CARGO CARRYING UNIT (CCU)

Injuries from handling, lifting or carrying are some of the most

common type of accident
CCU NON STANDARD
Completion of ISO Corner Container :
ISO corner fittings are not intended for lifting purpose
ISO Corner Lifting Castings shall be fitted with special design Pad-Eyes.
UNACCEPTABLE DESIGN FOR LIFTING considered NOT SAFE TO LIFT
A mitigation could be to take out the necessary equipment and put it in a basket during lifting.
 POOR PAD EYE DESIGN

The pad eye hole tolerance is to be within :

4% for DNV CN 2.7-1 or 6% for BS EN 12079
Pad eye thickness should be 75 % of shackle jaw width
 LIFTING ACTIVITY – 1

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 LIFTING ACTIVITY – 2

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 LIFTING ACTIVITY – 3

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 LIFTING ACTIVITY ONSHORE

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 LIFTING ACTIVITY OFFSHORE

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 LIFTING ACTIVITY OFFSHORE

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 LIFTING ACTIVITY OFFSHORE

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 LIFTING ACTIVITY OFFSHORE

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 LIFTING ACTIVITY OFFSHORE

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LIFTING ACTIVITY OFFSHORE

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 CONTENTS:
1. GENERAL

2. REFERENCE

3. DESIGN AND CONSTRUCTION

4. INSPECTION

4.1. Primary load bearing structure

4.2. Secondary structure

4.3. Forklift pockets

4.4. Doors

4.5. Markings

4.6. Pad eyes

4.7. Slings and Shackles

4.8. Data plate

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 CONTENTS:

5. CERTIFICATION

6. NDT

7. TESTING

8. INSPECTION AND TESTING PERIODS

9. STUDY CASE

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 1. GENERAL – 1

It has been identified that the number and various types of cargo baskets in use is
causing concern during lifting, handling operations and stowage. These factors have
contributed to a number of accidents and incidents in recent years. Industry formed a
workgroup to look at what measures needed to be put in place to standardize the
design of new baskets (and in time existing baskets) such that new builds are similar in
terms of design and dimension. Crucial areas are the standardization of dimensions and
stacking method. The use of cargo baskets on and offshore is also an area of great
concern and the safe stowage of components in cargo baskets require those who are
involved to be aware of the risks. A risk assessment of the activities shall be conducted
to assess and establish a safe system of work. This shall take into account the need for
pre-planning during the loading and stowage and include any necessary evaluation of
the manual and mechanical handling risk and access/egress to the basket. The
personnel involved shall be competent in stowage of components into cargo baskets
including sufficient knowledge, experience and training in the use of cranes, forklift
trucks, manual handling and banksman slinger where appropriate, commensurate with
their responsibilities.

The objective of this presentation is to provide criteria for the standardization of Cargo
Carrying Units (CCU) as per reference BS EN 12079 and highlights good practice in their
handling.

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 1. GENERAL – 2

1.1. SCOPE

This scope is BS EN 12079 specifies requirements for the design, manufacture and marking of
offshore freight and service containers with maximum gross mass not exceeding 25000 kg, intended
for repeated use to, from and between offshore installations and ships. For the avoidance of any
misunderstanding, this scope refers only to the design and handling of Cargo Carrying Units (CCU). In
striving to continually improve safety, this Step Change guidance makes recommendations that are in
addition to the requirements of EN12079. It is recommended that all baskets (new basket and
existing) shall complying with these requirement .

