All are CSC plated, which allow them to be stacked as regular cargo on a container vessel. This dramatically reduces the trans. -ocean transportation cost of. Offshore Containers JUNE T he electro nic pdf versi on of th is do cu ment fou nd th rough h ttp://ww ronaldweinland.info is the officia lly b ind ing versio n. Maximum Gross Weight - kg. Contact us: Email: [email protected] DNV Offshore Container Fleet. Dry Goods Containers. Tanks. Gas Bottle Racks.
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References to 'DNV Rules for Certification of Lifting Appliances' have been as "DNV Certification note Offshore Freight Con-. DNV A publicly available standard for certifying offshore containers produced by a privately-held company. EN Required standard for offshore. DNV Lifting Frame designed for transportation of ISO containers and other onshore units with ISO bottom corner castings within offshore conditions.
T he electro nic pdf versi on of th is do cu ment fou nd th rough h ttp: Today, safe and responsible business conduct is both a license to operate and a competitive advantage. Our core competence is to identify, assess, and advise on risk management. From our leading position in certification, classification, verification, and training, we develop and apply standards and best practices. This helps our customers safely and responsibly improve their business performance. DNV is an independent organisation with dedicated risk professionals in more than countries, with the purpose of safeguarding life, property and the environment. Standards for Certification Standards for Certification previously Certification Notes are publications that contain principles, acceptance criteria and practical information related to the Society's consideration of objects, personnel, organisations, services and operations.
For service containers. Consideration shall be given in the design to local impact loads. Offshore containers may be constructed with partly removable primary structure. If the stability of a container cannot be verified through calculations.
Cargo may be assumed evenly distributed with centre of gravity at the half height of the container. All connections between frame members and between pad eyes and frame members shall be designed to give good continuity. National authorities may have restrictions on the use of aluminium containers on offshore installations.
Protective structure or deflector plates may be required at protrusions. Supporting pads and fork pockets may protrude below the bottom frame of containers. For dedicated purpose containers with a fixed centre of gravity e.
This will allow for changes in the amount and mass of equipment fitted in a service container during its operational life. For containers with exposed aluminium. DNV may require a tilting test. Flexible top protection may stretch or deform if subjected to the design load. Grating or other rigid top protection shall have opening size not more than mm2. Such containers are not covered by the requirements in this section.
Stacking fittings and guides and other structures that protrude above the top of the container frame shall be designed and located such that they may not catch on structures on the ship or on other deck cargoes during lifting operations.
If containers are designed for stacking. Guidance note 2: Particular attention should be given to avoiding the risk of catching in openings in the bulwarks of supply vessels.
Deflector plates on the underside of the container should be placed at. Other types of open top containers e. Deflector plates should be designed such that the angle between the outer plane e. Flexible top protection shall be capable of supporting a central load equal to 0. Top protection shall be either rigid or flexible and be made from a robust material e. Fixtures for the top protection shall be such that they do not cause a snagging hazard.
They shall also be designed such that damage to the stacking fittings does not cause damage to the pad eyes. In the case of long baskets where top protection is required. Where possible the top protection shall cover the entire roof of the container. The strength of the top protection shall be documented. See Appendix [C] for advice on these methods. For containers that are exclusively to be used in areas with temperate climate see Annex 3. The strength of aluminium alloys is considerably reduced in welds and heat affected zones.
Reference is made to allowable deflections in prototype tests. Calculated deflections should be checked. For tank containers. Materials not listed in Tables and will be considered in each case. For steel: Base material: Calculation methods may be: The reduction depends on material properties. The following values shall be used for the static equivalents to an impact load: These calculations should therefore also be used to verify that the deflections both maximum and relative will be acceptable.
This force may act in any horizontal direction on the corner post. The calculations do not replace prototype testing. To find resulting sling force on the pad eyes.
When simplified calculations are used. For marking of containers with such pockets see [6. On all other frame members in the sides the load may be considered as acting at right angles to the side. Containers can be excessively flexible without having high calculated stresses. Containers without roof may have insufficient strength and stiffness to pass the 2 point lifting test [4.
In these calculations. The design load for such a pad eye shall be taken as: For calculation purposes n shall not exceed 4 or be less than 2. Where relevant.
In order to avoid building prototypes that will not pass the test. If S is not known. The thickness both of primary and secondary structure may have to be increased beyond these values after special considerations. If the deck is at an angle. In addition. Secondary structural components used only for protection e. As dynamic calculations will be very complex. Such impact forces can not readily be simulated by static forces.
For corner posts and bottom side rails: For other frame members: The remaining parts of the side and bottom structure shall be min.
