I - Part 3 Premise
GL 2012
Premise
1. General
1.1
1.1.1 These Rules incorporate the text in full of the
“International Code of Safety for High Speed Craft”
(“HSC Code”) adopted by the IMO Maritime Safety
Committee, at its 73rd session, in December 2000,
through Resolution MSC. 97(73) including the
amendments adopted at its 79th session in December
2004, through Resolution MSC.175(79) and at its 82nd
session in December 2006, through Resolution
MSC.222(82). This text is printed in italics.
1.1.2 Classification requirements additional to the
provisions of the HSC Code are printed in the Roman
characters used for this item .2 and the relevant num-
ber is prefixed by the letter C.
In Section 10, which is subdivided into Parts, addi-
tional Classification requirements not directly related
to a particular HSC Code item are numbered as fol-
lows: prefix C, Section number, letter indicating the
Part concerned and an incremental figure starting from
1. These additional requirements are inserted at the
end of the relevant part of the Section.
Where necessary, additional explanatory notes are
given at the beginning of each Section.
1.1.3 Parts of the HSC Code not applicable for the
purpose of Classification are identified by a vertical
line placed in the margin of the text.
1.1.4 Equipment and arrangements dealt with in
the parts of the Code mentioned in item 1.1.3, such as
those concerning life-saving appliances and radio-
communications, which are not subject to control by
GL, are intended to be covered by the relevant certifi-
cation.
1.2 In those provisions of the HSC Code that are
being used for Classification purposes the words “Ad-
ministration” and “Code”, wherever mentioned, are to
be understood as equivalent to the words “GL” and
“Rules”, respectively.
The Rules for the Construction and Classification of
ships are referred to below simply as “GL Rules”.
Chapter 1
Page 0–1
2. Application
2.1 Craft for which Classification only is re-
quested
These craft are to comply in full with the requirements
of these Rules, except for those identified by a vertical
line placed in the margin of the text (see P.1.1.3).
2.2 Craft for which both Classification and the
IMO Certification are requested
These craft are to comply in full with the requirements
of these Rules.
3. Class Notation
Craft complying with the Classification requirements
of these Rules are assigned the Notation HSC-
CARGO, HSC-PASSENGER A or HSC-PAS-
SENGER B.
4. Compliance with other Rules
For any items not expressly stipulated or modified for
Classification purposes by these Rules, the require-
ments of the GL Rules are to apply wherever relevant.
Classification of a craft with GL, or more generally
any GL actions and decisions, do not absolve the in-
terested parties from compliance with additional
and/or more stringent requirements and provisions for
their application, issued by the Administration of the
State whose flag the craft is entitled to fly and/or of
the State where the base port from which the craft is
intended to operate is situated.
5. Novel or unusual features
Craft presenting novel or unusual arrangements for
items such as systems, apparatuses and devices, de-
scribed in these Rules, to which the requirements of
these rules do not apply directly, either in whole or on
part, may be classed on an individual basis, at the
discretion of GL.
I - Part 3 Preamble
GL 2012
Preamble
1. The international conventions ratified in
respect of conventional ships and the regulations
applied as a consequence of such conventions have
largely been developed having in mind the manner in
which conventional ships are constructed and oper-
ated. Traditionally, ships have been built of steel and
with the minimum of operational controls. The re-
quirements for ships engaged on long international
voyages are therefore framed in such away that,
providing the ship is presented for survey and a Ship
Safety Certificate is issued, the ship may go anywhere
in the world without any operational restrictions
being imposed. Providing the ship is not involved in a
casualty, all that is needed is that it is made available
to the Administration for the purpose of a satisfactory
resurvey before the Ship Safety Certificate expires
and the Certificate will be reissued.
2. The traditional method of regulating ships
should not be accepted as being the only possible
way of providing an appropriate level of safety. Nor
should it be assumed that another approach, using
different criteria, could not be applied. Over a long
period of time, numerous new designs of marine
vehicles have been developed and hzave been in
service. While these do not fully comply with the
provisions of the international conventions relating to
conventional ships built of steel, they have demon-
strated an ability to operate at an equivalent level of
safety when engaged on restricted voyages under
restricted operational weather conditions and with
approved maintenance and supervision schedules.
3. The High Speed Craft Code 1994(1994 HSC
Code) was derived from the previous Code of Safety
for Dynamically Supported Craft (DSC Code)
adopted by IMO in 1977, recognizing that safety
levels can be significantly enhanced by the infra-
structure associated with regular service on a par-
ticular route, whereas the conventional ship safety
philosophy relies on the ship being self-sustaining
with all necessary emergency equipment being car-
ried on board.
4. The safety philosophy of this Code is based
on the management and reduction of risk as well as
the traditional philosophy of passive protection in the
event of an accident. Management of risk through
accommodation arrangement, active safety systems,
restricted operation, quality management and human
factors engineering should be considered in evaluat-
ing safety equivalent to current conventions. Applica-
tion of mathematical analysis should be encouraged
to assess risk and determine the validity of safety
measures.
Chapter 1
Page P–1
5. The Code takes into account that a high-
speed craft is of a light displacement compared with
a conventional ship. This displacement aspect is the
essential parameter to obtain fast and competitive
sea transportation and consequently this Code allows
for use of non-conventional shipbuilding materials,
provided that a safety standard at least equivalent to
conventional ships is achieved.
6. To clearly distinguish such craft, criteria
based on speed and volumetric Froude number have
been used to delineate those craft to which this Code
applies from other, more conventional, craft.
7. The Code requirements also reflect the addi-
tional hazards which may be caused by the high
speed compared with conventional ship transporta-
tion. Thus, in addition to the normal requirements
(including life-saving appliances, evacuation facili-
ties, etc.) provided in case of an accident occurring,
further emphasis is placed on reducing the risk of
hazardous situations arising. Some advantages result
from the high-speed craft concept, i.e. the light dis-
placement provides a large reserve buoyancy in rela-
tion to displacement, reducing the hazards addressed
by the International Load Line Convention 1966. The
consequences of other hazards, such as of collision at
high speed, are balanced by more stringent naviga-
tional and operational requirements and specially
developed accommodation provisions.
