Section 1 360 Quality The Code Association Page 1/2 Table of Contents 30 March 2007

1. 2. 3. 4.

Contents Preamble Obligations of Shipping Lines Code Process 4.1. Code Principles 4.2. Supply Chain Procedure Rejection Criteria 5.1. Standard Damage Code 5.2. Action to be taken 5.3. Recordings 5.4. Rejected Cargo Requirements for Reefer Ships 6.1. General 6.2. Ships Equipment 6.3. Stowage 6.4. Cargo Gear 6.5. Cleaning of Holds 6.6. Sea Passage 6.7. Instructions Requirements for Terminals and Stevedores 7.1. General 7.2. Stevedoring and Terminal Equipment 7.3. Contamination of Cargo 7.4. Trucking Documents 7.5. Responsibility 7.6. Other Terminal Procedures Measurement and Feedback 8.1. Control and Recording of Damage Code 8.2. Report on Damages 8.3. Measurement 8.4. Feedback

5.

6.

7.

8.

Section 1 360 Quality The Code Association Page 2/2 Table of Contents 30 March 2007

9.

Inspection and Certication of Reefer Ships 9.1. Inspections 9.2. Issue of Certicate 9.3. Duration and Validity of Certicate 9.4. Approved Organisations for Inspection of the 360 Quality Code 9.5. Qualied Ofcers for carrying out Inspections 9.6. Withdrawal of Certicate, special circumstances

10.

Inspection and Certication of Terminals 10.1. Inspections 10.2. Issue of Certicate 10.3. Duration and Validity of Certicate 10.4. Approved Organisations for implementing the 360 Quality Code 10.5. Qualied Auditors for carrying out Inspections 10.6. Withdrawal of Certicate, Special Circumstances Format for reporting 360 Quality Certicate

Appendix No. 1: Appendix No. 2:

Section 2 360 Quality The Code Association Page 1/1 Preamble 30 March 2007

2. Preamble
The members of the 360 Quality Association have developed the Code for handling of Reefer cargoes in Specialised Reefer Ships and Ports hereinafter called the Code. The aim of the Code is to prevent damage to cargo during physical handling. The Code lays down requirements for ships and terminals, which must be followed in order to eliminate handling damage in the part of the supply chain, which is under direct control of the Shipping Lines and their service providers. The Code ensures that damage caused to any unit of cargo shipped on a specialised reefer ship can be accounted for at any point in the supply chain with the common goal to improve the supply chain. The Code formalises the cooperation between the shipping Lines and their service providers. The Code creates an industry standard that is fully endorsed by all the participating companies shown in Appendix no. 2 to this Code. The scope of the Code is the part of the supply chain that is either under the direct control of the Shipping Lines or is a joint responsibility of the Shipping Lines and its Service Providers, such as Terminals and Stevedores. Figure: The supply chain from grower to the end consumer
Service suppliers Vessel Service suppliers

Indirect
Load port Packing house Discharge port

Indirect

Distribution centre

Terminal-in Feedback I

Vessel-in

Vessel-out

Terminal-out

Feedback II

The handling procedures of the Code bring transparency and accountability into all elements covered by the Scope. Potential problem areas are exposed by performance measurement. These potential problem areas can then be effectively corrected by giving feedback. The Code recognises that the Shipping Lines and their service suppliers have to jointly work for better service to their customers. The feedback resulting from the proper implementation of the Code not only provides a measure of the performance of the participants involved directly in the handling of cargo in ships and terminals but even to others who form the remaining links in the supply chain. The Code recognises this and requires that regular feedback is provided to other participants whose effort is essential for bringing about changes. Such changes are often least costly when introduced at an early stage in the supply chain. This Code is prepared in accordance with international conventions and rules in the shipping environment.

Section 3 360 Quality The Code Association Page 1/1

Obligations of Shipping Lines

10 March 2006

3. Obligations of Shipping Lines Requirements for ships in the Code apply to the core eet. For the purpose of this agreement a ship is considered to be part of the core eet if it is either owned or chartered for a period of minimum 12 months. The parties will endeavour to apply the Code to all ships in their eet. The participating shipping lines will: 1. Ensure that their ships are equipped and operated as per the requirements of this Code and take adequate measures in their ships to ensure proper maintenance of equipment and ttings to prevent the damage to cargo. Issue proper instructions to the ships to ensure that the requirements in this Code are understood and complied with. Ensure that vessels crew are trained to comply with the requirements of the Code. Endeavour that the terminals and stevedores appointed by them for the loading and unloading of ships comply with the appropriate requirements in this Code. Only use the damage codes in this Code. Ensure that the EDI formats for reporting exceptions by service suppliers are in accordance with this Code. During loading and discharging of the vessels appoint a third party with the sole responsibility of ensuring an independent control at Checkpoint Vessel-In and Checkpoint Vessel-Out of the compliance of this Code by terminals and stevedores. However, if satised with the control and reporting procedures of a terminal and stevedore, an exception can be made to this rule. Provide regular feedback to the shippers on the quality of outturn of units shipped, the problems encountered in handling the units and the possible cause of such problems. Promote this Code outside the scope of inuence, where the impact of handling of cargo is indirect i.e. to shippers, consignees and their service providers.

2.

3. 4.

5. 6.

7.

8.

9.

10. Continue cooperating on subjects covered by this Code and develop and harmonize requirements for ships and terminals.

