Part B

Rules for the Classification of Charter Yachts
Effective from 1 January 2006
Part B
Hull
RINA S.p.A.
Via Corsica, 12 - 16128 Genova - Italy
Tel. +39 01053851 - Fax: +39 0105351000
E-MAIL info@rina.org - WEB www.rina.org
C.F./P.Iva 03794120109
Cap. Soc. EURO 30.192.800,00 i.v.
R.I. Genova N. 03794120109
Editor: Marcello Lucentini
Editorial office: RINA S.p.A.

Via Corsica, 12 - 16128 GENOVA
Tel. +39 010 53851
Printed by: Graphic Sector SAS

Genova - Italy
Publication registred under

No. 25/73 of 11 April 1973
Court of Genova
© RINA S.p.A. - All rights reserved

PREAMBLE TO THE RULES: GENERAL CONDITIONS
Definitions: checks carried out by and under the responsibility of quali-

"Rules" means the Rules for the Classification of Yachts fied service suppliers. Survey practices and procedures are
engaged in Commercial Use for Sport or Pleasure, that do selected by the Society at its sole discretion based on its
not carry Cargo and do not carry more than 12 Passengers experience and knowledge and according to generally
whether contained herein or in other documents issued by accepted technical standards in the industry.
the Society. Article 3
"Services" means the activities described in article 1 below,
rendered by the Society upon request made by or on behalf 3.1. - The class assigned to a yacht reflects the opinion of
of the Interested Party. the Society that the yacht, given the intended use and
"Society" means RINA S.p.A. and any other Company per- within the relevant time frame, complies with the Rules
taining to the RINA Group which provides the Services. applicable at the time the service is rendered. Entry into
“Surveyor” means technical staff acting on behalf of the force and application of new Rules are dealt with in Part A,
Society in the performance of the Services. Chapter 1, Section 1, Article 2 of the Rules.
“Interested Party” means a party, other than the Society, 3.2. - No report, statement, notation on a plan, review, Cer-
having responsibility for the classification of the yacht, such tificate of Classification or any document or information
as the Owner of the yacht and his representatives, or the issued or given as part of the services provided by the Soci-
yacht builder, or the engine builder, or the supplier of parts ety shall have any legal effect or implication other than a
to be tested. representation that the yacht, structure, item of material,
“Owner” means the Registered Owner or the Disponent equipment or machinery or any other item covered by such
Owner or the Manager or any other party with the responsi- document or information meets the Rules. Any such repre-
bility to keep the yacht seaworthy, having particular regard sentation is issued solely for the use ofthe Society, its com-
to the provisions relating to the maintenance of class laid mittees and clients or other duly authorized bodies and for
down in Part A, Chapter 2 of the Rules. no other purpose.
“Administration” means the Government of the State whose The validity, application, meaning and interpretation of a
flag the yacht is entitled to fly or the State under whose Certificate of Classification, or any similar document or
authority the yacht is operating in the specific case. information issued by the Societyin connection with or in
furtherance of the performance of its services, is governed
Article 1 by the Rules of the Society, which is the sole subject entitled
1.1. - The purpose of the Society is, among others, the clas- to their interpretation.
sification and certification of vessels, sea and river units, off- Any disagreement on technical matters between the Inter-
shore structures and craft of all kinds and the certification of ested Party and the Surveyor in the carrying out of his func-
their parts and components. tions shall be raised in writing as soon as possible with the
The Society: Society , which will settle any divergence of opinion or dis-
- sets forth and develops Rules, Guidance Notes and other pute.
documents; 3.3. - The classification of a yacht, or the issuance of a cer-
- issues Certificates, Statements and Reports based on itssur- tificate in relation to or in furtherance of the classification of
vey activity. a yacht or the performance of services by the Society shall
1.2. – The Society also takes part in the implementation of have the validity conferred upon it by the Rules of the Soci-
National Regulations as well as International Rules and ety at the time of the assignment of class or issuance of the
Standards, by delegation from different Governments. certificate and in no case shall amount to a representation,
1.3. – The Society carries out Technical Assistance on statement or warranty of seaworthiness, structural integrity,
request and provides special services outside the scope of quality or fitness for a particular purpose or service of any
classification, which are regulated by these general condi- yacht, structure, material, equipment or machinery sur-
tions unless expressly derogated. veyed by the Society.
3.4. - Any document issued by the Society in relation to its
Article 2 activities reflects the condition of the yacht at the time of
2.1. - The Rules developed by the Society endeavor to meet the survey, with reference to the applicable Rules.
the state of currently available technology at the time they 3.5. - The Rules, surveys performed, reports, certificates and
are published. The Society is not responsible for any inade- other documents issued by RINA are in no way intended to
quacy or failure of these Rules or any other relevant docu- replace the duties and responsibilities of other parties such
ments as a result of future development of techniques, as Governments, designers, ship builders, manufacturers,
which could not have been reasonably foreseen at the time repairers, suppliers, contractors or sub-contractors, Owners
of their publication. or operators, underwriters, sellers or intended buyers of a
2.2. - The Society exercises due care and skill: yacht or other surveyed goods. They do not relieve such
- in the selection of its Surveyors parties from any warranty or responsibility or other contrac-
- in the performance of its services, considering the state of tual obligations expressed or implied or from any liability
currently available technology at the time the services are whatsoever against third parties, nor do they confer on such
performed. other parties any right, claim or cause of action against the
2.3. - Surveys conducted by the Society include, but are not Society.
limited to, visual inspection and non-destructive testing. In particular, the above-mentioned activities of the Society
Unless otherwise required, surveys are conducted through do not relieve the Owner of his duty to ensure the proper
sampling techniques and do not consist of comprehensive maintenance of the yacht at all times.
verification or monitoring of the yacht or the good subject In no case, therefore, the Society shall assume the obliga-
to certification. The Society may also commission labora- tions incumbent upon the above-mentioned parties, even
tory testing, underwater inspection by divers and other when it is consulted in connection with inquiries concern-
ing matters not covered by its Rules or other documents. or expenses is specifically excluded.
Insofar as they are not provided for in the Preamble the In any case, irrespective of the amount of the fees, the max-
duties and responsibilities of the Owner and Interested Par- imum damages payable by RINA will be not more than 1
ties with respect to the services rendered by RINA are out- million Euro. Payment of compensation under this para-
lined in Part A, Chapter 1, Section 1, Article 3. graph will not entail any admission of responsibility and/or
liability by RINA and will be made without prejudice to the
Article 4 disclaimer clause contained in paragraph 5.1 above.
4.1. – Any request for any service of the Society shall be 5.3. - Any claim for loss or damages of whatever nature by
submitted in writing and signed by or on behalf of the Inter- virtue of the provisions set forth herein shall be made in
ested Party. Such request will be considered irrevocable as writing, and notice shall be provided to RINA within THREE
soon as received by the Society and shall entail acceptance MONTHS of the date on which the services were first sup-
by the applicant of all relevant requirements of the Rules, plied or the damages first discovered. Failure to provide
including the Preamble. such notice within the time set forth herein will constitute
Upon acceptance of the written request by the Society , a an absolute bar to the pursuit of such claim against RINA.
contract between the latter and the Interested Party is
entered into, which is regulated by the present General Article 6
Conditions. 6.1. - Any dispute arising from or in connection with the
4.2. - In consideration of the services rendered by the Soci- Rules or with the services of RINA, including any issues
ety , the Interested Party and the person applying for the ser- concerning responsibility, liability or limitations of liability,
vice shall jointly be liable for the payment of the relevant will be determined in accordance with Italian Law and pro-
fees, even if the service is not concluded for any cause non ceedings will be instituted in or transferred to the Court of
pertaining to the Society, upon receipt of the invoice and Genoa, Italy, which will have exclusive jurisdiction to hear
shall reimburse the expenses incurred. Interests at the legal and settle any such dispute.
current rate increased by 2% may be demanded in the 6.2. - As partial departure from point 6.1 above, the Society
event of late payment. shall have the faculty to submit any claim concerning the
4.3. - The contract and the validity of the relevant certifi- payment of the fees for the Services to the Jurisdiction of the
cates, if any, may be terminated at the request of either party Courts of the place where the registered office of the Inter-
subject to 30 days’ notice to be given in writing. Failure to ested Party or of the Applicant is located.
pay the fees required for services carried out by the Society
Article 7
which fall within the scope of the above-mentioned con-
tract will entitle the Society to terminate the contract and to 7.1. - All plans, specifications, documents and information
suspend the Services. provided to, issued by, or made known to RINA, in connec-
Unless decided otherwise by the Society , termination of the tion with the performance of its services, will be treated as
contract implies that the assignment of class to a yacht is confidential and will not be made available to any other
withheld or, if already assigned, that it is suspended or with- party without authorization of the Interested Party, except as
drawn. provided for or required by any applicable international,
European or domestic legislation, IACS Code of Ethics,
Article 5 Charter or other IACS rules, enforceable Court order or
5.1. - In providing the services mentioned in Article 1 injunction.
above, as well as other information or advice, neither the Information about the classification and statutory certifica-
Society nor any of its servants or agents warrants the accu- tion status, including transfer, changes, suspensions, with-
racy of any information or advice supplied. Furthermore, all drawals of class, recommendations/conditions of class,
operating conditions or restrictions issued against classed
express and implied warranties are specifically disclaimed.
yachts and other related information, as may be required,
Except as provided for in paragraph 5.2 below, and also in may be published on the website or released by other
the case of surveys carried out by delegation of Govern- means, without the prior consent of the Interested Party.
ments, neither RINA nor any of its servants or agents will be 7.2. - In the event of transfer of class or addition of a second
liable for any loss, damage or expense of whatever nature class or withdrawal from a double/dual class, the Interested
sustained by any person, in tort or in contract, due to any Party undertakes to provide or to permit RINA to provide the
act or omission of whatever nature, whether or not negli- other Classification Society with all building plans and
gent, and howsoever caused. drawings, certificates, documents and information relevant
5.2. – Notwithstanding the provisions in paragraph 5.1 to the classed unit, including its history file, as the other
above, should any user of RINA 's services prove that he has Classification Society may require for the purpose of classi-
suffered a loss or damage due to any negligent act or omis- fication in compliance with IACS Procedure PR 1A, as
sion of RINA, its servants or agents, then RINA will pay amended, and applicable legislation. It is the Owner's duty
compensation to such person for his proved loss, up to, but to ensure that, whenever required, the consent of the
not exceeding, five times the amount of the fee - if any - builder is obtained with regard to the provision of plans and
charged by RINA for the specific service, information or drawings to the new Society, either by way of appropriate
advice or, if no fee is charged, a maximum of 10 thousand stipulation in the building contract or by other agreement.
Euro. Article 8
Where the fees are related to a number of services, the
8.1. – Should any part of this Preamble be declared invalid,
amount of fees will be apportioned for the purpose of the
this will not affect the validity of the remaining provisions.
calculation of the maximum compensation, by reference to
the estimated time involved in the performance of each ser-
vice. Any liability for indirect or consequential loss, damage
EXPLANATORY NOTE TO PART B
1. Reference edition Each Part consists of:

The reference edition of these Rules is the edition effec- • Chapters
tive from 1 January 2006. • Sections and possible Appendices
• Articles
2. Effective date of the requirements • Sub-articles
2.1 All requirements in which new or amended provi- • Requirements
sions with respect to those contained in the refer- Figures (abbr. Fig) and Tables (abbr. Tab) are numbered
ence edition have been introduced are followed by in ascending order within each Section or Appendix.
a date shown in brackets.
3.2 Cross-references
The date shown in brackets is the effective date of
Examples: Pt A, Ch 3, Sec 1, [3.2.1] or Pt A, Ch 3,
entry into force of the requirements as amended by
App 1, [3.2.1]
the last updating. The effective date of all those
requirements not followed by any date shown in • Pt A means Part A
brackets is that of the reference edition. The part is indicated when it is different from the part in
2.2 Item 4 below provides a summary of the technical which the cross-reference appears. Otherwise, it is not
changes from the preceding edition. In general, this indicated.
list does not include those items to which only edi- • Ch 3 means Chapter 3
torial changes have been made not affecting the The Chapter is indicated when it is different from the
effective date of the requirements contained chapter in which the cross-reference appears. Other-
therein. wise, it is not indicated.
3. Rule subdivision and cross-references • Sec 1 means Section 1 (or App 1 means
Appendix 1 )
3.1 Rule subdivision
The Section (or Appendix) is indicated when it is differ-
The Rules are subdivided into six parts, from A to F.
ent from the Section (or Appendix) in which the cross-
Part A: Classification and Surveys reference appears. Otherwise, it is not indicated.
Part B: Hull • [3.2.1] refers to requirement 1, within sub-article 2
Part C: Machinery, Electrical Installations and Auto- of article 3.
mation Cross-references to an entire Part or Chapter are not
Part D: Materials and Welding abbreviated as indicated in the following examples:
Part E: Safety Rules • Part A for a cross-reference to Part A
• Part A, Chapter 1 for a cross-reference to Chapter 1
Part F: Additional Class Notations
of Part A.
4. Summary of amendments introduced in the edi-
tion effective from 1 January 2006
This edition of the Rules for the Classification of Charter
Yachts is considered as a “reference edition” for future
amendments. It annuls and replaces the 2005 edition
issued with Rule Variation DIP/2005/01 effective from
15 April 2005 which superseded the “Additional rules
applicable to pleasure vessels for the assignment of the
Class Notation CCL (Charter Class)”.
RULES FOR THE CLASSIFICATION OF
CHARTER YACHTS
Part B
Hull
Chapters 1 2 3 4 5
Chapter 1 GENERAL REQUIREMENTS

Chapter 2 STEEL HULLS
Chapter 3 ALUMINIUM HULLS
Chapter 4 REINFORCED PLASTIC HULLS
Chapter 5 WOOD HULLS
C HAPTER 1
GENERAL REQUIREMENTS
Section 1 General Requirements

1 Rule application 29
1.1
2 Equivalents 29
2.1
3 Direct calculations for monohull and twin hull yacht 29
3.1 Direct calculations for monohull yachts
3.2 Direct calculations for twin hull yachts
4 Definitiond and symbols 32
4.1 General
4.2 Symbols
4.3 Definitions
5 Subdivision, integrity of hull and superstructure 33
5.1 Number of watertight bulkheads
5.2 Watertight bulkheads
5.3 Sea connections and overboard discharge
5.4 Stern and side doors below the weather deck
5.5 Hatch on the weather deck
5.6 Sidescuttles and windows
5.7 Skylights
5.8 Outer doors
5.9 Drawings
5.10 Ventilator
5.11 Air pipes
5.12 Bulwarks, railings
Section 2 Hull Outfittings

1 Rudders and steering gear 39
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 43
2.1 Double arm brackets
2.2 Single arm brackets
3 Ballast 43
3.1
RINA Rules for Charter Yachts 2006 3

4 Stabiliser arrangements 44
4.1 General
4.2 Stabiliser arrangements
4.3 Stabilising tanks
5 Thruster tunnels 44
5.1 Tunnel wall thickness
5.2 Tunnel arrangement details
6 Water-jet drive ducts 44
6.1
7 Crane support arrangements 45
7.1
Section 3 Equipments
1 General 46
1.1
2 Anchors 46
2.1
3 Chain cables for anchors 46
3.1
4 Mooring lines 46
4.1
5 Windlass 46
5.1
5.2 Working test on windlass
6 Equipment Number and equipment 47
6.1
7 Sailing yachts 47
7.1
Section 4 Non Structural Fuel Tanks

1 General 49
1.1
2 Metallic tanks 49
2.1 General
2.2 Scantlings
3 Non-metallic tanks 49
3.1 General
3.2 Scantlings
3.3 Tests on tanks
4 RINA Rules for Charter Yachts 2006

Section 5 Loads
1 General 51
1.1
2 Definitions and symbols 51
2.1 General
2.2 Definitions
2.3 Symbols
3 Design acceleration 52
3.1 Vertical acceleration at LCG
3.2 Transverse acceleration
4 Overall loads 52
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 54
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

C HAPTER 2
STEEL HULLS

1 Field of application 63
1.1
2.1 Premise
2.2 Definitions and symbols
3 Plans, calculations and other information to be submitted 63
3.1
3.2
4 Direct calculations 64
4.1
4.2
5 Bookling strength checks 64
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 66
6.1
7 Minimum thicknesses 66
7.1
8 Corrosion protection 66
8.1
8.2
8.3
Section 2 Materials
1 General requirements 68
1.1
2 Steels for hull structures 68
2.1
2.2 Material factor K
2.3 Information to be kept on board
3 Steels for forgings, castings and pipes 68
3.1 General requirements
3.2 Forgings
3.3 Castings
3.4 Pipes

Section 3 Welding and Weld Connections
1 Welded connections 70
1.2 Base material
1.3 Welding consumables and procedures
1.4 Access to and preparation of joints
1.5 Design
2 Type of connections 71
2.1 Butt welding
2.2 Fillet welding types
2.3 Scantling of welds
3 End connections of ordinary stiffeners 75
3.1
4 End connections of primary supporting members 76
4.1 Bracketed end connections
4.2 Bracketless end connections
5 Cut-outs and holes 77
5.1
5.2
5.3
5.4
5.5
6 Stiffening arrangement 78
6.1
6.2
6.3
6.4
6.5
7 Riveted connections 78
7.1
7.2
8 Sealed connections 79
8.1
9 Inspection and tests 79
9.1 General
Section 4 Longitudinal Strenght

1 General 80
1.1
1.2
2 Bending stresses 80
2.1
2.2
2.3

3 Shear stresses 80
3.1
4 Calculation of the section modulus 80
4.1
Section 5 Plating
1.1
2 Keel 81
2.1 Sheet steel keel
2.2 Solid keel
3 Bottom and bilge 81
3.1
4 Sheerstrake 82
4.1
5 Side 82
5.1
5.2
6 Openings in the shell plating 82
6.1
6.2
6.3
7 Local stiffeners 82
7.1
7.2
7.3
8 Cross-deck bottom plating 82
8.1
Section 6 Single Bottom

1 General 83
1.1
1.2 Longitudinal structure
1.3 Transverse structure
2.1
3 Longitudinal type structure 83
3.1 Bottom longitudinals
3.2 Floors
3.3 Girders

4 Transverse type structures 84
4.1 Ordinary floors
4.2 Centre girder
4.3 Side girders
5 Constructional details 84
5.1
Section 7 Double Bottom

1 General 85
1.1
2 Minimum height 85
2.1
3 Inner bottom plating 85
3.1
4 Centre girder 85
4.1
5 Side girders 85
5.1
5.2
6 Floors 86
6.1
6.2
7 Bracket floors 86
7.1
8 Bottom and inner bottom longitudinals 86
8.1
9 Bilge keel 86
9.1 Arrangement, scantlings and connections
9.2 Bilge keel connection
Section 8 Side Structures

1 General 88
1.1
2.1
3 Ordinary stiffeners 88
3.1 Transverse frames
3.2 Longitudinal stiffeners

4 Reinforced beams 88
4.1 Reinforced frames
4.2 Reinforced stringers
5 Frame connections 89
5.1 General
6 Scantling of brackets of frame connections 89
6.1
6.2 Lower brackets of frames
Section 9 Decks
1 General 91
1.1
2.1
3 Deck plating 91
3.1 Weather deck
3.2 Lower decks
4 Stiffening and support structures for decks 91
4.1 Ordinary stiffeners
4.2 Reinforced beams
4.3 Pillars
Section 10 Bulkheads
1 General 93
1.1
2 Symbols 93
2.1
3 Plating 93
3.1
4 Stiffeners 93
5 General arrangement 93
5.1
5.2
6 Non-tight bulkheads 94
6.1 Non-tight bulkheads not acting as pillars
6.2 Non-tight bulkheads acting as pillars

Section 11 Superstructures
1 General 95
1.1
2 Boundary bulkhead plating 95
2.1
3 Stiffeners 95
3.1
4 Superstructure decks 95
4.1 Plating
4.2 Stiffeners

C HAPTER 3
ALUMINIUM HULLS

1.1
2.1 Premise
3.1
3.2
4.1
5 Buckling strength checks 100
5.1 Application
5.2 Elastic buckling stresses of plating
5.3 Critical buckling stresses
5.4 Axially loaded stiffeners
6.1
7 Minimum thicknesses 102
7.1
Section 2 Materials
1 General requirements 103
1.1
2 Aluminium alloy structures 103
2.1 Aluminium alloys for hull structures, forgings and castings
2.2 Extruded plates
2.3 Tolerances
2.4 Influence of welding on mechanical characteristics
2.5 Material factor K for scantlings of aluminium alloy structural members
Section 3 Welding and Weld Connections

1 Welded connections 106
1.2 Welding procedures for aluminium alloys
1.3 Access to and preparation of joints
1.4 Design

2 Type of connections 107
2.1 Types of connections and preparations
2.2 Butt welding
2.4 Continuous fillet welding
2.6 Strength of welding
3 End connections of ordinary stiffeners 112
3.1
3.2
3.3
4 End connections of primary supporting members 113
5 Cut-outs and holes 114
5.1
6 Stiffening arrangement 114
6.1
6.2
6.3
6.4
6.5
7 Riveted connections 115
7.1
7.2
8 Sealed connections 115
8.1
9 Corrosion protection 115
9.1
9.2
9.3
10 Inspection and tests 115
10.1 General
Section 4 Longitudinal Strength

1 General 117
1.1
1.2
2.1
2.2
2.3
3 Shear stresses 117
3.1

4 Calculation of the section modulus 117
4.1
Section 5 Plating
1.1
2 Keel 118
2.1 Sheet steel keel
2.2 Solid keel
3 Bottom and bilge 118
3.1
4 Sheerstrake 119
4.1
5 Side 119
5.1
5.2
6.1
6.2
6.3
7.1
7.2
7.3
8 Cross Deck bottom plating 119
8.1

1 General 120
1.1
2.1
3.2 Floors
3.3 Girders
4.1 Ordinary floors
4.2 Centre girder

4.3 Side girders
5.1

1 General 122
1.1
2 Minimum height 122
2.1
3.1
4 Centre girder 122
4.1
5 Side girders 122
5.1
5.2
6 Floors 123
6.1
6.2
7 Bracket floors 123
7.1
8.1
9 Bilge keel 123
9.1 Arrangement, scantlings and connections

1 General 125
1.1
2.1
3.1 Transverse frames
3.2 Longitudinal stiffeners

5 Frame connections 126
5.1 General
6 Scantling of brackets of frame connections 126
6.1
6.2 Lower brackets of frames
Section 9 Decks
1 General 128
1.1
2.1
3 Deck plating 128
3.1 Weather deck
3.2 Lower decks
4.3 Pillars
1 General 130
1.1
2 Symbols 130
2.1
3 Plating 130
3.1
4 Stiffeners 130
5 General arrangement 130
5.1
5.2
6 Non-tight bulkheads 131
6.2 Non-tight bulkheads acting as pillars
1 General 132
1.1

2.1
3 Stiffeners 132
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
5.2 Minimum thicknesses
6 Construction 137
6.1 General
6.2 Details of construction
6.3 Connections of laminates
6.4 Engine exhaust
6.5 Tanks for liquids
Section 2 Materials
1 General 142
1.1
2 Definitions and terminology 142
2.1
3 Materials of laminates 142
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 144
4.1 General
4.2 General

Section 3 Construction and Quality Control
1 Shipyards or workshops 147
1.1 General
1.2 Moulding shops
1.3 Storage areas for materials
1.4 Identification and handling of materials
2 Hull construction processes 148
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
Section 4 Longitudinal Strength

1 General 150
1.1
1.2
2.1
2.2
2.3 Calculation of strength modulus
3 Shear stresses 151
3.1
Section 5 External Plating

1 General 152
1.1
2.1
3 Keel 152
3.1
4 Rudder horn 152
4.1
5 Bottom plating 152
5.1
6 Side plating and sheerstrake plating 153
6.1
6.2 Side plating
7.1

7.2
7.3
8.1
8.2
8.3
8.4
9 Cross-deck bottom plating 153
9.1

1 General 154
1.1
2.1
3.2 Floors
3.3 Girders
4.1 Ordinary floors
4.2 Centre girder
4.3 Side girders
5.1

1 General 156
1.1
2 Minimum height 156
2.1
3.1
4 Centre girder 156
4.1
5 Side girders 157
5.1
5.2

6 Floors 157
6.1
6.2
7.1

1 General 158
1.1
2.1
3.1
3.2 Longitudinals
Section 9 Decks
1 General 160
1.1
2.1
3 Deck plating 160
3.1 Weather deck
3.2 Lower decks
4.3 Pillars
1 General 162
1.1
2 Symbols 162
2.1
3 Plating 162
3.1

4 Stiffeners 162
5 Tanks for liquids 162
5.1
1 General 163
1.1
2.1
3 Stiffeners 163
3.1
4.1 Plating
4.2 Stiffeners
Section 12 Scantlings of Structures with Sandwich Construction

1 Premise 164
1.1
2 General 164
2.1 Laminating
2.2 Vacuum bagging
2.3 Constructional details
3 Symbols 164
3.1
4 Minimum thickness of the skins 165
4.1
5 Bottom 165
5.1
6 Side 165
6.1
7 Decks 166
7.1
8 Watertight bulkheads and boundary bulkheads of the superstructure 166
8.1

C HAPTER 5
WOOD HULLS
Section 1 Materials
1 Suitable timber species 169
1.1
2 Timber quality 169
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 172
1.1
1.2
2 Timber working 172
2.1
3 Protection 172
3.1
Section 3 Building Methods for Planking

1 Shell planking 173
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 174
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 178
1.1
2 Keel 178
2.1
3 Stempost and sternpost 178
3.1
4 Frames 178
4.1 Types of frames
4.2 Framing systems and scantlings
5 Floors 179
5.1 General
5.2 Arrangement of floors
5.3 Scantlings and fastenings
6 Beam shelves, beam clamps in way of masts, bilge stringers 181
6.1 Beam shelves
6.2 Beam clamps in way of masts
6.3 Bilge stringers
6.4 End breasthooks
7 Beams 182
7.1 Scantlings of beams
7.2 End attachments of beams
7.3 Local strengthening
7.4 Lower deck and associated beams
8 Planking 183
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 190
1.1
2 Keel - stempost 190
2.1
3 Transom 190
3.1
4 Floors and frames 190
4.1 General
4.2 Bottom and side frames
4.3 Floors
4.4 Frame and beam brackets

5 Side girders and longitudinals 192
5.1
6 Beams 193
6.1
7 Beam shelves and chine stringers 193
7.1
8 Shell planking 194
8.1 Thickness of shell planking
9 Deck planking 194
9.1 Weather deck
9.2 Superstructure decks
9.3 Lower deck
Section 6 Watertight Bulkheads, Lining, Machinery Space

1 Wooden bulkheads 201
1.1
2 Steel bulkheads 201
2.1
3 Internal lining of hull and drainage 201
3.1
4 Machinery space structures 201
4.1

Part B
Hull
Chapter 1
GENERAL REQUIREMENTS
SECTION 1 GENERAL REQUIREMENTS
SECTION 2 HULL OUTFITTINGS

SECTION 3 EQUIPMENTS
SECTION 4 NON STRUCTURAL FUEL TANKS
SECTION 5 LOADS

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

Pt B, Ch 1, Sec 1
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°.
• forces caused by weights present, distributed 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 a m = ----------------------
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 a m = ----------------------
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 e q, a m = -----------------------
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 Chap. 2 for steel
account by suitable boundary conditions. It is therefore and Chap. 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:
- 1,00, for combined load conditions
In cases where loads act in the transverse direction (load
condition 3), special attention is to be devoted to the mod- - 1,25, for load condition in still water.
elling of continuous decks and platforms. If they are of suf- The compressive values of normal stresses and shear
ficient stiffness in the horizontal plane and are sufficiently stresses are not to exceed the values of the critical

Pt B, Ch 1, Sec 1
stresses for plates and stiffeners calculated in Chap. 2 • outer hydrostatic load in still water.
and Chap. 3. b) Combined load condition 1
In structural elements also subject to high longitudinal Devono essere considerati:
hull girder stresses, the allowable and critical stresses
are to be reduced, in accordance with criteria specified • forces caused by weights present, distributed
by RINA. according to the weight booklet of the yacht;
b) For structures made of composite materials, the allowa- • forces of inertia due to the vertical acceleration av of
ble stresses are defined in Chap.4. the yacht, considered in a downward direction.
c) Combined load condition 2
3.2 Direct calculations for twin hull yachts The following loads are to be considered:
3.2.1 General
Direct calculations are generally required to be carried out,
at the discretion of RINA, to check the primary structures • forces of inertia due to the vertical acceleration av of
and connecting structures of the two hulls which have unu- the yacht, considered in a downward direction;
sual characteristics. • the impact pressure acting hemisymmetrically on
In addition, direct calculations are to be carried out to one of the halves of the hull bottom.
check the structures connecting the two hulls for yachts in d) Combined load condition 3
which the structural arrangements do not allow a realistic The following loads are to be considered:
assessment of their stress level, based on simple models and
on the formulae set out in these Rules.
3.2.2 Loads • forces of inertia due to the transverse acceleration of
In general, the following load conditions specified in a) to the yacht.
d) are to be considered.
3.2.3 Structural model
The condition in a) applies to a still water static condition
check. In general, the primary structures of yachts of this type are
to be modelled with finite element schematisations adopt-
The conditions in b) and c) apply to the check of the struc- ing a medium size mesh.
tures connecting the two hulls. The condition in c) only
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
medium-mesh schematisations, exceed the allowable limits
The condition in d) is to be checked in yacht for which, in
and the type of structure gives reason to suspect the pres-
the opinion of RINA, significant racking effects are expected ence of high stress concentrations.
(yachts with many tiers of superstructure).
In general, the extent of the model is to be such as to allow
In relation to special structure or loading configurations,
analysis of the behaviour of the main structural elements
should some load conditions turn out to be less significant
and their mutual effects.
than others, the former may be ignored at the discretion of
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-
pared with the stiffness of transverse structures (beams,
The vertical and transverse accelerations and the impact
floors and webs), or their presence may be taken into
pressure p2 are to be calculated as stipulated in Sec. 5.
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.
a) Load condition in still water In such cases, notwithstanding the provisions above, it is
The following loads are to be considered: still permissible to examine bidimensional rings, by simulat-
• forces caused by weights present, distributed ing the presence of decks and platforms with horizontal
according to the weight booklet of the yacht; springs according to criteria specified by RINA.

Pt B, Ch 1, Sec 1
3.2.4 Boundary conditions nal hull girder stresses, the allowable and critical
Depending on the load conditions considered, the follow- stresses are to be reduced, in accordance with crite-
ing boundary conditions are to be assigned: ria specified by RINA.
a) Load condition in still water b) For structures made of composite materials, the allowa-
The vertical resultant of the loads, in general other than ble stresses are defined in Chap. 4.
zero, is to be balanced by introducing two vertical
forces at the fore and aft ends of the model, both distrib- 4 Definitiond and symbols
uted on the shells according to the bidimensional flow
theory for shear stresses, which are equal and opposite 4.1 General
to half the vertical resultant of the loads.
Where a plane model is adopted, the vertical resultant is 4.1.1 The definitions and symbols given in 4.2 and 4.3
to be balanced by a single force, distributed as specified apply to all Chapters of Part B.
above and acting on the plane of the model itself. The definitions of symbols having general validity are not
b) Combined load condition 1 normally repeated in the various Chapters, whereas the
A vertical restraint is to be imposed in way of the keel of meanings of those symbols which have specific validity are
each hull. 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 LOA : Length overall, is the distance, in m, measured
fore and aft ends of the model, distributed on the shells parallel to the static load waterline, from the
according to the bidimensional flow theory for shear foreside of the stem to the after side of the stern
stresses, which are equal and opposite to half the verti- or transom, excluding rubbing strakes and other
cal and horizontal resultants of the loads. projections excluding 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/mm 2: in m, measured on the full load waterline from
• bending stress: FP to AP.
170 - LLL : Load Line length means 96% of the total length
σ am = ----------------------
K ⋅ f' m ⋅ f s on a waterline of a ship at 85% of the least
• shear stress: moulded depth measured from the top of the
keel, or the length from the fore-side of the stem
90 -
τ am = ---------------------- to the axis of the rudder stock on that waterline,
K ⋅ f' m ⋅ f s
if that greater. In ship designed with a rake of
• Von Mises equivalent bending stress: keel the waterline on which this is measured
200 shall be parallel to the designed waterline.
σ eq, am = -----------------------
K ⋅ f' m ⋅ f s FP : Foreword perpendicular, is the perpendicular at
where: the intersection of the full load waterline with
the fore side of the stem.
K : material factor defined in Chap. 2 for
steel and Chap. 3 for aluminium alloy AP : After perpendicular , is the perpendicular at the
intersection of the full load waterline with the
f’m : coefficient depending on the material,
after side of the rudder post or to the centre of
equal to:
the rudder stock for yacht without a rudder post.
• 1,0, for steel structures In yachts with unusual stern arrangements or
• 2,15, for aluminium alloy structures without rudder the position of AP and the rele-
fs : safety coefficient, equal to: vant LPP will be specially considered
• 1,00, for combined load conditions B : Maximum outside breadth, in metres.
• 1,25, for load condition in still water. D : Depth, in metres, measured vertically on the
The compressive values of normal stresses and shear transverse section at the middle of length L,
stresses are not to exceed the values of the critical from moulded base line to the top of the deck
stresses for plates and stiffeners calculated in Chap. beam at side on the weather deck.
2 and Chap. 3. D1 : Depth, in metres, measured vertically on the
In structural elements also subject to high longitudi- transverse section at the middle of length L,

Pt B, Ch 1, Sec 1
from the lower side of the bar keel, if any, or of 4.3.4 Weather deck
the fixed ballast keel, if any, or of the drop keel, Is the uppermost complete weathertight deck fitted as an
to the top of the deck beam at side on the integral part of the vessel's structure and which is exposed
weather deck. to the sea and the weather.
T : Draft, in metres, measured at the middle of
length L, in metres, between the full load water- 4.3.5 Virtual freeboard deck
line and the lower side of the keel. In the case Where the actual freeboard from the full load waterline to
of hulls with a drop or ballast keel, the lower the weather deck exceeds that required by ILLC '66 by at
side of the keel is intended to mean the inter- least 1,8 m for yachts having LLL < 75 m, or at least 1,80 +
section of the longitudinal plane of symmetry 0,01 (LLL - 75) for 75 < LLL < 125, or at least 2,30 m for LLL
with the continuation of the external surface of > 125 m, a virtual freeboard deck may be defined (hypotet-
the hull. ically drawn below and parallel to the weather deck) and,
for the determination of the superstructure tier, the super-
T1 : Draft T, in metres, measured to the lower side -
structure above the weather deck may be considered as a
theoretically extended, if necessary, to the mid-
second tier and the second tier in respect to the weather
dle of length L - of the fixed ballast keel, where
deck may be considered as a third tier and so on. All the fit-
fitted, or the drop keel.
ting above the weather deck, abaft the forward quarter, may
∆ : Displacement, in t, of the yacht at draught T. be considered in the same way".
V : Maximum design speed, in knots, of the yacht at The vertical distance as above defined between the
displacement ∆. assumed freeboard deck corresponding to the relevant
s : Spacing of ordinary stiffeners, in metres. watertight weatherdeck and the minimum freeboard as cal-
culated in accordance with the Load Line Requirements
S : Web frame spacing, in metresg. may be used to reduce the requirements for closing appli-
ances for openings in the hull, superstructure, deckhouses,
4.3 Definitions relevant sills above deck and height of air pipes and ventila-
tors above deck, if not otherwise stated by the flag Adminis-
4.3.1 Rule frame spacing tration.
The Rule frame spacing, sR, in m, of ordinary stiffeners is
4.3.6 Deckhouse
obtained as follows:
The deckhouse is a decked structure fitted on the weather
s R = 0, 350 + 0, 005L deck, a superstructure deck or another deckhouse, having
limited length and a spacing between the external longitu-
In general, spacing of transversal or longitudinal stiffeners is
dinal bulkheads less than 92% of the local breadth of the
not to exceed 1,2 times the Rule frame spacing.
yacht.
4.3.2 Superstructure
4.3.7 Weathertight
The superstructure is a decked structure located above the A closing appliance is considered weathertight if it is
weather deck, extending from side to side of the hull or designed to prevent the passage of water into the yacht in
with the side plating not inboard of the shell plating more any sea condition.
than 4% of the local breadth.
Superstructures may be complete, where deck and sides 4.3.8 Watertight
extend for the whole length of the yacht, or partial, where A closing appliance is considered watertight if it is designed
sides extend for a length smaller than that of the yacht, even to prevent the passage of water in either direction under a
where the deck extends for the whole length of the yacht. head of water for which the surrounding structure is
designed.
Superstructures may be of different tiers in relation to their
position in respect of the weather deck.
5 Subdivision, integrity of hull and
A 1st tier superstructure is one fitted on the weather deck, a
2nd tier superstructure is one fitted on the 1st tier superstruc-
superstructure
ture, and so on.
5.1 Number of watertight bulkheads
4.3.3 Freeboard deck
Freeboard deck has the meaning given in annex I of ICCL. 5.1.1 All Yachts are to have at least the following trans-
The freeboard deck is normally the uppermost complete verse watertight bulkheads:
deck exposed to the weather and sea, which has permanent • One collision bulkhead
means of closing all openings in the weather part thereof, • Two bulkheads forming the boundaries of the machin-
and below which all openings in the sides of the ship are fit- ery spaces;as an alternative, the transom may be
ted with permanent means of watertight closing. In a ship accepted as aft transverse bulkhead.
having a discontinuous freeboard deck, the lowest line of
the exposed deck and the continuation of that line parallel Additional bulkheads may be required for yachts having to
to the upper part of the deck is taken as the freeboard deck. comply with subdivision or damage stability criteria.