8. The above-mentioned safety concepts were
originally reflected in the DSC Code and in the 1994
HSC Code. The development of novel types and sizes
of craft has led to the development of pressures
within the maritime industry for craft which are not
dynamically supported cargo craft or passenger craft
carrying larger numbers of passenger or operating
further a field than permitted by that 1994 HSC Code
to be certified according to those concepts. Addition-
ally, improvements of maritime safety standards since
1994 were required to be reflected in the revisions of
the Code to maintain safety equivalence with conven-
tional ships.
9. Accordingly, two differing principles of
protection and rescue were embodied in the Code.
10. The first of these recognizes the craft which
were originally foreseen at the time of development of
the DSC Code. Where rescue assistance is readily
available and the total number of passengers is lim-
ited, a reduction in passive and active protection may
be permitted. Such craft are called "assisted craft"
and form the basis for "category A passenger craft"
of this Code.
Chapter 1 Preamble
Page P–2
11. The second concept recognizes the further
development of high-speed craft into larger craft.
Where rescue assistance is not readily available or
the number of passengers is unlimited, additional
passive and active safety precautions are required.
These additional requirements provide for an area of
safe refuge on board, redundancy of vital systems,
increased watertight and structural integrity and full
fire-extinguishing capability. Such craft are called
"unassisted craft" and form the basis for "cargo
craft" and "category B passenger craft" of this Code.
12. These two concepts of the Code have been
developed as a unified document on the basis that an
equivalent level of safety to that normally expected on
ships complying with the International Convention
for the Safety of Life at Sea 1974 as amended is
achieved. Where the application of new technology or
design indicates an equivalent safety level to the
strict application of the Code, the Administration is
permitted to formally recognize such equivalence.
13. It is important that an Administration, in
considering the suitability of a high-speed craft under
this Code, should apply all sections of the Code be-
cause non-compliance with any part of the Code
could result in an imbalance which would adversely
affect the safety of the craft, passengers and crew.
For a similar reason, modifications to existing craft,
I - Part 3
GL 2012
which may have an effect on safety, should be ap-
proved by the Administration.
14. In developing the Code, it has been consid-
ered desirable to ensure that high-speed craft do not
impose unreasonable demands on existing users of
the environment or conversely suffer unnecessarily
through lack of reasonable accommodation by exist-
ing users. Whatever burden of compatibility there is,
it should not necessarily be laid wholly on the high-
speed craft.
15. Paragraph 1.15.1 of the 1994 HSC Code
states that it should be reviewed by the Organization
at intervals preferably not exceeding 4 years to con-
sider revision of existing requirements to take ac-
count of new developments in design and technology.
Experience gained with the application of the Code
since it entered into force in 1996, has led to the
recognition that it needed to be revised and updated.
Subsequent work in Organization has resulted in the
development of the present Code to ensure that safety
is not compromised as a result of continuous intro-
duction of state-of-the-art technology and innovative
developments into the new and generally much larger
and faster high-speed craft.
I - Part 3 Section 1 General Comments and Requirements
GL 2012
Section 1
General Comments and Requirements
1.1 General Comments
This Code shall be applied as a complete set of com-
prehensive requirements. It contains requirements for
the design and construction of high-speed craft en-
gaged on international voyages, the equipment which
shall be provided and the conditions for their opera-
tion and maintenance. The basic aim of the Code is to
set levels of safety which are equivalent to those of
conventional ships required by the International Con-
vention for the Safety of Life at Sea, 1974, as
amended, (SOLAS Convention) and the International
Convention on Load Lines, 1966, (Load Line Conven-
tion) by the application of constructional and equip-
ment standards in conjunction with strict operational
controls.1
1.2 General Requirements
1.2.1 The application of the provisions of this Code
is subject to the following general requirements that:
.1 the Code will be applied in its entirety;
.2 the management of the company operating the
craft exercises strict control over its operation
and maintenance by a quality-management sys-
tem 2;
.3 the management ensures that only persons
qualified to operate the specific type of craft
used on the intended route are employed;
.4 the distances covered and the worst intended
conditions in which high-speed craft operations
are permitted will be restricted by the imposi-
tion of operational limits;
.5 the craft will at all times be in reasonable prox-
imity to a place of refuge, having due regard to
the provisions of 1.3.4;
.6 adequate communications facilities, weather
forecasts and maintenance facilities are avail-
able within the area of craft operation;
.7 in the intended area of operation suitable res-
cue facilities will be readily available;
––––––––––––––
1 Refer to MSC/Circ.652 on Application of the 1966 LL Conven-
tion to high-speed craft (subject to final consideration by SLF
43).
2 Refer to the International Safety Management (ISM) Code
adopted by the Organization by resolution A.741(18), as may be
amended.
Chapter 1
Page 1–1
.8 areas of high fire risk, such as machinery
spaces and special category spaces, are pro-
tected with fire-resistant materials and fire-
extinguishing systems to ensure, as far as is
practicable, containment and rapid extinguish-
ing of fire;
.9 efficient facilities are provided for the rapid
and safe evacuation of all persons into survival
craft;
.10 all passengers and crew are provided with
seats;
.11 no enclosed sleeping berths for passengers are
provided.
C1.2.1.4 Restrictions for the operation of the craft
will be specified in the Class Certificate.
1.2.2 On all craft, new installation of materials
containing asbestos used for the structure, machinery,
electrical installations and equipment of a craft to
which this Code applies shall be prohibited except for:
.1 vanes used in rotary vane compressors and
rotary vane vacuum pumps;
.2 watertight joints and linings used for the circu-
lation of fluids when, at high temperature (in
excess of 350 °C) or pressure (in excess of 7 x
106 Pa), there is a risk of fire, corrosion or tox-
icity; and
.3 supple and flexible thermal insulation assem-
blies used for temperatures above 1000 °C.
1.3 Application
1.3.1 This Code applies to high speed craft as
specified in 1.3.4 engaged in international voyages the
keels of which are laid or which are at a similar stage
of construction on or after 1 July 2002.
C1.3.1 In addition to the craft specified in 1.3.1, these
Rules also apply to high speed craft engaged in na-
tional voyages. Exemptions from some of the re-
quirements of the Rules may be granted when particu-
lar circumstances (e.g. restricted services) warrant
this, in the opinion of the GL Head Office.
