RES6-EnG Rules For Pleasure Yachts Part B 2018

Rules for the Classification of Pleasure Yachts
Effective from 1 January 2018
Part B
Hull and Stability
RINA
Via Corsica, 12 - 16128 Genova - Italy
Tel. +39 01053851 - Fax: +39 0105351000
E-MAIL info@rina.org - WEB www.rina.org
EXPLANATORY NOTE TO PART B
1. Reference edition Part D: Materials and Welding

The reference edition of these Rules is the edition effec- Part E: Additional Class Notations
tive from 1 January 2007. Each Part consists of:
2. Effective date of the requirements • Chapters
• Sections and possible Appendices
2.1 All requirements in which new or amended provi-
• Articles
sions with respect to those contained in the refer-
• Sub-articles
ence edition have been introduced are followed by
• Requirements
a date shown in brackets.
Figures (abbr. Fig) and Tables (abbr. Tab) are numbered
The date shown in brackets is the effective date of
in ascending order within each Section or Appendix.
entry into force of the requirements as amended by
the last updating. The effective date of all those 4.2 Cross-references
requirements not followed by any date shown in Examples: Pt A, Ch 3, Sec 1, [3.2.1] or Pt A, Ch 3,
brackets is that of the reference edition. App 1, [3.2.1]
2.2 Item 4 below provides a summary of the technical • Pt A means Part A
changes from the preceding edition. In general, this The part is indicated when it is different from the part in
list does not include those items to which only edi- which the cross-reference appears. Otherwise, it is not
torial changes have been made not affecting the indicated.
effective date of the requirements contained
• Ch 3 means Chapter 3
therein.
The Chapter is indicated when it is different from the
3. Rule Variations and Corrigenda chapter in which the cross-reference appears. Other-
Until the next edition of these Rules is published, Rule wise, it is not indicated.
Variations and/or corrigenda, as necessary, will be pub- • Sec 1 means Section 1 (or App 1 means
blished on the RINA web site (www.rina.org). Except in Appendix 1 )
particular cases, paper copies of Rule Variations or cor- The Section (or Appendix) is indicated when it is differ-
rigenda are not issued. ent from the Section (or Appendix) in which the cross-
4. Rule subdivision and cross-references reference appears. Otherwise, it is not indicated.
4.1 Rule subdivision • [3.2.1] refers to requirement 1, within sub-article 2
of article 3.
The Rules are subdivided into five parts, from A to E.
Cross-references to an entire Part or Chapter are not
Part A: Classification and Surveys
abbreviated as indicated in the following examples:
Part B: Hull and Stability • Part A for a cross-reference to Part A
Part C: Machinery, Electrical Installations and Fire • Part A, Chapter 1 for a cross-reference to Chapter 1
Protection of Part A.
5. Summary of amendments introduced in the edi-
tion effective from 1 January 2018
Foreword
This edition of the Rules for the classification of Pleasure
Yachts contains amendments whose effective date is 1
January 2018 and also includes some changes already
issued through previous Rule Variations which are con-
sequently superseded (Rule Variation TCHU/2017/01
effective from 1 March 2017, Rule Variation TCHU/
2017/06 effective from 15 August 2017). The date of
entry into force of these changes is that of the super-
seded Rule Variations which is indicated in brack-ets
after the item concerned.
The date of entry into force of each new or amended
item is shown in brackets after the number of the item
concerned.
RULES FOR THE CLASSIFICATION OF
PLEASURE YACHTS
Part B
Hull and Stability
Chapters 1 2 3 4 5 6
Chapter 1 GENERAL REQUIREMENTS

Chapter 2 STEEL HULLS
Chapter 3 ALUMINIUM HULLS
Chapter 4 REINFORCED PLASTIC HULLS
Chapter 5 WOOD HULLS
Chapter 6 STABILITY
C HAPTER 1
GENERAL REQUIREMENTS
Section 1 General
1 Rule application 33
1.1
2 Equivalents 33
2.1
3 Direct calculations for monohull and twin hull yachts 33
3.1 Direct calculations for monohull yachts
3.2 Direct calculations for twin hull yachts
4 Definitions and symbols 36
4.1 General
4.2 Symbols
4.3 Definitions
5 Subdivision, integrity of hull and superstructure 37
5.1 Number of watertight bulkheads
5.2 Collision bulkheads
5.3 Sea connections and overboard
discharge
5.4 Stern and side doors below the weather deck
5.5 Hatches on the weather deck
5.6 Scantling of glazing
5.7 Skylights
5.8 Outer doors
5.9 Drawings
5.10 Ventilation
5.11 Air pipes
5.12 Bulwarks and guardrails or guardline
5.13 Freeing ports
5.14 Tanks
RINA Rules for Pleasure Yachts 2018 3

Section 2 Hull Outfitting
1 Rudders and steering gear 77
1.1 General
1.2 Rudder stock
1.3 Coupling between rudder stock and mainpiece
1.4 Rudder mainpiece and blade
1.5 Rudder bearings, pintles and stuffing boxes
1.6 Steering gear and associated apparatus
2 Propeller shaft brackets 81
2.1 Double arm brackets
2.2 Single arm brackets
3 Sailing yacht appendages and component fastenings 82
3.1 Keel connection
4 Stabilizer arrangements 83
4.1 General
4.2 Stabilizer arrangements
4.3 Stabilizing tanks
5 Thruster tunnels 83
5.1 Tunnel wall thickness
5.2 Tunnel arrangement details
6 Water-jet drive ducts 83
6.1
7 Crane support arrangements 84
7.1
4 RINA Rules for Pleasure Yachts 2018

Section 3 Equipment
1 General 85
1.1
2 Anchors 85
2.1
3 Chain cables for anchors 85
3.1
4 Mooring lines 85
4.1
5 Windlass 85
5.1 General
5.2 Working test on windlass
6 Equipment Number and equipment 86
6.1
7 Sailing yachts 86
7.1

Section 4 Non-Structural Fuel Tanks
1 General 88
1.1
2 Metallic tanks 88
2.1 General
2.2 Scantlings
3 Non-metallic tanks 88
3.1 General
3.2 Scantlings
4 Tests on tanks 89
4.1 General
4.2 Leak testing
Section 5 Loads
1 General 90
1.1
2.1 General
2.2 Definitions
2.3 Symbols
3 Design acceleration 91
3.1 Vertical acceleration at LCG
3.2 Transverse acceleration
4 Overall loads 91
4.1 General
4.2 Longitudinal bending moment and shear force
4.3 Design total vertical bending moment
4.4 Transverse loads for twin hull yachts
5 Local loads 93
5.1 General
5.2 Load points
5.3 Design pressure for the bottom
5.4 Design pressure for the side shell
5.5 Design heads for decks
5.6 Design heads for watertight bulkheads

Appendix 1 Side Doors and Stern Doors
1 General 100
1.1 Application
1.2 Arrangement
1.3 Definitions
2 Design loads 100
2.1 Side and stern doors
3 Scantlings of side doors and stern doors 100
3.1 General
3.2 Plating and ordinary stiffeners
3.3 Primary supporting members
4 Securing and supporting of doors 101
4.1 General
4.2 Scantlings
5 Strength criteria 102
5.1 Primary supporting members and securing and supporting devices
6 Securing and locking arrangement 102
6.1 Systems for operation
7 Operating and Maintenance Manual 103
7.1 General

C HAPTER 2
STEEL HULLS
Section 1 General Requirements

1 Field of application 107
1.1
2.1 Premise
2.2 Definitions and symbols
3 Plans, calculations and other information to be submitted 107
3.1
3.2
4 Direct calculations 108
4.1
4.2
5 Buckling strength checks 109
5.1 Application
5.2 Elastic buckling stresses of plates
5.3 Elastic buckling stresses of stiffeners
5.4 Critical buckling stress
6 General rules for design 110
6.1
7 Minimum thicknesses 110
7.1
8 Plating attached to griders 111
8.1 Primary supporting members
8.2 Ordinary stiffeners
8.3 Special cases
8.4 Calculation of section modulus
9 Corrosion protection 111
9.1
9.2
9.3
Section 2 Materials
1 General 112
1.1 Characteristics of materials
1.2 Testing of materials
1.3 Manufacturing processes
2 Steels for hull structure 112
2.1 Application

2.2 Information to be kept on board
2.3 Material factor k
2.4 Grades of steel
2.5 Grades of steel for structures exposed to low air temperatures
2.6 Grades of steel within refrigerated spaces
3 Steels for forging and casting 116
3.1 General
3.2 Steels for forging
3.3 Steels for casting
4 Other materials and products 117
4.1 General
4.2 Iron cast parts
Section 3 Welding and Weld Connections

1 General 118
1.1 Application
1.2 Base material
1.3 Welding consumables and procedures
1.4 Personnel and equipment
1.5 Documentation to be submitted
1.6 Design
2 Type of connections and preparation 119
2.1 General
2.2 Butt welding
2.3 Fillet welding
2.4 Partial and full T penetration welding
2.5 Lap-joint welding
2.6 Slot welding
2.7 Plug welding
3 Specific weld connections 127
3.1 Corner joint welding
3.2 Bilge keel connection
3.3 Connection between propeller post and propeller shaft bossing
3.4 Bar stem connections
4 Workmanship 127
4.1 Forming of plates
4.2 Welding procedures and consumables
4.3 Welding operations
4.4 Crossing of structural elements
5 Modifications and repairs during construction 129
5.1 General
5.2 Gap and weld deformations
5.3 Defects
5.4 Repairs on structures already welded
6 Inspections and checks 129
6.1 General
6.2 Visual and non-destructive examinations

7 End connections of ordinary stiffeners 130
7.1
8 End connections of primary supporting members 131
8.1 Bracketed end connections
8.2 Bracketless end connections
9 Cut-outs and holes 131
9.1
9.2
9.3
9.4
9.5
10 Stiffening arrangement 132
10.1
10.2
10.3
10.4
10.5
11 Riveted connections 133
11.1
11.2
12 Sealed connections 133
12.1
Section 4 Longitudinal Strength

1 General 134
1.1
1.2
2 Bending stresses 134
2.1
2.2
2.3
3 Shear stresses 134
3.1
4 Calculation of the section modulus 134
4.1
Section 5 Plating
1.1
2 Keel 135
2.1 Sheet steel keel
2.2 Solid keel

3 Bottom and bilge 135
3.1
4 Sheerstrake 136
4.1
5 Side 136
5.1
5.2
6 Openings in the shell plating 136
6.1
6.2
6.3
7 Local stiffeners 136
7.1
7.2
7.3
8 Cross-deck bottom plating 136
8.1
Section 6 Single Bottom

1 General 137
1.1 Scope
1.2 Longitudinal structure
1.3 Transverse structure
2.1
3 Longitudinal type structure 137
3.1 Bottom longitudinals
3.2 Floors
3.3 Girders
4 Transverse type structures 138
4.1 Ordinary floors
4.2 Centre girder
4.3 Side girders
5 Constructional details 138
5.1
Section 7 Double Bottom

1 General 139
1.1
2 Minimum height 139
2.1

3 Inner bottom plating 139
3.1
4 Centre girder 139
4.1
5 Side girders 140
5.1
5.2
6 Floors 140
6.1
6.2
7 Bracket floors 140
7.1
8 Bottom and inner bottom longitudinals 140
8.1
9 Bilge keel 140
9.1 Arrangement, scantlings and connections
Section 8 Side Structures

1 General 142
1.1
2.1
3 Ordinary stiffeners 142
3.1 Transverse frames
3.2 Longitudinal stiffeners
4 Reinforced beams 142
4.1 Reinforced frames
4.2 Reinforced stringers
5 Frame connections 143
5.1 General
6 Scantling of brackets of frame connections 143
6.1
6.2 Lower brackets of frames
Section 9 Decks
1 General 145
1.1

2.1
3 Deck plating 145
3.1 Weather deck
3.2 Lower decks
4 Stiffening and support structures for decks 145
4.2 Reinforced beams
4.3 Pillars
Section 10 Bulkheads
1 General 147
1.1
2 Symbols 147
2.1
3 Plating 147
3.1
4 Stiffeners 147
5 General arrangement 147
5.1
5.2
6 Non-tight bulkheads 147
6.1 Non-tight bulkheads not acting as pillars
6.2 Non-tight bulkheads acting as pillars
Section 11 Superstructures
1 General 149
1.1
2 Boundary bulkhead plating 149
2.1
3 Stiffeners 149
3.1
4 Superstructure decks 149
4.1 Plating
4.2 Stiffeners

C HAPTER 3
ALUMINIUM HULLS

1.1
2.1 Premise
3.1
3.2
4.1
5.1
6 Minimum thicknesses 155
6.1
Section 2 Materials, Connections and Structure Design Principles

1 Materials and connections 156
1.1 General requirements
1.2 Aluminium alloy hull structures
1.3 Extruded plating
1.4 Tolerances
1.5 Influence of welding on mechanical characteristics
1.6 Material factor K for scantlings of structural members made of aluminium alloy
1.7 Fillet welding
1.8 Riveted connections for aluminium alloy hulls
1.9 Welded connections
1.10 Corrosion protection - Heterogeneous steel/aluminium alloy assembly
2 Structure design principles 160
2.1 Protection against corrosion
2.2 Rounding-off
Section 3 Design Loads and Hull Scantlings

1 Design loads 161
1.1 Application
2 Hull scantlings 161
2.1

2.3 Overall strength
2.4 Buckling strength of aluminium alloy structural members

1 General 167
1.1
1.2
2.1
2.2
2.3
3.1
4 Calculation of the section modulus 167
4.1
Section 5 Plating
1.1
2 Keel 168
2.1 Sheet steel keel
2.2 Solid keel
3 Bottom and bilge 168
3.1
4 Sheerstrake 169
4.1
5 Side 169
5.1
5.2
6.1
6.2
6.3
7.1
7.2
7.3
8 Cross deck bottom plating 169
8.1

1 General 170
1.1 Scope
2.1
3.2 Floors
3.3 Girders
4.1 Ordinary floors
4.2 Centre girder
4.3 Side girders
5.1

1 General 172
1.1
2.1
3.1
4 Centre girder 172
4.1
5 Side girders 173
5.1
5.2
6 Floors 173
6.1
6.2
7 Bracket floors 173
7.1
8.1
9 Bilge keel 173
9.1 Arrangement, scantlings and connections

1 General 175
1.1
2.1
3.1 Transverse frames
3.2 Longitudinal stiffeners
5 Frame connections 176
5.1 General
6 Scantling of brackets of frame connections 176
6.1
Section 9 Decks
1 General 178
1.1
2.1
3 Deck plating 178
3.1 Weather deck
3.2 Lower decks
4.3 Pillars
1 General 180
1.1
2 Symbols 180
2.1
3 Plating 180
3.1

4 Stiffeners 180
5 General arrangement 180
5.1
5.2
6 Non-tight bulkheads 180
6.1 Non-tight bulkheads not acting as pillars
1 General 182
1.1
2.1
3 Stiffeners 182
3.1
4.1 Plating
4.2 Stiffeners

C HAPTER 4
REINFORCED PLASTIC HULLS

1.1
2.1 Premise
2.2 Symbols
2.3 Definitions
3.1
3.2
4.1
5.1 General
5.2 Minimum thicknesses
6 Construction 187
6.1 Principles of building
6.2 Engine exhaust
6.3 Tanks for liquids
Section 2 Materials
1 General 194
1.1
2 Definitions and terminology 194
2.1
3 Materials of laminates 194
3.1 Resins
3.2 Reinforcements
3.3 Core materials for sandwich laminates
3.4 Adhesive and sealant material
3.5 Plywood
3.6 Timber
3.7 Repair compounds
3.8 Type approval of materials
4 Mechanical properties of laminates 196
4.1 General
4.2 Coefficients relative to the mechanical properties of laminates

Section 3 Construction and Quality Control
1 Shipyards or workshops 200
1.1 General
1.2 Moulding shops
1.3 Storage areas for materials
1.4 Identification and handling of materials
2 Hull construction processes 201
2.1 General
2.2 Moulds
2.3 Laminating
2.4 Hardening and release of laminates
2.5 Defects in the laminates
2.6 Checks and tests

1 General 203
1.1
1.2
2.1
2.2
2.3
3.1
Section 5 External Plating

1 General 205
1.1
2.1
3 Keel 205
3.1
4 Rudder horn 205
4.1
5 Bottom plating 205
5.1
6 Sheerstrake plating and side plating 206
6.1 Sheerstrake
6.2 Side plating
7.1

7.2
7.3
8.1
8.2
8.3
8.4
9 Cross-deck bottom plating 206
9.1

1 General 207
1.1 Scope
2.1
3.2 Floors
3.3 Girders
4.1 Ordinary floors
4.2 Centre girder
4.3 Side girders
5.1

1 General 209
1.1
2.1
3.1
4 Centre girder 209
4.1
5 Side girders 210
5.1
5.2

6 Floors 210
6.1
6.2
7.1

1 General 211
1.1
2.1
3.1
3.2
Section 9 Decks
1 General 213
1.1
2.1
3 Deck plating 213
3.1 Weather deck
3.2 Lower decks
4.3 Pillars
1 General 215
1.1
2 Symbols 215
2.1
3 Plating 215
3.1

4 Stiffeners 215
5 Tanks for liquids 215
5.1
1 General 216
1.1
2.1
3 Stiffeners 216
3.1
4.1 Plating
4.2 Stiffeners
Section 12 Scantlings of Structures with Sandwich Construction

1 Premise 217
1.1
2 General 217
2.1 Laminating
2.2 Vacuum bagging
2.3 Constructional details
3 Symbols 217
3.1
4 Minimum thickness of the skins 218
4.1
5 Bottom 218
5.1
6 Side 218
6.1
7 Decks 219
7.1
8 Watertight bulkheads and boundary bulkheads of the superstructure 219
8.1

Section 13 Structural Adhesives
1 General 220
1.1
1.2
2 Design criteria for bonded connection 221
2.1

C HAPTER 5
WOOD HULLS
Section 1 Materials
1 Suitable timber species 225
1.1
2 Timber quality 225
2.1 Planking
2.2 Marine plywood and lamellar structures
2.3 Certification and checks of timber quality
2.4 Mechanical characteristics and structural scantlings
Section 2 Fastenings, Working and Protection of Timber

1 Fastenings 228
1.1
1.2
2 Timber working 228
2.1
3 Protection 228
3.1
Section 3 Building Methods for Planking

1 Shell planking 229
1.1 Simple skin
1.2 Double diagonal skin
1.3 Double longitudinal skin
1.4 Laminated planking in several cold-glued layers
1.5 Plywood planking
1.6 Double skin with inner plywood and outer longitudinal strakes
1.7 Fastenings and caulking
1.8 Sheathing of planking
2 Deck planking 230
2.1 Planking
2.2 Plywood
2.3 Plywood sheathed with laid deck
2.4 Longitudinal planking
2.5 Caulking

Section 4 Structural Scantlings of Sailing Yachts with or without Auxiliary
Engine
1 General 234
1.1
2 Keel 234
2.1
3 Stempost and sternpost 234
3.1
4 Frames 234
4.1 Types of frames
4.2 Framing systems and scantlings
5 Floors 235
5.1 General
5.2 Arrangement of floors
5.3 Scantlings and fastenings
6 Beam shelves, beam clamps in way of masts, bilge stringers 237
6.1 Beam shelves
6.2 Beam clamps in way of masts
6.3 Bilge stringers
6.4 End breasthooks
7 Beams 238
7.1 Scantlings of beams
7.2 End attachments of beams
7.3 Local strengthening
7.4 Lower deck and associated beams
8 Planking 239
8.1 Shell planking
8.2 Deck planking
8.3 Superstructures - Skylights
8.4 Masts and rigging
Section 5 Structural Scantlings of Motor Yachts

1 General 246
1.1
2 Keel - stempost 246
2.1
3 Transom 246
3.1
4 Floors and frames 246
4.1 General
4.2 Bottom and side frames
4.3 Floors
4.4 Frame and beam brackets

5 Side girders and longitudinals 248
5.1
6 Beams 249
6.1
7 Beam shelves and chine stringers 249
7.1
8 Shell planking 249
8.1 Thickness of shell planking
9 Deck planking 249
9.1 Weather deck
9.2 Superstructure decks
9.3 Lower deck
Section 6 Watertight Bulkheads, Lining, Machinery Space

1 Wooden bulkheads 257
1.1
2 Steel bulkheads 257
2.1
3 Internal lining of hull and drainage 257
3.1
4 Machinery space structures 257
4.1

C HAPTER 6
STABILITY
Section 1 Stability
1 General 261
1.1
2 Intact Stability Standards 261
2.1 Motor vessels
2.2 Sailing vessels
2.3 Element of Stability
2.4 Stability Documents
2.5 Stability criteria for yachts less than 24 m in length
Appendix 1 Inclining Test and Lightweight Check

1 General 265
1.1 Aim of the Appendix
2 Inclining weights 265
2.1
3 Pendulums 266
3.1
4 Means of communication 266
4.1
5 Documentation 266
5.1
6 Calculation of the displacement 266
6.1
7 Inclining procedure 267
7.1
8 Lightweight check 267
8.1

Appendix 2 Stability Information Booklet
1 Information to be included 268
1.1 General
1.2 List of information
2 Loading conditions 268
2.1
3 Stability curve calculation 268
3.1 General
3.2 Superstructures and deckhouses which may be taken into account
3.3 Angle of flooding
4 Effects of free surfaces of liquids in tanks 269
4.1 General
4.2 Consideration of free surface effects
4.3 Categories of tanks
4.4 Consumable liquids
4.5 Water ballast tanks
4.6 GMo and GZ curve corrections
4.7 Free surface moment
4.8 Small tanks
4.9 Remainder of liquid

Part B
Hull
Chapter 1
GENERAL REQUIREMENTS
SECTION 1 GENERAL
SECTION 2 HULL OUTFITTING
SECTION 3 EQUIPMENT
SECTION 4 NON-STRUCTURAL FUEL TANKS
SECTION 5 LOADS
APPENDIX 1 SIDE DOORS AND STERN DOORS

Pt B, Ch 1, Sec 1
SECTION 1 GENERAL
1 Rule application tioned yachts is to be agreed between the yard and RINA
before the submission of the drawings for approval and the
commencement of the hull.
1.1
Special structures not provided for in these Rules, such as
1.1.1 Part B of the Rules consists of five chapters and decks intended for the carriage of vehicles, side and stern
applies to hulls of length (LH) defined in [4.2], not less than doors and helicopter decks, are to have scantlings in
16 m and up to the length as defined in the relevant sec- accordance with the "Rules for the Classification of Ships".
tions according to the hull material and hull type intended
for unrestricted service, which are to be classed by RINA. 3 Direct calculations for monohull and
Chapter 1 applies in general to all yachts, irrespective of the twin hull yachts
material used for the construction of the hull.
Chapter 2 contains requirements relevant to the scantlings 3.1 Direct calculations for monohull yachts
of hull structures of steel yachts.
Chapter 3 contains requirements relevant to the scantlings 3.1.1 General
of hull structures of aluminium alloy yachts. Direct calculations are generally required to be carried out,
Chapter 4 contains requirements relevant to the scantlings at the discretion of RINA, to check the primary structures of
of hull structures of yachts constructed of composite materi- yachts which have unusual shapes and/or characteristics.
als. In addition, direct calculations are to be performed to check
Chapter 5 contains requirements relevant to the scantlings the scantlings of primary structures of yachts whenever, in
of hull structures of wooden yachts. the opinion of RINA, hull shapes and structural dimensions
are such that the scantling formulae used in these Rules are
Yachts of unusual form, speed or proportions or of types
no longer deemed to be effective.
other than those considered in Part B will be given special
consideration by RINA, also on the basis of equivalence cri- By way of example, this may be the case in the following
terion. situations:
Yachts built using a combination of the foregoing materials • elements of the primary transverse ring (beam, web and
are subject to the applicable requirements of the relevant floor) have very different cross-sectional inertia, so that
chapters. Connections between different materials will be the boundary conditions for each are not well defined;
the subject of special consideration by RINA. • marked V-shapes, so that floor and web tend to degen-
erate into a single element;
2 Equivalents • complex, non-conventional geometry;
• presence of significant racking effects (yachts with many
2.1 tiers of superstructure);
• structures contributing to longitudinal strength with
2.1.1 In examining constructional plans, RINA may take
large openings.
into account material distribution and scantlings which are
different from those obtained by applying these require-
3.1.2 Loads
ments, provided that longitudinal, transversal and local
strength are equivalent to those of the relevant Rule struc- In general, the following load conditions specified in a) to
ture and that such scantlings are found satisfactory by RINA d) are to be considered.
also on the basis of direct calculations of the structural The condition in d) is to be checked in yachts for which, in
strength. the opinion of RINA, significant racking effects are antici-
In particular, the structures of yachts similar in performance pated (yachts with many tiers of superstructure).
to high speed craft (HSC) may have scantlings in accord- Depending on the loading configurations and on the struc-
ance with RINA "Rules for the Classification of High Speed ture design, some load conditions as defined from points a)
Craft". to d) may be less significant than others and, at the discre-
In such case, the Master is to be provided with a yacht oper- tion of RINA, they may be ignored. For the same reasons it
ating manual indicating the appropriate speed for each sea may be necessary to consider further load conditions speci-
state. fied by RINA in individual cases.
The use of RINA "Rules for the Classification of High Speed The vertical and transverse accelerations and the impact
Craft" for the scantlings of the structures of the aforemen- pressure p2 are to be calculated as stipulated in Sec 5.

Pt B, Ch 1, Sec 1
For each primary supporting member, the coefficient Fa, elling of continuous decks and platforms. If they are of suf-
which appears in the formula for impact pressure, is to be ficient stiffness in the horizontal plane and are sufficiently
calculated as a function of the area supported by the mem- restrained by fore- and after-bodies, such continuous ele-
ber. ments may withstand transverse deformations of primary
In three dimensional analyses, special attention is to be rings.
paid to the distribution of weights and buoyancy and to the In such cases, notwithstanding the provisions above, it is
dynamic equilibrium of the yacht. still permissible to examine bidimensional rings, by simulat-
In the case of three dimensional analyses, the longitudinal ing the presence of decks and platforms with horizontal
distribution of impact pressure is considered individually in springs according to criteria specified by RINA.
each case by RINA. In general, impact pressure is to be
3.1.4 Boundary conditions
considered as acting separately on each transverse section
of the model, the remaining sections being subject to hydro- Depending on the load conditions considered, the follow-
static pressure. ing boundary conditions are to be assigned:
a) Load condition in still water a) Load condition in still water and combined load condi-
tions 1 and 2
The following loads are to be considered:
• horizontal and transverse restraints, in way of the
• forces caused by weights present, distributed
crossing point of bottom and side shells, if the angle
according to the weight booklet of the yacht;
between the two shells is generally less than 135°,
• outer hydrostatic load in still water.
• horizontal and transverse restraints, in way of the
b) Combined load condition 1 keel, if the bottom/side angle is greater than approx-
The following loads are to be considered: imately 135°.
b) Combined load condition 3
The vertical and horizontal resultants of the loads, in
• forces of inertia due to the vertical acceleration av of
general other than zero, are to be balanced by introduc-
the yacht, considered in a downward direction.
ing two vertical forces and two horizontal forces at the
c) Combined load condition 2 fore and aft ends of the model, distributed on the shells
The impact pressure acting on the bottom of the yacht is according to the bidimensional flow theory for shear
to be considered. stresses, which are equal and opposite to half the verti-
d) Combined load condition 3 cal and horizontal resultants of the loads.
Where a plane model is adopted, the resultants are to
The following loads are to be considered:
be balanced by vertical and horizontal forces, distrib-
• forces caused by weights present, distributed uted as specified above and acting on the plane of the
according to the weight booklet of the yacht; model itself.
• forces of inertia due to the transverse acceleration av
of the yacht. 3.1.5 Checking criteria
a) For metal structures, the stresses given by the above cal-
3.1.3 Structural model culations are to be not greater than the following allow-
The primary structures of yachts of this type may usually be able values, in N/mm2:
modelled with beam elements, according to criteria stipu-
• bending stress:
lated by RINA. When, however, grounds for the admissibil-
ity of such model are lacking, or when the geometry of the 170 -
σ am = ---------------------
structures gives reason to suspect the presence of high stress K ⋅ f' m ⋅ f s
concentrations, finite element analyses are necessary. • shear stress:
In general, the extent of the model is to be such as to allow 90 -
τ am = ---------------------
analysis of the behaviour of the main structural elements K ⋅ f' m ⋅ f s
and their mutual effects.
• Von Mises equivalent bending stress:
On yachts dealt with by these Rules, the stiffness of longitu-
200
dinal primary members (girders and stringers) is, at least σ eq, am = ----------------------
K ⋅ f' m ⋅ f s
outside the machinery space, generally negligible com-
pared with the stiffness of transverse structures (beams, where:
floors and webs), or their presence may be taken into K : material factor defined in Chapter 2 for steel
account by suitable boundary conditions. It is therefore and Chapter 3 for aluminium alloy.
acceptable, in general, to examine primary members in this f’m : coefficient depending on the material, equal
area of the hull by means of plane analyses of transverse to:
rings.
- 1,0, for steel structures
In cases where such approximation is not acceptable, the
- 2,15, for aluminium alloy structures
model adopted is to be three-dimensional and is to include
the longitudinal primary members. fs : safety coefficient, equal to:
In cases where loads act in the transverse direction (load - 1,00, for combined load conditions
condition 3), special attention is to be devoted to the mod- - 1,25, for load condition in still water.

Pt B, Ch 1, Sec 1
The compressive values of normal stresses and shear a) Load condition in still water
stresses are not to exceed the values of the critical The following loads are to be considered:
stresses for plates and stiffeners calculated in Chapter 2
and Chapter 3.
In structural elements also subject to high longitudinal • outer hydrostatic load in still water.
hull girder stresses, the allowable and critical stresses
are to be reduced, in accordance with criteria specified b) Combined load condition 1
by RINA. The following are to be considered:
b) For structures made of composite materials, the allowa- • forces caused by weights present, distributed
ble stresses are defined in Chapter 4. according to the weight booklet of the yacht;
the yacht, considered in a downward direction.
3.2 Direct calculations for twin hull yachts
c) Combined load condition 2
3.2.1 General The following loads are to be considered:
Direct calculations are generally required to be carried out, • forces caused by weights present, distributed
at the discretion of RINA, to check the primary structures according to the weight booklet of the yacht;
and connecting structures of the two hulls which have unu-
sual characteristics.
the yacht, considered in a downward direction;
In addition, direct calculations are to be carried out to • the impact pressure acting hemisymmetrically on
check the structures connecting the two hulls for yachts in one of the halves of the hull bottom.
which the structural arrangements do not allow a realistic
d) Combined load condition 3
assessment of their stress level, based on simple models and
on the formulae set out in these Rules. The following loads are to be considered:
3.2.2 Loads according to the weight booklet of the yacht;
In general, the following load conditions specified in a) to • forces of inertia due to the transverse acceleration of
d) are to be considered. the yacht.
The condition in a) applies to a still water static condition
3.2.3 Structural model
check.
In general, the primary structures of yachts of this type are
The conditions in b) and c) apply to the check of the struc- to be modelled with finite element schematisations adopt-
tures connecting the two hulls. The condition in c) only ing a medium size mesh.
requires checking for yachts of L > 65 m and speed V > 45
At the discretion of RINA, detailed analyses with fine mesh
knots.
are required for areas where stresses, calculated with
The condition in d) is to be checked in yachts for which, in medium-mesh schematisations, exceed the allowable limits
the opinion of RINA, significant racking effects are expected and the type of structure gives reason to suspect the pres-
(yachts with many tiers of superstructure). ence of high stress concentrations.
In relation to special structure or loading configurations, In general, the extent of the model is to be such as to allow
should some load conditions turn out to be less significant analysis of the behaviour of the main structural elements
than others, the former may be ignored at the discretion of and their mutual effects.
RINA. By the same token, it may be necessary to consider On yachts dealt with by these Rules, the stiffness of longitu-
further load conditions specified by RINA in individual dinal primary members (girders and stringers) is, at least
cases. outside the machinery space, generally negligible com-
The vertical and transverse accelerations and the impact pared with the stiffness of transverse structures (beams,
pressure p2 are to be calculated as stipulated in Sec 5. floors and webs), or their presence may be taken into
account by suitable boundary conditions. It is therefore
For each primary supporting member, the coefficient Fa, acceptable, in general, to examine primary members in this
which appears in the formula for impact pressure, is to be area of the hull by means of plane analyses of transverse
calculated as a function of the area supported by the mem- rings.
ber.
In cases where such approximation is not acceptable, the
In three-dimensional analyses, special attention is to be model adopted is to be three-dimensional and is to include
paid to the distribution of weights and buoyancy and to the the longitudinal primary members.
dynamic equilibrium of the yacht.
In cases where loads act in the transverse direction (load
In the case of three-dimensional analyses, the longitudinal conditions 2 and 3), special attention is to be devoted to the
distribution of impact pressure is considered individually in modelling of continuous decks and platforms. If they are of
each case by RINA. In general, impact pressure is to be sufficient stiffness in the horizontal plane and are suffi-
considered as acting separately on each transverse section ciently restrained by fore- and after-bodies, such continuous
of the model, the remaining sections being subject to hydro- elements may withstand transverse deformations of primary
static pressure. rings.

Pt B, Ch 1, Sec 1
In such cases, notwithstanding the provisions above, it is fs : safety coefficient, equal to:
still permissible to examine bidimensional rings, by simulat- • 1,00, for combined load conditions
ing the presence of decks and platforms with horizontal
• 1,25, for load condition in still water.
springs according to criteria specified by RINA.
The compressive values of normal stresses and shear
3.2.4 Boundary conditions stresses are not to exceed the values of the critical
stresses for plates and stiffeners calculated in
Depending on the load conditions considered, the follow- Chapter 2 and Chapter 3.
ing boundary conditions are to be assigned: In structural elements also subject to high longitudi-
a) Load condition in still water nal hull girder stresses, the allowable and critical
stresses are to be reduced, in accordance with crite-
The vertical resultant of the loads, in general other than
ria specified by RINA.
zero, is to be balanced by introducing two vertical
forces at the fore and aft ends of the model, both distrib- b) For structures made of composite materials, the allowa-
uted on the shells according to the bidimensional flow ble stresses are defined in Chapter 4.
theory for shear stresses, which are equal and opposite
to half the vertical resultant of the loads. 4 Definitions and symbols
Where a plane model is adopted, the vertical resultant is
to be balanced by a single force, distributed as specified 4.1 General
above and acting on the plane of the model itself.
b) Combined load condition 1 4.1.1 The definitions of symbols having general validity
are not normally repeated in the various Chapters, whereas
A vertical restraint is to be imposed in way of the keel of the meanings of those symbols which have specific validity
each hull. are specified in the relevant Chapters.
c) Combined load condition 2 and 3
4.2 Symbols
The vertical and horizontal resultants of the loads, in
general other than zero, are to be balanced by introduc- 4.2.1
ing two vertical forces and two horizontal forces at the LH : Hull Length, measured according to ISO 8665,
fore and aft ends of the model, distributed on the shells is the distance, in m, measured parallel to the
according to the bidimensional flow theory for shear static load waterline, from the foreside of the
stresses, which are equal and opposite to half the verti- stem to the after side of the stern or transom,
cal and horizontal resultants of the loads. excluding projections removable parts that can
Where a plane model is adopted, the resultants are to be detached in a non destructive manner and
be balanced by vertical and horizontal forces, distrib- without affecting the structural integrity of the
uted as specified above and acting on the plane of the craft, e.g. pulpits at either ends of the craft, plat-
model itself. forms, rubbing strakes and fenders.
L : Scantling length, in m, on the full load water-
3.2.5 Checking criteria line, assumed to be equal to the length on the
a) a) For metal structures, the stresses given by the above full load waterline with the yacht at rest;
calculations are to be not greater than the following LPP : Length between perpendiculars, is the distance,
allowable values, in N/mm2: in m, measured on the full load waterline from
• bending stress: FP to AP.
LLL : Load Line length means 96% of the total length
170 -
σ am = --------------------- on a waterline of a ship at 85% of the least
K ⋅ f' m ⋅ f s
moulded depth measured from the top of the
• shear stress: keel, or the length from the fore-side of the stem
to the axis of the rudder stock on that waterline,
90 -
τ am = --------------------- if that be greater. In ship designed with a rake of
K ⋅ f' m ⋅ f s
keel the waterline on which this is measured is
• Von Mises equivalent bending stress: to be parallel to the designed waterline.
200 FP : Foreword perpendicular, is the perpendicular at
σ eq, am = ---------------------- the intersection of the full load waterline with
K ⋅ f' m ⋅ f s
the fore side of the stem.
where:
AP : After perpendicular, is the perpendicular at the
K : material factor defined in Chapter 2 for intersection of the full load waterline with the
steel and Chapter 3 for aluminium alloy after side of the rudder post or to the centre of
f’m : coefficient depending on the material, the rudder stock for yachts without a rudder
post.
equal to:
In yachts with unusual stern arrangements or
• 1,0, for steel structures without rudder the position of AP and the rele-
• 2,15, for aluminium alloy structures vant LPP will be specially considered

Pt B, Ch 1, Sec 1
B : Maximum outside breadth, in metres. 4.3.4 Weather deck

D : Depth, in metres, measured vertically on the The weather deck is the uppermost complete weathertight
transverse section at the middle of length L, deck fitted as an integral part of the yacht 's structure and
from moulded base line to the top of the deck which is exposed to the sea and the weather.
beam at side on the weather deck.
D1 : Depth, in metres, measured vertically on the 4.3.5 Deckhouse
transverse section at the middle of length L, The deckhouse is a decked structure fitted on the weather
from the lower side of the bar keel, if any, or of deck, a superstructure deck or another deckhouse, having
the fixed ballast keel, if any, or of the drop keel, limited length and a spacing between the external longitu-
to the top of the deck beam at side on the dinal bulkheads less than 92% of the local breadth of the
weather deck. yacht.
T : Draft, in metres, measured at the middle of
4.3.6 Weathertight
length L, in metres, between the full load water-
line and the lower side of the keel. In the case A closing appliance is considered weathertight if it is
of hulls with a drop or ballast keel, the lower designed to prevent the passage of water into the yacht in
side of the keel is intended to mean the inter- any sea condition.
section of the longitudinal plane of symmetry
with the continuation of the external surface of 4.3.7 Watertight
the hull. A closing appliance is considered watertight if it is designed
T1 : Draft T, in metres, measured to the lower side - to prevent the passage of water in either direction under a
theoretically extended, if necessary, to the mid- head of water for which the surrounding structure is
dle of length L - of the fixed ballast keel, where designed.
fitted, or the drop keel.
Δ : Displacement, in t, of the yacht at draught T. 5 Subdivision, integrity of hull and
V : Maximum design speed, in knots, of the yacht at superstructure
displacement Δ.
s : Spacing of ordinary stiffeners, in metres. 5.1 Number of watertight bulkheads
S : Web frame spacing, in metres.
5.1.1 All yachts are to have at least the following trans-
verse watertight bulkheads:
4.3 Definitions
• One collision bulkhead
4.3.1 Rule frame spacing
• Two bulkheads forming the boundaries of the machin-
The Rule frame spacing, sR, in m, of ordinary stiffeners is ery spaces; as an alternative, the transom may be
obtained as follows: accepted as an aft transverse bulkhead.
s R = 0, 350 + 0, 005L
5.1.2 Openings in watertight bulkheads and decks
In general, spacing of transversal or longitudinal stiffeners is (1/1/2016)
not to exceed 1,2 times the Rule frame spacing.
The number of openings in watertight subdivisions is to be
4.3.2 Superstructure limited to the minimum compatible with the proper work-
The superstructure is a decked structure located above the ing of the yacht. Pipes and electrical cable may be carried
weather deck, extending from side to side of the hull or through watertight subdivisions provided that both water
with the side plating not inboard of the shell plating more tightness and structural integrity of the bulkhead are
than 4% of the local breadth. ensured by devices suitable in the opinion of RINA. Details
relevant to these devices and their installation on board are
Superstructures may be complete, where deck and sides to be sent to RINA for approval.
extend for the whole length of the yacht, or partial, where
sides extend for a length smaller than that of the yacht, even In any case, when the pipe passing through the bulkhead is
where the deck extends for the whole length of the yacht. non-metallic, the above device is, as a minimum, to be a
pipe of the same material as the bulkhead, fitted in a way to
Superstructures may be of different tiers in relation to their
restore the structural integrity of the bullhead, having a
position in respect of the weather deck.
length of 10 D, where D is the external diameter of the pipe;
A 1st tier superstructure is one fitted on the weather deck, a the length of the above pipe is not required to be more than
2nd tier superstructure is one fitted on the 1st tier superstruc- 400 mm.
ture, and so on.
Details of connection between the above device and non-
4.3.3 Bulkhead deck (1/1/2011) metallic pipes will be the subject of special consideration
by RINA.
The bulkhead deck is normally the uppermost complete
deck exposed to the weather and sea, which has permanent Watertight doors are generally to be built and tested accord-
means of closing all openings in the weather part thereof, ing to the requirements given in Pt B, Ch1, Sec 1, App 3 of
and below which all openings in the sides of the ship are fit- the Rules for the Classification of Yachts Designed for Com-
ted with permanent means of watertight closing. mercial Use.

Pt B, Ch 1, Sec 1
As a general rule, no access openings are to be fitted in the • at a distance 3 metres forward of the forward perpen-
collision bulkhead. Special consideration will be given in dicular; whichever gives the smallest measurement.
case of yachts with particular design only if the access is
positioned as far above the design waterline as possible and 5.2.3 (1/1/2011)
its closing appliances are watertight. Where long forward superstructures are fitted, the collision
An emergency escape of maximum size 500x500 mm may bulkhead is to be extended weathertight to the first tier
be accepted. superstructure deck.
Doors in watertight bulkheads are to be approved watertight 5.2.4 (1/1/2016)

doors. For yachts having GT not more than 500, and where The bulkhead may have steps or recesses provided that they
no damage stability calculation is required, doors in water- are within the limits in [5.2.1] or [5.2.2].
tight bulkheads in addition to the ones required in [5.1.1]
are to be at least weathertight doors. The weathertightnes For yachts of 500 gross tonnage or less, the following condi-
test carried out on a prototype is to be attended by a RINA tions (see Fig.1) must be complied with, when a stepped
surveyor (the hose test is to be carried out in compliance collision bulkhead is fitted:
with [5.4.2] c). Following the successful result of the test, a) the upper part of the bulkhead may be fitted at a dis-
the RINA surveyor will issue a test certificate and the results tance less than 5%L from the forward perpendicular (but
of the aforesaid test can be deemed valid for doors having in any case not more than 300 mm ahead of the forward
the same characteristics as the one tested. The door is to be perpendicular)
fitted on the bulkhead according to the instructions given by
the shipyard: in these instructions, the allowance concern- b) the lower part of the vertical collision bulkhead is
ing the parts supporting the gasket or other devices for tight- formed by a step having a height above the maximum
ness, must be clearly defined. waterline of not less than 500 mm
During the assemblage, in every case, the RINA surveyor c) the vertical lower part of the step is fitted at a distance
shall verify that the door has been installed in conformity behind the fore perpendicular of not more less than
with the instructions of assemblage drawn up by the 5%L
builder.
d) no point of the collision bulkhead profile in the longitu-
However, if the RINA surveyor realizes that the door has dinal plane of symmetry can have a distance of less than
been installed without complying with the aforesaid specifi- 500 mm from the stem post; such distance is to be
cations, he can require the door to undergo the weather- measured perpendicularly to the stem post profile
tightness test.
e) if not accessible the space of the recess below the hori-
zontal plane defined by the horizontal part of the step
5.2 Collision bulkheads fitted at 500 mm above the maximum waterline is to be
filled with closed cell high density foam for grp vessel
5.2.1 (1/3/2014)
and empty and arranged for easy visible inspection for
A collision bulkhead is to be fitted which is to be watertight vessels made of other materials.
up to the bulkhead deck.
f) the Maritime Administration Rules don't contain
This bulkhead is to be located at a distance from the for- requirements adverse to the above arrangement
ward perpendicular FP of not less than 5 per cent of the
length L of the yacht, and not more than 10 per cent of L. In g) for yachts having a Length LLL or LH less than 24 m the
any case it is not necessary that the collision bulkhead is required maximum distance stated in a) no need to be
positioned at a distance more than 2 m from the forward satisfied.
perpendicular.
5.2.5 (1/1/2011)
5.2.2 Where any part of the ship below the waterline RINA may, on a case-by-case basis, accept a distance from
extends forward of the forward perpendicular, e.g. a bul- the collision bulkhead to the forward perpendicular greater
bous bow, the distances, in metres, stipulated in [5.2.1] are than the maximum specified in [5.2.1] and [5.2.2], pro-
to be measured from a point either: vided that, in the event of flooding of the space forward of
the collision bulkhead, the waterline is not above the bulk-
• at the mid-length of such extension, or
head deck and that, taking into account the loss of stability
• at a distance 1,5 per cent of the length L of the yacht for- due to the free surface, compliance with the stability criteria
ward of the forward perpendicular, or of Sec 6 will be guaranteed.

Pt B, Ch 1, Sec 1
Figure 1 (15/3/2011)
F.P.
< 300 mm
> 500 mm
> 500 mm
Lwl
not less than 5% Lwl
5.2.6 (1/1/2016) at an angle of heel of not more than 7°, whichever is

No essential equipment is to be located forward from the greater;
collision bulkhead. Exceptionally, and only if the collision • for sailing yachts, the sea discharge is positioned at a
bulkhead is located within the limit set out in [5.2.1] and point corresponding to full load waterline, at an angle of
[5.2.2] the emergency bilge and/or fire pump may be heel of not more than 30° or at the angle of heel corre-
located forward from the collision bulkhead provided that it sponding to the intersection of the deck with the side,
has an easy access from the open deck and no other suita- whichever is the lesser;
ble location may be found on board.
• for non-sailing yachts, a metallic branch or a branch of
material equivalent to that of the hull (i.e. GRP) is fitted
5.3 Sea connections and overboard between a point above 300 mm of height from the full
discharge load waterline or a point corresponding to full load
waterline at an angle of heel of not more than 7°,
5.3.1 (15/3/2011) whichever is greater.
Overboard discharges are to be kept to a minimum and
located, as far as practicable, above the full load waterline. In any case, an adequate metallic valve is to be fitted on the
shell where it is ascertained that under operating conditions
In any case a metallic valve is to be fitted on the side of the the yacht may assume an angle of heel for which the ingress
hull under the conditions of Pt C, Ch 1, App 1, Tab 1, Note of water cannot be avoided.
1.
For yachts less than 300 GT, when the piping internal diam-
The sea connection for the engine cooling system is to be eter is less than 100 mm, for the previously-mentioned pip-
provided both with a grill fitted directly on the shell using a ing fitted below the maximum waterline flexible hoses can
local stiffener and with a filter after the closing valve. be accepted provided that such piping has been tested fire
The filter is to be made of metal highly resistant to corro- resistant according to ISO 7840 (or an equivalent standard)
sion, and is to be of substantial dimensions and easy to for a period of time of not less than 10 minutes; for flexible
open. hoses installed inside the engine room and closed spaces
for the containment of fuel with a flash-point ≤ 55° or vehi-
5.3.2 (15/3/2011) cles with petrol in their tanks, the above fire test is to be car-
All pipes leading to the sea and located under the full load ried out for the entire duration of the ISO 15540/15541 fire
waterline are to be of adequate thickness in general metal- test.
lic, sea corrosion-resistant and electrochemically compati-
The above piping is to be fitted with a metallic valve at the
ble with any different materials they may be connected to.
hull side.
The above piping is to be provided with a metallic valve fit-
In any case, for the installation of flexible hoses, reference is
ted at the shell.
to be made to Pt C, Ch 1, Sec 1, Table 18 and Table 19.
The said valve may be omitted provided that:
Joints for elbows, valves etc are to be made of material of
• for non-sailing yachts, the side discharge is positioned at the same composition as the pipes or, where this is not
a point above 300 mm of height from the full load practicable, of material which is electrochemically compat-
waterline or a point corresponding to full load waterline ible.

Pt B, Ch 1, Sec 1
5.3.3 Pipes for the discharge of exhaust from the engines but no essential equipment is installed in the compart-
leading to the shell without a valve are to be made as fol- ment, and all the doors leading to internal compart-
lows: ments where essential equipment is installed are to be
• from below the maximum waterline up to 300 mm provided with watertight means of closure, a weather-
above the maximum water-line or to a waterline corre- tight means of closure may be fitted.
sponding to a heeling angle of 7°, whichever is the When a watertight means of closure is requested, the
greater, the piping is to be made of corrosion resistant requirements of Appendix I are to be complied with.
material, galvanically compatible and resistant to In addition, such watertight means are to be tested
exhaust products. The wall thickness pipe is to be not according to the requirements given in Pt B, Ch 1, Sec 1,
less than 5 mm if made of steel. If a composite material App 3 of the Rules for the Classification of Yachts
pipe is fitted the material is to have strength equivalent Designed for Commercial Use.
to that of side laminate or bottom laminate according to
the location of the sea connection. The material is to be b) Electrical equipment installed in the space where the
suitable to withstand the temperatures reached by the access is provided by means of the side or stern doors is
exhaust and in addition reference is to be made to the to have a degree of protection of at least IP 54.
requirements of Ch 4, Sec 1, [6.2]; The degree of protection of such equipment may be
• 300 mm or more above the maximum waterline, flexi- considered according to the height of installation from
ble hoses compyling with the requirements of ISO the platform and according to the means of protection
Standard 13363 may be accepted; in order to avoid water spray directly reaching the elec-
• such hoses are to be secured by means of at least two trical equipment.
stainless steel hose clamps at each end. The clamps are c) In any case at the completion of the installation all
to be at least 12 mm wide and are not to be dependent watertight and weatertight doors are to be checked by a
on spring tension to remain fastened. The joint location "hose test".
is to be readily accessible and visible at all times. Joints The hose test is to be carried out at a minimum pressure
fitted lower than 300 mm above the maximum water- in the hose of not less than 2,0 105 Pa, and the nozzle is
line may be accepted provided that they remain above to be applied at a maximum distance of 1,5 m.
the maximum waterline and additional bilge suctions
and an alarm are fitted in the area where the joints are The nozzle diameter is to be not less than 12 mm.
located, or a watertight compartment is provided in the Spraying shall continue for at least 5 min. After this
area where the joint is fitted. Where a metallic valve is duration, the ingress of water shall not exceed 0,02 l.
fitted on the side in way of the sea connection, the d) Stern and side doors are to be fitted with proper gaskets,
exhaust pipe material is to be resistant to the exhaust and adequate securing devices.
temperature and non-metallic material may be accepted
for the entire length. The non-metallic materials are to e) The lower part of each of these openings is, in general,
meet the requirements in Pt C, Ch 1, App 1, Tab 1. to be above the deepest sea going condition.
f) Doors are preferably to open outwards.
5.4 Stern and side doors below the weather
5.4.3 Drawings
deck
A drawing representing the structure of the side/shell doors,
5.4.1 Side/shell doors leading to a non-watertight their locking devices and their height above the waterline is
space (1/1/2016) to be sent in triplicate to RINA for approval, with enclosed a
Stern and side doors fitted on yachts having length LLL or LH general arrangement showing the intended use of the com-
not more than 24 m are to meet the requirements of ISO partment which the doors give access to and the machinery
Standard 12216 as for appliances to be fitted on area I. and/or sports craft fitted therein.
5.4.2 Side/shell doors leading to internal 5.4.4 Other fittings (15/3/2011)

compartment (1/1/2016) Recesses for wells, gangways, winches, platforms, etc fitted
Stern and side doors fitted on yachts having length LLL or LH above 500 mm height from the full load waterline are to be
more than 24 m are to be in compliance with the following weathertight; the ones fitted at or below the above height
requirements: are to be watertight and of strength equivalent to that of the
a) All stern and side openings are to be provided with ade- adjacent structures. Any penetrations for electrical wiring
quate means of closure. and piping are to ensure watertight integrity. Discharges are
The means of closure is to be watertight or weathertight to be provided to prevent the accumulation of water in the
depending on the distance of the lower edge of the clo- normal foreseeable situations of transverse list and trim.
sure from the maximum waterline.
If such distance is equal to or more than 500 mm, a 5.5 Hatches on the weather deck
weathertight means of closure may be accepted. 5.5.1 (1/9/2012)
If the above distance is less than 500 mm a watertight Hatches on the weather deck and deck above are to have a
means of closure is to be provided. strength equivalent to that of the adjacent structures to
When the distance from the maximum waterline to the which they are fitted and are to be in general weathertight.
lower edge of the means of closure is less than 500 mm, In general, hatches are to be hinged on the forward side.

Pt B, Ch 1, Sec 1
Coamings above the weather deck and deck above are to Only in [5.6.15] the word window is used for the larger
be not less than the following value: fixed glazing that include one or more portlights (smaller
not easy openable glazing).
Deck position 1 Deck position 2
Not easy openable means that the windows need a key or a
Hatch coamings 100 mm 75 mm
mechanical mean or tool to be opened and that may keep it
Where: closed. For windows and door fitted in superstructure not
contributing to buoyancy also redundant electrical means
Deck position 1: any position on the exposed weather deck may be considered.
or superstructure deck above forward of 0,25 LLL.
Other definitions are given below. In every subparagraph
LLL is defined in item [4.2.1].
are defined the symbols used, the same symbol may have
Deck position 2: any position on the exposed superstructure different meaning in different subparagraph.
deck aft of 0,25 LLL.
For references see also ISO 11336-1 and 11336-2.
Greater coamings may be required where closing appli-
ances are not permanently attached. 5.6.2 Limitations (1/1/2017)
5.5.2 Where the hatches may be required to be used as a This paragraph is intended to be used on yachts (any Length
means of escape, the securing arrangements are to be oper- any GT) with restricted and unrestricted navigation, where
able from both sides. no Statutory activities relevant to Load Line are required.
5.5.3 (1/1/2011) This standard does not give a limit in the widows dimen-
sions provided that all its parts are fully satisfied and the
Flush hatches on the weather deck are generally not to be
scantling of the hull is in accordance with the applicable
fitted. Where they are provided they are to:
rules without consider the structural contribution of the
• be closed at sea; glazing.
• be fitted in a protected location; *The following limitations on the location of glazed open-
• have at least two drains in the aft part leading over- ings are given.
board;
Glazed openings have to be located at least:
• be fitted with gaskets;
• 200 mm above maximum load water line
• have at least 4 clips of size 600 x 600 mm;
• 100 mm aft from the stem post
• have non-oval hinges which can be considered as clips.
For dimensions bigger than 600 x 600 mm, the acceptance The following limitations on the use of glazing material and
is at the discretion of RINA. Drawings representing the in the type of glazing in some locations are applicable:
hatches, their position on deck, their coamings and their • Hull and superstructure contributing to the buoyancy
system of closure are to be sent for approval.
The following Zones are defined:
In addition, hatches are, in general, to be tested according
to the requirements given in Pt B, Ch1, App 3 of the Rules - Zone 1a: the glass is located more than 0.07L mm
for the Classification of Yachts Designed for Commercial from the design waterline and is totally aft of 0,25L
Use.
- Zone 1b: the glass is located more than 500 mm or
For yachts having length LLL or LH not more than 24 m, the 2,5%B whichever is greater and less than 0.07L from
requirements of ISO Standard 12216 apply. Under the the design waterline and is totally aft of 0,25L
above ISO Standard, reference is to be made to the length
LH not more than 24 m. - Zone 1c: the glass is located less than 500 mm or
2,5%B whichever is greater from the design water-
line and is totally aft of 0,25L
5.6 Scantling of glazing
- Zone 2a: the glass is located more than 0.08L from
5.6.1 General (1/1/2017) the design waterline and is totally or partially fore of
0,25L
L is the scantling length in m.
- Zone 2b: the glass is located more than 500 mm or
LLL Load line length.
2,5%B whichever is greater but less than 0,08L from
T is the scantling draught in m (see [4.2.1]). the design waterline and is totally or partially fore of
0,25L
In this paragraph the word "window" is used alternatively
with "portlight" and "glazing". These may have frame or not, - Zone 2c: the glass is located less than 500 mm or
deadlight or not depending on the context where they are 2,5%B whichever is greater from the design water-
used. line and is totally or partially fore of 0,25L.

Pt B, Ch 1, Sec 1
Figure 2 : Definition of hull and superstructure contributing to buoyancy zones (1/1/2017)
Pp AV
100 mm
1a 2a
0,07L 0,08L
1b 2b
500mm 1c 2c
200mm
2,5xB
glazing not allowed 0,25xL
If a windows is located partially for more than 0,04 m2 As an example in Fig 3 the glazing is to be considered as
in more than one Zone the heavier scantling is to be it is located in zone 2b.
considered.
Figure 3 : Definition of the zone when the glazing is located in more than one (1/1/2017)
0,04 m2
Pp AV
100 mm
1a 2a
0,07L 0,08L
1b 2b
500mm 1c 2c
2,5xB 200mm
glazing not allowed 0,25xL

• Superstructure not contributing to the buoyancy Skylights fitted in superstructure not contributing to the
This paragraph is intended also for the scantling of glaz- buoyancy may be treated as a windows located in aft
ing located in superstructure not contributing to the facing in the deck immediately below the one where the
buoyancy, for such glazing no zones are defined, their skylight is fitted.
position is taken into consideration only for the calcula- Such skylights are not intended to walk on. Skylights
tion of the design pressure (see [5.6.7]). where it's possible to walk on will be considered on a
For yachts subject to load line assignment when a super- case by case base.
structure is considered giving a reduction to the tabular
When used as means of escape they have to satisfy the
required freeboard it has to be considered as a super-
same requirements as the hatches used as means of
structure contributing to buoyancy.
escape. If they are flush they have to satisfy the same
If the windows fitted in superstructure have a frame it requirement of flush hatches so be watertight.
has to be done in general according to part. 14
If an openable window is not fitted with mechanical • Bulwark
means (or an approved redundant electrical mean) to Portions of bulwark intended as means to prevent the
keep it closed in emergency after a single failure it is to fall overboard may be realized with glazing material.
be treated as an easy openable window. These part made of glazing material will be considered
Openable windows of dimensions larger than 2.5 m2 on a case by case base taking into consideration the
are to be made with laminated glass. connection to the stanchions and/or to the deck. The
• Skylights verifications may include fem analysis and/or mechani-
cal tests. The pressure used for the calculation is to be
This paragraph may be used also for the scantling of
not less than the pressure used for a window located in
glazing skylights fitted on the weather deck provided
the hull below the deck where the bulwark is fitted and
that skylights fitted abaft 0,25L are considered as win-
satisfy the structural requirements for bulwark made of
dows fitted in Zone 1a or 1b depending on their height
traditional material.
above the WL and those fore of 0,25L as windows fitted
in Zone 2a or 2b. The glazing is to be made of laminating construction.

Pt B, Ch 1, Sec 1
• Doors • In Zone 1.a monolithic or laminated glass is acceptable.

The use of monolithic polycarbonate or polymetil-
Doors may be treated as windows located in the same
metacrylate is also acceptable.
position.
• In Zone 1.b and 2a in general only laminated glass is
The doors in general have to be made of laminated
acceptable, the use of monolithic glass (or monolithic
glass. The use of monolithic glass may be considered
polycarbonate or polymetilmetacrylate) will be evalu-
only for aft and lateral protected doors taking into
ated on a case by case base considering the dimension
account the dimensions of the door and the dimensions
and service of the yacht. of the glazing and the use of deadlights.
• In Zone 2b laminated glass with at least 3mm polycar-

If used as means of escape and are electrically operated bonate or equivalent material as interlayer in general is
they have to be also manually operable from both sides to be used, the use of laminated with thinner interlayer
of the door.
or monolithic glass (or monolithic polycarbonate or
If the doors fitted in superstructure not contributing to polymetilmetacrylate) will be evaluated on a case by
buoyancy have a frame it has to be done in general case base considering the dimension of the glazing and
according to part. 14. the use of deadlights. Normally monolithic glazing is
acceptable only if the glazing is smaller than 0,125m2
Lateral glazed doors are to be protected by a solid bul-
and for glazing of more than 0,025Lx0.07L the use of
wark provided except when the scantling of the window
laminated glass with 3mm of polycarbonate is manda-
is increased by 30% and the interlayer is at least 3mm of
tory.
polycarbonate or equivalent material or one of the solu-
tion indicated as alternative to storm shutters are • In Zone 1c, and 2c only laminated glass with at least
adopted. 3mm polycarbonate, or equivalent material as inter-
If the door is not fitted with mechanical means (or an layer, is acceptable. For windows with short side of less
approved redundant electrical mean ) to keep it closed than 300mm fitted on yacht of less than 24m (LLL or LH )
in emergency after a single failure it is to be treated as the use of other material may be taken into considera-
an easy openable window. tion taking into account ISO 12216.
Doors to be kept closed during navigation and if opena- As far as the test for the equivalence between polycarbonate
ble out of the harbour indication in the wheelhouse of and other interlayer materials see [5.6 17].
the door open is to be foreseen.
The windows fitted in superstructure not contributing to
Type of glazing depending on the hull Zone: buoyancy may be treated as the windows fitted in zone 1a.
Figure 4 : Type of glazing (1/1/2017)
1a M or L 2a L*
1b L* L*3
2b
1c L3 2c L3
M = monolithic
L = laminated
L 3 = laminated + 3 mm polycarbonate or equivalent
* = other type will be evaluated considering the dimension and the position
Type of opening depending on the Zone: windows of more than 0,125 m2 are used in this zone a
dedicated analysis is to be carried out showing that the
• In Zone 1a, and 1b and 2a the windows may be fixed or
consequences in terms of stability, accessibility of
not easily openable type.
means of escape, etc of a flooding of the spaces to
• In Zone, 2b the windows in general to be fixed. The use which the fixed windows gives access are considered
of not easily openable type windows in such zone, will reasonable by RINA.
be evaluated on a case by case base taking into account
the dimension of the glazing. If not easily openable type • In Zone 1c and 2c windows are to be of fixed type.

Pt B, Ch 1, Sec 1
Figure 5 : Type of opening (1/1/2017)
1a F or NEO 2a F or NEO
1b F or NEO 2b F or NEOR
1c F 2c F
F = only fixed
F or NEO = fixed or not easily openable type
2
F or NEO R= fixed or not easily openable type, with dedicated analysis (if more than if 0,125 m )
Where according to what above not easily openable win- • This windows is to be open only in good weather condi-
dows are acceptable they have to be securely closed during tion
navigation. An indication of open windows is to be shown • The windows is to be subject to an hydrostatic test at a
in a continuously manned position. pressure of at least pD on the glazed part
For yachts of less than 24m LLL or LH for glazing with short • If it's electrical it is to be also manual operable.
side of less than 300mm no need that they are not easy
openable type but an indication of open windows is to be • The installation on board is to be verified by hose test.
shown in a continuously manned position, or suitable indi- No part of the glued glazing or its framing shall extend out-
cation saying that the glazing is to be always closed during side the local vertical tangent to the hull, deck, rubbing
navigation and outside from the harbour opened only under strake, fixed fender, or of a built-in fairing which is an inte-
the responsibility of the Master. gral part of the hull.
As far as the material to be used as glazing material, and as
far as the type of glazing in some locations, the superstruc- Figure 6 (1/1/2017)
ture not contributing to the buoyancy are to be treated as
windows located in Zone 1a taking into consideration also
what below.
Not easy openable with frame fitted in superstructure not
contributing to buoyancy have to satisfy what follows: 1 2
• The glass is to have scantling in acc. with our the rules
(if the thickness does not satisfy the formula reported in
part 8 the glass pane to be subject o an hydrostatic test
on 3 samples at a pressure of 4*pD).
• There is to be an indication in the wheelhouse of open
windows.
• This windows is to be open only in good weather condi-
tion. Key:
• If it's electrical it is to be also manual operable. 1 The local vertical tangent is outside the porthole: no problem
2 The local vertical tangent is inside the porthole: the porthole shall
• The installation on board is to be verified by hose test.
either be placed in a recess or protected by a built-in fairing.
Easy openable windows with or without frame are accept-
able only in superstructure not contributing to buoyancy As far as the possibility to install not easy openable port-
and they have to satisfy what follows: lights glued to fixed larger windows see [5.6.15] of this par-
• If they open sliding, and the sliding movement is verti- agraph.
cal is to be from up to down to open. Other limitations and restrictions are:
• The glass is to have scantling in accordance with the • Only flat glasses or convex towards are taken into con-
rules (if the thickness does not satisfy the formula sideration.
reported in part 8 the glass pane to be subject o an • Fire resisting requirement have not been considered.
hydrostatic test on 3 samples at a pressure of 4*pD)
• Only semi fixed glass without lateral movement may be
• If the windows is larger than about 1 m2 it is to be open used.
only under the supervision of someone of the crew.
• There is to be an indication in the wheelhouse of open 5.6.3 Materials (1/1/2017)
windows The following materials may be used:
• The opening of this windows is under the Responsibility • thermally strengthened monolithic or laminated glass,
of the Master • chemically strengthened laminated glass,

Pt B, Ch 1, Sec 1
• polymetilmetacrylate and Metallic material used for frame and other parts of the win-
• polycarbonate. dows have to be tested by RINA.
Only laminate with plies of the same material are consid-
Other materials will be considered on a case by case base.
ered.
Only thermally or chemically strengthened glass shall be
used as pane material or as plies material for laminated 5.6.4 Deadlights and storm shutters (1/1/2017)
constructions. Below the deck and in the superstructures contributing to
Thermally strengthened glass used both in monolithic or the buoyancy, a deadlight for each window is to be pro-
laminated construction shall meet the requirements of EN vided. The position of such deadlights is to satisfy what fol-
12150-1. lows:
For laminated construction the glazing shall meet the • Deadlights in general are to be provided fixed in place.
requirements outlined in ISO 12543-1. • Deadlights may be removable when the glass is lami-
Ordinary not strengthened (thermally or chemically) glass is nated and its load carrying capability is increased of
not acceptable. 30%.
Chemically strengthened glass shall meet the requirements • Deadlights may be avoided for glazing made of lami-
outlined in EN 12337-1. nated with an interlayer of 3mm polycarbonate or
equivalent material if located in Zone 1a or 1b or 2a.
When chemically strengthened safety glass is used, win-
• In Zone 2b when laminated glass with an interlayer of
dows are to be of laminated type. The minimum depth of
3mm polycarbonate or equivalent material is used a
chemical strengthening is to be 30 microns on exposed sur-
removable deadlight is to be provided. The possibility to
faces and the surface is to be subject to regular inspections.
avoid such deadlight will be evaluated if a dedicated
The characteristic of superficial compression (Sc x N/mm2) analysis or an impact test on the laminated glass with
and of depth of compression layer lCD (μm) have to be the external ply fractured is carried out showing that the
declared by the Manufacturer of the glass. consequences in terms of stability, accessibility of
For monolithic construction only rigid plastic panes with a means of escape, etc of a flooding of the spaces to
minimum characteristic failure strength of 90 MPa shall be which the fixed windows give access are considered
used. reasonable by RINA taking into account the dimension
of the glazing and the service of the yacht.
Plastic panes (monolithic) or plies (laminated) shall be used
according to indications of material manufacturers both in • In Zone 1c a fixed or removable deadlight is to be in
terms of chemical compatibility with other materials (adhe- any case foreseen.
sives, sealants, gaskets) and application conditions (with • In Zone 2c a fixed deadlight is to be in any case fore-
special attention to exposure to outdoor environment). seen.
Figure 7 : Deadlights for yachts of more than 24m (LLL and LH ) (1/1/2017)
M + Df
M + Df L + Df Li + Dr (*)
L + Df Li + Dr L3 + analysis or impact test
Li + Dr L3
L3
1a 2a
1b 2b
1c L 3 + Dr 2c L 3 + Df
M = monolithic glass
L = laminated glass
Li = laminated glass with load capability increased of 30%
L 3= laminated glass with 3 mm polycarbonate or equivalent
Df = fixed deadlight
Dr = remouvable deadlight
(*) = alternative material may be considered
For yachts of less than 24m (LLL or LH) windows fitted in Deadlights are normally to be provided also for windows
zones 1a and 2a (for any dimensions of the window) and for located in the superstructures not contributing to the buoy-
zones 1b,1c,2b and 2c (only for window with short side of ancy if they are the prosecution of the shell (wide body
less than 300mm) what required by ISO 12216 as far as the yachts) when they are located below 0,07L or, if forward of
deadlights may be applied. 0,25L, 0,08L. To avoid such deadlights the same approach
for windows located in the hull may be used.
Where portable deadlights are allowed they shall be stored For fixed glazing glued without frame to the hull/superstruc-
in an easily accessible location and readily and safely ture the connection to the hull of the deadlight is to be
mounted in any sea condition. found suitable taking into account the material of the hull

Pt B, Ch 1, Sec 1
and of the deadlight taking into account the test required in Guidance shall be available on board on the sea state at
[5.6.18]. which deadlights shall be fitted and on maintenance and
Materials shall be either in accordance with ISO 1751, inspection and their means of securing.
marine grade aluminium alloy, or composite material as
In the superstructures not contributing to the buoyancy, nor-
used for hull construction. Cast aluminium alloy shall be of
a ductile type with elongation to breakage not less than 6%. mally deadlights need not to be provided only one blanking
plate with the same dimension of the largest window to be
Deadlights shall be dimensioned such that when loaded by foreseen on board. When due the navigation of the yacht
the design pressure the yield deformation stress is not storm shutters on windows fitted somewhere in a super-
exceeded. The deadlight shall be designed considering the structure not contributing to the buoyancy are required a
same design pressure as required for the glazing. Subject to factor of 1,5 over the design pressure together with the use
this pressure the stress in deadlight and all load carrying fit-
of laminated glass is considered acceptable in lieu of the
tings is not to exceed the yield strength.
storm shutters.
When equivalent strength is not shown by calculations, the
deadlights in the mounted position shall be tested accord- As an alternative to storm shutters also one of the following
ing to [5.6.18]. arrangement may be acceptable.
Figure 8 (1/1/2017)
m
m
te
15
na
ile
s o
yr
as rb
ut
gl lyca
po ss
s lb
a
as iny
gl
gl lyv
po ss
s
as
as
a
gl
gl
gl
t1 t2 t1
2
t0 t0 t0 t0 t 2 1 + (0,77 t2 ) + t 12 = (1,4 t0 ) 2
2
t 02 + t02 = (1,4 t 0 ) 35 mm gap
to is the minimum thickness required. glass pane is not to break. In the case of glass panes hav-
ing shape other than circular, the test is to be performed
5.6.5 Preliminary tests for the acceptance of the on a disk obtained from a glass pane for each batch
glass (1/1/2017) homogeneous as regards dimensions, manufacturing
Glass panes fitted on the hull and in superstructure contrib- procedure and heat or chemical treatment and with a
uting or not to the buoyancy are to be in strengthened (ther- total surface of 25m2 or fraction thereof. The disk, for
mally and chemically) safety glass. the test and possible re-tests, is to be taken before the
The tests detailed in this paragraph are to be intended only tempering process and treated with the glass panes of
for the acceptance of the glazing material. They are not to the batch which it represents.
be considered as an alternative to the calculation of the
b) a punch test in accordance with ISO 614 as an alterna-
required thickness and the relevant comparison with the
tive to the hydrostatic test mentioned in a).
proposed ones detailed in the following subparagraphs of
this paragraph. This test method is applicable both to non-opening and
The following test has to be witnessed by the Surveyor. opening windows; when tested, the glass edges are to
be not less than 25mm from the inner edge of the rubber
The glass Manufacturer is to certify the homogeneity of the ring. The test consists of applying to the glass pane,
batches submitted for tests, as regards material, manufactur- which is supported by a steel plate with a circular hole,
ing procedure, heat treatment and suitability to meet the the required load through a rounded steel shaft acting
specified test requirements. Glass panes (thermally or along the centre of the hole. The test is to be performed
chemically strengthened) are to be tested as specified in the on 4 glass panes for each batch homogeneous as speci-
following items a) or b). fied in a). In the case of batches of 4 glass panes or less,
a) a hydrostatic test of one glass pane for each batch of the test is to be performed on each glass pane. In the
100 (or fraction of 100) glass panes equal in shape and case of matt glass panes obtained by a special treatment
dimensions and manufactured with continuity and of one of the surfaces of a transparent glass pane, the
using the same procedure and treatments; the pane is to test is to be performed after the treatment and the load is
be tested with a load uniformly distributed on the net to be applied to the surface which has not been treated.
area, at the test pressures in the following table. The test The required test loads are indicated in the table below,
pressure is to be applied for at least one minute; the in relation to the thickness of the glass pane and the

Pt B, Ch 1, Sec 1
diameter of the hole in the support plate. The test is to Table 2 : Punch test load (1/1/2017)
be performed using the equipment and the procedure
specified in ISO 614. Test loads (N) for a hole
Thickness of glass pane (mm) diameter in support plate of:
Table 1 : Pressure to be used for the hydrostatic test (tolerance: 0 + 2)
200 mm 150 mm
(1/1/2017)
4 2300 2400
Thickness Pressure (N/mm2)
5 2600 2700
of glass for a glass pane net diameter (mm) of:
pane 6 3400 3500
(mm) 200 250 300 350 400 450
8 6500 6700
4 0,33 0,21 - - - -
10 10200 11000
5 0,33 0,21 - - - -
12 15500 16500
6 0,33 0,21 - - - -
15 24000 25500
8 0,58 0,37 0,26 0,19 - -
19 33400 36800
10 0,92 0,58 0,41 0,30 0,23 0,18
12 1,32 0,84 0,59 0,43 0,33 0,26 The witness of the Surveyor to the above mentioned test for
glass fitted in superstructure not contributing to buoyancy
15 - 1,32 0,92 0,67 0,51 0,41 may be replaced by a Declaration from the Manufacturer
19 - - 1,47 1,08 0,83 0,65 together with the production quality system certification
issued by an accredited Body.
5.6.6 Glazing with non conventional shapes

(1/1/2017)
The first step of this scantling procedure foresees that glaz-
ing made of non traditional shapes -such trapezoidal or
polygonal and all those different from rectangular or circu-
lar - are to be transformed in traditional ones using the fol-
lowing criteria to calculate the equivalent dimension aeq
and beq or deq.

Pt B, Ch 1, Sec 1
Figure 9 (1/1/2017)
beq deq
aeq
The rectangle has the same area The circle has the same area
a) Quadrangle b) Polygon
b b
beq deq
a
aeq
aeq = 2a / 3 beq = 3b / 4 deq = 3b / 4
b) Trianlge d) Equilateral triangle
b b
beq deq
aeq a
a
aeq = 0,87a beq = 0,87b deq = ab
e) Flat ellipse f ) Round ellipse
5.6.7 Calculation of the pressure to be used for the Table 3 (1/1/2017)

scantling of the glazing (1/1/2017)
For the windows fitted in the hull and in the superstructure L Motor yachts Cruising sailing yachts
contributing to the buoyancy the pressure acting on the m kN/m2 kN/m2
glass, PD in kN/m2, that will be used for the calculation of 24 70 70
the minimum thickness required, is to be taken as the high-
est among the following 3 values p1, p2 and p3. 30 70 70
For the windows fitted in the superstructure not contributing 40 70 70
to the buoyancy among the following 2 values p1 and p4:
50 70 83
a) In Zone 1a P1 ref is to be taken from the following Table
3. 60 76 96
70 84 109
80 91 121
90 98 133

Pt B, Ch 1, Sec 1
For yachts of less than 24 meters in length the value Value of "θ" for aft end windows located of an height
given for yacht of 24 m is to be used. above the design waterline of less than 0,02 L + hstd :
For motor yachts of more than 90 meters in length the The value obtained for windows located at an height
value of f can be taken using the following formula: above the design waterline more than 0,02 L + hstd mul-
pref = 0,71 L + 34 tiplied by 1,5.
For cruising sailing yachts of more than 90 meters in In the table above x is the longitudinal position of the aft
length the value of f can be taken using the following end.
formula hstd is the superstructure height in m for vessels up to 75
pref = 1,263 L + 19,9 m load line length: height to be taken as 1,8 m; for ves-
For other zones for glasses of more than 0,85m2 P1 ref sels over 125 m load line length to be taken as 2,3 m;
is to be taken: for vessels of intermediate lengths: height to be obtained
by linear interpolation.
In Zone 1b not less than 1,1 times the value given in the
above Table for Zone 1a b is given below depending on the longitudinal position
In Zone 2a not less than 1,25 times the value given in • x/L ≤ 0,45
the above Table for Zone 1a
2
In Zone 2b not less than 1,35 times the value given in x
 --- – 0, 45 
1 +  ----------------------
the above Table for Zone 1a L
 C B + 0, 2 
For the following zones P1 ref is to be taken:  
In Zone 1c not less than 1,6 times the value given in the • x/L > 0,45
above Table for Zone 1a
In Zone 2c not less than 1,7 times the value given in the x 2
above Table for Zone 1a  --- – 0, 45

 L
1 + 1, 5 ----------------------
P1 is to be calculated using the following formula:  C B + 0, 2
 
P1 = 10,05 * θ * (b*f-h) (kN/m2)
Where: CB is block coefficient, with 0,6 ≤ CB ≤ 0,8
θ = 5 for windows in the hull or in superstructure con- f is the value given in the following table
tributing to the buoyancy.
For windows located in superstructures not contributing Table 4 (1/1/2017)
to the buoyancy the coefficient "θ" is to be taken from
the following Tables. Length of ship,
f
in m
Value of "θ" for lateral and frontal (unprotected) win-
dows: L < 150
L 2
– 1 –  ----------
• Superstructure or deckhouse at more than 0,02 L (m) L- – L / 300
----- e
above design waterline: 10  150
2 + (L/120)
150 ≤ L < 300
• Superstructure or deckhouse at more than 0,02 L +
L
hstd (m) above design waterline: ------e – L / 300
10
1 + (L/120)
L > 300 11,03
• Superstructure or deckhouse at more than 0,02 L + 2
hstd (m) above design waterline:
h, in m, is the distance from the lower edge of the win-
0,5 + (L/120) (this may be used also for protected dows to the design waterline
frontal windows)
For the hull p1 is to be taken not less than p1 ref
The value "θ" for lateral windows fitted in superstructure
or deckhouses with side plating more than 0,1B m (on In no cases p1 for superstructure not contributing to
each side) inboard of the shell plating on each side may buoyancy to be taken less than:
be reduced of 10%. L < 50m pD min front 1st tier forward from 0,25L 21
Value of "θ" for aft end windows located of an height kN/m2, lateral 1st tier if in the widebody forward of
above the design waterline of more than 0,02 L + hstd : 0,25L 15 kN/m2.
• x/L ≤ 0,5 When the front 1st tier window is located more that
0,25L aft from forward perpendicular the value of pD
L x may be reduced to 15 kN/m2.
0, 7 + ------------- – 0, 8 ---
1000 L pD lateral 1st tier not in the widebody or in the widebody
• x/L > 0,5 but aft from 0,25L from forward perpendicular = 12.5
kN/m2.
L x pD and aft 1st tier = 12.5 kN/m2.
0, 5 + ------------- – 0, 4 ---
1000 L pD min elsewhere = 10 kN/m2.

