Technical Information

• Sorption characteristics of fermented cocoa powder (Theobroma cacao)

  Sandoval, A. J., Barreiro, J. A., Tovar, X., Angueira, M. 2002. Rev. Téc. Ing. Univ. Zulia. Vol. 25, Nº 1 (49-55)

• Water sorption isotherms of non-fermented cocoa beans (Theobroma cacao)

  Sandoval, A. J., Barreiro, J.A.  2002.  Journal of Food Engineering 51:119-123

• Kinetics of moisture adsorption during simulated storage of whole dry cocoa beans at various relative humidities

  Barreiro, J.A., Sandoval A.J. 2020. Journal of Food Engineering 273 (2020) 109869

• Sorption characteristics of peeled beans and shells of fermented and dry Trinitario cocoa beans (Theobroma cacao L.)

  Sandoval, A.J., Barreiro, J.A., De Sousa, A., Blanco, D., Giménez, C.  2020.  Rev. Téc. Ing. Univ. Zulia. 43 (1): 49-55.

• Determination of the physical properties of fermented and dried Venezuelan Trinitario cocoa beans (Theobroma cacao L.)

  Sandoval, A.J., Barreiro, J.A., De Sousa, A., Valera, D., and  Müller, A.J. Rev. Téc. Ing. Univ. Zulia. Vol. 42, No. 2: 50-56. 2019

• Water sorption characteristics of six row barley malt (Hordeum vulgare)

  Barreiro, J.A., Fernandez, S., Sandoval A.J. 2020. Lebensm.-Wiss. U.-Technol. 36 (2003) 37–42

• Composition and thermogravimetric characterization of components of Venezuelan fermented and dry Trinitario type cocoa beans (Theobroma cacao L.)

  Sandoval A. .J., Barreiro J. A. ,  De Sousa A.. Valera D., López, J. D. and Muller A. J. Rev. Técnica de Ing Univ. del Zulia 42 (1): 38-45. (2019).  

• Carrier Transicold: Operations and Service Manuals

  Carrier Transicold Operations and Service Manual for 69NT40-531-001 to 199 Carrier Transicold Operations and Service Manual For 69NT40-541-505, 508 and 509 (T-368) Carrier Transicold Operations and Service Manual For 69NT40-541-500 to 599 (T-363D) Carrier Transicold Operations and Service Manual For 69NT40-561-300 to 399 (T-365C) Carrier Transicold: Troubleshooting Carrier Transicold: All Manuals and Alarm Codes in Apple Store app ContainerLink Carrier Transicod Maersk PTI Guide

• Fumigation Handbook USDA

  Fumigation Manual - U.S. Department of Agriculture

• Cold Treatment of fruits – USDA TREATMENT MANUAL- CONTROL OF INSECTS AND PESTS

  USDA Treatment Manual -Cold Treatment (T-107) English
  USDA Treatment Manual - Complete book English

• Water Sorption Isotherms of NPK 10-20-20/4 Muriate of Potash Fertilizer (Industrial and Eng Chem. Res.)

  Barreiro Water sorption NPK 10-20-20

• PHYSICAL-CHEMICAL CHARACTERISTICS AND FACTORS AFFECTING WATER SORPTION AND CAKING OF NPK 10-20-20 MOP (BAGFAS) FERTILIZER

  Factors affecting water sorption and caking of fertilizers

• PORT OF LA GUAIRA, VENEZUELA: MUD SLIDES DECEMBER 15-17, 1999

  PORT OF LA GUAIRA-VENEZUELA-MUD FLOODS-DECEMBER 16-17, 1999

  Disastrous mud flood took place in La Guaira and Vargas State, Venezuela, on December 16-17, 1999, with elevated loss of life, property, destruction of infrastructure, including various container yards of the port of La Guaira, and losses of reefer cargo in non affected container yards due to a black out in the port area lasting more than a week.

  Pictures shown here were taken during a survey on December 29, 1999.

