STRUCTURAL DESIGN OF SHIP-SHAPED DRILLING AND WELL SERVICE UNITS

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1 OFFSHORE STANDARD DNV-OS-C107 STRUCTURAL DESIGN OF SHIP-SHAPED DRILLING AND WELL SERVICE UNITS OCTOBER 2008 This booklet has since the main revision (October 2008) been amended, most recently in October See the reference to Amendments and Corrections on the next page.

2 FOREWORD (DNV) is an autonomous and independent foundation with the objectives of safeguarding life, property and the environment, at sea and onshore. DNV undertakes classification, certification, and other verification and consultancy services relating to quality of ships, offshore units and installations, and onshore industries worldwide, and carries out research in relation to these functions. DNV Offshore Codes consist of a three level hierarchy of documents: Offshore Service Specifications. Provide principles and procedures of DNV classification, certification, verification and consultancy services. Offshore Standards. Provide technical provisions and acceptance criteria for general use by the offshore industry as well as the technical basis for DNV offshore services. Recommended Practices. Provide proven technology and sound engineering practice as well as guidance for the higher level Offshore Service Specifications and Offshore Standards. DNV Offshore Codes are offered within the following areas: A) Qualification, Quality and Safety Methodology B) Materials Technology C) Structures D) Systems E) Special Facilities F) Pipelines and Risers G) Asset Operation H) Marine Operations J) Wind Turbines O) Subsea Systems Amendments and Corrections Whenever amendments and corrections to the document are necessary, the electronic file will be updated and a new Adobe PDF file will be generated and made available from the Webshop ( Comments may be sent by to rules@dnv.com For subscription orders or information about subscription terms, please use distribution@dnv.com Comprehensive information about DNV services, research and publications can be found at or can be obtained from DNV, Veritasveien 1, NO-1322 Høvik, Norway; Tel , Fax Det Norske Veritas. All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, including photocopying and recording, without the prior written consent of Det Norske Veritas. Computer Typesetting (Adobe FrameMaker) by Det Norske Veritas. If any person suffers loss or damage which is proved to have been caused by any negligent act or omission of Det Norske Veritas, then Det Norske Veritas shall pay compensation to such person for his proved direct loss or damage. However, the compensation shall not exceed an amount equal to ten times the fee charged for the service in question, provided that the maximum compensation shall never exceed USD 2 million. In this provision "Det Norske Veritas" shall mean the Foundation Det Norske Veritas as well as all its subsidiaries, directors, officers, employees, agents and any other acting on behalf of Det Norske Veritas.

3 Amended October 2009 Offshore Standard DNV-OS-C107, October 2008 see note on front cover Changes Page 3 CHANGES General Being class related, this document is published electronically only (as of October 2008) and a printed version is no longer available. The update scheme for this category of documents is different compared to the one relevant for other offshore documents (for which printed versions are available). For an overview of all types of DNV offshore documents and their update status, see the Amendments and Corrections document located at: under category Offshore Codes. Main changes Since the previous edition (October 2008), this document has been amended, latest in October All changes have been incorporated. The changes are considered to be of editorial nature, thus no detailed description has been given.

4 Offshore Standard DNV-OS-C107, October 2008 Amended October 2009 Page 4 Changes see note on front cover

5 Amended October 2009 Offshore Standard DNV-OS-C107, October 2008 see note on front cover Contents Page 5 CONTENTS Sec. 1 Introduction... 7 A. General...7 A 100 Objectives...7 A 200 Classification...7 B. Assumptions and Applications...7 B 100 General...7 C. Definitions...7 C 100 Verbal forms...7 C 200 Terms...7 C 300 Symbols...7 C 400 Abbreviations...7 D. References...7 D 100 DNV Offshore Standards, Rules and Classification Notes...7 Sec. 2 Structural Categorisation, Material Selection and Inspection Principles... 9 A. Selection of Material...9 A 100 General...9 A 200 Design temperature for elements not specified by the DAT(-X C) notation...9 A 300 Structural categorisation...9 A 400 Material Class for structural member not covered by the DNV Rules for Classification of Ships Pt.3 Ch B. Inspection Principles...10 B 100 General...10 B 200 Hull structure...10 B 300 Topside structure...10 Sec. 3 Design Principles A. Introduction...12 A 100 Overall design principles...12 A 200 Operational modes...12 A 300 Local design loads...12 A 400 Still water loading conditions...12 B. Hull Strength...12 B 100 Hull girder and hull girder structural members...12 C. Topside facilities and supporting structure...12 C 100 General design principles...12 C 200 Load combinations...12 C 300 Working Stress Design method (WSD)...13 C 400 Basic usage factors...13 C 500 Yield check...13 C 600 Design accelerations, bending moments and shear forces...13 C 700 Combination of hull responses...13 C 800 Capacity models for strength...13 C 900 Capacity models for fatigue...14 Sec. 4 Design Loads A. Introduction...15 A 100 General...15 A 200 Definitions...15 B. Local static loads in topside structure...15 B 100 Local loads on decks and bulkheads...15 B 200 Liquid in tanks...15 C. Global static loads in topside structure...15 C 100 General...15 D. Global static and dynamic loads in topside structure...16 D 100 General...16 E. Combination of accelerations, bending moments and shear forces...16 E 100 Basic responses...16 E 200 Transit conditions...16 E 300 Operating conditions...16 F. Hull deformation...17 F 100 General...17 Sec. 5 Strength of Topside Structures A. Introduction...18 A 100 General...18 B. Permissible stresses...18 B 100 General C. Local requirements to plates and stiffeners...18 C 100 Plates C 200 Stiffeners D. Local requirements to simple girders...19 D 100 General D 200 Minimum thickness D 300 Effective flange D 400 Effective web D 500 Strength requirements for simple girders E. Complex girder systems...20 E 100 General description E 200 Loads E 300 Impact from connecting structure F. Buckling stability...20 F 100 Bars, beams, columns and frames F 200 Flat plated structures and stiffened panels F 300 Tubulars F 400 Capacity checks according to other codes Sec. 6 Assessment of Hull Topside Interface A. Introduction...21 A 100 General considerations B. Strength assessment...21 B 100 General B 200 Requirements to the FE model B 300 Loads B 400 Combination of loads B 500 Acceptance criteria C. Fatigue assessment...21 C 100 General Sec. 7 Fatigue Capacity Assessment A. Introduction...22 A 100 General B. Principles and methodology...22 B 100 Assessment principles B 200 Methods for fatigue capacity C. Structural Details and Stress Concentration Factors...22 C 100 General D. Design Loads and Calculation of Stress Ranges...22 D 100 Local and global loads Sec. 8 Accidental Conditions A. General...23 A 100 General B. Design Criteria...23 B 100 General B 200 Dropped objects B 300 Fires B 400 Explosions Sec. 9 Welding and Weld Connections A. Introduction...24 A 100 General requirements B. Size of Welds...24 B 100 Double continuous fillet welds B 200 Fillet welds and deep penetration welds subject to high tensile stresses B 300 Full penetration welds B 400 Direct calculations Sec. 10 Corrosion Control A. Hull and hull structural elements...26 A 100 General B. Topside structure...26 B 100 Void spaces and elements in the atmospheric zone B 200 Tanks App. A Cross Sectional Types... 27

