Understanding Offshore Container Certification: When, Where, Why.
Understanding OffshoreContainer Certification:When, Where, Why.A Lloyd’s Register Guide
ContentsKey terms used in this guide What is an offshore container? Regulations vs. standards MSC/Circ. 860. Regulations and supporting standards .Approving offshore containers Summary: Offshore container certification process A brief history of container standards Comparison of EN 12079 & DNV 2.7-1 – selected criteria .Where is IMO MSC/Circ. 860 in force? .List of contracting states to SOLAS (1974). . Contact. .0304060707080910121618192 Understanding Offshore Container Certification: When, Where and Why.
When you work with offshore containers,it’s important to understand the rules.The when, where,and why to offshorecontainer certificationCompanies involved with building,procuring or maintaining offshorecontainers should have a generalunderstanding of the standards andcertifications governing their use.From ISO-style units to custom-madeskid packages, offshore containersare unique in the world of shippingcontainers. Alongside the growth ofthe offshore oil and gas industry, theuse of offshore containers also continues to grow and diversify.The goal of this guide is to educateand inform, to provide a generalunderstanding of the background ofoffshore container regulations,certifications and standards in orderto avoid common misconceptions. Itshould not be taken as a comprehensive or all-exhaustive document.Key terms used inthis guideCSCConvention for Safe Containers(adopted 1972). Developed by theIMO to institute uniform internationalsafety regulations for the transport ofmarine freight containers.DNV 2.7-1A publicly available standard forcertifying offshore containersproduced by a privately-heldcompany.EN 12079Required standard for offshorecontainers in CEN member States(EU plus Turkey, Macedonia, Iceland,Norway, and Switzerland); alsoadopted as a global standard.IMDGInternational Maritime DangerousGoods Code. Enacted by Safety ofLife at Sea (SOLAS) regulations andadopted as law by 162 governmentsand entities.IMOInternational Maritime Organization.The IMO publishes the IMDG code, theCSC regulations and is the holder ofthe SOLAS convention.IMO MSC/Circ. 860Guidelines for offshore containerapproval issued in the supplement tothe IMDG code.LRCCSLloyd’s Register’s ContainerCertification Scheme. It originatedin 1968 as the Freight ContainerCertification Scheme. The Schemecovers the three main service areasof intermodal equipment. It includesCSC containers, offshore equipmentand tanks for the transport ofdangerous goods.MSCMaritime Safety Committee, thehighest technical body in the IMO.SOLASMostly known as “Safety of Life atSea,” the SOLAS is an internationalconvention or treaty adopted by 162contracting States. It requires thatflag States ensure their ships complywith minimum safety standardsin construction, equipment andoperation. SOLAS specifies severalinternational codes as part of itsrequirements. The IMDG code is oneof these.A Lloyd’s Register Guide 3
What is an offshore container?As defined by the International Maritime Organization, anoffshore container is a portable unit, specially designedfor repeated use in the transport of goods or equipmentto, from or between fixed and/or floating offshoreinstallations and ships.The following are common types of offshore containers.Offshore freight containersAn offshore container built for the transport of goods, which caninclude general cargo containers, cargo baskets, bulk containers,special containers, boxes and gas cylinder racks.Offshore portable tanks are also included in this category. These areused to transport dangerous goods used offshore, and must alsomeet the International Maritime Dangerous Goods code.Offshore service containersCustom-built containers for a specific task that are generally temporary. Examples include labs, workshops, power plants and controlstations.Offshore waste skidsA container that holds waste. This type of container can be open orclosed.Offshore containers are also commonly called “skids” in the offshoreoil and gas community, as they are often used to transport largecomponents to drilling and production rigs. These can be as simpleas frames that hold the contents. The skid, along with its contents, issometimes referred to as a “skid package.”4 Understanding Offshore Container Certification: When, Where and Why.
