Ocean Reefer Quality Guidelines Release Doc

7/29/2019 Ocean Reefer Quality Guidelines Release Doc

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McDonald’s Ocean ReeferMcDonald’s Ocean Reefer

Quality GuidelinesQuality Guidelines



McDonald’s Ocean Reefer Quality Guidelines

McDonald’s goes to great lengths to assure the quality and safety of products producedfor our restaurants meet our exacting standards and specifications.

Equally important is the transportation of these products from supplier facilities todistribution centers. Cold chain integrity is a key concern and a critical measure toassure products reach our restaurants and ultimately our customers, as designed.

The intent of this process is to establish guidelines, procedures and objective measuresfor all McDonald’s ocean reefer shipments, assuring cold chain integrity from supplier to

distribution center .

McDonald’s Global Ocean Freight Council 19:19 a9/p99/12/2013Version 6

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CONTENTS

1.0) Overview 2.0) Ocean Reefer Booking Process

3.0) Pre-loading Preparation Process

4.0) Pre-cooling Process

5.0) Container Loading Process

6.0) Maintenance and Verification of Transit Temperature

7.0) Re-handling (trans-load) Guidelines 8.0) Quality Inspection Process (QIP)


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1.0 OverviewMcDonald’s quality and food safety are affected by all facets of the supply chain, fromraw material production to restaurant operations. Shipments via ocean reefer containersare important links in the process of delivering McDonald’s quality products to our restaurants, and ultimately our customers, on a consistent basis.

Logistics providers, suppliers, ocean carriers, inland carriers, freight forwarders anddistribution centers are responsible for maintaining the integrity of the cold chain. Whilethese entities are self-managed during the ocean transportation process, establishmentof global standards and expectations will assure consistency in how we measure andmonitor cold chain integrity of ocean reefer shipments.

To ensure cold chain integrity, we expect all logistics providers, suppliers, oceancarriers, inland carriers, freight forwarders and distribution centers to comply withMcDonald’s Ocean Reefer Quality Guidelines.

2.0 Ocean Reefer Booking ProcessThe “Ocean Reefer Booking Process” is critical to achieve the correct temperature setpoint and to assure the proper equipment is assigned.

Logistic Provider / Freight Forwarder / Supplier

2.1 Temperature ProbesIf temperature probes are required in the shipment, the carrier must be advised at timeof booking to assure equipment provided matches equipment requirements.

2.2 Fresh Air Exchange VentsIf specific venting of the container is required, the ocean carrier must be advised at time

of booking to assure equipment provided matches equipment requirements.

2.3 Booking temperature set pointThe temperature requirements for the product in transit must be clearly communicated tothe ocean carrier and supplier. Product temperature requirements are specified below:

Commodity Celsius FahrenheitBeef Patties -18C +0FPoultry -18C +0FBeef Block -18C +0FSausage -18C +0FFrench Fries -18C +0F

Frozen Mixed (with pies) -20C -5FFrozen Mixed (without pies) -18C +0FRefrigerated +2C +35FPies -20C -5FOrange Juice Concentrate -18C +0FFish Block -26C -15F

2.4 Set Point Booking Confirmation Verification


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The Logistics Provider or Freight Forwarder must verify that the temperature on thebooking confirmation is correct.

3.0 Pre-loading Preparation ProcessThe “Pre-loading Preparation Process” establishes ocean carrier equipment pre-tripinspection (PTI) standards and equipment inspection processes for inland carriers andsuppliers. It is recognized that inland carriers and suppliers are not reefer experts and

are not responsible for the function of reefer containers. The inspection standards in thissection are designed to minimize the possibility of potential issues.

3.1 Ocean Carrier a) Pre-trip inspection (PTI) of reefer containers and gensets must be carried out

prior to release by the ocean carrier to the inland carrier to ensure that theequipment is capable of maintaining the temperature required to maintain coldchain integrity and the product temperatures listed in section 2.3.

b) Confirm the booked equipment size/type is assigned. Confirm that a genset isavailable if required.

c) Confirm the booked temperature set points are correct.d) Internal and external inspection of the reefer container must be performed prior

to dispatch to the inland carrier.e) It must not be left up to the shipper or shipper’s representatives to set a reefer

container; they are only to verify that the requested settings are correct.