6 Offshore Standard DNV-OS-C107, October 2008 Amended October 2009 Page 6 Contents see note on front cover

7 Amended October 2009 Offshore Standard DNV-OS-C107, October 2008 see note on front cover Sec.1 Page 7 SECTION 1 INTRODUCTION A. General A 100 Objectives 101 The objectives of this standard are to: provide an internationally acceptable standard for design of ship-shaped Drilling and Well Service Units serve as a technical reference document in contractual matters between purchaser and manufacturer serve as a guideline for designers, purchaser, contractors and regulators specify procedures and requirements for units subject to DNV classification services base the design of the hull and topside on the same principles and methodology for all transit and operational scenarios provide, as far as possible, consistent loads for both topside and hull design. The hull strength may be assessed according to DNV Rules for Classification of Ships Pt.3 Ch.1 for all transit and operational conditions. A 200 Classification 201 Classification principles related to classification of offshore units are given the DNV Offshore Service Specifications given in Table A1. Table A1 DNV Offshore Service Specifications Reference Title DNV-OSS-101 Rules for Classification of Offshore Drilling and Support Units 202 Documentation for classification shall be in accordance with the NPS DocReq (DNV Nauticus Production System for documentation requirements) and DNV-RP-A201. B. Assumptions and Applications B 100 General 101 It is assumed that the units will comply with the requirement for retention of the Class as defined in the DNV-OSS This standard is applicable to hull and topside of shipshaped drilling and well service units, such as well stimulation and well intervention vessels, constructed in steel for both nonrestricted and restricted operations. C. Definitions C 100 Verbal forms 101 Shall: Indicates a mandatory requirement to be followed for fulfilment or compliance with the present standard. Deviations are not permitted unless formally and rigorously justified, and accepted by all relevant contracting parties. 102 Should: Indicates a recommendation that a certain course of action is preferred or particularly suitable. Alternative courses of action are allowable under the standard where agreed between contracting parties but shall be justified and documented. 103 May: Indicates a permission, or an option, which is permitted as part of conformance with the standard. C 200 Terms 201 Standard terms are given in DNV-OS-C Transit: Moving the unit from one geographical location to another. 203 Drilling vessel: A unit used for drilling in connection with exploration and/or exploitation of oil and gas. The unit is generally operating on the same location for a limited period of time and is normally equipped with dynamic positioning system with several thrusters. The unit follows the normal class survey program. 204 Well stimulation vessel or well intervention vessel: A unit equipped for performing wire-line intervention (without riser) of subsea wells and or coiled tubing of subsea. The unit is generally operating on the same location for a limited period of time and is normally equipped with dynamic positioning system with several thrusters. The unit follows the normal class survey program. C 300 Symbols 301 The following Latin characters are used in this standard: Table C1 Latin characters used V Speed in knots C W Wave coefficient as given in DNV Rules for Classification of Ships Pt.3 Ch.1 Sec.4 a v Vertical accelerations a t Transverse acceleration a l Longitudinal accelerations M wv Vertical wave bending moment M wh Horizontal wave bending moment Q wv Vertical wave shear force 302 The following Greek characters are used in this standard: Table C2 Greek characters used η 0 β η p Basic usage factor Coefficient depending on type of structure Permissible usage factor C 400 Abbreviations 401 The abbreviations given in Table C3 are used in this standard. Definitions are otherwise given in DNV-OS-C101 'Design of Offshore Steel Structures, General' (LRFD method). Table C3 Abbreviations Abbreviation In full DFF Design fatigue factor NDT Non-destructive testing SCF Stress concentration factors WSD Working Stress Design D. References D 100 DNV Offshore Standards, Rules and Classification Notes 101 The offshore standards and rules given in Table D1 are referred to in this standard.

