DNV Os C106

This copy of the document is intended for use by Wilson Barreta only. Downloaded 2023-01-06.
No further distribution shall be made.

OFFSHORE STANDARDS
DNV-OS-C106 Edition July 2015
Amended August 2021
Structural design of deep draught floating
units - LRFD method
The PDF electronic version of this document available at the DNV website dnv.com is the official version. If there
are any inconsistencies between the PDF version and any other available version, the PDF version shall prevail.
DNV AS
This copy of the document is intended for use by Wilson Barreta only. Downloaded 2023-01-06. No further distribution shall be made.
FOREWORD
DNV offshore standards contain technical requirements, principles and acceptance criteria related
to classification of offshore units.
© DNV AS July 2015
Any comments may be sent by e-mail to [email protected]
This service document has been prepared based on available knowledge, technology and/or information at the time of issuance of this
document. The use of this document by other parties than DNV is at the user's sole risk. DNV does not accept any liability or responsibility
for loss or damages resulting from any use of this document.
CHANGES – CURRENT
Changes - current
This document supersedes the July 2014 edition of DNV-OS-C106.
The numbering and/or title of items containing changes is highlighted in red.
Amendments August 2021
Topic Reference Description
Rebranding to DNV All This document has been revised due to the rebranding of DNV

GL to DNV. The following have been updated: the company
name, material and certificate designations, and references to
other documents in the DNV portfolio. Some of the documents
referred to may not yet have been rebranded. If so, please see
the relevant DNV GL document. No technical content has been
changed.
Main changes July 2015
• General
The revision of this document is part of the DNV GL merger, updating the previous DNV standard into a DNV
GL format including updated nomenclature and document reference numbering, e.g.:
— Main class identification 1A1 becomes 1A.
— DNV replaced by DNV GL.
— DNV-RP-A201 to DNVGL-CG-0168. A complete listing with updated reference numbers can be found on
DNV GL's homepage on internet.
To complete your understanding, observe that the entire DNV GL update process will be implemented
sequentially. Hence, for some of the references, still the legacy DNV documents apply and are explicitly
indicated as such, e.g.: Rules for Ships has become DNV Rules for Ships.
Editorial corrections
In addition to the above stated changes, editorial corrections may have been made.
Offshore standards — DNV-OS-C106. Edition July 2015, amended August 2021 Page 3
Structural design of deep draught floating units - LRFD method
DNV AS
CONTENTS
Contents
Changes – current............................................................ 3
Chapter 1 Introduction..................................................... 6
Section 1 Introduction......................................................................................................... 6
1 General.................................................................................................................6
2 Normative references...........................................................................................7
3 Informative references........................................................................................ 7
4 Definitions............................................................................................................ 8
5 Non-operational phases..................................................................................... 11
Chapter 2 Technical content........................................... 14
Section 1 Structural categorisation, selection of material and extent of inspection........... 14
1 Introduction....................................................................................................... 14
2 Structural categorisation....................................................................................14
3 Material selection...............................................................................................15
4 Inspection categories.........................................................................................16
5 Guidance to minimum requirements.................................................................. 16
Section 2 Design loads...................................................................................................... 22
1 General...............................................................................................................22
2 Permanent loads................................................................................................ 22
3 Variable functional loads................................................................................... 22
4 Environmental loads...........................................................................................22
Section 3 Load effects....................................................................................................... 25
1 General...............................................................................................................25
2 Load effect analysis in the operational phase.................................................... 25
3 Load effect analysis in the non operational phases........................................... 26
Section 4 Ultimate limit states (ULS)................................................................................ 28
1 General...............................................................................................................28
2 Hull.....................................................................................................................28
3 Deck or topside..................................................................................................30
4 Minimum scantlings........................................................................................... 30
Section 5 Fatigue limit states (FLS).................................................................................. 31
1 General...............................................................................................................31
2 Hull.....................................................................................................................31
3 Deck or topside..................................................................................................33
Section 6 Accidental limit states (ALS)............................................................................. 34
DNV AS
1 General...............................................................................................................34
Contents
2 General requirements........................................................................................ 34
3 Fire.....................................................................................................................34
4 Explosion............................................................................................................34
5 Collision..............................................................................................................35
6 Dropped objects................................................................................................. 35
7 Unintended flooding........................................................................................... 35
8 Riser damage..................................................................................................... 36
9 Abnormal wave and wind events....................................................................... 36
Section 7 Serviceability limit states (SLS).........................................................................37
1 General...............................................................................................................37
Section 8 Weld connections............................................................................................... 38
1 General...............................................................................................................38
Section 9 Corrosion control............................................................................................... 39
1 ...........................................................................................................................39
Section 10 Mooring and foundation design....................................................................... 40
1 ...........................................................................................................................40
Section 11 Dynamic riser design and global performance................................................. 41
1 Dynamic riser design......................................................................................... 41
2 Global performance............................................................................................ 41
Chapter 3 Classification and certification........................42
Section 1 Classification...................................................................................................... 42
1 General...............................................................................................................42
Changes – historic..........................................................43
DNV AS
CHAPTER 1 INTRODUCTION
Chapter 1 Section 1
SECTION 1 INTRODUCTION
1 General
1.1 Introduction
1.1.1 This document provides requirements for the structural design of deep draught floater (DDF) units,
fabricated in steel, in accordance with the provisions of DNV-OS-C101 utilizing the LRFD design method. For
WSD methodology, reference is made to DNV-OS-C201.
1.1.2 A DDF platform is categorised as having a relatively large draught when compared to ship shaped,
semi-submersible or TLP type units. This large draught is mainly introduced to obtain sufficiently high “Eigen
period” in heave and reduced wave excitation in heave such that resonant responses in heave can be omitted
or minimised.
1.1.3 A DDF can include a Spar, deep draught semi (DDS) or other deep draught floating units. Spar can
consist of multi-vertical columns, single column with or without moonpool (e.g. classic, truss and cell spar). A
DDS can consist of multi-vertical columns with ring pontoon with or without a heave damping structure.
