

be checked on the quay. At least three samples should be drawn from the cargo intended for each compartment. Samples should be drawn when the loading commences, before closing the hatch cover and in between as many times as is deemed necessary.

11.2.3.7.2 When loading precooled cargo from trucks, the pulp

temperature in each truck should be taken before any cargo is allowed to be taken onboard the ship.

11.2.3.7.3 During discharging the pulp temperature is to be checked

in each compartment upon opening, when it is half discharged and once again shortly before completion of discharge.

11.2.3.7.4 To obtain a correct temperature, the thermometer should

be into the pulp for at least 2 minutes. Fruit samples penetrated by a thermometer should always be disposed of. When measuring the pulp temperature of hard frozen produce, a hole should first be made using a drill or gimlet into which the steel probe of the thermometer is inserted. On no account are glass thermometers to be used.

11.2.3.7.5 All pulp temperatures are to be recorded in vessels Deck

Log Book. 11.2.4 GENERAL CARRIAGE REQUIREMENTS 11.2.4.1 Cargo Instructions 11.2.4.1.1 Written instructions on temperature, ventilation, CO2

content must be obtained from the Charterers/Shippers (via the Agents) at the loading port. The instruction must clearly mention on whose behalf the instructions are given. If instructions are not obtainable, always contact the Fleet Team, in the meantime follow the relevant commodity instruction in this Manual.

11.2.4.2 Carrying Temperature 11.2.4.2.1 An expression used in the carriage of refrigerated

cargoes is the carrying temperature, which normally is the same as the hold temperature. For banana cargoes, however, the carrying temperature is always the delivery air temperature. For other cargoes the Shippers have to state where the carrying temperature is to be measured.

11.2.4.2.2 To help obviate misunderstandings, definitions of the applicable temperatures are as follows:

Delivering air temperature - this is self-explanatory in that it is the

temperature of the air coming from the coolers and being delivered to the





cargo. It is the only temperature that the vessel's personnel can actively control.

Return Air Temperature - the temperature of the air having passed through the cargo and returning to the coolers. Frequently citrus shippers state only return air temperature in their temperatures orders - return air temperature can be controlled but only by regulating the delivery air temperature.

Pulp Temperature - the temperature of the cargo being loaded taken by inserting a spear thermometer.

Critical Temperature - the temperature below which the product will suffer irreversible damage such as freezing or chilling.

11.2.4.3 Reduction Period/Time 11.2.4.3.1 The reduction periods or times are to be calculated for all

cargoes. If the cargo consists of bananas, the reduction periods are to be calculated according to Charterers instructions.

11.2.4.3.2 For all other cargoes, the reduction time in each deck is

the time required from the completion of the loading in that particular deck until the required carrying temperature for the particular cargo is reached, either delivery air, return air or cargo hold temperature. This time to be inserted in the refrigerating report.

UNIVAN MARITIME (H.K.) LIMITED Issue 1 REV 0 Page 11/12



11.2.4.4 General Cargo Care During Voyage 11.2.4.4.1 Temperature logs must be taken every four hours

on those vessels fitted with data loggers and at least twice daily on other vessels.

11.2.4.4.2 The Master and Chief Engineer should read the

printouts or temperature log sheets daily. If these reports show incorrect temperatures the Master/Chief Engineer will take appropriate action if the situation warrants, Head Office should be informed by cable/telex.

11.2.4.4.3 A responsible officer should periodically inspect the

cargo (daily in the case of bananas) and take random pulp temperatures. Should the smell of ripe bananas be noticed during these inspections, the Master must be duly informed. Every endeavour must be made to ascertain the reason for the ripe smell and eventually to judge the number of ripes or "turners" in each deck.

11.2.4.4.4 Make sure that the delivery air temperature or the

temperatures in the fan spaces never drop below the required carrying temperature.

11.2.4.4.5 The application of fresh air shall be carried out as

per shippers instructions. 11.2.4.4.6 All fan spaces should be inspected daily and a

check made to see that the scuppers are clear, that no brine leaks are present and that all fans are running correctly.

11.2.4.4.7 When apples or similar cargoes are carried with a

brine temperature below 0 oC. keep the air coolers clear by regular de-frosting. Use brine or calcium chloride flakes to stop ice build up in the drip trays and scuppers.

11.2.4.5 Relative Humidity 11.2.4.5.1 Normally it is not possible to control the relative

humidity in a refrigerated cargo hold. If the outdoor temperature is higher than that of the cargo room and a certain amount of fresh air is to be supplied the dew point of the fresh air is almost always reached at the coolers. This fact results in condensation on the coolers and consequently a high relative humidity in the circulating air




cannot be avoided. 11.2.4.5.2 The relative humidity will normally vary between 85

and 95% and it is almost impossible to achieve a lower relative humidity than 85% as long as the outdoor temperature is more than 5 deg C warmer than that of the cargo hold. It is sometimes possible to reduce relative humidity slightly by increasing the difference between the cooling medium and the offcoil air temperature. The offcoil air temperature is fixed for a given product and cannot be reduced however if the brine or evaporation temperature is reduced - some heating will result but humidity of offcoil air will be reduced.