Such considerations may include material used. Any difference in the diagonal measurements between lifting point centres shall not exceed 0. See Appendix D for strength calculations of such structures. Intermittent fillet welding of secondary structure is acceptable. Fillet welding of additional supporting welds on pad eyes and on Pad eye supporting structure may be acceptable after special consideration.
If the lifting force is transferred through the thickness of a plate the z-direction. Welds between primary and secondary structures are considered to be welding of secondary structure. Stacking guides on top rails or on the underside of a container shall be designed to prevent lateral movement and to prevent tipping of the upper container. For other primary structure. Pad eyes shall not protrude outside the side boundaries of the container.
Welding of secondary structure Secondary structures may be welded with fillet welds. In order to prevent lateral bending moments on pad eyes. Fork pockets shall be connected to the bottom rails with full penetration welds. Waste skips with trapezium shaped sides may be designed for stacking of several units in empty condition. The diameter of holes in pad eyes shall match the shackle used. See also [9. It is recommended that pockets are located and used according to Table Table Recommended fork pocket distances and operational limitations Container length Min.
Fork pockets shall have closed tops and sides. The bottom face of fork pockets may be fully closed or have partial openings. No pockets e-n-dofG-u-i-d-a-n-c-en-o-t-e Special requirements apply for fork pockets on tank containers for dangerous cargoes. If attached to the underside of the base rails. Openings in the bottom of fork pockets are not allowed in way of the bottom side girders or less than mm from the inside of these girders.
Placing the pockets clear of the ground will reduce the risk of picking up gravel and rocks. It is recommended not to fit ISO corners to the top of offshore containers unless the container have dimensions according to ISO Openings in the bottom of fork pockets will facilitate inspection and maintenance and will reduce the risk of loose items being retained in the pockets which could subsequently fall out during lifting operations.
Pockets shall be located as far apart as practical. Such openings in the bottom may be damaged by fork lift trucks. See also [4. Fork lift pockets shall be located such that the container is stable during handling with fork lift truck. This should be taken into account in the design and when inspecting the containers.
Fork pockets shall extend across the full width of the base frame and shall pass through or be attached to the base. Centre distance shall be at least mm where possible. Container length. Openings in bottom plates shall have such size and location as to minimize the risk that the fork tines may penetrate or seize in the opening. Doors shall be capable of being secured in the open position. Hinges shall be protected against damages from impact loads. Locking arrangements shall be protected to prevent dislodgement by impact.
Guidance note 3: The area surrounding the fork pocket openings may be damaged by the fork lift truck. The max. Locking devices shall be secure against opening of the doors during transport and lifting. The shear area in the bottom side rail shall be sufficient taking into account the reduction of vertical shear area in way of the fork lift pockets.
Normally at least 12 points are recommended. If additional strengthening is placed on top of the side girder. The strength of driving ramps on offshore containers shall be verified by testing. R — attached to the primary structure — placed as far down on the structure as possible — placed within the outer edges of the container. Parts of driving ramps and their locking devices may also form part of the primary structure frame. Double doors shall have at least one locking device on each door.
Hinged lashing points are recommended. If weathertightness is required the doors shall be equipped with gaskets. Note 1: Axle load kg is equivalent to a test load of kg.
Offshore tank containers for dangerous goods shall comply with the following requirements for fork lift pockets on tank containers in the IMDG Code: The means of closing forklift pockets shall be a permanent part of the framework or permanently attached to the framework.
Other types of tanks. A tank and its supports shall be able to withstand lifting and impact loads in addition to dynamic forces as specified in the IMDG code. Primer should be vinyl or epoxy based. In addition to the design requirements already specified in preceding parts of this section. All offshore container roofs. Only containers with tanks that are intended for transport of cargo are considered to be tank containers. Also due account shall be taken of fluid surge arising from partly filled tanks.
Single-compartment portable tanks with a length less than 3. Any external connections. Paint should have good adhesion. Top The top of the tank and fittings shall be protected by beams.
No part of the tank or fittings shall extend above a level mm below the top of the framework i. The filling and discharge devices shall be capable of being secured against unintended opening. Sides Protective beams shall be placed at or near the location where the tank shell is nearest to the outer plane of the sides.
Protection arrangements will be specially considered by DNV. Any such part extending below mm above the bottom of the framework. Bulk containers shall be siftproof. Where there is a danger of spillage from valves or connections. Prototype testing may not replace design review. If the tare mass deviates from the estimated value. Beams shall be spaced sufficiently close to give the necessary protection.
It shall not be possible for any part of the lifting set to foul on fittings. Only closed bulk containers of type BK 2. Tank containers designed with direct connection between the tank and the side or top frame elements will be subject to special consideration. Bottom No part of the underside of the tank shell including sumps and bottom valves or other fittings.
