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2016 Technology Week

DNVGL-ST-E273, April 2016


2.7-3 Portable Offshore Units

Mohsen Shavandi / Meindert van Mierlo

1 DNV GL SAFER, SMARTER, GREENER


Agenda

Introduction / Safety Moment 1:00-1:15 pm


Scope of DNVGL-ST-E273 1:15-1:30 pm
Design Approval Process 1:30-1:45 pm
Break 1:45-2:00 pm
Certification Process 2:002:15 pm
Design Requirements/ Subsea Application 2:15-2:45 pm
Break 2:45-3:00 pm
Manufacturing and Testing Requirements 3:00-3:30 pm
Good/Bad Design Examples 3:30-3:45 pm
Q&A 3:45-4:00 pm

2 DNV GL
Introduction

3 DNV GL SAFER, SMARTER, GREENER


Safety Moment

4 DNV GL SAFER, SMARTER, GREENER


Scope of DNVGL-ST-E273 , April 2016

7 DNV GL SAFER, SMARTER, GREENER


Scope

A POU (Portable Offshore Unit) is a package or unit intended for repeated or


single offshore transportation and installation/lifting which may also be designed for
subsea lifting.

POUs (2.7-3) are not Offshore Containers


- POUs typically carry equipment (or any kind of installation) intended for a
service function offshore.
- PO Units are not intended to carry goods (general cargo) as their primary
function but may be used for equipment that is impossible or too heavy (MGW
> 25 tonnes) to transport in offshore containers.
- The maximum gross mass should normally not exceed 100 tonnes.
- Certification of PO Units with gross mass exceeding 100 tonnes could be
agreed with DNV GL on a case by case basis.

8 DNV GL
Scope
Portable offshore unit
It is the intention that a POU that is certified by DNV GL according to this
standard could be safely sea transported and lifted offshore including subsea
anywhere in the world.
Standardized frames/ skids used for sea transport only may also be certified as a
POU.
The PO Units shall meet the following requirements:

Be suitable for single or repeated use:


Material;
Protection;
Ease of repair and maintenance.

Be safe in use with regard to:


Life;
Environment;
Hazard to the vessel/ installation.
Therefore it is risk based

9 DNV GL
Assumptions
The requirements in this Standard for Certification are based on a number of
assumptions highlighted in Section 1.1.3.
Lifted individually by one crane;
Any wave restriction for subsea lifting, if applicable, needs to be assessed for
each POU;
The handling/lifting is carried out according to the agreed operational
procedure, if any;
The POU is lifted with an adequate lifting set;
Can be lifted anywhere (world wide) by any crane with sufficient capacity and
speed if not otherwise specified;
Stacking during transport on ships is not covered by this standard.
Cargo or loose installations are properly secured in the PO Unit.
Handled according to IMO CSS code, OSV code, or according to a special made
transport procedure.
Handling and operation is in accordance with local regulations.

10 DNV GL
Types of PO units

Type A:
Primary structure frame (including skids arranged with crash frames).
Similar to a 2.7-1 frame with MGW > 25 tonnes and SE.

11 DNV GL
Types of PO units

Type B:
Skid based installations without a primary structure frame (crash
frame), due to size, shape or other considerations.

12 DNV GL
Types of PO units

Type C:
lacks a dedicated skid or frame.
May include integrated stand frame, skirt or support points.
Examples: x-mas trees, reels, manifolds, pressure vessels with stools,
etc.

13 DNV GL
Types of PO units

Type D:
Shell constructions where the strength lies in the plate structure, not in
a frame.

14 DNV GL
Types of PO units

Type E:
POU that does neither fall into any of the PO Unit types A through D nor
is a DNV 2.7-1 Offshore Container.
It shall be agreed with DNV GL in each case if it is applicable to certify a
Type E unit as a POU.
Type E PO Units are typically used when it
is not practical to use either a type C unit,
where the load carrying structure of the
PO Unit is also the structure of the
equipment being transported, or a load
carrying skid (Type B).

15 DNV GL
Flowchart for Design Basis

DNV offshore standards covering


marine operations, i.e. DNV-OS-H101,
DNV-OS-H102 and DNV-OS-H201 to
DNV-OS-H206, are collectively referred
to as the VMO Standard.