1.3.2 For the purpose of this Code, the term "a
similar stage of construction" means the stage at
which:
Chapter 1 Section 1 General Comments and Requirements
Page 1–2
.1 construction identifiable with a specific craft
begins; and
.2 assembly of that craft has commenced compris-
ing at least 50 tonnes or three per cent of the
estimated mass of all material used in the
structure, including superstructure and deck-
house, whichever is less.
1.3.3 For the purpose of this Code :
.1 the expression "craft constructed" means craft
the keels of which are laid or which are at a
similar stage of construction; and
.2 a cargo craft, whenever built, which is con-
verted to a passenger craft shall be treated as a
passenger craft constructed on the date on
which such a conversion commences.
1.3.4 This Code applies to:
.1 passenger craft which do not proceed in the
course of their voyage more than four hours at
90 % of maximum speed from a place of ref-
uge; and
.2 cargo craft of 500 gross tonnage and upwards
which do not proceed in the course of their
voyage more than 8 h at 90 % of maximum
speed from a place of refuge when fully laden.
C1.3.4 In addition to the cargo craft specified in
1.3.4.2, these Rules also apply as far as appropriate to
cargo craft of less than 500 tons gross tonnage.
1.3.5 This Code, unless expressly provided other-
wise, does not apply to:
.1 craft of war and troopcraft;
.2 craft not propelled by mechanical means;
.3 wooden craft of primitive build;
.4 pleasure craft not engaged in trade; and
.5 fishing craft.
1.3.6 This Code does not apply to craft solely navi-
gating the Great Lakes of North America and the
River St. Lawrence as far east as a straight line drawn
from Cap des Rosiers to West Point, Anticosti Island
and, on the north side of Anticosti Island, the 63rd
meridian.
1.3.7 The application of this Code shall be verified
by the Administration and be acceptable to the Gov-
ernments of the States to which the craft will be oper-
ating.
I - Part 3
GL 2012
1.4 Definitions
For the purpose of this Code, unless expressly pro-
vided otherwise, the terms used therein have the
meanings defined in the following paragraphs. Addi-
tional definitions are given in the general parts of the
various Sections.
1.4.1 "Administration" means the Government of
the State whose flag the craft is entitled to fly.
1.4.2 "Air-cushion vehicle (ACV)" is a craft such
that the whole or a significant part of its weight can be
supported, whether at rest or in motion, by a continu-
ously generated cushion of air dependent for its effec-
tiveness on the proximity of the surface over which the
craft operates.
1.4.3 "Anniversary date" means the day and the
month of each year which will correspond to the date
of expiry of the relevant certificate.
1.4.4 "Assembly station" is an area where passen-
gers can be gathered in the event of an emergency,
given instructions and prepared to abandon the craft,
if necessary. The passenger spaces may serve as as-
sembly stations if all passengers can be instructed
there and prepared to abandon the craft.
1.4.5 "Auxiliary machinery spaces" are spaces
containing internal combustion engines of power
output up to and including 110 kW driving generators,
sprinkler, drencher or fire pumps, bilge pumps, etc.,
oil filling stations, switchboards of aggregate capacity
exceeding 800 kW, similar spaces and trunks to such
spaces.
1.4.6 "Auxiliary machinery spaces having little or
no fire risk" are spaces such as refrigerating, stabiliz-
ing, ventilation and air conditioning machinery,
switchboards of aggregate capacity 800 kW or less,
similar spaces and trunks to such spaces.
1.4.7 "Base port" is a specific port identified in the
route operational manual and provided with:
.1 appropriate facilities providing continuous
radio communications with the craft at all
times while in ports and at sea;
.2 means for obtaining a reliable weather forecast
for the corresponding region and its due trans-
mission to all craft in operation;
.3 for a category A craft, access to facilities pro-
vided with appropriate rescue and survival
equipment; and
.4 access to craft maintenance services with ap-
propriate equipment.
C1.4.7 It is the owner's responsibility to propose a
base port to the Administration for approval.
I - Part 3 Section 1 General Comments and Requirements
GL 2012
1.4.8 "Base port State" means the State in which
the base port is located.
1.4.9 "Breadth (B)" means breath of the broadest
part of the moulded watertight envelope of the rigid
hull, excluding appendages, at or below the design
waterline in the displacement mode with no lift or
propulsion machinery active.
1.4.10 "Cargo craft" is any high-speed craft other
than passenger craft, and which is capable of main-
taining the main functions and safety systems of unaf-
fected spaces, after damage in any one compartment
on board.
1.4.11 "Cargo spaces" are all spaces other than
special category spaces and ro-ro spaces used for
cargo and trunks to such spaces. For the purposes of
Section 7, part D, "cargo spaces" include ro-ro
spaces, special category spaces and open deck spaces.
1.4.12 "Category A craft" is any high-speed passen-
ger craft:
.1 operating on a route where it has been demon-
strated to the satisfaction of the flag and port
States that there is a high probability that in
the event of an evacuation at any point of the
route, all passengers and crew can be rescued
safely within the least of:
− the time to prevent persons in survival craft
from exposure causing hypothermia in the
worst intended conditions,
− the time appropriate with respect to envi-
ronmental conditions and geographical
features of the route, or
− 4 hours; and
.2 carrying not more than 450 passengers.
1.4.13 "Category B craft" is any high-speed passen-
ger craft other than a category A craft, with machin-
ery and safety systems arranged such that, in the event
of any essential machinery and safety systems in any
one compartment being disabled, the craft retains the
capability to navigate safely. The damage scenarios
considered in Section 2 should not be inferred in this
respect.
C1.4.13 With reference to 1.4.13, the term “navigate
safely” means that the craft can reach the port of ref-
uge within the period of weather forecast validity.
1.4.14 "Company" means the company as defined in
chapter IX of the Convention.
1.4.15 "Continuously manned control station" is a
control station which is continuously manned by a
responsible member of the crew while the craft is in
normal service.
Chapter 1
Page 1–3
1.4.16 "Control stations" are those spaces in which
the craft's radio or navigating equipment (main dis-
plays and controls for equipment specified in 13.2 to
13.7) or the emergency source of power and emer-
gency switchboard are located, or where the fire re-
cording or fire control equipment is centralized, or
where other functions essential to the safe operation
of the craft such as propulsion control, public address,
stabilization systems, etc., are located.
