Temperature records in refrigerated containers

8.4.1 Introduction

When transporting refrigerated containers, maintaining the cold chain often causes problems. For this reason it is necessary to maintain temperature records in order to provide evidence of the temperatures during transport. Since a refrigerated container is a complex system, a variety of different temperatures in a number of operating modes can be measured and recorded. The interpretation of temperature records of this type is a constant source of disagreement. The following sections will show what options are available for recording temperatures, as well as the various possible meanings of the recorded temperatures and how these can be assessed.

8.4.2
8.4.2.1

How do refrigerated containers work?

Air flow and regulation

A refrigerated container is always cooled by blowing cold (supply) air into the grating located under the cargo, this then passes through the container floor and flows through and around the cargo and finally at the top of the container it is extracted to the refrigeration unit (return air). The "warmed" return air is then cooled in the air cooler of the refrigeration unit and blown back into the container as described.

Figure 34: Air flow in a refrigerated container

The supply and return air temperatures are measured and recorded in the refrigeration unit. Under normal operating conditions the return air temperature is between 0.5 C and 3 C higher than the supply temperature because the return air is carrying the heat from the container itself. This heat is made up of the heat that comes from the ambient environment outside the container through the container insulation, any heat caused by cooling the load, and when transporting fruit the respiration heat of the load itself.

Figure 35: Air flow and temperature distribution in a refrigerated container during refrigerated operation

In low-temperature mode, most common refrigeration units control the return temperature using a twopoint switching method: As long as the return air temperature is above the nominal value, the refrigeration unit cools at full power. Once the nominal temperature has been reached, the refrigeration unit switches itself off leaving only the fans responsible for circulating the air in the container running. When the return air temperature rises to approximately 0.5 C above the nominal value, the refrigeration unit starts up again and the process is repeated. The supply air temperature must obviously be lower than the nominal temperature. The circulating fans are operated at low speeds in low-temperature operation to ensure that the air is exchanged at a rate of 30-40 times the empty container volume per hour. From time to time the air cooler must be defrosted in order to prevent it from becoming iced up and thus reducing the flow of air and the transfer of heat. During this process the cooling unit is switched off and the circulating fans are stopped to ensure that no warm air is able to enter the container. The frequency of defrosting can be specified manually. However some refrigeration units are able to determine automatically when defrosting is necessary. In addition, manual defrosting can be triggered at any time using the switch on the refrigeration unit.

Figure 36: Defrosting a refrigeration unit

Unlike low-temperature operation, in chilled operation with nominal temperatures above -10 C, the supply air temperature is regulated constantly. The refrigeration unit is running constantly, except when it is defrosting, and the supply air temperature is regulated with the regulating valves in the refrigeration circuit of the refrigeration unit. In addition, in chilled operation the circulating fans run at full power providing an air exchange rate within the container of between 60-80 circulations/hour.

8.4.2.2

Temperature records

As already described, the supply and return air temperatures are measured in the refrigeration unit since the regulation mechanism reacts to one of these two temperatures depending on the operational status of the unit. In addition, refrigerated containers are equipped with a number of different types of temperature recording devices.

8.4.2.2.1

Circular temperature charts

The circular chart recorder is still the most widespread method of temperature recording. This is often referred to as a Partlow chart because Partlow is one of the major manufacturers of recorders of this type. The recorders usually have their own temperature sensor. This is filled with a fluid that expands and contracts as the temperature changes and transfers the temperature data to the pointer mechanically. These recorders are thus independent of the regulation circuit of the refrigeration unit. However, there are also models of container where the recorder is controlled electronically by the refrigeration unit controller.

Figure 37: Circular temperature chart recorder

Generally the return air temperatures are recorded since these can be used to draw conclusions about the temperature of the cargo. However, there are some exceptions. Some refrigeration unit models record the supply air temperature and some record the maximum value of the supply air and the return air. Recorders that record both the supply and the return air temperatures are rare. With recorders of this type it must be remembered that there is a time lag between the two recorded temperatures which generally makes it difficult to pinpoint times accurately. The recorders are either fitted with a spring wound mechanism that must be wound when the chart is put into place, or they are electrically-driven. During times when the container is without a power supply, the recorder is powered by a battery. The recording is made on pressure-sensitive circular charts similar to carbonless paper. The stylus of the recorder puts pressure on the chart and thus draws a line. These charts should never be used as a support when writing, since this pressure would also leave a mark. Its is also recommended that charts should be protected by card when they are sent by post to avoid accidental pressure being applied. These charts usually record 31 days of data (a single revolution), but there are recorders and charts designed to record a week's worth of data.

Figure 38 shows a typical temperature record on a chart of this type. The regular temperature peaks show the defrosting operations which, in this case, took place every four hours. These defrosting peaks can be very different in character and are influenced by the stowage method in the container, the length of the defrosting period, the nominal temperature as well as the position of the sensor. They are caused by the fact that during defrosting, warmed air rises from the air cooler and comes into contact with the return air temperature sensor.