  Mud slides at La Guaira 1999  

• TEMPERATURA Y HUMEDAD RELATIVA AMBIENTAL EN VARIAS CIUDADES DE VENEZUELA /AMBIENT TEMPERATURE AND RELATIVE HUMIDITY IN VARIOUS CITIES OF VENEZUELA (In Spanish)

  Temperature and relative humidity in various cities of venezuela

  TEMPERATURA Y HUMEDAD RELATIVA AMBIENTAL EN VARIAS CIUDADES DE VENEZUELA AMBIENT TEMPERATURE AND RELATIVE HUMIDITY IN VARIOUS CITIES OF VENEZUELA En este informe se presentan los datos meteorológicos históricos para diversas ciudades de Venezuela, incluyendo temperatura y humedad relativa ambientales. Estos datos son de importancia para los cálculos de refrigeración y estimación de cargas térmicas e infiltración en almacenes y contenedores refrigerados. Temperatura (°C) Humedad relativa  (%) Localidad Media Rango media Rango absoluta Media Rango media Rango absoluta Acarigua 25.8 22.2-31.7 17.5-38.1 80 52-94 28-100 Barcelona 26.5 21.9-32.3 14.0-39.7 77 50-96 2-100 Barquisimeto 23.7 19.7-29.6 13.2-35.5 77 47-95 8-100 Caracas-Cajigal 20.8 16.9-27.1 10.5-33.8 80 54-95 3-100 Caracas-Carlota 21.9 17.5-28.1 8.4-35.3 77 49-57 9-100 Carrizal 27.0 21.8-33.0 11.5-40.2 73 46-96 1-100 Ciudad. Bolívar 27.7 23.5-33.3 17.7-40.4 75 46-96 4-100 Colón 22.1 19.0-25.6 14.9-31.5 82 59-96 26-100 Colonia. Tovar 16.8 11.6-20.8 4.5-26.0 85 66-98 1-100 Coro 27.8 24.7-33.2 18.0-40.4 75 48-90 8-100 Cumaná 26.6 23.3-30.8 19.3-35.8 74 53-86 20-100 Guanare 25.8 21.5-31.7 15.3-37.8 75 51-93 12-100 Guasdalito 25.0 22.0-31.8 15.5-39.2 81 52-98 24-100 Güiria 26.9 23.2-30.8 16.8-35.0 79 63-93 18-100 La Cañada 27.8 24.2-33.1 19.3-37.8 77 52-94 20-100 La Orchila 26.9 24.8-30.1 ND-14.3 82 65-92 27-100 Maiquetía 26.1 23.5-29.6 15.4-35.4 79 64-91 36-100 Maracaibo 27.7 24.4-32.9 18.0-38.9 75 52-90 15-100 Maracay 24.6 19.4-31.3 10.8-37.1 74 44-96 4-100 Maturín 25.9 22.4-31.7 14.9-37.1 82 52-97 13-100 Mene Grande 27.3 23.8-32.4 17.2-38.2 79 57-95 29-100 Mérida 18.9 15.1-24.4 9.2-31.6 80 53-97 3-100 Porlamar 26.7 24.1-30.8 19.3-33.9 85 60-97 29-100 Puerto Ayacucho 26.8 23.0-32.8 17.2-39.6 78 48-95 10-100 Puerto Cabello 26.5 23.9-25.5 16.2-35.9 84 71-92 24-100 San Fernando de Apure 27.0 23.2-32.4 17.2-39.0 77 53-93 11-100 Santa. Elena de Uairén 21.4 16.5-28.1 6.3-36.0 83 50-99 1-100 San Antonio del Táchira 26.0 21.9-31.4 15.0-38.2 71 46-91 4-100 Tumeremo 24.9 21.1-31.4 14.2-38.5 84 52-99 13-100 Fuente: Promedios climatológicos de Venezuela, 1951-1980 (Anon., 1983)                    (c) Prof. Jose A. Barreiro, M.Sc., Ph.D. Dr. J.A. Barreiro & Assocs Caracas, Venezuela   Copying by any means of part or whole text without authorization of the author is prohibited. Disclaimer. The information maintained and referenced here is provided for information purposes "as is" with no warranties of any kind. The author disclaims all liability of any kind arising out of your use of, or misuse of the information contained and referenced here. The author all express warranties included in any materials, and further disclaims, all implied warranties, including warranties of merchantability, fitness for a particular purpose, and non-infringement of proprietary rights. The author shall not be liable for any damages of any kind and  is not responsible for the content, accuracy, or timeliness of information contained in this paper.

• TRANSPORTATION OF PLANTAIN IN REEFER CONTAINERS*

  SOME CONSIDERATIONS FOR THE MARITIME TRANSPORTATION OF VENEZUELAN PLANTAINS IN REFRIGERATED CONTAINERS

  Plantains for exportation are usually grown in Venezuela, South of Lake Maracaibo, in the Santa Barbara and El Vigia zone, in the Merida and Zulia states. Details about growing, harvesting and processing procedures, studied in two plantations in the zone, were presented in other report written in Spanish. Details of the operations done in the exportation of plantains to Miami, including stuffing reefer containers, and cooling rates in the product after stuffing were presented. The reader is referred to this report for further information.