3.2 Inland Carrier a) Confirm the equipment assigned is the equipment required to assure cold chain

integrity and that it is set at the temperature specified in section 2.3.b) Equipment should be inspected to ensure it is in sound condition and will be able

to maintain cold chain integrity. There should be no holes, gaps in seams or oilstains. If a container does not pass inspection, it must be rejected.

c) Verify door integrity (hinges in place, properly aligned and doors close tightly). If door integrity is such that cold chain integrity can’t be guaranteed, equipment

must be rejected.d) Verify reefer is free of chemicals, spoilage or foreign odors that might otherwise

transfer to the product. Any equipment that exhibits odors might transfer togoods being shipped and must be rejected.

e) Interior must be clean with no debris, spillage or other contamination. Anyequipment that does not meet these requirements must be rejected.

f) Side walls, floors and roof must be in good condition with no interior or exterior holes that allow insulation to be exposed. Any equipment that does not meetthese requirements must be rejected.

g) Door gaskets must be in sound condition and fully operational. Any equipmentthat does not meet these requirements must be rejected.

h) Corner posts and top/bottom rails must be structurally sound. No missing or

broken bottom cross-members are to be accepted. Any equipment not meetingthese requirements must be rejected.

i) Chassis and tires must be in good condition.

3.3 Supplier


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a) Verify the equipment size/type meets the booking request in section 2.0.b) Verify the container temperature setting complies with the product temperature

requirements in section 2.3.c) Visually inspect the outside of container and check the general condition. No

holes, gaps in seams, excessive rust/corrosion, oil stains or excessive patchesshould be found. Any equipment not meeting these requirements must berejected.

d) Verify door integrity (hinges in place, properly aligned and doors close tightly). If door integrity is such that cold chain integrity can’t be guaranteed, equipmentmust be rejected.

e) Verify reefer is free of chemicals, spoilage or foreign odors that might otherwisetransfer to the product shipment. Any equipment that exhibits odors that mighttransfer to goods being shipped must be rejected.

f) Interior must be clean with no debris, spillage or other contamination. Anyequipment that does not meet this requirement must be rejected.

g) Side walls, floors and roof must be in good condition with no interior or exterior holes that allow insulation to be exposed. Any equipment that does not meetthese requirements must be rejected.

h) Door gaskets must be in sound condition and fully operational. Any equipment

that does not meet these requirements must be rejected.

4.0 Pre-cooling ProcessThe “Pre-cooling Process” establishes guidelines for pre-cooling the reefer prior toloading and the core temperature of products during the loading procedure.

4.1 Container Pre-cooling Overviewa) Pre-cooling of reefer containers must be avoided if the reefer is loaded without the

benefit of a cold tunnel or refrigerated loading dock. This incorrect practice results infrequent defrost cycles during the first days of transportation which will minimize theavailable refrigeration available for the cargo, potentially impacting cold chainintegrity.

b) The reason for not pre-cooling a container is to maximize the available cooling byminimizing large amounts of condensed water which form on the reefer container’sinterior walls when the doors are opened and the ambient temperature is high and/or the ambient air is more humid than the interior container air. The container will haveto defrost more frequently to remove the ice that forms on the evaporator coils fromthe condensed water that forms on the container walls. This will result in lesseffective cooling and it will take longer to reach the set point.

4.2 Container Pre-cooling Procedurea) Pre-cooling containers can take place when the cargo is transferred to the container

from cold storage through a refrigerated loading dock and a cold tunnel (seal aroundthe container when it is backed into the loading dock; see page 6).

b) Unit should be pre-cooled, as close as possible, to the cool dock temperature level.Based on DQMP refrigerated dock temperature requirements, cool docks must bemaintained at +45 Fahrenheit (+7 Celsius) or less, while assuring products do notfreeze (product temperature at or above +34 Fahrenheit; +1.1 Celsius).

c) When loading a pre-cooled container, the reefer unit must then be turned off duringthe loading operation and at any time when the doors are opened.

d) Multiple sequential container stuffing must be avoided to minimize opening andclosing of the doors.

e) Verify that reefer is set at proper temperature specified in section 2.3.