Section 4 360 Quality The Code Association Page 1/1 Code Process 10 March 2006

4. Code Process 4.1. Code Principles

The intention of the Code is to create a commitment amongst all parties in the supply chain to handle cargo in such a way that promotes consumer satisfaction. The Code: Introduces measuring and control points in the supply chain, i.e. check at contractual handover points between service providers. Provides transparency between the Shipping Line and all the service providers in order to attain accountability and create commitment. Introduces feedback to the partners in the supply chain to create a learning supply chain. Recognises that the procedures required by the Code need to be as close as possible to current working procedures of the partners in the supply chain. Provides basic requirements for reefer ships, terminals and stevedores, which form one of the cornerstones of this Code. Supply Chain Procedure

4.2.

The Code lays down standards that are essential to identify, prevent, measure and control damages and exceptions in the supply chain. The actions that are prescribed in the Code are termed Supply Chain Procedure and contain the following elements: List of the tasks, duties and authorities of the partners who are involved in the supply chain. Establish checkpoints in the supply chain where damages are recorded and where the responsibility for the cargo is handed over from one partner to the next partner. Different trades may have different locations of checkpoints. Establish a local working procedure for all load- and discharge ports in that trade. Endorsement of the local working procedure, which has to be signed by the partners in the supply chain in which they agree to work according to the Codes Principles. Establish measurement, recording and reporting of exceptions in a uniform way. Provide feedback to all the partners in the supply chain to improve performance.

Section 5 360 Quality The Code Association Page 1/1 Rejection Criteria 10 March 2006

5. Rejection Criteria 5.1. Standard Damage Code

The Code introduces 9 standard damage codes and 1 optional code in order to measure and record damages in a uniform way. The standard damage codes are as follows:
Standard Damage Code: A. Empty and/or missing cartons B. Damage to packing materials and/or cartons C. Damage to contents of cartons D. Pallet base damaged E. Pallets leaning, collapsed or dismantled F. Dirty or stained cartons G. Wet, moldy, greasy or oil-stained cartons H. Chafed, scuffed or scratched cartons J. Compression damage to cartons Recording level: Number of cartons Number of cartons Number of cartons Number of pallets Number of pallets Number of cartons Number of cartons Number of cartons Number of cartons Action to be taken: Loading Remark Reject/remark Reject Reject Reject Remark Reject Remark Reject/remark Action to be taken: Discharge Remark Remark Remark Remark Remark Remark Remark Remark Remark

Where required an optional code may be used as below: X. Over height pallets Number of pallets Reject/remark

5.2.

Action to be taken

The actions to be taken must be regarded as a general guideline and may differ from trade to trade. 5.2.1 Action to be taken in the port of loading The cargo shall be rejected or remarked depending upon the degree of damage and the risk for further damage during subsequent handling. 5.2.2 Action to be taken in the port of discharge The cargo shall be remarked depending upon the degree of damage and the risk for further damage during subsequent handling. 5.3. Recordings

The damage code shall be recorded at the checkpoints mentioned above. Depending upon the rejection criteria agreed by the participating companies, cargo shall be rejected for loading at the Checkpoint Vessel-in and Checkpoint terminal-in if it falls within the rejection criteria agreed. The Action to be taken in section 5.2 shall be made known to the shippers. 5.4. Rejected cargo

Any cargo rejected at the loading operation should be set aside and sent to a special area for repair. After the repair is executed a re-inspection will take place.

360 Quality The Code Association

Section 6 Page 1/3 Requirements for Reefer Ships 10 March 2006

Requirement for Reefer Ships 6.1 6.1.1. General Physical damage to cargo can occur for several reasons. The most common damages to cargo at sea are due to a combination of failures. These failures may result from the inadequate quality of ttings in a ship, improper maintenance and inspection and improper handling of ship at sea. Ship owners or managers must formulate clear instructions to ships crew on how to safeguard against such damages. Sea voyages are made in a variety of weather conditions. The sea conditions and sea keeping characteristics of the ship will result in motion, which can exert a combination of forces upon a ship and its cargo. These forces which are considerably higher than forces normally encountered ashore can be as high as 1g in some parts of the ship. Such forces can exist over a prolonged period as the ship makes it way through a region where rough weather conditions exist. Special attention should therefore be given to the design and construction of cargo units carried in holds of ships and in containers. If not properly stowed, cargo units such as cartons with perishable cargo on pallets may move at sea potentially leading to damage to the cargo and the ship. It is, therefore, necessary that the loading operations and the securing of the cargo are properly planned and supervised by responsible ofcers of the ship. As required by statutory regulations the ship carries a Cargo Securing Manual. The manual contains information on how cargo must be secured in the ship, the different equipment and ttings available on the ship for that purpose and how to inspect and maintain such equipment. It is recommended that ttings such as side shoring should be included in this manual. Ships Equipment Ingress of Water Ships shall be equipped with weather deck hatch covers, which can maintain weather tightness in conditions, which can be reasonably encountered by the ship at sea. Regular inspections shall be made by the ships crew to ensure that all methods to maintain weather tightness are in satisfactory condition. Draining arrangements should be regularly checked to ensure that drains are free-owing and clear of all debris and that drain pipes are in good condition. The ship shall maintain sufcient spare parts to enable it to ensure the proper function and weather tightness of the hatchcovers. 6.2.2. Hydraulic oil leakage All hydraulic piping in the cargo spaces and outside such spaces shall be checked for condition and signs of leakage before the commencement of every loaded voyage. The hydraulic piping in the cargo spaces shall be pressure tested to 1.5 times the working pressure. The pressure test shall be conducted during special survey and prove of test shall be obtained. Gratings Ships shall have gratings of sufcient strength and integrity of surface to permit smooth operations in the following conguration: Forklift with cargo not to exceed the weight of 5 metric tons on four tires of the pneumatic /semi pneumatic type. The front wheels shall not be less than 18 inches in diameter for handling of

6.1.2.

6.1.3.

6.1.4.

6.2. 6.2.1.

6.2.3.

