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    DNV Offshore Containers - CN No. 2.7-1 - May 1995

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    CERTIFICATION NOTES NO: 2.7-1 OFFSHORE CONTAINERS MAY 1995 NOTICE: This material may be Protected by copyright law Title 17 U.S. Code) “*UPHREY OF UNOCAL THAILAND LID, PRODUCTION UBRAT ENGINEERNG & CONSTRUCTION OEPARIMENT DET NORSKE VERITAS CLASSIFICATION AS ‘Veritasveien 1, N-1322 Hovik, Norway Tel.: +-47 67 57 99 00 Fax: +47 67 57.99 11 i L a 4 FH a Notes services and or jotes, aro enter and sine lated to classification, : . is also gn > B te uules for i cl those ‘of structare. a HL Cotifcat ‘ons, (C), a fully ‘Foundation, undertakes #8 worldwide by more than surveys and, in ensures the quality of national administrations to carry out cases, issue certificates on their behalf. ie aa Det norske Veritas Classification A/S. (DNVE ‘of the i classification’ and certification and systems, and. carries-out research in. With these functions. The Society work of survey stations and is authorized ‘owmed . subsidiary suc ee SQEEIE peeing by Dvn Ship and Otter, Det Norte Verias Csicaion A/S © Det Norske Vers, 1995 5.95.2000 " uTY OF UNOCAL THAILAND LID. PRODUCTION Ut" ENGINEERING 8, CONSTRUCTION DEPARIMEN? CONTENTS : 1. GENERAL 31, Poupeteing cess a Scope A 3.7. ‘Vertical impact test 16 12 Definitions 333 Oaerias is Thr Ofte sai Ha West” 4. PRODUCTION 124 Pamary Steuctore 41 General 135 Stony Stucure 42 Primary srveture 136 Praag? 12. Romesh 135 Gam 122 NEling pects " 128 Lhing st {25 Ispebtoheae " 13) Latotaymiot 43° Secondary structure sca LA Document for approval and information 44 Produetion documentation 8 LS National authorities 43, Paductin toting vila 16 References “3. Dent & 1.6.1 Applicable rules and'regulations? 45.2. Weatherprootiess testing B 162 Afple aundas 163 GHG Sets iciittnaamame testers iter $1 Seley marking «- 3 cEDUR 2 ceerincamion proceDUREs ee BiietGenemtcreeee steerer eee 53. Information Markings 212 opal Sebones eee Hi (ey uiitas 54 Making iin Se 22 Design Review . + A a amd 23. Teting and taspcion : PLATING OF CONTAINERS 231 Roonpe eer i paul 2.3.2 Production Testing Pee ee ee 233 Brotuaton topetion Information Pate. 24 Careaon of eiting coctainess «- Inspetion Plate oss 2S Mantas of cerfiate see ee Dees pean wg Bes Ronee eat pila GEiisbe "3 7A Gaal sesso ese icccs 262 Procedure for Type Appovl and Cosficaion egierereeuerenoenti 263 Procedure for Design Atsessment for Type Approval 72 Approval ating and creation of ings 21 yaoi 9 9B Desi of iting ss sss escece cere Bl 331 hatte x Tad a ings Ft 3 DESIGN ee eeeeeeeeees 733 Mice ting i BE Gai ec ccc eS ee 7 32 actual strength 2.6... . 10 “ _ ui Sas vee i 331 tingle [10 7S Materials io iting sets. :2 3.2.2 Impact loads 10 x cing ting sets. . sees 3.2.3 Minimum material thickness fi nn bad Marking of lifting sets 7 33, Waldng ne 4 peuopie exaMmnamton, TESTS AND Racclinee nae eee REPAIRS crete en ONP ay 3h, Rage MBL General tse sossseceevesorsteesee as 342 Imemot igo ics (B82 postin, ad pi wn emia rE eee Ban, Selbot ciation nd tis 3 B43 Fork p BERD Mngt fe nas ne 3 3.4.7 Doors and hatches 12 $2.3 Inspection report fi = S22 Petal lng 2 325 Renn 2 APPENDIX A. EXAMPLE OF OFFSHORE Sato eather a CONTAINER © eee ae READ Clip nd sircaion ptation 8 ea roe ers and bulk co sees . APPENDIX B DROP TEST ILLUSTRATION. 2s BE) Tees fads 3B Boge per pene el icone Wr gece APPENDIX'C DNV EMBLEM For CERTHFTED bcos eeeeataae ‘ 3 ONSHORE CONTAINERS. 25 ass Cohn Yr bul ois 217 8 36 Matera. “13 ARMENDIXD CERTIFICATE FOR OFFSHORE 38. Mera B GONTAINER °° can B8L Read ged ich cnet sous 4 : na APPENDIX E EXAMPLES OF CALCULATIONS FOR 363 Site 0 cnet t 383 Gas sel 50 corer i TIRTING SERS AND FABEVIS Po 29 363 Alsi : nog 385 Aotnutlie mar’ 1 APPENDIX SAFETY FACTOR AGAINST 38 Macrufeatifen’, 20) B BREAKING: LIFTING SET Ty... 31 PROPERTY OF UNOCAL THALAND ETD. PRODUCTION P< ENGINEERING & CONSTRUCTION DEPARIMEN! Certification Notes — No. 2.7-1 May 1995 Introduction This Certification Note was first published in May, 1989, It was prepared because other regulations at the time, Whether intemational codes, national requirements or rules published by Det Norske Veritas, did not specifically cover Offshore Freight Containers. ‘The Certification Note received wide recognition and has been applied to a wider range of containers and container like units than the offshore freight containers. for which it ‘was written. The Society has approved and certified a large number of container types and has gained extensive experi ence of the Various aspects of container design, testing, manufacture and mspection ‘The Certification Note is concemed with certification of all types of offshore containers as transport units. The title has been changed to reflect the fact that it is not limited to off- shore freight containers. The 3 typical phases of transport ‘are shoreside (e.g. by fork lft trick), on supply vessel and lifting to and from offshore installation. The Certification Note contains design requirements related to all 3 phases. When an offshore container is placed onboard a fixed or floating offshore installation it may be subjected to regu: lations applying to the area where itis placed on the inst lation. “Certification Note 2.7-2 “Offshore Service Containers” covers such requirements. Requirements both for freight containers (e.g. the Conven- tion for Safe Containe’s and international standards) and for Ufting equipment (national regulations based on ILO Con- Yention 152 "Occupational Safety and Health in Dock Work") have been taken into account and are reflected in {est requirements and periodic inspection requirements re~ spectively. Under conditions in which Offshore Containers are often transported and handled, the “normal” rate of wear and tear is bih, and damages necessitating repair will occur.” How ever, containers designed and certified according to this Certification Note should have sufficient strength to with stand the normal forces encountered in offshore operations, and not suffer complete failure even if subject to more ex treme loads. ‘The members of the Intemational Maritime Organization (IMO) have agreed on both the Convention for Safe Con- tainers, CSC, and the Intemational Maritime Dangerous Goods code, IMDG. IMO has now recognised that the CSC convention is not applicable for offshore containers that are handled in open seas, and has issued a circular with guide- lines on certification of offshore containers. The IMDG code now also requires that containers and portable tanks that are handled in open seas should be certified for this purpose. In 1991 the European Committee for Standardisation, CEN, started developing a European Standard (EN) on offshore containers. A proposed standard has heen prepared by CEN TC 280, but the date when the standard will be ready for publication is not yet known, The requirements for design, festing and production in the proposed standard are t0 a large extent based on Certification Note 2.7-1 and this up- daied version of the Certification Note covers the require- ments of the proposed standard, including references to other EN standards on materials, lifting sets etc. Due to the developments described above, the Certification Note has been extensively rewritten. However, no major changes have been made to the main requirements for strength, materials and production. ‘The most important changes are: + The scope is changed from covering “offshore freight containers" to cover any containers transported and han- dled offshore, + More precise definitions + Design requirements: ~ Details of padeye design = Fork Pockets = Protection of tanks + Materials ~ The Certification Note now contains a complete chap- ter on materials, largely based on the use of DNV Ship Rules or EN standards, = Requirements for aluminium have been added. + Testing, = The requirements for drop testing have been revised ~ Testing of intermediate cargo decks is described. + Produetion — Manufacturers are required to implement Quality As- surance Systems according to ISO 9002, ~ More detailed requirements are given on production documentation. ~ More precise description of requirements for quali- fication of welding procedures has been added. * Marking requirements have been extensively revised and 4 separate chapter on plating introduced. + Lifting Set: ~ All requirements related to lifting sets have been col- lected mn a separate chapter = The safety factors have been adjusted ~ References to EN-standards have been introduced, Some of the EN standards referred to are still under preparation. ‘+ A new chapter on inspection and recertification hes been introduced. + Appendices have been added on: ~ The calculation of lifting sets - Safety es diagrams for lifting sets ~ The calculation of padeye strength ~ The certificate format has been revised. ‘The revised design and marking requirements in this issue of Certification Note 2.7-1 need not apply to previously certified containers It should be noted that the passages throughout these notes marked "GUIDANCE" are not to be taken as requirements from Det Norske Veritas. Such Guidances are only intended as practical advice for the designer, manufacturer or opera~ tor. Der Norske Veriras meets L/RTY OF UNOCAL THALAND LID, PRODUCTION ENGINEERING & CONSTRUCTION DEPARIMEN| Certification Notes — No. 2.7-1 May 1995 1. General 1,1 Scope ‘This Contfication Note covers transport related requirements, for offshore containers with respect to design, manufactur- ing, testing and certification. ‘The certification covers the container structure and any per~ manent equipment for handling, filling, emptying, refriges- ating, heating and safety purposes. Non-transport related requirements for offshore service containers e.g. requirements for installation and use are covered by DNV Certification Note 2.7-2. ‘The intention is that offshore containers shall meet the fol- lowing requirements: Be safe in use with regard to: + lives environment + hazard to the vessel/installation Be suitable for repeated use through choice of: + material + protection + ease of repair and maintenance Det Norske Veritas also certifies Freight Containers (see clause 1.2.3). These container types are covered by separate. requirements When the word "container" is used throughout the Certf- ication Note, it means an offshore container. This Certification Note often refers directly to various stan- dards (EN, ISO etc,), or to “other recognised standard” Recognised standards mean standards found acceptable by the Society. 