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f) Conduct a visual inspection of the container before beginning the loading process,inspect reefer inside and doors, verify that unit is clean and free of odors, the insideis structurally sound with no holes and gaskets on the doors are in sound conditionand fully operational.

Example of a Standard Cold Tunnel


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Example of Optimal Cold Tunnel

Cold Tunnel From Inside

5.0 Container Loading ProcessThe “Container Loading Process” identifies best practices for loading to ensure proper airflow and cold chain integrity.

5.1 Examples and GuidelinesThe stowage pattern must allow air to move freely around the cargo (See figures 1 & 2on pages 8 & 9), while preventing any movement of the cargo. The cargo should bestowed to cover the entire floor evenly for weight distribution and stability. The total

weight of the cargo, container, chassis, genset and truck must meet all legalrequirements. The core cargo temperature must be at the temperature as specified insection 2.3 prior to loading. The cargo core temperature(s) must be recorded andretained.

5.2 Floor Loaded Frozen or Chilled CargoFrozen or chilled products loaded at the required temperatures require a very simplestowage pattern.a) No spacing between packages, cargo, side and/or end walls.


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b) Cargo must not be loaded above the red load line as this will prevent the air fromflowing freely back to the refrigeration unit.

c) Cargo must not be loaded beyond the end of the T-floor.d) No open floor space must be left at the front bulkhead.e) No plugs should be placed between the T-floor channels.f) No bulkheads should be placed in the load in an attempt to segregate different types

of cargo.

g) See figures 1 & 2 on pages 8 & 9.

5.3 Frozen or Chilled Cargo PalletizedThe guidelines for loading palletized loads are identical to procedures for floor loadedcargo but additionally it should be observed that:a) The cartons should be stacked squarely on top of each other, so that the weight is

evenly distributed on the corners of the cartons.b) The corners of the cartons should be aligned with the corners of the pallets.c) Pallets should be placed closely together leaving no spacing between the pallets.d) Cargo must not be loaded above the red load line as this will prevent the air from

flowing freely back to the refrigeration unit.

EXAMPLEThe cargo must cover the entire floor to ensure proper distribution of cooling air.

If the floor is not covered by the cargo, heavy cardboard should be placed where nocargo is stowed, in order to ensure proper air distribution. The heavy cardboard must besecured by either cargo cartons or loaded pallets so that it does not “fly up” and blockthe return air pathways/grill.

Figure 1

Note: Proper reefer airflow pattern.

Optimal Loading (Top View)


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Figure 2

Loading Diagram Notes:

Top 1: Gaps between cargo and at front of the unit should be covered by cardboard

(filler) as illustrated in Top 2.Top 3: Illustrates proper loading. No gaps were left between cargo and gap at front of

unit is covered by cardboard (filler).Top 4: Gaps between cargo and at front of unit should be covered by cardboard (filler)

as illustrated in Top 5.

Product should be loaded tight to the front of the container however care must be usednot to hit or displace the air deflection plate (See figure 3 on page 10) on the bottom of the front bulkhead. The air defection plate should be checked to make sure that it hasnot dropped down into the space near the T-floor T’s to ensure air flow is not blocked.

Reefers should be loaded as quickly as possible. A one hour maximum for loading is agood guideline. In the event there is an unexpected delay during loading, the container should be closed and the power switched back on until the loading process resumes.

Ideally the product should be staged in the freezer, not on the cold dock.

Once loaded, pull container away from dock, close/seal doors, have driver restart thegenset/refrigeration unit and put it into manual defrost.

The set temperature on the supplier’s bill of lading must always match the settemperature on the unit.

Figure 3


TOP 1 TOP 2 TOP 3 TOP 4 TOP 5

Refrigeration Unit

Filler

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6.0 Maintenance and Verification of Transit TemperatureThe “Maintenance and Verification of Transit Temperature” outlines temperaturerecording requirements and monitoring responsibilities while a reefer is in transit toensure maintenance of cold chain integrity.