11.2.4.6 Machinery Breakdowns 11.2.4.6.1 In the case of a breakdown of the refrigerating plant

or generators which in one way or another results in an insufficient capacity and inability to maintain correct carrying temperatures in one or more decks you must cable us immediately and keep us informed about the nature and the extent of the breakdown. You also must keep us informed of any changes in the hold temperatures during the breakdown.

11.2.4.6.2 In the case of a breakdown of the generator plant

which results in an insufficient electric supply to enable both the main engine and refrigerating plant to run simultaneously priority must be given to the refrigerating plant.

This means that the main engine has to be stopped as soon as circumstances allow. At sea where there is no risk involved in leaving the ship adrift this should be done immediately. In such case the refrigerating plant is to be kept running at the required capacity.

11.2.4.6.3 In narrow waters the ship should be anchored until

the electric capacity is sufficiently restored to run both refrigerating plant and main engine again.



FLEET OPERATION MANUAL Date 18.12.2009 CARRIAGE OF CHILLED CARGOES SECTION 11.3


11.3.0 CARRIAGE OF CHILLED CARGOES 11.3.1 DECIDUOUS CARGOES 11.3.1.1 Types of Fruits 11.3.1.1.1 Deciduous fruit is the fruit from trees changing their

leaves yearly. The predominant commodities are apples and pears, but grapes and plums are also covered by these instructions.

11.3.1.2 Cargo Hold Preparation 11.3.1.2.1 Before arrival at the loading port the cargo holds are to

be thoroughly cleaned, ventilated and carefully ozonized. Ozone is used to achieve clean and fresh air, free from smell. When the ozone equipment is in operation, the hatches as well as fresh air inlets must be closed. The cargo hold fans should be run at low speed. Should you wish to use the ozone equipment during the cargo voyage, YOU MUST CONTACT THE FLEET TEAM FOR APPROVAL.

11.3.1.2.2 If ozone equipment is not available, the access hatches

are to be kept open, weather permitting. Cargo and fresh air fans to be operated at maximum capacity. During unfavourable weather conditions, the fresh air system is to be used at maximum capacity and the cargo hold fans to be run.

11.3.1.2.3 This airing and/or ozonizing is especially important if the

vessel has carried other commodities than "deciduous" fruit before the deciduous loading.

11.3.1.2.4 Mould and similar growth on deck or gratings etc may

delay the loading considerably. Such mould must be washed with a solution of "Cleanship Santizer" manufactured by Euroclean Marine Chemicals alternatively with a 0.5% solution of Sodium Orthophenyl Phenate (S.O.P.P) or equivalent.

11.3.1.2.5 Painting of decks must be avoided shortly before loading

operations and paint containing a bitumen base must be fully dried at least two weeks before loading.

11.3.1.3 Pre-Cooling 11.3.1.3.1 Pre-cooling instructions should be obtained from the

Agents at the loading port, including what temperature should the cargo spaces be on arrival and for what period of time this temperature should have been kept.

11.3.1.3.2 If no other instructions are given the cargo holds should

be precooled to 0 oC which temperature has to be reached at least 24 hours before commencement of loading.





11.3.1.4 Loading/Stowage of Cargo 11.3.1.4.1 During breaks in the loading operations all spaces

containing cargo must be closed and the cargo hold fans and refrigerating machinery run at the most suitable capacity in accordance with the shippers recommendations.

11.3.1.4.2 If possible, apples and pears should not to be stowed in

the same chamber except on direct instructions from the Charterers/Shippers and IN SUCH CASES THE FLEET TEAM IS TO BE ADVISED SOONEST.

11.3.1.4.3 When the loading in a deck is completed refrigeration

must commence at once. The cooler coils shall be defrosted carefully just before hatch closing for every deck, to achieve a cooling down of the cargo as quickly as possible.

11.3.1.4.4 Spaces must be ventilated by use of fresh air and the

CO2 content is to be kept below 1% (grapes 0.5%). 11.3.1.4.5 The fans to be run at full speed during the cooling down

period. When the carrying temperatures are reached the fan speed is to be adjusted to 45-60 air circulations per hour. A humidity of 85% is to be aimed at.

11.3.1.4.6 Cargo hold fans are normally to be operated at full speed

during the whole voyage. However, when carrying temperatures are reached the fans sometimes can be slowed down according to special instructions.

11.3.1.5 Pre-Cooled Cargo 11.3.1.5.1 Cooled cargoes, such as apples and oranges are

sometimes loaded in precooled condition, sometimes directly from the growing areas or packing houses, in the latter case with a temperature around that of the outdoor air.

11.3.1.5.2 A precooled parcel should, if possible not be stowed

together with a non precooled parcel in the same deck. 11.3.2 BANANA CARGOES 11.3.2.1 Preparation of Cargo Spaces 11.3.2.1.1 During the outward voyage (ballast voyage), the cargo

holds are to be cleaned, given fresh air and/or ozonized carefully.

11.3.2.1.2 During periods when the ozone equipment is in

operation, the hatches as well as fresh air inlets must be closed. Fans in the holds should be operated at low speed during ozonizing. Ozone must never be applied to a banana cargo





during the voyage. 11.3.2.2 Ventilation During Ballast Passages 11.3.2.2.1 On the ballast voyage, if ozone equipment is not

available, the hatches are to be kept open, weather permitting. 11.3.2.2.2 Cargo and fresh-air-fans, are to be operated at the

maximum capacity. 11.3.2.2.3 At times when the hatches have to remain closed owing

to unfavourable weather conditions, the fresh-air-system is to be operated at maximum capacity and the cargo hold fans are to be run.