Pt B, Ch 1, Sec 1
L>50m pD min front 1st tier forward from 0,25L 16+L/10 tive for scantling determination of plates when comparing
kN/m2, lateral 1st tier if in the widebody forward of results of hydrostatic tests with the more accurate non-lin-
0,25L to 10+ L/10 kN/m2. ear FEM calculations.
When the front 1st tier window is located more that Where:
0,25L aft from forward perpendicular the value of pD d = diameter of the glazing, in m
may be reduced to 10+ L/10 kN/m2. b = short side of the glazing, in m
pD lateral 1st tier not in the widebody or in the widebody ν = Poisson's Coefficient
but aft from 0,25L from forward perpendicular =
σa = flexural strength of the material, in (N/mm2)
10+L/20 kN/m2.
pD and aft 1st tier = = 10+L/20 kN/m2.
σ
pD min elsewhere = 7.5 + L/20 kN/m2. σ A = -----C-
γ
Small reductions to this value may be taken into consid-
The value of σC is to be taken not less than the values in the
eration taking into account the length of the yacht or the
Tab 5.
service.
Where the Flag requires different values these have to Table 5 (1/1/2017)
be used.
b) P2 is to be taken equal to half of the pressure of the bot- Characteristic failure
tom calculated in accordance with Sec 5, [5.3] Material Acronym strength σC
N/mm2
c) P3 is to be taken equal to the pressure of the side calcu-
lated in accordance with Sec 5, [5.4] Polymethylmethacrilate PMMA 100
d) Polycarbonate PC 90
x1
P 4 = K su ⋅  1 + -------------------------------------
- ( 1 + 0, 045 ⋅ L – 0, 38 ⋅ z 1 )
 2 ⋅ L ( C B + 0, 1 ) Thermally toughened TTG 160
safety glass
where:
Ksu is to be taken equal to 6 for lateral and frontal win- Chemically tough- CTG 160
dows at the first tier of superstructure ened
Ksu is to be taken equal to 5 frontal windows at the sec-
For thermally strengthened glasses it's always possible to use
ond tier of superstructure
the value of 160N/mm2 for the calculation of to.
Ksu is to be taken equal to 3 for other windows
For chemically strengthened glasses to use the value of
z1 is the distance in m of the lower edge of the windows
160N/mm2 for the calculation of to the possibility are:
to the waterline
• the glasses have to be tested in accordance with ISO
x1 is the distance in m from frontal windows or from the 1288-3 on three samples and if the strength reached is
forward edge of lateral windows to midship perpendicu- on all the three cases more than 160N/mm2 in the cal-
lar. For frontal and lateral windows aft of midship and culation of to the value of 160 N/mm2 may be used if it
for aft windows is to be taken equal to 0. is satisfied what below
CB and L as before in this paragraph.
σCmin = min (σC1,σC2 , σC3) > 160 N/mm2
5.6.8 Calculation of the thickness required σCmax = max (σC1,σC2 , σC3)
(1/1/2017) CDmax = max (CD1, CD2 , CD3) > 30 m
Once the pressure PD id known it is possible to calculate If the Manufacturer declares that the value of surface
the minimum thickness to, in mm, required depending on compression and of depth of the compression layer of
the area of the glass and its shape: the glasses fitted on board are more than the tested one
Rectangular windows: σC = 160 N/mm2 may be used in the calculation of to.
SCj >= SCmax and cDj >= cDmax
β ⋅ pD • The Manufacturer has to declare that in addition to the
t o = b ⋅ -----------------------
-
1000 ⋅ σ A depth of the compression layer (that is to be more than
30 μm) the surface compression σC is more than 350
Circular windows:
N/mm2.
Both for chemically and thermally strengthened glasses
3 ⋅ (3 + ν) ⋅ p if the test in accordance with ISO 1288-3 is carried out
t o = 0, 5 ⋅ d -----------------------------------D-
8000 ⋅ σ A on at least 10 sample as detailed in [5.6.10] the charac-
teristic strength obtained may be used in the calculation
NB: This equation is coming from linear plate theory and it
is strictly valid for small deflection of the pane (less than of to.
tO/2). A more accurate structural analysis may be based on γ is the safety factor:
non-linear FEM calculation. Nevertheless this simplified lin- For glass (Thermally strengthened safety glass or chemi-
ear approach has been found to be consistent and conserva- cally strengthened) fitted in Zone 1a and in superstruc-

Pt B, Ch 1, Sec 1
ture not contributing to buoyancy may be taken equal to Where Ψ = 1,102 - 0,0004b for rectangular windows, and
4. For glass fitted in other zones of the hull may be taken Ψ = 1,102 - 0,0004d for circular windows
equal to 4 for glasses of less than 0,85m2 and as below
Ψ is to be taken not less than 0,33 and not more than 1.
indicated for glasses of more than 0,85m2:
Zone forward of 0,25L (2a,2b,2c) 5.6.9 Verification of maximum deflection (1/1/2017)
L > 50m The maximum deflection is to be calculated as follows:
γ = 4 + 0,25* (A - 0,85) + 3* (x/L - 0,75)+ (0,2966*L-0.031 δmax = α * ((PD * bP4)/(1000*M)
- h * (3,6959*L -1.03)) where:
L < 50m δmax is the maximum pane deflection, in mm;
γ = 4+ 0,25* (A - 0,85) + 3* (x/L - 0,75)+ (0,3226*L-0,058 α is the pane aspect-ratio deflection coefficient (see Tab 5)
- h * (2,5779*L-1,058))
Zone aft of 0,25L (1b,1c) Table 6 (1/1/2017)
γ = 4 + 0,2* (A - 0,85) + (0,3537*L-0,067 - h * (5,0426*L-
1.06))
Aspect ratio AR = ap/bp α
For polymethylmethacrilate or polycarbonate fitted in 1,0 0,004 06

Zone 1c,2b,2c it is to be taken at least 4 elsewhere is to 1,1 0,004 85
be taken equal to 3,5.
bP shorter side of the rectangular windows, (mm). 1,2 0,005 64
d is the diameter of the circular windows (mm). 1,3 0,006 38

β coefficient given below: 1,4 0,007 05
- β for circular windows is to be taken as 0,284
1,5 0,007 72
- β for rectangular windows
1,6 0,008 30
β = 0,54*(a/b)-0,078(a/b)2 - 0,17 per a/b < 3
β = 0,75 per (a/b) > 3 1,7 0,008 83
Where a, b are the longest and the shortest side of the 1,8 0,009 31
glazing.
1,9 0,009 74
For curved glazing in the direction of the shortest side of
the window it is possible to multiply the value of tO 2,0 0,010 13
obtained with the above formula by the curvature factor
3,0 0,012 23
K c.
Kc is to be calculate as below indicated: 4,0 0,012 82
Kc = 1 - c/b 5,0 0,012 97
where: oo 0,013 02
c is the crown height of the curved glazing (mm).
b shortest side on the windows (mm). When the value of AR is not in the table the value of a may
be taken with linear interpolation.
Figure 10 (1/1/2017)
pD is the design pressure (see 7) (kN/m2);
bP is the unsupported short side of a rectangular pane or
"equivalent short side" of a pane, in mm;
M is the pane stiffness calculated according as below where
tW is the physical thickness in case of monolithic glazing, in
N*mm, and is:
• in case of laminated glass with independent plies
c a
3 3 3
tW = 3
t 1+t 2+…+t n
b • in case of laminated glass with collaborating plies
In any case Kc can't be taken smaller than 0,77.

t W = t eq ;W
For yacht of less than 24m (LLL or LH) for windows fitted in
superstructure not contributing to buoyancy and in area 1a M is the pane stiffness calculated according to:
or 2a for any dimensions and in zone 1b, 2b, 1c and 2c
only if the shortest side is less than 300mm the value of σC
E ⋅ t w3
for strengthened glass may be assumed equal to 200 MPa M = ------------------------------
2
-
with γ equal to 4 and to may be multiplied by Ψ^0,5. 12 ⋅ ( 1 – υ )

Pt B, Ch 1, Sec 1
where: S
C v = ------x-
tw = teq σ av
E, in N/mm2 Young's modulus; Kn statistic coefficient corresponding to 90 % confidence
limit. This value depends on the number of test specimens,
ν Poisson's ratio;
N, according to the t-Student statistical distribution, see
if unknown the following table may be used: below.
Table 7 (1/1/2017) Table 8 (1/1/2017)

Young’s
Poisson’s Number of test specimens Kn
Material Acronym modulus E
ratio ν
N/mm2 10 1,833
Polymethylmethacri- PMMA 3300 0,37 11 1,812

late
12 1,796
Polycarbonate PC 2300 0,38
13 1,782
Glass TTG/CTG 70000 0,23
14 1,771
The rectangular (or equivalent to rectangular) glazing is 15 1,761

acceptable if:
20 1,729
δmax ≤ ap / 50
25 1,711
where ap, in mm, is the clear opening long side of a rectan-
gular pane or "equivalent long side" of a pane. 30 1,699
5.6.10 Possibility to use an higher flexural strength 40 1,685

value (1/1/2017) 60 1,671
Characteristic flexural strength of glass materials may be
determined by flexural four point bending test according to 100 1,660
EN 1288-3 (for glass), or by flexural three point bending test oo 1,645
according to EN 178 (for rigid plastic material).
The characteristic failure strength,σC, shall be determined With the above definitions, σC, characteristic failure
by mechanical tests as follows: strength is:
N = number of test specimens (at least 10). σC = σav x (1 - Kn x Cv)
The breaking position is to occur inside the loading rolls.
A test report will be issued by RINA with the identification
The specimens where the breaking occur outside the load-
of:
ing rolls is to be disregarded. There shall be at least 10 spec-
imens where the breaking occurred inside the loading rolls. • glass composition,
For glass: • thickness,
σi braking stress (MPa) for each test speciment tested in acc. • treatment,
with 1288-3 and for rigid plastic material where not appli- • edge description
cable the yield strength. • color and serigraphy if any
For rigid plastic:
of the glass tested.
σi braking stress (MPa) or, where not applicable, yield stress
In the report will be indicated the strength of the glass
for each test speciment;
obtained from the test and the calculation of the character-
σav average value; istic strength σC calculated according to this subparagraph.
Calibration certificates of the instruments are to be provided
N
1 and the samples are to be identified.
σ av = ---- ⋅
N σ i
The test may be considered acceptable for a maximum of 5
i=1
years. The procedure of renewal is to be agreed with RINA.
Sx standard deviation; At request of the Shipyard or of the Manufacturer a type
approval may be issued.
N
The value of a monolithic glass strength obtained with this
 (σ – σ i av )2 procedure may be used for the calculation of to.
i=1
sx = --------------------------------- The required thickness to has to be compared with the
N–1
thickness of the monolithic glass proposed or with the
CV coefficient of variation; equivalent thickness of a laminated glass (composed by sin-
gle pain of glass of the same composition and thickness of

Pt B, Ch 1, Sec 1
the monolithic tested) in accordance with the procedure set Figure 11

out in [5.6.11].
When it's used a laminated glass with two or more plies of
different thickness in the calculation of to is to be used the
smaller characteristic strength among the one tested in σc
accordance with ISO 1288-3 of different thickness. (N/mm 2 )
As far as the possibility to perform this test on a laminated X X
glazing see [5.6.12]. XX
A Declaration of conformity from the Manufacturer to the
a.m. test report is to be foreseen for every glazing fitted on
4 5 6 t (mm)
board. All the characteristic of the glass has to be declared 8 10 12 15
to be at least equal or better than those reported in the test
X = thickness NOT TESTED
report.
The test is valid for: = thickness TESTED
• the same composition of glass,
• the same treatment, Figure 12
• and the same edge treatment, the same color and serig-
raphy (except if the Manufacturer declares that the edge σc
treatment the color or the serigraphy used do not modify (N/mm 2 )
the glass strength),
X X
• as far as the thickness the following procedure may be XX
applied (both for chemically and for thermally strength-
ened glasses).
4 5 6 8 10 12 t (mm)
15
Normally the test is valid for the thickness tested. In order to
have the validation of a range of thicknesses tj (for example X = thickness NOT TESTED
from tmin to tmax) at least 3 thicknesses has to be tested in
= thickness TESTED
accordance with [5.6 10].
The three thicknesses to be tested (ti) has to be taken in this
Figure 13
way:
t1 = tmin + 2 mm σc
t2 = tmax - 3 mm (N/mm 2 )
t3 = chosen by the Manufacturer as the thickness available X
X
closest to (t1 + t2)/2 XX
The values of the characteristic strength for the thicknesses
not tested may be derived by interpolation for the thick- 4 8
5 6 10 12 15 t (mm)
nesses within the tested ones, and constant equal to the
closest tested value for the estreme ones provided that the X = thickness NOT TESTED
value of the superficial compression (SCj) and the depth of
the compression layer (cDj) of the thickness not tested are = thickness TESTED
equal or more of the ones of the thicknesses tested.
Example of a test report in accordance with this subpara-
graph.

Pt B, Ch 1, Sec 1
Table 9 : Test Report (1/1/2017)
Applicant: (name of the Manufacturer of the glass)

Project and/or Shipyard: (number of project and/or name of the Shipyard)
Test type: (e.g. Determination of bending strength)
Test method: ISO 1288-3
Sample acceptance date:

Starting/End test date:
Sampling and sampling description:
Test method description:
Temperature and humidity of the test:

Instrument calibration: (e.g. instrument calibrated has been used the relevant certificate of Instrument calibration: (e.g. instrument
calibrated has been used the relevant certificate of calibration have been handed to RINA Surveyor)
Description of testing apparatus:

Procedure of uncertainty evaluation:
Type and name of glass:

Chemical composition of the glass (if available):
Pre stressing: (e.g. chemically strengthened, depth of compression layer 30 σm, surface compression 350MPa)
Surface treatment: (e.g. none)
Edge finishing: (e.g. polished flat)
Number of specimens:
Number of specimen not broken in accordance with clause 8 of ISO 1288-3:
Signature of Test responsible:
Signature of Laboratory Responsible:
Signature RINA Surveyor for witness:
Sample Average Average Force at Breaking posi- Breakage ori- Time to Uncertainty Surfaces in Bending
ID thickness width B breakage tion referred to gin breakage U (N/mm2) contact strength
h (mm) (mm) Fmax (N) loading rolls EDGE/BODY (s) with load- σbB
IN/OUT ing rolls (N/mm2)

Pt B, Ch 1, Sec 1
5.6.11 Calculation of equivalent thickness (1/1/2017)

Once the required monolithic thickness is calculated the 3 3
t eq ;w t eq ;w
following procedure to be followed to check if the lami- t 1ef ;σ = -------------------------------
- t 2ef ;σ = -------------------------------
-
t 1 + 2 ⋅ Γ ⋅ t s ;2 t 2 + 2 ⋅ Γ ⋅ t s ;1
nated glass proposed has an equivalent monolithic thick-
ness higher than the required one so acceptable. This The equivalent thickness is:
procedure take into consideration the possibility of having
independent plies or collaborating plies:
t eq = min [ t 1 ef ;σ, t 2ef ;σ ]
Independent plies:
When the mechanical properties of the interlayer material where:
(the laminating adhesive material) are not known, the plies t1 ply thickness (mm);
of the laminated glazing have to be considered as mechani- t2 ply thickness (mm);
cally independent.
tl interlayer thickness (mm);
The equivalent thickness of laminates made of n independ-
ent plies of thicknesses: tp1, tp2, …, tpn, shall be calculated a shortest clear opening dimension of the glazing laminate
and compared with the basic thickness, tO, calculated as (mm);
explained above. E Young's modulus of the ply (N/mm2);
The equivalent thickness of n independent plies shall be G shear modulus of the interlayer at 25 °C (N/mm2).
calculated as follows. The thickness of one ply of the lami-
Acceptable value for polyvinylbutyral (PVB) is: G = 1,6
nate is indicated generically as, tj, where the index j is rang-
N/mm2. For other interlayer materials the shear modulus
ing from 1 to n.
value at 25 °C for short time duration load (60 s) shall be
For each ply of the laminate a partial equivalent thickness, declared by the interlayer material Manufacturer in form of
teq,j, is calculated as: a Statement where evidence of the test carried out to calcu-
late G is given.
N
In case this value is not known the plies shall be considered

3
t 1 independent.
t eq, j = i=1
------------- If for the interlayer a value is available only for Young's
tj modulus, E (MPa), a shear modulus may be assumed as G =
and the equivalent thickness of the laminate teq shall be the E/3.
minimum of the n teq,j values: In case of 3 or more plies the calculation is to be iterated.
The laminate construction is accepted when it results:
t eq = min [ t eq, j ] ; j = 1, n teq > to
The laminate construction is accepted when it results: Laminate made of plies of different materials will be spe-
teq > to cially considered.
Collaborating plies: Only in this subparagraph "a" is the shorter dimension of
the laminate. In the rest of the paragraph a is the longest.
When the mechanical properties of the interlayer are
known in terms of shear modulus, G (N/mm2), at 25 °C for 5.6.12 Selection of laminate thickness by flexural
60 s duration load the equivalent thickness shall be calcu- (1/1/2017)
lated as follows. The flexural strength of a multiply laminate of physical
Preliminary calculation: thickness, tLam, can be determined as characteristic flexural
strength by a four point bending strength test according to
the method described in EN 1288-3.
hs = 0, 5 ⋅ ( t 1 + t 2 ) + t l
The measured characteristic flexural strength value is strictly
to be referred to the actual cross section of the tested lami-
hs ⋅ t hs ⋅ t nated pane.
t s ;2 = -------------2- ; t s ;1 = -------------1-
t1 + t2 t1 + t 2
The characteristic flexural strength of the laminate divided
by the design factor of glass (σ) is to be considered as the
2 2 allowable design flexural stress of the laminate.
Is = t 1 ⋅ t s ;2 + t2 ⋅ t s ;1
Scantling equation giving tO may be used to calculate the
Shear transfer coefficient evaluation:
basic pane thickness, tO, resulting from design pressure,
geometry of the laminated pane and its allowable flexural
1 strength.
Γ = ---------------------------------------------------
E Is t
1 + 9, 6 ⋅ - ⋅ --------2 ⋅ ----l-2
--- The physical thickness of the laminate, tLam, shall be com-
G hs a
pared with the calculated tO and it is accepted when:
Equivalent thickness evaluation:
tLam > to
3 3
Note 1: To be considered acceptable the test is to be carried out on
t eq ;w = 3
t 1 + t 2 + 12 ⋅ Γ ⋅ Is the same composition of glass and interlayer material, the same

Pt B, Ch 1, Sec 1
cross section (same glass and interlayer thickness), same treatment, iour of the glazing is independent from the adjacent struc-
and same color (the color and the serigraphy - if any - according to ture. The structure of the yacht is to be verified without the
the Manufacturer if it may modify the glass strength). structural contribution of the glass. The glass is supposed
not carrying loads from the adjacent structures and not hav-
5.6.13 Minimum thickness (1/1/2017)
ing structural function. When the installation of the glazing
The following minimum thickness in mm have to be in any
requires that structural elements are interrupted the local
case granted.
strength of the structure is to be analysed and verified by
Poly(methyl)methacrylate PMMA tmin = 8 + 0,1 (L - 4) fem calculations.
Polycarbonate PC tmin = 8 + 0,1 (L - 4)
The glazing can have a frame or not and the can be
Monolithic tempered glass TG t min = 4 + 0,1 (L - 4) mechanically connected or glued to the hull.
Laminated glass LG tmin = 6 + 0,1 (L - 4)
a) If they have a frame it is to be considered what follows:
For laminated glass the thickness of the interlayer may be
included. The thickness of the interlayer is to be always less The framing shall provide a safe and secure fixing of the
than the thickness of the single ply. glazing. The glazing shall either be clamped with elasto-
For the calculation of minimum thickness for yachts more mer gaskets or bonded and additionally secured with an
then 100m in length L may be taken equal to 100. elastomer gasket between glazing and retaining frame,
or bonded at both sides.
5.6.14 Fastening requirements (1/1/2017)
This subparagraph is applicable when the strength of the The following figures 14, 15, 16, 17 and 18 show possi-
surround is so high to consider that the mechanical behav- ble solutions:
Figure 14 (1/1/2017)
3 3
3 3
2 2
1 1 4 2 1 2
4 1
4 4
Key:
1 inside
2 outside
3 bonding
4 seal
Figure 15 (1/1/2017) Minimum dimensions:

3 4 4 A < 0,45 m2: ISO 3903 is applicable.
3
For larger windows ISO 3903 may be applied as far as
the scantling of the frame and the closing devices (if
any) and in addition is to be satisfied what below:
0,45 m2 < A < 1 m2:
1 2
1 2
Key:
1 inside
2 outside
3 rubber gasket
4 rubber gasket

Pt B, Ch 1, Sec 1
Figure 16 (1/1/2017) The direct contact between frame and glazing shall be
avoided.
Windows which are fitted in such a way that the adhe-
sive is under tension load are not permitted.
Support of the glass mass and secure positioning within
the frame shall be achieved by support pads with com-
12
parable elastic properties as the elastomeric gasket or
the bonding material. The compatibility of materials
between support pad and bonding shall be assured.
35
Figure 18 (1/1/2017)
12 4
3
5
Key:
Elastomer gaskets shall have the following characteris- 1 inside
2 2 outside
tics: Shore A 50-70, width ≤ 12 mm, thickness outside 2 1 3 bonding
mm to 6 mm (not in compression) thickness inside 2 4 elastomer gasket
mm to 4 mm (not in compression). The gaskets shall be 5 5 support pad
properly secured against dislocation (i.e. gluing, positive
fit). The distance between frame and glass shall not be
less than 5 mm. The strength of metal frames shall ensure under the win-
2 2
dow design pressures that the minimum yield strength
1 m < A < 2,5 m :
of the material is not exceeded. Non-metallic frames are
to be considered on a case by case base.
Figure 17 (1/1/2017)
The bolt material shall be compatible with the frame.
The supplier shall ensure that the mechanical properties
are achieved and valid documentation shall be pro-
vided.
For windows and doors fitted in the superstructure not
15 contributing to buoyancy solutions different from what
above may be acceptable on a case by case base.
b) If they are glued it is to be considered what follows:

40
The adhesive used for the gluing is to be flexible and
suitable for the gluing of the glazing material or the
12 frame material to material of the hull.
The gluing characteristics have to be determined as indi-
cated below.
6 Glued joints shall be resistant to (or protected against)
sunlight (UV, heat, etc.) and all environmental effects or
Elastomer gaskets shall have the following characteris-
cleaning chemicals normally encountered in the manu-
tics: Shore A 55-70, width ≤ 15 mm, thickness outside 4
facture and use of the craft.
mm to 6 mm (not in compression), thickness inside 2
mm to 4 mm (not in compression). The distance The bonding has to work in compression. The gluing
between frame and glass shall not be less than 7 mm. detail to be sent for examination.
A > 2,5 m2: the minimum dimension of the frame will As far as the bonding there the following two possibili-
be considered on a case by case base. For yachts of ties of perform the verification by calculation or per-
more than 90m where the structure is subject also to forming tests.
longitudinal global loads the frame is to be designed to
1) Calculation of the bonding:
receive the movements of the structure. A detailed cal-
culation is to be sent. For windows fitted on the hull or in superstructure
contributing to the buoyancy this calculation is
Chamfered edge or other preparations (i.e. bullnose) of
applicable.
the glass edge cannot be included in the width of over-
lap. Possible bonding details (see Fig 19 and 20).

Pt B, Ch 1, Sec 1
Figure 19 (1/1/2017)
Glasspane
Glasspane UV Protection
“Bonding Thickness”
Bonding
Sealing
UV Protection “Bonding Thickness”
“Bonding width”
Bonding
“Sailing Gap”
Sealing substrate
“Bonding width”
“Bonding width”
“Sailing Gap” Bonding
UV Protection
Glasspane
substrate
outside inside outside inside
Figure 20 (1/1/2017)
Glasspane
Sealing
UV Protection
Bonding
“Bonding width”
“Sailing Gap”
substrate
outside inside
Symbols and definitions: αg - linear thermal expansion coefficient of glazing

σzul - allowable strength, N/mm2 material
σv - equivalent stress, N/mm2 αs - linear thermal expansion coefficient of substrate
material
σlab - Characteristic Strength value at lab condition
(95% confidence), N/mm2 τ - Shear Stress, N/mm2
fred,T - Reduction factor for temperature exposure τSupp - Supported Shear Stress, N/mm2
fred,S - Reduction factor for permanent static load τUnsupp - Supported Shear Stress, N/mm2
fred,D - Reduction factor for dynamic cyclic load β - Glazing Angle deg
fred,F - Reduction factor for fatigue cyclic load The bonding material shall be chosen according to
fred,A - Reduction factor for aging conditions the substrate and glazing that need to be joined. If
necessary the surfaces of the glazing or the substrate
S - Additional safety factor have to be prepared in accordance with the applica-
R - Ratio compression strength to tensile strength tion guidance of the bonding manufacturer.
c - Elastic limit of shear strain, The glazing itself and/or its coating must be suitable
Psea - sea design pressure, kN/m2 for the application of the bonding.
Pwind,h - Maximum wind load (Dynamic load), N If different types of bonding are used they must be
Pwind,m - Medium wind load (Fatigue load), N compatible.
Tdesign - Maximum/minimum design temperature of A record of the bonding application guidance and
the window, deg C bonding installation procedures shall be provided
and kept on board.
Tapplication - Temperature of joint application, deg C
Where no previous information on the installed
amax - Maximum acceleration due to sea swell (m/s2) bonding is available, and it is required to install new
amin - Medium acceleration due to sea swell (m/s2) bonding compatibility tests shall be made.

Pt B, Ch 1, Sec 1
The bonding material shall meet the minimum The bonding material shall have the following mini-
requirements listed below. mum material properties:
Physical characteristic of bonding: Minimum tensile strength - 0,70 N/mm2
Flexural Modulus Tensile Stress at 12,5% elongation - 0,14 N/mm2
Tests according to ISO 37, ISO 527 and DIN 53504
Fracture elongation - 50%
Elongation
Testing / qualification shall be carried out in accord-
Tests according to ISO 37, ISO 527 and DIN 53504 ance with ISO 8339. The short and long term perfor-
Shear Modulus mance of the adhesion between the glue and the
Tests according to ISO 11003-1 and ISO 11003-2, substrate shall be documented.
DIN 6701 Bonding shall in general be in a recess designed to
Tensile Strength accommodate the glazing appliance, contained
Tests according to ISO 37 and DIN 53504 with an appropriate sealing gap and the required
Shore Hardness bonding thickness and width. The external edge of
the glazing shall not protrude beyond the immediate
Tests according to DIN 53505 and ISO 7619:2012
surrounding surface (e.g. the filler, adjacent struc-
and ISO 7619:2012
ture, or other glazing). The main motivation for this
Environmental Resistance is to protect the edges of the glazing, bonding and
The resistance of the bonding material shall be sealing.
tested and documented by the manufacturer to
Attention should be paid to the design of the recess
ensure it is suitable for the intended purpose.
and its adjacent structure, in so far as to minimize
An alternative to this is the installation of a protec- both deflection and stress concentrations of/ in the
tive layer or sealing. The long term suitability of this structure under thermal, local or global loads.
layer and/or sealing for protection shall be tested
and documented. For local loads the glazing, bonding recess and adja-
cent structure shall be designed for the pressure load
Long term properties
defined below.
Long term properties of the bonding material are to
The global deflection of the structure of the vessel
be tested and documented.
and the local deflection of the glazing panel may
These shall include: induce loads which have to be considered when
• Adhesion (to all required substrate materials) designing the bond. The global deflection to be
• Cohesive Strength declared by the Shipyard.
• Elasticity Contact between the glazing panel and the adjacent
• Creep structure (or adjacent glazing) of the vessel under
• Environmental Resistance local pressure or thermal loads shall be avoided.
The surface preparation of the substrate and glazing The dimensions of the bond shall also account it's
to be bonded shall be in accordance with the appli- elastic limit, and general production and installation
cation guidance of the bonding manufacturers. tolerances of both the glazing and adjacent struc-
The installer shall ensure the bonding and sealing ture.
materials are compatible with the glazing material. Gluing arrangement for yachts of less than 90 m.
Figure 21 (1/1/2017)
superstructure
not contributing to
buoyancy Pp AV
superstructure TC or TF or HT or TB
contributing to
buoyancy TC or TF or HT
1a TC or TF or HT 2a TC or TF or HT
1b TC or TF or HT 2b TC or TF or HT
1c no bonding allowed 2c no bonding allowed
TC = test on the gluing + bonding calculation in acc. with 14 A

TF = test on gluing + fem
TB = test on the bonding in acc. with 14 B
HT = hydrostatic test on the bonding at a pressure of at least pD
Note 1: For Type 1 in the hull and in superstructure contributing to The glass is not to protrude outside the surround.
buoyancy the retainer is to have scantling suitable to sup- See the below possible details.
port pD.

Pt B, Ch 1, Sec 1
Figure 22 (1/1/2017)
TYPE 1 TYPE 2
Glasspane
Glasspane
UV Protection
Sealing UV Protection
Sealing Sealing
Bonding
Bonding
Mechanical retainer
Sealing
substrate
substrate
TYPE 3 TYPE 4
Glasspane Glasspane
UV Protection UV Protection
Bonding Bonding
Sealing
Sealing
Mechanical
retainer
substrate substrate
Figure 23 (1/1/2017)
β
β
sloped or overhead
sloped with retainer
no retainer β > 10°
10° > = β > 0°
retainer
For sloped glazed openings (angle to vertical, 10deg The retainer shall be designed to take the loads
>= β >0) the bond is considered in tension and required to hold the glazing in place.
where retainers are not provided the bonding have
be considered on a case by case base. In order to avoid the retainer when β > 10° an
hydrostatic test at a pressure of at least 4* the weight
For sloped & overhead glazed openings (angle to of the glass on the larger glazing, or direct calcula-
vertical, β >10 deg), a retainer shall be provided. tion of the gluing is to be carried out.

Pt B, Ch 1, Sec 1
RINA may decide, after consideration on the angle Design of bonded joints in terms of their structural
the dimension of the glazing and service of the integrity shall be considered by the comparison of
yacht, to require calculation in addition to or as an the allowable strength σzul) of the adhesive material
alternative to the hydrostatic test to the equivalent stress (σv) generated by the loading
Type 1 with the retainer not verified for a pressure of conditions of the adhesive joint.
4 pD and Type 2 are not to be used for windows fit- The allowable strength shall be determined from the
ted in the hull or in superstructure contributing to characteristic strength value determined by testing in
the buoyancy unless the bonding is verified by cal- laboratory conditions at 95% confidence limit (σlab)
culation with a pressure of pD and is hydrostatically and from the reduction factors fred,i that take into
tested at the same pressure. The test may be carried account different strength reduction mechanisms.
out on the largest glazing. An additional design factor "S" is considered to take
Other type of bonding will be considered on case by into account additional reduction situations. The
case base. allowable strength shall be evaluated according to
the following general relationship (i=1..N reduction
An overhead glazed opening that persons can stand
factors).
on or is located above an area where persons can be
underneath shall be fitted with a mechanical
retainer. σ lab ⋅ f red T ⋅ f red S ⋅ f redD ⋅ f red F ⋅ f redA ⋅ f r edi
σ zul = --------------------------------------------------------------------------------------------
-
s
Overhead glazing require different load cases, such
as personnel loads, impact, etc. and will be consid- The acceptable condition shall be:
ered on a case by case base.
Where required the mechanical retainer shall pre- σ v ≤ σ zul
vent the window from falling out in case of bonding
failure. Design of the mechanical retention of the The comparison of the allowable strength to the
glazing shall take into account the installation and equivalent stress the resultant safety factor (Si) for
location. each load case (i=1 to n):
Overhead glazing which has no mechanical retainer
shall approved individually under special considera- σ zul, i
S i = ----------- ≥1
tion of the long-time behavior and resistance of the σ v, i
bonding, on a case by case basis.
The adhesive material characteristics to be provided
The design of the bonding for the following installa- for the determination of the allowable strength shall
tion types is not taken into consideration. They have be:
specific requirements that should be considered on Adhesive material characteristics:
a case by case basis.
σlab - Characteristic Strength value at lab condition
- Fire Protected Areas (95% confidence)
- Glazed Bulwarks fred,T - Reduction factor for temperature exposure
- Underwater glazing fred,S - Reduction factor for permanent static load
- Pool Glazing fred,D - Reduction factor for dynamic cyclic load
- Glazing for use in Polar areas fred,F - Reduction factor for fatigue cyclic load
- Bonded Joint Design fred,A - Reduction factor for aging conditions
- This standard considers the following types of S - Additional material safety factor as described by
load the bonding manufacturer, otherwise S is 1
- Environmental Loads (Water & Wind Pressure) R - Ratio compression strength to tensile strength
- Self Weight and Inertial loads c - Elastic limit of shear strain
- Internal (or None Load Side) Impact The above material characteristics shall be con-
- Thermal Expansion of glazing and structure firmed by the bonding manufacturer.
In general this approach limits the design to applica- The equivalent stress in load conditions (σv) shall be
tions where the bonded joint is stressed by tensile determined on the basis of the load condition
and compressive and shear components. Applica- parameters.
tions where peel or cleavage take place are outside Load Conditions parameters:
the scope. Psea - sea design pressure equal to pD
As mentioned in the scope this standard is limited to Pwind,h - Maximum wind load (Dynamic load)
bonding that exhibits linear elastic behavior, and
Pwind,m - Medium wind load (Fatigue load)
excludes rigid bonding and nonlinear elastic bond-
ing. Tdesign - Maximum/minimum design temperature of
the window
Bonding that is considered outside the scope of the
standard should be considered on a case by case Tapplication - Temperature of joint application
basis. amax - Maximum acceleration due to sea swell

Pt B, Ch 1, Sec 1
amed - Medium acceleration due to sea swell reduction factors shall be temperature, static perma-
Other data to be provided are the linear thermal nent and aging.
expansion coefficients of the materials involved in
the bond line that is glazing material and substrate σ zu l = σ lab ⋅ f redT ⋅ f redS ⋅ f redA
material:
αg - linear thermal expansion coefficient of glazing Service stress will be only the shear component due
material to glazing self weight:
αs - linear thermal expansion coefficient of substrate
material m⋅g
τ = ------------
The thickness of the bonding and the sealing gap A
shall be calculated by considering the relative move- In case of shear the equivalent stress will be:
ment:
σv = τ
2 2
If fredT, fredS, fredA are not known the product
Δs = ( T design – T app lication ) ⋅ ( α g – α s ) ⋅  ---- +  ------
H W fredT x fredS x fredA can be taken equal to 0,025
 2 2
LC2 - Dynamic load
In this load case for tensile stress component it will
Δs be considered the longitudinal maximum accelera-
d = ------
c tion due to sea swell amax of the glazing and the
maximum wind pressure or the design load (sea
Δs design pressure) in case of type 2 bonding arrange-
b ≥ --------- ment. For shear component it will be considered the
c gap
vertical acceleration amax due to sea swell and (if the
For the scope of this standard the equivalent stress σv
glazing is unsupported) the dead load. Reduction
shall be evaluated by calculating the tensile stress factors shall be temperature, dynamic and aging.
(σ1) and shear stress (τ) in the loading conditions
below,
σ zul = σ lab ⋅ f redT ⋅ f redD ⋅ f red A
2 2 2 2
( R – 1 ) ⋅ σ1 + ( R – 1 ) ⋅ σ1 + 4 ⋅ R ⋅ ( σ 1 + 3 ⋅ τ )
σ v = ----------------------------------------------------------------------------------------------------------------------------
-
2⋅R
When the stress due to loading conditions is not m ⋅ g + m ⋅ a max
multiaxial only the mono axial component (tensile τ U nsu pp = -------------------------------------
-
A
or shear) shall be used.
The glazing and bondline parameters shall be: m ⋅ a max
τ Supp = ------------------
-
W(mm) - glazing width A
H(mm) - glazing height
m (kg) - Glazing weight m ⋅ a max + P w ind, h ( H ⋅ W )
σ 1 = -------------------------------------------------------------
-
d (mm) - Bonding thickness A
w (mm) - Bonding width
b (mm) - sealing gap m ⋅ a max + P D ( H ⋅ W )
σ 1 = ----------------------------------------------------
A
p (mm) - Bonding perimeter
with (Type 2 bonding arrangement and also for Type
A = pw (mm2) - Bonding surface
1 if the retainer is not built and connected to support
Δs (mm) - relative elongation of glass to adjacent p D)
structure
c - Elastic limit of shear strain that is movement 2 2 2 2
accommodation capability of the adhesive (if not ( R – 1 ) ⋅ σ 1 + ( R – 1 ) ⋅ σ 1 + 4 ⋅ R ⋅ ( σ1 + 3 ⋅ τ )
σ v = ----------------------------------------------------------------------------------------------------------------------------
-
known use 0.125) 2⋅R
cgap - limit of distance from glazing edge to the adja- If fredT, fredD, fredA are not known the product fredT, fredD,
cent structure or adjacent glazing edge in order to fredA can be taken equal to 0,2.
avoid material contact (if not known use 0.125). LC3 - Fatigue load
The comparison between allowable stress and ser- In this load case for tensile stress component it will
vice stress shall be performed in the following load be considered the longitudinal medium acceleration
cases: due to sea swell amed of the glazing and the medium
LC1 - Static permanent Load only applicable to wind pressure or the design load (sea design pres-
unsupported system. sure) in case of type 2 bonding arrangement. For
For unsupported glazing systems the dead load of shear component it will be considered the vertical
the glazing will be taken by the adhesive joint, acceleration amed due to sea swell and (if the glazing

Pt B, Ch 1, Sec 1
is unsupported) the dead load; reduction factors

shall be temperature, fatigue and aging. ( T design ⋅ T application ) = 70K
LC1
σ zu l = σ lab ⋅ f redT ⋅ f redF ⋅ f redA Self weight of the glazing (dead weight) to be taken
by the joint - m (kg)
Gravity acceleration - g=9,81 m/s2
LC2
m ⋅ g + m ⋅ a med
τ U nsu pp = -------------------------------------- Acceleration value in strong sea swell conditions
A
amax = 19,62 m/s2 (2g) (or av defined for the calcula-
tion of p2 if higher)
m ⋅ a med
τ Supp = ------------------- High wind pressure Pwind,h = 2,5 kPa
A
LC3
m ⋅ a med + P wind, h ( H ⋅ W ) Acceleration value in medium sea swell conditions
σ 1 = -------------------------------------------------------------
-
A amed = 9.81 m/s2 (1g)
Medium wind pressure Pwind,m = 1,0 kPa
m ⋅ a med + P D ( H ⋅ W ) For unsupported glazing all above loading condition
σ 1 = ----------------------------------------------------
-
A shall be considered.
with (Type 2 bonding arrangement and also for Type For supported glazing above loading conditions
1 if the retainer is not built and connected to support shall be considered except LC1.
p D) For Type 1 and Type 2 bonding arrangements (bond-
ing from inside) water pressure loads PD are domi-
2 2 2 2 nating over wind loads Pwind.
( R – 1 ) ⋅ σ1 + ( R – 1 ) ⋅ σ 1 + 4 ⋅ R ⋅ ( σ 1 + 3 ⋅ τ )
σ v = ----------------------------------------------------------------------------------------------------------------------------
-
For Type 1 if the retainer is designed according to
2⋅R
the design load this means that the integrity evalua-
If fredT, fredF, fredA are not known the product fredT, fredF,
tion of the adhesive joint for Type 1 will be per-
fredA can be taken equal to 0,05. formed only for inertial and wind loads.
Bondline parameters limitations For Type 1 and Type 4 bonding arrangement the
In general, in order to limit edge stress concentration mechanical fastener (retainer) shall be calculated
effects in the adhesive joint a limitation shall be con- (thickness and fixing) considering the relevant
sidered for the width versus thickness ratio of the design load: 4 x PD for Type 1 and 4 x PW for Type 4.
bondline as follows: To account for internal accidental load scenarios
1≤w/d≤3 (e.g. accidental passenger loads, loads from shifting
Other limitations are related to minimum values of of furniture) as a minimum, the bonded joint shall
the bondline parameters: be assessed to withstand an internal pressure of
3kN/m2.
w > 10 mm
3) Design Parameters
d > 6 mm
The structurally bonded joints parameters are shown
b > 10 mm
below.
2) Design Loads Note that for a glass to glass arrangement, the glass
The design loads to be considered for the structural to glass gap shall be around one time and half / two
integrity evaluation of the adhesive joint shall be: times the glass to flange gap.

Pt B, Ch 1, Sec 1
Figure 24 : Bonded joint parameter "Glass to Flange" (1/1/2017)
Glasspane
UV Protection “Bonding Thickness”
Bonding
Sealing
“Bonding width”
“Sailing Gap”
glass to flange
substrate
outside inside
Figure 25 : Bonded joint parameters "Glass to Glass" (1/1/2017)
Glasspane
UV Protection
Bonding
Sealing
“Bonding width”
Sailing Gap”
Glass to glass substrate
“Bonding width”
Bonding
UV Protection
Glasspane
outside inside
c) Bonding Installation • Storage and Shelf Life
1) Bonding Application Guidelines • Environmental Conditions
The bonding manufacturers shall provide guidance • Chemical Compatibility
to the bonding installer to ensure that the product is
used as intended. This guidance may include advice • Surface Preparation and Priming
on: • Use of Spacer, Setting Block and Resting Pad

Pt B, Ch 1, Sec 1
• Alignment and Tolerances In metallic vessels of more than 90 m in length and

• Mixing and Application on wooden yachts of any length on the hull the
bonding is not acceptable.
• Cure
When the area of the window is higher than 2,5 m2
• Sealing and UV Protection
for yachts of more than 90m where the structure is
• Maintenance Inspection & Testing subject also to longitudinal global loads the bonding
2) Bonding Installation Procedure is to be designed to receive the movements of the
The bonding installer shall develop specific bonding structure. A detailed calculation is to be sent.
procedures for their products. These shall be used by In zone 1c and 2c glued glazing are normally not to
the workers undertaking the installation, and act as a be fitted. The windows have to be framed and
permanent record that the guidance of the Bonding mechanically connected. For yacht of less than 24m
Manufacturer was followed. (LLL or LH ) if the shorter side is less than 300mm as
Bonding personnel shall be suitably experienced. far as the type of connection in zone 1c and 2c what
foreseen by ISO 12216 may be used.
Survey requirements for bonding and sealing are
detailed in [5.6.3] of this standard. 2) Test of the bonding
As an alternative for glass fitted in superstructure not
d) Testing
contributing to buoyancy the following test may be
1) Testing of Materials carried out:
Adhesive material properties shall be provided by • Inside pressure test
the adhesive manufacturer on the basis of the design The sample shall consist of a flat plate with an
parameters outlined above namely: unsupported area between 0,02 m2 and 0,16 m2,
lab - Characteristic Strength value at lab condition made with the same jointing procedure, plate
(95% confidence limit) and support material as used by the manufac-
fred,T - Reduction factor for temperature exposure turer of the appliance.
(70 °C) The test sample gluing area, Asg, expressed in
fred,S - Reduction factor for permanent static load square metres, is determined from:
fred,D - Reduction factor for dynamic cyclic load Asg = lp (af + as)
(10.000 cycles) where:
fred,F - Reduction factor for fatigue cyclic load (> lp is the plate perimeter, expressed in metres;
107 cycles) af is the face gluing dimension, expressed in
fred,A - Reduction factor for aging conditions metres;
R - Ratio compression strength to tensile strength as is the side gluing dimension, expressed in
metres.
c - Elastic limit of shear strain
Reference for adhesive material characterization Figure 26 (1/1/2017)
shall be DIN 6701-3 appendix A.
The characteristic strength value at lab conditions
shall be determined using "component-like" speci-
mens, reflecting the loading situation as real as pos- as
sible, e.g. lap-shear specimen (EN 1465) or tensile
H-specimen (ISO 8339). The characteristic strength
value shall represent the 95% probability of no fail-
ure (ISO 16269:2009).
For solutions different to what above the characteris-
tic of the bonding have to be evaluated by test and
declared by the Manufacturer. The value of the a
f
strength obtained with the above mentioned tests
have to be compared with the value of stresses in the
gluing obtained by a FEM analysis. The procedure to The test procedure consist of Using a suitable jig
carry out fem analysis is to be agree with RINA. The to apply an inside water pressure of at least 625
value of safety factor is to be agreed with RINA. Asg, expressed in kilopascals, tending to push
the plate out of its support.
Windows fitted in such a way that the adhesive is in
tension are not to be fitted in the hull and in super- The test pressure shall be maintained for at least
structure contributing to buoyancy. 3 min.
The test is passed if there is no apparent damage
The a.m. calculation is to be carried out also in case
to the glue joint and no sign of leakage.
of a windows with a frame that is glued to the hull
(e.g. grp hull) provided that the characteristic of the • Separation test
glass are replaced by the characteristic of the mate- Two test blades, 300 mm by 25 mm, shall be
rial of the frame. made from the same materials as the plate and

Pt B, Ch 1, Sec 1
structure to be glued together. The thicknesses of The test is passed if one of the three following condi-
the blades shall be the same as those of the tions is met:
actual plate and structure.
• one of the test blades yields or breaks before any vis-
The test blades shall be glued together with the ible yielding or breaking of the glue joint during the
same glue joint dimensions (thickness, tg, and test;
height, hg) and gluing procedure as used on the
craft. • no permanent deformation nor break is shown
The procedure consist of applying two equal and inside the glue joint after the test;
opposite forces, F, to the sample. • the glue joint disconnects from one of the test
F is applied up to the point of breaking or per- blades, and some part of the blade (delamination,
manent deformation of one element of the woodbreaking, etc.) has been torn away.
blades of the sample. The separation forces may
The bonding is to be suitable for the environment and to
be induced manually.
be protected from ageing effects.
Figure 27 (1/1/2017) The above mentioned test have to be carried out on a
suitable number of samples representative of the dimen-
F F
sion of the opening and the material used (e.g. GRP
laminate - thermally strengthened glass or GRP sand-
wich - chemically strengthened glass, or aluminium-
Plate blade
thermally strengthened glass, … etc)
The test may be witnessed by RINA or not in this second
case a Declaration is to be issued by the Manufacturer
300 Structure blade or the Shipyard.
When the bonding does not satisfy 14.1 or 14.2 what
Glued joint above it has to be tested hydrostatically and mechani-
cally at a pressure of at least 4 pD.
The test is to be carried out on a mockup representative
hg
of the situation on board as far as glass thickness sub-
strate and dimensions.
The test apparatus and method shall be consistent with
the actual installation on board.
tg
Possibilities of verification for yachts of less than 90m
Figure 28 (1/1/2017)
superstructure
not contributing to Type 1
buoyancy Type 2
Type 3
Type 4
superstructure
contributing to Type 1 with retainer designed fot 4pD, Type 2 only if < 0,125 m 2
Type 3
buoyancy Type 4
Type 1 with retainer designed fot 4pD, Type 2 only if < 0,125 m2 Type 1 with retainer designed fot 4pD, Type 2 only if < 0,125 m
1a Type 3 Type 3
Type 4 2a Type 4
Type 1 with retainer designed fot 4pD, Type 2 only if < 0,125 m 2 Type 1 with retainer designed fot 4pD, Type 2 only if < 0,125 m
Type 3
1b Type 3
Type 4
Type 4 2b
1c no bonding allowed 2c no bonding allowed
5.6.15 Openable portholes glued to larger fixed 1) The gluing of the fixed windows to the hull or the
windows (1/1/2017) superstructure is in accordance with [5.6.14] of this
a) In Zone 1a and in the superstructures not contributing to paragraph, having considered the glass representa-
tive of the windows glued to the material of the hull
the buoyancy it is normally acceptable to install one or
more not easy openable portlights, with the same or with the adhesive used.
with different shapes, glued to larger non openable win- 2) The gluing of the frame of the portlight to the fixed
dows provided that the following conditions are satis- window is in accordance with [5.6.14] of this para-
fied: graph, having considered the glass representative of

Pt B, Ch 1, Sec 1
the windows glued to the material of the frame of and the use of the yacht tanking into account what is
the portlight with the adhesive used. reported at Fig 5.
3) The scantling of the glazing of the windows is calcu- c) In Zone 1c and 2c it is normally not acceptable to install
lated and verified in accordance with this para- not easy openable portlights glued to larger non opena-
graph. ble windows.
4) The scantling of the glazing of the portlight is calcu- The hydraulic test detailed in A) 11. above may be consid-
lated and verified in accordance with this para- ered acceptable also for other arrangement slightly different
graph. provided that it is satisfied what below:
• The fixed windows fitted on board has the shape and its
5) The area of the portlight is not more than 50% of the
diameter, if it's circular, or both the sides, if it's rectan-
area of the fixed windows where it is glued.
gular shorter than the sides of the windows tested.
6) The distance of the portlight from the windows sides • The portlight/s fitted on board has/have its/their shape
is not less than the half of the diameter of the port- and its/their diameter, if circular, or both the sides, if
light if it is circular or half of the shorter side of the rectangular, shorter than the diameters or the sides
portlight if it is rectangular. If more than one porlight respectively of the portlight tested.
are glued to one fixed window also the distance
• The arrangement fitted on board satisfies all the other
between the portlights id to be not less than the
requirements set out above from 1. To 10.
diameter or the shorter side or the diameter of the
larger portlight. • The thickness or the thicknesses of the lamination of the
fixed windows and the thickness or the thicknesses of
7) If fitted in Zone 1a the portlight and the windows are the lamination of the portlights are the same or are
provided with a deadlight or equivalent arrangement greater than the ones tested.
covering both, in accordance with [5.6.4]. of this
• In order to evaluate which is the most unfavourable
paragraph.
position of the portlight/s special considerations is to be
8) The fixed windows has laminated glass. done to the maximum deflection of the large window
9) An indication is given in a suitable continuously (normally maximum deflection of αp/300 may be con-
manned position when the portlight/s is/are open. sidered reasonable).
10) The portlights are to be of a not readily openable The fixed windows may have a frame or be glued according
type if fitted on the hull except on yachts of less than to what requested in the previous subparagraph of this para-
24m LH or LL with shortest side of less than 300 mm graph.
(see 5.6.2). As far as the assessment procedure for the verification of the
11) A mockup of the whole arrangement (hull or super- deadlight and the connection hull-window and portlight-
structure + fixed windows + portlight) without dead- window reference to be made to [5.6.18].
lights and with the portlight closed is to be Note 1: Within the scope of this subparagraph the indication of the
hydraulically tested at a pressure not less than 4PD Zones is to be referred to the position of the fixed windows, not of
applying the procedure detailed in [5.6.16]. of this the portlight/s.
paragraph. If the portlight has been already tested
5.6.16 Hydraulic test (1/1/2017)
separately (in accordance to what required by this
Where an hydraulic test is required it is to be carried out as
paragraph or in accordance with ISO 12216 for
here indicated.
yacht of less than 24m) and the large window is
glued to the hull the test pressure may be reduced to The test shall be carried out using a testing basin which
pD. If the large window has a frame and the portlight ensures the watertightness up to the requested test pressure.
has been already tested separately (in accordance to The basin shall show the real assembly situation on board,
what required by this paragraph or in accordance using identical or equivalent materials and dimensions.
with ISO 12216 for yacht of less than 24m) the The filling water piping and the basin pressure measuring
whole arrangement the test pressure may be piping shall be separated.
reduced to pD and the large window is to be subject
During filling the basin with water, ensure that air trapping
also to a mechanical test in accordance with ISO is eliminated or at least minimized.
614 at a pressure of 3 pD.
The supporting structure of the tested window system shall
b) In Zone 1b, 2a and 2b it is acceptable to install not easy be stiff enough to prevent edge deflection which will influ-
openable portlights glued to larger non openable win- ence the test results.
dows provided that the following conditions are satis-
It is a technical responsibility of test operators to run tests
fied:
with calibrated measuring instruments meeting metrologi-
1) The requirements from A) 1. to A) 11. are satisfied. cal criteria in terms of reference to international measuring
2) A dedicated analysis is carried out showing that the unit system, accuracy and repeatability.
consequences in terms of stability, accessibility of The tested sample shall be representative of the glazed
means of escape, etc of a flooding of the spaces to opening construction and installation on board. A drawing
which the fixed windows give access are considered of sample construction and fixing shall be provided and
reasonable by RINA taking into account the service included in the test documentation.

Pt B, Ch 1, Sec 1
The test shall be carried out by laboratories or institutions ber shall be raised up to design factor times the design
meeting, in general, the requirements of ISO/IEC 17025. load pressure (y x PD).
Alternatively, window manufacturers fulfilling the equiva- Three unloading/loading cycles shall be performed
lent minimum standard may perform such tests. within the pressure range from 1 x PD to y x PD starting
at below 1/2 y x PD and going to y x PD.
The test shall be carried out as follows:
d) Central deflection shall be measured and recorded up to
Procedure A: the design pressure. The basin pressure shall be meas-
a) Dimensions of all main components (basin and glazed ured and recorded continuously during the test.
opening) shall be checked and recorded. e) Any event such as loss of watertightness (from the glaz-
b) Measuring instruments gauges shall be calibrated. ing or from the fixing system) or glass plies breakage
shall be recorded by the test operators with the relevant
c) Design test pressure, PD (kN/m2), is to be established. test pressure
Chamber pressure shall be raised up to PD and main- f) Unless otherwise specified and if possible, the sample
tained for at least 5 min. The pressure in the test cham- shall be taken to final collapse.
Figure 29 (1/1/2017)
Y
4 x pD
p t2 > = 300
D
1
t1 > = 30 t3 > = 60 X
X = Time
Y = Pressure
1 = loading/unloading cycle
Procedure (B): Chamber pressure shall be raised up to PD and three

Preliminary operations included in procedure (A) [namely unloading/loading cycles shall be performed within the
a), b) and c)] shall be completed. pressure range from unloaded to PD. Then the pressure
should be maintained for at least 5 min. Finally the water
Pressure cycle shall be as in the figure below (cyclic phase,
pressure shall be raised up to 4 times the design load pres-
hold phase and final rise to test pressure).
sure (4 x PD).
Operations requested for procedure (A) [namely d), e) and
f)] shall be completed.
Figure 30 (1/1/2017)
Y
4 x pD
1 t2 > = 300
p
D
t1> = 30
X = Time
Y = Pressure
1 = loading/unloading cycle

Pt B, Ch 1, Sec 1
Procedure (C): Pressure cycle shall be as in the figure below (cyclic phase
This is a procedure for a stepped test, in which one glass at pressure PD1, cyclic phase at pressure PD2, hold phase and
construction is tested for two (or more) different design final rise to test pressure).
loads. Operations requested for procedure (A) [namely d), e) and
Preliminary operations included in procedure (A) [namely f)] shall be completed.
a),b) and c)] shall be completed.
Figure 31 (1/1/2017)
Y
4x p
D2
p
D2
p
D1
X
X = time
Y = pressure
Two panels of size 500 mm x 500 mm are to be pre-

The test is passed if the system withstands the design factor pared, mounted on the same tank, consisting of:
times PD load pressure without failure of any part of the sys- 1) Panel consisting of laminated glass having composi-
tem and the watertightness is maintained. Design pressure tion 8 mm thermally strengthened glass /3 mm IM
shall be reached in not less than 30 s for both procedure (A) Interlayer/8 mm thermally strengthened glass
and (B) and first design pressure for procedure (C) and the 2) Panel consisting of laminated glass having composi-
three unloading/loading cycles for procedure (A) shall be tion 8 mm thermally strengthened glass /3 mm poly-
performed in not less than 60 s. Providing that the fixing carbonate Interlayer/8 mm thermally strengthened
system is maintained in terms of construction details, glass
geometrical dimensions and materials, and the pane cross The outer pane of the two panels will be fractured, cre-
section is identical, test acceptance may be extended to any ating cracks that extend throughout the depth of strati-
glazed opening with lower requirements regarding strength fied in such a way as to put pressure on the face of the
(design pressure PD) and size. IM and polycarbonate.
Any changes to the glazing materials or any change to the c) Description and evaluation of test results
cross section or larger dimensions of the glazing shall
The two panels will then be brought to the test pressure
require re-testing.
prescribed in Regulation (4x20kPa = 80 kPa) putting the
Tolerances for size extension are limited to a maximum of fractured slab in contact with water under pressure.
5% of each individual clear length of the glazing. Under these circumstances you must ensure that water-
In case of earlier breakage of the sample the maximum tight integrity is maintained (waterproof) for a time of at
achieved pressure value can be divided by safety factor in least 15 minutes.
order to define the maximum load capacity for the tested A limited infiltration of water can be tolerated, not
glass construction. exceeding 0.3 litres/hour, which will be recorded in the
test report.
5.6.17 Test for the equivalence between
polycarbonate and other interlayer The successful test will allow us to obtain an equiva-
materials (1/1/2017) lency certificate issued by Rina, which can be used for
a) Aim of the test all subsequent deliveries with the same thickness,
chemical/physical characteristics and type of interlayer
Demonstration of the equivalence of 3 mm polycar- (3 mm IM), providing a declaration of conformity.
bonate with 3 mm of another interlayer material (IM).
It is understood that such evidence will establish the
b) Samples equivalence between the 3 mm polycarbonate layer and
A technical specification stating chemical/physical the 3mm IM (with the same chemical/physical charac-
properties of the interlayer material and polycarbonate teristics as per technical specification that will be
must be delivered to Rina Surveyor. attached to the test report and will also be attached to

Pt B, Ch 1, Sec 1
the Declaration issued by Rina), only for what concern • an hydrostatic test as described above, has to
the limitation set out in [5.6.1]. be performed on one sample for each cross
section and each dimension (same material
5.6.18 Assessing procedure (1/1/2017) and same details) at the design pressure on
Glazing and fixing system (frames, bonding …) installed on the portlight
board of a yacht on the hull or in superstructure contribut- • a mechanical test in accordance with ISO
ing to the buoyancy have to be assessed in accordance with 614 on the portlight at a pressure of at least 3
the following procedure: pD
a) Glued glazing without frame, with or without deadlight while, if:
if: only the relevant cross section has been assessed
• the relevant cross section has been assessed in in accordance to the scantling determination
accordance to the scantling determination proce- procedure above indicated,
dure above indicated, and - opt 1.b
• the bonding has been assessed in accordance with • an hydrostatic test as described above, has to
[5.614] A] or [5.6.14] B]using a suitable number of be performed on one sample for each cross
different glazing thicknesses (normally the thinner section and each dimension (same material
and the higher of the monolithic glazing used on and same details) at 4 times the design pres-
board and at least 4 types of laminates representa- sure on the portlight.
tive of those used on board). The procedure of glu-
• a mechanical test in accordance with ISO
ing and the list of the adhesives that may be used
614 on the portlight at 2 times the design
have to be available on board.
pressure (this may be avoided if the frame is
No test are required while, if the glazing cross sec- in accordance with [5.6.14])
tion has been assessed in accordance to the scant-
- opt 2.b
ling determination procedure above indicated, an
hydrostatic test as described above, understood as a • an hydrostatic test as described above, has to
qualification of the bonding system, has to be per- be performed on one sample for each cross
formed a pressure of at least 4 pD for a selected num- section and each dimension (same material
and same details) at the design pressure on
ber of cross sections and for the larger dimension of
the portlight
the window.
• a mechanical test in accordance with ISO
In location where deadlights are required (see
614 on the portlight at 4 times the design
[5.6.4]):
pressure
• if they are already dimensioned in accordance
c) Glazing with frame glued to the hull, with or without
with [5.6.4] an hydrostatic test at the design
deadlight
pressure pD is to be carried out on a mockup
consisting of the deadlight and the hull an it's For the windows and its frame see the tests required
intended only to verify the fixing arrangement. It above in A.2 and for the bonding see what required for
may be carried out on the largest and thinner A.1.
deadlight, In location where deadlights are required (see [5.6.4]):
• if they are not already dimensioned in accord- • if they are already dimensioned in accordance with
ance with [5.6.4] in addition to the hydrostatic [5.6.4] an hydrostatic test at the design pressure pD
test above mentioned a mechanical test in is to be carried out on a mockup consisting of the
accordance with ISO 614 on a mockup consist- deadlight and the hull an it's intended only to verify
ing of the hull and the deadlight closed at a pres- the fixing arrangement. It may be carried out on the
sure at least equal to 2 pD is to be carried out. largest and thinner deadlight,
b) Mechanically connected glazing with frame, fixed or • if they are not already dimensioned in accordance
not easy openable, with or without deadlight: with [5.6.4] in addition to the hydrostatic test above
mentioned a mechanical test in accordance with
• the connection of the frame and the hull have to be
ISO 614 on a mockup consisting of the hull and the
approved.
deadlight closed at a pressure at least equal to 2 pD
If the relevant cross section has been assessed in is to be carried out.
accordance to the scantling determination proce-
If a fixed or not easy openable window has been already
dure above indicated and the frame is in accordance
tested in accordance with ISO 614 at a pressure of at
with [5.6.14].
least 3 pD and also the deadlight has been subject to the
- opt 1.a mechanical test in accordance with ISO 614 at a pres-
an hydrostatic test as described above, has to be sure of at least 2 pD, the hydrostatic test may be waived
performed on one sample for each cross section if after visual inspection and taking into consideration
and each dimension (same material and same the result of the mechanical tests on the deadlight and
details) at a pressure of at least 4 pD on the port- on the portlight the Surveyor considers it unnecessary.
light After the test in accordance with ISO 614 on the dead-
- opt 2.a light, any permanent deformation shall not be more

Pt B, Ch 1, Sec 1
than 1 % (0,01 times) the smaller dimension of the clear Arrangement different from the ones indicated above
opening. will be considered on a case by case base.
When a mechanical test on the portlight is required it is
In any case glazing not assessed in accordance to the
to be performed adding a steel plate of suitable thick-
scantling determination procedure are normally not
ness leaning on the frame and the punch is to push on
acceptable in any case it to be required at least an
the steel plate. After the test the permanent deforma-
hydrostatic test carried out on at least three samples
tions of the frame are not be more than 1% of the
with the same cross section, dimensions and details at a
smaller dimension of the frame.
pressure of at least 4 times the design pressures to be
The materials has to be tested by RINA. carried out.
For windows or portlights with frame at the request if
the Manufacturer a type approval may be issued. The All the test required in this paragraph except where writ-
type approval is valid for 5 years. ten different has to be witnessed by RINA.
When the hydrostatic test is required it is to be carried After installation on board every glazed opening have to
out in accordance with [5.6.16], where the maximum be subject to waterjet test at the Surveyor's satisfaction.
pressure required is different from 4pD where in [5.6.16]
is written 4pD it is to be substitute by the maximum pres- In the Table 11 below are reported all the possibilities of
sure required. assessment and the required documentation.

Pt B, Ch 1, Sec 1
Table 11 (1/1/2017)
Verification of the win-

Verification of the glass
Verification of Preliminary dows/portlight as product Verification of the dead-
thickness according to
the connection acceptance of (the connection between light and its fixing
the position and the
the hull the glass glass and frame and the fix- arrangement (2)
dimension
ing arrangement)
Fixed glass Bonding in • Punch test Scantling of the glass in - • deadlight in accord-
without accordance in accord- accordance with Sub- ance with [5.6 4]
frame glued with [5.6 14]a) ance with paragraphs from [5.6.8] • calculation
to the hull • calculation ISO 614 to [5.6.13]: • hydrostatic test on the
with or • declaration (3) • drawing of the glaz- deadlight at a pressure
without of bonding OR ing of at least PD (1)
deadlight characteris- • hydro- • calculation OR
tic static test • declaration of Sc • mechanical test in
• bonding in accord- and cD from Manu- accordance with ISO
application ance with facturer 614 on the deadlight
guidance [5.6 5] (3) • test on 3 samples in at a pressure of at least
OR accordance with 2 PD
Bonding tested 1288-3 or Declara- • hydrostatic test on the
in accordance tion from the Manu- deadlight at a pressure
with [5.6 14]b) facturer in of at least PD (1)
where possi- accordance with
ble (3) [5.6.8] (only for
• bonding chemically strength-
application ened glasses)
guidance • test in accordance
OR with 1288-3 on 10
• hydrostatic samples where
and required
mechanic • calculation and/or
test on a Manufacturer's dec-
make-up at laration where
a pressure required in [5.6.10]
of at least 4 for acceptance of
PD (3 sam- thickness range
ples) OR
• hydrostatic test on a
make-up at a pres-
sure of at least 4 PD
(3 samples)
(1) The test may be waived after visual inspection of the result of mechanical test on the window/portlight at a pressure of at least 3
PD and on the deadlight at a pressure of at least 2 PD
(2) As far as the equivalence between 3mm of polycarbonate and other type of interlayer's material to avoid the deadlight see
[5.6.17]
(3) For glasses fitted in the superstructure not contributing to the buoyancy the test may be carried out by the Manufacturer/Ship-
yard that has to issue a declaration.

Pt B, Ch 1, Sec 1
Table 11 (1/1/2017)

dimension
ing arrangement)
Glass with Bonding in • Punch test Scantling of the glass in Opt 1a • deadlight in accord-
frame fixed accordance in accord- accordance with Sub- • frame in accordance ance with [5.6 4]
or not easy with [5.6 14]a): ance with paragraphs from [5.6.8] with [5.6.14] • calculation
openable • calculation ISO 614 to [5.6.13]: • hydrostatic test on the • hydrostatic test on the
glued to the of the (3) • drawing of the glaz- windows/portlight at a deadlight at a pressure
hull with or bonding or OR ing pressure of at least 4 PD of at least PD (1)
without fem • hydro- • calculation Opt 2a OR
deadlight • declaration static test • declaration of Sc • frame in accordance • mechanical test in
of bonding in accord- and cD from Manu- with [5.6.14] accordance with ISO
characteris- ance with facturer • hydrostatic test on the 614 on the deadlight
tic [5.6 5] (3) • test on 3 samples in windows/portlight at a at a pressure of at least
• bonding accordance with pressure of at least PD 2 PD
application 1288-3 or Declara- • mechanical test in • hydrostatic test on the
guidance tion from the Manu- accordance with ISO deadlight at a pressure
OR facturer in 614 on the win- of at least PD (1)
Bonding tested accordance with dows/portlight at a
in accordance [5.6.8] (only for pressure of at least 3 PD
with [5.6 14]b) chemically strength- Opt 1b
where possible ened glasses)
• hydrostatic test on the
(3) • test in accordance windows/portlight at a
• bonding with 1288-3 on 10 pressure of at least 4 PD
application samples where
• mechanical test in
guidance required
accordance with ISO
OR • calculation and/or
614 on the portlight at
• hydrostatic Manufacturer's dec-
a pressure of at least 2
and laration where
PD
mechanic required in [5.6.10]
Opt 2b
test on a for acceptance of
thickness range • hydrostatic test on the
make-up at
OR windows/portlight at a
a pressure
pressure of at least PD
of at least 4 • hydrostatic test on a
PD (3 sam- make-up at a pres- • mechanical test in
ples) sure of at least 4 PD accordance with ISO
(3 samples) 614 on the portlight at
PD
PD and on the deadlight at a pressure of at least 2 P D
[5.6.17]

Pt B, Ch 1, Sec 1
Table 11 (1/1/2017)

dimension
ing arrangement)
Glass with The mechani- • Punch test Scantling of the glass in Opt 1a • deadlight in accord-
frame fixed cal connection in accord- accordance with sub- • frame in accordance ance with [5.6 4]
or not easy is to be ance with paragraphs from [5.6.8] with [5.6.14] • calculation
openable approved: ISO 614 to [5.6.13]: • calculation • hydrostatic test on the
mechani- • drawing (3) • drawing of the glaz- • hydrostatic test on the deadlight at a pressure
cally con- with the OR ing windows/portlight at a of at least PD (1)
nected to detail of the • hydro- • calculation pressure of at least 4 PD OR
the hull connection static test • declaration of Sc Opt 2a • mechanical test in
with or in accord- and cD from Manu- • frame in accordance accordance with ISO
without ance with facturer with [5.6.14] 614 on the deadlight
deadlight [5.6 5] (3) • test on 3 samples in • hydrostatic test on the at a pressure of at least
accordance with windows/portlight at a 2 PD
1288-3 or Declara- pressure of at least PD • hydrostatic test (1) on
tion from the Manu- • mechanical test in the deadlight at a
facturer in accordance with ISO pressure of at least PD
accordance with 614 on the win- (1)
[5.6.8] (only for dows/portlight at a
chemically strength- pressure of at least 3 PD
ened glasses)
Opt 1b
• test in accordance
• hydrostatic test on the
with 1288-3 on 10
windows/portlight at a
samples where
pressure of at least 4 PD
required
• mechanical test in
• calculation and/or
accordance with ISO
Manufacturer's dec-
laration where
required in [5.6.10]
PD
for acceptance of
thickness range Opt 2b
OR • hydrostatic test on the
• hydrostatic test on a windows/portlight at a
make-up at a pres- pressure of at least PD
sure of at least 4 PD • mechanical test in
(3 samples) accordance with ISO
PD
PD and on the deadlight at a pressure of at least 2 PD
[5.6.17]

Pt B, Ch 1, Sec 1
5.7 Skylights is maintained in the spaces for the safety and the operation
of the machinery, according to the Manufacturer's specifi-
5.7.1 (1/1/2017)
cation.
For yachts having length LLL or LH not more than 24 m, the
requirements of ISO STANDARD 12216 are to be applied. Ventilator openings are to be designed and position with
For yachts having length LLL or LH more than 24 m the lock- care, above all in exposed zones or those subject to high
ing devices are to be the same required for flush hatches stress. The deck plating in way of the coamings is to be ade-
(see item [5.5.3]). quately stiffened.
The scantlings of ventilators exposed to the weather are to
5.8 Outer doors be equivalent to those of the adjacent deck or bulkhead.
Ventilators are to be adequately stayed.
5.8.1 Doors in the superstructure's side
Doors of exposed bulkheads of superstructures are to be of Ventilators which, for any reason, can be subjected to liquid
adequate dimensions and construction such as to guarantee pressure are to be made watertight and have scantlings suit-
their weathertight integrity. able for withstanding the foreseen pressure.
The use of FRP for doors on the weather deck other than For yachts having gross tonnage not greater than 350, the
machinery spaces may be accepted, providing the doors are position of the air intake may be accepted below the
sufficiently strong. weather deck, provided that the following requirements are
satisfied:
Where the doors may be required to be used as a means of
escape, the securing arrangements are to be operable from a) the minimum down flooding angle meets the minimum
both sides. of the stability criteria
The height of the sills of doors above the exposed deck that b) means are provided to the satisfaction of RINA in order
give access to compartments below the deck is to be not to guarantee the hull integrity.
less than the following value: c) a bilge level alarm associated with additional automatic
Deck position 1 Deck position 2 bilge pumps is to be provided inside the compartments
Outer doors 100 mm 75 mm where such ducts are fitted
Companionways 100 mm 75 mm d) the openings are fitted, as far as practicable, close to the
weather deck and in any case are as small as possible
Doors on the weather deck to 1st tier accommodation or
other spaces protecting access below may have four clips. 5.10.2 Closing appliances (15/3/2011)
5.8.2 Sliding glass doors (1/1/2017) All ventilator openings, having a duct section of m2 or
Arrangements with sliding glass doors or glass walls are more, are to be provided with efficient weathertight closing
generally permissible only for the after end bulkhead of appliances unless:
superstructures. • the height of the coaming is greater than 4,5 m above
Sliding glass doors located in the lateral side of the vessel the deck if fitted in Position 1;
may be accepted if they are located in the second tier of • the height of the coaming is greater than 2,3 m above
superstructure or more or if they are protected by a solid the deck if fitted in Position 2.
bulwark at least 600mm height.
As a general rule, closing appliances are to be permanently
They have to be made preferably of laminated glass. attached to the ventilator coamings.
As far as all the other aspects see [5.6]. Ventilators are to be fitted with a suitable means of prevent-
The sills of these doors are to be in accordance with the ing ingress of water and spray when open and to have suita-
requirements set out in [5.8.1]. ble drainage arrangements leading overboard.
5.9 Drawings 5.11 Air pipes

5.9.1 A plan showing the position portlights, windows, 5.11.1 General
skylights, external doors and glass walls is to be submitted; Air and sounding pipes are to comply with the requirements
their dimensions and sills are to be clearly indicated. of Pt C, Ch 1, Sec 9, [7].
5.10 Ventilation 5.11.2 Height of air pipes

The height of air pipes from the upper surface of decks
5.10.1 General exposed to the weather is to be in compliance with the
Accommodation spaces are to be protected from gas or requirements of Part C.
vapour fumes from machinery, exhaust and fuel systems.
Yachts are to be adequately ventilated throughout all 5.12 Bulwarks and guardrails or guardline
spaces.
The machinery spaces are to be adequately ventilated so as 5.12.1 Stength, location and height (1/1/2016)
to ensure that, when machinery therein is operating at full Bulwarks, guardrails or guardline are to be arranged on
power in all weather conditions, an adequate supply of air exposed decks.