Offshorecontainers vs.ISO containersOffshore containersevolved from the commonintermodal or ISO shippingcontainer“Intermodal” refers to the abilityto move the container by differentmethods without having to unloadit at each transfer (ship to rail totruck, for example).The intermodal came into use inthe 1950’s and changed the worldof commerce by providing astandard, low-cost method totransport goods internationally.The International StandardsOrganization published ISOstandards for containers between1968 and 1970, cementing the roleof the shipping container in theglobal economy.The IMO alsostudied the safetyof containerizationin marine transportand in 1972 theInternationalConvention forSafe Containers(CSC) was adopted.There are, in general, three factorsthat separate offshore containersfrom ISO containers:Exposure to harsh environmentsOffshore containers are often leftexposed to open seas on thedecks of supply vessels, and alsoloaded to platforms in harshweather conditions, this alsomeans that the minimum designtemperature is normally specifiedas -20 C and the primarystructure requires material ofsufficient toughness for -20 C.and if they do, they are notallowed to be lifted from them.Non-standard designsMost offshore containers are builtto fit a specific piece ofequipment, and as a result do notfit into the categories of ISOcontainers.Loading and unloading forcesBecause many offshore containerscannot be used with typical liftingequipment such as spreaderbeams, the methods of loadingand unloading put different typesof pressure on the structures ofoffshore containers. Offshorecontainers are supplied with apermanently installed sling set.Most do not have corner castings,A Lloyd’s Register Guide 5
Regulations vs. standardsThere is some confusion in the offshore container industry when it comes to designand inspection standards for offshore containers versus what is required underinternational regulations.The origins of offshore containerregulations and standards lie in theSafety of Life at Sea Convention, orSOLAS treaty. SOLAS was created in1914 as a reaction to the Titanicdisaster. Thirteen countries attendedthe initial conference, but World War Iprevented it from going into force.International agreement andadoption of SOLAS became the firstmajor project of the InternationalMaritime Organization (IMO) when itfirst convened in 1958 as the InterGovernmental Maritime ConsultativeOrganization. It was then, as it is now,a specialized agency of the UnitedNations devoted to the safety andsecurity of ships and the preventionof sea pollution. SOLAS went intoforce in 1965.It was revised in 1974 to simplify theprocess for amending the treaty. Thetreaty also included a “tacitacceptance” procedure whereamendments will be automaticallyentered into force unless membernations file objections.SOLAS calls for all ships flagged by itsmember states to comply withminimum safety standards inconstruction, equipment andoperation of merchant ships.Amendments have expanded itsscope over the years to includeprovisions for nuclear ships, highspeed craft and stowage of cargo. TheSOLAS convention is now held as lawby 162 member States (see Annex Band Annex C). Those member statesrepresent 99% gross tonnage of theworld’s merchant fleet.SOLAS contains references to othercodes that supplement theconvention and are also held as law,such as the International SafetyManagement (ISM) code, or theInternational Life-Saving Appliance(LSA) code.IMDG Code AdoptedIn 1960, the SOLAS Conferencecontained a recommendation thatmember governments should adoptsome set of regulations around themovement of dangerous goods andhazardous materials. The IMO’sMaritime Safety Committee (MSC),the highest technical committee inthe IMO, took four years to developthe International Maritime DangerousThe SOLAS convention is now held as law by 162member States. Those member states represent99% gross tonnage of the world’s merchant fleet.6 Understanding Offshore Container Certification: When, Where and Why.Goods (IMDG) code. It was adopted in1965. As of January 2004, all SOLASmember States must also followIMDG.The IMDG contains much more thanguidelines for mariners. It applies toall companies and organizationsconnected to shipping.The IMDG code is updated every twoyears, but amendments that don’taffect the principles of the code canbe adopted by the MSC and issued assupplemental circulars. This allowsthe IMO to respond to transportdevelopments in a shorter timeframe.The IMDG code addresses the specialnature of offshore containers andportable tanks handled in open seas.In Sections 12 and 13 of itsintroduction, the IMDG recognizesthat these are different fromconventional containers. However,inspections of all containers aregoverned by the other internationaltreaty, the Convention for SafeContainers.