11.3.2.2.4 This airing and/or ozonizing is very important, especially

if the vessel has carried other commodities than bananas during the previous voyage.

11.3.2.3 Pre-cooling 11.3.2.3.1 Pre-cooling is only to be performed when specially

advised. If no other instruction is given, the cargoholds are to be precooled to 10 oC, which temperature has to be reached at least 12 hours before the loading commences.

11.3.2.3.2 When the loading commences, the delivery air

temperature must immediately be raised to the temperature required during the forthcoming voyage.

11.3.2.4 Requirements During Loading Period 11.3.2.4.1 During loading, the cargo hold fans should be operated

at slow speed with the refrigerant or brine flow to the cooling batteries kept running.

11.3.2.4.2 The delivery air temperature must not be lower than the

delivery temperature asked for during the forthcoming voyage. 11.3.2.4.3 When a deck is loaded to about 50% capacity, the fan

speed as well as the refrigerant or brine circulation is to be increased to give the requested delivery air temperature.

11.3.2.4.4 As soon as the deck is fully loaded, fan speeds are to be

increased to full speed, the delivery air temperatures reduced to the temperatures requested (see respective voyage instruction).

11.3.2.4.5 The less time that elapses from the completion of loading

a deck until the delivery temperature is obtained, the better the cargo will turn out.

11.3.2.5 Part Cargoes





11.3.2.5.1 Should a deck not be completely filled with cargo, the cargo must be spread out over the whole area of the gratings. However, for a shorter voyage other steps may be taken to ensure a good circulation through the cargo (eg cover the empty grating area with tarpaulins).

11.3.2.6 Fan Speeds 11.3.2.6.1 The cargo hold fans are to be operated at maximum

speed during the whole voyage. 11.3.2.7 Brine / Refrigerant Circulation 11.3.2.7.1 It is very important that the largest possible amount of

refrigerant or brine is circulated through the cooling batteries, at the temperature producing the delivery temperature requested, within shortest possible period.

11.3.2.7.2 The refrigerant or brine temperature is not to be reduced

below the level required in order to achieve the delivery temperature requested. Temperatures below 0 oC (32 oF) should be avoided, if possible.

11.3.2.7.3 When the temperature of the delivery air is steady on the

level requested, the refrigerant or brine temperature is to be raised to the highest level at which the requested delivery temperature can be maintained.

11.3.2.8 Fresh Air Ventilation During Voyage 11.3.2.8.1 The fresh air ventilation is to be started as soon as the

cooling down period is over but not more than 24 hours after the loading is finished in the respective cargo spaces.

11.3.2.8.2 The baffles are to be opened and any existing fans to be

started and the amount of fresh air adjusted to 2-3% per minute if the vessel has equipment for this control. Otherwise full fresh air ventilation is to be maintained throughout the voyage unless such action affects the control of the delivery air temperature in which case we are to be informed.

11.3.2.8.3 Should a cargo show an abnormally large percentage of

ripening or turning bananas, the supply of fresh air is to be increased provided that the increased supply of fresh air does not jeopardise the control of the delivery temperature.

11.3.2.8.4 If there is the slightest suspicion that the quality of the

bananas being loaded is unsatisfactory, it is essntial that fresh air is given as early as possible. In such a case, advise the Fleet Team immediately.

11.3.2.9 Reduction Period 11.3.2.9.1 The reduction period is the time required in each deck to





reduce the temperature of the return air to 4 oF (2 oC) above the delivery temperature requested, calculated from the time when the particular deck is finally closed after completion of loading.

11.3.2.9.2 The length of the reduction period is to be calculated for

each deck and the average of these values applies as reduction period for the cargo and this value is to be inserted in the refrigerating report.

11.3.2.9.3 It is important that the temperatures are brought down as

quickly as possible and the reduction period should not exceed 36 hours.

11.3.2.10 Heating of Cargo Holds 11.3.2.10.1 When the bananas are discharged in areas where a cold

climate is prevailing, the cold outdoor air might seep into the hold causing the temperature in the hold to drop below the delivery temperature requested for the cargo.

11.3.2.10.2 In such cases it is advisable to run the fans at slow

speed and circulate the brine or refrigerant so that the delivery air temperature ordered for the voyage is kept.

11.3.2.10.3 In these instances the pulp temperatures have to be

watched carefully in order to avoid a drop below the requested delivery temperature.

11.3.2.10.4 At very low temperatures during the voyage (-10oC or

lower) it is possible that the fresh air fed into the cargo hold is cold to the extent that even the delivery air temperature drops below the requested values. In such instances the brine of refrigerant must be heated so that the correct delivery temperature is kept.

11.3.2.10.5 The amount of fresh air must not be reduced until all

heating facilities are maximally utilised. 11.3.3 CITRUS CARGOES 11.3.3.1 General Information 11.3.3.1.1 The most common citrus fruits carried in reefer vessels

are oranges, lemons and grapefruit. 11.3.3.1.2 Most citrus fruit have a strong smell which may very

badly influence certain other cargoes such as meat, fish, butter, eggs, etc. Thus special care must be taken that vitiated air from citrus loaded decks is kept from leaking into any deck loaded with such sensitive commodity.