Pt B, Ch 1, Sec 1
5.1.2 Openings in watertight bulkheads and decks 5.3 Sea connections and overboard
The number of openings in watertight subdivision shall be discharge
limited to a minimum compatible with the proper working
5.3.1 All openings to the sea located below the weather
of the yacht. Pipes and electrical cable carried out through
deck are to be equipped with a closing valve, if not other-
watertight subdivision provided that the watertightness is
wise stated by the flag Administration. This valve, made of
ensured by devices suitable in the opinion of RINA. Details
tough metallic material highly resistant to corrosion, is to be
relevant to these devices and their installation on board
fitted on the shell directly or by means of a nozzle and pro-
shall be sent to RINA for approval. Doors in watertight bulk-
vided with means of control located in a position which is
heads shall be approved watertight doors; additional char-
easily accessible at all times and permanently marked.
acteristics regarding these doors are set out in Pt E. As far as
the collision bulkhead is concerned, in general a maximum Overboard discharges are to be kept to a minimum and
of two pipes may pass through the collision bulkhead below located, as far as practicable, above the full load waterline.
the freeboard deck, unless otherwise justified. Such pipes The sea connection for the engine cooling system shall be
are to be fitted with suitable valves operable from above the provided both with a grill fitted directly on the shell using a
freeboard deck and the valve chest is to be secured at the local stiffener and with a filter after the closing valve.
bulkhead inside the fore peak. Such valves may be fitted on The filter is to be made of metal highly resistant to corro-
the after side of the collision bulkhead provided that they sion, and is to be of substantial dimensions and easy to
are readily accessible under all service condition. open.
All valves are to be of steel, bronze or other approved duc- 5.3.2 All pipes leading to the sea and located under the
tile material. As a general rule, no accesses are to be fitted full load waterline are to be of adequate thickness, and of
in the collision bulkhead. Special consideration will be metallic material highly resistant to corrosion and electro-
given in case of yachts with particular design. only if the chemically compatible with any different materials they
access is positioned as far above the design waterline as may be connected to.
possible and its closing appliances are watertight. Joints for elbows, valves etc. are to be made of material of
the same composition as the pipes, or, where this is not
5.2 Watertight bulkheads practicable, of material which is electrochemically compat-
ible.
5.2.1 A collision bulkhead is to be fitted which is to be The use of non-metallic pipes and valves will be specially
watertight up to the freeboard deck. This bulkhead is to be considered.
located at a distance from the forward perpendicular FPLL of
5.3.3 Pipes for the discharge of exhaust from the engines
not less than 5 per cent of the length LLL of the yacht, and leading to the shell are to be structural and are to have
not more than 8 per cent LLL .
strength equivalent to that of the bottom structure.
The material is to be suitable to withstand the temperatures
5.2.2 Where any part of the ship below the waterline reached by the exhaust and, if composite material is used,
extends forward of the forward perpendicular, e.g. a bul- the pipes are to be internally coated with self-extinguishing
bous bow, the distances, in metres, stipulated in 5.2.1 are to resin for a thickness of at least 1,5 mm.
be measured from a point either:
• at the midlength of such extension, or 5.4 Stern and side doors below the weather
deck
• at a distance 1,5 per cent of the length LLL of the yacht
forward of the forward perpendicular, or 5.4.1 Side/shell doors leading to a non watertight
space
• at a distance 3 metres forward of the forward perpen-
The strength of these doors shall be equivalent to that of the
dicular; whichever gives the smallest measurement.
surrounding structures. These doors shall be fitted with
proper gaskets, in order to prevent the ingress of water, and,
5.2.3 The bulkhead may have steps or recesses provided if of wide dimensions, shall be provided with at least 8
they within the limits in 5.2.1 or 5.2.2. securing devices (clips) for closure (the hinges may be
Where long forward superstructures are fitted, the collision counted in as a securing devices). The distance between
bulkhead is to be extended weathertight to the first tier adjacent clips shall not exceed 800mm and, in any case,
superstructure deck. the number of clips on each shorter side of the doors shall
be not less than 2. Different arrangements shall be agreed
with RINA.
5.2.4 Rina may, on a case by case basis, accept a distance
from the collision bulkhead to the forward perpendicular Doors of standard dimensions need not to be in compliance
greater than the maximum specified in 5.2.1 and 5.2.2, with the a.m. requirements but shall be approved watertight
provided that, in case of flooding of the space forward the doors.
collision bulkhead, subdvision and stability calculations in The lower part of each of these openings shall be above the
either the full load departure condition and the arrival con- deepest sea going condition. Where the sill of any such
dition show compliance with Damage Stability require- door is below the deepest sea going condition, the arrange-
ments set out in part. E of Rina Rules for Charter Yachts. ment is considered by RINA on a case by case basis.

Pt B, Ch 1, Sec 1
Where hydraulic securing devices are applied, the system is 5.5 Hatch on the weather deck
to be mechanically lockable in closed position. This means
that in the event of loss of hydraulic liquid, the securing 5.5.1 Hatches on the weather deck and deck above are to
devices remain locked. have a strength equivalent to that of the adjacent structures
Indication regarding the status of these doors shall be pro- to which they are fitted and are to be weathertight. In gen-
vided on the navigation bridge (open/closed): in particular, eral, hatches are to be hinged on the foreword side. For the
not only the status of the door shall be displayed but even coaming of these hatches reference is to be made to the
the status of the locking devices. requirements set out in Part E.
Doors are preferably to open outwards. 5.5.2 Where the hatches may be required to be used as a
means of escape the securing arrangements are to be opera-
5.4.2 Side/shell doors leading to a watertight ble from both sides.
compartment containing devices necessary
for the proper and safe working of the ship
5.5.3 Flush hatches on the weather deck should not, in
See par. 5.4.1. general, be fitted. Where they are foreseen they shall be:
5.4.3 Side/shell doors leading to a watertight space • closed at sea;
not containing devices necessary for the • fitted in protected location;
proper and safe working of the ship
• have at least two drains in the aft part leading over-
These doors may be weathertight. The scantling of them
board;
shall be the same of that of the adjacent structure and the
distance between the lower part of these doors and the • fitted with gaskets;
deepest water line shall be al least 600mm. A high level • have at least 4 clips for size 600 x 600 mm;
bilge alarm shall be provided. In case of damage stability
• have non-oval hinges which can be considered as clips.
calculation, the position of these doors shall be investi-
gated; if any part of the door remains below the waterline in For dimensions bigger than 600 x 600 mm, the acceptance
statical position after damage in any compartment, the is at the discretion of RINA. Drawings representing the
space protected shall be considered as flooded. hatches, their position on deck, their coamins and their sys-
The freeboard between the lower part of the door and the tem of closure to be sent for approval.
water line may be less than 600mm, provided that the doors
have the locking devices indicated in 5.4.1; otherwise, if a 5.6 Sidescuttles and windows
weathertight door is fitted and the freeboard as above indi-
cated is less than 600mm, the volume of the space pro- 5.6.1 General
tected by the weathertight door will not be included in the In general, the requirements of this paragraph apply to
reserve of buoyancy (hydrostatic data and cross curves). yachts engaged in "short range" navigation. For the "unre-
Even in this case, the door status shall be alarmed on stricted" navigation, reference is to be made to RINA "Rules
bridge. for the classification of the Ships". Appropriate national
In case in the watertight compartment protected by a /international standard may also be used.
weathertight side/shell door, a door leading to the internal The following requirements apply to sidescuttles and rec-
of the yacht is fitted, this door shall be watertight approved, tangular windows providing light and air, located in posi-
openable from both sides and alarmed on bridge. Its lower tions which are exposed to the action of the sea or
part shall be above the deepest aft water line in all sea inclement weather below and above the weather deck.
going conditions.
Sidescuttles and rectangular windows may be of "non-open-
For additional characteristic relevant to this internal door,
ing", "opening" or "non readily openable" type.
reference is to be made to the requirements set out in Part
E. 5.6.2 Zones for the determination of scantling
5.4.4 Drawings For the purpose of determining the scantlings of sidescuttles
and rectangular windows, the yacht may be subdivided into
A drawing representing the structure of the side/shell doors,
zones which are defined as follows:
their locking devices and their height above water line shall
be sent in triplicate to RINA for approval, with enclosed a • Zone A:
general arrangement showing the destination of the com- Zone between the full load waterline and a line drawn
partment which the doors give access to and the machinery parallel to the sheer profile and having its lowest point
and/or sports craft fitted in. not less than 500 mm or 2,5% B whichever is greater
above the full load waterline;
5.4.5 Other fittings
• Zone B:
Recesses for wells, gangways, winches, platforms, etc are to Zone above Zone A bounded at the top by the deck
be watertight and of strength equivalent to that of the adja- from which the freeboard is calculated;
cent structures. Any penetrations for electrical wiring and
piping are to ensure watertight integrity. Discharges are to • Zone C:
be provided to prevent the accumulation of water in the Zone corresponding to the 1st tier of superstructures and
normal foreseeable situations of transverse list and trim. above.

Pt B, Ch 1, Sec 1
5.6.3 Scantling and arrangements of sidescuttles where:

and rectangular windows p : design pressure in kN/m2 computed at the
Sidescuttles and rectangular windows may be classified as lower edge of the windows but not less than 20
follows, depending on their constructional characteristics: kN/m2.;
• (medium series) non-opening or non readily openable b : shorter side of the window in mm
type, with deadlight: Type B;
β : 0,54 A - 0,078 A2 - 0,17
• (light series) non-opening or opening type, without
β : 0,75 for A > 3
deadlight: Type C.
a : long side of the window
The following requirements apply:
A : ratio a/b.
• in Zone A neither side scuttles nor rectangular windows
Different thickness may also be accepted on the basis of an
are permitted;
hydraulic pressure test, performed on a mock-up represent-
• in Zone B in general only type B sidescuttles and rectan- ative of the arrangement, the result of which confirms that
gular windows are permitted; the proposed thickness is able to ensure watertight integrity
• in Zone C even where protecting openings giving direct at a pressure not less than 4 times the design pressure of the
access to spaces below deck, type C sidescuttles and hull in that zone.
rectangular windows are permitted. In any case, the In any case, the thickness cannot be assumed less than 15
presence of deadlights, stormshutters and blanking is mm.
established in Part E.
In addition, tests on mock-ups representative of the arrange-
For the thickness of toughened glasses of sidescuttles and ment as well as direct calculations for the zone of the side
rectangular windows, having surfaces not exceeding concerned may also be required in order to demonstrate the
0,16m2, and fitted below the weather deck, see Table 1. local structural adequacy.
Deadlights of the fixed or non-fixed type are to be arranged;
Table 1
however, they may be omitted, at the discretion of RINA
Thickness of toughned glass (mm)
and if not otherwise stated by flag Administration where the
glass pane is of the laminated (shatterproof) type with a
Clear light Type B Type C polycarbonate core of thickness greater than 3mm.
diameter (mm) sydescuttles sydescuttles (light
(medium series) series) 5.6.4 Windows above weather deck
200 8 6 The required thicknesses of toughened glass panes in stand-
ard rectangular windows are given in Table 2 as a function
250 8 6
of the standard sizes of clear light
300 10 6
350 12 8
Table 2
400 12 8
450 15 8
Total minimum
Nominal sizes
For oval sidescuttles reference is to be made to the equiva- Thickness of tough- number of clos-
(clear light) of rec-
ened glass ing appliances of
lent surface area. tangular window
(mm) opening type rec-
Different thickness may also be accepted on the basis of an (mm)
tangular window
hydraulic pressure test, performed on a mock-up represent-
ative of the arrangement, the result of which confirms that 300x500 6 4
the proposed thickness is able to ensure watertight integrity 355x500 6 4
at a pressure not less than 4 times the design pressure of the 400x560 6 4
hull in that zone. 450x630 6 4
500x710 6 6
If exceptional cases and if not otherwise stated by flag
Administration, sidescuttles and rectangular windows with 560x800 7 6
surfaces exceeding 0,16 m2 may be accepted in Zone B. 900x630 8 6
Their acceptance shall be addressed to RINA and will be 1000x710 8 8
accepted case by case in relation to their number, type and 1100x800 9 8
location. Relevant drawings with dimensions of clear open- Nota 1: Swing bolts and circular hole hinges of glass holders
ing, thickness of glass and position in respect to the deepest of opening type rectangular windows are considered closing
water line to be sent for approval. appliances.
The thickness of the glass for such sidescuttles/rectangular
windows fitted below the weather deck is given by the fol- The thickness of toughened glass panes in rectangular win-
lowing formula: dows of other sizes is given by the following formula:
t = 0, 015b β ⋅ p t = 0, 005b β ⋅ p

Pt B, Ch 1, Sec 1
where: The height of the coamings from the surface of the deck is to
p 2
: design pressure in kN/m of the wall of the be in accordance with the requirements set out in Part E.
superstructure with the window The doors on the weather deck which give direct access to
b : shorter side of the window in mm machinery spaces are to have a minimum of six clips and to
β : 0,54 A - 0,078 A2 - 0,17 be outward opening. Other doors on the weather deck to 1st
tier accommodation or other spaces protecting access
β : 0,75 for A > 3
below may have four clips.
a : long side of the window
A : ratio a/b. 5.8.2 Sliding glass doors
Different thickness may also be accepted on the basis of an Arrangements with sliding glass doors or glass walls are
hydraulic pressure test, performed on a mock-up represent- generally permissible only for the after end bulkhead of
ative of the arrangement, the result of which confirms that superstructures.
the proposed thickness is able to ensure watertight integrity The glass used is to be of the toughened type or equivalent.
at a pressure not less than 4 times the design pressure.
The thickness may be determined using the formula in
The thickness of toughened glass panes of windows of other 5.6.4, assuming for p the value:
shapes will be the subject of special consideration by RINA
in relation to their shape. "Short range" navigation
RINA reserves the right to impose limitations on the size of • 1 for 1st tier
rectangular windows and require the use of glass panes of • 0,5 above the 1st tier.
increased thickness in way of front bulkheads which are
particularly exposed to heavy seas. "Unlimited" navigation
• 1,5 for all tier of superstructure
5.6.5 Materials other than toughened glass
Materials other than toughened glass may be used for side- The sills of these doors shall be in accordance with the
scuttles and windows above and below the weather deck. requirements set out in Part E.
The thickness of the sheets may be obtained by multiplying
the Rule thickness for toughened glass by 1,3 in the case of 5.9 Drawings
polycarbonate sheets and 1,5 in the case of acrylic sheets.
5.9.1 A plan showing the position portlights, windows,
The thickness of laminated glass is to be such that:
skylights, external doors and glass walls is to be submitted;
t e = t i 1 + t i 2 + …t iin
2 2 2 2 their dimensions, their sills is to be clearly indicated.
being:
5.10 Ventilator
te : equivalent thickness of the single sheet glass
pane 5.10.1 General
ti : thickness of the single sheet in the laminate Accommodation spaces are to be protected from gas or
n : number of sheets in the laminate. vapour fumes from machinery, exhaust and fuel system.
The yacht is to be adequately ventilated throughout all
5.7 Skylights spaces.
5.7.1 Skylights fitted on the weather deck may considered Reference is also to be made to any additional requirements
as fitted in zone B and therefore, for "short range" naviga- set out in Pt. E.
tion their thickness shall be in accordance with par. 5.6.3 The machinery spaces shall be adequately ventilated so as
or 5.6.5. to ensure that, when machinery therein is operating at full
Their locking devices shall be the same required for flush power in all weather conditions, an adequate supply of air
hatches (see par. 5.5.3). is maintained to the spaces for the safety and the operation
of the machinery, according to Manufacturer's information.
5.8 Outer doors For the requirements for fire precaution see Part E.
The design and positioning of ventilator openings are to be
5.8.1 Doors in the superstructure's side
done with care, above all in the zone of high stress or in
Doors of exposed bulkheads of superstructures are to be of
exposed zone. The deck plating in way of the coamings is to
adequate dimensions and construction such as to guarantee be adequately stiffened.
their weathertight integrity.
The scantlings of ventilators exposed to the weather are to
The use of FRP for doors on the weather deck other than
be equivalent to those of the adjacent deck or bulkhead.
machinery spaces may be accepted, providing the doors are
sufficient strong. Ventilators are to be adequately stayed.
Where the doors may be required to be used as a means of Ventilators which, for any reason, can be subjected to liquid
escape, the securing arrangements are to be operable from pressure are to be made watertight and have scantlings suit-
both sides. able for withstanding the foreseen pressure.

Pt B, Ch 1, Sec 1
5.10.2 Closing appliances 5.11.2 Height of air pipes

All ventilator openings are to be provided with efficient For the height of air pipes from the upper surface of decks
weathertight closing appliances unless: exposed to the weather to the point where water may have
• The height of the coaming is greater than 4,5 m if above access below reference is to be made to Pt.E.
the weather deck or above exposed superstructure
decks within the foreword 0,25 L; 5.12 Bulwarks, railings
• The height of the coaming is greater than 2,3 m if else-
where. 5.12.1 General
As a general rule, closing appliances are to be permanently Bulwarks or railings are to be arranged on exposed decks.
attached to the ventilator coaming.
Where this is not practicable, handrails or stays are to be
Ventilators are to be fitted with a suitable means of prevent- provided.
ing ingress of water and spray when open and have a suita-
ble drainage arrangements leading overboard. Bulwarks are to be of strong construction and adequately
supported.
5.11 Air pipes Any bulwarks or gunwales without openings on the weather
deck are to be provided with freeing port openings having
5.11.1 General dimensions in accordance with ILLC'66 requirement's, if
Air and sounding pipes are to comply with the requirements not otherwise stated by flag Administration (See also Pt E,
of Pt C, Ch 1, Sec 9, [7] and Pt. E, Ch 5, par. 5.7. Ch 1, Sec 6).

Pt B, Ch 1, Sec 2
SECTION 2 HULL OUTFITTINGS
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 profiles rud- used for the calculation of V:
ders without any special arrangement for increasing the 0, 5
V = 2, 3 L
rudder 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. 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/mm 2 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
as defined in 1.2.1. formulae, taking as the value RS for the calcula-
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 equiv-
alent means of manoeuvre, constituted by: The inertia of the composite rudder stock Ic is to
be not less than ImEm/Efc, where:
• main steering gear, designed to ensure control of the
yacht at the maximum navigational speed; Im - the inertia of the Rule metal rudder stock
• 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 Tubular rudder stock
The diameter DTF, in mm, of rudder stocks subject to torque
1⁄3
D T = 12 ( A ⋅ R ⋅ V ⋅ e )
2
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 Figure 2) is to be not less than the value obtained from
A : total rudder area, in m2 bounded by the rudder's
the formula:
external contour including the mainpiece;
R : horizontal distance, in metres, from the centro- D TF = K ⋅ D T
ids of area to the centreline of pintles, to be where:
taken not less than 0,12b, where b is the width,
DT : diameter, in mm, of the rudder stock, as defined
in metres, of the rudder, if the latter has a rec-
and calculated in 1.2.1;
tangular contour; for rudders with non-rectan-
gular contours, b = A/h is to be taken, where h K : 1,08 + 0,06 ( H / R ) for type IA or type IB rud-
is the rudder height, in m, in way of the cen- ders;
treline of 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 and, in any case,:

the area A to the lower end of the rudder stock
d N ≥ 1,5 ⋅ d G
bearing in way of the piece.
The diameter of the rudder, required in way of the main- Between the nut and rudder gudgeon a washer is to be
piece bearing, is to be extended at the upper part to at least fitted having a thickness not less than 0,13 dG and an
10% of the height of the bearing or to a height equivalent to outer diameter not less than 1,3 d0 and 1,6 dG, which-
2 DTF, whichever is the greater; beyond this limit, the rudder ever is the greater.
stock diameter may be gradually tapered so as to reach the b) Cone coupling without hydraulic arrangements for
value of D T in way of the coupling between rudder stock assembling and disassembling the coupling
and tiller. Taper:
At the lower part, the diameter DTF is to be extended as far
1 ⁄ 12 ≤ ( d 1 – d 0 ) ⁄ ts ≤ 1 ⁄ 8
as the coupling between the rudder stock and the main-
piece; in the absence of such coupling, the diameter may t S ≥ 1,5 ⋅ d 1
be gradually tapered below the upper edge of the rudder
blade. d G ≥ 0,65 ⋅ d 1
1.2.3 Tubular rudder stock t N ≥ 0,60 ⋅ d G

Where a tubular rudder stock is adopted, its inner diameter
d1 and outer diameter d2, in mm, are to comply with the fol- d N ≥ 1,2 ⋅ d0
lowing formula: and, in any case,
4 4 1⁄3
d –d d N ≥ 1,5 ⋅ dG
2 1
----------------- ≥D
d2
The dimensions of the locking nut, in both (a) and (b)
where D = DT, for rudders dealt with in 1.2.1, and D = DTF,
above, are given purely for guidance, the determination of
for rudders dealt with in 1.2.2.
adequate 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
mainpiece having a cross section 0,25 dT x 0,10 dT, and keyways in
1.3.1 Horizontal couplings both the tapered part and the rudder gudgeon.
Horizontal flange couplings between the rudder stock and In cone couplings of type (a) above, the key may be omit-
the mainpiece when not integral are to have: ted. In this case the Designer is to submit to RINA shrink-
• flanges of dimensions such that the coupling bolts are age calculations and supply all data necessary for the
distributed on a circumference having a diameter not relevant check.
less than 2D or in a similar manner, where D is as All necessary instructions for hydraulic assembly and disas-
defined in 1.2.3; sembly of the nut, including indication of the values of all
• flanges of thickness not less than the diameter d of the relevant parameters, are to be available on board.
bolts;
• bolts of diameter d, in mm, not less than 0,65 D/n0,5, Figure 1
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
tS ≥ 1,5 ⋅ d 1
d G ≥ 0,65 ⋅ d 1
t N ≥ 0,60 ⋅ d G
d N ≥ 1,2 ⋅ d0

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
The arms or the webs supporting the blade are to be struc- material and the relevant mechanical characteristics are to
turally connected to the mainpiece. be submitted to RINA for examination.
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 character- boxes
istics in accordance with a criterion of equivalence.
Single-plate rudders are to have: 1.5.1 Rudder bearings
• 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
• plate with thickness t = 5 + 0,11 (D T - 20 ) mm, to be stock/tiller coupling;
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
Double-plate rudders are to have: defined in 1.2.3.
• mainpiece of section equal, or equivalent, to the section Lower values of h, but in no case less than 1,2 D, may be
specified for single-plate rudders; accepted except in the case of spade rudders, for which h ≥
• thickness t, in mm, of the plating, including that of 1,5 D is required.
upper or lower closing, and vertical and horizontal If the rudder stock is lined in way of the trunk bearing (for
webs, given by the following formula: instance with stainless steel brush), the lining is to be shrunk
0 , 45 on.
( 0, 7 + s ⁄ 10 )
3
t = DT
Any proposed welding overlay may be accepted subject to
where:
the use of a welding process recognised as suitable by
s : spacing of the horizontal webs, in mm, to RINA.
be taken for the calculation as not greater
than 1000; 1.5.2 Pintles
DT : rudder stock diameter, in mm, as defined in The minimum diameter DA, in mm, of the pintles, outside of
1.2.1; any lining or welding, is given by the following formula:
- welded connections complying with the
DA = c + 0,6 D
requirements of Chap. 2 for steel rud-
ders, and Chap. 3 for aluminium alloy where:
rudders; c : 1, for rudders dealt with in 1.2.1
- internal surfaces protected by painting; 5, in other cases;
the filling of the rudder with light mate-
D : rudder stock diameter as defined in 1.2.3.
rial of expanded type is permitted;
- drainage hole. The height of the pintle bearing surface is to be approxi-
mately 1,2 DA, but in no case less than DA.
1.4.3 Rudders with blade made of glass reinforced The tapering of any truncated cone-shaped part of the pin-
plastics tle, in way of the connection to the hull, is to be 1:6 with
Such rudders are to have, in particular: respect to the diameter.
• stock and mainpiece, in solid or tubular bar, made of For any linig or welding, the requirements of 1.5.1 apply.
hull steel or light alloy, and mainpiece arms, of the
same material, structurally connected to the mainpiece; 1.5.3 Sealing devices
• blade made of a single plate or composed of two pre- In rudder trunks which are open to the sea, a seal or stuffing
formed plates, made of glass reinforced plastics, com- box is to be fitted above the deepest load waterline, to pre-
plying with the requirements of Chap. 4 and filled with vent water from entering the steering gear compartment and
light material; lubricant being washed away from the rudder carrier.

Pt B, Ch 1, Sec 2
If the top of the rudder trunk is below the deepest load where:
waterline, two separate seals or stuffing boxes are to be pro-
vided. DT : Rule diameter, in mm, of the rudder stock sub-
ject to torque only;
1.6 Steering gear and associated apparatus a : length, in mm, of the tiller, measured from the
rudder stock to the point of connection of rope
1.6.1 Premise or chain to the stock;
These requirements apply to the most commonly used types b : 0,5 DT + t, in mm.
of steering gear, which are dealt with below; any different
types will be specially considered by RINA in each case. The tiller-stock coupling is to be of the type with square
section, or with cylindrical section and key, and the tiller
1.6.2 Types of steering gear hub is to be bolted, in particular:
Remote controlled steering gear of one of the following
• the hub bolts are to have diameter db, in mm, not less
types:
than the value given by the formula:
• tiller; hydraulic actuator of the tiller and associated pip-
ing; valves and hydraulic pump controlled by rudder 0, 4D
d b = --------------
0, 5
wheel; 2n
• the above apparatus, with the addition of an electric where n is the number of bolts on each side of the hub;
pump feeding the actuator through distributor and gyro- in any case the diameter db is to be not less than 12 mm;
pilot follow-up link.
• the coupling key is to have rounded edges, length, in
1.6.3 Steering gear of remote controlled type with mm, equal to the hub thickness, thickness, in mm, equal
rope or chain to 0,17 DT and section area, in mm2, equal to 0,25 DT2.
The rudder tiller, or quadrant, is to have:
Alternative arrangements will be subject of special consid-
• hub of height h ≥ DT, in mm, and thickness t ≥ 0,4 DT, in
eration by RINA.
mm;
• section modulus Z, in cm3, in way of the connection to 1.6.4 Steering gear with hydraulic or electro-
the hub, given by the following formula: hydraulic type remote control
3
DT a – b The parts of such steering gear are to comply with the spe-
Z ≥ 0, 15 ⋅ ------------
- ⋅ ------------
1000 a cific requirements of Part C Chap. 1 Sec. 10 of these Rule.
Figure 2
Tipo IA Tipo IB Tipo II

Pt B, Ch 1, Sec 2
2 Propeller shaft brackets cases, the section modulus Z is to be modified as a function

of the tensile strength of the material.
2.1 Double arm brackets The fillet radii between the section at the root of the bracket
and the connecting palm are to be as large as practicable.
2.1.1 Double arm propeller shaft brackets consist of two The cross area of the bracket at the boss is to be not less
arms forming an angle as near as practicable to 90°, and than 60% of the area of the bracket at he palm or at the
converging into a propeller shaft bossing. intersection with the shell plating.
Arms having elliptical or trapezoidal section with round With regard to the boss, the connecting palm and the con-
fairing are to have an area A, in cm 2, at the root not less nection to the hull, see 2.1.1.
than that given by the following relationship:
1600 + R m a⎞
A = 87 , 5 ⋅ 10 d P ⋅ ⎛ ----------------------------
–3 2
- 3 Ballast
⎝ Rm a ⎠
where: 3.1
dp : Rule diameter of the propeller shaft made of
3.1.1 The typical ratio of the weight of external ballast to
steel with ultimate tensile strength Rm = 400
light displacement is generally 0,4 ÷ 0,5.
measured inside the liner, if any, in mm,
The ballast may be internal or external to the hull.
Rma : minimum ultimate tensile strength, in N/mm2,
of the material of the brackets. In the first case, the ballast is to be permanently secured, by
clips or equivalent means, to the resistant structures of the
The maximum thickness in way of the above section is to
hull (floors, frames, etc.) but in no case to plating, on which
be not less than 0,4 dp.
it is never to bear, so as not to shift even during rolling or
The boss is to have length of approximately 3 dp, but in no pitching.
case less than 3 dp, and thickness of approximately 0,25 dp.
In the second case, the connection to the hull is to be
When the brackets are connected by means of palms, the effected by means of bolts long enough to incorporate the
latter are to have thickness not less than 0,2 dp and are to be height of the ballast, either wholly or in part; such bolts are
connected to the hull by means of bolts with nuts and lock to pass through the hull, with a head (or nut and lock nut) at
nuts on the internal hull structures, which are to be suitably one end and a nut and lock nut at the other, towards the
stiffened to the satisfaction of RINA. inside of the hull. The surface of the ballast keel head is to
The thickness of the plating in the vicinity of the connection be flush with the surface of the hull, the bolt holes are to be
is to be increased by 50%. fashioned with equipment designed to achieve an almost
complete absence of play between bolt and hole, and the
In the case of metal hulls and brackets of the same material,
locking of the nuts is to be uniform. The nuts are to rest on
the connection between bracket and hull is to be carried
plates or large washers and to be left uncovered so that they
out by means of welding.
may be easily examined.
The brackets are to be continuous through the plating and
to be connected internally to suitable transverse or longitu- The diameter d, in mm, of the bolts (at the end of the
dinal structures. thread) is generally given by the following formula:
0, 5
The plating in way of the bracket connection is to be suita- d = 11 [ Wh G ⁄ Σli ⋅ σ R ]
bly increased and connected to the arm bracket with full where:
penetration welding.
W : mass of the ballast, in kg;
hG : distance, in mm, from the centroid of the bal-
2.2 Single arm brackets
last, to the plane of attachment of the ballast to
2.2.1 Thew section modulus Z, in cm 3, of the section at the hull;
the root (i.e. of the section, at the end of the bracket at the σR : ultimate tensile strength of the bolt material, in
attachment to the plating of the connecting palm) is to be at N/mm2;
least equal to that given by the following formula:
li : distance, in mm, between the two bolts
Z = 0 , 14 K ⋅ d P – 10
3 –3
arranged on the i-nth section.
where: A double row of bolts is to be fitted, each bolt having a
dp : as defined in 2.1.1, cross-sectional area A = 0,6d2, and therefore diameter d1 =
b⁄d 1,13A0,5, in mm.
K : ------------p
6, 5
There are to be at least 8 bolts, their diameter is to be at
assuming K =1 when b/dp ≤ 6,5 least 14 mm, and they are to be made of bronze, stainless
b : the length of the arm to be measured from its steel or highly galvanised steel.
origin on the propeller shaft boss to its intersec- Where direct calculations are carried out to determine the
tion with the shell plating or with the outside diameter of bolts, the degree of locking is to be taken into
plane of the palm. account and a safety factor < 3,5 in relation to the ultimate
The above formula is to be intended as applicable for mate- tensile strength and ≥ 2 in relation to the yield stress of the
rial with ultimate tensile strength Rm = 400 N/mm 2; in other bolt material is to be applied.

Pt B, Ch 1, Sec 2
4 Stabiliser arrangements 5.2 Tunnel arrangement details
4.1 General 5.2.1 The system for connecting the tunnel to the hull
depends on the material used for the construction.
4.1.1 The scantlings, arrangement and efficiency of stabi-
liser arrangements do not fall within the scope of Classifica- 5.2.2 The tunnel is to be arranged between two floors of
tion; nevertheless, the bedplates of the various components, increased height or in a separate watertight compartment.
the supporting structures and the watertight integrity are to
be examined.
5.2.3 The thickness of the plating is to be locally increased
by 50% in way of the tunnel attachment.
4.2 Stabiliser arrangements
5.2.4 The tunnel is to be connected to the plating by
4.2.1 The stabiliser fin machinery is to be supported by
adequately reinforced structures. means of full penetration welding.
Drawings are to be submitted for approval showing the

5.2.5 For tunnels in composite material, the weight of the
position, the supporting structures and the loads transmit-
ted. connecting laminate stiffener is to be equal to the weight of
the bottom plating stiffener. The stiffener is to be arranged
4.2.2 The shell plating in way of stabilizer fins shall be on both sides of the plating laminate.
adequately reinforced. In the case of fixed type stabiliser
fins, the passage to the hull and the components necessary Prior to the connecting lamination, the surfaces of the tun-
for the operation of the system, supported by adequately nel and the plating concerned are to be suitably cleaned
reinforced structures are to be arranged in a watertight box and prepared and the edges of the cuts are to be sealed with
with an inspection opening fitted with a watertight cover. resin.
In metal structures, the watertight box shall be at least of the
same thickness as the adjacent shell plating, but in no case 6 Water-jet drive ducts
less than 12mm. The box shall be well stiffened. For GRP
vessels, the scantling of the watertight boxes and their stiff-
eners will be considered case by case. Where it is not prac- 6.1
tical to provide a watertight box, particularly because of the
restricted inside spaces, the arrangement will be specially
6.1.1 The thickness of the duct is to be in accordance with
considered by RINA.
the Manufacturer's specifications and, in general, is to be
not less than that of the adjacent plating.
4.3 Stabilising tanks
The duct is to be adequately supported, stiffened and fully
4.3.1 The tank structures are to comply with the require- integrated with the hull structure.
ments for tank bulkheads, taking into account the maximum
head that may arise in service. The water-jet drive supporting structures are to be able to
Where sloshing is foreseeable the scantlings will be the sub- withstand the loads induced by the propulsion system in the
ject of special consideration. following conditions:
• maximum thrust ahead

5 Thruster tunnels
• maximum thrust at the maximum lateral inclination
5.1 Tunnel wall thickness
• maximum reverse thrust (astern speed).
5.1.1 The thickness of the tunnel is to be in accordance
with the Manufacturer's specifications; in general, the thick- The foregoing loads are to be provided by the water-jet
ness is to be not less than: drive Manufacturer and adequately documented.
• For steel tunnels: the Rule thickness of the adjacent All hull openings are to be adequately reinforced and to
plating increased by 10% (but at least 2 mm), and in any
have well rounded corners.
case not less than 7 mm.
The thickness of the plating in the vicinity of the duct
• For light alloy tunnels: the Rule thickness of the adja-
cent plating increased by 10% (but at least 1 mm), and entrance is to be locally increased as stated in 5.2.3.
in any case not less than 8 mm .
The Manufacturer is to assess the need to arrange suitable
• For composite tunnels: the Rule thickness of the adja- means of protection at the duct opening in order to prevent
cent plating increased by 25%; in any case the thickness the ingress of foreign bodies which may damage the inter-
is to be not less than 8 mm. nal mechanism.

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

Pt B, Ch 1, Sec 3
SECTION 3 EQUIPMENTS
1 General Grade 1 chain cables are generally not to be used in associ-

ation with "high holding power" anchors; chain cables of at
1.1 least Grade 2 are to be used with "very high holding power"
anchors.
1.1.1 The anchoring equipment required in 6 is intended
for temporary mooring of a yacht within or near a harbour, 4 Mooring lines
or in a sheltered area.
The equipment is therefore not designed to hold a yacht off 4.1
fully exposed coasts in rough weather or to stop a yacht
which is moving or drifting. In such conditions the loads on 4.1.1 Mooring lines may be of wire, natural or synthetic
the anchoring equipment increase to such a degree that its fibre, or a mixture of wire and fibre.
components may be damaged or lost owing to the high Where steel wires are used, they are to be of the flexible
energy forces generated. type.
The anchoring equipment required in 6 is deemed suitable Steel wires to be used with mooring winches, where the
to hold a yacht in good holding ground where the condi- wire is wound on the winch drum, may be constructed with
tions are such as to avoid dragging of the anchor. In poor an independent metal core instead of a fibre core.
holding ground the holding power of the anchors will be The breaking loads shown in Table 1 refer to steel wires or
significantly reduced. natural fibre ropes.
It is assumed that under normal circumstances a yacht will Where synthetic fibre ropes are adopted, their size will be
use one anchor only. determined taking into account the type of material used
and the manufacturing characteristics of the rope, as well as
In any case the anchoring and mooring arrangements
the different properties of such ropes in comparison with
should meet the minimum requirements as required from
natural fibre ropes.
the flag Administration.
The equivalence between synthetic fibre ropes and natural
fibre ropes may be assessed by the following formula:
2 Anchors δ ⋅ C RM
CR S = 7, 4 ⋅ ------------------
1⁄9
C RM
2.1
dove:
δ : elongation to breaking of the synthetic fibre
2.1.1 Anchors are to be manufactured in accordance with
rope, to be assumed not less than 30%;
Pt D, Ch 4, Sec.1
CRS : breaking load of the synthetic fibre rope, in kN;
2.1.2 The mass, per anchor, given in Table 1 applies to CRM : breaking load of the natural fibre rope, in kN;
"high holding power" anchors. When use is made of normal Where synthetic fibre ropes are used, rope diameters under
type anchors, the mass shown in the table is to be multi- 20 mm are not permitted, even though a smaller diameter
plied by 1,33. could be adopted in relation to the required breaking load.
When "very high holding power" anchors are used, the
mass of the anchors may be equal to 70% of that shown in 5 Windlass
Table 1 for stockless anchors.
The actual mass of each anchor may vary by + or - 7% with 5.1
respect to that shown in Table 1, provided that the total
mass of the two anchors is at least equal to the sum of the 5.1.1 Windlasses are to be power driven and suitable for
masses given in the Table. the size of chain cable and is to have the characteristics
The first anchor is to be positioned ready for use, while the below.
second may be kept on board as a spare. The windlass is to be fitted in a suitable position in order to
ensure an easy lead of the chain cables to and through the
hawse pipes; the deck in way of the windlass is to be suita-
3 Chain cables for anchors bly reinforced.
A suitable stopping device is to be fitted in order to prevent
3.1 the anchor from shifting due to movement of the yacht.
3.1.1 Chain cables are to have proportions in accordance 5.1.2 For vessel having GT greater than 500, calculations
with recognised unified standards and to be of the steel demonstrating compliance with Pt B, Ch,10, Sec.4, par 3.7
grade given in Table 1. of RINA Rules for Ship shall be sent to Head Office together

Pt B, Ch 1, Sec 3
with detailed plans and an arrangement plan showing the A : area, in m2, in profile view, of the parts of the
following components: hull, superstructures and deckhouses above the
summer load waterline which are within the
Shafting. length L of the yacht and also have a breadth
Gearing. greater than B/4.
For yachts that have superstructures with the front bulkhead
Brakes.
with an angle of inclination aft, the equipment number can
Clutches. be calculated as follows:
5.2 Working test on windlass EN = ∆

2⁄3
+ 2 ⎛⎝ aB + ∑ b h sin θ
n n
⎞
n⎠ + 0, 1 A
5.2.1 The working test of the windlass is to be carried out θn : angle of inclination with the horizontal axis aft
on board at the presence of the Surveyor. of each front bulkhead
bn : greatest breadth, in m, of each tier n of super-

5.2.2 The test is to demonstrate that the windlass works
structures or deckhouses having a breadth
adequately and has sufficient power to simultaneously
greater than B/4.
weigh the two bower anchors (excluding the housing of the
anchors in the hawse pipe) when both are suspended to For EN > 1060 the anchors, chain cables and ropes will be
55m of chain cable, in not more than 6 min. fixed by RINA depending on the case.
6.1.2 When calculating h, sheer and trim are to be disre-

5.2.3 Where two windlasses operating separately on each
garded, i.e. h is to be taken equal to the sum of freeboard
chain cable are adopted, the weighing test is to be carried
amidships plus the height hn (at the centreline) of each tier
out for both, weighing an anchor suspended to 82,5m of
of superstructures and deckhouses having a breadth greater
chain cable and verifying that the time required for the
than B/4.
weighing (excluding the housing of the anchors in the
hawse pipe) does not exceed 9 min. Where the depth of Where a deckhouse having a breadth greater than B/4 is
water in the trial area is inadequate, or the anchor cable is above another deckhouse with a breadth of B/4 or less, the
less than 82,5 m, suitable equivalent simulating conditions upper deckhouse is to be included and the lower ignored.
will be considered as an alternative. Screens or bulwarks 1,5 metres or more in height are to be
regarded as parts of deckhouses when determining h and A.
6 Equipment Number and equipment In determining the area A, when a bulwark is more than 1,5
metres in height the area above such height is to be
6.1 included.
6.1.1 All yacths are to be provided with anchors, chain 6.1.3 3 Drawing relevant to the equipment number to be
cables and ropes based on their Equipment Number EN, as sent for approval; the drawing is to contain also information
shown in Table 1. on
The equipment Number EN is to be calculated as follows: - geometrical elements fo calculation

2⁄3
EN = ∆ + 2h ⋅ B + 0, 1 A - list of equipment;
where: - construction and breaking load of steel wires;

∆ : yacht displacement, in tonnes, as defined in - material, construction, breaking load and relevant elon-
Section 1 gation of synthetic ropes.
h : a + Σh n
a : distance, in m, from the summer 7 Sailing yachts
load waterline amidships to the
weather deck
7.1
hn : height, in m, at the centreline of
each tier n of superstructures or 7.1.1 For sailing yachts (with or without auxiliary engine),
deckhouses having a breadth the value of EN is to be calculated using the formula given
greater than B/4. in 6.1.