MSC/Circ. 860As part of an effort to harmonize the implementation of the IMDG and CSC, theIMO developed MSC/Circ. 860. “Guidelines for the approval of containers handledin open seas.”As is the case with many regulations,MSC/Circ. 860 does not containdetailed technical requirements.Instead, it is a guideline for how“approving competent authorities”should base their approval of offshorecontainers.The circular states that both designcalculations and testing should betaken into account when approvingan offshore container. It specifies sixpoints to consider on the design ofthe containers, as well as three teststhat should be done at a minimum.To help approving authorities, itreferences four standards: EN 12079 DNV 2.7-1 DNV 2.7-2 BS 7072 (now withdrawn)It is important to note that thecircular does not mandate thatapproved competent authoritiescertify to these standards. Instead ofmaking one standard compulsory, thecircular allows all the standards to beused in the course of the approvaland that they “should be consulted asappropriate.” The standards are waysmanufacturers can meet theregulations, but they are notregulations themselves.Parts one and two of the standardfocus on the requirements for newcontainers and sling sets. A third partwill address periodic inspection. Theintroduction for the new ISO standardstipulates that other internationallyrecognised standards can be used inplace of the referenced ISO standardwhere the manufacturer and thecertifying authority documents thatan overall equivalent level of safety isachieved.ISO standard for offshore containersWork began on an ISO standard foroffshore containers in 2008. Acommittee comprised of industryspecialists and authorised competentauthorities like Lloyd’s Register haveworked jointly to shape the standard.It is expected that ISO 10855 will beadded as a supporting standard forthe IMO regulation. Lloyd’s Registerhas several representatives on thecommittee drafting the standard.Contact us for more information.The SOLAS Convention (1974)IMDGISMHSCISPSInternational Marine DangerousGoods Code (IMDG)MSC CircularsLSAetc.Regulations and supporting standardsThis flowchart shows how regulations relate to standards and circularsin the world of the International Maritime Organization. SOLAS is theinternational treaty under which we find the regulations governing theapproval of offshore containers, MSC/Circ. 860. The standards are usedto help meet the stipulations of the circular, and are not not regulations inand of themselves.MSC/Circ. 860EN 12079DNV 2.7-1,2.7-2A Lloyd’s Register Guide 7
ApprovingoffshorecontainersWho can approve andcertify offshorecontainers?As mentioned, the InternationalConvention on the Safety ofContainers governs the inspection ofcontainers. In that internationaltreaty, each member State names“approved competent authorities” toinspect and approve ISO containersand offshore containers.Lloyd’s Register is one of theseapproved competent authorities, andis one of the five specially referencedclassification societies specified as a“certifying authority” or “authorisedorganisation” for a number ofcountries globally.Lloyd’s Register has been using itsContainer Certification Scheme(LRCCS) to certify containers of allkinds for more than 40 years. LRCCScan be used to certify individualoffshore containers, or providetype approval for a productionrun. An individual type approvalextends to one design and onemanufacturing plant only, unlessotherwise agreed to by LR.For type approval and certification,there are three basic steps:1. Appraisal and approval of thecontainer’s design2. A survey during the manufacturingof the container3. Testing of the prototype8 Understanding Offshore Container Certification: When, Where and Why.