11.3.3.2 Cargo Hold Preparation





11.3.3.2.1 The cargo holds should be thoroughly cleaned, ozonised

and aired during the ballast passage. All planned spaces for loading are to be completed prior to commencement of loading.

11.3.3.3 Pre-Cooling 11.3.3.3.1 Pre-cooling is not always required by the Charterers but

the holds should always be pre-cooled to required temperature when pre-cooled fruit is loaded.

11.3.3.3.2 When no specific instructions regarding pre-cooling are

given, advice in this respect is to be obtained from the Charterers.

11.3.3.4 Loading / Stowage of Cargo 11.3.3.4.1 Refer to Sections 11.2.3 and 11.2.4. 11.3.3.4.2 The appearance of cartons is especially important in the

sale of fruit. Therefore where it is necessary to separate different ports and / or cargo of varying marks do not use paint or marker pens. Any separation necessary should be done by using coloured separation nets.

11.3.3.4.3 To prevent chafing of the cartons which would affect the

marketability of the fruit, it is important that a tight stowage is achieved.

11.3.3.4.4 Materials for securing the cargo including air bags, if not

already onboard should be supplied by the Charterers. When air bags are supplied from ashore make sure that air guns are also supplied to enable the air bags to be inflated from the vessels deck low pressure air line.

11.3.3.4.5 Oranges and lemons may be stowed together.

Grapefruit, where possible, should be stowed separately but where necessary could be stowed with lemons. In such a case the lemons are carried at the grapefruit temperature.

11.3.3.4.6 Many ports now use electric pallet jacks in the cargo

holds for loading and discharging of the cargo. It is therefore very important that the gratings are in good condition and level so that the operation of the pallet jacks is not impeded.

11.3.3.4.7 Where pallet jacks are used the ship's crew should be

especially vigilant for any damages to the gratings caused by the stevedores operating the jacks. Any damages should be entered on the company "Stevedores Damage" form and presented to the stevedores for acceptance of damage at the earliest opportunity.

11.3.3.5 Palletised Cargoes





11.3.3.5.1 Citrus cargoes are often loaded on pallets which sit on

top of the vessel's gratings. In such a case to maintain a tight stow the vessel's semi-permanent side shorings (where fitted) are to be erected prior to arrival at the loading port.

11.3.3.5.2 Where the vessel is not fitted with side shorings the

pallets are to be tightly secured by means of dunnage or air bags to prevent movement of the pallets in rough weather.

11.3.3.5.3 This is especially important in cargo spaces towards the

bow and stern of the vessel where due to the lines of the vessel the holds may not be square. If the pallets are allowed to move in such spaces considerable damages will occur to the ship's side insulation and to the cargo.

11.3.3.5.4 The Master/Chief Officer is to ensure that the Charterers

arrange for palletised cargoes to be properly secured at their cost.

11.3.3.6 Pulp Temperature 11.3.3.6.1 Unless advised otherwise follow general instructions

given in Section 11.2.3.7. 11.3.3.6.2 Any fruit tested is not to be put back into the carton as it

will decay and affect the remaining fruit. 11.3.3.7 Carrying Temperatures 11.3.3.7.1 Citrus fruits are generally carried at a certain temperature

observing that the delivery air must not drop below a somewhat lower temperature. The difference between the lowest permitted delivery air temperature and the return air temperature is normally between 2 deg C and 5 deg C.

11.3.3.7.2 Late harvested citrus fruits may require a lower carrying

temperature than the earlier cut fruit. In such case the Charterers have to give special instructions.

11.3.3.7.3 The usual accepted carrying temperatures for citrus fruits

are as follows:- Return Lowest

Fruit Temperature Delivery oC oC Oranges 3 - 10 0 - 5





Grapefruits 10 - 16 6 - 10 Lemons 5 - 14 3 - 10 Mandarins 2 - 6 1 - 4 Tangerines 0 - 4 0 - 2 Limes 8 - 10 6 - 8




11.3.3.7.4 Temperatures are however dependent on variety

and maturity and the vessel should always obtain written temperature instructions from Charterers. Should the vessel not receive written instructions, the Fleet Team should be immediately informed.

11.3.3.8 Fan Speeds 3.3.8.1 The cargo hold fans are to be operated at maximum speed

during the whole voyage. 11.3.3.9 Fresh Air Ventilation During Voyage 11.3.3.9.1 Unless advised otherwise by the Charterers, it is

normal to keep the CO2 content in the cargo spaces below 0.1% which entails supplying a quantity of fresh air per hour equivalent to between two and two and one half times the cargo spaces by volume.

11.3.3.10 Relative Humidity 11.3.3.10.1 Normally kept at 85 - 90% but some cargoes such

as mandarins are stated as 75 - 80%. Keep humidity at the higher level unless Charterers written instructions state otherwise. If lower humidity level is requested, contact the Fleet Team for advice.

