2 Responsibilities along the chain of custody
2.1 Cross-cutting responsibilities
2.1.1 There are responsibilities and principles that apply throughout the life cycle
of a shipment of goods. The emphasis is on the relationships among parties upon
changes in the custody or possession of the CTU. That emphasis does not reduce and
should not obscure the fundamental responsibility of the shipper for the safe and
secure stuffing and sealing of the CTU. Each party in possession of the CTU has
security responsibilities while cargo is entrusted to them, whether at rest at a
terminal or while moving between terminals.
2.1.2 Those responsibilities include:
- protecting the physical goods from tampering, theft, and damage;
-
preventing illegal entry to guard against carriage of illicit goods and
migrants;
-
providing appropriate information to government authorities in a timely and
accurate manner for security screening purposesfootnote; and
-
protecting the information related to the goods from tampering and
unauthorized access. This responsibility applies equally to times before,
during and after having custody of the goods.
2.1.3 Seals are an integral part of the chain of custody. The proper grade and
application of the seal is addressed below. Where fitted, seals should be inspected
by the receiving party at each change of custody for a packed CTU.
2.1.4 Inspecting a seal requires visual check for signs of tampering, comparison of
the seal's identification number with the cargo documentation, and noting the
inspection in the appropriate documentation. If the seal is missing, or shows signs
of tampering, or shows a different identification number than the cargo
documentation, then a number of actions are necessary:
2.1.4.1 The consignee should bring the discrepancy to the attention of the carrier
and the shipper. The consignee should also note the discrepancy on the cargo
documentation and notify Customs or law enforcement agencies, in accordance with
national legislation. Where no such notification requirements exist, the consignee
should refuse custody of the CTU pending communication with the carrier until such
discrepancies can be resolved.
2.1.4.2 Seals may be changed on a CTU for legitimate reasons. Examples include
inspections by: an exporting Customs administration to verify compliance with export
regulations; by a carrier to ensure safe blocking and bracing of the shipment; by an
importing Customs administration to confirm cargo declarations; and by law
enforcement officials concerned with other regulatory or criminal issues.
2.1.4.3 If public or private personnel duly authorized remove a seal to inspect the
shipment, they should install a replacement that is of the same or higher seal
classification as defined in the standard ISO 17712 as the removed seal, and note
the particulars of the action, including the new seal number, on the cargo
documentation.
2.2 Packing facility
2.2.1 The shipper is responsible for packing and securing the cargo within the CTU,
for the accurate and complete description of the cargo and for verifying the mass of
the packed CTU. Where required, the shipper is also responsible for affixing the
cargo seal immediately upon the conclusion of the packing process, and for preparing
documentation for the shipment, including the seal number.
2.2.2 Where required for international transport, the seal should be compliant with
the definition of high-security mechanical seals in the standard ISO 17712. The seal
should be applied to the CTU in a manner that avoids the vulnerability of the CTU
door handle seal location to surreptitious tampering. Among the acceptable ways to
do this are alternative seal locations that prevent swivelling of an outer door
locking cam or the use of equivalent tamper evident measures, such as cable seals
across the door locking bars.
2.2.3 The land transport operator picks up the CTU. The transport operator receives
the documentation, inspects the seal and notes the condition on the documentation,
and departs with the CTU.
2.3 Intermediate terminal
If the CTU movement is via an intermediate terminal, then the land transport operator
transfers custody of the CTU to the terminal operator. The terminal operator
receives the documentation and should inspect the seal and note its condition on the
documentation. The terminal operator may send an electronic notification of receipt
(status report) to other private parties to the shipment. The terminal operator
prepares or stages the CTU for its next movement, which could be by road, rail or
barge. Similar verification and documentation processes take place upon pickup or
departure of the CTU from the intermediate terminal. It is rare that public sector
agencies are involved in or informed about intermodal transfers at intermediate
terminals.
2.4 Marine terminal
2.4.1 Upon arrival at the loading ocean terminal, the land transport operator
transfers custody of the CTU to the terminal operator. The terminal operator
receives the documentation and may send an electronic notification of receipt
(status report) to other private parties to the shipment. The terminal operator
prepares or stages the CTU for loading upon the ocean vessel.
2.4.2 The carrier or the marine terminal as agent for the carrier should inspect the
condition of the seal, and note it accordingly; this may be done at the ocean
terminal gate or after entry to the terminal but before the CTU is loaded on the
ship. Public agencies in the exporting nation review export documentation and
undertake necessary export control and provide safety certifications. The Customs
administrations that require advance information receive that information, review
it, and either approve the CTU for loading (explicitly or tacitly) or issue "do not
load" messages for CTUs that cannot be loaded pending further screening, including
possible inspection.