360 Quality The Code Association

Section 6 Page 2/3 Requirements for Reefer Ships 10 March 2006

palletized cargoes not exceeding 1.3t/pallet. Forklifts with one rear wheel shall not be used. The maximum operating height of the forklift shall not exceed 2.10 mtrs. When handling a pallet weighing 1 metric ton with a pallet jack, the front axel load shall not exceed 1.0 metric ton on two tines each with two solid neoprene wheels arranged in bogey suspension. The maximum weight on the steering wheel of the pallet jack shall not exceed 0.750 metric tons. When handling a pallet weighing 2 metric tons with a pallet jack, the front axel load shall not exceed 1.550 metric tons on two tines each with two solid neoprene wheels arranged in bogey suspension. The maximum weight on the steering wheel of the pallet jack shall not exceed 1.20 metric tons. The suspension of the front wheels on the tines should permit smooth operation over uneven surface with all wheels maintaining contact with the gratings. All gratings shall be arranged in such a way that it will not lift during operation and provide an even surface. The ship shall have sufcient spare grating and wooden supports. Providing the above maximum weight criteria is maintained, the vessel gratings must be capable of supporting stevedore equipment throughout the operation without the use of metal plating on the part of the stevedore.

6.2.4.

Side shoring All ared areas for carrying palletized cargo in a ship shall be provided with side shoring of sufcient strength. The sideshorings should be able to withstand the forces acting on it due to the combined weight of cargo and ship accelerations that can be expected during a voyage. Hold Lighting Lighting in holds shall be protected in such a way that it will not be damaged by the use of various equipment used inside a ships hold for cargo operations. Furthermore, protection shall be provided to prevent glass debris from damaged ttings to fall on top of the cargo. Drains in cooler spaces, coamings of tween deck openings Drains shall be provided in all drip trays in cooler spaces and the tween deck covers permitting continuous drainage of any water collected to scuppers. Drains, drain heaters or trace heating shall be checked before commencement of a loaded voyage. Airbags Ships shall be equipped with sufcient airbags of adequate strength. Slings Ships shall be provided with sufcient slings of adequate size and strength. The number of slings should permit the pre-slinging of a square of 16 pallets in all decks. An adequate number shall be carried in spare. Protuberances in cargo holds All protuberances in cargo holds shall be properly fenced off and if required squared off to permit proper stowage and avoid damage to cargo and stevedore equipment during handling. Stowage The Master must approve the stowage location, check that the cargo is in good condition and ensure that it is properly loaded and secured for the voyage. He must also ensure the safe integrity and suitability of the vessel work spaces in all areas of the vessel whilst preparing for, loading prior to turning over the work spaces to the Stevedore, unless otherwise agreed. The Master must, therefore, have an intimate knowledge of his vessel, the cargo gear, stability

6.2.5.

6.2.6.

6.2.7.

6.2.8.

6.2.9.

6.3. 6.3.1.

360 Quality The Code Association

Section 6 Page 3/3 Requirements for Reefer Ships 10 March 2006

and stress factors. He should also be familiar with the cargo being carried and any inherent stowage problems. The Master has not only the right, but the obligation, to intervene if goods are loaded, stowed or secured in an unacceptable manner with regard to the safety of the vessel, crew and cargo. 6.4. Cargo Gear

The Master shall ensure that the cargo gear is kept in full working order and act to overcome any problems with same that may result in damage to the cargo. 6.5. Cleaning of Holds

Ships shall maintain proper records of the cleaning, deodorizing and sweeping of each cargo compartment and make it available for inspection. The methods of cleaning and deodorizing shall be described in the records including the use of detergents if any. 6.6 Sea Passage

Whilst on passage between ports, vessels often encounter bad weather which results in violent movement of the vessel and consequent possible movement of the stow. Such movement may lead to damage to the cargo. Where appropriate the ship shall use ocean weather routing services to provide weather recommended routes to be followed with a view to eliminating the vessel passing through areas of worst weather on an ocean passage. Should however, a vessel encounter very heavy weather, all possible steps should be taken to reduce and minimize violent movements. Action such as speed reductions and /or course alterations should be taken. 6.7 Instructions

The ships shall comply with instructions issued by the shipping line operating the ship. Such instructions shall include information required by this Code.

360 Quality The Code Association

Section 7 Page 1/3 Requirements for Terminals and Stevedores 10 March 2006

7. Requirement for Terminals and Stevedores 7.1 7.1.1. General Stevedores and terminals play an important part in loss prevention. They carry out a number of handlings during cargo operations in ships and during the receiving, storage and delivery of the cargo. It is of paramount importance that the handlings are minimized as much as possible and that the equipment used for handling is suitable. It is the intention of this Code to provide feed back to packing stations whose efforts will satisfy the basic need for a good unit which can withstand the forces during transport and handlings. Therefore it becomes necessary for the stevedores and terminals to implement procedures and work practices that will provide this feedback. It is required for a trouble free operation that the strength and maintenance of surfaces - inside and outside - be as required by the characteristics of the equipment being used and the cargo units being handled. Without such consideration, the wear and tear can be excessive leading to improper handling and damage to cargo.

7.1.2.

7.1.3.