1.4.17 "Convention" means the International Con-
vention for the Safety of Life at Sea, 1974, as
amended.
1.4.18 "Crew accommodation" are those spaces
allocated for the use of the crew, and include cabins,
sick bays, offices, lavatories, lounges and similar
spaces.
1.4.19 "Critical design conditions" means the limit-
ing specified conditions, chosen for design purposes,
which the craft shall keep in displacement mode. Such
conditions shall be more severe than the "worst in-
tended conditions" by a suitable margin to provide for
adequate safety in the survival condition.
1.4.20 "Datum" means a watertight deck or equiva-
lent structure of a non-watertight deck covered by a
weathertight structure of adequate strength to main-
tain the weathertight integrity and fitted with weather-
tight closing appliances.
1.4.21 "Design waterline" means the waterline cor-
responding to the maximum operational weight of the
craft with no lift or propulsion machinery active and is
limited by the requirements of Sections 2 and 3.
1.4.22 "Displacement mode" means the regime,
whether at rest or in motion, where the weight of the
craft is fully or predominantly supported by hydro-
static forces.
1.4.23 "Failure Mode and Effect Analysis (FMEA)"
is an examination, in accordance with annex 4, of the
craft's system and equipment to determine whether
any reasonably probable failure or improper opera-
tion can result in a hazardous or catastrophic effect.
1.4.24 "Fire Test Procedures Code (FTP Code)"
means the International Code for Application of Fire
Test Procedures, as defined in chapter II-2 of the
Convention.
1.4.25 "Flap" means an element formed as inte-
grated part of, or an extension of, a foil, used to adjust
the hydrodynamic or aerodynamic lift of the foil.
1.4.26 "Flashpoint" means a flashpoint determined
by a test using the closed-cup apparatus referenced in
the International Maritime Dangerous Goods (IMDG)
Code.
Chapter 1 Section 1 General Comments and Requirements
Page 1–4
1.4.27 "Foil" means a profiled plate or three dimen-
sional construction at which hydrodynamic lift is gen-
erated when the craft is under way.
1.4.28 "Fully submerged foil" means a foil having
no lift components piercing the surface of the water in
the foil-borne mode.
1.4.29 "Galleys" are those enclosed spaces contain-
ing cooking facilities with exposed heating surfaces,
or which have any cooking or food heating appli-
ances each having a power of more than 5 kW.
1.4.30 "High-speed craft" is a craft capable of
maximum speed, in metres per second (m/s), equal to
or exceeding:
3.7∇ 0.1667
where:
∇ = volume of displacement corresponding to the
design waterline (m3)
excluding craft the hull of which is supported com-
pletely clear above the water surface in non-
displacement mode by aerodynamic forces generated
by ground effect.
1.4.31 "Hydrofoil craft" is a craft the hull of which
is supported completely clear above the water surface
in non-displacement mode by hydrodynamic forces
generated on foils.
1.4.32 “IMDG Code” means the International
Maritime Dangerous Goods (IMDG) Code as defined
in chapter VII of the Convention.
1.4.33 "Length (L)" means the overall length of the
underwater watertight envelope of the rigid hull, ex-
cluding appendages, at or below the design waterline
in the displacement mode with no lift or propulsion
machinery active.
1.4.34 "Lightweight" is the displacement of the craft
in tonnes without cargo, fuel, lubricating oil, ballast
water, fresh water and feedwater in tanks, consumable
stores, passengers and crew and their effects.
1.4.35 "Life-Saving Appliances Code (LSA Code)"
means the International Life-Saving Appliance Code
as defined in chapter III of the Convention.
1.4.36 “Machinery spaces” are spaces containing
internal combustion engines either used for main
propulsion or having an aggregate total power output
of more than 110 kW, generators, oil fuel units, major
electrical machinery and similar spaces and trunks to
such spaces.
1.4.37 "Maximum operational weight" means the
overall weight up to which operation in the intended
mode is permitted by the Administration.
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GL 2012
1.4.38 "Maximum speed" is the speed achieved at
the maximum continuous propulsion power for which
the craft is certified at maximum operational weight
and in smooth water.
1.4.39 "Non-displacement mode" means the normal
operational regime of a craft when non-hydrostatic
forces substantially or predominantly support the
weight of the craft.
1.4.40 "Oil fuel unit" includes any equipment for the
preparation of oil fuel and delivery of oil fuel, heated
or not, to boilers and engines (including gas turbines)
at a pressure of more than 0,18 N/mm2.
1.4.41 "Open ro-ro spaces" are those ro-ro spaces:
.1 to which any passengers carried have access;
and
.2 either:
.2.1 are open at both ends; or
.2.2 have an opening at one end and are provided
with permanent openings distributed in the side
plating or deckhead or from above, having a
total area of at least 10 % of the total area of
the space sides.
1.4.42 "Operating limitations" means the craft limi-
tations in respect of handling, controllability and
performance and the craft operational procedures
within which the craft is to operate.
1.4.43 "Operating compartment" means the en-
closed area from which the navigation and control of
the craft is exercised.
1.4.44 "Operating station" means a confined area of
the operating compartment equipped with necessary
means for navigation, manoeuvring and communica-
tion, and from where the functions of navigating, ma-
noeuvring, communication, commanding, conning and
lookout are carried out.
1.4.45 "Organization" means the International
Maritime Organization.
1.4.46 "Passenger" is every person other than:
.1 the master and members of the crew or other
persons employed or engaged in any capacity
on board a craft on the business of that craft;
and
.2 a child under one year of age.
1.4.47 "Passenger craft" is a craft which carries
more than twelve passengers.
1.4.48 "Place of refuge" is any naturally or artifi-
cially sheltered area which may be used as a shelter
I - Part 3 Section 1 General Comments and Requirements
GL 2012
by a craft under conditions likely to endanger its
safety.
1.4.49 "Public spaces" are those spaces allocated
for the passengers and include bars, refreshment ki-
osks, smoke rooms, main seating areas, lounges, din-
ing rooms, recreation rooms, lobbies, lavatories and
similar spaces, and may include sales shops.