11.3.4 POTATO CARGOES 11.3.4.1 Cleaning and Ventilation 11.3.4.1.1 Before arrival at the loading port, the holds are to

be thoroughly cleaned, ozonized and properly ventilated so that neither gas nor smell exists.

11.3.4.2 Pre-Cooling of Cargo Spaces 11.3.4.2.1 Precooling of holds is not necessary unless the

outside temperatures is above +20 oC In case of higher temperatures, have the holds precooled to +10 oC 24 hours prior to arrival in the loading port.




11.3.4.3 Heating of Cargo Holds 11.3.4.3.1 During winter time when temperatures below 0oC

can be expected, the cargoholds are to be heated to +10 oC/+15 oC at least 24 hours prior to loading and great care must be taken to keep the hold temperatures above +5 oC during the loading.

11.3.4.4 Condition of Cargo At Loading 11.3.4.4.1 Potatoes are normally shipped in bags and are not

precooled. The potato bags must be dry and reasonably clean, free from potato moth and their caterpillars, moulds and mechanical injuries. Wet stained bags is a sign of soft rotten potatoes.

11.3.4.5 Pulp Temperatures 11.3.4.5.1 The pulp temperature in the potatoes must be

checked most carefully and noted during low outside temperatures. It must not be below 0oC in which case the freezing risk is great. The freezing point for potatoes is -0.5/ -1.0 oC.

11.3.4.5.2 With low outside temperatures, there is a risk of

cold air in the bottom of a deck if the fans are not running and it is thus recommended that the fans are run at a slow speed during loading.

11.3.4.6 Frost Damage to Cargo 11.3.4.6.1 If the outside temperature is below +2 oC at loading

or during transportation to the ship, the potatoes may be frostbitten and care must be taken to ensure that no frostbitten potatoes are loaded.

11.3.4.6.2 Frostbitten potatoes have a sweet taste and may

be soft which is the first stage of becoming rotten. 11.3.4.6.3 Should the potatoes become slightly frostbitten this

damage may possibly be cured if they are kept stored at 10-20oC for a period. The length of the period depends on grade of damage and temperature kept. The damage is cured when the sweet taste of the potatoes no longer can be noticed. Severe frost bite cannot be cured.




11.3.4.7 Stowage 11.3.4.7.1 The potatoes are to be stowed in a way that makes

it possible for the cooling air to penetrate the cargo. A tight and safe stow with complete coverage of the gratings will thus achieve the most accurate cooling.

11.3.4.7.2 A stowage with every second layer fore an aft and

the others athwartships is recommended and stowage more than ten bags high (50 kilo bags) should be avoided.

11.3.4.7.3 If Shippers/Charterers demand higher stowage,

please note that if the cargo is fixed on FIOS terms, the responsibility is normally theirs and not the Owners, if the condition of the cargo gets deteriorated for this reason. THIS FACT SHOULD BE POINTED OUT TO EVERYBODY CONCERNED BEFORE A HIGHER STOWAGE OF THE BAGS IS COMMENCED.

11.3.4.7.4 If you are at all doubtful about what has been

agreed for your cargo or if the cargo is fixed on a higher stowage you should contact this office.

11.3.4.7.5 Dunnage in the cargo is not allowed and walking on

the bags should be avoided. 11.3.4.8 Ventilation and Carrying Temperature 11.3.4.8.1 The cargohold fans are to be run at full speed until

the carrying temperature is reached and thereafter they are to be run at 2/3 or 1/2 speed until three or four days prior to discharging when the temperatures are to be raised.

11.3.4.8.2 Carrying temperature for table potatoes is usually

stated by the Shippers and may vary somewhat, but is normally about +5 oC. Seed potatoes are carried at various temperatures which are to be specified by the Shippers for each cargo.

11.3.4.8.3 The carrying temperature is to be measured in the

return air and care should be taken that the delivery air is never allowed below +3 oC for table potatoes or +5 oC for seed potatoes unless otherwise stated by the Shippers.

11.3.4.8.4 Three or four days before the vessel's arrival at the




discharging port (or before the discharging starts) the cargo temperature (i.e the pulp temperature in the potatoes) is to be raised to about the outside temperature expected during the discharging to avoid condensation on the potatoes. Some Shippers may not want this rise in temperature so check with them first on this point. In the event temperatures are to be increased then heat is to be applied at full fan speed and by using the defrosting system.

11.3.4.8.5 As potatoes are very sensitive to light, the cargo

hold lighting has to be kept switched off during the whole voyage.

11.3.4.9 Fresh Air Ventilation During Voyage 11.3.4.9.1 Fresh air to be given only in small amounts.

Principally a volume of fresh air equal to the empty deck's volume should be blown into the deck every 24 hours, ie the air in each deck should be renewed once per 24 hours. If more fresh air is blown in, there is a risk that too much moisture is introduced and the cargo becomes wet and starts to mould.

11.3.4.9.2 Raising temperature by means of fresh air is not

allowed. However, when the temperature in the cargo is raised above the outside dew point, fresh air may be given especially if the discharging is delayed.

11.3.4.10 Chemical Treatment of Cargo 11.3.4.10.1 Most cargoes of TABLE potatoes are treated with

sprout retarding chemicals. As these chemicals may have an undesirable effect on SEED potatoes, it is of utmost importance that the holds are carefully washed down after having discharged TABLE potatoes in case it should happen that a cargo of SEED potatoes is to be loaded directly afterwards.