8 Offshore Standard DNV-OS-C107, October 2008 Amended October 2009 Page 8 Sec.1 see note on front cover Table D1 DNV Offshore Standards, Rules, Classification Notes and Recommended Practice Reference Title DNV-OS-C101 Design of Offshore Steel Structures, General (LRFD method) DNV-OS-C401 Fabrication and Testing of Offshore Structures DNV-OS-B101 Metallic Materials DNV-RP-C201 Buckling Strength of Plated Structures DNV-RP-C205 Environmental Conditions and Environmental Loads Classification Note Fatigue Assessment of Ship Structures 30.7 DNV-RP-C203 Fatigue Strength Analysis of Offshore Steel Structures

9 Amended October 2009 Offshore Standard DNV-OS-C107, October 2008 see note on front cover Sec.2 Page 9 SECTION 2 STRUCTURAL CATEGORISATION, MATERIAL SELECTION AND INSPECTION PRINCIPLES A. Selection of Material A 100 General 101 The material grade shall be selected according to DNV Rules for Classification of Ships Pt.3 Ch The Design Temperature is by default -15 C based on lowest mean daily air temperature. 103 Lower Design Temperatures than -15 C may be specified. The DNV DAT(-X C) notation is mandatory in such cases. 104 In structural cross-joints where high tensile stresses are acting perpendicular to the plane of the plate, the plate material shall be tested according to DNV-OS-B101 Sec.6 to prove the ability to resist lamellar tearing (Z-quality). 105 The steel grades selected for structural elements shall comply with the requirements given in the DNV-OS-B For stiffeners, the grade of material may be determined based on the thickness of the web. 107 The grade of materials for Offshore Crane pedestals and supporting structure shall not be less than NVE. 108 Structural elements used only in temporary conditions, e.g. fabrication, are not considered in this standard. A 200 Design temperature for elements not specified by the DAT(-X C) notation 201 When the DAT(-X C) is relevant, the design temperature is used for selection of materials, ref. DNV Rules for Classification of Ships Pt.5 Ch.1 Sec The topside structures shall be regarded as External Structure according to the definition given in the DAT(-X C) notation. 203 Materials for structural members which are not defined as External Structure, may be selected according to DNV Rules for Classification of Ships Pt.3 Ch.1. A 300 Structural categorisation 301 In DNV Rules for Classification of Ships Pt.3 Ch.1 materials are categorised into Material Classes. The purpose of the structural categorisation is to ensure adequate material and suitable inspection to avoid brittle fracture, and to ensure sufficient fracture resistance of a material (stress intensity factor) to avoid crack sizes which may develop into brittle fracture at certain stress situations. Guidance note: Conditions that may result in brittle fracture should be avoided. Brittle fracture may occur under a combination of: - presence of sharp defects such as cracks - high tensile stress in direction normal to planar defect(s) - material with low fracture toughness. Sharp cracks resulting from fabrication may be found by inspection and repaired. Fatigue cracks may also be discovered during service life by inspection. High stresses in a component may occur due to welding. A complex connection is likely to provide more restraint and larger residual stress than a simple one. This residual stress may be partly removed by post weld heat treatment if necessary. Also a complex connection shows a more three-dimensional stress state due to external loading than simple connections. This stress state may provide basis for a cleavage fracture. The fracture toughness is dependent on temperature and material thickness. These parameters are accounted for separately in selection of material. The resulting fracture toughness in the weld and the heat affected zone is also dependent on the fabrication method. Thus, to avoid brittle fracture, first a material with suitable fracture toughness for the actual design temperature and thickness is selected. Then a proper fabrication method is used. In special cases post weld heat treatment may be performed to reduce crack driving stresses. Inspection is carried out to detect unacceptable planar defects. In this standard selection of material with appropriate fracture toughness and avoidance of unacceptable defects are achieved by linking different types of connections to different structural categories and inspection categories. ---e-n-d---of---g-u-i-d-a-n-c-e---n-o-t-e Structural members not covered by the DNV Rules for Classification of Ships Pt.3 Ch.1 shall be categorised according to A400. A 400 Material Class for structural member not covered by the DNV Rules for Classification of Ships Pt.3 Ch Structural members are classified into Material Classes according to the following criteria: significance of member in terms of consequence of failure stress condition at the considered detail that together with possible weld defects or fatigue cracks may provoke brittle fracture. Guidance note: The consequence of failure may be quantified in terms of residual strength of the structure when considering failure of the actual component. ---e-n-d---of---g-u-i-d-a-n-c-e---n-o-t-e The principles for determination of Material Classes are given in Table A1. Table A1 Material Classes Material Class Principles for determination of structural category Equivalent structural category in the DNV OS- standards I and II Structural parts where failure will be without significant consequence. Secondary III Structural parts where failure will have substantial consequences Primary IV Structural parts where failure will have substantial consequences and are subject to a stress condition that may increase the probability of a brittle fracture. 1) Special 1) In complex joints a tri-axial or bi-axial stress pattern will be present. This may give conditions for brittle fracture where tensile stresses are present in addition to presence of defects and material with low fracture toughness.

