Hi, welcome to today's webinar, Reefer Madness, Keys to Minimizing and Managing Temperature Abuse Claims, hosted by Inland Marine Underwriters Association. I'm Eileen Monreale, Education Training Specialist, right in the way. Happy to have you with us today. You'll find your attendee control panel on your screen that may minimize by default. At any point, you can click the right arrow to bring it back, and you can also select the view on the control panel and uncheck the auto hide option. You should be able to download a PDF of the presentation under handouts. You'll also see a question box in the control panel, and our presenters look forward to your questions. At the end of today's webinar, they're going to select the most slash best engaged, maybe the best question, but we just like to add fun and show attendee appreciation. We will send them a $25 Amazon e-gift card, and I think EIMC has a little something they'll also send to the winner. Please participate. We will save the questions for the end, just to manage the time. We're planning on leaving 10 or 15 minutes for questions, so please do stay engaged. We're also going to have a couple of polls today, so we try to keep it fun and interactive where we can, so let's get started. Next slide, yes. If we can move the slide forward, I will just say be aware of the IMA policy statement. Perfect. Always important to keep that in mind, and without further delay, next slide, I am honored to introduce two really fabulous presenters today. We have Jason Brewick, a senior surveyor and consultant. He has been with EIMC for over 10 years with experience in general cargo claims, machinery claims, project cargo, and risk management. His current territory encompasses the Midwest, Great Lakes regions. EIMC has been the Lloyd's agent in the region since 2008, and Jason became a certified agent in 2017. Additionally, EIMC has been an AIMU correspondent for over 20 years, and much of his expertise is called on as an AIMU correspondent. Jason is a NAMS certified marine surveyor and a full member. He serves on the ethics committee for the Northeast region and was recently appointed as regional representative. In addition to providing industry education, Jason also trains new EIMC employees who are fortunate to benefit from his knowledge and experience. When not at work, Jason enjoys time with his two sons and daughter, as well as golfing and fishing. We're also very fortunate to have with us today Jeff Peters, senior account manager with EIMC. Jeff earned a BA from Columbia College and began a career that has taken him over 40 years in sales and operations management experience with multiple transportation and logistics platforms, including general cargo, cash transit and management, and waste water. Jeff has been with EIMC for six years and is a NAMS surveyor and project manager. A few of his specializations include general cargo, project cargo, heavy lifts, temperature control, warehouse inspections, pharma, and seafood claims. Jeff holds several government clearances and certifications necessary to conduct his business, including USDC and a seafood inspection program and has presented on the Cargo Debt Symposium, Miami-Dade Police in Florida. Suffice to say, Jeff and Jason are very well credentialed and we're honored to have them with us today. Gentlemen, the floor is all yours. Thank you, Eileen. And first of all, I'd like to thank Eileen for the opportunity to put this together and present to all of you today. Jason and I, we had some fun doing it. Certainly, the context of Reef of Madness has changed quite a bit over the years. And now in today's day and age, it has a different context, definitely in society as well as in logistics. For the purposes of today's presentation, we're just going to stick to the Reef of Madness concept in logistics and we're not going to go into the society aspect of it, although that would probably be more fun. So getting going here, I'll tell you out the gate, I am not an engineer. I never studied to be an engineer, nor am I a mechanic. But in terms of reefers, I would just ask you to imagine you're about to go on an international trip and you need to bring your mini fridge because that's going to supply you with your food and your drink. Just think about going on an international trip and you've got to keep that thing running the whole time to eat and drink properly. And if you mess it up, if something goes wrong, then the question becomes, can you prove it? How would you prove that you kept it running? All right. Somebody maximized the PowerPoint. Jason, can you minimize that? Somebody zoomed in. Somebody zoomed in. It's way big on our screen right now. Yeah. So if you're having trouble doing it, Jason, I'm wondering if you just exit out and open it again. Or I don't know what happened. Yeah, on the bottom left on the shadow icon station, there should be a minimize button right where you are right now. Yeah, but it's not showing up on mine. I wonder if you can hit escape or Yeah, it's not showing up because the screen is maximized. Oh, there you go. You're back to nine. So you might have to go back a bit. Technology will get you every time. All right. So as I said, I am not an engineer, but a simplified presentation here is essentially three basic reefer types. In column A, B, and C, the simple basic closed reefer handles probably a higher percentage of reefer traffic than anything else. Then you're going to have a reefer that's a little bit more complex. It's got more of a modified controlled atmosphere, more insulation. And then the most complex would be fresh air management containers where you're managing oxygen and carbon dioxide levels and things of that nature. The airflow is pretty straightforward. You can see the front view. You've got a compressor and a refrigerator. It pushes cold air into the reefer. It comes through the bottom of the reefer through T vents. You'll see a picture of that momentarily up around the rear doors and then back over the top of the cargo and back out the front of the reefer unit again. You can see here's a quick interior view and you can see on the back bottom, those T floors, those vents. That's where the cold air gets pushed out to come out around the cargo. As we said, you're going on an international trip, you've got to keep the reefer running for the whole time. You've got generally two power sources. One is electric power and the other is going to be diesel power. When the reef is grounded, whether it be at origin port, destination port, wherever it might be grounded, generally it's going to be plugged into a power source, which sounds pretty simple. When you're dealing with thousands and thousands and thousands of reefers, it can get complicated pretty quickly. When not under a power source, an electric power source plugged in, they're going to be running off what's called gensets or portable generators. The portable generators are diesel fuel activated and they can be attached and detached, which is evidenced by this picture here where you can see this is portable. It's detached from the reefer container itself, but it's actually still plugged into the reefer and supplying power to the reefer. The reefer is getting the juice from this. This is not a typical way for a portable genset to power a reefer. This is a unique situation involving a survey that we were doing, but it's a good visual. Again, when it's on the vessel, the vessel's power and the reefer's, generally it's a low risk thing, but I think you all have seen sometimes big vessels lose power. When they lose power, there's a whole bunch of stuff that can go wrong. One of which is you've got a lot of reefer containers that suddenly don't have power and thus they don't have refrigeration. There's a tremendous risk there. We'll reference just quickly some of the other types of reefers that we see, but they're all running on the same concept for the most part. You'll have reefer tractor trailers that are handling inland cargo. I'll speak in geographic terms of what I'm familiar with being in the Northeast of the US, but in a case like this, you might have some fresh fish that comes out of Florida, goes to New York. It's on a tractor trailer. It could be fish that was processed in Florida or maybe it was unloaded from a container in Florida. There's