Note The foregoing instructions in this section only apply to

potatoes carried under refrigeration. For potatoes carried "ventilated stowage" separate instructions apply.


CARRIAGE OF FROZEN CARGO SECTION 11.4


11.4 CARRIAGE OF FROZEN CARGOES 11.4.1 FROZEN CARGOES (GENERAL) 11.4.1.1 Cargo Condition At Loading 11.4.1.1.1 Frozen cargoes are always to be loaded in a frozen

condition with a pulp temperature no higher than -12 oC. 11.4.1.1.2 Prior to loading, checks are to be made that the

commodities are hard frozen and that the packings are in good condition. Cargo, which is found to be soft or has damaged packings is to be refused. In such cases, advise the Fleet Team and the local agent immediately/

11.4.1.1.3 Cargo showing signs of having been refrozen must

never be accepted without remarks in the Bills of Lading. Signs of refrozen cargo are:-

- Blood-stained clothing of the carcass; - Blood-stained and/or wet and deformed cartons. 11.4.1.1.4 Before making remarks in the Bills of Lading, the

Master is to advise the Fleet Team. 11.4.1.2 Pulp Temperature 11.4.1.2.1 During both loading and discharging, pulp

temperatures of the cargo are to be taken and recorded at least once an hour. Pulp temperatures should be taken both in the middle of the commodity and just below the surface and recorded separately. A daily summary of the pulp temperatures is to be recorded in the Deck Log Book.

11.4.1.2.2 Cargo with a pulp temperature warmer than -12 oC

for fish and -10 oC for meat must not be loaded without applying to the Fleet Team by telex or facsimile. Permission may be given provided that the cargo is hard frozen and the packings are in good condition so a close inspection by the ships personnel is essential.

Should loading be permitted, any suspect cargo is to be

stowed away and separated from correctly frozen cargo.




11.4.1.3 Stowage 11.4.1.3.1 When loading frozen commodities where there is

any risk that the different parcels could freeze together and stop the air circulation around the cargo, you must ensure ample space is provided within the cargo to enable the air to circulate.

In such cases we recommend the use of 1" x 1" dunnage

in one row vertically through the cargo in the centerline if the Robson air circulating system is installed and 2" x 2" dunnage on the bulkhead most distant from the cooler room when the system is ductless.

11.4.1.3.2 With regard to the carriage of frozen carcasses, we

have experienced moving cargo, particularly in those compartments with open space. This has resulted in damage to the carcasses, such as broken legs etc. Therefore the cargo in those compartments only partially loaded should be adequately secured.

11.4.1.4 Loading in High Ambient Temperatures 11.4.1.4.1 Damage is often caused to frozen cargo by a high

outside air temperature combined with a slow cargo operation. This type of damage is accentuated especially in vessels with big hatches.

11.4.1.4.2 We draw the attention of all Masters to this problem

and would suggest that in order to avoid such damage in the future, the following precautions are taken:

(i) Frozen cargo should be protected against direct

sunlight by tarpaulins and/or other adequate methods.

(ii) When the outdoor temperature is high only the

hatch section(s) required for the cargo operation shall be open in order to avoid unnecessary leakage of hot air into the hatch. Hold temperatures must be closely watched!

(iii) If, in spite of the above precautions, a risk still

remains for serious cargo damage, the hatch is to be closed and the refrigeration system turned on. This must, however, be done in close co-operation with the Agent/Shipper. In those instances when




these precautions cause a delay to the Ship, advise the Fleet Team by telex or telephone immediately.

(iv) Whenever problems arise due to high outdoor

temperatures during loading or discharging, do not hesitate to consult the Fleet Team.

11.4.1.5 Carrying Conditions 11.4.1.5.1 Charterers'/Shippers' carrying instructions should

be obtained and carefully followed. 11.4.1.5.2 If not advised otherwise the delivery air

temperature in a completed deck should be set at 1 deg C below the requested carrying temperature soonest after closing of the hatch. This delivery air temperature should be kept until the return temperature reaches ordered carrying temperature.

11.4.1.5.3 Upon completion of loading, the refrigeration plant

must be utilised to the highest possible capacity. 11.4.1.5.4 The brine temperature is to be kept as close as

possible to the delivery air temperature. 11.4.1.6 Fan Speeds 11.4.1.6.1 The fans must be operated at maximum speed

combined with the lowest possible brine temperature and highest possible brine circulation until the temperature in the holds has reached the carrying temperature and the reduction time is terminated. This of course will be subject to vessels design characteristics - if this heat gain caused by fans on maximum speed causes difficulties in reaching required delivery air temperatures, then switch fans to 2/3 or 1/2 speed.

11.4.1.6.2 In hatches where part of the cargo has been loaded

at warmer temperature than - 15 oC fans are to be operated at maximum speed for 48 hours after termination of reduction time.

11.4.1.6.3 Once reduction time is reached, to avoid drying of

the cargo, reduce the fans to the lowest possible speed and keep the brine temperature as close as possible to the necessary delivery temperature. For frozen cargoes the




delivery temperature is normally as much as 2 to 3 deg C below the stipulated carrying temperature.