Pt B, Ch 1, Sec 1
Where this is not practicable, and for an area not normally height of the bulwark, taking into account the trim
accessed under operational conditions, they may be omit- that the unit assumes
ted and handrails are to be provided. Handrails are to meet
• in every case this calculation criterion can be
the requirements of ISO STANDARD 15085.
applied to a unit that has a height of the exposed
For yachts having length LLL or LH not more than 24 m the deck over the full load water level of not less than
requirements of ISO STANDARD 15085 are to be applied. two meters.
For yachts of no more than 200 GT, the above condi-
For yachts having length LLL and LH more than 24 m the tions do not need to be checked.
requirements of ISO STANDARD 15085 are to be applied
for the strength of the guardline and guardrails structure. In any case, the freeing ports arrangement must take
into account the sloping deck, by avoiding, as far as
The height of bulwarks or rails, or a combination of both, is possible, the positioning of freeing ports with a major
to be not less than 600 mm. Lesser heights may be consid- area in the bow zone.
ered with regard to location and hazards involved.
• yachts having LL equal to or less than 24 m:
The maximum clearance below the lowest course of the the requirements of ISO STANDARD 11812 are to be
guardline is to be 230 mm. The other courses of guardline complied with.
are to be not more than 380 mm.
The stanchions are to be spaced at not more than 2,2 m. 5.13.2 Freeing port arrangement
Where they exceed 230 mm in depth, freeing port openings
are to be protected by rails or bars spaced not more than
5.13 Freeing ports 230 mm apart.
5.13.1 (15/3/2011) The area of freeing ports is to be located for two-thirds in
Any bulwarks or guardrails are to be provided with freeing the half of the well nearer the lowest point of the sheer
port openings having dimensions given as follows: curve.
• yachts having LLL or LH more than 24 m: 5.13.3 Cockpits and cockpits drainage (1/1/2016)
freeing port area A (m2) for each side not less than For yachts not more than 24 m (LLL or LH), recesses and their
means for discharge outboard are to be in compliance to
A= 0,07 l ISO STANDARD 11812.
Where: For yachts having length LLL or LH more than 24 m, the total
area A in (m2) of the means of discharge outboard is to be
l (m) = length of bulwark on one side, but need not not less than the value given by the formula:
exceed 0,7 LWL
A = 0,003 V
The value given from the above formula is to be cor-
rected for the height of the bulwarks according to the where V is the value of the well, in m3.
following criteria.
If the bulwark height exceeds 1,2 m, the freeing port 5.14 Tanks
area is to be increased by 0,004 m2 per metre of bul- 5.14.1 (1/1/2016)
wark length for each 0,1 m difference in height. Where
the bulwark height is less than 0,9 m in height, the free- "Tanks" means the structural tanks that are part of the hull
ing port area is to be decreased by the same ratio. and intended to contain liquids (water, fuel oil or lube oil).
In order to contain fuel oil with a flashpoint ≤ 55° C, the use
For yachts having gross tonnage less than 300 GT, the of non structural tanks is required. As far as non-structural
area of freeing ports openings calculated according to fuel tanks see Sec 4. Tanks, complete with all pipe connec-
the above formula can be reduced up to 50%, providing tions, are to be subjected to a hydraulic pressure test with a
the following conditions are complied with: head above the tank top equal to h, as defined in Sec 5, or
to the overflow pipe, whichever is the greater.
• the well in which the above port freeing openings
are fitted is to be considered flooded At the discretion of RINA, leak testing with an air pressure
of 0,015 MPa may be accepted as an alternative, provided
• the stability standards of Chapter 6 must be satisfied, that it is possible, using liquid solutions of proven effective-
keeping in mind the water embarked in the well and ness in the detection of air leaks, to carry out a visual
the free surface of the water inspection of all parts of the tanks with particular reference
to pipe connections.
• after well flooding, the unit must not assume a trim
that can jeopardize the safety conditions As far as tanks in reinforced plastic hulls see Ch 4, Sec 1,
[6.3].
• the degree of flooding of the well will be assessed
case by case in relation to the conformation and

Pt B, Ch 1, Sec 2
SECTION 2 HULL OUTFITTING
1 Rudders and steering gear V : maximum design speed, in knots, of the yacht at
full load draught.
1.1 General In the case of sailing yachts, with or without
auxiliary engine, the following formula is to be
1.1.1 These requirements apply to ordinary profile rudders used for the calculation of V:
without any special arrangement for increasing the rudder 0, 5
V = 2, 3 L
force, such as fins or flaps, steering propellers, etc.
where L is the length as defined in Sec 1;
Unconventional rudders of unusual type or shape and those
with speeds exceeding 45 knots will be the subject of spe- e : 235/RS; the minimum yield stress RS is to be
cial consideration by RINA. taken not greater than 0,7 Rm, where Rm is the
minimum ultimate tensile strength of the rudder
In such cases, the scantlings of the rudder and the rudder
stock material.
stock will be determined by means of direct calculations to
be agreed with RINA as regards the loads and schematisa- However, the diameter DT is not to be taken less
tion. than 20 e1/3, in mm.
In general, the loads will be determined either by model For rudder stocks made of material which is
tests, or by measurements taken on similar yachts, or using more corrosion resistant than mild steels, a
recognised theories. lower value for diameter DT than that obtained
as above may be accepted by RINA on a case-
The stresses in N/mm2 are not to be greater than the follow-
by-case basis. In no case is such value to be
ing:
reduced by more than 10%.
• torsional stress = 70/e
The diameter of rudder stocks made of compos-
• Von Mises equivalent stress = 120/e ite materials may be derived using the above
formulae, taking as the value RS for the calcula-
as defined in [1.2.1].
tion of e, the value of shear tensile strength of
The "steering gear" of a yacht means all apparatus and the composite material.
devices necessary for the operation of the rudder, or equiva-
The inertia of the composite rudder stock Ic is to
lent means of manoeuvre, constituted by:
be not less than Im/Em/Efc, where:
• main steering gear, designed to ensure control of the
Im - the inertia of the Rule metal rudder stock
yacht at the maximum navigational speed;
• auxiliary steering gear, enabling control of the yacht in Em - the modulus of elasticity of the metal
the event of an emergency due to mechanical break- Efc - the bending modulus of elasticity of the
down of the components of the main steering gear. composite material.
The acceptance of rudder stocks made of com-
1.2 Rudder stock posite material is, in any event, subject to an
inspection of the fabrication procedure and,
1.2.1 Rudder subject to torque only where appropriate, to comparative working
The diameter DT, in mm, of rudder stocks, assumed in solid tests.
bar and subject to torque only, is given by the following for-
mula: 1.2.2 Rudder stocks subject to torque and bending
1⁄3
The diameter DTF, in mm, of rudder stocks subject to torque
2
D T = 12 ( A ⋅ R ⋅ V ⋅ e ) and bending, as in the case of rudders with two bearings
where: (with solepiece) and of space rudders (see types IA, IB and II
in Fig) is to be not less than the value obtained from the for-
A : total rudder area, in m2 bounded by the rudder's
mula:
external contour including the mainpiece;
R : horizontal distance, in metres, from the centroid D T F = K ⋅ DT
of area to the centreline of pintles, to be taken where:
not less than 0,12b, where b is the width, in
DT : diameter, in mm, of the rudder stock, as defined
metres, of the rudder, if the latter has a rectan-
and calculated in [1.2.1];
gular contour; for rudders with non-rectangular
contours, b = A/h is to be taken, where h is the K : 1,08 + 0,06 ( H / R ) for type IA or type IB rud-
rudder height, in m, in way of the centreline of ders;
pintles mentioned above; 1,08 + 0,24 ( H / R ) for type II rudders;

Pt B, Ch 1, Sec 2
H : vertical distance, in metres, from the centroid of d N ≥ 1, 2 ⋅ d 0

the area A to the lower end of the rudder stock
bearing in way of the piece. and, in any case,:
The diameter of the rudder, required in way of the main- d N ≥ 1, 5 ⋅ d G
piece bearing, is to be extended at the upper part to at least
Between the nut and rudder gudgeon a washer is to be
10% of the height of the bearing or to a height equivalent to
fitted having a thickness not less than 0,13 dG and an
2 DTF, whichever is the greater; beyond this limit, the rudder
outer diameter not less than 1,3 d0 and 1,6 dG, which-
stock diameter may be gradually tapered so as to reach the
ever is the greater.
value of DT in way of the coupling between rudder stock
and tiller. b) Cone coupling without hydraulic arrangements for
assembling and disassembling the coupling
At the lower part, the diameter DTF is to be extended as far
Taper:
as the coupling between the rudder stock and the main-
piece; in the absence of such coupling, the diameter may 1 ⁄ 12 ≤ ( d 1 – d 0 ) ⁄ t s ≤ 1 ⁄ 8
be gradually tapered below the upper edge of the rudder
t S ≥ 1 ,5 ⋅ d 1
blade.
d G ≥ 0,65 ⋅ d 1
1.2.3 Tubular rudder stock
Where a tubular rudder stock is adopted, its inner diameter t N ≥ 0,60 ⋅ d G
d1 and outer diameter d2, in mm, are to comply with the fol-
lowing formula: d N ≥ 1, 2 ⋅ d 0
4
d2 – d1
4 1⁄3 and, in any case,
----------------- ≥D
d2 d N ≥ 1, 5 ⋅ d G
where D = DT, for rudders dealt with in [1.2.1], and D = The dimensions of the locking nut, in both (a) and (b) above,
DTF, for rudders dealt with in [1.2.2]. are given purely for guidance, the determination of ade-
quate scantlings being the responsibility of the Designer.
1.3 Coupling between rudder stock and In cone couplings of type (b) above, a key is to be fitted hav-
mainpiece ing a cross section 0,25 DT x 0,10 DT, and keyways in both
the tapered part and the rudder gudgeon.
1.3.1 Horizontal couplings
In cone couplings of type (a) above, the key may be omit-
Horizontal flange couplings between the rudder stock and ted. In this case the Designer is to submit to RINA shrink-
the mainpiece when not integral are to have: age calculations and supply all data necessary for the
• flanges of dimensions such that the coupling bolts are relevant check.
distributed on a circumference having a diameter not All necessary instructions for hydraulic assembly and disas-
less than 2D or in a similar manner, where D is as sembly of the nut, including indication of the values of all
defined in [1.2.3]; relevant parameters, are to be available on board.
• flanges of thickness not less than the diameter d of the
bolts; Figure 1
0,5
• bolts of diameter d, in mm, not less than 0,65 D/n ,
where n is the number of bolts, which in no case is to be
less than 4;
• bolts whose axes are at a distance not less than 1,2 d
from the external edge of the flanges;
• bolt nuts provided with means of locking.
1.3.2 Cone couplings

Cone couplings of the shape shown in Fig 1 (with explana-
tions of symbols used in a) and b) below) are to have the fol-
lowing dimensions:
a) Cone coupling with hydraulic arrangements for assem-
bling and disassembling the coupling
Taper:
1 ⁄ 20 ≤ ( d 1 – d 0 ) ⁄ t s ≤ 1 ⁄ 12
t S ≥ 1, 5 ⋅ d 1
d G ≥ 0,65 ⋅ d 1
t N ≥ 0,60 ⋅ d G

Pt B, Ch 1, Sec 2
1.4 Rudder mainpiece and blade • mass per unit surface, m, in kg/m2, of the glass rein-
forcement of the material, m = 0,6Vb, where V and b
1.4.1 Mainpiece types are as defined in [1.2.1]. The thickness of the plate is, in
The rudder mainpiece is formed by the stock, extended into any case, to be not less than 5 mm.
the blade when the coupling does not exist, or, otherwise,
by a solid or tubular bar, a double T or a box structure, as in 1.4.4 Cast rudders
the case of rudders with double plating. For rudders and their stocks obtained by casting, the type of
material and the relevant mechanical characteristics are to
The arms or the webs supporting the blade are to be struc-
be submitted to RINA for examination.
turally connected to the mainpiece.
Castings with sharp edges and sharp section changes are to
1.4.2 Plate rudders be avoided, in particular when stock and plating are cast in
The following requirements apply to rudders made of hull one piece.
plates of ordinary steel; plates of other metallic material,
e.g. aluminium alloy or stainless steel, are permitted; their 1.5 Rudder bearings, pintles and stuffing
scantlings will be stipulated on the basis of their characteris- boxes
tics in accordance with a criterion of equivalence.
Single-plate rudders are to have: 1.5.1 Rudder bearings (1/1/2017)
• mainpiece with section equal, or equivalent, to that of Rudder "bearings" means:
the stock in way of the upper edge of the blade, gradu- • the bearing supporting the radial load fitted at the rud-
ally tapered in the lower half to not less than 50%; der trunk, that at the solepiece and that in way of the
stock/tiller coupling;
• plate with thickness t = 5 + 0,11 (DT - 20 ) mm, to be
linearly increased with the arm spacing s, when s is • a bearing, or equivalent device, carrying the vertical
greater than 750 mm; load, in order to support the weight of the rudder;
• horizontal arms with solid rectangular section, or equiv- • rudder stop devices, designed to prevent the rudder
alent each having, at the root, section modulus, in cm3, from lifting as necessary.
Z = 7 + 0,8 (DT- 20 ); for DT < 60 mm, Z = 7:cm3 is to The rudder trunk bearing height h, in mm, is to be between
be taken. 1,5 D and 2 D, where D is the local stock diameter as
defined in [1.2.3].
Double-plate rudders are to have:
Lower values of h, but in no case less than 1,2 D, may be
• mainpiece of section equal, or equivalent, to the section
accepted except in the case of spade rudders, for which h ≥
specified for single-plate rudders;
1,5 D is required.
• thickness t, in mm, of the plating, including that of
upper or lower closing, and vertical and horizontal The distance between the top of the lower bearing and the
webs, given by the following formula: bottom of the upper bearing or the distance between the top
of the bearing and the top of the rudder trunk, if only one
0, 45 3
t = DT ( 0, 7 + s ⁄ 10 ) bearing is fitted, is to be in general between 3D and 4D.
where: If 2 bearings are foreseen and their total length is more than
s : spacing of the horizontal webs, in mm, to 3D or the single bearing is longer than 3D the above men-
be taken for the calculation as not greater tioned distance may be reduced accordingly, considering
than 1000; that the total rudder trunk height need not be more than 5D.
DT : rudder stock diameter, in mm, as defined in The rudder trunk is to be of adequate thickness (in general
[1.2.1]; equivalent to the thickness of the hull in that area) and duly
• welded connections complying with the requirements connected to the hull to the satisfaction of the Surveyor.
of Chapter 2 for steel rudders, and Chapter 3 for alumin- If the rudder stock is lined in way of the trunk bearing (for
ium alloy rudders; instance with stainless steel brush), the lining is to be shrunk
• internal surfaces protected by painting; the filling of the on.
rudder with light material of expanded type is permit-
To avoid unnecessary flexural loads the part of the rudder
ted;
stock where the tiller is connected is to be close to the
• drainage hole. upper part of the rudder trunk.
1.4.3 Rudders with blade made of glass reinforced Any proposed welding overlay may be accepted subject to
plastics the use of a welding process recognised as suitable by
Such rudders are to have, in particular: RINA.
• stock and mainpiece, in solid or tubular bar, made of 1.5.2 Pintles
hull steel or light alloy, and mainpiece arms, of the same The minimum diameter DA, in mm, of the pintles, outside of
material, structurally connected to the mainpiece; any lining or welding, is given by the following formula:
• blade made of a single plate or composed of two pre-
DA = c + 0,6 D
formed plates, made of glass reinforced plastics, com-
plying with the requirements of Chapter 4 and filled where:
with light material; c : 1, for rudders dealt with in [1.2.1]

Pt B, Ch 1, Sec 2
5, in other cases; 1.6.3 Steering gear of remote controlled type with

rope or chain
D : rudder stock diameter as defined in [1.2.3].
The rudder tiller, or quadrant, is to have:
The height of the pintle bearing surface is to be approxi- • hub of height h ≥ DT, in mm, and thickness t ≥ 0,4 DT, in
mately 1,2 DA, but in no case less than DA. mm;
The tapering of any truncated cone-shaped part of the pin- • section modulus Z, in cm3, in way of the connection to
tle, in way of the connection to the hull, is to be 1:6 with the hub, given by the following formula:
respect to the diameter. 3
DT a – b
Z ≥ 0, 15 ⋅ ------------
- ⋅ ------------
For any lining or welding, the requirements of [1.5.1] apply. 1000 a
where:
1.5.3 Sealing devices
DT : Rule diameter, in mm, of the rudder stock sub-
In rudder trunks which are open to the sea, a seal or stuffing
ject to torque only;
box is to be fitted above the deepest load waterline, to pre-
vent water from entering the steering gear compartment and a : length, in mm, of the tiller, measured from the
lubricant being washed away from the rudder carrier. rudder stock to the point of connection of rope
or chain to the stock;
If the top of the rudder trunk is below the deepest load b : 0,5 DT + t, in mm.
waterline, two separate seals or stuffing boxes are to be pro-
The tiller-stock coupling is to be of the type with square sec-
vided.
tion, or with cylindrical section and key, and the tiller hub is
to be bolted; in particular:
1.6 Steering gear and associated apparatus • the hub bolts are to have diameter db, in mm, not less
than the value given by the formula:
1.6.1 Premise
0, 4D
These requirements apply to the most commonly used types d b = --------------
0, 5
2n
of steering gear, which are dealt with below; any different
types will be specially considered by RINA in each case. where n is the number of bolts on each side of the hub;
in any case the diameter db is to be not less than 12 mm;
1.6.2 Types of steering gear • the coupling key is to have rounded edges, length, in
mm, equal to the hub thickness, thickness, in mm, equal
Remote controlled steering gear of one of the following
to 0,17 DT and section area, in mm2, equal to 0,25 DT2.
types:
• tiller; hydraulic actuator of the tiller and associated pip- Alternative arrangements will be subject to special consid-
ing; valves and hydraulic pump controlled by rudder eration by RINA.
wheel;
1.6.4 Steering gear with hydraulic or electro-
• the above apparatus, with the addition of an electric hydraulic type remote control
pump feeding the actuator through distributor and gyro- The parts of such steering gear are to comply with the spe-
pilot follow-up link. cific requirements of Pt C, Ch 1, Sec 10.

Pt B, Ch 1, Sec 2
Figure 2
Type IA Type IB Type II
2 Propeller shaft brackets When the brackets are connected by means of palms, the
latter are to have thickness not less than 0,2 dp and are to be
connected to the hull by means of bolts with nuts and lock
2.1 Double arm brackets nuts on the internal hull structures, which are to be suitably
2.1.1 (1/1/2017) stiffened to the satisfaction of RINA.
Double arm propeller shaft brackets consist of two arms The thickness of the plating in the vicinity of the connection
forming an angle as near as practicable to 90°, and con- is to be increased by 50%.
verging into a propeller shaft bossing. In the case of metal hulls and brackets of the same material,
Arms having elliptical or trapezoidal section with round the connection between bracket and hull is to be carried
fairing are to have an area A, in mm2, at the root not less out by means of welding.
than that given by the following relationship: The brackets are to be continuous through the plating and
to be connected internally to suitable transverse or longitu-
1600 + R ma
A = 87, 5 ⋅ 10 d P ⋅  ----------------------------
–3 2
- dinal structures.
 R ma 
The plating in way of the bracket connection is to be suita-
where: bly increased and connected to the arm bracket with full
dp : Rule diameter of the propeller shaft made of penetration welding.
steel with ultimate tensile strength Rm = 400
measured inside the liner, if any, in mm, 2.2 Single arm brackets
Rma : minimum ultimate tensile strength, in N/mm ,2 2.2.1 (15/3/2011)
of the material of the brackets. Single -arm shaft brackets are to have a section modulus at
ship plating level, in cm3, of not less than:
The maximum thickness in way of the above section is to be
not less than 0,4 dp. 30
W = -------- × 10 –3 × I × d 2 so × ( n × d so ) o, 5
R ma
Considering the diameter ( d ) of the shaft propellers calcu-
lated according the formula given in Pt C, Ch 1, Sec 6, where:
[2.2.2] or [2.2.3] as applicable taking in account the effec- l : length of the arm, in m, measured from the shell
tive material mechanical characteristics the boss is to have plating to the centreline of the shaft boss,
length not more than 4 d, but in no case may a length less
n : shaft revolutions per minute,
than 3 d be accepted. The boss is to have thickness of not
less than 0,25 d when the diameter shaft propeller is calcu- dso : Rule diameter, in mm, of the propeller shaft, for
lated according Pt C, Ch 1, Sec 6, [2.2.2] and not less than carbon steel material,
0,35 d, when the diameter of the propeller shaft is calcu- Rma : minimum tensile strength, in N/mm2, of arms,
lated according to Pt C, Ch 1, Sec 6, [2.2.3]. with appropriate metallurgical temper.

Pt B, Ch 1, Sec 2
Boss thickness is to be calculated as for the double arm LGL = 3,1 Δ (if Lwl > 20 m)
brackets. LGL = 1,60 Δ (if Lwl < 10 m)
Moreover, the cross-sectional area of the boss is not to be b) Vertical grounding load VGL, in tons, acting upward on
less than 60% of the cross-sectional area at the shell. the bottom of the keel
VGL = 1,60 Δ
3 Sailing yacht appendages and com- is to be verified that shear stress and primary stress due
ponent fastenings to the load as indicated in a and b are not more than the
value given from the following formula:
3.1 Keel connection shear stress < 0,70 ηB
3.1.1 (1/1/2011) primary stress < 0,70 ηR
The typical ratio of the weight of external ballast to light dis- where:
placement is generally 0,4 ÷ 0,5. Δ : is the maximum displacement of the vessel, in
The ballast may be internal or external to the hull. tonnes;
In the first case, the ballast is to be permanently secured, by ηR : is the minimum shear yield stress of the bolts mate-
clips or equivalent means, to the resistant structures of the rial, in N/mm2.
hull (floors, frames, etc.) but in no case to the plating, on Where direct calculations are carried out to determine the
which it is never to bear, so as not to shift even during roll- diameter of bolts, the degree of locking is to be taken into
ing or pitching. account and a safety factor ≥ 3,5 in relation to the ultimate
In the second case, the connection to the hull is to be tensile strength and ≥ 2 in relation to the yield stress of the
effected by means of bolts long enough to incorporate the bolt material is to be applied.
height of the ballast, either wholly or in part; such bolts are
to pass through the hull, with a head (or nut and lock nut) at 3.1.2 Chain plates
one end and a nut and lock nut at the other, towards the The plates should be ample in size and well fastened to the
inside of the hull. The surface of the ballast keel head is to structure to distribute the loads.
be flush with the surface of the hull, the bolt holes are to be Many arrangements may be adopted according to the
fashioned with equipment designed to achieve an almost design philosophy.
complete absence of play between bolt and hole, and the
Basically, the following arrangement could be adopted:
locking of the nuts is to be uniform. The nuts are to rest on
plates or large washers and to be left uncovered so that they a) Single strap design:
may be easily examined. in this case the chainplates may be fitted internally or
The diameter d, in mm, at the bottom of the thread of each externally and by means of bolts. In the case of internal
keel bolt is given by the following formula: fittings, the bolts are to have large heads; on account of
their appearance, washers are not normally fitted on the
0, 5
W × hG outside of the hull;
d = 1, 60 × -------------------
-
Σli × σ R b) Bracket connection
where: in this case the chainplate is connected to a plywood
bracket by means an angle or flat bar chainplate.
W : is the total weight of the ballast in N ;
The chainplate is to be bolted to the bracket. Where
hG : is the distance in mm, from the centroid of the
possible, the chainplates are to be bolted directly to the
ballast, to the plane attachment of the ballast to bulkhead. Where the chanplate and bolts penetrate, the
the hull ; hull or deck is to be made watertight with a flexible
σR : is the minimum yield strength of the bolt mate- sealant rather than a rigid resin, which may crack under
rial, N/mm2; the strain and result in annoying leakage.
Σli : summation of the distances from the centre of Chainplates are to be generally of mild steel, stainless
the bolts on side of the keel to the edge of the steel, monel or aluminium. Bolts are to be galvanically
keel on the other side, in mm. compatible with the other materials and are to be sea
If there are fewer bolts on one side of the keel, Σli is to be corrosion-resistant.
measured from the centroid of the bolts on that side to the Adequately hull reinforcement is to be provided in way
edge of the keel on the other side. of the chainplates.
Where are fitted bolts on the longitudinal axis of the keel,
3.1.3 Component fastenings
Σli should be measured from the centre of the bolts to the
edge of the keel. Components can be satisfactorily fastened with bolts,
screws or rivets. These fasteners are to be of a corrosion-
It is to be verified that the arrangement is strong enough to resistant metal. Bolts, washers, backing plates and fittings
withstand the grounding loads. It is assumed that the con- are to be of a compatible material. Where chemically
ventional grounding loads are the following: incompatible, adequately insulation is to be provided. If the
a) Longitudinal grounding loads acting in the aft direction components are to be fitted to a hull structure in sandwich
and parallel to the longitudinal hull axis. The load is to construction with low density core materials, the local hull
be applied to the bottom edge of the keel area is to be replaced with structurally effective inserts in

Pt B, Ch 1, Sec 2
way of bolted connections and fittings. The inserts are to be • For light alloy tunnels: the Rule thickness of the adja-
sea adequately bonded to the laminate skins and to the cent plating increased by 10% (but at least 1 mm), and
adjacent low density core. in any case not less than 8 mm.
Alternatively, the local area can be replaced with mono- • For composite tunnels: the Rule thickness of the adja-
lithic laminate of the same thickness as the sandwich lami- cent plating increased by 25%; in any case the thickness
nate. is to be not less than 8 mm. If tunnel diameter is not
more than 500 mm, a thickness not less than the Rule
4 Stabilizer arrangements thickness of the adjacent plating can be accepted. In
any case, the mechanical characteristics of the proposed
laminate are to be not less than the ones of the bottom
4.1 General adjacent plating.
4.1.1 The scantlings, arrangement and efficiency of stabi-
liser arrangements do not fall within the scope of Classifica- 5.2 Tunnel arrangement details
tion; nevertheless, the bedplates of the various components,
5.2.1 The system for connecting the tunnel to the hull
the supporting structures and the watertight integrity are to
depends on the material used for the construction.
be examined.
5.2.2 (1/3/2014)
4.2 Stabilizer arrangements The thickness of the plating is to be locally increased as
stated in Ch 2, Sec 5, or Ch 3, Sec 5 as applicable.
4.2.1 The stabilizer fin machinery is to be supported by
5.2.3 The tunnel is to be connected to the plating by
adequately reinforced structures.
means of full penetration welding.
Drawings are to be submitted for approval showing the
position, the supporting structures and the loads transmit- 5.2.4 For tunnels in composite material, the weight of the
ted. connecting laminate stiffener is to be equal to the weight of
4.2.2 (1/1/2011) the bottom plating stiffener. The stiffener is to be arranged
on both sides of the plating laminate.
The shell plating in way of stabilizer fins is to be adequately
reinforced. In the case of fixed type stabiliser fins, the pas- Prior to the connecting lamination, the surfaces of the tun-
sage to the hull and the components necessary for the oper- nel and the plating concerned are to be suitably cleaned
ation of the system, supported by adequately reinforced and prepared and the edges of the cuts are to be sealed with
structures, are to be arranged in a watertight box with an resin.
inspection opening fitted with a watertight cover.
In metal structures, the watertight box is to be at least of the
6 Water-jet drive ducts
same thickness as the adjacent shell plating. The box is to
be well stiffened. For GRP vessels, the scantling of the 6.1
watertight boxes and their stiffeners will be considered case
by case. Where it is not practical to provide a watertight 6.1.1 The thickness of the duct is to be in accordance with
box, particularly because of the restricted inside spaces, the the Manufacturer's specifications and, in general, is to be
arrangement will be specially considered by RINA. not less than that of the adjacent plating.
The duct is to be adequately supported, stiffened and fully
4.3 Stabilizing tanks integrated with the hull structure.
The water-jet drive supporting structures are to be able to
4.3.1 The tank structures are to comply with the require- withstand the loads induced by the propulsion system in the
ments for tank bulkheads, taking into account the maximum following conditions:
head that may arise in service. • maximum thrust ahead
Where sloshing is foreseeable the scantlings will be the sub-
ject of special consideration. • maximum thrust at the maximum lateral inclination
• maximum reverse thrust (astern speed).
5 Thruster tunnels The foregoing loads are to be provided by the water-jet
drive Manufacturer and adequately documented.
5.1 Tunnel wall thickness All hull openings are to be adequately reinforced and to
5.1.1 (15/3/2011) have well rounded corners.
The thickness of the tunnel is to be in accordance with the The thickness of the plating in the vicinity of the duct
Manufacturer's specifications; in general, the thickness is to entrance is to be locally increased as stated in [5.2.2].
be not less than: The Manufacturer is to assess the need to arrange suitable
• For steel tunnels: the Rule thickness of the adjacent means of protection at the duct opening in order to prevent
plating increased by 10% (but at least 2 mm), and in any the ingress of foreign bodies which may damage the inter-
case not less than 7 mm. nal mechanism.

Pt B, Ch 1, Sec 2
7 Crane support arrangements Insert plates are to be provided in the deck in way of the
crane foundation; in order to avoid concentration of forces,
these insert plates are to have suitable dimensions (in
7.1 respect to the dimensions of the foundation), be suitably
prepared and have round corners. The thickness of these
7.1.1 Crane foundations are to be designed considering inserts shall be in accordance with the Designer's calcula-
the worst combinations of the following loadings: tions.
- maximum load capacity; A drawing of this arrangement with all the forces acting and
the detail of the connection to the deck is to be sent for
- the weight of the crane itself. approval.

Pt B, Ch 1, Sec 3
SECTION 3 EQUIPMENT
1 General 4 Mooring lines

1.1 4.1
1.1.1 The anchoring equipment required in 6 is intended 4.1.1 Mooring lines may be of wire, natural or synthetic
for temporary mooring of a yacht within or near a harbour, fibre, or a mixture of wire and fibre.
or in a sheltered area. Where steel wires are used, they are to be of the flexible
The equipment is therefore not designed to hold a yacht off type.
fully exposed coasts in rough weather or to stop a yacht Steel wires to be used with mooring winches, where the
which is moving or drifting. In such conditions the loads on wire is wound on the winch drum, may be constructed with
the anchoring equipment increase to such a degree that its an independent metal core instead of a fibre core.
components may be damaged or lost owing to the high The breaking loads shown in Tab 1 refer to steel wires or
energy forces generated. natural fibre ropes.
The anchoring equipment required in 6 is deemed suitable Where synthetic fibre ropes are adopted, their size will be
to hold a yacht in good holding ground where the condi- determined taking into account the type of material used
tions are such as to avoid dragging of the anchor. In poor and the manufacturing characteristics of the rope, as well as
holding ground the holding power of the anchors will be the different properties of such ropes in comparison with
significantly reduced. natural fibre ropes.
It is assumed that under normal circumstances a yacht will The equivalence between synthetic fibre ropes and natural
use one anchor only. fibre ropes may be assessed by the following formula:
δ ⋅ CR M
CR S = 7, 4 ⋅ ------------------
1⁄9
2 Anchors CR M
where:
2.1 δ : elongation to breaking of the synthetic fibre
rope, to be assumed not less than 30%;
2.1.1 Anchors are to be manufactured in accordance with CRS : breaking load of the synthetic fibre rope, in kN;
Pt D, Ch 4, Sec 1. CRM : breaking load of the natural fibre rope, in kN;
Where synthetic fibre ropes are used, rope diameters under
2.1.2 The mass, per anchor, given in Tab 1 applies to "high 20 mm are not permitted, even though a smaller diameter
holding power" anchors. When use is made of normal type could be adopted in relation to the required breaking load.
anchors, the mass shown in the table is to be multiplied by
1,33. 5 Windlass
When "very high holding power" anchors are used, the
mass of the anchors may be equal to 70% of that shown in 5.1 General
Table 1 for stockless anchors.
5.1.1 Windlasses are to be power driven and suitable for
The actual mass of each anchor may vary by + or - 7% with
the size of chain cable and are to have the characteristics
respect to that shown in Tab 1, provided that the total mass
below.
of the two anchors is at least equal to the sum of the masses
The windlass is to be fitted in a suitable position in order to
given in Tab 1.
ensure an easy lead of the chain cables to and through the
The first anchor is to be positioned ready for use, while the hawse pipes; the deck in way of the windlass is to be suita-
second may be kept on board as a spare. bly reinforced.
A suitable stopping device is to be fitted in order to prevent
3 Chain cables for anchors the anchor from shifting due to movement of the yacht.
3.1 5.2 Working test on windlass

5.2.1 The working test of the windlass is to be carried out
3.1.1 Chain cables are to have proportions in accordance
on board in the presence of the Surveyor.
with recognised unified standards and to be of the steel
grade given in Tab 1. 5.2.2 The test is to demonstrate that the windlass works
Grade 1 chain cables are generally not to be used in associ- adequately and has sufficient power to simultaneously
ation with "high holding power" anchors; chain cables of at weigh the two bower anchors (excluding the housing of the
least Grade 2 are to be used with "very high holding power" anchors in the hawse pipe) when both are suspended to
anchors. 55m of chain cable, in not more than 6 min.

Pt B, Ch 1, Sec 3
5.2.3 Where two windlasses operating separately on each θn : angle of inclination with the horizontal axis aft
chain cable are adopted, the weighing test is to be carried of each front bulkhead
out for both, weighing an anchor suspended to 82,5m of bn : greatest breadth, in m, of each tier n of super-
chain cable and verifying that the time required for the structures or deckhouses having a breadth
weighing (excluding the housing of the anchors in the
greater than B/4.
hawse pipe) does not exceed 9 min. Where the depth of
water in the trial area is inadequate, or the anchor cable is For EN > 1060 the anchors, chain cables and ropes will be
less than 82,5 m, suitable equivalent simulating conditions stipulated by RINA in each case.
will be considered as an alternative. 6.1.2 When calculating h, sheer and trim are to be disre-
garded, i.e. h is to be taken equal to the sum of freeboard
6 Equipment Number and equipment amidships plus the height hn (at the centreline) of each tier
of superstructures and deckhouses having a breadth greater
6.1 than B/4.
6.1.1 All yacths are to be provided with anchors, chain Where a deckhouse having a breadth greater than B/4 is
cables and ropes based on their Equipment Number EN, as above another deckhouse with a breadth of B/4 or less, the
shown in Tab 1. upper deckhouse is to be included and the lower ignored.
The equipment Number EN is to be calculated as follows: Screens or bulwarks 1,5 metres or more in height are to be
regarded as parts of deckhouses when determining h and A.
2⁄3
EN = Δ + 2h ⋅ B + 0, 1A In determining the area A, when a bulwark is more than 1,5
where: metres in height the area above such height is to be
Δ : yacht displacement, in tonnes, as defined in Sec included.
1
h : a + Σh n 6.1.3 A drawing relevant to the equipment number is to be
a : distance, in m, from the summer sent for approval; the drawing is also to contain information
load waterline amidships to the on
weather deck - geometrical elements of calculation
hn : height, in m, at the centreline of - list of equipment;
each tier n of superstructures or
- construction and breaking load of steel wires;
deckhouses having a breadth
greater than B/4. - material, construction, breaking load and relevant elon-
A : area, in m2, in profile view, of the parts of the gation of synthetic ropes.
hull, superstructures and deckhouses above the
summer load waterline which are within the 7 Sailing yachts
length L of the yacht and also have a breadth
greater than B/4.
For yachts that have superstructures with the front bulkhead
7.1
with an angle of inclination aft, the equipment number can
7.1.1 For sailing yachts (with or without auxiliary engine),
be calculated as follows:
the value of EN is to be calculated using the formula given
in [6.1].
+ 2  aB + b h sin θ n + 0, 1A
2⁄3
EN = Δ
 n n


Pt B, Ch 1, Sec 3
Table 1 (1/1/2017)
Stockless bower
EN Chain cables for anchors Mooring lines
anchors
A<EN<B Diameter (mm) (4)
Total Breaking
Mass per Studless Chain cables with stud Length
No. (1) length No. load
A B anchor (kg) chain (m) (3)
(m) Grade Q1 Grade Q2 Grade Q3 (kN)
cable (2) steel steel steel
50 70 1 100 165 11 - - - 2 42 26
70 90 1 120 192,5 12,5 11 - - 2 50 31
90 110 1 140 192,5 12,5 11 - - 2 62 35
110 130 2 160 220 14,5 14 12,5 - 3 70 35
130 150 2 180 220 14,5 14 12,5 - 3 74 39
150 175 2 200 220 17,5 16 14 11 3 77 43
175 205 2 230 220 17,5 16 14 11 3 80 47
205 240 2 260 220 19 17,5 16 12,5 4 85 51
240 280 2 310 220 19 17,5 16 12,5 4 90 55
280 320 2 360 247,5 20,5 19 17,5 14 4 95 59
320 360 2 410 247,5 22 20,5 17,5 14 4 100 62
360 400 2 460 247,5 24 22 19 16 4 105 70
400 450 2 520 275 - 22 19 16 4 110 78
450 500 2 580 275 - 24 20,5 17 4 110 86
500 550 2 640 275 - 26 22 20,5 4 130 98
550 600 2 700 302,5 - 26 22 20,5 4 130 105
600 660 2 770 302,5 - 28 24 22 4 130 118
660 770 2 840 302,5 - 30 26 24 4 130 126
720 780 2 910 330 - 30 26 24 4 140 138
780 840 2 980 330 - 32 28 24 4 140 150
840 910 2 1060 357,5 - 32 28 24 4 140 160
910 980 2 1150 357,5 - 34 30 26 4 140 173
980 1060 2 1260 357,5 - 36 32 28 4 140 184
(1) The second anchor is intended as a spare and it is not necessary to carry it as a bower anchor provided that, in the event of the
loss of the first anchor, the sheet anchor can be readily removed from its position and arranged as a bower anchor. The mass
required for each anchor can be replaced with two anchors having a total weight not less that the weight of the anchor required.
In this case the two anchors are to be in place, to be used simultaneously, if necessary. Where the requested mass for each
anchor is divided in two anchors, each one having a mass equal to half of the requested mass, the length of each chain line
shall not be less than 70% of the total length indicated in the table. When only 1 anchor is required ( EN less than 110) and a
second is foreseen as a spare, this spare anchor has to have a mass of at least 70% of the main anchor; in this case the chain len-
gth is to be at least 60% of the required chain length for the main anchor and 60% of the space anchor. A maximum of a 90%
of the chain length fitted on the spare anchor may be replaced by wire or fiber rope.
(2) The diameters refer to Grade Q1 steel chain cables; where Grade Q2 or Q3 steel studless chain cables are used, the diameters
may be reduced guaranteeing the same breaking load as the chain cable corresponding to Grade Q1.
(3) Length of each line.
(4) Grade Q1 chain cables, in general are not to be used for "HHP" anchors ; Grade Q2 chain cables are to be used for "VHHP"
anchors
Note 1:At the request of the Interested Parties, at RINA's discretion, equivalent mooring equipment may be accepted.

Pt B, Ch 1, Sec 4
SECTION 4 NON-STRUCTURAL FUEL TANKS
1 General To this end, zinc plating may be used, except for tanks
intended to contain diesel oil, for which internal zinc plat-
ing is not permitted.
1.1
Tanks are to be effectively earthed.
1.1.1 The requirements of this Section apply to yachts
more than 24 m. For yachts not more than 24m the require- 2.2 Scantlings
ments of ISO STANDARD 21487 are to be applied.
Tanks for liquid fuel are to be designed and constructed so 2.2.1 The thickness of metallic tank plating is to be not less
as to withstand, without leakage, the dynamic stresses to than the value t, in mm, given by the following formula:
which they will be subjected. They are to be fitted with 0, 5
internal diaphragms, where necessary, in order to reduce t = 4 ⋅ s ⋅ ( hS ⋅ K )
the movement of liquid. where:
Tanks are to be arranged on special supports on the hull and s : stiffener spacing, in m;
securely fastened to them so as to withstand the stresses
hS : static internal design head, in m, to be assumed
induced by movement of the yacht.
as the greater of the following values:
Tanks are to be arranged so as to be accessible at least for
• vertical distance from the pdr (see below) to
external inspection and check of piping.
a point located 2 m above the tank top
Where their dimensions permit, tanks are to include open-
• two-thirds of the vertical distance from the
ings allowing at least the visual inspection of the interior.
pdr to the top of overflow
In tanks intended to contain fuel with a flashpoint below 235
K : ---------- where RS is the minimum yield stress, in
55°C determined using the closed cup test (petrol, kerosene RS
and similar), the above openings are to be arranged on the N/mm2, of the tank material. Where light alloys
top of the tank. are employed, the value of RS to be assumed is
Such tanks are to be separated from accommodation spaces that corresponding to the alloy in the annealed
by integral gastight bulkheads. Tanks are to be arranged in condition;
adequately ventilated spaces equipped with a mechanical pdr : point of reference, intended as the lower edge
air ejector. of the plate, or, for stiffeners, the centre of the
Upon completion of construction and fitting of all the pipe area supported by the stiffener.
connections, tanks are to be subjected to a hydraulic pres- In any case the thickness of the tank is to be not less than 2
sure test with a head equal to that corresponding to 2 m mm for steel and not less than 3 mm for light alloy.
above the tank top or that of the overflow pipe, whichever is
The section modulus of stiffeners is to be not less than the
the greater.
value Z, in cm3, given by the formula:
At the discretion of RINA, leak testing may be accepted as
2
an alternative, provided that it is possible, using liquid solu- Z = 4 ⋅ s ⋅ S ⋅ hS ⋅ K
tions of proven effectiveness in the detection of air leaks, to where:
carry out a visual inspection of all parts of the tanks with
particular reference to pipe connections. S : stiffener span, in m.
2 Metallic tanks 3 Non-metallic tanks
2.1 General 3.1 General
2.1.1 Tanks intended to contain diesel oil are to be made 3.1.1 Fuel tanks may be made of non-metallic materials.
of stainless steel, nickel copper, steel or aluminium alloys. Mechanical tests are to be carried out on samples of the
Steel tanks are to be suitably protected internally and exter- laminate "as is" and after immersion in the fuel oil at ambi-
nally so as to withstand the corrosive action of the salt in ent temperature for a week. After immersion the mechani-
the atmosphere and the fuel they are intended to contain. cal properties of the laminate are to be not less than 80% of
the value of the sample "as is".
The upper part of tanks is generally not to have welded
edges facing upwards or be shaped so as to accumulate For scantling calculations the mechanical characteristics
water or humidity. obtained by the mechanical tests are to be assumed.

Pt B, Ch 1, Sec 4
3.2 Scantlings 4 Tests on tanks

3.2.1 (1/1/2016)
4.1 General
The scantlings of non-metallic tanks will be specially con-
sidered by RINA on the basis of the characteristics of the 4.1.1 Prior to their installation on board, tanks are to be
material proposed and the results of strength tests per- subjected to a hydraulic pressure test with a head equal to
formed on a sample. that corresponding to 2 m above the tank top or that of the
overflow pipe, whichever is the greater.
In general, for tanks made of composite material, the thick-
ness t, in mm, of the plating and the module of stiffeners Z, At the discretion of RINA, leak testing may be accepted as
in cm3, are to be not less, respectively, than the values: an alternative in accordance with the conditions stipulated
in [4.2.1].
0, 5
t = 6 ⋅ s ⋅ ( h S ⋅ k of )
4.2 Leak testing
2
Z = 15 ⋅ s ⋅ S ⋅ h S ⋅ K 0
4.2.1 Leak testing is to be carried out by applying an air
where: pressure of 0,015 MPa.
kof , k0 : as defined in Chapter 4; Prior to inspection of the tightness of welding, in the case of
metallic tanks and pipe connections, it is recommended
s, S, hS : as defined in [2.2]. that the air pressure is raised to 0,02 MPa and kept at this
In any case, the thickness is to be not less than 8 mm with level for about 1 hour. The level may then be lowered to the
reinforcement not less than 30% in weight fraction. test pressure before carrying out the welding tightness
check of the tank and connections by means of a liquid
The surface of the tanks is to be internally coated with resin solution of proven effectiveness in the detection of air leaks.
capable of withstanding hydrocarbons and externally The test may be supplemented by arranging a pressure
coated with self-extinguishing resin. gauge and checking that the reading does not vary over
The self-extinguishing characteristic is to be ascertained by time.
a test carried out according to ASTM D635 on specimens Leak testing is to be performed before any primer and/or
having all their surface impregnated with the self-extin- coating is applied. In the case of tanks made of composite
guishing resin used. During such test the flame speed is not material, the test is to be carried out before the surface is
to exceed 6 cm/min. externally coated with self-extinguishing resin.

Pt B, Ch 1, Sec 5
SECTION 5 LOADS
1 General 2.2.5 Bottom

The bottom is that part of the hull between the keel and the
chines.
1.1
2.2.6 Side Shell
1.1.1 The static and dynamic design loads defined in this
Section are to be adopted in the formulae for scantlings of The side shell is that part of the hull between the chine and
hull and deck structures stipulated in Chapters 2, 3 and 4 of the highest continuous deck.
Part B.
2.3 Symbols
For yachts of speed exceeding 10 L0,5 knots or yachts of
unusual shape, additional information may be required in 2.3.1
the form of basin test results on prototypes. βx : Deadrise of the transverse section under consid-
Alternative methods for the determination of acceleration eration.
and loads may be taken into consideration by RINA also on In hulls without a clearly visible deadrise, this is
the basis of model tests or experimental values measured on the angle formed by the horizontal axis and the
similar yachts, or generally accepted theories. straight line joining keel and chine.
In such case a report is to be submitted giving details of the PpAV : Forward perpendicular: perpendicular at the
methods used and/or tests performed. intersection of the full load waterline plane
(with the yacht stationary in still water) and the
Pressures on panels and stiffeners may be considered as
fore side of the stem.
uniform and equal to the value assumed in the point of ref-
erence pdr as defined in [2.3]. PpAD : Aft perpendicular: perpendicular at the intersec-
tion of the full load waterline plane (with the
yacht stationary in still water) and the aft side of
2 Definitions and symbols the sternpost or transom.
pdc : Design deck, intended as the first deck above
2.1 General the full load waterline, extending for at least 0,6
L and constituting an effective support for side
2.1.1 The definitions of the following symbols are valid for structures.
all of Part B. The meanings of those symbols which have
pdr : Point of reference, intended as the lower edge
specific validity are specified in the relevant Chapters or
of the plating panel or the centre of the area
Sections.
supported by the stiffener, depending on the
case under consideration.
2.2 Definitions
Δ : Displacement, in t, of the yacht at full load
2.2.1 Displacement yacht draught T. Where unknown, to be assumed
equal to 0,42 · L · B · T.
A yacht whose weight is fully supported by the hydrostatic
forces. CB : Block coefficient, given by the relationship:
Δ
In general, for the purposes of this Section, a displacement C B = -----------------------------------
1, 025L ⋅ B ⋅ T
yacht is a craft having V / L0,5 ≤ 4.
CS : Support contour of the yacht, in m, defined as
2.2.2 Semi-planing yacht the transverse distance, measured along the
A yacht that is supported partially by the buoyancy of the hull, from the chines to 0,5 L. For twin hull
water it displaces and partially by the dynamic pressure yachts, CS is twice the distance measured along
generated by the bottom surface running over the water. the single hull.
g : Acceleration of gravity = 9,81 m/s2.
2.2.3 Planing yacht
LCG : Longitudinal centre of gravity of the yacht;
A yacht in which the dynamic lift generated by the bottom
where unknown, to be taken as located in the
surface running over the water supports the total weight of
section at 0,6 L from the PpAV.
the yacht.
aCG : Maximum design value of vertical acceleration
2.2.4 Chine at LCG, in g, provided by the Designer based on
In hulls without a clearly visible chine, this is the point of an assessment of the service conditions (speed,
the hull in which the tangent to the hull has an angle of 50° significant wave height) envisaged in the design.
on the horizontal axis. V : Maximum service speed, in knots.

Pt B, Ch 1, Sec 5
3 Design acceleration 3.2 Transverse acceleration

3.2.1 Transverse acceleration, to be used in direct calcula-
3.1 Vertical acceleration at LCG tions for yachts with many tiers of superstructure for which
significant racking effects are anticipated, is defined on the
3.1.1 General
basis of model tests and full-scale measurements.
The design vertical acceleration at LCG, aCG (expressed in
In the absence of such results, transverse acceleration, in g,
g), is defined by the Designer and corresponds to the aver- at the calculation point of the yacht may be obtained from:
age of the 1% highest accelerations in the most severe sea
conditions expected. Generally, it is to be not less than: H  V ⁄ L 0, 5 2 r
a t = 2, 5 ⋅ ------sl- ⋅ 1 + 5 ⋅  1 + ----------------
6  L
- ⋅ ---
V L
a CG = S ⋅ ---------
L 0,5
where:
where S is given by:
Hsl : permissible significant wave height, in m, at
S = 0, 65C F speed V
where: r : distance of the calculation point from:
0, 5
• 0,5 D for monohull yachts
C F = 0, 2 + [ 0, 6 ⁄ ( V ⁄ L ) ] ≥ 0, 32
• waterline at draught T, for twin hull yachts.
Values of S reduced to as low as 80% of the foregoing value
may be accepted, at the discretion of RINA, if justified on
4 Overall loads
the basis of the results of model tests or prototype tests.
The sea area to which the above mentioned value refers is 4.1 General
defined with reference to the significant wave height HS
which is exceeded for an average of not more than 10% of 4.1.1 Overall loads are to be used for the check of longitu-
the year: dinal strength of the yacht, as required, in relation to the
• Open-sea service: Hs ≥ 4,0 m; material of the hull, in Chapters 2, 3 and 4.
If the design acceleration cannot be defined by the 4.2 Longitudinal bending moment and shear
Designer, the aCG value corresponding to the value of S cal-
force
culated with the above-mentioned formula is to be
assumed. 4.2.1 General
The values of the longitudinal bending moment and shear
3.1.2 Longitudinal distribution of vertical
acceleration force are given, as a first approximation, by the formulae in
[4.2.2]. For large yachts, the results of experimental tank
The longitudinal distribution of vertical acceleration along
tests may be taken into account.
the hull is given by:
If the actual distribution of weights along the yacht is
a v = k v ⋅ a CG known, a more accurate calculation may be performed in
where: accordance with the procedure given in [4.2.3]. RINA
reserves the right to require calculations to be carried out
KV : Longitudinal distribution factor, defined in
according to [4.2.3] whenever deemed necessary.
Fig 1, equal to 2.x/L or 0,8, whichever is the
greater, where x is the distance, in m, from the 4.2.2 Bending moment and shear force
calculation point to the aft perpendicular; The total bending moments Mbl,H, in hogging conditions,
aCG : Design acceleration at LCG (see [3.1] ). and Mbl,S, in sagging conditions, in kN·m, are the greater of
Variation of aV in the trasverse direction may generally be those given by the formulae in a) and b) below.
disregarded. For yachts of L > 100 m, only the formula in b) is generally
to be applied; the formula in a) is to be applied when
Figure 1 deemed necessary by RINA on the basis of the motion char-
acteristics of the yacht.
The total force Tbl, in kN, is given by the formula in c)
below.
a) bending moment due to still water loads, wave induced
loads and impact loads
M bl,H = M bl,S = 0,55 ⋅ Δ ⋅ L ⋅ ( C B + 0,7 ) ⋅ ( 1 + a CG )
where aCG is the vertical acceleration at the LCG,
defined in [3.1].
The same value of Mbl is taken for a yacht in sagging
conditions or in hogging conditions.

Pt B, Ch 1, Sec 5
b) bending moment due to still water loads and wave For twin hull yachts, the following procedure is to be
induced loads. applied to one of the hulls, i.e. the longitudinal distribu-
2
tion of weight forces gi and the corresponding breadth Bi
, + 0, 95 ⋅ S ⋅ C ⋅ L ⋅ B ⋅ C B
M bl,H = M sH are to be defined for one hull.
M bl,S = M s,S + 0, 55 ⋅ S ⋅ C ⋅ L ⋅ B ⋅ ( C B + 0,7 )
2
The total impact, in kN, is:
where: F SL = q SLi ⋅ Δ xi
Ms,H : still water hogging bending moment, in kN ·
where qSLi is the additional load, per length unit, in
m; where not supplied, the following may
kN/m, per x/L ≥ 0,6 (see Fig 2), computed with the
be assumed for the checks:
following formula:
2 –3
M sH = 85 ⋅ C ⋅ L ⋅ B ⋅ ( C B + 0, 7 )10
q SLi = p 0 ⋅ B i ⋅ sin 2 ⋅ π ⋅  ----i – 0,6 
x
L 
Ms,S : still water sagging bending moment, in kN ·
m; where not supplied, the following may where:
be assumed for the checks:
Δxi : length of interval, in m
2 –3
M sS = 63 ⋅ C ⋅ L ⋅ B ⋅ ( C B + 0, 7 )10 xi : distance, in m, from the aft perpendicular
S : parameter defined in [3.1.1] to be assumed Bi : yacht breadth, in m, at the uppermost deck
= 0,21 for displacement yachts in way of the coordinate xi; for twin hull
yachts, Bi is the maximum breadth of one
C : 6 + 0,02 L
hull considered at the transverse section
For the purpose of this calculation, CB may not be taken considered;
less than 0,6.
xi, Bi : to be measured at the centre of interval i
c) Total shear force p0 : maximum hydrodynamic pressure, in
kN/m2, calculated by the following formula:
3, 1 ⋅ M
T t = ---------------------bl-
L a v1 ⋅ G ⋅ ( r 0 + x W 2 )
p 0 = ------------------------------------------------------------------------------------------------- p
f SL ⋅ [ r 02 + 0,5 ⋅ L ⋅ ( x SL – z W ) – x SL ⋅ x W ]
where Mbl is the greater of Mbl,H and Mbl,S calculated
according to a) or b) above, as applicable. av1 : design vertical acceleration in way of the
forward perpendicular, as defined in C3.3;
4.2.3 Bending moment and shear force taking into G : weight force, in kN, calculated from the fol-
account the actual distribution of weights lowing formula:
a) The distribution of quasi-static bending moment and
shear force, due to still water loads and wave induced
G = g ⋅ Δ x i i
loads, is to be determined from the difference in weight gi : weight per unit length, in kN/m, of interval i;
and buoyancy distributions in sagging and hogging for for twin hull yachts gi is defined for one hull;
each loading condition envisaged.
xW : distance, in m, of LCG from the midship
b) For calculation purposes, the following values are to be perpendicular, calculated by the following
taken for the design wave: formula:
• wave length, in m: 
( g i ⋅ Δ x i⋅ x i )
x W = ------------------------------------- – 0,5 ⋅ L
λ = L 
( x i ⋅ Δ x i)
• wave height, in m: r0 : radius of gyration, in m, of weight distribu-

tion, calculated as follows:
L
h = ------------------- 0,5
15 + ------
L

 [ g i ⋅ Δ x i ⋅ ( x i – 0 , 5 L ) 2 ]
r 0 =  ----------------------------------------------------------------
20  
• wave form: sinusoidal.
 ( g i ⋅ Δ x i) 
normally
c) In addition, the increase in bending moment and shear
force, due to impact loads in the forebody area, for the 0, 2 ⋅ L < r 0 < 0, 25 ⋅ L (guidance values)
sagging condition only, is to be determined as specified xSL : distance, in m, from the centre of the sur-
below. For the purpose of this calculation, the hull is face FSL to the midship perpendicular, cal-
considered longitudinally subdivided into a number of culated from the following formula:
intervals, generally to be taken equal to 20. For smaller
yachts, this number may be reduced to 10 if justified, at 1
x SL = -----  ( Δ x ⋅ x ⋅ B ) ⋅ sin 2π ⋅  x----i – 0, 6  – 0,5 L
RINA's discretion, on the basis of the weight distribu- f SL
i i i L 
tion, the hull forms and the value of the design accelera-
fSL :  ( Δ x ⋅ B ) ⋅ sin 2π ⋅  x----i – 0, 6  , in m 2
tion aCG. i i L 

Pt B, Ch 1, Sec 5
Figure 2 4.4 Transverse loads for twin hull yachts

4.4.1 General
For catamarans, the hull connecting structures are to be
checked for the load conditions specified in [4.4.2] and
[4.4.3] below. These load conditions are to be considered
as acting separately.
The design moments and forces given in the following para-
graphs are to be used unless other values are verified by
model tests, full-scale measurements or any other informa-
tion provided by the Designer.
For yachts of length L > 65 m or speed V > 45 knots, or for
yachts with structural arrangements that do not permit a
realistic assessment of stress conditions based on simple
models, the transverse loads are to be evaluated by means
of direct calculations carried out in accordance with criteria
specified in the individual Chapters or other criteria consid-
ered equivalent by RINA.
d) The resulting load distribution qsi, in k/N, for the calcu-
lation of the impact induced sagging bending moment 4.4.2 Transverse bending moment and shear force
and shear force is: The transverse bending moment Mbt in kN·m, and shear
• For x / L < 0,6 force Tbt, in kN, are given by:
q si = q bi = g i ⋅ a vi Δ ⋅ b ⋅ aCG ⋅ g
M bt = -------------------------------
-
5
where:
Δ ⋅ a CG ⋅ g
T b t = -----------------------
-
avi : total dimensionless vertical acceleration 4
at the interval considered, calculated by where:
the following formula:
b : transverse distance, in m, between the centres
a vi = a h + a p ⋅ ( x i – 0,5 L ) of the two hulls;
ah : acceleration due to heaving motion aCG : vertical acceleration at LCG, defined in [3.1].
ap : acceleration due to pitching motion 4.4.3 Transverse torsional connecting moment

ah e ap : are relative to g The catamaran transverse torsional connecting moment, in
kN.m, is given by:
r 02 – x SL ⋅ x W
F SL- ⋅ ---------------------------- M tt = 0,125 ⋅ Δ ⋅ L ⋅ aCG ⋅ g
ah : ------ -
G r 02 – x W 2
where aCG is the vertical acceleration at LCG, defined in
[3.1], which need not be taken greater than 1,0 g for this
x SL – x W
F SL- ⋅ ------------------- calculation.
ap : ------ - , in m –1
G r 02 – x W 2
• For x / L ≥ 0,6
5 Local loads
q si = q b i – q SLi
5.1 General
e) The impact induced sagging bending moment and shear
force are to be obtained by integration of the load distri- 5.1.1 The following loads are to be considered in deter-
bution qsi along the hull. They are to be added to the mining the scantlings of hull structures:
respective values calculated according to a) and b) in • impact pressure due to slamming, if expected to occur;
order to obtain the total bending moment and shear due • external pressure due to hydrostatic heads and wave
to still water loads, wave induced loads and impact loads;
loads.
• internal loads.
4.3 Design total vertical bending moment External pressure generally determines the scantlings of side
and bottom structures, whereas internal loads generally
4.3.1 The design total vertical bending moment Mt, in kN determine the scantlings of deck structures.
per m, is to be taken equal to the greater of the values indi- Where internal loads are caused by concentrated masses of
cated in [4.2.2] a) and b), for planing or semi-planing significant magnitude (e.g. tanks, machinery), the capacity
yachts. For displacement yachts, the value of Mt is to be of the side and bottom structures to withstand such loads is
taken equal to the greater of those given in [4.2.2] b). to be verified according to criteria stipulated by RINA. In

Pt B, Ch 1, Sec 5
such cases, the inertial effects due to acceleration of the aV : maximum design value of vertical acceleration,
yacht are to be taken into account. in g, at the transverse section considered.
Such verification is to disregard the simultaneous presence The pressure p1 is, in any case, not to be assumed as < 10
of any external wave loads acting in the opposite direction D.
to internal loads.
5.3.2 Displacement yacths
5.2 Load points For the purpose of the evaluation of the design pressure for
the bottom, sailing yachts with or without auxiliary engine
5.2.1 Pressure on panels and strength members is to be are also included as displacement yachts.
considered uniform and equal to the pressure at the follow- The pressure p, in kN/m2, for the scantlings of hull struc-
ing load points: tures, plating and stiffeners located below the full load
• for panels: waterline is to be taken as equal to the value p1, defined as
lower edge of the plate, for pressure due to hydrostatic follows:
head and wave load;
⋅  1 – ------0- + 10 ⋅ ( h 0 + a ⋅ L )
0, 5 h
p 1 = 0, 24L
• for strength members: 2T
centre of the area supported by the element. where h0 and a are as defined in [5.3.1].
Where the pressure diagram shows cusps or discontinuities The pressure p is, in any case, not to be assumed <10 D.
along the span of a strength member, a uniform value is to
be taken on the basis of the weighted mean value of pres- 5.4 Design pressure for the side shell
sure calculated along the length of the member.
5.4.1 Planing or semi-planing yachts
5.3 Design pressure for the bottom The pressure p, in kN/m2, for the scantlings of side struc-
tures, plating and associated stiffeners is to be taken as
5.3.1 Planing and semi-planing yachts (1/1/2011) equal to the value p1, defined as follows:
The design pressure p, in kN/m2, for the scantlings of struc-
p 1 = 66, 25 ⋅ ( a + 0, 024 ) ⋅ ( 0, 15L – h 0 )
tures on the bottom of the hull, plating and stiffeners is to be
assumed as equal to the greater of the values p1 and p2 The pressure p1 is, in any case, not to be assumed as < 10
defined as follows:. h1, where h1 is as defined in [5.4.2].
For the zones located forward of 0,3 L from the PpAV, the
⋅  1 – ------0- + 10 ⋅ ( h 0 + a ⋅ L )
0, 5 h
p 1 = 0, 24L
2T value p is to be not less than the value p2 defined as follows:
0, 5 2
Δ p 2 = C 1 { k v ⋅ [ 0, 6 + senγ ⋅ cos ( 90 – α ) ] + C 2 ⋅ L ⋅ sen (90 – α ) }
p 2 = 15 ⋅ ( 1 + a V ) ⋅ ------------- ⋅ g ⋅ F L ⋅ F 1 ⋅ F a
L ⋅ CS
where:
h0 : vertical distance, in m, from pdr to the full load a, h0 : as defined in [5.3.1]
waterline;
C1 : coefficient given by Fig 4 as a function of the
a : coefficient function of the longitudinal position load surface A, in m2, bearing on the element
of pdr, equal to: considered; for plating, A = 2,5s is to be taken
• 0,036 aft of 0,5 L C2 : coefficient given by Fig 5 as a function of CB
• 0,04/(CB - 0,024) in way of PpAV and the longitudinal position of the element
• values for intermediate positions obtained considered
by linear interpolation; kV : 0,625 . L0,5 + 0,25V
FL : coefficient given in Fig 3 as a function of the α : angle formed at the point considered by the side
longitudinal position of the pdr; and the horizontal axis (see Fig 6)
F1 : coefficient function of the shape and inclination γ : angle formed by the tangent at the waterline,
of the hull to be taken > 0,4, given by: corresponding to the draught T, taken at the
50 – β X
point of intersection of the transverse section of
F 1 = ----------------------
- the element considered, with the above water-
50 – β LCG
line and the longitudinal straight line crossing
where bLCG is the deadrise angle, in degrees, of the above intersection (see Fig 7).
the section in way of the LCG; The value p2 may, in any case, be assumed as not greater
Fa : coefficient given by: than 0,5p, where p is the design pressure for the bottom as
1, 43 ⋅ A 1 ⋅ T
defined in [5.3.1], calculated at the section considered.
F a = 0, 30 – 0, 15 ⋅ log  ------------------------------
-
 Δ 
5.4.2 Displacement yachts
where A1 is the surface, in m2, of the plating For the purpose of the evaluation of the design pressure for
panel considered or the surface of the area sup- the side shell, sailing yachts with or without auxiliary
ported by the stiffener; engine are also included as displacement yachts.

Pt B, Ch 1, Sec 5
The design pressure p, in kN/m2, for the scantlings of side Table 1 (1/1/2011)
structures located above the full load waterline is to be
taken as equal to the value p1 defined as follows: EXPOSED WEATHER
AREA SHELTERED
p 1 = 66, 25 ⋅ ( a + 0, 024 ) ⋅ ( 0, 15L – h 0 ) AREA
FWD AFT
(also partially
where: Deck 0,075 L 0,075 L by deck-
from from houses)
a, h0 : as defined in [5.3.1] FWD PP FWD PP
h1 : distance, in m, from the pdr to the straight line hd hd hd
of the beam of the highest continuous deck.
Deck below - - 0,9
The pressure p1 is, in any case, not to be assumed as <10 pdc
h1. pdc 1,5 1,0 0,9
Decks over pdc 1,2 0,9 0,7
5.5 Design heads for decks
5.6 Design heads for watertight bulkheads
5.5.1 The design heads for the various decks are shown in
5.6.1 Subdivision bulkheads (1/1/2009)
Table 1.
The scantlings of subdivision bulkheads, plating and associ-
Sheltered areas are intended to mean decks intended for ated stiffeners are to be verified assuming a head hB equal to
accommodation. the vertical distance, in m, from the pdr to the highest point
of the bulkhead.
The design heads shown in Tab 1 assume a uniformly dis-
tributed load with mass density of 0,7 t/m3 and a conse- 5.6.2 Tank bulkheads (1/1/2009)
quent load per square metre of deck, in kN/m2, equal to 6,9 The scantlings of tank bulkheads, plating and associated
hd. stiffeners are to be verified assuming as hT, in m, the greater
of the following values:
Where distributed loads with mass density greater or lower • vertical distance from the pdr to a point located at a
than the above are envisaged, the value h0 will be modified height h, in m, above the highest point of the tank given
accordingly. by:
h T = [ 1 + 0, 05 ( L – 50 ) ]
In the case of decks subject to concentrated loads, the
scantlings of deck structures (plating and stiffeners) will also where the value of L is to be taken no less than 50 m
need to be checked with the aforementioned loads. and no greater than 80 m
• 2/3 of the vertical distance from the pdr to the top of the
overflow pipe.

Pt B, Ch 1, Sec 5
Figure 3
from the

Pt B, Ch 1, Sec 5
Figure 4

Pt B, Ch 1, Sec 5
Figure 5
from the

Pt B, Ch 1, Sec 5
Figure 6
Figure 7
TRANSVERSE SECTION CONCERNED

Pt B, Ch 1, App 1
APPENDIX 1 SIDE DOORS AND STERN DOORS
1 General 2 Design loads
1.1 Application 2.1 Side and stern doors

1.1.1 (1/1/2009) 2.1.1 Design forces (1/1/2009)
The requirements of this Section apply to the arrangement, The design external forces FE and the design internal forces
strength and securing of side doors, abaft the collision bulk- FI to be considered for the scantlings of primary supporting
head, and of stern doors leading to enclosed spaces. members and securing and supporting devices of side doors
and stern doors are to be obtained, in kN, from the formu-
lae in Tab 1.
1.2 Arrangement
1.2.1 (1/1/2009) 3 Scantlings of side doors and stern
Side doors and stern doors are to be so fitted as to ensure doors
tightness and structural integrity commensurate with their
location and the surrounding structure. 3.1 General
1.2.2 (1/1/2009) 3.1.1 (1/1/2009)
The strength of side doors and stern doors is to be commen-
Where the sill of any side door is below the uppermost load
surate with that of the surrounding structure.
line, the arrangement is considered by the Society on a
case-by-case basis. 3.1.2 (1/1/2009)
Side doors and stern doors are to be adequately stiffened
1.2.3 (1/1/2009) and means are to be provided to prevent any lateral or verti-
Doors are preferably to open outwards. cal movement of the doors when closed.
Adequate strength is to be provided in the connections of
1.3 Definitions the lifting/manoeuvring arms and hinges to the door struc-
ture and to the Yacht's structure.
1.3.1 Securing device (1/1/2009) 3.1.3 (1/1/2009)
A securing device is a device used to keep the door closed Shell door openings are to have well rounded corners and
by preventing it from rotating about its hinges or about piv- adequate compensation is to be arranged with web frames
oted attachments to the Yacht. at sides and stringers or equivalent above and below.
1.3.2 Supporting device (1/1/2009) 3.2 Plating and ordinary stiffeners

A supporting device is a device used to transmit external or 3.2.1 Plating (1/1/2009)
internal loads from the door to a securing device and from The thickness of the door plating is to be not less than that
the securing device to the Yacht's structure, or a device obtained according to the requirements for side plating,
other than a securing device, such as a hinge, stopper or using the door stiffener spacing.
other fixed device, which transmits loads from the door to
the Yacht's structure. 3.2.2 Ordinary stiffeners (1/1/2009)
The scantling of door ordinary stiffeners is to be not less
1.3.3 Locking device (1/1/2009) than that obtained according to the requirements for the
A locking device is a device that locks a securing device in side, using the door stiffener spacing.
the closed position.

Pt B, Ch 1, App 1
Table 1 : Design forces (1/1/2009)
Structural elements External force FE , in kN Internal force FI, in kN
Securing and supporting devices of doors opening inwards A p E + FP F0+ 10 W
Securing and supporting devices of doors opening outwards A pE F0 + 10 W + FP
Primary supporting members (1) A pE F0 + 10 W
(1) The design force to be considered for the scantlings of the primary supporting members is the greater of F E and FI.
Note 1:
A : Area, in m2 to be determined on the basis of the load area taking account of the direction of the pressure
W : Mass of the door, in t
FP : Total packing force, in kN; the packing line pressure is normally to be taken not less than 5 kN /m
F0 : the greater of FC and 5A, in kN
FC : Accidental force, in kN, due to loose cargoes etc., to be uniformly distributed over the area A.
The aforementioned value is to be assumed considering the failure of the lashing of the objects to be carried in the space behind the
doors: in such case Fc is to be assumed not less than the weight in KN of the heaviest object to be carried in the space behind the
doors.
However, the value of FC may be taken as zero, provided an additional structure such as an inner ramp is fitted, which is capable of
protecting the door from accidental forces due to loose cargoes.
pE : Design pressure for the side shell ( Sec 1, [4]) not to be taken less than 25 kN/m2
Consideration is to be given, where necessary, to differ- 4.2 Scantlings

ences in conditions of fixity between the ends of ordinary
stiffeners of doors and those of the side. 4.2.1 (1/1/2009)
Securing and supporting devices are to be adequately
3.3 Primary supporting members designed so that they can withstand the reaction forces
within the allowable stresses defined in [5].
3.3.1 (1/1/2009)
The door ordinary stiffeners are to be supported by primary 4.2.2 (1/1/2009)
supporting members constituting the main stiffening of the When the securing and supporting devices are equally
door. spaced, the distribution of the forces acting on each device
3.3.2 (1/1/2009) may be obtained by dividing the total design force given in
The primary supporting members and the hull structure in [2.1.1] by the number of the supporting devices.
way are to have sufficient stiffness to ensure structural integ- For arrangements of the securing and supporting devices
rity of the boundary of the door. different from the above, a direct calculations may be nec-
3.3.3 (1/1/2009) essary to assess the distribution of the forces acting on the
Scantlings of primary supporting members are generally to devices.
be verified through direct calculations on the basis of the Special consideration will be given by RINA when the
design loads in Tab 1 and the strength criteria given in [5]. dimension of the opening is significant compared with the
In general, isolated beam models may be used to calculate depth of the vessel: the distribution of the forces acting on
the loads and stresses in primary supporting members, the securing and supporting devices may need to be sup-
which are to be considered as having simply supported end ported by direct calculation taking into account the flexibil-
connections. ity of the hull structure and the actual position of the
supports.
4 Securing and supporting of doors 4.2.3 (1/1/2009)
The arrangement of securing and supporting devices in way
4.1 General of these securing devices is to be designed with redundancy
4.1.1 (1/1/2009) so that, in the event of failure of any single securing or sup-
Side doors and stern doors are to be fitted with adequate porting device, the remaining devices are capable of with-
means of securing and supporting so as to be commensu- standing the reaction forces without exceeding by more
rate with the strength and stiffness of the surrounding struc- than 20% the allowable stresses defined in [5].
ture. 4.2.4 (1/1/2009)
4.1.2 (1/1/2009) All load transmitting elements in the design load path, from
The number of securing and supporting devices is generally the door through securing and supporting devices into the
to be the minimum practical while taking into account the ship's structure, including welded connections, are to be of
requirements for redundant provision given in [4.2.3] and the same strength standard as required for the securing and
the available space for adequate support in the hull struc- supporting devices. These elements include pins, support-
ture. ing brackets and back up brackets.

Pt B, Ch 1, App 1
5 Strength criteria reaction is obtained dividing the bending moment by

the distance between the two bearings.
5.1 Primary supporting members and secur- In addition, the reaction force is also applied on the
external bearing to equilibrate the force (F) applied on
ing and supporting devices the bearing fitted on the ship side.
5.1.1 Plastic reinforced structures (1/1/2009) b) Other arrangements different from those indicated in a)
will be considered on a case by case basis.
The allowable normal and shear stress are to be in conform-
ity with the requirements stated in Ch 4, Sec 1, [4]. 5.1.4 Bearings (1/3/2014)
5.1.2 Steel structures (1/1/2009) For steel to steel bearings in securing and supporting
devices, it is to be checked that the nominal bearing pres-
It is to be checked that the normal stress σ, the shear stress τ sure.
and the equivalent stress σVM, induced in the primary sup-
porting members and in the securing and supporting σB, in N/mm2, is in compliance with the following formula:
devices of doors by the design forces defined in [2.1.1], are σB = 0,8 ReH,B
in compliance with the following formulae:
where:
σ ≤ σALL σB = 10 F/ AB
σVM = (σ + τ )
2 2 0,5
≤ σVM,ALL with:
where: F : Force acting on the relevant bearing
σALL : Allowable normal stress, in N/mm2; AB : Projected bearing area, in cm2 (to be calculated multi-
plying the internal diameter of the bearing by the axial
σALL = 120 / k; length of the bearing. In any case, the axial length is to be
τALL : Allowable shear stress, in N/mm2; assumed not more than 1,2 times the internal diameter of
the bearing)
τALL = 80 / k;
ReH,B : Yield stress, in N/mm2, of the bearing material.
σVM,ALL : Allowable equivalent stress, in N/mm ; 2
For other bearing materials, the allowable bearing pressure
σVM,ALL = 150 / k; is to be determined according to the Manufacturer's specifi-
cation.
k : Material factor, defined in Ch 2, Sec 2, [2.3].
5.1.5 Bolts (1/1/2009)
5.1.3 Pins (1/3/2014) The arrangement of securing and supporting devices is to be
a) Pins are to be calculated in compliance with the such that threaded bolts do not carry support forces.
requirements given in [5.1.2]. It is to be checked that the stress σT in way of threads of
Pins are to be considered, in general, as a clamped bolts not carrying support forces is in compliance with the
beam. following formula:
The clamped section is to be considered on the side σT ≤ σT,ALL
where the actuator system for each pin is fitted.
where:
In general, the clamped section is provided with two σT,ALL : Allowable tension in way of threads of bolts, in
adjacent bearings.
N/mm2;
Such bearings are, in general, fitted on the side door.
σT,ALL = 125 / k;
The external bearing is considered the one which is
k : Material factor, defined in Ch 2, Sec 2, [2.3].
close to the external edge of the side door. The other
bearing is considered as the internal bearing.
6 Securing and locking arrangement
Another bearing is provided on the hull side where
Force F is considered applied on the beam (pin).
6.1 Systems for operation
The Force for each pin is to be calculated taking into
consideration the requirements given in [4.2.2] and 6.1.1 (1/1/2009)
[4.2.3]. Securing devices are to be simple to operate and easily
If the axial clearance (l) between the external bearing on accessible.
the side door and the bearing on the hull structure is less Securing devices are to be equipped with a mechanical
than 1,5 times the pin diameter (d), the normal stress locking arrangement (self-locking or separate arrangement),
due to bending moment can be disregarded. or to be of the gravity type.
Where the action of the bending moment is to be con- The opening and closing systems as well as securing and
sidered, it is to be equilibrated by the reaction acting on locking devices are to be interlocked in such a way that
each of the two bearings fitted on the side door. This they can only operate in the proper sequence.

Pt B, Ch 1, App 1
6.1.2 (1/1/2009) This means that, in the event of loss of hydraulic fluid, the
securing devices remain locked.
Doors with a clear opening area equal to or greater than 10
When in closed position, the hydraulic system for securing
m2 are to be provided with closing devices operable from a
and locking devices is to be isolated from other hydraulic
remote control position above the freeboard deck.
circuits.
This remote control is provided for the:
7 Operating and Maintenance Manual
• closing and opening of the doors
• associated securing and locking devices. 7.1 General

7.1.1 (1/1/2009)
For doors which are required to be equipped with a remote An Operating and Maintenance Manual (OMM) for the side
control arrangement, indication of the open/closed position doors and stern doors is to be provided on board and con-
of the door and the securing and locking device is to be tain necessary information on:
provided at the remote control stations.
a) special safety precautions
The operating panels for operation of doors are to be inac- b) service conditions
cessible to unauthorised persons. c) maintenance.
This manual is to be submitted in duplicate to the Society
A notice plate, giving instructions to the effect that all secur-
for information.
ing devices are to be closed and locked before leaving har-
bour, is to be placed at each operating panel and is to be 7.1.2 (1/1/2009)
supplemented by warning indicator lights. Documented operating procedures for closing and securing
the side and stern doors are to be kept on board and posted
6.1.3 (1/1/2009) at an appropriate place.
Where hydraulic securing devices are applied, the system is
to be mechanically lockable in the closed position.