1.1.4 The unit is usually kept in position by a passive mooring system. The mooring system may also be
activated in case of horizontal movements above wells (drilling riser placed vertically above well), or other
needed operational adjustments (e.g. reduction in VIM responses).
1.1.5 The deck or topside solution may be modular, or integrated type.
1.1.6 The standard has been written for general world-wide application. Governmental regulations may
include requirements in excess of the provisions of this standard depending on size, type, location and
intended service of the offshore unit/installation.
1.2 Objectives
The objectives of the standard are to:
— provide an internationally acceptable standard for structural design of DDF’s
— serve as a contractual reference document for suppliers, yards and owners
— serve as guidance for designers, suppliers, owners and regulators
— specify procedures and requirements for units and installations subject to DNV verification and
classification services.
1.3 Scope and application
1.3.1 The DDF unit may be applied for drilling, production, export and storage.
1.3.2 A DDF unit may be designed to function in different modes, typically operational (inclusive horizontal
movement above wells) and survival. Limiting design criteria when going from one mode of operation to
another shall be established.
DNV AS
Chapter 1 Section 1
1.3.3 The DDF unit should also be designed for transit relocation, if relevant.
1.3.4 For novel designs, or unproven applications of designs where limited, or no direct experience exists,
relevant analyses and model testing shall be performed which clearly demonstrate that an acceptable level
of safety can be obtained, i.e. safety level is not inferior to that obtained when applying this standard to
traditional designs.
1.3.5 Requirements concerning mooring are given in DNV-OS-E301 and riser systems are given in DNV-OS-
F201.
1.3.6 Requirements related to floating stability are given in DNV-OS-C301.
1.3.7 For application of this standard for classification, see Ch.3.
1.3.8 For application of this standard under non-operational phases see [5].
2 Normative references
The offshore standards given in Table 1 are referred to in this standard.
Table 1 DNV offshore standards
Reference Title
DNV-OS-A101 Safety principles and arrangement
DNV-OS-B101 Metallic materials
DNV-OS-C101 Design of offshore steel structures, general - LRFD method
DNV-OS-C103 Structural design of column stabilised units - LRFD method
DNV-OS-C301 Stability and watertight integrity
DNV-OS-C401 Fabrication and testing of offshore structures
DNV-OS-E301 Position mooring
DNV-OS-E401 Helicopter decks
DNV-OS-F201 Dynamic Risers
DNV-OS-H101 Marine Operations General
3 Informative references
The documents listed in Table 2 include acceptable methods for fulfilling the requirements in the standard
and may be used as a source of supplementary information.
Table 2 DNV and DNV recommended practices, classification notes and other references
Reference Title
DNV-RP-C201 Buckling strength of plated structures
DNV AS
Reference Title
Chapter 1 Section 1
DNV-RP-C202 Buckling Strength of Shells
DNV-RP-C203 Fatigue strength analysis of offshore steel structures
DNV Classification
Buckling Strength Analysis of Bars an Frames, and Spherical Shells
Notes 30.1
DNV-RP-C205 Environmental Conditions and Environmental Loads
DNV Classification
Structural Reliability Analysis of Marine Structures
Notes 30.6
DNV-RP-F205 Global Performance Analysis of Deepwater Floating Structures
SNAME 5-5A Site Specific Assessment of Mobile Jack-Up Units
API RP 2T Planning, Designing and Constructing Tension Leg Platforms
API RP 2FPS Recommended Practice for Planning, Designing and Constructing Floating Production Systems
API RP 2SK Design and Analysis of Station keeping Systems for Floating Structures
Recommended Practice for Planning, Designing and Constructing Fixed Offshore Platforms—
API RP 2A
Working Stress Design
API BUL 2TD Guidelines for Tie-downs on Offshore Production Facilities for Hurricane Season
Petroleum and natural gas industries – Floating Offshore Structures Part 1: Monohulls, Semi-
ISO 19904-1
submersibles and Spars
N-004 NORSOK - Design of Steel Structures
4 Definitions
4.1 Verbal forms
Table 3 Verbal forms
Term Definition
shall verbal form used to indicate requirements strictly to be followed in order to conform to the document
verbal form used to indicate that among several possibilities one is recommended as particularly suitable,
should without mentioning or excluding others, or that a certain course of action is preferred but not necessarily
required
may verbal form used to indicate a course of action permissible within the limits of the document
can can-requirements are conditional and indicate a possibility to the user of the standard
4.2 Terms
Table 4 Terms
Term Definition
cell spar a classic spar with main column composed of several cylinders (cells)
DNV AS
Term Definition
Chapter 1 Section 1
classic spar a deep draft floater (DDF) with shell type cylindrical hull structure
inner bulkhead in the splash zone area with the purpose of providing a second barrier
collision ring
in case of damage or rupture to outer hull skin
horizontal decks or plates introduced in the truss area of e.g. a truss spar with the
damping plates
purpose of creating additional heave damping and increased added mass in heave
a process where seawater is filled or flooded into the bottom section of a horizontally
dynamic up-ending floating DDF/Spar hull and creating a trim condition and subsequent water filling of
hull or moonpool and dynamic upending to bring the hull in vertical position
hard tank area usually upper part of the hull providing sufficient buoyancy for a DDF/Spar unit
structure to increase added mass in heave and reduce the vertical motions of the
heave damping structure
deep draught semi units (DDS)
horizontal stiffened plates in the truss area to increase added mass in heave and
heave plates
reduce the vertical motions of the spar
high frequency (HF) response response at frequency higher than the wave frequency
similar to a traditional launching of a jacket
launching
Applicable for a truss or classic spar.
defined as DDF/Spar rigid body motions at, or near system “Eigen periods” which are
low frequency (LF) responses
normally well below the dominant wave frequency
pre-upending the phase prior to dynamic upending
global bending or shear effects in DDF/Spar units due to relatively high roll or pitch
P-delta effect
angles in harsh environment
framed steel structures installed at different vertical elevations along the hull or
riser frame
moonpool in order to separate the different risers
roll, pitch, yaw rotational modes around surge, sway and heave axes, respectively
skirt area stiffened single shell area below hard tank for a classic spar
bottom section of a spar concept
soft tank area
Flooded during upending and used as storage of potential fixed ballast.
a deep draught floater consisting of a single column type structure which may be
spar
either classic, truss, or cell spar
usually helical triangular shaped section plated structures welded to outer hull with
strake the purpose of reducing the VIM motion of DDF/Spar hull due to current (mainly)
Also the term VIV suppression strake is used sometimes.
translatory displacements of DDF/Spar in horizontal planes (surge, sway) and vertical
surge, sway, heave
plane (heave)
truss spar spar with a truss structure below the hard tank and above the soft tank areas
all the DNV offshore standards covering marine operation, i.e. DNV-OS-H101, DNV-
VMO Standard
OS-H102 and DNV-OS-H201 through DNV-OS-H206
vortex induced motions (VIM) the rigid body global motion of the DDF/Spar due to vortex shedding
DNV AS
Term Definition
Chapter 1 Section 1
the in-line and transverse (cross) oscillation of slender structures like risers,
vortex induced vibrations
umbilicals, mooring lines, or other tubular structure in a current, induced by the
(VIV))
periodic shedding of vortices
wave frequency (WF)
DDF/Spar linear rigid body motions at the dominating wave periods
response
4.3 Abbreviations
The abbreviations given in Table 5 are used in this standard.
Table 5 Abbreviations
Abbreviation In full
ALS accidental limit states
DDF deep draught floater
DDS deep draught semi-submersible unit
DFF design fatigue factors
FLS fatigue limit states
GOM Gulf of Mexico
HF high frequency
OS offshore standard
LF low frequency
LRFD load and resistance factor design
NDT non-destructive testing
QTF quadratic transfer function
RAO response amplitude operator
ROV remote operated vehicle
RP recommended practice
SCR steel catenary riser
TTR top tensioned risers
ULS ultimate limit states
VIM vortex induced motions
VIV vortex induced vibrations
VMO Veritas marine operations
WF wave frequency
WSD working stress design
DNV AS
Chapter 1 Section 1
4.4 Symbols
4.4.1 The following Latin symbols are used:
xD load effect
D number of years
FX(x) long-term peak distribution
Hs significant wave height
ND total number of load effect maxima during D years
Tp wave period
4.4.2 The following Greek symbols are used:
γf,D load factor for deformation loads
γf,E load factor for environmental loads
γf,G,Q load factor for permanent and functional loads
γm material factor
5 Non-operational phases
5.1 General
5.1.1 In general the unit shall be designed to resist relevant loads associated with conditions that may occur
during all phases of the life-cycle of the unit. Such phases may include:
— fabrication
— load-out and sea fastening
— sea transportation (wet or dry)
— assembly of hull main sections including lifting
— installation (dynamic upending, launching, deck mating, jacking)
— relocation (drilling mode, new site)
— de-commissioning.
5.1.2 Structural design covering marine operations and construction sequences shall be undertaken in
accordance with DNV-OS-C101 for LRFD method or DNV-OS-C201 for WSD method.
5.1.3 Marine operations may be undertaken in accordance with the requirements stated in the VMO
standards (ref. [4]).
5.1.4 All marine operations shall, as far as practicable, be based upon well proven principles, techniques,
systems and equipment and shall be undertaken by qualified, competent personnel possessing relevant
experience.
DNV AS
Chapter 1 Section 1
5.1.5 Structural responses resulting from one temporary phase condition (e.g. construction or assembly,
or transportation) that may influence design criteria in another phase shall be clearly documented and