millions of different possibilities. You'll also hear the term frequently on the rail. That can encompass various different things on the rail. As you can see in the foreground of this picture, that's an actual rail car. That's a refrigerated rail car. That's a car that's going to show up on a side spur to a warehouse and be unloaded directly into a refrigerated warehouse. To the right of that, you see what is essentially a tractor trailer. That has been de-hooked from the power unit. It's on the rail. It's going to be pulled on the rail that way and sea containers, imported sea containers will be put on the rail in the same fashion. Generally, they're going to be put on the rail on the chassis so that they come on and off the chassis off the rail. I have seen, it's rare, but I have seen containers that are on the rail without a chassis. Clearly when the reef is on the rail, you're not going to be able to plug it in for the most part. You're not going to have access to a power source other than diesel fuel. This is a typical diesel fuel tank on a chassis. Generally speaking, and again, there's lots of different makes and models and types of reefers out there and the complexity is ever growing like most of technology in our world these days. But generally speaking, you can get about anywhere from four to five to maybe seven or eight days out of refrigeration from a diesel fuel tank like this on a chassis that's running a reefer container. The issues we run into, which you'll see, if your rail transit is going to exceed that period of time, you need to be able to fill up the gas tank. Otherwise the reef is going to stop running. And that's kind of a microcosm explanation of what happened in the pandemic. We kind of brought the term reefer madness back alive. Reefer madness was always whimsical for those of us working on cargo claims on reefer. It was legitimate reefer madness, a whole different concept. So when customers go to book a reefer, there's general guidelines. I'm not going to read them all, but they need to be followed. The customer has to know what they want. They have to know what they need. They have to get a reefer that matches up the needs of the cargo, and they have to ask for that specifically. And the booking process is where that's going to be made, make it or break it at that point. I have to thank Eileen for this slide. We talk about stuffing containers, and in our world there's lots of vernacular and terminology. And a lot of times we sometimes say, why do they call it that, or where did that terminology come from, especially in such an international type of environment that we work in. So when we hear stuffing a container, a lot of us question, okay, what does that mean? We load a container, we load a truck and things of that nature. During the stuffing process, the refrigeration unit should not be turned on. When the ambient temperature is warmer than the cargo, the reefer with the rear door open will not cool down the cargo. Hot ambient air coming in will heat up the cargo, so it will kind of defeat the purpose. This is a great visual that shows that. Your airflow as you're stuffing that container, as you can see here, your cold air that's coming in the front under the T vents, if you've got ambient hot air up here, that cold air is going to get pushed down and hot air is going to come in up the top, and you're not going to maintain the temperature of the cargo. We'll talk at some point during the presentation today about pre-shipment conditions, and a lot of times pre-shipment issues will be derived from issues such as this. On frozen cargo, the idea with frozen cargo is it's packed tightly. It's a reason why a lot of international shipments are not palletized. You want the cartons to touch each other, you want them packed tight, and you want the airflow to kind of envelop the shipment. It's almost as if it's a snowball. One big chunk of ice in the air is all around that ice to keep it from melting. That's on frozen cargo. This is an example of a container stuffing technique of frozen cargo and how it should be stowed, how tight it should be stowed. You can see up top here, this vent is where the air will exit after it gets – we saw the picture of the air getting pushed in through the vents around the back. It's got to exit here. That can't be blocked. That's why you have these little red lines up top here that do not load above the load line. You do not load above the load line because you can't restrict the air. Jeff, we have a quick question that probably – Yeah. It says, so how do refrigeration units work that can be plugged into an otherwise dry van trailer? Is this something new? I'm not familiar with it, and I haven't seen it, and so I can't advocate for it either way. As somebody who is out of the logistics field, and I've spent an incredible amount of time dealing with dry trailers, 53-foot vans, 48-foot vans, and specialized equipment, I would suggest that the issues making sure reefers that are manufactured for a specific purpose function as they do all the time, I'd be hesitant to try to jury-rig a dry van with refrigeration. You've got airflow issues, you've got insulation issues, and again, it's not something I'm familiar with. If it's new, leading-edge technology, then it's something I'll take a look at just to keep myself updated. We do have more questions, but I am going to hold until the end. I don't have a picture of a stow inside of a container for chilled cargo, but it's pretty much the opposite concept where the frozen cargo, you want everything, all those boxes kissing up together real nice, keeping each other cold. On chilled cargo, you need some void space so that the air can circulate and reach all of the cargo independently. This packaging here of chilled cargo, these are Kiwis, is very typical of the airflow that you want to get with chilled cargo. You need the air to get in these holes and around. You can see, conceptually, I think you know exactly what I'm getting at there. Having said that, giving you a little bit of background on how reefers work and things of that nature, the next question is, what could possibly go wrong? Sadly, there's a lot that could go wrong. It's certainly not a dire situation. Most reefer cargo moves without incident. It's incredible. As many issues as we have with the supply chain, the supply chain, as messed up as it's been, is still far more successful moving an incredible volume of cargo without issue. But unfortunately, at times, we will have issues. So the causes of loss that we have seen, these are things that Jason or I independently within the business or even together have dealt with. And first is a mechanical error or a malfunction. Again, I won't read through this list individually, but as we go through this presentation, you will see the examples of each of these types of losses that we've dealt with. And the first instance here, talk about machinery breaks down despite the best intentions. These reefers, most of them are manufactured. They're sturdy. They're well-manufactured. They're built to withstand elements. They spend a lot of time on the ocean. They get handled a lot. They get picked up. They get picked down, but machinery breaks down. Lexus makes a great vehicle. I see them on the side of the road once in a while with the flashes on. It's just the nature of machinery. A pre-trip inspection is required. If you're looking through a case file, you want to make sure, as a surveyor, when I go to a temperature issue survey and I have access to the reefer and it's still there, one of the very first things I look for after I look at the temperature screen is, is there a pre-trip inspection? Who did it? When was it done? What did it say? Because if there wasn't, that would speak to liability in terms of what went wrong. And again, there's a good picture of a properly stowed reefer right to the tail. We showed you the same load at the beginning. So improperly stowed cargo will cause claims. This is how it's done properly. What would be improper is when you look at that bottom, you see those T vents. They're open. You've got a couple of pieces of paper in the way on the left there. But for the most part, that airflow is unrestricted. We've seen cargo stows where they misjudge the size of the box or they don't put them in the right