2.4.3 For those countries that have export declaration and screening requirements,
the carrier should require from the shipper documentation that the shipper has
complied with the relevant requirements before loading the cargo for export (the
shipper is, however, responsible for compliance with all prevailing documentation
and other pertinent export requirements). Where applicable, the ocean carrier should
file its manifest information to those importing Customs agencies that require such
information. Shipments for which "do-not-load" messages have been issued should not
be loaded on board the vessel pending further screening.
2.5 Transhipment terminal
The transhipment terminal operator should inspect the seal between the off–loading
and reloading of the CTUs. This requirement may be waived for transhipment terminals
which have security plans that conform to the International Ship and Port Facility
Security Code (ISPS Code).
2.6 Off-loading marine terminal
2.6.1 The consignee usually arranges for a Customs broker to facilitate clearance of
the shipment in the off-loading ocean terminal. Generally, this requires that the
cargo owner provide documentation to the broker in advance of arrival.
2.6.2 The ocean carrier may provide advance electronic cargo manifest information to
the terminal operator and to the importing Customs administration as required.
Customs may select CTUs for different levels of inspection immediately upon
off-loading or later. Customs may inspect the condition of the seal and related
documentation in addition to the cargo itself. If the CTU is to travel under Customs
control to another location for clearance, then Customs at the off-loading terminal
should affix a Customs seal to the CTU and note the documentation accordingly.
2.6.3 The consignee or Customs broker pays any duties and taxes due to Customs and
arranges the Customs release of the shipment. Upon pickup for departure from the
ocean terminal, the land transport operator inspects and notes the condition of the
seal, and receives documentation from the terminal operator.
2.7 Intermediate terminal
The processes in intermediate terminals in the importing country are analogous to
those in intermediate terminals in exporting countries.
2.8 Unpacking facility
2.8.1 Upon receipt of the CTU, the consignee inspects the seal and notes any
discrepancy on the documentation. The consignee unpacks the CTU and verifies the
count and condition of the cargo against the documentation.
2.8.2 If there is a shortage, damage, or an overage discrepancy, it is noted for
claims or insurance purposes, and the shipment and its documentation are subject to
audit and review. If there is an anomaly related to narcotics, contraband, stowaways
or suspicious materials, the consignee Customs or another law enforcement agency
should be informed.
3 Seal types
3.1 Mechanical sealsfootnote
3.1.1 Introduction
3.1.1.1 The choice of seal for a specific requirement will depend on many factors. It
should be selected after full consideration of the user's performance requirements.
The first decision is the appropriate seal classification (indicative, security or
high security), followed by a decision on a particular type, make and model.footnote The seal purchaser should require from the seal vendor
a certification of the seal's classification in accordance with the standard ISO
17712.
3.1.1.2 In general terms, a low strength indicative seal should be used where only
indication of entry is desired. Where a physical barrier is a definitive requirement
either a security or high-security seal should be used.
3.1.1.3 All seals should be easy to fit correctly on the item to be sealed and once
in situ be easy to check for positive engagement of the locking mechanism(s).
Correct handling and fitting of seals is at least equal if not greater in importance
than selection of the correct seal. A poorly chosen but correctly fitted seal may
provide security; however, a well\chosen but incorrectly fitted seal will provide no
security.
3.1.1.4 Security and high-security seals should be sufficiently durable, strong and
reliable so as to prevent accidental breakage and early deterioration (due to
weather conditions, chemical action, vibration, shock, etc.) in normal use.
3.1.2 Marking
3.1.2.1 Seals should be identified by unique marks (such as a logotype) and unique
numbers that are readily legible; markings intended for unique identification of the
seal should be considered permanent. All seals should be uniquely numbered and
identified. The name or logo of the manufacturer or private label holder should be
evident on every seal.
3.1.2.2 Seals meeting the relevant criteria should be marked or stamped in a readily
legible way to identify their classification as indicative ("I"), security ("S"), or
high-security ("H") seals. Any modification of markings should require obvious
irreversible physical, chemical, heat or other damage to or destruction of the
seal.