considered in all relevant design workings.
5.2 Fabrication
5.2.1 The planning of fabrication sequences and the methods of fabrication shall be performed. Loads
occurring in fabrication phases shall be assessed and, when necessary, the structure and the structural
support arrangement shall be evaluated for structural adequacy.
5.2.2 Major lifting operations shall be evaluated to ensure that deformations are within acceptable levels,
and that relevant strength criteria are satisfied.
5.2.3 Fabrication residual; stresses due to welding and fitting must be within acceptable tolerance (see DNV-
OS-C401) or otherwise accounted for in design analysis.
5.3 Mating
All relevant load effects incurred during mating operations shall be considered in the design process.
Particular attention should be given to hydrostatic loads imposed during mating sequences.
5.4 Sea transportation
5.4.1 A detailed transportation assessment shall be undertaken which includes determination of the limiting
environmental criteria, evaluation of intact and damage stability characteristics, motion response of the
global system and the resulting, induced load effects. The occurrence of slamming loads on the structure
and the effects of fatigue during transport phases shall be evaluated when relevant. Wind induced vortex
shedding should be evaluated for truss and deck tubular members.
Guidance note:
Guidance on sea transportation is available in the DNV VMO standards.
---e-n-d---o-f---g-u-i-d-a-n-c-e---n-o-t-e---
5.4.2 Satisfactory compartmentation and stability during all floating operations shall be ensured.
5.4.3 All aspects of the transportation, including planning and procedures, preparations, sea-fastenings and
marine operations should comply with the requirements of the warranty authority.
5.5 Installation
5.5.1 Installation procedures of foundations (e.g. piles, suction anchor or gravity based structures) shall
consider relevant static and dynamic loads, including consideration of the maximum environmental conditions
expected for the operations.
5.5.2 For novel installation activities, relevant model testing should be considered.
5.5.3 The loads induced by the marine spread mooring involved in the operations, and the forces exerted
on the structures utilised in positioning the unit, such as fairleads and pad-eyes, shall be considered for local
strength checks.
DNV AS
Guidance note:
Chapter 1 Section 1
Guidance on offshore installation is available in the DNV VMO standards.
5.6 Decommissioning
Abandonment of the unit shall be planned for in the design stage.
DNV AS
CHAPTER 2 TECHNICAL CONTENT
Chapter 2 Section 1
SECTION 1 STRUCTURAL CATEGORISATION, SELECTION OF
MATERIAL AND EXTENT OF INSPECTION
1 Introduction
1.1 General
1.1.1 Selection of materials and inspection principles shall be based on a systematic categorisation of the
structure according to the structural significance and the complexity of the joints or connections as given in
DNV-OS-C101 Ch.2 Sec.3.
1.1.2 In addition to in-service operational phases, consideration shall be given to structural members
and details utilised for temporary conditions, e.g. fabrication, lifting arrangements, towing and installation
arrangements, etc.
1.1.3 The structural application categories are determined based on the structural significance,
consequences of failure and the complexity of the joints. The structural application category set the selection
of steel quality and the extent of inspection for the welds.
1.1.4 The steel grades selected for structural components are to be related to calculated stresses and
requirements for toughness properties and are to be in compliance with the requirements given in the DNV-
OS-B101.
1.1.5 Special consideration shall be given to ensure the appropriate inspection category for welds with high
utilisation in fatigue if the coverage with standard local area allocation is insufficient.
1.1.6 Examples of typical structural categories applicable to DDF are stated in [2]. These examples provide
minimum requirements and are not intended to restrict the designer in applying more stringent requirements
should such requirements be desirable.
2 Structural categorisation
Application categories for structural components are defined in DNV-OS-C101 Ch.2 Sec.3. Structural
members of a DDF unit are grouped as follows: However if a special design warrants redefining the
categories, the same shall be discussed and agreed.
Special category
a) Portions of deck plating, heavy flanges, and bulkheads within the structure which receive major
concentrated loads.
b) External shell structure (plating and stiffeners) in way of highly stressed connections (higher than 85%
of the allowable i.e. at 0.85 usage factor) to the deck structure.
c) Major intersections of bracing members.
d) External brackets, portions of bulkheads, and frames which are designed to receive concentrated loads at
intersections of major structural members.
e) Highly stressed elements of anchor line fairleads, crane pedestals, flare boom, etc. and their supporting
structure.
DNV AS
For Spars, these special structural categories include the hard tank to deck leg and to truss leg connections,
Chapter 2 Section 1
the truss to soft tank connections, the heave plate to truss leg connections, truss tubular joints, the fairlead
and chain jack foundations, and the riser frame to hard tank connections.
For DDS units, these special structural categories include “through” material used at connections of vertical
columns, upper platform decks and upper or lower hulls which are designed to provide alignment and
adequate load transfer, i.e. the pontoon to column connection, column to deck connection, any brace to
column connections and connection of heave damping structure to main hull structure.
Primary category
a) Deck plating, heavy flanges, transverse frames, stringers, and bulkhead structure that do not receive
major concentrated loads (not categorized as special).
b) Moonpool shell.
c) External shell structure of vertical columns, lower and upper hulls, and diagonal and horizontal braces.
d) Bulkheads, decks, stiffeners and girders that provide local reinforcement or continuity of structure in way
of intersections, except areas where the structure is considered special application.
e) Main support structure of heavy substructures and equipment, e.g. anchor line fairleads, cranes, drill
floor substructure, lifeboat platform, thruster well and helicopter deck.
For Spars, primary structures include hull shell, top spar deck and bottom deck structures, hull ring frames,
longitudinal stringers and web frames, all radial bulkheads, truss chords and brace members, heave plate
and soft tank structures.
For DDS units, the heave damping structure is considered primary structure.
Secondary category
a) Upper platform decks, or decks of upper hulls except areas where the structure is considered primary or
special application.
b) Bulkheads, stiffeners, flats or decks and girders, diagonal and horizontal bracing, which are not
considered as primary or special application.
c) Non-watertight bulkheads internal outfitting structure in general, and other non-load bearing
components.
d) Deckhouses.
For Spars, secondary structures include; e.g., all internal hull flats, soft tank shell and internal bulkheads
with no pressure differential, and hull and heave plate stiffeners and soft tank stiffeners.
3 Material selection
3.1 General
3.1.1 Material specifications shall be established for all structural materials utilised in a DDF unit. Such
materials shall be suitable for their intended purpose and have adequate properties in all relevant design
conditions. Material selection shall be undertaken in accordance with the principles given in DNV-OS-C101.
3.1.2 When considering criteria appropriate to material grade selection, adequate consideration shall be
given to all relevant phases in the life cycle of the unit. In this connection there may be conditions and
criteria, other than those from the in-service, operational phase, that may govern the design requirements
with respect to the selection of material. (Such criteria may, for example, be design temperature and/or
stress levels during marine operations.)
3.1.3 In structural cross-joints essential for the overall structural integrity where high tensile stresses
are acting normal to the plane of the plate, the plate material shall be tested to prove the ability to resist
lamellar tearing (Z-quality).
3.1.4 Material designations are defined in DNV-OS-C101.
DNV AS
Chapter 2 Section 1
3.2 Design temperature
3.2.1 External structures above the inspection waterline are to be designed for service temperatures down to
the lowest mean daily temperature for the area(s) where the unit is to operate.
3.2.2 External structures below the inspection waterline need normally not be designed for service
temperatures lower than 0°C.
3.2.3 Internal structures are assumed to have the same service temperature as the adjacent external
structure if not otherwise documented.
3.2.4 Internal structures in way of permanently heated rooms need normally not be designed for service
temperatures lower than 0°C.
4 Inspection categories
4.1 General
4.1.1 Welding, and the extent of non-destructive examination during fabrication, shall be in accordance with
the requirements stipulated for the structural categorisation designation as defined in DNV-OS-C101 Ch.2
Sec.3.
4.1.2 Inspection categories determined in accordance with DNV-OS-C101 provide requirements for the
minimum extent of required inspection. When considering the economic consequence that repair during in-
service operation may entail, for example, in way of complex connections with limited or difficult access, it
may be considered prudent engineering practice to require more demanding requirements for inspection than
the required minimum.
4.1.3 When determining the extent of inspection and the locations of required NDT, in additional to
evaluating design parameters (for example fatigue utilisation), consideration should be given to relevant
fabrication parameters including:
— location of block (section) joints
— manual versus automatic welding
— start and stop of weld etc.
5 Guidance to minimum requirements
Figure 1 to Figure 5 illustrate minimum requirements for selection of the structural category for one example
of structural configurations of a DDF unit. The indicated structural categorisation should be regarded as
guidance of how to apply the recommendations in DNV-OS-C101.
DNV AS