Figure 38: A circular temperature chart from a refrigerated container

8.4.2.2.2

Data loggers

Today, increasing numbers of data loggers are being used. These record both the supply and return air temperatures and also return information about alarms, ambient temperatures, pre-trip inspections, USDA temperature sensors and other information. A considerable proportion of refrigerated containers are only equipped with data loggers of this type and no longer with the traditional recorders. The trend today is away from recorders and toward data loggers. Unlike the circular temperature charts, the data loggers record the temperatures digitally which provides only a discrete number of measured values. The normal recording interval is one hour. However special events such as alarms, defrosting process etc. are all saved explicitly. Depending on the type of logger and the way it is programmed, the recorded temperature data may be snapshot values or may be average values over a defined period of time.

Figure 39: Extract from a data logger file of a Carrier Transicold Container

8.4.2.2.3

Temperature recorders in the load

Nowadays, several data loggers are often also placed within the load when transporting refrigerated goods. These are used to monitor the temperatures inside the container during transport and allow this data to be made available to the recipient of the goods. These loggers can provide evidence of periods of insufficient refrigeration leading to damage. For certain highly sensitive products (for example, blood plasma) the use of such loggers is required as proof that the cold chain has not been broken at any time.

Figure 40: Mechanical and electronic Ryan recorders for recording temperatures in the load

The devices currently available on the market are supplied by a number of manufacturers and range from clockwork-driven analog recorders that write data to a strip of paper right down to digital data loggers that use infra-red interfaces to transfer the data. Depending on the features,prices start at around $ 50 (valid 2000). The accuracy of the analog devices is approximately +/-1 C, and the digital devices are accurate to +/-0.1 C. Taking into account the value of the cargo and the potential costs of compensation for damaged goods, the cost of using a recorder is negligible and their use is to be recommended for all consignors. The recorded data is not only useful in providing the consignor with data as evidence against the transporter, but is also useful in providing evidence for mistakes made by third parties, for example, the terminals. When choosing where to place these loggers, care should be taken to ensure that they are placed in temperature-critical locations in the container so that they measure the actual cargo temperature. It thus makes sense for them to be located in a box on the top layer close to the door. Placing recorders of this type on top of the cargo is, however, not to be recommended as this measures the temperature of the air rather than the temperature of the cargo. This may give rise to far-reaching discussions about whether the cold chain has been maintained. Figure 41 shows an example of a record of this type. The clearly visible temperature peak in the middle of the printout shows an increase in temperature of approximately 10 C within the space of thirty minutes, but can only reflect a change in air temperature since it would not have been physically possible for the cargo temperature to have increased this much during this period of time because of its mass and the heat capacity of the cargo (see Section 8.4.3.1 for more information). A sharp increase in air temperature, as shown here, is perfectly possible in the event that the refrigeration system fails, since the air in the container very quickly starts to form layers where the warmest air is located just below the container roof.

Figure 41: Printout from an electronic data logger from Rotronic placed in the cargo

8.4.2.2.4

Manual temperature records

On board ship - and as long as the weather conditions permit this - the refrigerated containers are inspected at least once a day and the current temperatures are recorded manually. These records are used, in the first instance, to prove that the crew of the vessel have done their duty with regard to the care of the containers. The daily rounds are required in order to locate defective containers and to carry out appropriate repairs. Generally the recorded temperature is the one shown as the current value by the container controller. This is usually the temperature that is to be regulated, thus in low-temperature operation it is the return air temperature and in chilled operation it is the supply air temperature (see above). Since the majority of circular temperature charts record the return air temperature (see above) the manually recorded data for a container in low-temperature mode should be the same as is recorded on the circular chart. In chilled mode on the other hand it is possible (and normal) that there are differences between the return air recordings made by hand and the supply air temperature registered by the recorder.
Figure 42: Manually completed temperature log of a vessel (Click the graphic to enlarge.)

8.4.2.2.5

Remote monitoring

Since daily inspection of the large numbers of refrigerated containers carried on board a vessel takes a significant time, a number of shipping companies have started to use systems which enable remote monitoring of the containers. Data is exchanged between the ship's computer and the containers over the power cable of the containers. This includes information about current temperatures, any alarms that have occurred etc. The printed logs that are generated as a result of this exchange can effectively replace manually recorded temperature data. In addition, the crew is in a position to react to problems more quickly, since when relying on daily rounds it is possible that a container has had an alarm flagged for 24 hours before this is noticed.

Figure 43: Remote monitoring modem in a refrigeration unit

.4.2.2.6

Conair or porthole containers

Conair or porthole refrigerated containers that do not have their own refrigeration unit are usually supplied with cold air by refrigeration units installed in the vessel or by clip-on refrigeration units. The clip-on units usually have their own temperature recorders that use normal circular temperature charts whereas the refrigeration units installed on the vessel are usually monitored by a central system. This generates printouts at given intervals, usually every four hours, showing the supply and return air temperatures of all the connected containers. Figure 45 shows an example of a printout of this type. The containers are identified according to their stowage locations in the vessel. Often used in conjunction with a log printer for recording the temperatures, an alarm printer is also available which prints alarms and any failures of the refrigeration system.