Part B
Hull
Chapter 2
STEEL HULLS
SECTION 1 GENERAL REQUIREMENTS
SECTION 2 MATERIALS
SECTION 3 WELDING AND WELD CONNECTIONS
SECTION 4 LONGITUDINAL STRENGHT
SECTION 5 PLATING
SECTION 6 SINGLE BOTTOM
SECTION 7 DOUBLE BOTTOM
SECTION 8 SIDE STRUCTURES
SECTION 9 DECKS
SECTION 10 BULKHEADS
SECTION 11 SUPERSTRUCTURES

Pt B, Ch 2, Sec 1
1 Field of application 2 Definitions and symbols
1.1 2.1 Premise
1.1.1 Chapter 2 applies to monohull yachts with a hull 2.1.1 The definitions and symbols in this Article are valid
made of steel and a length L not exceeding 120 m, with for all the Sections of this Chapter.
motor or sail power with or without an auxiliary engine. The definitions of symbols having general validity are not
normally repeated in the various Sections, whereas the
For yachts made of steel and having length L greater than
meanings of those symbols which have specific validity are
120 m, reference is to be made to the Rules for the Classifi-
specified in the relevant Sections.
cation of Ships.
Multi-hulls or yachts with unusual shape, proportion and 2.2 Definitions and symbols
characteristics will be considered case by case.
In the examination of constructional plans, RINA may take 2.2.1

into consideration material distribution and structural scant- L : scantling length, in m, on the full load water-
lings other than those that would be obtained by applying line, assumed to be equal to the length on the
these regulations, provided that structures with longitudinal, full load waterline with the yacht at rest;
transverse and local strength not less than that of the corre-
B : maximum breadth of the yacht, in m, outside
sponding Rule structure are obtained or provided that such
frames; in tests of the longitudinal strength of
material distribution and structural scantlings prove ade-
twin hull yachts, B is to be taken as equal to
quate, in the opinion of RINA, on the basis of direct test cal-
twice the breadth of the single hull, measured
culations of the structural strength (see Ch 1, Sec 1, [3.1]).
immediately below the cross-deck;
The structural scantlings of displacement yachts of L > 60 m D : depth of the yacht, in m, measured vertically in
may be arranged by applying the provisions of the Rules for the transverse section at half the length L, from
the Classification of Ships. the base line up to the deck beam of the upper-
most continuous deck;
This Chapter may also be used to check the structural scant-
lings of hulls made of metals with superior mechanical T : draft of the yacht, in m, measured vertically in
properties, other than steel, such as titanium and its alloys. the transverse section at half the length L, from
the base line to the full load waterline with the
In general the following types are considered usable in the yacht at rest in calm water;
field of pleasure yachts:
s : spacing of the ordinary longitudinal or trans-
• titanium: TiCP2, TiCP3, TiCP4; verse stiffener, in m;
• titanium alloys: Ti6AL4V grade 5, Ti5AL2.5Sn grade 6 Δ : displacement of the yacht outside frames, in t, at
and Ti3AL2.5V grade 9. draught T;
K : factor as a function of the mechanical properties
For the scantlings of the plating and stiffeners, a coefficient of the steel used, as defined in Sec 2.
K depending on the minimum yield strength of the material
used, is to be adopted.
3 Plans, calculations and other infor-
The value of the minimum yield strength is, however, to be
mation to be submitted
not more than 0,7 of the ultimate tensile strength of the
material.
3.1
Higher values may be adopted, at the discretion of RINA,
on condition that additional buckling strength and fatigue 3.1.1 Tab 1 lists the structural plans that are to be pre-
calculations are carried out. sented in advance to RINA in triplicate, for examination and
approval when required.
In any case use of these materials is subject to the examina-
tion of the technical documentation of the manufacture of Tab 1 also indicates the information that is to be supplied
the material and the welding processes and tests that will be with the plans or, in any case, submitted to RINA for the
adopted. examination of the documentation.

Pt B, Ch 2, Sec 1
For documentation purposes, copies of the following plans If the INWATERSURVEY notation is to be assigned, the fol-
are also to be submitted: lowing plans and information are to be submitted:
- general arrangement plans;
• details showing how rudder pintle and bush clearances
- capacity plan; are to be measured and how the security of the pintles
- lines plan; in their sockets is to be verified with the craft afloat.
• details showing how stern bush clearances are to be

Table 1 (1/1/2016) measured with the craft afloat.
CONTAINING INFORMA- • name and characteristics of high resistance paint, for
PLAN
TION RELEVANT TO: information only.
• Midship section • main dimensions, maxi-
mum operating speed V, 3.2
design acceleration aCG (for
planing or semi-planing 3.2.1
yachts)
• materials and associated If a Builder for the construction of a new vessel of a stand-
mechanical properties ard design wants to use drawings already approved for a
• for yachts having L>50 m, vessel similar in design and construction and classed with
if mono-hull and L> 40 m, the same class notation and the same navigation, the draw-
if multi-hull, the maxi- ings may not be sent for approval, but the request for survey
mum still water bending of the vessel is to be submitted with an enclosed list of
moment is to be indicated drawings of reference and copies of the approved drawings
• displacement are to be sent to RINA.
• Longitudinal and trans- Attention is also to be paid to possible flag Administrations
verse section requirements, which may determine differences in con-
• Plan of the decks • openings struction.
• loads acting, if different
It is the Builder’s responsibility to submit for approval any
from Rule loads
modification to the approved plans prior to the commence-
• Shell expansion • openings ment of any work.
• Structure of the engine Plan approval of standard design vessels is only valid so
room long as no applicable Rule changes take place. When the
• Watertight bulkheads • openings Rules are amended, the plans are to be submitted for new
and deep tank bulkhe- • location of overflow approval.
ads
• Structure of stern/side • closing appliances 4 Direct calculations
door
• Superstructures
4.1
• Support structure for • design loads and connec-
crane tions to the hull structures 4.1.1 As an alternative to those based on the formulae in
• Rudder • materials of all compo- this Chapter, scantlings may be obtained by direct calcula-
nents tions carried out in accordance with the provisions of Chap-
• calculation speed ter 1 of Part B of these Rules.
• Propeller shaft struts • material Chapter 1 provides schematisations, boundary conditions

and loads to be used for direct calculations.
• Plan of tank testing (1)
• Additional plans for The scantlings are to be such as to guarantee that stress lev-
sailing yachts: els do not exceed the allowable values stipulated in the
- ballast keel shell aforementioned Chapter.
expansion showing
the adopted throat
4.2
thickness and other
welding character-
istics 4.2.1 In the case of use of materials with superior mechan-
- keel connection ical properties, other than steel, such as those indicated in
details 1.1, the allowable stresses will be stipulated by RINA on the
basis of such properties and of any further fatigue tests
(1) Only for yachts equal to or grater than 500 GT. and/or buckling checks which may be required.

Pt B, Ch 2, Sec 1
5 Buckling strength checks Ia

σ E = 0,001 ⋅ E ⋅ -----------
-
A ⋅ I2
5.1 Application
E : Young's modulus, in N/mm2, to be taken equal
5.1.1 Where required, the critical buckling strength of
to 2,06 . 105 N/mm2 for steelstructures
steel plating and stiffeners subject to compressive stresses is
to be calculated as specified below. Ia : moment of inertia, in cm4, of the stiffener,
including plate flange
5.2 Elastic buckling stresses of plates A : cross-sectional area, in cm2, of the stiffener,
including plate flange
5.2.1 Compressive stress I : span, in m, of the stiffener.
The elastic buckling strength, in N/mm2, is given by:
5.3.2 Torsional buckling
2
σ E = 0, 9 ⋅ m c ⋅ E ⋅  --------------------
t For the torsional mode, the elastic buckling stress, in
 1000 ⋅ a
N/mm2, is given by:
where:
π 2 ⋅ E ⋅ I W- ⋅  m 2 + ------
σ E = ------------------------ C K- + 0,385 ⋅ E ⋅ ---
It
mC
8, 4
= -------------------- for plating with stiffeners parallel 10 4 ⋅ I p ⋅ I 2  m 2 Ip
ψ + 1, 1
where:
to compressive stress E, I : defined in [5.3.1] above
or: 4
CK C⋅I
= ---------------------- ⋅ 10
6
2 2
2, 1
= c ⋅ 1 +  --- 
4
a π ⋅ E ⋅ IW
mC ⋅ -------------------- for plating
b  ψ + 1, 1
m : number of half-waves, given in Tab 2.
with stiffeners perpendicular to compressive
stress Table 2
E : Young's modulus, in N/mm2, to be taken equal
0<C<4 4<C<36 36<C<144 (m-1) m<C<m (m+1)
to 2,06 . 105N/mm2 for steelstructures
t : thickness of plating, in mm m 1 2 3 m
a : shorter side of the plate, in m
b : longer side of the plate, in m It : St. Venant moment of inertia of profile, in cm4
without plate flange, equal to:
c : coefficient equal to:
h w ⋅ t w3
• 1,30 when the plating is stiffened by floors --------------- ⋅ 10 – 4 for flat bars
or deep girders 3
• 1,21 when the plating is stiffened by ordi- or:
nary stiffeners with angle- or T-sections
--- ⋅ h w ⋅ t w3 + b f ⋅ t f3 ⋅  1 – 0,63 ⋅ ---
1 t-f  ⋅ 10 – 4
• 1,10 when the plating is stiffened by ordi- 3  bf 
nary stiffeners with bulb sections for flanged profile
• 1,05 when the plating is stiffened by flat bar Ip : polar moment of inertia of profile, in cm4, about
ordinary stiffeners. connection of stiffener to plate, equal to:
ψ : ratio between the smallest and largest compres-
h w3 ⋅ t w
sive stresses when the stress presents a linear --------------- ⋅ 10 – 4 for flat bars
variation across the plate (0<ψ <1). 3
or:
5.2.2 Shear stress
h w3 ⋅ t w
 --------------
The elastic buckling stress, in N/mm2, is given by: - + h w2 ⋅ b f ⋅ t f ⋅ 10 –4 for flanged profiles
 3 
2
τ E = 0, 9 ⋅ m t ⋅ E ⋅  --------------------
t IW : sectional moment of inertia of profile, in cm6,
 1000 ⋅ a
about connection of stiffener to plate, equal to:
where: h w3 ⋅ t w3
- ⋅ 10 –6 for flat bars
---------------
2
36
= 5, 34 + 4 ⋅  ---
a
mt
 b or:
and E, t, a and b are as defined in (a) above. t f ⋅ b f3 ⋅ h w2
------------------------ ⋅ 10 –6 for T profiles
12
5.3 Elastic buckling stresses of stiffeners
b f3 ⋅ h w2
5.3.1 Column buckling without rotation of the - ⋅ [ t f ⋅ ( b f2 + 2b f ⋅ h w + 4h w2 ) + ( 3t w ⋅ b f ⋅ h w ] ⋅ 10 – 6 )
----------------------------------
transverse section 12 ⋅ ( b f + h w ) 2
For the column buckling mode (perpendicular to the plane for flanged profiles.
of plating) the elastic buckling stress, in N/mm2, is given by: where:

Pt B, Ch 2, Sec 1
hW : web height, in mm 6 General rules for design

tW : web thickness, in mm
bf : flange width, in mm 6.1
tf : flange thickness, in mm; for bulb profiles, the
mean thickness of the bulb maybe used 6.1.1 The hull scantlings required in this Chapter are in
general to be maintained throughout the length of the hull.
C : spring stiffness factor, exerted by supporting
plate, equal to: For yachts with length L greater than 50 m, reduced scant-
lings may be adopted for the fore and aft zones, provided
kp ⋅ E ⋅ t3 that they are no less than those shown in Tab 3.
- ⋅ 10 –3
-------------------------------------------------------------------
 1 , 33 ⋅ k p ⋅ h w ⋅ t 3
3s ⋅ 1 + ----------------------------------------- In such case the variations between the scantlings adopted
 1000 ⋅ s ⋅ t w3  for the central part of the hull and those adopted for the
where: ends are to be gradual.
t : plating thickness, in mm, In the design, care is to be taken in order to avoid structural
s : spacing of stiffeners, in m, discontinuities in particular in way of the ends of super-
kp : 1 -ηp , not to be taken less than 0, structures and of the openings on the deck or side of the
yacht.
ηp : σa / σEp
σa : calculated compressive stress in the stiffener For yachts similar in performance to high speed hulls, a lon-
gitudinal structure with reinforced floors, placed at a dis-
σEp : elastic buckling stress of plating as calculated in tance of not more than 2 m, is required for the bottom.
[5.2.1].
Such interval is to be suitably reduced in the areas forward
5.3.3 Web buckling of amidships subject to the forces caused by slamming.
The elastic buckling stress, in N/mm2, is given by:
2 7 Minimum thicknesses
σ E = 3, 8 ⋅ E ⋅  -----
t w-
 h w
where: 7.1
E : defined in [5.3.1] 7.1.1 The thicknesses of plating and stiffeners calculated
tW, hW : defined in [5.3.2]. using the formulae in this Chapter are to be not less than the
values shown in Tab 3.
5.4 Critical buckling stress Lesser thicknesses may be accepted provided that, in the
opinion of RINA, their adequacy in terms of buckling
5.4.1 Compressive stress strength and resistance to corrosion is demonstrated.
The critical buckling stress in compression, σC, for plating
Where plating and stiffeners contribute to the longitudinal
and stiffeners is given by:
strength of the yacht, their scantlings are to be such as to
R eH fulfil the requirements for yacht longitudinal strength stipu-
σc = σE if σ E ≤ -------
-
2 lated in Sec 4.
R eH 
σ c = R eH ⋅  1 – ------------
R eH-
- if σ E > -------
 4 ⋅ σe  2 Table 3
where:
ReH : minimum yield stress of steel used, in N/mm2 Minimum thickness
Member
(mm)
σE : elastic buckling stress calculated according to
[5.2.1] and [5.3.2]. Keel, bottom plating t1 = 1,35 . L1/3 . K0,5
5.4.2 Shear stress Side plating t2 = 1,15 . L1/3 . K0,5

The critical buckling shear stress τC, for plating and stiffen-
Open strength deck plating t3 = 1,15 . L1/3 . K0,5
ers is given by:
Lower and enclosed deck plating t4 = t3 - 0,5
τ c = τE if τ E ≤ τ----F
2 1st tier superstructure front bulkhead t5 = t4
τ F -
τ c = τ F ⋅  1 – ----------- if τ E > τ----F
 Superstructure bulkhead t6 = t5 - 1
4 ⋅ τ e 2
where: Watertight subdivision bulkhead t7 = t2 - 0,5
τC : 0,58 Reh Tank bulkhead t8 = t2

2
Reh : minimum yield stress of steel used, in N/mm Centre girder t9 = 1,75 . L1/3 . K0,5
τE : elastic buckling stress calculated according to
[5.2.2]. (1) d = diameter of the pillar, in mm

Pt B, Ch 2, Sec 1
Minimum thickness attached plating, the section modulus shall be calculated

Member taking account of the inclination of the attached plating.
(mm)
Where the above angle α is less than 75°, the section mod-
Floors and side girders t10 = 1,30 . L1/3 . K0,5 ulus of the stiffener may be approximately calculated by
Tubular pillars multiplying the section modulus of the web fitted at right
0,03 d . K0,5 > 3,0 (1)
angles to the attached plating by cos (90 - α).
(1) d = diameter of the pillar, in mm
8.4 Calculation of section modulus
8 Plating attached to griders 8.4.1 Primary supporting members
The section modulus WT, in cm3, of a built section with
8.1 Primary supporting members attached plating of area AS, in cm2, may be calculated using
8.1.1 The section modulus and the moment of inertia of
primary supporting members are to be calculated in associ-
ation with an effective area AS, in cm2, of attached load A p ⋅ d a t S ⋅ d a2  200 ⋅ ( A S – A p )
- + -------------- ⋅ 1 + ------------------------------------
W T = --------------- -
bearing plating obtained from the following: 10 6000  200A S + t a ⋅ d a 
In cases of symmetrical sections, the section modulus may
A S = 10c ⋅ b F ⋅ t S be calculated as follows:
where:
AP ⋅ dA ta ⋅ d 2a
W T = ---------------
- + ----------------
10 6000
S S 2
for S L ⁄ b F < 8 : c = 0, 25 ⋅  -----L – 0, 016 ⋅  -----L As a rule AS is to be greater than Ap; in this respect, the
bF bF
thickness of the attached plating is to be increased accord-
ingly where necessary.
for S L ⁄ b F ≥ 8 : c = 1
Aa : web area, in cm2, in built sections
where: bp : face plate width, in mm, in built sections
Girders : primary supporting members of ordinary stiffen- Aa : face plate area, in cm2, in built sections
ers such as deck girders, beams and web
In the case of members located along the edge of openings,
frames, side stringers, vertical and horizontal
the effective area of the attached plating is to be assumed
girders of bulkheads, floors, centre and side bot-
equal to 7/10 of the value of AS calculated by assuming bF
tom girders, and similar.
equal to half the distance between the member considered
Ordinary stiffeners: supporting members of shell plating, and its adjacent member.
decks, double bottom or tank top plating, bulk-
heads, and similar.
9 Corrosion protection
SL : overall length of the girder, in m
bF : actual width of the load bearing plating, i.e. 9.1
one-half of the sum of the spaces between par-
allel stiffeners adjacent to that considered, in m 9.1.1 All steel structures, with the exception of fuel tanks,
ts : mean thickness, in mm, of the attached plating are to be suitably protected against corrosion.
As : area of the attached plating, in cm2 Such arrangements may consist of coating or, where appli-
ta : web thickness, in mm, in built sections cable, cathodic protection.
da : web depth in built sections, measured between The structures are to be clean and free from slag before the
the inside of the face plate and the inside of the coating is applied.
attached plating, in mm
9.2
9.2.1 When a primer is used after the preparation of the
8.2.1 Unless otherwise stated in specific requirements, the surfaces and prior to welding, as well as not impairing the
section modulus and the moment of inertia of the ordinary latter the composition of the primer is to be compatible with
stiffeners are to be calcolated in association with an effec- the subsequent layers of the coating cycle.
tive load bearing plating having width equal to the spacing The coating is to be applied with adequate thickness in
of the stiffeners and thickness equal to the mean thickness accordance with the Manufacturer's specifications.
of the attached plating.
9.3
8.3 Special cases
9.3.1 Paint or other products containing nitrocellulose or
8.3.1 In way of fore and aft regions and, in general, where other highly flammable substances are not to be used in
the web of the section is at an angle α less than 90° to the machinery or accommodation spaces.

Pt B, Ch 2, Sec 2
SECTION 2 MATERIALS
1 General steels other than those indicated in Tab 1 are used, their
mechanical and chemical properties, as well as any work-
manship requirements or recommendations, are to be avail-
1.1 Characteristics of materials able on board together with the above plan.
1.1.1 The characteristics of the materials to be used in the
2.2.2 It is also recommended that a plan is kept on board
construction of ships are to comply with the applicable
indicating the hull structures built in normal strength steel
requirements of Part D.
of grades D or E.
1.1.2 Materials with different characteristics may be
accepted, provided their specification (manufacture, chemi- Table 1 : Mechanical properties of hull steels
cal composition, mechanical properties, welding, etc.) is
submitted to the Society for approval.
Minimum yield Ultimate minimum
Steel grades stress ReH, in tensile strength Rm,
1.2 Testing of materials N/mm2 in N/mm2
1.2.1 Materials are to be tested in compliance with the A-B-D-E 235 400 - 520
applicable requirements of Part D. t ≤ 100mm
AH32-DH32-EH32 315 440 - 590
1.3 Manufacturing processes t ≤ 100mm
FH32
1.3.1 The requirements of this Section presume that weld- t ≤ 50mm
ing and other cold or hot manufacturing processes are car- AH36-DH36-EH36 355 490 - 620
ried out in compliance with current sound working practice t ≤ 100mm
and the applicable requirements of Part D. In particular: FH36
• parent material and welding processes are to be t ≤ 50mm
approved within the limits stated for the specified type
AH40-DH40-EH40 390 510 - 650
of material for which they are intended
FH40
• specific preheating may be required before welding t ≤ 50mm
• welding or other cold or hot manufacturing processes Note 1:Reference in Pt D, Ch 2, Sec 1, [2]
may need to be followed by an adequate heat treatment.
2.3 Material factor k
2 Steels for hull structure
2.3.1 General
2.1 Application Unless otherwise specified, the material factor k has the val-
ues defined in Tab 2, as a function of the minimum guaran-
2.1.1 Tab 1 gives the mechanical characteristics of steels teed yield stress ReH.
currently used in the construction of ships.
For intermediate values of ReH , k may be obtained by linear
2.1.2 Higher strength steels other than those indicated in interpolation.
Tab 1 are considered by the Society on a case by case basis.
Steels with a yield stress lower than 235 N/mm2 or greater
2.1.3 When steels with a minimum guaranteed yield stress than 390 N/mm2 are considered by the Society on a case by
ReH other than 235 N/mm2 are used on a ship, hull scant- case basis.
lings are to be determined by taking into account the mate-
rial factor k defined in [2.3]. Table 2 : Material factor k
2.1.4 Characteristics of steels with specified through thick-

ReH , in N/mm2 k
ness properties are given in Pt D, Ch 2, Sec 1, [7].
235 1
2.2 Information to be kept on board 315 0,78
355 0,72
2.2.1 A plan is to be kept on board indicating the steel
types and grades adopted for the hull structures. Where 390 0,70

Pt B, Ch 2, Sec 2
2.4 Grades of steel 2.4.3 For strength members not mentioned in Tab 3 , grade
A/AH may generally be used.
2.4.1 For the purpose of the selection of steel grades to be
used for the various structural members, the latter are 2.4.4 In specific cases, such as [2.4.5], with regard to
divided into categories (SECONDARY, PRIMARY and SPE- stress distribution along the hull girder, the classes required
CIAL), as indicated in Tab 3. within 0,4L amidships may be extended beyond that zone,
on a case by case basis.
Tab 3 also specifies the classes (I, II and III) of the materials
to be used for the various categories of structural members. 2.4.5 The material classes required for the strength deck
plating, the sheerstrake and the upper strake of longitudinal
2.4.2 Materials are to be of a grade not lower than that bulkheads within 0,4L amidships are to be maintained for
indicated in Tab 4 depending on the material class and an adequate length across the poop front and at the ends of
structural member gross thickness. the bridge, where fitted.
Table 3 : Application of material classes and grades (1/7/2004)
Material class or grade

Structural member category Within 0,4L Outside 0,4L
amidships amidships
SECONDARY: I A / AH
• Longitudinal bulkhead strakes, other than that belonging to the Primary category
• Deck plating exposed to weather, other than that belonging to the Primary or Special category
• Side plating
PRIMARY: II A / AH
• Bottom plating (including keel plate)
• Strength deck plating, excluding that belonging to the Special category
• Continuous longitudinal members above strength deck
• Uppermost strake in longitudinal bulkhead
SPECIAL: III II
• Sheerstrake at strength deck (I outside
• Stringer plate in strength deck 0,6L amid-
• Deck strake at longitudinal bulkhead ships)
• Bilge strake
Note 1:Plating materials for sternframes, rudders, rudder horns and shaft brackets are generally to be of grades not lower than those
corresponding to class II.
For rudder and rudder body plates subjected to stress concentrations (e.g. in way of lower support of semi-spade rudders or at upper
part of spade rudders) class III is to be applied.
Note 2:Bedplates of seats for propulsion and auxiliary engines inserted in the inner bottom are to be of class I. In other cases, the steel
may generally be of grade A. Different grades may be required by the Society on a case-by-case basis.
2.4.6 Rolled products used for welded attachments on hull

Table 4 : Material grade requirements plating, such as gutter bars and bilge keels, are to be of the
for classes I, II and III same grade as that used for the hull plating in way.
Where it is necessary to weld attachments to the sheerstrake
Class I II III or stringer plate, attention is to be given to the appropriate
Gross thick- choice of material and design, the workmanship and weld-
NSS HSS NSS HSS NSS HSS ing and the absence of prejudicial undercuts and notches,
ness, in mm
with particular regard to any free edges of the material.
t ≤ 15 A AH A AH A AH
15 < t ≤ 20 A AH A AH B AH 2.4.7 In the case of grade D plates with a nominal thick-
ness equal to or greater than 36 mm, or in the case of grade
20 < t ≤ 25 A AH B AH D DH DH plates with a nominal thickness equal to or greater than
25 < t ≤ 30 A AH D DH D DH 31 mm, the Society may, on a case by case basis, require
the impact test to be carried out on each original “rolled
30 < t ≤ 35 B AH D DH E EH unit”, where the above plates:
35 < t ≤ 40 B AH D DH E EH • either are to be placed in positions where high local
stresses may occur, for instance at breaks of poop and
40 < t ≤ 50 D DH E EH E EH
bridge, or in way of large openings on the strength deck
Note 1:“NSS” and “HSS” mean, respectively: and on the bottom, including relevant doublings, or
“Normal Strength Steel” and “Higher Strength Steel”. • are to be subjected to considerable cold working.

Pt B, Ch 2, Sec 2
2.4.8 In the case of full penetration welded joints located egories (SECONDARY, PRIMARY and SPECIAL), as indi-
in positions where high local stresses may occur perpendic- cated in Tab 5.
ular to the continuous plating, the Society may, on a case by Tab 5 also specifies the classes (I, II and III) of the materials
case basis, require the use of rolled products having ade- to be used for the various categories of structural members.
quate ductility properties in the through thickness direction,
For non-exposed structures and structures below the lowest
such as to prevent the risk of lamellar tearing (Z type steel,
ballast waterline, see.
see Part D).
Figure 1 : Commonly used definitions of
2.5 Grades of steel for structures exposed temperatures
to low air temperatures
Mean daily maximum temperature
2.5.1 For ships intended to operate in areas with low air

Mean daily average temperature
temperatures (-20°C or below), e.g. regular service during
winter seasons to Arctic or Antarctic waters, the materials in
exposed structures are to be selected based on the design
temperature tD, to be taken as defined in [2.5.2].
2.5.2 The design temperature tD is to be taken as the low-

est mean daily average air temperature in the area of opera-
tion, where:
Mean : Statistical mean over observation period (at least
20 years)
Average : Average during one day and night
Lowest : Lowest during one year
Fig 1 illustrates the temperature definition.
For seasonally restricted service, the lowest value within the
period of operation applies. tD = design temperature
2.5.3 For the purpose of the selection of steel grades to be

Mean daily minimum temperature
used for the structural members above the lowest ballast
waterline and exposed to air, the latter are divided into cat-
Table 5 : Application of material classes and grades to structures exposed to low air temperatures
Material class
Structural member category
Within 0,4L amidships Outside 0,4L amidships
SECONDARY: I I
Deck plating exposed to weather (in general)
Side plating above TB (1)
Transverse bulkheads above TB (1)
PRIMARY: II I
Strength deck plating (2)
Continuous longitudinal members above strength deck
Longitudinal bulkhead above TB (1)
SPECIAL: III II
Sheerstrake at strength deck
Stringer plate in strength deck
Deck strake at longitudinal bulkhead
(1) TB is the draught in light ballast condition.
(2) Plating at corners of large hatch openings to be considered on a case by case basis.
Class III or grade E/EH to be applied in positions where high local stresses may occur.
Note 1:Plating materials for sternframes, rudder horns, rudders and shaft brackets are to be of grades not lower than those corre-
sponding to the material classes in [2.4].

Pt B, Ch 2, Sec 2
2.5.4 Materials may not be of a lower grade than that indi- • temperature of the space on the uninsulated side, for
cated in Tab 6 to Tab 8 depending on the material class, plating insulated on one side only, either with uninsu-
structural member gross thickness and design temperature lated stiffening members (i.e. fitted on the uninsulated
tD . side of plating) or with insulated stiffening members (i.e.
For design temperatures tD < -55°C, materials will be spe- fitted on the insulated side of plating)
cially considered by the Society on a case by case basis. • mean value of temperatures in the adjacent spaces, for
plating insulated on both sides, with insulated stiffening
2.5.5 Single strakes required to be of class III or of grade members, when the temperature difference between the
E/EH of FH are to have breadths not less than (800+5L) mm, adjacent spaces is generally not greater than 10 °C
but not necessarily greater than 1800 mm. (when the temperature difference between the adjacent
spaces is greater than 10°C, the temperature value is
2.6 Grades of steel within refrigerated stipulated by the Society on a case by case basis)
spaces • in the case of non-refrigerated spaces adjacent to refrig-
erated spaces, the temperature in the non-refrigerated
2.6.1 For structural members within or adjacent to refriger- spaces is to be conventionally taken equal to 0°C.
ated spaces, when the design temperature is below 0°C, the
materials are to be of grades not lower than those indicated 2.6.3 Situations other than those mentioned in [2.6.1] and
in Tab 9, depending on the design temperature, the struc- [2.6.2] or special arrangements will be considered by the
tural member gross thickness and its category (as defined in Society on a case by case basis.
Tab 3).
2.6.4 Irrespective of the provisions of [2.6.1], [2.6.2] and
2.6.2 Unless a temperature gradient calculation is carried Tab 9, steel having grades lower than those required in
out to assess the design temperature and the steel grade in [2.4], Tab 3 and Tab 4, in relation to the class and gross
the structural members of the refrigerated spaces, the tem- thickness of the structural member considered, may not be
peratures to be assumed are specified below: used.
Table 6 : Material grade requirements for class I at low temperatures
Gross thickness, in -20°C / -25°C -26°C / -35°C -36°C / -45°C -46°C / -55°C
mm NSS HSS NSS HSS NSS HSS NSS HSS
t ≤ 10 A AH B AH D DH D DH
10 < t ≤ 15 B AH D DH D DH D DH
15 < t ≤ 20 B AH D DH D DH E EH
20 < t ≤ 25 D DH D DH D DH E EH
25 < t ≤ 30 D DH D DH E EH E EH
35 < t ≤ 45 D DH E EH E EH φ FH
45 < t ≤ 50 E EH E EH φ FH φ FH
Note 1:“NSS” and “HSS” mean, respectively, “Normal Strength Steel” and “Higher Strength Steel”.
Note 2:“φ” = not applicable.

Pt B, Ch 2, Sec 2
Table 7 : Material grade requirements for class II at low temperatures
t ≤ 10 B AH D DH D DH E EH
40 < t ≤ 45 E EH φ FH φ FH φ φ
Table 8 : Material grade requirements for class III at low temperatures
t ≤ 10 D DH D DH E EH E EH
40 < t ≤ 50 φ FH φ FH φ φ φ φ
3 Steels for forging and casting

Table 9 : Material grade requirements for members
within or adjacent to refrigerated spaces
3.1 General
Design tem- Gross Structural member category
perature, in thickness, Primary or 3.1.1 Mechanical and chemical properties of steels for
°C in mm Secondary
Special forging and casting to be used for structural members are to
t ≤ 20 B / AH B / AH comply with the applicable requirements of Part D.
-10 ≤ tD < 0 20 < t ≤ 25 B / AH D / DH 3.1.2 Steels of structural members intended to be welded

t > 25 D / DH E / EH are to have mechanical and chemical properties deemed
appropriate for this purpose by the Society on a case by
t ≤ 15 B / AH D / DH case basis.
-25 ≤ tD < -10 15 < t ≤ 25 D / DH E / EH
3.1.3 The steels used are to be tested in accordance with
t > 25 E / EH E / EH
the applicable requirements of Part D.
-40 ≤ tD < -25 t ≤ 25 D / DH E / EH
t > 25 E / EH E / EH 3.2 Steels for forging
3.2.1 For the purpose of testing, which is to be carried out

in accordance with the applicable provisions of Part D, the
above steels for forging are assigned to class 1 (see Pt D,
Ch 2, Sec 3, [1.2]).

Pt B, Ch 2, Sec 2
3.2.2 Rolled bars may be accepted in lieu of forged prod- 3.3.4 Heavily stressed cast parts of steering gear, particu-
ucts, after consideration by the Society on a case by case larly those intended to form a welded assembly and tillers
basis. or rotors mounted without key, are to be subjected to non-
destructive examination to check their internal structure.
In such case, compliance with the requirements of Pt D,
Ch 2, Sec 1, relevant to the quality and testing of rolled
parts accepted in lieu of forged parts, may be required. 4 Other materials and products
4.1 General
3.3 Steels for casting
4.1.1 Other materials and products such as parts made of
iron castings, where allowed, products made of copper and
3.3.1 Cast parts intended for stems, sternframes, rudders,
copper alloys, rivets, anchors, chain cables, cranes, masts,
parts of steering gear and deck machinery in general may be
derrick posts, derricks, accessories and wire ropes are gen-
made of C and C-Mn weldable steels of quality 1, having
erally to comply with the applicable requirements of Part D.
tensile strength Rm = 400 N/mm2 or 440 N/mm2, in accord-
ance with the applicable requirements of Pt D, Ch 2, Sec 4. 4.1.2 The use of plastics or other special materials not cov-
Items which may be subjected to high stresses may be ered by these Rules is considered by the Society on a case
required to be of quality 2 steels of the above types. by case basis. In such cases, the Society states the require-
ments for the acceptance of the materials concerned.
3.3.2 For the purpose of testing, which is to be carried out 4.1.3 Materials used in welding processes are to comply
in accordance with Pt D, Ch 2, Sec 4, [1.11], the above with the applicable requirements of Part D.
steels for casting are assigned to class 1 irrespective of their
quality. 4.2 Iron cast parts
4.2.1 As a rule, the use of grey iron, malleable iron or
3.3.3 The welding of cast parts to main plating contribut- spheroidal graphite iron cast parts with combined ferri-
ing to hull strength members is considered by the Society tic/perlitic structure is allowed only to manufacture low
on a case by case basis. stressed elements of secondary importance.
The Society may require additional properties and tests for 4.2.2 Ordinary iron cast parts may not be used for win-
such casting, in particular impact properties which are dows or sidescuttles; the use of high grade iron cast parts of
appropriate to those of the steel plating on which the cast a suitable type will be considered by the Society on a case
parts are to be welded and non-destructive examinations. by case basis.

Pt B, Ch 2, Sec 3
1 General The approval of the welding procedure is not required in

the case of manual metal arc welding with approved cov-
ered electrodes, except in the case of one side welding on
1.1 Application refractory backing (ceramic).
1.1.1
1.3.2 Consumables
The requirements of this Section apply to the preparation, For welding of hull structural steels, the minimum consuma-
execution and inspection of welded connections in hull ble grades to be adopted are specified in Tab 1 depending
structures. on the steel grade.
The general requirements relevant to fabrication by welding For welding of other materials, the consumables indicated
and qualification of welding procedures are given in Part D, in the welding procedures to be approved are considered
Chapter 5. As guidance see also the indications given in the by the Society on a case by case basis.
“Guide for Welding”.
Table 1 : Consumable grades
The requirements relevant to the non-destructive examina-
tion of welded connections are given in the Rules for carry- Consumable minimum grade
ing out non-destructive examination of welding.
Steel grade Butt welding, partial and
Fillet welding
1.1.2 Weld connections are to be executed according to full T penetration welding
the approved plans. Any detail not specifically represented A 1 1
in the plans is, in any event, to comply with the applicable
requirements. B-D 2
E 3
1.1.3 It is understood that welding of the various types of
steel is to be carried out by means of welding procedures AH32 - AH36 2Y 2Y
approved for the purpose, even though an explicit indica- DH32 - DH36
tion to this effect may not appear on the approved plans. EH32 - EH36 3Y
1.1.4 The quality standard adopted by the shipyard is to be FH32 - FH36 4Y

submitted to the Society and applies to all constructions AH40 2Y40 2Y40
unless otherwise specified on a case-by-case basis.
DH40 - EH40 3Y40
1.2 Base material FH40 4Y40

Note 1:
1.2.1 The requirements of this Section apply to the weld-
Welding consumables approved for welding higher strength
ing of hull structural steels or aluminium alloys of the types
steels (Y) may be used in lieu of those approved for welding
considered in Part D or other types accepted as equivalent normal strength steels having the same or a lower grade;
by the Society. welding consumables approved in grade Y40 may be used in
lieu of those approved in grade Y having the same or a lower
1.2.2 The service temperature is intended to be the ambi- grade.
ent temperature, unless otherwise stated. Note 2:
In the case of welded connections between two hull struc-
1.3 Welding consumables and procedures tural steels of different grades, as regards strength or notch
toughness, welding consumables appropriate to one or the
1.3.1 Approval of welding consumables and other steel are to be adopted.
procedures
Welding consumables and welding procedures adopted are 1.3.3 Electrodes for manual welding
to be approved by the Society. Basic covered electrodes are to be used for the welding of
structural members made in higher strength steels and irre-
The requirements for the approval of welding consumables spective of the steel type.
are given in Pt D, Ch 5, Sec 2.
Non-basic covered electrodes are generally allowed for
The requirements for the approval of welding procedures manual fillet welding of structural members of moderate
for the individual users are given in Pt D, Ch 5, Sec 4 and thickness (gross thickness less than 25 mm) made in normal
Pt D, Ch 5, Sec 5. strength steels.

Pt B, Ch 2, Sec 3
1.4 Personnel and equipment rules of good practice, recognised standards and past expe-
rience are to apply as agreed by the Society.
1.4.1 Welders
Manual and semi-automatic welding is to be performed by 1.6.2 Plate orientation
welders certified by the Society in accordance with recog- The plates of the shell and strength deck are generally to be
nised standards (see Pt D, Ch 5, Sec 1, [2.2.3] and Pt D, arranged with their length in the fore-aft direction. Possible
Ch 5, Sec 1, [2.2.5]); the welders are to be employed within exceptions to the above will be considered by the Society
the limits of their respective approval. on a case by case basis; tests as deemed necessary (for
example, transverse impact tests) may be required by the
1.4.2 Automatic welding operators Society.
Personnel manning automatic welding machines and
equipment are to be competent and sufficiently trained. 1.6.3 Overall arrangement
Particular consideration is to be given to the overall arrange-
1.4.3 Organisation ment and structural details of highly stressed parts of the
The internal organisation of the shipyard is to be such as to hull.
ensure compliance in full with the requirements in [1.4.1]
Special attention is to be given to the above details in the
and [1.4.3] and to provide assistance for and inspection of
welding personnel, as necessary, by means of a suitable plan approval stage.
number of competent supervisors.
1.6.4 Prefabrication sequences
1.4.4 NDE operators Prefabrication sequences are to be arranged so as to facili-
Non-destructive tests are to be carried out by qualified per- tate positioning and assembling as far as possible.
sonnel, certified by the Society, or by recognised bodies in The amount of welding to be performed on board is to be
compliance with appropriate standards. limited to a minimum and restricted to easily accessible
The qualifications are to be appropriate to the specific connections.
applications.
1.6.5 Distance between welds
1.4.5 Technical equipment and facilities Welds located too close to one another are to be avoided.
The welding equipment is to be appropriate to the adopted The minimum distance between two adjacent welds is con-
welding procedures, of adequate output power and such as sidered on a case by case basis, taking into account the
to provide for stability of the arc in the different welding level of stresses acting on the connected elements.
positions. In general, the distance between two adjacent butts in the
In particular, the welding equipment for special welding same strake of shell or deck plating is to be greater than two
procedures is to be provided with adequate and duly cali- frame spaces.
brated measuring instruments, enabling easy and accurate
reading, and adequate devices for easy regulation and regu- 2 Type of connections and preparation
lar feed.
Manual electrodes, wires and fluxes are to be stocked in 2.1 General
suitable locations so as to ensure their preservation in good
condition. 2.1.1 The type of connection and the edge preparation are
to be appropriate to the welding procedure adopted, the
1.5 Documentation to be submitted structural elements to be connected and the stresses to
which they are subjected.
1.5.1 The structural plans to be submitted for approval,
according to Sec 1, are to contain the necessary data rele-
2.2 Butt welding
vant to the fabrication by welding of the structures and
items represented. Any detail not clearly represented in the 2.2.1 General
plans is, in any event, to comply with the applicable Rule
In general, butt connections of plating are to be full penetra-
requirements.
tion, welded on both sides except where special procedures
For important structures, the main sequences of prefabrica- or specific techniques, considered equivalent by the Soci-
tion, assembly and welding and non-destructive examina- ety, are adopted.
tion planned are also to be represented in the plans.
Connections different from the above may be accepted by
1.5.2 A plan showing the location of the various steel the Society on a case by case basis; in such cases, the rele-
types is to be submitted at least for outer shell, deck and vant detail and workmanship specifications are to be
bulkhead structures. approved.
2.2.2 Welding of plates with different thicknesses

1.6 Design
In the case of welding of plates with a difference in gross
1.6.1 General thickness equal to or greater than:
For the various structural details typical of welded construc- • 3 mm, if the thinner plate has a gross thickness equal to
tion in shipbuilding and not dealt with in this Section, the or less than 10 mm

Pt B, Ch 2, Sec 3
• 4 mm, if the thinner plate has a gross thickness greater 2.3.3 Continuous fillet welding
than 10 mm, Continuous fillet welding is to be adopted:
a taper having a length of not less than 4 times the differ- • for watertight connections
ence in gross thickness is to be adopted for connections of • for connections of brackets, lugs and scallops
plating perpendicular to the direction of main stresses. For • at the ends of connections for a length of at least 75mm
connections of plating parallel to the direction of main • where intermittent welding is not allowed, according to
stresses, the taper length may be reduced to 3 times the dif- [2.3.4].
ference in gross thickness.
Continuous fillet welding may also be adopted in lieu of
When the difference in thickness is less than the above val-
intermittent welding wherever deemed suitable, and it is
ues, it may be accommodated in the weld transition
recommended where the spacing p, calculated according
between plates.
to [2.3.4], is low.
2.2.3 Edge preparation, root gap
2.3.4 Intermittent welding
Typical edge preparations and gaps are indicated in the
The spacing p and the length d, in mm, of an intermittent
“Guide for welding”.
weld, shown in:
The acceptable root gap is to be in accordance with the • Fig 1, for chain welding
adopted welding procedure and relevant bevel preparation.
• Fig 2, for scallop welding
2.2.4 Butt welding on permanent backing • Fig 3, for staggered welding
Butt welding on permanent backing, i.e. butt welding are to be such that:
assembly of two plates backed by the flange or the face
plate of a stiffener, may be accepted where back welding is p
--- ≤ ϕ
not feasible or in specific cases deemed acceptable by the d
Society. where the coefficient ϕ is defined in Tab 2 and Tab 3 for the
The type of bevel and the gap between the members to be different types of intermittent welding, depending on the
assembled are to be such as to ensure a proper penetration type and location of the connection.
of the weld on its backing and an adequate connection to In general, staggered welding is not allowed for connec-
the stiffener as required. tions subjected to high alternate stresses.
In addition, the following limitations are to be complied
2.2.5 Section, bulbs and flat bars with:
When lengths of longitudinals of the shell plating and
• chain welding (see Fig 1):
strength deck within 0,6 L amidships, or elements in general
subject to high stresses, are to be connected together by d ≥ 75 mm
butt joints, these are to be full penetration. Other solutions p-d ≤ 200 mm
may be adopted if deemed acceptable by the Society on a
case by case basis. Figure 1 : Intermittent chain welding
2.3 Fillet welding

2.3.1 General
In general, ordinary fillet welding (without bevel) may be
adopted for T connections of the various simple and com-
posite structural elements, where they are subjected to low
stresses (in general not exceeding 30 N/mm2) and adequate • scallop welding (see Fig 2):
precautions are taken to prevent the possibility of local lam- d ≥ 75 mm
inations of the element against which the T web is welded. p-d ≤ 150 mm
Where this is not the case, partial or full T penetration weld- v ≤ 0,25b, without being greater than 75 mm
ing according to [2.4] is to be adopted.
Figure 2 : Intermittent scallop welding
2.3.2 Fillet welding types
Fillet welding may be of the following types:
• continuous fillet welding, where the weld is constituted
by a continuous fillet on each side of the abutting plate
(see [2.3.3])
• intermittent fillet welding, which may be subdivided
(see [2.3.4]) into:
- chain welding
- scallop welding • staggered welding (see Fig 3):
- staggered welding. d ≥ 75 mm

Pt B, Ch 2, Sec 3
p-2d ≤ 300 mm For continuous fillet welds, p/d is to be taken equal to 1.

p ≤ 2d for connections subjected to high alternate In no case may the throat thickness be less than:
stresses. • 3,0 mm, where the gross thickness of the thinner plate
is less than 6 mm
Figure 3 : Intermittent staggered welding • 3,5 mm, otherwise.
The throat thickness may be required by the Society to be
increased, depending on the results of structural analyses.
The leg length of fillet weld T connections is to be not less
than 1,4 times the required throat thickness.
2.3.6 Weld dimensions in a specific case
Where intermittent fillet welding is adopted with:
2.3.5 Throat thickness of fillet weld T connections
• length d = 75 mm
The throat thickness of fillet weld T connections is to be
obtained, in mm, from the following formula: • throat thickness tT specified in Tab 4 depending on the
thickness t defined in [2.3.5]
p
t T = w F t --- the weld spacing may be taken equal to the value p1
d
defined in Tab 2. The values of p1 in Tab 2 may be used
where:
when 8 ≤ t ≤ 16 mm.
wF : Welding factor, defined in Tab 2 for the various
For thicknesses t less than 8 mm, the values of p1 may be
hull structural connections; for connections of
increased, with respect to those in Tab 2, by:
primary supporting members belonging to sin-
gle-skin structures and not mentioned in Tab 2, • 10 mm for chain or scallop welding
wF is defined in Tab 3; • 20 mm for staggered welding
t : Actual gross thickness, in mm, of the structural without exceeding the limits in [2.3.4].
element which constitutes the web of the T con- For thicknesses t greater than 16 mm, the values of p1 are to
nection
be reduced, with respect to those in Tab 2, by:
p, d : Spacing and length, in mm, of an intermittent • 10 mm for chain or scallop welding
weld, defined in [2.3.4].
• 20 mm for staggered welding.
Figure 4 : Continuous fillet welding
Figure 5 : Intermittent scallop fillet welding
between cut-outs
between cut-outs
Throat
thickness a Throat
thickness a
λ λ1 λ2 λ3 λ=∑(λi)
ε ε

Pt B, Ch 2, Sec 3
Table 2 : Welding factors wF and coefficient ϕ for the various hull structural connections
Connection ϕ (2) (3) p1, in mm (see

Hull area wF (1)
of to CH SC ST [2.3.6]) (3)
General, watertight plates boundaries 0,35
unless other- webs of ordinary stiff- plating 0,13 3,5 3,0 4,6 ST 260
wise speci- eners
fied in the face plate of at ends (4) 0,13
table fabricated stiff- elsewhere 0,13 3,5 3,0 4,6 ST 260
eners
Bottom and longitudinal ordinary bottom and inner bottom plating 0,13 3,5 3,0 4,6 ST 260
double bot- stiffeners
tom centre girder keel 0,25 1,8 1,8 CH/SC 130
inner bottom plating 0,20 2,2 2,2 CH/SC 160
side girders bottom and inner bottom plating 0,13 3,5 3,0 4,6 ST 260
floors (interrupted girders) 0,20 2,2 CH 160
floors bottom and in general 0,13 3,5 3,0 4,6 ST 260
inner bottom at ends (20% of span) 0,25 1,8 CH 130
plating for longitudinally
framed double bot-
tom
inner bottom plating in way of brackets 0,25 1,8 CH 130
of primary supporting members
girders (interrupted floors) 0,20 2,2 CH 160
partial side girders floors 0,25 1,8 CH 130
web stiffeners floor and girder webs 0,13 3,5 3,0 4,6 ST 260
Side ordinary stiffeners side and plating 0,13 3,5 3,0 4,6 ST 260
Deck strength deck side plating Partial penetration welding
non-watertight decks side plating 0,20 2,2 CH 160
ordinary stiffeners and deck plating 0,13 3,5 3,0 4,6 ST 260
intercostal girders
hatch coamings deck plating in general 0,35
at corners of hatch- 0,45
ways for 15% of the
hatch length
web stiffeners coaming webs 0,13 3,5 3,0 4,6 ST 260
Bulkheads watertight bulkhead boundaries 0,35
structures
non-watertight bulk- boundaries wash bulkheads 0,20 2,2 2,2 CH/SC 160
head structures others 0,13 3,5 3,0 4,6 ST 260
ordinary stiffeners bulkhead in general (5) 0,13 3,5 3,0 4,6 ST 260
plating at ends (25% of 0,35
span), where no end
brackets are fitted
Structures bottom longitudinal bottom plating 0,20 2,2 CH 160
located for- ordinary stiffeners
ward of 0,75 floors and girders bottom and inner bottom plating 0,25 1,8 CH 130
L from the AE
(6) side frames in panting side plating 0,20 2,2 CH 160
area
webs of side girders in side plating A< 65 cm2 (7) 0,25 1,8 1,8 CH/SC 130
single side skin struc- and face
A ≥ 65 cm (7)2 See Tab 3
tures plate

Pt B, Ch 2, Sec 3

Hull area wF (1)
of to CH SC ST [2.3.6]) (3)
After peak (6) internal structures each other 0,20
side ordinary stiffeners side plating 0,20
floors bottom and inner bottom plating 0,20
Machinery centre girder keel and inner in way of main 0,45
space (6) bottom plating engine foundations
in way of seating of 0,35
auxiliary machinery
and boilers
elsewhere 0,25 1,8 1,8 CH/SC 130
side girders bottom and in way of main 0,45
inner bottom engine foundations
plating in way of seating of 0,35
auxiliary machinery
and boilers
floors (except bottom and in way of seating of 0,35
in way of main engine inner bottom auxiliary machinery
foundations) plating and boilers
floors in way of main bottom plating 0,35
engine foundations foundation plates 0,45
floors centre girder single bottom 0,45
double bottom 0,25 1,8 1,8 CH/SC 130
Superstruc- external bulkheads deck in general 0,35
tures and engine and boiler 0,45
deckhouses casings at corners of
openings (15% of
opening length)
internal bulkheads deck 0,13 3,5 3,0 4,6 ST 260
ordinary stiffeners external and internal bulkhead plating 0,13 3,5 3,0 4,6 ST 260
Pillars elements composing each other (fabricated pillars) 0,13
the pillar section
pillars deck pillars in compres- 0,35
sion
pillars in tension Full penetration welding
Ventilators coamings deck 0,35

Pt B, Ch 2, Sec 3

Hull area wF (1)
of to CH SC ST [2.3.6]) (3)
Rudders webs in general each other 0,20 2,2 SC 160
plating in general 0,20 2,2 SC 160
top and bottom 0,35
plates of rudder plat-
ing
solid parts or rudder stock According to Ch 10, Sec 1,
[7.4] or Ch 10, Sec 1, [7.5]
horizontal and vertical each other 0,45
webs directly con- plating 0,35
nected to solid parts
(1) In connections for which wF ≥ 0,35, continuous fillet welding is to be adopted.
(2) For coefficient ϕ, see [2.3.4]. In connections for which no ϕ value is specified for a certain type of intermittent welding, such
type is not permitted and continuous welding is to be adopted.
(3) CH = chain welding, SC = scallop welding, ST = staggered welding.
(4) Ends of ordinary stiffeners means the area extended 75 mm from the span ends. Where end brackets are fitted, ends means the
area extended in way of brackets and at least 50 mm beyond the bracket toes.
(5) In tanks intended for the carriage of ballast or fresh water, continuous welding with wF = 0,35 is to be adopted.
(6) For connections not mentioned, the requirements for the central part apply.
(7) A is the face plate sectional area of the side girders, in cm2.
2.3.7 Throat thickness of welds between cut-outs porting members is to be not less than 0,35tW, where tW is
The throat thickness of the welds between the cut-outs in the web gross thickness, in mm.
primary supporting member webs for the passage of ordi-
Where primary supporting member web stiffeners are
nary stiffeners is to be not less than the value obtained, in
welded to ordinary stiffener face plates, in certain cases the
mm, from the following formula:
Society may require the above throat thickness to be
ε obtained, in mm, from the following formula:
t T C = t T ---
λ
4 ( p S + p W )s  1 – ------
s
where:  2
tT : Throat thickness defined in [2.3.5] t T = -------------------------------------------------------
u + v  ----------------------
c + 0 ,2d
ε, λ : Dimensions, in mm, to be taken as shown in: b + 0 ,2d
• Fig 4, for continuous welding
• Fig 5, for intermittent scallop welding. where:
pS, pW : Still water and wave pressure, respectively, in
2.3.8 Throat thickness of welds connecting
kN/m2, acting on the ordinary stiffener, defined
ordinary stiffeners with primary supporting
members in Ch 7, Sec 2, [3.3.2]
The throat thickness of fillet welds connecting ordinary stiff- b,c,d,u,v: Main dimensions, in mm, of the cut-out shown
eners and collar plates, if any, to the web of primary sup- in Fig 6.

Pt B, Ch 2, Sec 3
Table 3 : Welding factors wF and coefficient ϕ for connections of primary supporting members
Primary support- Connection ϕ (2) (3) p1, in mm (see

wF (1)
ing member of to CH SC ST [2.3.6]) (3)
General (4) web, plating and at ends 0,20

where A < 65 cm2 face plate
web, plating 0,35

where A ≥ 65 cm2
face plate at ends 0,35
end brackets face plate 0,35
In tanks, where web plating at ends 0,25

A < 65 cm2 (5)
face plate at ends 0,20
In tanks, where web plating at ends 0,45

A ≥ 65 cm2
elsewhere 0,35
face plate 0,35
(1) In connections for which wF ≥ 0,35, continuous fillet welding is to be adopted.

(2) For coefficient ϕ, see [2.3.4]. In connections for which no ϕ value is specified for a certain type of intermittent welding, such
type is not permitted.
(3) CH = chain welding, SC = scallop welding, ST = staggered welding.
(4) For cantilever deck beams, continuous welding is to be adopted.
(5) For primary supporting members in tanks intended for the carriage of ballast or fresh water, continuous welding is to be
adopted.
Note 1:
A is the face plate sectional area of the primary supporting member, in cm2.
Note 2:
Ends of primary supporting members means the area extended 20% of the span from the span ends. Where end brackets are fitted,
ends means the area extended in way of brackets and at least 100 mm beyond the bracket toes.
Figure 6 : End connection of ordinary stiffener Table 4 : Required throat thickness

Dimensions of the cut-out
c t, in mm tT, in mm t, in mm tT, in mm
6 3,0 17 7,0
8 3,5 18 7,0
9 4,0 19 7,5
u
d 10 4,5 20 7,5
v
11 5,0 21 8,5
12 5,5 22 8,5
13 6,0 23 9,0
c b
14 6,0 24 9,0
15 6,5 25 10,0
16 6,5 26 10,0

Pt B, Ch 2, Sec 3
2.3.9 Throat thickness of deep penetration fillet Figure 7 : Partial penetration weld
welding
When fillet welding is carried out with automatic welding
procedures, the throat thickness required in [2.3.5] may be T
reduced up to 15%, depending on the properties of the
electrodes and consumables. However, this reduction may
not be greater than 1,5 mm. f
The same reduction applies also for semi-automatic proce- = =

dures where the welding is carried out in the downhand
position.
2.4 Partial and full T penetration welding
2.4.1 General
Figure 8 : Partial penetration weld
Partial or full T penetration welding is to be adopted for
connections subjected to high stresses for which fillet weld-
ing is considered unacceptable by the Society.
T
Typical edge preparations are indicated in:
• for partial penetration welds: Fig 7 and Fig 8, in which f
f, in mm, is to be taken between 3 mm and t/3, and α
between 45° and 60° =
• for full penetration welds: Fig 9 and Fig 10, in which f,
in mm, is to be taken between 0 and 3 mm, and α
between 45° and 60°
Back gouging is generally required for full penetration
welds.
2.4.2 Lamellar tearing Figure 9 : Full penetration weld
Precautions are to be taken in order to avoid lamellar tears,

which may be associated with: T
• cold cracking when performing T connections between
plates of considerable thickness or high restraint
f
• large fillet welding and full penetration welding on
higher strength steels. = =
2.5 Lap-joint welding
2.5.1 General
Lap-joint welding may be adopted for:
• peripheral connection of doublers Figure 10 : Full penetration weld
• internal structural elements subjected to very low
stresses.
Elsewhere, lap-joint welding may be allowed by the Society

on a case by case basis, if deemed necessary under specific
conditions.
Continuous welding is generally to be adopted. T
2.5.2 Gap f
The surfaces of lap-joints are to be in sufficiently close con- =
tact.
2.5.3 Dimensions
The dimensions of the lap-joint are to be specified and are
considered on a case by case basis. Typical details are given
in the “Guide for welding”.

Pt B, Ch 2, Sec 3
2.6 Slot welding 3.3 Connection between propeller post and

propeller shaft bossing
2.6.1 General
Slot welding may be adopted in very specific cases subject 3.3.1 Fabricated propeller posts are to be welded with full
to the special agreement of the Society, (e.g. for doublers). penetration welding to the propeller shaft bossing.
In general, slot welding of doublers on the outer shell and

3.4 Bar stem connections
strength deck is not permitted within 0,6L amidships.
Beyond this zone, slot welding may be accepted by the
3.4.1 The bar stem is to be welded to the bar keel gener-
Society on a case by case basis.
ally with butt welding.
Slot welding is, in general, permitted only where stresses act The shell plating is also to be welded directly to the bar
in a predominant direction. Slot welds are, as far as possi- stem with butt welding.
ble, to be aligned in this direction.
2.6.2 Dimensions 4 Workmanship

Slot welds are to be of appropriate shape (in general oval)
and dimensions, depending on the plate thickness, and may 4.1 Forming of plates
not be completely filled by the weld.
4.1.1 Hot or cold forming is to be performed according to
Typical dimensions of the slot weld and the throat thickness the requirements of recognised standards or those accepted
of the fillet weld are given in the “Guide for welding”. by the Society on a case by case basis depending on the
The distance between two consecutive slot welds is to be material grade and rate of deformation.
not greater than a value which is defined on a case by case Recommendations for cold and hot forming are given in the
basis taking into account: “Guide for welding”.
- the transverse spacing between adjacent slot weld lines
4.2 Welding procedures and consumables
- the stresses acting in the connected plates
- the structural arrangement below the connected plates. 4.2.1 The various welding procedures and consumables
are to be used within the limits of their approval and in
accordance with the conditions of use specified in the
2.7 Plug welding respective approval documents.
2.7.1 Plug welding may be adopted only when accepted
by the Society on a case by case basis, according to specifi- 4.3 Welding operations
cally defined criteria. Typical details are given in the “Guide
for welding”. 4.3.1 Weather protection
Adequate protection from the weather is to be provided to
parts being welded; in any event, such parts are to be dry.
3 Specific weld connections
In welding procedures using bare, cored or coated wires
with gas shielding, the welding is to be carried out in
3.1 Corner joint welding weather protected conditions, so as to ensure that the gas
outflow from the nozzle is not disturbed by winds and
3.1.1 Corner joint welding, as adopted in some cases at draughts.
the corners of tanks, performed with ordinary fillet welds, is
permitted provided the welds are continuous and of the 4.3.2 Butt connection edge preparation
required size for the whole length on both sides of the joint.
The edge preparation is to be of the required geometry and
correctly performed. In particular, if edge preparation is car-
3.1.2 Alternative solutions to corner joint welding may be
ried out by flame, it is to be free from cracks or other detri-
considered by the Society on a case by case basis.
mental notches.
Recommendations for edge preparation are given in the
3.2 Bilge keel connection “Guide for welding”.
3.2.1 The intermediate flat, through which the bilge keel is 4.3.3 Surface condition
connected to the shell according to Sec 7, [9], is to be
The surfaces to be welded are to be free from rust, moisture
welded as a shell doubler by continuous fillet welds.
and other substances, such as mill scale, slag caused by
The butt welds of the doubler and bilge keel are to be full oxygen cutting, grease or paint, which may produce defects
penetration and shifted from the shell butts. in the welds.
The butt welds of the bilge plating and those of the doublers Effective means of cleaning are to be adopted particularly in
are to be flush in way of crossing, respectively, with the connections with special welding procedures; flame or
doubler and with the bilge keel. mechanical cleaning may be required.

Pt B, Ch 2, Sec 3
The presence of a shop primer may be accepted, provided it Figure 12 : Plate misalignment in butt connections
has been approved by the Society.
Shop primers are to be approved by the Society for a spe-
cific type and thickness according to Pt D, Ch 5, Sec 3.
4.3.4 Assembling and gap

The setting appliances and system to be used for positioning
are to ensure adequate tightening adjustment and an appro-
priate gap of the parts to be welded, while allowing maxi-
mum freedom for shrinkage to prevent cracks or other
defects due to excessive restraint.
The gap between the edges is to comply with the required
tolerances or, when not specified, it is to be in accordance
with normal good practice.
4.3.5 Gap in fillet weld T connections

In fillet weld T connections, a gap g, as shown in Fig 11, not
greater than 2 mm may be accepted without increasing the
throat thickness calculated according to [2.3.5] to [2.3.9],
as applicable. Figure 13 : Misalignment in cruciform connections
In the case of a gap greater than 2 mm, the above throat
thickness is to be increased accordingly as specified in
Sec 2 for some special connections of various ship types.
Recommendations are also given in the “Guide for weld-
ing”.
In any event, the gap g may not exceed 4 mm.
Figure 11 : Gap in fillet weld T connections
4.3.6 Plate misalignment in butt connections

The misalignment m, measured as shown in Fig 12,
4.3.8 Assembling of aluminium alloy parts
between plates with the same gross thickness t is to be less
than 0,15t, without being greater than 3 mm, where t is the When welding aluminium alloy parts, particular care is to
gross thickness of the thinner abutting plate. be taken so as to:
4.3.7 Misalignment in cruciform connections • reduce as far as possible restraint from welding shrink-
The misalignment m in cruciform connections, measured age, by adopting assembling and tack welding proce-
on the median lines as shown in Fig 13, is to be less than: dures suitable for this purpose
• t/2, in general, where t is the gross thickness of the thin- • keep possible deformations within the allowable limits.
ner abutting plate
• the values specified in Sec 2 for some special connec- 4.3.9 Preheating and interpass temperatures
tions of various ship types.
Suitable preheating, to be maintained during welding, and
The Society may require lower misalignment to be adopted slow cooling may be required by the Society on a case by
for cruciform connections subjected to high stresses. case basis.

Pt B, Ch 2, Sec 3
4.3.10 Welding sequences 5.3 Defects

Welding sequences and direction of welding are to be
5.3.1 Defects and imperfections on the materials and
determined so as to minimise deformations and prevent
welded connections found during construction are to be
defects in the welded connection.
evaluated for possible acceptance on the basis of the appli-
All main connections are generally to be completed before cable requirements of the Society.
the ship is afloat. Where the limits of acceptance are exceeded, the defective
Departures from the above provision may be accepted by material and welds are to be discarded or repaired, as
the Society on a case by case basis, taking into account any deemed appropriate by the Surveyor on a case by case
detailed information on the size and position of welds and basis.
the stresses on the zones concerned, both during ship When any serious or systematic defect is detected either in
launching and with the ship afloat. the welded connections or in the base material, the Manu-
facturer is required to promptly inform the Surveyor and
4.3.11 Interpass cleaning submit the repair proposal.
After each run, the slag is to be removed by means of a The Surveyor may require destructive or non-destructive
chipping hammer and a metal brush; the same precaution is examinations to be carried out for initial identification of
to be taken when an interrupted weld is resumed or two the defects found and, in the event that repairs are under-
welds are to be connected. taken, for verification of their satisfactory completion.
4.3.12 Stress relieving

5.4 Repairs on structures already welded
It is recommended and in some cases it may be required
that special structures subject to high stresses, having com- 5.4.1 In the case of repairs involving the replacement of
plex shapes and involving welding of elements of consider- material already welded on the hull, the procedures to be
able thickness (such as rudder spades and stern frames), are adopted are to be agreed with the Society on a case by case
prefabricated in parts of adequate size and stress-relieved in basis, considering these modifications as repairs of the in-
the furnace, before final assembly, at a temperature within service ship’s hull.
the range 550°C ÷ 620°C, as appropriate for the type of
steel. 6 Inspections and checks
4.4 Crossing of structural elements 6.1 General

4.4.1 In the case of T crossing of structural elements (one 6.1.1 Materials, workmanship, structures and welded con-
element continuous, the other physically interrupted at the nections are to be subjected, at the beginning of the work,
crossing) when it is essential to achieve structural continuity during construction and after completion, to inspections
through the continuous element (continuity obtained by suitable to check compliance with the applicable require-
means of the welded connections at the crossing), particular ments, approved plans and standards.
care is to be devoted to obtaining the correspondence of the
interrupted elements on both sides of the continuous ele- 6.1.2 The Manufacturer is to make available to the Sur-
ment. Suitable systems for checking such correspondence veyor a list of the manual welders and welding operators
are to be adopted. and their respective qualifications.
The Manufacturer's internal organisation is responsible for
ensuring that welders and operators are not employed
5 Modifications and repairs during under improper conditions or beyond the limits of their
construction respective qualifications and that welding procedures are
adopted within the approved limits and under the appropri-
5.1 General ate operating conditions.
6.1.3 The Manufacturer is responsible for ensuring that the

5.1.1 Deviations in the joint preparation and other speci-
operating conditions, welding procedures and work sched-
fied requirements, in excess of the permitted tolerances and
ule are in accordance with the applicable requirements,
found during construction, are to be repaired as agreed with
approved plans and recognised good welding practice.
the Society on a case by case basis.
6.2 Visual and non-destructive examina-

5.2 Gap and weld deformations tions
5.2.1 When the gap exceeds the required values, welding 6.2.1 After completion of the welding operation and work-
by building up or repairs are to be authorised by the Soci- shop inspection, the structure is to be presented to the Sur-
ety’s Surveyor. veyor for visual examination at a suitable stage of
Recommendations for repairing gap and weld deformations fabrication.
not complying with the required standards are given in the As far as possible, the results of non-destructive examina-
“Guide for welding”. tions are to be submitted.

Pt B, Ch 2, Sec 3
6.2.2 Non-destructive examinations are to be carried out Figure 15 : End connection of ordinary stiffener with
with appropriate methods and techniques suitable for the collar plate
individual applications, to be agreed with the Surveyor on a
case by case basis.
6.2.3 Radiographic examinations are to be carried out on

the welded connections of the hull in accordance with the
Society’s requirements, the approved plans and the Sur-
veyor’s instructions.
6.2.4 The Society may allow radiographic examinations to

be partially replaced by ultrasonic examinations.
Figure 16 : End connection of ordinary stiffener with
6.2.5 When the visual or non-destructive examinations one large collar plate
reveal the presence of unacceptable defects, the relevant
connection is to be repaired to sound metal for an extent
and according to a procedure agreed with the Surveyor. The
repaired zone is then to be submitted to non-destructive
examination, using a method at least as effective as that
adopted the first time and deemed suitable by the Surveyor
to verify that the repair is satisfactory.
Additional examinations may be required by the Surveyor
on a case by case basis.
Figure 17 : End connection of ordinary stiffener with
6.2.6 Ultrasonic and magnetic particle examinations may two large collar plates
also be required by the Surveyor in specific cases to verify
the quality of the base material.
7 End connections of ordinary stiffen-

ers
7.1
7.1.1 Where ordinary stiffeners are continuous through In all the above connections, the radius of the all the scal-
primary supporting members, they are to be connected to lops in the primary member around the stiffener is to be at
the web plating so as to ensure proper transmission of least 20mm.
loads, e.g. by means of one of the connection details shown The extension of the collar plate above the primary member
in Fig 14 to Fig 17. is to be at least 3 t, where t is the thickness of the collar
Connection details other than those shown in Fig 14 to Fig plate.
17 may be considered by RINA on a case by case basis.
7.1.2 Where ordinary stiffeners are cut at primary support-
ing members, brackets are to be fitted to ensure the struc-
Figure 14 : End connection of ordinary stiffener with-
tural continuity.
out collar plate
The net thickness of brackets is to be not less than that of
ordinary stiffeners. Brackets with net thickness, in mm, less
than 15Lb, where Lb is the length, in m, of the free edge of
the end bracket, are to be flanged or stiffened by a welded
face plate. The net sectional area, in cm2, of the flanged
edge or face plate is to be at least equal to 10Lb .
7.1.3 Where necessary, RINA may require backing brack-

ets to be fitted, as shown in Fig 18, in order to improve the
fatigue strength of the connection.

Pt B, Ch 2, Sec 3
Figure 18 : End connection of ordinary stiffener with thickness of the common part of the web is to be not less
backing bracket than the value obtained, in mm, from the following formula:
W
t = 15,75 ------
Ω
where:
w : the lesser of w1 and w 2,MAX
w1 : gross section modulus, in cm3, of member 1
w 2,MAX: the greater value, in cm3, of the gross section mod-
uli of members 2 and 3
Ω : Area, in cm2, of the common part of members 1, 2 and
3.
In the absence of one of members 2 and 3 shown in Fig 11,
the value of the relevant gross section modulus is to be
taken equal to zero.
8 End connections of primary support-
ing members 8.2.2 In no case may the thickness calculated according to
[4.2.1] be less than the smallest web net thickness of the
members forming the crossing.
8.1 Bracketed end connections
8.2.3 In general, the continuity of the face plates is to be
8.1.1 Arm lengths of end brackets are to be equal, as far as ensured.
practicable.
As a general rule, the height of end brackets is to be not less Figure 19 : Bracketless end connections of primary
than that of the primary supporting member. supporting members
8.1.2 The thickness of the end bracket web is generally to

be not less than that of the primary supporting member Member 2
web.
8.1.3 The scantlings of end brackets are generally to be

such that the net section modulus of the primary supporting
member with end brackets is not less than that of the pri-
mary supporting member at mid-span. Ω Member 1
8.1.4 The width, in mm, of the face plate of end brackets is

to be not less than 50(Lb+1), where Lb is the length, in m, of
the free edge of the end bracket.
Moreover, the net thickness of the face plate is to be not less Member 3
than that of the bracket web.
8.1.5 Stiffening of end brackets is to be designed such that

it provides adequate buckling web stability.
As guidance, the following prescriptions may be applied: 9 Cut-outs and holes
• where the length Lb is greater than 1,5 m, the web of the
bracket is to be stiffened; 9.1
• the net sectional area, in cm2, of web stiffeners is to be 9.1.1 Cut-outs for the passage of ordinary stiffeners are to
not less than 16,5l, where l is the span, in m, of the stiff- be as small as possible and well rounded with smooth
ener; edges.
• tripping flat bars are to be fitted to prevent lateral buck- In general, the depth of cut-outs is to be not greater than
ling of web stiffeners. Where the width of the symmetri- 50% of the depth of the primary supporting member.
cal face plate is greater than 400 mm, additional
backing brackets are to be fitted.
9.2
8.2 Bracketless end connections 9.2.1 Where openings such as lightening holes are cut in
primary supporting members, they are to be equidistant
8.2.1 As a general rule, in the case of bracketless crossing from the face plate and corners of cut-outs and, in general,
between primary supporting members (see Fig 11), the their height is to be not greater than 20% of the web height.

Pt B, Ch 2, Sec 3
9.3 Figure 22 : Stiffening of large openings in primary

supporting members - Solution 3 (inserted plate)
9.3.1 Openings may not be fitted in way of toes of end
brackets.
9.4
t t
9.4.1 Over half of the span of primary supporting mem-
bers, the length of openings is to be not greater than the dis-
tance between adjacent openings.
At the ends of the span, the length of openings is to be not

greater than 25% of the distance between adjacent open- 10 Stiffening arrangement
ings.
10.1
9.5 10.1.1 Webs of primary supporting members are generally
to be stiffened where the height, in mm, is greater than
100t, where t is the web net thickness, in mm, of the pri-
9.5.1 The cut-out is to be reinforced to one of the solutions
mary supporting member.
shown in Fig 20 to Fig 22:
In general, the web stiffeners of primary supporting mem-
• continuous face plate (Solution 1): see Fig 20 bers are to be spaced not more than 110t apart.
• straight face plate (Solution 2): see Fig 21 10.2

• compensation of the opening (Solution 3): see Fig 22
10.2.1 As a general rule, tripping brackets (see Fig 23)
• combination of the above solutions. welded to the face plate may be fitted:
at every fourth spacing of ordinary stiffeners, without
Other arrangements may be accepted provided they are exceeding 4 m
supported by direct calculations submitted to RINA for • at the toe of end brackets
review. • at rounded face plates
• in way of cross ties
Figure 20 : Stiffening of large openings in primary • in way of concentrated loads.
supporting members - Solution 1 Where the width of the symmetrical face plate is greater
than 400 mm, backing brackets are to be fitted in way of the
tripping brackets.
10.3
10.3.1 In general, the width of the primary supporting
member face plate is to be not less than one tenth of the
depth of the web, where tripping brackets are spaced as
specified in [6.2].
Figure 21 : Stiffening of large openings in primary 10.4

supporting members - Solution 2
10.4.1 The arm length of tripping brackets is to be not less
than the greater of the following values, in m:
d = 0,38b
s
d = 0,85b ---t
t
where:
b : Height, in m, of tripping brackets, shown in Fig 23
st : Spacing, in m, of tripping brackets
t : Net thickness, in mm, of tripping brackets.
It is recommended that the bracket toe should be designed
as shown in Fig 23.

Pt B, Ch 2, Sec 3
10.5 the plans.

RINA may, at its discretion, require shear, tensile and com-
10.5.1 Tripping brackets with a net thickness, in mm, less pression tests to be carried out on representative specimens
than 15Lb are to be flanged or stiffened by a welded face of riveted connections.
plate.
11.2
Figure 23 : Primary supporting member: web stiffener
in way of ordinary stiffener 11.2.1 When rivets are used to connect materials of differ-
ent types, precautions are to be taken against electrolytic
corrosion.
Whenever possible, the arrangements are to be such as to
enable inspection in service without the need to remove
coverings, etc.
12 Sealed connections
12.1
12.1.1 Where a sealing product is used to ensure airtight
or watertight integrity, product information is to be submit-
ted together with evidence of its previous successful use.
11 Riveted connections
11.1
11.1.1 When riveted connections are employed, the
mechanical properties of the rivets are to be indicated on

Pt B, Ch 2, Sec 4
SECTION 4 LONGITUDINAL STRENGTH
1 General σs : mimimum yield stress of the material, in

N/mm2.
1.1
2.2
1.1.1 The structural scantlings prescribed in Chapter 2 are
also intended for the purposes of the longitudinal strength 2.2.1 The compressive value of normal stresses is not to
of a yacht of length having L not exceeding 50 m for mono- exceed the value of the critical stresses for plates and stiff-
hull yachts or 40 m for catamarans and openings on the eners calculated in Sec 1, [5].
strength deck of limited size.
For yachts of greater length and/or openings of size greater 2.3
than the breadth B of the hull and extending for a consider-
able part of the length of the yacht, calculation of longitudi- 2.3.1 The moment of inertia J of the midship section, in
nal strength is required.
m4, is to be not less than the value given by the following
formulae.
1.2
For planing yachts:
1.2.1 To this end, longitudinal strength calculations are to –6
J = 5, 32 ⋅ M ⋅ 10
be carried out considering the load and ballast conditions
for both departure and arrival. For displacement yachts:
–6
J = 5, 90 ⋅ M ⋅ 10
2 Bending stresses
2.1 3 Shear stresses
2.1.1 In addition to satisfying the minimum requirements

3.1
stipulated in the individual Sections of this Chapter, the
scantlings of members contributing to the longitudinal
strength of monohull yachts and catamarans are to achieve 3.1.1 The shear stresses in every position along the length
a section modulus of the midship section at the bottom and L are not to exceed the allowable values; in particular.
the deck such as to guarantee stresses not exceeding the T
allowable values. -----t ⋅ 10 – 3 ≤ f ⋅ σ s
At
Therefore:
where:
2
σ f ≤ f ⋅ σ s N ⁄ mm
Tt : total shear in kN defined in Chapter 1
2
σ p ≤ f ⋅ σ s N ⁄ mm σs, f : defined in [2]
where: At : actual shear area of the transverse section, in
m2, to be calculated considering the net area of
MT
- N ⁄ mm 2
σ f = ---------------------- side plating and of any longitudinal bulkheads
1000 W f
excluding openings.
MT
- N ⁄ mm 2
σ p = -----------------------
1000 W p 4 Calculation of the section modulus
Wf, Wp : section modulus at the bottom and the deck,
respectively, of the transverse section, in m3 4.1
MT : design total vertical bending moment defined in
Ch 1, Sec 5. 4.1.1 In the calculation of the modulus and inertia of the
midship section, all the continuous members, plating and
f : 0,80 for planing yachts
longitudinal stiffeners are generally to be included, pro-
f : 0,72 for displacement yachts vided that they extend for at least 0,4 L amidships.