The tank or shell. The container used for type testing should be a prototype as defined in [1. At maximum calculated elastic deflection of any side member. In addition to the requirements of 4.
Prototype tests shall be witnessed by DNV. Retesting of service containers which turn out to be heavier than the estimated value will be expensive and time consuming if it has to be stripped of insulation and equipment. Should a load cell be overloaded or receive a shock load e. Care should be taken in the storage of calibrated concrete blocks so as prevent the absorption of water having an influence on the actual block mass.
If the additional deck is removable. Service containers should be tested before they are fitted out with insulation and equipment. If the additional deck is close to either the top or bottom of the container. Where steel or concrete weights are used it is advised that these are placed on wooden battens to get more even load distriburion and prevent damage to the floor. If the container has an additional cargo deck. Guidance note 4: It is advisable to make a conservative estimate of the Max.
The measured mass. Gross Mass for a service container. The offshore container shall be suspended from a quick release hook. See illustration of drop test in Appendix [F]. The impacting corner shall be the one expected to have the lowest rigidity.
After the testing there shall be no significant permanent deformation. The DNV surveyor should ensure that elastic deformations are acceptable. When released. Elastic deformations during lifting should also be observed.
If the container is unsymmetrical two diagonal lifting tests will be required. It shall be carefully lifted in such a way that no significant acceleration forces occur. Test jigs that allow free deflection will be specially considered by DNV. Therefore the impact speed should be greater if a lowering test is used. On closed dry cargo containers this will normally be at the door end. Drop test Internal load equal to payload P shall be sufficiently secured and the offshore container shall be inclined as above.
In order to allow free deflection of all parts of the container. This can be achieved by loading it with an internal test mass of 1.
Only one of the following tests is required: No significant permanent damage shall occur. It should be visually inspected after the load test. If the offshore container is lowered from a crane. Where a lifting set intended for regular use on the container is used at the lifting test.
The container shall show no significant permanent deformations or other damages after testing. It shall be held for 5 minutes before measurements are taken.
Small cracks in welds and minor deformations may be repaired. The test load may be obtained by putting in an internal test mass of 2. This floor may be covered with a sheeting of wood planks with thickness not exceeding 50 mm. DNV may perform an audit at the manufacturer to verify the Quality Management System and that they are qualified to manufacture containers according to this standard.
For containers designed to transport unit cargoes with a mass UC that would give a higher axle load than kg. EN ISO The offshore container shall be lowered to the floor at a constant speed of not less than 1. The manufacturer shall present a quality plan for acceptance before production starts. If the marking is not visible on the finished product. These shall be agreed in advance with DNV. Lowering test Internal load equal to payload P shall be sufficiently secured and the offshore container shall be inclined as detailed above.
Strength testing of driving ramps shall be performed with a test vehicle with the axle load evenly distributed between two tyres. Tanks for dangerous cargoes shall in addition be tested according to the requirements of the IMDG Code. DNV can consider if certification of containers is still possible. When applicable. ISO These tests may cause considerable tremors in a building!
Each tyre shall have a surface area not exceeding cm2. It is recommended that a meeting is arranged between the manufacturer and DNV before the start of production of any new container type. The offshore container shall show no permanent deformation or other damage after testing. If the Quality Management System at a manufacturer is not fully satisfactory.
Open top containers with an overall length of 6. Relevant production documents see [5. EN The manufacturer shall ensure the quality of procedures and facilities by implementing a Quality Management System at least in accordance with ISO Example of other tests that may be required: The specified percentages refer to the total length of weld for each structural assembly in question.
Unless otherwise agreed in an MSA. Structural welds shall be examined as stipulated in columns I and II in Table after production testing. The categories of the structural members shall be agreed with DNV in each case. Such verification may include testing prior to production. The rules and standards specify a range for which a welding procedure is valid. NDE methods should be chosen with due regard to the conditions influencing the sensitivity of the methods and to the welding method used.
Preliminary welding procedure specifications shall form the basis for the preparation of welding procedure tests. Test temperatures and test results shall comply with the requirements given in 3. If welding is by oxyacetylene process oxyfuel welding.
DNV reserves the right.
The impact test temperature should be the temperature applicable for the largest thickness covered by the WPS ref. EN ISO Welding procedure specifications.
Table Impact tests are required as part of the welding procedure qualification tests. ISO or other recognised standard. Offshore containers for testing shall be chosen at random after the production of a batch is finished.
They shall be qualified. The welding procedures used for secondary structure shall be according to the relevant part of EN ISO NDE operators shall undertake non-destructive examination in accordance with Table and issue reports describing weld quality. An all point lifting test as described in [4.