1.4.50 "Refreshment kiosks" are those spaces which
are not enclosed, serving refreshments and containing
food warming equipment having a total power of 5 kW
or less and with an exposed heating surface tempera-
ture not above 150 ºC.
1.4.51 "Ro-ro craft" is a craft fitted with one or
more ro-ro spaces.
1.4.52 "Ro-ro spaces" are spaces not normally sub-
divided in any way and normally extending to either a
substantial length or the entire length of the craft in
which motor vehicles with fuel in their tanks for their
own propulsion and/or goods (packaged or in bulk, in
or on rail or road cars, vehicles (including road or
rail tankers), trailers, containers, pallets, demountable
tanks or in or on similar stowage units or other recep-
tacles) can be loaded and unloaded, normally in a
horizontal direction.
1.4.53 "Service spaces" are those enclosed spaces
used for pantries containing food warming equipment
but no cooking facilities with exposed heating sur-
faces, lockers, sales shops, store-rooms and enclosed
baggage rooms. Such spaces containing no cooking
appliances may contain:
.1 coffee automats, toasters, dish washers, mi-
crowave ovens, water boilers and similar ap-
pliances, each of them with a maximum power
of 5 kW; and
.2 electrically heated cooking plates and hot
plates for keeping food warm, each of them
with a maximum power of 2 kW and a surface
temperature not above 150 °C.
1.4.54 "Significant wave height" is the average
crest-to-trough height of the highest one third of the
zero-upcrossing waves in a specified period.
1.4.55 "Special category spaces" are those enclosed
ro-ro spaces to which passengers have access. Special
category spaces may be accommodated on more than
one deck provided that the total overall clear height
for vehicles does not exceed 10 m.
1.4.56 "Surface-effect ship" (SES) is an air-cushion
vehicle whose cushion is totally or partially retained
by permanently immersed hard structures.
1.4.57 "Transitional mode" means the regime be-
tween displacement and non-displacement modes.
Chapter 1
Page 1–5
1.4.58 "Watertight" in relation to a structure means
capable of preventing the passage of water through
the structure in any direction under the head of water
likely to occur in the intact or damaged condition.
1.4.59 "Weather deck" is a deck which is completely
exposed to the weather from above and from at least
two sides.
1.4.60 "Weathertight" means that water will not
penetrate into the craft in any wind and wave condi-
tions up to those specified as critical design condi-
tions.
1.4.61 "Worst intended conditions" means the speci-
fied environmental conditions within which the inten-
tional operation of the craft is provided for in the
certification of the craft. This shall take into account
parameters such as the worst conditions of wind force
allowable, significant wave height (including unfa-
vourable combinations of length and direction of
waves), minimum air temperature, visibility and depth
of water for safe operation and such other parameters
as the Administration may require in considering the
type of craft in the area of operation.
C1.4.62 “Approved type” means the status conferred
by GL on a particular and clearly identified material,
item of equipment or process, shown by design as-
sessment to meet all the stipulations of GL Rules for
the specified application(s).
C1.4.63 “Small waterplane area twin hull” (SWATH)
is a craft for which the weight is substantially sup-
ported by a submerged twin hull connected to the
emerging part of the craft by struts with a small wa-
terplane area.
1.5 Surveys
C1.5 In respect of Classification the survey require-
ments in accordance with the GL Rules Classification
and Surveys (I-0-0) apply.
1.5.1 Each craft shall be subject to the surveys
specified below:
.1 an initial survey before the craft is put in ser-
vice or before the Certificate is issued for the
first time;
.2 a renewal survey at intervals specified by the
Administration but not exceeding 5 years ex-
cept where 1.8.5 or 1.8.10 is applicable;
.3 a periodical survey within three months before
or after each anniversary date of the Certifi-
cate; and
.4 an additional survey as the occasion arises.
Chapter 1 Section 1 General Comments and Requirements
Page 1–6
1.5.2 The surveys referred to in 1.5.1 shall be car-
ried out as follows:
.1 the initial survey shall include:
.1.1 an appraisal of the assumptions made and
limitations proposed in relation to loadings,
environment, speed and maneuverability;
.1.2 an appraisal of the data supporting the safety
of the design, obtained, as appropriate, from
calculations, tests and trials;
.1.3 a failure mode and effect analysis as required
by this Code;
.1.4 an investigation into the adequacy of the vari-
ous manuals to be supplied with the craft; and
.1.5 a complete inspection of the structure, safety
equipment, radio installations and other
equipment, fittings, arrangements and mate-
rials to ensure that they comply with the
requirements of the Code, are in satisfactory
condition and are fit for the service for which
the craft is intended;
.2 the renewal and periodical surveys shall
include a complete inspection of the struc-
ture, including the outside of the craft's bot-
tom and related items, safety equipment,
radio installations and other equipment as
referred to in 1.5.2.1 to ensure that they com-
ply with the requirements of the Code, are in
satisfactory condition and are fit for the ser-
vice for which the craft is intended. The in-
spection of the craft's bottom shall be con-
ducted with the craft out of the water under
suitable conditions for close-up examination
of any damaged or problem areas; and
.3 an additional survey, either general or par--
tial according to the circumstances, shall be
made after a repair resulting from investiga-
tions prescribed in 1.7.3, or wherever any
important repairs or renewals are made. The
survey shall be such as to ensure that the
necessary repairs or renewals have been
effectively made, that the material and work
manship of such repairs or renewals are in
all respects satisfactory, and that the craft
complies in all respects with the requirements
of the Code.
1.5.3 The periodical surveys referred to in 1.5.1.3
shall be endorsed on the High-Speed Craft Safety
Certificate.
1.5.4 The inspection and survey of the craft, so far
as regards the enforcement of the provisions of the
Code, shall be carried out by officers of the Admini-
stration. The Administration may, however, entrust the
inspections and surveys either to surveyors nominated
for the purpose or to organizations recognized by it.
I - Part 3
GL 2012
1.5.5 An Administration nominating surveyors or
recognizing organizations to conduct inspections and
surveys as set forth in 1.5.4 shall, as a minimum, em-
power any nominated surveyor or recognized organi-
zation to:
.1 require repairs to a craft; and
.2 carry out inspections and surveys if requested
by the appropriate authorities of a port State.