1.2. DEFINITIONS

1.2.1. Offshore Container portable unit for repeated use in the transport of goods or
equipment handled in open seas to, from and between fixed and/or floating
installations and ships. Offshore containers are subdivided into 3 categories:

1.2.2 .1. Offshore Freight Container (offshore container built for the transport of goods)

1.2.2.2. Offshore Service Container (offshore container built and equipped for a special
service task, usually as a temporary installation e.g. laboratories, workshops,
stores, power plants, control stations)

1.2.2.3. Offshore Waste Skip (open or closed offshore container used for the storage and
removal of waste)

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 2. REFERENCE

CODE S (BS Standards) :

BS 12079-1:2006 Offshore containers and associated lifting sets –
Part 1 : Offshore containers – Design, manufacture and marking
BS 12079-2:2006 Offshore containers and associated lifting sets –
Part 2 : Lifting sets – Design, manufacture and marking
BS 12079-3:2006 Offshore containers and associated lifting sets –
Part 3 : Periodic inspection, examination and testing

PROFESSIONAL Documents:
NSL (North Sea Lifting Handbook)
UKOOA (UK Offshore Operators Association)

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 3. DESIGN AND CONSTRUCTION (BS EN 12079) – 1

3.1. SYMBOLS

R rating i.e. the maximum gross mass of the container including permanent
equipment and its cargo, in kg; but excluding the lifting set;

T tare mass i.e. the mass of an empty container including any permanent
equipment but excluding cargo and lifting set, in kg;

P payload i.e. the maximum permissible mass of cargo which may be safely
transported by the container, in kg;

S mass of the lifting set in kg

NOTE 1 P = R - T

NOTE 2 R, T and P are, by definition in units of mass, kilograms (kg). Where

design requirements are based on the gravitational forces derived from these
values, those forces are indicated thus: Rg, Tg and Pg the units of which are in
newtons or multiples thereof.

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 3. DESIGN AND CONSTRUCTION (BS EN 12079) – 2

3.2. AS PER REFERENCE BS EN 12079 as follows :

5.1 General

5.1.1 An offshore container shall have sufficient strength to allow loading and
unloading from supply vessels offshore operating in a sea state with significant
wave heights of 6 m and to withstand impact from heavy seas.

NOTE Local impacts, e.g. from hitting other deck cargo or rigid parts of the ship
structure, may cause extreme loads in such conditions.

5.1.2 To prevent the containers from overturning (tipping) on a moving deck, they
shall be designed to withstand tilting at 30degree in any direction, without
overturning when loaded at its maximum gross mass, with the centre of gravity
considered to be at the half height of the container. For dedicated purpose
containers (e.g. bottle racks and tank containers) the actual centre of gravity shall
be used.

5.1.3 Protruding parts on the outside of the offshore container that may catch
other containers or structures shall be avoided. Protruding parts (doors handles,
hatch cleats, etc.) shall be so placed or so protected that they do not catch the
lifting set.

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 3. DESIGN AND CONSTRUCTION (BS EN 12079) – 3

5.1.4 Where containers are designed for stacking, and the lifting set hangs over the side of the top
frame they shall be fitted with a method of protection for those exposed parts, e.g. corners raised
to sufficient height above the frame and roof to prevent unintentional contact, with and damage to,
the lifting set.

5.1.5 Containers shall be designed as structural frames (primary structure), with non-load bearing
cladding where necessary (secondary structure). Only the primary structure shall be considered in
the design calculations; however, on certain types of containers, e.g. waste skips with trapezium
shaped sides, with only a non-stressed cover above the bracing where the pad eyes are attached,
the whole structure may be considered as a primary structure, and the design calculations may
treat such a container as a monocoque construction.

5.1.6 TD shall not be higher than the (statistically) lowest daily mean temperature for the area
where the offshore container is to operate and in no case shall be higher than -20°C.

NOTE 1 For containers with exposed aluminum, the danger of sparks caused by the impact of
aluminum against corroded steel (the thermite reaction) should be taken into account.

NOTE 2 When preparing the specification for a service container, it is advised that the rating is
chosen higher than the estimated fitted out mass, i.e. to specify a certain payload even if the
container is not intended to carry cargo. This will allow for changes in the amount and mass of
equipment fitted in a container during its operational life, and it may also be useful to be able to
carry a certain amount of non-permanent equipment.

NOTE 3 For containers with special features, additional design requirements may apply. See
informative Annex for guidance.