Temperature Recorder Procedures and Guidelines6.1 Temperature Probes

In order to record the cargo temperature of many shipments, cargo probes are utilized.These probes are attached to cables with a temperature-sensitive element fixed to one

end. The probes must be calibrated for each voyage to ensure accuracy of the readingsand must remain in the container after the voyage, as they are the property of the oceancarrier and not to be taken out by the customers. When using a cargo probe, it should beconnected to the microprocessor and the data logger via a receptacle, making it possibleto record accurate cargo temperatures throughout the voyage.

6.2 Portable Recording Devices


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Portable temperature recorders are required on all McDonald’s reefer containers.McDonald’s approval must be obtained for the non utilization of Portable RecordingDevices. A minimum of one device must be placed in the unit by the supplier. Thisdevice must be positioned within reach of the rear door. The recorder must have thecapability to cover both the expected reefer utilization time period and the expectedtemperature range for the entire transit. In the event a Portable Recording Devicemalfunctions and does not provide a proper temperature reading, the load must be

accepted conditionally (provided the product meets QIP standards) and a temperaturereading must be requested and obtained from the ocean carrier as backup.

The recorder serial number must be stated on the bill of lading as well as where in theload the recorder is placed. Otherwise the recorder data may not be considered valid ina claim situation.

Transit Temperature Monitoring6.3 Supplier

The container must not be released from your lot until the internal temperature meets thetemperatures as outlined below. The container and cargo temperature must berecorded at time of release.

Release Point Temp Chart

Commodity Celsius Fahrenheit

Beef Patties -12 +10

Poultry -12 +10

Beef Block -12 +10

Sausage -12 +10

French Fries -12 +10

Frozen Mixed (with Pies) -15 +5

Frozen Mixed (without Pies) -12 +10

Refrigerated +4 +40

Pies -15 +5

Orange Juice Concentrate -12 +10

Fish Block -21 -5

*** A reefer container can be released by a supplier once the temperature

reading reaches the identified chart temperature for the commodity.

6.4 Inland Carrier (Trucking Company)The trucking company should monitor the displayed temperature when the unit is not indefrost mode to ensure the reefer is maintaining the booked set temperature as outlinedin section 2.3. The trucking company must immediately notify their dispatcher or theocean carrier of any deviations from the booked set temperature.

6.5 Railroad (Ocean Carrier)The ocean carrier must utilize 3rd party protective reefer service for fueling, repairs andmonitoring of reefers for all rail moves. In the event there is a deviation fromtemperature as outlined in section 2.3, the 3rd party provider must notify the oceancarrier immediately and the ocean carrier will then notify the customer.

6.6 Gate Arrival into the Container Yard or Ocean Terminal


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When a full container is received for export at the terminal or depot, the reefer container must be inspected.a) In case of discrepancies between the set temperature of unit, shipper documents

and the temperature specified in the booking system, the customer must be informedimmediately.

b) Reefers which arrive at a terminal/depot and are found to be malfunctioning due toan equipment failure should be received into the terminal/depot and repairs should

be initiated immediately. Both the Ocean Carrier booking office and customer shouldbe informed of the following:

Container number

Temperature setting

Commodity

Estimated time necessary to complete repairs

Maximum temperature deviation and duration of same

Estimated time necessary to bring temperature back to set point

If possible, the carrier should pull a download record.

6.7 At the Export Ocean Terminal / DepotTerminals or depots have certain responsibilities for the safe care of reefers while in their possession. These responsibilities apply for export reefer loads and include thefollowing:

a) Reefers arriving by road or rail should immediately be connected to electrical shorepower.

b) If a discrepancy is discovered between the set temperature of the unit and themanifest, the origin booking office must be notified to confirm correct temperaturewith the customer.

c) All reefer loads while in possession of the terminal or depot must be monitored atminimum of once daily.

6.8 Onboard the VesselOnce the container has been loaded onboard, it must be plugged in as soon as possible.

After the container has been plugged in, the reefer electrician must ascertain that thereefer container is running satisfactorily and that all the settings are in accordance withthe reefer manifest and the bay plan. This includes the checking of:

a) Temperature settingb) Ventilation settingc) Humidity control settingd) Controlled Atmosphere settingse) Defrost setting

In case of a discrepancy between the actual settings on the container and what is listedin the reefer manifest, the terminal staff must be notified immediately and requested toinform the correct settings.