Pt B, Ch 1, Sec 3
Table 1
Stockless bower
EN Chain cables for anchors Mooring lines
anchors
A<EN<B Diameter (mm)
Total Breaking
Mass per Studless Chain cables with stud Length
No. (1) length No. load
A B anchor (kg) chain (m)
(m) Grade U1 Grade U2 Grade U3 kN
cable (2) steel steel steel
50 70 1 100 137,5 11 - - - 2 60 26
70 90 1 120 165 12,5 11 - - 2 70 31
90 110 1 140 165 12,5 11 - - 2 80 35
110 130 2 160 192,5 14,5 14 12,5 - 3 80 35
130 150 2 180 192,5 14,5 14 12,5 - 3 90 39
150 175 2 200 192,5 17,5 16 14 11 3 90 43
175 205 2 230 220 17,5 16 14 11 3 90 47
205 240 2 260 220 19 17,5 16 12,5 4 90 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 4 110 59
320 360 2 410 247,5 22 20,5 17,5 14 4 110 62
360 400 2 460 247,5 24 22 19 16 4 110 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.
(2) The diameters refer to Grade U1 steel chain cables; where Grade U2 or U3 steel studless chain cables are used, the diameters
may be reduced guaranteeing the same breaking load as the chain cable corresponding to Grade U1.

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 or gas-oil, for which internal
zinc plating is not permitted.
1.1
Tanks are to be effectively earthed.
1.1.1 Tanks for liquid fuel are to be designed and con-
structed so as to withstand, without leakage, the dynamic 2.2 Scantlings
stresses to which they will be subjected. They are to be fit-
2.2.1 The thickness of metallic tank plating is to be not less
ted with internal diaphragms, where necessary, in order to
than the value t, in mm, given by the following formula:
reduce the movement of liquid.
0, 5
t = 4 ⋅ s ⋅ ( hS ⋅ K )
Tanks are to be arranged on special supports on the hull
and securely fastened to them so as to withstand the stresses where:
induced by movement of the yacht. s : stiffener spacing, in m;
Tanks are to be arranged so as to be accessible at least for hS : static internal design head, in m, to be assumed
external inspection and check of piping. as the greater of the following values:
• vertical distance from the pdr (see below) to
Where their dimensions permit, tanks are to include open-
a point located 2 m above the tank top
ings allowing at least the visual inspection of the interior.
• two-thirds of the vertical distance from the
In tanks intended to contain fuel with a flashpoint below pdr to the top of overflow
55°C determined using the closed cup test (petrol, kerosene 235
K : ---------- where RS is the minimum yield stress, in
and similar), the above openings are to be arranged on the RS
top of the tank. N/mm2, of the tank material. Where light alloys
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
air ejector. pdr : point of reference, intended as the lower edge
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 greater. The section modulus of stiffeners is to be not less than the
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 S : stiffener span, in m.
particular reference to pipe connections.
3 Non-metallic tanks
2 Metallic tanks
3.1 General
2.1 General
3.1.1 Fuel tanks may be made of non-metallic materials.
2.1.1 Tanks intended to contain diesel oil or gas-oil are to The materials adopted are to withstand the corrosive action
be made of stainless steel, nickel copper, steel or alumin- of the fuel to be carried.
ium alloys. The acceptance of the non-metallic tanks will be subject to
tests on materials (such as and after immersion in the fuel to
Steel tanks are to be suitably protected internally and exter-
be carried).
nally so as to withstand the corrosive action of the salt in
the atmosphere and the fuel they are intended to contain.
3.2 Scantlings
The upper part of tanks is generally not to have welded
edges facing upwards or be shaped so as to accumulate 3.2.1 The scantlings of non-metallic tanks will be specially
water or humidity. considered by RINA on the basis of the characteristics of the

Pt B, Ch 1, Sec 4
material proposed and the results of strength tests per- sponding to 2 m above the tank top or that of the overflow
formed on a sample. pipe, whichever is the greater.
In general, for tanks made of composite material, the thick- At the discretion of RINA, leak testing may be accepted as
ness t, in mm, of the plating and the module of stiffeners Z, an alternative in accordance with the conditions stipulated
in cm3, are to be not less, respectively, than the values: in 3.3.2.
0, 5
t = 6 ⋅ s ⋅ ( hS ⋅ ko f ) 3.3.2 Leak testing
2
Z = 15 ⋅ s ⋅ S ⋅ h S ⋅ K 0 Leak testing is to be carried out by applying an air pressure
of 0,15 bar.
where:
Prior to inspection of the tightness of welding, in the case of
kof , k0 : as defined in Chap. 4;
metallic tanks and pipe connections, it is recommended
s, S, hS : as defined in 2.2. that the air pressure is raised to 0,2 bar and kept at this level
In any case, the thickness is to be not less than 8 mm with for about 1 hour. The level may then be lowered to the test
reinforcement not less than 30% in weight fraction. pressure before carrying out the welding tightness check of
the tank and connections by means of a liquid solution of
The surface of the tanks is to be internally coated with resin
proven effectiveness in the detection of air leaks.
capable of withstanding hydrocarbons and externally
coated with self-extinguishing resin. The test may be supplemented by arranging a pressure
gauge and checking that the reading does not vary over
3.3 Tests on tanks time.
Leak testing is to be performed before any primer and/or
3.3.1 General coating is applied. In the case of tanks made of composite
Prior to their installation on board, tanks are to be subjected material, the test is to be carried out before the surface is
to a hydraulic pressure test with a head equal to that corre- 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
the highest continuous deck.
hull and deck structures stipulated in Chapters 2, 3 and 4 of
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
∆ : 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:
In general, for the purposes of this Section, a displacement ∆

C B = -----------------------------------
1, 025 L ⋅ 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,
A yacht that is supported partially by the buoyancy of the : measured along the hull, from the chines to 0,5
water it displaces and partially by the dynamic pressure L. For twin hull yachts, CSis twice the distance
generated by the bottom surface running over the water. measured along the single hull.
2.2.3 Planing yacht g : Acceleration of gravity = 9,81 m/s2.
A yacht in which the dynamic lift generated by the bottom LCG : Longitudinal centre of gravity of the yacht;
surface running over the water supports the total weight of where unknown, to be taken as located in the
the yacht. section at 0,6 L from the PpAV.
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
on the horizontal axis. design.

Pt B, Ch 1, Sec 5
V : Maximum service speed, in knots. 3.2 Transverse acceleration
3 Design acceleration 3.2.1 Transverse acceleration, to be used in direct calcula-

tions for yachts with many tiers of superstructure for which
significant racking effects are anticipated, is defined on the
3.1 Vertical acceleration at LCG basis of model tests and full-scale measurements.
3.1.1 General In the absence of such results, transverse acceleration, in g,
The design vertical acceleration at LCG, aCG (expressed in at the calculation point of the yacht may be obtained from:
g), is defined by the Designer and corresponds to the aver- 2
V ⁄ L 0,5-⎞ ⋅ --r-
H s-l ⋅ 1 + 5 ⋅ ⎛ 1 + ----------------
a t = 2,5 ⋅ ------
age of the 1% highest accelerations in the most severe sea L ⎝ ⎠ L
6
conditions expected. Generally, it is to be not less than:
V where:
a C G = S ⋅ ---------
L 0,5 H sl : permissible significant wave height, in m, at
where S is given by: speed V
r : distance of the calculation point from:
S = 0, 65 CF
• 0,5 D for monohull yachts
where:
• waterline at draught T, for twin hull.
0, 5
C F = 0, 2 + [ 0, 6 ⁄ ( V ⁄ L ) ] ≥ 0, 32
Values of S reduced to as low as 80% of the foregoing value 4 Overall loads
may be accepted, at the discretion of RINA, if justified on
the basis of the results of model tests or prototype tests.
4.1 General
The sea area to which the aforementioned value refers is
defined with reference to the significant wave height HS 4.1.1 Overall loads are to be used for the check of longitu-
which is exceeded for an average of not more than 10% of dinal strength of the yacht, as required, in relation to the
the year: material of the hull, in Chapters 2, 3 and 4.
• Open-sea service: Hs ≥ 4,0 m;
4.2 Longitudinal bending moment and shear
If the design acceleration cannot be defined by the
force
Designer, the aCG value corresponding to the value of S cal-
culated with the above-mentioned formula is to be 4.2.1 General
assumed.
The values of the longitudinal bending moment and shear
3.1.2 Longitudinal distribution of vertical force are given, as a first approximation, by the formulae in
acceleration 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
accordance with the procedure given in 4.2.3. RINA
dove: reserves the right to require calculations to be carried out
KV : Longitudinal distribution factor, defined in Fig- according to 4.2.3 whenever deemed necessary.
ure 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 M bl,S, in sagging conditions, in kN·m, are the greater of
Variation di 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 ⋅ ∆ ⋅ 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 applied to one of the hulls, i.e. the longitudinal distribu-
induced loads. tion of weight forces gi and the corresponding breadth
2
Bi are to be defined for one hull.
M bl,H = Ms ,H + 0, 95 ⋅ S ⋅ C ⋅ L ⋅ B ⋅ C B
The total impact, in kN, is:
M bl,S = M s,S + 0, 55 ⋅ S ⋅ C ⋅ L ⋅ B ⋅ ( CB + 0,7 )
2
where:
FS L = ∑q SLi ⋅ ∆ 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 Figure 2), computed with the
be assumed for the checks: following formula:
M sH = 85 ⋅ C ⋅ L ⋅ B ⋅ ( C B + 0, 7 )10
2 –3
q S L i = p 0 ⋅ Bi ⋅ sin 2 ⋅ π ⋅ ⎛ x----i – 0,6 ⎞
⎝L ⎠
Ms,S : still water sagging bending moment, in kN ·
m, where not supplied, the following may where:
be assumed for the checks:
∆xi : length of interval, in m
M sS = 63 ⋅ C ⋅ L ⋅ B ⋅ ( C B + 0, 7 )10
2 –3
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
yacht, 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 shea force p0 : maximum hydrodynamic pressure, in
kN/m2, calculated by the following formula:
3,1 ⋅ M bl-
T t = ----------------------
L
⎛p a v 1 ⋅ G ⋅ ( r0 + x W 2 )
= ------------------------------------------------------------------------------------------------- ⎞p
⎝ 0 f S L ⋅ [ r 02 + 0,5 ⋅ L ⋅ ( xS L – z W ) – x S L ⋅ 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
account the actual distribution of weights G : weight force, in kN, calculated from the fol-
lowing formula:
a) The distribution of quasi-static bending moment and
shear force, due to still water loads and wave induced
loads, is to be determined from the difference in weight
G = ∑g ⋅ ∆ x i i
and buoyancy distributions in sagging and hogging for gi : weight per unit length, in kN/m, of interval
each loading condition envisaged. i; for twin hull yachts gi is defined for one
hull;
b) For calculation purposes, the following values are to be
taken for the design wave: xW : distance, in m, of LCG from the midship
perpendicular, calculated by the following
• wave length, in m:
formula:
λ = L
∑
( g i ⋅ ∆ x i⋅ x i )
x W = ------------------------------------- – 0,5 ⋅ L
• wave height, in m:
∑
( x i ⋅ ∆ x i)
L
h = ------------------- r0 : radius of gyration, in m, of weight distribu-
L tion, calculated as follows:
15 + ------
∑
20 0 ,5
⎛ [ g i ⋅ ∆ x i ⋅ ( x i – 0,5 L ) 2 ]⎞
• wave form: sinusoidal. r0 = ⎜ ----------------------------------------------------------------⎟
c) In addition, the increase in bending moment and shear

⎜
⎝ ∑ ( g i ⋅ ∆ x i)
⎟
⎠
force, due to impact loads in the forebody area, for the normally
sagging condition only, is to be determined as specified
0, 2 ⋅ L < r 0 < 0, 25 ⋅ L (guidance values)
below. For the purpose of this calculation, the hull is
considered longitudinally subdivided into a number of xSL : distance, in m, from the centre of the sur-
intervals, generally to be taken equal to 20. For smaller face FSL to the midship perpendicular, cal-
yacht, this number may be reduced to 10 if justified, at culated from the following formula:
RINA's discretion, on the basis of the weight distribu-
tion, the hull forms and the value of the design accelera- 1
x S L = -----
fSL ∑ ( ∆ x ⋅ x ⋅ B ) ⋅ sin 2π ⋅ ---xL- – 0, 6 – 0,5 L
i i i
⎛
⎝
i ⎞
⎠
∑ (∆ x ⋅ B ) ⋅ sin 2π ⋅ ---xL- – 0, 6 , in m
tion aCG. ⎛ ⎞
fSL : i i
⎝
i
⎠
2
For twin hull yachts, the following procedure is to be

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 act-
ing 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 yacht 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.m, are given by:
qs i = q bi = g i ⋅ av i ∆ ⋅ b ⋅ a C G ⋅ g-
Mbt = -------------------------------
5
where:
∆ ⋅ a C G ⋅ g-
T bt = -----------------------
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- ⋅ ---------------------------- Mtt = 0, 125 ⋅ ∆ ⋅ L ⋅ a CG ⋅ 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 cal-
F------ x SL – x W- , in m – 1
culation.
ap : SL- ⋅ -------------------
G r 02 – x W 2
• For x / L ≥ 0,6
5 Local loads
q si = q bi – q SLi
5.1 General
e) The impact induced sagging bending moment and shear
5.1.1 The following loads are to be considered in deter-
force are to be obtained by integration of the load distri-
mining the scantlings of hull structures:
bution qsi along the hull. They are to be added to the
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 determine the scantlings of deck structures.
kNxm, 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 yachts. significant magnitude (e.g. tanks, machinery), the capacity
For displacement yachts, the value of MT is to be taken of the side and bottom structures to withstand such loads is
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 may 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; h
⋅ ⎛⎝ 1 – ------0-⎞⎠ + 10 ⋅ ( h 0 + a ⋅ L )
0, 5
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 equal to the value p1, defined as follows:
The design pressure p, in kN/m 2, for the scantlings of struc-
p 1 = 66, 25 ⋅ ( a + 0, 024 ) ⋅ ( 0, 15 L – 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 e p2 defined The pressure p1 in any case, not to be assumed as < 10 D
as follows:. h1, where h1 is as defined in 5.4.2.
h For the zones located forward of 0,3 L from the PpAV, the
⋅ ⎛⎝ 1 – ------0-⎞⎠ + 10 ⋅ ( h 0 + a ⋅ L )
0, 5
p 1 = 0, 24L
2T value p is to be not less than the value p2 defined as follows:
0, 5
∆ p 2 = C 1 ( k V ⋅ [ 0, 6 + senγ ⋅ cos ( 90 – α ) ] + C 2 ⋅ L ⋅ sen (90 – α ) }
2
p 2 = 15 ⋅ ( 1 + a V ) ⋅ ------------- ⋅ g ⋅ F L ⋅ F 1 ⋅ F a
L ⋅ CS
essendo:
h0 : vertical distance, in m, from pdr to the full load a, h0 : as defined in 5.3.1
waterline;
C1 : coefficient given by Figure 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 Figure 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 . L + 0,25V
FL : coefficient given in Figure 3 as a function of the a : angle formed at the point considered by the side
longitudinal position of the pdr; and the horizontal axis (see Figure 6)
F1 : coefficient function of the shape and inclination g : angle formed by the tangent at the waterline,
of the hull given by: corresponding to the draught T, taken at the
point of intersection of the transverse section of
50 – β X
F 1 = ----------------------
- the element considered, with the above water-
50 – βLC G
line and the longitudinal straight line crossing
where bLCG is the deadrise angle, in degrees, of the above intersection (see Figure 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
defined in 5.3.1, calculated at the section considered.
1, 43 ⋅ A 1 ⋅ T⎞
F a = 0, 30 – 0, 15 ⋅ log ⎛ ------------------------------
-
⎝ ∆ ⎠
5.4.2 Displacement yacht
where A1 is the surface, in m 2, 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

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, 15 L – h 0 ) AREA
FWD AFT
(also partially
essendo: 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 h0 h0 h0

of the beam of the highest continuous deck. Deck below - - 0,5
pdc
The pressure p1 in any case, not to be assumed as <10 h1 .
pdc 1,5 1,0 0,5
5.5 Design heads for decks Decks over pdc 1,0 0,5 0,5
5.6 Design heads for watertight bulkheads

5.5.1 The design heads for the various decks are shown in
Table 1. 5.6.1 Subdivision bulkheads
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 hS equal to
accommodation.
the vertical distance, in m, from the pdr to the highest point
The design heads shown in Table 1 assume a uniformly dis- of the bulkhead.
tributed load with mass density of 0,7 t/m3 and a conse- 5.6.2 Tank bulkheads
quent load per square metre of deck, in kN/m 2, equal to 6,9 The scantlings of tank bulkheads, plating and associated
h 0. stiffeners are to be verified assuming as h0, 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:
In the case of decks subject to concentrated loads, the h 0 = [ 1 + 0, 05 ( L – 50 ) ]

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

Pt B, Ch 1, Sec 5
Figure 4

Pt B, Ch 1, Sec 5
Figure 5

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

Part B
Hull
Chapter 2
STEEL HULLS
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
For yachts made of steel and having lenght L greater than normally repeated in the various Sections, whereas the
120 m, reference is to be made to RINA Rules for the Class- meanings of those symbols which have specific validity are
sification of Ships. specified in the relevant Sections.
Multi-hulls or yachts with unusual shape, proportion and

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-
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-
sponding Rule structure are obtained or provided that such B : maximum breadth of the yacht, in m, outside
material distribution and structural scantlings is adequate, frames; in tests of the longitudinal strength of
in the opinion of RINA, on the basis of direct test calcula- twin hull yachts, B is to be taken as equal to
tions of the structural strength (see Pt B, Ch1, Sec 1, par. twice the breadth of the single hull, measured
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-
T : draft of the yacht, in m, measured vertically in
lings of hulls made of metals with superior mechanical
the transverse section at half the length L, from
properties, other than steel, such as titanium and its alloys.
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;
∆ : displacement of the yacht outside frames, in t, at
• titanium alloys: Ti6AL4V grade 5, Ti5AL2.5Sn grade 6
draught T;
and Ti3AL2.5V grade 9.
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 Table 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 The Table also indicates the information that is to be sup-
the material and the welding processes and tests that will be plied with the plans or, in any case, submitted to RINA for
adopted. the examination of the documentation.

Pt B, Ch 2, Sec 1
For documentation purposes, a copy of the following plan is 3.2

to be submitted:
3.2.1
- general arrangement; In case a Builder for the construction of a new vessel of a
- capacity plan; standard design wants to use drawings already approved for
a vessel similar in design and construction and classed with
- lines plan; the same class notation and the same navigation, the draw-
ings may not be sent for approval , but the Request of Sur-
Table 1 vey for the vessel shall be submitted enclosed to a list of the
drawings the Builder wants to refer to and copy of the
CONTAINING INFORMA-
approved drawings are to be sent to RINA.
PLAN
TION RELEVANT TO: Attention is to be paid even to possible additional flag
administartions requirements, which may cause differences
• Midship section • main dimensions, maxi-
in the constructions.
mum operating speed V,
design acceleration aCG for It's Builder responsability to submit for approval any modifi-
planing or semi-planing cation to the approved plans prior to the commencement of
yachts) any work.
• materials and associated Plan approval of standard design vessels is only valid so
mechanical properties long as no applicable Rule changes take place. When the
• for yacht having L>50 m, if Rules are amended, the plans are to be submitted for new
mono-hull and L> 40 m, if approval.
multi-hull, the maximum
still water bending
moment is to be indicated 4 Direct calculations
• displacement
4.1
• Longitudinal and trans-
versal section
4.1.1 As an alternative to those based on the formulae in
• Plan of the decks • openings this Chapter, scantlings may be obtained by direct calcula-
• loads acting, if different tions carried out in accordance with the provisions of Chap-
from Rule loads ter 1 of Part B of these Rules.
• Shell expansion • openings Chapter 1 provides schematisations, boundary conditions
and loads to be used for direct calculations.
• Structure of the engine
The scantlings are to be such as to guarantee that stress lev-
room
els do not exceed the allowable values stipulated in the
• Watertight bulkheads • openings aforementioned Chapter.
and deep tank • location of overflow
bulkheads 4.2
• Structure of stern/side • closing appliances
door 4.2.1 In the case of use of materials with superior mechan-
ical properties, other than steel, such as those indicated in
• Superstructures 1.1, the allowable stresses will be stipulated by RINA on the
• Support structure for • design loads and connec- basis of such properties and of any further fatigue tests
crane tions to the hull structures and/or buckling checks which may be required.
• Rudder • materials of all compo-

nents 5 Bookling strength checks
• calculation speed
5.1 Application
• Propeller shaft struts • material
5.1.1 Where required, the critical buckling strength of
Where an *INWATERSURVEY (In-water Survey) notation is steel plating and stiffeners subject to compressive
assigned the following plans and information are to be sub- stresses is to be calculated as specified below.
mitted:
• Details showing how rudder pintle and bush clearances 5.2 Elastic buckling stresses of plates
are to be measured and how the security of the pintles
in their sockets are to be verified with the craft afloat. 5.2.1 Compressive stress
The elastic buckling strength, in N/mm2, is given by:
• Details showing how stern bush clearances are to be
2
measured with the craft afloat. t
σE = 0, 9 ⋅ m c ⋅ E ⋅ ⎛⎝ --------------------⎞⎠
• Name and characteristics of high resistant paint, for 1000 ⋅ a
information only. where:

Pt B, Ch 2, Sec 1
8, 4 π 2 ⋅ E ⋅ I W- ⋅ ⎛ m 2 + ------ It
C K-⎞ + 0, 385 ⋅ E ⋅ ---
mC = -------------------- fo r p lating w ith stiffen ers para llel σE = ------------------------
ψ + 1, 1 10 4 ⋅ I p ⋅ I 2 ⎝ m 2⎠ Ip
to compressive stress where:
oppure: E, I : defined in 5.3.1 above
a 2 2
2, 1 C⋅I
4
mC = c ⋅ 1 + ⎛⎝ --- ⎞
⋅ -------------------- for pla ting CK = ---------------------- ⋅ 10
6
b ⎠ ψ + 1, 1 π ⋅ E ⋅ IW
4
with stiffeners perpendicular to compressive m : number of half-waves, given in Table 2.

stress
E : Young's modulus, in N/mm 2, to be taken equal Table 2
to 2,06 . 105N/mm2 for steelstructures
0<C<1 4<C<36 36<C<144 (m-1) m<C<m (m+1)
t : thickness of plating, in mm
a : shorter side of the plate, in m m 1 2 3 m
b : longer side of the plate, in m
It : St. Venant, moment of inertia of profile, in cm4,
c : coefficient equal to:
without plate flange, equal to:
• 1,30 when the plating is stiffened by floors
h w ⋅ t w ⋅ 10 – 4 for flat bars
3
or deep girders ---------------
3
• 1,21 when the plating is stiffened by ordi-
nary stiffeners with angle- or T-sections or:
• 1,10 when the plating is stiffened by ordi- 1 t-f ⎞ ⋅ 10 –4
--- ⋅ h w ⋅ t w3 + b f ⋅ t f3 ⋅ ⎛ 1 – 0, 63 ⋅ ---
3 ⎝ bf ⎠
nary stiffeners with bulb sections
• 1,05 when the plating is stiffened by flat bar for flanged profile
ordinary stiffeners. Ip : polar moment of inertia of profile, in cm4, about
ψ : ratio between the smallest and largest compres- connection of stiffener to plate, equal to:
sive stresses when the stress presents a linear
h w ⋅ t w- ⋅ 10 – 4 for flat b ars
3 3
variation across the plate (0<ψ <1). ---------------
3
5.2.2 Shear stress or:
The elastic buckling stress, in N/mm2, is given by: h w3 ⋅ t w
⎛ --------------- + h w2 ⋅ b f ⋅ t f⎞ ⋅ 10 –4 for flan ged profiles
⎝ ⎠
t 2 3
τ E = 0, 9 ⋅ m t ⋅ E ⋅ ⎛ --------------------⎞
⎝ 1000 ⋅ a⎠ IW : sectional moment of inertia of profile, in cm6,
where: about connection of stiffener to plate, equal to:
h w ⋅ t w- ⋅ 10 – 6 for flat b ars
3 3
a2 ---------------
mt = 5, 34 + 4 ⋅ --- 36
b
and E, t, a and b are as defined in (a) above. or:
t f ⋅ b f3 ⋅ h w2- ⋅ 10 –6 fo r T pro files
-----------------------
5.3 Elastic buckling stresses of stiffeners 12
5.3.1 Column buckling without rotation of the b f3 ⋅ h w2 - ⋅ [ t ⋅ ( b 2 + 2b ⋅ h + 4 h 2 ) + ( 3t ⋅ b ⋅ h ] ⋅ 10 –6 )

----------------------------------
transverse section 12 ⋅ ( b f + h w ) 2 f f f w w w f w
For the column buckling mode (perpendicular to the plane per flanged profiles.
of plating) the elastic buckling stress, in N/mm 2, is given by:
where:
Ia hW : web height, in mm
σ E = 0, 001 ⋅ E ⋅ -----------
-
A ⋅ I2 tW : web thickness, in mm
bf : flange width, in mm
E : Young's modulus, in N/mm 2, to be taken equal tf : flange thickness, in mm; for bulb profiles, the
to 2,06 . 105 N/mm 2 for steelstructures mean thickness of the bulb maybe used
Ia : moment of inertia, in cm4, of the stiffener, C : spring stiffness factor, exerted by supporting
including plate flange plate, equal to:
A : cross-sectional area, in cm2, of the stiffener,
kp ⋅ E ⋅ t 3 - ⋅ 10 –3
-------------------------------------------------------------------
including plate flange
1,33 ⋅ k p ⋅ h w ⋅ t 3⎞
3s ⋅ ⎛ 1 + -----------------------------------------
I : span, in m, of the stiffener. ⎝
1000 ⋅ s ⋅ t w3 ⎠
5.3.2 Torsional buckling where:

For the torsional mode, the elastic buckling stress, in t : plating thickness, in mm,
N/mm2, is given by: s : spacing of stiffeners, in m,

Pt B, Ch 2, Sec 1
kp : 1 -ηp , not to be taken less than 0, In such case the variations between the scantlings adopted
for the central part of the hull and those adopted for the
ηp : σp / σEp
ends are to be gradual.
σa : calculated compressive stress in the stiffener
In the design, care is to be taken in order to avoid structural
σEp : elastic buckling stress of plating as calculated in discontinuities in particular in way of the ends of super-
5.2.1. structures and of the openings on the deck or side of the
yacht.
5.3.3 Web buckling
For yacht similar in performance to high speed hulls, a lon-
The elastic buckling stress, in N/mm2, is given by: gitudinal structure with reinforced floors, placed at a dis-
2 tance of not more than 2 m, is required for the bottom.
t w-⎞
σ E = 3, 8 ⋅ E ⋅ ⎛ -----
⎝h ⎠ Such interval is to be suitably reduced in the areas forward
w
of amidships subject to the forces caused by slamming.
where:
E : defined in 5.3.1
7 Minimum thicknesses
tW, hW : defined in 5.3.2.
7.1
5.4 Critical buckling stress
7.1.1 The thicknesses of plating and stiffeners calculated
5.4.1 Compressive stress using the formulae in this Chapter is to be not less than the
The critical buckling stress in compression, σC, for plating values shown in Table 3.
and stiffeners is given by: Lesser thicknesses may be accepted provided that, in the
opinion of RINA, their adequacy in terms of buckling
σc = σE if σE ≤ R
-------
eH- strength and resistance to corrosion is demonstrated.
2
R eH - ⎞
σ c = R eH ⋅ ⎛ 1 – ------------ if σE > R
-------
eH- Where plating and stiffeners contribute to the longitudinal
⎝
4 ⋅ σe ⎠ 2 strength of the yacht, their scantlings are to be such as to
fulfil the requirements for yacht longitudinal strength stipu-
essendo:
lated in Sez.4.
ReH : minimum yield stress of steel used, in N/mm2
σE : elastic buckling stress calculated according to 8 Corrosion protection
5.2.1 and 5.3.2.
5.4.2 Shear stress 8.1

The critical buckling shear stress τC, for plating and stiffen- 8.1.1 All steel structures, with the exception of fuel tanks,
ers is given by: are to be suitably protected against corrosion.
τ c = τE if τ-F
τ E ≤ --- Such arrangements may consist of coating or, where appli-
2 cable, cathodic protection.
τ F -⎞
τ c = τF ⋅ ⎛ 1 – ----------- if τ-F
τ E > ---
⎝
The structures are to be clean and free from slag before the
4 ⋅ τ e⎠ 2
coating is applied.
where:
τC : 0,58 Reh 8.2
Reh : minimum yield stress of steel used, in N/mm2
8.2.1 When a primer is used after the preparation of the
τE : elastic buckling stress calculated according to surfaces and prior to welding, as well as not impairing the
5.2.2. latter the composition of the primer is to be compatible with
the subsequent layers of the coating cycle.
6 General rules for design The coating is to be applied with adequate thickness in
accordance with the Manufacturer's specifications.
6.1
8.3
6.1.1 The hull scantlings required in this Chapter are in
general to be maintained throughout the length of the hull. 8.3.1 Paint or other products containing nitrocellulose or
other highly flammable substances are not to be used in
For yachts with length L greater than 50 m, reduced scant-
machinery or accommodation spaces.
lings may be adopted for the fore and aft zones, provided
that they are no less than those shown in Table 3.

Pt B, Ch 2, Sec 1
Table 3
Member Minimum thickness (mm)

Keel, bottom plating t1 = 1,35 . L1/3 . K0,5
Side plating t2 = 1,15 . L1/3 . K0,5
Open strength deck plating t3 = 1,15 . L1/3 . K0,5
Lower and enclosed deck t4 = t3 - 0,5

plating
1st tier superstructure front t5 = t4
bulkhead
Superstructure bulkhead t6 = t5 - 1
Watertight subdivision t7 = t2 - 0,5

bulkhead
Tank bulkhead t8 = t2
Centre girder t9 = 1,75 . L1/3 . K0,5
Floors and side girders t10 = 1,30 . L1/3 . K0,5
Tubular pillars 0,03 d . K0,5 > 3,0 (1)

(1) d = diameter of the pillar, in mm

Pt B, Ch 2, Sec 2
SECTION 2 MATERIALS
1 General requirements 2.1.2

When steels with a minimum guaranteed yield stress Reh
1.1 greater than 235 N/mm 2 are used on a yacht, hull scantlings
are to be determined by taking into account the materia fac-
1.1.1 For hull construction and for fittings the materials tor K defined in 2.2.
prescribed in this Section are to be used.
The acceptance of materials not foreseen in these Rules, 2.2 Material factor K
such as those indicated in Section 1, will be decided case 2.2.1
by case, in general at the time of the approval of the rele-
The material factor K which appears in the formulae for
vant plans. structural scantlings in this Chapter is a function of the min-
The materials, in the condition of supply, are to satisfy the imum guaranteed yield stress ReH and it's value is given in
provisions laid down by IACS or, where relevant, those spe- Table 1.
cifically stipulated for individual cases; the materials are to
be approved in conformity with the applicable require- Table 1
ments. For the types of materials foreseen in this Section,
the prerequisites and requirements for approval are speci- Reh N/mm2 K
fied in Part D of these Rules.
235 1
RINA reserves the right, subject to conditions specifically
agreed on, to accept materials other than those provided for 315 0,78
in this Section. 355 0,72
These Rules presume that welding and other manufacturing 390 0,70
processes, at low or high temperatures, are carried out in
accordance with normal good practice and in observance
In cases where the use of steels with intermediate values is
of the applicable requirements of Part D. In particular, the
allowed, the value of factor K may be determined by linear
latter may include conditions of execution, such as the
interpolation.
requirement that the welding is carried out with a certain
pre-heating and/or that this or another process at low or Acceptance of the use of steels or materials such as those
high temperature should be followed by appropriate heat indicated in 1.1, having ReH > 390 N/mm2, is subject to
treatment. special consideration by RINA, which reserves the right to
Welding procedures are to be approved for the specific type stipulate the relevant conditions.
of material for which they are to be used, within the limits
and conditions laid down in Part D. 2.3 Information to be kept on board
2.3.1
2 Steels for hull structures A plan is to be kept on board indicating the steel types and
grades adopted for the hull structures, the extent and loca-
2.1 tion of higher tensile steel together with details of specifica-
tion and mechanical properties, and any recommendations
2.1.1 In general, for the various hull structures, it is suffi- for welding, working and treatment of these steels.
cient to use A steel type, having minimun yeld stress
Reh 235 N/mm 2 , or AH type having minimum yeld stress 3 Steels for forgings, castings and
equal to 315, 355 o 390 N/mm 2 .
pipes
For particularly stressed structures, or structures that are
subject to low temperature working of considerable impor-
tance, a superior type steel may be required, at the discre-
tion of RINA.
3.1.1 For structural members for which approval of the
In the case of yachts used for long periods in zones with associated plans is not required, except when otherwise
temperatures below 0°C, the types of steel for the various prescribed, weldable steels having an ultimate tensile
hull structures will be decided in relation to the thicknesses strength Rm of between 400 and 640 N/mm 2 are to be used
used and the values of the external air temperature and sea and the other mechanical and chemical properties are to be
temperature, which are to be supplied by the Designer. in accordance with the relevant requirements of Part D; the

Pt B, Ch 2, Sec 2
aforesaid steels are also to be approved, when required, in Rules. In the case of structural members subject to high
accordance with the relevant provisions of Part D. stresses, the use of quality 2 steel may be required.
For structural members for which the approval of the asso- For the purpose of testing, when required, to be carried out
ciated plans is required, the provisions of 3.2 and 3.3 in accordance with the requirements of Part D of the Rules,
apply. the aforesaid castings, irrespective of their quality, are con-
sidered Class 1.
3.2 Forgings The welding of cast parts welded to main plating contribut-
ing to hull strength members is subject to special approval;
at the discretion of RINA, additional tests and provisions
3.2.1 Forgings for structural members for which the check
may be stipulated such as, in particular, resilience require-
of the scantling is required are to have the chemical and
ments related to those of the plating to which the castings
mechanical properties prescribed for the type of steel indi-
are to be welded and non-destructive tests.
cated in the relevant approved plans.
For the purpose of testing, when required, to be carried out 3.4 Pipes
in conformity with the relevant requirements of Part D, the
aforesaid forgings are considered Class 1. (see Pt D, Ch 2, 3.4.1 Steels may be adopted of types 37, 42 or 52, in
Sec 3) accordance with the relevant requirements of Part D of the
Rules, as indicated in the approved plans of the structural
3.3 Castings members for which pipes are used. The category ST or P of
the pipes is to be specified, according to the requirements
3.3.1 Cast parts intended for stems, rudder parts, parts of of Part D.
steering gear and fittings in general, for which the check of The use of steels other than those mentioned above is sub-
scantlings is required, except when otherwise prescribed, C ject to special approval by RINA, depending on the relevant
and C-Mn weldable steel of quality 1 may be used, with a chemical and mechanical properties.
minimum tensile strength Rm equal to 400 N/mm 2 or 440 Pipes, when required, are to be tested in accordance with
N/mm2, in accordance with the provisions of Part D of the the relevant requirements of Part D.