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 4. INSPECTION – 1

The requirements of this standard mirrors that of the previous, but to a greater
degree, detailing that the competent person shall carry out a thorough visual
inspection of the exterior, interior and the lifting accessories of the CCU to ensure
that it is fit for its intended use. The inspection should be carried out in adequate
lifting and include a suitable means of lifting and supporting the CCU, to allow the
competent person to inspect the under – side.

4.1. PRIMARY LOAD BEARING STRUCTURE

The primary structure can be described as the main structure members,

which transfer the cargo load to the crane hook, for example forming the
load path from the payload to the lifting sling. This shall include but not
limited to :
• Top and bottom side rails
• Top and bottom end rails
• Corner posts
• Pad eyes

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 4. INSPECTION – 2
The design force on the primary structure shall be calculated as 2.5 x maximum
gross weight. This structure shall be visually inspected for corrosion, mechanical
damage and excessive deformation. Primary structural members shall be welded
with full penetration welds and shall be visually inspected to ensure freedom from
visible defects.

4.2. SECONDARY STRUCTURE

The secondary structure can be describe as parts, which are not considered as
load bearing. This shall include but not limited to :
• Doors, walls and roof panels
• Panel stiffeners and corrugations
• Structural components used for tank protection only
• Internal securing points
The structure shall be visually inspected for corrosion, mechanical damage or
excessive deformation. Intermittent fillet welding of the secondary structure is
acceptable, however care shall be taken to avoid corrosion. The floor shall be
visually inspected to check that it is not excessive deformed and that it shows no
signs of distress or overload. Drainage facilities, where fitted, shall be inspected
and clear of debris. CCU’s for general cargo shall be fitted with internal securing
points. Each shall be design to withstand a force of at least 10 kN, with a minimum
of 12, hinged type, being recommended/preferred. CCU roofs, including those
constructed from chequer plate, shall be coated with a permanent non-slip medium.

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 4. INSPECTION – 3

4.3. FORKLIFT POCKETS

When fitted, forklift pockets shall be installed in the base structure and shall
have a closed top. The minimum internal dimension of the forklift pockets shall
be 200 mm x 90 mm. The shall be visually inspected for corrosion, mechanical
damage and excessive deformation.

4.3. DOORS

Doors, frames, seals, hinges and locks shall be visually inspected and checked
to ensure that they operate satisfactory without undue force being required.
Locking devices shall secure against opening during transportation and lifting,
locking directly to the top and bottom frame. Locking arrangements and hinges
shall be protected against damage from impact.

4.4. MARKINGS

The top of closed CCU’s and the top rails of open and framed CCU’s shall be
marked with a band of solid contrasting color not less than 100 mm wide round
the roof perimeter. If the roof of the CCU is recessed below the top perimeter
rail, at least the top surface of the top rail shall be marked.

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 4. INSPECTION – 4

When a CCU is fitted with forklift pockets, designed for handling the CCU only
when empty, then the words “ Empty lift only” shall be clearly displayed near
each set of fork pockets in characters not less than 50 mm high.

Each CCU shall have the fabricator’s serial number welded on in characters at
least 50 mm high. In addition, each CCU shall be marked with a unique CCU
number, issued by the owner.

The CCU number shall be prominently and indelibly displayed on all sides of
the CCU in characters of a contrasting colour, not less than 75 mm high.

Note : For open sided CCU’s, panels may be used to carry the identification.

If a CCU has a roof, the CCU number shall be displayed on the roof, in
characters no less than 300 mm high.

Note : Where character size is restricted by the available space they should be
as large as practicable. The marking shall be carried out in such a way as to
avoid incorrect interpretation.

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 4. INSPECTION – 5

Each CCU shall be clearly marked with :

• Relevant electrical hazard classification and zone marking
• Relevant dangerous goods indicator
• Maximum gross weight (in kg)
• Tare weight (in kg)
• Payload (in kg)

Note : Gross, tare and payload shall be displayed in characters of a contrasting

color not less than 50 mm high.