Chapter 2 Section 1

Figure 1 Example of structural categorisation (Special and Primary Steel) in the hard tank area of
a typical Spar
DNV AS

Chapter 2 Section 1

Figure 2 Example of structural categorisation (Special and Primary Steel) in the soft tank/hard
tank and Truss interface of a typical Spar
DNV AS

Chapter 2 Section 1

1)
This detail is normally fatigue critical within primary area and hence the inspection category is increased
from II to I.
Figure 3 Example of structural categorisation of a column and pontoon connection of a typical
Deep Draught Semi
DNV AS

Chapter 2 Section 1

1)
This detail is normally fatigue critical, and hence the inspection category is increased from II to I.
Figure 4 Example of structural categorisation of deck and column connection of a typical Deep
Draught Semi
DNV AS

Chapter 2 Section 1

Figure 5 Example of structural categorisation of heave damping structure of a typical DDF
DNV AS
SECTION 2 DESIGN LOADS
Chapter 2 Section 2
1 General
1.1 Objective
The objective of this section is to provide additional load provisions to DDF units not covered within DNV-OS-
C101.
1.2 Application
Load descriptions are intended to cover operational as well as non-operational phases for the three limit
states (ULS, FLS and ALS).
2 Permanent loads
The type and use of permanent ballast (e.g. within soft tank of DDF units) for stability reasons must be
carefully evaluated with respect to long term effects related to corrosion, wash out etc.
3 Variable functional loads
3.1 Hydrostatic pressures
3.1.1 For Spars, all relevant combinations of tank filling in the hard tank for the installation and operational
phases shall be taken into account in design.
3.1.2 For Deep Draught Semis, all relevant combinations of tank filling in the columns, pontoons and/or
heave damping structure in the installation and operational phases shall be taken into account in design.
3.1.3 Hydrostatic or hydrodynamic differential pressures acting on the hull or buoyancy tanks during
launch and upending sequences, mating, ballasting sequences, whichever is relevant, shall be analysed or
determined and taken into account in design of the hull.
3.2 Differential pressures
All relevant combinations of differential pressures due to filling of ballast tanks, produced fluids, compressed
air etc. shall be taken into account in design.
4 Environmental loads
4.1 Environmental conditions
4.1.1 If sufficient environmental data is available, environmental joint probability models may be developed
and applied in the design of DDF units. This is especially important in regions with e.g. high loop current and
frequently occurring hurricanes.
4.1.2 In geographical areas with hurricane activity, special considerations have to be made with respect to
the selection of relevant sea states to be applied in design of the unit. (E.g. new Meteocean criteria (API
BUL.INT 2/- MET) with updated GOM criteria published in May 2007).
DNV AS
Chapter 2 Section 2
4.1.3 Due to the geometry (deep draught and large volume) of DDF units the current loading may be of
high importance for design of mooring or riser systems in relation to vortex induced vibrations (VIV) for e.g.
hull and risers. Hence attention must be given to the description of magnitude and direction of current with
depth.
4.2 Determination of characteristic loads
4.2.1 Calculation of characteristic hydrodynamic loads may be carried out according to DNV-RP-C205.
4.2.2 Hydrodynamic model tests should be carried out to:
— confirm that no important hydrodynamic features have been overlooked (for new type of units,
environmental conditions, adjacent structures, Mathieu instability etc.)
— support theoretical calculations when available analytical methods are susceptible to large uncertainties
(e.g. in evaluating the need for VIM suppression strakes, on DDF hull)
— verify theoretical methods or models on a general basis.
4.2.3 Wind tunnel tests should be performed when:
— wind loads are significant for overall stability, motions or structural response
— there is a danger of dynamic instability.
4.2.4 Models applied in model tests shall be sufficient (reasonable scale and controllable scaling effects) to
represent the actual unit. The test set-up and registration system shall provide a sound basis for reliable and
repeatable interpretations.
4.2.5 A correlation report (tests and calculations) shall be prepared for validation purposes (design
documentation).
4.3 Hydrodynamic loads
4.3.1 Resonant excitation (e.g. internal moonpool resonance, sloshing and roll/pitch resonance) shall be
carefully evaluated. Wave on deck via moonpool has to be considered for DDF concepts with relatively short
distances between moonpool and the outer wave active zone.
4.3.2 If hydrodynamic analyses of a DDF are performed with the moonpool 'sealed' at the keel level it must
be validated that the results are equivalent to 'open' DDF hydrodynamic analyses. Special focus should be
placed on the heave motion prediction (important for riser system) by using consistent added mass, total
damping and excitation forces such that the Eigen period and response in heave can be determined correctly.
4.3.3 In case of a DDF with damping and added mass heave plates and where it is possible that resonant,
or near resonant heave motion may occur, the theoretical predictions should be validated against model test
results.
4.3.4 If VIM suppression devices (e.g. spiral strakes) are attached to the hull, the increased loads (drag,
inertia) must be taken into account. This applies to the operational as well as non-operational phases.
4.3.5 Air gap and green water (Wave-on-Deck) are to be considered. (See DNV-OS-C101 or DNV-OS-C201).
4.3.6 Air gap is measured to the bottom of the deck structure.
DNV AS
Chapter 2 Section 2
4.3.7 Simulation of loads and responses on risers in the moonpool area shall be carried out according to a
recognised code.
Guidance note:
DNV-OS-F201 may be applied for this purpose.
4.4 Combination of environmental loads
4.4.1 In areas with high current (e.g. loop current, or high subsurface current) special attention must be
given to the joint occurrence of wind, waves and current. Joint probability models (loads and load effects) are
recommended.
4.4.2 If more accurate data are not available, the combination of environmental loads may be taken
according to DNV-OS-C101 Ch.2 Sec.2.
DNV AS
SECTION 3 LOAD EFFECTS
Chapter 2 Section 3
1 General
1.1 Objective
The objective of this section is to provide additional load effect provisions to DDF units not covered within
DNV-OS-C101.
1.2 Application
Load effect descriptions are intended to cover operational as well as non-operational phases for the three
limit states (ULS, FLS and ALS).
2 Load effect analysis in the operational phase
2.1 General
2.1.1 Global dynamic motion response analysis taking into account loads from wind (static and gust),
waves (wave frequency and low frequency) and current shall be performed. Time domain analysis is the
preferred option as opposed to frequency domain type analysis. However, frequency domain analysis may be
acceptable if proper justification is demonstrated. Reference is made to DNV-RP-F205 for detailed description
of global performance analysis procedures.
2.1.2 Coupled analyses may be performed for DDF units in order to determine the coupling effects due to
the presence of mooring and risers. These coupled analyses mainly provide viscous damping estimates for
slowly varying motions (all six degrees of freedom). When utilising viscous damping estimates from coupled
analyses the actual riser installation program must be taken into consideration.
2.1.3 The simulation length for determination of the different load effects must be sufficient such that
reliable extreme response statistics can be obtained.
Guidance note:
Combined loading.
Common practice to determine extreme responses has been to expose the dynamic system to multiple stationary design
environmental conditions. Each design condition is then described in terms of a limited number of environmental parameters (e.g.
Hs, Tp) and a given seastate duration (3 to 6 hours). Different combinations of wind, wave and current with nearly the same return
period for the combined environmental condition are typically applied.
The main problem related to design criteria based on environmental statistics is that the return period for the characteristic load