  Usually, the plantains are harvest and packaged the same day of stuffing, and the reefer container delivered to the port (usually Puerto Cabello or Maracaibo) in about 24-36 hours. Shipments for Europe or other destinations far away must be considered with care and the supervision of all details must be done in order to guarantee success in transportation.

  Some technical considerations pertaining the transportation of plantains are presented in this report, including: carriage temperature; air exchange rate; respiration rates, ethylene and carbon dioxide levels; physiological condition when harvested; cooling after harvesting; proper packaging; container stuffing and fruit condition when stuffed; and other factors that could hastens ripening. These factors must be kept on mind in order to supply proper preservation to a plantain cargo.

    Plantain reefer recommendations

• PRODUCCIÓN Y TRANSPORTE MARÍTIMO DE PLÁTANO VERDE PARA LA EXPORTACIÓN: ESTUDIO DE UN CASO EN VENEZUELA (In Spanish)*

  PRODUCCIÓN Y TRANSPORTE MARÍTIMO DE PLÁTANO VERDE PARA LA EXPORTACIÓN: ESTUDIO DE UN CASO EN VENEZUELA

  La exportación de plátano verde tiene importancia económica en Venezuela, estando las principales zonas productoras en los estados Zulia (sur del Lago de Maracaibo) y Mérida. La producción es normalmente transportada por avión a mercados ubicados en Norteámerica, sin refrigeración, o por transporte marítimo como carga refrigerada, ya sea en contenedores o buques refrigerados. El transporte marítimo representa claras ventajas económicas especialmente si se pretenden manejar grandes volúmenes, sin embargo, requiere de mayores cuidados y conocimientos más profundos sobre el manejo, procesamiento y conservación de este producto.

  En este informe se recoge una experiencia en la exportación por vía marítima de plátano verde en contenedores refrigerados, la cual es útil para ilustrar los procedimientos de preparación y manejo de este producto cuando es almacenado y transportado a bajas temperaturas.

  El proceso de cultivo y procesamiento del plátano para la exportación fue observado en dos fincas ubicadas en Bancada de Limones y en El Abanico, ambas en el Estado Zulia, Venezuela, entre las poblaciones de Santa Bárbara y El Vigía y descrito en este informe, incluyendo las técnicas de recolección, tratamientos previos, empacado, estiba y manejo de contenedores refrigerados. De igual forma, se presentan procedimientos de inspección de la calidad del cargamento y análisis objetivos de madurez para plátanos.

    Plantain exportation case study

• SOYBEAN MEAL: PREVENTION OF SPONTANEOUS COMBUSTION DURING MARITIME TRANSPORTATION AND STORAGE *

  SOYBEAN MEAL: PREVENTION OF SPONTANEOUS COMBUSTION DURING MARITIME TRANSPORTATION AND STORAGE

  There was an increase in spontaneous combustion problems related with soybeans and soybean meal in Venezuela in recent years. Some considerations are presented in this paper in order to understand the spontaneous combustion problem and prevent its incidence during storage and marine transportation.

  Theoretical considerations pertaining the phenomenon of spontaneous combustion during storage and transportation of agricultural products such as soybeans and soybean meal and pellets are presented, along with the recommendations to reduce combustion risks.

    soybeanmeal spontaneous combustion

• APPLICATION OF RISK ANALYSIS USING THE HACCP CONCEPT TO PREVENT LOSSES AND CLAIMS DURING MARINE TRANSPORTATION OF FROZEN FOODS IN REEFER CONTAINERS *

  APPLICATION OF RISK ANALYSIS USING THE HACCP CONCEPT TO PREVENT LOSSES AND CLAIMS DURING MARINE TRANSPORTATION OF FROZEN FOODS IN REEFER CONTAINERS

  KEYWORDS: Risk analysis. HACCP. Reefer containers. Frozen foods. Claims prevention.

  The HACCP (Hazard Analysis Critical Control Points) concept was developed in the 60’s to guarantee the safety of foods for the astronauts in the U.S. spatial program. Since then it has been applied successfully to food processing and food service activities in order to prevent food-borne infections and intoxications, and today it is standard practice in the food industry. Although the HACCP concept was developed for this purpose, however, it can be successfully applied to other objectives different from the safety of foods from the public health standpoint.

  This paper explains how the HACCP methodology can be applied and adapted to the assessment of hazards and risks involved in the transportation of foods by sea. Its application resulted in the prevention of damages and costly claims during transportation and in a more reliable operation that in terms, provides better profits for the carrier line and satisfied clients operating successfully in their exportation enterprises. This concept has been applied successfully in the last years on behalf of one of the largest marine container carrier operating throughout the world.