block. And all of a sudden, there's a six or an eight inch overhang on the back of those T vents. And during the transit, the boxes sag. And the next thing you know, you've got restricted airflow and that cold air is not getting out and around. And as a result, you'll have some pretty significant fluctuations on temperature. Another cause that we've seen is human error in the paperwork. And this is all encompassing. It can be from a bill of lading that did not properly specify required carrying temperatures. You should have bills of lading and paperwork that say must be carried at negative 18 Celsius, must be carried at 32 Fahrenheit. Those required temperature messages have to carry through all of the paperwork. Clearly you're going to have more than one source of paperwork in a lot of transits. And if it's not clearly communicated all the way along, as in when you book a container. So paperwork issues, certainly we've seen issues where the temperature deviation would result to be the missing or improper requested temperature carrying information. Human error on the settings. You have a display here where you have to set the temperature. And I've seen instances where the humidity was required to be at 65% or less. It gets set at 85% instead of 65. It may sometimes on these digital screens, a six looks like an eight, somebody's not tall enough, they can't reach the reefer, they don't see it, they make a mistake. Anybody who's ever, anyone out there who likes premium chocolate, after 30 days in a container at 85% humidity, guess what, it's not very pretty to look at. And that was just a human error, set it at the wrong setting. So who's responsible? Generally speaking, and again, I hate to speak in generalities because a lot of what I do in my job function is getting down to the specifics. Generally speaking, the carrier is responsible to make sure that the container is set at the proper temperature, proper humidity, the ventilation's proper and things of that nature. There are situations where shippers have become pretty aggressive about taking over the process to say, hey, this is our container, we paid for it, we're gonna make sure this is done right and set it the way they want it to be set when the cargo's loaded at their dock. You know, sometimes you can get into a little dueling piano situation where you have a couple of people who are, you know, that's your responsibility, no, it's not, it's yours. My preference over time has been if two people, if there's dual control and one person has legal responsibility but the other has a vested interest, it's okay for two people to agree and make sure it's done right. Again, this is one of those things, depending on the terms and the contracts and everything else, there's liability issues that could evolve out of who messed it up, who set it incorrectly. And for those of you who may have been starting to type in a question into the chat, you can stop. We have seen it happen. We have seen containers set at the proper numerical temperature but on the wrong temperature chart. Oh, I thought that meant Celsius. No, it meant Fahrenheit and, you know, it's a problem. The other major source of claims that we've seen, and this is much more recent, is supply chain disruptions, specifically coming out of the pandemic. I think everybody on the call is aware of the horrendous delays we had, particularly in Anchorage. That's a picture of Long Beach, California. A lot of reefers sitting out there in the ocean. They're vessel powered, they're probably okay out there. Other than being delayed. But a lot of that frozen cargo, particularly seafood coming into LA and Long Beach, was destined to mid-America, to out where Jason lives in Chicago and that area. And a lot of it, when it's off the vessel, is going to mid-America on the rail. A lot of it on truck, but a lot on the rail. And once it hits the ground, it gets plugged in, then it goes on the rail and it goes on that rail with a diesel fuel tank that I showed you earlier that's good for five, six, seven, eight days, depending. And all of a sudden, we've got reefers on the rail for 20, 30, 40 days. In some cases, even more. And you have a rail system that did not have the infrastructure, the capability, or the ability to refuel a lot of those diesel fuel tanks. Essentially, working one of these files with Jason is when, like I said, whimsically, the reefer madness term reemerged for us. There are certainly, again, some pre-shipment issues that speak to liability, depending on when the transfer of risk takes place. There are times when things happened before the reefer was loaded that shouldn't have happened and had an impact on it. And I've got one great example to show you here. These two pictures are of the same commodity. The commodity is Arctic char, or salmon char. And excuse the Boston accent there, but I can't seem to beat it out of myself, no matter how hard I try. This is the same commodity. You can see the picture on the right. The edges are angular, the sides are flat. There's some dents, but that's from the forklift mast. The cargo is pretty much as it was intended. On the left, you can see it's a round ball of mush, frozen. Same container, same transit, same temperature. Clearly, something happened before the doors of the container got closed, in my opinion, anyway. When we go out on these survey assignments, these are the types of things that we'll see. So some simple do's and don'ts here. I won't bore you by reading them through, but they're pretty straightforward. They're consistent with what we've been talking about. You guys get a PDF copy of this presentation was good. A lot of what I've learned in my six years with EIMC has come out of really great presentations that were given at various associations that contain great information. And I still refer to some of them even today. Some don'ts, again, pretty straightforward and things that we've already talked about. So multi-modal and intermodal are both synonymous in my mind with many hands. Intermodal is essentially, it's a paperwork difference. Intermodal, everybody's got their own contract. Everybody's got their own piece of paper. In my opinion, there's more that can go wrong there, although as a debtor, I maybe can save some money. Multi-modal is a one carrier contract. So you've got a single piece of paper in theory that's gonna govern the entire transit. In my opinion, more handoffs, more fumbles. And handoffs are just changing modes and going from the ground to the vessel. This is your mini fridge. And you're going from New York City out to California, stopping at the desert on the way or the mountains. And cargo also moves at a very fast pace. The handoffs are happening at, in some cases, warp speed. You're trying to make connections. You've got deadlines, people want their cargo. In general, once a reef is grounded at destination, it can go about 90 minutes without power, without any serious negative impact to the cargo. Here in the Northeast, a lot of reefer containers come into Portland, Maine. And Portland is generally about an hour and a half from the major Boston marketplace, sometimes a little shorter, but there's also a lot of reefer container, frozen product being delivered up there. Oftentimes, especially in the non-summer months, you'll see the drainage carriers delivering reefers with no genset and no power. And you can assume that it's been unplugged and it's gonna be a quick hit. And it's a generally accepted practice and very rarely does it cause a problem. So temperature data, generally two sources of temperature data. One is going to come from the container itself. The container has a computer, it logs data. Some of it can be accessed remotely. Some of it you need to plug into the container to pull it out, but it's in there. The second source is typically a data recorder, portable data recorder placed on the cargo by the shipper, which in a perfect world is gonna record essentially the same thing that the reefer data download is gonna record. The technology again, with temperature data tracking has evolved quickly. And now you've got the ability to monitor conditions, real-time view, location, temperature, humidity, oxygen, and you can adjust real-time if you see something going wrong. That's an example of a USB temperature data recorder. You can see