Manufacturing procedures shall reflect this. Welds on secondary structures shall be examined as stipulated in Table The number of offshore containers to be tested shall be agreed in advance and will depend on the total number in the production series.
Welds between primary and secondary structures shall be performed as for secondary structures and shall be examined as such. Parts of this documentation shall be collated in an "As Built" dossier which shall be delivered with the container. The offshore container shall be free from any observable light penetration. For the remaining containers. Table Containers to be production tested Total number in series Number to be tested1 1—5 1 6 — 10 2 An inspector will enter the container.
The doors are then closed. One dossier may cover a batch of identical units. The various reports may be combined as practical.
When an authorised DNV surveyor has carried out the manufacturing inspection, witnessed testing and reviewed the production documentation: Certificates prepared by the manufacturer must be endorsed by DNV before they are valid. Part 1 of Form Owner information and details of the lifting set should also be entered in Part 2 if these data are available at the time the container is certified. It should be noted that the certificate is only valid when the container is fitted with lifting sets approved by DNV.
This marking shall be as follows: Where a container is fitted with fork pockets designed for handling the container when empty only e. See Guidance 4 in [4. Other safety markings that may be required by DNV shall be in characters not less than 50 mm high. This container number shall be prominently displayed on all sides of the container in characters of a contrasting colour, not less than 75mm high. For open side containers it may be necessary to attach panels specifically to carry the container number.
If a container has a roof, the container number shall be displayed on the roof, in characters at least mm high, or less if space is limited. The marking shall be carried out in such a way as to avoid incorrect interpretation e. Where applicable the lower edge of the marking shall be positioned near the side of the container in which the door is located. The container number may be changed by the owner or if the ownership changes. In this case the marking shall be changed, the inspection plate be changed or replaced and the certificate revised.
For certification marking applied by DNV, see [5. Each container shall be clearly marked, in characters at least 50mm high of contrasting colour, with: On each container, a matt black square of sufficient size should be provided for information markings such as destination, cargo hazard etc. When the owner is a leasing or rental company, the words "on hire to" may appear across the top to identify the user.
When an offshore container is transporting dangerous goods, it must be marked with placards in accordance with the IMDG Code. There should be sufficient space for a placard on the black panel.
Placards are diamond shaped, x mm. These placards must be removed when the container no longer contains dangerous goods. However, to avoid misinterpretation additional marking should be kept to a minimum. If the container is fitted with an intermediate deck the payload of the deck shall be displayed on the inside of the container in a position where it is clearly visible at all times, in characters of a contrasting colour not less than 50 mm high.
Offshore containers are not covered by the EU Machinery Directive, and CE marking is not required on offshore containers, but lifting sets should be CE marked in accordance with the Machinery Directive. Plates shall be made of corrosion resistant material securely attached externally in a manner designed to avoid unauthorised or accidental removal.
The plates shall be fitted to an end door, or, on containers with no such doors, in a prominent position. Aluminium rivets have been found to be unsuitable as a fixing method in the offshore environment and shall not be used. The information on the plates shall be in the English language; provision for a second language may be made at the option of the owner. The text shall be permanently and legibly marked on the plates in characters not less than 4 mm in height.
The data plate and the inspection plate may be combined into one plate. The data plate shall not be removed from the container, but if the plate is becoming illegible it may be replaced by an identical plate. The inspection plate may be replaced when there is no more space to record inspections.
For containers certified by DNV, this marking may be combined with marking according to EN thus: The data plate shall contain the following information: A recommended format for the data plate, when certified by DNV, is shown in Figure Name of manufacturer: Maximum gross mass: Kg Payload: Container Kg Intermediate deck Kg Certificate no: Design Temperature: The plate shall contain the following information: Provision shall be made on the plate to facilitate permanent marking to record a minimum of 9 inspections.
A recommended format for the inspection plate, when certified by DNV, is shown in Figure At each periodic or other inspection, this plate shall be marked as described in [9. Users of containers should regard the information plate as prima facie evidence of certification status.
Containers with less than 30 days currency of certification should not be shipped to any offshore installation, except by prior agreement with the shipper. When a service container or other offshore container is installed for an extended period on an offshore installation. The top link should be sized to facilitate hooking on to a crane forerunner. Where appropriate. This procedure may be used if no type approved products are available or if a manufacturer has not received a type approval certificate at the time the products are delivered.
Such DNV product certificates may be issued for individual products or batches of products. Lifting sets and components shall be tested according to the applicable standards. If lifting set certificates are also issued by agents for a manufacturer.
Wire rope. In order to retain the type approval. Shackle bolts shall be secured to prevent unwanted opening of the shackle. In all cases four leg slings shall be rated as for three leg slings. In order to facilitate handling and improve safety.