What’s the process for certifyingan offshore container?Design appraisalThe container’s structural drawings are reviewed according to the standards referenced inIMO MSC/Circ. 860. Details of the materials and strength of the cargo containment structure,as well as the lifting and securing arrangements are appraised.Drawings must show:-- Dimensions and load ratings-- Material specifications-- Details of welding methods and weld sizes-- Details of any other fastening methods-- Details of any special treatment for materials-- Details of sealant materials-- Details of corner fittings and closure mechanisms, together with name(s) of themanufacturer(s) of these parts-- Mandatory markingInspectionTestingA qualified surveyor inspects the process to meet coderequirements.Type approval of a container involves the construction andtesting of a prototype built according to the approveddrawings. It must also use the same materials asproposed for normal production.Tests include:-- Four-point lift using all padeyes-- Two-point lift test using opposed-- padeyes-- A vertical impact test-- A tilt test-- Tanks for dangerous cargoes shallin addition be tested with all therequirements of the IMDG code.Inspection programs include:-- Verification and testing of materials-- Welder qualification-- Acceptance of weld procedures-- Acceptance of NDE procedures-- Witness and acceptance of prototype testing-- Verification of identification and markingA Lloyd’s Register Guide 9
A brief history ofcontainer standards19561966196819721989199119931995-- First “metal box container” shipped from Newark to Houstonaboard the “Ideal-X”-- Lloyd’s Register publishes “Recommendations for ContainerConstruction and Certification”-- Lloyd’s Register produces its Freight Container CertificationScheme (now the Lloyd’s Register Container CertificationScheme or LRCCS)-- IMO produces the Convention for Safe Containers (CSC)-- BS 7072 is issued as a code of practice for inspection and repairof offshore containers in the UK-- “DNV Certification Note 2.7-1 Offshore Freight Containers” isreleased-- The CEN begins work on a standard for offshore containers-- IMO publishes MSC/Circ. 613: “Guidelines for the approvalofoffshore containers handled in open seas”-- DNV revises the 2.7-1 certification note10 Understanding Offshore Container Certification: When, Where and Why.
-- IMO issues MSC./Circ. 860,”Guidelines for the approval ofoffshore containers handled in open seas,” updating andsuperseding Circ. 613-- CEN issues EN 12079, superseding BS 7072-- Lloyd’s Register Container Certification Scheme (LRCCS) isupdated to formally detail design, inspection and certificationrequirements of intermodal equipment split into three broadcategories: CSC containers, offshore containers and tanks forthe transport of dangerous goods (such as portable tanks)-- EN 12079 is revised to reflect current industry practices-- DNV 2.7-1 is revised and reissued as a standard-- LRCCS widely revised to reflect updated legislation withtechnical bulletins issued to clients-- DNV offshore standards updated-- Lloyd’s Register contributes to the committee for the ISO 10855offshore standard and in the U.S. for the proposed API standardfor offshore containersA Lloyd’s Register Guide 11
ANNEX AComparison of EN 12079 & DNV 2.7-1 – selected criteriaEN 12079 (2006)Materials(6.1) Steel: Shall be impact tested by Charpy impact (V-notch)method in accordance with EN 10045-1.Impact test temperature given in Table 1DNV 2.7-1 (2013)Materials(3) Steel: Extra high strength steel with specified yield stressabove 500N/mm2 shall not be used.Steel for primary structure shall be tested by the Charpy impact(V-notch) method according to EN 10045-1 or DNV’s “Rules forClassification of ship” Pt.2 Ch.1.Impact test temperature given in Table 3-1Design(5.1.2) Stability against tippingTo prevent container from overturning (tipping) on moving deck, theyshall be designed to withstand tilting of 30 degrees in any direction.(5.1.6) Design TemperatureTD shall not be higher than the (statistically) lowest daily meantemperature for the area where the offshore container is to operate andin no case shall be higher than -20 CDesign(4.1.2) Stability against tippingTo prevent container from overturning (tipping) on moving deck, theyshall be designed to withstand 30 degrees tilting in any direction withoutoverturning.