1.2 Definitions 1.2.1. Offshore container Porisble unit with maximum gross mass not exceeding 25,000 kg, for repeated use tn transport of goods os quae, ment, handled im open seas, to, from or betwoon bx fnd/or floating installatons and hips Units for offshore lifting that are intended for instalation and not for repeated trenaport are nt consideed to be com, tines. Likewise, une fat do-ast have ay outer fame: ‘work with padeyes are not consicered to be sontaanees Hence, these unis are not covered by Certification Not 271" See however the definition of wast skip i clause 122. ‘An offshore container comprises permanently. installed Sauipmeat for ifing,hinding, ing, omping, Sole su beating Othe E f ered by Othe: permanent or Iooke equipment will not be covered by the Serifiction unis spsniy agit However, oppors lor ups Fert, machinery, cil be approved asondng @ cinise 3.49 Offshore containers are divided into two types: 4) Offshore freight container: Offshore container built for the transport of goods. Ex- amples of offshore freight containers: + general cargo container; closed container with doors + caxgo basket; open top container for general or special cargo (e.g. pipes, risers) + tank container; container for transport of dangerous or non-dangerous fluids + bulk container; container for transport of solids in bulk + waste skip + special container; container for transport of special cargo (e.g. garbage compactors, equipment boxes, bottle racks) b) Offshore service container: Offshore container built and equipped for a special ser vice task, mainly as temporary installation. (Examples are, laboratories, workshop, stores, power plants, control stations). 1.2.2 Waste Skip An open or closed offshore container normally constructed from flat steel plate forming the load bearing sections of the container. Bracing inthe form of sel profiles, e.g. channel or hollow section, being fitted horizontally around sides and ends In addition to the pad eyes for the lifting set these containers may also have side mounted lugs suitable for attachment of the lifting equipment mounted on a skip lift vehicle, 1.2.3 Freight Container Re-usable transport container, used for international traffic and designed to facilitate the carriage of goods by one or more modes of transport (including marine) without inter- mediate reloading. See DNV "Rules for Certification of Freight Containers, 1981" 1.2.4 Primary Structure Load carrying and supporting frames and load carrying pa- nels, Primary structure includes the following structural compo- nents: + Load carrying and supporting frames + Load carrying panels (floor, tweendecks) Fork lift pockets + Pad eyes + Supporting structures for tanks + Supports for heavy equipment Primary structure are divided into two sub-groups: ) Essential and non-redundant primary structure are the main structural elements which transfer the resulting cargo load to the crane hook (.e. forming the "loadpath™ from the payload to the lifting sling), and will at least include: + top and bottom side rails + top and bottom end sails + comer posts + pad eyes Other primary structure may also be considered as «ssentiai/non-redundaat. ) Non-essential primary structure are e.g. floor plates and other structural elements whose main function is not t0. transfer loads between bottom structure and pad eyes, but Der Norske Verrras PROPERTY OF UNOCAL THAILAND LID, proouCnON mn [ENGINEERING & CONSTAUGHON DEPARTIEN! Certification Notes — No. 2.7-1 May 1995 which are added for other purposes (c.g. frame members). Side and roof panels (including corrugated panels) are not considered to be part of the primary stricture. For ‘waste skips the requirements in section 3.1 apply protective 1.2.5 Secondary Structure Paris which are not load carrying, Secondary structure in- cludes the following structural components: + Doors, wall and roof panels + Panel stiffeners and comugations + Structural components used for tank protection only (Should have sufficient thickness). + Securing points ete. 1.26 Pr ‘An equipment item, considered to be representative for the production and the product to be approved, used for proto- type testing. The prototype may either be manufactured specially forte sting or Selected a random from a pro- iuction series, If mamufactured specially, itis assumed that the tools and the production process are Comparable to those used for subsequent production. 12.7 Owner ‘The legal owner of the offshore container or his delegated 1.2.8 Lifting set Items of integrated lifting equipment used to connect the offthore container to the lifting appliance (Lc. shackles, hooks, swivels, sockets, chains, links, rings and wire rope) 1.3 List of symbols Bfrin = Minimum required breaking force of lifting sling components, in N = Desiga load, in N- Length of container, in m. P = Payload. The maximum permissible mass of cargo which may safely be transported by the container, in Kg. @=R—1) R = Rating. Maximom gross mass of the offshore container and its cargo, in kilograms (Kg). Re = Specified mininjum yield stress at room temper ature, in N/mm? Rm = Specified minimum tensile strength at room tem- perature, in N/mm. Ryaz = 0.2%, proof stress at room temperature, in Nimm’ ROF = Resulting Sling Force on padeyes, in N SF = Safety factor against breaking for lifing sling components. ‘Tare mass. Mass of empty container without cargo, in Kg, which includes all fixtures normally fixed to the container in service, including the lifting set ‘Tp = The design temperature is a reference temperature used for the selection of stcel grades used in off- shore containers and equipment. g = Standard acceleration of gravity (~ 9,81 1/32) {, = Nominal length of structural member, in m 2 Number of sling legs t Material thickness, in mm. y= Angle of sling leg from vertical in degrees y = Deflection of structural member, in mm ‘The Von Mises equivalent stress, in N/tmam?, Load factor Note: ‘The terms "Safe Working Load, SWL” and "Working Load Limit, WL" are only used in this Cemification Note for correlation pur. poses. These terms sre not clearly defined for containers ‘and ‘should, therefore, not be used when referring to offshore containers, 1.4 Documents for approval and information For design review, the following documentation is to be submitted through local survey stations in ample time before manufacturing: For approval, in triplica + Plans showing arrangement dimensions, max. gross mass, payload, scanilings of strength members, sting an- gle, pad eyes and design details as well as materials to be used. ‘+ Particulars of joining methods (welding, bolted and riv- ted connections) For information (1 off): + Particulars of corrosion protection and painting. (ype, application, dry film thickness). a + Design calculations, including lifting set calculations. + Other documentation” as. required for special purpose Containers or for special equipment 1.5 National authorities In cases where National Authorities have stricter require- ‘ments, these may be incorporated in the certification proce- dures. 1.6 References 1.6.1 Applicable rules and regulations: + DNV Rules for Classification of Ships + Rules for Certification of Freight Containers, Det Norske Veritas 1981 + DNV Certification Note 2.7-2 : Offshore Service Con- tainers. + Interpational Convention for Safe Containers, CSC, UN/IMO 1974 + International Maritime Dangerous Goods Code (MDG), UN/IMO + IMO MSCiCirc. 