6.9 On Arrival Terminal at Destination or Transshipment Porta) Loads which are received into terminals must be connected to electrical shore power

immediately.


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b) If a discrepancy is discovered between the set temperature of the unit and themanifest, the origin booking office must be notified to confirm correct temperaturewith the customer.

c) All reefer loads while in possession of the terminal or depot must be monitored atminimum once daily.

6.10 On Terminal Prior to Delivery

After the reefer container has been connected to electrical shore power, the terminal or off-dock has to ensure that the reefer containers are still in optimum condition andmaintaining the booked set temperature.

All Reefer containers must be monitored a minimum of once daily to ensuremaintenance of booked set temperature.

6.11 Customs Reefer Handling Process Verificationa) Process must be identified in all marketsb) Risk management opportunities identifiedc) Risk management opportunities implemented and monitored

6.12 Gate Out for DeliveryWhen a full container leaves the terminal for transport to the Consignee an EquipmentInterchange Report (EIR) must be filled out and the container must be checked asfollows:

a) External inspection of the container must take place. Roof, sides, doors and bottom(if possible) must be checked. Any damage to the container must be noted on theEIR and a reefer supervisor must be informed to determine if further actions arenecessary.

b) The actual settings on the container must be compared to the requested settings onthe B/L and the actual readings must be noted on the EIR.

In the event the temperature on the B/L does not match the container’s set point, thecarrier’s booking and destination office must be consulted immediately.

It is recommended that a genset be used for all ocean reefer containers moving to inlandlocations regardless of transit time. If this is not possible, the temperature must bemaintained per DQMP standards.

6.13 Customer (Consignee at Destination)The Consignee is responsible to monitor and is liable for the reefer container while intheir possession. If there is any deviation in temperature from the set point as outlined insection 2.3, the ocean carrier’s local office and the Logistic Provider should be notified

immediately.

7.0 Re-handling (trans-load) GuidelinesThe “Re-handling Guidelines” establish transload standards and identify best practices.

7.1 Swing requirements (Cold dock)Trans-loading of the cargo is always the last option since it exposes cargo to theambient air. It also requires surveyors, customers and customs to be present. Ideally


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trans-loading should take place at a facility with a cold dock to prevent the cargo frombeing exposed to high ambient temperatures. Trans-loading should preferably takeplace during early morning or night. Furthermore, sufficient manpower should be presentto perform the trans-loading in a quick manner to keep exposure to a minimum. Asurveyor should be appointed on behalf of the carrier and Logistics Provider. Thesurveyor must be present during the entire trans-load.

Trans-loading of cargo into a new container is only undertaken in cases where the cargocannot be maintained as per Distributor Quality Management Process (DQMP)standards. These instances are mainly due to the following:

a) Malfunction of a container that cannot be repaired.b) Use of incorrect equipment where the container cannot safely be transported to the

destination without incurring extra expenses.c) Use of incorrect container, which does not fulfill the cargo’s needs for temperature

maintenance, probes, data loggers or humidity control.d) When the container is physically damaged and cannot be lifted safely.e) When the cargo is overweight.

8.0 Quality Inspection Process (Q.I.P)The “Quality Inspection Process” provides the means to establish if cold chain integrityhas been maintained and outlines procedures if a potential issue is identified. TheMcDonald’s QIP requirements for inspecting incoming loads can be referenced atwww.mdcqip.com.

If the QIP process shows any product deviation issues, the local ocean carrier’s officeand Logistic Provider must be notified immediately.

The temperature recorder should be analyzed immediately to identify any potentialtemperature maintenance issues. A thorough QIP product evaluation should take place.The Logistics Provider and Ocean Carrier should be notified immediately when potential

temperature issues are identified and cease unloading container if possible until asurveyor is present to oversee the unloading process.


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Documents

Ocean Reefer Quality Guidelines Release Doc