The slings shall be attached to the pad eyes on containers by shackles. Normally lifting slings chain or wire rope and the main components shall be type approved. In special cases DNV may issue product certificates instead of type approval certificates. The components which require type approval are shackles. Before a type approval certificate can be issued.
Lifting sets for offshore containers approved and certified according to this section are generally also considered to be loose lifting equipment and this should be reflected in the certificates. When 2 separate 2-legged slings are used. See also [8. WLLmin for lifting sets. This enhancement factor reflects the additional dynamic loads in offshore lifting. For containers with rating up to kg the WLLmin has not been calculated using an enhancement factor.
The enhancement factor is higher for light containers because light containers are subject to the most severe dynamic amplification. Table shall be used for determination of the minimum working load limit. WLLmin of the lifting sets for offshore containers shall be determined for the lifting set and each of its components according to the requirements below. This appendix also includes tables with working load limits for single.
In this table the rating of a container is multiplied by an enhancement factor to give an enhanced requirement for the working load limit. The top link or master link shall be able to reach down to a height of no more than 1. Where two 2-legged slings are selected to function as a 4-legged sling. Appendix [E] contains examples on how to select lifting slings and lifting set components for both standard and non-standard lifting sets.
Forerunners 5th leg are calculated as single legs. See examples 2 and 3 in Appendix [E]. Thimbles and ferrules of the appropriate size for the wire rope dimension shall be used. They are only used for calculating the WLLmin values in the last column. The sling leg is not necessarily the weakest part of the lifting set. The enhancement factors are only included in Table for information purposes.
Slings shall be selected from a recognized standard for lifting slings or from a DNV type approval certificate. Galvanising shall only be carried out under the control of the manufacturer of the component. Materials in wire ropes. The impact test temperature shall be equal to the design air temperature TD and the minimum average impact energy shall be 42J.
They should be secured to prevent unintentional withdrawal. The terminations of wire rope legs shall be ferrule secured eyes with thimbles. The minimum average impact energy of the weld shall be 27 J. The working load limit may be determined based on the specified rope grade. Shackles are considered as part of the lifting sling if assembly secured. Such Couplings shall be designed only for opening with special tools. The position of the weld shall be accurately identified by etching with a suitable reagent before cutting the notches.
Other grades may be accepted after special consideration. Steels in chains. On existing containers where location and design of pad eyes are such that it is not possible to use shackles with nut and split pins. This restriction is to prevent the coupling from seizing in the folded condition and subsequently failing when forced straight under load. Shackles are normally separate components from the chain or wire rope slings.
Materials used in each separate component of the lifting set e. As an aid to inspection. Wire rope grade or shall be used. Hinged type couplings shall not be used. Screw pin shackles shall not be used.
The rating WLL of the lifting set is not necessarily the same as the rating MGW of the container to which it is attached.
YYYY-MM-DD — certificate number — reference to DNV type approval certificate when relevant — description of the component — information about which standard the sling conforms to — reference to material certificates or material specification including chemical composition and mechanical properties — results from tests specified in the relevant product standard and in this section — record of the unique identification number or mark carried by the component — signature of the authorised DNV surveyor.
The WLL to be used in certificates and marked on lifting sets shall be the maximum rating of an offshore container on which the sling can be used. Other items such as thimbles and ferrules shall be supplied with material certificates according to EN In addition: For chain slings assembled by welding.
Appendix J shows an example of how a certificate for lifting slings may look. An example is shown in Figure The tag shall be 8-sided for grade 8 chain slings and round for wire rope slings.
The tag shall be made of metal with the marking permanently embossed or stamped. Marking on tags for chain and wire rope slings that have been type approved or individually certified by DNV shall include: The text shall be permanently and legibly marked on the tags in characters not less than 4 mm in height. Figure Example of identification tag for a chain sling — Front of identification tag.
An example of an identification tag for a chain sling is shown below. For inspection marking on the tag at periodic surveys see [9. Where two 2 leg slings are selected to function as a 4 leg sling. Shackles shall be indelibly marked with a unique identification. The facility shall include suitable means of lifting and supporting the container for the purposes of inspecting the under-side. The same applies for offshore service containers that have remained in service on an offshore installation past the due inspection date.
It is the responsibility of the owner or an appointed representative to retain current certification for each container. Tests and Repairs — Page 49 9 Periodic Examination. The inspection shall be carried out in a situation providing sufficient lighting and other facilities necessary to allow it to be carried out safely and effectively.
The inspector may require other or additional tests and examinations. For containers with fixed equipment. Suffix VN: National authorities may have stricter requirements for periodical inspections. Tests and Repairs 9. If a container has not been in use and has exceeded its periodic inspection date.