Pt B, Ch 2, Sec 5
SECTION 5 PLATING
1 Definitions and symbols : 0,07, assuming p=p2.

ka : coefficient as a function of the ratio S/s given in
1.1 Tab 1 below where S is the greater dimension of
the plating, in m.
1.1.1 k2 : curvature correction factor given by 1-(h/s) to be
s : spacing of ordinary longitudinal or transverse taken not less than 0,7 where h is the distance,
stiffener, in m in mm, measured perpendicularly from the
p : scantling pressure, in kN/m2, given in Ch 1, chord s to the highest point of the arc of plating
Sec 5 between the two supports (see Fig 1).
K : factor defined in Sec 2. The thickness of the plating of the bilge is, in any event, to
be taken as not less than the greater of the thicknesses of the
2 Keel bottom and side.
Sheet steel of plating in way of the propeller shaft struts,
2.1 Sheet steel keel tunnel thruster attachment and in the vicinity of the water-
jet drive duct entrance is to have a thickness, in mm, not
2.1.1 The keel plating is to have a width bCH, in mm, less than the value te given by:
throughout the length of the yacht, not less than the value 0, 5
t e = ( 0, 05 ⋅ L + 6 ) ⋅ K
obtained by the following equation:
and, in any event, equal to the thickness of the bottom
b CH = 4, 5 ⋅ L + 600
increased by 50%.
and a thickness not less than that of the adjacent bottom
plating increased by 2 mm. Table 1
2.2 Solid keel S/s Ka
2.2.1 (1/3/2014) 1 17,5

The height and thickness of the keel, throughout the length
1,2 19,6
of the yacht, are to be not less than the values hCH and tCH,
in mm, calculated with the following equations: 1,4 20,9
h CH = 1, 5 ⋅ L + 100 1,6 21,6

0, 5 1,8 22,1
t CH = ( 0, 35 ⋅ L + 6 ) ⋅ K
Lesser heights and thicknesses may be accepted provided 2,0 22,3
that the effective area of the section is not less than that of
>2 22,4
the Rule section.
Lesser heights and thicknesses may also be acceptable if a Figure 1
centre girder is placed in connection with the solid keel.
3 Bottom and bilge
3.1
3.1.1 (1/3/2014)
Bottom plating is the plating up to the chine or to the upper
turn of the bilge.
The thickness of the bottom plating and the bilge is to be h
not less than the greater of the values t1 and t2, in mm, cal-
culated with the following formulae:
S
0, 5
t1 = k1 ⋅ k2 ⋅ ka ⋅ s ⋅ ( p ⋅ K )
0, 5
t2 = 8 ⋅ s ⋅ ( T ⋅ K )
where:
k1 : 0,11, assuming p=p1

Pt B, Ch 2, Sec 5
4 Sheerstrake 6.2
6.2.1 Openings in the curved zone of the bilge strakes may
4.1 be accepted where the former are elliptical or fitted with
equivalent arrangements to minimise the stress concentra-
4.1.1 In yachts having L > 50 a sheerstrake plate of height
tion effects. In any event, such openings are to be located
h, in mm, not less than 0,025 L and thickness not less than
well clear of welded connections.
the greater of the values of the plating of the side and the
stringer plate is to be fitted.
In the case of sidescuttles or windows or other openings
6.3
arranged on the sheerstrake plate, the thickness is to be 6.3.1 The internal walls of sea intakes are to have external
increased sufficiently as necessary in order to compensate plating thickness increased by 1 mm, but not less than 6
such openings. mm.
In way of the ends of the bridge, the thickness of the sheer-
strake is to be adequately increased. 7 Local stiffeners
5 Side 7.1
5.1 7.1.1 The thickness of plating determined with the forego-

ing formulae is to be increased locally, generally by at least
5.1.1 The thickness of side plating is to be not less than the 50%, in way of the stem, propeller shaft struts, rudder horn
greater of the values t1 and t2, in mm, calculated with the or trunk, stabilisers, anchor recesses, etc.
following formulae:
t1 = k1 ⋅ k 2 ⋅ ka ⋅ s ⋅ ( p ⋅ K )
0, 5 7.2
t 2 = 6, 5 ⋅ s ⋅ ( T ⋅ K )
0, 5 7.2.1 Where the aft end is shaped such that the bottom
plating aft has a large flat area, RINA may require the local
where k1, k2 and ka are as defined in [3.1]. plating to be increased and/or reinforced with the fitting of
additional stiffeners.
5.2
7.3
5.2.1 The thickness of the transom is to be no less than that
required for the bottom, for the part below the waterline, or 7.3.1 The thickness of plating is to be locally increased in
for the side, for the part above the waterline. way of inner or outer permanent ballast arrangements.
In the event of water-jet drive systems, the thickness of the The thickness is to be not less than 1,25 that of the adjacent
transom will be the subject of special consideration. plating but no greater than that of the keel.
6 Openings in the shell plating 8 Cross-deck bottom plating
6.1 8.1
6.1.1 Sea intakes and other openings are to be well 8.1.1 The thickness is to be taken, the stiffener spacing s
rounded at the corners and located, as far as possible, out- being equal, no less than that of the side plating.
side the bilge strakes and the keel. Arrangements are to be Where the gap between the bottom and the waterline is so
such as to ensure continuity of strength in way of openings. small that local wave impact phenomena are anticipated,
An increase in the thickness of the local plating may be an increase in thickness and/or additional internal stiffeners
required where the openings are of unusual dimensions. may be required.

Pt B, Ch 2, Sec 6
1 General 2 Definitions and symbols
1.1 Scope 2.1

1.1.1 This Section stipulates the criteria for the structural 2.1.1
scantlings of a single bottom, which may be of either longi- s : spacing of ordinary longitudinal or transverse
tudinal or transverse type. stiffeners, in m;
p : scantling pressure, in kN/m2, given in
1.2 Longitudinal structure Chapter 1
1.2.1 The longitudinal type structure is made up of ordi- K : coefficient defined in Sec 2.
nary reinforcements placed longitudinally, supported by
floors. 3 Longitudinal type structure
The floors may be supported by girders, which in turn may
be supported by transverse bulkheads, or by the sides of the 3.1 Bottom longitudinals
hull.
3.1.1 The section modulus of longitudinal stiffeners is to
1.2.2 A centre girder is to be fitted.
be not less than the value Z, in cm3, calculated with the fol-
Where the breadth of the floors exceeds 6 m, sufficient side lowing formula:
girders are to be fitted so that the distance between them 2
and the centre girder or the side does not exceed 3 m. Z = k1 ⋅ s ⋅ S ⋅ K ⋅ p
where:
1.2.3 The bottom of the engine room is to be reinforced
with a suitable web floor consisting of floors and girders; k1 : 0,83 assuming p=p1
the latter are to extend beyond the engine room for a suita- : 0,36 assuming p=p2
ble length and are to be connected to any existing girders in S : conventional span of the longitudinal stiffener,
other areas. in m, equal to the distance between floors.
1.2.4 Additional bottom stiffeners are to be fitted in way of The bottom longitudinal stiffeners are preferably to be con-
the propeller shaft struts, the rudder and the ballast keel. tinual through the transverse members. Where they are to
be interrupted in way of a transverse watertight bulkhead,
brackets are to be provided at the ends.
1.3.1 The transverse framing consists of ordinary stiffeners 3.2 Floors
arranged transversally (floors) and placed at each frame sup-
ported by girders, which in turn are supported by transverse 3.2.1 The section modulus of the floors at the centreline of
bulkheads or reinforced floors. the span S is to be not less than the value ZM, in cm3, calcu-
lated with the following formula.
1.3.2 A centre girder is to be fitted. 2
ZM = k1 ⋅ b ⋅ S ⋅ K ⋅ p
Where the breadth of the floors exceeds 6 m, sufficient side
girders are to be fitted so that the distance between them where:
and the centre girder or the side does not exceed 3 m. k1 : defined in [3.1]
1.3.3 In way of the propeller shaft struts, the rudder horn b : half the distance, in m, between the two floors
and the ballast keel, additional floors are to be fitted with adjacent to that concerned
sufficiently increased scantlings. S : conventional floor span equal to the distance, in
m, between the two supporting members (sides,
1.3.4 The bottom of the engine room is to be reinforced girders, keel with a dead rise edge > 12°).
with a suitable web floor consisting of floors and girders;
In the case of a keel with a dead rise edge < 12° but > 8°,
the latter are to be fitted as a continuation of the existing
the span S is always to be calculated considering the dis-
girders outside the engine room.
tance between girders or sides; the modulus ZM may, how-
1.3.5 Floors of increased scantlings are to be fitted in way ever, be reduced by 40%.
of reinforced frames at the sides and reinforced beams on If a side girder is fitted on each side with a height equal to
the weather deck. Any intermediate floors are to be ade- the local height of the floor, the modulus may be reduced
quately connected to the ends. by a further 10%.

Pt B, Ch 2, Sec 6
3.3 Girders 4 Transverse type structures

3.3.1 Centre girder
4.1 Ordinary floors
When the girder forms a support for the floor, the section
modulus is to be not less than the value ZPC, in cm3, calcu- 4.1.1 The section modulus for ordinary floors is to be not
lated with the following formula: less than the value Z, in cm3, calculated with the following
2
formula:
Z PC = k 1 ⋅ b P C ⋅ S ⋅ K ⋅ p
2
Z = k1 ⋅ s ⋅ S ⋅ K ⋅ p
where:
where:
k1 : defined in [3.1]
bPC : half the distance, in m, between the two side
S : conventional span in m, of the floor equal to the
girders if supporting or equal to B/2 in the
distance between the members which support it
absence of supporting side girders
(girders, sides).
S : conventional girder span equal to the distance,
in m, between the two supporting members 4.2 Centre girder
(transverse bulkheads, floors).
Whenever the centre girder does not form a support for the 4.2.1 The section modulus of the centre girder is to be not
floors, the section modulus is to be not less than the value less than the value ZPC, in cm3, calculated with the follow-
ZPC, in cm3, calculated with the following formula: ing formula:
2
′ 2
Z PC = k 1 ⋅ b P C ⋅ S ⋅ K ⋅ p Z PC = k 1 ⋅ b P C ⋅ S ⋅ K ⋅ p
where: where:
k1 : 1,22 assuming p=p1
: 0,75 assuming p=p2.
b’PC : half the distance, in m, between the two side
girders if present or equal to B/2 in the absence bPC : half the distance, in m, between the two side
of side girders girders if supporting or equal to B/2 in the
S : distance between the floors.
S : conventional span of the centre girder, equal to
3.3.2 Side girders the distance, in m, between the two supporting
members (transverse bulkheads, floors).
When the side girder forms a support for the floor, the sec-
tion modulus is to be not less than the value ZPL, in cm3,
calculated with the following formula: 4.3 Side girders
2
Z PL = k 1 ⋅ b P L ⋅ S ⋅ K ⋅ p 4.3.1 The section modulus is to be not less than the value
ZPL, in cm3, calculated with the following formula:
where:
2
Z PL = k 1 ⋅ b P L ⋅ S ⋅ K ⋅ p
k1 : defined in [3.1].
where:
bPL : half the distance, in m, between the two adja-
cent girders or between the side and the girder k1 : defined in [4.2]
concerned bPL : half the distance, in m, between the two adja-
S : conventional girder span equal to the distance, cent girders or between the side and the girder
in m, between the two supporting members adjacent to that concerned
(transverse bulkheads, floors). S : conventional girder span equal to the distance,
Whenever the side girder does not form a support for the in m, between the two members which support
floors, the section modulus is to be not less than the value it (transverse bulkheads, floors).
′ 2
5 Constructional details
Z PL = k 1 ⋅ b P L ⋅ S ⋅ K ⋅ p
where: 5.1
5.1.1 The centre girder and side girders are to be con-
b’PL : half the distance, in m, between the two adja- nected to the stiffeners of the transom by means of suitable
cent girders or between the side and the adja- fittings.
cent girder
The face plate of the girders may be gradually reduced to
S : distance between the floors. reach the dimensions of that of the transom stiffeners.

Pt B, Ch 2, Sec 7
1 General Bilge wells placed in the inner bottom are to be watertight

and limited as far as possible in height and are to have walls
and bottom of thickness not less than that prescribed for
1.1 inner bottom plating.
1.1.1 This Section stipulates the criteria for the structural In zones where the double bottom varies in height or is
scantlings of a double bottom, which may be of either lon- interrupted, tapering of the structures is to be adopted in
gitudinal or transverse type. order to avoid discontinuities.
The longitudinal type structure is made up of ordinary rein-

forcements placed longitudinally, supported by floors. 2 Minimum height
The fitting of a double bottom with longitudinal framing is
2.1
recommended for planing and semi-planing yachts.
1.1.2 (1/1/2017) 2.1.1 The height of the double bottom is to be sufficient to
allow access to all areas and, in way of the centre girder, is
The fitting of a double bottom extending from the collision
to be not less than the value hDF, in mm, obtained from the
bulkhead to the forward bulkhead in the machinery space,
following formula:
or as near thereto as practicable, is requested for yachts of L
> 50 m. h df = 28B + 32 ( T + 10 )
On yachts of L > 61 m a double bottom is to be fitted, as far The height of the double bottom is in any event to be not
as practicable, outside the machinery space extending for- less than 700 mm. For yachts less than 50 m in length, RINA
ward to the collision bulkhead and aft to the after peak may accept reduced height.
bulkhead.
On yachts of L > 76 m the double bottom is to extend, as far 3 Inner bottom plating
as this is practicable, throughout the length of the yacht.
The double bottom is to extend transversally to the side so
3.1
as to protect the bottom in the bilge area, as far as possible. 3.1.1 The thickness of the inner bottom plating is to be not
The double bottom may be avoided if the vessel satisfy what less than the value t1, in mm,calculated with the following
required in Ch.II-1 part B-2 Regulation 9 SOLAS'74 as formula:
amended. 0, 5
t 1 = ( 0, 04L + 5s + 1 )k
1.1.3 The dimensions of the double bottom, and in par- where:
ticular the height, are to be such as to allow access for s : spacing of the ordinary stiffeners, in m.
inspection and maintenance.
For yachts of length L < 50 m, the thickness is to be main-
In floors and in side girders, manholes are to be provided in tained throughout the length of the hull.
order to guarantee that all parts of the double bottom can For yachts of length L > 50 m, the thickness may be gradu-
be inspected at least visually. ally reduced outside 0,4 L amidships so as to reach a value
The height of manholes is generally to be not greater than no less than 0,9 t1 at the ends.
half the local height in the double bottom. When manholes Where the inner bottom forms the top of a tank intended for
with greater height are fitted, the free edge is to be rein- liquid cargoes, the thickness of the top is also to comply
forced by a flat iron bar or other equally effective reinforce- with the provisions of Sec 10.
ments are to be arranged.
Manholes are not to be placed in the continuous centre 4 Centre girder
girder, or in floors and side girders below pillars, except in
special cases at the discretion of RINA.
4.1
1.1.4 Openings are to be provided in floors and girders in 4.1.1 A centre girder is to be fitted, as far as this is practi-
order to ensure down-flow of air and liquids in every part of cable, throughout the length of the hull.
the double bottom.
The thickness of the centre girder is to be not less than the
Holes for the passage of air are to be arranged as close as following value tpc, in mm:
possible to the top and those for the passage of liquids as
0, 5
close as possible to the bottom. t p c = ( 0, 008h d f + 2 )k

Pt B, Ch 2, Sec 7
5 Side girders • in the machinery space at every frame

• in way of variations in height of the double bottom
5.1 • outside the machinery space at 2 m intervals.
5.1.1 Where the breadth of the floors does not exceed 6 7 Bracket floors
m, side girders need not be fitted.
Where the breadth of the floors exceeds 6 m, side girders 7.1
are to be arranged with thickness equal to that of the floors.
A sufficient number of side girders are to be fitted so that the 7.1.1 At each frame between solid floors, bracket floors
distance between them, or between one such girder and the consisting of a frame connected to the bottom plating and a
centre girder or the side, does not exceed 3 m. reverse frame connected to the inner bottom plating are to
be arranged and attached to the centre girder and the mar-
The side girders are to be extended as far forward and aft as gin plate by means of flanged brackets with a width of
practicable and are, as a rule, to terminate on a transverse flange not less than 1/10 of the double bottom depth.
bulkhead or on a floor or other transverse structure of ade-
The frame section modulus Zc, in cm3, is to be not less
quate strength.
than:
2
5.2 Zc = k1 ⋅ s ⋅ S ⋅ p ⋅ K
where:
5.2.1 Where additional girders are foreseen in way of the
bedplates of engines, they are to be integrated into the
structures of the yacht and extended as far forward and aft : 0,36 assuming p=p2
as practicable. S : frame span, in m, equal to the distance between
Girders of height no less than that of the floors are to be fit- the mid-spans of the brackets connecting the
ted under the bedplates of main engines. frame/reverse frame.
The reverse frame section modulus is to be not less than
Engine foundation bolts are to be arranged, as far as practi-
85% of the frame section modulus.
cable, in close proximity to girders and floors.
Where tanks intended for liquid cargoes are arranged above
Where this is not possible, transverse brackets are to be fit- the double bottom, the frame and reverse frame section
ted. moduli are to be no less than those required for tank stiffen-
ers as stated in Sec 10.
6 Floors
8 Bottom and inner bottom longitudi-
6.1 nals
6.1.1 The thickness of floors tm, in mm, is to be not less
8.1
than the following value:
t m = ( 0, 008hdf + 0, 5 )k
0, 5 8.1.1 The section modulus of bottom stiffeners is to be no
less than that required for single bottom longitudinals stipu-
Watertight floors are also to have thickness not less than lated in Sec.6.
that required in Sec 10 for tank bulkheads.
The section modulus of inner bottom stiffeners is to be no
less than 85% of the section modulus of bottom longitudi-
6.2 nals.
6.2.1 When the height of a floor exceeds 900 mm, vertical
stiffeners are to be arranged. the double bottom, the section modulus of longitudinals is
to be no less than that required for tank stiffeners as stated
In any event, solid floors or equivalent structures are to be in Sec 10.
arranged in longitudinally framed double bottoms in the fol-
lowing locations:
9 Bilge keel
• under bulkheads and pillars
• outside the machinery space at an interval no greater 9.1 Arrangement, scantlings and connec-
than 2 m tions
• in the machinery space under the bedplates of main
engines 9.1.1 Arrangement
• in way of variations in height of the double bottom. Where installed, bilge keels may not be welded directly on
the shell plating. An intermediate flat, or doubler, is
Solid floors are to be arranged in transversely framed dou- required on the shell plating.
ble bottoms in the following locations: The ends of the bilge keel are to be sniped at an angle of
• under bulkheads and pillars 15° or rounded with large radius. They are to be located in

Pt B, Ch 2, Sec 7
way of a transverse bilge stiffener. The ends of the interme- Figure 2 : bilge keel arrangement
diate flat are to be sniped at an angle of 15°.
The arrangement shown in Fig 1 is recommended.
Figure 1 : bilge keel arrangement
9.1.2 Materials
The bilge keel and the intermediate flat are to be made of
steel with the same yield stress and grade as that of the bilge
strake.
9.1.3 Scantlings
The net thickness of the intermediate flat is to be equal to
that of the bilge strake. However, this thickness may gener-
The arrangement shown in Fig 2 may also be accepted ally not be greater than 15 mm.

9.2.1 The intermediate flat, through which the bilge keel is
connected to the shell, is to be welded as a shell doubler by
continuous fillet welds.
The butt welds of the doubler and bilge keel are to be full
penetration and shifted from the shell butts.
The butt welds of the bilge plating and those of the doublers
are to be flush in way of crossing, respectively, with the
doubler and with the bilge keel.

Pt B, Ch 2, Sec 8
1 General 3.2 Longitudinal stiffeners

3.2.1 The section modulus of the side longitudinals is to be
1.1 not less than the value Z, in cm3, calculated with the fol-
lowing formula:
1.1.1 This Section lays down the criteria for the scantlings
of the reinforcement structures of the side, which may be of The section modulus of the frames is to be not less than the
longitudinal or transverse type. value Z, in cm3, calculated with the following formula:
2
The longitudinal type structure consists of ordinary stiffeners Z = k1 ⋅ s ⋅ S ⋅ K ⋅ p
placed longitudinally supported by reinforced frames, gen-
where:
erally spaced not more than 2 m apart, or by transverse
bulkheads. k1 : 0,83 assuming p=p1
: 0,36 assuming p=p2
The transverse type structure is made up of ordinary rein-
forcements placed vertically (frames), which may be sup- S : conventional span of the longitudinal, in m,
ported by reinforced stringers, by decks, by flats or by the equal to the distance between the supporting
bottom structures. members, in general made up of reinforced fra-
mes or transverse bulkheads.
Reinforced frames are to be provided in way of the mast and
the ballast keel, in sailing yachts, in the machinery space
and in general in way of large openings on the weather 4 Reinforced beams
deck.
2 Definitions and symbols
4.1.1 The section modulus of the reinforced frames is to
be not less than the value Z, in cm3, calculated with the fol-
2.1 lowing formula:
2
2.1.1 Z = k 1 ⋅ K CR ⋅ s ⋅ S ⋅ K ⋅ p
s : spacing of ordinary longitudinal or transverse where:

stiffeners, in m; k1 : 1 assuming p=p1
p : scantling pressure, in kN/m2, defined in Ch 1, : 0,7 assuming p=p2
Sec 5; KCR : 0,9 for reinforced frames which support ordi-
K : factor defined in Sec 2 of this Chapter. nary longitudinal stiffeners, or reinforced string-
ers;
3 Ordinary stiffeners : 0,4 for reinforced frames which do not support
ordinary stiffeners;
s : spacing, in m, between the reinforced frames or
3.1 Transverse frames half the distance between the reinforced frames
and the transverse bulkhead adjacent to the
3.1.1 The section modulus of the frames is to be not less frame concerned;
than the value Z, in cm3, calculated with the following for- S : conventional span, in m, equal to the distance
mula: between the members which support the rein-
2
Z = k1 ⋅ s ⋅ S ⋅ K ⋅ p forced frame.
where: 4.2 Reinforced stringers

4.2.1 The section modulus of the reinforced stringers is to
: 0,56 assuming p=p2
be not less than the value Z, in cm3,calculated with the fol-
S : conventional frame span, in m, equal to the lowing formula:
distance between the supporting members. ′ 2
Z = k 1 ⋅ K CR ⋅ s ⋅ S ⋅ K ⋅ p
The ordinary frames are to be well connected to the ele-
ments which support them, in general made up of a beam where:
and a floor. k1 : defined in [4.1]

Pt B, Ch 2, Sec 8
K’CR : • 0,9 for reinforced stringers which support 6.1.3 For connections of perpendicular stiffeners located
ordinary vertical stiffeners (frames); in the same plane (see Fig 1) or connections of stiffeners
• 0,4 for reinforced stringers which do not located in perpendicular planes (see Fig 2), the required
support ordinary vertical stiffeners; section modulus is to be taken equal to:
s : spacing,in m, between the reinforced stringers w = w2 if w2 ≤ w1
or 0,5 D in the absence of reinforced stringers
w = w1 if w2 > w1
or decks;
S : conventional span, in m, equal to the distance where w1 and w2 are the required section moduli of stiffen-
between the members which support the ers, as shown in Fig 1 and Fig 2.
stringer, in general made up of transverse bulk-
heads or reinforced frames. 6.1.4 For connections of frames to deck beams (see Fig 3),
the required section modulus is to be taken equal to:
5 Frame connections • for bracket "A":
wA = w 1 if w2 ≤ w1
5.1 General • for bracket "B":
5.1.1 End connections of frames are to be bracketed. w B = w' 1 butneed not be greater then w 1
5.1.2 ‘Tweendeck frames are to be bracketed to the deck at where w1 , w'1 and w2 are the required section moduli of
the top and welded or bracketed at the bottom. stiffeners, as shown in Fig 3.
In the case of bulb profiles, a bracket may be required to be
fitted at the bottom. Figure 1 : Connections of perpendicular stiffeners in
the same plane
5.1.3 Brackets are normally connected to frames by lap
welds. The length of overlap is to be not less than the depth
of frames. w2
6 Scantling of brackets of frame con-

nections
d
6.1
6.1.1 As a general rule, for yachts of length greater than
50m, the following scantlings may be adopted: d
w1
6.1.2 Upper brackets of frames
The arm length of upper brackets connecting frames to deck
beams is to be not less than the value obtained, in mm,
from the following formula: Figure 2 : Connections of stiffeners located in per-
pendicular planes
d = φ w + 30-
----------------
t
d
where:
φ: coefficient equal to: w2
• for unflanged brackets:
φ = 48
theoritical
• for flanged brackets: bracket
actual
φ = 43,5 bracket
d
w : required section modulus of the stiffener, in cm3, given

in [6.1.2] and [6.1.3] and depending on the type of connec- w1
tion,
t : bracket net thickness, in mm.

Pt B, Ch 2, Sec 8
Figure 3 : Connections of frames to deck beams 6.2.2 The arm lengths d1 and d2 of lower brackets of
frames are to be not less than the value obtained, in mm,
w'1 from the following formula:
w + 30
h'1 dB d = φ -----------------
t
where:
dB
φ: coefficient equal to:
B • for unflanged brackets:
h'1
φ = 50
w2
• for flanged brackets:
φ = 45
A
w : required section modulus of the frame, in cm3,

dA
t : bracket thickness, in mm.
6.2.3 Where the bracket thickness, in mm, is less than

15Lb , where Lb is the length, in m, of the bracket free edge,
dA the free edge of the bracket is to be flanged or stiffened by a
welded face plate.
The sectional area, in cm2, of the flange or the face plate is
w1
to be not less than 10Lb.

6.2.1 In general, frames are to be bracketed to the inner
bottom or to the face plate of floors as shown in Fig 4.
Figure 4 : Lower brackets of frames
d2
h
1,5
75
75
2h
d1

Pt B, Ch 2, Sec 9
SECTION 9 DECKS
1 General 3.2 Lower decks

3.2.1 The thickness of the weather deck plating, consider-
1.1 ing that said deck is also a strength deck, is to be not less
than the value t, in mm, calculated with the following for-
1.1.1 This Section lays down the criteria for the scantlings
mula:
of decks, plating and reinforcing or supporting structures.
0, 5
The reinforcing and supporting structures of decks consist of t = 1, 15 ⋅ s ⋅ ( L ⋅ K )
ordinary reinforcements, beams or longitudinal stringers, Where the deck is a tank top, the thickness of the deck is, in
laid transversally or longitudinally, supported by lines of any event, to be not less than the value calculated with the
shoring made up of systems of girders and/or reinforced formulae given in Sec 10 for tank bulkhead plating.
beams, which in turn are supported by pillars or by trans-
verse or longitudinal bulkheads.
4 Stiffening and support structures for
Reinforced beams together with reinforced frames are to be
decks
placed in way of the mast in sailing yachts.
In sailing yachts with the mast resting on the deck or on the
deckhouse, a pillar or bulkhead is to be arranged in way of
the mast base. 4.1.1 The section modulus of the ordinary stiffeners of
both longitudinal and transverse (beams) type is to be not
2 Definitions and symbols less than the value Z, in cm3, calculated with the following
formula:
2.1 2
Z = 7, 5 ⋅ C 1 ⋅ s ⋅ S ⋅ K ⋅ h
2.1.1 where:
pdc : calculation deck, meaning the first deck above C1 : 1,44 for weather deck longitudinals
the full load waterline, extending for at least 0,6 : 0,63 for lower deck longitudinals
L and constituting an efficient support for the : 0,56 for beams.
structural elements of the side; in theory, it is to S : conventional span, in m, equal to the distance
extend for the whole length of the yacht; between the two supporting members.
s : spacing of ordinary transverse or longitudinal
stiffeners, in m; 4.2 Reinforced beams
h : scantling height, in m, the value of which is
given in Ch 1, Sec 5; 4.2.1 The section modulus for girders and for ordinary
K : factor defined in Sec 2. reinforced beams is to be not less than the value Z, in cm3,
calculated with the following equation:
2
3 Deck plating Z = 4, 75 ⋅ b ⋅ S ⋅ K ⋅ h
where:
3.1 Weather deck b : average width of the strip of deck resting on the
beam, in m. In the calculation of b any open-
3.1.1 The thickness of the weather deck plating, consider- ings are to be considered as non-existent
ing that said deck is also a strength deck, is to be not less
S : conventional span of the reinforced beam, in m,
equal to the distance between the two support-
mula:
ing members (pillars, other reinforced beams,
0, 5
t = 1, 9 ⋅ s ⋅ ( L ⋅ K ) bulkheads).
In yachts having L>50 m, a stringer plate is to be fitted with
width b, in m, not less than 0,025 L and thickness t, in mm, 4.3 Pillars
not less than the value given by the formula:
4.3.1 Pillars are, in general, to be made of tubes. In tanks
0, 5
t = 2, 4 ⋅ s ⋅ ( L ⋅ K ) intended for liquid cargoes, open section pillars are to be
The stringer plate of increased thickness may be waived if fitted.
the thickness adopted for the deck is greater than Rule The section area of pillars is to be not less than the value A,
thickness. in cm2, given by the formula:

Pt B, Ch 2, Sec 9
Q 4.3.2 Pillar connections (1/1/2016)

A = ---------------------------------------
12, 5 – 0, 045λ Heads and heels of pillars are to be attached to the sur-
rounding structure by means of brackets and insert plates so
where: that the loads are well distributed.
Q : load resting on the pillar, in kN, calculated with Insert plates may be replaced by doubling plates, except in
the case of pillars which may also work under tension, such
as those in tanks.
Q = 6, 87 ⋅ A ⋅ h As an alternative, brackets or insert plates may be avoided
provided that the local verification of compressive stress
where: shows acceptable results.
A : area of the part of the deck resting Pillars are to be attached at their heads and heels by contin-
uous welding.
on the pillar, in m2.
Pillars are to be connected to the inner bottom at the inter-
h : scantling height, defined in [2.1.1]. section of girders and floors.
Where pillars connected to the inner bottom are not located
λ : the ratio between the pillar length and the mini-
in way of intersections of floors and girders, partial floors or
mum radius of gyration of the pillar cross-sec- girders or equivalent structures suitable to support the pil-
tion. lars are to be arranged.

Pt B, Ch 2, Sec 10
1 General 4.2 Reinforced beams
4.2.1 The horizontal webs of bulkheads with ordinary ver-

1.1
tical stiffeners and reinforced stiffeners in the bulkheads
1.1.1 (1/1/2016) with ordinary horizontal stiffeners are to have a section
The number and position of watertight bulkheads are, in modulus not less than the value Z, in cm3, calculated with
general, to be in accordance with the provisions of the following formula:
Chapter 1. 2
Z = C1 ⋅ b ⋅ S ⋅ h ⋅ K
2 Symbols
C1 : 6, for subdivision bulkheads
2.1 : 10, for tank bulkheads
2.1.1 b : width, in m, of the zone of bulkhead resting on
s : spacing between the stiffeners, in m the horizontal web or on the reinforced stiffener
S : conventional span, equal to the distance, in m, h : scantling height indicated in Tab 2.
between the members that support the stiffener
concerned Table 2 (1/1/2009)
hs, ho : as defined in Ch 1, Sec 5
K : as defined in Sec 2. Bulkhead h (m) c
Collision bulkhead hB 0,78
3 Plating
Watertight bulkhead hB 0,63
3.1 Deep tank bulkhead hT 1
3.1.1 The watertight bulkhead plating is to have a thick-

ness not less than the value tS in mm, calculated with the 5 General arrangement
following formula:
tS = k1 ⋅ s ⋅ ( h ⋅ K )
0, 5
5.1
The coefficient k1 and the scantling height h have the values
5.1.1 The structural continuity of the bulkhead vertical
indicated in Tab 1. and horizontal primary supporting members with the sur-
rounding supporting structures is to be carefully ensured.
Table 1 (1/1/2009)
5.2
Bulkhead k1 h (m)
Collision bulkhead 4,35 hB 5.2.1 Where vertical stiffeners are cut in way of watertight
doors, reinforced stiffeners are to be fitted on each side of
Watertight bulkhead 3,8 hB the door and suitably overlapped; cross-bars are to be pro-
Deep tank bulkhead 4,25 hT vided to support the interrupted stiffeners.
4 Stiffeners 6 Non-tight bulkheads
4.1 Ordinary stiffeners 6.1 Non-tight bulkheads not acting as pillars

4.1.1 The section modulus of ordinary stiffeners is to be 6.1.1 Non-tight bulkheads not acting as pillars are to be
not less than the value Z, in cm3, calculated with the fol- provided with vertical stiffeners with a maximum spacing
lowing formula: equal to:
2
Z = 7, 5 ⋅ s ⋅ S ⋅ h ⋅ c ⋅ K • 0,9 m, for transverse bulkheads
The values of the coefficient c and of the scantling height h • two frame spacings, with a maximum of 1,5 m, for lon-
are those indicated in Tab 2. gitudinal bulkheads.

Pt B, Ch 2, Sec 10

6.2.1 Non-tight bulkheads acting as pillars are to be pro-
vided with vertical stiffeners with a maximum spacing equal
to:
• two frame spaces, when the frame spacing does not
exceed 0,75 m,
• one frame spaces, when the frame spacing is greater
than 0,75 m.

Pt B, Ch 2, Sec 11
1 General 2
Z = 5, 5 ⋅ s ⋅ S ⋅ h ⋅ K
where:
1.1
h : conventional scantling height, in m, defined in
1.1.1 First tier superstructures or deckhouses are intended [2]
as those situated on the uppermost exposed continuous
K : factor defined in Sec 2
deck of the yacht, second tier superstructures or deckhouses
are those above, and so on. s : spacing of the stiffeners, in m
Where the distance from the hypothetical freeboard deck to S : span of the stiffeners, equal to the distance, in
the full load waterline exceeds the freeboard that can hypo- m, between the members supporting the stiff-
thetically be assigned to the yacht the reference deck for the ener concerned.
determination of the superstructure tier may be the deck
below the one specified above, see Ch 1, Sec 1, [4.3.2].
4 Superstructure decks
When there is no access from inside superstructures and
deckhouses to 'tweendecks below, reduced scantlings with
respect to those stipulated in this Section may be accepted 4.1 Plating
at the discretion of RINA.
4.1.1 (1/3/2014)
2 Boundary bulkhead plating The superstructure deck plating is to be not less than the
value t, in mm, calculated with the following formula:
2.1 t = 10 ⋅ s ⋅ ( K ⋅ h )
0, 5
2.1.1 (1/3/2014)
where:
The thickness of the boundary bulkheads is to be not less
than the value t, in mm, calculated with the following for- s : spacing of the stiffeners, in m
mula: K : factor defined in Sec 2
0, 5
t = 8 ⋅ s ⋅ (K ⋅ h) h : conventional scantling height, in m, defined in
s : spacing between the stiffeners, in m Ch 1, Sec 5, [5.5].
h : conventional scantling height, in m, the value of In any event, the thickness t is to be not less than the values
which is to be taken not less than the value indi- shown in Sec 1, Tab 3.
cated in Tab 1.
K : factor defined in Sec 2.
4.2 Stiffeners
In any event, the thickness t is to be not less than the values
shown in Sec 1, Tab 3. 4.2.1 (1/3/2014)
The section modulus Z, in cm3, of both the longitudinal and
Table 1 transverse ordinary deck stiffeners is to be not less than the
value calculated with the following formula:
Type of bulkhead h (m)
2
Z = 5, 5 ⋅ s ⋅ S ⋅ h ⋅ K
1st tier front 1,5
where:
2nd tier front 1,0
s : spacing of the stiffeners, in m
Other bulkheads wherever situated 1,0
S : conventional span of the stiffener, equal to the
3 Stiffeners distance, in m, between the supporting mem-
bers
3.1 h : conventional scantling height, in m, defined in

Ch 1, Sec 5, [5.5]
3.1.1 (1/1/2011)
The stiffeners of the boundary bulkheads are to have a sec- k : factor defined in Sec 2.
tion modulus not less than the value Z, in cm3, calculated Reinforced beams (beams, stringers) and ordinary pillars are
with the following formula: to have scantlings as stated in Sec 9.

Part B
Hull
Chapter 3
ALUMINIUM HULLS
SECTION 2 MATERIALS
SECTION 5 PLATING
SECTION 9 DECKS

Pt B, Ch 3, Sec 1
1 Field of application B : maximum breadth of the yacht, in m, outside

frames; in tests of the longitudinal strength of
twin hull yachts, B is to be taken as equal to
1.1
twice the breadth of the single hull, measured
1.1.1 Chapter 3 applies to monohull yachts with a hull immediately below the cross-deck;
made of aluminium alloy and a length L not exceeding 90
D : depth of the yacht, in m, measured vertically in
m, with motor or sail power with or without an auxiliary
the transverse section at half the length L, from
engine.
the base line up to the deck beam of the upper-
Multi-hulls or hulls with a greater length will be considered most continuous deck;
case by case.
In the examination of constructional plans, RINA may take T : draft of the yacht, in m, measured vertically in
into consideration material distribution and structural scant- the transverse section at half the length L, from
lings other than those that would be obtained by applying the base line to the full load waterline with the
these regulations, provided that structures with longitudinal, yacht at rest in calm water;
transverse and local strength not less than that of the corre-
sponding Rule structure are obtained or provided that such s : spacing of the ordinary longitudinal or tran-
material distribution and structural scantlings prove ade- sverse stiffener, in m;
quate in the opinion of RINA, on the basis of direct test cal-
Δ : displacement of the yacht outside frames, in t, at
culations of the structural strength.
draught T;
The formulae indicated in this Chapter are based on use of
an aluminium alloy having yield strength, in the welded K : factor as a function of the mechanical properties
condition, Rp 0,2 = 110 N/mm2 (corresponding to a perma- of the aluminium alloy used, as defined in Sec.
nent elongation of 0,2%). 2.
The scantlings of structures made with light alloys having
different values of yield strength are obtained taking into 3 Plans, calculations and other infor-
account coefficient K as defined in Sec 2. mation to be submitted
2 Definitions and symbols
3.1
2.1 Premise 3.1.1 Tab 1 lists the structural plans that are to be pre-
sented in advance to RINA in triplicate, for examination and
2.1.1 The definitions and symbols in this Article are valid
approval when required.
for all the Sections of this Chapter.
The definitions of symbols having general validity are not The Table also indicates the information that is to be sup-
normally repeated in the various Sections, whereas the plied with the plans or, in any case, submitted to RINA for
meanings of those symbols which have specific validity are the examination of the documentation.
specified in the relevant Sections. For documentation purposes, copies of the following plan
are also to be submitted:
2.2 Definitions and symbols - general arrangement plans;
2.2.1 - capacity plan;
L : scantling length, in m, on the full load water- - lines plan;
line, assumed to be equal to the length on the
full load waterline with the yacht at rest;

Pt B, Ch 3, Sec 1
Table 1 (1/1/2016) 3.2

3.2.1 If a Builder for the construction of a new vessel of a
CONTAINING INFORMATION
PLAN standard design wants to use drawings already approved for
RELEVANT TO:
a vessel similar in design and construction and classed with
• Midship section • main dimensions, maximum the same class notation and the same navigation, the draw-
operating speed V, design ings may not be sent for approval, but the request for survey
acceleration aCG (for planing of the vessel is to be submitted with an enclosed list of
or semi-planing yachts) drawings reference and copies of the approved drawings
• materials and associated are to be sent to RINA.
mechanical properties Attention is also to be paid to possible flag Administartions
• for yachts with L > 40 m, if requirements, which may determine differences in con-
multi-hull, or L > 50 m, if struction.
mono-hull, state the maxi-
mum vertical bending It is the Builder’s responsibility to submit for approval any
moment in still water modification to the approved plans prior to the commence-
• displacement ment of any work.
Plan approval of standard design vessels is only valid so
• Longitudinal and
long as no applicable Rule changes take place. When the
transverse section
Rules are amended, the plans are to be submitted for new
• Plan of the decks • openings approval.
• loads acting, if different
from Rule loads 4 Direct calculations
• Shell expansion • openings
• Structure of the engine
4.1
room 4.1.1 When deemed necessary by RINA, direct calcula-
• Watertight bulkheads • openings tions of the hull structural scantlings are to be carried out,
and deep tank • location of air outlets on the basis of the most advanced calculation techinques.
bulkheads When performing direct calculations the load specified in
Ch 1, Sec 5 are generally to be applied. Where, in the case
• Structure of stern/side • closing appliances
of ships of special design for which, in the opinion of RINA,
door
these requirements are deemed inappropriate, loads calcu-
• Superstructures • openings lated according to other criteria are to be adopted.
• location of overflow
• Support structure for • design loads and connec- 5 General rules for design
crane tions to the hull structures
• Rudder • materials of all components
5.1
• calculation speed 5.1.1 The hull scantlings required in this Chapter are in
• Propeller shaft struts • material general to be maintained throughout the length of the hull.
For yachts with length L greater than 50 m, reduced scant-
• Plan of tank testing
lings may be adopted for the fore and aft zones, provided
(1)
that, with particular regard to plating, they are no less than
(1) Only for yacts equal to or greater than 5000 GT those shown in Tab 2.
In such case the variations between the scantlings adopted
If the INWATERSURVEY notation is to be assigned, the fol- for the central part of the hull and those adopted for the
lowing plans and information are to be submitted: ends are to be gradual.
In the design, care is to be taken in order to avoid structural
• details showing how rudder pintle and bush clearances discontinuities in particular in way of the ends of super-
are to be measured and how the security of the pintles structures and of the openings on the deck or side of the
in their sockets is to be verified with the craft afloat. yacht.
For yachts similar in performance to high speed craft, a lon-
gitudinal structure with reinforced floors, placed at a
measured with the craft afloat.
distance of not more than 2 m, is required for the bottom.
• name and characteristics of high resistance paint, for Such interval is to be suitably reduced in the areas forward
information only. of amidships subject to the forces caused by slamming.

Pt B, Ch 3, Sec 1
6 Minimum thicknesses Table 2
6.1 Member
Minimum thickness
(mm)
6.1.1 In general, the thicknesses of plating stiffeners and
cores of reinforced beams are to be not less than the mini- Keel, bottom plating t1 = 1,75 . L1/3 . K0,5
mum values shown in Tab 2. Side plating t2 = 1,50 . L1/3 . K0,5
Lesser thicknesses may be accepted provided that, in the
opinion of RINA, their adequacy in terms of buckling Open strength deck plating t3 = 1,50 . L1/3 . K0,5
strength and resistance to corrosion is demonstrated.
Lower and enclosed deck plating t4 = t3 - 0,5
Where plating and stiffeners contribute to the longitudinal
strength of the yacht, their scantlings are to be such as to 1st tier superstructure front bulk- t5 = t1
fulfil the requirements for yacht longitudinal strength stipu- head
lated in Sec 4.
Superstructure bulkhead t6 = t5 - 1,5
Watertight subdivision bulkhead t7 = t2 - 0,5
Tank bulkhead t8 = t2
Centre girder t9 = 2,3 . L1/3 . K0,5
Floors and side girders t10 = 1,70 . L1/3 . K0,5
Tubular pillars t11 = 0,05 d (1)
(1) d = diameter of the pillar, in mm

Pt B, Ch 3, Sec 2
SECTION 2 MATERIALS, CONNECTIONS AND STRUCTURE

DESIGN PRINCIPLES
1 Materials and connections facturing processes followed by an appropriate heat treat-

ment).
1.1 General requirements Welding processes are to be approved for the specified type
of material for which they are intended and with limits and
1.1.1 Materials to be used in hull and equipment construc- conditions as stated in the applicable RINA requirements.
tion, in delivery condition, are to comply with these
requirements or with specific requirements applicable to
1.2 Aluminium alloy hull structures
individual cases; they are to be tested in compliance with
the applicable provisions. Quality and testing requirements
1.2.1 The designation of aluminium alloys used here com-
for materials covered here are outlined in the relevant RINA
plies with the numerical designation used in RRIAD (Regis-
Rules.
tration Record of International Alloy Designation).
These requirements presume that welding and other cold or
The characteristics of aluminium alloys to be used in the
hot manufacturing processes are carried out in compliance
construction of aluminium craft are to comply with the rele-
with current sound working practice and the relevant RINA
vant requirements of RINA Rules.
provisions. The latter, in particular, may include require-
ments concerning welding operations and techniques and As a rule, series 5000 aluminium-magnesium alloys (see
other manufacturing processes (e.g., specific preheating Tab 1) or series 6000 aluminium-magnesium-silicon alloys
before welding and/or welding or other cold or hot manu- (see Tab 2) are to be used.
Table 1 (1/1/2011)
SERIES 5000 WROUGHT ALUMINIUM ALLOYS FOR WELDED CONSTRUCTION

(Rolled products: Plates and Sections)
Guaranteed mechanical characteristics (1)
Minimum guaranteed Minimum guaranteed
Alloy yield stress
Temper Dimensions tensile strength Rm
(2)
(3) in mm Rp 0,2 at 0,2% N/mm2
N/mm2
5083 t≤6 125 275
0 or H111
(Plates) t>6 115 275
5083
0 or H111 All thicknesses 110 270
(Sections)
5086
(Plates)
5086
(Sections)
t≤6 80 190
5754 0 or H111
t>6 70 190
5454 0 or H111 All thicknesses 85 215
5454 F All thicknesses 100 210
(1) The guaranteed mechanical characteristics in this Table correspond to general standard values. For more information, refer to
the minimum values guaranteed by the product supplier.
(2) Other grades or tempers may be considered, subject to RINA’s agreement.
(3) 0 : annealed
H111: roller levelled after annealing
F: as fabricated.
(4) See [1.5.1].

Pt B, Ch 3, Sec 2
Table 2 (1/1/2011)
SERIES 6000 WROUGHT ALUMINIUM ALLOYS FOR WELDED CONSTRUCTION

(Rolled products: Plates and Sections)
Guaranteed mechanical characteristics (1)
Minimum guaranteed yield Minimum guaranteed
Alloy
Temper Dimensions stress tensile strength Rm
(2)
(3) in mm Rp 0,2 a 0,2% N/mm2
N/mm2
t≤6 225 270
6005 A
T5 or T6 6< t ≤ 10 215 260
(Open Sections)
10 < t ≤ 25 200 250
6005 A t≤6 215 255
T5 or T6
(Closed Sections) 6< t ≤ 25 200 250
6061
T6 t ≤ 25 240 260
(Sections)
6082
T6 t ≤ 15 250 290
(Sections)
(1) The guaranteed mechanical characteristics in this table correspond to general standard values. For more information, refer to
the minimum values guaranteed by the product supplier.
(2) Other grades or tempers may be considered, subject to RINA’s agreement.
(3) T5 : artificially aged
T6 : solution heat treated and artificially aged.
The use of series 6000 alloys or extruded plates, for parts Extruded plating is preferably to be oriented so that the stiff-
which are exposed to sea water atmosphere, will be consid- eners are parallel to the direction of main stresses.
ered in each separate case by RINA, also taking into Connections between extruded plating and primary mem-
account the protective coating applied. bers are to be given special attention.
The list of aluminium alloys given in Tab 1 and Tab 2 is not
exhaustive. Other aluminium alloys may be considered, 1.4 Tolerances
provided the specification (manufacture, chemical compo-
sition, temper, mechanical properties, welding, etc.) and the 1.4.1 The under-thickness tolerances of plates and rolled
scope of application are submitted to RINA for review. sections are to be in accordance with Tab 3.
In the case of welded structures, alloys and welding pro- The under-thickness tolerances of extruded plating are to be
cesses are to be compatible and appropriate, to the satisfac- in accordance with Tab 4.
tion of RINA and in compliance with the relevant Rules. The responsibility for maintaining the required tolerances
For forgings or castings, requirements for chemical compo- lies with the Manufacturer, who is also to inspect the sur-
sition and mechanical properties will be defined in each face condition.
separate case by RINA.
In the case of structures subjected to low service tempera- 1.5 Influence of welding on mechanical
tures or intended for other particular applications, the alloys characteristics
to be employed will be defined in each separate case by
RINA, which will state the acceptability requirements and 1.5.1 Welding heat input lowers locally the mechanical
conditions. strength of aluminium alloys hardened by work hardening
(series 5000 other than condition 0 or H111) or by heat
Unless otherwise specified, Young’s modulus for aluminium
treatment (series 6000).
alloys is equal to 70000 N/mm2 and Poisson’s ratio equal to
0,33. Consequently, where necessary, a drop in mechanical char-
acteristics of welded structures is to be considered in the
heat-affected zone, with respect to the mechanical charac-
1.3 Extruded plating teristics of the parent material.
1.3.1 Extrusions with built-in plating and stiffeners, The heat-affected zone may be taken to extend 25 mm on
referred to as extruded plating, may be used. each side of the weld axis.
In general, the application is limited to decks and deck- Aluminium alloys of series 5000 in 0 condition (annealed)
houses. Other uses may be permitted at the discretion of or in H111 condition (annealed flattened) are not subject to
RINA. a drop in mechanical strength in the welded areas.

Pt B, Ch 3, Sec 2
Aluminium alloys of series 5000 other than condition 0 or β : is the coefficient of metallurgical efficiency,
H111 are subject to a drop in mechanical strength in the having the same physical mean of η. When
welded areas. The mechanical characteristics to consider R’p0,2 is not available, coefficient η is to be taken
are, normally, those of condition 0 or H111. Higher equal β, given in Tab 6
mechanical characteristics may be taken into account, pro-
For welded constructions in hardened aluminium alloys
vided they are duly justified.
(series 5000 other than condition 0 or H111 and series
Aluminium alloys of series 6000 are subject to a drop in 6000), greater characteristics than those in annealed or
mechanical strength in the vicinity of the welded areas. The welded condition may be considered, provided that welded
mechanical characteristics to be considered are, normally, connections are located in areas where stress levels are
to be indicated by the supplier. acceptable for the alloy considered in annealed or welded
condition.
Table 3 In the case of welding of two different aluminium alloys, the
material factor K to be considered for the scantlings of
welds is to be the greater material factor of the aluminium
As-built thickness t, Under-thickness tolerance, alloys of the assembly.
in mm in mm
t≤8 0,3 Table 5 : Joint coefficient for aluminum
8< t ≤ 12 0,5 alloys (1/1/2011)
12< t ≤ 20 0,7
Aluminium alloys η
t > 20 1
Alloys without work-hardening 1
treatment (series 5000 in annealed
condition 0 or annealed flattened
Table 4
condition H111)
Alloys hardened by work harden- R’p 0,2/Rp 0,2
As-built thickness t, Under-thickness tolerance,
ing (series 5000 other than condi-
in mm in mm tion 0 or H111)
t≤6 0,3
Alloys hardened by heat treatment R’p 0,2/Rp 0,2
6< t ≤ 10 0,4 (series 6000)
(1) When no information is available, coefficient η is to

1.6 Material factor K for scantlings of struc- be taken equal to the metallurgical efficiency coeffi-
tural members made of aluminium alloy cient ß defined in Tab 6.
Note 1:
1.6.1 (1/1/2011) R’p0,2 : minimum guaranteed yield stress, in N/mm2, of
The value of the material factor K to be introduced into for- metal in welded condition.
mulae for checking scantlings of structural members, given
in this Chapter and the various Appendices, is determined
by the following equation: Table 6 : Aluminum alloys Metallurgical efficiency
coefficient ß (1/1/2011)
110
K = --------------------
η ⋅ R p0,2 Temper Gross thickness,
Aluminium alloys β
condition in mm
where:
Rp0,2 : is the minimum guaranteed yield stress, in 6005 A T5 or T6 t≤6 0.45
(Open sections)
N/mm2, of the parent material in delivery condi- t>6 0,40
tion
6005 A T5 or T6 All 0,50
R’p0,2 : is the minimum guaranteed yield stress, in (Closed sections)
N/mm2, of metal in welded condition, i.e.:
6061 (Sections) T6 All 0,53
• condition 0 or H111 for series 5000 alloys
(see [1.5]) 6082 (Sections) T6 All 0,45
• to be indicated by the supplier for series

6000 alloys (see [1.5]).
1.7 Fillet welding
η : is the joint coefficient for the welded assembly, 1.7.1 The effective length, in mm, of the weld beads is
corresponding to the aluminium alloy consid- given by:
ered, given in Tab 5 (for series 5000 other than
d e = d – 20
condition 0 or H11, and series 6000 to be cal-
culated by knowing R'p0,2) where d is the actual length, in mm, of the weld bead.

Pt B, Ch 3, Sec 2
1.8 Riveted connections for aluminium alloy approved and verification that qualified welders are
hulls employed.
c) Visual examination of edge preparations, root chipping
1.8.1 Use of rivets for connecting structures is limited, in and execution of welds in way of structural connec-
principle, only to members which do not contribute to the tions.
overall strength of the hull. Exceptions are to be supported
by experimental evidence or good in-service performance. d) Examination of radiographs of welded joints (radio-
graphing is to be performed, if necessary, depending on
The conditions for riveted connection acceptability are to the extent of the examinations), and inspection of per-
be individually stated in each particular case, depending on formance of the ultrasonic or magnetic particle exami-
the type of member to be connected and the rivet material. nations which may be required.
Whenever riveted connections are to be employed, a e) Inspection of any repairs, to be performed with proce-
detailed plan, illustrating the process as well as the dimen- dures and inspection methods at the discretion of the
sions and location of rivets and holes, together with the RINA Surveyor.
mechanical and metallurgical properties of the rivets, is to
be submitted for approval. Irrespective of the extent of such inspections, it is the
responsibility of the builder to ensure that the manufactur-
RINA may, at its discretion, require tension, compression ing procedures, processes and sequences are in compliance
and shear tests to be carried out on specimens of riveted with the relevant RINA requirements, approved plans and
connections constructed under the same conditions as dur- sound working practice. For this purpose, the shipyard is to
ing actual hull construction, to be witnessed by a RINA Sur- have its own production control organization.
veyor.
RINA reserves the right to accept the results of tests per- 1.9.4 Welding processes for light alloys
formed by recognised bodies or other Societies. In general, the welding of the hull structures is to be per-
formed with the MIG (metal-arc inert gas) and TIG (tung-
1.9 Welded connections sten-arc inert gas) processes using welding consumables
recognized as suitable for the base material to be used.
1.9.1 General requirements Welding processes and filler materials other than those
For welding, the requirements Ch 2, Sec 3 apply. In particu- above will be individually considered by RINA at the time
lar, these provisions make the adoption of welding proce- of approval of welding procedures.
dures dependent on their previous qualification by RINA. In For authorisation to use welding procedures in production,
addition, individual builders are to hold an authorisation by the following details are to be stated:
RINA to use these procedures, employing welders qualified a) grade and temper of parent and filler materials
by RINA.
b) weld execution procedures: type of joint (e.g. butt-joint,
1.9.2 Accessibility and edge preparation fillet joint); edge preparation (e.g. thicknesses, bevelling,
For correct execution of welded joints, sufficient accessibil- right angle edges); welding position (e.g. flat, vertical,
ity is necessary, depending on the welding process adopted horizontal) and other parameters (e.g. voltage, amper-
and the welding position. age, gas flow capacity)
Edge cutting, to be carried out in general by machining, is c) welding conditions (e.g. cleaning procedures of edges
to be regular and without burrs or cuts. to be welded, protection from environmental atmos-
phere)
The structural parts to be welded as well as those adjacent,
even if they have been previously pickled, are to be cleaned d) special operating requirements for butt-joints, for exam-
carefully before welding, using suitable mechanical means, ple for plating: welding to be started and completed on
such as stainless steel wire brushes, so as to eliminate end pieces outside the joint, back chipping, arrange-
oxides, grease or other foreign bodies which could give rise ments for repairs consequent to possible arc restarts
to welding defects. e) type and extent of controls during production.
Edge preparation, alignment of joints, spot-welding meth-
ods and root chipping are to be appropriate to the type of 1.10 Corrosion protection - Heterogeneous
joint and welding position, and comply with RINA require- steel/aluminium alloy assembly
ments for the welding procedures adopted.
1.10.1 Connections between aluminium alloy parts, and
1.9.3 Inspections between aluminium alloy and steel parts, if any, are to be
Inspections of welded connections by RINA Surveyors are, protected against corrosion by means of coatings applied by
in general, those specified in (a) to (e) below. The extent of suitable procedures agreed by RINA.
inspection will be defined by RINA on a case by case basis. In any case, any direct contact between steel and alumin-
a) Inspection of base materials for compliance with the ium alloy is to be avoided (e.g. by means of zinc or cad-
requirements in this Article and of structures with the mium plating of the steel parts and application of a suitable
approved plans. coating on the corresponding light alloy parts).
b) Inspection of the use and application conditions of Any heterogeneous jointing system is subject to RINA’s
welding procedures for compliance with those agreement.

Pt B, Ch 3, Sec 2
The use of transition joints made of aluminium/steel-clad corrosion at the construction stage: coating types, number
plates or profiles is subject to RINA’s agreement. and thickness of layers, surface preparation, application
Transition joints are to be type approved. conditions, control after completion, anodic protection, etc.
Qualifications tests for welding procedures are to be carried 2.1.3 This document is also to include maintenance
out for each joint configuration. arrangements to be made in service to restore and maintain
the efficiency of this protection, whatever the reasons for its
2 Structure design principles weakening, and whether or not incidental.
All such maintenance operations are to be listed in a book
2.1 Protection against corrosion shown to the RINA Surveyor in charge upon request.
2.1.1 Scantlings stipulated in Sec 3 and Sec 4 assume that
the materials used are chosen and protected in such a way 2.2 Rounding-off
that the strength lost by corrosion is negligible.
2.2.1 Values for thickness as obtained from formulae are to
2.1.2 The shipyard is to give RINA a document specifying be rounded off to the nearest standard value, without such a
all the arrangements made to protect the material against reduction exceeding 3 per cent.

Pt B, Ch 3, Sec 3
SECTION 3 DESIGN LOADS AND HULL SCANTLINGS
1 Design loads spans of stiffeners supported by the primary sup-

porting member;
1.1 Application p : design pressure, in kN/m2, calculated as defined
in Ch 1, Sec 5, [5];
1.1.1 The requirements in Ch 1, Sec 5, [3], Ch 1, Sec 5, σam : permissible normal stress, in N/mm2;
[4], and Ch 1, Sec 5, [5] apply. τam : permissible shear stress, in N/mm2;
K : material factor defined in Sec 2, [1.6];
2 Hull scantlings e : σp / σbl, ratio between permissible and actual
hull girder longitudinal bending stresses (see
2.1 [2.4]);
σp : maximum admissible stress, in N/mm2, as
2.1.1 This Article stipulates requirements for the scantlings
defined in [2.4.1];
of hull structures (plating, stiffeners, primary supporting
members). The loads acting on such structures are to be cal- σbl : longitudinal bending stress, in N/mm2, as
culated in accordance with Ch 1, Sec 5. defined in [2.4.1];
0,5
In general, for craft with length L > 65 m or speed V > 45 μ :  1, 1 – 0, 5 ⋅  s
--- 
  l 
knots, the scantlings of transverse structures are to be veri-
fied also by direct calculations carried out in accordance , which is not to be taken greater than 1,0.
with Sec 1, [4].
For all other craft, RINA may, at its discretion and as an 2.3 Overall strength
alternative to the requirements of this Article, accept scant-
lings for transverse structures of the hull based on direct cal- 2.3.1 Longitudinal strength
culations in accordance with Sec 1, [4]. In general, the scantlings resulting from local strength cal-
culations in this Article are such as to ensure adequate lon-
2.2 Definitions and symbols gitudinal strength of the hull girder for the craft.
Specific longitudinal strength calculations are to be carried
2.2.1 “Rule bracket” - A bracket with arms equal to I/8, l according to the requirements of Sec 4.
being the span of the connected stiffener. Where the bracket
connects two different types of stiffeners (frame and beam, 2.3.2 Transverse strength of twin-hull craft
bulkhead web and longitudinal stiffener, etc.), the value of l The equivalent Von Mises stresses obtained for load condi-
is to be that of the member with the greater span, or accord- tions in Ch 1, Sec 5, [4.4.2] and Ch 1, Sec 5, [4.4.3] are not
ing to criteria specified by RINA. to exceed 75/K N/mm2.
t : thickness, in mm, of plating and deck panels;
The compressive values of normal stresses and the shear
Z : section modulus, in cm3, of stiffeners and pri- stresses are not to exceed the values of critical stresses for
mary supporting members; plates and stiffeners calculated according to [2.4].
s : spacing of stiffeners, in m, measured along the In general, the bottom of the cross-deck is to be constituted
plating; by continuous plating for its entire longitudinal and trans-
l : overall span of stiffeners, in m, i.e. the distance verse extension. Alternative solutions may, however, be
between the supporting elements at the ends of examined by RINA on the basis of considerations pertaining
the stiffeners (see Fig 1); to the height of the cross-deck above the waterline and to
S : conventional scantling span of primary support- the motion characteristics of the craft.
ing members, in m, to be taken as given in the In the special case of twin hull craft, when the structure
examples in Fig 2. Special consideration is to be connecting both hulls is formed by a deck with single plat-
given to conditions different from those shown. ing stiffened by n reinforced beams, the normal and shear
In no case is S to be less than 1,1 S0, S0 being stresses in the beams for the load condition in Ch 1, Sec 5,
the distance between the internal ends of the [4.4.3] can be calculated as indicated in [2.4.3].
conventional brackets as indicated in Fig 2 or, if For craft with L > 65 m or speed V > 45 knots, or for those
there are no brackets, between the ends of the craft whose structural arrangements do not permit a realistic
members; assessment of stress conditions based on simple models, the
b : actual surface width of the load bearing on pri- transverse strength is to be checked by means of direct cal-
mary supporting members; for usual arrange- culations carried out in accordance with the criteria speci-
ments b = 0,5 · (l1 + l2), where l1 and l2 are the fied in Sec 1, [4].

Pt B, Ch 3, Sec 3
2.3.3 Transverse strength in the special case of di : xi - a, abscissa, in m, of the beam i in relation to
twin-hull craft when the structure connecting G
both hulls is formed by a deck with single
plate stiffened by n reinforced beams ω : rotation angle, in rad, of one hull in relation to
See Fig 3; G is the centre of the stiffnesses ri of the n beams. the other around a transverse axis passing
Its position is defined by: through G.
 ri ⋅ xi Considering that the transverse torsional moment (see Ch 1,

a = -------------------- Sec 3, [3.2.3])
 ri
M tt = F i ⋅ d i ⋅ 10 –3
where:
the formula for ω may be obtained as follows:
a : the abscissa, in m, of the centre G with respect
to an arbitrarily chosen origin 0 ri M tt
ω = --------------------- ⋅ 10 3
ri
12 ⋅ E i ⋅ I i
: -----------------------
3
6
⋅ 10 , in N/m  r i ⋅ d i2
Si
As Mtt, ri and di are known, and ω thus deduced, the force
Ei : Young’s modulus, in N/mm2, of the beam i Fi, in N, the bending moment Mi, in N · m, and the corre-
Ii : bending inertia, in, in m4, of the beam i sponding normal and shear stresses can be evaluated in
Si : span, in m, of the beam i between the inner each beam:
faces of the hulls
Fi = ω ⋅ ri ⋅ di
xi : abscissa, in m, of the beam i with respect to the
origin 0. Mi = Fi ⋅ Si ⁄ 2
If Fi, in N, is the force taken over by the beam i, the deflec- Note 1: Beams calculated by the above method are assumed to be
tion yi, in m, of the hull in way of the beam i, is: fixed in each hull as beams in way of bulkheads inside hulls. For
this hypothesis to be correct, the beams are to extend over the
F i ⋅ S i3 ⋅ 10 – 6 F whole breadth of both hulls and their stiffness is to be kept the
- = ----i = d i ⋅ ω
y i = ------------------------------
12 ⋅ E i ⋅ I i ri same over the entire span inside and outside the hulls.
Figure 1 : Examples of conventional spans of ordinary stiffeners

Pt B, Ch 3, Sec 3
Figure 2 : Examples of conventional spans of primary supporting members
Ap = area of girder face plate

a1 = area of bracket face plate
a1 ≥ 0,5 Ap

Pt B, Ch 3, Sec 3
Figure 3
2.4 Buckling strength of aluminium alloy 2.4.2 Elastic buckling stresses of plates
structural members a) Compressive stress
The elastic buckling stress, in N/mm2, is given by:
2.4.1 Application
2
t
These requirements apply to aluminium alloy plates and σ E = 0,9 ⋅ m c ⋅ E ⋅ ε ⋅  ---------------------
 1000 ⋅ a
stiffeners subjected to compressive loads, to calculate their
buckling strength. where:
mc : coefficient equal to:
( 1 + γ 2 ) 2 for uniform compression ( ψ ) = 1;

Pt B, Ch 3, Sec 3
γ b) Shear stress
1 + ---- ( m 1 – 1 ) , for compression-bending stress
γ1 The critical buckling stress, in N/mm2, is given by:
( 0 ≤ ψ ≤ 1), if ( γ < γ 1 ) ) τ
τc = τ E if τ E ≤ ----F
2, 1 2
-------------------- ⋅ ( 1 + γ 2 ) 2 , for compression-bending stress
1, 1 + ψ τ F - τ
τ c = τ F ⋅  1 – ----------- if τ E > ----F
( 0 ≤ ψ ≤ 1 ) if γ ≥ γ 1  4 ⋅ τ E 2
2, 1 where:
m1 : -------------------- ⋅ ( 1 + γ 12 ) 2
1, 1 + ψ R p 0, 2
τF : ------------
t : plate thickness, in mm, 3 0,5
E : Young’s modulus, in N/mm2, to be taken Rp0,2 : minimum guaranteed yield stress of alumin-
equal to 0,7 · 105 N/mm2; ium alloy used, in N/mm2, in delivery con-
dition
a : shorter side of plate, in m;
τE : elastic buckling stress calculated according
c : unloaded side of plate, in m;
to [2.4.2], (b).
d : loaded side of plate, in m;
Ψ : ratio between smallest and largest compres- 2.4.4 Axially loaded stiffeners
sive stress in the case of linear variation a) Elastic flexural buckling stress
across the panel (0 ≤ Ψ ≤ 1);
c The elastic flexural buckling stress, in N/mm2, is given
γ : --- , to be not greater than 1; by:
d
2
σ E = 69, 1 ⋅  --------------------- ⋅ m ⋅ 10 4
0,5 r
 4 – 1 , 1 + ψ 0,5
 -------------------- – 1  1000 ⋅ c
γ1 : 0, 7 
 -------------------------------------------------
-
 3  where: 0,5
I
  r : 10  ----------------------------------
- gyration radius, in mm,
S + φ ⋅ t ⋅ 10  –2
ε : coefficient equal to: l : moment of inertia of the stiffener, in cm4,

- 1, for edge d stiffened by a flat bar or calculated with a plate flange of width equal
bulb section, and γ ≥ 1 to φ
- 1,1, for edge d stiffened by angle- or T- φ : smaller of:
section, and γ ≥ 1 800 · a
- 1,1, for edge d stiffened by flat bar or 200 · c
bulb section, and γ < 1 S : area of the cross-section of the stiffener, in
- 1,25, for edge d stiffened by angle- or T- cm2, excluding attached plating
section, and γ < 1 m : coefficient depending on boundary condi-
b) Shear stress tions:
The elastic buckling stress, in N/mm2, is given by: - 1, for a stiffener simply supported at
2
both ends,
τ E = 0, 9 ⋅ m t ⋅ E ⋅  --------------------
t -
- 2, for a stiffener simply supported at one
 1000 ⋅ a
end and fixed at the other end,
where: 2 - 4, for a stiffener fixed at both ends.
5,34 + 4 ⋅  ---
a
mt :
b b) Local elastic buckling stresses
E, t and a are given in (a) The local elastic buckling stresses, in N/mm2, are given
by:
b : longer side of plate, in m.
- for flat bars:
2.4.3 Critical buckling stress 2
σ E = 55 ⋅  -----w- ⋅ 10 3
t
a) Compressive stress  h w
The critical buckling stress, in N/mm2, is given by:
- built-up stiffeners with symmetrical flange:
R p0, 2
σc = σ E if σ E ≤ ------------ 2
σ E = 27 ⋅  -----w- ⋅ 10 4 web
t
2
hw
R p0, 2 R p0, 2
σ c = R p0, 2 ⋅  1 – ------------- if σ E > ------------ 2
σ E = 11 ⋅  ----f  ⋅ 10 4 flange
4 ⋅ σE 2 t
 bf 
where:
where:
Rp0,2 : minimum guaranteed yield stress of alumin-
hw : web height, in mm,
ium alloy used, in N/mm2, in delivery con-
dition tw : web thickness, in mm,
σE : elastic buckling stress calculated according bf : flange width, in mm,
to [2.4.2], (a) above. tf : flange thickness, in mm.

Pt B, Ch 3, Sec 3
c) Critical buckling stress Rp0,2 : minimum guaranteed yield stress of alumin-

The critical buckling stress, in N/mm , is given by: 2 ium alloy used, in N/mm2, in delivery con-
ditions
η ⋅ R p 0, 2
σc = σE if σ E ≤ -------------------- η : joint coefficient for the welded assembly,
2
defined in Sec 2, [1.6]
η ⋅ R p0, 2 η ⋅ R p0, 2
σ c = η ⋅ R p0, 2 ⋅  1 – -------------------- if σ E > -------------------- σE : either overall elastic buckling stress or local
 4 ⋅ σE  2
elastic buckling stress calculated according
where: to (a) and (b) above, whichever is the lesser.

Pt B, Ch 3, Sec 4
1 General f : 0,80 for planing yachts
f : 0,72 for displacement yachts

1.1 σs : minimum yield stress of the material, in N/mm2.
1.1.1 The structural scantlings prescribed in Chapter 3 are

also intended for the purposes of the longitudinal strength 2.2
of a yacht having length L not exceeding 45 m for mono-
hull or 40 m for catamarans and openings on the strength 2.2.1 The compressive value of normal stresses is not to
deck of limited size. exceed the value of the critical stresses for plates and stiff-
eners calculated in Sec 3, [2.4.2].
For yachts of greater length and/or openings of size greater
than the breadth B of the hull and extending for a consider-
able part of the length of the yacht, calculation of the longi- 2.3
tudinal strength is required.
2.3.1 The moment of inertia J of the midship section, in
1.2 m4, is to be not less than the value given by the following
formulae:
1.2.1 To this end, longitudinal strength calculations are to
J = 16 . MT . 10-6 for planing yachts
for both departure and arrival.
J = 18 . MT . 10-6 for displacement yachts.
2 Bending stresses 3 Shear stresses
2.1
3.1
2.1.1 In addition to satisfying the minimum requirements
3.1.1 The shear stresses in every position along the length
stipulated in the individual Chapters of these Rules, the
L are not to exceed the allowable values; in particular:
scantlings of members contributing to the longitudinal
strength of monohull yachts and catamarans are to achieve T
a section modulus of the midship section at the bottom and -----t ⋅ 10 – 3 ≤ f ⋅ σ s
At
the deck such as to guarantee stresses not exceeding the
allowable values. where:
Therefore: Tt : total shear stress in kN defined in Ch 1, Sec 5
σ f ≤ f ⋅ σ s N ⁄ mm
2
σs, f : defined in [2]
2 At : actual shear of the transverse section, in m2, to

σ p ≤ f ⋅ σ s N ⁄ mm
be calculated considering the net area of side
where: plating and of any longitudinal bulkheads
excluding openings.
MT
- N ⁄ mm 2
σ f = ----------------------
1000 W f
4 Calculation of the section modulus
MT
- N ⁄ mm 2
σ p = -----------------------
1000 W p
4.1
Wf, Wp : section modulus at the bottom and the deck,
respectively, of the transverse section, in m3 4.1.1 In the calculation of the modulus and inertia of the
midship section, all the continuous members, plating and
MT : design total vertical bending moment defined in longitudinal stiffeners are generally to be included, pro-
Ch 1, Sec 5. vided that they extend for at least 0,4 L amidships.

Pt B, Ch 3, Sec 5
SECTION 5 PLATING
1 Definitions and symbols t1 = k1 ⋅ k2 ⋅ ka ⋅ s ⋅ ( p ⋅ K )

0, 5
0, 5
1.1 t 2 = 11 ⋅ s ⋅ ( T ⋅ K )
1.1.1 where:
s : spacing of ordinary longitudinal or transverse k1 : 0,15, assuming p=p1

stiffener, in m;
: 0,10, assuming p=p2.
p : scantling pressure, in kN/m2, given in Ch 1,
Sec 5; ka : coefficient as a function of the ratio S/s given
K : factor defined in Sec 2. inTab 1below where S is the greater dimension
of the plating, in m.
2 Keel k2 : curvature correction factor given by 1-h/s to be

taken not less than 0,7, where h is the distance,
in mm, measured perpendicularly from the
2.1 Sheet steel keel chord s to the highest point of the arc of plating
between the two supports (see Fig 1).
2.1.1 The keel plating is to have a length bCH, in mm,
throughout the length of the yacht, not less than the value
obtained by the following equation: Figure 1
b CH = 4, 5 ⋅ L + 600
and a thickness not less than that of the adjacent bottom

plating increased by 2 mm.
2.2 Solid keel

2.2.1 (1/3/2014)
The height and thickness of the keel, throughout the length h
of the yacht, are to be not less than the values hCH and tCH,
in mm, calculated with the following equations:
h CH = 1, 5 ⋅ L + 100
S
0, 5
t CH = ( 0, 35 ⋅ L + 6 ) ⋅ K
Lesser heights and thicknesses may be accepted provided

that the effective area of the section is not less than that of
the Rule section.
Lesser heights and thicknesses may also be acceptable if a The thickness of the plating of the bilge is, in any event, to
centre girder is placed in connection with the solid keel. be taken as not less than the greater of the thicknesses of the
bottom and side.
3 Bottom and bilge Sheet steel of plating in way of the propeller shaft struts,
tunnel thruster attachment and in the vicinity of the water-
3.1 jet drive duct entrance is to have a thickness, in mm, not
less than the value te given by:
3.1.1 (1/3/2014)
0, 5
Bottom plating is the plating up to the chine or to the upper t e = 1, 3 ⋅ ( 0, 05 ⋅ L + 6 ) ⋅ K
turn of the bilge.
and, in any event, equal to the thickness of the bottom
The thickness of the bottom plating and the bilge is to be increased by 50%.
not less than the greater of the values t1 and t2, in mm, cal-
culated with the following formulae:

Pt B, Ch 3, Sec 5
Table 1 6 Openings in the shell plating
S/s Ka 6.1
1 17,5 6.1.1 Sea intakes and other openings are to be well
rounded at the corners and located, as far as possible, out-
1,2 19,6
side the bilge strakes and the keel. Arrangements are to be
1,4 20,9 such as to ensure continuity of strength in way of openings.
1,6 21,6
6.2
1,8 22,1
6.2.1 Openings in the curved zone of the bilge strakes may
2,0 22,3
be accepted where the former are elliptical or fitted with
>2 22,4 equivalent arrangements to minimise the stress concentra-
tion effects. In any event, such openings are to be located
well clear of welded connections.
4 Sheerstrake
6.3
4.1 6.3.1 The internal walls of sea intakes are to have external
plating thickness increased by 2 mm, but not less than 6
4.1.1 In yachts having L> 50 m, a sheerstrake plate of mm.
height h, in mm, not less than 0,025 L and thickness not less
than the greater of the values of the plating of the side and
the stringer plate is to be fitted.
7 Local stiffeners
In the case of sidescuttles or windows or other openings 7.1
arranged on the sheerstrake plate, the thickness is to be
increased sufficiently as necessary in order to compensate 7.1.1 The thickness of plating determined with the forego-
such openings. ing formulae is to be increased locally, generally by at least
50%, in way of the stem, propeller shaft struts, rudder horn
In way of the ends of the bridge, the thickness of the sheer- or trunk, stabilisers, anchor recesses, etc.
strake is to be adequately increased.
7.2
5 Side 7.2.1 Where the aft end is shaped such that the bottom
5.1 plating to be increased and/or reinforced with the fitting of
5.1.1 The thickness of side plating is to be not less than the
greater of the values t1 and t2, in mm, calculated with the 7.3
following formulae:
7.3.1 The thickness of plating is to be locally increased in
t1 = k1 ⋅ k2 ⋅ ka ⋅ s ⋅ ( p ⋅ K )
0, 5 way of inner or outer permanent ballast arrangements.
The thickness is to be not less than 1,25 that of the adjacent
t 2 = 10 ⋅ s ⋅ ( T ⋅ K )
0, 5 plating but no greater than that of the keel.
where k1, k2 and ka are as defined in [3.1]. 8 Cross deck bottom plating
5.2 8.1
8.1.1 The thickness is to be taken, the stiffener spacing s
5.2.1 The thickness of the transom is to be no less than that
being equal, no less than that of the side plating.
required for the bottom, for the part below the waterline, or
for the side, for the part above the waterline. Where the gap between the bottom and the waterline is
reduced so that local wave impact phenomena are antici-
In the event of water-jet drive systems, the thickness of the pated, an increase in thickness and/or additional internal
transom will be the subject of special consideration. stiffeners may be required.

Pt B, Ch 3, Sec 6
1.1 Scope 2.1

scantlings of a single bottom, which may be of either longi-
s : spacing of ordinary longitudinal or transverse
tudinal or transverse type.
stiffeners, in m;
p : scantling pressure, in kN/m2, given in Chap. 1;
K : coefficient defined in Sec 2 of this Chapter.
1.2.1 The longitudinal type structure is made up of ordi-
nary reinforcements placed longitudinally, supported by
3 Longitudinal type structure
floors.
The floors may be supported by girders, which in turn may
be supported by transverse bulkheads, or by the sides of the 3.1 Bottom longitudinals
hull.
3.1.1 The section modulus of longitudinal stringers is to be
1.2.2 A centre girder is to be fitted. not less than the value Z, in cm2, calculated with the fol-
Where the breadth of the floors exceeds 6 m, sufficient side lowing formula:
girders are to be fitted so that the distance between them 2
Z = k1 ⋅ s ⋅ S ⋅ K ⋅ p
and the centre girder or the side does not exceed 3 m.
where:
1.2.3 The bottom of the engine room is to be reinforced k1 : 1,6 assuming p=p1
: 0,7 assuming p=p2
the latter are to extend beyond the engine room for a suita-
ble length and are to be connected to any existing girders in S : conventional span of the longitudinal stiffener,
other areas. in m, equal to the distance between floors.
The bottom longitudinal stringers are preferably to be con-
1.2.4 Additional bottom stiffeners are to be fitted in way of
tinual through the transverse members. Where they are to
the propeller shaft struts, the rudder and the ballast keel. be interrupted in way of a transverse watertight bulkhead,
brackets are to be provided at the ends.
1.3.1 The transverse framing consists of ordinary stiffeners 3.2 Floors
arranged transversally (floors) and placed at each frame sup-
ported by girders, which in turn are supported by transverse 3.2.1 The section modulus of the floors at the centreline of
bulkheads or reinforced floors. the span S is to be not less than the value ZM, in cm3, calcu-
lated with the following formula.
1.3.2 A centre girder is to be fitted. 2
ZM = k1 ⋅ b ⋅ S ⋅ K ⋅ p
girders are to be fitted so that the distance between them where:
and the centre girder or the side does not exceed 3 m. k1 : defined in 3.1.
1.3.3 In way of the propeller shaft struts, the rudder horn b : half the distance, in m, between the two floors
and the ballast keel, additional floors are to be fitted with adjacent to that concerned
sufficiently increased scantlings. S : conventional floor span equal to the distance, in
1.3.4 The bottom of the engine room is to be reinforced girders, keel with a dead rise edge > 12°).
In the case of a keel with a dead rise edge ≤12° but > 8° the
the latter are to be fitted as a continuation of the existing
span S is always to be calculated considering the distance
girders outside the engine room.
between girders or sides; the modulus ZM may, however, be
1.3.5 Floors are to be fitted in way of reinforced frames at reduced by 40%.
the sides and reinforced beams on the weather deck. Any If a side girder is fitted on each side with a height equal to
intermediate floors are to be adequately connected to the the local height of the floor, the modulus may be reduced
ends. by a further 10%.