(4.1.5) Design TemperatureTD shall not be taken higher than the (statistically) lowest daily meantemperature for the area where the offshore container shall operate andshall not be higher than -20 C(5.2.2.1) Lifting loadsshall not exceed σe 0.85C;For steel: C Re; where Re is yield stress.For aluminum:Base material; C R0.2Heat affected zone C 0.7σRmσ 0.8 for ISO AIMg4,5Mn-HAR/AA5083-H32σ 0.7 for all other aluminum alloys(4.2.1) Allowable Stressesshall not exceed σe 0.85C;For steel: C Re;For aluminum:Base material: C Rp0.2 but not greater than 0.7XRmWeld and heat affected zone: C yield strength in the weld and heataffected zone(5.2.2.2) Lifting with lifting setDesign force on primary structure shall be calculated as 2.5Rg,Pad eyes shall be designed for a total vertical force of 3Rg.Resultant sling force on each pad eye is calculated asF 3Rg/(n-1)cosvWith only one pad eye, that pad eye shall be designed for a total verticalforce of 5Rg.(4.2.3.1) Lifting with lifting setThe design load on the primary structure shall be taken as: FL 2.5Rg,Pad eye shall be designed for a total vertical load of Fp 3RgResulting sling load on each pad eye will be:RSL 3Rg/(n-1)cosvContainer with one pad eye Fp 5Rg(5.1.1 Part-2) General requirementsIn no case shall a sling be rated for an angle of the sling leg to thevertical in excess of 45 degrees(8.3) Design of lifting setsIn no case shall a sling be designed with an angle of the sling legs to thevertical larger than 45 degrees(5.2.2.3) Lifting with forklift truckDesign force on primary structure shall be calculated as1.6(R S)g(4.2.3.2) Lifting with forklift truckDesign load on the primary structure shall be taken as: FF 1.6(R S)g12 Understanding Offshore Container Certification: When, Where and Why.
(5.2.3.2) Horizontal ImpactEquivalent shall not exceeds: σe CFor container post and side rails of the bottom structure 0.25RgFor other frame members of the side structure, including top rails 0.15RgMax calculated deflection for corner post, bottom side rails other framemembers ln/250(4.2.4.1) Horizontal ImpactThe following values shall be used for the static equivalent to an impactload:FHI 0.25Rg corner post, side rail of the bottom structureFHI 0.15Rg for other frame members of the side structure, including thetop railsCalculated equivalent shall not exceeds: σe CMax calculated deflection y ln/250(5.2.3.3) Vertical ImpactVertical point forces 0.25RgCalculated deflection shall not exceed ln/250Equivalent stress shall not exceed σe C(4.2.4.2) Vertical ImpactVertical point forces at center span:FVI 0.25RgCalculated deflection shall not exceedy ln/250Equivalent stress shall not exceed σe C(5.2.4) Internal forces on container wallsEach wall including the door shall be designed to withstand an internalforce of 0.6xPxg evenly distributed over the whole surface withoutsuffering any permanent deformation.(4.4.8) Container wallsEach wall including the door shall be designed to withstand an internalforce of Fw 0.6xPxg evenly distributed over the whole surface withoutsuffering any permanent deformation.(5.2.5) Minimum material thicknessExternal parts of corner posts and bottom railsfor R 1000kg, t 6mm;for R 1000kg, t 4mmother parts of primary structure t 4mm;Secondary structure made from metallic materials t 2mm;For waste skips of monocoque design within an area of up to 100mmfrom the side edges t 6mm; for remaining parts of the side structuret 4mm(4.2.5) Minimum material thicknessCorner posts and bottom rails forming outside of the container t 6mm;However, for containers with a max gross mass R 1000kgthe minimum material thickness shall be 4mm,other parts of primary structure t 4mm;Secondary structure made from metallic materials t 2mm;On waste skips of monocoque design the minimum thickness within anarea of 100mm from the side edges shall be 6mm.The remaining parts of the side and bottom structure shall be min.4mm.(5.3) WeldingEssential and non-redundant primary structural members shall bewelded with full penetration welds.For others primary structure, the use of fillet welds shall be justifiedby design appraisal (including calculations and consideration f failuremode)Intermittent fillet welding of secondary structure is acceptable; howevercare shall be taken to avoid corrosion.