Suffix T: Suffix V: All load bearing parts.. Fork pockets are usually not painted inside and may be heavily corroded. This should be taken into account when inspecting the fork pockets. If a container is rebuilt. This may include strength testing.
Drainage facilities. Tests and Repairs — Page 50 9. Renewal or repair of damaged parts shall be carried out using approved manufacturing procedures and materials which are at least equivalent to the original The repair shall be noted on the certificate and the repair report should be attached to the certificate as an Appendix.
If indications are found in the ET inspection the paint is to be stripped off and the weld shall be inspected by means of the relevant NDE techniques and acceptance criteria referred in [5. Since no acceptance criteria are specified for ET only experienced and competent operators should perform such inspections.
Fork pockets with openings in the bottom plate may be damaged by fork lift trucks.
Eddy Current Testing is a recognized NDE method that has the advantage that it can be performed without stripping off the paint on a welded connection. Personnel performing ET testing shall be qualified and certified to ET level 2 or 3 in accordance with EN ISO or other equivalent recognised standard or certification schemes.
The old certificate shall be marked "Deleted" and attached to the new certificate. Inspection of chain and wire rope slings and components shall be carried out in accordance with EN and 2 as applicable. Shackles that are not assembly secured may be inspected independently of the lifting sling.
Tests and Repairs — Page 51 9. The inspector may require other or additional inspections. Table Schedule of examination and tests of lifting sets for offshore containers Time or Applicable to Type of Inspection interval Non. On satisfactory completion of the examination.
The load shall be applied for a minimum of 2. Shackles that are assembly secured shall be inspected as part of the lifting sling. Tests and Repairs — Page 52 9. Such inspections and tests. If containers and lifting sets are inspected separately. If shackles are replaced. The inspection report shall show at least the following information: Items which are normally to be inspected are listed on DNV Form Steel and steel products -. Technical delivery requirements — EN Series 1 freight containers.
Cast carbon steels for general engineering purposes — ISO Part 3: Delivery conditions for thermo mechanical rolled steels — EN Specification and testing. Corner fittings. Offshore containers and associated lifting sets — Part 1: Offshore container. Part 4: Non-pressurized containers for dry bulk A. Metallic materials. Hot-rolled products of non-alloy structural steels. Lifting sets. Hot-rolled products in weldable fine grain structural steels. Cold formed welded structural sections of non-alloy and fine grain steels.
Technical delivery conditions — EN Part 2: Tensile testing. Open die steel forgings for general engineering purposes. Part 1: General cargo containers for general purposes — ISO Equipment intended for use in Potentially Explosive Atmospheres — Code of safe practice for the carriage of cargoes and persons by offshore supply vessels OSV code. Series 1 freight containers — Classification.
Steels — EN Steel products with improved deformation properties perpendicular to the surface of the product. Charpy impact test. Metallic products. Method of test at ambient temperature — EN Hot finished structural hollow sections of non-alloy and fine grain structural steels. Tank containers for liquids. Structural steels -. Test method — EN Chemical composition and forms of products - Part 1: Chemical composition — ISO Non-alloy quality and special steels — EN Stainless steels.
General delivery conditions — EN Verification and calibration of the force-measuring system — ISO Periodic inspection. Specification — ISO Verification of static uniaxial testing machines. Approval testing of welders. Inspection documents A.
Types of inspection documents — EN List of stainless steels — EN Fusion welding. Recommendations for welding of metallic materials. Freight Containers — EN Wrought aluminium and aluminium alloys. Specification and qualification of welding procedures for metallic materials - Welding procedure specification. Structural use of aluminium.
Grade 8 — EN Non-destructive testing of welds -. Part 6: Chain slings. Welding procedure test. Specification and qualification of welding procedures for metallic materials. Non-destructive testing. Penetrant testing -.
Acceptance levels for radiographic testing -. Visual assessment of surface cleanliness -. Class 6 A. Ferrules and ferrule securing — EN Preparation of steel substrates before application of paints and related products -.
Fusion-welded joints in steel. Code of Practice for design — ISO Dee shackles and bow shackles. Quality management systems -. Steel wire rope slings. Short link chain for lifting purposes. Ultrasonic testing. Part 1. Terminations for Steel wire ropes. Radiographic testing. Part 2. Eddy Current A. Type IV. Non-destructive testing of welds.
Wire rope slings — EN Arc-welded joints in aluminium and its alloys. Structural Welding Code. Forged steel shackles for general lifting purposes.
Magnetic particle testing of welds. Forged steel components. Non-destructive testing -. Welding and brazing qualifications A. Safety criteria and inspection procedures — EN Specification for use and maintenance to be provided by the manufacturer — ISO Forged shackles for general lifting purposes —. Rust grades and preparation grades of uncoated steel substrates and of steel substrates after overall removal of previous coatings — ISO Submit Search.