613 — Guidelines for the approval of ‘containers handled in open seas, 1.6.2 Applicable standards: + 180 9001-9003: Quality systems (EN 29001-29003). + 180 1496: Series 1 freight containers — Specification and testing. + 180 1i62: Series 1 freight containers — Comer fittings — Specification + 180 898-1,2 and 6: Mechanical properties of fasteners. + 180 2415: Forged shackles for general lifting purposes eee shacks and bow shackles, : 31; Wire rope slings for general purposes — Characteristics and specifications. Der Norske Veriras "RTY OF UNOCALTHALAND LTD. PRODUCTION LIBRARY [ENGINEERING & CONSTRUCTION DEPARIMENT Certification Notes — No. 2.7-1 7 May 1995 + $$ 208: Wroust aluminium and aluminium alloys + Det Norske Veritas’ Certification Note no. 1.2: "Con: ., 13; Wrought Stainless formity Certification Services — Type Approval”. HEN 818-4: Short lmk chain for lifting purposes — . Der Norske Veritas’ Certification Note no. 1.3: “Con fety. + EN 6045-1; Metalic materials. Charpy impact test. EN 287: Approval testing of welders, + EN 288: Specification and qualification of welding pro- cedures for metalic materials. + EN 10002-1; Metallic materials. Tensile testing. + EN 10204: Metallic products — Types of inspection do- cuments, + EN 10025: Hot rolled products of non-alloy structural steels, Technical delivery conditions + EN 10113: Hot rolled products in Wweldable fine grain structural steels. + EN 10164: Steel products with improved deformation roperties perpendicular to the surface of the product = ‘echnical dalivery conditions + ANSI/AWS D11: Structural welding code. Stee. Guidance: Intemational standards may e.g, be obtained from specialist book- slores oF Your tational standards orgsmiston. 1.6.3 Other relevant documents: * Rules for Certification of Lifing Appliances, Det Norske fenitas, 1994. + Det Norske Veritas’ Certification Note no. 1.1: "Certif- ication Services — General Description” formity Certification Services — Quality System Certif- ication”. Det Norske Veritas’ Certification Note no, 2.1 proval and Survey Programmes for Materials” Det Norske Veritas Register of Type Approved Products no. 2: Welding Consumables. Det Norske Veritas Register of Type Approved Products, no, 3: "Containers, Cargo Handling and Structural Equipment prEN: Offshore Containers — Design, Fabrication Testing, Inspection and Marking. (under preparation CEN/TC280) Norwegian: Lifting Appliances and Lifting Equipment, — Safety Rules, Est, March 1974. Directorate for Labour Inspection (order no. 291). Norwegian: Safety and health in dock work, established March 1956. directorate for Labour Inspection (order 20, 133a). British: Stanutory Instruments 1976 no. 1019. British: Health and Safety Executive, Offshore installa- sions: Guidance on design and construction, "Ape Der Norske Verrras PROPERTY OF UNOCAL ANAND UD, PRODUCTION ees ENGINEERING & EONSTRUCTON DEPARTMENT Certification Notes — No. 2.7-1 May 1995 2. Certification procedures 2.1 Introduction 2.1.1 General Offshore containers designed, manufactured, tested and marked in compliance with the following requirements may be certified by Det Norske Veritas. At the end of the verif- cation process a product certificate is issued by the Society and the Society's numbered certification emblem is affixed to the container. Certification consists of the following steps: + Design review + Inspection and testing of prototype + Production inspection and testing + Issuance of certificates 2.1.2 Approval Schemes If a manufacturer plans to build only one container, or 2 single batch of containers, the Society may give an individ- ual (case-by-case) approval valid for that batch only. If series production is intended or if further orders for the same container design is expected in the future, type ap- proval is recommenced. The Type Approval Certificate can only be issued to the manufacturer of the product. If a designeridesign company wishes to obtain en approval for a container design which they do not manufacture themselves, or will build at a later date, the Society may is- sue 2 Design Assessment for Type Approval Certificate. When the container design is built, it should be type tested. and a Type Approval Certificate will be issued to the man- vufacturer. If the manufacturer is a licensee, the Type Ap- proval Certificate will refer to the designeridesign company and to the Design Assessment for Type Approval Certif- jcate, If several licensees are to make containers of the same design type, type testing should be carried out at each man- ufecturing plant. Lifting sets for offshore containers may be type approved according to Annex 1 to this Certification Note, "Type Ap- proval of Lifting Sets for Offshore Containers’. See also chapter 7. 2.1.3 Survey and Certification For each container produced, a product certificate, “Off shore Container Certificate” (Form No. 49.07a) will be is- sued. Containers are to be constructed and tested under the supervision of a Surveyor, who issues the certificate. Certification may be based on the Society's surveillance of the manufacturer's Quality Assurance System. On the basis, of this system, the terms of survey and testing and the fre- quency of attendance by @ surveyor may be defined in a Manufacturing Survey Arrangement (MSA). ‘An MSA is an approved arrangement in form of a document stating the role of Det Norske Veritas and the manufacturer in connection with Manufacturing Survey and certification for a specific range of materials/components. The Society's ‘Quality System Certification Service is described in DNV Centfication Note 1.3: "Conformity Certification Services = Quality System Certification’, 2.2 Design Review ‘This implies a review of: Strength of structure ‘Material specifications Welding and other joining methods Lifting sling Other permanent equipment Items that may prove a safety hazard to personnel or other equipment will be duly considered. 2.3 Testing and Inspection 2.3.1. Prototype Testing ‘Whether a single container or a series of containers are to be built, prototype tests will have to be carried out. As these tests should not damage the container, no special prototype hhas to be built for testing. Test requirements are given in section 3.7. 2.3.2 Production Testing If a series of containers are to be built, strength tests will have to be carried out on a percentage of these, Test re quirements are given in section 4.5. 2.3.3 Production Inspection ‘Manufacturing should be under survey according to ap- proved drawings and specifications. Manufacturing in- speetion is to include: ‘+ Dimensional control + Visual inspection of weld preparation, welding, align- ment, material marking ete + Review of material certificates + Review of WPS/WPQ, Welders Qualification Tests, ‘welding consumables + Review of equipment documentation as necessary * Review of NDT documentation and report + Review of marking. 2.4. Certification of existing containers Existing containers that have not previously been certified according to this Certification Note may be certified after special consideration. All relevant available documentation should be submitted for review. If the documentation is incomplete, additional re- quirements may be specified by the society.” This may in- clude calculations, taking out samples to determine material properties and rewelding of important welds. Each existing container is to be thoroughly inspected, in- cluding the use of NDT to the extent required by the sur- veyor. At least the lifing test ac described in clause 3.7.1.2 is to be performed. Other tests, such as the vertical impact test as described in clause 3.7.2 may in some eases also be required. If the container is not found to comply fully with the re- 4uirements ofthis Certfeation Note, the Society may spe=- ify required modifications, derating or other limitations. Der Norske VERITAS St UNOCAL IWARANO LID. PRODUCTION LBRAK: ENGINEERING & CONSTRUGTION DEPARTMENT Certification Notes — No, 2.7-1 May 1995 2.5 Maintenance of certificate To maintain the validity of a certificate, the container should be periodically inspected as described in chapter & Such periodic inspection may be carried out by the Society or by other inspectors authorised by national authorities to carry out such inspections. However, major repairs or mo- ifisations which may alter the certificate should be ap- proved by the Society. Inspection reports ate t0 be attached to the container certif- icate and the inspection plate described in section 6.3 should be marked as appropriate. After renewal or repair of damaged parts of the primary structure, the container should be recertified. This may it~ clude strength testing. Renewal or repair of damaged parts Should be carried out using approved manufacturmg proce ures and at least equivalent materials. ‘The repair should be noted on the certificate and the repair report should be attached to the certificate as an Appendix. If the container is rebuilt, repaired with different materials cor scantlings or otherwise significantly modified, a new certificate is to be issued. The old certificate is to be marked "Deleted" and attached to the new certificate. 2.6 Summary of procedures ‘The procedures for individual and type approval are outlined below. Numbered certification emblems as shown in Appendix C are allocated and distributed by DNVC Division Ship and Offshore (DSO). 2.6.1 Procedure for Individual Approval and Certification 1) Application sent through local DNV station to the ap- proval office. 2) Order confirmed and fees agreed. 3) Drawings, documentation and calculations reviewed and approval given by the approval office. 4) Prototype offshore container manufactured under super- vision of the Society's Surveyor. 5) Container tested according to prototype test requirements, witessed by the Society's Surveyor. Surveyor issues Offshore Container Certificate (form 49.07a) and affixes emblem. A copy of the certificate to be submitted to the approval office. 6) Production proceeds according to the agreed Manufac- turing Survey Arrangement. Production test aocording to list in section 2.6.2. Procedure for Type Approval and Certification 1) Application sent through local DNV station to the ap- proval office. 