10 Offshore Standard DNV-OS-C107, October 2008 Amended October 2009 Page 10 Sec.2 see note on front cover 403 The material class for specific structural members is given in Table A2. Table A2 Material Classes Material Class Structural member Outfitting steel Mezzanine decks, platforms I Pipe support structure Letdown platforms. Doubler plates, closer plates and support infill steels in topside structures. 1) Stair towers. Module decks plates, stiffeners and girders. II Bulkheads structure (plate, web frames, and stiffeners) in modules. Longitudinal bulkheads in way of moonpool. Offshore Crane boom rest support structure. Main girders and columns in truss work type modules. Topside support stools with brackets of soft nose design 2) Ref. Figure 1 III Pipe rack stanchions. Drill-floor substructure. Helicopter deck substructure. Main girders in drill-floor. Deck and bottom corner plates in moonpool. IV Topside support stools with brackets without soft nose Derrick support structure. 1) To have the same minimum yield strength as the material to which they are attached. 2) Length 'a' to be 0.35l, minimum 120 mm. 'a' need not to be bigger than 500 mm. IC = I IC = II IC = II except as shown Figure 2 Offshore Crane pedestal Deck plate Full penetration weld Full penetration weld IC = I 500 mm each side Z- Quality Z- Quality No uplift expected Partly penetration weld. IC = I Fillet or partly penetration weld. IC = II Fillet or partly penetration weld. IC = II Full penetration weld. IC = I a l Uplift expected Full penetration weld. IC = I Fillet or partly penetration weld. IC = II Partly penetration weld. IC = I Full penetration weld. IC = I Figure 1 Minimum requirements to topside stool with soft nose brackets B. Inspection Principles B 100 General 101 The purpose of inspection is to detect and remove defects that may grow into fatigue cracks during service life. 102 When determining the locations of required nondestructive testing (NDT), consideration should be given to relevant fabrication parameters including; location of block (section) joints manual versus automatic welding start and stop of weld. B 200 Hull structure 201 The extent of non-destructive testing during fabrication of the hull shall be in accordance with DNV Rules for Classification of Ships Pt.2 Ch.3 Sec.7. B 300 Topside structure 301 Fabrication and testing of topside structure shall comply with the requirements in DNV-OS-C401. The requirements are based on the consideration of fatigue damage and assessment of general fabrication quality. 302 The inspection categories are related to the structural categories as shown in Table B1. Table B1 Inspection categories Inspection category Material Class Equivalent structural category in the DNV OS- standards I IV Special II III Primary III I and II Secondary 303 The weld connection between two components shall be assigned inspection category according to the highest of the joined components. For stiffened plates, the weld connection between the plate and stiffener, stringer, and girder web to the plate may be inspected according to inspection category III.

11 Amended October 2009 Offshore Standard DNV-OS-C107, October 2008 see note on front cover Sec.2 Page If the fabrication quality is assessed by testing, or well known quality from previous experience, the extent of inspection required for elements within Material Class III may be reduced, but not less than for inspection category III. 305 Fatigue critical details within Material Class II and III shall be inspected according to requirements in inspection category I. 306 Welds in fatigue critical areas not accessible for inspection and repair during operation shall be inspected according to requirements in inspection category I. 307 The extent of NDT for welds in block joints and erection joints transverse to main stress direction shall not be less than for inspection category II. 308 Topside stools, or topside - hull connections, similar to Figure 1, Material Class III, shall be inspected according to the requirements in inspection category I for the areas shown in Figure Inspection categories for Offshore Crane pedestals and the supporting structure are given in Figure 2.

12 Offshore Standard DNV-OS-C107, October 2008 Amended October 2009 Page 12 Sec.3 see note on front cover SECTION 3 DESIGN PRINCIPLES A. Introduction A 100 Overall design principles 101 This section defines the principles for design of the hull and topside structures. 102 The overall principles are based on the following: the safety of the structure can be demonstrated by addressing the potential structural failure mode(s) when the unit is subjected to loads scenarios encountered during transit, operation and in harbour. the structural requirements are based on a consistent set of loads that represent typical worst possible loading scenarios the unit has inherent redundancy. The unit s structure works in a hierarchical manner and as such, failure of structural elements lower down in the hierarchy should not result in immediate consequential failure of elements higher up in the hierarchy structural continuity is ensured. The hull, topside structure and their elements should have uniform ductility permanent deformations are minimised. Local yielding and permanent deformations of local panel or individual stiffened plate members may be acceptable provided that this does not affect the structural integrity, containment integrity or the performance of structural or other systems the unit has adequate structural redundancy to survive in the event that the structure is accidentally damaged, for example, minor impact leading to flooding of any compartment or dropped objects from crane operations. 103 Topside structural elements shall be fabricated according to the requirements given in DNV-OS-C401. A 200 Operational modes 201 All relevant modes of operation shall be considered. Typically, the assessment of the unit shall be based on the following operational modes: all operating conditions, intact and damaged, at the design location(s) all transit conditions dry-docking condition. A 300 Local design loads 301 The local design loads for design of decks for within the hull, accommodation and deck houses are given in the DNV Rules for Classification of Ships Pt.3 Ch.1. Local loads for topside facilities are given in Section 4. A 400 Still water loading conditions 401 Still water loading conditions shall be given in the loading manual. All still water loading conditions in transit (at sea), for operation and for harbour situations shall be less, or equal to, the maximum permissible bending moments and shear forces given in the Class Certificate (limit curves.) The global weight of the topside facilities shall be included. The curves for permissible bending moments and shear forces are used as basis for the still water loads in the longitudinal strength assessment. B. Hull Strength B 100 Hull girder and hull girder structural members 101 The hull girder and it's structural members may be designed according to DNV Rules for Classification of Ships Pt.3 Ch.1. Permissible still water curves for bending moments and shear forces shall be calculated considering all relevant load conditions in transit and operation. 102 The stress distribution in areas with global stress concentrations, such as moonpool openings, shall be derived from Finite Element analysis and used as basis for buckling and yield capacity assessment. 103 For units intended to operate in regions exposed to exceptional environmental conditions, e.g. typhoons or hurricanes, the longitudinal strength of the hull shall be assessed as a normal operating condition. The wave bending moments and shear forces shall be derived from direct calculations based on the environmental data for the exceptional wave data based on 100 years return period. The basic utilisation factor η 0 is thus 0.8 according to load combination b) in Table C For unit not intended to stay on location during the exceptional environmental conditions, the longitudinal strength of the hull unit is regarded as an accidental condition and shall be assessed according the load combination d) in Table C2. C. Topside facilities and supporting structure C 100 General design principles 101 For world wide operation of the unit, the hull girder bending moments, shear forces and accelerations defined in DNV Rules for Classification of Ships Pt.3 Ch.1 may be used in the assessment of the topside structure. Alternatively the values may be derived from direct calculations according to C602, and used in the assessment of topside structure and topside support structure. 102 In the operating conditions, the topside loads are normally different from the transit conditions and direct calculations of the accelerations may be carried out. The assessment shall comply with the following principles: the heading profile of the ship shall to be taken into consideration operational limitation profile to be established loading conditions for each operational restriction and corresponding mass distribution to be established direct calculations of the accelerations may be carried out. The accelerations need not exceed the accelerations calculated according to the DNV Rules for Classification of Ships Pt.3 Ch The deformations due to hull girder bending and stiffness variations of the supporting structure shall be accounted for in the structural analyses. C 200 Load combinations 201 Each structural member shall be designed for the most unfavourable of the loading conditions given in Table C1.