  The evaluation system using HACCP consists in a systematic methodology of identification, evaluation and control of hazards, directed to prevent, control or reduce them, in order to avoid losses and claims that could occur during transportation. This methodology was proposed as a solution to a practical problem, frequent in Venezuela and in other tropical areas, related with the reception of reefer containers from shippers of refrigerated and frozen foods intended for marine transportation, not meeting the temperature specifications established.

  The surveys done and the investigations practiced led to the conclusion that in many cases the problem of stuffing warm cargo had its origin in processing malpractices or in the lack of knowledge by some of the shippers of their own processing methods, and sometimes of the techniques used for stuffing and handling reefer containers.

  Although the methodology is applicable to practically all perishable food, including fruits and vegetables, it was applied in this stage mainly to marine products, particularly fish and seafood. A case study of a plant for processing whole frozen shrimp was presented.

    HACCPRiskanalysisreefercargo

• FUMIGATION OF FOODS IN TRANSIT WITH PHOSPHINE- FIRE RISK IN CONTAINERS AND BULK CARGO- STUDY OF CASES *

  FUMIGATION OF FOODS IN TRANSIT WITH PHOSPHINE: FIRE RISK IN CONTAINERS AND BULK CARGO. STUDY OF CASES

  Phosphine (hydrogen phosphide or PH3) have found an extended use for fumigation in transit in containers and holds of vessels, both for packaged and bulk cargo. Commodities that are frequently fumigated in transit include grain, oilseeds, tobacco, beans, cacao, coffee and many agricultural products.

  Phosphine is very toxic to humans as well as for insects and all kind of animal life. Its application must be done by authorized fumigation firms and trained personnel, using adequate equipment and procedures. In Venezuela, fumigation must be accomplished only by firms registered and authorized by the Ministry of Health.

  In this paper technical information for phosphine as fumigant for food products and the precautions to be taken when fumigation in transit is performed in order to prevent fire is presented. Two cases were studied and analyzed, one concerning a fire of black beans in plastic bags stuffed in a dry container and other case involving a fire of a cargo of pollard pellets in bulk, both fumigated in transit.

    Phosphine fumigation: fire risk

• TRANSPORT OF CACAO AND COFFEE IN BAGS: PREVENTION OF CONDENSATION DAMAGE (In Spanish)*

  RECOMENDACIONES PARA LA PREVENCIÓN DE DAÑOS EN EL TRANSPORTE DE CACAO Y CAFÉ EN SACOS EN CONTENEDORES SECOS: PREPARACIÓN, ESTIBA E INSPECCIÓN

  Los daños por condensación en el transporte marítimo son frecuentes en ciertas épocas del año particularmente cuando existen condiciones climáticas frías en el destino y condiciones húmedas y calientes en la carga, como las que prevalecen en la mayor parte de Venezuela. Los riesgos de condensación en el transporte hacia el hemisferio norte se incrementan notablemente entre los meses de diciembre y marzo. Durante el transporte en contenedores en estas circunstancias ocurre el denominado sudor del metal, ya que la humedad en el aire interno del contenedor tiende a condensar sobre las superficies metálicas frías, produciendo goteo y mojado eventual de la carga. Cuando el transporte ocurre en sentido contrario, es decir, de una zona fría a una zona tórrida, ocurre el denominado sudor de la carga, en que la humedad en el aire condensa sobre la superficie fría del producto o de su empaque.

  Desde el punto de vista termodinámico es posible predecir las condiciones de condensación, conociendo las propiedades psicrométricas del aire. Cuando la temperatura de la superficie fría es inferior a la temperatura de rocío del aire (dew point en inglés) ocurre condensación de la humedad en el aire sobre la superficie fría. En la práctica, para que la condensación ocurra en forma significativa en el transporte, es reconocido que se requiere que este diferencial de temperatura sea de al menos 5 °C. El suscrito ha desarrollado un programa de simulación computacional para la predicción de riesgos de condensación en el transporte marítimo en contenedores secos (CONDENSA.BAS), conocidas las condiciones psicrométricas en el origen, travesía y destino y la actividad de agua del producto (no incluido en este informe).

  En este informe se presentan las recomendaciones para la preparación, acondicionamiento, carga y estiba de los contenedores, así como de las características del producto, con el fin de reducir los daños por condensación y de otra índole, reduciendo los riesgos en el transporte marítimo.