7.2. Stevedoring and Terminal Equipment The stevedore and terminal are responsible for providing the equipment and for taking measures as mentioned below: 7.2.1. Forklift trucks inside the ship Electric pallet jacks and forklifts are to be used inside the ship. The equipment shall be within the following specication: Forklift with cargo not to exceed the weight of 5 metric tons on four tires of the pneumatic /semi pneumatic type. The front wheels shall not be not less than 18 inches in diameter for handling of palletized cargoes not exceeding 1.3t/pallet. Forklifts with one rear wheel shall not be used. The maximum operating height of the forklift shall not exceed 2.10 mtrs. When handling a pallet weighing 1 metric ton with a pallet jack, the front axel load shall not exceed 1.0 metric ton on two tines, each with two solid neoprene wheels arranged in bogey suspension. The maximum weight on the steering wheel of the pallet jack shall not exceed 0.750 metric tons. When handling a pallet weighing 2 metric tons with a pallet jack, the front axel load shall not exceed 1.550 metric tons on two tines, each with two solid neoprene wheels arranged in bogey suspension. The maximum weight on the steering wheel of the pallet jack shall not exceed 1.20 metric tons. The suspension of the front wheels on the tines should permit smooth operation over uneven surface with all wheels maintaining contact with the gratings. Acid and hydraulic oil leakage from forklifts and pallet jacks All hydraulic piping and batteries shall be checked at regular intervals for condition. Any hydraulic pipe or component which shows excessive wear or ageing should be replaced. Batteries of forklifts shall be checked after each use to ensure that no leaks will occur at the next use. Pallet protectors & size of forklift tines All forklifts used on board and ashore shall be tted with pallet protectors on the vertical face of the tines to eliminate damage to the palletized units. The tines of forklifts and pallet jacks should not protrude beyond the end of the pallet base such that they can cause damage to either the ships structure or the pallet adjacent to the one being handled. The width of the tines should be such that it will spread the pallet load over a large area. A tine width of about 10cms is recommended.

7.2.2.

7.2.3.

360 Quality The Code Association

Section 7 Page 2/3 Requirements for Terminals and Stevedores 10 March 2006

7.2.4.

Spreaders for preslung cargo A spreader shall be used to position preslung pallets in the squares of the hatch opening. The purpose of the spreader is to prevent the cargo slings from pressurizing the top cartons. Therefore, the points on the spreader where the slings are attached should be xed with care taking into account the size of pallets. Spreaders shall also be used for unloading the preslung units from the square. Slipsheets While loading preslung units in the square of hatches, slipsheets should be used. Slipsheets protect the adjacent pallets from damage when loading the preslung pallets in a tight stow and pre-positioned slip sheets will also offer similar protection during discharge. As an alternative, a pattern for preslinging will be used which prevents damage to the cargo during unloading. Walking boards and short ladders While handling preslung units in the square of hatches, walking boards shall be provided in order to avoid stepping directly on top of cartons. Walking boards shall be light and easily handled. Short ladders shall be provided for entering and leaving a partially completed deck. Lighting Lighting in Terminal shall be protected in such a way that it will not be damaged by the use of various equipment used for handling the cargo. Furthermore protection shall be provided to prevent the glass debris from damaged ttings of such lighting to fall on top of the cargo. Aisle width The width of aisles in spaces where cargo is stowed shall not be less than 4.5 m if the pallet handling is performed by either counter balanced forklifts lifting a single pallet or by counter balanced forklifts lifting 2 pallets at a time. This does not apply in the case of reach stackers and narrow aisle trucks which are becoming more common or where established methods of trafc patterns and trafc ow provide adequate protection from risk of collision. Contamination of Cargo The terminal shall frequently monitor the conditions and practices to ensure that proper sanitation conditions are maintained relating to protection of cargo from adulteration by lubricants, fuel, pesticides, cleaning compounds, sanitizing agents, condensate and other chemical, physical and biological contaminants. Consumption of food and liquids shall neither be permitted in produce storage areas which includes ships cargo spaces, nor consumption of confectionary or chewing gum. Stevedores are not allowed to carry meal boxes inside the cargo spaces. No objects such as nails, pieces of wood etc, should be left within a cargo compartment whereby they could fall into the stow and contaminate the cargo. Smoking should be prohibited anywhere in produce storage areas i.e. cargo spaces incl. cooler spaces.

7.2.5.

7.2.6.

7.2.7.

7.2.8.

7.3. 7.3.1.

7.3.2.

7.3.3. 7.3.4.

7.3.5.

360 Quality The Code Association

Section 7 Page 3/3 Requirements for Terminals and Stevedores 10 March 2006

7.4.

Trucking Documents

Trucking documents shall be endorsed with the exceptions in accordance with the criteria in section 5.1: 7.4.1. 7.5. 7.5.1. 7.5.2. At the time of receiving of the cargo into the terminal. Responsibility The terminal shall be responsible for all handling damages it has caused as referred to in section 5.1. Proper procedures shall be in place for monitoring of exceptions at Checkpoint vessel out and Checkpoint vessel in. Such procedures shall be agreed with the shipping lines and shall apply to all ships in the trade, which call that port. A part of this procedure shall be for the terminal to provide advance information in writing to the ship on the procedure that will be followed for the monitoring and recording of exceptions and what action will be required in case the ship observes damage caused by the stevedores at the time of unloading. Other Terminal Procedures

7.6.

While the Code covers procedures and work practices at delivery of cargo to the terminal, loading of a ship, unloading of the ship and delivery of the cargo to the receiver, there are numerous other handlings in the terminal where cargo not properly handled could be damaged. Terminals shall follow procedures and work practices, which follow the principles laid down in this Code.

Section 8 360 Quality The Code Association Page 1/1 Measurement and Feedback 10 March 2006

8. Measurement and Feedback 8.1 8.1.1 Control and Recording of Damage Code Checkpoints for monitoring of condition of cargo The following checkpoints shall be established during the loading and unloading of cargo to establish a clear handover of responsibility between the parties: Checkpoint Vessel-in Checkpoint Vessel-in is dened as the position of the cargo at its nal position in the stow inside the vessel after all the handling by the stevedore. Checkpoint Vessel-out Checkpoint Vessel-out is dened as the position of the cargo at its original position in the stow inside the vessel before any handling by the stevedore. While the handover of responsibility is dened in the above, the physical checking of the condition of the cargo is described in Section 4.2 Supply Chain Procedure. This shall also apply to Section 7.5. This is always done as close to the vessel as possible.