13 Amended October 2009 Offshore Standard DNV-OS-C107, October 2008 see note on front cover Sec.3 Page 13 Table C1 Load combinations Combination Description a) Static loads b) maximum combined static and dynamic loads c) accidental loads and associated static loads d) maximum combined operational static loads and dynamic loads from exceptional environmental situations, e.g. hurricane or typhoon Notes: c) represent accidental conditions with little probability of occurrence such as explosions, fire, dropped objects etc. d) represent an exceptional environmental condition, e.g. hurricane or typhoon situation, with return period of 100 years. The load combination is applicable to units not intended to stay on location during the exceptional environmental condition. Units intended to stay on location during the exceptional environmental condition shall be assessed according to b). For each of the load combinations in Table C1 and for each structural element, the combination of loads, positions and directions giving the most unfavourable load effect shall be used in the analyses. C 300 Working Stress Design method (WSD) 301 In WSD the target component safety level is achieved by comparing the calculated stress for different load combinations with maximum permissible stress. The maximum permissible stress is defined by multiplication of the characteristic strength, or capacity, of the structural member with a permissible usage factors. 302 The permissible usage factors are a function of loading condition, failure mode and importance of strength member. 303 The maximum permissible usage factor, η p, is calculated by: η p = βη 0 where: η 0 = basic usage factor β = coefficient depending on type of structure, see Table B1 in section Stresses shall be calculated using gross thicknesses, provided the corrosion protection system prevent structural diminution throughout the design life. C 400 Basic usage factors 401 For the topside facilities and the supporting structure, including the supporting elements within the hull, the permissible utilisation factors for structural strength are given in Table C2. Table C2 Basic usage factors η 0 Load combination a) b) c) d) η The basic usage factor η 0 accounts for: possible unfavourable deviations of specified or expected loads uncertainties in the model and analysis used for determination of load effects possible unfavourable deviations in the resistance of materials possible reduced resistance of the materials in the structure, as a whole, as compared to the values deduced from test specimens deviation from calculated responses due to fabrication. C 500 Yield check 501 Structural members shall be cheeked for excessive yielding. 502 Individual stress components and the von Mises equivalent stress for plated structures shall not exceed the permissible stress specified in Section 5. Guidance note: For plated structures the von Mises equivalent stress is defined as follows: 2 2 σ j = σ x + σ y σ x σ y + 2 3τ where σ x and σ y are membrane stresses in x- and y-direction respectively, τ is shear stress in the x-y plane, i.e. local bending stresses in plate thickness not included. ---e-n-d---of---g-u-i-d-a-n-c-e---n-o-t-e Local peak stresses by FE analysis in areas with pronounced geometrical changes, such as in moonpool corners, frame corners etc., may exceed the permissible usage factor in 303 provided plastic mechanisms are not developed in the adjacent structural parts. Guidance note: Linear peak stress (von Mises) of 400 f y N/mm 2 is generally acceptable. f yns f yns and f y are the yield stresses for normal steel (235 MPa) and the minimum specified yield stress of the actual material, respectively. ---e-n-d---of---g-u-i-d-a-n-c-e---n-o-t-e--- C 600 Design accelerations, bending moments and shear forces 601 The basic responses vertical accelerations av, transverse acceleration at, longitudinal accelerations al, wave bending moments and shear forces shall be determined according to the DNV Rules for Classification of Ships Pt.3 Ch.1. The roll radius of gyration kr and metacentric height GM used in the calculation of roll acceleration shall be based on representative global distribution of masses in the hull and topside. 602 Alternatively direct calculations may be used. If direct calculations are carried out, the wave load analysis shall be carried out based on the principles given in DNV-OS-C The ship motions, accelerations, moments and shear forces shall be given as extreme values (i.e. probability level = 10-8 for North Atlantic scatter diagram assuming omnidirectional waves with equal probability of occurrence. C 700 Combination of hull responses The basic accelerations, hull bending moments and shear forces may be combined accounting for joint probability of occurrence. In principle each response parameter is in turn maximised and combined with fraction of the other responses. C 800 Capacity models for strength 801 The model used for yield and buckling strength assessment of the topside structure shall be capable of describing the stress distribution in the structure to the required degree of accuracy. 802 The following aspects are the basis for selection of strength capacity models: simplified models may be used for elements which are analysed at a later stage by means of more accurate methods. simplified models where some of the stress components are neglected are to always give conservative results. capability of response calculations to represent the physical behaviour of the structure up to the given load level

