We hold the temperature from loading to delivery, book sailings in advance, and take the veterinary documents on ourselves. You see the regime at every step.
Trusted by more than 80 importers
A temperature swing at transshipment — and the consignment is ruined. A 100% loss, and insurance will not give you back your reputation.
The cargo waits for weeks — there is no space on the sailing you need. The chain is at risk, deadlines are burning, and clients ask every day when it ships.
Reefer container idle time, monitoring charges, demurrage — the margin melts every day.
One failure — and a €50,000–70,000 consignment becomes scrap. The client pays for it: without independent evidence the line rejects the insurance claim.
The set regime, sensors and an independent logger — not only the line’s data. 80% ship “blind”, relying on the carrier; we install our own logger — and that is your evidence for the insurer.
We book slots in advance to fit your schedule — no weeks of waiting for a sailing.
A full set of veterinary and phytosanitary papers + a cross-check of the bill of lading and certificates before the sailing. We know where vet control takes a day rather than a week.
Loading, sea, transshipment, road — the temperature is under control along the whole way, not only inside the container. We install independent loggers — solid data to protect your interests.
Sensors and temperature logs. You get the proof that the regime was maintained.
We plan so that the reefer doesn’t stand still. On reefers we have 14 free demurrage days — where most have 7.
Leave a request. In 30 minutes we’ll find where you can save time and stop losing money. No obligations, no sales pitch.
Fabric for cat scratching posts absorbs moisture faster than silica gel: in a standard container, condensation turned the cargo into scrap twice. We put the non-food fabric into a reefer — stable temperature the whole way, no condensation.
€35,000 per container · with us for 2 yearsThe client came to us after an $80,000 loss: the reefer arrived defrosted and the line refused the insurance claim — “no independent evidence”. Since then we install our own temperature logger on every one of their reefers.
$80,000 loss — never repeatedThe regime is set by the producer or the shipper — and they are responsible for the consequences if the instruction says one thing and the booking another. Below are the regimes we see most often in requests. Check them against your own product specification, not against a table on the internet.
| Cargo | Regime | What to watch separately |
|---|---|---|
| Frozen meat, fish, seafood | −18 °C and below | defrosting at transshipment cannot be undone — you need a logger |
| Chilled meat | 0…+2 °C | a narrow corridor: 2 °C of error = a ruined consignment |
| Dairy products | +2…+6 °C | the shelf life “burns” while still in transit |
| Fruit and vegetables | +2…+8 °C | ventilation required; bananas have their own regime of +13 °C |
| Flowers and live plants | +2…+8 °C | the critical factor is total time in transit, not only the regime |
| Chocolate and confectionery | +14…+18 °C | the risk is not the cold but overheating at the terminal |
| Pharmaceuticals | +2…+8 °C | a validated logger and a documented history are mandatory |
Swipe the table sideways →
This is a planning guide, not a replacement for the producer’s specification. The final regime is fixed in the booking from your documents.
The line’s data is data from a party with an interest in the outcome. We install our own independent logger: it records the temperature along the whole route, transshipments included, and it is that record that becomes your evidence for the insurer.
PTI (Pre-Trip Inspection) is a pre-voyage check of the refrigeration unit at the terminal before the container is released for loading: the unit is brought to the set regime, and the compressor, sensors, air flow, seals and drainage are checked. Without a fresh PTI the line will not release a container for temperature-controlled cargo. And the PTI report is the first document an insurer looks at if the regime failed.
A genset is a diesel generator that powers a reefer container where there is no external connection: on the road leg, on rail, during a long wait at the terminal. Without it the container simply stops producing cold.
A terminal charge for connecting the reefer container to the power grid and servicing the socket while the container stands in port. It accrues per day and is counted separately from demurrage: the container may still be within its free days while the plug-in invoice is already running.
Up to 14 free days on import. A reefer is the most expensive container type to keep idle, so the buffer of free time matters more here than on dry cargo.
More than a single line in the invoice suggests. A reefer in port stands plugged in, the terminal meters the consumption daily (reefer monitoring), and in the invoice these are separate items: the connection, the electricity consumed per day, regime monitoring — and only on top of them demurrage after the free days. That is why we prepare reefer documents before the vessel arrives, not after.
Not at sea. At transshipments, during delays and when power is disconnected between legs — that is, exactly where formally nobody is responsible for the regime. That is why we run the regime end to end, not “as far as the port”.
There are fewer reefer slots on a vessel than places for dry cargo. If the booking is made at the last moment, the container waits for the next sailing — and it waits plugged in, at your expense.
Updated: 27 July 2026