The Administration shall notify the Organization of
the specific responsibilities and conditions of the au-
thority delegated to nominated surveyors or recog-
nized organizations.
1.5.6 When an nominated surveyor or recognized
organization determines that the condition of the craft
or its equipment does not correspond substantially
with the particulars of the Certificate or is such that
the craft is not fit to operate without danger to the
craft or persons on board, such surveyor or organiza-
tion shall immediately ensure that corrective action is
taken and shall, in due course, notify the Administra-
tion. If such corrective action is not taken the Certifi-
cate shall be withdrawn and the Administration shall
be notified immediately; and, if the craft is in an area
under the jurisdiction of another Government, the
appropriate authorities of the port State shall be noti-
fied immediately.
When an officer of the Administration, a nominated
surveyor or a recognized organization has notified the
appropriate authorities of the port State, the Govern-
ment of the port Sate concerned shall give such offi-
cer, surveyor or organization any necessary assis-
tance to carry out their obligations under this section.
When applicable, the Government of the port State
concerned shall ensure that the craft shall not con-
tinue to operate until it can do so without danger to
the craft or the persons on board.
1.5.7 In every case, the Administration shall fully
guarantee the completeness and efficiency of the in-
spection and survey, and shall undertake to ensure the
necessary arrangements to satisfy this obligation.
1.6 Approvals
The owner of a craft shall accept the obligation to
supply sufficient information to enable the Administra-
tion to fully assess the features of the design. It is
strongly recommended that the Company and the
Administration and, where appropriate, the port State
or States shall commence discussions at the earliest
possible stage so that the Administration may fully
evaluate the design in determining what additional or
alternative requirements shall be applied to the craft,
to achieve the required level of safety.
1.7 Maintenance of Conditions after Survey
1.7.1 The condition of the craft and its equipment
shall be maintained to conform with the provisions of
this Code to ensure that the craft in all respects will
I - Part 3 Section 1 General Comments and Requirements
GL 2012
remain fit to operate without danger to the craft or the
persons on board.
C1.7.1 With reference to 1.7.1, the above responsibil-
ity lies with the Owner of the craft (or his representa-
tive).
1.7.2 After any survey of the craft corresponding to
1.5 has been completed, no change shall be made to
structure, equipment, fittings, arrangements and mate-
rials covered by the survey, without the sanction of the
Administration.
1.7.3 Whenever an accident occurs to a craft or a
defect is discovered, either of which affects the safety
of the craft or the efficiency or completeness of struc-
ture, equipment, fittings, arrangements and materials,
the person in charge or owner of the craft shall report
at the earliest opportunity to the Administration, the
nominated surveyor or recognized organization re-
sponsible, who shall cause investigations to be initi-
ated to determine whether a survey, as required by
1.5, is necessary. If the craft is in an area under the
jurisdiction of another Government, the person in
charge or the owner shall also report immediately to
the appropriate authorities of the port State and the
nominated surveyor or recognized organization shall
ascertain that such a report has been made.
C1.7.3 With reference to 1.7.2 and 1.7.3, it is the
Owner's responsibility to inform GL of any modifica-
tion, damage or repair affecting the class of the craft.
1.8 High-Speed Craft Safety Certificate
1.8.1 A Certificate called a High-Speed Craft
Safety Certificate is issued after completion of an
initial or renewal survey to a craft which complies
with the requirements of the Code. The Certificate
shall be issued or endorsed either by the Administra-
tion or by any person or organization recognized by it.
In every case, that Administration assumes full re-
sponsibility for the Certificate. On all craft, all Cer-
tificates issued under this Section, or certified copies
thereof, shall be carried on the craft. Except where the
flag State is a Party to the 1988 SOLAS Protocol, a
copy of each of these Certificates shall be posted up in
a prominent and accessible place in the craft.
1.8.2 A Contracting Government to the Convention
may, at the request of the Administration, cause a
craft to be surveyed and, if satisfied that the require-
ments of the Code are compiled with, shall issue or
authorize the issue of a Certificate to the craft and,
where appropriate, endorse or authorize the endorse-
ment of a Certificate on the craft in accordance with
the Code. Any Certificate so issued shall contain a
statement to the effect that it has been issued at the
request of the Government of the State the flag of
which the craft is entitled to fly, and it shall have the
same force and receive the same recognition as a
Certificate issued under 1.8.1.
1.8.3 The Certificate shall be that of the model
given in the annex 1 to the Code. If the language used
Chapter 1
Page 1–7
is not English, French or Spanish, the text shall in-
clude a translation into one of these languages.
1.8.4 The High-Speed Craft Safety Certificate shall
be issued for a period specified by the Administration
which shall not exceed 5 years.
1.8.5 Notwithstanding the requirements of 1.8.4,
when the renewal survey is completed within three
months before the expiry date of the existing Certifi-
cate, the new Certificate shall be valid from the date
of completion of the renewal survey to a date not ex-
ceeding 5 years from the date of expiry of the existing
Certificate.
1.8.6 When the renewal survey is completed after
the expiry date of the existing Certificate, the new
Certificate shall be valid from the date of completion
of the renewal survey to a date not exceeding 5 years
from the date of expiry of the existing Certificate.
1.8.7 When the renewal survey is completed more
than 3 months before the expiry date of the existing
Certificate, the new Certificate shall be valid from the
date of completion of the renewal survey to a date not
exceeding 5 years from the date of completion of the
renewal survey.
1.8.8 If a Certificate is issued for a period of less
than 5 years, the Administration may extend the valid-
ity of the Certificate beyond the expiry date to the
maximum period specified in 1.8.4, provided that the
surveys when a Certificate is issued for a period of 5
years are carried out.
1.8.9 If a renewal survey has been completed and a
new Certificate cannot be issued or placed on board
the craft before the expiry date of the existing Certifi-
cate, the person or organization authorized by the
Administration may endorse the existing Certificate
and such a Certificate shall be accepted as valid for a
further period which shall not exceed 5 months from
the expiry date.