3.1.3 Identification marks
3.1.3.1 Regulatory authorities and private customers may require identifiers that go
beyond the requirements of the International Standard, such as in the following
cases:
- seals intended for use on CTUs moving under customs laws should be approved or
accepted and individually marked as determined by the relevant customs
organization or competent authority;
-
if the seal is to be purchased and used by customs, the seal or fastening, as
appropriate, should be marked to show that it is a customs seal by
application of unique words or markings designated by the Customs
organization in question and a unique identification number;
-
if the seal is to be used by private industry (i.e. a shipper, manufacturer
or carrier), it should be clearly and legibly marked and uniquely numbered
and identified. It may also be marked with a company name or logo.
3.1.4 Evidence of tampering
Seals may be designed and constructed so that tamper attempts create and leave
evidence of that tampering. More specifically, seals may be designed and
manufactured to prevent removal or undoing the seal without breaking, or tampering
without leaving clear visible evidence, or undetectable reapplication of seals
designed for single use. This is a requirement for high-security seals in the
standard ISO 17712.
3.1.5 Testing for seal classification
3.1.5.1 There are four physical test procedures, tensile, shear, bending, and impact.
The impact procedure is performed twice at different temperatures.
3.1.5.2 The lowest classification for any sample on any test should define the
classification for the seal being evaluated. To achieve a given classification, all
samples should meet the requirements for that classification in all five tests.footnote
Seal Classification
|
High Security
|
Security
|
Indicative
|
Test
|
Test Criteria
|
|
Units
|
'H'
|
'S'
|
'I'
|
Tensile
|
Load to failure
|
|
kN
|
10.00
|
2.27
|
<2.27
|
Shear
|
Load to failure
|
|
kN
|
3.336
|
2.224
|
<2.224
|
Bending
|
Cycles to failure
|
Flexible Seals
|
|
501
|
251
|
<251
|
|
Bending moment to failure
|
Rigid Seals
|
Nm
|
50
|
22
|
<22
|
Impact
|
Impact load
|
Low Temperature
|
J
|
40.68
|
27.12
|
<27.12
|
|
Impact load
|
High Temperature
|
J
|
40.68
|
27.12
|
<27.12
|
|
Drop height
|
Dead blow mass
|
m
|
1.034
|
0.691
|
0.346
|
3.1.6 Types of mechanical seal
The diagram below show examples of the types of seals, however, it does not provide
information regarding the classification of the seals. The seal purchaser should
contact the seal vendor for information on the seal's classification in accordance
with the standard ISO 17712.
Wire seal
|
Length of wire
secured in a loop by some type of seizing device
Wire seals
include: crimp wire, fold wire and cup wire seals.
|
|
NOTE
|
The seizing device
can be plastic or metal and its deformation is one indication of
tampering.
|
Padlock seal locking body with
a bail attached
|
Padlock seals
include: wire shackle padlock (metal or plastic body), plastic
padlock and keyless padlock seals.
|
|
NOTE
|
The padlock itself
is not an integral part of the CTU.
|
Strap seal
|
Metal or plastic
strap secured in a loop by inserting one end into or through a
protected (covered) locking mechanism on the other end
|
|
NOTE
|
The seizing device
can be plastic or metal and its deformation is one indication of
tampering.
|
Cable seal
|
Cable and a
locking mechanism On a one-piece seal, the locking or seizing
mechanism is permanently attached to one end of the cable. A
two-piece cable seal has a separate locking mechanism which slips
onto the cable or prefabricated cable end.
|
|
Bolt seal
|
Metal rod,
threaded or unthreaded, flexible or rigid, with a formed head,
secured with a separate locking mechanism
|
|
Cinch seal
Pull–up
seal
|
Indicative seal
consisting of a thin strip of material, serrated or non-serrated,
with a locking mechanism attached to one end
|
|
NOTE
|
The free end is
pulled through a hole in the locking mechanism and drawn up to the
necessary tightness. Cinch or pull-up type seals can have multiple
lock positions. These seals are generally made of synthetic
materials such as nylon or plastic. They can resemble, but are
significantly different from, simple electrical ties.
|
Twist seal
|
Steel rod or
heavy-gauge wire of various diameters, which is inserted through the
locking fixture and twisted around itself by use of a special
tool.
|
|
Scored seal
|
Metal strip which
is scored perpendicular to the length of the strip
|
|
NOTE
|
The strip is
passed through the locking fixture and bent at the score mark.