VMO standard are not Standard for


Certification

VMO Standards are being superseded


by the new DNV GL Marine Warranty
Standards, DNVGL-ST-N00x

16 DNV GL
Design Approval Process

17 DNV GL SAFER, SMARTER, GREENER


Certification Process

Certification of components include:

Design Verification Production Follow up

18 DNV GL
Design Approval
The design verification will include at least:
Applied design loads
Strength of main structure, including lift points
Design details, if applicable see sub-section 3.9.
Material specifications
Welding and other joining methods

Exclusions:
Strength for in-place load conditions (e.g. of winch foundations).
Strength of any equipment, including (empty) tanks in the unit.
Secondary structures.
Sea fastening arrangement.

19 DNV GL
Required Design Documentation
The following documentation shall be submitted for approval:
A) Design drawings of main (primary) structure including:
a) materials to be used, e.g. reference to the relevant material specifications,
b) dimensions and element properties,
c) joints and particulars of joining methods (welding, bolted and pinned connections),
d) NDT requirements,
B) Design drawings of lifting points and other design details subject to acceptance;
C) Design drawings of other elements considered as part of the primary structure;
D) Operational procedure;
E) Drawings of lifting set (if applicable) showing detailed information about:
a) dimensions and capacities,
b) materials,
c) each single component including reference to certificates,
d) certification scheme for lifting set.

20 DNV GL
Required Design Documentation
The following documentation shall be submitted for review/information:

F) General arrangement drawings showing:


a) any protruding parts
b) main dimensions
c) operational class
d) maximum gross weight (MGW), tare weight (T) and payload (P).

G) Lifting and transportation arrangement drawings showing:


a) sling angles
b) sling lengths
c) CoG location
d) lifting set components
e) seafastening layout
f) operational restrictions.

21 DNV GL
Required Design Documentation
The following documentation shall be submitted for review/information:

H) Design calculations including information and justification of:


a) selected operational class
b) applied weight and CoG
c) applied design loads for main structure and design details
d) lifting set details as maximum and minimum sling angles and shackles
e) if applicable; calculations for lifting set.

I) Information about intended use, as applicable:


a) single or multiple transports
b) any special handling restrictions and/or an operational procedure
c) equipment to be installed
d) service function
e) special loads to be applied.

J) Particulars of corrosion protection and painting (type, application, dry film thickness).
22 DNV GL
Approval Scheme
Individual (case-by-case) approval:

Single batch with limited number of PO Units (normally less than 20).

The manufacturer must specify the number of PO Units covered by the


approval.

The approval is only valid for the actual project / installation / application

The deliverable is Design Verification Report (DVR)

23 DNV GL
Approval Scheme
Type Approval Certificate (TAC):
Series production OR future orders of the same PO Unit.
Type Approval process includes Design Assessment, Audit and Type Testing.
The company applying for type approval of a POU 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.
When the POU design is manufactured at different places of manufacture,
prototype testing shall normally be carried out at each manufacturing plant.
TAC is valid for 5 Years.
Type Approval process in DNV Standard for Certification 1.2.

Each POU manufactured according to a case-by-case or type approval shall be


certified by DNV GL.

24 DNV GL
Break

25 DNV GL SAFER, SMARTER, GREENER


Certification process

26 DNV GL SAFER, SMARTER, GREENER


Certification Definition

Certification is relevant for products, processes, services or


persons.

Certification: On the basis of a review and decision, a


written statement is issued, confirming that fulfillment of
specified requirements has been demonstrated

DNV GL

Slide 27
Certification of Materials and components

Order product with


DNV Certificate

Manufacturer
Deliver Product
with DNV GL Certificate

Request Oilcompany
DNV GL (Purchaser)
certification - Perform certification
of product - Deliver DNV GL Certificate

DNV GL

DNV GL
Slide
28
Certification of Components

Certification of Components

Shall in most cases include


Design Assessment

+ Production Assessment
+

DNV GL

Slide 29
Certification of Components

Certification of Components

Shall in most cases include


Design Assessment
+ Production Assessment

Case by case
Approval

DNV GL

Slide 30
Certification of Components

Certification of Components

Shall in most cases include


Design Assessment

+ Production Assessment
+

Case by case Production


Approval Assessment

DNV GL

Slide 31
Production assessment

Request for
certification

Qualified
Manufacturer ?

Design
Assessment done ?

Prepare for Survey

Witness testing
Perform survey

Compliance
with requirements?

Mark Issue
product certificate
DNV GL

Slide 32
Production assessment

Request for
certification

Qualified Define scope of work


Manufacturer ? Establish Contract

Design
Assessment done ?

Prepare for Survey

Witness testing
Perform survey

Compliance
with requirements?