2) Order confirmed and fees agreed, 3) Drawings, documentation and calculations reviewed and approval given by the approval office. 4) Prototype offshore container manufactured under super- Vision of the Society's Surveyor. 5) Container tested according to prototype test requirements, witnessed by the Society's Surveyor" 6) Test report reviewed by the approval office 1) A “Type Approval Certificate”, valid for 4 years, issued tp the Manulcurer by DNVG'Diision Ship and OF shore) 8) Type approved Offshore Container entered in our “Reg- ister of Type Approved Products, no. 3". 9) Production proceeds according to the agreed Manufac- turing Survey Arrangement. Production tests according to lst in section 4.5. 10) Surveyor issues Offshore Container Certificate (form 49.07a) and affixes emblem. Copy of the certificates to be submitted to the approval office 2.6.3 Procedure for Design Assessment for Type Approval and Certification 1) Application sent to the approval office. 2) Order confirmed and fees agreed. 3) Drawings, documentation and calculations reviewed aid approval given by the approval office. 4) A "Design Assessment for Type Approval Certificate” Walid for 4 year issued to the Detgasr by DNV BE. vision Ship and Offshore. ‘A Design Assessinent for Type Approval Certificate enables the designer to type approve the product with more than one manufacturer without repeating the design review process, In order to oblain a “Type Approval Certificate” and cert. ‘sates for each unit being built, the procedure described in clause 2.6.2 pt. 4) to 10) must be followed, ‘The “Type Approval Certificate” will contain a reference to the "Design Assessment for Type Approval Certificate" Der NoRsKE VERITAS non uses -SOPERTY OF UNOCAL THAILAND LID. PRODUCTION ENGINEERING & CONST KHON DEPARIVENT Certification Notes — No. 2.7-1 May 1995 eS ~ 3. Design 3.1 General ‘An offshore container should have sufficient strength to a= low loading and unloading in open seas from a ship deck with a sea state up to significant wave heights of 6 m. Note that local impact loads, e.g. from hitting other deck cargo or tigid parts of the ship structure, may cause extreme loads in such conditions Containers should be designed as structural fremes (primary structure), with non-load bearing cladding where necessary {secondary structure). Only the primary structure should be considered in the design calculations. However, on waste skips with trapezium shaped sides and with open top or only a non-stressed cover above the bracing where the pad eyes are attached, the whole structure may be considered as primary structure, and the skip may be calculated as a monocoque construction To prevent the containers from overturning (tipping) on a moving deck, they should be designed to withstand 30° tit- ing in any direction without overtuming. Cargo may be as- sumed evenly distributed with centre of gravity at the half height of the container. For dedicated purpose containers (e.g. bottleracks and tank containers) the actual centre of gravity should be used. Protruding parts on the outside of the container that may catch or damage other containers or structures should be avoided (ee also clause 3.4.1). Doors, handles, hatch cleats etc. should be so placed or protected that they do not catch the lifting set. Parts of the permanently attached lifting sets will often hang over the side of the top frame. If containers are designed for stacking, the comers should be raised above the frame and roof sufficiently to prevent damage to the lifting set. ‘The design temperature, Tp, should not be taken higher than the (statistically) lowest daily mean temperature for the area where the offshore container is to operate and should not be higher than —20°C, 3.2. Structural strength ‘The required strength of a container is found by calculations and verified by prototype tests, as described in section 3.7. For the design loads defined in the following, no equivalent stress level should (unless noted otherwise) exceed: 270,85 xC where 07 is the Von Mises equivalent stress and C is defined below: For steel CHR. For aluminium: ‘Base material: C=Rio2 Heat affected zone: C=B Rog, Where § is a factor for the reduction of strength in welds and heat affected zones, dependent on base material, filler material and welding method. f should be determined ac- cording to an accepted method or standard (e.g. BS 8118, piel) 3.2.1 Lifting loads 3.211 Lifting with lpping ser ‘The design load on the primary structure should be taken as: FL=2,9*Rxg To achieve this the intemal load should be taken as Fie 2,5 xR—T) xg, evenly distributed on the offshore container floor. For tank containers and other containers ‘with heavy equipment permanently mounted the actual dis- tribution of the mass should be used in the calculations. Pad eyes should be designed for a total vertical load of: Fo=3xRxg Ths oad Fy shonld be vonsidered a8 evenly distbuted be, tween (a—f) pad eyes where n is the actual number of pas eyes. n should not exceed 4 for calculation puposes. To find resulting sing foree onthe pad eyes, the sing angle mast be taken into account. Hence, the resulting sing foxce (RSE) on each pad eye will be 3xRxe Ta 1) xcosv RSF = where v is the angle between a sling leg and the vertical The ability of an open top container to withstand 2-point lifting in accordance with 3.7.1.3 should be verified by cal- callations unless otherwise agreed with the Society. Normally a container should have at least two pad eyes. Contsiners with ony single pad eye may be approved afer special consideration. The design load for such a pad eye. should be taken as: Fya5xRxg For requirements to lifting sets, see chapter 7. 3.2.1.2 _ Lifting with fork life ruck ‘The design load on the primary structure should be taken Fp=16xRxg achieve this the internal load should be taken as (,6xR—T) xg evenly distributed on the offshore container floor. Where fork pockets are only intended for empty handling of the container, the design load should be taken as Fp=1,6xT x g, evenly distributed 3.2.2. Impact loads Impact loads are dynamic loads of very short duration. Ideally, dynamic calculations or tests should be carried out. However, for most applications it is sufficient to carry out, simplified static calculations as outlined below to verity the local strength, and to perform a vertical impact test (ref. clause 3.7.2) to verify the containers overall ability t0 with: stand such loads. To F; Der Norske VERITAS {RY OF UNOCAL THALAND LD, PRODUCTION WBA ENGINEERNG & CONSTRUCTION DEPARTVENE NOTICE: This marenal may vo Protacted by copyright law ile 17 U.S. Code) Certification Notes — No. 2.7-1 ‘May 1995 “W ‘Wien simplified calculations are used, and each beam is considered separately, due consideration should be given to the support conditions for this beam. 3.2.2.1 Horizontal impact The main frame structure should be dimensioned to with- stand @ local horizontal impact force acting at any point. ‘This force may act in any horizontal direction on the comer ost. On all other frame members in the sides the load may Fe Considered as acing at right angles to the ne; Wane relevant, the calculated stresses should be combined with lifting stresses. However, only stresses resulting from static lifting loads (R x g) need to be considered. ‘The following values should be used for the static equiv- alents to an impact load: Fyy= 0,25 xR xg for comer posts Fy =0,25xR xg for side rails of the bottom structure Fy 0,15 xRxg for other frame members of the side structure, including the top rails ‘Maximum calculated deflections with these loads should not exceed: For comer posts and bottom side rails: dy 250 J, = the total length of the rail or post. For other frame members: y= J, = the length of the shortest edge of the wall being considered For horizontal impact on tank containers for dangerous car 0es fee also clause 3.5.3 ae 3.2.2.2" Vertical impact Maximum vertical impact forces are likely to occur when a container is lowered down to a heaving ship deck. If the deck is at an angle, the first impact will be on a comer. Such impact forces'can not readily be simulated by static forces. As dynamic calculations will be very complex, it is usually sufficient to verify the strength by a vertical impact test as described in clause 3.7.2. In addition, the side rails and end rails in the bottom should be able to withstand vertical point forces atthe cenre span Fyy=0,25xRxg Calculated equivalent stresses should not excoed: oz Cis defined in section 3.2 Calculated deflections should not exceed hy “750, where: Te = the total length of the rail. 3.2.3 Minimum material thickness The following minimum material thickness requirements apply: 4) Those parts of comer posts and bottom rails forming the outside of a container: t = 6 mm. However, for containers with 2 max. gross mass R < 1000 kg 'the minimum material thickness should be 4 mm, ») All other parts of primary structure: ¢ = 4 mm. ©) Secondary structure made from metallic materials: t = 2 mm. 4) On waste skips of monocoque design (see clause 1.2.2) fhe minimum thickness within an asea of 100 mm from the side edges should be 6 mm. The remaining parts of the side and bottom structure should be min. 4 mm. Note: ‘The thickness may have to be increased beyond these values after special considerations. Such considerations may include material «Used, rating, design and corrosion allowances. 