the USB port comes off the back of the cargo, you plug it into a computer. You can sometimes do it on site while you're looking at the cargo and say, this is what we see in terms of what happened in terms of temperature. That's another example of a typical temp data recorder. So a quick poll, who owns the temperature data log? This actually is better phrased, who owns the temperature data? Does the carrier own it? Does the shipper own it? The buyer, the insured, or is it all of the above? So I do see the poll question here. And I see the responses. And there's a couple of right answers here. The carrier, if the temperature data is part of the RIFA container itself, it's the carrier's, and very rarely will you get it during a claim investigation. You might get it in recovery, much more likely then, but most carriers, some carriers have, they won't give it to you. Even if it would validate their position, they won't give it to you. The policy is lost the point. On the portable data, typically the shipper, the buyer, the insured, depending on the INCOTERMS and invoice terms, any one of those three will own the portable data. And make it available as necessary in the event of some type of temperature abuse or deviation. And that, to a surveyor's typically, I don't recall a temperature abuse claim that I've handled where I have not had access to the portable data recorder, with the exception of when one wasn't used. And you'll hear it a couple more times in the presentation. You know, the carrier, the insured, a couple more times in the presentation. You know, if you're shipping frozen valuable product, you should have a temperature recorder on there. I think it's crazy not to. So having said that, I'm going to transition to Jason now and let him pick up from here. Thanks for listening. And Jason, it's all yours, buddy. All right, thanks, Jeff. So in part two here, we're going to talk a little bit about the temp data and some temperature deviations, the types of cargo packaging as it relates to the temperature sensitive cargo. And then what kind of conditions and damages you typically see as a result of temperature abuse. The temperature data recorder should be placed on the cargo, like Jeff said earlier. In this picture, you can see that it's about six cartons high, kind of off to the right side. One thing you don't want to do is have that recorder mounted to the interior sidewall of the trailer or container because if that container sitting out in the sun and it's getting heated up, it will greatly affect the data that it is getting. And here's a picture of what that recorder will provide showing the deviations. That horizontal red line is pretty much the threshold. You can see in this picture that the temperature did go above that red line. Might be kind of hard to see the dates, but it looks like it started at approximately June 16th and went through approximately July 3rd. So that's a long deviation in exposure to elevated temperatures. Hopefully this information is provided, you know, prior to any survey being performed. According to the dump data, you got to try and figure out how long did the temperature deviate and was it significant enough to raise concern, I guess. Sometimes it might go over that little red line for one little shot and go back down and it's within range the rest of the time. And typically in that case, it would probably be okay. This is just a table showing what some of the safe temperature and humidity settings are for various types of, in this case, perishable cargo. This table is probably about 40 pages long. I just wanted to show as an example. It shows the temperature requirements, the type of ventilation, humidity settings, dehumidification settings, and the shelf life requirements. And that's just a good source if you're dealing with a certain kind of perishable cargo and you want to get that information. Temperature sensitive products are those that are, you know, adversely affected by changes in temperature. They must be shipped and stored in a controlled environment and it must maintain a constant temperature. Temperature controlled goods, you know, they include frozen and refrigerated human and animal food items, as well as some non-food products. Perishable foods are likely to spoil or decay, probably become unsafe to consume if the required temperatures are not maintained. And it should be noted that the refrigeration or freezing slows any potential bacterial growth. So in this slide here, you can see, these are probably the most common perishable items that at least I've seen that do get exposed to some temperature abuse. Seafood, fruits and vegetables, meat and poultry. And then every so often, you know, we'll get everybody's favorite, ice cream or dairy and wine. Certain wines do need to be transported in a temperature controlled environment. Some other ones, you know, stuff you'll find in your grocery freezer aisle, TV dinners, frozen pizzas, things like that. Some animal food and animal feed needs to be transported in temperature controlled environment. And then some that are not food products, such as chemicals and pharmaceuticals, need to be transported in a controlled environment. And these are all, both of these are, you know, very high value commodities. And making sure that that temperature is controlled and maintained is pretty critical with these commodities. So here's some interesting facts. In 2021, 30% of food products were lost due to temperature abuse during transit. And this has equaled hundreds of millions of dollars. 31% of pharmaceuticals are refrigerated and 17% of them are frozen. And in 2014, I couldn't get any more recent data than this, but in 2014, it was estimated around 15% of temperature sensitive pharmaceuticals were destroyed due to temperature abuse, either during transit or during storage. And these losses equaled out to approximately $35 billion in losses. That's a lot of money. Cold chain packaging or controlled, temperature controlled packaging refers to the packaging and distribution methods. They're engineered to keep the products at a constant temperature. From production through final distribution. The packaging is typically designed to help prevent any temperature abuse related damages. Like Jeff showed in his photo earlier with the Kiwis, that stuff had ventilation, had room for the cool air to get to that cargo and help maintain its required temperature. Typically for perishable goods, they're kept in a corrugated cardboard carton. Handling instructions are printed on the exterior of the carton. That would refer to the storage instructions as well. Sometimes there's an inner plastic liner, sometimes foam liners. IQF, which if you don't know is individually quick frozen. Those items are individually frozen and then packed into a bag or a point of sale bag. And then some items are vacuum packaged individually. So it just depends on how it's being distributed and what the commodity is. But these are some of the typical types of packaging you'll see. Sometimes they're in styrofoam coolers. Sometimes there's additional dry ice packed in with the cooler to help maintain that temperature. It's not very common, but you do see that sometimes. And here's a few examples of what you would see on the carton. I don't know if you can see the little red circle that I marked here on the carton, but basically that says keep frozen at zero degrees Fahrenheit. And then in parentheses, it says minus 18 degrees Celsius. Here you can see the same instructions. And here's your IQF cargo in bags inside the carton. Here's an example of like bulk. I believe this one was blueberries in the carton in the inner plastic bag. And I didn't get a good shot of this carton, but if I showed you the side of the carton, there is some ventilation holes near the bottom to allow the temperature to get into the carton and surround that plastic liner. Here's an example of a styrofoam cooler with the cargo inside. The cartons are ventilated with the holes, you can see that. And with this particular shipment, there was dry ice packed in inside the coolers. They leave an area kind of in the middle open and that's where they pack the dry ice. Okay, so go into the conditions. Conditions and damages a little bit. Understanding what occurred prior to performing any survey or inspection is