Pt B, Ch 3, Sec 6

3.3.1 Centre girder
4.1 Ordinary floors
2
formula:
Z PC = k 1 ⋅ b P C ⋅ S ⋅ K ⋅ p
2
Z = k1 ⋅ s ⋅ S ⋅ K ⋅ p
where:
where:
k1 : defined in 3.1.
k1 : defined in 3.1
bPC : half the distance, in m, between the two side
absence of side girders
(girders, sides).
in m, between the two supporting members 4.2 Centre girder
Whenever the centre girder does not form a support for the 4.2.1 The section modulus of the centre girder is to be not
floors, the section modulus is to be not less than the value less than the value ZPC, in cm3, calculated with the follow-
ZPC, in cm3, calculated with the following formula: ing formula:
2
′ 2
Z PC = k 1 ⋅ b P C ⋅ S ⋅ K ⋅ p Z PC = k 1 ⋅ b P C ⋅ S ⋅ K ⋅ p
where: where:
k1 : 2,32 assuming p= p1
k1 : defined in 3.1.
: 1,43 assuming p= p2
b’PC : half the distance, in m, between the two side
girders if present or equal to B/2in the absence KPC : half the distance, in m, between the two side
of side girders girders if supporting or equal to B/2 in the
S : distance between the floors.
3.3.2 Side girders the distance, in m, between the two supporting
members (transverse bulkheads, floors).
When the side girder forms a support for the floor, the sec-
calculated with the following formula: 4.3 Side girders
2
Z PL = k 1 ⋅ b P L ⋅ S ⋅ K ⋅ p 4.3.1 The section modulus is to be not less than the value
where:
2
Z PL = k 1 ⋅ b P L ⋅ S ⋅ K ⋅ p
k1 : defined in 3.1
where:
cent girders or between the side and the girder k1 : defined in 3.1
concerned bPL : half the distance, in m, between the two adja-
S : conventional girder span equal to the distance, cent girders or between the side and the girder
in m, between the two supporting members adjacent to that concerned
(transverse bulkheads, floors). S : conventional girder span equal to the distance,
Whenever the side girder does not form a support for the in m, between the two members which support
floors, the section modulus is to be not less than the value it (transverse bulkheads, floors).
′ 2
5 Constructional details
Z PL = k 1 ⋅ b P L ⋅ S ⋅ K ⋅ p
where: 5.1
k1 : defined in 3.1
b’PL : half the distance, in m, between the two adja- nected to the stiffeners of the transom by means of suitable
cent girders or between the side and the adja- fittings.
cent girder
The face plate of the girders may be gradually reduced to
S : distance between the floors, in m. reach the dimensions of that of the transom stiffeners.

Pt B, Ch 3, Sec 7
1 General Bilge wells placed in the inner bottom are to be watertight

and limited as far as possible in height and are to have walls
1.1 inner bottom plating.
1.1.1 This Section stipulates the criteria for the structural In zones where the double bottom varies in height or is
scantlings of a double bottom, which may be of either lon- interrupted, tapering of the structures is to be adopted in
gitudinal or transverse type. order to avoid discontinuities.
The longitudinal type structure is made up of ordinary rein-

forcements placed longitudinally, supported by floors. 2 Minimum height
The fitting of a double bottom with longitudinal framing is
2.1
recommended for planing and semi-planing yachts.
1.1.2 (1/1/2017) 2.1.1 The height of the double bottom is to be sufficient to
allow access to all areas and, in way of the centre girder, is
to be not less than the value hDF, in mm, obtained from the
bulkhead to the forward bulkhead in the machinery space,
or as near thereto as practicable, is requested for yachts of L following formula:
> 50 m. h df = 28B + 32 ( T + 10 )
On yachts of L > 61 m a double bottom is to be fitted out- The height of the double bottom is, in any event, to be not
side the machinery space extending, as far as possible, for- less than 700 mm. For yachts less than 50 m in length RINA
ward to the collision bulkhead and aft to the after peak may accept reduced height.
bulkhead.
On yachts of L > 76 m the double bottom is to extend, as far 3 Inner bottom plating
as possible, throughout the length of the yacht.
The double bottom is to extend transversally to the side so 3.1
as to protect the bottom in the bilge area, as far as possible.
3.1.1 The thickness of the inner bottom plating is to be not
The double bottom may be avoided if the vessel satisfy what less than the value t1, in mm, calculated with the following
required in Ch.II-1 part B-2 Regulation 9 SOLAS'74 as formula:
amended. t 1 = 1, 4 ( 0, 04L + 5s + 1 )k
1.1.3 The dimensions of the double bottom, and in par- where:

ticular the height, are to be such as to allow access for s : spacing of the ordinary stiffeners, in m.
inspection and maintenance. For yachts of length L < 50 m, the thickness is to be main-
In floors and in side girders, manholes are to be provided in tained throughout the length of the hull.
order to guarantee that all parts of the double bottom can For yachts of length L > 50 m, the thickness may be gradu-
be inspected at least visually. ally reduced outside 0,4 L amidships so as to reach a value
The height of manholes is generally to be not greater than no less than 0,9 t1 at the ends.
half the local height in the double bottom. When manholes Where the inner bottom forms the top of a tank intended for
with greater height are fitted, the free edge is to be rein- liquid cargoes, the thickness of the top is also to comply
forced by a flat iron bar or other equally effective reinforce- with the provisions of Sec. 10.
ments are to be arranged.
Manholes are not to be placed in the continuous centre 4 Centre girder
girder, or in floors and side girders below pillars, except in
special cases at the discretion of RINA. 4.1
1.1.4 Openings are to be provided in floors and girders in 4.1.1 A centre girder is to be fitted, as far as this is practi-
order to ensure down-flow of air and liquids in every part of cable, throughout the length of the hull.
the double bottom. The thickness of the centre girder is to be not less than the
Holes for the passage of air are to be arranged as close as following value tpc, in mm:
close as possible to the bottom. t pc = 1, 4 ( 0, 008 h d f + 2 ) ⋅ k

Pt B, Ch 3, Sec 7
5 Side girders • in way of variations in height of the double bottom

• outside the machinery space at 2 m intervals.
5.1
7 Bracket floors
5.1.1 Where the breadth of the floors does not exceed 6
m, side girders need not be fitted.
7.1
Where the breadth of the floors exceeds 6 m, side girders
are to be arranged with thickness equal to that of the floors. 7.1.1 At each frame between solid floors, bracket floors
A sufficient number of side girders are to be fitted so that the consisting of a frame connected to the bottom plating and a
distance between them, or between one such girder and the reverse frame connected to the inner bottom plating are to
centre girder or the side, does not exceed 3 m. be arranged and attached to the centre girder and the mar-
gin plate by means of flanged brackets with a width of
The side girders are to be extended as far forward and aft as
flange not less than 1/10 of the double bottom depth.
practicable and are, as a rule, to terminate on a transverse
bulkhead or on a floor or other transverse structure of ade- The frame section modulus Zc, in cm3, is to be not less
quate strength. than:
2
Zc = k1 ⋅ s ⋅ S ⋅ p ⋅ K
5.2
where:
5.2.1 Where additional girders are foreseen in way of the k1 : 1,6 assuming p=p1
bedplates of engines, they are to be integrated into the : 0,68 assuming p=p2
structures of the yacht and extended as far forward and aft
as practicable. S : frame span, in m, equal to the distance between
the mid-spans of the brackets connecting the
Girders of height no less than that of the floors are to be fit-
frame/reverse frame.
ted under the bedplates of main engines.
The reverse frame section modulus is to be not less than
Engine foundation bolts are to be arranged, as far as practi- 85% of the frame section modulus.
Where this is not possible, transverse brackets are to be fit- the double bottom, the frame and reverse frame section
ted. moduli are to be no less than those required for tank stiffen-
ers as stated in Sec. 10.
6 Floors
6.1 nals
6.1.1 The thickness of floors tm, in mm, is to be not less
than the following value: 8.1
t m = 0, 008h d f + 0, 5 8.1.1 The section modulus of bottom stiffeners is to be no
Watertight floors are also to have thickness not less than less than that required for single bottom longitudinals stipu-
that required in Sec. 10 for tank bulkheads. lated in Sec. 6.
6.2 less than 85% of the section modulus of bottom longitudi-
nals.
6.2.1 When the height of a floor exceeds 900 mm, vertical Where tanks intended for liquid cargoes are arranged above
stiffeners are to be arranged. the double bottom, the section modulus of longitudinals is
In any event, solid floors or equivalent structures are to be to be no less than that required for tank stiffeners as stated
arranged in longitudinally framed double bottoms in the fol- in Sec. 10.
lowing locations.
• under buklheads and pillars 9 Bilge keel
• outside the machinery space at an interval no greater
than 2 m 9.1 Arrangement, scantlings and connec-
• in the machinery space under the bedplates of main tions
engines
• in way of variations in height of the double bottom. 9.1.1 Arrangement
Where installed, bilge keels may not be welded directly on
Solid floors are to be arranged in transversely framed dou- the shell plating. An intermediate flat, or doubler, is
ble bottoms in the following locations: required on the shell plating.
• under bulkheads and pillars The ends of the bilge keel are to be sniped at an angle of
• in the machinery space at every frame 15° or rounded with large radius. They are to be located in

Pt B, Ch 3, Sec 7
way of a transverse bilge stiffener. The ends of the interme- Figure 2 : Bilge keel arrangement
diate flat are to be sniped at an angle of 15°.
The arrangement shown in Fig 1 is recommended.
Figure 1 : Bilge keel arrangement

9.2.1 The intermediate flat, through which the bilge keel is
connected to the shell, is to be welded as a shell doubler by
The arrangement shown in Fig 2 may also be accepted. continuous fillet welds.
The butt welds of the doubler and bilge keel are to be full
9.1.2 Materials
penetration and shifted from the shell butts.
The bilge keel and the intermediate flat are to be made of
the same alloy as that of the bilge strake. The butt welds of the bilge plating and those of the doublers
are to be flush in way of crossing, respectively, with the
9.1.3 Scantlings doubler and with the bilge keel.
The net thickness of the intermediate flat is to be equal to
that of the bilge strake. However, this thickness may gener-
ally not be greater than 15 mm.

Pt B, Ch 3, Sec 8
1 General 3.2 Longitudinal stiffeners

lowing formula:
1.1.1 This Section lays down the criteria for the scantlings 2
of the reinforcement structures of the side, which may be of Z = k1 ⋅ s ⋅ S ⋅ K ⋅ p
longitudinal or transverse type. where:
The longitudinal type structure consists of ordinary stiffeners k1 : 1,6 assuming p=p1
placed longitudinally supported by reinforced frames, gen- : 0,7 assuming p=p2
erally spaced not more than 2 m apart, or by transverse S : conventional span of the longitudinal, in m,
bulkheads. equal to the distance between the supporting
The transverse type structure is made up of ordinary rein- members, in general made up of reinforced fra-
forcements placed vertically (frames), which may be sup- mes or transverse bulkheads.
ported by reinforced stringers, by decks, by flats or by the
bottom structures. 4 Reinforced beams
Reinforced frames are to be provided in way of the mast and
the ballast keel, in sailing yachts, in the machinery space 4.1 Reinforced frames
and in general in way of large openings on the weather
deck. 4.1.1 The section modulus of the reinforced frames is to be
not less than the value calculated with the following for-
mula:
Z = k 1 ⋅ K CR ⋅ s ⋅ S ⋅ K ⋅ p
where:
2.1
k1 : 1 assuming p=p1
2.1.1 : 0,7 assuming p=p2
s : spacing of ordinary longitudinal or transverse KCR : 1,92 for reinforced frames which support ordi-
stiffeners, in m; nary longitudinal stiffeners, or reinforced string-
ers;
p : scantling pressure, in kN/m2, defined in Ch 1,
Sec 5; : 0,86 for reinforced frames which do not support
ordinary stiffeners;
s : spacing between the reinforced frames or half
the distance between the reinforced frames and
3 Ordinary stiffeners the transverse bulkhead adjacent to the frame
concerned;
3.1 Transverse frames S : conventional span, in m, equal to the distance
between the members which support the rein-
3.1.1 The section modulus of the frames is to be not less forced frame.
than the value Z, in cm3, calculated with the following for-
mula: 4.2 Reinforced stringers
2
Z = k1 ⋅ s ⋅ S ⋅ K ⋅ p 4.2.1 The section modulus of the reinforced stringers is to
be not less than the value calculated with the following for-
where: mula:
k1 : 1,27 assuming p=p1 ′ 2
Z = k 1 ⋅ K CR ⋅ s ⋅ S ⋅ K ⋅ p
: 1 assuming p=p2 where:
S : conventional frame span, in m, equal to the k1 : defined in [4.1]
distance between the supporting members. KCR : 1,92 for reinforced stringers which support ordi-
The ordinary frames are to be well connected to the ele- nary vertical stiffeners (frames);
ments which support them, in general made up of a beam : 0,86 for reinforced stringers which do not sup-
and a floor. port ordinary vertical stiffeners;

Pt B, Ch 3, Sec 8
s : spacing between the reinforced stringers or 0,5 6.1.4 For connections of frames to deck beams (see Fig 3),
D in the absence of other reinforced stringers or the required section modulus is to be taken equal to:
decks;
• for bracket “A”:
S : conventional span, in m, equal to the distance
between the members which support the w A = w1 if w2 ≤ w1
stringer, in general made up of transverse bulk-
w A = w2 if w2 > w1
heads or reinforced frames.
• for bracket “B”:
5 Frame connections
wB = w’1 but need not be greater than w1
5.1 General
where w1 , w’1 and w2 are the required net section moduli
5.1.1 End connections of frames are to be bracketed. of stiffeners, as shown in Fig 3.
5.1.2 'Tweendeck frames are to be bracketed to the deck at Figure 1 : Connections of perpendicular stiffeners
the top and welded or bracketed at the bottom to the deck.
in the same plane
In the case of bulb profiles, a bracket may be required to be
fitted at the bottom.
5.1.3 Brackets are normally connected to frames by lap

welds. The length of overlap is to be not less than the depth w2
of frames.
6 Scantling of brackets of frame con-

nections
d
6.1
6.1.1 As a general rule, for yachts of length greater than 50

m, the following scantlings may be adopted.
d
6.1.2 Upper brackets of frames
The arm length of upper brackets connecting frames to deck w1
beams is to be not less than the value obtained, in mm,
from the following formula:
d = ϕ w + 30-
----------------
t Figure 2 : Connections of stiffeners located
where: in perpendicular planes
ϕ : coefficient equal to:
ϕ = 48
d
ϕ = 43,5
w2
w : required net section modulus of the stiffener, in
cm3, given in [6.1.3] and [6.1.4] and depending
on the type of connection,
theoretical
bracket
actual d
6.1.3 For connections of perpendicular stiffeners located bracket
in the same plane (see Fig 1) or connections of stiffeners
located in perpendicular planes (see Fig 2), the required
section modulus is to be taken equal to:
w = w2 if w2 ≤ w1 w1
w = w1 if w2 > w1
where w1 and w2 are the required net section moduli of
stiffeners, as shown in Fig 1 and Fig 2.

Pt B, Ch 3, Sec 8
Figure 3 : Connections of frames to deck beams Figure 4 : Lower brackets of main frames
w'1 h
h'1 d2
dB
dB
h
1,5
B
h'1
75
w2
75
2h
A
d1
dA
6.2.2 The arm lengths d1 and d2 of lower brackets of
frames are to be not less than the value obtained, in mm,
from the following formula:
dA d = ϕ w + 30-
----------------
t
where:
ϕ : coefficient equal to:
w1
ϕ = 50
ϕ = 45
6.2 Lower brackets of frames w : required net section modulus of the frame, in
cm3,
6.2.1 In general, frames are to be bracketed to the inner
bottom or to the face plate of floors as shown in Fig 4.
6.2.3 Where the bracket thickness, in mm, is less than
15Lb , where Lb is the length, in m, of the bracket free edge,
the free edge of the bracket is to be flanged or stiffened by a
welded face plate.
The sectional area, in cm2, of the flange or the face plate is
to be not less than 10Lb.

Pt B, Ch 3, Sec 9
SECTION 9 DECKS

3.2.1 The thickness of decks below the weather deck
1.1 intended for accommodation spaces is to be not less than
1.1.1 This Section lays down the criteria and formulae for the value calculated with the formula:
0, 5
the scantlings of decks, plating and reinforcing or support- t = 1, 5 ⋅ s ⋅ ( L ⋅ K )
ing structures.
Where the deck is a tank top, the thickness of the deck is, in
The reinforcing and supporting structures of decks consist of any event, to be not less than the value calculated with the
ordinary reinforcements, beams or longitudinal stringers, formulae given in Sec.10 for tank bulkhead plating.
laid transversally or longitudinally, supported by lines of
shoring made up of systems of girders and/or reinforced
beams, which in turn are supported by pillars or by trans-
4 Stiffening and support structures for
verse or longitudinal bulkheads. decks
Reinforced beams together with reinforced frames are to be
placed in way of the mast in sailing yachts. 4.1 Ordinary stiffeners
In sailing yachts with the mast resting on the deck or on the 4.1.1 The section modulus of the ordinary stiffeners of
deckhouse, a pillar or bulkhead is to be arranged in way of both longitudinal and transverse (beams) type is to be not
the mast base.
less than the value Z, in cm3, calculated with the following
equation:
Z = 14 ⋅ C 1 ⋅ s ⋅ S ⋅ K ⋅ h
2.1 where:
C1 : 1,44 for weather deck longitudinals
2.1.1 : 0,63 for lower deck longitudinals
pdc : calculation deck, meaning the first deck above : 0,56 for beams.
the full load waterline, extending for at least 0,6
L and constituting an efficient support for the
structural elements of the side; in theory, it is to
extend for the whole length of the yacht; 4.2.1 The section modulus for girders and for ordinary
s : spacing of ordinary transverse or longitudinal reinforced beams is to be not less than the value Z, in cm3,
stiffeners, in m; calculated with the following equation:
h : scantling height, in m, the value of which is 2
Z = 9⋅b⋅S ⋅K⋅h
given in Part B, Chap. 1, Sec. 5;
K : factor defined in Sec. 2 of this Chapter. where:
b : average width of the strip of deck resting on the
3 Deck plating
ings are to be considered as non-existent
3.1 Weather deck
equal to the distance between the two support-
3.1.1 The thickness of the weather deck plating, considering members (pillars, other reinforced beams,
ing that said deck is also a strength deck, is to be not less bulkheads).
mula: 4.3 Pillars
0, 5
t = 2, 5 ⋅ s ⋅ ( L ⋅ K ) 4.3.1 Pillars are, in general, to be made of tubes. In tanks
In yachts having L > 50 m, a stringer plate is to be fitted with intended for liquid cargoes, open section pillars are to be
width b, in m, not less than 0,025 L and thickness t, in mm, fitted.
not less than the value given by the formula: The section area of pillars is to be not less than the value A,
t = 3, 1 ⋅ s ⋅ ( L ⋅ K )
0, 5 in cm2, given by the formula:
The stringer plate of increased thickness may be waived if 1, 6Q

A = ---------------------------------------
the thickness adopted for the deck is greater than Rule 12, 5 – 0, 045λ
thickness. where:

Pt B, Ch 3, Sec 9
Q : load resting on the pillar, in kN, calculated with Insert plates may be replaced by doubling plates, except in
the following formula: the case of pillars which may also work under tension, such
Q = 6, 87 ⋅ A ⋅ h as those in tanks.
where: As an alternative, brackets or insert plates may be avoided

A : area of the part of the deck resting provided that the local verification of compressive stress
on the pillar, in m2 shows acceptable results.
h : scantling height, defined in 2.1.1 Pillars are to be attached at their heads and heels by contin-
λ : the ratio between the pillar length and the mini- uous welding.
mum radius of gyration of the pillar cross-sec- Pillars are to be connected to the inner bottom at the inter-
tion. section of girders and floors.
4.3.2 Pillar connections (1/1/2016) Where pillars connected to the inner bottom are not located
Heads and heels of pillars are to be attached to the sur- in way of intersections of floors and girders, partial floors or
rounding structure by means of brackets or insert plates so girders or equivalent structures suitable to support the pil-
that the loads are well distributed. lars are to be arranged.

Pt B, Ch 3, Sec 10
1 General 4.2 Reinforced beams

1.1
tical stiffeners and reinforced stiffeners in the bulkheads
1.1.1 (1/1/2016) with ordinary horizontal stiffeners are to have a section
The number and position of watertight bulkheads are, in modulus not less than the value Z, in cm 3, calculated with
general, to be in accordance with the provisions of Ch 1, the following formula:
Sec 1. 2
Z = C1 ⋅ b ⋅ S ⋅ h ⋅ K
2 Symbols where:
C1 : 11,4 for watertight bulkheads
2.1 : 19 for deep tank bulkheads
2.1.1 b : width, in m, of the zone of bulkhead resting on
s : spacing between the stiffeners, in m the horizontal web or on the reinforced stiffener
S : conventional span, equal to the distance, in m, h : scantling height indicated in Tab 2.
between the members that support the stiffener
concerned Table 2 (1/1/2009)
h S, h 0 : as defined in Ch 1, Sec 5
K : as defined in Ch 2, Sec 2. Bulkhead h (m) c
Collision bulkhead hB 0,78
3 Plating
3.1 Deep tank bulkhead hT 1

ness not less than the value tS in mm, calculated with the 5 General arrangement
following formula:
tS = k1 ⋅ s ⋅ ( h ⋅ K)
0, 5
5.1
5.1.1 The structural continuity of the bulkhead vertical and
indicated in Tab 1. horizontal primary supporting members with the surround-
ing supporting structures is to be carefully ensured.
Table 1 (1/1/2009)
5.2
Bulkhead k1 h (m)
Collision bulkhead 5,6 hB 5.2.1 Where vertical stiffeners are cut in way of watertight
doors, reinforced stiffeners are to be fitted on each side of
Watertight bulkhead 4,9 hB the door and suitably overlapped; cross-bars are to be pro-
Deep tank bulkhead 5,5 hT vided to support the interrupted stiffeners.
4 Stiffeners 6 Non-tight bulkheads
4.1 Ordinary stiffeners 6.1 Non-tight bulkheads not acting as pillars

4.1.1 The section modulus of ordinary stiffeners is to be 6.1.1 Non-tight bulkheads not acting as pillars are to be
not less than the value Z, in cm3, calculated with the fol- provided with vertical stiffeners with a maximum spacing
lowing formula: equal to:
2
Z = 14 ⋅ s ⋅ S ⋅ h ⋅ c ⋅ K • 0,9 m, for transverse bulkheads
The values of the coefficient c and of the scantling height h • two frame spaces, with a maximum of 1,5 m, for longi-
are those indicated in Tab 2. tudinal bulkheads.

Pt B, Ch 3, Sec 10

6.2.1 Non-tight bulkheads acting as pillars are to be pro-
vided with vertical stiffeners with a maximum spacing equal
to:
• two frame spaces, when the frame spacing does not
exceed 0,75 m,
• one frame space, when the frame spacing is greater than
0,75 m.

Pt B, Ch 3, Sec 11
1 General 2
Z = 6, 5 ⋅ s ⋅ S ⋅ h ⋅ K
where:
1.1
1.1.1 First tier superstructures or deckhouses are intended [2]
as those situated on the uppermost exposed continuous K : factor defined in Sec 2
are those above, and so on.
S : span of the stiffeners, equal to the distance, in
Where the distance from the hypothetical freeboard deck to
m, between the members supporting the stiff-
the full load waterline exceeds the freeboard that can hypo-
ener concerned.
thetically be assigned to the yacht, the reference deck for
the determination of the superstructure tier may be the deck
below the one specified above (see Ch 1, Sec 1, [4.3.5]). 4 Superstructure decks
When there is no access from inside superstructures and
deckhouses to 'tweendecks below, reduced scantlings with 4.1 Plating
respect to those stipulated in this Section may be accepted
at the discretion of RINA. 4.1.1 (1/3/2014)
The superstructure deck plating is to be not less than the
2 Boundary bulkhead plating value t, in mm, calculated with the following formula:
0, 5
t = 10 ⋅ s ⋅ ( K ⋅ h )
2.1
where:
2.1.1 (1/3/2014)
The thickness of the boundary bulkheads is to be not less s : spacing of the stiffeners, in m
than the value t, in mm, calculated with the following for- K : factor defined in Sec 2
mula:
0, 5
t = 8 ⋅ s ⋅ (K ⋅ h) Ch 1, Sec 5, [5.5].
s : spacing between the stiffeners, in m In any event, the thickness t is to be not less than the values
h : conventional scantling height, in m, the value of shown in Sec 1, Tab 2.
which is to be taken not less than the value indi-
cated in Tab 1.
4.2 Stiffeners
In any event, the thickness t is to be not less than the values 4.2.1 (1/3/2014)
shown in Sec 1, Tab 2.
The section modulus Z, in cm3, of both the longitudinal and
Table 1 transverse ordinary deck stiffeners is to be not less than the
value calculated with the following formula:
2
Type of bulkhead h (m) Z = 6, 5 ⋅ s ⋅ S ⋅ h ⋅ K
1st tier front 1,5
where:
nd
2 tier front 1,0
Other bulkheads wherever situated 1,0
distance, in m, between the supporting mem-
3 Stiffeners bers
3.1 Ch 1, Sec 5, [5.5]
k : factor defined in Sec 2
3.1.1 The stiffeners of the boundary bulkheads are to have
a section modulus not less than the value Z, in cm3, calcu- Reinforced beams (beams, stringers) and ordinary pillars are
lated with the following formula: to have scantlings as stated in Sec 9.

Part B
Hull
Chapter 4
REINFORCED PLASTIC HULLS
SECTION 2 MATERIALS
SECTION 3 CONSTRUCTION AND QUALITY CONTROL
SECTION 5 EXTERNAL PLATING
SECTION 9 DECKS
SECTION 12 SCANTLINGS OF STRUCTURES WITH SANDWICH

CONSTRUCTION
SECTION 13 STRUCTURAL ADHESIVES

Pt B, Ch 4, Sec 1
1 Field of application Q : total mass per area of the laminate, in gm2,

excluding the surface coating of resin;
1.1 Gc : P/Q = content of reinforcement in the laminate;
for laminates with glass fibre reinforcements the
1.1.1 Chapter 4 applies to monohull yachts with a hull value of GC is to be not less than 0,30;
made of composite materials and a length L not exceeding ti : thickness of a single layer of the laminate, in
60 m, with motor or sail power with or without an auxiliary mm. In the case of glass reinforcements such
engine. thickness is given by:
Multi-hulls or hulls with a greater length will be considered 2, 56
t i = 0, 33p  ------------- – 1, 36
case by case.  gc 
In the examination of constructional plans, RINA may take
p being expressed in kg/m2;
into consideration material distribution and structural scant-
lings other than those that would be obtained by applying tF : Σti = total thickness of the laminate.
these regulations, provided that structures with longitudinal,
transverse and local strength not less than that of the corre- 2.3 Definitions
sponding Rule structure are obtained or provided that such
material distribution and structural scantlings prove ade- 2.3.1
quate, in the opinion of RINA, on the basis of direct test cal- Reinforced plastic : a composite material consisting
culations of the structural strength. (See Ch 1, Sec 1, [3.1]) mainly of two components, a
matrix of thermosetting resin and
2 Definitions and symbols of fibre reinforcements, produced
as a laminate through moulding;
2.1 Premise Reinforcements : reinforcements are made up of an
inert resistant material matrix of
2.1.1 The definitions and symbols in this Article are valid thermosetting resin and of fibre
for all the Sections of this Chapter. reinforcements, encapsulated in
The definitions of symbols having general validity are not the matrix (resin) to increase its
normally repeated in the various Sections, whereas the resistance and rigidity. The rein-
meanings of those symbols which have specific validity are forcements usually consist of
specified in the relevant Sections. glass fibres or other materials,
such as aramid or carbon type
fibres;
2.2 Symbols
Single-skin laminate : reinforced plastic material with,
2.2.1 in general, the shape of a flat or
curved plate, or moulded.
γr : density of the resin; standard value 1,2 g/cm3;
γv : density of the fibres; standard value for glass Sandwich laminate : material composed of two single-
skin laminates, structurally con-
fibres 2,56 g/cm3;
nected by the interposition of a
p : mass per area of the reinforcement of a single core of light material.
layer, in g/m2;
q : total mass per area of a single layer of the lami-
nate, in g/m2;
3 Plans, calculations and other infor-
gc : p/q = content of reinforcement in the layer; for
laminates in glass fibre the most frequent maxi-
mation to be submitted
mum values of gc are the following, taking into
account that reinforcements are to be "wet" by 3.1
the resin matrix and compacted therein: 0,34 3.1.1 (1/8/2014)
for reinforcements in mat or cut filaments, 0,5 Plans with the scantlings, the layout and the major struc-
for reinforcements in woven roving or cloth; tures of the hull are to be submitted to RINA for examina-
P : total mass per area of reinforcements in the lam- tion sufficiently in advance of commencement of the
inate, in g/m2; laminating of the hull.

Pt B, Ch 4, Sec 1
The plans are to indicate the scantlings and the minimum 3.2
mechanical properties of the laminates as well as the per-
centage in mass of the reinforcement in the laminate. 3.2.1 If a Builder for the construction of a new vessel of a
In general, the following plans are to be sent for examina- standard design wants to use drawings already approved for
tion in triplicate. a vessel similar in design and construction and classed with
the same class notation and the same navigation, the draw-
• the midship section and the transverse sections with the ings may not be sent for approval, but the request of survey
main dimensions of the construction shown and, for of the vessel ois to be submitted with an enclosed list of
constructions with an engine, the design speed and the drawings of refernce and copies of the approved drawings
design acceleration aCG; are to be sent to RINA.
• longitudinal & transverse section and relevant typical
Attention is also to be paid to possible flag Administartions
connection details;
requirements, which may determine differences in con-
• deck plan; struction.
• construction of the bottom, floors, girders;
It is the Builder’s responsibility to submit for approval any
• double bottom; modification to the approved plans prior to the commence-
• lamination schedule; ment of any work.
• watertight and subdivision bulkheads;
Plan approval of standard design vessels is only valid so
• superstructures; long as no applicable Rule changes take place. When the
• engine and auxiliary foundations. Rules are amended, the plans are to be submitted for new
• structure of stern/side door and relevant closing appli- approval.
ances;
4 Direct calculations
• support structure for crane with design loads;
4.1
• for sailing yachts, ballast keel plating inclusive of the
lamination schedule and keel connection details. 4.1.1 As an alternative to those based on the formulae in
this Chapter, scantlings may be obtained by direct calcula-
The above-mentioned plans are also to contain the relative tions carried out in accordance with the provisions of Ch 1,
lamination details, the percentage, in mass, of the reinforce- Sec 1 of these Rules.
ment, the type of resin, core materials characteristics, the
sandwich construction process and the type of structural Chapter 1 provides schematisations, boundary conditions
adhesive used (if any). In the case of reinforcements other and loads to be used for direct calculations.
than glass, the minimum mechanical properties of the lami- The scantlings of the various structures are to be such as to
nate are to be indicated. guarantee that stress levels do not exceed the allowable val-
A list of all materials used in the construction, including the ues stipulated in Tab 1. The values in column 1 are to be
commercial name and the relevant characteristics of each used for the load condition in still water, while those in col-
component such as gel coat, resin, fibre reinforcement, core umn 2 apply to dynamic loads.
material, fire-retardant additives or resins, adhesive, core
bonding materials, details of the process of sandwich con- 5 General rules for design
struction and details of the materials used for granting
reserve of buoyancy (and method of installation), is to be 5.1 General
sent with the initial submission of the plans and a copy of
this list is to be provided to the attending Surveyor. 5.1.1 The hull scantlings required in this Chapter are in
The above list of drawings is for guidance purposes only; in general to be maintained throughout the length of the hull.
particular, the same plan may be relative to one or more of
For yachts with length L greater than 30 m, reduced scant-
the subjects indicated.
lings may be adopted for the fore and aft zones.
For documentation purposes, copies of the following plans
are also to be submitted: In such case the variations between the scantlings adopted
for the central part of the hull and those adopted for the
- general arrangement plans;
ends are to be gradual.
- capacity plan;
- lines plan; In the design, care is to be taken in order to avoid structural
discontinuities in particular in way of the ends of super-
If the INWATERSURVEY notation is to be assigned, the fol-
structures and of the openings on the deck or side of the
lowing plans and information are to be submitted:
yacht.
• details showing how rudder pintle and bush clearances
For high speed hulls, a longitudinal structure with rein-
are to be measured and how the security of the pintles
forced floors, placed at a distance of not more than 2 m, is
in their sockets is to be verified with the craft afloat.
required for the bottom.
measured with the craft afloat. Such spacing is to be suitably reduced in the areas forward
of amidships subject to the forces caused by slamming.
• name and characteristics of high resistance paint, for
information only.

Pt B, Ch 4, Sec 1
Table 1 For laminates made using reinforcements of fibres other

than glass (carbon and/or aramid, glass and aramid), lower
minimum thicknesses than those given in Tab 2 may be
Allowable stresses
Member accepted on the basis of the principle of equivalence.
1 2 In such case, however, the thickness adopted is to be ade-
Keel, bottom plating 0,4 σ 0, 8 σ quate in terms of buckling strength.
Side plating 0,4 σ 0,8 σ This thickness is, in any case, to be submitted to RINA for
approval.
Deck plating 0,4 σ 0,8 σ
Bottom longitudinals 0,6 σt 0,9 σt 6 Construction
Side longitudinals 0,5 σt 0,9 σt
Deck longitudinals 0,5 σt 0, 9 σt
6.1 Principles of building
Floors and girders 0,4 σt 0,8 σt 6.1.1 Definitions
The stiffeners with the lowest spacing are defined in this
Frames and reinforced side stringers 0,4 σt 0,8 σt
Chapter as ordinary stiffeners.
Reinforced beams and deck girders 0,4 σt 0,8 σt
Depending on the direction of ordinary stiffeners, a struc-
Note 1: ture is made of one of the following systems:
σ(N/mm2): the ultimate bending strength for single-skin - longitudinal framing,
laminates; the lesser of the ultimate tensile - transverse framing.
strength and the ultimate compressive strength
for sandwich type laminates. In this case the Ordinary stiffeners are supported by structural members,
shear stress in the core is to be no greater than defined as primary stiffeners, such as:
0,5 Rt, where Rt is the ultimate shear strength of - keelsons or floors,
the core material; - stringers or web frames,
σt(N/mm2): the ultimate tensile strength of the laminate.
- reinforced beams or deck stringers.
5.2 Minimum thicknesses 6.1.2 General provisions

The purpose of this item [6.1.2] is to give some recom-
5.2.1 The thicknesses of the laminates of the various mem- mended structural details. However, they do not constitute
bers calculated using the formulae in this Chapter are to be a requirement; different details may be proposed by build-
not less than the values, in mm, in Tab 2. ers and agreed upon by RINA, provided that builders give
justifications, to be defined in each special case.
Table 2 Arrangements are to be made to ensure the continuity of
longitudinal strength:
Single-skin Sandwich • in areas with change of stiffener framing,
Member
laminate laminate (1) • in areas with large change of strength,
Keel, bottom plating 5,5 4,5/3,5 • at connections of ordinary and primary stiffeners.
Side plating 5 4/3 Arrangements are to be made to ensure the continuity of

transverse strength in way of connections between hulls of
Inner bottom plating 5 4,5/3,5
catamarans and axial structure.
Strength deck plating 4 3/2 Structure discontinuities and rigid points are to be avoided;
Lower deck plating 3 2/2 when the strength of a structure element is reduced by the
presence of an attachment or an opening, proper compen-
Subdivision bulkhead 2,5 2/2
sation is to be provided.
plating
Openings are to be avoided in highly stressed areas, in par-
Tank bulkhead plating 4,5 4/3
ticular at ends of primary stiffeners, and for webs of primary
Side superstructures 2,5 2/2 stiffeners in way of pillars.
Front superstructures 3 2,5/2,5 If necessary, the shape of openings is to be designed to
reduce stress concentration.
Girders-floors - 2/2
In any case, the corners of openings are to be rounded.
Any stiffeners - 2 (2)
Connections of the various parts of a hull, as well as attach-
(1) The first value refers to the external skin, the second ment of reinforcing parts or hull accessories, can be made
refers to the internal skin by moulding on the spot, by bonding separately moulded,
(2) Intended to refer to the thickness of the layers encapsu- or by mechanical connections.
lating the core
Bulkheads and other important reinforcing elements are to
The minimum values shown are required for laminates con- be connected to the adjacent structure by corner joints (see
sisting of polyester resins and glass fibre reinforcements. Fig 1) on both sides, or equivalent joints.

Pt B, Ch 4, Sec 1
The mass per m2 of the corner joints is to be at least 50% of etc., are to be strongly built, in particular when sub-
the mass of the lighter of the two elements to be fitted, and jected to alternating loads.
at least 900 g/m2 of mat or its equivalent. Passages through hull are to be reinforced by means of a
plate and counterplate connected to each other.
The width of the layers of the corner joints is to be worked
out according to the principle given in Fig 1. d) Passages through watertight bulkheads
The connection of the various parts of the hull, as well as The continuous omega or rectangle stiffeners at a pas-
connection of reinforcing members to the hull, can be sage through a watertight bulkhead are to be watertight
made by adhesives, subject to special examination by in way of the bulkhead.
RINA.
e) Openings in deck
6.1.3 Plates The corners of deck openings are to be rounded in order

to reduce local stress concentrations as much as possi-
The edges of the reinforcements of one layer are not to be ble, and the thickness of the deck is to be increased to
juxtaposed but to overlap by at least 50 mm; these overlaps maintain the stress at a level similar to the mean stress
are to be offset between various successive layers. on the deck.
Prefabricated laminates are fitted by overlapping the layers, The reinforcement is to be made from a material identi-
preferably with chamfering of edges to be connected. cal to that of the deck.
The thickness at the joint is to be at least 15% higher than 6.1.4 Stiffeners
the usual thickness.
Primary stiffeners are to ensure structural continuity.
Changes of thickness for a single-skin laminate are to be Abrupt changes in web height, flange breadth and cross-
made as gradually as possible and over a width which is, in sectional area of web and flange are to be avoided.
general, not to be less than thirty times the difference in
thickness, as shown in Fig 2. In general, at the intersection of two stiffeners of unequal
sizes (longitudinals with web-frames, floors, beams or
The connection between a single-skin laminate and a sand- frames with stringers, girders or keelsons), the smallest stiff-
wich laminate is to be carried out as gradually as possible eners (longitudinals or frames) are to be continuous, and
over a width which is, in general, not to be less than three the connection between the elements is to be made by cor-
times the thickness of the sandwich core, as shown in Fig 3. ner joints according to the principles defined in [6.1.2].
a) Deck-side shell connection Fig 11 to Fig 13 give various examples of stiffeners.
This connection is to be designed both for the bending Connections between stiffeners are to ensure good struc-
stress shown in Fig 4, caused by vertical loads on deck tural continuity. In particular, the connection between deck
and horizontal loads of seawater, and for the shear stress beam and frame is to be ensured by means of a flanged
bracket. However, some types of connections without
caused by the longitudinal bending.
bracket may be accepted, provided that loads are light
In general, the connection is to avoid possible loosening enough. In this case, stiffeners are to be considered as sup-
due to local bending, and ensure longitudinal continu- ported at their ends.
ity. Its thickness is to be sufficient to keep shear stresses
acceptable. 6.1.5 Pillars
Connections between metal pillars subject to tensile loads
Fig 5 to Fig 8 give examples of deck-side shell connec-
and the laminate structure are to be designed to avoid tear-
tions.
ing between laminate and pillars.
b) Bulkhead-hull connection Connections between metal pillars subject to compressive
In some cases, this connection is needed to distribute loads and the laminate structure are to be carried out by
the local load due to the bulkhead over a sufficient mean of intermediate metal plates. The welding of the pillar
length of hull. Fig 9 and Fig 10 give possible solutions. to the metal plate is to be carried out before fitting of the
plate on board ship.
The scantlings of bonding angles are determined
according to the loads acting upon the connections. Fig 13 gives the principle for connection between the struc-
ture and pillars subject to compressive loads.
The builder is to pay special attention to connections
between bulkheads of integrated tanks and structural
6.1.6 Engine seating
members.
The engine seating is to be fitted on special girders suitably
c) Passages through hull positioned between floors, which locally ensure sufficient
strength in relation to pressure and weight loads.
Passages of metal elements through the hull, especially
at the level of the rudder stock, shaft brackets, shaft line, Fig 15 gives an example of possible seating.

Pt B, Ch 4, Sec 1
Figure 1 Figure 5
Deck
Hull
50
75
100
125
150
Figure 6
Figure 2
Δt Deck
d > 30 Δ t
Figure 3
ta
Hull
d > 3 ta
Figure 4
Figure 7
Local loads
Deck
Fender

Local
loads
Hull

Pt B, Ch 4, Sec 1
Figure 8 Figure 11
Hull
Deck
Fender
Figure 12
Figure 9
Figure 13
Bulkhead
Hull
Figure 14

Figure 10

Bulkhead

Figure 15
Hull


Pt B, Ch 4, Sec 1
6.2 Engine exhaust 6.3.3 Single-skin laminates and sandwich tanks

Mechanical tests are to be carried out on samples of the
6.2.1 Engine exhaust discharge arrangements made of laminate “as is” and after immersion in the fuel oil at ambi-
laminates are to be of the water injection type with a nor- ent temperature for a week. After the immersion the
mal service temperature of approximately 70° C and a max- mechanical properties of the laminate are to be not less
imum temperature not exceeding 120° C. than 80% of the value of the sample “as is”. For scantling
6.2.2 (1/1/2009) calculations the mechanical characteristics obtained by the
mechanical tests are to be assumed.
The resins used for the lamination are to be type approved
and to have adequate resistance to heat and to chemical 6.3.4 Tanks formed by plywood bulkhead
agents as well as a high deflection temperature.
Where the tank is formed by plywood bulkhead, its surface
As a general rule, the exhaust ducts are to be internally is to completely protected against the ingress of liquid by
coated with two layers of mat of 600 g/m2 laminated with means of a layer of laminate of at least 4 mm in thickness.
vinylester resin; a flame-retardant or self-extinguishing poly-
ester resin, having a thickness of not less than 1,5 mm, with 6.3.5 Pressure test
a low deflection at high temperature may be accepted. Tanks, complete with all pipe connections, are to be sub-
Details of these resins are to be enclosed with the list jected to a hydraulic pressure test with a head above the
required in [3.1.1] and general characteristics are to be tank top equal to h, as defined in Ch 1, Sec 5, or to the
reported on the relevant drawings. overflow pipe, whichever is the greater.
6.2.3 Additives or pigments which may impair the At the discretion of RINA, leak testing with an air pressure
mechanical properties of the resin are not to be used. of 0,015 MPa may be accepted as an alternative, provided
that it is possible, using liquid solutions of proven effective-
ness in the detection of air leaks, to carry out a visual
6.3 Tanks for liquids
inspection of all parts of the tanks with particular reference
6.3.1 General to pipe connections.
Structural tanks are to be intended to contain fuel oil or 6.3.6 Tanks protected with flexible inner fuel
lube oil. No integral tanks are to contain gasoline. Integral bladder (1/10/2009)
tanks may be of single-skin laminates and sandwich con-
As an alternative to the requirements given in [6.3.2], the
struction. internal surface of the structural tank can be protected with
a flexible inner fuel bladder type approved; the outer sur-
6.3.2 Single-skin laminates and sandwich tanks
face of the structural tank is to be coated with a fire retard-
For single-skin laminates and sandwich construction tanks ant paint or resin.
the following requirements are to be applied:
The flexible inner fuel bladder is to be fitted according to
• the final ply of the laminate is to be covered with fibre- the technical specifications of the manufacturer, to ensure
glass chopped strand mat of heavy weight (at least 600 that the flexible fuel inner fuel bladder can withstand the
gr/m2). Alternatively, the internal thickness of the tanks is working conditions and also maintain adherence to the sup-
to be not less than 10 mm; porting structures.
• the internal surface of the tanks is to have a heavy resin Type approval for the flexible fuel inner bladder may be
coat, which may incorporate a light fibre tissue, as a obtained providing the following requirements are com-
barrier to prevent any undue absorption by the lami- plied with:
nate. This may be carried out with the use of special
resin (isophaltic type) resistant to hydrocarbons. Alterna- a) Dry heat resistance test according to the UNI EN ISO
tively a suitable thickness of gelcoat is to be applied; 7840 Standard
• stiffeners are not to penetrate the tank boundaries so b) Oil resistance test according to the UNI EN ISO 7840
that, in the event of a fracture of the laminate or frame, Standard
the oil will not travel some distance along the continu- c) Abrasion test according to the UNI EN ISO 7840 Stand-
ous glass fibres due to a capillary action. Accordingly, ard
the tank is to be isolated by means of diaphragms made
of laminates to form the final internal barrier layer d) T-peel test according to the ASTM D 1876 Standard
against oil absorption; e) Fuel permeability test according to [6.3.7] - Ref. MIL –
• the outer surfaces of the tanks are to be coated with a DTL; tests are to be carried out on 3 specimens – (3
fire-retardant paint or resin. tests)
In addition for sandwich construction tanks the follow- During tests (a), (b) and (d), the load-elongation diagram
ing requirements are to be applied: is to be recorded.
• the cores are to be end grain balsa or closed cell polyvi- The following minimum requirements are to be satisfied
nylchloride foam; for the tests:
• each balsa block is to be individually set with the space 1) Dry heat resistance test: after heat aging, specimens
around it filled with resin. are not to have a reduction in tensile strength of

Pt B, Ch 4, Sec 1
more than 20%, or a reduction in elongation of then to be wiped from the assembly, and the assembly is
more than 50% of the tested value obtained to be conditioned for 24 hours at a temperature of 25°C
from the specimens not aged and a relative humidity of 50 to 65 percent.
2) Oil resistance test: after heat aging, specimens are For fuel tanks using non-vulcanized, continuous inner
not to have a reduction in tensile strength of more fuel bladders, the inner fuel bladder is to be applied by
than 40%, or a reduction in elongation of more than production method to a 25,5 x 25,5 cm piece of corru-
40% of the tested value obtained from the speci- gated fibreboard coated on one side with a suitable
mens not aged release agent. The exposed surface of the inner fuel
3) Abrasion test: after 1000 cycles, the test samples are bladder is to be coated with a barrier material that con-
not to have any helical wire reinforcement exposed forms to the manufacturer’s specifications. The assembly
at the point of contact with the abrasive surface. is then to be cured or otherwise processed by a method
used in regular production. The inner fuel bladder is
4) T-peel test: the test carried out according to the then to be removed from the fibreboard. The assembly is
ASTM D 1876 standard on specimens and with the to be conditioned for 24 hours at a temperature of 25°C
modalities as required by this standard, is to give an and a relative humidity of 50 to 65 percent.
average load of not less than 80 N.
After conditioning, two discs 6.4 cm in diameter are to
5) Fuel permeability test: the permeability is to be less be cut from the panel prepared above according to this
than 7,6 g/m2 per 24 hours. - The manufacturer is to item a). One hundred ml of ASTM D471 Ref Fuel B test
provide systems (i.e. foam baffling) to prevent slosh-
fluid is to be placed in a cup conforming to Fig 16. A
ing effects and relevant damage inside the tank.
suitable nylon solution is to be applied to the face of the
The junctures between the parts of the fuel bladder, the con- cup flange covering the area inside the bolt circle.
nections between the fuel bladder and the accessories for When the nylon solution is almost dry, the test disc is to
filling, transfer and suction of fuel oil piping and the con- be applied to the cup with the barrier, if any, facing out-
nection with the air pipes are to be manufactured according ward. The assembly is to be completed by attaching the
to methods approved by RINA. bolting ring shown in the figure, and tightening the bolts
in accordance with Tab 3.
In addition, for type approval, the manufacturer is to adopt
a quality control system recognized by RINA. b) Test procedure
The requirements for the renewal of the certificate are to be The cup as prepared above is to be placed in a suitable
agreed with RINA, and concern the abovementioned tests rack and maintained at a temperature of 25 °C and a rel-
(a) to (e) : in determining which tests are to be carried out ative humidity of 50 to 65 percent for a 1-hour equili-
for the renewal, special consideration will be given to the
bration period. The cup is to be weighted to the nearest
quality control system adopted by the manufacturer and its
0.005 gram and placed in the rack with the face of the
demonstrated efficiency during the last period of approval
cup facing upward. The cup is to be maintained at a
of the certificate’s validity.
temperature of 25 °C ±5°C, and a relative humidity of
The certificate will be issued by RINA after examination of 50 to 65 percent for a 24 hour period. The cup is then to
the test reports with a validity of 5 years. be weighted to check for integrity of the seal. The cup is
then to be inverted (test disc down) in a rack that per-
6.3.7 Fuel permeability test for tanks protected with mits free access of air to the disc. The cup is to be
flexible inner fuel bladder (1/10/2009) weighted at the end of the third, fifth and eighth day
after inverting. Defective films or leaks resulting from
a) Specimen requirements
faulty assembly will usually be found when weighting
For fuel tanks employing vulcanized inner fuel bladders, on the third day. The diffusion rating calculation is to be
the uncured inner fuel bladder is to be applied to a 25,5 made on the fifth of the eight day period and expressed
x 25,5 cm piece of corrugated fibreboard coated on one as gram per square meter per 24 hours.
side with a suitable water soluble breakaway agent. The
exposed surface of the inner fuel bladder is to be coated
with prime cement and barrier resin (if required) that Table 3 (1/10/2009)
conform to the manufacturer’s specifications. The
assembly is then to be wrapped in fuel cellophane and Inner fuel bladder type: Bolt torque, in Nm:
covered with a suitable waterproof bag. The assembly is
to be vulcanized by the method used in regular produc- Gum stocks 0,56 to 1,13
tion. After vulcanization, the waterproofing and cello- Coated fabrics 1,69 to 2,26
phane are to be removed. The inner fuel bladder is then
to be removed from the fiberboard. The free moisture is Unsupported plastic films 2,26 to 2,82

Pt B, Ch 4, Sec 1
Figure 16 : Cup for permeability test (1/10/2009)
0,78
0,78

Pt B, Ch 4, Sec 2
SECTION 2 MATERIALS
1 General bution per unit of length, respec-

tively in warp and weft.
1.1 Mat-woven roving : Combined reinforcement made
up of a layer of mat with cut fila-
1.1.1 In addition to those in this Section, provisions ments superimposed on a layer of
regarding the characteristics and test and quality control woven roving by stitching or
procedures for the manufacture of composite materials are bonding.
also specified in Part D, Chapter 6.
Hybrid : Reinforcement having fibres of
1.1.2 The basic laminate considered in this Chapter is two or more different types; a typ-
composed of an unsaturated resin, in general polyester, and ical example is that of glass fibre
of glass fibre reinforcements in the form of mat alternated with aramid type fibre.
with woven roving. The construction may consist of a sin-
Unidirectional : Reinforcement made up of fibres
gle-skin laminate, a sandwich laminate, or a combination of
that follow only one direction
both.
without interweaving.
The reinforcement contained in the laminate is not less than
30% by weight; it is laid-up by hand, by mechanical pre- Biaxial : Reinforcement made up of fibres
impregnation, or by spraying. that follow two directions (0°-
Laminates having a different composition or special systems 90°), without interweaving.
of lay-up will be considered by RINA on a case-by-case Quadriaxial : Reinforcement made up of paral-
basis upon submission of technical documentation illustrat- lel fibres in the direction of filling
ing details of the procedure. and warp (0°, 90°) and in two
All of the materials making up the laminates are to have oblique directions (+ 45°).
properties suitable for marine use in the opinion of the
Manufacturer. The products used in the production of the 3 Materials of laminates
laminates, whether single-skin or sandwich (resins, rein-
forcements, stiffeners, cores, etc.), are to be type approved
by RINA; any structural parts in plywood are to be made 3.1 Resins
with material type approved by RINA. At the discretion of
3.1.1 Resins used are to be type approved by RINA for
the latter, material type approved by other recognised Soci-
marine use.
eties may be accepted.
Resins may be for laminating, i.e. form the matrix of lami-
nates, or for surface coating (gel coat); the latter are to be
2 Definitions and terminology compatible with the former, having mainly the purpose of
protecting the laminate from external agents.
2.1
Polyester-orthophthalic type gel coat resins are not permit-
2.1.1 ted. In the case of a hull constructed with a sandwich lami-
nate on a male mould, the water resistance of the external
Mat : Reinforcements made up of regu-
surface will be the subject of special consideration.
larly distributed filaments on the
flat with no particular orientation Resins are to have the capacity for "wetting" the fibres of the
and held together by a bond so as laminate and for bonding them in such a way that the lami-
to form a mat that can be rolled nate has suitable mechanical properties and, in the case of
up. The filaments may be cut to a glass fibre, not less than those indicated in [3.6].
pre-determined length or continu- The resins used are in general of the polyester, polyestervi-
ous. nylester or epoxide type; in any case, the resin is to have an
Roving : Made up of parallel filaments. ultimate elongation of not less than 3,0% if on the surface
Woven Roving : Made from the weaving of roving. and 2,5% if in the laminate.
Due to their construction they Compliant resins used in different structural applications
have continuous filaments. are, as a general rule, always to be adopted in conjunction
Woven rovings of different types with over bonding lamination. The acceptance of structural
exist and can be differentiated by: fillets of compliant resins alone, without over bonding lami-
the type of roving used in warp nation, will be subject to special consideration after analy-
and weft, the name of the distri- sis of test results submitted by the Manufacturer

Pt B, Ch 4, Sec 2
demonstrating equivalent strength to over bonding lami- In the latter case the laminates may be made in alternate
nates. layers, i.e. made up of layers of one material or using hybrid
Resins are to be used within the limits and following the reinforcements.
instructions supplied by the Manufacturer. In any event, the manufacturing process is to be approved
in advance by RINA, and to this end a technical report is to
3.1.2 Resins additives be sent illustrating the processes to be followed and the
Resin additives (catalysts, accelerators, fillers, wax additives materials (resins, reinforcements, etc.) used.
and colour pigments) are to be compatible with the resins
Reinforcements made of materials other than the preceding
and suitable for their curing process. Catalysts which initi-
may be taken into consideration on a case-by-case basis by
ate the curing process of the resin and the accelerators
RINA, which will stipulate the conditions for their accept-
which govern the gelling and setting times are to be such
ance.
that the resin sets completely in the environmental condi-
tions in which manufacture is carried out. The Manufac- The materials are to be free from imperfections, discolora-
turer's recommendations for the level of catalyst and tion, foreign bodies, moisture and other defects and stored
accelerator to be mixed into the resins are to be followed. and handled in accordance with the Manufacturer's recom-
mendations.
The inert fillers are not to significantly alter the properties of
the resin, with particular regard to the viscosity, and are to 3.2.2 Glass fibre
be carefully distributed in the resin itself in such a way that The glass generally used for the manufacture of reinforce-
the laminates have the minimum mechanical properties ments is that called type "E", having an alkali content of not
stated in these requirements. more than 1%, expressed in Na2O.
Such fillers are not to exceed 13% (including 3% of any Reinforcements manufactured in "S" type glass may also be
thixotropic filler) by weight of the resins.
used.
The colour pigments are not to affect the polymerisation
Such reinforcements are to be used for the lamination in
process of the resin, are to be added to the resin as a col-
hull resin matrices, with the procedure foreseen by the
oured paste and are not to exceed the maximum amount (in
Manufacturer, such that the laminates have the same
general 5%) recommended by the Manufacturer. The thixo-
mechanical properties required in the structural calcula-
tropic fillers of the resins for surface coating are not to
tions and for "E" type glass, these not being less than those
exceed 3% by weight of the resin itself.
indicated in item [4].
Details of the resins additives are to be enclosed in the list
Reinforcements in glass fibre are generally foreseen in the
required in Sec 1, [3.1.1].
form of: continuous filament or chopped strand mat, roving,
3.1.3 Flame-retardant additives unidirectional woven roving and in combined products i.e.
made up of both mat and roving.
Where the laminate is required to have fire-retarding or
flame-retardant characteristics, details of the proposed 3.2.3 Aramid type fibres
arrangements are to be submitted for examination.
Reinforcements in aramid type fibres are generally used in
Where additives are adopted for this purpose, they are to be the form of roving or cloth of different weights (g/m2).
used in accordance with the Manufacturer's instructions.
Such reinforcements can be used in the manufacture of
The results of tests performed by independent laboratories hulls either alone or alternated with layers of mat or roving
verifying the required characteristics are to be submitted. of "E" type glass.
Where fire-retarding or flame-retardant characteristics are Hybrid reinforcements, in which the aramid type fibres are
required by the flag Administration, such properties are to laid at the same time, in the same layer as "E" type glass
be approved by the relevant Administration, or by RINA fibres or carbon type fibres, may also be used.
when authorised by the former.
Details of flame-retardant additives are to be enclosed in 3.2.4 Carbon-graphite fibres
the list required in Sec 1, [3.1.1]. Carbon-graphite type fibres means those which are at
present called "carbon" type, used in the form of products
suitable to be incorporated as reinforcements by themselves
3.2 Reinforcements
or together with other materials like glass fibres or aramid
3.2.1 General type fibres, in resin matrices for the construction of struc-
All fibre reinforcements are to be type approved by RINA. tural laminates.
The reinforcements used and their characteristics are to be
enclosed with the list required in Sec 1, [3.1.1]. 3.3 Core materials for sandwich laminates
The reinforcements taken into consideration in these 3.3.1 Core materials are to be type approved by RINA;
requirements are mainly of fibres of three types: glass fibre, these materials are to be used in accordance with the Man-
aramid type fibre and carbon type fibre. ufacturer's instructions and the method used in the sand-
The use of hybrid reinforcements obtained by coupling the wich construction is to be forwarded for information
above-mentioned fibres is also foreseen. purposes enclosed with the list required in Sec 1, [3.1.1].
Structures can be obtained using reinforcements of one or The materials considered in these requirements are rigid
more of the above-mentioned materials. expanded foam plastics and balsa wood.

Pt B, Ch 4, Sec 2
Particular care is to be given to the handling of these materi- 3.5 Plywood

als which is to be in accordance to the Mnufacturer's rec-
ommendations. 3.5.1 Plywood for structural applications is to be marine
The use of other materials will be taken into consideration plywood type approved by RINA.
on a case-by-case basis by RINA, which will decide the Where it is used for the core of reinforcements or sandwich
conditions for acceptance on the basis of a criterion of structures, the surfaces are to be suitably treated to enable
equivalence. the absorption of the resin and the adhesion of the laminate.
Polystyrene can only be used as buoyancy material.
3.6 Timber
3.3.2 "Rigid expanded foam plastics" means expanded
polyurethane (PUR) and polyvinyl chloride (PVC). 3.6.1 The use of timber is subject to special consideration
These materials, just as other materials used for cores, are to by RINA. In general, the Designer will be required to indi-
be of the closed-cell type, to be resistant to environmental cate on the drawings submitted the assumed characteristics
agents (salt water, fuel oils, lube oils) and to have a low such as strength and density.
absorption of water.
Furthermore, they are to maintain a good level of resistance 3.7 Repair compounds
up to the temperature of 60°C and, if worked in nonrigid
sheets made up of small blocks, the open weave backing 3.7.1 Materials used for repairs are to be accepted by
and the adhesive are to be compatible and soluble in the RINA before use.
resin of the laminate. For acceptance purposes, the Manufacturer is to submit full
product details and user instructions, listing the types of
3.3.3 Balsa wood is to be chemically treated against repair for which the system is to be used.
attacks by parasites and mould and oven dried immediately
after cutting. Depending on the proposed uses, RINA may require some
tests.
Its humidity is to be no greater than 12%; if worked in non-
rigid sheets made up of small blocks, the open weave back-
ing and the adhesive are to be compatible and soluble in 3.8 Type approval of materials
the resin of the laminate.
3.8.1 Recognition by RINA of the suitability for use (type
The balsa wood is to be laid-up with its grain at right-angles approval) of materials for hull construction may be
to the fibres in the surface laminates. requested by the Manufacturer. The type approval of res-
3.3.4 The ultimate tensile strength of the core materials is ins, fibre products of single-skin laminates and core materi-
to be not less than the values indicated in. Such characteris- als of sandwich laminates is carried out according to the
tic is to be ascertained by tests; in any case, core materials requirements set out in the relevant RINA Rules.
for laminates having an ultimate tensile strength <0,4 Tab 2 lists the typical mechanical properties of fibres com-
N/mm2 are not acceptable. monly used for reinforcements.
3.3.5 For the constructions of sandwich structures with the

dry vacuum bagging techniques, core bonding paste is to be
4 Mechanical properties of laminates
used; the characteristics are to be enclosed in the list as per
Sec 1, [3.1.1]. The construction procedures of such sand- 4.1 General
wich structures will be subject to special consideration.
4.1.1 The minimum mechanical properties in N/mm2 of
Table 1 laminates made with reinforcements of "E" type glass fibre
may be obtained from the formulae given in Tab 3 as a
function of GC of the laminate as defined in Sec 1.
Minimum shear
Material Density (kg/m3) These values are based on the most frequently used lami-
strength (N/mm2)
nates made up of reinforcements of mat and roving type.
104 1,6
Balsa end-grain In the above-mentioned Table, the values indicated are
144 2,5 those corresponding to GC = 30, the minimum value
80 0,9 allowed of the content of glass reinforcement.
PVC, crosslinked The minimum mechanical properties of the glass laminates
100 1,4
found in testing, as a function of GC, are to be no less than
PVC, linear 80-96 1,2 the values obtained from the formulae of the above-men-
Polyurethane 90 0,5
tioned Table.
Laminates with reinforcements of fibres other than glass,
3.4 Adhesive and sealant material described in [3.2], are to have mechanical properties that
are in general greater than or at least equal to those given in
3.4.1 These materials are to be accepted by RINA before Tab 3, the reinforcement content being equal. RINA
use. Details are to be submitted enclosed with the list reserves the right to take into consideration possible lami-
required in Sec 1, [3.1.1]. nates having certain properties lower than those given in

Pt B, Ch 4, Sec 2
Table 3, and will establish the procedures and criteria for be modified in accordance with the provisions of [4.2.1]
approval on a case-by-case basis. below.
The scantlings indicated in this Chapter are based on the The mechanical properties and the percentage of reinforce-
values of the mechanical properties of a laminate made ment are to be ascertained, for each yacht built, from tests
with reinforcements in "E" type glass, with a reinforcement on samples taken preferably from the hull or, alternatively,
content equal to 0,30. having the same composition and prepared during the lam-
Whenever the mechanical properties of the reinforcement ination of the hull (for the tests to be carried out, see Pt D,
are greater than those mentioned above, the scantlings may Ch 6, Sec 3).
Table 2
Tensile modulus of elastic- Shear modulus of elasticity

Specific gravity Poisson’s ratio
ity N/mm2 N/mm2
E Glass 2,56 69000 28000 0,22
S Glass 2,49 69000 (1) 0,20
R Glass 2,58 (1) (1) (1)
Aramid 1,45 124000 2800 0,34
LM Carbon 1,8 230000 (1) (1)
IM Carbon 1,8 270000 (1) (1)
HM Carbon 1,8 300000 (1) (1)
VHM Carbon 2,15 725000 (1) (1)
(1) Values supplied by the Manufacturer and agreed upon with RINA prior to use
Table 3
1 2
Rm = ultimate tensile strength 2
= 1278 G c - 510 Gc + 123 85
E = tensile modulus of elasticity = (37 Gc - 4,75) . 103 6350
Rmc = ultimate compressive strength = 150 Gc + 72 117
Ec = compressive modulus of elasticity = (40 Gc - 6) . 10 3 6000
Rmf = ultimate flexural strength = (502 G2c + 107) 152
Et = flexural modulus of elasticity = (33,4 G2c + 2,2) . 103 5200
Rmt = ultimate shear strength = 80 Gc + 38 62
G = shear modulus of elasticity = (1,7 Gc + 2,24) . 103 2750
Rmti = ultimate interlaminar shear strength = 22,5 - 17,5 Gc 17
The values of the mechanical properties are to be no less latter, RINA reserves the right to accept the laminate subject
than those used for the scantling of the structures. to any conditions for acceptance it may stipulate.
Where certain values are in fact found to be lower than
those used for the scantlings, but no lower than 85% of the

Pt B, Ch 4, Sec 2
4.1.2 Mechanical properties of carbon fibre

laminates
For carbon fibre laminates the following mechanical prop-
erties indicated in Tab 4 may be assumed.
Table 4
Mechanical Properties N/mm2

E = tensile module of 75000 GC - 6730
elasticity (0° or 90° direction)
Rm = ultimate tensile strength (0° or 90° direction) 740 GC - 65
Rmc = ultimate compressive strength (0° or 90° direction) 460 GC - 40
2, 5Rm
Rmf = ----------------------------
Rmf = ultimate flexural strength  1 + -----------
Rm 
-
 Rmc
Rmtc = ultimate interlaminar shear strength 35 Mpa
The above properties are reserved for hand laminated,

woven roving and crossplied 0/90 reinforcement high-
strengh carbon fibre.
For unidirectional reinforcement the following mechanical

properties (see Tab 5) are to be considered.
Table 5
Mechanical Properties Parallel to the fibres Perpendic to the fibres
E = tensile module of elasticity 151500 GC - 15750 8025 G C

2 - 3150 GC + 3300
Rm = ultimate tensile strength 1500 GC - 150 38 GC2 - 15 GC + 15
Rmc = ultimate compressive strength 820 GC - 82 1126 GC2 - 45 GC + 45
2, 5Rm -
--------------------------- 2, 5Rm -
---------------------------
Rmf = ultimate flexural strength  1 + -----------
Rm   1 + -----------
Rm 
- -
 Rmc  Rmc
Rmti = ultimate interlaminar shear strength 230 GC2 - 180 GC + 60 230 GC2 - 180 GC + 60
The glass content GC may be assured according to the fol-

lowing Tab 6.
Table 6
Type of ply reinforcement Open mould Vacuum bag

Simple Surface Complex surface
Chopped strand mat sprayed up 0,22 0,17 0,28
Chopped strand mat hand lay-up 0,22 0,17 0,28
Woven roving 0,40 0,28 0,50

Roving-mat combination [0,46 - 0,18 x Q ] - 0,08 [0,35 - 0,11 x Q ] - 0,08 [0,56 - 0,22 x Q ] - 0,08
Multidirectional fabric 0,41 0,30 0,50
Unidirectional fabric 0,46 0,32 0,57

Pt B, Ch 4, Sec 2
the formulae of the structural scantlings of the hull in this

Total mass of mat Chapter are given by:
Q = ---------------------------------------------------------------------------------------------------------------------------------------------
Total mass of glass in laminate ( Mat + Woven Roving )
K o = 85 ⁄ R m
The total thickness in mm of the laminate may be calculated
152 0, 5
with the following formula: K of =  ----------
R mf
where Rm and Rmf are the values, in N/mm2, of the ultimate

1, 8
t = ----------------   --------- – 0, 6
Q tensile and flexural strengths of the laminate. Such values
2, 160   Gc  
may be calculated with the formulae in Tab 3 for glass fibre
where Q is in kg/m2. reinforcements or obtained from mechanical tests on sam-
In order to determine the total content GC of the laminate of ples of the laminate for other types of laminate.
n ply the following formula may be applied: Therefore, in the case of laminates with glass fibre having
GC = 30 (minimum allowed), it is to be assumed that:
q1 + q2 + q3 + ....qn Ko = 1
G C = --------------------------------------------------------------------
q1 q2 q3 qn ˆ
---------- + ---------- + ---------- + .... ---------- K of = 1
gc1 gc2 gc3 gcn
The values Ko and Kof are to be taken as not less than 0,5
where: and 0,7, respectively, except in specific cases considered by
q : is the mass in kg/m2 of the single ply; RINA on the basis of the results of tests carried out.
Gc : is the glass content of the single ply. For laminates of sandwich type structures the coefficient is
given by the formula:
4.2 Coefficients relative to the mechanical 85 0, 5
K of =  ------
′
properties of laminates  R m
4.2.1 The values of the coefficients Ko and Kof relative to where Rm is the ultimate tensile strength, in N/mm2, of the
the mechanical properties of the laminates that appear in surface laminate.

Pt B, Ch 4, Sec 3
SECTION 3 CONSTRUCTION AND QUALITY CONTROL
1 Shipyards or workshops turer. Significant changes in humidity, such as would lead to

condensation on moulds and materials, are to be avoided.
1.1 General Instruments to measure the humidity and temperature are to

be placed in sufficient number and in suitable positions. If
1.1.1 All construction is to be built using materials and necessary, due to environmental conditions, an instrument
working processes approved or accepted by RINA. capable of providing a continuous readout and record of
the measured values may be required.
The Builder is to obtain the approval or acceptance of the
material used; furthermore it is the Builder’s responsibility Ventilation systems are not to cause an excessive evapora-
to ensure that all the materials are used in accordance with tion of the resin monomer and draughts are to be avoided.
the Manufacturer's instructions and recommendations. The work areas are to be suitably illuminated. Precautions
are to be taken to avoid effects on the polymerisation of the
Shipyards or workshops for hull construction are to be suita-
resin due to direct sunlight or artificial light.
bly equipped to provide the required working environment
according to these requirements, which are to be complied
with for the recognition of the shipyard or workshop as suit- 1.3 Storage areas for materials
able for the construction of hulls in reinforced plastic. This
1.3.1 Resins are to be stored in dry, well-ventilated condi-
suitability is to be ascertained by a RINA Surveyor, the
tions at the temperature recommended by the resin Manu-
responsibility for the fulfilment of the requirements speci-
facturer. If the resins are stored in tanks, it is to be possible
fied below as well as all other measures for the proper car-
to stir them at a frequency for a length of time indicated by
rying out of construction being left to the shipyard or
the resin Manufacturer. When the resins are stored outside
workshop.
the moulding shop, they are to be brought into the shop in
When it emerges from the tests carried out that the shipyard due time to reach the working temperature required before
or workshop complies with the following provisions, uses being used.
type approved materials, and has a system of production Catalysts and accelerators are to be stored separately in
and quality control that satisfies the RINA Rules, so as to clean, dry and well-ventilated conditions in accordance
ensure a consistent level of quality, the shipyard or work- with the Manufacturer's recommendations.
shop may obtain from RINA a special recognition of suita-
bility for the construction of reinforced plastic hulls. Fillers and additives are to be stored in closed containers
that are impervious to dust and humidity.
The risks of contamination of the materials are to be
Reinforcements, e.g. glass fibre, are to be stored in dust-free
reduced as far as possible; separate zones are to be pro-
and dry conditions, in accordance with the Manufacturer's
vided for storage and for manufacturing processes. Alterna-
recommendations. When they are stored outside the cut-
tive arrangements of the same standard may be adopted.
ting area, the reinforcements are to be brought into the lat-
Compliance with the requirements of this Section does not ter in due time so as to reach the temperature of the
exempt those in charge of the shipyard or workshop from moulding shop before being used.
the obligation of fulfilling all the hygiene requirements for Pre-impregnated reinforcements are to be stored in an area
work stipulated by the relevant authorities. set aside for the purpose. The quality control documenta-
tion is to keep a record of the storage and depletion of the
1.2 Moulding shops stock of such reinforcements.
Materials for the cores of sandwich type structures are to be
1.2.1 Where hand lay-up or spray lay-up processes are stored in dry areas and protected against damage; they are
used for the manufacture of laminates, a temperature of to be stored in their protective covering until they are used.
between 16° and 32°C is to be maintained in the moulding
shop during the lay-up and polymerisation periods. Small
variations in temperature may be allowed, at the discretion
1.4 Identification and handling of materials
of the RINA Surveyor, always with due consideration being 1.4.1 In the phases of reception and handling the materials
given to the resin Manufacturer's recommendations. Where are not to suffer contamination or degradation and are to
moulding processes other than those mentioned above are bear adequate identification marks at all times, including
used, the temperatures of the moulding shop are to be those relative to RINA type approval. Storage is to be so
established accordingly. arranged that the materials are used, whenever possible, in
The relative humidity of the moulding shop is to be kept as chronological order of receipt. Materials are not to be used
low as possible, preferably below 70%, and in any case after the Manufacturer's date of expiry, except when the lat-
lower than the limit recommended by the resin Manufac- ter has given the hull builder prior written consent.

Pt B, Ch 4, Sec 3
2 Hull construction processes In the case of simultaneous spray lay-up of resin and cut
fibres, the following requirements are also to be complied
with:
2.1 General
• before the use of the simultaneous lay-up system, the
2.1.1 The general requirements for the construction of Manufacturer is to satisfy himself of the efficiency of the
hand lay-up or spray lay-up laminates are set out below; equipment and the competence of the operator;
processes of other types (e.g. by resin transfer, vacuum or
• the use of this technique is limited to those parts of the
pressurised moulding with mat and continuous filaments)
structure to which sufficiently good access may be
are to be individually recognised as suitable by RINA.
obtained so as to ensure satisfactory laminating;
2.2 Moulds • before use, the spray lay-up equipment is to be cali-

brated in such a way as to provide the required fibre
2.2.1 Moulds for production of laminates are to be con- content by weight; the spray gun is also to be calibrated,
structed with a suitable material which does not affect the according to the Manufacturer's instruction manual,
resin polymerisation and are to be adequately stiffened in such as to obtain the required catalyst content, the gen-
order to maintain their shape and precision in form. They eral spray conditions and the appropriate length of cut
are also not to prevent the finished laminate from being fibres. Such length is generally to be not less than 35
released, thus avoiding cracks and deformations. mm for structural laminates, unless the mechanical
During construction, provision is to be made to ensure sat- properties are confirmed by tests; in any event, the
isfactory access such as to permit the proper carrying out of length of glass fibres is to be not less than 25 mm;
the laminating. • the calibration of the lay-up system is to be checked
Moulds are to be thoroughly cleaned, dried and brought to periodically during the operation;
the moulding shop temperature before being treated with • the uniformity of lamination and fibre content is to be
the mould release agents, which are not to have an inhibit- systematically checked during production.
ing effect on the gel coat resin.
The manufacturing process for sandwich type laminates is
2.3 Laminating taken into consideration by RINA in relation to the materi-
als, processes and equipment proposed by the Manufac-
2.3.1 The gel coat is to be applied by brush, roller or turer, with particular regard to the core material and to its
spraying device so as to form a uniform layer with a thick- lay-up as well as to details of connections between prefabri-
ness of between 0,4 and 0,6 mm. Furthermore, it is not to cated parts of the sandwich laminates themselves. The core
be left exposed for longer than is recommended by the materials are to be compatible with the resins of the surface
Manufacturer before the application of the first layer of rein- laminates and suitable to obtain strong adhesion to the lat-
forcement. ter (Manufacturer’s instructions to be followed).
A lightweight reinforcement, generally not exceeding a Attention is drawn, in particular, to the importance of ensur-
mass per area of 300 g/m2, is to be applied to the gel coat ing the correct carrying out of joints between panels.
itself by means of rolling so as to obtain a content of rein-
Where rigid core materials are used, then dry vacuum bag-
forcement not exceeding approximately 0,3.
ging techniques are to be adopted. Particular care is to be
In the case of hand lay-up processing, the laminates are to given to the core bonding materials and to the holes pro-
be obtained with the layers of reinforcement laid in the vided to ensure efficient removal of air under the core.
sequence indicated in the approved drawings and each Bonding paste is to be visible at these holes after vacuum
layer is to be thoroughly "wet" in the resin matrix and com- bagging.
pacted to give the required weight content.
The amount of resin laid "wet on wet" is to be limited to 2.4 Hardening and release of laminates
avoid excessive heat generation.
Laminating is to be carried out in such a sequence that the 2.4.1 On completion of the laminating, the laminate is to
interval between the application of layers is within the lim- be left in the mould for a period of time to allow the resin to
its recommended by the resin Manufacturer. harden before being removed. This period may vary,
Similarly, the time between the forming and bonding of depending on the type of resin and the complexity of the
structural members is to be kept within these limits; where laminate, but is to be at least 24 hours, unless a different
this is not practicable, the surface of the laminate is to be period is recommended by the resin Manufacturer.
treated with abrasive agents in order to obtain an adequate The hull, deck and large assemblies are to be adequately
bond. braced and supported for removal from the moulds as well
When laminating is interrupted so that the exposed resin as during the fitting-out period of the yacht.
gels, the first layer of reinforcement subsequently laid is to After the release and before the application of any special
be of mat type. post-hardening treatment, which is to be examined by
Reinforcements are to be arranged so as to maintain conti- RINA, the structures are to be stabilised in the moulding
nuity of strength throughout the laminate. Joints between environment for the period of time recommended by the
the sections of reinforcement are to be overlapped and stag- resin Manufacturer. In the absence of recommendations,
gered throughout the thickness of the laminate. the period is to be at least 24 hours.