Pt B, Ch 2, Sec 3
1 Welded connections The requirements for the approval of welding procedures

for the individual users are given in Pt D, Ch 5, Sec 4 and
Pt D, Ch 5, Sec 5.
The approval of the welding procedure is not required in
1.1.1 For fabrication by welding and qualification of weld- the case of manual metal arc welding with approved cov-
ing procedures the requirements of Part D, Ch 5 of these ered electrodes, except in the case of one side welding on
Rules apply and, in particular, the adoption of procedures is refractory backing (ceramic).
subject to approval in advance by RINA. Furthermore, the
individual shipyards are to be authorized by RINA for the 1.3.2 Consumables
use of welding procedures using welders authorized by For welding of hull structural steels, the minimum consum-
RINA. able grades to be adopted are specified in Tab 1 depending
Welding of the various types of steel is to be carried out by on the steel grade.
means of welding procedures approved for the purpose and For welding of other materials, the consumables indicated
the various welding procedures and consumables are to be in the welding procedures to be approved are considered
used within the limits of their approval and in accordance by RINA on a case by case basis.
with the conditions of use specified in the respective
approval documents.
Table 1 : Consumable grades
As a general rule, the quality standard adopted by the ship-
yard is to be submitted to RINA and applies to all construc-
tions. Consumable minimum grade
Steel grade Butt welding, partial and
The work is to be carried out to the satisfaction of the Fillet welding
attending Surveyor and the classification is dependent full T penetration welding
upon the work carried out with the approved plans and a A 1 1
quality of constructions that fall into the limits set out by
RINA or other recognized international bodies (i.e.: IACS). B-D 2
Deviations from the approved plans shall be discussed as E 3

first instance with the attending Surveyor; If not agreed with AH32 - AH36 2Y 2Y
him, these are subject to the approval of the Head Office. In DH32 - DH36
any case, these deviations shall be reported to the Head
Office. EH32 - EH36 3Y
Minor repairs are to be agreed with the attending Surveyor; FH32 - FH36 4Y
repairs which affect the structural integrity are to be dis-
AH40 2Y40 2Y40
cussed with the Builder and relevant drawing to be sent for
approval. DH40 - EH40 3Y40
In general, the acceptable (quality standards of) construc- FH40 4Y40
tion defects (such as surfaces defects, structural misalign-
Note 1:
ment and fit, post welding plate deformation) are those
Welding consumables approved for welding higher strength
which fall into the limits set out by IACS Recommendations.
steels (Y) may be used in lieu of those approved for welding
normal strength steels having the same or a lower grade;
1.2 Base material welding consumables approved in grade Y40 may be used in
lieu of those approved in grade Y having the same or a lower
1.2.1 The requirements of this Section apply for the weld- grade.
ing of hull structural steels of the types considered in Part D Note 2:
or other types accepted as equivalent by RINA. In the case of welded connections between two hull struc-
tural steels of different grades, as regards strength or notch
1.3 Welding consumables and procedures toughness, welding consumables appropriate to one or the
other steel are to be adopted.
1.3.1 Approval of welding consumables and
procedures
Welding consumables and welding procedures adopted are 1.3.3 Electrodes for manual welding
to be approved by RINA. The requirements for the approval Basic covered electrodes are to be used for the welding of
of welding consumables are given in Pt D, Ch 5, Sec 2. structural members made in higher strength steels and, irre-

Pt B, Ch 2, Sec 3
spective of the steel type, for the welding of special and pri- 2 Type of connections
mary structural members.
Non-basic covered electrodes are generally allowed for 2.1 Butt welding
manual fillet welding of structural members of moderate
2.1.1 General
thickness (gross thickness less than 25 mm) made in normal
strength steels. In general, butt connections of plating are to be full penetra-
tion, welded on both sides except where special procedures
or specific techniques, considered equivalent by RINA, are
1.4 Access to and preparation of joints adopted.
Connections different from the above may be accepted by

1.4.1 For the correct carrying out of joints, sufficient
RINA Society on a case by case basis; in such cases, the rel-
access, in relation to the welding procedure used and to the evant detail and workmanship specifications are to be
position of the weld itself, is to be ensured. approved.
The structural parts to be welded to those adjacent are to be

2.1.2 Welding of plates with different thicknesses
thoroughly cleaned before welding even if the components
of the structure itself have been pickled beforehand. Such In the case of welding of plates with a difference in gross
thickness equal to or greater than:
cleaning is to be carried out using suitable mechanical
means, such as stainless steel wire brushes, in order to elim- • 3 mm, if the thinner plate has a gross thickness equal to
inate oxides, grease, paint and other foreign bodies that or less than 10 mm;
could produce defects in the weld. • 4 mm, if the thinner plate has a gross thickness greater
than 10 mm
Adequate protection from the weather is to be provided to
parts being welded; in any event, such parts are to be dry. a taper having a length of not less than 4 times the differ-
In case of cold weather, screening to prevent too rapid ence in gross thickness is to be adopted for connections of
cooling to be provided. plating perpendicular to the direction of main stresses. For
connections of plating parallel to the direction of main
In welding procedures using bare, cored or coated wires stresses, the taper length may be reduced to 3 times the dif-
with gas shielding, the welding is to be carried out in ference in gross thickness.
weather protected conditions, so as to ensure that the gas When the difference in thickness is less than the above val-
outflow from the nozzle is not disturbed by winds and ues, it may be accommodated in the weld transition
draughts. between plates.
The alignment of joints, methods of tack welding and back 2.1.3 Edge preparation, root gap
chipping are to be appropriate to the type of joint and to the
The cut of the joint edges, to be carried out in general by
weld position and are to satisfy RINA requirements stipu- mechanical means, is to be regular and without ragged
lated for the use of the procedure adopted. edges or notches.
Welded temporary attachments used to aid construction are The acceptable root gap is to be in accordance with the
to be removed carefully by grinding, cutting or chipping. adopted welding procedure and relevant bevel preparation.
The surface of the material is to be finished smooth by
2.1.4 Butt welding on permanent backing
grinding followed by crack detection.
Butt welding on permanent backing, i.e. butt welding
Any defects in the structure resulting from the removal of assembly of two plates backed by the flange or the face
temporary attachments are to be prepared, efficiently plate of a stiffener, may be accepted where back welding is
welded and ground smooth so as to achieve a defect free not feasible or in specific cases deemed acceptable by the
repair. RINA.
The type of bevel and the gap between the members to be

assembled are to be such as to ensure a proper penetration
1.5 Design
of the weld on its backing and an adequate connection to
the stiffener as required.
1.5.1 For the various structural details typical of welded
construction in shipbuilding and not dealt with in this Sec- 2.1.5 Plate misalignment in butt connections
tion, IACS standards and the rules of good practice are to
The misalignment m, measured as shown in Fig 1, between
apply as agreed by RINA; particular consideration is to be plates with the same gross thickness t is to be less than
given to the overall arrangement and structural details of 0,15t, without being greater than 3 mm, where t is the gross
highly stressed parts of the hull. thickness of the thinner abutting plate.

Pt B, Ch 2, Sec 3
Figure 1 : plate misalignment in butt connections The slope of the taper shall be in accordance with Pt B, Ch
2, Sec 3, 2.1.2.
The corners of insert plates are to be suitably radiused.

2.2.1 Fillet welding of T type joints, or cross joints with
straight edges may be of the following types (see also Table
3):
a) continuous fillet welding (double continuous bead,
D.C.);
b) intermittent fillet welding as staggered welding (A) or
chain welding (C) with length d and spacing p.
Figure 2 : intermittent staggered welding A
2.1.6 Section, bulbs and flat bars

When lengths of longitudinals of the shell plating and
strength deck within 0,6 L amidships, or elements in gen-
eral subject to high stresses, are to be connected together by
butt joints, these are to be full penetration.
Figure 3 : intermittent chain welding (C)
2.1.7 Butt joints between T-bar, L-bar or bulb of
different height
When "a", the difference in height between the two mem-
bers to be jointed, is less than 6mm, this difference may be
built up by welding.
When the a.m. difference is more than 6mm, the higher bar
shall be lowered for a length of at least 50 x a, in order to
avoid local stresses (30 x a if the bars to be connected are
not primary members of the structure).
2.1.8 Insert plates and doublers (slot welding) 2.2.2 Continuous fillet welding
A local increase in plating thickness is generally to be Continuous fillet welding is always to be adopted:
achieved through insert plates. Local doublers, which are
• for watertight connections;
normally only allowed for temporary repair, may however
be accepted by RINA on a case by case basis. • for structures in way of stabilizers, thruster, foundations
and other highly stressed area;
In any case, doublers and insert plates are to be made of • for structure members to plating in way of end connec-
materials of a quality at least equal to that of the plates on tions and scallops;
which they are welded.
• at the ends of connections for a length of at least 75mm;
Slot welds are to be of appropriate shape (in general oval) • round lap connections and at the ends of brackets, lugs
and dimensions, depending on the plate thickness, and may and scallops.
not be completely filled by the weld.
Continuous fillet welding may also be adopted in lieu of
The distance between two consecutive slot welds is to be
intermittent welding wherever deemed suitable.
not greater than a value which is defined on a case by case
basis taking into account: 2.2.3 Fillet welding crossing butt welding
- the transverse spacing between adjacent slot weld lines Where stiffening members are attached by continuous fillet
welds and cross completely finished butt welds, these welds
- the stresses acting in the connected plates
are to be made flush in way of the contact point. Similarly,
- the structural arrangement below the connected plates. for butt welds in webs of stiffening members, the butt weld
is to be completed and generally made flush with the stiff-
2.1.9 Insert plates (butt welding) ening member before the fillet weld is made. Otherwise, a
Where thick insert plates are butt welded to thin plates, the scallop is to be arranged in the web of the stiffening mem-
edge of the thick plate shall be tapered. ber. Scallops are to be of such size, and in such a position,

Pt B, Ch 2, Sec 3
that a satisfactory weld can be made at the edges without in a) continuous welding with double type a bead (D.C. a) or
notching the butt weld of the plate. type b (D.C. b);
b) intermittent welding of type A or C, on continuous
2.2.4 Misalignment in cruciform connections edges, with type a bead and spacing p.
The misalignment m in cruciform connections, measured As an alternative to intermittent welding of type A or C, the
on the median lines as shown in Fig 4, is to be less than t/2, equivalent of D.C. may be used with, however, a minimum
in general, where t is the gross thickness of the thinner abut- side of 3 mm for thicknesses not greater than 6mm, and of 4
ting plate. mm for thicknesses exceeding 6 mm.
RINA may require lower misalignment to be adopted for Welding on scalloped edges, as an alternative to intermit-
cruciform connections subjected to high stresses. tent welding, is in general not allowed except in individual
cases, to be specially considered by RINA, and for which
Figure 4 : Misalignment in butt connections the following is required:
- -weld bead of type a;
- -notch length equal to 150 mm;
- -tooth length not less than 90 mm and such that the
combination of the length, pitch, and side of the bead is
the equivalent of the Rule scantling of the intermittent
welding shown in Table 2.
Scalloped welding is not allowed at the ends of beams, in
way of parts subject to concentrated loads, and in structures
subject to noticeable vibrations, and it may also be unac-
ceptable in other individual cases, at RINA's discretion,
both in relation to types and levels of stress in the structures
and to the test results for authorisation of the procedures to
be followed.
Figure 5 : beads dimensions
throat
thickness

leg
2.3.1 For T-joints with straight edges, the scantling of the URA
AL A FIG
bead is given, as a function of the thickness of the T web, in MANC
Table 2. leg
The scantling of the welds for hull structures is given in
Table 3 in which, for individual cases, the following are
shown:
Table 2 : Leg and throat of beads
Thickness of Type a bead Type b bead

the structural Corresponding throat Corresponding throat
member Leg (1) Leg (1)
(approximate) (1) (approximate) (1)
mm mm mm mm mm
3 4,5
÷ 3,5(3) 2,5(2) 3 2
4,5 6 ÷ 5(4,5) 3,5(3) 4 3
6,5 8 ÷ 6(5) 3,5(3,5) 4 3
8 10
÷ 7(6) 5(4) 5 3,5
10,5 12÷ 8(7) 5,5(5) 6 4
12,5 14÷ 8,5 6 6,5 4,5
(1) Where D.C. a welding is required, the value indicated in the corresponding brackets may be taken

Pt B, Ch 2, Sec 3

member Leg (1) Leg (1)
(approximate) (1) (approximate) (1)
mm mm mm mm mm
14,5 16
÷ 9 6,5 7 5
16,5 18
÷ 10 7 8 6,5
18,5 20
÷ 11 7,5 9 6,5
20,5 22
÷ 12 8,5 10 7
22,5 24
÷ 13 9 11 7,5
24,5 26
÷ 14 10 12 8,5
Table 3 : Scantlings of welds
Member Weld
1 - Trasverse type structure
Floors to:
- shell plating C140 within 0,25 L AV; A280 inside after peak; A340 elsewhere
- top of double bottom C150 inside engine; A340 elsewhere
- centre girder C150 inside engine; A340 elsewhere
- side girder C280
Watertight floors D.C. b
Centre girder to:
- keel D.C. b where watertight: C120 elsewhere
- top of double bottom D.C. b where watertight: C150 inside engine; C180 elsewhere
Side girder to:
- shell plating A300
Watertight girder and double bottom margin D.C. b
Frames of shell plating D.C. b inside after peak for 2-propeller hulls; A240 inside peaks and tanks;
A340 elsewhere
Beams to deck plating A300 inside tanks; A340 elsewhere
2. Longitudinal type stucture
Bottom longitudinals to shell plating C140 within L from the bow: A280 elsewhere
Side and deck longitudinals to relevant plating A300
Top longitudinals of double bottom A300
Web to face plate of composed ordinary longitudinals A340; at the ends (1) D.C. b
Reinforced floors, frames and beams having face plate area
≤20cm2:
- to plating A240; at the ends C150
- to face plate A360; at the ends A240
3. Foundations of main engines and thrust shaft:
Girders to shell plating C130
(1) "End" means a length at each end, 15% the length of the gross span.
(2) Where slots are adopted due to inaccessibility, they are generally to have: length = 75 mm; breadth = 3 ÷ 4% t, where t = thickness of plating; pitch
= 150 mm; weld leg length = t - 0,5 mm to be carried out on the outline of the slot; supporting plate with breadth 40 ÷ 60 mm and thickness 1,2 ÷
1,5 t

Pt B, Ch 2, Sec 3
Member Weld
Girders to bed plates D.C. a
Girder to top of double bottom
Floors to girder, to top of double bottom and to bed plates D.C. a
4. Subdivision bulkheads
Plating to borders D.C. b
Stiffeners to plating A340; C150 at the ends, if not squared
5. Tank bulkheads
Plating to borders D.C. on bottom; D.C. b elsewhere
Ordinary stiffeners to plating A300
Reinforced beams having span between 3 and 5 m and
face plate area ≤20 cm2:
- to plating C120 at the ends; C180 elsewhere
- to face plate C150 at the ends; A240 elsewhere
6. Not-watertight bulkheads see 4 above
7. Rudder
Plating to horizontal diaphragms and vertical diaphragms A300 (2)
which do not constitute spindle
Ordinary stiffeners to vertical diaphragms constituting D.C. b
spindle
8. Superstructures
Boundary bulkheads to support deck and to upper deck
Ordinary stiffeners to bulkheads D.C. b
For other parts see previous items A340
9. Pillars
Tubular pillars to ends D.C. b
10. Primary supporting members in general
(a=sectional area of the face plate or flange, incm2)
a≤20 cm2
- connection to plating C180 at the ends; A260 elsewhere
- connection to face plating C180 at the ends; A340 elsewhere
20<a≤65 cm2
- connection to plating C160 at the ends; C o A220 elsewhere
(2) Where slots are adopted due to inaccessibility, they are generally to have: length = 75 mm; breadth = 3 ÷ 4% t, where t = thickness of plating; pitch
= 150 mm; weld leg length = t - 0,5 mm to be carried out on the outline of the slot; supporting plate with breadth 40 ÷ 60 mm and thickness 1,2 ÷
1,5 t
3 End connections of ordinary stiffen- the web plating so as to ensure proper transmission of
loads, e.g. by means of one of the connection details shown
ers in Fig 6 to Fig 9.
3.1 Connection details other than those shown in Fig 6 to Fig 9
may be considered by RINA on a case by case.
3.1.1 Where ordinary stiffeners are continuous through
primary supporting members, they are to be connected to

Pt B, Ch 2, Sec 3
Figure 6 : End connection of ordinary stiffener with- than 15Lb, where Lb is the length, in m, of the free edge of
out collar plate 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 .
3.1.3 Where necessary, RINA may require backing brack-

ets to be fitted, as shown in Fig 10, in order to improve the
fatigue strength of the connection.
Figure 10 : End connection of ordinary stiffener with

backing bracket

collar plate

one large collar plate 4 End connections of primary support-
ing members

4.1.1 Arm lengths of end brackets are to be equal, as far as
practicable.
As a general rule, the height of end brackets is to be not less
than that of the primary supporting
member.
Figure 9 : End connection of ordinary stiffener with 4.1.2 The thickness of the end bracket web is generally to
two large collar plates be not less than that of the primary supporting member
web.
4.1.3 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.
4.1.4 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
In all the above connections, the radius of the all the scal- than that of the bracket web.
lops in the primary member around the stiffener shall be at
least 20mm. 4.1.5 Stiffening of end brackets is to be designed such that
it provides adequate buckling web stability.
The extension of the collar plate above the primary member
shall be at least 3 t, where t is the thickness of the collar As guidance, the following prescriptions may be applied:
plate. • where the length Lb is greater than 1,5 m, the web of
the bracket is to be stiffened;
3.1.2 Where ordinary stiffeners are cut at primary support- • the net sectional area, in cm2, of web stiffeners is to be
ing members, brackets are to be fitted to ensure the struc- not less than 16,5l, where l is the span, in m, of the stiff-
tural continuity. ener;
The net thickness of brackets is to be not less than that of • tripping flat bars are to be fitted to prevent lateral buck-
ordinary stiffeners. Brackets with net thickness, in mm, less ling of web stiffeners. Where the width of the symmetri-

Pt B, Ch 2, Sec 3
cal face plate is greater than 400 mm, additional 5 Cut-outs and holes
backing brackets are to be fitted.
5.1
5.1.1 Cut-outs for the passage of ordinary stiffeners are to
4.2.1 As a general rule, in the case of bracketless crossing be as small as possible and well rounded with smooth
between primary supporting members (see Fig 11), the edges.
thickness of the common part of the web is to be not less In general, the depth of cut-outs is to be not greater than
than the value obtained, in mm, from the following for- 50% of the depth of the primary supporting member.
mula:
W 5.2
t = 15,75 ------
Ω
5.2.1 Where openings such as lightening holes are cut in
where: primary supporting members, they are to be equidistant
w : the lesser of w1 and w from the face plate and corners of cut-outs and, in general,
2,MAX
their height is to be not greater than 20% of the web height.
w1 : gross section modulus, in cm3, of member 1
w 2,MAX: the greater value, in cm 3, of the gross section mod- 5.3
uli of members 2 and 3
5.3.1 Openings may not be fitted in way of toes of end
Ω : Area, in cm2, of the common part of members 1, 2 and brackets.
3.
In the absence of one of members 2 and 3 shown in Fig 11, 5.4
the value of the relevant gross section modulus is to be
5.4.1 Over half of the span of primary supporting mem-
taken equal to zero.
bers, the length of openings is to be not greater than the dis-
4.2.2 In no case may the thickness calculated according to tance between adjacent openings.
4.2.1 be less than the smallest web net thickness of the At the ends of the span, the length of openings is to be not
members forming the crossing. greater than 25% of the distance between adjacent open-
ings.
4.2.3 In general, the continuity of the face plates is to be
ensured. 5.5
Figure 11 : Bracketless end connections of primary 5.5.1 The cut-out is to be reinforced to one of the solutions
supporting members shown in Fig. 12 to Fig. 14:
• continuous face plate (solution 1): see Fig 12
• straight face plate (solution 2): see Fig 13
Member 2 • compensation of the opening (solution 3): see Fig 14
• combination of the above solutions.
Other arrangements may be accepted provided they are
supported by direct calculations submitted to RINA for
review.
Ω Member 1
Figure 12 : Stiffening of large openings in primary
supporting members - Solution 1
Member 3

Pt B, Ch 2, Sec 3
Figure 13 : Stiffening of large openings in primary 6.4

6.4.1 The arm length of tripping brackets is to be not less
than the greater of the following values, in m:
d = 0,38 b
s
d = 0,85 b ---t
t
where:
b : Height, in m, of tripping brackets, shown in Fig 15
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
Figure 14 : Stiffening of large openings in primary as shown in Fig 15.
supporting members - Solution 3 (inserted plate)
6.5
6.5.1 6.5 Tripping brackets with a net thickness, in mm,

less than 15Lb are to be flanged or stiffened by a welded
t t face plate.
Figure 15 : Primary supporting member: web stiffener

in way of ordinary stiffener
6 Stiffening arrangement
6.1
6.1.1 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-
mary supporting member.
In general, the web stiffeners of primary supporting mem-
bers are to be spaced not more than 110t.
6.2
6.2.1 6.2 As a general rule, tripping brackets (see Fig 15) 7 Riveted connections
welded to the face plate may be fitted:
o every fourth spacing of ordinary stiffeners, without 7.1
exceeding 4 m
7.1.1 When riveted connections are employed, the
• at the toe of end brackets
mechanical properties of the rivets are to be indicated on
• at rounded face plates
the plans.
• in way of cross ties
RINA may, at its discretion, require shear, tensile and com-
• in way of concentrated loads. pression tests to be carried out on representative specimens
of riveted connections.
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. 7.2
7.2.1 When rivets are used to connect materials of differ-

6.3
ent types, precautions are to be taken against electrolytic
6.3.1 In general, the width of the primary supporting mem- corrosion.
ber face plate is to be not less than one tenth of the depth of Whenever possible, the arrangements are to be such as to
the web, where tripping brackets are spaced as specified in enable inspection in service without the need to remove
6.2. coverings, etc.

Pt B, Ch 2, Sec 3
8 Sealed connections mal good practice. To this end, the shipyard is to provide its
own production control organisation.
8.1 a) Verification of compliance of basic materials with the
requirements in Sec. 2 and of structures with approved
8.1.1 Where a sealing product is used to ensure airtight or plans.
watertight integrity, product information is to be submitted b) Verification of compliance of use and application con-
together with evidence of its previous successful use. ditions of welding processes with those approved and
ascertainment of the use of authorised welders.
9 Inspection and tests c) Visual examination of the preparation, root beveling
and execution of welding of the connections of struc-
9.1 General tural parts (e.g. crossing of butt-welded joints of panels
or sheets of shell plating and strength deck, transverse
9.1.1 Materials, workmanship, structures and welded con- joints of bent stringer plates, joints of inserts in way of
nections are to be subjected, at the beginning of the work, openings, fillet welding of stiffeners, brackets, etc.). As a
during construction and after completion, to inspections general rule, the surface of finished weld are to be as far
suitable to check compliance with the applicable require- as practicable smooth and free from undercut.
ments, approved plans and standards.
d) In addition to visual examination, X-ray examination of
Tests of welded connections by RINA Surveyors are, as a the welded joints, of an extension as deemed necessary
rule, those indicated in (a) to (e) below. Irrespective of the by the Surveyor. Ultrasonic testing is to be used for
extent of such tests, the building shipyard is responsible for checking butt or cruciform connections in full penetra-
seeing that working methods, procedures and sequences tion welding greater than 15mm. Ultrasonic and mag-
comply with RINA requirements, approved plans and nor- netic particle examinations may also be required by the
Surveyor in specific cases to verify the quality of the
base material.
e) Checking of any repairs.
In case of presence of defects, the attending Surveyor may
ask for the extent of non-destructive examination. Unac-
ceptable defects shall be completely removed. The results
of nde shall be recorded.

Pt B, Ch 2, Sec 4
SECTION 4 LONGITUDINAL STRENGHT
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 yacht or 40 m for catamarans and openings on the eners calculated in Article 5 of the Sec.1.
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.
m 4, 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
J = 5, 32 ⋅ M ⋅ 10
–6
be carried out considering the load and ballast conditions

for both departure and arrival. For displacement yachts:
J = 5, 90 ⋅ M ⋅ 10
–6
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 yacht and catamarans are to achieve a 3.1.1 The shear stresses in every position along the length
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:
σ f ≤ f ⋅ σ s N ⁄ mm
2
Tt : total shear in kN defined in Chap.1
σ p ≤ f ⋅ σs N ⁄ mm
2
σ s, f : defined in 2
where: At : actual shear area of the transverse section, in
m 2, 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 Wp 4 Calculation of the section modulus
Wf, Wp : msection modulus at the bottom and the deck,
respectively, of the transverse section, in m3 4.1
MT : design total vertical bending moment defined in
Chap.1, Sez.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 The thickness of the bottom plating and the bilge is to be
not less than the greater of the values t1 e t2, in mm, calcu-
lated with the following formulae:
1.1
0, 5
1.1.1 t1 = k1 ⋅ k2 ⋅ ka ⋅ s ⋅ ( p ⋅ K )
s : spacing of ordinary longitudinal or transverse 0, 5
t2 = 8 ⋅ s ⋅ ( T ⋅ K)
stiffener, in m
p : scantling pressure, in kN/m2, given in Chap.1, where:
Sec. 5
k1 : 0,11, assuming p=p1
K : factor defined in Sec. 2 of this Chapter.
: 0,07, assuming p=p2.
2 Keel ka : coefficient as a function of the ratio S/s given in
Table 1 below where S is the is the greater
2.1 Sheet steel keel dimension of the plating, in m.
k2 : curvature correction factor given by 1-(h/s) to
2.1.1 The keel plating is to have a width bCH, in mm,
be taken not less than 0,7 where h is the dis-
throughout the length of the yacht, not less than the value
obtained by the following equation: tance, in mm, measured perpendicularly from
the chord s to the highest point of the arc of
b CH = 4, 5 ⋅ L + 600 plating between the two supports (see Figure 1).
and a thickness not less than that of the adjacent bottom
The thickness of the plating of the bilge is, in any event, to
plating increased by 2 mm.
be taken as not less than the greater of the thicknesses of the
bottom and side.
2.2 Solid keel
Sheet steel of plating connected to the stem or to the stern-
2.2.1 The height and thickness of the keel, throughout the post or in way of the propeller shaft struts is to have a thick-
length of the yacht, are to be not less than the values hCH e ness, in mm, not less than the value te given by:
tCH, in mm, calculated with the following equations:
0, 5
t e = ( 0, 05 ⋅ L + 6 ) ⋅ K
h CH = 1, 5 ⋅ L + 100
t C H = ( 0, 35 ⋅ L + 6 ) ⋅ K
0, 5 and, in any event, equal to the thickness of the bottom
increased by 50%.
Lesser heights and thicknesses may be accepted provided
that the effective area of the section is not less than that of
the Rule section. Table 1
Lesser heights and thicknesses may also be acceptable if a
centre girder is placed in connection with the solid keel. S/s Ka
The garboard strakes connected to the keel are each to have 1 17,5
a width not less than 750 mm and a thickness not less than
1,2 19,6
that of the bottom plating increased by 10%.
1,4 20,9
3 Bottom and bilge 1,6 21,6
1,8 22,1
3.1
2,0 22,3
3.1.1 Bottom plating is the plating up to the chine or to the
upper turn of the bilge. >2 22,4

Pt B, Ch 2, Sec 5
Figure 1 6 Openings in the shell plating
6.1
6.1.1 Sea intakes and other openings are to be well

rounded at the corners and located, as far as possible, out-
side the bilge strakes and the keel. Arrangements are to be
such as to ensure continuity of strength in way of openings.
An increase in the thickness of the local plating may be
h required where the openings are of unusual dimensions.
6.2
S
6.2.1 Openings in the curved zone of the bilge strakes
may be accepted where the former are elliptical or fitted
with equivalent arrangements to minimise the stress con-
centration effects. In any event, such openings are to be
located well clear of welded connections.
6.3
4 Sheerstrake
6.3.1 The internal walls of sea intakes are to have external
plating thickness increased by 1 mm, but not less than 6
4.1 mm.
4.1.1 In the yachts having L > 50 a sheerstrake plate of

height h, in mm, not less than 0,025 L and thickness not less 7 Local stiffeners
than the greater of the values of the plating of the side and
the stringer plate is to be fitted. 7.1
In the case of sidescuttles or windows or other openings
7.1.1 The thickness of plating determined with the forego-
arranged on the sheerstrake plate, the thickness is to be
ing formulae is to be increased locally, generally by at least
increased sufficiently as necessary in order to compensate
50%, in way of the stem, propeller shaft struts, rudder horn
such openings.
or trunk, stabilisers, anchor recesses, etc.
In way of the ends of the bridge, the thickness of the sheer-
strake is to be adequately increased. 7.2
7.2.1 Where the aft end is shaped such that the bottom
5 Side plating aft has a large flat area, RINA may require the local
plating to be increased and/or reinforced with the fitting of
5.1 additional stiffeners.
5.1.1 The thickness of side plating is to be not less than the 7.3
greater of the values t1 e t2, in mm, calculated with the fol-
lowing formulae: 7.3.1 The thickness of plating is to be locally increased in
way of inner or outer permanent ballast arrangements.
0, 5
t1 = k1 ⋅ k2 ⋅ ka ⋅ s ⋅ ( p ⋅ K ) The thickness is to be not less than 1,25 that of the adjacent
plating but no greater than that of the keel.
0, 5
t 2 = 6, 5 ⋅ s ⋅ ( T ⋅ K )
where k1, k2 e ka are as defined in 3.1. 8 Cross-deck bottom plating
8.1
5.2
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 being equal, no less than that of the side plating.
that required for the bottom, for the part below the water-
line, or for the side, for the part above the waterline. Where the gap between the bottom and the waterline is so
small that local wave impact phenomena are anticipated,
In the event of water-jet drive systems, the thickness of the an increase in thickness and/or additional internal stiffeners
transom will be the subject of special consideration. may be required.

Pt B, Ch 2, Sec 6
1 General 2 Definitions and symbols
1.1 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 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 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
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 : 0,83 assuming p=p1
with a suitable web floor consisting of floors and girders;
: 0,36 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 stiffeners 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
3.2.1 The section modulus of the floors at the centreline of
supported by girders, which in turn are supported by trans-
verse 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.
ZM = k1 ⋅ b ⋅ S ⋅ K ⋅ p
2
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.
b : half the distance, in m, between the two floors
1.3.3 In way of the propeller shaft struts, the rudder horn
adjacent to that concerned
and the ballast keel, additional floors are to be fitted with
sufficiently increased scantlings. S : conventional floor span equal to the distance,
in m, between the two supporting members
1.3.4 The bottom of the engine room is to be reinforced (sides, girders, keel with a dead rise edg > 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
formula:
Z PC = k 1 ⋅ b PC ⋅ S ⋅ K ⋅ p
2
Z = k1 ⋅ s ⋅ S ⋅ K ⋅ p
2
where:
where:
k1 : defined in 3.1
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).
4.2.1 The section modulus of the centre girder is to be not
Whenever the centre girder does not form a support for the
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:
Z PC = k 1 ⋅ b PC ⋅ S ⋅ K ⋅ p
2
′
Z PC = k 1 ⋅ b PC ⋅ S ⋅ K ⋅ p
2
where:
where:
k1 : 1,22 assuming p=p1
k1 : defined in 3.1
: 0,75 assuming p=p2.
b’PC : half the distance, in m, between the two side bPC : half the distance, in m, between the two side
girders if present or equal to B/2 in the absence girders if supporting or equal to B/2 in the
of side girders absence of supporting side girders
S : distance between the floors. S : conventional span of the centre girder, equal to
the distance, in m, between the two supporting
3.3.2 Side girders 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, 4.3 Side girders
calculated with the following formula:
4.3.1 The section modulus is to be not less than the value
Z PL = k 1 ⋅ b PL ⋅ S ⋅ K ⋅ p
2
the value ZPL, in cm3, calculated with the following for-
where: mula:
Z PL = k 1 ⋅ b PL ⋅ S ⋅ K ⋅ p
2
k1 : defined in 3.1.
bPL : half the distance, in m, between the two adja- where:
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).
ZPL, in cm 3, calculated with the following formula:
′ 5 Constructional details
Z PL = k 1 ⋅ b PL ⋅ S ⋅ K ⋅ p
2
where: 5.1
k1 : defined in 3.1
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 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
may accept reduced height.
1.1.2 The fitting of a double bottom extending from the
collision bulkhead to the forward bulkhead in the machin-
ery space or as near thereto as practicable, is requested for 3 Inner bottom plating
yacht of L > 50 m.
On yachts of L > 61 m a double bottom is to be fitted, as far 3.1
practicable, outside the machinery space extending forward
3.1.1 The thickness of the inner bottom plating is to be not
to the collision bulkhead and aft to the after peak bulkhead.
less than the value t1, in mm,calculated with the following
On yachts of L > 76 m the double bottom is to extend, as far formula:
as this is practicable, throughout the length of the yacht.
t 1 = ( 0, 04 L + 5 s + 1 )k
The double bottom is to extend transversally to the side so
dove:
as to protect the bottom in the bilge area, as far as possible.
s : spacing of the ordinary stiffeners, in m.
1.1.3 The dimensions of the double bottom, and in partic- For yachts of length L < 50 m, the thickness is to be main-
ular the height, are to be such as to allow access for inspec- tained throughout the length of the hull.
tion and maintenance.
For yachts of length L > 50 m, the thickness may be gradu-
In floors and in side girders, manholes are to be provided in ally reduced outside 0,4 L amidships so as to reach a value
order to guarantee that all parts of the double bottom can no less than 0,9 t1 at the ends.
be inspected at least visually.
Where the inner bottom forms the top of a tank intended for
The height of manholes is generally to be not greater than liquid cargoes, the thickness of the top is also to comply
half the local height in the double bottom. When manholes with the provisions of Sec.10.
with greater height are fitted, the free edge is to be rein-
forced by a flat iron bar or other equally effective reinforce-
ments are to be arranged.
4 Centre girder
Manholes are not to be placed in the continuous centre
4.1
girder, or in floors and side girders below pillars, except in
special cases at the discretion of RINA. 4.1.1 A centre girder is to be fitted, as far as this is practi-
cable, throughout the length of the hull.
1.1.4 Openings are to be provided in floors and girders in
order to ensure down-flow of air and liquids in every part of The thickness of the centre girder is to be not less than the
the double bottom. following value tpc, in mm:
Holes for the passage of air are to be arranged as close as t pc = 0, 008h df + 2
possible to the top and those for the passage of liquids as
close as possible to the bottom. 5 Side girders
Bilge wells placed in the inner bottom are to be watertight
and limited as far as possible in height and are to have walls 5.1
and bottom of thickness not less than that prescribed for
inner bottom plating. 5.1.1 Where the breadth of the floors does not exceed 6
In zones where the double bottom varies in height or is m, side girders need not be fitted.
interrupted, tapering of the structures is to be adopted in Where the breadth of the floors exceeds 6 m, side girders
order to avoid discontinuities. are to be arranged with thickness equal to that of the floors.

Pt B, Ch 2, Sec 7
A sufficient number of side girders are to be fitted so that the 7 Bracket floors
distance between them, or between one such girder and the
centre girder or the side, does not exceed 3 m.
7.1
The side girders are to be extended as far forward and aft as
practicable and are, as a rule, to terminate on a transverse 7.1.1 At each frame between solid floors, bracket floors
bulkhead or on a floor or other transverse structure of ade- consisting of a frame connected to the bottom plating and a
quate strength. reverse frame connected to the inner bottom plating are to
be arranged and attached to the centre girder and the mar-
gin plate by means of flanged brackets with a width of
5.2 flange not less than 1/10 of the double bottom depth.
The frame section modulus Zc, in cm3, is to be not less
5.2.1 Where additional girders are foreseen in way of the
than:
bedplates of engines, they are to be integrated into the
Zc = k1 ⋅ s ⋅ S ⋅ p ⋅ K
2
structures of the yacht and extended as far forward and aft
as practicable.
where:
Girders of height no less than that of the floors are to be fit- k1 : 0,83 assuming p=p1
ted under the bedplates of main engines.
Engine foundation bolts are to be arranged, as far as practi- S : frame span, in m, equal to the distance between
cable, in close proximity to girders and floors. the mid-spans of the brackets connecting the
Where this is not possible, transverse brackets are to be fit- frame/reverse frame.
ted. The reverse frame section modulus is to be not less than
85% of the frame section modulus.
6 Floors Where tanks intended for liquid cargoes are arranged above
the double bottom, the frame and reverse frame section
moduli are to be no less than those required for tank stiffen-
6.1 ers as stated in Sec.10.
6.1.1 The thickness of floors tm, in mm, is to be not less 8 Bottom and inner bottom longitudi-
than the following value:
nals
t m = 0, 008h df + 0, 5
8.1
Watertight floors are also to have thickness not less than
that required in Sec.10 for tank bulkheads. 8.1.1 The section modulus of bottom stiffeners is to be no
less than that required for single bottom longitudinals stipu-
6.2 lated in Sec.6.
The section modulus of inner bottom stiffeners is to be no
6.2.1 When the height of a floor exceeds 900 mm, vertical less than 85% of the section modulus of bottom longitudi-
stiffeners are to be arranged. nals.
In any event, solid floors or equivalent structures are to be Where tanks intended for liquid cargoes are arranged above
arranged in longitudinally framed double bottoms in the fol- the double bottom, the section modulus of longitudinals is
lowing locations: to be no less than that required for tank stiffeners as stated
in Sez.10.
• under bulkheads and pillars
• outside the machinery space at an interval no greater 9 Bilge keel
than 2 m
• in the machinery space under the bedplates of main 9.1 Arrangement, scantlings and connec-
engines tions
• 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
way of a transverse bilge stiffener. The ends of the interme-
• in way of variations in height of the double bottom diate flat are to be sniped at an angle of 15°.
• outside the machinery space at 2 m intervals. The arrangement shown in Fig 1 is recommended.

Pt B, Ch 2, Sec 7
Figure 1 : bilge keel arrangement Figure 2 : 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.
The arragement shown in figure 2 may also be accepted
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-
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
1.1 be 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 cm 3, calculated with the following formula:
Z = k1 ⋅ s ⋅ S ⋅ K ⋅ p
2
The longitudinal type structure consists of ordinary stiffeners
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
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:
Z = k1 ⋅ KC R ⋅ s ⋅ S ⋅ K ⋅ p
2
2.1.1
s : spacing of ordinary longitudinal or transverse where:
stiffeners, in m; k1 : 1 assuming p=p1
p : scantling pressure, in kN/m2, defined in Part B, : 0,7 assuming p=p2
Chap. 1, 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-
Z = k1 ⋅ s ⋅ S ⋅ K ⋅ p
2 forced frame.
where:
4.2.1 The section modulus of the reinforced stringers is to
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. ′
Z = k1 ⋅ KC R ⋅ s ⋅ S ⋅ K ⋅ p
2
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 = w1 if w2 ≤ w1
5.1 General • for bracket "B":
5.1.1 End connections of frames are to be bracketed. wB = w' 1 need not to be greater then w 1
5.1.2 Tweendeck frames are to be bracketed at the top and where w1 , w'1 and w2 are the required section moduli of
welded or bracketed at the bottom to the deck. stiffeners, as shown in Fig 3.
In the case of bulb profiles, a bracket may be required to be
fitted at 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, following scantlings may be followed: 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
w + 30
d = φ -----------------
t
d
where:
φ: coefficient equal to: w2
• for unflanged brackets:
φ = 48
theoritical
• for flanged brackets: bracket
actual d
φ = 43,5 bracket
w : required section modulus of the stiffener, in cm3, given

in [ 6.1.2] and [ 6.3.3] and depending on the type of con- w1
nection,
t : bracket net thickness, in mm.