Figure 44: Conair refrigeration system on a vessel

Figure 45: Example of a temperature printout of a Conair container refrigeration system on a vessel

8.4.2.3 Influence of the stowage methods on the return air temperature

Whereas the supply air temperature provides information about whether the refrigeration unit is working, the return air temperature allows conclusions to be drawn about the temperature of the cargo. The prerequisite for this is that the air actually flows through the cargo and takes on the temperature of the cargo. Unfortunately the method used to stow the goods in the container often does not allow this to happen.

Typical stowage errors can be seen in figure 46. These include in particular the circulation bypasses as shown in the three examples at the top, or interruptions of flow as caused by the cargo being stowed too densely, exceeding the maximum stowage height and the use of covers, among other things, as shown in the bottom examples.

Figure 46: Stowage methods in refrigerated containers that may lead to poor temperature distribution within the cargo and should thus be avoided

Other faults are also possible in addition to the ones shown in Figure 46. An evenly distributed, but loosely packed cargo with a number of small circulation bypasses can also mean that no cold air circulates at the rear of the container (at the door). The information that the return air temperature offers with respect to the temperature of the cargo will thus depend largely on the way in which the cargo has been stowed in the container. If there are serious circulation bypasses, the return air temperature will be very close to the supply air temperature. If the airflow through the cargo is good, the return air temperature will be very close to the temperature of the cargo. Since the air that flows through the cargo space must always remove the heat coming from outside the container as well as any heat caused by ripening or cooling processes, the return air temperature should usually be higher than the supply air temperature where the cargo temperature is being maintained. As a general rule of thumb, approximately 500 W of heat enters a 40' container for each 10 C difference in temperature compared with the ambient temperature. When operating in lowtemperature mode with a 40-fold circulation of air, this leads to a temperature increase of approximately 0.6 C over the supply air temperature, when operating in chilled mode with an 80-fold circulation of air, the increase is approximately 0.3 C. With greater differences in temperature compared to the ambient temperature, this value increases accordingly, and a temperature increase of approximately 3 C can thus be expected for a 50 C temperature difference (inside -20 C, outside +30 C). Since the circulating air exchanges heat with the cargo this is also the range in which the cargo temperature may normally vary according to the location of the cargo within the container. However, if there are areas within the container in which no air or very little air is able to circulate, these areas may experience considerable increases in temperature. An example of such a case is shown in Figure 47.

Figure 47: Example of temperature increase at the door as a result of incorrect stowage and the lower level of air circulation caused by this (for the entire duration of the journey and an enlarged extract)

The goods were loaded into the container at a temperature of -25 C. This is also the nominal temperature value. The supply air temperature was at -26 C during the entire transport, the return air temperature was at -24 C. This data was recorded by the data logger of the container. An electronic data logger was placed on the last pallet in the container. The data from this data logger is shown in figure 47. At the start of the journey the temperature was as required at -25 C. It rose to -19 C over a period of approximately six days. This temperature was then maintained. This behavior suggests that in the area where the data logger was placed, the circulating volume of air was not sufficient to completely remove the heat coming from outside and maintain the temperature at -25 C. Only at -19 C was an equilibrium achieved. The enlarged section of the temperature chart makes this very clear. Since the data logger was located on top of the cargo, the defrosting processes were registered very quickly since a layer of warm air formed at the top of the container. Once the refrigeration process was started again the temperature sank slowly back to the equilibrium temperature of -19C. If the flow of air had been sufficient around the data logger, the temperature at the end of the defrosting cycle would have sunk just as fast as it rose. Since this was not the case, we can conclude that this area of the container was subject to very little air circulation. However, the temperature recordings do not reveal whether the low air flow was caused by interruption of the flow by stowing the cargo too densely at the door or by a circulation bypass in the front part of the container. The only way of determining this is from surveyor reports which show the way in which the cargo was stowed in the container.

8.4.4

Summary

In order to evaluate the temperature records made during refrigerated transport, it is absolutely necessary to be able to differentiate between the various temperatures that occur/may occur inside a container. This begins with the difference between the supply air and return air temperatures, which has a physical cause, and, in particular, includes the influences of stowage methods on local temperatures. On the other hand, it one must always take into account the possible temperature increases and distributions in order to interpret the plausibility of the temperature records. Although it was not taken into account here, knowledge of the behavior of the various different refrigerated container models is nevertheless also important. To summarize: No temperature record can be interpreted with absolute clarity; it is always necessary to interpret the data in the context of the circumstances, in order to be able to make reliable statements about the state of the cargo.