Mark Issue Make


product certificate invoice
DNV GL

Slide 33
Production assessment

Request for
certification

Qualified Check Qualifications


Manufacturer ?
Quality system certified ?
Design Manufacturer approved ?
Assessment done ? Procedures qualified ?
Personnel qualified ?
Prepare for Survey

Witness testing
Perform survey

Compliance
with requirements?

Mark Issue
product certificate
DNV GL

Slide 34
Production assessment

Request for
certification

Qualified
Manufacturer ?
Check Design assessment
Design Drawings approved ?
Assessment done ? Comments given ?

Prepare for Survey

Witness testing
Perform survey

Compliance
with requirements?

Mark Issue
product certificate
DNV GL

Slide 35
Production assessment

Request for
certification

Qualified
Manufacturer ?

Design
Assessment done ?
Understand issued approval comments
Applicable Rules, IS and Checklist
Prepare for Survey
Similar projects?
Testprogram esthalished?
Witness testing
Perform survey

Compliance
with requirements?

Mark Issue
product certificate
DNV GL

Slide 36
Production assessment

Request for
certification

Qualified
Manufacturer ?

Design
Assessment done ?
Survey and testing
Perform all required surveys
Prepare for Survey
Witness all required testing
Check that all requirements are
Witness testing
fulfilled
Perform survey
Check product vs approved design
Record results
Compliance Record corrective actions/repairs
with requirements? Document progress of job

Mark Issue Make


product certificate invoice
DNV GL

Slide 37
Production assessment

Request for
certification

Qualified
Manufacturer ?

Design
Assessment done ?

Prepare for Survey

Witness testing
Perform survey

Compliance
no Reject Component
with requirements?

Mark Issue
product certificate
DNV GL

Slide 38
Production assessment

Request for
certification

Qualified
Manufacturer ?

Design
Assessment done ?
Completion of certification
Prepare for Survey Issue relevant certificate
Send certificate to manufacturer
Witness testing
Perform survey

Compliance
with requirements?

Mark Issue
product
DNV GL
certificate
Slide 39
Certification

It is not DNV GL that requires offshore containers to be certified


DNV GL offers a certification service.

Requirements for certification come from:


- International regulations (IMO)
- National authorities
-Within the offshore industry (oil companies, supply vessel owners,
organizations, etc.)

40 DNV GL
Design Requirements

41 DNV GL SAFER, SMARTER, GREENER


Design

Design Condition

The structural integrity of PO Unit shall be verified for exposure to


dynamic conditions that are common for an offshore transportation event
involving:

sea voyages,

lifting onshore, inshore and on board vessels/platforms offshore,

Lifting to and from vessels offshore,

Lifting into and out of the sea (if applicable).

42 DNV GL
Material

Design temperature

The minimum design temperature shall not be taken higher than the
(statistically) lowest daily air temperature for the area where the PO
Unit shall operate.

In the absence of a design temperature designation, the design


temperature shall be -20 C.

43 DNV GL
Material

Minimum material thickness

Applicable thicknesses for Type D POUs should be evaluated case by case.

44 DNV GL
Material
Charpy requirements for steel

Average energy absorption


for 3 base material specimens
parallel to the final rolling direction

single value >= 70% of average values

Sy > 500 MPa


T > 50 mm ` DNVGL-OS-B101

45 DNV GL
Material

Charpy Impact Test Exemption (all of the following shall apply):

Normalized, killed, fine grain steel

Specified yield strength equal to or less than 345 MPa (50 ksi)

Minimum operating temperatures of 0C or higher

Thickness of 25 mm or less.

Limitations:
Steel with aging properties and steel with minimum yield strength above
690 MPa (100 ksi) should not be used.

46 DNV GL
Material

Lift Points

References for acceptance criteria given in DNV-OS-B101, EN 10164 or a

compatible ASTM specification.

If the lifting load is transferred through the plate thickness (z axis), plates

with specified (documented) through thickness properties must be used.

All welds transferring load in tension shall be full penetration type.

Full penetration is also recommended for welds transferring loads in shear.

47 DNV GL
Material

Steel bolts, nuts and pins

Bolts and pins considered essential for structural integrity and operating

safety shall conform to ISO 898 or other recognized code or standards.

Impact energy >= 42 J at -20C

Nuts are normally exempt from toughness testing.

Bolts and pins for connection of padeyes and/or between a lifting tool

Type E PO Unit and the cargo should have individual fabrication

certificates.

48 DNV GL
Operational aspects

All PO Units should be evaluated for any special consideration that may
affect the design and procedures for the transportation.
In many cases operational aspects are adequate and covered by
selecting Operational Class . The Operational Class shall be agreed
with DNV for all PO Units.