1.8.10 If a craft, at the time when a Certificate ex-
pires, is not in the place in which it is to be surveyed,
the Administration may extend the period of validity of
the Certificate but this extension shall be granted only
for the purpose of allowing the craft to proceed to the
place in which it is to be surveyed, and then only in
cases where it appears proper and reasonable to do
so. No Certificate shall be extended for a period
longer than one month, and a craft to which an exten-
sion is granted shall not, on its arrival in the place in
which it is to be surveyed, be entitled by virtue of such
extension to leave that place without having a new
Certificate. When the renewal survey is completed, the
new Certificate shall be valid to a date not exceeding
5 years from the date of expiry of the existing Certifi-
cate before the extension was granted.
1.8.11 In special circumstances, as determined by
the Administration, a new Certificate need not be
dated from the date of expiry of the existing Certificate
Chapter 1 Section 1 General Comments and Requirements
Page 1–8
as required by 1.8.6 or 1.8.10. In these circumstances,
the new Certificate shall be valid to a date not exceed-
ing 5 years from the date of completion of the renewal
survey.
1.8.12 If a periodical survey is completed before the
period specified in 1.5 then:
.1 the anniversary date shown on the relevant
Certificate shall be amended by endorsement
to a date which shall not be more than 3
months later than the date on which the sur-
vey was completed;
.2 the subsequent periodical survey required by
1.5 shall be completed at the intervals pre-
scribed by 1.5 using the new anniversary
date; and
.3 the expiry date may remain unchanged pro-
vided one or more periodical surveys are
carried out so that the maximum intervals
between the surveys prescribed by 1.5.1.3 are
not exceeded;
1.8.13 A Certificate issued under 1.8.1 or 1.8.2 shall
cease to be valid in any of the following cases:
.1 if the relevant surveys are not completed with
the periods specified in 1.5.1;
.2 if the Certificate is not endorsed in accordance
with 1.5.3;
.3 upon transfer of the craft to the flag of an-
other State. A new Certificate shall only be
issued when the Government issuing the new
Certificate is fully satisfied that the craft is in
compliance with the requirements of 1.7.1
and 1.7.2. In the case of a transfer between
Governments that are Contracting Govern-
ments to the Convention if requested within 3
months after the transfer has taken place, the
Government of the State whose flag the craft
was formerly entitled to fly shall, as soon as
possible, transmit to the Administration a
copy of the Certificate carried by the craft
before the transfer and, if available, copies of
the relevant survey reports.
1.8.14 The privileges of the Code may not be
claimed in favour of any craft unless it holds a valid
Certificate.
1.9 Permit to Operate High-Speed Craft
1.9.1 The craft shall not operate commercially
unless a Permit to Operate High-Speed Craft is issued
and valid in addition to the High-Speed Craft Safety
Certificate.
1.9.1.1 On all craft, transit voyages may be under-
taken without a valid Permit to Operate High-Speed
Craft provided the craft is not operating commercially
with passengers or cargo onboard. For the purpose of
this provision, these transit voyages include delivery
I - Part 3
GL 2012
voyages, i.e., builder’s port to base port, and voyages
for repositioning purposes, i.e., change of base port
and/or route. Such transit voyages in excess of the
limits set out in this Code may be undertaken provided
that:
.1 the craft has a valid High-Speed Craft Safety
Certificate or similar before the start of such a
voyage;
.2 the operator has developed a safety plan for
the voyage including any temporary accommo-
dation and all relevant matters listed in 18.1.3
to ensure that the craft is capable of safely
completing the transit voyage;
.3 the master of the craft is provided with the
materials and information necessary to operate
the craft safely during the transit voyage; and
.4 the Administration is satisfied that arrange-
ments have been made for the safe conduct of
the voyage.
1.9.2 The Permit to Operate High-Speed Craft
shall be issued by the Administration to certify com-
pliance with 1.2.2 to 1.2.7 and stipulate conditions of
the operation of the craft and drawn up on the basis of
the information contained in the route operational
manual specified in Section 18 of this Code.
1.9.3 Before issuing the Permit to Operate, the
Administration shall consult with each port State to
obtain details of any operational conditions associ-
ated with operation of the craft in that State. Any such
conditions imposed shall be shown by the Administra-
tion on the Permit to Operate and included in the
route operational manual.
1.9.4 A port State may inspect the craft and audit
its documentation for the sole purpose of verifying its
compliance with the matters certified by and condi-
tions associated with the Permit to Operate. Where
deficiencies are shown by such an audit, the Permit to
Operate ceases to be valid until such deficiencies are
corrected or otherwise resolved.
1.9.5 The provisions of 1.8 shall apply to the issue
and the period of validity of the Permit to Operate
High-Speed Craft.
1.9.6 The Permit to Operate High-Speed Craft
shall be that of the model given in annex 2 to this
Code. If the language used is not English, French or
Spanish, the text shall include a translation into one of
these languages.
1.9.7 In determining the worst intended conditions
and the operational limitations on all craft for inser-
tion in the Permit to Operate, the Administration shall
give consideration to all the parameters listed in an-
nex 12. The limitations assigned shall be those that
enable compliance with all of these factors.
I - Part 3 Section 1 General Comments and Requirements
GL 2012
1.10 Control
The provisions of regulation I/19 of the Convention
shall be applied to include the Permit to Operate
High-Speed Craft in addition to the Certificate issued
under 1.8.
1.11 Equivalents
1.11.1 Where this Code requires that a particular
fitting, material, appliance or apparatus, or type
thereof, shall be fitted or carried in a craft, or that any
particular provision shall be made, the Administration
may allow any other fitting, material, appliance or
apparatus, or type thereof, to be fitted or carried, or
any other provision to be made in the craft, if it is
satisfied by trial thereof or otherwise that such fitting,
material, appliance or apparatus, or type thereof, or
provision, is at least as effective as that required by
this Code.
1.11.2 Where compliance with any of the require-
ments of this Code would be impractical for the par-
ticular designs of the craft, the Administration may
substitute those with alternative requirements pro-
vided that equivalent safety is achieved. The Admini-
stration which allows any such substitution shall
communicate to the Organization Particulars of these
substitutions and the reasons therefor, which the Or-
ganization shall circulate to its Member Governments
for their information.
C1.11 For classification purposes equivalent arrange-
ments may be approved on a case-by-case basis.