Removal of the seal requires bending at the score mark which results
in breakage of the seal.
|
Label seal
|
Frangible seal
consisting of a paper or plastic backing with adhesive
|
|
NOTE
|
The combination of
backing and adhesive are chosen to cause the seal to tear when
removal is attempted.
|
Barrier seal
|
Designed to
provide a significant barrier to CTU entry
|
|
NOTE 1
|
A barrier seal can
enclose a portion of the inner locking rods on a container.
|
NOTE 2
|
Barrier seals can
be designed to be reusable.
|
|
|
|
3.2 Electronic seals
3.2.1 An electronic sealfootnote is describedfootnote as a read-only, non-reusable freight container seal
conforming to the high-security seal defined in ISO 17712 and conforming to ISO
18185 or revision thereof that electronically evidences tampering or intrusion
through the container doors.
3.2.2 Electronic seals can communicate either passively or actively with readers and
other communication devices. The passive electronic seal relies on a signal from a
reader to activate a response from the electronic seal while an active electronic
seal is fitted with a battery and transmits a signal that can be interrogated by a
reader or a communication device.
Figure 9.1 Electronic
Seal
|
3.3 Other devices
3.3.1 Other devices such as sensors can report on the location of the CTU, condition
of the cargo, and whether the CTU has been opened. This can be done in real time,
when the CTU passes a communication portal or when the device data is downloaded.
3.3.2 Such devices are usually fitted by shippers on their, or the consignee's,
behalf.
3.4 Sealing CTUs
3.4.1 Introduction
3.4.1.1 Closed units used in each of the transport modes have similar securing
methods. Box type CTUs with doors at the rear will have either vertically hinged
swing doors, sliding, drop down door / ramp, or roller shutter doors.
Figure 9.2 Swing door (Road
vehicle)
|
Figure 9.3 Sliding door (Rail
Wagon)
|
Figure 9.4 Roller Shutter (Swap
Body)
|
3.4.1.2 The different types of CTUs offer different door closing gear, swing doors
can be fitted with two or one locking bars per door which can be surface mounted or
enclosed in the door structure and the locking handle can be in the bottom quarter
of the door or below the doors.
Figure 9.5 Surface mounted
handles
|
Figure 9.6 Roller shutter
lock
|
Figure 9.7 Recessed handled with
protruding eyes
|
3.4.1.3 All the door locking devices work on two principles. A seal can either:
3.4.1.4 Very often the choice for fixing the seal is obvious and where there are two
or more handles generally the one that operates the inner lock rod of the right hand
door should be sealed. Some handles do not have apertures for seals,footnote while some CTUs will have multiple apertures suitable
for seals.
Figure 9.8 Handle without
aperture
|
Figure 9.9 Multiple
apertures
|
3.4.1.5 In figure 9.9 the first choice should be at 'E' or 'C' (inner lock rod right
hand door) and for additional security position 'B' (Inner lock rod left hand door).
Where the CTU is involved in international transport, a high–security bolt seal
fitted at position 'E'footnote provides the most secure solution especially for
fitting and removal when a container is on a trailer.
3.4.1.6 The decision whether to seal the CTU and the choice of seal to be used will
depend on the shipper, the value of the cargo, the type of CTU and the route. For
CTUs that are making a number of stops to unpack one or more packages a clip may be
sufficient. Single drop off trips may require an indicative seal. However, CTUs
destined for international transport should be sealed with a high-security seal.
3.4.2 Dry bulk CTUs
3.4.2.1 Units designed to carry a dry bulk cargo may have a number of loading and
discharge hatches. Depending on the design there may be many loading hatches in the
roof and one or more discharge hatches incorporated into the rear doors or in the
front wall.
3.4.2.2 Each of the arrowed locations in figure 9.10 will require sealing. Figures
9.12 and 9.13 show discharge hatch sealing points. Figure 9.11 shows an internal
slide bolt to a loading hatch in the roof of the CTU that can lock the hatch closed
when the CTU is not being used to transport a cargo that requires loading from
above.
Figure 9.10 Dry bulk
sealing points
|
Figure 9.11 Roof hatch internal
lock
|
Figure 9.12 Dry bulk discharge
hatch (rear)
|
Figure 9.13 Dry bulk discharge
hatch (front)
|
3.4.3 Tank CTUs
3.4.3.1 Like CTUs for dry bulk cargoes, tank containers and trailers may have
multiple openings for loading and discharging.
3.4.3.2 The loading hatches in tank containers are generally secured using a number
of wing nuts tightening round the manway hatch. The seal is fitted through a tang
fitted to the rim plate and the hatch seal fitting.
Figure 9.14 Manway hatch
seal
|
Figure 9.15 Seal
tab
|
3.4.3.3 Top valves in tank containers may also need to be sealed, some have wires
welded to the fixing nuts, while others will be sealed in the closed position.