In cases special design consideration are necessary for safe handling of


a PO Unit an operation procedure shall be part of the design
documentation.

The procedure should if requested be submitted to DNV for


information/review.

49 DNV GL
Operational Class

An operational class shall be assigned to each POU, based on the


following:

whether or not offshore lifting between vessels/platforms is intended;

Weight/mass;

Risk evaluation;

Type of POU.

50 DNV GL
Operational Class
The following three Operational Classes with operational limiting
significant wave height as indicated are used in this certification note:
Class R60 Lift from/to vessel in max Hs = 6.0m.
Class R45 Lift from/to vessel in max Hs = 4.5m.
Class R30 Lift from/to vessel in max Hs = 3.0m.
Class R00 Lift onshore, inshore and on board vessels/platforms
offshore, but not between vessels/platform offshore.

In addition the following notations shall be used if applicable:


POU for Subsea use: Sxx, where xx is the limiting significant wave
height in decimetre (e.g. 1.3 m would be written S13), see [3.11.4].
Alternatively for POUs without a pre-defined limiting wave height for
subsea lifting: SXX.
PO Unit for single event/transport only: SE.

51 DNV GL
Operational Class
For example, for a R45 class POU for a single event and subsea use
without any pre-defined wave height limitation for the subsea lifting (see
[3.11.6]) the following identification applies:
DNV 2.7-3 R45-SXX-SE

In cases where a POU is designed for subsea handling only the


operational class Rxx is not applicable and should be omitted. The
notation used for such cases could e.g. be DNV 2.7-3 SXX-SE. This
limitation should be clearly indicated in the certificate and also on the
POU itself by e.g. the following text: For Subsea Handling Only.

52 DNV GL
Selection of Operational Class
By using Type, Risk and MGW as input, Table 3-3 could be used as guidance
for the Operational Class selection.

The appropriate Operational Class for a POU should be selected


based on a total evaluation and agreed with DNV GL

53 DNV GL
Risk evaluation

The operational risk of PO Units defined as Low or High. The following


elements are considered to increase the risk and should at least be
included in the risk evaluation:

Installed/transported equipment specially sensitive to impact loads.

Protruding parts

Lack of roof protection

Lift points in positions where they could be damaged by impacts.

Impact on primary structure

PO Units of large geometry or size.

Sling sets including (loose) spreader bar(s)

54 DNV GL
Risk Evaluations (Continued)

If one of the elements above is clearly applicable or at least two


elements are partly present the risk level should normally be defined as
High.

In addition the following will influence the possible consequences and


probability of an incident:
- Value of the PO Unit including equipment.
- Single or (number of) reoccurring transportation event(s).

An operational procedure could be used to reduce the risk level.

55 DNV GL
Operational Procedures
The operational procedure shall include all relevant information required for a safe
transport of the POU and normally include, as applicable:
Any special assumptions made in the design phase. E.g. sling angle limitations;
Any requirements/restrictions regarding support condition during sea transport;
Any requirements/restrictions regarding positioning of the POU on vessel during
sea transport;
Sea fastening requirements/restrictions;
Limitations with regards to stability;
Limitations with regards to impact strength;
Safe distances to other objects during lift-off and set-down;
Safe handling of crane hook and sling set;
Restrictions due to any sensitive equipment transported in the POU;
Control of horizontal motions of the POU;
Guidelines/restrictions for subsea lifts;
The need for a specific operational procedure shall be clearly identified on the POU.

56 DNV GL
Analysis and acceptance criteria

Only the primary structure shall be included in the design calculations.

Strength of frame members may be calculated using classical hand


calculation or finite element analysis.

The PO Unit shall be calculated/analyzed for all relevant load


combinations.

Von-Mises equivalent stresses, e, criteria: e 0.85 Re (yield


strength).

All plates and members subject to compression stress should be verified


for buckling. The maximum allowable utilization factor shall be taken as
0.85.

57 DNV GL
Analysis and acceptance criteria
Essential and non-redundant primary structural members should be
welded with full penetration welds

Weld strength shall be based on the nominal weld area.

The utilization factors is limited to :

Case / Weld` Fillet Partial Penetration 1)

Single event 0.8 1


Multiple event 0.6 0.8
1) Also for partial penetration weld plus fillet weld where the throat area of the fillet weld is
equal to or less than the stress area of the partial penetration weld.

PO Unit shall be checked for excessive deflection:

Greater than the value specified by the owner/buyer.