Successfully reported this slideshow. We use your LinkedIn profile and activity data to personalize ads and to show you more relevant ads. You can change your ad preferences anytime. Standard2 Upcoming SlideShare. Like this document? Why not share! Lecture in introduction Embed Size px. Start on. Show related SlideShares at end. WordPress Shortcode. Published in: Full Name Comment goes here.
Are you sure you want to Yes No. Be the first to like this. No Downloads. Views Total views. Actions Shares. Embeds 0 No embeds. No notes for slide. Standard2 1. Today, safe and responsible business conduct is both a license to operate and a competitive advantage.
Our core competence is to identify, assess, and advise on risk management. From our leading position in certification, classification, verification, and training, we develop and apply standards and best practices. This helps our customers safely and responsibly improve their business performance. DNV is an independent organisation with dedicated risk professionals in more than countries, with the purpose of safeguarding life, property and the environment.
Standards for Certification Standards for Certification previously Certification Notes are publications that contain principles, acceptance criteria and practical information related to the Society's consideration of objects, personnel, organisations, services and operations. The use of this document by others than DNV is at the user's sole risk.
DNV does not accept any liability or responsibility for loss or damages resulting from any use of this document. Standard for Certification - No. The previous edition of this standard should not be used for design or certification of new offshore containers after September 30, Text affected by the main changes in this edition is highlighted in red colour.
However, if the changes involve a whole chapter, section or sub-section, normally only the title will be in red colour. For type approved lifting sets DNV will no longer sign certificates.
Manufacturers of lifting sets will instead be audited at regular intervals. These tables for selecting wire rope slings are for wire ropes of grade In addition to the above stated main changes, editorial corrections may have been made.
Editorial Corrections 4. It was prepared because other regulations at the time, whether international codes, national requirements or rules published by Det Norske Veritas, did not specifically cover offshore containers. A revised Certification Note was issued in May The basic strength and design requirements from the original edition were retained at these revisions. Many other standards, codes and regulations exist for containers, container-like units and related types of equipment.
International standards, codes and regulations considered relevant have been taken into account when preparing this Standard for Certification. The European Committee for Standardization, CEN, issued a European standard for offshore containers, EN , in , and a revised edition, split into three parts, was issued in The requirements for design, testing and production of offshore containers in EN are directly based on DNV Standard for Certification 2.
The relationship between this Standard for Certification and other standards, codes and regulations is outlined in sub-chapter 1.
The Standard for Certification is concerned with certification of all types of offshore containers as transport units. The three typical phases of transport are: The Standard for Certification includes design requirements related to all three phases. Under conditions in which offshore containers are often transported and handled, the "normal" rate of wear and tear is high, and damage necessitating repair will occur.
However, containers designed and certified according to this Standard for Certification should have sufficient strength to withstand the normal forces encountered in offshore operations, and not suffer complete failure even if subject to more extreme loads.
Re-certification is generally not deemed necessary. However, for some containers the new requirements for top protrusions in Sec. Approval and Certification Procedures Plating of Containers Lifting Sets Periodic examination, tests and repairs List of References Example of Offshore Container Guidelines and Examples on Strength Calculations Design of Pad eye Calculations of lifting sets Example of Drop Test Certificate for Offshore Container Design requirements Materials and Material Testing Prototype Testing Marking and Traceability Requirements Related to Manufacturers Type Approval Certificate Production and Certification Requirements to supplier Repairs on containers identified as a result of load tests and or NDE Approval procedures Information on alteration to the certified service operation system Cancellation of the certificate of approval Design temperature Data plate The Standard for Certification covers the container structure and any permanent equipment for handling, filling, emptying, refrigerating, heating and safety purposes.
The intention is that offshore containers shall meet the following requirements: Be safe in use with regard to: Be suitable for repeated use through choice of: The requirements in this Standard for Certification are based on a number of assumptions regarding the handling and operation of offshore containers: Not to be stacked during transport on ships.
They may not be used without permission. DNV may approve alternative solutions that are found to represent an overall safety standard equivalent to the requirements in this Standard for Certification.
Such approval may be revoked if subsequent information indicates that the chosen alternative is not satisfactory. Guidance notes are intended as practical advice or recommendations for the designer, manufacturer or operator, while Notes provide information. Recognised standard means a standard found acceptable by DNV. Both of these are mandatory international regulations. The IMDG code also requires that containers and portable tanks that are handled in open seas should be certified for this purpose.
The circular is reproduced at Appendix I. Offshore containers designed and certified according to this standard can also be designed and certified according to CSC And ISO Offshore Containers and lifting sets certified to this standard also comply fully with EN parts 1 and 2 respectively, and this may be referenced in the certificates. Standard for Certification 2. However, there is often a need for verification and certification of such units.