3.3 Welding Essential and ‘non-redundant primary structural members should be welded with full penetration welds. For other primary structure, fillet welds may be permitted after special agreement with the Society. Intermittent fillet welding of secondary structure is accepta- ble, but measures should be taken to avoid corrosion if water intrusion could cause problems. 3.4. Design Details 3.4.1 Pad eyes Pad eyes should not protrude outside the boundaries of the container, and should as far as possible be designed to avoid damage from other containers. Also, lifting points should bbe positioned on the container to preclude, as far as practi- cable, the risk of slings fouling against the container or its ‘argo during normal use. Pad eyes should be so designed as to permit free movement Of the shackle and sling termination without fouling the pad eye. In order to prevent lateral bending moments on pad eyes, they should be aligned with the sling to the centre of lift, with a maximum manufacturing tolerance of + 2,5 degrees. Any difference in the diagonal measurements between point centres should not exceed 0,2% of the nominal length of the diagonal, or 5 mm, whichever is the greater. Diameter of holes in pad eyes should match the shackle used, clearance between shackle bolt and pad eye hole should not exceed 4% of the shackle bolt diameter. Max. hot spot stresses at the hole edges should be below Yield stress, R,, at design load. Der Norske VeRrras SOPERIY OF UNOCAL THALAND UD, pRODUCTONI |“? ENGIIEERING & CONSTRUCTION DEPARIIEN Wm ee Certification Notes — No. 2:7-1 ‘The padeye thickness at the hole should not be less than 75% of the inside width of the joining shackle. ad eyes should be welded to the frame with full penetration ‘welds. Ifthe lifting force is transferred through the thickness of a plate (the z-direction), plates with specified through thickness properties should be used 3.4.2. Intermediate cargo decks When intermediate cargo decks are fitted they should nor mally be designed for a uniformly distributed load of at least: Fre OSxPXY XE where = load factor = 3.0 ‘When intermediate cargo decks are designed to support other than half the total payload, the design requirement should be caleulated accordingly 3.4.3 1SO-corner fittings Offshore freight containers may be fitted with comer fittings according to ISO 1161 at the top and bottom for strength- ening and lashing purposes. However, containers should not be lifted offshore with shackles in these commer fittings. 3.4.4 Floor Containers liable to fill with water, e.g. open topped, should have a suitable drainage facility. 3.4.5 Fork lft pockets Fork lift pockets may be installed in the bottom structure and, if installed, should have closed bottom and top and pass through the base. However, partial bottom openings may be allowed provided the openings are of such a size and lo- cated so thet it is not possible for the fork tines to penetrate ‘or seize in the opening, or to damage the free ecges at the cut-out Special requirements apply for fork pockets on tank con- tainers for dangerous cargoes, see clause 3.5.2. Fork lift pockets should be located ‘such that the container is stable during handling with fork lift truck. Coatainer Tength, height, width and rating shall be taken into account. Pockets should be located as far apart as practical. Centre distance should be at least 900 mm (where possible), but need not be more than 2050 mm. If a container is fitted with pockets that are only for empty handling, the container should be marked according to sec- tion 5.1, Pockets shall be located and used according to Table 3.1 ‘May 1995 Table 34 Container | Min. distance between Tiations length ‘centres of pockets Lita) nm) L<6__ | According to the above | 113 Feitionina poner ea ee 4 Certification Notes — No. 2.7-1 May 1995 ‘Table 3.2: Impact test temperature, Structural sted for pri- mary structural members ‘Material thickness, 1, in rim] Impact test temperature in °C te12 Tp +10 Retsas Tp D325 Tp-20 Requirements to impact energy depend on the specified mi- imum yield stress of the steel. The average energy absorp- tion for 3 specimens with their axis parallel « the final rolling direction should not be less than given in Figure 3.1. IMPACT ENERGY joule MIN. SPECIFIED YIELD STAESS, Nim? Fig. 3.1 Charpy V-notch requirements for stec! For specimens with their axis transverse to the final rolling direction the requirement is 2/3 of that for longitudinally oriented specimens. No single value should be less than 70% of the required average values. If standard specimens cannot be made, the required energy values are reduced as follows: 10x 7.5 mm + 516 of above values 10 x 5.0 mm +» 2/3 of above values For steel members with thickness less than 6 mam, no impact, testing is required. Austenitic steels need not be impact tested, 43.6.2. Rolled and forged steels in offshore container structures 3.6.2.1 General requirements Steels for welding should be made by cither open hearth, the electric furnace or the basic oxygen steel provess. Sieels in primary. structure should be killed. Only materials. with non-ageing properties should be used. Extra jhigh strength steels, with yield stress above 500 Nimm?, should not be used, 3.6.2.2 Groups of steel Structural steels for primary structure should be carbon Stel, carbon-manganese steel, or aly steel, Materials used in container structures should comply with the requirements in the Ship Rules PL2 Ch.2 See.1, Sec.2 or Sec.5 (or EN 10 025, EN 10 113) and with the additional requirements given in clause 3.6.1 and 3.6.2.” Austenitic of austenitic/ferritic stainless steels may be used, ref. the Ship Rules Pt2 Ch.2 See.2 (or ISO 630 pt. 13) Plates that will be subjected to tensile loads across the thickness of the plate should comply with PL2 Ch.2 Sec.1 E400 (or EN 10168), 3.6.3 Cast steel ISO corner fittings ISO comer fittings made from cast steel should fulfil the requirements in Table 3.3 and 3.4: ‘Table 33: Chenical composition (adie analyasy 7 Chemical composition % c Mn SF P s Gr Mi l Gi | Mo] al Cri Cut Mo 020 [090 [oso fooss ]o.oss |o2s —|o20 I 0,20 [00s |o0is |0,70 150 TT cen ogtiabel Coq = C+ Meo GT MOE IST AL [2 caer grin ree may be acer CANIS Gy shoud wot ene Oa ‘Table 3.4 Mechanical properties Te SrengihRe min. | Tesla rope Tlogaion AB vin. | Reduction ofereaZ min | Tapa ey RV ‘wna ‘Ni Bo os "e °C in joule ae Be z wz 2 3.6.4 Forged bolts and nuts Bolt assemblies considered as essential for structural and ‘operational safety should conform to a recognised standard (€.g. ISO 898). Impact energy should be documented where the bolt size allows a Charpy-V specimen to be taken out, and should be min. 42 J at —20°C (for sub-size specimens see clause 3.6.1), 3.6.5 Aluminium ‘The chemical composition, heat treatment, weldability and mechanical properties should be suitable for the purpose. Aluminium used in offshore containers should be wrought alloys, i.e. be made by rolling or extruding. Alaminium al- loys and tempers specified in Table 3.5 and 3.6 can be used. Use of other alloys or tempers should be specially consid- ered. Der Norske VeRrras ‘SRLPSIY.OF UNOCAL TMAWLAND LID, PRODUCTION LIBRARY ENGINEERING & CONSTRUCTION DEPARIMENT Certification Notes — No. 2.7-1 Is May 1995 5 Table 37. Deeumetion oT aS Tae E Auainion ap and tempos frayed) FEMERE! os Aly Tenge DY Wiens] Works ase] aro oT ai at Cites | Seas] tee 8 ‘AIMg2.5 ‘5052 32 (3.18) g Oconee ¥ is Boose a Ta 5 rage x Be Othe pT x ANE a ar coat fe ae ane as 132 Samia x Bi a “AIMg3Ma 354 32 members iB 1 iy gy Ss eas pS ANGE 58 war 2 Tis ne anes Tes Rap ype 2 ef nN Je aN oH Tr 3 Hy Table 3.6 Aluminium alloys and tempers for exuded pro- ucts Alley Temper 150 208-1 aa Ad AsiO.SMg OSs Te 76. ‘AIMgISICU oar Te 6. ‘AISIMeMa 082 Te 16, 3.6.6 Non-metallic materials Timber, plywood, fibre reinforced plastics and other non- ‘metallic materials may be used in secondary structures, Due regard should be given to strength, durability, suitabil- ity and possible hazards caused by use of these materials, 3.6.7 Material certificates Materials used for construction of offshore containers should be furnished with documentation in accordance with Table 3.7. All materials for primary structure should be identifi able against the certificates 3.7 Prototype testi The test deacibed an clases 3.7.1 and 37 for all offshore container types, and should as design requirements. 2 are required be considered may not replace design review, but may in certain substitute for strength calculations. The coniner sed for ype testing should be 2 protiype ar defined in latse The tare mass (including lifting slings) should be verified by weighing before tests are performed. If the tare mass deviates from the estimated value, the payload should be adjusted accordingly ‘The test masses should normally be evenly distributed inside the prototype, If itis not possible to place all the test mass inside the offshore container, some of it may be placed out- side or under, provided that this gives a loading on the structure similar to the distribution on the offshore container loading at the actual condition. If the container has an additional cargo deck, the test load should normally be evenly divided between the bottom floor and the additional deck, see clause 3.4.2. If the additional deck is removable, it will be necessary to carry out the testing with the test load divided between the additional deck and the floor, a5 well as with the whole test load on the bottom floor. NDT of important welds should be carried out after proto- type testing is completed. Service containers should be tested before they are fited out ‘with insulation and equipment. Guidance: lis advisable to make conservative estimate of the Max. Gross Mass fora service container. Retestng of service containers which tum out to be heavier than the estimated value wil be expensive and time consuming if thas to be stripped of insulation and equipment 3.7.1 Lifting tests 37.1.1 General The container should be lifted by a lifting set with an angle to the vertical equal to the design angle. Tt should be care~ fully lifted in such a way that no significant acceleration Der Noaske VeRrras progucnon 1uCHON | FROPERTY OF UNOCAL THAILAND {TD, PRODUCION ENGINEERING & CONSIRUGTION DEPART 16 forces occur. It should be held for 5 minutes before meas- ‘urements are taken. 