Affect safe handling of the PO Units.
Deflected member (impact load) hit the cargo.

58 DNV GL
Stability against tipping

The sea transport design loads (Section 3.7) should not cause uplift in
any corner of the POU. If required uplift could be prevented by lashings.

PO Unit should normally be stable considering the following tilting


angles:

- Operational Class R60: 30


- Operational Class R45: 23
- Operational Class R30: 15

- Operational Class R00: 15

If the above criteria can not be met the operational procedure shall
describe appropriate actions including maximum allowable tilting angle.
The allowable tilting angle should not be greater than 1/2 of the design
tilting angle.

59 DNV GL
Maximum gross weight (MGW)

The maximum gross weight (mass), MGW, is defined as: MGW = T + P

T: Maximum tare weight (mass) of the POU.

P: Maximum allowable pay load.

The weight values should be found by weighing or documented by a


reasonable conservative weight estimate.

60 DNV GL
Application of loads and Boundary Conditions

The design loads and BC should be applied as exactly as possible. I.e.


the loading shall be distributed to members and joints according to the
mass distribution in the PO Unit.

Example:

Designed for 4-point Lift

Wrong BC

Compression in the upper beam is


neglected

Effect of slings shall be properly


considered/modeled.

61 DNV GL
Design loads - Lifting

The design load F is the greater of FAir and FSub (if applicable).

FAir = DF x MGW x g

For subsea PO Units: FSub =2.5 x MGW x g is normally adequate, but see
also section 3.11.

62 DNV GL
Design loads - Lifting

For some POUs Type E it is not relevant to calculate the design load
based on MGW. For these POUs, e.g. running tools, pull-in heads, the
maximum dynamic load, FDyn, shall be found by calculations/analysis.

Design Load:

The certification may be based on a defined FDyn that needs to be


considered and verified when using the POU.

63 DNV GL
Design loads - Lifting
Resultant Sling Force:

Single lift point:

For 2, 3 or 4 leg sling arrangements without spreader bars:

= the angle between the sling leg and vertical. For 2, 3 and 4 sling
sets, where 30 degrees.
SKL = Skew load factor. 1.33 for a 4 slings set and 1.1 for 2 and 3
slings sets (assuming that slinglengths are adequately controlled) .
PL = Percent Loading of F (quasi-static calculations) in the most loaded
padeye. Any significant uncertainty in CoG should be included in the PL
calculation by assuming extreme positions of the CoG.

64 DNV GL
Padeyes Out of Plane Loads
Out of plane loads on padeyes are due to:
A. Design angle between sling- and padeye plate planes.
B. Inaccuracies in padeye fabrication and sling set
C. Angle difference between crane hoist line and the line from the hook center to
the PO Unit CoG.
Case A should normally be avoided, otherwise considered.
For case B a 3% out of plane loading shall be applied
For case C the following minimum hoist line angels should normally be
considered:
Operational Class R60: 20 degrees
Operational Class R45: 15 degrees
Operational Class R30: 10 degrees
Operational Class R00: 0 degrees
Out of plane load due to C may be disregarded for 3 and 4 slings sets if none of
the slings become slack due to the considered angle.

65 DNV GL
Padeyes Out of Plane Loads
Angle difference between crane hoist line and the line from the hook
center to the PO Unit CoG.

66 DNV GL
Design loads Horizontal Impact
The impact stress shall be combined with a lifting stress based on the
unfactored loads.

For corner posts and bottom rails/edge:


R60 & R45: FHI = 0.08 the test load
R30: FHI = 0.05 the test load

For structure and upper rails/edge:


FHIR = 0.6 FHI

For single transportation 50% of the above defined FHI and FHIR may be
applied.

67 DNV GL
Design loads Vertical Impact
POUs in Operational Class R45, R60 and R60-SE shall be capable of
withstanding an impact from lowering on one corner of the structure on a flat
surface. This may be simulated by the test described in section 5.3 or by
calculation.

Guidance note: Normally non-linear dynamic FE analysis is required for the


simulation of impact load testing by calculation. Analysis details should be
agreed with DNV GL.

POUs shall also be verified for an impact load acting on on the bottom outer
edge, due to lowering onto an uneven surface: FVI = 0.08 F.

Some Type C and E units may not be structurally suitable for vertical impact
resistance and the above design criteria do not apply to these units. The
Operational Class should be selected accordingly and a proper operational
procedure should be created.