Portable Offshore Units may be designed for subsea use and for single transport events. All Portable Offshore Units are evaluated for safe handling and transport and assigned to an Operational Class for the offshore handling. Additional operational procedures may be required. There are three Operational Classes with limiting significant wave height: Instead they are considered to be cargo units as defined in these codes and directives.
However, requirements from these regulations and standards have been taken into account in the requirements in this standard, e. Some National Authorities may consider offshore containers to be lifting equipment. Title Equivalent sections in this standard Part 1 Offshore containers — design, manufacture and marking Sec. An offshore container comprises permanently installed equipment, see [1. Guidance note: Other permanent or loose equipment will not be covered by the certification unless specially agreed with DNV.
However, supporting structure for heavy equipment, machinery, etc. Refer to definitions of primary and secondary structure below and in 4. Units for offshore lifting that are intended for installation and not for repeated transport are not considered to be containers.
Likewise, units that do not have an outer framework with pad eyes are not considered to be containers. Hence, these units are not covered by this standard. See however the definition of waste skip in [1. Offshore containers may be divided into 3 main categories: Offshore container built for the transport of goods.
Examples of offshore freight containers: Offshore container built and equipped for a special service task, mainly as temporary installation. Examples are, laboratories, workshop, stores, power plants, control stations, wireline units.
Normally constructed from flat steel plates forming the load bearing sections of the container, bracing in the form of steel profiles, e. Waste skips may be open or have loose or hinged covers 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.
Units of this type are not considered to be offshore containers. May include lifting sets, additional fittings for handling and securing, filling, emptying, cooling and heating, intermediate decks, securing points, garbage compactors, etc. Primary structure is divided into two sub-groups: Other primary structure may also be considered essential and or non-redundant. Deflector plates, stacking fittings and end plates on hollow section are considered to be in this category.
This sub-group also includes protective frame members. Side and roof panels including corrugated panels are not considered to be part of the primary structure and shall not be taken into account when evaluating the strength of the container. For waste skips the requirements in 4. Secondary structure includes the following components: The prototype may either be manufactured especially for type testing or selected at random from a production series.
If manufactured specially, it is expected that the tools and the production process are comparable to those to be used for subsequent production. This can comprise single or multi leg slings with or without a top leg and shackles, whether assembly secured or not. Shackles that are captive in the thimbles are also considered as assembly secured. Shackles that are assembly secured, i. See [9. The mass of the lifting set is not included in R because the lifting set is often not available at the time of certification and because it may be replaced during the lifetime of the container.
The maximum permissible mass of cargo which may safely be transported by the container, in kg. Maximum mass that a lifting component is authorized to sustain in lifting service Guidance note: The WLL for lifting components that is specified in standards, product specifications, etc.
For the special application of lifting sets fitted to offshore containers, the WLL is enhanced as described in Sec. Note 2: The rating WLL of the lifting set is not necessarily the same as the rating MGM of the container to which it is attached.
This term is not clearly defined for containers and should, therefore not be used when referring to offshore containers. At the end of the certification process a product certificate is issued by DNV and the numbered DNV certification emblem is affixed to the container. Certification consists of the following steps: An application for approval and certification should be sent to the local DNV office who will forward this to the approval office.
The Application shall include: The manufacturer must specify the number of containers to be covered by the case-by-case approval. If series production is intended the containers will be type approved. The company applying for type approval of a container type must be the owner of the design, or have a written acceptance from the owner of the design that the type approval certificate can be issued in the name of the company.
The company must take the sole responsibility for the conformity of the product to the applicable requirements. The company must provide information about all places of manufacture. If a type approved container design is manufactured at different places of manufacture, prototype testing shall normally be carried out at each manufacturing plant.
Therefore these codes will normally be listed in the Type Approval and Offshore Container certificates. Offshore tank containers for dangerous goods shall be certified according to the IMDG Code in addition to certification to this standard. Upon request, or if considered a necessary part of the certification needed for a container, DNV may also certify offshore containers to other international or national standards or regulations.
For approval: Welds to be indicated with welding symbols to a recognized standard. As part of the approval DNV will always verify the strength of a container design, and this may include performing detailed strength analysis.
However, calculations to optimise the design will not be performed by DNV. This program is available to customers through DNV offices. During production, DNV will normally perform inspections in accordance with Sec. Alternatively, certification may be based on surveillance of the manufacturer's quality assurance system. On the basis of this system, the terms of survey and testing and the frequency of attendance by a DNV surveyor may be defined in a Manufacturing Survey Arrangement MSA.