3.7.1.2 All point lifting ‘he protolype shouldbe loaded p to total gross mass of 2,5 x R. The test load may be obtained by puting in an in- tema test mass of (2,5 x R—T). No deflections during testing should be greater than 1/300 Of the span of the member. ‘The container should show no significant permanent deformations or other damages after testing. 2.7.1.3 point iting (Diagonal lifting test) Offshore containers with 4 ped eyes should also be lifted from only two pad eyes, situated diagonally opposite each other, with a toial mass of 1,5 x R. This can be achieved by loading it with an internal test mass of (1,5 x R—T). If the container is unsymmetrical two diagonal lifting tests will bbe required. ‘After the testing there should be no significant permanent deformation. 3.7.2. Vertical impact test The container, with its intemal test mass corresponding to payload P, should be either lowered or dropped on to a ‘workshop ‘floor of concrete or other rigid structure. This floor may be covered with a sheeting of wood planks with thickness not exceeding 50 mm. Note: Ifthe offshore container is lowered from a crane, the suspending Wire and hook may dampen the impact compased to a free-fall drop tex, Therefore the impact speed shoul be greater if lowering test In both cases, the offshore container should be so inclined that each of the bottom side and end girders connected to the lowest comer forms an angle of not less than $* with the r. Certification Notes — No. 2.7-1 May 1995 However, the greatest height difference between the highest and lowest point of the underside of the offshore container comers need not be more than 400 mm. ‘The impacting comer should be the one expected to have the lowest rigidity. (On closed dry cargo containers this wall normally be at the door end.) No significant permanent damage should occur. Cracks in ‘welds and minor deformations may be repaired. Only one of the following tests is required: 3.7.2.1 Alternative 1: Drop test Internal load equal to payload (P) should be sufficiently se- cured and the’ offshore container should be inclmed ‘as ove. The offshore container should be suspended from a quick release hook, When released, the offshore container should rop freely for at least 5 em, to give ita speed at initial im- pact of at least 1 mis. 3.7.2.2 Alternative 2: Lowering test Internal load equal to payload (P) should be sufficiently se- cured and the offshore container should be inclined as de tailed above. ‘The offshore container should be lowered to the floor at a ‘constant speed of not less than 1,5 m/s, Guidance: ‘Waring: These tets may cause considerable tremors in the build ing! 3.7.3 Other tests ‘Other tests may be required. These should be agreed in ad- ce val he Sosy. The method of testing sould 3 fr as possible be in accordance with tests described inthe rel- evant ISO-standacd, Tanks for dangerous cargoes shall in addition be tested ac- cording to the requirements of the IMDO Code. Der Norske VeRrras “RIV OF UNOCAL THALAND LD, PROOUCTON LRAT ENGINEERING & CONSTRUGTON DEPARTMENT Certification Notes — No. 2.7-1 ‘May 1995 4. Production 4.1, General Production should be performed according to approved cawings, specifications and procedures. ‘The manufacturer should present a quality plan for accept- ance before production starts. Relevant production docu ments (ref, section 4.4) should also be presented for acceptance before start of production. The manufacturer should ensure the quality of his proce- dures and facilities by implementing @ Quality Assurance system atleast in accordance with EN 29002/1S0 9002. The Quality Assurance system shouldbe to the Socsty’s sats faction 4.2. Primary structure During production, and on the finished product, it should be possible to identify the materials used for the primary structure with the corresponding documentation. 4.2.1. Approved Welders Weiders should be approved Ry te Society according to a recognised standard, e.g. EN 287, ASME section IX, ANSI/AWS D1.1 or JIS. Where certification of welders is performed by other inde- pendent organisations, e.g. accredited or nationally ap- proved certification bodies, recognition of such certification will be evaluated on a case by case basis. The Society re~ serves the right, however, to require verification of welder's qualifications when deemed necessary. Such verification may include extra NDT and/or welding production tests. 4.2.2 Welding procedures Approved welding procedures should be used for the weld- ing to be carried out on the primary structure. Preliminary welding procedure specifications should form the basis for the preparation of welding procedure tests v7 Welding procedure specifications, welding procedure quali- fication tests and approval of welding procedures should be jn accordance with DNV Rules for Classification of Ships PL2 Ch.3 Sec.2 (or EN 288 part 3 or other recognised standard) and with the requirements stated below. Jinpact fet are cequiced as part of the welding procedure qualification tests. Test temperatures and test results should comply with the requirements given in 3.6.1 Note: ‘The rules and standards specify @ range for which a welding pro- cedure is valid, depending on material, thickness, postion cet The Jimpact test temperature should be the temperatur applicable for the largest thickness covered by the WPS (re, Table 3.2). Four sets of 3 test specimens should be made: + one set in the weld metal + one set at the fusion line * one se in the eat affected zone (HAZ) 2 mm away from sion line ‘+ and one set 5 mm away from fusion line. 4.2.3. Inspection of welds Welds should be subject to visual inspection and non-des- tructive testing (NDT). Unless otherwise agroed in the MSA, all welds are to be 100 % visually inspected, NDT methods should be chosen with due regard to the conditions influencing the sensitivity of the methods and to the welding method used. Structural welds should be exam ined a8 stipulated in columns I and If in Table 4.1 after Production testing. Inspections as stipulated in columns [Il and IV or other inspections will be decided by the Society's surveyor in each case. ‘The specified percentages refer to the total length of weld for each structural assembly in question. The categories of the structural members should be agreed with the Society in each case, Tae Te Toa a Category of member Tipe of fom Tipe of exannation 7 7 7 F vena | Mapper | ace gem [adoro Fim ea |} ior —| “ee Non-redundant T joints 100% 100% 100% Woes [Tanase |e = iE Tena lz] tape | a8 a ee 2. Sesondary [_Alltypes 100% SPOT ‘SPOT spor 1 Be SR BO no oS 3 Drag ts pone 3 pa nana abot 4.2.3.1 NDT procedures and NDT operators Procedure specifications for NDT-methods should be estab- lished and followed. NDT operators should be capable of performing a satisfac- ‘ory operational test under production conditions using. a qualified procedure appropriate for the NDT method and Welded joints in question. Operators should be certified 2c- cording to @ netional certification scheme or have qualifica- tions accepted by the Society to a similar level. ‘The NDT operators should issue reports describing the weld quality. The reports are clearly to distinguish between ac- ‘cepted and rejected welds, and the number of repairs carried ‘out to meet the specified acceptance standard should be stated. The inspection report should specify the NDT meth. Der Norske Veriras PROPERTY OF UNOCAL THAILAND LID. PRODUCTION LH>- ENGINEERING & CONSTRUCTION DEPARTRCI: 18 Certification Notes — No. 2:7-1 May 1995 ods and procedures used including all NDT-parameters ne- essary for a proper assessment. 