effect is unknown for non-linear dynamic systems. This will in general lead to an inconsistent safety level for different design
concepts and failure modes.
A more consistent approach is to apply design based on response statistics. Consistent assessment of the D-year load effect will
require a probabilistic response description due to the long-term environmental loads on the system. The load effect with a return
period of D-year, denoted xD, can formally be found from the long-term load effect distribution as:
FX(xD) = 1 - 1/ND
ND = total number of load effect maxima during D years
FX(x) = long-term peak distribution of the (generalised) load effect
The main challenge related to this approach is to establish the long-term load effect distribution due to the non-linear behaviour.
Design based on response statistics is in general the recommended procedure and should be considered whenever practicable for
consistent assessment of characteristic load effects. Further details may be found in Appendices to DNV-OS-F201.
DNV AS
Chapter 2 Section 3
2.2 Global bending effects
2.2.1 Global bending and shear forces along the length of the structure due to environmental load effects
shall be determined. This applies to first order wave effects, as well as P-delta effects due to platform heel or
tilt.
2.2.2 Global bending and shear forces in the hull will be influenced by the non-linear restoring effect from
the mooring system. This additional load effect shall be analysed and taken into account in design of the hull
structure.
3 Load effect analysis in the non operational phases
3.1 General
3.1.1 All temporary phases shall be carefully evaluated and sufficient level and amount of analyses shall be
performed according to this standard. Further details regarding non-operational conditions may be found in
DNV's VMO standards.
3.1.2 Relevant model testing should be considered for novel installation procedures.
3.1.3 Stability check and ballast capacity design shall include assessment of relevant load conditions during
transport and installation.
3.2 Load-out and transportation
3.2.1 Hull/deck stresses during load-out are to be evaluated and accounted for in the design. Possible skid
beam foundation settlement should be minimized or avoided. Local sea fastening stresses are to be kept
within acceptable design limits.
3.2.2 In case of wet tow in harsh environment (e.g. overseas), model tests shall be performed as a
supplement to motion response analyses. Non-linear effects (e.g. slamming, global bending or shear, green
seas) shall be taken into account.
3.2.3 Motion response analyses shall be performed for dry transports on e.g. heavy lift vessel, or barge.
Special attention shall be made to:
— roll motions (roll angles, accelerations, viscous roll damping)
— slamming pressures and areas and structural responses due to slamming
— global strength (vessel, DDF/Spar unit)
— strength of sea-fastening
— wind VIV of slender truss members.
— stability, overhang.
3.3 Launching
Launching may be an alternative way of installation or upending a Spar (e.g. truss spar). Model testing of the
launch process may be required if there is limited or no experience with such operations for similar concepts.
DNV AS
Chapter 2 Section 3
3.4 Deck mating
3.4.1 Offshore installation of deck structure and modules will require refined analyses in order to determine
the governing responses. This applies to lifting operations as well as float-over operations with barge.
Important factors are limiting environmental criteria, impact responses and floating stability requirements.
3.4.2 Floating concepts (“jack-up”) utilising jacking of legs to desired draught and subsequent deballasting
to obtain sufficient air-gap, shall be carefully evaluated or analysed with respect to limiting environmental
criteria.
3.5 Upending
3.5.1 Pre-upending phases shall be analysed with respect to global bending moments and shear forces in the
hull. In case that wave load effects in this pre-upending phase may be relevant, this shall be analysed and
taken into account.
3.5.2 In case of dynamic upending, analyses shall be performed in order to determine global and local load
effects in the DDF/Spar unit and its appurtenances.
3.5.3 Hydrostatic or hydrodynamic differential (outside/inside) pressures during dynamic upending shall be
determined and further used in design of the hull structure.
3.5.4 Model testing of the dynamic upending may be avoided if the applied simulation software has been
validated against similar or relevant operations demonstrating good correlation.
3.5.5 In case of lift assisted upending offshore, the limiting environmental criteria must be carefully selected.
Dynamic analyses of the system (i.e. lift vessel, lifting gear, Spar unit) will be required in order to determine
responses in lifting gear and DDF/Spar unit.
DNV AS
SECTION 4 ULTIMATE LIMIT STATES (ULS)
Chapter 2 Section 4
1 General
1.1 Objective
1.1.1 General considerations in respect to methods of analysis and capacity checks of structural elements are
given in DNV-OS-C101 for LRFD and DNV-OS-C201 for WSD.
1.1.2 This section applies for the hull and deck or modules and operational as well as non-operational
phases.
1.1.3 The LRFD format shall be used when the ULS capacity of the structure is checked. Two combinations
shall be checked, a) and b). The load factors are defined in DNV-OS-C101 Ch.2 Sec.1 [4.4] and values are
given in Table 1.
Table 1 Load factors – ULS
Load categories
Permanent
Combination
and variable Environmental loads, Deformation loads,
of design loads
functional loads,
γf,F γf,D
γf,G,Q
1)
a) 1.3 0.7 1.0
b) 1.0 1.3 1.0
1) If the load is well defined e.g. masses or functional loads with great confidence, no possible overfilling of tanks
etc. the coefficient may be reduced to 1.2.
1.1.4 The loads shall be combined in the most unfavourable way, provided that the combination is physically
feasible and permitted according to the load specifications. For permanent loads, a load factor of 1.0 in load
combination a) shall be used where this gives the most unfavourable response. Other considerations for the
partial coefficients and design loads are given in DNV-OS-C101 Ch.2 Sec.1 and DNV-OS-C101 Ch.2 Sec.2,
respectively.
1.1.5 The material factor γm for ULS yield check should be 1.15 for steel. The material factor γm for ULS
buckling check is given in DNV-OS-C101 Ch.2 Sec.4.
1.2 Methodology and acceptance criteria
The LRFD methodology and the acceptance criteria for the ULS check are given in DNV-OS-C101.
2 Hull
2.1 Operational phase
2.1.1 For global structural analysis, a complete three-dimensional structural model of the unit is required.
This may be a complete shell type model, or a combined shell or space-frame model.
DNV AS
Chapter 2 Section 4
2.1.2 Additional detailed finite element analyses may be required for complex joints and other complicated
structural parts especially at interfaces and connections to determine the local stress distribution more
accurately. Typical examples being: hull interface with mooring system, hard tank area, column and brace
connections, strake terminations or interactions, deck and hull connections, hull interface with riser system,
pontoon to column connection, brace to column connection, column to deck connection.
Guidance note:
For Spars, in order to be able to assess the effect of all possible tank filling configurations, a local finite element model covering
the hard tank area may be utilised. Only those tanks used in the normal operation of the platform should as a minimum be
modelled. The stresses from a local finite element model should be superimposed to global stresses.
For DDS units, reference is made to DNV-OS-C103.
2.1.3 The additional global bending and shear due to P-delta and mooring restoring effects are to be
combined with first order wave effects in a consistent way.
2.1.4 The same applies to combining the loads from the risers on riser frames in the moonpool and transfer
into the hull structure. Horizontal forces as well as vertical (friction from riser system) shall be taken into
account.
2.1.5 If VIV suppression devices (e.g. strakes) are installed, both local (direct wave or current loads) and
global bending effects should be considered in design of the suppression devices.
2.2 Non-operational phases