8.1.2

Checkpoints for monitoring of condition at reception and delivery. The following checkpoints shall be established at the receiving of cargo in the terminal for loading in a Vessel and at delivery to the receiver of the cargo to record any exceptions: Checkpoint terminal in Checkpoint terminal in is dened as the position of the cargo at the time of unloading of the cargo from a truck or rail wagon in the terminal. Checkpoint terminal out Checkpoint terminal out is dened as the position of the cargo at the time of delivery of the cargo to the receiver i.e. at the time of loading of the truck. Report on Damages to Cargo

8.2.

On completion of the cargo operations at each port of loading and discharge, a report on damages will be presented to the master for signing. The signed report shall be forwarded to the port agent and the shipping line. The report should be in accordance with Appendix no.1. 8.3. Measurement

The terminals and stevedores shall record the damages at the checkpoints in a properly structured database. It should be possible to analyse the data by shipper, receiver, trade, package type and commodity. The DMAIC process shall be established using the Six Sigma methods for improving quality. For the following damage codes the measurement shall be done in pallets: D, E and the optional code X. For the remaining codes the measurement shall be done in cartons. The shipping lines active in a trade, terminal and stevedore shall set up joint DMAIC1 teams, which shall be responsible for improving the work processes and improving customer satisfaction through excellent outturns. 8.4. Feedback

The shipping line shall in coordination with the terminal/stevedores in the port of loading provide feed back to shippers on the quality of cargo units being received for shipment. This should be done on a regular basis and measures to improve, if necessary, agreed with the shippers.

Dene, Measure, Analysis, Improve and Control.

Section 9 360 Quality The Code Association Page 1/3 Inspection and Certication of Reefer Ships 30 March 2007

9. Inspection and Certication of Reefer Ships 9.1 9.1.1 Inspections Each ship to which Section 6 of the Code applies shall be subject to the inspections specied below: An initial inspection before the ship is put in service or before the certicate required under section 9.2 is issued for the rst time. A renewal inspection at intervals not exceeding three years. The inspections shall be carried out in accordance with the Guidance Notes issued by the 360 Quality Association. Any additional inspections as determined by the 360 Quality Association. The inspections of ships shall be carried out by duly qualied Ofcers of organisations approved by the 360 Quality Association. In every case, the approved organisation concerned shall fully guarantee the completeness and efciency of the inspection and shall undertake to ensure the necessary arrangements to satisfy this obligation. The equipment of the ship after inspection shall be maintained to conform with the provisions of section 6. Issue of Certicate A 360 Quality Certicate shall be issued after the initial or renewal inspection in accordance with the provisions of section 9.1. Such Certicate shall be issued by the approved organisation if the ship scores a minimum of 60% in each of the sections 6.2.1, 6.2.2, 6.2.3 and 6.2.4 and a minimum of 70% in total on the inspections mentioned in 9.1. A copy of the Certicate shall be transmitted as soon as possible to the 360 Quality Association. The 360 Quality Certicate shall be drawn up in a form corresponding to the model given in Appendix No. 2 of this Code. Duration and Validity of Certicate The 360 Quality Certicate shall be issued for a period not exceeding three years. When the renewal inspection is completed within three months before the expiry date of the existing Certicate, the new Certicate shall be valid from the date of completion of the renewal inspection to a date not exceeding three years from the date of expiry of the existing Certicate. When the renewal inspection is completed after the expiry date of the existing Certicate, the new Certicate shall be valid from the date of completion of the renewal inspection to a date not exceeding three years from the date of expiry of the existing Certicate.

9.1.2

9.1.3

9.1.4

9.2 9.2.1

9.2.2

9.2.3 9.2.4

9.3 9.3.1 9.3.2

Section 9 360 Quality The Code Association Page 2/3 Inspection and Certication of Reefer Ships 30 March 2007

When the renewal inspection is completed more than three months before the expiry date of the existing Certicate, the new Certicate shall be valid from the date of completion of the renewal inspection to a date not exceeding three years from the date of completion of the renew inspection. 9.3.3 If a renewal inspection has been completed and a new Certicate cannot be issued or placed on board the ship before the expiry date of the existing Certicate, the approved organisation may endorse the existing Certicate and such a Certicate shall be accepted as valid for a further period which shall not exceed three months from the expiry date. A Certicate issued under section 9.2 shall cease to be valid if the relevant inspection is not completed within the period specied under section 9.1.1. In the case of a transfer of a ship to another approved organisation, the approved organisation which had issued the current 360 Quality Certicate shall, as soon as possible, transmit to the approved organisation copies of, or all information relating to the 360 Quality Certicate and copies of available inspection reports. Approved Organisation for Inspection of the 360 Quality Code An approved organisation is an organisation that can demonstrate successfully to the 360 Quality Association that: it is an organisation which performs surveys and inspections of specialised reefer ships and has an international network of Ofcers available with Surveyor qualication, and it has a system for following up the inspection and certication process which is acceptable to the 360 Quality Association, and it is accredited for inspections by an ofcial national accreditation body, and it has adequate resources, sound nancial management and shall demonstrate professional competence based on adequate training and experience of its ofcers and personnel, and it has structures and procedures to enable it to be independent and free to operate without undue inuence from vested interests or otherwise.

9.3.4

9.3.5

9.4 9.4.1

9.4.2

Organisations that are not accredited for inspections by an ofcial national accreditation body may carry out the inspections mentioned in 9.1 above and issue the certicate mentioned in 9.2 to ships, if the organisation complies with the standards issued by the Executive Committee of the 360 Quality Association for that purpose. Subcontracting of inspections by an approved organisation is not allowed.