4.2.3.2 Weld acceptance criteria The soundness of welded joints should comply with the specified standard, regulations or relevant rules for accepta~ bility of weld defects. The stipulated acceptance criteria may in certain cases be modified or made more severe, to the Society's discretion, dependent on the local stress conditions and the limitations gf the NDT-methods to determine location and size of de- cts. 4.3 Secondary structure Secondary sinuctire should prevent cargo from falling out of the container and, if required, prevent water from enter- ing the cargo, Manufacturing procedures should reflect this. Welding of secondary structure should be according to a recognised standard 4.4 Production documentation ‘The certification of each container type should be based on the following documentation, which should be retained by the manufacturer: + Drawings, including a general arrangement drawing Structural calculations Type approval certificate (where relevant) Material documentation Welding procedure qualifications (WPQ) Specifications for welding procedures CPS) elders certificates Report on traceability of materials ‘Report from manufacturing inspection Report from dimensional control Report from non-destructive testing (NDT). Report from prototype testing Report from proof Report from final inspection Parts of this documentation should be collated in an "As Built" dossier which should be delivered with the container. (One dossier may cover a batch of identical units.) ‘The “As Built” dossier should at Ieast include: ‘+ General arrangement drawing Material documentation Specifications for welding procedures (WPS) Report on traceability of materials Report from manufacturing inspection Report from dimensional control Report from non-destructive testing (NDT). Report from proof testing ‘Report from final inspection DNVC's certificate for offshore containers (form 49.078) ‘The various reports may be combined as practical. When the surveyor has carried out manufacturing in~ spection, witnessed testing and reviewed the production do- cumentation: + a "Centificate for Offshore Container" (Form No. 49.(7a) willbe issued + the Society's emblem will be fixed to the container AY, sai oe cepitene somber will be bad stamped into the bottom frame below the emblem. For offshore tank containers the dossier should also include DNVC's tank contamer certificate (form no. 49.04x/a). For offshore service containers, DNVC's service container certificate (form no. 59.01a) and any other documentation required by Certification Note 2.7-2 should also be in- clude 4.8 Production testing 4.5.1 Lifting test During production, some offshore containers should be strength tested, An all point lifting test as desoribed in clause 3.7.1.2 should be carried out. The number of offshore con- tainers to be tested should be agreed in advance and will depend on the total number in the production series. Off shore containers for testing should be chosen at random after the production of a batch is finished. Table 4.2 may be used as a guide to decide the number of offshore containers to be tested ‘Table 42; Production testing Total number in series ‘Manber to be tested © 13 All 46 3 710 4 no1S 5 16-25 ‘6 26-40 8 > 40 special agreement TD) letocag the pectabpe oa 4.5.2 We ness testing Ifa ype of offshore coniines is specified to be weathe tight, the following weathertightness tests should be carried out: For the prototype and 10% of the containers in a production series, this testing should be done with water as described in ISO 1496/1, clause 6.14 "Test No. 13 Weatherproof- ness" For the remaining containers, the water test may be replaced by simple light tests, using the following procedure: ‘An inspector will enter the container. The doors are then closed, and the inspector is to accustom himself to the darkness for at least 3 minutes before powerful light is shone on all extemal surfaces. The offshore container is to be free from any observable light penetration. Der NORSKE VERITAS +. °RRIY OF UNOCAL THAILAND LID, PROQUCTION ERAS ENGINEERING & CONSTRUCTION ORPALTIMEN! Certification Notes — No. 2.7-1 May 1995 5. Marking 5.1 Safety marking ‘The tops of closed containers and the top rails of framed containers should be marked 0 clesrly their perimeter, particularly in poor light. Goidance: Supgtted markings areas follows and lineate 4) & band of solid contrasting colour not Jess than 100 mim wide round the roof perimeter of closed containers; ifthe roof of the ‘onlainer is recessed below the top perimeter ral, the top surface ‘of the top ral at least should be masked. ') contrast hatching on the top rails of baskets and opea-frame ‘containers, Where a container is fitted with fork pockets designed for handling the container when empty only (¢.g. on some tanks aad Jong baskets) then the words "Empty Lit Only” should be clearly displayed near each set of fork pockets in char- acters not less than 50 mm high. 5.2. Identification Mar! Esch container should be marked with a container number issued by the owner as a unique identification which should be the common cross-reference on all in service certif- ication, shipping documentation ete. Under exceptionsl circumstances the owner may change the container number. In this case the inspection plate should be changed and the certificate revised ‘The container number should be prominently displayed on all sides of the container (as viewed from ground level) ia characters of a contrasting colour, not less than 75 mm high For pen side be For open side containers i may be necestary 1 tach panels cifieally to cary the container number ae If & container has a roof, the container number should be isplayed on the roof, in characters not less than’ 300 mm ‘or less if space is Limited. The marking should be car- ried out in such a way as to avoid incorrest interpretation (e.g. by underlining). Where applicable the lower edge of the marking should be positioned near the side of the con- tainer in which the door is located. 5.3 Information Marki: ‘On each container a matt black square not less than 400 x 400 mm should be provided for information markings such as destination, cargo hazard etc. This should be located on. ‘one door (where fitted) or on the side of a container without doors. Guidance: ‘When the owner is a leasing or rental company, the words “on hire to" may appear across the top to identify the use, Immediately below the matt black square the maximum gross mass, the tare mass, and the payload should be dis- played in characters of a contrasting colour not less than 50 mm high. ‘Any additional marking for electrical hazard classification (e.g. Zone marking etc.) should be displayed in this 1o- sation, If a container is used to transport dangerous goods, the re- quirements of the IMDG code regarding hazard warning la- bels should be observed. $.4 Marking of Lifting Set The lifting sot and fis components are tobe marked as de- senibed in chapter 7- 5.5 Other Marking ‘The user of the container may add additional information marking such as owners name etc. However, to avoid mis- interpretation additional marking should be Kept to a mini- mum, If the container is fitted with an intermediate deck the pay- load of the deck should be displayed on the inside of the container in a position where it 1s clearly visible at all times, im characters of a contrasting colour aot less than 50 mm ie Der Norske VeRrras rm 041) UF UNOCAL THAILAND LID, PROQUCTON Use ENGINEERNG 8 CONSTRUCTION OFPARIMENT 6. Plating of containers 6.1 General Containers should be fitted with two plates (ref. sections 6.2 and 6.3). Plates should be made of corrosion resistant ‘material securely attached externally in a manner de: to avoid unauthorised or accidental removal. The plates should be fitted to 2 door, or, on containers with no doors, in a prominent position. Aluminium rivets have been found to be unsuitable as a fixing method in the offshore environment and should not be used. ‘The information on the plates should be in the English lan- guage; (provision for a second Ianguage may be made at the ‘option of the owner), ‘The text should be permanently and legibly marked on the plates in characters not less than 4 mm in height. 6.2 Information Plate ‘The plate should be headed “OFFSHORE CONTAINER" The plate should contain the following information: a) Name of manufacturer >) Month/year of manufacture. c) Mamufacturer's serial number. 4) Maximum gross mess (Kg) at design sling angle ©) Tare mass (Ke). 1) Payload (Kp) and intermediate deck payload Gi applica 2) Certificate number. 1h) Design temperature. A recommended format for the plate is shown in Figuire 6.1. OFFSHORE CONTAINER DNV ENR ane of manta Monhiver of maucnce attire Maa gos mae. Kem *alngangle Tee mane rs Paya” Cominer Bs Inemeciredeck Re Cconifeste no esgn Tenet “ Fig. 6. Infbcrmation plate NOTICE: This material may be Protected by copyright law (Title 17 U.S. Coe) Certification Notes — No. 2.7-1 ‘May 1995 6.3 Inspection Plate The plate should be headed “INSPECTION DATA — OFFSHORE CONTAINER" ‘The plate should contain the following information: ) Owner's container number (ref. section 5.2) b) Maximum gross mass (Kg) at design sling angle. ©) Tare mass (Kg). 