2.2.1 Finite element analyses are to be performed for long international water wet tow and dry tow in harsh
environment.
2.2.2 For dry tow this implies that the complete structural system (hull sections, sea-fastening, transport
vessel) shall be modelled such that reliable stress-distributions can be obtained.
2.2.3 For wet tow in harsh environment special emphasis must be put on the simulation or modelling of
the hydrodynamic wave pressures or accelerations acting on the wet hull structure. Further, the non-linear
hogging and sagging bending or shear effects due to the shape of the hull should be properly simulated or
accounted for in the design.
2.2.4 For Spars, the level or amount of finite element analyses for the upending process needs to be
evaluated. As a minimum, the following considerations shall be made:
a) Operational Global bending moments and shear forces are to be compared (location and level) with
those for pre-upending and dynamic upending.
b) Possibilities for local and global buckling (e.g. skirt area for a classic spar) due to global load effects and
lateral differential pressures needs to be assessed/analysed.
2.2.5 For DDS units, the finite element analysis shall cover all critical transient phases during installation.
DNV AS
3 Deck or topside
Chapter 2 Section 4
3.1 Operation phase
3.1.1 Structural analysis of deck structure shall, in general, follow the same principles as outlined for the
hull.
3.1.2 Horizontal accelerations at deck level due to wave loading will be high for some DDF units in harsh
environment. Detailed finite element analyses of the deck and hull connections shall be performed in such
instances.
Typical non-operational phases as fabrication, transportation and installation of deck and topside modules
shall be assessed and analysed to a sufficient level such that the actual stress level can be determined and
used in the design checks.
4 Minimum scantlings
Minimum scantlings for plate, stiffeners and girders are given in DNV-OS-C101 Ch.2 Sec.4.
DNV AS
SECTION 5 FATIGUE LIMIT STATES (FLS)
Chapter 2 Section 5
1 General
1.1 General
1.1.1 The objective of this section is to provide supplemental guidance related to FLS design as outlined in
DNV-OS-C101 Ch.2 Sec.5.
1.1.2 This section applies for the hull and deck or modules and major structural interfaces for operational as
well as non-operational phases.
1.1.3 In general, all significant stress fluctuations (operational and temporary phases) which contribute to
fatigue damage in parts of the unit shall be taken into account for the FLS condition.
1.1.4 Criteria related to DFF’s are given in DNV-OS-C101 Ch.2 Sec.5.
1.1.5 DNV-RP-C203 presents recommendations in relation to fatigue analyses based on fatigue tests and
fracture mechanics.
2 Hull
2.1 Operation phase
2.1.1 First order wave loads will usually be the dominating fatigue component for the hull. The long term
distribution of wave induced stress fluctuations need to be determined with basis in the same type of load
effect and finite element analyses as for ULS.
Guidance note:
Early phase evaluation or analysis of fatigue may incorporate modelling the hull as a beam with associated mass distribution and
simulation of wave loads according to Morison formulation, or preferably, performing a radiation or diffraction analysis.
Final documentation related to first order wave induced fatigue damage should incorporate a stochastic approach. This implies
establishing stress transfer functions, which are combined with relevant wave spectra (scatter diagram) in order to obtain long-
term distribution of stresses. The stress transfer functions should be obtained from finite element analyses with appropriate
simulation of wave loads (radiation/diffraction analysis). The P-delta effect due to platform roll and pitch shall be taken into
account.
2.1.2 As for ULS, the P-delta effect due to platform roll or pitch shall be taken into account. This implies that
both first order and second order, slowly varying roll or pitch motions need to be considered and taken into
account if contributing to fatigue damage in the hull.
2.1.3 For special fatigue sensitive areas, local stress concentrations shall be determined by detailed finite
element analyses.
2.1.4 Typical fatigue sensitive areas for DDF units include:
— hull and deck connections
— collision ring area
— hull and deck and stiffener connections at location of peak wave induced global bending moments
DNV AS
— hull and mooring system interface
Chapter 2 Section 5
— hard tank area
— column and brace connections
— strake and hull connections and strake terminations
— riser frame/support and hull connections
— openings in main hull
— flare tower
— mooring and export/import SCR connections
— hard tank and truss connections
— tubular joints
— column to deck connections
— column to pontoon connections
— tensioner support structure.
2.1.5 Fatigue analyses shall be performed to check that the hull strakes have sufficient fatigue lives.
Relative motions between the hull and disturbed wave kinematics around strakes must be properly taken
into account. Hydrodynamic pressures from a radiation/diffraction analysis in combination with a Morison
formulation (inertia and drag) will be sufficient to describe the environmental loads on the strakes.
2.1.6 VIM load effects from mooring system (global hull in-line and cross-flow motions) into the fairlead or
hull areas shall be outlined and taken into account if significant. The same applies to VIV load effects from
riser system into the riser frame or hull areas.
2.1.7 For mooring fairlead/riser porch analysis, the effect of disturbed wave field due to the presence of
columns, etc. should also be taken into account.
2.1.8 Allowance for wear and tear shall be taken into account in areas exposed to for example friction and
abrasion. For a DDF unit this will typically be interfaces between hull and risers (keel level, intermediate
riser-frames, deck level). These relative motions are caused by movements of the unit and risers and
subsequent pullout and push-up of the risers in the moonpool.
2.1.9 The fatigue analysis of riser / keel guide frames shall account for the interaction between risers and
guide frames where relevant.
2.1.10 The design fatigue factors or fatigue life safety factors depend on the consequence of failure and the
accessibility for inspection as given in Table 1.
Table 1 Design fatigue factors for hull and topside (DFF’s) – FLS
Accessibility for inspection
Consequence of failure
In-accessible Underwater access Accessible
1)
Unacceptable 10 3 2
Acceptable 3 2 1
1) The acceptability of the consequence of failure involves the owner, the flag state authorities, as well as DNV.
Refer to DNV-OS-C101 Ch.2 Sec.5 for further guidance.
DNV AS
Chapter 2 Section 5
2.2.1 Wet, overseas transports in harsh environment will require quite detailed analyses to determine the
fatigue damage during this temporary phase. Both global and local wave load effects shall be taken into
account. Some level of monitoring of weather and load effects during towage will be required such that it is
possible to recalculate the actual fatigue contribution during wet tow.
2.2.2 Dry, overseas transports will usually be less exposed to fatigue damages. It however, requires almost
the same level of finite element analyses as for wet tow in order to determine the stress fluctuations in hull,
sea-fastenings and transport vessel.
2.3 Splash zone
The definition of ‘splash zone’ as given DNV-OS-C101 Ch.2 Sec.9 [2.2], relates to a highest and lowest tidal
reference. For DDF units, for the evaluation of the fatigue limit state, reference to the tidal datum should
be substituted by reference to the draught that is intended to be utilised when condition monitoring is to be
undertaken. The requirement that the extent of the splash zone is to extend 5 m above and 4 m below this
draught may then be applied. The splash zone is to be considered in-accessible with respect to the required
DFF (Table 1).
Guidance note:
If significant adjustment in draught is possible in order to provide for satisfactory accessibility in respect to inspection,
maintenance and repair, a sufficient margin in respect to the minimum inspection draught should be considered when deciding
upon the appropriate DFF’s. As a minimum this margin is to be at least 1 m, however it is recommended that a larger value is