14 Offshore Standard DNV-OS-C107, October 2008 Amended October 2009 Page 14 Sec.3 see note on front cover complexity of structure complexity of loads. C 900 Capacity models for fatigue 901 The fatigue capacity shall be documented according to the principles and methods given in DNV Classification Note 30.7 or DNV-RP-C Simplified fatigue methods may be used when the long term distribution of stresses can be described by a stress range and a Weibull shape parameter. Guidance note: In cases where the total stress range comprises stresses from several load responses, a combined Weibull parameter should be used. ---e-n-d---of---g-u-i-d-a-n-c-e---n-o-t-e The accumulated fatigue damage from the transit and operating conditions shall be calculated according to the operational characteristics of the unit. The fatigue life shall be calculated considering the combined effects of global and local structural responses. 904 The resistance against fatigue is normally given as S-N curves, i.e. stress range (S) versus number of cycles to failure (N) based on fatigue tests. Fatigue failure should be defined as when the crack has grown through the thickness. 905 The required fatigue life of new units shall be minimum 20 years assuming that the unit complies with the DNV requirements for dry-docking inspection. A design fatigue factor (DFF) of 1.0 is thus acceptable for all structural elements which are accessible for inspection and repair during docking. Higher DFF according to DNV-OS-C102 Appendix A should be used in case the structure is not accessible for inspection. 906 The effect of mean stresses may be accounted for according to guidelines given in CN The stresses may be based on gross thicknesses (i.e. without deducting the corrosion additions).

15 Amended October 2009 Offshore Standard DNV-OS-C107, October 2008 see note on front cover Sec.4 Page 15 SECTION 4 DESIGN LOADS A. Introduction A 100 General 101 The accelerations from the DNV Rules for Classification of Ships Pt.3 Ch.1 shall be used for design of the topside facilities with loads present in the transit conditions. 102 In the operational conditions, the structure shall be assessed for a set of loading conditions containing operational restriction and corresponding loads, ref Sec.3 Design Principles. 103 The static and dynamic loads acting on the topside facilities are determined according to the following paragraphs in this section. 104 The combination of accelerations of drilling units of conventional hull form used in the structural assessment of the topside facilities and hull-topside interface are given in this section. The combination of accelerations may alternatively be determined by direct calculations. A 200 Definitions 201 Symbols: p = design pressure in kn/m² 202 The load point for which the design pressure shall be calculated is defined for various strength members as follows: a) For plates: midpoint of horizontally stiffened plate field. Half of the stiffener spacing above the lower support of vertically stiffened plate field, or at lower edge of plate when the thickness is changed within the plate field. b) For stiffeners: midpoint of span. When the pressure is not varied linearly over the span the design pressure shall be taken as the greater of: p m and p a + p b 2 p m, p a and p b are calculated pressure at the midpoint and at each end respectively. c) For girders: midpoint of load area. B. Local static loads in topside structure B 100 Local loads on decks and bulkheads 101 The local static loads for decks and bulkheads in topside facilities, which are not part of a tank, are given in Table B1 below. For areas not specifically mentioned in Table B1, relevant values in the DNV Rules for Classification of Ships Pt.3 Ch.1 may be used. Table B1 Local static loads Plates and stiffeners Evenly Point distributed load (kn/m 2 ) load (kn) Notes: where A is the loaded area in m 2. Girders (kn/m 2 ) Decks Storage areas in modules 2) q 1.5 q f * q Lay down areas 2) q 1.5 q f * q Lifeboat platforms *f Area between equipment *f Walkways, staircases and platforms, *f crew spaces Walkways and staircases for *f inspection only Minimum values for areas not given above 1) ) The minimum values shall be determined considering the weights of the equipment and bulks, which may be located on the area. The minimum values shall not be less than 2.5 kn/m 2 2) The distributed loads, q, to be evaluated for each case. Lay down areas should not be designed for less than 15 kn/m 2. wheel loads to be added to distributed loads where relevant. (Wheel loads can normally be considered acting on an area of 300 x 300 mm.) point load may be applied on an area 100 x 100 mm, and at the most severe position, but not added to wheel loads or distributed loads the factor f may be taken as: 3 f min 1.0 ; A = B 200 Liquid in tanks 201 The local strength requirements to plates, stiffeners and simple girders in tanks shall comply with the requirements in DNV Rules for Classification of Ships Pt.3 Ch.1. The allowable stress for longitudinal members need not be less than 160 MPa. C. Global static loads in topside structure C 100 General 101 The static loads to be applied for the global analysis of the topside facilities or in the still water loading conditions of the unit are in principle determined by considering the permanent loads and realistic values for simultaneously acting variable loads. 102 The total static load of a module, excluding tank loads,