A matt black panel of appropriate size may be provided, on a door, for the
application of temporary information. If the CCU is fitted with an intermediated
deck its payload shall be displayed on the inside of the CCU in a position
where it is clearly visible at all times, in characters of the contrasting colour
note less than 50 mm high.

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 4. INSPECTION – 6

4.6. PAD EYES

All pad eyes and lashing points shall be visually inspected for distortion,
mechanical damage, excessive wear or over load. In order to prevent lateral
bending moments on pad eyes, the shall be aligned with the sling to the line of
lift, with maximum manufacturing tolerances of + 2.5 degrees. Any differences
in the diagonal measurements between lifting point centres shall not exceed
0.2 % of the length of the diagonal or 5 mm, whichever is the greater.

Pad eyes shall be designed for total vertical force of 3 x the maximum gross
weight. The diameter of holes in pad eyes shall match shackle used, clearance
between shackle pin and pad hole shall not exceed 6% of the nominal shackle
pin diameter. The tolerance between pad eyes thickness and the inside with of
shackle shall not exceed 25%.

Pad eyes shall be so designed as to permit free movement of the shackle and
sling termination without fouling the pad eye. Pad eyes shall not protrude
outside the boundaries of the CCU or the than vertically upward, and shall as
far as possible be design to avoid damage from other CCU’s and be positioned
on the CCU the eliminate the risk of slings fouling during normal use.

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 4. INSPECTION – 7

It is recommended the pad eyes are slotted into the primary structure and welded to
the frame with full penetration welds.

Note : Where ISO-corners are mounted in conjunction with pad eyes, the corner
fittings are not intended for lifting slings offshore.
Note : Lifting offshore with shackles fitted to the corner fittings is not acceptable.

4.7. WIRE ROPE SLINGS AND SHACKLES

a. WIRE ROPE SLINGS

The inspection shall be carried out in location providing adequate lighting and
facilities necessary to allow it to be carried out safely and effectively. Inspection
each individual leg of the sling long its entire leg and check for :
• Wear
• Corrosion
• Abrasion
• Mechanical damage
• Broken wires
• Internal Deterioration

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 4. INSPECTION – 8

Internal deterioration should be checked for by using two specially designed

clamps to open up the rope to expose the wire / fiber core. The rope diameter
should be measured for any reduction from its original size that could indicated
wear on the outer wires, partial collapse of the core or stretch due to over load.

Inspect its ferrule for excessive damage and ensure the correct size of ferrule
has been fitted. Check that the end of the loop does not terminate inside the
ferrule (i.e. the rope end should be flush to slightly protruding but no more than
1/3rd of the diameters) unless the ferrule is of the longer tapered design, which
has an internal step. Inspect each thimble and check for correct fitting,
snagging damage and elongation. (Stretched thimbles/ eyes could indicate
possible over load). Inspect wire rope around thimbles as it is often abraded
due to the sling being dragged over rough surfaces. If fitted, inspect master
link/quad assembly and check for wear, corrosion and cracking.

Multi leg sling assemblies should be rated at 1.3 times the specified MGW of
the CCU to which it is to be fitted ( Factor of safety should be 6.5 : 1). Sling
legs should be constructed from wire rope of at least 13 mm diameters. Master
links, if fitted, should have minimum internal dimension of 270mm x 140 mm.