considered especially in the early design stages where sufficient reserve should be allowed for to account for design changes (mass
and centre of mass of the unit). Consideration should further be given to operational requirements that may limit the possibility for
ballasting and deballasting operations.
When considering utilisation of remotely operated vehicle (ROV) inspection, consideration should be given to the limitations
imposed on such inspection by the action of water particle motion (e.g. waves). The practicality of such a consideration may be
that effective underwater inspection by ROV, in normal sea conditions, may not be achievable unless the inspection depth is at
least 10 m below the sea surface.
3 Deck or topside
3.1 Operation phase
3.1.1 Wave induced horizontal accelerations and P-delta effects will usually be governing for FLS design of
deck structure and topside modules and shall be duly taken into account.
3.1.2 A stochastic approach is the preferred option for determination of final fatigue damage for the deck or
topside. See Guidance note to [2.1.1] for the hull. For Design Fatigue Factor (DFF) refer to Table 1 in Sec.5.
3.1.3 Deck and hull connections, joints in deck structure, module supports etc. will typically be fatigue
sensitive areas. The amount or level of detailed finite element analyses for these joints needs to be
considered. For the deck and hull connection some level or amount of detailed finite element analyses shall
be performed, at least for units located in harsh environment.
Fatigue damage of deck structure and topside modules shall be documented if the stress fluctuations in the
different phases are significant.
DNV AS
SECTION 6 ACCIDENTAL LIMIT STATES (ALS)
Chapter 2 Section 6
1 General
1.1 Objective
1.1.1 The objective of this section is to provide supplemental guidance related to ALS design as outlined in
DNV-OS-A101 and in DNV-OS-C101 Ch.2 Sec.6.
1.1.2 This section applies for the hull and deck or modules and operational as well as non-operational
phases.
1.1.3 General requirements concerning accidental events are given in DNV-OS-C101.
2 General requirements
Units shall be designed to be damage tolerant, i.e. credible accidental damages, or events, should not cause
loss of global structural integrity or stability. The capability of the structure to redistribute loads should be
considered when designing the structure. Hull compartmentation should not allow loss of unit with one or
more compartments flooded (see DNV-OS-A101).
3 Fire
Deck area will be limited for some DDF/Spar concepts. Potential fire scenarios shall therefore be carefully
considered and taken into account in design and layout planning.
4 Explosion
4.1 General
4.1.1 As for fire, the limiting deck space and protected moon-pool area (potential gas or oil leakage) for
some DDF units require that explosions are carefully considered in the design process.
4.1.2 In respect to design considering loads resulting from explosions, or a combination of the following
main design philosophies are relevant:
— ensure that the probability of explosion is reduced to a level where it is not required to be considered as a
relevant design load case
— ensure that hazardous areas are located in unconfined (open) locations and that sufficient shielding
mechanisms (e.g. blast walls) are installed
— locate hazardous areas in partially confined locations and design utilising the resulting, relatively small
overpressures
— locate hazardous areas in enclosed locations and install pressure relief mechanisms (e.g. blast panels) and
design for the resulting overpressure.
4.1.3 As far as practicable, structural design accounting for large plate field rupture resulting from explosion
loads should normally be avoided due to the uncertainties of the loads and the consequence of the rupture
itself.
DNV AS
Chapter 2 Section 6
4.1.4 Structural support of blast walls, and the transmission of the blast load into main structural members
shall be evaluated when relevant. Effectiveness of connections and the possible outcome from blast, such as
flying debris, shall be considered.
5 Collision
5.1 General
5.1.1 Safety assessments will be the basis for determination of type and size of colliding vessel and impact
speed.
5.1.2 Collision impact shall be considered for all elements of the unit, which may be impacted by supply
vessel on sideways, bow or stern collision. The vertical extent of the collision zone shall be based on the
depth and draught of attending vessels and the relative motion between the attending vessels and the unit.
5.1.3 Resistance to unit collisions may be accounted for by indirect means, such as, using redundant framing
configurations, collision ring in splash zone and materials with sufficient toughness in affected areas.
5.1.4 Boat landings are to be designed to withstand probable impact loads depending on the design service
vessels and the operational criteria. (see DNV-RP-C204).
6 Dropped objects
6.1 General
6.1.1 Critical areas for dropped objects shall be determined on the basis of the actual movement of potential
dropped objects (e.g. crane actions) relative to the structure of the unit itself. Where a dropped object is
a relevant accidental event, the impact energy shall be established and the structural consequences of the
impact assessed.
6.1.2 Generally, dropped object assessment will involve the following considerations:
a) Assessment of the risk and consequences of dropped objects impacting topside, wellhead, riser system
in moon-pool and safety systems and equipment. The assessment shall identify the necessity of any local
structural reinforcement or protections to such arrangements.
b) Assessments of the risk and consequences of dropped objects impacting externally on the hull
structure (shell, or bracings) and hull attachments such as strakes, fairleads and pipes. The structural
consequences are normally fully accounted for by the requirements for watertight compartmentation and
damage stability and the requirement for structural redundancy of slender structural members.
7 Unintended flooding
7.1 General
7.1.1 A procedure describing actions to be taken after relevant unintended flooding shall be prepared.
Unintended filling of hard tanks, collision ring and bracings for a DDF will be the most relevant scenarios for
the operation phase.
7.1.2 It must be ensured that counter-filling of tanks and righting up the unit can be performed safely and
without delays.
DNV AS
Chapter 2 Section 6
7.1.3 Structural aspects related to the tilted condition and counter-flooding (if relevant) shall be
investigated. This applies to the complete unit including risers and mooring system.
7.1.4 If the unit can not be brought back to the design draught and verticality by counter-ballasting and
redistribution of ballast water, this must be taken into account in design of the unit.
7.1.5 The structure should be designed to withstand one compartment flooding under reduced environment
(e.g. 10-yr return probability).
8 Riser damage
Provisions for accidental limit state design of risers, in general, are provided in DNV-OS-F201. Special
considerations for risers on DDF/Spar include, but are not limited to:
— The structural and global performance design should account for one tensioner cylinder out of service.
— Loss of buoyancy, e.g. air cans for spar units.
— Loss of station keeping, e.g. mooring line failure, or tendon failure.
— Clashing between risers and/or umbilicals, and interaction between risers and surrounding structures.
9 Abnormal wave and wind events
9.1 General
9.1.1 Abnormal wave effects are partly related to air-gap and wave exposure of deck or topside structures as
well as tensioner system. Consequences from such wave impacts shall be evaluated and taken into account
in design of the relevant structural parts.
9.1.2 In hurricane environments the derrick tie down to the substructure and the top deck should be
carefully designed. (see API Bulletin 2TD). The use of LRFD method for the design against uplift loads at the
clamped footing connections is recommended.
9.1.3 In areas with hurricanes, special considerations have to be made with respect to effects of load
hysteresis and high cycle fatigue especially for moorings and deck mounted tall structures (e.g., derricks).
9.1.4 Hurricane loading is considered abnormal only in cases where the occurrence probability is consistent