16 Offshore Standard DNV-OS-C107, October 2008 Amended October 2009 Page 16 Sec.4 see note on front cover is determined according to: q S = Fs + k= 1 q S = Static global weight of module (kn) Fs = Total steel weight of decks (kn) Fe = Weight of equipment (kn) n = Total number of heavy equipment (>50kN) K 1) = Global load reduction factor for the deck considered to account for simultaneous acting module loads Pv = Evenly distributed design load (kn/m 2 ) for the deck considered, ref Table B1. m = Total number of decks A = Loaded area of deck considered (area covered by equipment may be excluded) 1) Typical values are between 0.5 and The tank loads within a module shall be added, if relevant. 104 The load used should include all equipment over 50 kn plus the sum of all realistic deck loads accounting for the joint probability of occurrence. D. Global static and dynamic loads in topside structure D 100 General 101 The dynamic loads to be combined with the global static loads are determined by multiplying the masses with the design acceleration. E. Combination of accelerations, bending moments and shear forces E 100 Basic responses 101 The basic hull girder responses according to the DNV Rules for Classification of Ships Pt.3 Ch.1 used for design of the topside facilities are: a v = vertical accelerations a t = transverse acceleration a l = longitudinal accelerations M W = wave bending moment Q W = wave shear force n Fe The sign convention is according to the coordinate system below: Positive vertical bending moment gives longitudinal tension stress in deck. Positive horizontal bending moment gives longitudinal tension stress at starboard side. k + m k= 1 K k Pv k A Positive shear force act down at aft end and up at forward end of a part of the ship 102 For units with double side, the horizontal bending moment can be ignored for design of topside structures. 103 The vertical shear force can normally be ignored, unless the vertical relative shear deformation of the support stools of the module are significant. E 200 Transit conditions 201 Referring to Table E1 one load case should be generated for each of the maximum basic responses for the head sea, beam sea and oblique sea. For symmetrical structures about a longitudinal and transverse plane through the centre of gravity of the topside structure, load combination 4 and 7 may be omitted. Table E1 Combination of dynamic responses in transit Heading Head Sea Beam Sea Oblique Sea where: Load case Maximum response Combination with fraction of responses M wv Q wv M Wh a v a t a l 1 M wv r 2 M wv r 3 a t +a +a -b c 4 a t +a +a -b c 5 a l +h -h -i -j a t -k +k -l +m a t -k +k -l +m Values for L > 200 m Values for L < 100 m a = L b = L c = L h = L i = L j = L k = L l = L m = L r = L L = Length of unit (m), shall not be taken higher than 200 nor less than 100. E 300 Operating conditions 301 The basic hull girder responses shall be determined for loads present in the operating conditions provided the effect of these loads has not been considered in the transit analysis. 302 The following heading profile of the ship shall be considered, unless documented otherwise: Head sea : 60% +15 degrees : 15% -15 degrees : 15% +30 degrees : 5% -30 degrees : 5% A cosine square energy distribution may be considered. Based on the heading profile in 302 the load cases given in

17 Amended October 2009 Offshore Standard DNV-OS-C107, October 2008 see note on front cover Sec.4 Page 17 Table E2 shall be analysed. Table E2 Combination of dynamic responses in operating conditions Combination with fraction of responses Heading Operation where: Load case Maximum response M wv Q wv M wh a v a t a l 8 a l a -b -c a t -d +d e 10 a v f -g Values for L > 200 m Values for L < 100 m a = L b = L c = L d = L e = L f = L g = L L = Length of unit (m), shall not be taken larger than 200 m nor less than 100 m. F. Hull deformation F 100 General 101 The Tables E1 and E2 give combination factors for applied loads in an integrated hull-topside model. If the topside module is analysed separately from the hull, the hull deformation caused by the bending moments shall be applied to the model. The deformations should be determined by finite element analysis. Within regions with no global stress concentrations, the longitudinal deformation in deck may alternatively be determined by: δ = 0.5( M + Z E l 1 1 M 2) 1 2 δ = longitudinal deformation between sections 1 and 2 M = design bending moment at sections 1 and 2 1) Z = section modulus at the deck at the interface with topside structure E = Young s modulus of elasticity l 1 = distance between sections 1 and 2 1) The design bending moment in both a), b) and d) load combinations to be considered, ref. Sec.3 Table C2. l 1

18 Offshore Standard DNV-OS-C107, October 2008 Amended October 2009 Page 18 Sec.5 see note on front cover SECTION 5 STRENGTH OF TOPSIDE STRUCTURES A. Introduction A 100 General 101 This section gives provisions for checking of ultimate strength for typical topside structures such as: drill-floor and substructure derrick modules deck houses which carry loads from risers, mud, brine etc. 102 Local requirements to plates, stiffeners and simple girders in tanks are given in DNV Rules for Classification of Ships Pt.3 Ch.1 and thus not covered by this section. 103 Deck houses, accommodation or superstructure, which is not part of the load-bearing structure for typical offshore element loads, may be designed according to DNV Rules for Classification of Ships Pt.3 Ch Topside structures of truss work type of structure as the primary load-bearing elements and where the plates are not included in assessment of the global strength, the plates with stiffeners may comply only with the local requirements. 105 When the plates with stiffeners are part of the primary load-bearing structure, both local and global requirements must be complied with. B. Permissible stresses B 100 General 101 The maximum permissible usage factor, η p, is calculated by: η p = βη Stiffeners with sniped ends may be accepted where dynamic stresses are small and vibrations are considered to be of minor importance, provided that the plate thickness t supη 0 = basic usage factor as given in Sec.3 C400 β = coefficient depending on type of structure, see Table B1. Table B1 Multiplication coefficient β Load combination Items (ref Sec.3) a) b) c) d) Local requirements to plates and stiffeners NA NA Local requirements to web area of girders and stringers Local requirements to section modulus of girders and stringers Global strength of topside load-bearing elements in general Global strength of drill-floor, substructure, flare, derrick Global strength of support structure for modules, over and under deck Buckling stability check in general C. Local requirements to plates and stiffeners C 100 Plates 101 The local requirements to end connections of stiffeners and design of brackets are given in DNV Rules for Classification of Ships Pt.3 Ch.1 Sec.3 C. 102 The plate thickness t shall not to be less than: where: f 1 = See DNV Rules for Classification of Ships Pt.3 Ch.1 Sec The thickness of plating subjected to lateral pressure shall not be less than: k a = correction factor for aspect ratio of plate field = ( s/l) 2 maximum 1.0 for s/l = 0.4 minimum 0.72 for s/l = 1.0 s = stiffener spacing in m l = stiffener span in m p = local design load in Sec.4 B and E η P = permissible utilisation factors as given in Sec.3 f y = minimum yield strength t k = corrosion addition according to the Ship Rules, Pt.3 Ch.1 Sec.2 Table D1. t k = 0 for elements which are not part of a tank. C 200 Stiffeners 201 The section modulus Z s for longitudinals, beams, frames and other stiffeners subjected to lateral load shall not be less than: Minimum mm 3 l = effective stiffener span in m s = stiffener spacing in m, measured along the plating p = local design load in Sec.4 B and E k m = bending moment factor, see Table D1 η P = permissible utilisation factors as given in Sec.3 f y = specified minimum yield stress of the material in N/mm The requirement in 201 applies to an axis parallel to the plating. For stiffeners at an oblique angle with the plating, the required section modulus shall be multiplied by: cosϕ ϕ Z t = 5 f 1 + t ( mm) ka s p t = tk η f S 2 l s p = k η f m P P y = angle in degrees 1) between the stiffener web plane and the plane perpendicular to the plating. 1) ϕ is to be taken as 90 degrees if the angle is greater or equal to 75 degrees. k y ( mm) ( 3 ) 10 6 mm