Pt B, Ch 4, Sec 3
2.5 Defects in the laminates c) check of the resin and the amount of catalyst, accelera-
tor, hardener and various additives;
2.5.1 The manufacturing processes of laminates are to be d) check of the uniformity of the impregnation of reinfor-
such as to avoid defects, such as in particular: surface cements, their lay-up and superimposition;
cracks, surface or internal blistering due to the presence of
e) check and recording of the percentage of the reinforce-
air bubbles, cracks in the resin for surface coating, internal
ment in the laminate;
areas with non-impregnated fibres, surface corrugation, and
surface areas without resin or with glass fibre reinforce- f) checks of any post-hardening treatments;
ments exposed to the external environment. g) general check of the laminate before release from the
Any defects are to be eliminated by means of appropriate mould;
repair methods to the satisfaction of the RINA Surveyor. h) check and recording of the laminate hardness before
Dimensions and tolerances are to conform to the approved release from the mould;
construction documentation. i) check of the thickness of the laminate which, in general,
is not to differ by more than 15% from the thickness
2.5.2 The responsibility for maintaining the required toler- indicated in approved structural plans;
ances rests with the builder.
j) mechanical tests on laminates taken from the hull or
Monitoring and random checking by the Surveyor does not prepared during the lamination of the hull (in accor-
absolve the builder from this responsibility. dance with Pt D, Ch 6, Sec 3).
The thicknesses of the laminates are, in general, to be meas-
2.6 Checks and tests ured at not less than ten points, evenly distributed across
the surface.
2.6.1 Checks and tests are to be arranged during the lami-
The above-mentioned checks and tests are to be carried out
nation process by the hull builder, in accordance with the as a rule in the presence of a RINA Surveyor; where the
relevant quality system, and by the RINA Surveyor. shipyard has a system of production organisation and qual-
The hull builder is to maintain a constant check on the lam- ity control certified by RINA, the checks may be carried out
inate. directly by the shipyard without the presence of a RINA Sur-
Any defects found are to be eliminated immediately. veyor.
In general the following checks and tests are to be carried 2.6.2 Where ultrasonic thickness gauges are used, the rele-
out: vant tools are to be calibrated against an identical laminate
a) check of the mould before the application of the release (of measured thickness).
agent and of the gel coat; 2.6.3 As a general rule, a method of validating the com-
b) check of the thickness of the gel coat and the uniformity plete laminate thickness is to be agreed on between the
of its application; builder and the Surveyor.

Pt B, Ch 4, Sec 4
1 General σl : the lesser of the values of ultimate tensile and

ultimate compressive strength, in N/mm2, of the
bottom and deck laminate.
1.1
1.1.1 The structural scantlings prescribed in Chapter 4 are 2.2

also intended as appropriate for the purposes of the longitu-
dinal hull strength of a yacht having length L not exceeding 2.2.1 In order to limit the flexibility of the hull structure,
40 m for monohull yachts or 35 m for catamarans and the moment of inertia J of the midship section, in m4, is gen-
openings on the strength deck of limited size. erally to be not less than the value given by the following
formulae:
For yachts of greater length and/or openings of size greater
than the breadth B of the hull and extending for a consider- J = 200 . MT . 10-6 for planing vessels
able part of the length of the yacht, a test of the longitudinal
strength is required. J = 230 . MT . 10-6 displacement yachts.
1.2 2.3
2.3.1 Reference is to be made to Tab 1 for plating and

1.2.1 To this end, longitudinal strength calculations are to
Tab 2 for longitudinals for calculation of the midship sec-
tion modulus.
for both departure and arrival.
As a guide, the criteria used by RINA for tests of longitudi- Table 1
nal hull beam strength are shown below.
Deck Side shell Bottom
2 Bending stresses Mean thickness, in mm tp tm tf
Young’s modulus, in N/mm 2 Ep Em Ef

2.1
2.1.1 In addition to satisfying the minimum requirements Where there is a sandwich member, the two skins of the
stipulated in the individual Chapters of these Rules, the laminate are to be taken into account for the purposes of
scantlings of members contributing to the longitudinal the longitudinal strength only with their own characteristics.
strength of monohull yachts and catamarans are to achieve The cores may be taken into account only if they offer lon-
a section modulus of the midship section at the bottom and gitudinal continuity and appreciable strength against axial
the deck such as to guarantee stresses not exceeding the tension-compression.
allowable values. For each transverse section within the midship region, the
Therefore: section modulus, in m3, is given by:
σ f ≤ fσ l C'- ⋅ A ⋅  1 + --------------------------
1- ⋅ C' ⋅ P + ----
W p = ---- F – P - ⋅ 10 – 3
Ep 6  F + 0, 5 ⋅ A
σ p ≤ fσ l
where: ----- ⋅ A ⋅  1 + --------------------------

1- ⋅ C' ⋅ P + C'
W f = --- F – P - ⋅ 10 – 3
Ef 6  F + 0, 5 ⋅ A
MT where:
- N ⁄ mm 2
σ f = ----------------------
1000 W f
P : t p ⋅ B ⋅ E p + n p ⋅ ( I ps ⋅ t ps ⋅ E ps + t pa ⋅ H pa ⋅ E p a )
MT
- N ⁄ mm 2
σ p = ----------------------- A : 2 [ t m ⋅ I m ⋅ E m + n m ⋅ ( t ms ⋅ I ms ⋅ E ms + t ma ⋅ H ma ⋅ E ma ) ]
1000 W p
B
F : t f ⋅ --- ⋅ E f + n f ⋅ ( I fs ⋅ t fs ⋅ E fs + t fa ⋅ H fa ⋅ E fa )
Wf, Wp : section modulus at the bottom and the deck, 2
respectively, of the transverse section in m3 tp, tm, tf, Ep, Em, Ef,: values defined in Tab 1
MT : design total vertical bending moment defined in tps, tms, tfs, Eps, Ems, Efs, Ips, Ims, Ifs, tpa, tma, tfa, Epa, Ema, Efa,Hpa,
Ch 1, Sec 5. Hma, Hfa, np, nm, nf: values defiined in Tab 2
f : 0,33 for planing yachts Im, C’ : length, in m, defined in Fig 1.
f : 0,25 for displacement yachts

Pt B, Ch 4, Sec 4
Table 2
Deck Side shell Bottom

Mean thickness, in mm tps tma tfs
Flange Young’s modulus, in N/mm2 Eps Ema Efs
Breadth in mm Ips Ims Ifs
Equivalent thickness in Section I, in mm tpa tma tfa
Web Young’s modulus, in N/mm2 Epa Ema Efa
Height in mm Hpa Hma Hfa
Number of longitudinals np nm nf
Figure 1
3 Shear stresses where:

Tt : total shear stress in kN defined in Ch 1, Sec 5
3.1 f : defined in [2]
τ : shear stress of the laminate, in N/mm2
3.1.1 The shear stresses in every position along the length
Αt : actual shear area of the transverse section, in
L are not to exceed the allowable values; in particular:
m2, to be calculated considering the net area of
T side plating and of any longitudinal bulkheads
-----t ⋅ 10 –3 ≤ f ⋅ τ
At excluding openings.

Pt B, Ch 4, Sec 5
SECTION 5 EXTERNAL PLATING
1 General 30%; this increase is to extend longitudinally to fore and aft

of the ballast for a suitable length.
1.1 When the hull is laminated in halves, the keel joint is to be
carried out as shown in Sec 1, Fig 5 or in a similar way.
1.1.1 Bottom and side plating may be made using both
single-skin laminate and sandwich structure. 4 Rudder horn
When the two solutions are adopted for the hull, a suitable
taper is to be made between the two types. 4.1
Bottom plating is the plating up to the chine or to the upper
turn of the bilge. 4.1.1 When the rudder is of the semi-spade type, such as
Type I B shown in Ch 1, Sec 2, Fig 2, the relevant rudder
When the side thickness differs from the bottom thickness
horn is to have dimensions and thickness such that the
by more than 3 mm, a transition zone is to be foreseen.
moment of inertia J, in cm4, and the section modulus Z, in
. cm3, of the generic horizontal section of the same skeg,
with respect to its longitudinal axis are not less than the val-
2 Definitions and symbols ues given by the following formulae:
2 2
A⋅h ⋅V –3
2.1 J = ------------------------ 10
36
2
2.1.1 A⋅h⋅V
Z = ----------------------
55
S : larger dimension of the plating panel, in m
s : spacing of the ordinary longitudinal or trans- where:
verse stiffener, in m A : the rudder area, in m2, acting on the horn;
p : scantling pressure, in kN/m2, given in Ch 1, h : the vertical distance, in mm, from the skeg sec-
Sec 5 tion to the lower edge of the pintle (rudder
Kof, Ko : factors defined in Sec 2. heel);
V : maximum design speed of the yacht, in knots.
3 Keel
5 Bottom plating
3.1
5.1
3.1.1 The keel is to extend the whole length of the yacht
and have a breadth bCH, in mm, not less than the value 5.1.1 The thickness of bottom plating is to be not less than
obtained by the following formula: the greater of the values t1 and t2, in mm, calculated with
the following formulae:
b CH = 30L
0, 5
t 1 = k 1 ⋅ k a ⋅ s ⋅ k of ⋅ p
The thickness of the keel is to be not less than the value tCH,
0, 5
in mm, obtained by the following formula: t 2 = 16 ⋅ s ⋅ kof ⋅ D
t CH = 1, 4t where:
t being the greater of the values t1 and t2, in mm, calculated k1 : 0,26, when assuming p=p1
as specified in 5 assuming the spacing s of the correspond- : 0,15, when assuming p=p2
ing stiffeners. ka : coefficient as a function of the ratio S/s given in
Appraising s, dead rise edge > 12° is considered as a stiff- Tab 1.
ener. The thickness of the plating of the bilge is, in any event, to
The thickness tCH is to be gradually tapered transversally, to be taken as not less than the greater of the thicknesses of the
the thickness of the bottom and in the case of hulls having a bottom and side.
U-shaped keel, the thickness of the keel is to extend, trans- The minimum bottom shell thickness is to extend to the
versally, as indicated in Sec 1, Fig 2 b), tapering with the chine line or 150mm above the statical load waterline,
bottom plating. whichever is the greater.
In yachts with sail and ballast keel, the thickness of the keel If the plating has a pronounced curve, as for example in the
for the whole length of the ballast keel is to be increased by case of the hulls of sailing yachts, the thickness calculated

Pt B, Ch 4, Sec 5
with the formulae above may be reduced multiplying by (1 - 7.2

f/s), f being the distance, in m, between the connecting
beam and the two extremities of the plating concerned and 7.2.1 Openings in the curved zone of the bilge strakes may
the surface of the plating itself. This reduction may not be be accepted where the former are elliptical or fitted with
assumed less than 0,70. equivalent arrangements to minimise the stress concentra-
tion effects.
In sailing yachts with or without auxiliary engine in way of
the ballast keel, when the width of the latter is greater than
that of the keel, the thickness of the bottom is to be 7.3
increased to the value taken for the keel.
7.3.1 The internal walls of sea intakes are to have external
plating thickness increased by 2 mm, but not less than 6
Table 1
mm.
S/s Ka 8 Local stiffeners

1 17,5
1,2 19,6 8.1
1,4 20,9 8.1.1 The thickness of plating determined with the forego-
ing formulae is to be increased locally, generally by at least
1,6 21,6
50%, in way of the propulsion engine bedplates, stem (the
1,8 22,1 thickness is not required to be greater than that of the keel
in this case), propeller shaft struts, rudder horn or trunk, sta-
2,0 22,3
bilisers, anchor recesses, etc.
>2 22,4
8.2
6 Sheerstrake plating and side plating
8.2.1 Where the aft end is shaped such that the bottom
6.1 Sheerstrake plating to be increased and/or reinforced with the fitting of
6.1.1 A sheerstrake plate of height h, in mm, not less than
0,025 L and thickness tc, in mm, not less than the value in
the following formula is to be fitted:
8.3
t c = 1, 30t 8.3.1 The thickness of plating is to be locally increased in

way of inner or outer permanent ballast arrangements as
where t is the greater of the thicknesses t1 and t2, calculated indicated in [3.1.1].
as stated in [6.2] below.
8.4
6.2 Side plating
8.4.1 The thickness of the transom is to be not less than
6.2.1 The thickness of side plating is to be not less than the that of the side plating for the portion above the waterline,
greater of the values t1 and t2, in mm, calculated with the or less than that of the bottom for the portion below the
following formulae: waterline.
0, 5 Where water-jets or propulsion systems are fitted directly to
t 1 = k 1 ⋅ k a ⋅ s ⋅ k of ⋅ p
the transom, the scantlings of the latter will be the subject of
t 2 = 12 ⋅ s ⋅ k of ⋅ D
0, 5 special consideration.
In such case a sandwich structure with marine plywood
where k1 and ka are as defined in [5.1].
core of adequate thickness is recommended.
7 Openings in the shell plating 9 Cross-deck bottom plating
7.1 9.1
7.1.1 Sea intakes and other openings are to be well 9.1.1 The thickness is to be taken, the stiffener spacing s
rounded at the corners and located, as far as possible, out- being equal, no less than that of the side plating.
side the bilge strakes and the keel. Arrangements are to be
Where the gap between the bottom and the waterline is so
such as to ensure continuity of strength in way of openings.
small that local wave impact phenomena are anticipated,
The edges of openings are to be suitably sealed in order to an increase in thickness and/or additional internal stiffeners
prevent the absorption of water. may be required.

Pt B, Ch 4, Sec 6
1.1 Scope 2.1
scantlings of a single bottom, which may be of either longi- s : spacing of ordinary longitudinal or transverse
tudinal or transverse type. stiffeners, in m;
p : scantling pressure, in kN/m2, given in Ch 1,
1.2 Longitudinal structure Sec 5;
1.2.1 A centre girder is to be fitted. In the case of a keel Ko : coefficient defined in Sec 2.
with a dead rise > 12°, the centre girder may be omitted but
in such case the fitting of a longitudinal stringer is required. 3 Longitudinal type structure
girders are to be fitted so that the distance between them 3.1 Bottom longitudinals
3.1.1 The section modulus of longitudinal stringers is to be
1.2.2 The bottom of the engine room is to be reinforced not less than the value Z, in cm2, calculated with the fol-
with a suitable web floor consisting of floors and girders; lowing formula:
2
ble length and are to be connected to any existing girders in Z = k1 ⋅ s ⋅ S ⋅ Ko ⋅ p
other areas.
where:
1.2.3 Additional bottom stiffeners are to be fitted in way of k1 : 1,5 assuming p=p1
the propeller shaft struts, the rudder and the ballast keel. : 1 assuming p=p2
S : conventional span of the longitudinal stiffener,
1.3 Transverse structure in m, equal to the distance between floors.
1.3.1 The transverse framing consists of ordinary stiffeners
arranged transversally (floors) and placed at each frame sup- 3.2 Floors
ported by girders, which in turn are supported by transverse
bulkheads or reinforced floors. 3.2.1 The section modulus of the floors at the centreline of
the span S is to be not less than the value ZM, in cm3, calcu-
1.3.2 A centre girder is to be fitted. In the case of a keel lated with the following formula.
with a dead rise > 12°, the centre girder may be omitted but 2
in such case the fitting of a longitudinal stringer is required. ZM = k1 ⋅ b ⋅ S ⋅ Ko ⋅ p
Where the breadth of the floors exceeds 6 m, sufficient side where:

girders are to be fitted so that the distance between them k1 : 2,4 assuming p = p1
1,2 assuming p = p2
1.3.3 The bottom of the engine room is to be reinforced b : half the distance, in m, between the two floors
with a suitable web floor consisting of floors and girders; adjacent to that concerned
S : conventional floor span equal to the distance, in
ble length and are to be connected to any existing girders in
other areas.
girders, keel with a dead rise edge > 12°).
1.3.4 Additional bottom stiffeners are to be fitted in way of In the case of a U-shaped keel or one with a dead rise edge
the propeller shaft struts, the rudder and the ballast keel. ≤12° but > 8°, the span S is always to be calculated consid-
ering the distance between girders or sides; the modulus ZM
1.3.5 Floors are to be fitted in way of reinforced frames at may, however, be reduced by 40%.
the sides and reinforced deck beams. If a side girder is fitted on each side with a height equal to
Any intermediate floors are to be adequately connected to the local height of the floor, the modulus may be reduced
the ends. by a further 10%.

Pt B, Ch 4, Sec 6

3.3.1 Centre girder
4.1 Ordinary floors
2 formula:
Z PC = k 1 ⋅ b P C ⋅ S ⋅ K o ⋅ p
2
where: Z = k1 ⋅ s ⋅ S ⋅ Ko ⋅ p
k1 : defined in [3.2] where:

b’PC : half the distance, in m, between the two side k1 : defined in [3.1]
S : conventional girder span equal to the distance, (girders, sides).
in m, between the two supporting members
4.2 Centre girder
Whenever the centre girder does not form a support for the
floors, the section modulus is to be not less than the value 4.2.1 The section modulus of the centre girder is to be not
ZPC, in cm3, calculated with the following formula: less than the value ZPC, in cm3, calculated with the follow-
′ 2 ing formula:
Z PC = k 1 ⋅ b P C ⋅ S ⋅ K o ⋅ p
2
Z PC = k 1 ⋅ b P C ⋅ S ⋅ K o ⋅ p
where:
k1 : defined in [3.1] where:
b’PC : half the distance, in m, between the two side k1 : defined in [3.2]
girders if present or equal to B/2 in the absence bPC : half the distance, in m, between the two side
of side girders
S : distance between the floors. absence of supporting side girders
3.3.2 Side girders
the distance, in m, between the two supporting
When the side girder forms a support for the floor, the sec- members (transverse bulkheads, floors).
calculated with the following formula:
4.3 Side girders
′ 2
Z PL = k 1 ⋅ b P L ⋅ S ⋅ K o ⋅ p
4.3.1 The section modulus is to be not less than the value
where: ZPL, in cm3, calculated with the following formula:
k1 : defined in [3.2] 2
Z PL = k 1 ⋅ b P L ⋅ S ⋅ K o ⋅ p
b’PL : half the distance, in m, between the two adja-
cent girders or between the side and the girder where:
concerned k1 : defined in [3.2]
in m, between the two supporting members
cent girders or between the side and the girder
adjacent to that concerned
Whenever the side girder does not form a support for the
floors, the section modulus is to be not less than the value S : conventional girder span equal to the distance,
in m, between the two members which support
it (transverse bulkheads, floors).
′ 2
Z PL = k 1 ⋅ b P L ⋅ S ⋅ K o ⋅ p
where: 5 Constructional details

5.1
b’PL : half the distance, in m, between the two adja-
cent girders or between the side and the adja-
cent girder
nected to the stiffeners of the transom by means of suitable
S : distance between the floors, in m. fittings.

Pt B, Ch 4, Sec 7
1 General 2 Minimum height
1.1 2.1
1.1.1 This Section stipulates the criteria for the structural 2.1.1 The height of the double bottom is to be sufficient to
scantlings of a double bottom, which may be of either lon- allow access to all areas and, in way of the centre girder, is
gitudinal or transverse type. to be not less than the value hdF, in mm, obtained from the
The longitudinal type structure is made up of ordinary rein- following formula:
forcements placed longitudinally, supported by floors. h df = 28B + 32 ( T + 10 )
The fitting of a double bottom with longitudinal framing is The height of the double bottom is in any event to be not
recommended for planing and semi-planing yachts. less than 700 mm. For yachts less than 50 m in length, RINA
1.1.2 (1/1/2017) may accept reduced height.
bulkhead to the forward bulkhead of the machinery space, 3 Inner bottom plating
or as near thereto as practicable, is requested for yachts of L
> 50 m. 3.1
The double bottom may be avoided if the vessel satisfy what
required in Ch.II-1 part B-2 Regulation 9 SOLAS'74 as 3.1.1 The thickness of the inner bottom plating is to be not
amended. less than the value t1, in mm, calculated with the following
formula:
1.1.3 The dimensions of the double bottom, and in par-
t 1 = 1, 3 ( 0, 04L + 5s + 1 )k of for sin gle – skin laminate
ticular the height, are to be such as to allow access for
inspection and maintenance. t 1 = ( 0, 04L + 5s + 1 )k of for sandwich laminate
In floors and in side girders, manholes are to be provided in where:
order to guarantee that all parts of the double bottom can
s : spacing of the ordinary stiffeners, in m
be inspected at least visually.
kof : coefficients for the properties of the material
The height of manholes is generally to be not greater than defined in Sec 2.
half the local height in the double bottom. When manholes
with greater height are fitted, the free edge is to be rein- For yachts of length L < 50 m the thickness is to be main-
forced by a flat iron bar or other equally effective reinforce- tained throughout the length of the hull.
ments are to be arranged. For yachts of length L > 50 m, the thickness may be gradu-
Manholes are not to be placed in the continuous centre ally reduced outside 0,4 L amidships so as to reach a value
girder, or in floors and side girders below pillars, except in no less than 0,9 t1 at the ends.
special cases at the discretion of RINA. Where the inner bottom forms the top of a tank intended for
liquid cargoes, the thickness of the top is also to comply
1.1.4 Openings are to be provided in floors and girders in with the provisions of Sec 10.
order to ensure down-flow of air and liquids in every part of
the double bottom.
4 Centre girder
Holes for the passage of air are to be arranged as close as
close as possible to the bottom. 4.1
The edges of the holes are to be suitably sealed in order to 4.1.1 A centre girder is to be fitted, as far as this is practi-
prevent the absorption of liquid into the laminate. cable, throughout the length of the hull.
Bilge wells placed in the inner bottom are to be watertight The thickness of the core of a sandwich type centre girder is
and limited as far as possible in height and are to have walls to be not less than the following value tpc, in mm:
t p c = ( 0, 125L + 3, 5 )k o f
inner bottom plating.
where kof is defined in Sec 2.
In zones where the double bottom varies in height or is
interrupted, tapering of the structures is to be adopted in Where a single-skin laminate is used for the centre girder,
order to avoid discontinuities. the thickness is to be not less than twice that defined above.

Pt B, Ch 4, Sec 7
5 Side girders Where a single-skin laminate is used for floors, the thick-
ness is to be not less than twice that calculated above.
5.1 Watertight floors are also to have thickness not less than
that required in Sec 10 for tank bulkheads.
5.1.1 Where the breadth of the floors does not exceed 6
m, side girders need not be fitted. 6.2
Where the breadth of the floors exceeds 6 m, side girders
6.2.1 When the height of a floor exceeds 900 mm, vertical
are to be arranged with thickness equal to that of the floors.
stiffeners are to be arranged.
A sufficient number of side girders are to be fitted so that the In any event, solid floors or equivalent structures are to be
distance between them, or between one such girder and the arranged in longitudinally framed double bottoms in the fol-
centre girder or the side, does not exceed 3 m. lowing locations.
The side girders are to be extended as far forward and aft as • under buklheads and pillars
practicable and are, as a rule, to terminate on a transverse • outside the machinery space at an interval no greater
bulkhead or on a floor or other transverse structure of ade- than 2 m
quate strength.
• in the machinery space under the bedplates of main
Watertight girders are to have thickness not less than that engines
required in Sec 10 for tank bulkheads • in way of variations in height of the double bottom.
5.2 Solid floors are to be arranged in transversely framed dou-

ble bottoms in the following locations:
5.2.1 Where additional girders are foreseen in way of the • under bulkheads and pillars
bedplates of engines, they are to be integrated into the • in the machinery space at every frame
structures of the yacht and extended as far forward and aft • in way of variations in height of the double bottom
as practicable.
• outside the machinery space at 2 m intervals.
Girders of height no less than that of the floors are to be fit-
ted under the bedplates of main engines.
Engine foundation bolts are to be arranged, as far as practi- nals
Where this is not possible, transverse brackets are to be fit- 7.1
ted.
7.1.1 The section modulus of bottom stiffeners is to be no
6 Floors less than that required for single bottom longitudinals stipu-
lated in Sec 6.
6.1
less than 85% of the section modulus of bottom longitudi-
6.1.1 The thickness of the core of sandwich type floors tm, nals.
in mm, is to be not less than the following value: Where tanks intended for liquid cargoes are arranged above
the double bottom, the section modulus of longitudinals is
t m = ( 0, 125L + 1, 5 )k of
to be no less than that required for tank stiffeners as stated
where kof is defined in Sec 2. in Sec 10.

Pt B, Ch 4, Sec 8
1 General 3.2
lowing formula:
1.1.1 Where tanks intended for liquid cargoes are
2
arranged above the double bottom, the section modulus of Z = k1 ⋅ s ⋅ S ⋅ Ko ⋅ p
longitudinals is to be no less than that required for tank stiff- where:
eners as stated in Sec 10. k1 : 1,9 assuming p=p1
The longitudinal type structure consists of ordinary stiffeners : 1 assuming p=p2
placed longitudinally supported by reinforced frames, gen-
S : conventional span of the longitudinal, in m,
erally spaced not more than 2 m apart, or by transverse
equal to the distance between the supporting
bulkheads.
members, in general made up of reinforced fra-
The transverse type structure is made up of ordinary rein- mes or transverse bulkheads.
forcements placed vertically (frames), which may be sup-
ported by reinforced stringers, by decks, by flats or by the 4 Reinforced beams
bottom structures.
Reinforced frames are to be provided in way of the mast and 4.1 Reinforced frames
the ballast keel, in sailing yachts, in the machinery space
and in general in way of large openings on the weather 4.1.1 The section modulus of the reinforced frames is to be
deck. not less than the value calculated with the following for-
mula:
Z = k 1 ⋅ K CR ⋅ s ⋅ S ⋅ K o ⋅ p
where:
2.1 k1 : 1 assuming p=p1
: 0,7 assuming p=p2
2.1.1
KCR : 2,5 for reinforced frames which support ordi-
s : spacing of ordinary longitudinal or transverse nary longitudinal stiffeners, or reinforced string-
stiffeners, in m; ers;
p : scantling pressure, in kN/m2, defined in Ch 1, : 1,1 for reinforced frames which do not support
Sec 5; ordinary stiffeners;
Ko : factor defined in Sec 2. s : spacing, in m, between the reinforced frames or
half the distance between the reinforced frames
and the transverse bulkhead adjacent to the
3 Ordinary stiffeners frame concerned;
S : conventional span, in m, equal to the distance
3.1 between the members which support the rein-
forced frame.
3.1.1 The section modulus of the frames is to be not less
than the value Z, in cm3, calculated with the following for-
mula:
2
Z = k1 ⋅ s ⋅ S ⋅ Ko ⋅ p
4.2.1 The section modulus of the reinforced stringers is to
be not less than the value calculated with the following for-
where: mula:
k1 : 1,75 assuming p=p1 ′ 2
Z = k 1 ⋅ K CR ⋅ s ⋅ S ⋅ K o ⋅ p
: 1,1 assuming p=p2 where:
S : conventional frame span, in m, equal to the k1 : defined in [4.1]
distance between the supporting members. KCR : 2,5 for reinforced stringers which support ordi-
The ordinary frames are to be well connected to the ele- nary vertical stiffeners (frames);
ments which support them, in general made up of a beam : 1,1 for reinforced stringers which do not sup-
and a floor. port ordinary vertical stiffeners;

Pt B, Ch 4, Sec 8
s : spacing, in m, between the reinforced stringers S : conventional span, in m, equal to the distance
or 0,5 D in the absence of other reinforced between the members which support the
stringers or decks; stringer, in general made up of transverse bulk-
heads or reinforced frames.

Pt B, Ch 4, Sec 9
SECTION 9 DECKS

3.2.1 The thickness of decks below the weather deck
1.1 intended for accommodation spaces is to be not less than
1.1.1 This Section lays down the criteria for the scantlings the value calculated with the formula:
0, 5
of decks, plating and reinforcing or supporting structures. t = 0, 13 ⋅ k a ⋅ s ⋅ kof ⋅ L 1
The reinforcing and supporting structures of decks consist of where ka is defined in Sec 5, [5.1].
ordinary reinforcements, beams or longitudinal stringers,
laid transversally or longitudinally, supported by lines of Where the deck is a tank top, the thickness of the deck is, in
shoring made up of systems of girders and/or reinforced any event, to be not less than the value calculated with the
beams, which in turn are supported by pillars or by trans- formulae given in Sec 10 for tank bulkhead plating.
verse or longitudinal bulkheads.
Reinforced beams together with reinforced frames are to be 4 Stiffening and support structures for
placed in way of the mast in sailing yachts. decks
In sailing yachts with the mast resting on the deck or on the
deckhouse, a pillar or bulkhead is to be arranged in way of 4.1 Ordinary stiffeners
the mast base.
4.1.1 The section modulus of the ordinary stiffeners of
both longitudinal and transverse (beams) type is to be not
2 Definitions and symbols less than the value Z, in cm3, calculated with the following
equation:
2.1 2
Z = 14 ⋅ s ⋅ S ⋅ h ⋅ k0 ⋅ C 1
2.1.1 (1/1/2009) where:
pdc : calculation deck, meaning the first deck above C1 : 1 for weather deck longitudinals
the full load waterline, extending for at least 0,6 : 0,63 for lower deck longitudinals
L and constituting an efficient support for the
: 0,56 for beams.
structural elements of the side; in theory, it is to
extend for the whole length of the yacht;
s : spacing of ordinary transverse or longitudinal
stiffeners, in m; 4.2.1 The section modulus for girders and for ordinary
h : scantling height, in m, the value of which is reinforced beams is to be not less than the value Z, in cm3,
given in Ch 1, Sec 5; calculated with the following equation:
Ko, Kof : factor defined in Sec 2; 2
Z = 15 ⋅ b ⋅ S ⋅ h ⋅ k o
L1 : scantling length, in m, to be assumed not less
than 15 m. where:
b : average width of the strip of deck resting on the
3 Deck plating ings are to be considered as non-existent
3.1 Weather deck equal to the distance between the two support-
3.1.1 The thickness of the weather deck plating, considering members (pillars, other reinforced beams,
ing that said deck is also a strength deck, is to be not less bulkheads).
mula: 4.3 Pillars
0, 5
t = 0, 15 ⋅ k a ⋅ s ⋅ k of ⋅ L 1 4.3.1 Pillars are, in general, to be made of steel or alumin-
On yachts of L > 30 m a stringer plate is to be fitted with ium alloy tubes, and connected at both ends to plates sup-
width b, in m, not less than 0,025 L and thickness t, in mm, ported by efficient brackets which allow connection to the
not less than the value given by the formula: hull structure by means of bolts. Details to be sent for
approval.
0, 5
t = 0, 2 ⋅ k a ⋅ s ⋅ k of ⋅ L 1 The section area of pillars is to be not less than the value A,
where ka is defined in Sec 5, [5.1]. in cm2, given by the formula:

Pt B, Ch 4, Sec 9
Q⋅C C : 1 for steel pillars

A = ---------------------------------------
12, 5 – 0, 045λ : 1,6 for aluminium alloy pillars.
where:
Q : load resting on the pillar, in kN, calculated with 4.3.2 Pillars are to be fitted on main structural members.
the following formula: Wherever possible, deck pillars are to be fitted in the same
vertical line as pillars above and below, and effective
Q = 6, 87 ⋅ A ⋅ h arrangements are to be made to distribute the load at the
where: heads and heels of all pillars.
A : area of the part of the deck resting
on the pillar, in m2 4.3.3 The attachment of pillars to sandwich structures is, in
general, to be through an area of single-skin laminate.
h : scantling height, defined in [2.1.1]
Where this is not practicable and the attachment of the pil-
λ : the ratio between the pillar length and the mini- lar must be by means of bolting through a sandwich struc-
mum radius of gyration of the pillar cross-sec- ture then a wood, or other suitable solid insert is to be fitted
tion in the core in way.

Pt B, Ch 4, Sec 10
1 General Table 1 (1/1/2009)
1.1 Bulkhead k1 h (m)
Collision bulkhead 5,8 hB

1.1.1 The number and position of watertight bulkheads
are, in general, to be in accordance with the provisions of Watertight bulkhead 5,0 hB
Ch 1, Sec 1.
Deep tank bulkhead 5,3 hT
The scantlings indicated in this Section refer to bulkheads
made of reinforced plastic both in single-skin and in sand- 4 Stiffeners
wich type laminates.
Whenever bulkheads, other than tank bulkheads, are made

of wood, it is to be type approved marine plywood and the 4.1.1 The section modulus of ordinary stiffeners is to be
scantlings are to be not less than those indicated in not less than the value Z, in cm3, calculated with the fol-
Chapter 5. lowing formula:
2
Z = 13, 5 ⋅ s ⋅ S ⋅ h ⋅ c ⋅ k o
Pipes or cables running through watertight bulkhead are to
be fitted with suitable watertight glands. The values of the coefficient c and of the scantling height h
are those indicated in Tab 2.
2 Symbols 4.2 Reinforced beams

2.1 tical stiffeners and reinforced stiffeners in the bulkheads
with ordinary horizontal stiffeners are to have a section
2.1.1 modulus not less than the value Z, in cm3, calculated with
s : spacing between the stiffeners, in m 2
Z = C 1 ⋅ b ⋅ S ⋅ h ⋅ ko
S : conventional span, equal to the distance, in m, where:
between the members that support the stiffener C1 : 10,7 for subdivision bulkheads
concerned : 18 for tank bulkheads
hs, hB : as defined in Ch 1, Sec 5 b : width, in m, of the zone of bulkhead resting on
the horizontal web or on the reinforced stiffener
ko, kof : as defined in Sec 2. h : scantling height indicated in Tab 2.
Table 2 (1/1/2009)
3 Plating
Bulkhead h (m) c
3.1 Collision bulkhead hB 0,78

ness not less than the value tS in mm, calculated with the Deep tank bulkhead hT 1
following formula:
5 Tanks for liquids
0, 5
t S = k 1 ⋅ s ⋅ k of ⋅ h
5.1
indicated in Tab 1. 5.1.1 See Sec 1, [6.3].

Pt B, Ch 4, Sec 11
1 General 3 Stiffeners
1.1 3.1
1.1.1 First tier superstructures or deckhouses are intended 3.1.1 The stiffeners of the boundary bulkheads are to have
a section modulus not less than the value Z, in cm3, calcu-
as those situated on the uppermost exposed continuous
lated with the following formula:
2
are those above, and so on. Z = 5, 5 ⋅ s ⋅ S ⋅ h ⋅ Ko
Where the distance from the hypothetical freeboard deck to where:

the full load waterline exceeds the freeboard that can hypo- h : conventional scantling height, in m, defined in
thetically be assigned to the yacht, the reference deck for [2.1]
the determination of the superstructure tier may be the deck Ko : factor defined in Sec 2
below the one specified above, see Ch 1, Sec 1, [4.3.2]. s : spacing of the stiffeners, in m
When there is no access from inside superstructures and S : span of the stiffeners, equal to the distance, in
m, between the members supporting the stiff-
deckhouses to 'tweendecks below, reduced scantlings with
ener concerned.
respect to those stipulated in this Section may be accepted
at the discretion of RINA.
4 Superstructure decks
2 Boundary bulkhead plating 4.1 Plating
2.1 4.1.1 The superstructure deck plating is to be not less than

the value t, in mm, calculated with the following formula:
2.1.1 The thickness of the boundary bulkheads is to be not t = 3, 7 ⋅ s ⋅ K Of ⋅ h
0, 5
less than the value t, in mm, calculated with the following

formula: where:
0, 5
t = 3, 7 ⋅ s ⋅ K Of ⋅ h
Kof : factor defined in Sec 2
s : spacing between the stiffeners, in m h : conventional scantling height, in m, defined in
[2.1].
h : conventional scantling height, in m, the value of
which is to be taken not less than the value indi-
cated in Tab 1. 4.2 Stiffeners
Kof : factor defined in Sec 2. 4.2.1 The section modulus Z, in cm3, of both the longitudi-
nal and transverse ordinary deck stiffeners is to be not less
than the value calculated with the following formula:
Table 1
2
Z = 5, 5 ⋅ s ⋅ S ⋅ h ⋅ K o
Type of bulkhead h (m)
where:
1st tier front 1,5
2nd tier front 1,0 distance, in m, between the supporting mem-
Other bulkheads wherever situated 1,0 bers
s, h, Ko : as defined in [3.1].
In any event, the thickness t is to be not less than the values Reinforced beams (beams, stringers) and ordinary pillars are
shown in Sec 1, Tab 2. to have scantlings as stated in Sec 9.

Pt B, Ch 4, Sec 12
SECTION 12 SCANTLINGS OF STRUCTURES WITH SANDWICH

CONSTRUCTION
1 Premise 2.1.4 Prior to proceeding with glueing of the core, the lat-
ter is to be suitably cleaned and treated in accordance with
the Manufacturer's instructions.
1.1
2.1.5 Where the edges of a sandwich panel are to be con-
1.1.1 The sandwich type laminate taken into consideration nected to a single-skin laminate, the taper of the panel is
in this Section is made up of two thin laminates in rein- not to exceed 30°.
forced plastic bonded to a core material with a low density
In zones where high density or plywood insert plates are
and low values for the mechanical properties.
arranged, the taper is not to exceed 45°.
The core material is, in general, made up of balsa wood,
plastic foam of different densities or other materials (honey- 2.2 Vacuum bagging
comb) which deform easily under pressure or traction but
which offer good resistance to shear stresses. 2.2.1 Where the vacuum bagging system is used, details of
The thicknesses of the two skins are negligible compared to the procedure are to be submitted for examination.
the thicknesses of the core. The number, scantlings and distribution of venting holes in
the panels are to be in accordance with the Manufacturer's
The thickness of the core is to be not less than 6 times the
instructions.
minimum thickness of the skins.
The degree of vacuum in the bagging system both at the
The thicknesses of the two skins are to be approximately beginning of the process and during the polymerisation
equal; the thickness of the external skin is to be no greater phase is not to exceed the level recommended by the Man-
than 1,33 times the net thickness of the internal skin. ufacturer, so as to avoid phenomena of core evaporation
The moduli of elasticity of the core material are negligible and/or excessive monomer loss.
compared to those of the skin material.
Normal forces and flexing moments act only on the external 2.3 Constructional details
faces, while shear forces are supported by the core .
2.3.1 In general the two skins, external and internal, are to
The scantlings indicated in the following Articles of this be identical in lamination and in resistance and elasticity
Section are considered valid assuming the above-men- properties.
tioned hypotheses. In way of the keel, in particular in sailing yachts with a bal-
The scantlings of sandwich structures obtained differently last keel, in the zone where there are the hull appendages,
and/or with core materials or with skins not corresponding such as propeller shaft struts and rudder horns, in way of the
to the above-mentioned properties will be considered case connection to the upper deck and in general where connec-
by case based on the principle of equivalence, on submis- tions with bolts are foreseen, as a rule, single-skin laminate
sion of full technical documentation of the materials used is to be used.
and on any tests carried out. The use of a sandwich laminate in these zones will be care-
fully considered by RINA bearing in mind the properties of
2 General the core and the precautions taken to avoid infiltration of
water in the holes drilled for the passage of studs and bolts.
2.1 Laminating The use of sandwich laminates is also ill-advised in way of

structural tanks for liquids where fuel oils are concerned.
2.1.1 Where the core material is deposited above a prefab- Such use may be accepted by increasing the thickness of
ricated skin, as far as practicable the former is to be applied the skin in contact with the liquid, as indicated in Sec 10.
after the polymerisation of the skin laminate has passed the
exothermic stage. 3 Symbols
2.1.2 Where the core is applied on a pre-laminated sur-
face, even adhesion is to be ensured. 3.1
2.1.3 When resins other than epoxide resins are used, the 3.1.1 (1/1/2009)
layer of reinforcement in contact with the core material is to S : conventional span of the strip of sandwich lami-
be of mat. nate equal to the minimum distance, in m,

Pt B, Ch 4, Sec 12
between the structural members supporting the σC : actual compressive strength of the skin consid-
sandwich (bulkheads, reinforced frames); ered, in N/mm2
p : scantling pressure, in kN/m2, as defined in Ch 1, ν : Poisson coefficient of the laminate of the skin
Sec 5; considered.
h : scantling height, in m, given in Ch 1, Sec 5;
Rto : ultimate tensile strength, in N/mm2, of the exter- 5 Bottom
nal skin;
Rti : ultimate tensile strength, in N/mm2, of the inter- 5.1
nal skin;
5.1.1 The section moduli ZSo and ZSi, in cm3, correspond-
Rco : ultimate compressive strength, in N/mm2, of the ing to the external and internal skins, respectively, of a strip
external skin; of sandwich of the bottom 1 cm wide are to be not less than
Rci : ultimate compressive strength, in N/mm2, of the the values given by the following formulae:
internal skin; 2 1
Z So = k 1 ⋅ p ⋅ S ⋅ -------
τ : ultimate shear strength, in N/mm2, of the core R co
material of the sandwich;
2 1
Z Si = k 1 ⋅ p ⋅ S ⋅ ------
h : net height, in mm, of the core of the sandwich. R ti
where:
4 Minimum thickness of the skins k1 : 1,6 assuming p=p1
: 0,4 assuming p=p2
4.1 The moment of inertia of a strip of sandwich 1 cm wide is to
4.1.1 The thickness of the skin laminate is to be sufficient be not less than the value IS, in cm4, given by the following
to obtain the section modulus prescribed in the following formula:
Articles; furthermore, it is to have a value, in mm, not less R
I S = 40 ⋅ S ⋅ Z ⋅ ----
than that given by the following formulae: ES
a) Bottom where:
t o = 0, 50 ⋅ ( 2, 2 + 0, 25L ) R : the greater of the ultimate compressive strengths
of the two skins, in N/mm2;
t i = 0, 40 ⋅ ( 2, 2 + 0, 25L )
ES : the mean of the four values of the compressive
b) Side and weather deck and tensile moduli of elasticity of the two skins,
t o = 0, 45 ⋅ ( 2, 2 + 0, 25L ) in N/mm2;
Z : ZSo or ZSi , in cm3, whichever is the greater.
t i = 0, 35 ⋅ ( 2, 2 + 0, 25L )
The net height of the core ha, in mm, is to be not less than
where: the value given by the formula:
to : thickness of the external laminate of the sand- k1 ⋅ p ⋅ S
wich h a = -------------------
-
τ
ti : thickness of the internal laminate of the sand-
where:
wich.
Thicknesses less than the minimums calculated with the
: 0,2 assuming p=p2.
above formulae, though not less than those in Table 2, may
be accepted provided they are sufficient in terms of buck-
ling strength. 6 Side
In the case of a sandwich structure with a core in balsa
wood or polyurethane foam and other similar products, the 6.1
critical stress σCR, in N/mm2, given by the following for-
6.1.1 The section moduli ZSo and ZSi, in cm3, correspond-
mula, is to be not less than 1,1 σC:
ing to the external and internal skins, respectively, of a strip
E F ⋅ E A ⋅ G A 1 ⁄ 3
σ CR = 0, 4 ⋅  --------------------------
of sandwich of the side 1 cm wide are to be not less than
 1 – ν2  the values given by the following formulae:
where: 2 1
Z So = k 1 ⋅ p ⋅ S ⋅ -------
R co
EF : compressive modulus of elasticity of the lami-
nate of the skin considered, in, in N/mm2; 2 1
Z Si = k 1 ⋅ p ⋅ S ⋅ ------
EA : compressive modulus of elasticity of the core R ti
material of the skin considered, in N/mm2; where:
GA : shear modulus of elasticity of the core material, k1 : 1,6 assuming p=p1
in N/mm2; : 0,4 assuming p=p2

Pt B, Ch 4, Sec 12
The moment of inertia of a strip of sandwich of the side 1 where R and ES are as defined in item [5].
cm wide is to be not less than the value IS, in cm4, given by The net height of the core ha, in mm, is to be not less than
the following formula: the value given by the following formula:
R
I S = 40 ⋅ S ⋅ Z ⋅ ---- 7⋅h⋅S
ES h a = ------------------
τ
where R and ES are as defined in item [5]:
The net height of the core ha, in mm, is to be not less than 8 Watertight bulkheads and boundary
the value given by the formula:
bulkheads of the superstructure
k1 ⋅ p ⋅ S
h a = -------------------
-
τ
8.1
where:
k1 : 0,5 assuming p=p1 8.1.1 The scantlings shown in this Article apply both to
: 0,2 assuming p=p2. subdivision bulkheads and to tank bulkheads.
They may also be applied to boundary bulkheads of the
superstructure assuming for h the relevant value indicated
7 Decks
in Sec 11.
7.1 The section modulus ZS, in cm3, and the moment of inertia
IS, in cm4, of a strip of sandwich 1 cm wide are to be not
7.1.1 The section moduli ZSo and ZSi, in cm3, correspond- less than the values given by the following formulae:
ing to the external and internal skins, respectively, of a strip
1
of sandwich of the deck 1 cm wide are to be not less than Z S = 15 ⋅ h ⋅ S ⋅ ---
R
the values given by the following formulae:
R
2 1
Z So = 15 ⋅ h ⋅ S ⋅ ------- I S = 40 ⋅ S ⋅ Z ⋅ ----
R co ES
However, the modulus ZSo may be assumed not greater than where:
that required for the side in [6.1], having the same S. R : the greater of the ultimate compressive
1 strengths of the two skins, in N/mm2;
2
Z Si = 15 ⋅ h ⋅ S ⋅ ------
R ti ES : the mean of the values of the compressive mod-
The moment of inertia of a strip of sandwich 1 cm wide is to uli of elasticity of the two skins, in N/mm2;
be not less than the value IS, in cm4, given by the following The net height of the core ha, in mm, is to be not less than
formula: the value given by the formula:
R 7⋅h⋅S
I S = 40 ⋅ S ⋅ Z ⋅ ---- h a = ------------------
ES τ

Pt B, Ch 4, Sec 13
SECTION 13 STRUCTURAL ADHESIVES
1 General necessary to hold the substrate together while the adhe-

sive cures;
1.1 d) a greater safety factor (ratio of failure strain to actual

strain) than the that of the adjacent structure is to
1.1.1 (1/1/2011)
achieved;
Structural adhesives are to be used according to the Manu-
facturer's specifications. The details of the structural adhe- e) the minimum shear strength obtained from a lap-shear
sives are to be enclosed in the list required in Ch 1, Sec 1, test is to be not less than 7 N/mm2. All failures of test
[3.1.1]. samples are to be either cohesive or fibre tear;
The above-mentioned information is to include the material f) the type approval of structural materials is issued by
data sheet containing all the details of the structural adhe- RINA subject to the satisfactory outcome of the follow-
sive. ing test carried out on the base of a testing scheme
agreed with RINA:
The process for the application of the adhesive is to be sub-
mitted and is to include: • lap-shear static test to be performed according to
• the maximum bondline thickness; ASTM D3165 standard using FRP substrates; the
shear strength is to be achieved on:
• surface preparation and cleanliness of the surface to be
bonded; 1) 5 samples at room temperature of 23° C;
• handling, mixing, application and curing requirements 2) 5 samples at room temperature of 23° C after
of the structural adhesive; exposure to 5 cycles of laboratory aging according
• non-destructive test methods and acceptability criteria to ASTM D1183 standard;
for any defects found; Requirements to be complied with: the average of
• remedial work in order to rectify excessive unevenness the results obtained after conditioning according to
of the faying surface or local undulations; ASTM D1183 shall not be less than 85% of the aver-
age of the results without conditioning;
• details relevant to the level of training required for per-
sonnel involved in the application of structural adhe- • Peel-static test to be performed according to ASTM
sives. D3807 standard using FRP substrates; the strength
properties are to be achieved on:
Data listed in the material data sheet are to be specified in
the construction plan submitted for approval. 5 samples at room temperature of 23° C;
5 samples at room temperature of 23° C after expo-
1.1.2 For hulls for which structural adhesives are used, a
sure to 5 cycles of laboratory ageing according to
special class notation will be assigned as indicated in Part
ASTM D1183 standard;
A.
Requirements to be complied with the average of
1.2 the results obtained after conditioning according to
ASTM D1183 is to be not less than 85% of the aver-
1.2.1 (1/1/2016) age of the results without conditioning;
The structural adhesives are to have the following proper- • lap-shear fatigue dynamic test to be performed
ties: according to ASTM D3163 standard using substrates
a) the adhesive is to be compatible with the lamination that can be metallic; the shear strength is to be
resin; achieved on:
b) it is recommended that the elastic modulus of the adhe- 5 samples at room temperature of 23 °C after expo-
sive should be compatible with the elastic modulus of sure to 2 cycles of laboratory aging according to
the GRP skin; this means that the ratio between the two ASTM D1183 standard.
elastic moduli shall be such as to avoid stress concentra-
Requirements to be complied with: the sample shall
tion in the skin substrate when a longitudinal shear
withstand without breaks the fatigue tests carried out
force is applied to the joint;
at 30 Hz, generally applying a load of 50% of the
c) the mechanical properties of the adhesive are to be rap- static shear strength for 1,000,000 cycles. The valid-
idly achieved. That means no use of screws or bolts is ity of the type approval is 5 years,

Pt B, Ch 4, Sec 13
2 Design criteria for bonded connec- to the requirements of Ch 1, Sec 5. In general, the calcula-
tion of the flange connection between the internal rein-
tion forcement and the plating is to be carried out as indicated
in this paragraph.
2.1 A typical stiffener/plating connection is shown in the fol-
2.1.1 In general the shear stress at the inner surface of the lowing Fig 1:
plating is to be calculated by direct calculations according
Figure 1
The linear load due to the bending moment calculated at b: is the width of the plate associated with the stiffener, in
the inner surface plating can be obtained from the following mm;
formula: tp : is the thickness of the associated plate, in mm ;
Yp: is the distance from the centroid of the associated plate
P × ( E × A )p × Yp to the neutral axis, in mm ;
Q p = -----------------------------------------
-
( E × I ) sp (ExI)sp :is the flexural rigidity of the composite element (stiff-
where: ener and plating) combined around the neutral axis, in
N/mm2;
Qp : is the linear load in N/mm applied to the inner surface
The shear stress for the jointing adhesive for plating can be
of the plating and due to the bending moment ;
calculated with the following formula:
P= 500 x p x s x S: is the total load in N applied to the panel
of dimension (Sxs) and due to the design pressure as calcu- Q 2
lated according to items Ch 1, Sec 5, [5.3] and Ch 1, Sec 5, τ p = -------p ( N/mm )
b
[5.4];
It is to be verified that τp is not greater than 20% of the nom-
ExA=Ep x b x tp ; inal bond shear strength as indicated by the Manufacturer's
adhesive. For guidance, Tab 1 indicates some data regard-
where:
ing the nominal shear strength and the allowable design
Ep: is the inplane elastic modulus of the plating in N/mm2; stress for certain structural adhesives.
Table 1
Nominal bond shear strength Allowable design stress

Adhesive
[N/mm2] [N/mm2]
Cold-cured epoxy 28 5,2
Polyester or vinylester resin or paste 14 3,5
Epoxy type paste 41 8,5

Part B
Hull
Chapter 5
WOOD HULLS
SECTION 1 MATERIALS
SECTION 2 FASTENINGS, WORKING AND PROTECTION OF TIMBER
SECTION 3 BUILDING METHODS FOR PLANKING
SECTION 4 STRUCTURAL SCANTLINGS OF SAILING YACHTS WITH OR

WITHOUT AUXILIARY ENGINE
SECTION 5 STRUCTURAL SCANTLINGS OF MOTOR YACHTS
SECTION 6 WATERTIGHT BULKHEADS, LINING, MACHINERY SPACE

Pt B, Ch 5, Sec 1
SECTION 1 MATERIALS
1 Suitable timber species the same species in the same ambient conditions, rendering
it less prone to attacks of mould.
1.1 Therefore, assuming the same species of timber, the dura-
bility of marine plywood is greater than that of solid timber.
1.1.1 The species of timber suitable for construction are In any case, the thickness of the individual layers constitut-
listed in Tab 1 together with the following details: ing the plywood or the lamellar structure is to be reduced in
• commercial and scientific denomination; direct proportion to the durability of the species used; the
• natural durability and ease of impregnation; maximum recommended thicknesses are listed in Tab 1.
• average physical-mechanical characteristics at 12% The minimum number of plywood layers used in the con-
moisture content. struction is 3 for thicknesses not greater than 6 mm and 5
The durability classes are relative to the solid timber's resist- for greater thicknesses.
ance to moulds.
The marine plywood adopted for hull construction and
The suitability for use in the various hull structures is given structural parts in general is to be type tested by RINA in
in Tab 2. accordance with the relevant regulations.
The same species are suitable for the fabrication of marine
plywood and lamellar structures in accordance with the 2.3 Certification and checks of timber qual-
provisions of item [2]. ity
The use of timber species other than those stated in Tab 1
may be accepted provided that the characteristics of the 2.3.1 The quality of timber, plywood and lamellar struc-
species proposed are as similar as possible to those of one tures is to be certified as complying with the provisions of
of the species listed. [2.1] and [2.2] by the builder to the RINA Surveyor, who, in
the event of doubts or objections, will verify the circum-
stances by performing appropriate checks.
2 Timber quality
Such certification is to refer to the checks carried out during
building survey in the yard, relative to the following cha-
2.1 Planking racteristics:
2.1.1 The timber is to be well-seasoned, free from sap- a) for solid timber: mass density and moisture content;
wood and any noxious organisms (moulds, insects, larvae, b) for plywood and lamellar structures: glueing test.
bacteria, etc.) which might impair its durability and struc- Such checks are not required for Quality Assurance mate-
tural efficiency. rial certified by RINA in pursuance of the relevant regula-
The moisture content at the time of use is to be not greater tions.
than 20% (according to the method UNI 8939 Planking -
Check of batch moisture content). 2.4 Mechanical characteristics and struc-
Knots may be tolerated when they are intergrown, provided tural scantlings
that their diameter is less than 1/5 of the dimension parallel 2.4.1 The structural scantlings indicated in this Chapter
to such diameter, measured on the section of the knot. The apply to timber with the following density δ, in kg/m3, at a
grain is to be straight (the maximum admissible inclination moisture content not exceeding 20%:
in relation to the longitudinal axis of the piece is equal to a • bent frames: δ = 720
ratio of 1:10).
• non-bent frames keel and stem: δ = 640
Note 1: Timber with the above characteristics corresponds roughly
to Class 1 of UNI 8198 (Conifer planking - Classification on the
• shell and deck planking, shelves and clamps, stringers
basis of mechanical resistance). and beams: δ = 560.
The scantlings given in this Section are to be modified as a
2.2 Marine plywood and lamellar structures function of the density of the timber employed and its mois-
ture content, in accordance with the relationship:
2.2.1 The suitable timber species and criteria for the use of
S1 = S ⁄ K
alternative species are listed in Tab 1.
For marine plywood, the elevated temperatures reached δ
K = ----e + ( U – U e ) ⋅ 0, 02
during drying and pressing rule out the possibility of sur- δ
vival of insects and larvae in the finished panels. Moreover, S1 : corrected section (or linear dimension)
this factor contributes in enabling the marine plywood to S : Rule section (or linear dimension), obtained in
have a lower moisture content than that of solid timber of accordance with this Chapter

Pt B, Ch 5, Sec 1
δ : density of the timber species (or plywood) used; Ue : maximum expected moisture content balance
δe : standard density of the timber species of refer- for the part considered, in service conditions.
ence; Reductions in scantlings exceeding those obtained using
U : standard moisture content percentage (20% for the formulae above may be accepted on the basis of the
solid timber, 15% for plywood or lamellar mechanical base characteristics of the timber, plywood or
structures); lamellar structures actually employed.
Table 1 : Basic physical/mechanical characteristics of timbers for construction
Ease of Mechanical characteristics (4)

Mass Natural
Commercial Origin Botanical name imprega-
density durability Rf Ef Rc Rt
name (1) (2) tion
(kg/m3) (3) (N/mm2) (N/mm2) (N/mm2) (N/mm2)
(3)
DOUSSIE AfricaAfzelia spp 800 A 4 114 16000 62 14,0
IROKO AfricaChlorophora 650 A/B 4 85 10000 52 12,0
excelsa
KHAYA Africa Khaya spp 520 C 4 74 9600 44 10,0
MAKORE’ Africa Tieghemella spp 660 A 4 86 9300 50 11,0
MAHOGANY America Swietenia spp 550 B 4 79 10300 46 8,5
OKOUME’ Africa Aucoumea Kleineana 440 D 3 51 7800 27 6,7
ELM Europe Ulmus spp 650 D 2/3 89 10200 43 11,0
OAK Europe Quercus robur e Q. 710 B 4 125 15600 68 13,0
petraea
SAPELE Africa Entandrophragma 650 C 3 105 12500 56 15,7
cylindricum
SIPO Africa Entandrophragma 640 B/C 3/4 100 12000 53 15,0
utile
TECK Asia Tectona grandis 680 A 4 100 10600 58 13,0
WHITE OAK America Quercus spp 730 B/C 4 120 15000 65 12,6
CHESTNUT Europe Castanea spp 600 B 4 59 8500 37 7,4
CEDAR America Thuja plicata 380 B/C 3 51 7600 31 6,8
(Western Red)
DOUGLAS FIR America Pseudotsuga 500 C/D 3/4 85 13400 50 7,8
menziesil
LARCH Europe Larix decidua 550 C/D 3/4 89 12800 52 9,4
Abbreviations:
Natural durability
A = very durable
B = durable (maximum permissible thickness for the fabrication of marine plywood 5 mm)
C = not very durable (maximum permissible thickness for the fabrication of marine plywood 2,5 mm)
D = not durable (maximum permissible thickness for the fabrication of marine plywood 2 mm)
Ease of treatment for impregnation
1 = permeable
2 = not very resistant
3 = resistant
4 = very resistant
Note
(1) Area of natural growth
(2) Unified botanical name (spp = different species)
(3) Level of natural durability and ease of treatment for impregnation according to Standard EN 350/2
(4) Mechanical characteristics with 12% moisture content, source: Wood Handbook: wood as an engineering material - 1987,
USDA
- Ultimate flexural strength Rf (strength concentrated amidships)
- Bending modulus of elasticity Ef (strength concentrated amidships)
- Ultimate compression strength Rc (parallel to the grain)
- Ultimate shear strength Rt (parallel to the grain).

Pt B, Ch 5, Sec 1
Table 2 : Guide for selections of construction timbers
SPECIES OF TIMBER
Doug- Mahor- Elm eng- White
Cedar(red) Iroko Larch Makore Oak Sapeli Teak
las gany lish oak
STRUCTURAL ITEM
Keel, hog, stern-post, II II II II II II III I
dead-woods
Stern II II II II II III I
Bilge stringer III II II III I
Beam shelves clamps III II II II II III I
water-ways
Floors II II II II II I
Frames grown or web II (2) II II (1) II (1) III I
frames
Frames, bent frames II (1) II (1)
Planking below water- III II II II II II III I
line
Planking above water- III II III II II III I
line
Deck planking II III II I
Beams, bottom girders II II II (2) II (2) II (1) II (1) I
Brackets vertical II II (1) II
Brackets horizontal II I I
Gunwale margin II II II II
planks
Note
(1) The timber concerned may be employed either in the natural or in the laminated form.
(2) The timber may be employed only in laminated form.
Suitability of timber for use:
I = very suitable
II = fairly suitable
III = scarcely suitable

Pt B, Ch 5, Sec 2
SECTION 2 FASTENINGS, WORKING AND PROTECTION OF

TIMBER
1 Fastenings In general, such replacement of fastening methods will be

accepted subject to the satisfactory outcome of tests, on
representative samples of the joints, conducted with proce-
1.1 dures stipulated on the basis of the type of glue, the type of
connection and any previous documented applications.
1.1.1 Glues for timber fastenings are to be of resorcinic or
phenolic type, i.e. durable and water-resistant in particular. In any event, RINA reserves the right to require a minimum
number of mechanical connections.
Ureaformaldehyde glues may only be used in well-venti-
lated parts of the hull not subject to humidity.
2 Timber working
Glues are to be used according to the Manufacturer's
instructions on timber with moisture content not exceeding
2.1
15-18% or, for urea-type glues, 12,5-15%.
The parts to be glued are to be carefully prepared and 2.1.1 Timber working is to be appropriate to the species
cleaned and, in particular, all traces of grease are to be and hardness of the timber, as well as to the type of hull
removed. construction, e.g. grown or web frames, lamellar structures,
board or plywood planking.
Where rivets, screws and bolts are not made of material rec-
Lamellar structure is generally employed for bent structural
ognised as suitable for resisting corrosion from the marine
parts, with lamellas as continuous as possible or with scarf
environment, they are to be hot galvanised in accordance
joints and normally glued before bending.
with a recognised standard. In the absence of such stand-
ard, after rivets, screws and bolts have been hot galvanised The lamellas are generally to be made using the same spe-
and subsequently machine finished, the protective zinc cies of timber.
coating on their surfaces is to remain intact. The lamellas are to be arranged with their fibres parallel to
Through bolts are to be clinched on washers, or tightened the length of the element to be constructed.
by a nut, also on washers. Nuts and washers are to be of
the same material as that of the bolts. 3 Protection
Where connecting bolts go through shell planking or keel,
they are to have heads packed with cotton or other suitable 3.1
material.
3.1.1 Inaccessible surfaces of internal hull structures are
Where screw fastenings are used for planking, the threading to be treated with a suitable wood preservative according to
is to penetrate the support frame for a distance equal to the the Manufacturer's instructions and compatible with the
planking thickness. glues, varnishes and paints employed. The timber of the
internal bottom of the hull is to be smeared with oil or var-
1.2 nish; any synthetic resins used as coating are to be applied
to dry timber with the utmost care.
1.2.1 The use of suitable glues in place of mechanical con- All cut edges of plywood are to be sealed with glue, paint or
nections will be the subject of special consideration by other suitable products such as to prevent the penetration of
RINA. moisture along the end-grain.

Pt B, Ch 5, Sec 3
SECTION 3 BUILDING METHODS FOR PLANKING
1 Shell planking 1.5 Plywood planking

1.5.1 Plywood planking consists of panels as large as prac-
1.1 Simple skin ticable in relation to the shape of the hull. The butts are to
1.1.1 Planks are to be arranged such that strake butts are at be suitably staggered from each other and from machinery
least 1,20 metres apart from those of adjacent strakes and at foundations.
least three continuous strakes separate two butts arranged The connection of seams is to be achieved by means of glue
on the same frame. and bolts; the connection of butts is to be effected by means
The butts of garboards are to be arranged clear of those in of scarfs or straps. Scarfs are to have length not less than 8
the keel, and the butts of the sheerstrake are to be arranged times the thickness and, where effected in loco, to be
clear of those of the waterway. backed by straps, at least 10 times as wide as the thickness,
glued and fastened.
Butts may be strapped or scarfed, and wooden straps are to
have thickness equal to that of the planking, width so as to The strap connection is to be effected using straps of the
overlap adjacent strakes by at least 12 mm and length as same plywood.
necessary for the connection while leaving a space for
water drainage between the strap edge and the frame. 1.6 Double skin with inner plywood and
Scarfs are to have length not less than 5 times the planking outer longitudinal strakes
thickness, to be centred on the frames and to be connected
1.6.1 This consists of two layers: one internal of plywood,
by means of glueing and pivoting.
arranged as described in [1.5], the other external, formed by
planks in longitudinal strakes arranged as described in
1.2 Double diagonal skin [1.3]. The plywood thickness is to be not less than 0,4 of the
total thickness.
1.2.1 This consists of an inner skin of thickness not
exceeding 0,4 of the total thickness and an outer skin
arranged longitudinally. 1.7 Fastenings and caulking
1.7.1 Butt-straps on shell planking (see Figure 1) are to be
1.3 Double longitudinal skin connected by means of through bolts of the scantlings given
in Table 1 for the connection of planking to frames, and are
1.3.1 This consists of an inner and outer skin, arranged
to be proportionate in number to the width a of panels, as
such that the seams of the outer skin fall on the middle of
follows:
the planks of the inner skin.
- a < 100 mm
The inner skin is to have thickness not exceeding 0,4 of the
total thickness and to be connected to the frames by means 3 bolts at each end of plank
of screws or nails and to the outer skin by means of screws - 100 ≤ a < 100 mm
or through bolts. The outer skin is, in turn, to be connected 4 bolts at each end of plank
to the frames by means of through bolts. When frames - 200 ≤ a < 250 mm
other than laminated frames are employed, the use of
screws is permitted. A suitable elastic compound layer is to 3 bolts at each end of plank.
be arranged between the two skins. The number and scantlings of bolts to be used for connec-
tion of planking to frames are given in Tab 1.
1.4 Laminated planking in several cold- The following types of connection are to be adopted:
glued layers - Type I framing: all through fastenings;
1.4.1 The construction of cold moulded laminated plank- - Type II framing with grown or laminated frames:
ing is to be effected in loco at a constant temperature. through bolts in way of bilge stringers or side longitudi-
nals, wood screws for other connections;
It is therefore of the utmost importance that the Manufac-
turer should be equipped with adequate facilities for this - Type II framing with metal frames: all connections
type of construction. formed by through bolts with nuts;
The planks forming the laminate are to be of width and - Type III framing: connections as above depending on
thickness adequate for the shape of the hull; the width is whether bent, grown, laminated or steel frames are con-
generally not to exceed 125 mm. cerned.
The number of layers is to be such as to obtain the required All fastenings for strengthened frames in way of masts are to
thickness. be through fastenings.

Pt B, Ch 5, Sec 3
When plywood planking is adopted, it is to be connected to 2.2 Plywood

frames by means of nails or screws spaced 75 mm apart and
with diameters as given in Tab 2. 2.2.1 Plywood panels are to be as long as possible. The
butts are to be arranged clear of those of adjacent panels
Planks of shell planking, if not glued, are to have caulked and are to be strapped or otherwise set onto a strong beam.
seams and butts. Longitudinal joints are to be set onto longitudinal structures
of sufficient width for the connection. All joints are to be
1.8 Sheathing of planking sealed watertight.
1.8.1 When use is made of reinforced plastic or synthetic 2.3 Plywood sheathed with laid deck
resin sheathing, the hull is to be prepared by carefully level- 2.3.1 The butts of plywood panels are to be in accordance
ling every joint and filling every bolt hole with suitable with the specifications given in [2.2.1], while the distribu-
compounds after adequate sinking of the bolts. The protection of plank butts is to comply with the provisions of
tive sheathing is to cover keel, false keel and deadwood as [2.1.1].
far as practicable, prior to the fitting of external ballast in
the keel, where envisaged.
2.4 Longitudinal planking
When sheathing is applied, the moisture content of the tim-
ber is to be as low as possible. 2.4.1 When longitudinal planking is adopted, each plank
is to be fastened to beams by means of a wood screw or lat-
eral nail. In addition, each plank may be connected to that-
2 Deck planking adjacent by means of a glued, sunk-in strip.
Plywood planking is to be glued and riveted to beams, or
2.1 Planking otherwise fastened by means of screws with pitch not less
than 75 mm and diameter in accordance with that shown in
Tab 1.
2.1.1 The butts of planks of two contiguous strakes are to
be spaced at least 1,20 m apart; two plank butts on the
same beam are to be separated by at least three strakes of 2.5 Caulking
continuous planking. 2.5.1 Wood planking is to be caulked or made watertight
Butts are to be set onto a beam and may be simple or by the application of a suitable elastic compound.
scarfed. Wooden dowels used to cover bolt holes are to be glued.
Table 1 : Connections of shell and deck planking - scantlings of fastenings
SHELL PLANKING DECK PLANKING NUMBER OF FASTENINGS PER PLANK

Grown frame: laminated, or Bent Width a of plank
Thickness steel frames frames mm
of plank- Wood Bolts with
diameter diameter
ing screws nuts
mm bolts diameter diameter 100 ≤ a 150 ≤ a 180 ≤ a 205 ≤ a
wood copper copper a < 100
with mm mm <150 <180 <205 <225
screws nails nails
nuts
mm mm mm
mm
18 4,5 5 4,5 2,5 4,5 4,5 2 2 3 3 3
20 4,5 5 5 3 5 4,5 2 2 3 3 3
22 6 5 6,5 3,5 5 6 2 2 3 3 3
24 6 5 6,5 3,5 5,5 6 2 2 3 3 3
26 7 5,5 6,5 3,5 5,5 6 1 2 2 3 3
28 7 5,5 6,5 4,5 5,5 6 1 2 2 3 3
30 7 5,5 6,5 4,5 5,5 6 1 2 2 3 3
32 8 6,5 7,5 5 6,5 8 1 2 2 3 3
34 8 6,5 7,5 5,5 6,5 8 1 2 2 3 3
36 8 7 7,5 5,5 6,5 8 1 2 2 2 3
38 8 7 7,5 5,5 7 8 1 2 2 2 3
40 9 8 9,5 6 7 8 1 2 2 2 3
42 9 8 9,5 6 7 9 1 2 2 2 3
44 10 8 9,5 - 8 9 1 2 2 2 3
46 12 8,5 11 - 8 10 1 2 2 2 3
48 12 8,5 11 - 8 10 1 2 2 2 3
50 14 10 12,5 - 8,5 12 1 2 2 2 3
52 14 10 12,5 - 8,5 12 1 2 2 2 3

Pt B, Ch 5, Sec 3
Table 2 : Connections of shell and deck planking in plywood
OVERLAP OF SEAMS DIAMETER OF FASTENINGS

Thickness of shell and deck planking, on keel, Width of butt-straps mm Wood screws Copper nails
plywood stringers, shelves, or carlings
mm mm
mm
6 25 150 4,5 3,5
8 28 175 5 3,5
10 32 200 5 4,5
single fastening single fastening
12 35 225 5,5 4,5
14 35 250 5,5 5
16 45 280 5,5 5
18 45 350 6,5 5
20 50 350 6,5 5,5
22 50 double fastenings 350 double fastenings 6,5 6
24 60 380 7 6,5
26 60 380 7 6,5

Pt B, Ch 5, Sec 3
Figure 1 : Butt-straps on shell planking
1 - Frame
2 - Shell planking
3 - Butt - strap

Pt B, Ch 5, Sec 3
Figure 2 : Usual types of scarf-joints
1 - Plan scarf
2 - Hooked scarf
3 - Tabled scarf
4 - Tabled hooked scarf
5 - Double wedges

Pt B, Ch 5, Sec 4
SECTION 4 STRUCTURAL SCANTLINGS OF SAILING YACHTS

WITH OR WITHOUT AUXILIARY ENGINE
1 General arranged extending well forward and aft of the mast step
and effectively connected to the keel.
Bolted scarfs are to be made watertight by means of soft-
1.1
wood stopwaters.
1.1.1 The scantlings in this Section apply to hulls of length
L not exceeding 30 metres with round bottom of shape sim- 3 Stempost and sternpost
ilar to that shown in Fig 1 and Fig 2, and fitted with fixed
ballast or drop keel.
3.1
Yachts of length L exceeding 30 metres or hull shapes other
than the above will be considered in each case on the basis 3.1.1 The stempost is to be adequately scarfed to the keel
of equivalence criteria. and increased in width at the heel as necessary so as to fit
the keel fairing.
2 Keel Stempost scantlings are given in Tab 1.

The sternframe is shown in Fig 3 and sternpost scantlings
are given in Tab 1.
2.1
The lower portion of the sternpost is to be tenoned or other-
2.1.1 The scantlings of wooden keels are given in Tab 1. wise attached to the keel. The connection is completed by
a stern deadwood and a large bracket fastening together
The keel thickness is to be maintained throughout the false keel, keel and post by means of through bolts.
length, while the width may be gradually tapered at the
ends so as to be faired to the stem and the sternpost. The counter stern is to be effectively connected to the stern-
post; where practicable, such connection is to be effected
The breadth of the rabbet on the keel for the first plating by scarfs with through bolts.
strake is to be at least twice the thickness and not less than
25 mm. The cross-sectional area of the counter stern at the connec-
tion with the sternpost is to be not less than that of the latter;
The wooden keel is to be made of a minimum number of such area may be reduced at the upper end by 25%.
pieces; scarf joints may be permitted with scarf 6 times as
long as the thickness and tip 1/4 to 1/7 of the thickness of
the hooked or tabled type, if bolted, or of the plain type, if
4 Frames
glued. It is recommended that scarfs should not be
arranged near mast steps or ends of engine foundation gird- 4.1 Types of frames
ers.
4.1.1 Bent frames
Where the keel is cut for the passage of a drop keel, the
width is to be increased. Bent frames consist of steam warped listels. Their width
and thickness are to be uniform over the whole length; the
Where the mast is stepped on the keel, it is to be arranged frames are to be in one piece from keel to gunwale and,
aft of the forward end of the ballast keel. Where this is not where practicable, from gunwale to gunwale, running con-
practicable, effective longitudinal stiffeners are to be tinuous above the keel.
Table 1 : Keel, Stempost, Sternpost
Keel Stempost Sternpost

Length
at heel at head
L Width Depth Depth Depth
Width Depth Width Depth
m mm mm mm mm
mm mm mm mm
24 435 240 240 240 190 190 190 190
26 455 255 255 255 200 200 200 200
28 470 270 270 270 215 215 215 215
30 480 290 290 290 230 230 230 230

Pt B, Ch 5, Sec 4
4.1.2 Grown frames When internal ballast supported by the frames is arranged,
Grown frames consist of naturally curved timbers con- the latter are to be increased in scantlings.
nected by means of scarfs, or butted and strapped. Their Frames adjacent to masts are to be strengthened on each
width is to be uniform, while their depth is to be gradually side as follows, or equivalent arrangements are to be pro-
tapered from heel to head. vided.
The length of scarfs is to be not less than 6 times the width, • Type I framing
and they are to be glued.
Three grown frames are to be fitted, with scantlings as
4.1.3 Laminated frames required for Type II framing, but with constant depth
Laminated frames consist of glued wooden layers. The equal to that indicated in Tab 2 for the heel. Such
glueing may take place before forming where the latter is frames are to be arranged instead of alternate bent
slight; otherwise it is to be carried out in loco or be prefabri- frames. Otherwise, six consecutive bent frames with a
cated by means of suitable strong moulds. cross-section increased by 60% in respect of that shown
in the above-mentioned Table may be fitted.
4.1.4 Metal frames
• Type II framing
Steel frames consist of angles properly curved and bevelled
such that the flange to planking is closely fayed to the same Three grown frames are to be fitted, with a cross-section
planking. increased by 50% in respect of that required for the heel
in the above-mentioned Table and constant depth. Such
frames are to be alternated with ordinary grown frames.
4.2 Framing systems and scantlings
If alternate frames are adopted, they are to be stiffened
4.2.1 The admissible framing systems and the frame scant- by reverse frames of scantlings as prescribed for the
lings are indicated in Tables 2 and 3: reverse frames of plate floors.
Type I : all equal frames, of the bent type; • Type III framing
Type II : all equal frames, of grown, laminated or steel
Three grown frames with a cross-section increased by
angle type;
50% in respect of that required for the heel in the
Type III : frames of scantlings as required for Type II, but above-mentioned Table, and constant depth, are to be
alternated with one, two or three bent frames. arranged at Rule spacing, with one or two intermediate
These types are hereafter referred to, respectively, as Type bent frames. If steel frames are adopted, three are to be
III1, Type III2, Type III3. stiffened by reverse frames with scantlings as required
for the frames of plate floors, and arranged with one or
When a frame spacing other than that specified in the Table
two intermediate bent frames.
is adopted, the section modulus of the frame is to be modi-
fied proportionally. For wooden rectangular sections, a Where, in way of the mast, a sufficiently strong bulkhead is
being the width and b the height of the Rule section for the provided, such increased frames may be reduced in number
spacing s, a1 and b2 the actual values for the assumed spac- to two.
ing s1, it follows that:
2 2 s
1 5 Floors
a 1 b 1 = a ⋅ b ----
s
The width of frames is to be not less than that necessary for 5.1 General
the fastening; their depth is in any case to be assumed as
not less than 2/3 of the width, except where increased 5.1.1 Floors may be made of wood or metal (steel or alu-
width is required for local strengthening in way of masts. minium alloy).
The Table scantlings, duly modified where necessary for the • Wooden floors, as a rule, may only be employed in
specific gravity of the timber and for the frame spacing, are association with grown frames and are to be flanked by
to be maintained for 0,6 of the hull length amidships; out- them.
side such zone, the following reductions may be applied:
• Metal floors are employed in association with either
• for bent or laminated frames: 10% in width,
bent, grown or laminated frames, and are arranged on
• for grown frames: 20% in width throughout the length the internal profile of the frames.
of the frame, and 20% in depth of the head,
• Angle floors may be employed with either bent, grown
• metal frames: 10% in thickness. or laminated frames, and may be arranged as shown in
Frames may have a reduction in strength of 25% where cold Tab 1. When they are arranged with a flange inside, an
laminated planking is adopted in loco, in accordance with angle lug is to be fitted in way of the throat, for the con-
the provisions of 8. nection to the wooden keel (see the above Tab 1).
Frames are to be properly shaped so as to fit the planking • Plate floors may be employed in association with either
perfectly. grown or angle frames (see the above-mentioned Table).
Where no floors are arranged, the frames are to be wedged The internal edge is to be provided with a reverse angle
into and fastened at the heels of the centreline structural or a flange; in the latter case, the thickness is to be
member of the hull. increased by 10%.