(4.3) WeldingAll main welds between pad eyes and the primary structure shall be fullpenetration welds.Essential and non-redundant primary structural members shall bewelded with full penetration welds.Fork pockets shall be connected to the bottom rails with full penetrationwelds but if the fork pockets pass through the bottom rail, fillet weldsmay be used.For others primary structures fillet welds may be permitted after specialagreement with the Society.Secondary structures may be welded with fillet welds.Welds between primary and secondary structures are considered to bewelding of secondary structures.(5.4.1) FloorContainers liable to fill with water shall have suitable drainage facility(4.4.5) FloorContainers liable to fill with water shall have suitable drainage facility(5.4.2) Doors and hatchesShall be designed for same horizontal force as primary structure.Locking devices shall be secure against opening of the doors duringtransport and lifting. Double doors shall have at least one such lockingdevice on each door, locking directly to the top and bottom frame.(4.4.8) Doors and hatchesShall be designed for same horizontal force as primary structure.Locking devices shall be secure against opening of the doors duringtransport and lifting. Double doors shall have at least one locking deviceon each door, locking directly to the top and bottom frame.A Lloyd’s Register Guide 13
EN 12079 (2006)DNV 2.7-1 (2013)DesignDesignLocking arrangement shall be protected to prevent dislodgement byimpact.Hinges shall be protected against damage from impact loads.Doors shall be secured in the open position.If weathertightness is required, the door shall be equipped with seals.Locking arrangement shall be protected to prevent dislodgement byimpact.Hinges shall be protected against damages from impact loads.Doors shall be secured in the open position.If weathertightness is required, the door shall be equipped with gaskets.(5.4.3) Intermediate cargo decksWhen intermediate cargo decks are fitted they shall be designed towithstand a force of at least 0.5Pgσ uniformly distributed,Where: σ is the dynamic factor 3(4.4.2) Intermediate cargo decksWhen intermediate cargo decks are fitted, they shall normally be designedfor uniformly distributed load of at least: 0.5Pgσ,Where load factor: σ 3.0(5.4.4) Internal securing pointsContainers for general cargo shall have internal securing points. Eachshall be designed to withstand a force of at least 10kN(4.4.10) Internal securing pointsContainers for general cargo shall have internal securing points Eachinternal lashing point shall be designed for a lashing force of least 10kN.(5.4.5) Fork lift pocketsInstalled in the bottom structure and have a closed top, pass throughthe base and be provided with the means to prevent the container fromtopping from the forks.Minimum internal dimensions of forklift pockets shall be 200mm x 90mmForklift pockets shall be located such that the container is stable duringhandling and driving with forklift truck.Pockets shall not be located as far as practicable but need not be morethan 2050mm apart from the center of the pocket to the center of thepocket.(4.4.6) Fork lift pocketsInstalled in the bottom structure with closed top,Minimum opening of the forklift pockets shall be 200mm x 90mmForklift pockets shall be located such that the container is stable duringhandling and driving with forklift truck.Pockets shall be located as far as practical. Center distance shall be atleast 900mm apart (where possible) but not more than 2050mm.Fork pockets shall extend across the full width of the base frame and shallpass though or be attached to the base. If attached to the underside of thebase rail, detector plate shall be used. Fork pockets shall have closed topsand sides.