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 4. INSPECTION – 9

Wire rope slings shall meets requirement of EN 13414-1, shall be 6 stranded

and of one of the types listed, 6 x 19 or 6 x 36. Wire rope grade 1770 or 1960
shall be used. The working load limit shall be calculated on the basis of the
actual rope grade used. The lifting set shall be of sufficient length to allow easy
handling by operators. The top link or master link shall be able to reach down
to a height no more than 1.3 m above the CCU base when the sling hung over
the long side of the CCU. Slings conforming to this standard shall be supplied
with certificate containing the following, as minimum :
• Manufactures name, mark and contact location
• Date of issue for the certificate (year, month and day)
• Sling certificate number
• Description of the sling, including unique identification number or mark
• Reference to each single component unique identification mark (if new
components are installed before recertification reference to previous
certificate number and the new components unique identification mark).
• Nominal size and length of the sling
• Working Load Limit (WLL) together with the appropriate angle to the vertical
for multi leg slings and the method of rating .
• Dead of sling manufacture or recertification

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 4. INSPECTION – 10

• A statement that the sling described has been designed, manufactured and
tested in accordance with this Europe standards.
• Manufacturers authorize signature.
• For wire rope slings, the grade of terminal fittings and the rope together with a
statement that the sling conforms to EN 13414-1.
• For change slings, the grade mark 8 and statement confirming that the slings
conforms to EN 818-4 and providing cross references to the results of any
final testing of mechanical properties after heat treatment.

Slings shall be marked with an identification tag permanently attached to the

top assembly of the sling. The tag shall be made of metal with markings
permanently embossed or stamped. The tag shall be 8-sided for chain sling
and around for wire rope slings.

The marking on tags for chain and wire rope sling shall included :
• Number of this standard
• Unique identification number of the sling
• Number of legs
• Diameter of chain or wire rope used, including the top leg where fitted.

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 4. INSPECTION – 11

• Working Load Limit (WLL) in tonnes

• Maximum angle of the sling legs from the vertical.
• Weight of the lifting set in the kg

If satisfactory after inspection / test a report shall be issued to the owner, containing
the following information ( as a minimum) :
• Sling and shackle identification numbers
• Owners name
• Certificate number
• Statement that the lifting equipment described was thoroughly inspected or
tested
• Proof load applied if applicable
• Is safe to operate and that the particulars are correct.
• Details of any NDT carried out
• Confirmation that the sling identification tag was marked
• Date of inspection
• Name of organization
• Name and signature of the person who carried out inspection or test.

Note : The CCU certificate may also content the inspection report for the lifting set.

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 4. INSPECTION – 12

On satisfactory completion of the inspection / test the sling identification tag

shall be permanently marked with :
• Date (year, month and day) of the inspection / test.
• Unique identification mark and when applicable.
• T : Indicating load test; non-destructive examination, and visual inspection.
• V : Indicating Visual Inspection only
• VN : Indicating NDT and Visual Inspection

Slings shall be rated for their intended angle of use. The sling shall not be
rated for an angle of the sling leg to vertical in excess of 45 degree. If the lifting
set is damaged it shall not be used until it is repaired or replaced, and
inspected. Repairs shall be carried out in accordance with requirements of EN
12079-2. The owner shall retain the current certification for each lifting set and
maintain adequate records to ensure traceability. It is recommended that the
master link to be attached to the crane hook shall have these minimum
dimensions 270 mm x 140 mm, internally.

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 4. INSPECTION – 13

b. SHACKLES
Shackles shall be of a bolt type pin fitted with a split/cotter pin. Shackles fitted
to a sling, without being assembly ( mechanically) secured, i.e. captive, shall be
marked with a unique identification. This marking should be applied using ‘ low
stress’ stamps, the height of which should be a minimum of 5 mm, and
positioned away from areas of highest tensile stress i.e. applied to the straight
section of the body.

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 4. INSPECTION – 14
Determination of Working Load Limit (WLL min) of the lifting set

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 4. INSPECTION – 15

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 4. INSPECTION – 16

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 4. INSPECTION – 17

To allow for the dynamic amplification (shock loading) that will be experienced in
offshore lifting in adverse weather and sea states, the working load limit of the lifting
sets for offshore CCU’s shall be determined using the tables above.

Except for CCU’s with maximum gross weights below 2000 kg, the CCU maximum
gross weight shall be multiplied by the enhancement factor to give the minimum WLL
of the lifting set. The minimum working load limit from the tables above shall be used
for determining the nominal size of the lifting set.