important. That's why it's key to review the documentation, note what temperature requirements are on that documentation, getting the temperature data that we talked about earlier, understanding how long the deviation was, and how bad it deviated, how high did the temperature get. Conditions and damages can range from light temperature damage to moderate and to heavy. And this is typically how we categorize it and report on the degree of damage. You know, like Jeff was saying earlier too, you can get light damage and very heavy damage within the same shipment. That could be because of where it's being stowed in the trailer or container. And if any of the data loggers were compromised. And then we try to apply a percentage to each one of these categories. You know, the light, moderate, heavy. And we want to report on that. So that way, when it comes to what they're going to do with the cargo, if they salvage it, or, you know, the people accept it, you know, they use that information to determine what they're going to do. Next slide. Okay. Sometimes the damages aren't always visible, particularly with pharmaceuticals and chemicals. Their compositions don't change very much to visually show any damage. Sometimes even perishables, you can't visually see anything, but that's why it's important to, when the surveyor is out, to get samples and recommend that the samples be tested for lab analysis. And then getting that information back, it takes a little while, but getting that information back from the lab, and they'll provide all the data and recommendations as to if it's fit for consumption or not, or can be used if it's a pharmaceutical or a chemical. Here's just a few examples of some pharmaceuticals. You'd look at them. These, for instance, did sustain some temperature abuse. I looked at some sound ones, some ones that were from a different shipment. And visually, you do not see any difference in them. They look the same. And that's kind of the same with chemicals. Typically, they're transported in drums, things like that, and you can't always get in there to open those up and visually look at them. And even if you could, you probably aren't going to see much as far as adverse conditions. But again, that's why we rely on the temp data and get the samples for lab analysis. You can see on the one drum, there was a data recorder in there, and the data did show that there was a deviation. Sometimes with perishables too, like I mentioned, these were exposed to elevated temperatures during transit. Visually, when they were looked at, they looked okay. They looked like they're supposed to look. But even in that case, that's why you want to get the laboratory analysis, have it tested, and get the facts of the actual condition of it. All right, real briefly, I'm going to talk a little bit about some of the damages that relate to the packaging. The packaging, and it'll be a clear- I'm sorry, Jason, the clock's bearing down on us, so. Okay, all right, yeah. So you'll see cartons starting to get soft, compressed, wet, or damp, sometimes even torn. That's an indication that there's something wrong with the cargo. You'll see staining. The cardboard will start delaminating. Ice and frost build up on the exterior of the cartons. And in some cases, the cartons will be frozen together, solid. So here's some fish on the left, exhibiting some cross-formation. Breaded shrimp up on the top right, and uncooked shrimp on the left, all exhibiting cross-formation. Here's some meat products. Again, TV dinner-type style commodity with some excessive cross-formation on it. And these are all signs that there was a temperature abuse problem. Clumping. We go back to that IQF stuff is individually frozen, put in the bag. When it heats up, it all turns into kind of like mush. And then when they finally turn the refrigeration back on and it gets cold enough to freeze, you'll get a big clump of shrimp in this case. And here's what the backside of that clump looked like, just solid ice. Again, here's some more photos of cargo being clumped down below right-hand side. Those are fish fillets, 15, 20 fillets, all clumped together, stuck together, not easily broken apart. Again, here is some more clumping. The lower right-hand picture is two slabs of beef individually packaged that are frozen together. Icing, what I showed in a couple of slides ago, or glazings, another common name for that. Well, where's my mouse going? Product leakage. Sometimes the weight of the cargo will compress down to the lower tier cartons, and it will start leaking out and creating a mess. You'll get an off odor. Even if it's frozen, sometimes you'll get a really bad odor. And again, that's another sign that there's been temperature abuse. Condensation or moisture. Here's some wine. The cartons were soft, wet, because condensation had built up the exterior of the bottles, indicating that it was exposed to temperature deviations. Sometimes there will be change in product characteristics. This is cheese, and it liquefied after being exposed to elevated temperatures. So those are some of the damages and conditions that you're going to see as a result of temperature abuse. So in part three, we're going to talk a little bit about what can be done to minimize the damage. I won't spend a lot of time on this, because I know we're up against the clock. And decisive action. The first one is taking decisive action. You want to work fast to mitigate the damages, but you want to act carefully. You don't want to make a quick recommendation that will not result in the best interests of the cargo. Sometimes it may be, hey, recommendation, take this cargo to a warehouse and have the facility go through and sort it. Again, light, moderate, and heavy damage. That's how it should be sorted. Sometimes we're asked to do a door end inspection, which means you just open the door of the container or the trailer, and you inspect what's at the aft end there. And again, your recommendation, depending on what you see, might be take it to a warehouse where we can fully inspect this and get a good understanding of what the damages are and the full extent of the damages. Yeah, just making good recommendations, reasonable recommendations, and communicating with all interested parties right away. And I'll get a little bit, I have two case studies I want to run through real quick, and I'll turn it back over to Jeff after a poll question. But one of the case studies does touch on decisive action, and that'll be the second one. So in this one, it was a shipment of IQF shrimp. Container appeared to be in good condition. The original seal was still intact. The set point was at minus 20, which was in accordance with the documentation. Container doors were open. We found that the cargo was, the cartons were all leaning and not in its original form. And like Jeff mentioned earlier, those T, the floor, if it gets blocked, it will make things worse. And what happened here was the weight of all the upper cartons, when this stuff heated up or got warmer, got soft, the bags inside all popped and the product all leaked out and was inside those T floor grating where the air is supposed to flow, which may have contributed to not having proper air flow. This is what the carton, we extracted one carton. This is what it looked like, a little bit of compression. You can see it was all that icing and glazing, real translucent looking, nothing you, you would take one look at this and not want to consume this. And just to note too, we got within five, 10 feet of this trailer and it stunk. I mean, it was unbearable. But again, here's the temperature data recorder. And this is the one where it should not, it should not be placed in that location on the sidewall of the trailer or container. Again, because it's not getting accurate readings from inside the container. And then here's the data for that one. You can see there was a big spike and it was for an extended period of time. And in that case, we took that load right to the dump and disposed of it from there. After all parties agreed that that was the best course of action. All right, case study two. Upon receipt of this assignment, there were three separate data loggers in with the shipment. One was the shippers, one was the consignee, and one was the warehouse where the goods were being