Pt B, Ch 5, Sec 4
5.2 Arrangement of floors D exceeds 2,40 metres, floors are to be fitted on bent fra-
mes located inside 0,6 L amidships.
5.2.1 Where Type I framing with bent frames is adopted Where three intermediate bent frames are arranged, a floor
(see Tab 2 and Tab 3), floors are to be fitted inside 0,6 L is to be fitted on the central frame.
amidships as follows:
• on every second frame if the hull depth does not exceed 5.3 Scantlings and fastenings
2,75 metres and on every frame in hulls of greater 5.3.1 The scantlings of floors are given in Tab 4 and Tab 5.
depth;
At the hull ends, the length of arms need not exceed one
• on every second frame inside 0,6 L amidships, and out- third of the frame span.
side such area over an extent corresponding to the len- Wooden floors are to be made of suitably grained or lami-
gth on the waterline; nated timber, and their height at the ends is to be not less
• on every third frame elsewhere. than half the height of the throat.
Where the ballast keel bolts cross wooden floors, the width
Where Type III framing is adopted, a floor is to be fitted in of the latter at the throat is to be locally increased, if neces-
way of every grown, laminated or angle frame. Where one sary, so as to be not less than three and a half times the
or two intermediate bent frames are arranged, and the depth diameter of the bolt.
Table 2 : Frames (15/3/2011)
TYPE II
TYPE I Grown frames, or laminated frames, or steel frames only
Depth Bent frames only
Grown frames Laminated frames Steel frames
D1
mm (1) spa- spacing depth Section
width depth mm width mm width depth Scantlings
cing modulus
mm mm mm mm mm mm (2)
mm at heel at head cm3
3,00 215 57 40 305 61 74 53 47 52 3,1 50x50x5
3,20 225 62 43 322 68 83 58 50 59 4,4 60x30x6
3,40 235 67 46 340 75 91 68 54 66 6 65x50x7
3,60 245 72 49 355 81 100 80 59 74 7,9 75x50x6
3,80 255 77 52 375 87 112 92 63 84 10,2 80x60x7
4,00 265 82 55 390 94 124 100 67 94 12,5 90x60x7
4,20 - - - 408 100 140 117 73 102 14,5 90x60x8
(1) For hulls fitted with external ballast in the keel, 0,75 D1 may be assumed in place of D1 where the ballast/light displacement
ratio is less than approximately 0,25. For yachts with a drop keel, the value 1,15 D is taken in lieu of D1.
(2) The scantlings of bars are given for guidance purposes.
Solution I is only applicable where D1 does not exceed 3,60 metres.
The frame spacing is intended as that measured amidships of the frames widths.
Table 3 : Frames
TYPE III
Depth Main frames (grown or laminated) alternated with bent frames
D1 Spacing between main frames and intermediate frames Bent frames
mm (1) 1 bent frame 2 bent frames 3 bent frames length depth
mm mm mm mm mm
3,00 515 620 695 43 33
3,20 560 650 730 45 35
3,40 590 690 770 48 39
3,60 620 725 800 50 43
3,80 650 765 840 53 47
4,00 680 800 870 56 51
4,20 - - - - -
(1) For hulls fitted with external ballast in the keel, 0,75 D1 may be assumed in place of D1 where the ballast/light displacement
Solution I is only applicable where D1 does not exceed 3,60 metres.
The frame spacing is intended as that measured amidships of the frames widths.

Pt B, Ch 5, Sec 4
Table 4 : Frames
FLOORS ON BENT FRAMES Plate floors on grown or steel

Depth forged steel angle floors (2) floors
D1 Length of
arms section for 2/3 L outside 2/3 L
mm (1) at throat at the ends scantlings
mm modulus amidships amidships
mm mm mm
cm3 mm mm
3,00 430 29x15 24x6 1,4 40x40x4 300x5 200x4
3,20 465 31x16 25x6 1,4 40x40x4 320x5 220x4
3,40 495 33x17 27x6 1,5 40x40x4 330x5 230x4
3,60 530 35x17 28x6 1,5 40x40x4 340x6 240x4
3,80 - - - - - 345x6 245x4
4,00 - - - - - 350x6 250x4
4,20 - - - - - 360x6 260x4
(1) For hulls fitted with external ballast in the keel, 0,75 D1 may be assumed in place of D1, where the ballast/light displacement
(2) The scantlings of angle floors are given for guidance purposes.
Table 5 : Frames
FLOORS ON GROWN OR LAMINATED FRAMES

Length of arms forged floors wooden floors steel angle floors (2)
Depth
D1 outside 3/5 L
for 3/5 L section
mm (1) amid- at throat at the ends width depth scantlings
amidships modulus
ships mm mm mm mm mm
mm cm3
mm
3,00 580 430 56x22 50x12 51 135 2,40 45x45x5
3,20 610 460 60x24 52x13 56 148 3,60 50x50x6
3,40 650 500 64x26 54x14 60 160 5,70 55x55x8
3,60 680 530 69x28 56x16 64 170 6,90 60x60x8
3,80 720 560 73x30 58x17 70 180 6,90 60x60x8
4,00 750 590 77x31 61x18 75 190 9,00 65x65x9
4,20 780 620 80x31 63x20 80 200 10,0 70x70x9
(1) For hulls fitted with external ballast in the keel, 0,75 D1, may be assumed in place of 0,25 circa. where the ballast/light dis-
placement ratio is less than approximately 0,25. For yachts with a drop keel, the value 1,15 D is taken in lieu of D1.
(2) The scantlings of angle floors are given for guidance purposes.
Lugs for the connection of angle or plate floors to the The cross-section to be considered is to be inclusive of the
wooden keel, if penetrated by the ballast keel bolts, are to dappings for fixing of beams.
have a flange width at least three times the diameter of the Where beam shelves are made of two or more pieces, the
bolt and thickness equal to that of the plate floor plus 2,5 connection is to be effected by means of glued scarfs ade-
mm. quately arranged so as to be staggered in respect of the
At the end of the hull, when frames are continuous through sheerstrake, waterway and bracket joints.
the centre structure, floors need not be fitted; whenever Scarfs are generally arranged vertically.
practicable, however, the frames are to be attached to the
centre structure by means of three through-bolts. When the weather deck is not continuous owing to the
presence of raised decks, the shelf is to extend to the hull
Floors are to be connected to frames by at least three bolts end or, alternatively, stiffeners are to be fitted to prevent
for arms with length l < 250 mm and at least 6 bolts for excessive discontinuity due to the interruption of the deck.
greater l; for diameters of bolts, see Tab 10. The scantlings of frames may be required to be increased.
6 Beam shelves, beam clamps in way Where angle frames are employed, reverse lugs are to be fit-
of masts, bilge stringers ted in order to allow connection to the beam shelf. When
Type III framing is adopted, the shelf is to rest on the bent
6.1 Beam shelves frames with interposition of suitable chocks.
6.1.1 The cross-sectional area of beam shelves through 0,6 The shelves are to be connected to each frame by a through
L amidships is to be not less than that indicated in Table 6. bolt for heights < 180 mm and by two through bolts for
Outside such zone, the cross-section may be gradually greater heights. If metal frames are adopted, bolting of the
decreased to reach, at the end, a value equal to 75% of that shelf is to be effected on a reverse lug. For bolt scantlings,
shown. see Tab 10.

Pt B, Ch 5, Sec 4
6.2 Beam clamps in way of masts 6.4 End breasthooks

6.2.1 In way of masts, a beam clamp is to be arranged, of
6.4.1 The beam shelves and the stringers are to be con-
length approximately equal to the hull breadth in the same
nected to each other at the hull ends, and with the centre-
position.
line structure, by means of suitable breasthooks or brackets.
Such clamp, with cross-section equal to approximately
75% of that required for shelves, may be arranged so that its In hulls with exceptionally raked ends, such breasthooks
wider side is faying to the beams and leaning against the are to be given adequate attention.
shelf or, alternatively, it may be arranged below the shelf.
6.3 Bilge stringers

7 Beams
6.3.1 In hulls with Type I or Type III framing, a bilge

7.1 Scantlings of beams
stringer is to be arranged, having cross-section for 0,6 L
amidships not less than that given in Tab 6. Outside such
zone, the cross-section may be decreased to reach, at the 7.1.1 The scantlings of beams are given in Tab 7. Where
ends, a value equal to 75% of that required. the spacing adopted is other than that shown in the Table,
the scantlings, following correction as necessary for the
The greater dimension of the stringer is to be arranged
weight of the timber employed, are to be modified in
against the frames.
accordance with the following relationship:
When the stringer is built of two or more pieces, these are
1
to be connected by means of glued scarfs parallel to the 2 2 s
a 1 b 1 = a ⋅ b ----
planking. Such scarfs are to be properly staggered in the s
port and starboard stringers and arranged clear of the joints
of other longitudinal elements. where a and b are the width and height of the Rule cross-
section, a1 and b2 are the width and height of the modified
Where angle frames are adopted, these are to be connected section, s is the Rule spacing, and s1 the assumed spacing.
to the stringer by means of a reverse lug.
When Type III framing is adopted, chocks are to be fitted for Laminated beams may be reduced in width by 15%.
the connection between stringer and intermediate bent
frames. Strong beams are to be fitted in way of openings which
cause more than two beams to be cut and in way of masts,
In lieu of a bilge stringer, two side stringers having cross- when deemed necessary by RINA.
section equal to 60% of that required for the bilge stringer
may be fitted.
Table 6 : Beam shelves and bilge stringers
Length L Cross-sectional area of beam shelves Cross-sectional area of bilge stringers

(m) cm2 cm2
24 190 140
26 220 160
28 250 175
30 280 190
Table 7 : Beams
ORDINARY BEAMS FOR 3/5 L ORDINARY BEAMS OUTSIDE 3/5

STRONG BEAMS
AMIDSHIPS L AMIDSHIPS, HALF BEAMS
Length of Spa-
Depth Depth Depth
beam cing Widt
m mm at mid- at beam Width at mid- at beam Width. at beam
h at mid-beam
beam ends mm beam ends mm ends
mm mm
mm mm mm mm mm
3,00 350 45 72 50 39 54 43 61 81 61
3,50 390 51 80 57 47 61 48 72 91 72
4,00 430 57 90 63 48 67 53 78 101 78
4,50 480 62 99 69 52 74 57 85 111 85
5,00 520 68 106 75 57 80 62 93 120 93
5,50 560 72 114 80 59 87 65 98 128 98
6,00 600 78 121 86 62 95 69 107 136 107
6,50 640 83 129 92 64 103 71 116 144 116
7,00 680 86 132 96 67 113 74 128 156 128
7,50 720 95 146 105 69 125 76 140 168 140

Pt B, Ch 5, Sec 4
Table 8 : Vertical knees of beams
LENGTH OF ARMS FORGED KNEES STEEL ANGLE KNEES

Length of Number (1) PLATE KNEES
beams for 3/5 L outside 3/5 L at the section thickness
of knees on at throat scantlings
each side amidships amidships ends modulus
m mm (2) mm mm
mm mm mm cm3
3,00 5 400 320 34x17 30x7 40x40x5 1,70 4
3,50 6 440 350 41x20 37x7 50x50x5 3,00 4
4,00 7 490 390 48x23 42x8 55x55x5 4,30 4
4,50 8 530 420 53x26 46x9 60x60x6 5,90 5
5,00 9 570 450 57x28 49x10 75x50x6 7,50 5
5,50 10 610 490 62x30 52x11 75x50x7 9,30 5
6,00 10 650 520 67x32 54x12 90x60x7 11,50 6
6,50 11 700 560 72x34 55x14 90x60x8 14,00 6
7,00 12 740 590 78x35 57x16 100x65x7 16,00 6
7,50 12 780 620 81x37 58x17 100x65x8 19,00 7
(1) The number of knees is given on the basis of the maximum breadth B of the hull, using the column for the length of beam.
(2) The scantlings of angles are only given as indications.
7.2 End attachments of beams 7.4 Lower deck and associated beams
7.2.1 Beams are to be dovetailed on the shelf. When ply- 7.4.1 In hulls with depth, measured from the upper side of
wood deck planking is employed, in place of the dovetail a the wooden keel to the weather deck beam at side, > 3
simple dapping may be adopted, having depth not less than metres, a lower deck or cabin deck is to be arranged and fit-
1/4 of the beam depth; in this case, the beam is to be fas- ted with beams having scantlings not less than 60% of those
tened to the shelf by means of a screw or pin. of the weather deck.
Vertical knees are to be fitted, to the extent required in
When the depth, measured as specified above, exceeds 4,3
Tab 8, to strong beams and to suitably distributed ordinary
metres, vertical knees are to be arranged no smaller in
beams. Each arm of the knees is to be connected to the
scantlings than prescribed in Tab 8 as a function of the
shelf and the frame by means of 4 bolts, which need not go
beam span, and in number equal to half of those required
through the planking, with a diameter as shown in Tab 10.
for the weather deck.
Bulkheads of adequate scantlings, connected to the beam
and frame, can be considered as substitutes for knees.
8 Planking
At the ends of the hull, the length of knee arms may be not
more than one third of the span of the beam or frame.
8.1 Shell planking
In the above-mentioned Table, the scantlings of forged plate
knees are given; the depth at the throat is to be not less than
8.1.1 The basic thickness of shell planking is given in
1,6 h for naturally curved wooden knees and not less than.
Tab 9.
1,4 h for laminated wooden knees, h being the depth at
heel of a grown frame. Such thickness is to be modified as follows.
Horizontal knees are to be fitted in way of hatch-end beams If the frame spacing is other than that indicated in Tab 2, the
and beams adjacent to mast wedgings. These knees need thickness is to be increased where there is greater spacing,
not be arranged when plywood deck planking is adopted. or may be reduced where there is smaller spacing, by:
- 6 mm for every 100 mm of difference if Type I framing is
7.3 Local strengthening adopted;
7.3.1 The beams and decks are to be locally strengthened - 4 mm for every 100 mm of difference if Type II or III fra-
at the attachments of halliards, bollards and cleats, at sky- ming is adopted.
light ends, and in way of foundations of winches.
After correction for spacing as indicated above, and for the
In way of mast weldings, four strong beams are to be fitted, weight of the timber, where necessary, the planking thick-
with scantlings as prescribed in Tab 7, but constant section ness may be reduced: by 10% if arranged in diagonal or
equal to that indicated for amidships. The beams are to be longitudinal double skin; by 10% if laminated and cold
arranged, as far as practicable, in proximity of the web moulded in loco, when the frames are reduced in scantlings
frames dealt with in [4.2]. by 25% in respect of the value given in Tab 2; the thickness
All openings on deck are to be properly framed so as to may be decreased by 25% where the frames have not been
constitute an effective support for half beams. reduced in respect of the requirements of the Tab 2.

Pt B, Ch 5, Sec 4
When plywood is employed, the thickness may be reduced 8.3 Superstructures - Skylights
in relation to the type of framing adopted; the maximum
reduction permitted is 25%. 8.3.1 When coachroofs are adopted, the opening on deck
Sheathing of the hull is not required; where envisaged, e.g. is to be well framed and the coaming on the weather deck
in copper or reinforced plastics, it will be considered by is to be not less in thickness than that required in Tab 9.
RINA on a case-by-case basis (see Sec 6).
The coachroof deck is to have sheathing as prescribed in
Tab 9, though such sheathing may be reduced in thickness
8.2 Deck planking in accordance with the specifications in [8.2] for the
weather deck. If the beam spacing is other than that indi-
8.2.1 Deck planking may be: cated in Tab 5, the thickness is to be modified by 3 mm for
every 100 mm of difference in spacing.
• constituted by planks parallel to the gunwale limited by
a stringer board at side and by a kingplank at the centre- When deckhouses are adopted, they are to have a coaming
line; fastened to the beams and carlings by means of through
• plywood; bolts.
• plywood with associated planks as above. The structure of deckhouses is to be similar to that required
for coachroofs. Depending on their size, deckhouses are to
The thickness of the deck is given in Table 9 and is subject be adequately stiffened to the satisfaction of RINA.
to the following modifications:
• if the beam spacing is other than that indicated in Tab 7, Deck openings for skylights are to be well framed and pro-
the thickness is to be modified by 3 mm for every 100 vided with shutters of adequate thickness.
mm of variation in spacing;
• if plywood is employed, the thickness may be reduced 8.4 Masts and rigging
by 30%;
• if plywood is adopted in association with planking, the 8.4.1 Each yacht is to be provided with masts, rigging and
specific mass of the plywood/planking assembly is to be sails sufficient in number and in good condition. The scant-
not less than 430 kg/m3, and the combined thickness lings of masts and rigging are left to the experience of build-
may be reduced by 30%. In addition, the plywood thi- ers and shipowners. Care will be taken by the RINA
ckness is to be not less than 30% of the combined thick- Surveyor, however, in verifying that the attachments of
ness, or less than 6,5 mm; when the planking thickness shrouds and stays to the hull are such as to withstand at
is less than 19 mm, the seams are to be made watertight least twice the load expected on such rigging.
by the application of a suitable elastic compound The mast step is to be of strong construction, and is to be
approved by RINA. extended so as not to be connected to the transverse and
longitudinal framing of the bottom of the hull. The wedging
A further reduction of 1,5 mm may be applied to the deck
on deck is to be provided with watertight means.
thickness when the deck is sheathed with nylon, reinforced
plastics or other approved coverings. When the mast rests on deck, the underlying structure is to
The fixed fittings on deck, in particular winches, windlasses, be strengthened in way such as to avoid giving way. If the
ballards and fairleads, are to be well secured on suitable mast rests on a coachroof, the hull is to be strengthened in
basements and isolated by means of coatings of appropriate way by means of a bulkhead or a stiffened frame.
materials. Before applying such insulating materials to the
For shrouds and stays in wire and not in rod, the breaking
basements, the timber is to be protected by suitable preserv-
loads of wires in galvanised steel 160 UNI 4434, in spiral
ative solutions or paints.
shape, 1x19 wires (col. 1), and in stainless steel AISI 316
Guardrail stanchions are to be fastened by at least two pins, 18/10 (ASTM-A 368-55) 1x19 wires, in spiral shape (col. 2)
one of which is to be a through pin. are included below for information purposes.
Table 9 : Planking - basic thickness
Length Deck planking in deckhouses

Shell and deck planking Coamings of coachroofs
L and coachroofs
mm mm
m mm
24 45,5 26 36
26 47,5 27 36
28 50 28 36
30 52 29 36

Pt B, Ch 5, Sec 4
Table 10 : Floor fastenings
Diameter of bolts
Depth of yacht at throat in the arms
D
Grown, or laminated, or Grown, or laminated, or
m Bent frames Bent frames
steel frames steel frames
mm mm
mm mm
≤2,4 12 8 8 8
2,6 12 9 9 8
2,8 14 10 10 8
3 14 12 12 8
3,2 16 12 12 9
3,4 18 14 14 9
3,6 20 14 14 9
3,8 20 - 14 -
4 20 - 16 -
4,2 22 - 16 -
FASTENINGS OF LONGITUDINAL STRUCTURES

Diameter of bolts
Length of yacht
L Centreline structures of Scarfs and breasthook Beamshelves and beam
m yachts arms knees
mm mm mm
24 20 14 11
26 20 14 11
28 22 16 12
30 22 18 14
Table 11
Breaking load kN
Metallic
Diameter
cross-sec-
(mm) Col. 1 Col. 2
tion
(mm2)
3 5,37 7,75 7,36
4 9,55 13,73 13,73
5 14,2 21,10 20,60
6 21,5 30,90 29,43
7 29,2 41,60 40,22
8 38,2 54,94 52,97
10 59,7 65,73 83,39
12 86,0 122,63 117,72

242
Pt B, Ch 5, Sec 4
1 - Wood keel 7 - Knee 13 - Stern counter
2 - External ballast 8 - Rudder 14 - Upper stern
3 - Hog 9 - Propeller aperture 15 - Frames
16 - Stringers
Figure 1 : Sailing yachts - Constructional profile
4 - Rabbet 10 - Floors
5 - Stempost 11 - Mainmast step 17 - Shelves
6 - Sternpost 12 - Mizzen step 18 - Beams
RINA Rules for Pleasure Yachts 2018

Pt B, Ch 5, Sec 4
Figure 2 : Midship section
1 - Wood keel 9 - Sheerstrake 17 - Carling
2 - Ballast 10 - Shelf 18 - Coaming "Coachroof"
3 - Frame 11 - Beam clamp 19 - Side planking "Coachroof"
4 - Floor 12 - Half beams 20 - Beam "Coachroof"
5 - Stringers 13 - Deck planking 21 - Shelf "Coachroof"
6 - Bottom simple planking 14 - Waterway 22 - Top "Coachroof"
7 - Planking inner skin 15 - Seam
8 - Planking outer skin 16 - Stay seam

244
Pt B, Ch 5, Sec 4
Figure 3 : Sternframe
1 - Wood keel 6 - Heel piecedl
2 - External ballast 7 - Rudder
3 - Rabbet 8 - Propeller aperture
4 - Sternpost 9 - Stern counter
5 - Knee 10 - Hog

Pt B, Ch 5, Sec 4
Figure 4 : Typical floors
L = length of arms
ANGLE FLOOR WOOD FLOOR
h = height of floor
ANGLE FLOOR PLATE FLOOR

Pt B, Ch 5, Sec 5
SECTION 5 STRUCTURAL SCANTLINGS OF MOTOR YACHTS
1 General The transom structure consists of a frame having profile

parts with a cross-section not less than 120% of bottom
frames, side frames or beams; moreover, the structure's ver-
1.1
tical stiffeners, arranged in way of keel and bottom girders,
1.1.1 The scantlings in this Section apply to yachts of are to have a cross-section with a height equal to that of the
length L ≤ 35 metres with a chine hull of the type shown in side frames and width increased by 50%.
Fig 1 and Fig 2 and speed not exceeding 40 knots. The stiffeners above are generally to be spaced not more
For yacht which differ substantially from the above as than 600 mm apart.
regards dimensions and/or speed, or yachts with round
keels, the scantlings are determined by equivalence criteria. The thickness of transom planking is to be equal to that
given in Tab 2 (col. 2), with any modifications required in
accordance with those specified for shell planking.
2 Keel - stempost
2.1 4 Floors and frames

2.1.1 The minimum breadth of the keel and the aggregate
cross-sectional area of keel and hog frame are given in 4.1 General
Tab 1.
4.1.1 The ordinary framing of the hull is divided into three
Such scantlings are to be maintained up to the stem end,
parts:
while they may be reduced by 30% at the stern end.
Where they are made from a number of pieces, the keel and - bottom frames, comprising those between the keel and
hog frame are to be scarfed. The scarfs are to be 6 times the the chine stringers;
thickness and of hooked or tabled type, if bolted, or of plain - side frames, comprising those between the chine string-
type, if glued; the length may be reduced to not less than 4 ers and the waterways;
times the thickness where the scarf is bolted and glued.
- beams.
The keel scarfs are to be spaced not less than 1,5 metres
apart from those of the hog frame. The bottom frames, generally made of two pieces, one port
Stempost scantlings are given in Tab 1 and a typical stern- and one starboard of the keel, are butted in way of the
frame is shown in Fig 3. centreline and connected by means of a double plywood
floor.
3 Transom The side frames are in one piece connected to the bottom
frames by means of double plywood brackets.
3.1
The beams are connected to the side frames by means of
3.1.1 In chine hulls, the sternpost is replaced by a transom. double plywood brackets.
Table 1 : Keel and stempost
KEEL STEMPOST
Length
Cross-section of keel or keel Cross-section at Cross-section at
L Minimum breadth Width at heel
and hog (1) heel head
and at head
cm2
m mm mm
cm2 cm2
1 2 3 4 5 6
24 230 413 230 413 289
26 245 462 245 462 324
28 260 516 260 516 361
30 280 570 280 570 399
(1) Where there is no hog frame, a reduction in keel area of 10% in respect of that prescribed may be permitted. A keel cross-sec-
tion reduced such as to be not less than 0,85 of that given in col. 3 may be accepted provided that the difference is compen-
sated by an increased cross-section of girders.

Pt B, Ch 5, Sec 5
4.2 Bottom and side frames lap the frames by a distance not less than 2,5 times their
depth so as to constitute an effective connection by means
4.2.1 Frame scantlings are given in Tab 3, Tab 4 and Tab 5, of glue and clenched bolts. The space between the two
where three different types of frames are considered: floors above the frames is to be fitted with a chock; alterna-
Type I : solid or laminated frames, of constant scantlings tively, the frames may be shaped so as to have, at the
throughout the length of the hull; centreline, a depth above the keel equal to that required for
Type II : solid or laminated frames, alternated with one the heel of the frames. For floors, see Fig 4.
or two bent frames. Only the former are con-
nected by means of floors and brackets; the 4.4 Frame and beam brackets
scantlings are as prescribed for Type I frames;
Type III : solid or laminated frames, associated with bent 4.4.1 The connection of bottom frames to side frames and
longitudinals; this type of framing is to be asso- of the latter to beams is to be achieved be means of double
ciated with double-skin cross planking or cold brackets similar to those described for floors, but overlap-
moulded laminated multi-layer planking or, ping both frames and beams by a distance not less than
alternatively, with plywood planking. twice their respective depths (see Fig 5 and Fig 6).
In lieu of the brackets above, the frame-beam connection
4.3 Floors may be effected by simply overlapping, preferably dovetail-
ing the beam on the shelf (with glueing and pivoting), and
4.3.1 The floors connecting bottom frames (see [4.1]) are provided that transverse bulkheads are arranged, with spac-
to have thickness equal to half that required for the latter, ing not exceeding approximately 2 metres, so as to consti-
extend at the yacht's centreline to a height not less than tute main transverse strengthening elements of the hull, and
twice that prescribed for the heel of such frames and over- that no superstructure is arranged on the weather deck.
Table 2 : Shell and deck planking
Lenght SHELL PLANKING Weather deck planking Deck of superstructures (quarterdeck,

L Type I and II framing Type III framing deckhouses, coachroofs, trunks)
m mm mm mm mm
1 2 3 4 5
24 32 28,5 32 21
26 34 30 34 21
28 36 32 36 21
30 37,5 33,5 37,5 21
Table 3 : Frames
TYPE I FRAMING (EITHER GROWN, OR LAMINATED FRAMES ONLY)

BETWEEN KEEL AND CHINE BETWEEN CHINE AND DECK
Depth Spac- Grown frames Laminated frames Grown frames Laminated frames
D ing of
m web depth depth
width width depth width width. depth
mm mm at heel at head mm at heel at head
mm mm mm mm
mm mm mm mm
3,0 322 35 127 116 35 93 35 103 90 35 85
3,1 340 39 140 127 39 104 39 117 108 39 94
3,3 355 44 148 135 44 113 44 122 110 44 103
3,5 375 50 162 148 50 125 50 131 115 50 114
3,7 390 55 178 162 55 135 55 143 123 55 125
3,9 408 60 200 182 60 157 60 156 130 60 143

Pt B, Ch 5, Sec 5
5 Side girders and longitudinals floors and connected to the planking. The chocks and the
bent longitudinal may be omitted, but in such case the bot-
tom planking thickness given in Tab 2 is to be augmented
5.1 such as to achieve a cross-section throughout the bottom
increased by at least half that of the longitudinals.
5.1.1 On bottom frames, at least two continuous girders
are to be fitted each side, with a cross-section not less than A similar longitudinal, but with a cross-section reduced to
90 cm2. 0,65 of those described above and not fastened to the
planking, is to be fitted on side frames.
Such girders, continuous over bottom frames, are to be con-
nected to the bottom planking by means of chocks between Such longitudinal may be omitted where Type III framing is
frames, set on a bent longitudinal continuous through the adopted.
Table 4 : Frames
TYPE II FRAMING (EITHER GROWN OR LAMINATED FRAMES WITH BENT FRAMES IN BETWEEN)
Depth
Spacing between main frames and alternate frames Bent frames
D
mm one bent frame two bent frames three bent frames width depth
mm mm mm mm mm
3,0 560 650 730 36 25
3,1 590 690 770 38 27
3,3 620 725 800 40 30
3,5 - - - - -
3,7 - - - - -
3,9 - - - - -
Table 5 : Frames
TYPE III FRAMING (GROWN OR LAMINATED FRAMES OR BENTWOOD LONGITUDINALS)
BETWEEN KEEL AND CHINE BETWEEN CHINE AND DECK

Depth Spacing
of web Grown frames Laminated frames Grown frames Laminated frames
D
m mm depth depth
width width depth width width depth
mm at heel at head mm mm mm at heel at head mm mm
mm mm mm mm
3,0 640 37 148 126 37 92 37 104 94 37 84

3,1 680 41 160 136 41 103 41 112 106 41 93
3,3 710 46 176 150 46 112 46 122 110 46 103
3,5 750 52 192 163 52 124 52 135 115 52 113
3,7 780 58 208 176 58 135 58 146 122 58 123
3,9 820 62 232 197 62 156 62 160 129 62 142
Table 6 : Frames
TYPE III FRAMING (GROWN OR LAMINATED FRAMES OR BENTWOOD LONGITUDINALS)
Depth BENTWOOD LONGITUDINALS

D between keel and chine between chine and deck
m spacing
mm width depth width depth
mm mm mm mm
3,0 285 45 30 45 25
3,1 300 48 33 48 27
3,3 315 50 36 50 30
3,5 330 53 39 53 33
3,7 345 55 42 55 36
3,9 360 58 45 58 39

Pt B, Ch 5, Sec 5
6 Beams The cross-section of shelves and stringers is to be consid-

ered as inclusive of the dappings for beam and frame ends.
6.1 Table 8
6.1.1 (1/1/2016)
The arrangement of beams is generally to be carried out as Length L of the Cross-sectional Cross-sectional
follows: hull area of beam area of chine
(m) shelves (cm2) stringers (cm2)
- for hulls with Type I framing: beams on every frame;
- for hulls with Type II or III framing: beams in way of 24 95 112
solid or laminated frames, with bracket connection and 26 110 128
28 125 140
intermediate beams, without brackets, let into the shelf.
30 140 152
Beams are to have width equal to that of the frames to 32 155 164
35 177 182
which they are connected and section modulus, in cm3, not
less than:
8 Shell planking
Z1 = K1 ⋅ a ⋅ s
At the ends of large openings, beams are to be fitted having 8.1 Thickness of shell planking
a section modulus, in cm3, not less than:
Z2 = K2 ⋅ a ⋅ s 8.1.1 The basic thickness of shell planking is given in
Tab 2.
where:
If the frame spacing is other than that shown in Tab 3, the
Z1,Z2 : section modulus of beams without planking planking thickness is to be increased or may be reduced,
contribution, in cm3 accordingly, by 10% for every 100 mm of difference.
a : width of beams, in cm After correction for spacing, the planking thickness may be
s : beam spacing, in m reduced:
K1,K2 : coefficient given by Tab 7 as a function of the - by 10% if a diagonal or longitudinal double-skin plank-
beam span. ing is adopted;
Where laminated beams are arranged, the section moduli - by 15% if composite planking constituted by inner ply-
Z1 and Z2 may be reduced to 0,85 of those indicated above. wood skin and one or two outer longitudinal diagonal
strakes is adopted;
Table 7 - by 25% if laminated planking (i.e. at least three cold-
moulded layers) or plywood is adopted.
Coefficients for calculation of beam section mod-
Moreover, the plywood thickness is to be not less than 30%
ulus
of the total thickness or less than 6 mm.
Beam span
K1 K2 Yachts with speed > 25 knots are to have bottom frames
(m)
At the At the (floors and longitudinals) stiffened in respect of the scant-
At the ends At the end lings in this Section and planking thickness increased as fol-
centreline centreline
lows (for deadrise = 25°) in respect of the values in Tab 2:
≤2 14,3 6,43 23 11,4 - speed from 26 to 30 knots: 5%
2,5 18 8,5 31 15,1
- speed from 31 to 35 knots: 10%
3 22,2 10,7 38,6 17,7
3,5 24,7 12,5 43,6 22,2
- speed from 36 to 40 knots: 15%.
4 28,3 13,9 48,7 23,6 When the deadrise is between 25° and 30° and outer longi-
4,5 30,6 14,9 52,5 25,2 tudinal strakes are fitted on the bottom planking, the above
5 32,4 16,3 56,8 27,7 increase in thickness may be reduced but is generally to be
5,5 35,1 17,1 60 28,7 no less than half of the percentage values above.
6 36,9 18,1 63,5 31,8
6,5 38,7 19,5 70 35 9 Deck planking
7 39,6 20,5 73,5 40,2
7,5 40,5 23 81 45,4 9.1 Weather deck
7 Beam shelves and chine stringers 9.1.1 Deck planking may be constituted by planks flanked
by a stringer board at side and by a kingplank at the centre-
7.1 line. Such planking may be solely plywood or plywood
with associated planking arranged as described above.
7.1.1 The cross-sectional area of beam shelves and chine The thickness of deck planking is given in Tab 2. If the
stringers is to be not less than that given by Tab 8 below as a beam spacing is other than that prescribed in [4.2], the
function of L and to have the ratio h/t < 3, where h is the planking thickness is to be increased or may be reduced,
depth and t the thickness of the bar. accordingly, by 10% for every 100 mm of difference.

Pt B, Ch 5, Sec 5
After correction for spacing, the planking thickness may be 9.3 Lower deck
reduced by 30% if plywood or plywood associated with
planking is employed. 9.3.1 In hulls with depth, measured between the upper
keel side and the weather deck beam, greater than or equal
Moreover, the plywood thickness is to be not less than 30%
of the total thickness or less than 6 mm. to 3,10 metres, a lower or cabin deck is to be arranged,
with beams having a section modulus not less than 60% of
that prescribed in Article 6 for weather deck beams and
9.2 Superstructure decks effectively fastened to the sides by means of a shelf with a
9.2.1 The thickness of planking of superstructure decks is cross-sectional area not less than 2/3 of that required in
given in Tab 2. Tab 8.
Such thickness is subject to the reductions and increases for When the depth, as measured above, exceeds 4,30 metres,
weather deck planking as provided for in [9.1]. the fastening of beams to side is to be completed by means
of plywood brackets arranged at least at every second beam
and having scantlings as prescribed in [4.4].
The scantlings of the deck planking are to be not less than
those required in [9.2].

1 - Keel 7 - Apron 13 - Transom frame
2 - Hog 8 - Stem 14 - Chine knees
3 - Grown frame 9 - Shelf 15 - Floors
4 - Chine stringer 10 - Knee 16 - Beam knees

Figure 1 : Motor yachts - Constructional profile
5 - Bent frame 11 - Transom stiffeners 17 - Beam
6 - Stempost 12 - Transom frame
251
Pt B, Ch 5, Sec 5
252
Pt B, Ch 5, Sec 5
Figure 2 : Midship section
1 - Keel 8 - Beam 15- Bottom and side planking -

2 - Hog 9 - Double knee Inner skin
3 - Bottom frame 10- Bottom stringers 16- Bottom and side planking -
4 - Side frame 11 - Deadwood Outer skin
5 - Double knee 12- Side stringers 17- Deck planking - Inner skin
6 - Chine 13- Shelf 18- Deck planking - Outer skin
7 - Bent frame 14- Carling 19- Waterway

Pt B, Ch 5, Sec 5
Figure 3 : Stem
4 - Stempost
5 - Apron
3 - Stem
1 - Keel
2 - Hog

254
Pt B, Ch 5, Sec 5
Figure 4 : Detail of floor
1 - Keel 4 - Bottom stringer 7 - Planking - Outer skin
2- Hog 5 - Bent frame 8 - Double floor
3 - Bottom frame 6 - Planking - Inner skin

Figure 5 : Detail of floor
1 - Bottom frame 5 - Planking - Inner skin
2 - Side frame 6 - Planking - Outer skin
3 - Double knees 7 - Chine
4 - Chine stringer
255
Pt B, Ch 5, Sec 5
256
Pt B, Ch 5, Sec 5
1 - Side frame 6 - Hull planking - Outer skin

Figure 6 : Detail of gunwale connection
2 - Beam 7 - Deck planking - Inner skin
3 - Double knees 8 - Deck planking - Outer skin
4 - Shelf 9 - Waterway
5 - Hull planking - Inner skin 10 - Rubbing piece

Pt B, Ch 5, Sec 6
SECTION 6 WATERTIGHT BULKHEADS, LINING, MACHINERY

SPACE
1 Wooden bulkheads where:

Z : section modulus of vertical stiffener with associ-
1.1 ated strip of plating one spacing wide, in cm3
h : distance from midpoint of stiffener to top of
1.1.1 Wooden watertight bulkheads normally consist of
bulkhead, in m
plywood boards of adequate thickness in relation to the hull
size and the spacing and strength of stiffeners. Glues for s : spacing of vertical stiffeners, in m
timber fastenings are to be of resorcinic or phenolic type, S : aggregate span of vertical stiffeners.
i.e. durable and water-resistant in particular. The connection of the bulkhead to planking is to be effected
As regards the number of watertight bulkheads, attention is on grown or laminated frames, and provided with water-
drawn to the provisions of Ch 1, Sec 1. tight packing where necessary.
The plywood, normally arranged in vertical panels, is to be Bulkheads are to be caulked or made watertight by means
scarfed or strapped in way of vertical stiffeners. of suitable gaskets. On completion, any watertight bulk-
Connection to the hull is to be effected by means of a heads and doors are to be tested using a strong jet of water.
grown or laminated frame and made watertight by packing
where necessary.
3 Internal lining of hull and drainage
2 Steel bulkheads
3.1
2.1 3.1.1 Where ceilings or internal linings are arranged, they
are to be fitted so as to be, as far as practicable, easily
2.1.1 Steel watertight bulkheads are to be of thickness as
removable for maintenance and painting of the underlying
shown in Tab 1 as a function of the spacing of stiffeners and
structures. Linings are to allow sufficient ventilation of air
the height of the bulkhead.
spaces between them and planking.
The scantlings are given on the assumption that the lowest
Limber holes are to be provided in the bottom structures
strake is horizontal and subsequent strakes vertical. When
such as to allow the drainage of bilge liquids into suction
all strakes are horizontal, the thickness of the third and
wells.
higher strakes may be decreased by a maximum of 0,5 mm
per strake so as to reach a reduction of 25%, in respect of
the Tab 1 thickness, for the highest strake. 4 Machinery space structures
If the spacing is other than that shown in the Tab 1, the
thickness is to be modified by 0,5 mm for every 100 mm of 4.1
difference in spacing. The spacing of vertical stiffeners is not
to exceed 600 mm for the collision bulkhead. 4.1.1 The scantlings of floors, web frames and foundation
3
The scantlings of vertical stiffeners, in cm , without end girders are to be adequate for the weight, power and type of
connections are to be not less than: machinery; their suitability and that of associated connec-
tions is to be satisfactory with particular regard to engine
2
Z = ( 4, 2 + 4h )s ⋅ S running and navigation tests when required by these Rule.

Pt B, Ch 5, Sec 6
Table 1 : Watertight steel bulkheads
Height of bulkhead Spacing of vertical stiffeners Thickness of lower strake Thickness of other strakes
mm mm mm mm
≤2,40 375 4 3,5
2,60 390 5 4,5
2,80 410 5 4,5
3,00 425 5,5 5
3,20 440 5,5 5
3,40 460 5,5 5
3,60 475 6 5,5
3,80 490 6 5,5
4,00 510 6 5,5
4,20 525 6 5,5
4,40 540 6,5 6
4,60 560 6,5 6
4,80 575 6,5 6
5,00 590 6,5 6

Part B
Hull
Chapter 6
STABILITY
SECTION 1 STABILITY
APPENDIX 1 INCLINING TEST AND LIGHTWEIGHT CHECK
APPENDIX 2 STABILITY INFORMATION BOOKLET

Pt B, Ch 6, Sec 1
SECTION 1 STABILITY
1 General The angle of heel on account of crowding of passengers

to one side is not to exceed 10° and in any event the
freeboard deck is not to be immersed.
1.1
For yachts less than 20 m in length, the angle of heel is
1.1.1 This Section outlines the minimum requirements for not to be greater than the angle corresponding to a free-
intact stability for both motor and sailing vessels. board of 0,1 m before the deck’s immersion, or 12° if
less.
This Section deals with the standards for intact stability.
For yachts with B/D >= 2,5 that can not satisfy what
1.1.2 An intact stability standard proposed for assessment above as alternative what required for multihull may be
of a vessel type not covered by the standards defined in this applied.
Section is to be submitted to RINA for approval at the earli-
2.1.2 Multi-hulls
est opportunity.
The curves of statical stability for seagoing conditions are to
1.1.3 If used, permanent ballast is to be located in accord- meet the following criteria:
ance with a plan approved by RINA and in a manner that a) the area under the righting lever curve (GZ curve) is not
prevents shifting of position. Permanent ballast is not to be to be less than 0,075 metre-radians up to an angle of
removed from the ship or relocated within the ship without 20º when the maximum righting lever (GZ) occurs at
the approval of RINA. Permanent ballast particulars are to 20º and, not less than 0,055 metre-radians up to an
be noted in the ship's stability booklet. Attention is to be angle of 30º when the maximum righting lever (GZ)
paid to local or global hull strength requirements from the occurs at 30º or above. When the maximum GZ occurs
fitting of additional ballast. at angles between 20º and 30º the corresponding area
under the GZ curve, Areq is to be taken as follows:
2 Intact Stability Standards Areq={0,055 + 0,002(30 - qmax) metre radians;
where qmax is the angle of heel in degrees where the GZ
2.1 Motor vessels curve reaches its maximum.
b) the area under the GZ curve between the angles of heel
2.1.1 Monohull Vessels (1/1/2017)
of 30º and 40º or between 30º and the angle of down-
The curves of statical stability for seagoing conditions are to flooding if this is less than 40º, is not to be less than
meet the following criteria: 0,03 metre-radians;
a) the area under the righting lever curve (GZ curve) is not c) the righting lever (GZ) is to be at least 0,20 metres at an
to be less than 0,055 metre-radians up to 30º angle of angle of heel where it reaches its maximum;
heel and not less than 0,09 metre-radians up to 40º
d) the maximum GZ is to occur at an angle of heel not less
angle of heel, or the angle of downflooding, if this angle
is less; than 20º;
e) after correction for free surface effects, the initial meta-
b) the area under the GZ curve between the angles of heel
centric height (GM) is not to be less than 0,15 metres;
of 30º and 40º or between 30º and the angle of down-
flooding if this is less than 40º, is not to be less than f) if the maximum righting lever (GZ) occurs at an angle of
0.03 metre-radians; less than 20º, approval of the stability is to be consid-
ered by RINA as a special case.
c) the righting lever (GZ) is to be at least 0,20 metres at an
angle of heel equal to or greater than 30º; 2.1.3 For the purpose of assessing whether the stability cri-
d) the maximum GZ is to be occur at an angle of heel teria are met, GZ curves are to be produced for the loading
preferably exceeding 30º but not less than 25º; conditions applicable to the operation of the vessel.
e) after correction for free surface effects, the initial meta- 2.1.4 Superstructures
centric height (GM) is not to be less than 0,15 metres;
a) The buoyancy of enclosed superstructures complying
f) in the event that the vessels intact stability standard fails with regulation 3(10)(b) of the ICLL may be taken into
to comply with the criteria defined in a) to e) RINA may account when producing GZ curves.
be consulted for the purpose of specifying alternative
b) Superstructures, the doors of which do not comply with
but equivalent criteria.
the requirements of regulation 12 of ICLL, are not to be
g) crowding of passengers taken into account.

Pt B, Ch 6, Sec 1
2.1.5 High Speed Vessels Noting that:

In addition to the criteria above, Designers and builders are WLO is the magnitude of the actual wind heeling lever
to address the following hazards which are known to effect at 0º which would cause the vessel to heel to the 'down
vessels operating in planing modes or those achieving rela- flooding angle' θf or 60º whichever is the lesser.
tively high speeds: GZf is the lever of the vessel's GZ at the down flooding
a) directional instability, often coupled to roll and pitch angle (θf ) or 60º whichever is the lesser.
instabilities; θd is the angle at which the 'derived wind heeling' curve
b) bow diving of planing vessels due to dynamic loss of intersects the GZ curve. (If θd is less than 15º the vessel
longitudinal stability in calm seas; will be considered as having insufficient stability).
c) reduction in transverse stability with increasing speed in θf the 'down-flooding angle' is the angle of heel causing
monohulls; immersion of the lower edge of openings having an
d) porpoising of planing monohulls being coupled with aggregate area, in square metres, greater than:
pitch and heave oscillations; Δ -
------------
1500
e) generation of capsizing moments due to immersion of
chines in planing monohulls (chine tripping). where Δ = vessels displacement in tonnes.
All regularly used openings for access and for ventila-
2.2 Sailing vessels tion are to be considered when determining the down-
flooding angle. No opening regardless of size which
2.2.1 Monohull may lead to progressive flooding is to be immersed at an
a) Curves of statical stability (GZ curves) for at least the angle of heel of less than 40º. Air pipes to tanks can,
Loaded Departure with 100% consumables and the however, be disregarded.
Loaded Arrival with 10% consumables are to be pro- If, as a result of immersion of openings in a superstructure, a
duced. vessel cannot meet the required standard, those superstruc-
b) The GZ curves required by a) should have a positive ture openings may be ignored and the openings in the
range of not less than 90º. For vessels of more than 45m, weather deck used instead to determine θf . In such cases
a range of less than 90º may be considered but may be the GZ curve is to be derived without the benefit of the
subject to agreed operational criteria. buoyancy of the superstructure.
c) In addition to the requirements of b), the angle of steady It might be noted that provided the vessel complies with the
heel is to be greater than 15 degrees (see figure). The requirements of [2.1.1], [2.1.2] and [2.1.3] and is sailed
angle of steady heel is obtained from the intersection of with an angle of heel which is no greater than the 'derived
a 'derived wind heeling lever' curve with the GZ curve angle of heel', it should be capable of withstanding a wind
required by a). gust equal to 1,4 times the actual wind velocity (i.e. twice
the actual wind pressure) without immersing the 'down
In the figure:
flooding openings', or heeling to an angle greater than 60º.
'dwhl' = the 'derived wind heeling lever' at any angle θ
2.2.2 Multi-hull
dwhl =0, 5 × WLO × Cos
1, 3
θ a) Curves of statical stability in both roll and pitch are to
be prepared for at least the Loaded Arrival with 10%
where: consumables. The VCG is to be obtained by one of the
three methods listed below:
GZ f 1) inclining of complete craft in air on load cells, the
W LO = -------------------
1, 3
-
Cos θ f VCG being calculated from the moments generated
by the measured forces, or
Figure 1 2) separate determination of weights of hull and rig
(comprising masts and all running and standing rig-
ging), and subsequent calculation assuming that the
hull VCG is 75% of the hull depth above the bottom
GZ Lever (M)
of the canoe body, and that the VCG of the rig is at

half the length of the mast (or a weighted mean of
the lengths of more than one mast), or
WLO
GZ Curve 3) detailed calculation of the weight and CG position

of all components of the vessel, plus a 15% margin
Derived
GZf
of the resulting VCG height above the underside of

dwhl
Heel
canoe body.
Angle
d b) If naval architecture software is used to obtain a curve of
pitch restoring moments, then the trim angle must be
0 >15 f 90 found for a series of longitudinal centre of gravity (LCG)
positions forward of that necessary for the design water-
Heel Angle (º) line. The curve can then be derived as follows:

Pt B, Ch 6, Sec 1
GZ in pitch = CG' x cos (trim angle) 1.2 x (fully loaded mass in tonnes)
thus ensuring that it is sufficient to support the mass of
the fully loaded vessel by a margin. Allowance for
T FP – T AP
trim angle = tan – 1  --------------------
- trapped bubbles of air (apart from dedicated air tanks
L BP 
and watertight compartments) is not to be included.
where:
e) The maximum safe wind speed with no sails set calcu-
CG' = shift of LCG forward of that required for design lated in accordance with c) above is to exceed 36 knots.
trim, measured parallel to base line
f) Trimarans used for unrestricted operations are to have
TFP = draught at forward perpendicular sidehulls each having a total buoyant volume of at least
TAP = draught at aft perpendicular 150% of the displacement volume in the fully loaded
LBP = length between perpendiculars condition.
Approximations to maximum roll or pitch moments are g) The stability information booklet is to include informa-
not acceptable. tion and guidance on:
c) Data is to be provided to the user showing the maxi- 1) the stability hazards to which these craft are vulnera-
mum advised mean apparent wind speed appropriate to ble, including the risk of capsize in roll and/or pitch;
each combination of sails, such wind speeds being cal- 2) the importance of complying with the maximum
culated as the lesser of the following: advised apparent wind speed information supplied;
3) the need to reduce the tabulated safe wind speeds
LM R by the vessel speed in following winds;
vw = 1, 5 ------------------------------------------
-
A' S h cos φ R + A D b 4) the choice of sails to be set with respect to the pre-
vailing wind strength, relative wind direction, and
or
sea state;
5) the precautions to be taken when altering course
LM P
v w = 1, 5 ------------------------------------------
- from a following to a beam wind.
A' S h cos φ P + A D b
h) In vessels required to demonstrate the ability to float
where: after inversion (according to c) above), an emergency
vw = maximum advised apparent wind speed (knots) escape hatch is to be fitted to each main inhabited
LMR = maximum restoring moment in roll (N-m) watertight compartment such that it is above both
upright and inverted waterlines.
LMp = limiting restoring moment in pitch (N-m), defined
as the pitch restoring moment at the least angle of the
following:
2.3 Element of Stability
1) angle of maximum pitch restoring moment, or 2.3.1 Unless otherwise specified, the lightship weight, ver-
2) angle at which foredeck is immersed tical centre of gravity (KG) and longitudinal centre of gravity
(LCG) of a vessel are to be determined from the results of an
3) 10º from design trim inclining experiment.
A'S = area of sails set including mast and boom (square
metres) 2.3.2 An inclining experiment is to be conducted in
h = height of combined centre of effort of sails and spars accordance with a detailed standard which is approved by
above the waterline RINA and, in the presence of a RINA Surveyor.
fR = heel angle at maximum roll righting moment (in 2.3.3 The inclining experiment and the lightweight check
conjunction with LMR) are to be conducted in accordance with the provisions of
fP = limiting pitch angle used when calculating LMP (in App 1.
conjunction with LMP)
2.3.4 The report of the inclining experiment and the light-
AD = plan area of the hulls and deck (square metres)
ship particulars derived are to be approved by RINA prior to
b = distance from centroid of AD to the centreline of the their use in stability calculations.
leeward hull
This data is to be accompanied by the note: 2.3.5 For sister vessels, in order to verify the stability docu-
mentation the following procedure is to be applied:
In following winds, the tabulated safe wind speed for
each sail combination should be reduced by the boat a) the shipyard declares that a ship is dealt with as a proto-
speed. type.
d) If the maximum safe wind speed under full fore-and-aft An inclining experiment is to be carried out this firts
sail is less than 27 knots, it is to be demonstrated by cal- ship (prototype) and, on the basis of the results, a full
culation using annex D of ISO 12217-2 (2002) that, stability booklet is to be prepared, taking into account
when inverted and/or fully flooded, the volume of buoy- the Rule stability requirements.
ancy, expressed in cubic metres (m3), in the hull, fittings The above documents are to be examined and
and equipment is greater than: approved.

Pt B, Ch 6, Sec 1
b) In the case of a declared sister ship (same hull, machin- subjected to a complete reassessment of stability and pro-
ery, subdivision, general arrangement and furniture (as vided with newly approved stability information.
far as reasonable), a lightweight survey is to be carried A major refit or major alteration is one which results in a
out instead of an inclining test, provided that: change in the lightship weight of 2% and above and/or a
1) the ship is built by the same shipyard; change in the longitudinal centre of gravity of 1% and
above (measured from the aft perpendicular), and/or an
2) the same drawings are used;
increase in the calculated vertical centre of gravity of 0,25%
3) when the sister ship is built the light ship displace- and above (measured from the keel).
ment difference in comparison to the prototype is
not greater than + 2-3%; 2.4.4 Sailing vessels are to have, readily available, a copy
of the Curves of Maximum Steady Heel Angle to Prevent
4) a sister ship statement is communicated to RINA, Downflooding in Squalls, or in the case of a multihull, the
thus formalising the request to waive the inclining values of maximum advised mean apparent windspeed, for
experiment for the sister ship. the reference of the watchkeeper. This should be a direct
Should a ship be declared a sister ship of a prototype, the copy taken from that contained in the approved stability
following documentation is to be sent for approval: booklet.
a) light-ship weight report (duly signed by the attending
2.4.5 The overall sail area and spar weights and dimen-
RINA Surveyor and by the shipyard representative);
sions are to be as documented in the vessel's stability infor-
b) stability booklet as photocopy of the prototype, only mation booklet. Any rigging modifications that increase the
updatef for the general description (ship’s name, port of overall sail area, or the weight/dimensions of the rig aloft,
registry, flag, etc.). must be accompanied by an approved updating of the sta-
bility information booklet.
2.4 Stability Documents
2.5 Stability criteria for yachts less than 24
2.4.1 A vessel is to be provided with a stability information m in length
booklet for the Master, which is to be approved by RINA.
2.5.1 (15/6/2011)
2.4.2 The stability information booklet is to be contain the For yachts less than 24 m in length, the stability assessment
information specified in App 2. may be carried out in compliance with ISO Standard
12217-1 and 12217-2 respectively for non sailing boats and
2.4.3 A vessel with previously approved stability informa- for sailing boats, and as an alternative to the relevant criteria
tion which undergoes a major refit or alterations is to be given in [2.1] and [2.2].

Pt B, Ch 6, App 1
APPENDIX 1 INCLINING TEST AND LIGHTWEIGHT CHECK
1 General U-tube difference in height specified in [3] is complied

with. Test weights are to be compact and of such a configu-
ration that the VCG (vertical centre of gravity) of the weights
1.1 Aim of the Appendix can be accurately determined. Each weight is to be marked
with an identification number and its weight. Re-certifica-
1.1.1 Prior to the test, RINA's Surveyor is to be satisfied of
tion of the test weights is to be carried out prior to the
the following:
incline. A crane of sufficient capacity and reach, or some
a) the weather conditions are to be favourable; other means, is to be available during the inclining test to
b) the yacht is to be moored in a quiet, sheltered area free shift weights on the deck in an expeditious and safe man-
from extraneous forces, such as to allow unrestricted ner. Water ballast and people are generally not acceptable
heeling. The yacht is to be positioned in order to mini- as inclining weight.
mise the effects of possible wind, stream and tide;
2.1.2 Where the use of solid weights to produce the inclin-
c) the yacht is to be transversely upright and the trim is to ing moment is demonstrated to be impracticable, the move-
be taken not more than 1% of the length between per- ment of ballast water may be permitted as an alternative
pendiculars. If this condition is not satisfied, hydrostatic method. This acceptance would be granted for a specific
data and sounding tables are to be available for the test only, and approval of the test procedure by RINA is
actual trim; required. The following conditions are to be met:
d) cranes, derrick, lifeboats and liferafts capable of induc- a) inclining tanks are to be wall-sided and free of large
ing oscillations are to be secured; stringers or other internal members that create air pock-
e) main and auxiliary boilers, pipes and any other system ets;
containing liquids are to be filled;
b) tanks are to be directly opposite to maintain the yacht's
f) the bilge and the decks are to be thoroughly dried; trim;
g) preferably, all tanks are to be empty and clean, or com- c) specific gravity of ballast water is to be measured and
pletely full. The number of tanks containing liquids is to recorded;
be reduced to a minimum taking into account the
above-mentioned trim. d) pipelines to inclining tanks are to be full. If the yacht's
piping layout is unsuitable for internal transfer, portable
The shape of the tank is to be such that the free surface
pumps and pipes/hoses may be used;
effect can be accurately determined and remains almost
constant during the test. All cross connections are to be e) blanks must be inserted in transverse manifolds to pre-
closed; vent the possibility of liquids being "leaked" during
h) the weights necessary for the inclination are to be transfer. Continuous valve control must be maintained
already on board, located in the correct place; during the test;
i) all work on board is to be suspended and crew or per- f) all inclining tanks must be manually sounded before
sonnel not directly involved in the inclining test are to and after each shift;
leave the yacht;
g) vertical, longitudinal and transverse centres are to be
j) the yacht is to be as complete as possible at the time of calculated for each movement;
the test. The number of weights to be removed, added
or shifted is to be limited to a minimum. Temporary h) accurate sounding/ullage tables are to be provided. The
material, tool boxes, staging, sand, debris, etc. on board yacht's initial heel angle is to be established prior to the
is to be reduced to an absolute minimum. incline in order to produce accurate values for volumes
and transverse and vertical centres of gravity for the
inclining tanks at every angle of heel. The draught marks
2 Inclining weights amidships (port and starboard) are to be used when
establishing the initial heel angle;
2.1 i) verification of the quantity shifted may be achieved by a
flowmeter or similar device;
2.1.1 The total weight used is preferably to be sufficient to
provide a minimum inclination of one degree and a maxi- j) the time to conduct the inclining is to be evaluated. If
mum of four degrees of heel to each side. RINA may, how- time requirements for transfer of liquids are considered
ever, accept a smaller inclination angle for large yachts too long, water may be unacceptable because of the
provided that the requirement on pendulum deflection or possibility of wind shifts over long periods of time.

Pt B, Ch 6, App 1
3 Pendulums 6 Calculation of the displacement
3.1 6.1
3.1.1 The use of three pendulums is recommended but a 6.1.1 The following operations are to be carried out for the
minimum of two are to be used to allow identification of calculation of the displacement:
bad readings at any one pendulum station. However, for
a) draught mark readings are to be taken at aft, midship
yachts of a length equal to or less than 30 m, only one pen-
and forward, at starboard and port sides;
dulum can be accepted. They are each to be located in an
area protected from the wind. The pendulums are to be b) the mean draught (average of port and starboard read-
long enough to give a measured deflection, to each side of ing) is to be calculated for each of the locations where
upright, of at least 10 cm. To ensure recordings from indi- draught readings are taken and plotted on the yacht's
vidual instruments are kept separate, it is suggested that the lines drawing or outboard profile to ensure that all read-
pendulums be physically located as far apart as practical. ings are consistent and together define the correct
waterline. The resulting plot is to yield either a straight
The use of an inclinometer or U-tube is to be considered in line or a waterline which is either hogged or sagged. If
each separate case. It is recommended that inclinometers or inconsistent readings are obtained, the freeboards/
other measuring devices only be used in conjunction with draughts are to be taken again;
at least one pendulum.
c) the specific gravity of the sea water is to be determined.
Samples are to be taken from a sufficient depth of the
4 Means of communication water to ensure a true representation of the sea water
and not merely surface water, which could contain fresh
water from run off of rain. A hydrometer is to be placed
4.1 in a water sample and the specific gravity read and
recorded. For large yachts, it is recommended that sam-
4.1.1 Efficient two-way communications are to be pro- ples of the sea water be taken forward, midship and aft,
vided between central control and the weight handlers and and the readings averaged. For small yachts, one sample
taken from midship is sufficient. The temperature of the
between central control and each pendulum station. One
water is to be taken and the measured specific gravity
person at a central control station is to have complete con-
corrected for deviation from the standard, if necessary;
trol over all personnel involved in the test.
d) A correction to water specific gravity is not necessary if
the specific gravity is determined at the inclining experi-
5 Documentation ment site. Correction is necessary if specific gravity is
measured when the sample temperature differs from the
5.1 temperature at the time of the inclining test. Where the
value of the average calculated specific gravity is differ-
ent from that reported in the hydrostatic curves, ade-
5.1.1 The person in charge of the inclining test is to have quate corrections are to be made to the displacement
available a copy of the following plans at the time of the curve;
test:
e) all double bottoms, as well as all tanks and compart-
a) hydrostatic curves or hydrostatic data; ments which can contain liquids, are to be checked,
paying particular attention to air pockets which may
b) general arrangement plan of decks, holds, inner bot-
accumulate due to the yacht's trim and the position of
toms; air pipes;
c) capacity plan showing capacities and vertical and longi- f) it is to be checked that the bilge is dry, and an evalua-
tudinal centres of gravity of cargo spaces and tanks. tion of the liquids which cannot be pumped, remaining
When water ballast is used as inclining weights, the in the pipes, boilers, condenser, etc., is to be carried
transverse and vertical centres of gravity for the applica- out;
ble tanks, for each angle of inclination, must be availa-
ble; g) the entire yacht is to be surveyed in order to identify all
items which need to be added, removed or relocated to
d) tank sounding tables; bring the yacht to the lightship condition. Each item is to
be clearly identified by weight and location of the cen-
e) draught mark locations; tre of gravity;
f) docking drawing with keel profile and draught mark h) the possible solid permanent ballast is to be clearly
corrections, if available. identified and listed in the report.

Pt B, Ch 6, App 1
7 Inclining procedure moment calculated by multiplying the distance by the

amount of weight moved. The tangent is calculated for each
pendulum by dividing the deflection by the length of the
7.1
pendulum. The resultant tangents are plotted on the graph
7.1.1 as shown in Fig 2.
The standard test generally employs eight distinct weight
The pendulum deflection is to be read when the yacht has
movements as shown in Fig 1.
reached a final position after each weight shifting.
Figure 1 During the reading, no movements of personnel are
allowed.
For yachts with a length equal to or less than 30 m, six dis-
tinct weight movements may be accepted.
Figure 2
8 Lightweight check
The weights are to be transversally shifted, so as not to mod-
ify the yacht's trim and vertical position of the centre of 8.1
gravity.
8.1.1 An inclining test for an individual yacht may be dis-
After each weiht shifting, the new position of the transverse pensed with by RINA on a case by case basis, provided that
center of gravity of the weihts is to be accurately deter- basic stability data are available from the inclining test of a
mined. sister yacht and a satisfactory lightweight check is per-
After each weight movement, the distance the weight was formed in order to prove that the sister yacht corresponds to
moved (centre to centre) is to be measured and the heeling the prototype yacht.

Pt B, Ch 6, App 2
APPENDIX 2 STABILITY INFORMATION BOOKLET
1 Information to be included the above-mentioned information is derived from a sis-

ter yacht, the reference to this sister yacht is to be clearly
indicated, and a copy of the approved inclining test
1.1 General
report relevant to this sister yacht is to be included;
1.1.1 A stability information booklet is a stability manual, i) standard loading conditions and examples for develop-
to be approved by RINA, which is to contain sufficient ing other acceptable loading conditions using the infor-
information to enable the Master to operate the yacht in mation contained in the booklet
compliance with the applicable requirements contained in j) intact stability results (total displacement and its center
the Rules. of gravity co-ordinates, draughts at perpendiculars, GM,
GM corrected for free surfaces effect, GZ values and
1.2 List of information curve when applicable, reporting a comparison
between the actual and the required values) are to be
1.2.1 The following information is to be included in the available for each of the above-mentioned operating
stability information booklet: conditions;
a) a general description of the yacht, including: k) information on loading restrictions when applicable;
• the yacht's name and RINA classification number l) information about openings (location, tightness, means
• the yacht type and service notation of closure), pipes or other progressive flooding sources;
• the class notations m) information concerning the use of any special cross-
• the yard, the hull number and the year of delivery flooding fittings with descriptions of damage conditions
• the flag, the port of registry, the international call which may require cross-flooding, when applicable;
sign n) any other necessary guidance for the safe operation of
• the moulded dimensions the yacht;
• the design draft o) a table of contents and index for each booklet.
• the displacement corresponding to the above-men-
tioned draughts; 2 Loading conditions
b) clear instructions on the use of the booklet;
c) general arrangement and capacity plans indicating the 2.1
assigned use of compartments and spaces (stores,
accommodation, etc.); 2.1.1 The standard loading conditions to be included in
the stability information booklet are:
d) a sketch indicating the position of the draught marks
referred to the yacht's perpendiculars; a) yacht in the fully loaded departure condition, with full
stores and fuel and the full number of guests;
e) hydrostatic curves or tables corresponding to the design
trim, and, if significant trim angles are foreseen during b) lightship condition;
the normal operation of the yacht, curves or tables cor- c) yacht in the fully loaded arrival condition, with only
responding to such range of trim. A clear reference rele- 10% stores and fuel remaining and the full number of
vant to the sea density, in t/m3, is to be included as well guests.
as the draught measure (from keel or underkeel); Such loading cases are considered as a minimum require-
f) cross curves (or tables) of stability calculated on a free ment and additional loading cases may be included as
trimming basis, for the ranges of displacement and trim deemed necessary or useful.
anticipated in normal operating conditions, with indica- The effect of the swimming pool full of water with maxi-
tion of the volumes which have been considered in the mum free surfaces correction is to be taken into considera-
computation of these curves; tion in the stability calculation.
g) tank sounding tables or curves showing capacities, cen-
tre of gravity, and free surface data for each tank; 3 Stability curve calculation
h) lightship data from the inclining test, including lightship
displacement, centre of gravity co-ordinates, place and 3.1 General
date of the inclining test, as well as RINA approval
details specified in the inclining test report. It is recom- 3.1.1 Hydrostatic and stability curves are normally pre-
mended that a copy of the approved test report be pared on a designed trim basis. However, where the operat-
enclosed with the stability information booklet. Where ing trim or the form and arrangement of the yacht are such

Pt B, Ch 6, App 2
that change in trim has an appreciable effect on righting 4 Effects of free surfaces of liquids in
arms, such change in trim is to be taken into account. tanks
The calculations are to take into account the volume to the
upper surface of the deck sheathing. 4.1 General
4.1.1 For all loading conditions, the initial metacentric
3.2 Superstructures and deckhouses which height and the righting lever curve are to be corrected for
may be taken into account the effect of free surfaces of liquids in tanks.
3.2.1 Enclosed superstructures complying with the Inter- 4.2 Consideration of free surface effects
national Load Line Convention (ILLC) may be taken into
4.2.1 Free surface effects are to be considered whenever
account.
the filling level in a tank is less than 98% of full condition.
The second tier of similarly enclosed superstructures may Free surface effects need not be considered where a tank is
also be taken into account. Deckhouses on the freeboard nominally full, i.e. filling level is 98% or above. Free surface
deck may be taken into account, provided that they comply effects for small tanks may be ignored under the condition
with the conditions for enclosed superstructures laid down in [4.8].
in the ILCC.
4.3 Categories of tanks
Where deckhouses comply with the above conditions,
except that no additional exit is provided to a deck above, 4.3.1 Tanks which are taken into consideration when
such deckhouses are not to be taken into account; however, determining the free surface correction may be one of two
any deck openings inside such deckhouses are to be con- categories:
sidered as closed even where no means of closure are pro- a) Tanks with fixed filling level (e.g. liquid cargo, water
vided. ballast). The free surface correction is to be defined for
the actual filling level to be used in each tank;
Deckhouses, the doors of which do not comply with the
b) Tanks with variable filling level (e.g. consumable liquids
requirements in the ILCC, are not to be taken into account;
such as fuel oil, diesel oil, and fresh water, and also liq-
however, any deck openings inside the deckhouse are uid cargo and water ballast during liquid transfer opera-
regarded as closed where their means of closure comply tions).
with the requirements of the ILCC. Deckhouses on decks
Except as permitted in [4.6], the free surface correction is to
above the freeboard deck are not to be taken into account, be the maximum value attainable among the filling limits
but openings within them may be regarded as closed. envisaged for each tank, consistent with any operating
Superstructures and deckhouses not regarded as enclosed instructions.
may, however, be taken into account in stability calcula-
tions up to the angle at which their openings are flooded (at 4.4 Consumable liquids
this angle, the statical stability curve is to show one or more
steps, and in subsequent computations the flooded space is 4.4.1 In calculating the free surfaces effect in tanks con-
to be considered non-existent). taining consumable liquids, it is to be assumed that for each
type of liquid at least one transverse pair or a single centre-
Trunks may be taken into account. Hatchways may also be line tank has a free surface and the tank or combination of
taken into account having regard to the effectiveness of tanks taken into account are to be those where the effect of
their closures. free surface is the greatest.
3.3 Angle of flooding 4.5 Water ballast tanks

4.5.1 Where water ballast tanks, including anti-rolling
3.3.1 In cases where the yacht would sink due to flooding tanks and anti-heeling tanks, are to be filled or discharged
through any openings, the stability curve is to be cut short at during the course of a voyage, the free surfaces effect is to
the corresponding angle of flooding and the yacht is to be be calculated to take account of the most onerous transitory
considered to have entirely lost its stability. stage relating to such operations.
Small openings such as those for passing wires or chains, 4.6 GMo and GZ curve corrections
tackle and anchors, and also holes of scuppers, discharge
and sanitary pipes are not to be considered as open if they 4.6.1 The corrections to the initial metacentric height and
submerge at an angle of inclination more than 30°. If they to the righting lever curve are to be addressed separately.
submerge at an angle of 30° or less, these openings are to In determining the correction to the initial metacentric
be assumed open if RINA considers this to be a source of height, the transverse moments of inertia of the tanks are to
significant progressive flooding; therefore, such openings be calculated at 0 degrees angle of heel according to the
are to be considered on a case by case basis. categories indicated in [4.3].

Pt B, Ch 6, App 2
The righting lever curve may be corrected by any of the fol- k : Dimensionless coefficient to be determined from Tab 1
lowing methods: according to the ratio b/h. The intermediate values are
a) Correction based on the actual moment of fluid transfer determined by interpolation.
for each angle of heel calculated; corrections may be δ : Tank block coefficient, equal to:
calculated according to the categories indicated in
[4.3];
v
b) Correction based on the moment of inertia, calculated δ = ---------
blh
at 0 degrees angle of heel, modified at each angle of
heel calculated; corrections may be calculated accord- l : Tank maximum length, in m
ing to the categories indicated in [4.3].
h : Tank maximum height, in m.
c) Correction based on the summation of Mfs values for all
tanks taken into consideration, as specified in [4.3]. 4.8 Small tanks
Whichever method is selected for correcting the righting
lever curve, only that method is to be presented in the 4.8.1 Small tanks which satisfy the following condition
yacht's stability information booklet. However, where an using the values of k corresponding to an angle of inclina-
alternative method is described for use in manually calcu- tion of 30° need not be included in the correction:
lated loading conditions, an explanation of the differences
which may be found in the results, as well as an example
correction for each alternative, are to be included. M fS
- < 0, 01m
---------
Δ min
4.7 Free surface moment where:
4.7.1 The values for the free surface moment at any incli- Δmin : Minimum yacht displacement, in t, calculated at dmin
nation in metre-tonnes for each tank may be derived from dmin : Minimum mean service draught, in m, of yacht with-
the formula: out cargo, with 10% stores and minimum water
ballast, if required.
·
05
M fS = vbρkδ
4.9 Remainder of liquid
where:
v : Tank total capacity, in m3 4.9.1 The usual remainder of liquids in the empty tanks
need not to be taken into account in calculating the correc-
b : Tank maximum breadth, in m tions, providing the total of such residual liquids does not
ρ : Mass density of liquid in the tank, in t/m3 constitute a significant free surface effect.
Table 1 : Value of coefficient k for calculating free surface corrections
2
sin θ ( tan θ )
k = ----------- ⋅  1 + ------------------- ⋅ --- ,
b b
where cot θ ≥ ---
12  2  h h
2
cos θ tan θ cos θ ( cot θ )
k = ------------ ⋅  1 + ------------ – ----------------------------2- ⋅  1 + ------------------- ,
b
where cot θ < ---
8  b ⁄ h  12 ⋅ ( b ⁄ h )  2  h
θ 5° 10° 15° 20° 30° 40° 45° 50° 60° 70° 75° 80° 85° θ
b/h b/h
20 0,11 0,12 0,12 0,12 0,11 0,10 0,09 0,09 0,09 0,05 0,04 0,03 0,02 20
10 0,07 0,11 0,12 0,12 0,11 0,10 0,10 0,09 0,07 0,05 0,04 0,03 0,02 10
5,0 0,04 0,07 0,10 0,11 0,11 0,11 0,10 0,10 0,08 0,07 0,06 0,05 0,04 5,0
3,0 0,02 0,04 0,07 0,09 0,11 0,11 0,11 0,10 0,09 0,08 0,07 0,06 0,05 3,0
2,0 0,01 0,03 0,04 0,06 0,09 0,11 0,11 0,11 0,10 0,09 0,09 0,08 0,07 2,0
1,5 0,01 0,02 0,03 0,05 0,07 0,10 0,11 0,11 0,11 0,11 0,10 0,10 0,09 1,5
1,0 0,01 0,01 0,02 0,03 0,05 0,07 0,09 0,10 0,12 0,13 0,13 0,13 0,13 1,0
0,75 0,01 0,01 0,01 0,02 0,02 0,04 0,04 0,05 0,09 0,16 0,18 0,21 0,16 0,75
0,5 0,00 0,01 0,01 0,02 0,02 0,04 0,04 0,05 0,09 0,16 0,18 0,21 0,23 0,5
0,3 0,00 0,00 0,01 0,01 0,01 0,02 0,03 0,03 0,05 0,11 0,19 0,27 0,34 0,3
0,2 0,00 0,00 0,00 0,01 0,01 0,01 0,02 0,02 0,04 0,07 0,13 0,27 0,45 0,2
0,1 0,00 0,00 0,00 0,00 0,00 0,01 0,01 0,01 0,02 0,04 0,06 0,14 0,53 0,1

RES6-EnG Rules For Pleasure Yachts Part B 2018

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RES6-EnG Rules For Pleasure Yachts Part B 2018

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Rules for the Classification of Pleasure Yachts

Effective from 1 January 2018

1. Reference edition Part D: Materials and Welding

Chapter 1 GENERAL REQUIREMENTS

RINA Rules for Pleasure Yachts 2018 3

4 RINA Rules for Pleasure Yachts 2018

RINA Rules for Pleasure Yachts 2018 5

6 RINA Rules for Pleasure Yachts 2018

RINA Rules for Pleasure Yachts 2018 7

Section 1 General Requirements

8 RINA Rules for Pleasure Yachts 2018

Section 3 Welding and Weld Connections

RINA Rules for Pleasure Yachts 2018 9

Section 4 Longitudinal Strength

10 RINA Rules for Pleasure Yachts 2018

Section 6 Single Bottom

Section 7 Double Bottom

RINA Rules for Pleasure Yachts 2018 11

Section 8 Side Structures

12 RINA Rules for Pleasure Yachts 2018

RINA Rules for Pleasure Yachts 2018 13

Section 1 General Requirements

Section 2 Materials, Connections and Structure Design Principles

Section 3 Design Loads and Hull Scantlings

14 RINA Rules for Pleasure Yachts 2018

Section 4 Longitudinal Strength

RINA Rules for Pleasure Yachts 2018 15

Section 7 Double Bottom

16 RINA Rules for Pleasure Yachts 2018

RINA Rules for Pleasure Yachts 2018 17

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Section 1 General Requirements

RINA Rules for Pleasure Yachts 2018 19

Section 4 Longitudinal Strength

Section 5 External Plating

20 RINA Rules for Pleasure Yachts 2018

Section 6 Single Bottom

Section 7 Double Bottom

RINA Rules for Pleasure Yachts 2018 21

Section 8 Side Structures

22 RINA Rules for Pleasure Yachts 2018

Section 12 Scantlings of Structures with Sandwich Construction

RINA Rules for Pleasure Yachts 2018 23

24 RINA Rules for Pleasure Yachts 2018

Section 2 Fastenings, Working and Protection of Timber

Section 3 Building Methods for Planking

RINA Rules for Pleasure Yachts 2018 25

Section 5 Structural Scantlings of Motor Yachts

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Section 6 Watertight Bulkheads, Lining, Machinery Space

RINA Rules for Pleasure Yachts 2018 27

Appendix 1 Inclining Test and Lightweight Check

28 RINA Rules for Pleasure Yachts 2018

RINA Rules for Pleasure Yachts 2018 29

SECTION 2 HULL OUTFITTING

SECTION 4 NON-STRUCTURAL FUEL TANKS

APPENDIX 1 SIDE DOORS AND STERN DOORS

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B : Maximum outside breadth, in metres. 4.3.4 Weather deck