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 4. INSPECTION – 18

4.8. DATA PLATE

Data plate shall be made of corrosion resistance material and securely

attached in a manner to avoid unauthorized or accidental removal. The plate
should be fitted to the door, or on CCU’s with no doors, in a prominent position.
Aluminum rivets should not be used. Information shall be permanently and
legibly marked on the plates in characters of not less than 4 mm high. The
plate shall be headed

“ OFFSHORE CONTAINER INSPECTION PLATE – EN 12079 -3 : 2006”

The data / inspection plate shall contain the following information :

• Owner ‘s CCU number
• Owner’s name
• Fabricator’s serial number
• Moth and year of manufacture
• Maximum gross weight in kilograms excluding lifting set
• Tare weight in kilograms
• Payload in kilogram and intermediate deck payload (if applicable)

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 4. INSPECTION – 19

• Certificate of conformity number

• Design temperature
• Identification of body issuing the certificate of conformity
• Date (year, month and day) of the last inspection and test
• Unique identification mark of the competent person
• T indicating proof load test, non – destructive examination, and visual
inspection : or
• VN indicating non – destructive examination and visual inspection; or
• V indicating visual inspection only

Note : the data plate may be combined with the inspection plate.

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 4. INSPECTION – 20

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 4. INSPECTION – 21

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 5. CERTIFICATION – 1

A certificate of examination / inspection / test shall show the following minimum

information :
• CCU identification (including owner’s CCU member)
• Name of owner
• Report number
• Statement that the CCU is suitable for service
• Total gross weight in kg
• Payload weight in kg
• Tare weight in kg
• Details of tests carried out
• Statement that the CCU described was inspected and that the particulars are
correct
• Reference, where appropriate, to any report issued to the owner arising from
the process
• Confirmation that the inspection plate was marked
• Name of company and name of the person carrying out the inspection
• Signature of the person who carried out the inspection
• Comments on any limits to the scope of inspection.

Detail of the examination of the lifting set may also be given on the inspection
report for the CCU

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 6. NDT (NON- DESTRUCTIVE TEST)

The NDT of welds on pad eyes and adjoining structures shall be carried out in
accordance with the schedule of examination an tests.

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 7. TESTING – 1

7.1. TEST – 1
The CCU shall be loaded to a total weight of 2.5 x the maximum gross weight
and lifted using all the pad eyes. This total weight can be achieved by putting in
a test weight equal to 2.5 x the maximum gross weight minus the tare weight. If
it is not possible to evenly distribute the test weight inside the CCU, a quantity
of the test load may be placed outside or under the CCU, provided that this
duplicates loading on the structure similar to the distribution during normal
operating conditions. If the CCU has an additional cargo deck, the test load
shall be evenly divided between the floor and the additional deck.

The CCU shall be lifted by a lifting set with an angle to the vertical equal to the
design angle and shall be held, clear of the ground for 5 minutes before
measurements are taken. No deflection during testing shall be greater than
1/300 of the span of the member.

The CCU shall show no permanent deformation or other damage after testing.
If the lifting set, normally fitted to the U, is be used for the lifting test, care
should be taken to ensure that no overloading, deformation or distortion is
induced and shall be visually inspected after the load test by a competent
person.

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 7. TESTING – 2

7.2. TEST – 2
CCU’s fitted with four pad eyes shall also be lifted from two pad eyes, situated
diagonally opposite to each other, with a total weight of 1.5 x the maximum
gross weight. The CCU shall show no permanent deformation or other damage
after testing.

7.3. TEST – 3

The CCU, with its test weight corresponding to the SWL / payload, shall be
either dropped or lowered on to a workshop floor of concrete or other rigid
structure. The test load MUST be safely secured to ensure the load remains
within the CCU during the drop test. The floor may be covered with a sheathing
of wooden planks with a thickness not exceeding 50 mm. The CCU shall be
inclined that each of the bottom side and end rails connected to the lowest
corner forms an angle of not less than 5 degree with the floor. However, the
greatest height difference between the highest and lowest point of the
underside of the CCU corners need not be more than 400 mm.