Figure 9.16 Top valve
seal
|
Figure 9.17 Discharge valve
seal
|
3.4.3.4 The discharge valve on many tanks may have one or two valves plus a closing
cap. It is possible to seal all of these, however, the best sealing position is the
main butterfly type valve. There the handle is sealed to the adjacent tank.
3.4.4 Open sided units
3.4.4.1 The World Customs Organization defines all sheeted CTUs as open units.
3.4.4.2 There are two basic designs of sheeted attachment:
"Tautliner" where there are buckles used to tension the straps and the side sheet.
Each buckle will have a hole through which the TIR cord will be passed (see figure
9.18); the TIR cord may be secured with a sealing device at each end;
the second design has eyes that are placed over rings and the TIR cord is passed
through the rings (see figure 9.19); this design is most often used with open sided
and open top containers.
Figure 9.18 Tautliner
clip
|
Figure 9.19 TIR wire
fitting
|
3.4.4.3 The tautliner buckles do not require the TIR cord to be in place to close the
curtain, whereas the ring and eye design requires the cord or else the curtain or
top tarpaulin/tilt may easily detach.
3.4.5 Open Top CTUs
Figure 9.20 Open Top
CTU
|
3.4.5.1 In addition to the doors of an open top container the flexible top covering,
when required and upon the completion of packing, should be sealed.
3.4.5.2 On arrival of the open top CTU, the packer should check that the top sheet
appears to be in good condition with no holes or tears in the material. Patches are
permitted so long as there are two visible seams attaching the patch to the sheet
and there are no cut edges visible on the patch material and the sheet under the
patch.
3.4.5.3 There should be removable or re-locatable roof bows fitted to all the sockets
or pins to support the sheet when in place.
3.4.5.4 The TIR Convention requires that sheeted vehicles (including open top
containers) be fitted with a strong canvas or plastic-covered or rubberized
clothfootnote, of sufficient strength, in good condition and made up
in such a way that once the closing devices has been secured, it is impossible to
gain access to the load compartment without leaving obvious traces.
3.4.5.5 The sheet should be affixed to the CTU by the following system:
3.4.5.6 The fastening may be of the following specification:
- .1 steel wire rope of at least 3 mm diameter;
-
.2 ropes of hemp or sisal of at least 8 mm diameter encased in a transparent
sheath or un-stretchable plastic; or
-
.3 rope consisting of batches of fibre-optic lines inside a spirally wound
steel housing encased in a transparent sheath of un-stretchable plastic;
or
-
.4 ropes comprising a textile cord surrounded by at least four strands
consisting solely of a steel wire and completely covering the core, under
the condition that the ropes (without taking account the transparent sheath,
if any) are not less than 3 mm in diameter.
3.4.5.7 In practice most open top containers are supplied with a steel wire rope
encased in an un-stretchable plastic sheath.
3.4.5.8 Each type of fastening rope should be in one piece and should have a hard
metal end-piece at each end. Each metal end-piece should allow the introduction of
the thread or strap of a customs seal (see figure 9.21 below).
Figure 9.21 Fastening rope
end-pieces
|
3.4.5.9 On completion of packing the roof bows should be refitted and the sheet
placed over the container making sure that all eyelets in the sheet are placed over
a ring fitted on the CTU.
3.4.5.10 The fastening rope should then be passed through every ring on the outside
of the sheet starting above the fastening rope retaining bracket or brackets, often
found on the right side of the container towards the rear end. The fastening rope
should be long enough so that the hard metal end-piece can be brought back to the
retaining bracket.
Figure 9.22 Fastening rope
threading on Open Top CTU
|
3.4.5.11 The fastening rope should be tight to prevent edges of the sheet from being
lifted.
3.4.5.12 Any additional length of the fastening rope should be restrained so that it
cannot be slid out to loosen the securing of the sheet.
3.4.5.13 A seal should be inserted through both hollow rivets of the metal
end-pieces. Additional closures may be used to connect the two end–pieces through
the round holes.
3.4.6 Fitting seals
3.4.6.1 There have been a number of designs for the handle retainers and catches, but
generally there are two generic designs in use illustrated in figures 9.23 and 9.24.
Figure 9.23 2 point
seal
|
Figure 9.24 3 point
seal
|
3.4.6.2 Figure 9.23 shows a design where the lock rod handle is attached to the catch
which in turn is attached to the container using a rivet. As the catch has to rotate
there is always a small gap between the catch and the retainer.