  Prevención de daños al café y cacao en contenedores*

  * Área de clientes

  Puede revisar y considerar la adquisición del e-Book:

  Transporte Marítimo de Cacao y Café en Contenedores y Bodegas de Buques

• PREVENCIÓN DE DAÑOS POR CONDENSACIÓN EN EL TRANSPORTE MARÍTIMO (In Spanish)*

  PREVENCIÓN DE DAÑOS POR CONDENSACIÓN EN EL TRANSPORTE MARÍTIMO

  Los daños por condensación durante el transporte marítimo de mercancías son responsables de siniestros, reclamos y pérdidas millonarias cada año. La condensación ocurre tanto en las bodegas de buques de carga general como en contenedores secos para el transporte de mercancías a temperatura ambiente. Algunos productos son particularmente susceptibles a este problema, en particular los alimentos de origen agrícola empacados en sacos o al granel, los productos metálicos (bobinas, cabillas, planchas, etc.) o envasados en envases de metal como latas estañadas. Los daños se pueden traducir en manchado de los empaques, crecimiento de mohos y transferencia de olores, compactación, deterioro químico y microbiológico y corrosión superficial, entre otros.

  Muchos de estos daños son achacados al transportista marítimo. En otros casos pueden ser confundidos con mojaduras por agua de lluvia o problemas inherentes a la carga. En ocasiones el contenido de humedad de la carga sobrepasa los límites críticos y puede potenciar la ocurrencia de condensación sobre ésta.

  En este artículo se analizan los aspectos teóricos del fenómeno de la condensación, incluyendo el uso de la carta psicrométrica y parámetros termodinámicos del aire; los tipos de condensación que tienen lugar durante el transporte marítimo y su identificación; mecanismos de ocurrencia y modos de prevención o minimización de dichos daños; contenido de humedad del producto; su temperatura; estiba y criterios para una ventilación efectiva para prevenir la condensación dependiendo de la estación y rumbo de la travesía tanto en bodegas de buques como en contenedores secos.

   

  Prevención de daños por condensación en el transporte marítimo*

• INSECTOS FRECUENTES EN EL CACAO ALMACENADO/INSECTS IN CACAO PARCELS (In Spanish)*

  INFESTACIÓN EN CACAO ALMACENADO

  Las pérdidas económicas causadas por la infestación de lotes de cacao y otros productos agrícolas suelen ser elevadas y conllevan gastos de manejo, fumigación y limpieza de las habas en el destino. Si bien los insectos pueden producir humidificación y compactación del producto, con el subsecuente crecimiento de mohos y olores mohosos, también pueden consumir parte del alimento induciendo mermas de peso y contaminar el producto con excrementos y partes corporales, que pueden pasar al producto final si no son separadas adecuadamente.

  En este informe se presentan algunas técnicas para prevenir la infestación de lotes de cacao almacenado, así como datos referentes a los insectos que más frecuentemente infestan este producto, incluyendo su nombre común, nombre científico, taxonomía, importancia y tipo de daño que realizan, distribución, ciclo de vida, hábitat, apariencia y morfología con una ilustración del insecto que permite su identificación.

  Insectos frecuentes en el cacao almacenado

• PILFERAGE OF GRAIN CARGOES AT PUERTO CABELLO, VENEZUELA

  PILFERAGE OF GRAIN CARGOES IN PUERTO CABELLO, VENEZUELA

  Cargo pilferage at Puerto Cabello has been notorious in recent years. We have known about large alleged shortages in discharge involving bulk grain cargoes particularly wheat, soybeans and corn. These cases are becoming frequent, particularly if receivers are not present and place security personnel in all the stages of the discharge process. These shortages ranged from 50-100 MT up to very large quantities of 500 MT or more, with great losses to receivers and alleged shortage claims to owners. Receivers that were well prepared and have taken control and security measures have reduced shortages to very small figures of less than 0.3%.

  Recently we were involved in one case in which the receivers alleged a shortage at their factory of about 500 MT. The vessel had carried durum and soft wheat from Canada. The hatch covers and other entrances to the holds were properly sealed and draught surveys were conducted in the loading port and after discharge at Puerto Cabello, to assess the amount of cargo loaded and discharged. During this voyage damaged cargo resulted from seawater entrance through the hatch covers of two holds due to extreme bad weather conditions, resulting damaged about 90-100 MT of wheat that remained in the vessel for disposal elsewhere. This amount was reflected in the measurements done and in the draught surveys performed at Puerto Cabello after discharge. In spite of this, the receiver alleged a shortage of about 500 MT of durum wheat, with a price exceeding $230-270/MT.

  In view of this, various investigations were done in 1998, including visit to shore installations and interviews with stevedores, various receivers and agents. At least six mechanisms for subtracting cargo were detected. The findings were summarized in this paper.

  Pilferage of grain at Puerto Cabello, Venezuela