unloaded at. And all three were in with the load during transit. You can see that the cartons looked okay. The product visually looks okay. It was rejected by the consignee at the time of delivery, let's say March 24th. And we were given the assignment the following Friday, which was March 31st. And unfortunately we couldn't get a surveyor out there until the following Monday, which was pushing this to be closer to its best by dates. Again, you can see the cartons look like they're in good shape. The survey revealed that the cargo visually appeared in good condition. So now we have three out of four sources. One, the shippers temp data, two, the warehouses temp data, and three, the inspection itself led us to believe that the cargo was likely in good condition because no adverse conditions were cited at the time of survey. Again, here you see no adverse conditions. We're a little skeptical about this one at the beginning because of the three temperature data recorders. One, the consignees was showing that there was a deviation and the other two were within range. So in this case, decisive action and communication would have played a big part in possibly saving this cargo. So now we'll start with another poll question. What would have been the best course of action that could have been taken to minimize any possible damage to this load referring to case study two? First answer, accept the cargo based on the two temperature data readings that were favorable. B, get a surveyor on location as soon as possible to perform the inspection of the cargo. Or C, gather samples for lab analysis. And I cannot see the results. I'm sorry. Here you go. Yeah, they're not showing up on mine. Okay, I think if you do the dropdown on that poll I could read them to you actually. So accept the cargo based on the two temperature readings, 11%, get a surveyor on location ASAP, 64% and gather samples for lab analysis, 25%. Yeah, okay. So it looks like the majority of the group got the right answer. Yep, get a surveyor on location and have it visually inspected as soon as you can. So, and then now I'll turn it back over to Jeff to wrap it up with his part four. And thank you guys for listening. Excellent. And we are running a little late, but we'll finish, Jeff will finish by 3.15 and then we'll do some Q&A, so that's fine. Excellent, thank you, Jason. Great job, buddy. Thank you. Okay, so now something bad happened. The little mini fridge now isn't working. You're sitting on the side of the road. You got to go home. You got to leave it behind, but there's some stuff in it that might still have some value, some food, some wine. And it's like, do you want to leave everything in it and run home? Or do you want to try to squeeze what you can in terms of value out of it? Kind of like the same situation here. And you got everybody involved and okay, guys, what do we do now? We got a mess. And I like to look at this as everybody has their role here and everybody's kind of trying to figure out the best way to get out of the mess. And that's mitigating it to the best extent possible. Early detection is advantageous. That's why Jason talks about getting a surveyor there. You can see on the left here, that 24 degree figure, that's the cold air going in. On the right-hand side, that 15.3 in red, that's the hot air leaving the container. So it's going in cold, it's leaving hot. Something's not right. And the quicker we get wind of that, the better. This could be turned up when it's discharged to the port. It could be turned up when they're inspecting cargo on a vessel. It could be turned up on the rail. There's lots of different times that we'd become aware of this. This is why I'm an advocate of GPS activated portable temp devices, because you can have someone on a logistics platform watching this in real time saying, hey, we've got a problem. You can intervene and maybe stop it. But yeah, the air is not going out the way it come in. I live up in the Northeast and there's a town up here, they call it, it's the town of Lynn. It's where GE pioneered aircraft engines. Lynn, Lynn, the city of sin. You never come out the way you went in. It's not a good thing. And it's not a good thing when the air leaves and it's not the same temperature as it when it came in. It can be off a few degrees, but any significant variance, you have a problem. So mitigation and recovery. If you get a, if it's a frozen load and the survey is on site, like I said, it's like a snowball, it melts inward. So if you get advanced reaction and you can be there and the surveyor knows where in the container the cargo was, I can save the middle of the snowball. The outside of the snowball is gone, but the inside could still be good. But once that all gets mixed up, we're at a loss. So again, being on site allows for the collection of data. I know I've already done it twice. I'm gonna do it three times. Portable temperature loggers on refrigerated cargo. I say high value, but that's such a subjective term. High value for one person may not be for another. And GPS enabled are even better. And the technology is there. It's one of those things when you Google it, there's almost too many choices. So you have to have, you know, the people that you're working with, your logistics people have to have an understanding of what it is they need and what they're buying and how it's gonna minimize the risk. So once a reefer malfunctions, it goes from being like you're freezing, now it's a thermos. And it's not even like a cooler with ice, it's a thermos. And eventually like any thermos, you know, I assume the best until I can document the worst. And that's a case where, you know, you have cargo that's maybe not accepted because the data recorder's bad. The cargo's fine, the data information's bad. And if I can figure that out pretty quickly, you can save it. But again, without an operating refrigeration system, things are gonna go bad quickly. And again, temperature deviation does not necessarily mean temperature abuse. As I said, you can run 90 minutes down the road with a reefer with no genset or other power to get at the final destination. If you've got a portable data recorder on a trailer at the time, it's gonna show some deviation in the temperature. Doesn't mean the cargo's damaged. And again, to reinforce that point, the diminished appearance and quality may be apparent, but actual spoilage is a completely different matter. Salvers will likely make more and better offers for temperature-damaged cargo when they have the temperature data available. I've seen it time and time again. And another reason for the portable device is the location of the container when the temperature started going bad. You lay that up against the tracking data, and oftentimes, we can pinpoint exactly when and where it happened, which again, speaks to liability and transfer of risk. And that information also can be pretty significant in recovery efforts. Salvage on perishable food stuff, salvage who buy this cargo, essentially what happens is they become the importer of record and they need to follow the regulatory guidelines. USDA, FDA, NOAA, anything that they do has to be in line with whoever originally imported the cargo and they can be the regulations as we all know, they can be in depth, confusing, complex, and things of that nature. So, you know, the salver has a lot of skin in the game here when they buy it. In terms of lab analysis, you know, the salvers, the way they look at it is if they take a load of shrimp or any other perishable cargo and they send it to the lab and one pops up with salmonella or some other bacteria, the assumption is it's all no good. One bad, all bad. Conversely, if you go in and test one that's good, the way they operate is one's good, not all good. It doesn't, it doesn't work both ways and the reason for that is the snowball analogy I gave you. If I take something from the core of that snowball, it's going to test good. If I take it from the outside of the snowball, it could very well test bad in terms of pathogens and bacteria and things of that nature. So the salvers really do look at three criteria. They want a visual and when I say visual, I include sensory. What does it look like? What does it smell like? They really want the temp data. It looks okay. It doesn't smell bad. What's the temperature