19 Amended October 2009 Offshore Standard DNV-OS-C107, October 2008 see note on front cover Sec.5 Page 19 ported by the stiffener is not less than: t = 1.25 ( l 0.5 s) sp (mm) f 1 In such cases the required section modulus in 201 shall be based on the following parameter values: k m = 8 The stiffeners should normally be snipped to an angle of maximum 30. Guidance note: For typical sniped end details as described above, a stress range lower than 30 MPa can be considered as small dynamic stress. ---e-n-d---of---g-u-i-d-a-n-c-e---n-o-t-e--- l 0 = distance between points of zero bending moments in m = S g for simply supported girders = 0.6 S g for girders fixed at both ends S g = girder span as if simply supported. D. Local requirements to simple girders D 100 General 101 The requirements in this sub-section give minimum scantlings to simple girders with respect to yield. When boundary conditions for individual girders are not predictable due to dependence of adjacent structures, direct calculations shall be carried out. 102 The local requirements to end connections of girders and design of brackets are given in DNV Rules for Classification of Ships Pt.3 Ch.1 Sec.3 C. 103 The requirements for section modulus and web area given in D500 apply to simple girders supporting stiffeners, or other girders, exposed to linearly distributed lateral load. It is assumed that the girder satisfies the basic assumptions of simple beam theory, and that the supported members are approximately evenly spaced and similarly supported at both ends. Other loads should be specially considered based on the same beam-theory. 104 The section modulus and web area of the girder shall be taken in accordance with particulars as given in D500. Structural modelling in connection with direct stress analysis shall be based on the same particulars when applicable. 105 Dimensions and further references with respect to buckling capacity are given in sub-section F. D 200 Minimum thickness 201 The thickness of web and flange plating shall not be less than: for longitudinal girders located lower than 4.0 m above the upper continuous deck of the hull or up to the first deck in modules or topside deck houses: t = L (mm), maximum 8 mm for longitudinal girders at higher locations or transverse girders: t = L (mm), maximum 7 mm, minimum 5 mm. D 300 Effective flange 301 The effective plate flange area is defined as the crosssectional area of plating within the effective flange width. The cross section area of continuous stiffeners within the effective flange may be included. The effective flange width b e is determined by: b e = C e b (m) C e = parameter given in Figure 1 for various numbers of evenly spaced point loads (N p ) on the girder span b = full breadth of plate flange in m, e.g. span of the supported stiffeners, or distance between girders Figure 1 Graphs for the effective flange parameter C e D 400 Effective web 401 Cut-outs in the web of girders are generally accepted, provided the shear stress level, buckling capacity and fatigue life are acceptable. D 500 Strength requirements for simple girders 501 Simple girders subjected to lateral loads and which are not taking part in the overall strength of the unit, shall comply with the following: 502 Minimum section modulus Section modulus Z g : Z g 2 g S b p = k η f m 3 ( ) 6 10 mm 503 Minimum web area after deduction of cut-outs: kτ S g b p N s Pp 3 2 AW = 10 ( mm ) τ p p The web area at the middle of the span is not to be less than 0.5 A W. y S g = girder span in m. The web height of in-plane girders may be deducted. When bracket(s) are fitted at the end(s), the girder span S g may be reduced by two thirds of the bracket arm length(s), provided the girder end(s) can be assumed clamped, and that the section modulus at the end(s) of the girder is satisfactory. The brackets may be included in the calculation of section modulus. b = breadth of load area in m (plate flange), b may be determined as: = 0.5 (l 1 + l 2 ) where l 1 and l 2 are the spans of the supported stiffeners on both sides of the girder, respectively, or distance between girders p = local design load in Sec.4 B and E k m = bending moment factor, see Table D1 k τ = shear force factor, see Table D1 η p = permissible utilisation factors as given in Sec.3 τ p = permissible shear stress in N/mm f y for load combination a) 0.46 f y for load combination b) N s = number of supported stiffeners on girder span P p = average point load from stiffener f y = specified minimum yield stress of the material in N/mm 2

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