Pt B, Ch 2, Sec 8
Figure 3 : Connections of frames to deck bea Figure 4 : Lower brackets of frames
w'1
h
h'1 dB
d2
dB
B
h'1
w2
h
1,5
A
75
dA
75
2h
dA
d1
w1
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,
6.2 Lower brackets of frames from the following formula:
w + 30
6.2.1 In general, frames are to be bracketed to the inner d = φ -----------------
t
bottom or to the face plate of floors as shown in Fig 4.
where:
φ: coefficient equal to:
φ = 50
• for flanged brackets:
φ = 45
w : required section modulus of the frame, in cm 3,
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,
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 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-
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 Z = 7, 5 ⋅ C 1 ⋅ s ⋅ S ⋅ K ⋅ h
2
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 Part B, Chap. 1, Sec. 5; 4.2.1 The section modulus for girders and for ordinary
K : factor defined in Sec. 2 of this Chapter. reinforced beams is to be not less than the value Z, in cm3,
calculated with the following equation:
Z = 4, 75 ⋅ b ⋅ S ⋅ K ⋅ h
2
3 Deck plating
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 the 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 4.3 Pillars
mm, 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

A = ---------------------------------------
12, 5 – 0, 045λ Heads and heels of pillars are to be attached to the sur-
rounding structure by means of brackets, 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 following formula: the case of pillars which may also work under tension such
as those in tanks.
Q = 6, 87 ⋅ A ⋅ h In general, the thickness of doubling plates is to be not less
than 1,5 times the thickness of the pillar.
where:
Pillars are to be attached at their heads and heels by contin-
A : area of the part of the deck resting 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 Table 1
1.1 Bulkhead k1 h (m)

Collision bulkhead 4,35 hs
1.1.1 The number and position of watertight bulkheads
are, in general, to be in accordance with the provisions of Watertight bulkhead 3,8 hs
Chapter 1 of Part B. Deep tank bulkhead 4,25 ho
Tanks" means the structural tanks that are part of the hull
and intended to contain liquids (water, fuel oil or lube oil). 4 Stiffeners
In order to contain fuel oil with a flashpoint ≤ 55° C, the use
of independent metal tanks is required as stated in Chapter 4.1 Ordinary stiffeners
1 of Part B.
4.1.1 The section modulus of ordinary stiffeners is to be
Tanks, complete with all pipe connections, are to be sub- not less than the value Z, in cm3, calculated with the fol-
jected to a hydraulic pressure test with a head above the lowing formula:
tank top equal to h, as defined in Chap. 1, Sec. 5, or to the
Z = 7, 5 ⋅ s ⋅ S ⋅ h ⋅ c ⋅ K
2
overflow pipe, whichever is the greater.
The values of the coefficient c and of the scantling height h
At the discretion of RINA, leak testing with an air pressure
are those indicated in Table 2.
of 0,15 bar may be accepted as an alternative, provided that
it is possible, using liquid solutions of proven effectiveness
in the detection of air leaks, to carry out a visual inspection 4.2 Reinforced beams
of all parts of the tanks with particular reference to pipe
connections. 4.2.1 The horizontal webs of bulkheads with ordinary ver-
tical stiffeners and reinforced stiffeners in the bulkheads
with ordinary horizontal stiffeners are to have a section
2 Symbols modulus not less than the value Z, in cm3, calculated with
2.1 Z = C1 ⋅ b ⋅ S ⋅ h ⋅ c ⋅ K
2
2.1.1
C1 : 6, for subdivision bulkheads
s : spacing between the stiffeners, in m
: 10, for tank bulkheads
S : conventional span, equal to the distance, in m, b : width, in m, of the zone of bulkhead resting on
between the members that support the stiffener the horizontal web or on the reinforced stiffener
concerned
h : scantling height indicated in Table 2.
h s, h o : as defined in Part B, Chap. 1, Sec. 5
Table 2
K : as defined in Chap. 2, Sec. 2.
Bulkhead h (m) c
3 Plating
Collisione bulkhead hs 0,78
3.1 Watertight bulkhead hs 0,63
Deep tank bulkhead ho 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
following formula: 5 General arrangement
0, 5
tS = k1 ⋅ s ⋅ ( h ⋅ K ) 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 Table 1.
and horizontal primary supporting members with the sur-
rounding supporting structures is to be carefully ensured.

Pt B, Ch 2, Sec 10
5.2 6.2 Non-tight bulkheads acting as pillars

5.2.1 Where vertical stiffeners are cut in way of watertight 6.2.1 Non-tight bulkheads acting as pillars are to be pro-
doors, reinforced stiffeners are to be fitted on each side of vided with vertical stiffeners with a maximum spacing equal
the door and suitably overlapped; cross-bars are to be pro- to:
vided to support the interrupted stiffeners. • two frame spacings, when the frame spacing does not
exceed 0,75 m,
6 Non-tight bulkheads • one frame spacing, when the frame spacing is greater
than 0,75 m.
6.1.1 Non-tight bulkheads not acting as pillars are to be
provided with vertical stiffeners with a maximum spacing
equal to:
• 0,9 m, for transverse bulkheads
• two frame spacings, with a maximum of 1,5 m, for lon-
gitudinal bulkheads.

Pt B, Ch 2, 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, calco-
as those situated on the uppermost exposed continuous
lato conla seguente formula:
deck of the yacht, second tier superstructures or deckhouses
Z = 3, 5 ⋅ s ⋅ S ⋅ h ⋅ K
2
are those above, and so on.
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 the 2
determination of the superstructure tier may be the deck K : factor defined in Chap. 2, 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
deckhouses to 'tweendecks below, reduced scantlings with m, between the members supporting the stiff-
respect to those stipulated in this Section may be accepted ener concerned.
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 0, 5
t = 3 ⋅ s ⋅ (K ⋅ h)
not less than the value t, in mm, calculated with the follow-
ing formula: where:
0, 5 s : spacing of the stiffeners, in m
t = 3 ⋅ s ⋅ (K ⋅ h)
K : factor defined in Chap. 2, Sec.
s : spacing between the stiffeners, in m h : conventional scantling height, in m, defined in
h : conventional scantling height, in m, the value of 2.1.
which is to be taken not less than the value indi-
cated in Table 1. 4.2 Stiffeners
K : factor defined in Chap. 2, Sec. 2.
4.2.1 The section modulus Z, in cm3, of both the longitudi-
In any event, the thickness t is to be not less than the values nal and transverse ordinary deck stiffeners is to be not less
shown in Chap. 2, Sec. 1, Table 2. than the value calculated with the following formula:
Z = 3, 5 ⋅ s ⋅ S ⋅ h ⋅ K
2
Table 1 where:
S : conventional span of the stiffener, equal to the
Type of bulkhead h (m) distance, in m, between the supporting mem-
bers
1st tier front 1,5
s, h : as defined in 2.1.
2nd tier front 1,0
Reinforced beams (beams, stringers) and ordinary pillars are
Other bulkheads wherever situated 1,0 to have scantlings as stated in Sec. 9.

Part B
Hull
Chapter 3
ALUMINIUM HULLS
SECTION 2 MATERIALS
SECTION 4 LONGITUDINAL STRENGTH
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 of Section B applies to monohull yachts immediately below the cross-deck;
with a hull made of aluminium alloy and a length L not
exceeding 90 m, with motor or sail power with or without D : depth of the yacht, in m, measured vertically in
an auxiliary engine. the transverse section at half the length L, from
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;
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;
quacy, in the opinion of RINA, on the basis of direct test
calculations of the structural strength. ∆ : displacement of the yacht outside frames, in t,
The formulae indicated in this Chapter are based on use of at draught T;
an aluminium alloy having yield Strength, in the welded
K : factor as a function of the mechanical proper-
condition, Rp 0,2 = 110 N/mm2 (correspondig to a permanent
ties of the aluminium alloy used, as defined in
elongation of 0,2%).
Sec. 2.
The scantlings of structures made with light alloys having
different values of yield strength are obtained taking into
account coefficient K as defined in Section 2. 3 Plans, calculations and other infor-
mation to be submitted
3.1
2.1 Premise
2.1.1 The definitions and symbols in this Article are valid 3.1.1 Table 1 lists the structural plans that are to be pre-
for all the Sections of this Chapter. sented in advance to RINA in triplicate, for examination
and approval when required.
The definitions of symbols having general validity are not
normally repeated in the various Sections, whereas the The Table also indicates the information that is to be sup-
meanings of those symbols which have specific validity are plied with the plans or, in any case, submitted to RINA for
specified in the relevant Sections. the examination of the documentation.
For documentation purposes, a copy of the following plan

2.2 Definitions and symbols is to be submitted:
2.2.1 - general arrangement;
- capacity plan;
line, assumed to be equal to of the length on the
full load waterline with the yacht at rest; - lines plan;

Pt B, Ch 3, Sec 1
Table 1 to a list of the drawings the Builder wants to refer to and

copy of the approved drawings are to be sent to RINA.
CONTAINING INFORMATION Attention is to be paid even to possible additional flag
PLAN
RELEVANT TO:
administartions requirements, which may cause differences
• Midship section • main dimensions, maximum in the constructions.
operating speed V, design It's Builder responsability to submit for approval any modifi-
acceleration aCG (for planing cation to the approved plans prior to the commencement of
or semi-planing yachts) any work.
• materials and associated
mechanical properties Plan approval of standard design vessels is only valid so
• for yacht with L > 40 m, if long as no applicable Rule changes take place. When the
multi-hull, or L> 50 m if Rules are amended, the plans are to be submitted for new
mono-hull state the maxi- approval.
mum vertical bending
moment in still water 4 Direct calculations
• development
• Longitudinal and tras- 4.1
versal section
4.1.1 As an alternative to those based on the formulae in
• Plan of the decks • openings
this Chapter, scantlings may be obtained by direct calcula-
• loads acting, if different
tions carried out in accordance with the provisions of Chap-
from Rule loads
ter 1 of Part B of these Rules.
• Plating development • openings Chapter 1 provides schematisations, boundary conditions
• Structure of the engine and loads to be used for direct calculations.
room The scantlings are to be such as to guarantee that stress lev-
• Watertight bulkheads • openings els do not exceed the allowable values stipulated in the
and deep tank • location of air outlets
aforementioned Chapter.
bulkheads
• Structure of stern/side • closing appliances 5 Buckling strength checks
door
5.1 Application
• Superstructures • openings
• location of overflow 5.1.1 The critical buckling strength of aluminium alloy
• Support structure for • design loads and connec- plating and stiffeners subject to compressive stresses is to be
crane tions to the hull structures calculated as specified below.
• Rudder • materials of all components
• calculation speed 5.2 Elastic buckling stresses of plating
• Propeller shaft struts • material 5.2.1 Compressive stress
The elastic buckling strength, in N/mm2, is given by:
Where an *INWATERSURVEY (In-water Survey) notation is 2
t
assigned the following plans and information are to be sub- σE = 0, 9 ⋅ m c ⋅ E ⋅ ε ⋅ ⎛ --------------------⎞
⎝ 1000 ⋅ a⎠
mitted:
• Details showing how rudder pintle and bush clearances where:
are to be measured and how the security of the pintles mC : (1+ γ2)2 for compression-bending stress
in their sockets are to be verified with the craft afloat.
( 0 ≤ ψ ≤ 1 ), if γ < γ1
• Details showing how stern bush clearances are to be
2, 1 2
measured with the craft afloat. ---------------- ⋅( 1 + γ 2 ) for compression - bending
1, 1+ψ
• Name and characteristics of high resistant paint, for
information only. ( 0 ≤ ψ ≤ 1 ), if γ < γ1
2, 1
m1 : ---------------- ⋅ ( 1 + γ 21 )
1, 1+ψ
3.2
t :thickness of plating, in mm
3.2.1 In case a Builder for the construction of a new vessel E :Young's modulus, in N/mm2, to be taken equal to
of a standard design wants to use drawings already 0,07 . 105 N/mm2 for aluminium alloy structures
approved for a vessel similar in design and construction and
a :shorter side of the plate, in m
classed with the same class notation and the same naviga-
tion, the drawings may not be sent for approval , but the c :unloaded side of the plate, in m
Request of Survey for the vessel shall be submitted enclosed d :loaded side of the plate, in m

Pt B, Ch 3, Sec 1
ψ :ratio between the smallest and largest compressive 5.4 Axially loaded stiffeners
stresses when the stress presents a linear variation
across the plate (0 < ψ < 1) 5.4.1 Elastic flexural buckling stress
c The elastic flexural buckling stress σE, in N/mm2, is given
γ = --- , n ot to b e take n g re ater tha n 1 by:
d
0, 5 2
, 1 + ψ-⎞ – 1⎞ r
⎛ ⎛4 – 1 σE = 69, 1 ⋅ ⎛ --------------------⎞ ⋅ m ⋅ 10
4
------------------- ⎝ 1000 ⋅ c⎠
⎜⎝ 0, 7 ⎠ ⎟
γ1 = ⎜ --------------------------------------------⎟
⎜ 3 ⎟ where:
0, 5
⎝ ⎠ I
r : 10 ⎛⎝ ---------------------------------
–2⎠
⎞
gyratio n radius, in mm
ε :coefficient equal to: S + φ ⋅ t ⋅ 10
•1,0, for edge d stiffened by a flat bar or bulb sec- I : moment of inertia of the stiffener, in cm 4, calcu-
tion, if γ >1 lated with a plate flange of width equal to φ
•1,1, for edge d stiffened by a flat bar or T-section, φ : the smaller of:
if γ >1 800 . a
•1,1, · 1,0, for edge d stiffened by a flat bar or bulb 200 . a
section, if γ<1
S :area of the cross-section of the stiffener, in cm2,
•1,25 for edge d stiffened by a flat bar or T-section, excluding attached plating
if γ<1.
m :coefficient depending on boundary conditions,
5.2.2 Shear stress equal to:
The critical buckling stress, in N/mm 2, is given by: •1, for a stiffener supported at both ends
2 •2, for a stiffener supported at one end and fixed at
t
τ E = 0, 9 ⋅ m t ⋅ E ⋅ ⎛⎝ --------------------⎞⎠ the other
1000 ⋅ a
•4, for a stiffener fixed at both ends.
where:
a 2 5.4.2 Local elastic buckling stresses
mt = 5, 34 + 4 ⋅ ⎛ ---⎞ Le tensioni elastiche di instabilità locali, in N/mm2, sono
⎝ b⎠
date dalle seguenti formule:
and E, t and a are as defined in (a) above.
• for flat bars
b : longer side of the plate, in m.
tw ⎞ 2
σE = 55 ⋅ ⎛ -----
- ⋅ m ⋅ 10 3
⎝ h w⎠
5.3 Critical buckling stresses
5.3.1 Compressive stress • for built-up stiffeners with symmetrical flange:
The critical buckling stress, in N/mm 2, is given by: tw ⎞ 2
σE = 27 ⋅ ⎛ -----
- ⋅ m ⋅ 10 4 we b
⎝ h w⎠
R p 0, 2
σ c = σE if σE ≤ -----------
2 tw ⎞ 2
σE = 11 ⋅ ⎛ -----
- ⋅ m ⋅ 10 4 flange
R p0, 2 ⎞ ⎞ R p0, 2 ⎝ h w⎠
⎛σ = R p0, 2 ⋅ ⎛ 1 – ------------
- if σ E > -----------
⎝ c ⎝
4 ⋅ σe ⎠ ⎠ 2
where:
dove:
hW : web height, in mm
Rp0,2 : minimum yield stress of aluminium alloy used,
tW : web thickness, in mm
in N/mm2, in delivery condition
σE : elastic buckling stress calculated according to bf : flange width, in mm
5.2.1. tf : flange hickness, in mm.
5.3.2 Shear stress 6 General rules for design

The critical buckling shear stress, in N/mm2, is given by:
τc = τ E if τ-F
τ E ≤ --- 6.1
2
⎛τ τ F -⎞ ⎞
= τF ⋅ ⎛ 1 – ----------- if τ E > τ----F general to be maintained throughout the length of the hull.
⎝ c ⎝
4 ⋅ τe⎠ ⎠ 2
where:
lings may be adopted for the fore and aft zones, provided
τF : 0,58 Rp0,2 that, with particular regard to plating, they are no less than
Rp0,2 : minimum yield stress of aluminium alloy used, those shown in Table 2.
in N/mm2, in delivery condition In such case the variations between the scantlings adopted
τE : elastic buckling stress calculated according to for the central part of the hull and those adopted for the
5.2.2. ends are to be gradual.

Pt B, Ch 3, Sec 1

discontinuities in particular in way of the ends of super- Table 2
structures and of the openings on the deck or side of the
yacht. Minimum thickness
Member
For yachts similar in performance to high speed craft, a lon- (mm)
gitudinal structure with reinforced floors, placed at a Keel, bottom plating t1 = 1,75 . L1/3 . K0,5
distance of not more than 2 m, is required for the bottom.
Such interval is to be suitably reduced in the areas forward Side plating t2 = 1,50 . L1/3 . K0,5
of amidships subject to the forces caused by slamming.
Open strength deck plating t3 = 1,50 . L1/3 . K0,5
7 Minimum thicknesses Lower and enclosed deck plating t4 = t3 - 0,5
1st tier superstructure front bulk- t5 = t1

7.1 head
Superstructure bulkhead t6 = t5 - 1,5
7.1.1 In general, the thicknesses of plating stiffeners and
cores of reinforced beams is to be not less than the mini- Watertight subdivision bulkhead t7 = t2 - 0,5
mum values shown in Table 2.
Tank bulkhead t8 = t2
Lesser thicknesses may be accepted provided that, in the
opinion of RINA, their adequacy in terms of buckling Centre girder t9 = 2,3 . L1/3 . K0,5
strength and resistance to corrosion is demonstrated.
Floors and side girders t10 = 1,70 . L1/3 . K0,5
Where plating and stiffeners contribute to the longitudinal
strength of the yacht, their scantlings are to be such as to Tubular pillars t11 = 0,05 d (1)
fulfil the requirements for yacht longitudinal strength stipu-
lated in Sec. 4. (1) d = diameter of the pillar, in mm

Pt B, Ch 3, Sec 2
SECTION 2 MATERIALS
1 General requirements case-by-case basis by RINA, also taking into account the
protective coating applied.
1.1 The list of aluminium alloys given in Table 1 is not exhaus-

tive. Other aluminium alloys may be considered, provided
1.1.1 For hull construction and for fittings the aluminium that the specifications (manufacture, chemical composition,
alloys indicated in this Section are to be used. temper, mechanical properties, welding, etc.) and the scope
of application are submitted to RINA for review.
The acceptance of applications and aluminium alloys not
foreseen in these Section will be decided case by case, in In the case of welded structures, alloys and welding proc-
general at the time of the approval of the relevant plans. esses are to be compatible and appropriate, to the satisfac-
tion of RINA and in compliance with the relevant
The materials, in the condition of supply, are to satisfy the requirements.
provisions laid down by IACS or, where relevant, those spe-
cifically stipulated for individual cases; the materials are to For forgings or castings, requirements for chemical compo-
sition and mechanical properties will be defined in each
be approved, if requested, in conformity with the applicable
case by RINA.
requirements. For the types of materials foreseen in this
Section, the prerequisites and requirements for approval, In the case of structures subjected to low service tempera-
when requested, are specified in Part D. tures or intended for other particular applications, the alloys
to be employed will be considered on a case-by-case basis
RINA reserves the right, subject to conditions specifically
by RINA, which will define the acceptance requirements
agreed on, to accept materials other than those provided for
and conditions.
in this Section.
Unless otherwise specified, Young's modulus for alumin-
These Rules presume that welding and other manufacturing ium alloys is to be taken equal to 70000 N/mm2 and Pois-
processes, at low or high temperatures, are carried out in son's ratio equal to 0,33.
accordance with normal good practice and in observance
of the applicable requirements of Part D.
2.2 Extruded plates
Welding procedures are to be approved for the specific type
of material for which they are to be used, within the limits 2.2.1 Extrusions with built-in plating and stiffeners,
and conditions laid down in Part D. referred to as extruded plating, may be used.
In general, the application is limited to decks and deck-

2 Aluminium alloy structures houses. Other uses may be permitted at the discretion of
RINA.
2.1 Aluminium alloys for hull structures, for- Extruded plating is preferably to be oriented so that the stiff-
gings and castings eners are parallel to the direction of main stresses.
2.1.1 The designation of aluminium alloys used in this Connections between extruded plating and primary mem-
Section complies with the numerical designation used in bers are to be given special attention.
RRIAD (Registration Record of International Alloy Designa-
tion).
2.3 Tolerances
The characteristics of aluminium alloys to be used in the
construction of aluminium yacht are to comply with the rel- 2.3.1 The under-thickness tolerances of plates and rolled
evant RINA requirements. sections are to be in accordance with Table 2.
As a rule, series 5000 aluminium-magnesium or series 6000 The under-thickness tolerances of extruded plates are to be
aluminium-magnesium-silicon alloys are to be used (see in accordance with Table 3.
Table 1).
The responsibility for maintaining the required tolerances
The use of series 6000 alloys or extruded plates, for parts lies with the Manufacturer, who is also to inspect the sur-
exposed to sea water atmosphere, will be considered on a face condition of the material.

Pt B, Ch 3, Sec 2
Table 1 : Aluminium alloys for welded construction
Guaranteed mechanical characteristics (1)

Aluminium alloy Unwelded condition Welded condition
Rp0,2(N/mm2) Rm (N/mm2) R’p,02 (N/mm2) R’m (N/mm2)

Alloy (2) Condition Products Thickness (mm)
(4) (5) (4) (5)
0/H111 rolled t ≤ 50 125 275 125 275

5083 H321 rolled t ≤ 40 215 305 125 275
0 extruded all 110 270 110 270
0/H111 rolled all 100 240 100 240
5086 H321 rolled all 185 275 100 240
0 extruded all 95 240 95 240
0/H111 rolled t ≤ 40 145 290 145 290
5383
H321 rolled t ≤ 40 220 305 145 290
0/H111 rolled t ≤ 40 155 300 155 300
5059 rolled t ≤ 20 270 370 155 300
H321
rolled 20 < t ≤ 40 260 360 155 300
0/H111 rolled all 85 215 85 215
5454
F rolled all 100 210 100 210
t≤6 80 190 80 190
5754 0/H111 rolled
t>6 70 190 70 190
t≤6 215 255 105 165
closed extrusions
6 < t ≤ 25 200 250 100 165
6005 T5 / T6
t ≤ 10 215 260 95 165
open extrusions
10 < t ≤ 25 200 250 80 165
t≤6 150 190 65 115
6060 (3) T5 extruded
6 < t ≤ 25 130 180 65 110
6061 (6) T6 extruded t ≤ 25 240 260 115 155
6082 T6 extruded t ≤ 15 255 310 115 170
6106 T5 extruded t≤6 195 240 65 130
6351 T5 extruded t ≤ 25 240 260 140 165
(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 the agreement of RINA.
(3) 6060 alloy is not to be used for structural members subject to impact loads (e.g. bottom longitudinals). The use of alloy 6106 is
recommended in such cases.
(4) Rp,02, R’p,02 are the minimum guaranteed yield stresses at 0,2% in unwelded and welded condition, respectively.
(5) Rm, R’m are the minimum guaranteed tensile strengths in unwelded and welded condition, respectivelysono le minime garantite
tensioni di rottura in condizioni non saldate e saldate rispettivamente.
(6) For structures in direct contact with water are generally not permitted.

Pt B, Ch 3, Sec 2
Table 2 110
K = -------------------
η ⋅ R p0, 2
As-built thickness t Under-thickness tolerances
mm mm where:
t≤8 0,3 Rp 0,2 : minimum guaranteed yield stress, in N/mm2, of

the aluminium alloy in the condition of supply
8 < t ≤ 12 0,5
η : joint coefficient for the welded assembly, corre-
12 < t ≤ 20 0,7 sponding to the aluminium alloy considered,
t > 20 1 given in Table 4, in which:
R’p 0,2 : minimum guaranteed yield stress, in N/mm2, of
the aluminium alloy as welded, i.e.:
Table 3
• in condition 0 or H111 for alloys of series
5000 (see 2.4)
As-built thickness t Under-thickness tolerances
mm mm • indicated by the supplier for alloys of series
6000 (see 2.4).
t≤6 0,3
For welded constructions in hardened aluminium alloys
6 < t ≤ 10 0,4 (series 5000 other than condition 0 or H111 and series
6000), greater characteristics than those in annealed or
2.4 Influence of welding on mechanical cha- welded condition may be considered, provided that welded
racteristics connections are located in areas where stress levels are
acceptable for the alloy considered in annealed or welded
2.4.1 Welding heat input lowers locally the mechanical condition.
strength of aluminium alloys hardened by work hardening
In the event of welding of two different aluminium alloys,
(series 5000 other than condition 0 or H111) or by heat
the material factor K to be considered for the scantlings is
treatment (series 6000).
the greater of the two.
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- Table 4
teristics of the parent material.
The heat-affected zone may be taken to extend 25 mm on Aluminium alloy η
each side of the weld axis.
• Alloys without work-hardening treatment 1
Aluminium alloys of series 5000 in condition 0 (annealed) (series 5000 in annealed condition 0 or
or H111 (annealed flattened) are not subject to a drop in annealed flattened condition H111)
mechanical strength in the welded areas.
• Alloys hardened by work hardening R’p 0,2/Rp 0,2
Aluminium alloys of series 5000 other than condition 0 or (series 5000 other than condition 0 or
H111 are subject to a drop in mechanical strength in the H111)
welded areas. The mechanical characteristics to consider
are normally those of condition 0 or H111. Higher • Alloys hardened by heat treatment (series R’p 0,2/Rp 0,2
mechanical characteristics may be taken into account, pro- 6000)
vided they are duly justified. (1) When no information is available, the coefficient η may
Aluminium alloys of series 6000 are subject to a drop in be taken equal to the metallurgical efficiency coeffi-
mechanical strength in the vicinity of welded areas. The cient defined in Table 1, to be taken not less than 0,4 or
mechanical characteristics to be considered are normally greater than 0,53.
indicated by the supplier.
2.5 Material factor K for scantlings of alumi-
nium alloy structural members 2.6.1 A plan is to be kept on board indicating the allumin-
ium alloys, the condition and type of product adopted for
2.5.1 The value of the material factor K, which appears in the hull structures, the extent and location together with
the formulae for checking scantlings of structural members details of specification and mechanical properties, and any
given in this Chapter, is equal to: recommendations for welding, working and treatment.

Pt B, Ch 3, Sec 3
1 Welded connections above will be individually considered by RINA for

approval.
1.1 General requirements In particular, the following details are to be provided for the
authorization to use welding procedures in production:
1.1.1 For fabrication by welding and qualification of weld- a) category and grade of basic and filler materials
ing procedures the requirements of Part D, Ch 5 of these
Rules apply and, in particular, the adoption of procedures is b) principal methods: type of joint (butt-welded, corner,
subject to approval in advance by RINA. etc.); preparation of joints (thickness, caulking, right
edges, etc.); welding position (flat, vertical, front, etc.)
Furthermore, the individual shipyards are to be authorized and other parameters (voltage, amperage, gas supply,
by RINA for the use of welding procedures using welders etc.)
authorized by RINA.
c) welding conditions: cleaning methods of the edges to
Welding of the various types of aluminium alloy is to be be welded; protection from atmospheric agents, etc
carried out by means of welding procedures approved for
the purpose and the various welding procedures and con- d) special operating requirements for butt-welded joints,
sumables are to be used within the limits of their approval e.g. plating: welding to start and end on heels outside
and in accordance with the conditions of use specified in joints; reverse chipping; provision for repair following
the respective approval documents. any arc interruptions
e) type and extension of production checks.
As a general rule, the quality standard adopted by the ship-
yard is to be submitted to RINA and applies to all construc-
tions. 1.3 Access to and preparation of joints
The work is to be carried out to the satisfaction of the
1.3.1 For the correct carrying out of joints, sufficient
attending Surveyor and the classification is dependent
access, in relation to the welding procedure used and to the
upon the work carried out with the approved plans and a
position of the weld itself, is to be ensured.
quality of constructions that fall into the limits set out by
RINA or other recognized international bodies (i.e.: IACS). The structural parts to be welded to those adjacent are to be
thoroughly cleaned before welding even if the components
Deviations from the approved plans shall be discussed as of the structure itself have been pickled beforehand. Such
first instance with the attending Surveyor; If not agreed with cleaning is to be carried out using suitable mechanical
him, these are subject to the approval of the Head Office. In means, such as stainless steel wire brushes, in order to elim-
any case, these deviations shall be reported to the Head inate oxides, grease, paint and other foreign bodies that
Office. could produce defects in the weld.
Minor repairs are to be agreed with the attending Surveyor; Adequate protection from the weather is to be provided to
repairs which affect the structural integrity are to be dis- parts being welded; in any event, such parts are to be dry.
cussed with the Builder and relevant drawing to be sent for In case of cold weather, screening to prevent too rapid
approval. cooling to be provided.
In general, the acceptable (quality standards of) construc- In welding procedures using bare, cored or coated wires
tion defects (such as surfaces defects, structural misalign- with gas shielding, the welding is to be carried out in
ment and fit, post welding plate deformation) are those weather protected conditions, so as to ensure that the gas
which fall into the limits set out by IACS Recommendations. outflow from the nozzle is not disturbed by winds and
draughts.
1.2 Welding procedures for aluminium The alignment of joints, methods of tack welding and back
alloys chipping are to be appropriate to the type of joint and to the
weld position and are to satisfy RINA requirements stipu-
1.2.1 Welding procedures accepted for the construction of lated for the use of the procedure adopted.
hulls are those semi-automatic with protection of argon gas
or of argon-helium gas mix, with continuous fusible wire in Welded temporary attachments used to aid construction are
Al-Mg-G5 alloy, with manual welding process, called MIG to be removed carefully by grinding, cutting or chipping.
(metal-arc inert gas), and manual with argon gas protection, The surface of the material is to be finished smooth by
with a filler rod in the aforesaid alloy and torch having non grinding followed by crack detection.
fusible tungsten electrode, called TIG (tungsten-arc inert Any defects in the structure resulting from the removal of
gas). Welding procedures and filler materials other than the temporary attachments are to be prepared, efficiently

Pt B, Ch 3, Sec 3
welded and ground smooth so as to achieve a defect free given to the overall arrangement and structural details of
repair. highly stressed parts of the hull.
1.4 Design 2 Type of connections

1.4.1 For the various structural details typical of welded 2.1 Types of connections and preparations
construction in shipbuilding and not dealt with in this Sec-
tion, IACS standards and the rules of good practice are to 2.1.1 With MIG and TIG procedures, the preparations of
apply as agreed by RINA; particular consideration is to be the edges indicated in Table 1 are recommended.
Table 1 : Preparations for the welding of aluminium alloys
Preparation ofedges Caulking dimensions (1) Notes

MIG
s = 1,5 -2
Welding on one side. Reverse support may be used.
b=0 -2
s = 5 - 25
b=0-3
Back chipping with intervals is to be effected.
c = 1,5 - 3
α = 60 - 90°
s = 8 - 25
b=3-7 Smaller angles up to 15 mm in thickness may be used with
c = 2 -4 the greater distance to the top.
α = 40 - 60°
s = 12 - 25
Allowed especially for automatic welding. Semi-automa-
b=0-2
tic processes may be back chipped at the top before the
c=3-5
reverse runs.
α = 50 - 67°
TIG
s≤2
s≤4
Welding on one side.
b=0-2
s = 4 - 10
b=0-2 The support may be used in horizontal position.
α = 60 - 70°
(1) The caulking dimensions are identified by the following parameters:

s = thickness of base material, in mm
b = distance to the top, in mm
c = shoulder, in mm
α = caulking angle.
2.2 Butt welding or specific techniques, considered equivalent by RINA, are

adopted.
2.2.1 General
Connections different from the above may be accepted by
In general, butt connections of plating are to be full penetra- RINA on a case by case basis; in such cases, the relevant
tion, welded on both sides except where special procedures detail and workmanship specifications are to be approved.

Pt B, Ch 3, Sec 3
2.2.2 Welding of plates with different thicknesses Figure 1 : Plate misalignment in butt connections
In the case of welding of plates with a difference in gross

thickness equal to or greater than:
• 3 mm, if the thinner plate has a gross thickness equal to

or less than 10 mm;
• 4 mm, if the thinner plate has a gross thickness greater

than 10 mm
a taper having a length of not less than 4 times the differ-

ence in gross thickness is to be adopted for connections of
plating perpendicular to the direction of main stresses. For
connections of plating parallel to the direction of main
stresses, the taper length may be reduced to 3 times the dif-
ference in gross thickness.
When the difference in thickness is less than the above val-

ues, it may be accommodated in the weld transition
between plates.
2.2.7 Butt joints between T-bar, L-bar or bulb of
2.2.3 Edge preparation, root gap different height
The cut of the joint edges, to be carried out in general by When "a", the difference in height between the two mem-
bers to be jointed, is less than 6mm, this difference may be
mechanical means, is to be regular and without ragged
built up by welding;
edges or notches.
When the a.m. difference is more than 6mm, the higher bar
The acceptable root gap is to be in accordance with the shall be lowered for a length of at least 50 x a, in order to
adopted welding procedure and relevant bevel preparation. avoid local stresses (30 x a if the bars to be connected are
not primary members of the structure).
2.2.4 Butt welding on permanent backing 2.2.8 Insert plates and doublers (slot welding)
Butt welding on permanent backing, i.e. butt welding A local increase in plating thickness is generally to be
assembly of two plates backed by the flange or the face achieved through insert plates. Local doublers, which are
plate of a stiffener, may be accepted where back welding is normally only allowed for temporary repair, may however
not feasible or in specific cases deemed acceptable by be accepted by RINA on a case by case basis.
RINA. In any case, doublers and insert plates are to be made of
materials of a quality at least equal to that of the plates on
The type of bevel and the gap between the members to be which they are welded.
assembled are to be such as to ensure a proper penetration Slot welds are to be of appropriate shape (in general oval)
of the weld on its backing and an adequate connection to and dimensions, depending on the plate thickness, and may
the stiffener as required. not be completely filled by the weld.
The distance between two consecutive slot welds is to be
2.2.5 Plate misalignment in butt connections not greater than a value which is defined on a case by case
basis taking into account:
The misalignment m, measured as shown in Fig 1, between
plates with the same gross thickness t is to be less than - the transverse spacing between adjacent slot weld lines
0,15t, without being greater than 3 mm, where t is the gross - the stresses acting in the connected plates
thickness of the thinner abutting plate. - the structural arrangement below the connected plates.
2.2.9 Insert plates (butt welding)

2.2.6 Section, bulbs and flat bars
Where thick insert plates are butt welded to thin plates, the
When lengths of longitudinals of the shell plating and edge of the thick plate shall be tapered.
strength deck within 0,6 L amidships, or elements in gen- The slope of the taper shall be in accordance with Pt B, Ch
eral subject to high stresses, are to be connected together by 2, Sec 3, par. 2.1.2.
butt joints, these are to be full penetration. The corners of insert plates are to be suitably radiused.

Pt B, Ch 3, Sec 3
2.3 Fillet welding types 2.4.3 Misalignment in cruciform connections

The misalignment m in cruciform connections, measured
2.3.1 Fillet welding of T type joints, or cross joints with on the median lines as shown in Fig 4, is to be less than t/2,
straight edges may be of the following types (see also Table in general, where t is the gross thickness of the thinner abut-
3): ting plate.
a) continuous fillet welding (double continuous bead, RINA may require lower misalignment to be adopted for
D.C.); cruciform connections subjected to high stresses.
b) intermittent fillet welding as staggered welding (A) or Figure 4 : Misalignment in butt connections
chain welding (C) with length d and spacing p.
Figure 2 : Intermittent staggered welding A
Figure 3 : Intermittent chain welding (C)
2.4 Continuous fillet welding
2.4.1 Continuous fillet welding is always to be adopted: 2.5 Scantling of welds

• for watertight connections; 2.5.1 For T-joints with straight edges, the scantling of the
• for structures in way of stabilizers, thruster, foundations bead is given, as a function of the thickness of the T web, in
and other highly stressed area; Table 2.
• for structure members to plating in way of end connec- The scantling of the welds for hull structures is given in
tions and scallops; Table 3 in which, for individual cases, the following are
shown:
• at the ends of connections for a length of at least 75mm;
a) continuous welding with double type a bead (D.C. a) or
• round lap connections and at the ends of brackets, lugs type b (D.C. b);
and scallops.
b) intermittent welding of type A or C, on continuous
Continuous fillet welding may also be adopted in lieu of edges, with type a bead and spacing p.
intermittent welding wherever deemed suitable. As an alternative to intermittent welding of type A or C, the
equivalent of D.C. may be used with, however, a minimum
2.4.2 Fillet welding crossing butt welding side of 3 mm for thicknesses not greater than 6mm, and of 4
Where stiffening members are attached by continuous fillet mm for thicknesses exceeding 6 mm.
welds and cross completely finished butt welds, these welds Welding on scalloped edges, as an alternative to intermit-
are to be made flush in way of the contact point. Similarly, tent welding, is in general not allowed except in individual
for butt welds in webs of stiffening members, the butt weld cases, to be specially considered by RINA, and for which
is to be completed and generally made flush with the stiff- the following is required:
ening member before the fillet weld is made. Otherwise, a
- weld bead of type a;
scallop is to be arranged in the web of the stiffening mem-
ber. Scallops are to be of such size, and in such a position, - notch length equal to 150 mm;
that a satisfactory weld can be made at the edges without in - tooth length not less than 90 mm and such that the com-
notching the butt weld of the plate. bination of the length, pitch, and side of the bead is the

Pt B, Ch 3, Sec 3
equivalent of the Rule scantling of the intermittent weld- 2.6 Strength of welding
ing shown in Table 3.
2.6.1 The effective length, in mm, of the fillet welding is
Scalloped welding is not allowed at the ends of beams, in given by:
way of parts subject to concentrated loads, and in structures
subject to noticeable vibrations, and it may also be unac- d e = d – 20
ceptable in other individual cases, at RINA's discretion, where d is the actual length, in mm, of the fillet welding.
both in relation to types and levels of stress in the structures
and to the test results for authorization of the procedures to
be followed.
Table 2 : Leg and throat of fillet beads

Leg (1) Leg (1)
member (approximate) (1) (approximate) (1)
mm mm mm mm mm
3 4,5
÷ 3,5(3) 2,5(2) 3 2
4,5 6÷ 5(4,5) 3,5(3) 4 3
6,5 8÷ 6(5) 3,5(3,5) 4 3
8 10
÷ 7(6) 5(4) 5 3,5
10,5 12 ÷ 8(7) 5,5(5) 6 4
12,5 14 ÷ 8,5 6 6,5 4,5
14,5 16 ÷ 9 6,5 7 5
16,5 18 ÷ 10 7 8 6,5
18,5 20 ÷ 11 7,5 9 6,5
20,5 22 ÷ 12 8,5 10 7
22,5 24 ÷ 13 9 11 7,5
24,5 26 ÷ 14 10 12 8,5
Figure 5 : Beads dimensions
throat
thickness
leg
leg

Pt B, Ch 3, Sec 3
Table 3 : Scantlings of welds
Member Weld
1 - Trasverse type structure
Floors to:
- shell plating C140 within 0,25 L AV; A280 inside after peak; A340 elsewhere
- centre girder C150 inside engine; A340 elsewhere
- side girder C280
Watertight floors D.C. b
Centre girder to:
- keel D.C. b where watertight: C120 elsewhere
- top of double bottom D.C. b where watertight: C150 inside engine; C180 elsewhere
Side girder to:
- shell plating A300
Watertight girder and double bottom margin D.C. b
Frames of shell plating D.C. b inside after peak for 2-propeller hulls; A240 inside peaks and tanks;
A340 elsewhere
Beams to deck plating A300 inside tanks; A340 elsewhere
2. Longitudinal type stucture
Bottom longitudinals to shell plating C140 within L from the bow: A280 elsewhere
Side and deck longitudinals to relevant plating A300
Top longitudinals of double bottom A300
Web to face plate of composed ordinary longitudinals A340; at the ends (1) D.C. b
Reinforced floors, frames and beams having face plate area
≤20cm2:
- to plating A240; at the ends C150
- to face plate A360; at the ends A240
3. Foundations of main engines and thrust shaft:
Girders to shell plating C130
Girders to bed plates D.C. a
Girder to top of double bottom
Floors to girder, to top of double bottom and to bed plates D.C. a
4. Subdivision bulkheads
Plating to borders D.C. b
Stiffeners to plating A340; C150 at the ends, if not squared
5. Tank bulkheads
Plating to borders D.C. on bottom; D.C. b elsewhere
Ordinary stiffeners to plating A300
Reinforced beams having span between 3 and 5 m and
face plate area ≤20 cm2:
- to plating C120 at the ends; C180 elsewhere
- to face plate C150 at the ends; A240 elsewhere
(2) Where slots are adopted due to inaccessibility, they are generally to have: length = 75 mm; breadth = 3 ÷ 4% t, where t = thickness of plating;
pitch = 150 mm; weld leg length = t - 0,5 mm to be carried out on the outline of the slot; supporting plate with breadth 40 ÷ 60 mm and thickness
1,2 ÷ 1,5 t

Pt B, Ch 3, Sec 3
Member Weld
6. Not-watertight bulkheads see 4 above
7. Rudder
Plating to horizontal diaphragms and vertical diaphragms A300 (2)
which do not constitute spindle
Ordinary stiffeners to vertical diaphragms constituting D.C. b
spindle
8. Superstructures
Boundary bulkheads to support deck and to upper deck
Ordinary stiffeners to bulkheads D.C. b
For other parts see previous items A340
9. Pillars
Tubular pillars to ends D.C. b
10. Primary supporting members in general
(a=sectional area of the face plate or flange, incm2)
a≤20 cm2
- connection to plating C180 at the ends; A260 elsewhere
2
20<a≤65 cm
- connection to plating C160 at the ends; C o A220 elsewhere
(2) Where slots are adopted due to inaccessibility, they are generally to have: length = 75 mm; breadth = 3 ÷ 4% t, where t = thickness of plating;
pitch = 150 mm; weld leg length = t - 0,5 mm to be carried out on the outline of the slot; supporting plate with breadth 40 ÷ 60 mm and thickness
1,2 ÷ 1,5 t
3 End connections of ordinary Figure 7 : End connection of ordinary stiffener

with collar plate
stiffeners
3.1
3.1.1 Where ordinary stiffeners are continuous through
primary supporting members, they are to be connected to
the web plating so as to ensure proper transmission of
loads, e.g. by means of one of the connection details shown
in Fig 6 to Fig 9.
Connection details other than those shown in Fig 6 to Fig 9
may be considered by RINA on a case by case.
Figure 6 : End connection of ordinary stiffener Figure 8 : End connection of ordinary stiffener
without collar plate with one large collar plate

Pt B, Ch 3, Sec 3
Figure 9 : End connection of ordinary stiffener 4 End connections of primary support-

with two large collar plates
ing members

4.1.1 Arm lengths of end brackets are to be equal, as far as
practicable.
As a general rule, the height of end brackets is to be not less
than that of the primary supporting member.
4.1.2 The thickness of the end bracket web is generally to

be not less than that of the primary supporting member
web.
In all the above connections, the radius of the all the scal- 4.1.3 The scantlings of end brackets are generally to be
lops in the primary member around the stiffener shall be at such that the section modulus of the primary supporting
least 20mm. member with end brackets is not less than that of the pri-
mary supporting member at mid-span.
The extension of the collar plate above the primary member
shall be at least 3 t, where t is the thickness of the collar 4.1.4 The width, in mm, of the face plate of end brackets is
plate. 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 thickness of the face plate is to be not less
3.2 than that of the bracket web.
4.1.5 Stiffening of end brackets is to be designed such that

3.2.1 Where ordinary stiffeners are cut at primary support-
it provides adequate buckling web stability.
ing members, brackets are to be fitted to ensure the struc-
tural continuity. As guidance, the following prescriptions may be applied:
• where the length Lb is greater than 1,5 m, the web of
The thickness of brackets is to be not less than that of ordi- the bracket is to be stiffened;
nary stiffeners. Brackets with thickness, in mm, less than
• the sectional area, in cm2, of web stiffeners is to be not
15Lb, where Lb is the length, in m, of the free edge of the
less than 16,5l, where l is the span, in m, of the stiffener;
end bracket, are to be flanged or stiffened by a welded face
plate. The sectional area, in cm2, of the flanged edge or face • tripping flat bars are to be fitted to prevent lateral buck-
ling of web stiffeners. Where the width of the symmetri-
plate is to be at least equal to 10Lb .
cal face plate is greater than 400 mm, additional
backing brackets are to be fitted.
3.3
3.3.1 Where necessary, RINA may require backing brack-
4.2.1 As a general rule, in the case of bracketless crossing
ets to be fitted, as shown in Fig 10, in order to improve the
between primary supporting members (see Fig 11), the
fatigue strength of the connection. thickness of the common part of the web is to be not less
than the value obtained, in mm, from the following for-
Figure 10 : End connection of ordinary stiffener mula:
with backing bracket w
t = 15 ,75 ----
Ω
where:
w : the lesser of w1 and w2,MAX
w1 :gross section modulus, in cm3, of member 1
w2,MAX :the greater value, in cm3, of the gross section
moduli 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.