9.4.3

Section 9 360 Quality The Code Association Page 3/3 Inspection and Certication of Reefer Ships 30 March 2007

9.5 9.5.1

Qualied Ofcers for carrying out Inspections A qualied Ofcer is a surveyor of an approved organisation who has been specially trained to carry out inspections in section 9.1, and has a bachelors degree in naval architecture, nautical studies or marine engineering and at least 3 years sea-going experience on board merchant ships, or has a bachelors degree in naval architecture, nautical studies or marine engineering and at least 3 years experience as a marine surveyor with proven experience on board reefer ships, or has sailed on board merchant ships up to the degree of 2nd marine engineer or chief ofcer or an equivalent of that.

9.6 9.6.1

Withdrawal of Certicate, Special Circumstances Any user of a ship may report to the 360 Quality Association the repeated non-conformance of the standards contained in the 360 Quality Code by a ship. A non-conformance exists if a user reports that one or more conditions in the ship present an unacceptable risk for damage or contamination during handling of the cargo and is against the spirit of the 360 Quality Code (see note). The 360 Quality Association will request the approved Organisation that has certied the ship to verify the presence of a non-conformance reported in 9.6.1. If the complaint is upheld, then the Member will bear the costs of the inspection. If the complaint is not upheld, then the complainant will bear the costs of the inspection. If a non-conformance as mentioned above is found to be present, the 360 Quality Association shall issue a notice to the Member requesting him to rectify the non-conformance and carry out a full inspection according to 9.1.1. The 360 Quality Association will withdraw the 360 Quality Certicate if the Member does not rectify the non-conformance within 3 months of receiving a notice to do so from the 360 Quality Association and/or if the inspection results are below the requirements according to 9.2.2.

9.6.2

9.6.3

9.6.4

Note: This has been introduced to ensure that ships maintain the equipment mentioned in section 6 of the 360 Quality Code. Poorly maintained or inadequate equipment can prejudice the safe handling of cargo.

Section 10 360 Quality The Code Association Page 1/3

DRAFT

Inspection and Certication of Terminals 30 March 2007

10. Inspection and Certication of Terminals 10.1 Inspections

10.1.1 Each seaport terminal to which Section 7 of the Code applies shall be subject to the inspections specied below: An initial inspection before the certicate required under section 10.2 is issued for the rst time. A renewal inspection at intervals not exceeding three years.

The inspection shall be carried out in accordance with the Guidance Notes issued by the 360 Quality Association. Any additional inspections as determined by the 360 Quality Association.

10.1.2 The inspections of terminals shall be carried out by duly qualied auditors of organisations approved by the 360 Quality Association. 10.1.3 In every case, the approved organisation concerned shall fully guarantee the completeness and efciency of the inspection and shall undertake to ensure the necessary arrangements to satisfy this obligation. 10.1.4 The equipment of the terminal after inspection shall be maintained to conform with the provision of section 7.

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10.2 Issue of Certicate 10.3

10.2.1 A 360 Quality Certicate shall be issued after the initial or renewal inspection in accordance with the provisions of section 10.1. 10.2.2 Such Certicate shall be issued by the approved organisation if the terminal scores a minimum of 60% in each of the subjects forklifts and pallet jacks, spreaders, terminal equipment and walking boards and ladders and a minimum of 70% in total on the inspections mentioned in 10.1. 10.2.3 A copy of the Certicate and a copy of the inspection report shall be transmitted as soon as possible to the 360 Quality Association. 10.2.4 The 360 Quality Certicate shall be drawn up in a form corresponding to the model given in Appendix No. 2 of this Code. Duration and Validity of Certicate

10.3.1 The 360 Quality Certicate shall be issued for a period not exceeding three years. 10.3.2 When the renewal inspection is completed within three months before the expiry date of the existing Certicate, the new Certicate shall be valid from the date of completion of the renewal verication to a date not exceeding three years from the date of expiry of the existing Certicate. When the renewal inspection is completed after the expiry date of the existing Certicate, the new Certicate shall be valid from the date of completion of the renewal inspection to a date not exceeding three years from the date of expiry of the existing Certicate.

AF

Section 10 360 Quality The Code Association Page 2/3

DRAFT

Inspection and Certication of Terminals 30 March 2007

When the renewal inspection is completed more than three months before the expiry date of the existing Certicate, the new Certicate shall be valid from the date of completion of the renewal inspection to a date not exceeding three years from the date of completion of the renewal inspection. 10.3.3 If a renewal inspection has been completed and a new Certicate cannot be issued or forwarded to the terminal before the expiry date of the existing Certicate, the approved organisation may endorse the existing Certicate and such a Certicate shall be accepted as valid for a further period which shall not exceed three months from the expiry date. 10.3.4 A Certicate issued under section 10.2 shall cease to be valid if the relevant inspection is not completed within the period specied under section 10.1.1.

10.4

Approved Organisation for implementing 360 Quality Code

10.4.1 An approved organisation is an organisation that can demonstrate successfully to the 360 Quality Association that: it has auditors available with Auditor qualication, and

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10.5 Food microbiology Food technology

it has participated in the inspection and/or development of cold chain related guidelines, rules or standards such as HACCP, IFS, ISO 22000, and

it has a system for following up the inspection and certication process which is acceptable to the 360 Quality Association, and it is accredited by an ofcial national accreditation body, and

it has adequate resources, sound nancial management and shall demonstrate professional competence based on adequate training and experience of its ofcers and personnel, and

it has structures and procedures to enable it to be free to operate without undue inuence from vested interests or otherwise.