68 DNV GL
Design loads - Sea Transport
The accelerations should be based on motions calculations for the actual
transport vessel(s), position

If such information is not available, the following combination should be


used:

FH = MGW g, combined with both

FVmax = 1.3 MGW x g and FVmin = 0.7 MGW x g

Wind force of 1.0 kN/m2

69 DNV GL
Design of Lift Points
Possible Failure Modes:
Material or welding failure
Overloading
Loading in unintended direction
Damage, e.g. due to impact
Inadequate fit of lifting equipment (shackles)

Padeye Geometry
The outside radius of the padeye shall not be less than the diameter of
the pin hole.
The pad eye plate thickness at the hole, including cheek-plates, shall not
be less than 75% the inside width of a shackle.
For padeyes with out-of-plane loading greater than 10%, the shackle pin
diameter should not be less than 94% of the padeye hole diameter.

70 DNV GL
Design of Lift Points
Padeye Radius:

Bearing Stress:

Tear-out Stress: Cheek plate welds

71 DNV GL
Lifting Sets Approval Requirements
Local regulations to lifting sets may be stricter/different than the
requirements stated in this standard. This standard does not
identify/consider such possible local requirements.

To include the lifting set in the certification process is optional.

Normally lifting slings (chain or wire rope) and the main components shall be
type approved.

If type approved products are not available or the manufacturer has not
received a type approval, a Product Certificate may be issued.

Lifting sets certified according to DNV 2.7-1 for equal or greater MGW could
be used, if the shackles are not subject to out-of-plane loading.

Sling sets that are referred to in the POU certificate shall normally not be
removed from the PO Units except for replacement.

When a POU is installed for an extended period on an offshore installation,


the lifting set may be removed for the duration of the installation period.

72 DNV GL
Lifting Sets Design Consideration

Slings shall be rated for their intended angle of use (from vertical).

Normally the sling leg angle from vertical for two, three and four leg
slings should be between 45 and 30.

For master link that is connected to crane hook, the minimum internal
dimensions of 270 140 mm is recommended.

The top link shall be reachable when the sling hangs over from the long
side of PO unit (not more than 1.3 m from the floor).

When 2-legged slings are selected to function as a 4-legged sling, they


shall be calculated as for a 4-legged sling. Care must be taken that the
angle from vertical is not the same as the angle between the 2 parts.

73 DNV GL
Lifting Sets Sling Sizing

Sling capacity:

74 DNV GL
Lifting Sets Shackle Sizing

Working Load Limit:

(SF6)

Shackles that can experience significant out-of-plane loading, shall be


adequate for such loading according to the manufacturer.

Their WLL shall be de-rated according to the manufacturers


specification.

If manufactures specification regarding de-rating due to out-of-plane


loading is not available:

should be fulfilled for out-of-plane angels greater than 2 degrees, where


ang is the out-of-plane angle in degrees.

75 DNV GL
Spreader Bars

Spreader bars are normally not considered adequate for offshore lifting
under adverse weather conditions.

My be used for lifts with detailed operational procedures including


weather limitations.

Offshore lifting including spreader bars are normally limited to


Operational Class R30.

Spreader bars shall be included in the POU load test, or (e.g. in case of
replacement) they shall be tested separately with the corresponding
test load.

The requirements to materials, fabrication and NDT in Section 4 apply.

Marking shall be in accordance with Sec.6

76 DNV GL
Subsea Applications

77 DNV GL SAFER, SMARTER, GREENER


Subsea Application
Main Assumptions:
The applied installation/lift procedure will ensure no slack slings.
The requirements do not cover the actual subsea use/function of the POU.
It may be found relevant to design to the POU for other conditions than indicated in [3.11.2]. In
such case the design conditions may be based on DNV-OS-H206 and DNV-RP-H103.

Design condition
The effective weight of a POU and the dynamic amplification factor will vary during a subsea
lift.
The calculation of maximum effective weight shall include possible trapped water (when lifted
out of water) and possible suction when lifted from the sea bottom.
The worst realistic combination of effective and dynamic amplification shall be considered.
The suggested design factor of 2.5 is based on:
DAF = 2.0;
Submerged weight = 0.9 MGW;
General design factor = 1.4.
The applied design condition always needs to be verified against the actual installation
condition.

78 DNV GL
Subsea Application
Design considerations

A. This standard does not explicitly indicate a limiting sea state for the subsea
lift. However, the values in Table 3-7 may be used as a rough (normally
conservative) guidance:

DAF = 2
MWG in tonnes
A is the PO Unit drag area in m2.
V is the volume of the PO Unit + added (water) mass/volume in m3.