11.4.1.6.4 As neither smell nor gas is produced by frozen

cargoes, no supply of fresh air must be given. 11.4.1.7 Fresh Air System 11.4.1.7.1 All dampers and plugs for sealing off the ventilation

ducts must be in closed position prior to commencement of cooling down period.

11.4.1.7.2 If any fresh air is allowed to enter the ventilation

system, this will cause a rapid build up of frost on the air coolers.

11.4.1.8 Defrosting of Air Coolers 11.4.1.8.1 During loading periods and for the first week after

completing a hatch, the frost build up on the air coolers can be considerable. Defrosting therefore must be on a regular basis but generally not more than once per day.

11.4.1.8.2 When defrosting, endeavour to defrost the coolers

in the lower decks first, working upwards to the top decks. This will prevent the ingress of fresh air into decks which have been defrosted when carrying out inspection of the air coolers.

11.4.1.8.3 Do not allow personnel to enter any fan spaces

unnecessarily to prevent increased frosting of the air coolers.

11.4.1.8.4 After defrosting, a visual inspection of each air

cooler must be made. At this time, the scupper plugs are to be removed to allow the draining of the drip trays under the coolers. Replace the plugs after brine sealing the scuppers and cover with calcium chloride flakes.

11.4.1.9 Relative Humidity 11.4.1.9.1 The relative humidity should be kept at about 90-

95%. The temperature of the refrigerant of brine in the coolers in the holds is to be kept as close to the desired cargo hold temperature as possible in order to avoid too low a relative humidity of the air, which causes drying of the cargo, resulting in loss of weight and a dry surface on the




commodity. 11.4.1.10 Ozone 11.4.1.10.1 Should odour develop in the cargo holds, small

quantities of ozone may be used to eliminate the odour, BUT ONLY AFTER OBTAINING OUR APPROVAL. Ozone must not be used for butter.

11.4.2 FISH CARGOES 11.4.2.1 Precooling 11.4.2.1.1 Start precooling of the holds about 48 hours before

arrival at the loading port. The precooling temperature -20 oC, is to be reached at least 24 hours before arrival.

11.4.2.1.2 In order to maintain the low temperature as long as

possible during loading when the outdoor temperature is high, all decks are to be precooled even if the loading is only to take place in the lower decks. This is not required when the outdoor temperature is low.

11.4.2.2 Stowage 11.4.2.2.1 The vessel will be furnished with all details such as

quantities to be loaded each port, combination prospects (if any) and the stowage proposal. The vessel is to either confirm the stowage plan or give comments/objections as soon as possible.

11.4.2.2.2 As changes often occur, the vessel will receive

updated details from time-to-time as the loading progresses.

11.4.2.2.3 Once a stowage plan has been agreed upon, it

should not be changed without prior consultation with shippers.

11.4.2.2.4 Parcels loaded by different Shippers may be

stowed in the same deck but with careful separation. Very often the cartons are insufficiently marked and therefore extra separation may be required.

11.4.2.2.5 Each consignment to be block stowed in order to

simplify separation and to avoid sorting during discharge. 11.4.2.2.6 Where tuna is carried in bulk, the various parcels

are to be separated by means of secondhand fish nets or similar (consult with local agent) and marked with the name




of the Shipper / Consignee using a large plywood label. 11.4.2.2.7 In order to avoid damage to other cargo that is

stowed in the same hatch as tuna, a bulkhead of dunnage and/or boards should be built between the two types of cargo. These bulkheads will also secure the "tuna" cargo and thereby reduce damage both to the "tuna" cargo and the hold in case of heavy weather.

11.4.2.2.8 Fish in bulk must not be stowed on top of cartoned

fish. 11.4.2.2.9 Whenever possible, "tuna" should be stowed close

to the cooling batteries thus protecting this cargo best possible during the discharging.

11.4.2.2.10 Fish is packed in various types of cartons, also in

plastic bags without an outer carton. The most common size of packages is designed to hold about 10 kilos, or a larger one holding about 20 kilos (two 10 kilo packages).

11.4.2.2.11 When the cargo is produced by Japanese trawlers,

the quantity is indicated in "net" or "casetons" which consists of 50 standard cartons (cases) of a nominal weight of 20 kilos each regardless of actual weight.

These 50 cartons are stowing about 75 cb ft and a "net" merely represents the volume instead of the weight. The actual weight of one "net" is generally varying between 1,100 - 1,400 kilos.

11.4.2.2.12 When the cargo is not produced by Japanese

trawlers, the quantity is expressed in metric tons net actual weight. The stowage factor is then 65 - 70 cb ft per mton net.

11.4.2.2.13 Gross weight will only be given whenever there is a

risk that the dead weight of the vessel is not sufficient. In case you fear that deadweight problems might occur, you are requested to let the Fleet Team know without delay.

11.4.2.2.14 Particular attention must be paid to the fact that the

stowage factor, calculated per gross ton, can be as low as 50 - 55 cbft/ton, especially in the Canary Islands for squid during the winter period.




11.4.2.3 Tuna 11.4.2.3.1 All fish stowed loose in bulk in the ship's holds is

called "tuna" although other species than tuna such as black marlin, swordfish and sharks are often included.