Qualied Auditors for carrying out Inspections

10.5.1 A qualied Auditor is an Auditor of an approved organisation who has been specially trained to carry out inspections in section 10.1 and comes from one of the following disciplines:

Dairy technology (dairy microbiology/dairy chemistry)

AF

10.3.5 In the case of a transfer of a terminal to another approved organisation, the approved organisation which had issued the current 360 Quality Certicate shall, as soon as possible, transmit to the approved organisation copies of, or all information relating to the 360 Quality Certicate and copies of available inspection reports.

Section 10 360 Quality The Code Association Page 3/3

DRAFT

Inspection and Certication of Terminals 30 March 2007

10.6

Food chemistry Food and nutrition

Withdrawal of Certicate, Special Circumstances

10.6.3 If a non-conformance as mentioned above is found to be present, the 360 Quality Association shall issue a notice to the port terminal requesting them to rectify the deciencies and carry out a inspection according to 10.1.1. 10.6.4 The 360 Quality Association may withdraw the 360 Quality Certicate issued by an approved organisation if the port terminal does not rectify the non-conformance within 3 months of receiving a notice to do so from the 360 Quality Association.

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Note: This has been introduced to ensure that port terminal maintains the equipment mentioned in section 7 of the 360 Quality Code. Poorly maintained or inadequate equipment can prejudice the safe handling of cargo.

AF

10.6.2 The 360 Quality Association will carry out an investigation to verify a non-conformance reported in 10.6.1.

10.6.1 Any user of the port terminal may report to the 360 Quality Association the repeated non-conformance of the standards contained in the 360 Quality Code by a port terminal. A nonconformance exists if a user reports that one or more conditions in the port terminal present an unacceptable risk during the handling of cargo for damage or contamination and is against the spirit of the 360 Quality Code (see note).

Specialised 360 Quality Reefer Shipping Association Association The Code

Appendix 1 Page 1/6 Format for reporting 10 March 2006

Appendix 1. Standard Report EDI Format, Loading Port Implementation Guide for Damage Report Delimited Files

The le to input Exception Report data is a standard Text File with a character to delimit data on each line and a new line character at the end of each line. The le consists of three types of data. There is one header line, an unlimited number of pallet data lines and one trailer line. The report should contain all pallets discharged, even those with no recorded exceptions. Mandatory means that for both the loadport and disport the information shall be included. In both cases the semicolon delimiter can now be any delimiter. The delimiter is determined by the character in the sixth position on the rst line of the le. So for example if the rst line of the le starts with ZDSOM+ then the delimiter is the plus sign (+) and if the rst line starts with ZDSOM, then the delimiter is a comma (,) Please note that you must never select a character as a delimiter that exists in the data in the le. So for example you could not use a forward slash (/) because this exists in the N/A (not applicable) in the receiver column of your data. By making this change it is now easier to create a text le from Excel where the default delimiters are either Tab (for Text les Tab delimiter) or Comma (for CSV les).

Specialised 360 Quality Reefer Shipping Association Association The Code

Appendix 1 Page 2/6 Format for reporting 10 March 2006

The Header line consists of the following items: 1. A text literal ZDSOM 2. The name of the port, using UNLOCODE 3. The name of the terminal 4. The name of the vessel transporting the pallet 5. A text literal denoting of the pallet has been loaded (L) 6. The trade 7. The voyage number (4 digits) 8. The date of arrival of the vessel (format CCYYMMDD) 9. The date of departure of the vessel (format CCYYMMDD) There should then follow a line for each pallet reported. This line consists of: 1. The text literal PL (mandatory) 2. The pallet ID (mandatory) 3. The name of the shipper (mandatory) 4. The name of the receiver 5. The name of the commodity (mandatory) 6. The name of the mark (mandatory) 7. The name of the packing house (mandatory) 8. The name of the packing type (mandatory) 9. The Quantity of packages on the pallet (mandatory) 10. Exception code A. A number between 0 and the value of item 9 above 11. Exception code B. A number between 0 and the value of item 9 above 12. Exception code C. A number between 0 and the value of item 9 above 13. Exception code D. Accepted values 1 or 0. Zero if no exception recorded 14. Exception code E. Accepted values 1 or 0. Zero if no exception recorded 15. Exception code F. A number between 0 and the value of item 9 above 16. Exception code G. A number between 0 and the value of item 9 above 17. Exception code H. A number between 0 and the value of item 9 above 18. Exception code J. A number between 0 and the value of item 9 above 19. Exception code X. Accepted values 1 or 0. Zero if no exception recorded 20. The deck location of the pallet (mandatory) 21. The B/L number 22. The name of a discharge port (POD), using UNLOCODE The trailer line consists of: 1. The text literal ZDEOM 2. The number of pallet lines in the message An Example ZDSOM;ARCMP;EASA;A Vsl Name;L;CRSA;5011;20060313;20060314 PL;123456789;A Shipper;A Receiver;A Commodity;A Mark;A Packing House;A Packing Type;72;2;3;5;1;0;;;;;0;4D;BL00001;NLRTM ZDEOM;1

Specialised Appendix 1 The Code Format for reporting 10 March 2006 Page 3/6

Reefer Shipping

Association

Damage Report Loading

Format for Report on Damages for Check Point Vessel-In

Port Name of terminal Ship's name Type of Operation Name of the Trade Voyage number Date of arrival Date of departure Code A 2 0 B 3 0 C 5 0

ARCMP EASA A Vessel Name L CRSA 5011 2006-03-13 2006-03-14 D 1 0 E 0 1 F 0 0 G H J 0 0 0 0 10 0 X Deck B/L Number POD 0 4D BL00001 NLRTM 0 3A BL00002 NLRTM