Pt B, Ch 3, Sec 3
4.2.2 In no case may the net thickness calculated accord- Other arrangements may be accepted provided they are
ing to [4.2.1] be less than the smallest web net thickness of supported by direct calculations submitted to RINA for
the mem bers forming the crossing. review.
4.2.3 In general, the continuity of the face plates is to be Figure 12 : Stiffening of large openings in primary
ensured. supporting members - Solution 1
Figure 11 : Bracketless end connections of

primary supporting members
Member 2
Ω Figure 13 : Stiffening of large openings in primary

Member 1
Member 3
5 Cut-outs and holes
5.1
5.1.1 Cut-outs for the passage of ordinary stiffeners are to

be as small as possible and well rounded with smooth Figure 14 : Stiffening of large openings in primary
edges. supporting members - Solution 3 (inserted plate)
In general, the depth of cut-outs is to be not greater than
50% of the depth of the primary supporting member.
5.1.2 Where openings such as lightening holes are cut in

primary supporting members, they are to be equidistant
from the face plate and corners of cut-outs and, in general,
their height is to be not greater than 20% of the web height. t t
5.1.3 Openings may not be fitted in way of toes of end

brackets.
5.1.4 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 6 Stiffening arrangement
greater than 25% of the distance between adjacent open-
ings.
6.1
5.1.5 The cut-out is to be reinforced to one of the solutions
shown in Fig. 12 to Fig. 14: 6.1.1 Webs of primary supporting members are generally
to be stiffened where the height, in mm, is greater than
• continuous face plate (solution 1): see Fig 12 100t, where t is the web net thickness, in mm, of the pri-
• straight face plate (solution 2): see Fig 13 mary supporting member.
• compensation of the opening (solution 3): see Fig 14 In general, the web stiffeners of primary supporting mem-
• combination of the above solutions. bers are to be spaced not more than 110t.

Pt B, Ch 3, Sec 3
6.2 7 Riveted connections

6.2.1 As a general rule, tripping brackets (see Fig 15)
welded to the face plate may be fitted: 7.1
• every fourth spacing of ordinary stiffeners, without 7.1.1 When riveted connections are employed, the
exceeding 4 m mechanical properties of the rivets are to be indicated on
• at the toe of end brackets the plans.
• at rounded face plates RINA may, at its discretion, require shear, tensile and com-
• in way of cross ties pression tests to be carried out on representative specimens
• in way of concentrated loads. of riveted connections.
Where the width of the symmetrical face plate is greater 7.2

than 400 mm, backing brackets are to be fitted in way of the
tripping brackets. 7.2.1 When rivets are used to connect materials of differ-
ent types, precautions are to be taken against electrolytic
6.3 corrosion.
Whenever possible, the arrangements are to be such as to
6.3.1 In general, the width of the primary supporting mem-
enable inspection in service without the need to remove
ber face plate is to be not less than one tenth of the depth of
coverings, etc.
the web, where tripping brackets are spaced as specified in
[6.2].
8 Sealed connections
6.4
8.1
6.4.1 The arm length of tripping brackets is to be not less
than the greater of the following values, in m: 8.1.1 Where a sealing product is used to ensure airtight or
watertight integrity, product information is to be submitted
d = 0 ,38b
together with evidence of its previous successful use.
s
d = 0 ,85b ---t
t
9 Corrosion protection
where:
b : Height, in m, of tripping brackets, shown in 9.1
Fig 15
9.1.1 The hull, decks and other structures exposed to the
st : Spacing, in m, of tripping brackets
marine environment are to be adequately protected against
t : Net thickness, in mm, of tripping brackets. corrosion.
It is recommended that the bracket toe should be designed Paint and other protective coatings are to be suitable for the
as shown in Fig 15. protection of the structures in relation to their position.
6.5 9.2
6.5.1 Tripping brackets with a net thickness, in mm, less 9.2.1 The protection is to have adequate thickness and is
than 15Lb are to be flanged or stiffened by a welded face to be applied in accordance with the Manufacturer's speci-
plate. fications.
The protection is to be compatible with any primer applied
Figure 15 : Primary supporting member:
previously.
web stiffener in way of ordinary stiffener
9.3
9.3.1 Paint containing lead, mercury or copper are not to
be used for applications on aluminium alloys.
10 Inspection and tests
10.1 General
10.1.1 Materials, workmanship, structures and welded
connections are to be subjected, at the beginning of the
work, during construction and after completion, to inspec-
tions suitable to check compliance with the applicable
requirements, approved plans and standards.

Pt B, Ch 3, Sec 3
Tests of welded connections by RINA Surveyors are, as a joints of bent stringer plates, joints of inserts in way of
rule, those indicated in (a) to (e) below. Irrespective of the openings, fillet welding of stiffeners, brackets, etc.). As a
extent of such tests, the building shipyard is responsible for general rule, the surface of finished weld are to be as far
seeing that working methods, procedures and sequences as practicable smooth and free from undercut.
comply with RINA requirements, approved plans and nor-
mal good practice. To this end, the shipyard is to provide its d) In addition to visual examination, X-ray examination of
own production control organization. the welded joints, of an extension as deemed necessary
by the Surveyor. Ultrasonic testing is to be used for
a) Verification of compliance of basic materials with the checking butt or cruciform connections in full penetra-
requirements in Sec. 2 and of structures with approved tion welding greater than 15mm. Ultrasonic examina-
plans. tions may also be required by the Surveyor in specific
b) Verification of compliance of use and application con- cases to verify the quality of the base material.
ditions of welding processes with those approved and
ascertainment of the use of authorized welders. e) Checking of any repairs.
c) Visual examination of the preparation, root beveling In case of presence of defects, the attending Surveyor may
and execution of welding of the connections of struc- ask for the extent of non-destructive examination. Unac-
tural parts (e.g. crossing of butt-welded joints of panels ceptable defects shall be completely removed. The results
or sheets of shell plating and strength deck, transverse of nde shall be recorded.

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 Article 5 of Sec. 1.
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
m4, is to be not less than the value given by the following
1.2 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.
strength of monohull yacht and catamarans are to achieve a T
-----t ⋅ 10 –3 ≤ f ⋅ σ s
section modulus of the midship section at the bottom and At
the deck such as to guarantee stresses not exceeding the
where:
allowable values.
Tt : total shear stress in kN defined in Chap. 1, Sec.
Therefore:
5
σ f ≤ f ⋅ σ s N ⁄ mm
2
σs, f : defined in 2
σ p ≤ f ⋅ σ s N ⁄ mm
2 At : actual shear of the transverse section, in m2, to
be calculated considering the net area of side
where: plating and of any longitudinal bulkheads
excluding openings.
MT
- N ⁄ mm2
σ f = ----------------------
1000 Wf
4 Calculation of the section modulus
MT
- N ⁄ mm 2
σ p = -----------------------
1000 Wp
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-
Chap. 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 The thickness of the bottom plating and the bilge is to be
not less than the greater of the values t1 and t2, in mm, cal-
culated with the following formulae:
1.1
0, 5
t1 = k1 ⋅ k2 ⋅ ka ⋅ s ⋅ ( p ⋅ K)
1.1.1
0, 5
t 2 = 11 ⋅ s ⋅ ( T ⋅ K )
s : spacing of ordinary longitudinal or transverse
stiffener, in m; where:
p : 2
scantling pressure, in kN/m , given in Chap. 1, k1 : 0,15, assuming p=p1
Sec. 5;
: 0,10, assuming p=p2.
ka : coefficient as a function of the ratio S/s given in
Table 1 below where S is the is the greater
2 Keel dimension of the plating, in m.
k2 : curvature correction factor given by 1-h/s to be
2.1 Sheet steel keel taken not less than 0,7, where h is the distance,
in mm, measured perpendicularly from the
2.1.1 The keel plating is to have a length bCH, in mm, chord s to the highest point of the arc of plating
throughout the length of the yacht, not less than the value between the two supports (see Figure 1).
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 The height and thickness of the keel, throughout the

length of the yacht, are to be not less than the values hCH
and tCH, in mm, calculated with the following equations: h
h CH = 1, 5 ⋅ L + 100
0, 5 S
t C H = ( 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
centre girder is placed in connection with the solid keel. The thickness of the plating of the bilge is, in any event, to
The garboard strakes connected to the keel are each to have be taken as not less than the greater of the thicknesses of the
a width not less than 750 mm and a thickness not less than bottom and side.
that of the bottom plating increased by 10%. Sheet steel of plating connected to the stem or to the stern-
post or in way of the propeller shaft struts is to have a thick-
3 Bottom and bilge ness, in mm, not less than the value te given by:
0, 5
t e = 1, 3 ⋅ ( 0, 05 ⋅ L + 6 ) ⋅ K
3.1
and, in any event, equal to the thickness of the bottom
increased by 50%.
3.1.1 Bottom plating is the plating up to the chine or to the
upper turn of the bilge.

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
1,2 19,6
rounded at the corners and located, as far as possible, out-
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
2,0 22,3
may be accepted where the former are elliptical or fitted
>2 22,4 with equivalent arrangements to minimise the stress con-
centration 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 the 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
plating aft has a large flat area, RINA may require the local
5.1 plating to be increased and/or reinforced with the fitting of
additional stiffeners.
5.1.1 The thickness of side plating is to be not less than the
greater of the values t1 e t2, in mm, calculated with the fol- 7.3
lowing 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
0, 5 plating but no greater than that of the keel.
t 2 = 10 ⋅ s ⋅ ( T ⋅ K )
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
being equal, no less than that of the side plating.
that required for the bottom, for the part below the water-
line, 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 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/m 2, 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 3.1 Bottom longitudinals
be supported by transverse bulkheads, or by the sides of the
hull. 3.1.1 The section modulus of longitudinal stringers is to be
not less than the value Z, in cm2, calculated with the fol-
lowing formula:
Z = k1 ⋅ s ⋅ S ⋅ K ⋅ p
2
girders are to be fitted so that the distance between them
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
with a suitable web floor consisting of floors and girders; : 0,7 assuming p=p2
the latter are to extend beyond the engine room for a suita- S : conventional span of the longitudinal stiffener,
ble length and are to be connected to any existing girders in in m, equal to the distance between floors.
other areas.
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.
3.2 Floors
1.3.1 The transverse framing consists of ordinary stiffeners
arranged transversally (floors) and placed at each frame 3.2.1 The section modulus of the floors at the centreline of
supported by girders, which in turn are supported by trans- the span S is to be not less than the value ZM, in cm3, calcu-
verse bulkheads or reinforced floors. lated with the following formula.
ZM = k 1 ⋅ b ⋅ S ⋅ K ⋅ p
2
Where the breadth of the floors exceeds 6 m, sufficient side where:
girders are to be fitted so that the distance between them k1 : defined in 3.1.
1.3.3 In way of the propeller shaft struts, the rudder horn adjacent to that concerned
and the ballast keel, additional floors are to be fitted with S : conventional floor span equal to the distance,
sufficiently increased scantlings. in m, between the two supporting members
(sides, girders, keel with a dead rise edge >
1.3.4 The bottom of the engine room is to be reinforced 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,
1.3.5 Floors are to be fitted in way of reinforced frames at be 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
formula:
Z PC = k 1 ⋅ b PC ⋅ S ⋅ K ⋅ p
2
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).
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 cm 3, calculated with the follow-
ZPC, in cm 3, calculated with the following formula: ing formula:
Z PC = k 1 ⋅ b PC ⋅ S ⋅ K ⋅ p
2
′
Z PC = k 1 ⋅ b PC ⋅ S ⋅ K ⋅ p
2
where: where:
: 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 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
Z PL = k 1 ⋅ b PL ⋅ S ⋅ K ⋅ p
2 4.3.1 The section modulus is to be not less than the value
ZPL, in cm3, calculated with the following formula:
where:
Z PL = k 1 ⋅ b PL ⋅ S ⋅ K ⋅ p
2
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).
′
5 Constructional details
Z PL = k 1 ⋅ b PL ⋅ S ⋅ K ⋅ p
2
where: 5.1
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
1.1 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 yacht less than 50 m in length RINA
may accept reduced height.
1.1.2 The fitting of a double bottom extending from the
collision bulkhead to the forward bulkhead in the machin-
ery space or as near thereto as practicable, is requested for 3 Inner bottom plating
yachts of L > 50 m.
On yachts of L > 61 m a double bottom is to be fitted out- 3.1
side the machinery space extending, as possible, forward
to the collision bulkhead and aft to the after peak bulkhead.
less than the value t1, in mm, calculated with the following
On yachts of L > 76 m the double bottom is to extend, as formula:
possible, throughout the length of the yacht.
t 1 = 1, 4 ( 0, 04 L + 5s + 1 )k
The double bottom is to extend transversally to the side so
as to protect the bottom in the bilge area, as far as possible. where:
s : spacing of the ordinary stiffeners, in m.
1.1.3 The dimensions of the double bottom, and in partic- For yachts of length L < 50 m, the thickness is to be main-
ular the height, are to be such as to allow access for inspec- tained throughout the length of the hull.
For yachts of length L > 50 m, the thickness may be gradu-
In floors and in side girders, manholes are to be provided in ally reduced outside 0,4 L amidships so as to reach a value
order to guarantee that all parts of the double bottom can no less than 0,9 t1 at the ends.
be inspected at least visually.
The height of manholes is generally to be not greater than liquid cargoes, the thickness of the top is also to comply
half the local height in the double bottom. When manholes with the provisions of Sec. 10.
with greater height are fitted, the free edge is to be rein-
forced by a flat iron bar or other equally effective reinforce-
ments are to be arranged.
4 Centre girder
Manholes are not to be placed in the continuous centre
4.1
girder, or in floors and side girders below pillars, except in
special cases at the discretion of RINA. 4.1.1 A centre girder is to be fitted, as far as this is practi-
1.1.4 Openings are to be provided in floors and girders in
order to ensure down-flow of air and liquids in every part of The thickness of the centre girder is to be not less than the
the double bottom. following value tpc, in mm:
Holes for the passage of air are to be arranged as close as t pc = 1, 4 ( 008h df + 2 )
close as possible to the bottom. 5 Side girders
Bilge wells placed in the inner bottom are to be watertight
and limited as far as possible in height and are to have walls 5.1
inner bottom plating. 5.1.1 Where the breadth of the floors does not exceed 6
In zones where the double bottom varies in height or is m, side girders need not be fitted.
interrupted, tapering of the structures is to be adopted in Where the breadth of the floors exceeds 6 m, side girders
order to avoid discontinuities. are to be arranged with thickness equal to that of the floors.

Pt B, Ch 3, Sec 7
A sufficient number of side girders are to be fitted so that the 7 Bracket floors
distance between them, or between one such girder and the
centre girder or the side, does not exceed 3 m.
7.1
The side girders are to be extended as far forward and aft as
practicable and are, as a rule, to terminate on a transverse 7.1.1 At each frame between solid floors, bracket floors
bulkhead or on a floor or other transverse structure of ade- consisting of a frame connected to the bottom plating and a
quate strength. reverse frame connected to the inner bottom plating are to
be arranged and attached to the centre girder and the mar-
gin plate by means of flanged brackets with a width of
5.2 flange not less than 1/10 of the double bottom depth.
The frame section modulus Zc, in cm3, is to be not less
5.2.1 Where additional girders are foreseen in way of the
than:
bedplates of engines, they are to be integrated into the
Zc = k 1 ⋅ s ⋅ S ⋅ p ⋅ K
2
structures of the yacht and extended as far forward and aft
as practicable.
where:
Girders of height no less than that of the floors are to be fit- k1 : 1,6 assuming p=p1
Engine foundation bolts are to be arranged, as far as practi- S : frame span, in m, equal to the distance between
cable, in close proximity to girders and floors. the mid-spans of the brackets connecting the
Where this is not possible, transverse brackets are to be fit- frame/reverse frame.
ted. The reverse frame section modulus is to be not less than
85% of the frame section modulus.
6 Floors Where tanks intended for liquid cargoes are arranged above
the double bottom, the frame and reverse frame section
moduli are to be no less than those required for tank stiffen-
6.1 ers as stated in Sec. 10.
6.1.1 The thickness of floors tm, in mm, is to be not less 8 Bottom and inner bottom longitudi-
than the following value:
nals
t m = 0, 008h df + 0, 5
8.1
Watertight floors are also to have thickness not less than
that required in Sec. 10 for tank bulkheads. 8.1.1 The section modulus of bottom stiffeners is to be no
less than that required for single bottom longitudinals stipu-
6.2 lated in Sec. 6.
6.2.1 When the height of a floor exceeds 900 mm, vertical less than 85% of the section modulus of bottom longitudi-
stiffeners are to be arranged. nals.
In any event, solid floors or equivalent structures are to be Where tanks intended for liquid cargoes are arranged above
arranged in longitudinally framed double bottoms in the fol- the double bottom, the section modulus of longitudinals is
lowing locations. to be no less than that required for tank stiffeners as stated
in Sec. 10.
• under buklheads and pillars
• outside the machinery space at an interval no greater 9 Bilge keel
than 2 m
• in the machinery space under the bedplates of main 9.1 Arrangement, scantlings and connec-
engines tions
• 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
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
way of a transverse bilge stiffener. The ends of the interme-
• in way of variations in height of the double bottom diate flat are to be sniped at an angle of 15°.
• outside the machinery space at 2 m intervals. The arrangement shown in Fig 1 is recommended.

Pt B, Ch 3, Sec 7
Figure 1 : Bilge keel arrangement Figure 2 : Bilge keel arrangement
The arragement shown in figure 2 may also be accepted. 9.2 Bilge keel connection
9.1.2 Materials 9.2.1 The intermediate flat, through which the bilge keel is
The bilge keel and the intermediate flat are to be made of connected to the shell, is to be welded as a shell doubler by
the same alloy as that of the bilge strake. continuous fillet welds.
The butt welds of the doubler and bilge keel are to be full
9.1.3 Scantlings penetration and shifted from the shell butts.
The net thickness of the intermediate flat is to be equal to The butt welds of the bilge plating and those of the doublers
that of the bilge strake. However, this thickness may gener- are to be flush in way of crossing, respectively, with the
ally not be greater than 15 mm. doubler and with the bilge keel.

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

lowing formula:
Z = k1 ⋅ s ⋅ S ⋅ K ⋅ p
2
of the reinforcement structures of the side, which may be of
longitudinal or transverse type. where:
The longitudinal type structure consists of ordinary stiffen- k1 : 1,6 assuming p=p1
ers placed longitudinally supported by reinforced frames, : 0,7 assuming p=p2
generally 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 4.1 Reinforced frames
space 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 = k1 ⋅ KC R ⋅ s ⋅ S ⋅ K ⋅ p
2
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 Part B,
Chap. 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
Z = k1 ⋅ s ⋅ S ⋅ K ⋅ p
2
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 ′
Z = k1 ⋅ KC R ⋅ s ⋅ S ⋅ K ⋅ p
2
: 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 wA = w1 if w2 ≤ w 1
stringer, in general made up of transverse bulk-
wA = w2 if w2 > w 1
heads or reinforced frames.
• for bracket “B”:
5 Frame connections
wB = w’1 need not be greater than w1
5.1 General
where w1 , w’1 and w 2 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 at the top

Figure 1 : Connections of perpendicular stiffeners
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 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

50m, following scantlings may be followed:
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:
w + 30-
d = ϕ ----------------
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
cm 3, given in [6.1.3] and [6.3.3] and depending
on the type of connection,
theoritical
t : bracket net thickness, in mm.
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:
w1
w = w2 if w2 ≤ 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 dB d2
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 w + 30
d = ϕ -----------------
t
where:
w1 ϕ : coefficient equal to:
ϕ = 50
6.2 Lower brackets of frames ϕ = 45
w : required net section modulus of the frame, in
6.2.1 In general, frames are to be bracketed to the inner cm3,
bottom or to the face plate of floors as shown in Fig 4. t : Bracket net 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,
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
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 = 7, 5 ⋅ C 1 ⋅ s ⋅ S ⋅ K ⋅ h
2
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
Z = 9⋅b⋅S ⋅K⋅h
2
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
beam, in m. In the calculation of b any open-
3 Deck plating ings are to be considered as non-existent
S : conventional span of the reinforced beam, in m,
3.1 Weather deck
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 the yachts having L > 50 m a stringer plate is to be fitted intended for liquid cargoes, open section pillars are to be
with width b, in m, not less than 0,025 L and thickness t, in fitted.
mm, 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: In general, the net thickness of doubling plates is to be not
A : area of the part of the deck resting less than 1,5 times the net thickness of the pillar.
on the pillar, in m2.
h : scantling height, defined in 2.1.1. Pillars are to be attached at their heads and heels by contin-
uous welding.
λ : the ratio between the pillar length and the mini-
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 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, 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 Table 1
1.1 Bulkhead k1 h (m)

Collision bulkhead 5,6 hB
are, in general, to be in accordance with the provisions of Watertight bulkhead 4,9 hB
Chapter 1 of Part B. Deep tank bulkhead 5,5 ho
"Tanks" means the structural tanks that are part of the hull
and intended to contain liquids (water, fuel oil or lube oil). 4 Stiffeners
In order to contain fuel oil with a flashpoint ≤ 55° C, the use
of independent metal tanks is required as stated in Chapter 4.1 Ordinary stiffeners
1 of Part B.
4.1.1 The section modulus of ordinary stiffeners is to be
Tanks, complete with all pipe connections, are to be sub- not less than the value Z, in cm3, calculated with the fol-
jected to a hydraulic pressure test with a head above the lowing formula:
tank top equal to h, as defined in Chap. 1, Sec. 5, or to the
Z = 14 ⋅ s ⋅ S ⋅ h ⋅ c ⋅ K
2
overflow pipe, whichever is the greater.
The values of the coefficient c and of the scantling height h
of 0,15 bar may be accepted as an alternative, provided that
it is possible, using liquid solutions of proven effectiveness
in the detection of air leaks, to carry out a visual inspection 4.2 Reinforced beams
of all parts of the tanks with particular reference to pipe
connections. 4.2.1 The horizontal webs of bulkheads with ordinary ver-
tical stiffeners and reinforced stiffeners in the bulkheads
2 Symbols modulus not less than the value Z, in cm 3, calculated with
2.1 Z = C1 ⋅ b ⋅ S ⋅ h ⋅ c ⋅ K
2
where:
2.1.1
C1 : 11,4 for watertight bulkheads
: 19 for deep tank bulkheads
S : conventional span, equal to the distance, in m, b : width, in m, of the zone of bulkhead resting on
between the members that support the stiffener the horizontal web or on the reinforced stiffener
concerned
hS, h0 : as defined in Part B, Chap. 1, Sec. 5
Table 2
K : as defined in Chap. 2, Sec. 2.
Bulkhead h (m) c
3 Plating
Collision bulkhead hS 0,78
3.1 Watertight bulkhead hS 0,63
Deep tank bulkhead ho 1

ness not less than the value tS in mm, calculated with the
following formula: 5 General arrangement
0, 5
tS = k1 ⋅ s ⋅ ( h ⋅ K ) 5.1
5.1.1 The structural continuity of the bulkhead vertical
indicated in Table 1.
and horizontal primary supporting members with the sur-
rounding supporting structures is to be carefully ensured.

Pt B, Ch 3, Sec 10
5.2 6.2 Non-tight bulkheads acting as pillars

5.2.1 Where vertical stiffeners are cut in way of watertight 6.2.1 Non-tight bulkheads acting as pillars are to be pro-
doors, reinforced stiffeners are to be fitted on each side of vided with vertical stiffeners with a maximum spacing equal
the door and suitably overlapped; cross-bars are to be pro- to:
vided to support the interrupted stiffeners. • two frame spacings, when the frame spacing does not
exceed 0,75 m,
6 Non-tight bulkheads • one frame spacing, when the frame spacing is greater
than 0,75 m.
6.1.1 Non-tight bulkheads not acting as pillars are to be
provided with vertical stiffeners with a maximum spacing
equal to:
• 0,9 m, for transverse bulkheads
• two frame spacings, with a maximum of 1,5 m, for lon-
gitudinal bulkheads.

Pt B, Ch 3, Sec 11
1.1 3.1
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:
deck of the yacht, second tier superstructures or deckhouses
Z = 6, 5 ⋅ s ⋅ S ⋅ h ⋅ K
2

thetically be assigned to the yacht, the reference deck for 2
the determination of the superstructure tier may be the deck K : factor defined in Chap. 2, Sec. 2
below the one specified above, see Ch 1, Sec 1, [4.3.5]. 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
2 Boundary bulkhead plating
4.1 Plating

2.1.1 The thickness of the boundary bulkheads is to be 0, 5
t = 3, 9 ⋅ s ⋅ ( K ⋅ h )
ing formula: where:
0, 5
t = 3, 9 ⋅ s ⋅ ( K ⋅ h )
K : factor defined in Chap. 3, Sec. 2
h : conventional scantling height, in m, defined in
h : conventional scantling height, in m, the value 2.1.
of which is is to be taken not less than the value
indicated in Table 1. 4.2 Stiffeners
K : factor defined in Chap. 2, Sec. 2.
4.2.1 The section modulus Z, in cm3, of both the longitudi-
In any event, the thickness t is to be not less than the values nal and transverse ordinary deck stiffeners is to be not less
shown in Chap. 2, Sec. 1, Table 2. than the value calculated with the following formula:
2
Z = 6, 5 ⋅ s ⋅ S ⋅ h ⋅ K
Table 1 where:
distance, in m, between the supporting mem-
Type of bulkhead h (m)
bers
1st tier front 1,5
s, h : as defined in 2.1.
nd
2 tier front 1,0
Reinforced beams (beams, stringers) and ordinary pillars are
Other bulkheads wherever situated 1,0 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

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 of Section B applies to monohull yachts value of GC is to be not less than 0,30;
with a hull made of composite materials and a length L not
ti : thickness of a single layer of the laminate, in
exceeding 60 m, with motor or sail power with or without
mm. In the case of glass reinforcements such
an auxiliary engine.
thickness is given by:
Multi-hulls or hulls with a greater length will be considered
2, 56
case by case. t i = 0, 33 p ⎛ ------------- – 1, 36⎞
⎝ g ⎠
c
In the examination of constructional plans, RINA may take
into consideration material distribution and structural scant- p being expressed in kg/m2;
lings other than those that would be obtained by applying tF : Σti = total thickness of the laminate.
these regulations, provided that structures with longitudinal,
sponding Rule structure are obtained or provided that such 2.3 Definitions
material distribution and structural scantlings prove ade-
quate, in the opinion of RINA, on the basis of direct test cal- 2.3.1
culations of the structural strength. (See Pt B, Ch 1, Sec 1, Reinforced plastic : a composite material consisting
par. 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
γr : density of the resin; standard value 1,2 g/cm3; curved plate, or moulded.
γv : density of the fibres; standard value for glass Sandwich laminate : material composed of two single-
fibres 2,56 g/cm3; skin laminates, structurally con-
p : mass per area of the reinforcement of a single nected by the interposition of a
layer, in g/m2; core of light material.
q : total mass per area of a single layer of the lami-
nate, in g/m 2;
gc : p/q = content of reinforcement in the layer; for 3 Plans, calculations and other infor-
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
the resin matrix and compacted therein: 0,34 3.1
for reinforcements in mat or cut filaments, 0,5 3.1.1 Plans with the scantlings, the layout and the major
for reinforcements in woven roving or cloth; structures of the hull are to be submitted to RINA for exami-
P : total mass per area of reinforcements in the lam- nation sufficiently in advance of commencement of the
inate, in g/m 2; 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 In case a Builder for the construction of a new vessel
of a standard design wants to use drawings already
In general, the following plans are to be sent for examina- approved for a vessel similar in design and construction and
tion in triplicate. classed with the same class notation and the same naviga-
• the midship section and the transverse sections with the tion, the drawings may not be sent for approval , but the
main dimensions of the construction shown and, for Request of Survey for the vessel shall be submitted enclosed
constructions with an engine, the design speed and the to a list of the drawings the Builder wants to refer to and
design acceleration aCG; copy of the approved drawings are to be sent to RINA.
• longitudinal & trasversal section and relevant typical Attention is to be paid even to possible additional flag
connections details; administartions requirements, which may cause differences
in the constructions.
• decks plan;
It's Builder responsability to submit for approval any modifi-
• construction of the bottom, floors, girders;
cation to the approved plans prior to the commencement of
• double bottom; any work.
• lamination schedule; Plan approval of standard design vessels is only valid so
• watertight and subdivision bulkheads; long as no applicable Rule changes take place. When the
Rules are amended, the plans are to be submitted for new
• superstructures;
approval.
• engine and auxiliary foundations.
• structure of stern/side door and relevant closing appli-
4 Direct calculations
ances; 4.1
• support structure for crane with design loads; 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
lamination details, the percentage, in mass, of the reinforce- Chap. 1, Sec. 1 of these Rules.
ment, the type of resin, core materials characteristics, the Chapter 1 provides schematisations, boundary conditions
sandwich construction process and the type of structural and loads to be used for direct calculations.
adhesive utilized (if any). In the case of reinforcements The scantlings of the various structures are to be such as to
other than glass, the minimum mechanical properties of the guarantee that stress levels do not exceed the allowable val-
laminate are to be indicated. ues stipulated in Table 1. The values in column 1 are to be
used for the load condition in still water, while those in col-
A list of all materials used in the construction including the
umn 2 apply to dynamic loads.
commercial name and the relevant characteristic of each
component such as gel coat, resin, fibre reinforcement, core
Table 1
material, fire retardant additives or resins, adhesive, core
bonding materials, details of the process of sandwich con-
Allowable stresses
struction and details of the materials used for granting Member
reserve of buoyancy (and method of installation) shall be 1 2
sent with the initial submission of plan and copy of this list Keel, bottom plating 0,4 σ 0, 8 σ
shall be provided to the attending Surveyor.
The drawing list above is for guidance purposes only; in Side plating 0,4 σ 0,8 σ
particular, the same plan may be relative to one or more of Deck plating 0,4 σ 0,8 σ
the subjects indicated.
Bottom longitudinals 0,6 σt 0,9 σt
Furthermore, for documentation purposes, a copy of the fol-
Side longitudinals 0,5 σt 0,9 σt
lowing plan is to be submitted:
- general arrangement; Deck longitudinals 0,5 σt 0, 9 σt
- capacity plan; Floors and girders 0,4 σt 0,8 σt

- lines plan; Frames and reinforced side stringers 0,4 σt 0,8 σt
Where an *INWATERSURVEY (In-water Survey) notation is Reinforced beams and deck girders 0,4 σt 0,8 σt
assigned the following plans and information are to be sub-
Note 1:
mitted:
σ(N/mm2): the ultimate bending strength for single-skin
• Details showing how rudder pintle and bush clearances laminates; the lesser of the ultimate tensile
are to be measured and how the security of the pintles strength and the ultimate compressive strength
in their sockets are to be verified with the craft afloat. for sandwich type laminates. In this case the
• Details showing how stern bush clearances are to be shear stress in the core is to be no greater than
measured with the craft afloat. 0,5 Rt where Rt is the ultimate shear strength of
the core material;
• Name and characteristics of high resistant paint, for
σt(N/mm2): the ultimate tensile strength of the laminate.
information only.