79 DNV GL
Subsea Application
B. All air filled members shall be designed for the maximum hydrostatic
pressure, or proper ventilation/ water filling.

C. Lift points below CoG should normally be avoided.

D. Proper draining when lifted out of the water (if applicable).

E. Lift points should be placed/designed in such a way that the risk of damage
and/or accidental release of lifting set is negligible.

F. Extended subsea application and retrieval thereafter is not covered by the


basic requirements in this standard, and additional requirements shall be
considered.

80 DNV GL
Subsea Application Other Design Loads
In addition to the basic lift load case, the following need to be considered:

Effect of horizontal wave loads (Tilt effect)

Local design for hydrodynamic loads, e.g. slamming loads;

Guiding system for final positioning;

Retrieval loads; This standard does not offer specific design values
for the above loads and verification against these
Hydrostatic pressure; loads is hence not normally a part of the DNV GL
POU certification.
Cathodic Protection (CP); However, the designer should consider these

Marin growth. loads and DNV GL will request calculations if


considered critical for the feasibility of the intended
use of the POU.
Upon request any of these loads and related design
details may be included in the DNV GL certification
scope.

81 DNV GL
Subsea Application Operational Aspects

All operational limitations shall be clearly indicated in the POU design


documentation.

Critical limitations should be indicated in the certificate and normally marked on


the POU.

Such limitations could be:

Installation wave height/periods.

The installation contractor needs to do a final assessment of the applicable


operation limitations based on the actual installation vessel and procedure.

B) Special considerations, the POU should pass splash zone with inclination.

C) Maximum allowable water depth.

D) Maximum allowable loads on tugger points and guiding systems.

E) Acceptable sling angles (range).

82 DNV GL
Break

83 DNV GL SAFER, SMARTER, GREENER


Manufacturing and Test Requirements

DRAFT
84 DNV GL 18th August 2015 SAFER, SMARTER, GREENER
Production Surveys - General

The survey should ensure by means or random inspections, that


the product complies with the requirements stated in the Rules /
Standards.
Before starting of fabrication, an audit may be performed at the
fabricator to verify its Quality Management System, and
manufacturing capability.
The fabricator shall present a quality plan for acceptance before
fabrication commences, relevant production documentation
should also be presented in advance.

DNV GL
Production Surveys Program
The survey program will base on the quality plan, and usually
should include:
Initial visit, where applicable hold points should be agreed. The hold points
usually could be:
Verification of incoming materials.
Welding preparation.
After welding inspections.
Load tests (prototype / production).
Additional tests.
Final Inspection.
Document review including confirmation that the module design is in accordance
with approved design.
Survey: the agreed hold point and others if applicable.
Final release / Certification.

DNV GL
Production Surveys Verification of materials

Verification of incoming materials should consist of the


following steps:
Review of unit structure materials for compliance with:
- design
- Rules.
For steels, material impact values thickness vs design
temperature.

Agree on traceability system to be used.

DNV GL
Production Surveys Primary Structure

During Production, and on the finished product, it shall be possible to


identify the materials used for the primary structure with the
corresponding documentation.
If the marking is not visible on the finished product, a log shall be
kept of the components, to identify and ensure traceability of the
materials.

Traceability marking

DNV GL
Production Surveys Welding Preparation

Inspection of welding preparation should consist of inspection


of fit-up as well as manufacturers readiness for welding. The
following steps require attention:

Verification that the weld preparations comply with the


drawings and the Rules requirements.
Verification If the fabricator in possess of WPSs in accordance
with approved WPQTs according to Rules
(EN / ISO / ANSI/AWS / DNV GL Rules and other recognized
standards

Are the welders qualified to the WPSs in question.

DNV GL
Production Surveys In welding

In welding inspection consist of the following steps:

Verification if the fabricator is using qualified welders.


Verification if the fabricator is using proper WPSs.
- Are the welders using proper welding consumables ?
- Are the welders using proper welding parameters
- Are the welding positions correct ?
Verification if proper assembly and welding sequence is
kept.

DNV GL
Production After welding inspection

After welding inspection consist of the following steps:

Welds shall be subject to visual inspection and non-destructive


examination (NDE), all welds shall be subjected to 100% visual
inspection.

Inspection shall be carried out after any production testing.

DNV GL
Production After welding inspection

NDE:

NDE methods should be chosen considering the joint geometry,


the welding method used and the sensitivity of the test method
employed.

NDE operators shall be certified according to a national


certification scheme or have qualifications accepted by the
Society to a similar level.
Unless otherwise agreed, NDE standards and criteria's shall be
used according to DNV GL Rules.