4) Payload (Ke) and intermediate deck payload (f appion le). ©) Owner's name and international telephone number(s). ) Date of last inspection To avoid confusion, the plate should not carry the date of the next inspection.” Provision should be made on the plate to facilitate permanent marking to record a minimum of 9 inspections. ‘A recommencied format for the plate is shown in Figure 6.2: INSPECTION DATA-OFFSIIORE CONTAINER enesier No Marien goss mass Tee Paoxe ngage Conte Ineredine Det nner: Fig. 6.2 Inspection plate At gach periodic of oer inspection, his plate showld be marked as described in clause 8.2.2. Guidance: Users of containers should regard the data plate as prima facie evi dence of certification stats, Conusiners with less then 30 days currency of certification should Bot be shipped to any offshore installation, excegt by prior agree- ment with the shipper Der Norske Verrras > (-ERIY.CF UNOCAL THALAND LID, PRODUCTION L387: ENGINEERING & CONSTRUCTION DEPARTMENT Certification Notes — No. 2.7-1 May 1995 a 7. Lifting sets 7.1 General The lifting set (chain or wire rope slings and shackles) should be specially designed for use on offshore containers, and should normally not be removed from the container ex: cept for replacement. Note: ‘The ling set may be removed from a service cosines when the container is insalled 7.2 Approval, testing and certification of lifting sets Only approved lifting sets should be used. The lifting set shoiild be certified a5 loose lifting equipment. Lifting sets and components may be type approved accord- ing to Annex 1 “Type Approval of Lifting Sets for Offshore Containers" (published separately). If the lifting set or some components are type approved and made by a manufseter with a Manufacterng Survey Are rangement With the Society, the manufacturer may issue the certificates. Otherwise the certificates should be issued by the Society. Note: If ling set certificates are issued by agents for a manuficturer, these lifting certificates should contain references to the manufac turer's certificate and to DNVC's type approval. The lifting set certificate numbers should be entered on page 2 of the offshore container certificate and the certificates, ‘should be attached to the container certificate unless the op- ‘erator has an accepted system for tracing lifting ses. When a lifting set is replaced, the new sot should be made to the orginal specification or equivalent and certified and marked accordingly. The lifting set should be tested and certified in accordance with the recognised standard and the requirements below. 7.3 Design of lifting sets ‘The lifting sot should be attached to lifting eyes by shackles. Shackle bolts should be secured to prevent unwanted open ing of the shackle. Normally 4-legged lifting sets should be used, but if neces- sary for operational reasons, other configurations may be accepted. If 2 separate 2-legged slings are used, they should be calculated as though it was a 4-legged sling. Guidance: In order to facilitate handling and improve safety, it is often advis- able to use an extra (top) leg with a ring/link above the master link ‘The top link should be sized to failiate hooking on to a erane for- When 2 separate 2-legged slings are used, note that the angle from vertical is not the same as the angle between the 2 parts ‘The allowable tolerances of shackles to padeyes are given in3.4.1, 73.1 Chain stings ‘Chain slings should be according to prEN 818-4 grade 8 or ther recognised standard. Other grades may be accepted after special consideration, Chains should not have diameter less than 8 mm._ For off- shore containers with maximum gross mass of 3 500 kg or more, chain diameter should be at least 13 mm. 132 Wire rope slings Wire rope slings should be according to ISO 7531, relevant EN-standards (under preparation), of other recognised stan- dard, Terminations shall be of the ferrule secured type with thimbles. Wire ropes should not have diameter less than 13 mm, For offshore containers with maximum gross mass of 3 500 ‘or more, the wire rope diameter should be at least 20 mm. 7.3.3 Shackles Shackles should be according to relevant EN-standard (un- der preparation), ISO 2415, or other recognised standard. 7.4 Strength requirements for lifting sets 4-legged lifting slings should be designed assuming the load ‘is distributed on 3 legs. This also applies if two off 2-legs slings are used. The angle of the sling legs from vertical should be taken into account when choosing slings. This angle should normally be 45°, but smaller angles can be Minimum required breaking force, BFmin, for shackles and for each leg of sling may be calculated according to the following formulae: Rxg = 1) xcopy * SF BFnin = n= number of legs y__ = the angle of sling leg from vertical SF = Safety Factor This safety factor (also known as the coefficient of utilisation) consists of a dynamic factor and a design safety factor against breaking, Note: The sling leg is not necessarily the weakest part of the liting set “Mater link assemblies selected for slings with legs at 45" may ot be mutable foralings with asinaler angie For containers with max. gross mass up to and including 6 tonnes, the Safety Factor ageinst breaking, SF, should be taken as: + Wire rope SF = 10 ‘+ Chain sling SF = 8 ‘+ Shackles, inks, couplings, hooks SF = 8 For containers with higher gross mass, the Safety Factor may be reduced to the values given in Table 7.1: “Table 7.1; Reduced Safety Factors Rating, Rg) Reduced Safety Factor = 6000 100 % of SF 10 000 85 % of SF 15 000 TS % of SF 20 000 65 % of SF. 25 000 25 % of SF Between these values the total safety factor may be found 'y linear interpolation or taken fFom the diagram in Appen- ix F. Der NORSKE VERITAS PROPERTY OF UNOCAL THALANO LID, PRODUC ENGINEERING & CONSTRUGTON DEPARI Certification Notes — No. 2.7-1 May 1995 7.5 Materials in lifting sets Steels should comply with the material requirements of the recognised standard, have good ductility at low temper- atures, and be able to withstand dynamic loads. ‘Steels in chains, links, riags shackles and couplings should bbe impact tested by the Charpy impact (V-notch) method according to 3.6.1. The impact test temperature should be equal to the design temperature, Tp. For the finished pro- dict, the minimum average impact energy in base material should be 42 J. However, for welded components (chains, links, rings) it is sufficient only to take impact test samples in the weld with the notch centred in the fusion line. Tae position of the weld should be accurately identified by eiching with a suitable reagent before cutting the notches. The minimum average impact energy should be 27 J Materials in wire ropes, thimbles and ferrules should be ac- cording to relevant standards. Each separate component ofthe lifting set (e.g. chains, bows and bolts for shackles, links and wire ropes) should be plied with traceable works material certificates (EN 10 204, inspection certificate, type 3.1B). Other items such as thimbles and ferrules should be supplied with a material certificate to EN 10204 type 2.2 or to NS 10010 “Test report”. 7.6 Marking of lifting sets ‘The various components in the lifting set should be marked according to the relevant standard. Slings should be marked with an identification tag perma- eal conneced 10 the top assembly of the sting he ag should be made of metal with the marking permanent!y em bossed or stamped. ‘The number of sides on the tag should indicate the grade of the material. For wire rope lifting sets the shape of the tag should depend of the grade of the master link. For one-leg ‘wire rope the tag should be round. The tag should indicate that the sling is for offshore use by being marked with the word "OFFSHORE". An example of tag for a grade 8 chain sling is shown in Figure 7", and where: + 4/13 denotes a 4-legged lifting set with 13 mm chain, + 4.75 tonnes is the max. allowable gross mass of the container + 45° is the max. angle of sling legs from vertical. OFFSHORE ‘cCERTIICATE “ ‘ #D ay Fig. 7.1 Example of a tag for a grade 8 chain sling. Der Norske VeRiras SE UNOCAL THAILAND UID, PROOUCTON UBRA 2 EENG 8, CONSTRUCTION OFPARTMENT Certification Notes — No. 2.7-1 ‘May 1995 8. Periodic examination, tests and repairs 8.1 General Its the responsibility of the owner of his appointed repre- sentative to retsin current certification for each container, to arrange for periodic inspection, to record substantial repairs, modifications or changes in identification etc., and to main- tain adequate records fo ensure the tracebility of equipment. ‘The inspector should refer to the initial certificate and the last inspection report before carrying out @ periodic exam- ination or test 8.2. Inspection, test and repairs on container and lifting set 8.2.1. Schedule of examination and tests Containers should be pesodially examined and tated in accordance with the schedule listed in Table 8.1. The in- spector may require other or additional tests and examina tons, and dismantling if found necessary. Note: National authorities may have stricter requirements to periodical in- spections When a lifting test is required, the non-destructive exam- ination and thorough visual examination should both be carried out after the lifting test. “Table 8.1: Schedule of examination and texts Time or interval TesilEsamination Lifting test as described | Non-destructive testing | Thorough visual exam- | Sufix (lo be marked on inclause 3.7.1.2 | (NDT) of lifing points ‘nation plate) ‘At intervals not exeeed- | At the diseretion of the | AT the diseretion of the ‘Yes Tor VN or V ing 12 months inspector inspector ‘Ate subst rar Yes Yes Yer T Flan ao Bee Sal PE SEG GE a, ETT TOS CSET aa aaa ace ey Sa eT Re ee, a Suflix T to indicate proof load test, non-destructive exam- ination, and visual examination. Suffix VN to indicate non-destructive examination and vis- ‘ual examination. Suffix V to indicate visual examination only. Lifting sets should be visually examined by an inspector at intervals not exceeding 1 year. On satisfactory completion, of the examination, the inspector should check that the lift- ing set is marked as described in section 7.6 and should is- sue a Report of Examination (ref. clause 8.2.3), Offshore Tank Containers for Dangerous Goods should in addition to the above be inspected by the Society or an other, authorised inspection body in accordance with the IMDG-

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