3.4.6.3 Figure 9.24 has the seal passing through the catch, the handle and a fixed
arm on the retainer. This design means that there the seal is directly attached to
the retainer and to remove the seal would require the seal or the retainer to be
damaged. The type of handle, handle retainer and catch can also affect the security
of the doors.
3.4.6.4 Before fitting the seal record the number of the CTU and the number(s) of the
seal(s) to be fitted and where each is used (Right hand door inner cam keeper, rear
hatch etc.).
3.4.6.5 Push the seal through all elements of the retainer, handle and clip and snap
the two halves together.
Figure 9.25 Fitting a bolt
seal
|
3.4.6.6 Once the seal has been fitted, give the bottom a number of sharp tugs and
twist the two components to confirm that the seal is fully and properly engaged.
3.4.7 Cutting seals
3.4.7.1 The following four pictures show various seals and the tools normally
associated with cutting them. Indicative and security cable seals (figure 9.26) can
be generally cut with cable cutters or small bolt cutters. High security cable seals
(figure 9.27) and twist seals (figure 9.29) generally require 24 in (600 mm) cable
or bolt cutters.
Figure 9.26 Cable
seals
|
Figure 9.27 High–security Cable
seals
|
Figure 9.28 Cutters for cable
seal
|
Figure 9.29 Cutters for twist
seal
|
3.4.7.2 The design of cable cutters shearing edges (figure 9.28) are such that the
cable seal strands are captured during the cutting process which prevents strands
from becoming separated from the cable.
3.4.7.3 Cable seals use Non Preformed Cable, that frays wildly when cut. Figure 9.30
shows two examples where cable seals have been cut, both have frayed. Cable seals
are supplied with the cable permanently attached to one lug, in the case of the
picture they are the lower lugs in both examples. The loose end of the cable is
passed through the upper lug and crimped closed.
Figure 9.30 Cut cable
seals
|
3.4.7.4 In the top example the cable has been cut correctly, only a small length of
cable remains staked (permanently attached) to the seal, whereas the bottom example
has been cut too close to the bottom lug.
3.4.7.5 Bolts should be cut as close to the lock body as possible. The left hand bolt
in figure 9.31 was cut close to the lock body and is unlikely to present a risk to
walkers or vehicles as it is not likely to roll point upwards.
Figure 9.31 Cut bolt seal –
stems
|
Figure 9.32 Cut bolt seals –
head
|
3.4.8 Cutting tools
3.4.8.1 High-security bolt seals (figure 9.33) are generally the hardest to cut and
will often require 36 in (900 mm) cutters. 42 in bolt cutters are considered too
heavyfootnote for this operation and should not be used.
Figure 9.33 Typical bolt
seal
|
Figure 9.34 Bolt
cutters
|
Figure 9.35 42in bolt
cutter
|
3.4.8.2 Figure 9.36 shows a version of the bolt seal seen previously. It satisfies
all the minimum test requirements for the seal to be designated as "High Security".
However, the shear strength is very high and cannot normally be cut with a bolt
cutter.
Figure 9.36 Rail car bolt seal and
breaking tool
|
3.4.8.3 Bolt cutters are assemblies of four or five linked levers which magnify the
force applied at the handles via the fulcrum and into the shearing blades that cuts
through the seal shaft. The fulcrum is point A in figure 9.37 with a lever length
DL.
Figure 9.37 Bolt cutter
schematic
|
3.4.8.4 The length shown as DL in the diagram below dictates the force
that can be applied (Fc). Bolt cutters with 900 mm long handles would
need an applied force of 46 N to cut a bolt seal with shear value of 3.336 kN.
Cutters with 600 mm long handles would require a force of 70 N to cut the same bolt.
3.4.8.5 As an indication, the force that can be applied by an average fit man
"squeezing" the arms inwards is approximately 70 N. Therefore, many people may find
attempting to cut a high-security bolt seal with cutters with handles 600 mm or
shorter will not be able to cut through solid bolts without excessive force applied
at the handles which may result in injury.
3.4.8.6 Operators who open CTUs with high security seals regularly may wish to use a
mechanical bolt cutter. Figures 9.38 and 9.39 show the hydraulic cutting head and
pump of a high volume bolt cutter. Figure 9.40 shows a battery operated hand held
cutter. Similar designs are available.
Figure 9.38 Hydraulic cutting
head
|
Figure 9.39 Hydraulic pump and
controller
|
Figure 9.40 Battery operated bolt
cutter
|
3.4.8.7 When cutting seals, an operator should be standing on a level stable surface
and using appropriate personal protective equipment (PPE).