DNV GL
Production Non-destructive evaluation

DNV GL
Production Non-destructive examination

Test
methods.

Acceptance
criterias.

DNV GL
Production Surveys Load Tests

95 DNV GL
Production Surveys Load Tests

During Production, some modules shall be strength tested. An all-point lifting test shall
be carried out.

The number of containers to be tested should be agreed in advance


with the fabricator, and will depend upon the total number in the
production series.
The module to be tested shall be chosen at random after the production
of a batch is finished.

NDE is to be performed after the test.

DNV GL
Production Surveys Prototype tests

97 DNV GL
Production Surveys Prototype tests

98 DNV GL
Production Surveys Final Inspection

PO units shall be suitable for the


offshore environment by means of
- Verify corrosion protection. construction, use of suitable
- Verify roof anti-slip. material and/or corrosion and paint
protection.

All PO unit roofs, including those


constructed from chequer plate,
shall be coated with a permanent
non-slip medium.

DNV GL
Production Surveys Final Inspection

Verify safety marking

Verify information marking

Verify other marking

Verify Information and Inspection Plates

Verify sling set (if fitted).

DNV GL
Production Surveys Documentation
Requirements (for DNV GL)
The certification of each module shall be based on the following
documentation:
- Type Approval Certificate or case by case approval.
- Approved drawings, including a general arrangement
drawing.
- Structural calculations.
- Material documentation including welding consumables.
- Welding procedure qualifications (WPQTs).
- Welding procedure specifications (WPSs).
- Welder's qualification certificates.
- Report on traceability of materials in the primary
structure.
- Report from manufacturing inspection.
- Report from dimensional control.
- Report from non-destructive examination (NDE).
- Report from prototype testing.
- Report from production testing
- Report from final inspection. (FAT)

DNV GL
Dossier (for customer)

The "As Built" dossier should at least 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 (NDE).
Report from production testing.
Report from final inspection.
DNV GLs certificate for Portable offshore units (form
49.01a).

The various reports may be combined as practical.


DNV GL
Good & Bad Design examples

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103 DNV GL 2013 SAFER, SMARTER, GREENER
Bad design: Padeyes

Too large hole in padeye

DRAFT
104 DNV GL 2013
Bad design: padeyes

padeyes are welded with fillet welds on the ouside of the frame
Padeye plate is not in the correct angle
2 shackles are joined together

DRAFT
105 DNV GL 2013
Bad design: padeyes and ISO container

Padeye attached later on an ISO-container:


padeye-construction gives lack in continuity between toprail and corner
post
ISO-containers are not suited for use offshore (for instance the top beam is
only a thin L-beam

DRAFT
106 DNV GL 2013
Good design: padeyes

This padeye is also slotted through the corner post

DRAFT
107 DNV GL 2013
Good design: padeyes

To obtain full penetration welding with this design the base plate is slotted
into the top frame. Padeye is being prepared and welded with full
penetration. Base plate are to have Z-quality.

DRAFT
108 DNV GL 2013
Good design: Fork lift pockets

Old PO unit: Beam above fork lift pocket are continuous

DRAFT
109 DNV GL 2013
Bad design: Fork lift pockets

Old PO Unit: Cracks in bottom frame due to not sufficient shear area above fork lift
pockets

DRAFT
110 DNV GL 2013
Good design: fork lift pockets

Alternative reinforcements
above fork lift pockets
(wall plates are thin
secondary structure)

DRAFT
111 DNV GL 2013
Bad design

112 DNV GL
Type of damage:

- Corrosion

- Deformation

- Cracks

DNV GL
Corrosion

PO units will
corrode!

DRAFT
DNV GL 2013
Deformation Repair Criteria

Inspection/Repair Criteria derived from the IICL


Guide for Container Inspection, 5th Edition
This book made for ISO/CSC freight containers - may also
be used as a guide for repair criteria for offshore containers.

DNV GL
Cracks

Crack on outside weld on slotted padeye

DRAFT
DNV GL 2013
Cracks - continue

Crack on inside weld on slotted


padeye

DRAFT
DNV GL 2013
Periodic Surveys Modifications

Major Repairs or Modifications which may alter the


certificate shall be approved by the Society.

Major Repairs are defined as rework which affects the Primary Structure.

Modifications are defined as alterations to the container that affect any


of the original design parameters which are stated in the DNV GL Design
Review.

Rating
Dimensions
Material Grades and properties

DNV GL