(5.4.7) Pad eyesPadeyes shall be aligned with the sling to the center of the lift withmaximum manufacturing tolerance of /- 2.5.Any difference in the diagonal measurements between lifting pointcenters shall not exceed 0.2% of the length of the diagonal, or 5mm,whichever is the greater.Diameter of holes in pad eyes shall match the shackle used, clearancebetween shackle pin and pad eye hole shall not exceed 6% of thenominal shackle pin diameter. However, maximum concentratedstresses at hole edges shall not exceed 2xRe at design load.Tolerance between pad eye thickness and inside width of shackle shallnot exceed 25% of the inside width of the shacklePad eyes shall be so designed as to permit free movement of the shackleand sling termination without fouling the pad eye.Pad eyes shall not protrude outside the boundary of the containers otherthan vertical upwards, and shall as far as possible be designed to avoiddamage from the other containers.Pad eyes shall be welded to the frame with full penetrationwelds(4.4.1) Pad eyesPad eyes shall not protrude outside the boundary of the container, butmay protrude above the top of the container.Padeyes shall be aligned with the sling to the center of lift with maximummanufacturing tolerance of /- 2.5 degreesAny difference in the diagonal measurements between lifting point centersshall not exceed 0.2% of the nominal length of the diagonal, or 5mm,whichever is the greater.Diameter of holes in pad eyes shall match the shackle used, clearancebetween the shackle pin and pad eye hole shall not exceed 6% of theshackle pin diameter.Maximum concentrated hot spot stresses at hole edges shall not exceed2xRe at design load.Thickness of the padeye at the hole shall not be less than 75% of theinside width of the joining shackle.Pad eyes shall be welded to the frame with full penetrationwelds(7) Type TestingTest equipment and calibrationLifting test: all point lifting and 2-point liftingPost lifting inspection and examination(4.6) Prototype TestingTest equipment and calibrationLifting test: all point lifting and 2-point lifting14 Understanding Offshore Container Certification: When, Where and Why.
EN 12079 (2006)DNV 2.7-1 (2013)DesignDesignVertical impact test: Drop test and Lowering testVertical impact test: Drop test and Lowering test(5.4.10) Coating and corrosion protectionSuitable for offshore environment by means of construction, use ofsuitable material and/or corrosion and paint protection(4.4.13) Coating and corrosion protectionSuitable for offshore environment by means of construction, use ofsuitable material and/or corrosion and paint protection(5.2 Part 2) Dimensions and strength of lifting setsAnnex A and Table 1 shall be used to calculate the minimum workingload limit(8.3.1) Dimensions and strength of lifting setsTable 8.1 and 8.2 shall be used for determination of the minimumworking load limit, WLLmin for lifting sets.FabricationFabrication(8.1) Quality ControlThe manufacturer shall ensure the quality of procedures and facilitiesby implementing a QMS at least in accordance with ISO 9001.(5.1) Quality ControlThe manufacturer shall ensure the quality of procedures and facilitiesby implementing a QMS at least in accordance with ISO 9001. An auditof the QMS by the classification society to verify that they are qualifiedto manufacture containers according to the standard. Where the QMSis not fully satisfactory the scope of inspection by the classificationsociety is adjusted accordingly.(8.2.2) Approved WeldersWelders shall be approved in accordance with EN 287-1 and EN ISO9606-2 as appropriate to the materials being used(8.2.3) Welding ProceduresWelding procedures shall be in accordance with the relevant partsof EN ISO 15607, EN ISO 15609-1, EN ISO 15614-1, EN ISO 15614-2 asappropriate.Impact tests are required as part of the procedure qualification test.Test temperature and test results shall comply with the requirementsof the standard. Where the test piece thickness exceeds 12mm foursets of impact tests shall be made (weld metal, fusion line, HAZ 2mmfrom fusion line, HAZ 5mm from fusion line)(5.2.1) Approved WeldersWelders shall be approved by the classification society to a recognisedstandard, e.g. EN 287-1, EN ISO 9606-1, ISO 9606-2, ASME IX or ANSI/AWS D1.1(5.2.2) Welding ProceduresWelding procedures shall be in accordance with the relevant part
An offshore container built for the transport of goods, which can include general cargo containers, cargo baskets, bulk containers, special containers, boxes and gas cylinder racks. Offshore portable tanks are also included in this category. These are used to transport dangerous goods used offshore, and must also
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