say? Because when we go back to those regulatory guidelines, there are specific guidelines that say, hey, if it's over 40 degrees for more than four hours, guess what? You know, it's not safe for human consumption. So they're dealing with a myriad of those types of regulations and again, salvers, you know, we look at salvers out there, at least I have in the past is, you know, they're taking a big risk. They're putting a lot of money out to sell a product that might not have the value that they thought they had when they bought it and what I've learned dealing with quite a few of them over the years is, you know, they're risk takers but the good ones are really astute risk managers. Occasionally they get burnt but the good ones, not very often and it's why when they go to mitigate a loss and, you know, we've been able to get some pretty good money from salvers buying damaged, temperature damaged cargo and it's understanding what they're looking for that helps with that. So again, ensure on testing and destruction, just a couple quick things and I'll be done. When you take samples for lab analysis, make sure you document that that chain, the cold chain of custody is documented or whoever you're working with understands that. Nothing worse than pulling sample sent onto the lab and somebody says, well, how do we know it didn't spoil on the way to the lab? You've got to document it like any other leg of the journey and then disposal and destruction costs, they can, it's crazy the difference. I've got an actual situation where cargo went and it was dumped for anaerobic digestion. The people who got it were thrilled to get it. They picked it up for free. They didn't pay for it, but they, you know, they picked, they come and took it away at no cost and in the same situation, an environmental mediation company put a job quote in it, $44,000 for disposal of this product. They want to roll in there with Tyvek suits and respirators and all kinds of Ghostbuster stuff, treating it as a hazardous material. It's not a hazardous material in most cases. So anyway, just a couple of little tidbits there and with that, I will conclude. Sorry for the little rush on the end there, but I wanted to share that stuff we did. Thanks for listening. Jason, thanks for helping. Eileen, I definitely appreciate being involved. Thank you. That was a great presentation. Your video is off. If you want to pop it back on for the Q&A, that would be fabulous. I have a few questions. I'll take them from the beginning, which came in early, this question. It's from Quan and you'll have to remember the names because at the end you'll have to select the most last. Okay, so his question is related to the trailer doors being opened during loading. So pre-cooling the trailer is moot? Pre-cooling a trailer is moot, like not necessary? Yeah, well it depends on the circumstances. The point I was trying to make is if you have a trailer and you're sitting outside with it and you're pre-cooling it, then you're really not doing what needs to be done to pre-cool the trailer. If you're pre-cooling a trailer, the trailer should be backed in against the dock with the door seals, the rubber door seals that you see on a loading dock, and the ambient temperature should be very close to the reefer temperature. Particularly in a warm environment, and we have seen some issues where you're in a warmer climate, the coolers are sitting outside, you're pre-cooling them because you want them, you know, ready to go. But because you're pre-cooling them outside and you're not enclosed in that gasket that seals the airflow, you generate a lot of condensation outside, then all of a sudden you're backing in, it's pre-cooled but it's a load of a condensation, you stuff it and all that condensation starts dropping down on your cargo and the packing and can cause damage along those lines. So that... And I don't, we did lose your video, I'm not sure if it's possible to publish it. Yeah, I've got the screen for you. Ah, that's okay, it lasted through everything until now. One more question or a few more, here's Kevin's question. Who is typically responsible for the pre-trip inspection and can they or the retained inspector potentially be held accountable for a loss? It's going to be the carrier, when the carrier, when that container gets dispatched by the carrier from, you know, when you look at tracking now, you'll see the tracking will say container out empty and the carrier puts the container out empty. Before that container goes out empty, a pre-trip inspection should be done. I've seen carriers who are religious about it, sometimes it will get outsourced and somebody will be responsible for it. I would imagine this is, don't take this to the bank, this is just shooting from the hip, but like anything, if the pre-trip inspection was, you know, done with malice, i.e. if you were able to prove or discover that it was pencil whipped, that, you know, it had a pre-trip inspection sticker on it, it had a checklist, but the guy who did it didn't really do the inspection. He just, he inspected it last time and he knew it was still good this time and if he pencil whipped it, yeah, absolutely. I mean, I would consider them to be liable in a case like that, that would be negligent, but I think if he did a pre-trip inspection in good faith, he walked around the unit, went through the list, applied the sticker and everything else, and had a checklist, and he did what he was supposed to do, and I think negligence and liability becomes a little bit bigger of a hurdle in that case, in my opinion. Here's a question from Melissa, and thank you for that. Jeff mentioned that temp loggers are very important. At what point can you question the validity of the temp tail unit in case it was placed incorrectly, as Jason pointed out, one that was on the sidewall of the trailer? Are temperature tails reusable or calibrated? How can you tell which ones can and which ones cannot be reused? Hey Jason, I don't want to hog the answer session, but I'll jump on this one. One of the reasons Jason pointed out that temperature tail on the sidewall is, if that container is sitting outside on the sun and it's up against the trailer sidewall, then the exterior of the sidewall, we talked about the trailer being like a thermos, well the exterior of that sidewall is going to be a little bit warmer than the actual inside of the container, and the temp tail could be grabbing a higher reading than is actually true because of the sun on the side of that. So, you know, the preference is to have the temp tail on the cargo, on top of the cargo, in between the cargo, and not in an area, you know, where you're going to get an exterior heat source that might not be reflective of what's actually going on. As far as the integrity of the temp tails, it's like anything else, they could be defective. The, you know, the temperature data, that's why I like to have two sources. If the carrier has their own data and the temp tail has different data, that becomes a point of contention that has to be, you know, talked about or figured out or investigated. But yeah, and that's why when you start, you know, the rabbit hole, not you, but a client starts to look at, you know, portable temp tails, it's important to make sure that those things are addressed. Who am I buying from? What's the warranty? What's the accuracy rate? Will they provide me with specifications if I have an issue? All of those validating questions that you ask with, typically with a lot of vendors that you use. I've pulled temp tails off the rail of a trailer, uploaded them, and nothing happened. So, it happens. We have a question from Ben. How reliable are updated refrigerated units on an older trailer? Tough question. I mean, if you're talking about a road trailer, as reliable as the vendor who did the work. But it's, you know, it's like any vehicle or mechanical thing. How, you know, how reliable is a 67 Mustang with a rebuilt engine put in last year? Same type of concept. Who did, who rebuilt the engine and who installed it, you know? I'm kind of dodging the question, but that's how I look at it. So now we have another question from Jennifer. When are surveyors involved in the refit process? Only when there is a claim or concern? Jason? Yeah, I mean, as far as we're concerned, yeah, we