11.4.2.3.2 As "tuna" is loaded without any wrapping, the net

and the gross weight are the same. In the Bill of Lading the gross weight is to be reflected.

11.4.2.3.2 The stowage factor for "tuna" is about 80 cb ft per

ton except when loading a homogeneous cargo of skipjack or yellowfin tuna which stows about 65.

11.4.2.4 Squid 11.4.2.4.1 Frozen squid is mostly shipped as frozen blocks

without wrapping of any kind, so called naked blocks. When loading naked blocks from fishing boats note that

the cargo is to be blockstowed, interlocked and at least the two blocks on top to be turned upside down to prevent drying out.

11.4.2.4.2 Squid blocks are easily melted by wind and

sunshine. Extreme care must be taken to prevent the blocks from sunshine and strong winds during loading and discharging. Temperature and weight of the cargo to be noted during loading.

11.4.2.4.3 Stowage factor of squid is about 60/65 cb ft mton. 11.4.2.5 Loading Temperatures 11.4.2.5.1 Please first read Section 11.4.1.1. 11.4.2.5.2 In the event that cargo is accepted despite being

warmer than -12 oC, then it should be loosely stowed and separated from the surrounding cargo by means of dunnage. This will allow cool air to flow around and through the cargo thus preventing a warm pocket in the stow.

11.4.2.5.3 Pulp temperatures are to be taken continuously

during the loading/discharging of the cargo (see Section 11.4.1.2).

11.4.2.5.4 When loading fish, the following is to be recorded

and retained onboard:




(i) Detailed information about the condition of each lot or part of lot.

(ii) Temperature of each lot or part thereof. (iii) Remarks on cargo. (iv) Shippers/Consignee of cargo. This information is of utmost importance when possible

claims are to be settled. 11.4.2.6 Cargo Damage 11.4.2.6.1 If cartons or corners of cartons are broken, then

warm air can reach the fish whilst the cargo is waiting to be loaded.

11.4.2.6.2 A responsible member of the crew is to be

assigned to examine the condition of the cargo throughout the loading to ascertain if there is damage to the frozen block, such as dented or melted corners, or if the entire content has been affected.

11.4.2.6.3 In the event that cargo of deteriorated quality is

found by shore surveyors during the discharge, then the Master and/or the Chief Officer must examine the suspect cargo and forward a written report to the Fleet Team giving the vessels views and reasons for the deteriorated quality. The report should include the vessels comments on how to prevent similar occurrences in the future.

11.4.2.7 Cargo Hold Temperatures 11.4.2.7.1 The hold temperatures are to be carefully

monitored during the loading/discharging and if exceptionally high, cargo operations are to be stopped and the holds cooled down - refer to Section 11.4.1.4.

11.4.2.8 Carrying Conditions 11.4.2.8.1 The carrying temperature is the return air

temperature. Carrying temperature of fish, squid and tuna is equal to your ship's Classification temperature.

11.4.2.8.2 As soon as the deck is closed the hold temperature

must be lowered as fast as possible to the temperature for which the ship is classified.

11.4.2.8.3 Shippers quite often give instructions regarding carrying

temperature e.g. "minus 20 centigrade or lower". The vessel is to disregard all such instructions and maintain a carrying temperature equal to classification temperature




as above. The vessel should immediately advise the Fleet Team of any such instruction, so that we can discuss it with the Shipper.

UNIVAN MARITIME (H.K.) LIMITED Issue 1 REV 0 Page 1 FLEET OPERATION MANUAL Date 18.12.2009 CARRIAGE OF SPECIAL CARGOES SECTION 11.5


11.5.0 CARRIAGE OF SPECIAL CARGOES 11.5.1 LOADING OF FRUIT FOR USA (USDA) 11.5.1.1 General Information 11.5.1.1.1 The import of fruit and vegetables into the US is

governed by the provision of the Fruit and Vegetables Quarantine Regulations No 56, Title 7, Section 319.56-2. These rules were adopted by the United States Department of Agriculture (USDA) for the control of fruit imported to the US and cargoes of fruit to the USA can only be loaded on USDA approved ships. Such ships must be able to prove that the cargo has been maintained at a certain temperature during a minimum number of days in accordance with the USDA regulations.

11.5.1.1.2 The purpose of the USDA control is to prevent various

flies and other bugs to enter the US. "The Mediterranean fruit fly", "The Mexican fruit fly", "The Queensland fruit fly" and flies of the Anastrepha family fall into this category. These flies and their eggs die after a certain period of time at a certain temperature. All fruit imported into the US which might be exposed to the risk of carrying these flies must during a specific period of time be stored at the required temperature level during the sea voyage to the US or after discharge in US in reefer warehouses ashore. This procedure is called "cold treatment".

11.5.1.1.3 All USDA approved vessels must be equipped with

thermographs for the recording of temperature against time. The thermographs register temperatures in 4-9 different places in every hold at least once every hour. USDA has issued very precise instructions as to how such a thermograph installation must be constructed.

11.5.1.1.4 In the event that the vessel is scheduled for a USDA

cargo, the Fleet Team is to be advised, when full instructions will be forwarded to the vessel.

Section 11.0Section 11.1Section 11.2Section 11.3Section 11.4Section 11.5

section 11 (reefer)

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