-4
with 10 annual level or if the unit is designed to be evacuated ahead of hurricanes and the damage is
considered acceptable.
DNV AS
SECTION 7 SERVICEABILITY LIMIT STATES (SLS)
Chapter 2 Section 7
1 General
1.1 Objective
The objective of this section is to provide supplemental guidance related to SLS design as outlined in DNV-
OS-C101 Ch.2 Sec.7. Since all partial load and material factors are equal to unity, the methodology as
described is also a WSD design procedure.
1.2 Criteria
1.2.1 The SLS calculations should include expected values of permanent and variable loads and specific
design environmental conditions and deformation extreme expected values.
1.2.2 The maximum allowable deflections or hull displacements or motions are to be assessed as given
in DNV-OS-C101 Ch.2 Sec.7 and any additional relevant operational limitations for essential systems /
equipment.
DNV AS
SECTION 8 WELD CONNECTIONS
Chapter 2 Section 8
1 General
1.1 Objective
1.1.1 The objective of this section is to provide supplemental guidance related to weld connections design as
outlined in DNV-OS-C101 Ch.2 Sec.8 and DNV-OS-C201 Ch.2 Sec.8 for LRFD- or WSD-method, respectively.
1.1.2 The weld material factor γMw shall be taken as 1.3 in the LRFD design method.
1.2 Special connections
1.2.1 Special DDF/Spar welded connections that should receive more detailed scrutiny include the TTR
foundations in the centre well, the deck leg connections to the top of the spar deck, the hard tank bottom
connection to the truss legs, the heave plates connections to the truss, the soft tank to truss connections,
deck to column, column to pontoon and heave damping structure to main hull.
1.2.2 Special connections, for example, grouted connections shall be fully qualified. The process as
presented in DNV-RP-A203 Qualification of New Technology can be used.
DNV AS
SECTION 9 CORROSION CONTROL
Chapter 2 Section 9
1
Design Requirements for Corrosion Protection and Control system are outlined in DNV-OS-C101 Ch.2 Sec.9
or DNV-OS-C201 Ch.2 Sec.9 for LRFD- or WSD-method, respectively. The two documents are equivalent in
this regard.
DNV AS
SECTION 10 MOORING AND FOUNDATION DESIGN
Chapter 2 Section 10
1
Mooring design is detailed in DNV-OS-E301 and the foundations design requirements are outlined in DNV-
OS-C101 Ch.2 Sec.10 or DNV’s Classification Note 30.4. Approaches for LRFD and WSD design methods are
provided in these documents. For DDF, in particular, the strength and fatigue damage of the mooring lines
due to the vortex induced motions of the DDF itself, should be fully assessed.
DNV AS
SECTION 11 DYNAMIC RISER DESIGN AND GLOBAL PERFORMANCE
Chapter 2 Section 11
1 Dynamic riser design
1.1 General
1.1.1 Design of dynamic risers is detailed in DNV-OS-F201, with additional provisions in DNV-RP-F201
for titanium risers, DNV-RP-F202 for composite risers, DNV-RP-F203 for riser interference and DNV-RP-
F204 for riser fatigue. Approaches for both LRFD and WSD design methods are provided in the above listed
documents.
1.1.2 For DDS units, or other units where the risers are exposed to the dynamics of the wave splash zone,
the effects of disturbed kinematics of the wave field due to the presence of the vessel should be fully
assessed. This disturbance may be determined by the use of radiation/diffraction analysis. See DNV-RP-F205
for further details.
1.1.3 For vessels with moonpools, the kinematics of the water entrapped in the moonpool should be
adequately addressed to ensure correct response of risers and/or tensioner buoys inside the moonpool.
Kinematics of the entrapped water in the moonpool area can, in principle, be treated in the same way as the
disturbed wave kinematics. See DNV-RP-F205 for further details.
1.1.4 For dry tree units, the riser tension system is a critical component and issues such as available stroke
and tension variation due to stroke variation should be addressed.
1.1.5 Possible friction load effects due to keel guides should be accounted for in the riser design.
1.1.6 For DFFs and Spars, special attention should be paid to the influence of vortex induced motions of the
DDF/Spar unit itself on the riser system.
2 Global performance
2.1 General
2.1.1 Global performance analyses are detailed in DNV-RP-F205. As the water depth increases, the
interaction/coupling between the slender structures and the large volume floater becomes more important.
In this case, a coupled analysis is required to capture the interaction between the two in order to accurately
predict the individual responses of floater, risers and mooring.
2.1.2 For DDFs and Spars, special attention should be paid to the influence of vortex induced motions (VIM)
on the global performance, and VIM induced fatigue on hull, mooring and risers.
2.1.3 Heave eigen period and cancellation period of DDS units tend to be close. Global performance is
sensitive to viscous effects (both excitation and damping). Differences between model tests and analysis may
be significant. Viscous effects at cancellation/resonance area should be carefully checked, so as not to take
advantage from the cancellation effect.
DNV AS
CHAPTER 3 CLASSIFICATION AND CERTIFICATION
Chapter 3 Section 1
SECTION 1 CLASSIFICATION
1 General
1.1 Introduction
1.1.1 As well as representing DNV’s recommendations on safe engineering practice for general use by the
offshore industry, the offshore standards also provide the technical basis for DNV classification, certification
and verification services.
1.1.2 This chapter identifies the specific documentation, certification and surveying requirements to be
applied when using this standard for certification and classification purposes.
1.1.3 A complete description of principles, procedures, applicable class notations and technical basis for
offshore classification is given by the applicable Rules for classification of offshore units as listed in Table 1.
Table 1 DNV Rules for classification - Offshore units
Reference Title
DNV-RU-OU-0101 Offshore drilling and support units
DNV-RU-OU-0102 Floating production, storage and loading units
DNV-RU-OU-0103 Floating LNG/LPG production, storage and loading units
1.2 Application
1.2.1 It is assumed that the units will comply with the requirement for retention of the Class as defined in
the above listed Rules.
1.2.2 Where codes and standards call for the extent of critical inspections and tests to be agreed between
contractor or manufacturer and client, the resulting extent is to be agreed with DNV.
1.2.3 DNV may accept alternative solutions found to represent an overall safety level equivalent to that
stated in the requirements of this standard.
1.2.4 Any deviations, exceptions and modifications to the design codes and standards given as recognised
reference codes shall be approved by DNV.
1.3 Documentation
Documentation for classification shall be in accordance with the NPS DocReq (DNV Nauticus Production
System for documentation requirements) and DNV-CG-0550.
DNV AS
CHANGES – HISTORIC
Changes – historic
There are currently no historical changes for this document.
DNV AS
About DNV
DNV is the independent expert in risk management and assurance, operating in more than 100
countries. Through its broad experience and deep expertise DNV advances safety and sustainable
performance, sets industry benchmarks, and inspires and invents solutions.
Whether assessing a new ship design, optimizing the performance of a wind farm, analyzing sensor
data from a gas pipeline or certifying a food company’s supply chain, DNV enables its customers and
their stakeholders to make critical decisions with confidence.
Driven by its purpose, to safeguard life, property, and the environment, DNV helps tackle the
challenges and global transformations facing its customers and the world today and is a trusted
voice for many of the world’s most successful and forward-thinking companies.
WHEN TRUST MATTERS

DNV Os C106

Uploaded by

Copyright:

Available Formats

DNV Os C106

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

DNV Os C106

Uploaded by

Copyright:

Available Formats

This copy of the document is intended for use by Wilson Barreta only. Downloaded 2023-01-06.

No further distribution shall be made.

Topic Reference Description

Rebranding to DNV All This document has been revised due to the rebranding of DNV

b) 1.0 1.3 1.0

You might also like