don't do actual inspections of the container itself. When there is a claim and the container is available, yeah, we'll inspect the container, look at settings, check its condition, overall condition. Maybe there's a hole in it, but when it comes to just doing straight-up container inspections, they typically have their own, a group of people that they use that do primarily just container inspections. I'll do, I do CSC, I call them CSC inspections. They're container recertification inspections, so that the container is certified. I won't do them on reefers, I'm not qualified. I'll do them on, you know, regular 40s and 20s only. I have a question from Dario. Does every smart reefer unit have remote access to temperature control? No, I don't think so. Not all of them. Yeah. Our real lifetime, but yeah, I mean, the best answer would be no, not all of them. It just depends on the unit, the manufacturer of the unit, how new is the technology on that unit. Excellent. And Jill asks, sorry. The emerging technology is emerging quickly, so it's, yeah. And Jill asks, who requests a survey? Are the insured or the insurance company? Typically the insurance company. Nine and a half times out of ten, at least for us, it's coming directly from insurers. There are rare occasions where the insured will reach out to us and they'll request a survey. But yeah, like I said, nine and a half times out of ten, it's coming directly from insurers. Yeah, there are times that it shows on a certificate too, and they're instructed, being a Lloyd's agent, some certificates will have EIMC's contact listed in the event of a claim. So sometimes it's automated in that way. And occasionally, it's less often, but I do get calls directly from the insured to do surveys as well. And sometimes I suspect it's because they want to get a look at it before they file a notice of claim if they don't have to. Excellent. And we have a question from Quan. What is acceptable temperature deviation from what is instructed? Two degrees plus or minus? Question mark? Yeah, so another landmine there, Quan. Good questions. And we run into that when you see, you know, Jason showed you some good pictures of cargo that's marked with, you know, ship frozen, negative 18 Celsius. And then the bill of lading says negative 25 Celsius. So I've got a bill of lading and a piece of cargo on the same shipment that give me different instructions on how to handle the cargo. I don't get to it. When I'm doing surveys, I don't get too excited. I see a deviation of a couple of degrees, especially if it's, you know, if it's requested as 18, negative 18 Celsius, and I see 15 or 16, especially for short periods of time, I can usually account for those. And it's fairly minimal. So, and again, on a very legal technical standpoint, you could say, yeah, it was carried below requested carrying temperature. But again, I revert back to what I said before, temperature deviation does not mean temperature damage. And at two to three degrees doesn't, doesn't concern me. On on on frozen cargo, it, you know, your margins are going to get a little thinner on fresh, particularly fresh seafood, but even, even some fresh fruits and vegetables and things of that nature. Definitely get, they're going to get thinner and be more of an issue there. So another question from Taylor, how prevalent or common is remote temperature monitoring? We've seen a few carriers with this technology, but it seems most do not. Is that due to all the trailers? Is it a big expense? Why don't more carriers have this capability? It's just they haven't made the capital investment yet to do it. I mean, you, the carriers who have it, you know who they are. They've, they've, they've got, you know, the wherewithal to invest in this type of technology. And it's, it's an evolving technology and, you know, having the capability to do it costs money. And I think you're going to see it more and more. I think it's going to continue to evolve. It will become more prevalent, especially when the positive results are seen on how it can mitigate. I mean, the carrier doesn't want to have claims either, you know. So if they, if they can invest in technology and reduce their claims exposure by a certain percentage and pay for the technology, they're going to do it. And I would expect that's going to continue to happen. Two more questions. What are recommended, recommended packing procedures for flowers and plants? And that's from Donna. Wow, that's a, that's a good question. I've never, never been involved with a flower or plant claim. I've got no experience with it. I don't even know where to guess. I would guess it's got to, again, have some sort of some ventilation in the packaging and some kind of, you know, inner liner or styrofoam, a cooler base, something of that nature to keep the required temperature. But again, I don't really want to speculate too much into that. I don't have a whole lot of exposure to that. If you can get me an email on that, I can, I can, I can dig into it a little bit. And, you know, that table that Jason showed earlier on one of his slides, temperature and humidity settings for different commodities. He only showed page one of that because it's a, you know, six, well, four page document. But that may have some information on flowers as well. But I'd be more than glad to read that. I do, I haven't done any, any direct floral inspections, but I know people who have. Who asked that question, Eileen? That's Donna Sharp. And then we'll take the final question from Dan. And how much does a typical reefer container cost? Brand new? Boy, that's something we can research too. Yeah, give us your email and that's something we'll look into. I don't even want to guess. I know that the bulk of the value in that the reefer is in the reefer unit and the technology that's used for the refrigeration. That's a good question. I'd start at about 25 grand. I know you buy, I know standard containers new, you know, I have a sense of what they cost, but depending on the make model and everything else, yeah, it's expensive. And it's funny, Jill Sullivan said, I would also like to know the answer on the flowers. So we'll share it somehow with our members, everybody who registered for this when we get that. So I will pop my video back on. That was fantastic. A lot of great information in a brief time, and we very much appreciate it. I'm trying to move my slide forward. But now the shoes on the other foot. Usually I'm telling my instructors just click the bottom. Jason has actually been good enough to share the PowerPoint from his, we both did it at the same time. And now we're off to nothing. If you go back one, it might come on, but it doesn't even matter. You guys did a great job. Thank you so much. And obviously, by all the questions, we have a lot of people who are interested in this topic and very engaging. So thank you also to our attendees. And thank you to Jeff and Jason. Now, you must select the most slash best engaged. More of a fun. Yeah. You want me to pick Jeff? Yes, I do. Okay. I think we'll go with Quan. Excellent. And I know EIMC is going to send you something, and we'll send you an e-gift card from Amazon. Everybody can always use something there. So congratulations, Quan. And again, thank you to everyone. Allie, I believe just popped a survey into the chat. Please share your feedback. Let us know what we can do better. We're here for our members. We actually enjoy doing this, and our presenters enjoy it. They love sharing their expertise. So please let us know what else we could do. Any improvements or ideas, we're always welcome. That being said, you want the final word, Jason or Jeff? Yeah, just thank you, Eileen, for the opportunity. And thank you to all the attendees and everybody that participated with their questions. Thank you. Yeah, thank you very much. And if you're an oldies movie person and you want to have a few laughs with a glass of wine, check out Rifa Madness. It is hilarious. Excellent. Good tip. Okay, thanks, everyone. Have a great rest of the day. Thank you, Eileen. Bye-bye.

temperature abuse claims

sensitive cargo

temperature control

packaging methods

temperature data recorders

cold chain packaging

perishable items

temperature deviations

pre-shipment checks

documentation review

temperature loggers

lab analysis