Pt B, Ch 4, Sec 1
5 General rules for design In such case, however, the thickness adopted is to be ade-
quate in terms of buckling strength.
5.1 This thickness is, in any case, to be submitted to head office
for approval.
general to be maintained throughout the length of the hull.
6 Construction
lings may be adopted for the fore and aft zones.
6.1 General
In such case the variations between the scantlings adopted
for the central part of the hull and those adopted for the 6.1.1 The construction process shall be in accordance
ends are to be gradual. with Sec 3.
discontinuities in particular in way of the ends of super- 6.2 Details of construction
structures and of the openings on the deck or side of the
yacht. 6.2.1 The following requirements refer to the details of
construction and structural connections that are most fre-
For high speed hulls, a longitudinal structure with rein-
quently used. Other solutions will be considered by RINA
forced floors, placed at a distance of not more than 2 m, is
in individual cases, on the basis of a criterion of equiva-
required for the bottom.
lence and, in any case, the good practice and the past expe-
Such spacing is to be suitably reduced in the areas forward riences shall be followed. Details of construction shall be
of amidships subject to the forces caused by slamming. represented in the structural plan.
5.2 Minimum thicknesses 6.2.2 As a general concept, the continuity of the structural
members is to be maintained and every change of section
5.2.1 The thicknesses of the laminates of the various mem- shall be gradual.
bers calculated using the formulae in this Chapter are to be
In the intersections between longitudinal and transversal
not less than the values, in mm, in Table 2.
members, the shallower member shall, in general, be con-
tinuous under the primary member.
Table 2
To ensure efficient load transmission, particular care is to
be given to the alignment of the structure and the fitting of
Single-skin Sandwich suitable brackets e.g: side to deck (frames with beams),
Member
laminate laminate (1) transom/bulkhead to bottom/deck (transom stiffeners with
bottom/deck girders and deck/bottom girders with bulkhead
Keel, bottom plating 5,5 4,5/3,5
stiffeners).
Side plating 5 4/3
The Surveyor may require for additional bonding reinforce-
Inner bottom plating 5 4,5/3,5 ment in case of lack of alignment and for increased end
Strength deck plating 4 3/2 brackets, if deemed of non sufficient dimensions.
Lower deck plating 3 2/2 6.2.3 The plating stiffeners (e.g. longitudinals or floors)
Subdivision bulkhead 2,5 2/2 which are not prefabricated are to be laid up layer by layer
plating on the same plating before polymerization; particular atten-
tion is to be given to the bond and the structural continuity
Tank bulkhead plating 4,5 4/3
at the ends and intersection.
Side superstructures 2,5 2/2
Front superstructures 3 2,5/2,5
6.2.4 Discontinuities and hard points in the laminates are
to be avoided and, to this end:
Girders-floors - 2/2
• variations in laminate thickness are to be by a gradual
Any stiffeners - 2 (2) taper from the greatest thickness to the smallest; as a
(1) The first value refers to the external skin, the second general rule, there shall be a taper of at least 20 times
refers to the internal skin the difference of thickness and, in case of connection
(2) Intended to refer to the thickness of the layers encapsu- between single skin and sandwich construction, the
lating the core core material of sandwich shall be tapered too and the
length of this taper shall be at least twice the thickness
The minimum values shown are required for laminates con- of the core itself.
sisting of polyester resins and glass fibre reinforcements.
• in way of edges (e.g. bottom edges), steps and similar in
For laminates made using reinforcements of fibres other laminates, the single layers are not to be stopped but are
than glass (carbon and/or aramid, glass and aramid), lower to be led beyond the edges for at least 30 mm; every
minimum thicknesses than those given in Table 2 may be layer of reinforcement is to have its end staggered with
accepted on the basis of the principle of equivalence. respect to that of the adjacent layer;

Pt B, Ch 4, Sec 1
6.2.5 In the laminates, woven rovings with a mass per area The length of these openings shall be not greater than the
> 600 g/m2 are not to be superimposed directly, but are to depth of the web or 60% of the secondary member spacing,
be separated by the interpositioning of a mat, preferably whichever is greater. Details to be sent for approval.
with a mass per area of < 450 g/m2 so as to achieve a more
effective bond. 6.2.9 The corners of all openings are to be well rounded,
with the openings supported on all sides. Openings on
6.2.6 The structural materials (e.g. plywood) fitted in the decks are to be supported by beams and deck girders
laminates (as insert or backing pad) for increasing the local arranged on the edges.
strength in way of the attachment of fitting are to have clean
The edges of cut-outs for openings in single-skin laminates
and prepared surfaces so as to achieve a satisfactory bond
and have beveled edges. Joints between successive layer are to be well sealed. Where they are exposed to liquids or
are to be overlapped. to humid environments, they are to be sealed with two lay-
ers of mat of 450 g/m2 or its equivalent.
Single skin lamination in way of the attachments of fittings
may be accepted provided that the local thickness is 1,5 The edges of cut-outs for openings in sandwich laminates
times the adjacent thickness, with the additional layers lam- are to be closed with a stiffener of thickness not less than
inated beyond the extremities of the surrounding stiffeners. that of the external skin. If no epoxide resin is used for the
Sandwich structures shall be taken to single skin structures lamination, the first layer of such laminate is to be applied
in way of the attachment of fittings and suitably reinforced. with a mat of mass not exceeding 450 g/m2.
6.2.7 Where through hull fittings are provided, particular 6.2.10 Pipes and cables passing through spaces filled with
care is to be taken to seal the hull laminate. In case of sand- expanded material are to be situated in plastic conduits so
wich structures, backing pad of suitable dimensions are to as to make removal and replacement easier.
be provided in order to avoid concentration of forces. Oth-
erwise, the core in way of the fittings may be replaced with 6.2.11 The joints of the single layers of reinforcement of a
a solid or high density core always sealing the hull lami- laminate are to be overlap joints (see Figures 1, 2 and 3)
nate. and the joint of each layer is to be staggered with respect to
the two adjacent layers.
6.2.8 Where the strength of a stiffener is impaired by any
opening or holes for drainage, compensation is to be pro-
Figure 1 : Hull centreline structure
vided. In any case, as a general rule, the depth of drainage
holes in the stiffeners shall not exceed 30% of the depth of Bottom Keel
the stiffener and shall be positioned at the quarter span of
the stiffener; furthermore, in general, openings into web's
stiffeners are to have a depth not exceeding half of the
depth of the web and are to be so located that the edges are
not less than 25% of the web depth from the face laminate.
Figure 2 : Open type skeg
Bottom
Connection
zone

Pt B, Ch 4, Sec 1
Figure 3 : Typical transom boundaries Figure 4

B / 10 min
6.3.3 Hull to deck connection
Figure 1: typycal for yachts fitted with skeg . Where a skeg Examples of watertight connection, of overlap type, for the
is not fitted, a centre line stiffener/girder is to be added. connection of an upper deck to a separately prefabricated
hull side are shown in Figures 5 and 6. Different solutions
Figure 2: open skeg If a deeper open skeg is provided, dia- may be accepted.
phragm plates with upper closing flange may be required,
with skeg filled up with foam. The connection is obtained interposing, between the con-
Figure 3: Typical transom boundaries. tact areas of the laminates to be joined, a compliant resin
(or similar sealing adhesive product) and a mat on resin and
6.2.12 As far as the side shell and bottom shell connection overlapping the joint itself, e.g. on the internal side of the
concerns, a chine reinforcement shall always be provided; hull, a butt strap made of laminate having a thickness not
a structural foam infill shall be provided between the side less than half of the lesser of the two laminates.
shell and the bottom shell along the chine line. Chine rails As an alternative to such a butt strap, a bolt connection may
are to be over laminated on the inner surface of the hull. In be adopted, generally using steel bolts or rivets having a
case of sandwich structures, they shall be returned to single diameter d not less than the lesser thickness of the laminates
skin laminates al chine rail. Chine details are to be submit- to be connected, spacing equal to 10 d and zigzag distribu-
ted for approval (enclosed to the drawing "typical Details"). tion.
6.3 Connections of laminates The head and the nut of the bolts and the riveting of rivets
are to be against a thin washers of large diameter. An adhe-
6.3.1 General sive of suitable type having sealing characteristic may be
Connections of laminates are to be made with joints that do incorporated within the joint. In any case, the edges of the
not affect the strength and structural continuity of the lami- laminate and the holes are to be adequately sealed and bolt
nates themselves. nuts are to remain securely fastened after tightening.
Before proceeding with any connection the surfaces on In narrow spaces, such as the stem in the zone of connec-
which the layers are placed are to be cleaned thoroughly tion between the deck and the hull, below the bulwark,
and then brushed with a wire brush in order to raise the dedicated holes are to be cut in order to reach the space to
fibres of the laminate as much as possible. If a surface is be laminated.
covered by gel coat, this is to be removed completely.
Laminates may be connected mechanically with corrosion Figure 5
resistant bolts, rivets or screws spaced at intervals such as
not to affect the effectiveness of the joint. Thin washers of
large diameter are to be used under both the head and the
nut of the bolts. An adhesive of suitable type having sealing
characteristic may be incorporated within the joint. In any
case, the edges of the laminate and the holes are to be ade-
quately sealed.
6.3.2 Butt-joints
Butt joints are to be carried out as shown in Figure 4, which
is relevant to the joint of the keel of a prefabricated hull in
halves.

Pt B, Ch 4, Sec 1
Figure 6
a) b) c)
d)
6.3.4 House/Deck connection 6.3.5 Corner joints

Adequate support under the ends of houses is to be pro- Corner joints are normally used to connect stiffeners to plat-
vided in the form of webs, pillars or bulkheads in conjunc- ing (longitudinals, frames, internal mouldings etc.) or for
tion with reinforced deck beams. The connection of the boundary connections of bulkheads (see Figure 7).
house to the deck is to be done avoiding stress concentra-
tion and providing an adequate load distribution
Figure 7
Seam accessible
from one side only
Pre-fabricated
section
The scantlings of such connections are to be as follows: layer) plus 20 mm for each: 1000 g/m2 of subsequent
• Ω shaped stiffeners: plate laminate connected to plating layers;
having a width not less than 50 mm (25 mm for the first

Pt B, Ch 4, Sec 1
• other stiffeners: two angle bars, each having side and 6.5 Tanks for liquids
scantlings as above except where stiffeners are of ply-
wood, in which case the angle bars are to have a thick- 6.5.1 Structural tanks, i.e. those that are part of the hull
ness not less than 0,25 t, t being the thickness of the and intended to contain fuel oil or lube oil, are to be made
plywood, but in any case no less than 2 mm; from single-skin laminates. Minimum thickness is to be not
• bulkheads: connections to the plating by means of two less than 10 mm. For other tanks, the minimum allowed
angle bars, one on each side and each having: thickness of single skin laminates is 4,5mm.
• side = 50 mm for the first layer plus 40 mm for each The tank is to be isolated from the rest of the hull by means
1000 g/m2 of the subsequent layers; of diaphragms made of laminates arranged inside all the
• thickness = 2 mm, or if greater, = 0,5 tmin, where tmin (longitudinal and/or transverse) stiffeners such that, in the
is the lesser thickness of the layers to be connected. event of damage to the stiffener laminate, the liquid con-
tained cannot leak (from inside the stiffener) outside the
The thickness of such angle bars, in the case of plywood
tank.
bulkheads, is to be equal to 2 mm or, if greater, equal to
0,25 t, t being the thickness of the plywood. Sandwich type laminates may be accepted subject to condi-
Where access is not possible from one side, the only angle tions laid down by RINA, and provided that, in any case,
bar fitted is to have scantlings equivalent to those of the two the thickness of the inner skin in contact with the liquid is
angle bars mentioned above. not less than 10 mm and that internal diaphragms are
arranged separating the tank from the rest of the hull.
The bulkheads to hull connections shall be realized by fill-
ing with compliant resin or similar filler the contact zone Internal structure and laminate are to be coated with a resin
between hull (girders and/or floors) and the bulkhead. Same resistant to hydrocarbons and externally with one which is
arrangement in the upper connection between bulkhead self-extinguishing, both resins being certified by the Manu-
and deck. Furthermore, the core of the stiffeners above facturer (details of these resins to be enclosed to the list
which the bulkheads are fitted is recommended to be of required in par 3.1.1).
high density type in way of the bulkheads.
Mechanical tests are to be carried out on samples of the
Details of the compliant resins for structural filleting appli- laminate "as is" shall be and after immersion in the fuel oil
cation to be used in the construction and the over bonding at ambient temperature for a week. After immersion the
is to be submitted. Characteristics of compliant resins to be mechanical properties of the laminate are to be not less
enclosed to the list required in par 3.1.1. than 80% of the values of the samples "as is". The samples
shall be sealed the on all sides (with the hydrocarbons
6.4 Engine exhaust resistant resin or gealcoat as used in the construction) in
order to have produce a good tests.
6.4.1 Engine exhaust discharge arrangements made of
laminates are to be of the water injection type with a nor- The edges of the samples are to be adequately sealed in
mal service temperature of approximately 70° C and a max- order to prevent the infiltration of fuel oil inside the lami-
imum temperature not exceeding 120° C. nate.
6.4.2 The resins used for the lamination are to be type 6.5.2 Where the tank is formed by plywood bulkheads, its
approved and to have adequate resistance to heat and to surface is to be completely protected against the ingress of
chemical agents as well as a high deflection temperature. liquid by means of a layer of laminate of thickness of at
As a general rule, the exhaust ducts are to be internally least 4 mm.
coated with two layers of mat of 600 g/m 2 laminated with
vinylester resin; a flame-retardant or self-extinguishing poly- 6.5.3 Tanks, complete with all pipe connections, are to be
ester resin with a low deflection at high temperature may be subjected to a hydraulic pressure test with a head above the
accepted. Details of these resins are to be enclosed to the tank top equal to h, as defined in Chap. 1, Sec. 5, or to the
list required in par 3.1.1 and general characteristic to be overflow pipe, whichever is the greater.
reported on relevant drawings.
6.4.3 Additives or pigments which may impair the of 0,15 bar may be accepted as an alternative, provided that
mechanical properties of the resin are not to be used. it is possible, using liquid solutions of proven effectiveness
in the detection of air leaks, to carry out a visual inspection
6.4.4 laminated with a flame-retardant or self-extinguishing of all parts of the tanks with particular reference to pipe
polyester resin. connections.

Pt B, Ch 4, Sec 2
SECTION 2 MATERIALS
1 General and weft, the name of the distri-

bution per unit of length, respec-
tively in warp and weft.
1.1
Mat -woven Roving : Combined reinforcement made
1.1.1 In addition to those in this Section, provisions up of a layer of mat with cut fila-
regarding the characteristics and test and quality control ments superimposed on a layer of
procedures for the manufacture of composite materials are woven roving by stitching or
also specified in Part D, Chap 6 of these Rules. bonding.
1.1.2 The basic laminate considered in this Chapter is Hybrid : Reinforcement having fibres of
composed of an unsaturated resin, in general polyester, and two or more different types; a typ-
of glass fibre reinforcements in the form of mat alternated ical example is that of glass fibre
with woven roving. The construction may consist of a sin- with aramid type fibre.
gle-skin laminate, a sandwich laminate, or a combination of Unidirectional : Reinforcement made up of fibres
both. that follow only one direction
The reinforcement contained in the laminate is not less than without interweaving.
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
basis upon submission of technical documentation illustrat- Quadriaxial : Reinforcement made up of paral-
ing details of the procedure. lel fibres in the direction of filling
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
laminates, whether single-skin or sandwich (resins, rein- 3 Materials of laminates
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
the latter, material type approved by other recognised Soci- 3.1.1 Resins used are to be of type approved by RINA for
eties may be accepted. marine use.
Resins may be for laminating, i.e. form the matrix of lami-
2 Definitions and terminology nates, or for surface coating (gel coat); the latter are to be
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-
Mat : Reinforcements made up of regu- nate on a male mould, the water resistance of the external
larly distributed filaments on the surface will be the subject of special consideration.
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, to be used always in conjunction with
Woven rovings of different types over bonding lamination. The acceptance of structural fil-
exist and can be differentiated by: lets of compliant resins alone, without over bonding lami-
the type of roving used in warp nation will be subject to special consideration after analysis

Pt B, Ch 4, Sec 2
of test results submitted by the manufacturer demonstrating In the latter case the laminates may be made in alternate
equivalent strength to over bonding laminates. 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 mixed distributed in the resin itself in such a The glass generally used for the manufacture of reinforce-
way that the laminates have the minimum mechanical ments is that called type "E", having an alkali content of not
properties 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 color pigments are not to affect the polymerization
Such reinforcements are to be used for the lamination in
process of the resin, are to be added to the resin as a
hull resin matrices, with the procedure foreseen by the
colored paste and are not to exceed the maximum amount
Manufacturer, such that the laminates have the same
(in general 5%) recommended by the Manufacturer. The
mechanical properties required in the structural calcula-
thixotropic 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 3.6.
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, par 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 glassfi-
be approved by the relevant Administration, or by RINA bres or carbon type fibres, may also be used.
when authorized 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, par 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 of type approved by tural laminates.
RINA. The reinforcement used and their characteristics are
to be enclosed to the list required in Sec 1 par 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 of type approved by RINA;
requirements are mainly of fibres of three types: glass fibre, these materials shall be used in accordance with manufac-
aramid type fibre and carbon type fibre. turer's instructions and the method used in the sandwich
The use of hybrid reinforcements obtained by coupling the construction shall be forwarded for information purposes
above-mentioned fibres is also foreseen. enclosed to the list required in Sec 1, par 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 handle of these materi- 3.4 Adhesive and sealant material
als which shall be in accordance to the manufacturer's rec-
ommendations. 3.4.1 These materials are to be accepted by RINA before
use. Detail to be submitted enclosed to the list required in
The use of other materials will be taken into consideration
Sec 1 par 3.1.1.
on a case-by-case basis by RINA, which will decide the
conditions for acceptance on the basis of a criterion of
equivalence. 3.5 Plywood
Polystyrene can only be used as buoyancy material. 3.5.1 Plywood for structural applications is to be marine
plywood type approved by RINA.
3.3.2 "Rigid expanded foam plastics" means expanded Where it is used for the core of reinforcements or sandwich
polyurethane (PUR) and polyvinyl chloride (PVC). structures, the surfaces are to be suitably treated to enable
These materials, just as other materials used for cores, are to the absorption of the resin and the adhesion of the laminate.
be of the closed-cell type, resistant to environmental agents
(salt water, fuel oils, lube oils) and to have a low absorption 3.6 Timber
of water characteristics.
Furthermore, they are to maintain a good level of resistance 3.6.1 The use of timber is subject to special consideration
up to the temperature of 60°C, and if worked in nonrigid by Head Office. In general, the designer will have to indi-
sheets made up of small blocks, the open weave backing cate on submitted drawings the assumed characteristics
and the adhesive are to be compatible and soluble in the such as strength and density.
resin of the laminate.
3.7 Repair compounds
3.3.3 Balsa wood is to be chemically treated against
attacks by parasites and mould and oven dried immediately 3.7.1 Materials used for repairs are to be accepted by
after cutting. RINA before use.
Its humidity is to be no greater than 12%; if worked in non- For acceptance purposes, the manufacturer is to submit full
rigid sheets made up of small blocks, the open weave back- product details, and user instructions, listing the types of
ing and the adhesive are to be compatible and soluble in repair for which the system is to be used.
the resin of the laminate. Dependent on the proposed uses, RINA may require some
The balsa wood is to be laid-up with its grain at right-angles tests.
to the fibres in the surface laminates.
3.8 Type approval of materials
3.3.4 The ultimate tensile strength of the core materials is
to be not less than the values indicated in Table 1. Such 3.8.1 Recognition by RINA of the suitability for use (type
characteristic is to be ascertained by tests; in any case, core approval) of materials for hull construction may be
materials for laminates having an ultimate tensile strength requested by the Manufacturer. The type approval of res-
<0,4 N/mm2 are not acceptable. ins, fibre products of single-skin laminates and core materi-
als of sandwich laminates is carried out according to the
3.3.5 For the constructions of sandwich structures with the requirements set out in the relevant RINA Rules.
dry vacuum bagging techniques core bonding paste are to Table 2 lists the typical mechanical properties of fibres
be used; their characteristics are to be enclosed in the list as commonly used for reinforcements.
per Sec 1, par 3.1.1. The construction procedures of such
sandwich structures will be subject to special considera-
4 Mechanical properties of laminates
tion.
4.1 General
Table 1
4.1.1 The minimum mechanical properties in N/mm2 of
Ultimate tensile laminates made with reinforcements of "E" type glass fibre
Materiale Density (kg/m3) may be obtained from the formulae given in Table 3 as a
strength (N/mm2)
function of GC of the laminate as defined in Section 1.
96 1,1
These values are based on the most frequently used lami-
Balsa 144 1,64 nates made up of reinforcements of mat and roving type.
176 2,1 In the above-mentioned Table, the values indicated are
those corresponding to GC = 30, the minimum value
Polyvinyl chloride 55 0,73
allowed of the content of glass reinforcement.
(PVC) 90 1,3 The minimum mechanical properties of the glass laminates
60 0,4 found in testing, as a function of GC, are to be no less than
Polyurethane
the values obtained from the formulae of the above-men-
(PUR) 90 0,5 tioned Table.

Pt B, Ch 4, Sec 2
Laminates with reinforcements of fibres other than glass, Whenever the mechanical properties of the reinforcement
described in 3.2, are to have mechanical properties that are are greater than those mentioned above, the scantlings may
in general greater than or at least equal to those given in be modified in accordance with the provisions of 3.6.2
Table 3, the reinforcement content being equal. RINA
below.
reserves the right to take into consideration possible lami-
nates having certain properties lower than those given in The mechanical properties and the percentage of reinforce-
Table 3, and will establish the procedures and criteria for
ment are to be ascertained, for each yacht built, from tests
approval on case by case.
on samples taken preferably from the hull or, alternatively,
The scantlings indicated in this Chapter are based on the
values of the mechanical properties of a laminate made having the same composition and prepared during the lam-
with reinforcements in "E" type glass, with a reinforcement ination of the hull ( for the tests to be carried out, s ee Pt D,
content equal to 0,30. 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) . 103 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) . 10 3 2750
Rmti = ultimate interlaminar shear strength = 22,5 - 17,5 Gc 17
The values of the mechanical properties are to be no less 4.2 General

than those used for the scantling of the structures.
4.2.1 Coefficients relative to the mechanical
Where certain values are in fact found to be lower than
properties of laminates
those used for the scantlings, but no lower than 85% of the
latter, RINA reserves the right to accept the laminate subject The values of the coefficients Ko and Kof relative to the
mechanical properties of the laminates that appear in the
to any conditions for acceptance it may stipulate.
formulae of the structural scantlings of the hull in this Chap-
ter are given by:
K o = 85 ⁄ R m

Pt B, Ch 4, Sec 2
152 0, 5 ˆ
K of = ⎛ ----------⎞ K of = 1
⎝ Rm f ⎠
The values Ko and Kof are to be taken as not less than 0,5
2
where Rm and Rmf are the values, in N/mm , of the ultimate and 0,7, respectively, except in specific cases considered
tensile and flexural strengths of the laminate. Such values by RINA on the basis of the results of tests carried out.
may be calculated with the formulae in Table 3 for glass For laminates of sandwich type structures the coefficient is
fibre reinforcements or obtained from mechanical tests on given by the formula:
samples of the laminate for other types of laminate.
0, 5
′ ⎛ 85
------⎞
Therefore, in the case of laminates with glass fibre having K of =
⎝ R m⎠
GC = 30 (minimum allowed), it Is to be assumed that::
where Rm is the ultimate tensile strength, in N/mm2, of the
Ko = 1 surface laminate.

Pt B, Ch 4, Sec 3
SECTION 3 CONSTRUCTION AND QUALITY CONTROL
1 Shipyards or workshops 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 are to be built using materials and necessary, due to environmental conditions, an instrument
working process approved or accepted by RINA. capable of providing a continuous readout and record of
the measured values may be required.
The Builder has to obtain the approval or acceptance of the
materials he uses; furthermore it is the Builder 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 instruction and recommendations. The work areas are to be suitably illuminated. Precautions
Shipyards or workshops for hull construction are to be suit- are to be taken to avoid effects on the polymerisation of the
ably equipped to provide the required working environ- resin due to direct sunlight or artificial light.
ment according to these requirements, which are to be
complied with for the recognition of the shipyard or work- 1.3 Storage areas for materials
shop as suitable for the construction of hulls in reinforced
plastic. This suitability is to be ascertained by a RINA Sur- 1.3.1 Resins are to be stored in dry, well-ventilated condi-
veyor, the responsibility for the fulfilment of the require- tions at the temperature recommended by the resin Manu-
ments specified below as well as all other measures for the facturer. If the resins are stored in tanks, it is to be possible
proper carrying out of construction being left to the ship- to stir them at a frequency for a length of time indicated by
yard or workshop. the resin Manufacturer. When the resins are stored outside
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
and quality control that satisfies the RINA Rules, so as to Catalysts and accelerators are to be stored separately in
ensure a consistent level of quality, the shipyard or work- clean, dry and well-ventilated conditions in accordance
shop may obtain from RINA a special recognition of suita- with the Manufacturer's recommendations.
bility for the construction of reinforced plastic hulls. Fillers and additives are to be stored in closed containers
The risks of contamination of the materials are to be that are impervious to dust and humidity.
reduced as far as possible; separate zones are to be pro- Reinforcements, e.g. glass fibre, are to be stored in dust-free
vided for storage and for manufacturing processes. Alterna- and dry conditions, in accordance with the Manufacturer's
tive arrangements of the same standard may be adopted. recommendations. When they are stored outside the cut-
Compliance with the requirements of this Section does not ting area, the reinforcements are to be brought into the lat-
exempt those in charge of the shipyard or workshop from ter in due time so as to reach the temperature of the
the obligation of fulfilling all the hygiene requirements for moulding shop before being used.
work stipulated by the relevant authorities. Pre-impregnated reinforcements are to be stored in an area
set aside for the purpose. The quality control documenta-
1.2 Moulding shops tion is to keep a record of the storage and depletion of the
stock of such reinforcements.
1.2.1 Where hand lay-up or spray lay-up processes are Materials for the cores of sandwich type structures are to be
used for the manufacture of laminates, a temperature of stored in dry areas and protected against damage; they are
between 16° and 32°C is to be maintained in the moulding to be stored in their protective covering until they are used.
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
given to the resin Manufacturer's recommendations. 1.4.1 In the phases of reception and handling the materials
Where moulding processes other than those mentioned are not to suffer contamination or degradation and are to
above are used, the temperatures of the moulding shop are bear adequate identification marks at all times, including
to be established accordingly. those relative to RINA type approval. Storage is to be so
The relative humidity of the moulding shop is to be kept as arranged that the materials are used, whenever possible, in
low as possible, preferably below 70%, and in any case chronological order of receipt. Materials are not to be used
lower than the limit recommended by the resin Manufac- after the Manufacturer's date of expiry, except when the lat-
turer. Significant changes in humidity, such as would lead 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
mass per area of 300 g/m2, is to be applied to the gel coat ensuring 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) c) check of the resin and the amount of catalyst, accele-
rator, 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, relevant
out: tools are to be calibrated against an identical laminate (of
a) check of the mould before the application of the release 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 tickness is to be agreed between the Builder
of its application; and the Surveyor.

Pt B, Ch 4, Sec 4
1 General f : 0,25 for displacement yachts

σl : the lesser of the values of ultimate tensile and
1.1 ultimate compressive strength, in N/mm 2, of the
bottom and deck laminate.
1.1.1 The structural scantlings prescribed in this section
are also intended as appropriate for the purposes of the lon- 2.2
gitudinal hull strength of a yacht having length L not
exceeding 40 m for monohull yacht or 35 m for catamarans 2.2.1 In order to limit the flexibility of the hull structure,
and openings on the strength deck of limited size. the moment of inertia J of the midship section, in m 4, is gen-
For yachts of greater length and/or openings of size greater erally to be not less than the value given by the following
than the breadth B of the hull and extending for a consider- formulae:
able part of the length of the yacht, a test of the longitudinal
J = 200 . MT . 10-6 for planing vessesls
strength is required.
The procedures for such test will be stipulated by RINA on a J = 230 . MT . 10-6 displacement yachts.
case-by-case basis in relation to the quality of the laminates
and the layout of the yacht. 2.3 Calculation of strength modulus
As a guide, the criteria used by RINA for tests of longitudi-
nal hull beam strength are shown below. 2.3.1 Reference is to be made to Table 1 for plating and
Table 2 for longitudinals for calculation of the midship sec-
tion modulus.
1.2
1.2.1 To this end, longitudinal strength calculations are to Table 1
for both departure and arrival. Deck Side shell Bottom
Mean thickness, in mm tp tm tf
2 Bending stresses Young’s modulus, in N/mm2 Ep Em Ef
2.1 Where there is a sandwich member, the two skins of the

laminate are to be taken into account for the purposes of
2.1.1 In addition to satisfying the minimum requirements
the longitudinal strength only with their own characteris-
stipulated in the individual Chapters of these Rules, the
tics. The cores may be taken into account only if they offer
longitudinal continuity and appreciable strength against
strength of monohull yacht and catamarans are to achieve a
axial tension-compression.
section modulus of the midship section at the bottom and
the deck such as to guarantee stresses not exceeding the For each transverse section within the midship region, the
allowable values. section modulus, in m3, is given by:
Therefore:
Wp = ---- C'- ⋅ A ⋅ ⎛ 1 + --------------------------
1- ⋅ C' ⋅ P + ---- F – P - ⎞ ⋅ 10 –3
⎝
σ f ≤ fσ l Ep 6 F + 0, 5 ⋅ A⎠
σ p ≤ fσ l C'- ⋅ A ⋅ ⎛ 1 + --------------------------
1- ⋅ C' ⋅ P + ---- F – P -⎞ ⋅ 10 –3
Wf = ---
⎝
where: 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 ⋅ Hpa ⋅ E pa )
MT A : 2 [ t m ⋅ I m ⋅ E m + n m ⋅ ( t m s ⋅ I m s ⋅ E m s + t ma ⋅ H m a ⋅ E m a ) ]
- N ⁄ mm 2
σ p = -----------------------
1000 Wp B
F : t f ⋅ --- ⋅ E f + n f ⋅ ( I fs ⋅ t fs ⋅ E fs + t f a ⋅ 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 defiined in Table 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,
Chap. 1, Sec. 5. H ma, H fa, np, nm, nf: values defiined in Table2
f : 0,33 for planing yachts Im, C’ : length, in m, defined in Figure 1.

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

Mean thickness, in mm tps tms tfs
Flange Young’s modulus, in N/mm2 Eps Ems Efs
Breadth in mm Ips Ims Ifs
Equivalent thickness in Section I, in mm tpa tms tfa
Web Young’s modulus, in N/mm2 Epa Ems Efa
Height in mm Hpa Hma Hfa
Number of longitudinals np nm nf
Figure 1
3 Shear stresses Tt : total shear stress in kN defined in Chap. 1, Arti-

cle 5.4
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, actual shear area of the transverse section,
T in m2, to be calculated considering the net area
-----t ⋅ 10 – 3 ≤ f ⋅ τ
At of side plating and of any longitudinal bulk-
where: heads 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 Figure 5 in Section 1 or in a similar
1.1.1 Bottom and side plating may be made using both way.
single-skin laminate and sandwich structure.
When the two solutions are adopted for the hull, a suitable 4 Rudder horn
taper is to be made between the two types.
Bottom plating is the plating up to the chine or to the upper 4.1
turn of the bilge.
When the side thickness differs from the bottom thickness 4.1.1 When the rudder is of the semi-spade type, such as
by more than 3 mm, a transition zone is to be foreseen. Type I B shown in Chapter 1, Section 2, Figure 2, the rele-
vant rudder horn is to have dimensions and thickness such
.
that the moment of inertia J, in cm4, and the section modu-
lus Z, in cm3, of the generic horizontal section of the same
2 Definitions and symbols skeg, with respect to its longitudinal axis are not less than
the values given by the following formulae:
2.1 A⋅h ⋅V
2 2
–3
J = ------------------------10
36
2.1.1
A ⋅ h ⋅ V-
2
S : larger dimension of the plating panel, in m Z = ---------------------
s : spacing of the ordinary longitudinal or trans- 55
verse stiffener, in m where:
p : scantling pressure, in kN/m2, given in Chap. 1, A : the rudder area, in m 2, acting on the horn;
Sec. 5 h : the vertical distance, in mm, from the skeg sec-
Kof, Ko : factors defined in Sec. 2 of this Chapter. tion to the lower edge of the pintle (rudder
heel);
3 Keel V : maximum design speed of the yacht, in knots.
3.1 5 Bottom plating

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
obtained by the following formula:
5.1.1 The thickness of bottom plating is to be not less than
b CH = 30L the greater of the values t1 e t2, in mm, calculated with the
The thickness of the keel is to be not less than the value tCH, following formulae:
in mm, obtained by the following formula: t 1 = k 1 ⋅ k a ⋅ s ⋅ kof ⋅ p
0, 5
t C H = 1, 4t 0, 5
t 2 = 16 ⋅ s ⋅ k o f ⋅ D
t being the greater of the values t1 e t2, in mm, calculated as
where:
specified in 5 assuming the spacing s of the corresponding
stiffeners. k1 : 0,26, when assuming p=p1
Appraising s, and dead rise edge > 12° is considered as a : 0,15, when assuming p=p2.
stiffener. ka : coefficient as a function of the ratio S/s given in
The thickness tCH is to be gradually tapered transversally, to Table 1.
the thickness of the bottom and in the case of hulls having a The thickness of the plating of the bilge is, in any event, to
U-shaped keel, the thickness of the keel is to extend, trans- be taken as not less than the greater of the thicknesses of the
versally, as indicated in Figure 2 b) in Section 1, tapering bottom and side.
with the bottom plating. The minimum bottom shell thickness is to extent to the
In yachts with sail and ballast keel, the thickness of the keel chine line or 150mm above the statical load waterline,
for the whole length of the ballast keel is to be increased by whichever is the greater.

Pt B, Ch 4, Sec 5
If the plating has a pronounced curve, as for example in the 7.2

case of the hulls of sailing yachts, the thickness calculated
with the formulae above may be reduced multiplying by (1 7.2.1 Openings in the curved zone of the bilge strakes
- f/s), f being the distance, in m, between the connecting may be accepted where the former are elliptical or fitted
beam and the two extremities of the plating concerned and with equivalent arrangements to minimise the stress con-
the surface of the plating itself. This reduction may not be centration effects.
assumed less than 0,70.
In sailing yachts with or without auxiliary engine in way of 7.3
the ballast keel, when the width of the latter is greater than
that of the keel, the thickness of the bottom is to be 7.3.1 The internal walls of sea intakes are to have external
increased to the value taken for the keel. plating thickness increased by 2 mm, but not less than 6
mm.
Table 1
S/s Ka
8 Local stiffeners
1 17,5
8.1
1,2 19,6
8.1.1 The thickness of plating determined with the forego-
1,4 20,9 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
thickness is not required to be greater than that of the keel
1,8 22,1 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 Side plating and sheerstrake plating 8.2.1 Where the aft end is shaped such that the bottom
plating aft has a large flat area, RINA may require the local
6.1 plating to be increased and/or reinforced with the fitting of
additional stiffeners.
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 8.3
the following formula is to be fitted:
8.3.1 The thickness of plating is to be locally increased in
t c = 1, 30t way of inner or outer permanent ballast arrangements as
where t is the greater of the thicknesses t1 e t2, calculated as indicated in 3.1.1.
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 e t2, in mm, calculated with the fol- or less than that of the bottom for the portion below the
waterline.
lowing formulae:
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
0, 5 special consideration.
t 2 = 12 ⋅ s ⋅ k o f ⋅ D
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 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,
1.2 Longitudinal structure Sec.5;
Ko : coefficient defined in Sec. 2 of this Chapter.
1.2.1 A centre girder is to be fitted. In the case of a keel
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:
Z = k1 ⋅ s ⋅ S ⋅ Ko ⋅ p
2
ble length and are to be connected to any existing girders in
other areas. where:
1.2.3 Additional bottom stiffeners are to be fitted in way of
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 3.2 Floors

arranged transversally (floors) and placed at each frame
supported by girders, which in turn are supported by trans- 3.2.1 The section modulus of the floors at the centreline of
verse bulkheads or reinforced floors. the span S is to be not less than the value ZM, in cm 3, calcu-
lated with the following formula.
1.3.2 A centre girder is to be fitted. In the case of a keel
ZM = k 1 ⋅ b ⋅ S ⋅ Ko ⋅ p
2
with a dead rise > 12°, the centre girder may be omitted but
in such case the fitting of a longitudinal stringer is required. where:
Where the breadth of the floors exceeds 6 m, sufficient side k1 : 2,4 assuming p = p1
girders are to be fitted so that the distance between them
and the centre girder or the side does not exceed 3 m. 1,2 assuming p = p2
1.3.3 The bottom of the engine room is to be reinforced adjacent to that concerned
S : conventional floor span equal to the distance,
ble length and are to be connected to any existing girders in
(sides, girders, keel with a dead rise edge >
other areas.
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
formula:
Z PC = k 1 ⋅ b PC ⋅ S ⋅ K o ⋅ p
2
Z = k1 ⋅ s ⋅ S ⋅ Ko ⋅ p
2
where:
k1 : defined in 3.2. where:
b’PC : half the distance, in m, between the two side k1 : defined in 3.1
S : conventional span in m, of the floor equal to the
distance between the members which support it
S : conventional girder span equal to the distance, (girders, sides).
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 cm 3, calculated with the following formula: less than the value ZPC, in cm 3, calculated with the follow-
′ ing formula:
Z PC = k 1 ⋅ b PC ⋅ S ⋅ K o ⋅ p
2
2
where: Z PC = k 1 ⋅ b PC ⋅ S ⋅ K o ⋅ p
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
S : conventional span of the centre girder, equal to
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).
tion modulus is to be not less than the value ZPL, in cm3,
calculated with the following formula:
4.3 Side girders
′
Z PL = k 1 ⋅ b PL ⋅ S ⋅ K o ⋅ p
2
4.3.1 The section modulus is to be not less than the value

where: ZPL, in cm3, calculated with the following formula:
Z PL = k 1 ⋅ b PL ⋅ S ⋅ K o ⋅ p
2
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
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).
′
Z PL = k 1 ⋅ b PL ⋅ S ⋅ K o ⋅ p
2
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
1.1 2.1
2.1.1 The height of the double bottom is to be sufficient to
1.1.1 This Section stipulates the criteria for the structural allow access to all areas and, in way of the centre girder, is
scantlings of a double bottom, which may be of either lon- to be not less than the value hdF, in mm, obtained from the
gitudinal or transverse type. following formula:
The longitudinal type structure is made up of ordinary rein- h df = 28B + 32 ( T + 10 )
forcements placed longitudinally, supported by floors.
The height of the double bottom is in any event to be not
The fitting of a double bottom with longitudinal framing is less than 700 mm. For yacht less than 50 m in length RINA
recommended for planing and semi-planing yachts. may accept reduced height.
1.1.2 The fitting of a double bottom extending from the 3 Inner bottom plating
collision bulkhead to the forward bulkhead of the machin-
ery space, or as near thereto as practicable, is requested for
yacht of L > 50 m.
3.1

1.1.3 The dimensions of the double bottom, and in partic- less than the value t1, in mm, calculated with the following
ular the height, are to be such as to allow access for inspec- formula:
t 1 = 1, 3 ( 0, 04 L + 5s + 1 )k of for sin g le – skin lamina te
In floors and in side girders, manholes are to be provided in
order to guarantee that all parts of the double bottom can t 1 = ( 0, 04 L + 5 s + 1 )k of for sandw ich laminate
be inspected at least visually. where:
The height of manholes is generally to be not greater than s : spacing of the ordinary stiffeners, in m
half the local height in the double bottom. When manholes kof : coefficients for the properties of the material
with greater height are fitted, the free edge is to be rein- defined in Sec. 2.
forced by a flat iron bar or other equally effective reinforce- For yachts of length L <50 m the thickness is to be main-
ments are to be arranged. tained throughout the length of the hull.
Manholes are not to be placed in the continuous centre For yachts of length L > 50 m, the thickness may be gradu-
girder, or in floors and side girders below pillars, except in ally reduced outside 0,4 L amidships so as to reach a value
special cases at the discretion of RINA. no less than 0,9 t1 at the ends.
1.1.4 Openings are to be provided in floors and girders in liquid cargoes, the thickness of the top is also to comply
order to ensure down-flow of air and liquids in every part of with the provisions of Sec. 10.
the double bottom.
Holes for the passage of air are to be arranged as close as 4 Centre girder
close as possible to the bottom.
4.1
The edges of the holes are to be suitably sealed in order to
prevent the absorption of liquid into the laminate. 4.1.1 A centre girder is to be fitted, as far as this is practi-
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:
inner bottom plating. t pc = ( 0, 125 L + 3, 5 )k of
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-

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-
7 Bottom and inner bottom longitudi-
Engine foundation bolts are to be arranged, as far as practi- nals
cable, in close proximity to girders and floors.
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 Longitudinals

lowing formula:
1.1.1 Where tanks intended for liquid cargoes are
Z = k1 ⋅ s ⋅ S ⋅ Ko ⋅ p
2
arranged above the double bottom, the section modulus of
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 stiffen- : 1 assuming p=p2
ers placed longitudinally supported by reinforced frames,
S : conventional span of the longitudinal, in m,
generally 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 4.1 Reinforced frames
and the ballast keel, in sailing yachts, in the machinery
space and in general in way of large openings on the 4.1.1 The section modulus of the reinforced frames is to be
weather deck. not less than the value calculated with the following for-
mula:
Z = k1 ⋅ KC R ⋅ s ⋅ S ⋅ Ko ⋅ p
2
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/m 2, defined in Part B, : 1,1 for reinforced frames which do not support
Chap. 1, Sec. 5 ; ordinary stiffeners;
Ko : factor defined in Sec. 2 of this Chapter. 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:
Z = k1 ⋅ s ⋅ S ⋅ Ko ⋅ p
2 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 ′
Z = k1 ⋅ KC R ⋅ s ⋅ S ⋅ Ko ⋅ p
2
: 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
the value calculated with the formula:
0, 5
of decks, plating and reinforcing or supporting structures. t = 0, 13 ⋅ k a ⋅ s ⋅ k of ⋅ L 1
The reinforcing and supporting structures of decks consist of where ka is defined in 5.1 in Sec. 5.
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.
verse or longitudinal bulkheads.
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 4.1 Ordinary stiffeners
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
equation:
Z = 14 ⋅ s ⋅ S ⋅ h ⋅ kof ⋅ C 1
2
2.1
where:
2.1.1
C1 : 1 for weather deck longitudinals
pdc : calculation deck, meaning the first deck above : 0,63 for lower deck longitudinals
the full load waterline, extending for at least 0,6
: 0,56 for beams.
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 Reinforced beams
s : spacing of ordinary transverse or longitudinal 4.2.1 The section modulus for girders and for ordinary
stiffeners, in m; reinforced beams is to be not less than the value Z, in cm3,
h : scantling height, in m, the value of which is calculated with the following equation:
given in Part B, Chap. 1, Sec. 5; 2
Z = 15 ⋅ b ⋅ S ⋅ h ⋅ ko
Ko, Kof : factor defined in Sec. 2 of this Chapter.
where:
b : average width of the strip of deck resting on the
3 Deck plating beam, in m. In the calculation of b any open-
ings are to be considered as non-existent
3.1 Weather deck S : conventional span of the reinforced beam, in m,
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
0, 5
approval.
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 5.1 in Sec. 5. in A, 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
should, in general, be through an area of single skin lami-
h : scantling height, defined in 2.1.1.
nate. Where this is not practicable and the attachment of
λ : the ratio between the pillar length and the mini- the pillar has to be by through bolting through a sandwich
mum radius of gyration of the pillar cross-sec- structure then a wood, or other suitable solid insert is to be
tion. fitted in the core in way.

