guarantee cargo temperatures. The set point is the temperature of the air passing a sensing probe and is not the


temperature of the cargo. Cost and time would be saved if these professional claimants attended an independent training course to understand how a modern integral unit operates.


Fortunately most temperature


controlled containers built since 1994 contain data loggers that record a variety of information. They are like a simple aircraft ‘black box’. Independent loggers are also available so that a wide variety of audits and checks can be made. When reviewing a claim/incident a download can show:


This list is not in priority order with claims relative to the number of containers carried very low.


There is a long list of minor but important issues that relate to individual incidents. They can include physical damage, broken security seals, air probe temperature sensor failures, and partial or complete loss of refrigerant, generator failure during land transit and many more.


Patterns of claims and incidents


Because of the small number of claims the statistics are difficult to analyse. It is sometimes possible to observe patterns of claims/incidents by careful systematic review of all the factors. For example – the surprising patterns that continue to involve alleged temperature abuse of frozen fishery products. Additional points to check include:


● New export locations;


● Pre shipment temperatures and the use of ‘glaze (water)’ to protect the product;


● Freezing of items individually (IQF) rather than as a block.


(A less dense more temperature-sensitive cargo with a lower heat sink in the container);


● Low stuffing and unstuffing times to avoid temperature rises;


● The temperature set point. (The popular -18 degrees Centigrade needs to be colder and -23 degrees Centigrade is acceptable for most containers with many able to be set colder).


A difficult area involves a few subrogated claimants that are unwilling to accept that Lines do not


9 ● Pre trip inspection records;


● Set point plus supply and return air temperatures at preset intervals;


● Defrosts; ● Times off-power; ● Basic faults; ● Relative humidity.


This is a major step improvement from just recorder chart details. It will be some years before containers without digital electronics are replaced. This factor is delaying the full introduction of remote monitoring on vessels and terminals although most new vessels are so equipped. As always the data remains the property of the container operator.


Ways forward


The future trends are mainly positive and a selection follows:


● Integral containers:


– More reliable with improved airflow, calibrated air freshening vents, dehumidifiers, and other programmable settings;


– Improved insulation with lower degradation over time.


● New vessels providing faster transits, new routes, and some relaxation in inland road weights.


● Leading consignees and shippers working with lines to provide good logistics.


● Increasing uniformity of regulations between groups of countries reducing variations.


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