Pallet Identity 123456789 120456789

Shipper A Shipper A Shipper

Commodity Mark Packing House Packing type Qty per pallet Receiver A Receiver A Commodity A Mark A Packing House A Packing Type 72 A Receiver A Commodity A Mark A Packing House A Packing Type 72

Total pallets handled Total cartons handled Total pallets with remarks Total cartons with remarks

Sum columns D,E,X Sum columns A,B,C,F,G,H,J

2 144 2 20

Specialised 360 Quality Reefer Shipping Association Association The Code

Appendix 1 Page 4/6 Format for reporting 10 March 2006

Appendix 1. Standard Report EDI Format, Discharging Port Implementation Guide for Damage Report Delimited Files

The le to input Exception Report data is a standard Text File with a character to delimit data on each line and a new line character at the end of each line. The le consists of three types of data. There is one header line, an unlimited number of pallet data lines and one trailer line. The report should contain all pallets discharged, even those with no recorded exceptions. Mandatory means that for both the loadport and disport the information shall be included. In both cases the semicolon delimiter can now be any delimiter. The delimiter is determined by the character in the sixth position on the rst line of the le. So for example if the rst line of the le starts with ZDSOM+ then the delimiter is the plus sign (+) and if the rst line starts with ZDSOM, then the delimiter is a comma (,) Please note that you must never select a character as a delimiter that exists in the data in the le. So for example you could not use a forward slash (/) because this exists in the N/A (not applicable) in the receiver column of your data. By making this change it is now easier to create a text le from Excel where the default delimiters are either Tab (for Text les Tab delimiter) or Comma (for CSV les).

Specialised 360 Quality Reefer Shipping Association Association The Code

Appendix 1 Page 5/6 Format for reporting 10 March 2006

The Header line consists of the following items: 1. A text literal ZDSOM 2. The name of the port, using UNLOCODE 3. The name of the terminal 4. The Name of the vessel transporting the pallet 5. A text literal denoting of the pallet has been Discharged (D) 6. The trade 7. The voyage number (4 digits) 8. The date of arrival of the vessel (format CCYYMMDD) 9. The date of departure of the vessel (format CCYYMMDD) There should then follow a line for each pallet reported. This line consists of: 1. The text literal PL (mandatory) 2. The pallet ID (mandatory) 3. The name of the shipper 4. The name of the receiver (mandatory) 5. The name of the commodity (mandatory) 6. The name of the mark 7. The name of the packing house 8. The name of the packing type 9. The Quantity of packages on the pallet (mandatory) 10. Exception code A. A number between 0 and the value of item 9 above 11. Exception code B. A number between 0 and the value of item 9 above 12. Exception code C. A number between 0 and the value of item 9 above 13. Exception code D. Accepted values 1 or 0. Zero if no exception recorded 14. Exception code E. Accepted values 1 or 0. Zero if no exception recorded 15. Exception code F. A number between 0 and the value of item 9 above 16. Exception code G. A number between 0 and the value of item 9 above 17. Exception code H. A number between 0 and the value of item 9 above 18. Exception code J. A number between 0 and the value of item 9 above 19. Exception code X. Accepted values 1 or 0. Zero if no exception recorded 20. The deck location of the pallet (mandatory) 21. The B/L number (mandatory) 22. The Name of a loading port (POL), using UNLOCODE The trailer line consists of: 1. The text literal ZDEOM 2. The number of pallet lines in the message An Example ZDSOM;NLRTM;FTR 1;A Vsl Name;D;CRSA;5011;20060313;20060314 PL;123456789;A Shipper;A Receiver;A Commodity;A Mark;A Packing House;A Packing Type;72;2;3;5;1;0;;;;;0;4D;BL00001;ZACPT ZDEOM;1

Specialised Appendix 1 The Code Format for reporting 10 March 2006 Page 6/6

Reefer Shipping

Association

Damage Report Discharging

Format for Report on Damages for Check Point Vessel-Out

Port Name of terminal Ship's name Type of Operation Name of the Trade Voyage number Date of arrival Date of departure Packing House Packing type Qty per pallet A Packing House A Packing Type 72 A Packing House A Packing Type 72 Code A 2 0 B 3 0 C 5 0

NLRTM FTR 1 A Vessel Name D CRSA 5011 2006-03-13 2006-03-14 D 1 0 E 0 1 F 0 0 G H J 0 0 0 0 10 0 X Deck B/L Number POL 0 4D BL00001 ZACPT 0 3A BL00002 ZACPT

Pallet Identity 123456789 120456789

Shipper A Shipper A Shipper

Commodity Mark Receiver A Receiver A Commodity A Mark A Receiver A Commodity A Mark

Total pallets handled Total cartons handled Total pallets with remarks Total cartons with remarks

Sum columns D,E,X Sum columns A,B,C,F,G,H,J

2 144 2 20

Appendix 2 360 Quality The Code Association Page 1/1 360 Quality Certicate 30 March 2007

360 Quality Certificate

Issued under the provisions of the 360 Quality Code By ...................................................................................................................................................... ............................................................................................................................................................ ............................................................................................................................................................ (Full designation of the Inspecting Officers Organization, approved by the 360 Quality Executive Committee)

Particulars of ship Name of Ship: .........................................................

Port of Registry: ......................................................... Gross Tonnage: ......................................................... IMO Number: .........................................................

This is to certify: 1. That the ship has been inspected in accordance with the 360 Quality Code, and: 2. That the inspection verified that the ship complies with the 360 Quality Code.

Completion date of the Inspection on which this Certificate is based ............................... (dd/mm/yy)

This Certificate is valid until................................. unless revoked

Issued at Date of issue

............................................................ ............................................................

Name of Inspecting Officer ............................................................

............................................ Signature of Inspecting Officer