Pt B, Ch 4, Sec 10
1 General Table 1
Bulkhead k1 h (m)
1.1
Collision bulkhead 5,8 hB
Watertight bulkhead 5,0 hB
are, in general, to be in accordance with the provisions of
Chapter 1 of Part B. Deep tank bulkhead 5,3 hs
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 Chapter not less than the value Z, in cm3, calculated with the fol-
5 of Part B. lowing formula:
Z = 13, 5 ⋅ s ⋅ S ⋅ h ⋅ c ⋅ k o
2
Pipes or cables running in through watertight bulkhead are
to be fitted with suitable watertight glands. The values of the coefficient c and of the scantling height h
2 Symbols 4.2 Reinforced beams
4.2.1 The horizontal webs of bulkheads with ordinary ver-

2.1 tical stiffeners and reinforced stiffeners in the bulkheads
2.1.1 modulus not less than the value Z, in cm3, calculated with
Z = C 1 ⋅ b ⋅ S ⋅ h ⋅ ko
2
S : conventional span, equal to the distance, in m,

between the members that support the stiffener where:
concerned C1 : 10,7 for subdivision bulkheads
: 18 for tank bulkheads
h s, h B : as defined in Part B, Chap. 1, Sec. 5
b : width, in m, of the zone of bulkhead resting on
ko, kof : as defined in Sec. 2 of this Chapter. the horizontal web or on the reinforced stiffener
3 Plating Table 2
3.1 Bulkhead h (m) c

Collision bulkhead hB 0,78
ness not less than the value tS in mm, calculated with the Watertight bulkhead hB 0,63
following formula: Deep tank bulkhead hs 1
0, 5
tS = k1 ⋅ s ⋅ ko f ⋅ h
5 Tanks for liquids
indicated in Table 1. 5.1
5.1.1 See Sec 1 par 6.5.

Pt B, Ch 4, Sec 11
1.1 3.1
as those situated on the uppermost exposed continuous a section modulus not less than the value Z, in cm3, calcu-
deck of the yacht, second tier superstructures or deckhouses lated with the following formula:
Z = 5, 5 ⋅ s ⋅ S ⋅ h ⋅ K o
2
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
S : span of the stiffeners, equal to the distance, in
When there is no access from inside superstructures and
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
2 Boundary bulkhead plating 4.1 Plating

2.1.1 The thickness of the boundary bulkheads is to be t = 3, 7 ⋅ s ⋅ K O f ⋅ h
0, 5
ing formula: where:
0, 5
t = 3, 7 ⋅ s ⋅ K O f ⋅ 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
indicated in Table 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
Table 1 than the value calculated with the following formula:
2
Type of bulkhead h (m) Z = 5, 5 ⋅ s ⋅ S ⋅ h ⋅ K o
1st tier front 1,5 where:

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 Table 2 of Sec. 1 of this Chapter. 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 procedure are to be submitted for examination.
The thicknesses of the two skins are negligible compared to
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
and/or excessive monomer loss.
The moduli of elasticity of the core material are negligible
compared to those of the skin material.
2.3 Constructional details
Normal forces and flexing moments act only on the external
faces, while shear forces are supported by the core . 2.3.1 In general the two skins, external and internal, are to
be identical in lamination and in resistance and elasticity
The scantlings indicated in the following Articles of this
properties.
Section are considered valid assuming the above-men-
tioned hypotheses. In way of the keel, in particular in sailing yachts with a bal-
last keel, in the zone where there are the hull appendages,
The scantlings of sandwich structures obtained differently such as propeller shaft struts and rudder horns, in way of
and/or with core materials or with skins not corresponding the connection to the upper deck and in general where con-
to the above-mentioned properties will be considered case nections with bolts are foreseen, as a rule, single-skin lami-
by case on the principle of equivalence, on submission of nate is to be used.
full technical documentation of the materials used and 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
the core and the precautions taken to avoid infiltration of
2 General water in the holes drilled for the passage of studs and bolts.
The use of sandwich laminates is also ill-advised in way of
2.1 Laminating structural tanks for liquids where fuel oils are concerned.
Such use may be accepted by increasing the thickness of
2.1.1 Where the core material is deposited above a prefab- the skin in contact with the liquid, as indicated in Section
ricated skin, as far as practicable the former is to be applied 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
layer of reinforcement in contact with the core material is to S : conventional span of the strip of sandwich lam-
be of mat. inate equal to the minimum distance, in m,

Pt B, Ch 4, Sec 12
between the structural members supporting the σC : actual compressive strength on the skin consid-
sandwich (bulkheads, reinforced frames); ered, in N/mm2
p : scantling pressure, in kN/m 2, as defined in Part ν : Poisson coefficient of the laminate of the skin
B, Chap. 1, Sec. 5; considered.
h : scantling height, in m, given in Part B, Chap. 1,
Sec. 5; 5 Bottom
Rto : ultimate tensile strength, in kN/m 2, of the exter-
nal skin; 5.1
Rti : ultimate tensile strength, in kN/m2, of the inter-
nal skin; 5.1.1 The section moduli ZSo e ZSi, in cm3, corresponding
to the external and internal skins, respectively, of a strip of
Rco : ultimate flexural strength, in kN/m 2, of the
sandwich of the bottom 1 cm wide are to be not less than
external skin;
Rci : ultimate flexural strength, in kN/m2, of the inter-
1
Z S o = k 1 ⋅ p ⋅ S ⋅ -------
2
nal skin;
Rco
t : ultimate shear strength, in kN/m2, of the core
material of the sandwich; 1
Z S i = k 1 ⋅ p ⋅ S ⋅ ------
2
Rt i
h : net height, in mm, of the core of the sandwich.
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
be not less than the value IS, in cm4, given by the following
4.1.1 The thickness of the skin laminate is to be sufficient formula:
to obtain the section modulus prescribed in the following
R
Articles; furthermore, it is to have a value, in mm, not less I S = 40 ⋅ S ⋅ Z ⋅ ----
ES
than that given by the following formulae:
where:
a) Bottom
R : the greater of the ultimate compressive strengths
t o = 0, 50 ⋅ ( 2, 2 + 0, 25L )
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 shear moduli of elasticity of the two skins,
in N/mm2;
t o = 0, 45 ⋅ ( 2, 2 + 0, 25L )
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
h a = -------------------
-
wich τ
ti : thickness of the internal laminate of the sand- where:
wich. k1 : 0,5 assuming p=p1
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
( EF ⋅ EA ⋅ GA ) 1 ⁄ 3 of sandwich of the side 1 cm wide are to be not less than
σ CR = 0, 4 ⋅ ------------------------------
-
1–ν
2 the values given by the following formulae:
essendo: 1
Z S o = k 1 ⋅ p ⋅ S ⋅ -------
2
Rco
EF : compressive modulus of elasticity of the lami-
nate of the skin considered, in, in N/mm2; 1
Z S i = k 1 ⋅ p ⋅ S ⋅ ------
2
Rt i
EA : compressive modulus of elasticity of the core
material of the skin considered, in N/mm 2; 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 Art.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
ù I S = 40 ⋅ S ⋅ Z ⋅ ---- 7⋅h⋅S
ES h a = ------------------
τ
where R and ES are as defined in Art. 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 Chap. 4, Sec. 11.
7.1 The section modulus ZS, in cm 3, 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
R
1
Z S o = 15 ⋅ h ⋅ S ⋅ -------
2 I S = 40 ⋅ S ⋅ Z ⋅ ----
R co ES
However, the modulus ZSo may be assumed not greater where:

than that required for the side in 6.1, having the same . R : the greater of the ultimate compressive shear
1 strengths of the two skins, in N/mm2;
Z S i = 15 ⋅ h ⋅ S ⋅ ------
2
Rt i 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 cm 4, 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

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 Table 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 Table 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 Table 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 Article 2 below.
ity
The use of timber species other than those stated in Table 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-
2 Timber quality stances by performing appropriate checks.
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
ratio of 1:10). • bent frames: δ = 720
Note 1: Timber with the above characteristics corresponds roughly • non-bent frames keel and stem: δ = 640
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.
2.2 Marine plywood and lamellar structures The scantlings given in the following Articles* may be mod-
ified as a function of the density of the timber employed
2.2.1 The suitable timber species and criteria for the use of and its moisture content, in accordance with the relation-
alternative species are listed in Table 1. ship:
For marine plywood, the elevated temperatures reached S1 = S ⁄ K
during drying and pressing rule out the possibility of sur-
δ
vival of insects and larvae in the finished panels. Moreover, K = ----e + ( U – U e ) ⋅ 0, 02
δ
this factor contributes in enabling the marine plywood to
have a lower moisture content than that of solid timber of S1 : corrected section (or linear dimension)

Pt B, Ch 5, Sec 1
S : Rule section (or linear dimension), obtained in Ue : maximum expected moisture content balance
accordance with this Chapter for the part considered, in service conditions.
δ : density of the timber species (or plywood) used; Reductions in scantlings exceeding those obtained using
δe : standard density of the timber species of refer- the formulae above may be accepted on the basis of the
ence; mechanical base characteristics of the timber, plywood or
U : standard moisture content percentage (20% for lamellar structures actually employed.
solid timber, 15% for plywood or lamellar
structures);
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 Africa Afzelia spp 800 A 4 114 16000 62 14,0
IROKO Africa Chlorophora 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
Bracket horizontal II I I
Gunwhale 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 representative samples of the joints, conducted with proce-

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

Pt B, Ch 5, Sec 3
SECTION 3 BUILDING METHODS FOR PLANKING
1 Shell planking The planks forming the laminate are to be of width and
thickness adequate for the shape of the hull; the width is
generally not to exceed 125 mm.
1.1 Simple skin
The number of layers is to be such as to obtain the required
1.1.1 Planks are to be arranged such that strake butts are at thickness.
least 1,20 metres apart from those of adjacent strakes and at
least three continuous strakes separate two butts arranged 1.5 Plywood planking
on the same frame.
1.5.1 Plywood planking consists of panels as large as prac-
The butts of garboards are to be arranged clear of those in ticable in relation to the shape of the hull. The butts are to
the keel, and the butts of the sheerstrake are to be arranged be suitably staggered from each other and from machinery
clear of those of the waterway. foundations.
Butts may be strapped or scarfed, and wooden straps are to The connection of seams is to be achieved by means of glue
have thickness equal to that of the planking, width so as to and bolts; the connection of butts is to be effected by means
overlap adjacent strakes by at least 12 mm and length as of scarfs or straps. Scarfs are to have length not less than 8
necessary for the connection while leaving a space for times the thickness and, where effected in loco, to be
water drainage between the strap edge and the frame. backed by straps, at least 10 times as wide as the thickness,
glued and fastened.
Scarfs are to have length not less than 5 times the planking
thickness, to be centred on the frames and to be connected The strap connection is to be effected using straps of the
by means of glueing and pivoting. same plywood.
1.2 Double diagonal skin 1.6 Double skin with inner plywood and
outer longitudinal strakes
1.2.1 This consists of an inner skin of thickness not
1.6.1 This consists of two layers: one internal of plywood,
exceeding 0,4 of the total thickness and an outer skin
arranged as described in 1.5, the other external, formed by
arranged longitudinally.
planks in longitudinal strakes arranged as described in 1.3.
This consists of an inner skin of thickness not exceeding 0,4 The plywood thickness is to be not less than 0,4 of the total
of the total thickness and an outer skin arranged longitudi- thickness.
nally.
1.7 Fastenings and caulking
1.3 Double longitudinal skin
1.7.1 Butt-straps on shell planking (see Figure 1) are to be
1.3.1 This consists of an inner and outer skin, arranged connected by means of through bolts of the scantlings given
such that the seams of the outer skin fall on the middle of in Table 6.1 for the connection of planking to frames, and
the planks of the inner skin. are to be proportionate in number to the width a of panels,
as follows:
The inner skin is to have thickness not exceeding 0,4 of the
- a < 100 mm
total thickness and to be connected to the frames by means
of screws or nails and to the outer skin by means of screws 3 bolts at each end of plank
or through bolts. The outer skin is, in turn, to be connected - 100 ≤ a < 100 mm
to the frames by means of through bolts. When frames 4 bolts at each end of plank
other than laminated frames are employed, the use of - 200 ≤ a < 250 mm
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-
1.4 Laminated planking in several cold- tion of planking to frames is given in Table1.
glued layers The following types of connection are to be adopted:
- 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-
It is therefore of the utmost importance that the Manufac- nals, wood screws for other connections;
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;

Pt B, Ch 5, Sec 3
- Type III framing: connections as above depending on Butts are to be set onto a beam and may be simple or
whether bent, grown, laminated or steel frames are con- scarfed.
cerned.
2.2 Plywood
All fastenings for strengthened frames in way of masts are to
be through fastenings. 2.2.1 Plywood panels are to be as long as possible. The
When plywood planking is adopted, it is to be connected to butts are to be arranged clear of those of adjacent panels
frames by means of nails or screws spaced 75 mm apart and and are to be strapped or otherwise set onto a strong beam.
with diameters as given in Table . Longitudinal joints are to be set onto longitudinal structures
of sufficient width for the connection. All joints are to be
Planks of shell planking, if not glued, are to have caulked sealed watertight.
seams and butts.
2.3 Plywood sheathed with laid deck
1.8 Sheathing of planking
2.3.1 The butts of plywood panels are to be in accordance
1.8.1 When use is made of reinforced plastic or synthetic with the specifications given in 2.2.1, while the distribution
resin sheathing, the hull is to be prepared by carefully level- of plank butts is to comply with the provisions of 2.1.1.
ling every joint and filling every bolt hole with suitable
compounds after adequate sinking of the bolts. The protec- 2.4 Longitudinal planking
tive sheathing is to cover keel, false keel and deadwood as
far as practicable, prior to the fitting of external ballast in 2.4.1 When longitudinal planking is adopted, each plank
the keel, where envisaged. is to be fastened to beams by means of a wood screw or lat-
eral nail. In addition, each plank may connected to thatad-
When sheathing is applied, the moisture content of the tim-
jacent by means of a glued, sunk-in strip.
ber is to be as low as possible.
Plywood planking is to be glued and riveted to beams, or
otherwise fastened by means of screws with pitch not less
2 Deck planking than 75 mm and diameter in accordance with that shown in
Table 1.
2.1 Planking
2.5 Caulking
2.1.1 The butts of planks of two contiguous strakes are to
be spaced at least 1,20 metres apart; two plank butts on the 2.5.1 Wood planking is to be caulked or made watertight
same beam are to be separated by at least three strakes of by the application of a suitable elastic compound.
continuous planking. Wooden dowels used to cover bolt holes are to be glued.

Pt B, Ch 5, Sec 3
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
steel frames frames mm
Spessore Wood Bolts with
fasciame diameter diameter
screws nuts
mm bolts diameter diameter
wood Copper copper 100 ≤ a 150 ≤ a 180 ≤ a 205 ≤ a
with mm mm a < 100
screws nails nails <150 <180 <250 <225
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
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 scarph
2 - Hooked scarph
3 - Tabled scarph
4 - Tabled hooked scarph
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 Figures 1 and 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 criter. and increased in width at the heel as necessary so as to fit
the keel fairing.
2 Keel Stempost scantlings are given in Table 1.

The sternframe is shown in Figure 3 and sternpost scantlings
are given in Table 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 Table 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
Bent frames consist of steam warped listels. Their width
width is to be increased.
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 Table 3.2 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 should be carried out in loco or be pre- frames. Otherwise, six consecutive bent frames with a
fabricated 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
4.2 Framing systems and scantlings
frames. If alternate frames are adopted, they are to be
4.2.1 The admissible framing systems and the frame scant- stiffened by reverse frames of scantlings as prescribed
lings are indicated in Tables 2 and 3: for the 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 s
1 5 Floors
a 1 b 1 = a ⋅ b ----
2
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 Table 1. When they are arranged with a flange inside,
cold laminated planking is adopted in loco, in accordance an angle lug is to be fitted in way of the throat, for the
with the provisions of 8. connection to the wooden keel (see the above Table).
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 depth D exceeds 2,40 metres, floors are to be fitted on bent
frames 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 Tables 2 and 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 Tables 4 and 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 diameter of the bolt.
Table 2 : Frames
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
288
3,00 215 57 40 61 74 53 81 52 3,1 50x50x5
305
3,20 225 62 43 68 83 58 93 59 4,4 60x30x6
322
3,40 235 67 46 75 91 68 103 66 6 65x50x7
340
3,60 245 72 49 81 100 80 117 74 7,9 75x50x6
355
3,80 255 77 52 87 112 92 122 84 10,2 80x60x7
375
4,00 265 82 55 94 124 100 131 94 12,5 90x60x7
390
4,20 - - - 100 140 117 143 102 14,5 90x60x8
408
(1) For hulls fitted with external ballast in the keel, 0,75 D1, may be assumed in place of 0,75 D1, where the ballast/light displace-
ment 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 0,75 D1, where the ballast/light displace-
ment ratio is less than approximately 0,25. For yachts with a drop keel, the value 1,15 D is taken in lieu of D1.
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, può essere assunto 0,75 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
D 1.
(2) The scantlings of angle floors are given for guidance purposes.
Table 5 : Frames
FLOORS ON GROWN OR LAMINATED FRAMES

Depth Length of arms forged floors wooden floors steel angle floors (2)
D1 for 3/5 L outside 3/5 L section
mm (1) at throat at the ends width depth scantlings
amidships amid- modulus
mm mm mm mm mm
mm ship mm cm3
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 Table 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 Table 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 cen-
position.
treline structure, by means of suitable breasthooks or
Such clamp, with cross-section equal to approximately brackets.
75% of that required for shelves, may be arranged so that its
wider side is faying to the beams and leaning against the In hulls with exceptionally raked ends, such breasthooks
shelf or, alternatively, it may be arranged below the shelf. are to be given adequate attention.
6.3 Bilge stringers

7 Beams
6.3.1 In hulls with Type I or Type III framing, a bilge
stringer is to be arranged, having cross-section for 0,6 L
amidships not less than that given in Table 6. Outside such
7.1 Scantlings of beams
zone, the cross-section may be decreased to reach, at the
ends, a value equal to 75% of that required. 7.1.1 The scantlings of beams are given in Table 7. Where
The greater dimension of the stringer is to be arranged the spacing adopted is other than that shown in the Table,
against the frames. the scantlings, following correction as necessary for the
weight of the timber employed, are to be modified in
When the stringer is built of two or more pieces, these are
accordance with the following relationship:
to be connected by means of glued scarfs parallel to the
planking. Such scarfs are to be properly staggered in the 1
2 s
a 1 b 1 = a ⋅ b ----
2
port and starboard stringers and arranged clear of the joints
s
of other longitudinal elements.
Where angle frames are adopted, these are to be connected where a and b are the width and height of the Rule cross-
to the stringer by means of a reverse lug. section, a1 and b2 are the width and height of the modified
section, s is the Rule spacing, and s1 the assumed spacing.
When Type III framing is adopted, chocks are to be fitted for
the connection between stringer and intermediate bent Laminated beams may be reduced in width by 15%.
frames.
In lieu of a bilge stringer, two side stringers having cross- Strong beams are to be fitted in way of openings which
section equal to 60% of that required for the bilge stringer cause more than two beams to be cut and in way of masts,
may be fitted. when deemed necessary by RINA.
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 dimensiona- section thickness
of knees on at throat
each side amidships amidships ends mento (2) modulus
m mm 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 m,
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.
When the depth, measured as specified above, exceeds 4,3
Vertical knees are to be fitted, to the extent required in metres, vertical knees are to be arranged no smaller in
Table 8, to strong beams and to suitably distributed ordi- scantlings than prescribed in Table 8 as a function of the
nary beams. Each arm of the knees is to be connected to beam span, and in number equal to half of those required
the shelf and the frame by means of 4 bolts, which need not for the weather deck.
go through the planking, with a diameter as shown in Table
10.
8 Planking
Bulkheads of adequate scantlings, connected to the beam
and frame, can be considered as substitutes for knees. 8.1 Shell planking
At the ends of the hull, the length of knee arms may be not
8.1.1 The basic thickness of shell planking is given in
more than one third of the span of the beam or frame.
Table 9.
In the above-mentioned Table, the scantlings of forged plate Such thickness is to be modified as follows.
knees are given; the depth at the throat is to be not less than If the frame spacing is other than that indicated in Table 2,
1,6 h for naturally curved wooden knees and not less than the thickness is to be increased where there is greater spac-
1,4 h for laminated wooden knees, h being the depth at ing, or may be reduced where there is smaller spacing, by:
heel of a grown frame. - 6 mm for every 100 mm of difference if Type I framing
is adopted;
Horizontal knees are to be fitted in way of hatch-end beams
- 4 mm for every 100 mm of difference if Type II or III fra-
and beams adjacent to mast wedgings. These knees need
ming is adopted.
not be arranged when plywood deck planking is adopted.
After correction for spacing as indicated above, and for the
7.3 Local strengthening weight of the timber, where necessary, the planking thick-
ness may be reduced: by 10% if arranged in diagonal or
longitudinal double skin; by 10% if laminated and cold
7.3.1 The beams and decks are to be locally strengthened
moulded in loco, when the frames are reduced in scantlings
at the attachments of halliards, bollards and cleats, at sky-
by 25% in respect of the value given in Table 2; the thick-
light ends, and in way of foundations of winches.
ness may be decreased by 25% where the frames have not
In way of mast weldings, four strong beams are to be fitted, been reduced in respect of the requirements of the Table.
with scantlings as prescribed in Table 7, but constant sec- When plywood is employed, the thickness may be reduced
tion equal to that indicated for amidships. The beams are to in relation to the type of framing adopted; the maximum
be arranged, as far as practicable, in proximity of the web reduction permitted is 25%.
frames dealt with in 4.2.
Sheathing of the hull is not required; where envisaged, e.g.
All openings on deck are to be properly framed so as to in copper or reinforced plastics, it will be considered by
constitute an effective support for half beams. RINA on a case-by-case basis (see Sec 6. para. 1.8).

Pt B, Ch 5, Sec 4
8.2 Deck planking not less than 430 kg/m3, and the combined thickness
may be reduced by 30%. In addition, the plywood thi-
8.2.1 Deck planking may be: ckness is to be not less than 30% of the combined thick-
• constituted by planks parallel to the gunwale limited by ness, or less than 6,5 mm; when the planking thickness
a stringer board at side and by a kingplank at the centre- is less than 19 mm, the seams are to be made watertight
line; by the application of a suitable elastic compound
approved by RINA.
• plywood;
• plywood with associated planks as above. A further reduction of 1,5 mm may be applied to the deck
thickness when the deck is sheathed with nylon, reinforced
The thickness of the deck is given in Table 9 and is subject plastics or other approved coverings.
to the following modifications:
The fixed fittings on deck, in particular winches, wind-
• if the beam spacing is other than that indicated in Table lasses, ballards and fairleads, are to be well secured on suit-
7, the thickness is to be modified by 3 mm for every 100 able basements and isolated by means of coatings of
mm of variation in spacing; appropriate materials. Before applying such insulating
• if plywood is employed, the thickness may be reduced materials to the basements, the timber is to be protected by
by 30%; suitable preservative solutions or paints.
• if plywood is adopted in association with planking, the Guardrail stanchions are to be fastened by at least two pins,
specific mass of the plywood/planking assembly is to be one of which is to be a through pin.
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
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

Pt B, Ch 5, Sec 4
8.3 Superstructures - Skylights shrouds and stays to the hull are such as to withstand at
least twice the load expected on such rigging.
8.3.1 When coachroofs are adopted, the opening on deck The mast step is to be of strong construction, and is to be
is to be well framed and the coaming on the weather deck extended so as not to be connected to the transverse and
is to be not less in thickness than that required in Table 9. longitudinal framing of the bottom of the hull. The wedging
on deck is to be provided with watertight means.
The coachroof deck is to have sheathing as prescribed in When the mast rests on deck, the underlying structure is to
Table 9, though such sheathing may be reduced in thick- be strengthened in way such as to avoid giving way. If the
ness in accordance with the specifications in 8.2 for the mast rests on a coachroof, the hull is to be strengthened in
weather deck. If the beam spacing is other than that indi- way by means of a bulkhead or a stiffened frame.
cated in Table 5, the thickness is to be modified by 3 mm
for every 100 mm of difference in spacing. For shrouds and stays in wire and not in rod, the breaking
loads of wires in galvanised steel 160 UNI 4434, in spiral
When deckhouses are adopted, they are to have a coaming shape, 1x19 wires (col. 1), and in stainless steel AISI 316
fastened to the beams and carlings by means of through 18/10 (ASTM-A 368-55) 1x19 wires, in spiral shape (col. 2)
bolts. are included below for information purposes.
The structure of deckhouses is to be similar to that required Table 11

for coachroofs. Depending on their size, deckhouses are to
be adequately stiffened to the satisfaction of RINA. Breaking load kN
Metallic
Diameter
Deck openings for skylights are to be well framed and pro- cross-sec-
(mm) Col. 1 Col. 2
vided with shutters of adequate thickness. tion
(mm2)
8.4 Masts and rigging 3 5,37 7,75 7,36

4 9,55 13,73 13,73
5 14,2 21,10 20,60
8.4.1 Each yacht is to be provided with masts, rigging and 6 21,5 30,90 29,43
sails sufficient in number and in good condition. The scant- 7 29,2 41,60 40,22
lings of masts and rigging are left to the experience of build- 8 38,2 54,94 52,97
ers and shipowners. Care will be taken by the RINA 10 59,7 65,73 83,39
Surveyor, however, in verifying that the attachments of 12 86,0 122,63 117,72

186
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
10 - Floors 16 - Stringers
Figure 1 : Sailing yachts - Constructional profile
4 - Rabbet
5 - Stempost 11 - Mainmast step 17 - Shelves
6 - Sternpost 12 - Mizzen step 18 - Beams
RINA Rules for Charter Yachts 2006

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

188
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 = lenght 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%.
Figures 1 and 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 Table 2 (col. 2), with any modifications required in
2 Keel - stempost accordance with those specified for shell planking.
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
Table 1.
Such scantlings are to be maintained up to the stem end,
4.1.1 The ordinary framing of the hull is divided into three
while they may be reduced by 30% at the stern end.
parts:
Where they are made from a number of pieces, the keel and
hog frame are to be scarfed. The scarfs are to be 6 times the - bottom frames, comprising those between the keel and
thickness and of hooked or tabled type, if bolted, or of plain the chine stringers;
type, if glued; the length may be reduced to not less than 4
- side frames, comprising those between the chine string-
times the thickness where the scarf is bolted and glued.
ers and the waterways;
The keel scarfs are to be spaced not less than 1,5 metres
apart from those of the hog frame. - beams.
Stempost scantlings are given in Table 1 and a typical stern-
frame is shown in Figure 3. The bottom frames, generally made of two pieces, one port
and one starboard of the keel, are butted in way of the cen-
treline and connected by means of a double plywood floor.
3 Transom
The side frames are in one piece connected to the bottom
3.1 frames by means of double plywood brackets.
3.1.1 In chine hulls, the sternpost is replaced by a tran- The beams are connected to the side frames by means of
som. double plywood brackets.

Pt B, Ch 5, Sec 5
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.
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 Tables 3, 4 and 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-
tively, the frames may be shaped so as to have, at the cen-
Type I : solid or laminated frames, of constant scantlings
treline, a depth above the keel equal to that required for the
throughout the length of the hull;
heel of the frames. For floors, see Figure 4.
Type II : solid or laminated frames, alternated with one
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;
4.4.1 The connection of bottom frames to side frames and
Type III : solid or laminated frames, associated with bent of the latter to beams is to be achieved be means of double
longitudinals; this type of framing is to be asso- brackets similar to those described for floors, but overlap-
ciated with double-skin cross planking or cold
ping both frames and beams by a distance not less than
moulded laminated multi-layer planking or,
twice their respective depths (see Figures 5 and 6).
alternatively, with plywood planking.
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 to provided that transverse bulkheads are arranged, with spac-
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

Pt B, Ch 5, Sec 5
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
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 frame 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 - - - - -
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 Table 2 is to be augmented
5.1
such as to achieve a cross-section throughout the bottom
5.1.1 On bottom frames, at least two continuous girders increased by at least half that of the longitudinals.
are to be fitted each side, with a cross-section not less than A similar longitudinal, but with a cross-section reduced to
90 cm 2. 0,65 of those described above and not fastened to the
Such girders, continuous over bottom frames, are to be con- planking, is to be fitted on side frames.
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 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

Pt B, Ch 5, Sec 5
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
6 Beams Table 7
6.1 Coefficients for calculation of beam section mod-

ulus
6.1.1 The arrangement of beams is generally to be carried Beam span
out as follows: K1 K2
(m)
- for hulls with Type I framing: beams on every frame; At the At the
At the ends At the end
- for hulls with Type II or III framing: beams in way of centreline centreline
solid or laminated frames, with bracket connection and
≤2 14,3 6,43 23 11,4
intermediate beams, without brackets, let into the shelf.
2,5 18 8,5 31 15,1
Beams are to have width equal to that of the frames to 3 22,2 10,7 38,6 17,7
which they are connected and section modulus, in cm3, 3,5 24,7 12,5 43,6 22,2
not less than: 4 28,3 13,9 48,7 23,6
Z1 = K1 ⋅ a ⋅ s 4,5 30,6 14,9 52,5 25,2
5 32,4 16,3 56,8 27,7
At the ends of large openings, beams are to be fitted having
5,5 35,1 17,1 60 28,7
a section modulus, in cm 3, not less than:
6 36,9 18,1 63,5 31,8
Z2 = K2 ⋅ a ⋅ s 6,5 38,7 19,5 70 35
where: 7 39,6 20,5 73,5 40,2
Z1,Z2 : section modulus of beams without planking 7,5 40,5 23 81 45,4
contribution, in cm3
a : width of beams, in cm 7 Beam shelves and chine stringers
s : beam spacing, in cm
K1,K2 : coefficient given by Table 7 as a function of the 7.1
beam span.
Where laminated beams are arranged, the section moduli 7.1.1 The cross-sectional area of beam shelves and chine
Z1 and Z2 may be reduced to 0,85 of those indicated above. stringers is to be not less than that given by Table 8 below
as a function of L and to have the ratio h/t < 3, where h is
the depth and t the thickness of the bar.
The cross-section of shelves and stringers is to be consid-
ered as inclusive of the dappings for beam and frame ends.
Table 8
Length L of the Cross-sectional Cross-sectional

hull area of beam area of chine
(m) shelves (cm2) stringers (cm2)
24 95 112
26 110 128
28 125 140
30 140 152
32 155 164
35 177 182

Pt B, Ch 5, Sec 5
8 Shell planking 9 Deck planking
8.1 Thickness of shell planking 9.1 Weather deck
8.1.1 The basic thickness of shell planking is given in Table 9.1.1 Deck planking may be constituted by planks flanked
2. by a stringer board at side and by a kingplank at the cen-
treline. Such planking may be solely plywood or plywood
If the frame spacing is other than that shown in Table 3, the
with associated planking arranged as described above.
planking thickness is to be increased or may be reduced,
accordingly, by 10% for every 100 mm of difference. The thickness of deck planking is given in Table 2. If the
beam spacing is other than that prescribed in 4.2, the plank-
After correction for spacing, the planking thickness may be ing thickness is to be increased or may be reduced, accord-
reduced: ingly, by 10% for every 100 mm of difference.
- by 10% if a diagonal or longitudinal double-skin plank- After correction for spacing, the planking thickness may be
ing is adopted; reduced by 30% if plywood or plywood associated with
- by 15% if composite planking constituted by inner ply- planking is employed.
wood skin and one or two outer longitudinal diagonal Moreover, the plywood thickness is to be not less than 30%
strakes is adopted; of the total thickness or less than 6 mm.
- by 25% if laminated planking (i.e. at least three cold-
moulded layers) or plywood is adopted. 9.2 Superstructure decks
Moreover, the plywood thickness is to be not less than 30% 9.2.1 The thickness of planking of superstructure decks is
of the total thickness or less than 6 mm. given in Table 2.
yachts with speed > 25 knots are to have bottom frames Such thickness is subject to the reductions and increases for
(floors and longitudinals) stiffened in respect of the scant- weather deck planking as provided for in 9.1.
lings in this Section and planking thickness increased as fol-
lows (for deadrise = 25°) in respect of the values in Table 2: 9.3 Lower deck
- speed from 26 to 30 knots: 5%
9.3.1 In hulls with depth, measured between the upper
- speed from 31 to 35 knots: 10% keel side and the weather deck beam, greater than or equal
- speed from 36 to 40 knots: 15%. to 3,10 metres, a lower or cabin deck is to be arranged,
with beams having a section modulus not less than 60% of
When the deadrise is between 25° and 30° and outer longi- that prescribed in Article 6 for weather deck beams and
tudinal strakes are fitted on the bottom planking, the above effectively fastened to the sides by means of a shelf with a
increase in thickness may be reduced but is generally to be ross-sectional area not less than 2/3 of that required in Table
no less than half of the percentage values above. 8.
When the depth, as measured above, exceeds 4,30 metres,
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
195
Pt B, Ch 5, Sec 5
196
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

198
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
199
Pt B, Ch 5, Sec 5
200
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 Chapter I of Part B. 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 Table 1 as a function of the spacing of stiffeners
structures. Linings are to allow sufficient ventilation of air
and 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 Table thickness, for the highest strake. 4 Machinery space structures
If the spacing is other than that shown in the Table, 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
Z = ( 4, 2 + 4h )s ⋅ S
2
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

Enviado por

Dados do documento

Descrição original:

Título original

Direitos autorais

Formatos disponíveis

Compartilhar este documento

Compartilhar ou incorporar documento

Opções de compartilhamento

Você considera este documento útil?

Este conteúdo é inapropriado?

Direitos autorais:

Formatos disponíveis

Part B

Enviado por

Direitos autorais:

Formatos disponíveis

Rules for the Classification of Charter Yachts

Effective from 1 January 2006

Editorial office: RINA S.p.A.

Printed by: Graphic Sector SAS

Publication registred under

© RINA S.p.A. - All rights reserved

Definitions: checks carried out by and under the responsibility of quali-

1. Reference edition Each Part consists of:

Chapter 1 GENERAL REQUIREMENTS

Section 1 General Requirements

Section 2 Hull Outfittings

RINA Rules for Charter Yachts 2006 3

Section 4 Non Structural Fuel Tanks

4 RINA Rules for Charter Yachts 2006

RINA Rules for Charter Yachts 2006 5

Section 1 General Requirements

6 RINA Rules for Charter Yachts 2006

Section 4 Longitudinal Strenght

RINA Rules for Charter Yachts 2006 7

Section 6 Single Bottom

8 RINA Rules for Charter Yachts 2006

Section 7 Double Bottom

Section 8 Side Structures

RINA Rules for Charter Yachts 2006 9

10 RINA Rules for Charter Yachts 2006

RINA Rules for Charter Yachts 2006 11

Section 1 General Requirements

Section 3 Welding and Weld Connections

12 RINA Rules for Charter Yachts 2006

Section 4 Longitudinal Strength

RINA Rules for Charter Yachts 2006 13

Section 6 Single Bottom

14 RINA Rules for Charter Yachts 2006

Section 7 Double Bottom

Section 8 Side Structures

RINA Rules for Charter Yachts 2006 15

16 RINA Rules for Charter Yachts 2006

RINA Rules for Charter Yachts 2006 17

Section 1 General Requirements

18 RINA Rules for Charter Yachts 2006

Section 4 Longitudinal Strength

Section 5 External Plating

RINA Rules for Charter Yachts 2006 19

Section 6 Single Bottom

Section 7 Double Bottom

20 RINA Rules for Charter Yachts 2006

Section 8 Side Structures

RINA Rules for Charter Yachts 2006 21

Section 12 Scantlings of Structures with Sandwich Construction

22 RINA Rules for Charter Yachts 2006

Section 2 Fastenings, Working and Protection of Timber

Section 3 Building Methods for Planking

RINA Rules for Charter Yachts 2006 23

Section 5 Structural Scantlings of Motor Yachts

24 RINA Rules for Charter Yachts 2006

Section 6 Watertight Bulkheads, Lining, Machinery Space

RINA Rules for Charter Yachts 2006 25

SECTION 1 GENERAL REQUIREMENTS

SECTION 2 HULL OUTFITTINGS

SECTION 4 NON STRUCTURAL FUEL TANKS

RINA Rules for Charter Yachts 2006 27

SECTION 1 GENERAL REQUIREMENTS