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 7. TESTING – 3
The CCU shall be suspended from a quick release hook. When released, the CCU shall drop
freely for at least 50 mm to give it a speed at initial impact of at least 1 m/s.

ALTERNATIVELY
The CCU shall be lowered to the floor at a constant speed of not less than 1.5 m/s. If the CCU
is lowered from a crane, the suspending wire and hook may dampen the impact compared to
a free-fall drop test. Therefore the impact speed should be greater if a lowering test is used.
The impacting corner shall be the one expected to have the lowest rigidity. On closed dry
cargo CCU’s this will normally be at the door end. No significant permanent damage shall
occur. Cracks in welds and minor deformations may be repaired.

7.4. OPTIONAL TEST – 4

Open top CCU’s with an overall length of 6.5 m or more, with fork pockets designed for
loaded lifting, shall be loaded to total uniformly distribute test load of 1.6 x the maximum gross
weight plus the weight of the sling, and lifted clear of the ground using the fork pockets. No
deflection during this test shall be greater than 1/300 of the span of the member. The CCU
shall show no permanent deformation or other damage after testing. On completion of these
test, a NDT inspection and visual inspection of the pad eyes and required structural areas
shall be carried out. The test load shall verified using calibrated weights or a calibrated load
cell and handset. If a load cell and handset is used it shall be calibrated annually, in
accordance with EN ISO 7500-1, to an accuracy of + 2%. Where used, test weights shall be
calibrated as minimum, every two-years in accordance with acceptable international or
national standards. The measured weight, in kilograms, of each test weight shall be legibly
and durably marked on.

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 8. INSPECTION AND TESTING PERIODS – 1

CCU’s and lifting sets shall be periodically inspected, examined and if

necessary tested in accordance with the schedule listed below. When the

schedule includes a lifting test, the non-destructive examination and visual

inspection shall both be carried out after the lifting. Please find below table of

inspection and testing period.

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 8. INSPECTION AND TESTING PERIODS – 2

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 8. INSPECTION AND TESTING PERIODS – 3

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 9. STUDY CASE – 1

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 CONSTRUCTION OF CCU
Floor Panel Top Side Rails

PRIMARY STRUCTURE Pad Eyes

Top End Rails

Bottom Side
Corner Post Rails

Fork Pocket
Bottom End
Rails

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 CONSTRUCTION OF CCU
Secondary Structure Tie-down point
Roof Panel

Wall Panel

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 PADEYES

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 MARKING & FORK POCKET

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 THANK YOU

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 Safety Markings Around Top Perimeter.

58 - Reference, date, place

 Material notification for Aluminium.

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 ID Markings Shown On All Sides.

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 PANELS FITTED TO SHOW ID & INFO MARKINGS.

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 Shelf information.
Plate with info markings.

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 TI COLOUR CODES.

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 Post Inspection colour codes shown on padeyes, slings and
shackles.

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 NON STANDARD SHACKLE & PADEYES

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 PADEYES NOT FACING CENTRE OF LIFT.

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 PROTRUDING PART

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 LIFTING POINTS BELOW CENTER OF GRAVITY (COG)

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 PICTURE GAS BOTTLE RACK:

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 PICTURE GAS BOTTLE RACK:

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 LESSON LEARNING
• No MGW, No Tare Weight, No Payload It SHALL NOT be accepted

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 PICTURE 1.

Note – 2 colour codes on the shackle, has the shackle been

removed for inspection, the previous colour code paint
certainly has not

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 PICTURE 2.

As with previous slide, it appears that the previous colour

coding has not been removed to allow inspection prior to
applying the new colour code.

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 PICTURE 3 + 4.

There are a number of baskets where some of the padeyes have been colour
coded blue, but which still have handling padeyes colour coded green

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 THANK YOU

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