1.12 Information to be made available
1.12.1 The Administration shall ensure that the
management of the company operating the craft has
provided the craft with adequate information and
guidance in the form of manuals to enable the craft to
be operated and maintained safely. These manuals
shall include a route operational manual, craft oper-
ating manual, maintenance manual and servicing
schedule. Such information shall be updated as neces-
sary.
1.12.2 The manuals shall contain at least the infor-
mation specified in Section 18, and shall be in a lan-
guage understood by the crew. Where this language is
not English, a translation into English shall be pro-
vided of at least the route operational manual and the
craft operating manual.
Chapter 1
Page 1–9
1.13 Further Developments
1.13.1 It is recognized that there is much ongoing
research and development in the design of high-speed
craft and that new types may emerge which have dif-
ferent geometry to that envisaged during the formula-
tion of this Code. It is important that this Code does
not restrict this progress and the development of new
designs.
1.13.2 A design may be produced which cannot
comply with the provisions of this Code. In such a
case the Administration shall determine the extent to
which the provisions of the Code are applicable to the
design and, if necessary, develop additional or alter-
native requirements to provide an equivalent level of
safety for the craft.
1.13.3 The foregoing shall be considered by the
Administration when assessing the granting of equiva-
lents under the Code.
1.14 Circulation of Safety Information
1.14.1 In the event that an Administration has cause
to investigate an accident involving a craft to which
this Code applies, that Administration shall provide a
copy of the official report to the Organization, which
will invite Member States to note the existence of the
report and to obtain a copy.
1.14.2 In the event that operational experience re-
veals structural or equipment failures affecting the
safety of a design, craft owners shall inform the Ad-
ministration.
1.15 Review of the Code
1.15.1 The Code shall be reviewed by the Organiza-
tion at intervals preferably not exceeding six years to
consider revision of existing requirements to take
account of new developments in design and technol-
ogy.
1.15.2 Where a new development in design and
technology has been found acceptable to an Admini-
stration, that Administration may submit particulars of
such development to the Organization for considera-
tion for incorporation into the Code during periodical
review.
I - Part 3 Section 2 Buoyancy, Stability and Subdivision Chapter 1
GL 2012 Page 2–1

Section 2

Buoyancy, Stability and Subdivision

Part A - General to transfer the craft safely to displacement

mode in case of any system malfunction.
C2.0 Documents to be submitted
2.1.2 Account shall be taken of the effect of icing
C2.0.1 The following drawings and documents are to in the stability calculations. An example of estab-
be submitted. To facilitate a smooth and efficient lished practice for ice accretion allowances is given
approval process they shall be submitted electroni- in annex 5 for the guidance of the Administration.
cally via GLOBE 1. In specific cases and following
prior agreement with GL they can also be submitted 2.1.3 For the purpose of this and other Sections,
in paper form in triplicate. unless expressly defined otherwise, the following
definitions apply:
.1 Hull, plotted and numerically;
.1 "Downflooding point" means any opening,
.2 Side contour, plotted and numerically; irrespective of size, that would permit passage
.3 Coordinates of non-watertight and non- of water through a water/weathertight struc-
weathertight openings; ture (e.g., opening windows), but excludes any
opening kept closed to an appropriate stan-
.4 Hydrostatic tables; dard of water/weathertightness at all times
other than when required for access or for op-
.5 Cross curve tables; eration of portable submersible bilge pumps in
.6 Data of boundaries of all subcompartments an emergency (e.g., non-opening windows of
and a plan in which these compartments are similar strength and weathertight integrity to
stated; the structure in which they are installed).

.7 Damage stability investigation, complete input .2 "Elsewhere" when applied to sill and coaming
and output data including initial loading con- heights in 2.2.7 and 2.2.8 is taken as applying
ditions; to all weathertight and watertight closures lo-
cated on or below the datum.
.8 Damage control plan;
.3 "Fully submerged foil" means a foil having no
.9 Inclining test report; lift components piercing the surface of the wa-
ter in the foil-borne mode.
.10 Intact stability booklet.
.4 "Monohull craft" means any craft which is not
C2.0.2 Further documentation may be required if a multihull craft.
deemed necessary by GL.
.5 "Multihull craft" means a craft which in any
2.1 General normally achievable operating trim or heel
angle, has a rigid hull structure which pene-
2.1.1 A craft shall be provided with: trates the surface of the sea over more than
one discrete area.
.1 stability characteristics and stabilization sys-
tems adequate for safety when the craft is op- .6 "Permeability" of a space means the percent-
erated in the non-displacement mode and dur- age of the volume of that space which can be
ing the transitional mode; occupied by water.
.7 "Skirt" means a downwardly extending, flexi-
.2 buoyancy and stability characteristics ade-
ble structure used to contain or divide an air
quate for safety where the craft is operated in cushion.
the displacement mode, both in the intact con-
dition and the damaged condition; and 2.1.4 Other means of demonstrating compliance
.3 stability characteristics in the non- with the requirements of any part of this Section may
displacement and transitional modes adequate be accepted, provided that the method chosen can be
shown to provide an equivalent level of safety. Such
methods may include:
––––––––––––––
1 Detailed information about the secured GL system GLOBE .1 mathematical simulation of dynamic behav-
can be found on GL’s website www.gl-group.com/globe. iour;
Chapter 1 Section 2 Buoyancy, Stability and Subdivision
Page 2–2
.2 scale model testing; and
.3 full-scale trials.
2.1.5 The adequacy of mathematical simulations
must first be demonstrated by correlation with full-
scale or model tests for the appropriate type of craft.
It may be appropriate to use mathematical simula-
tions to help to identify the more critical scenarios
for subsequent physical testing.2
2.1.6 Model or full-scale tests and/or calculations
(as appropriate) shall also include consideration of
the following known stability hazards to which high-
speed craft are known to be liable, according to craft
type:
.1 directional instability, which is often coupled
to roll and pitch instabilities;
.2 broaching and bow diving in following seas at
speeds near to wave speed, applicable to most
types;
.3 bow diving of planing monohulls and catama-
rans due to dynamic loss of longitudinal sta-
bility in relatively calm seas;
.4 reduction in transverse stability with increas-
ing speed of monohulls;
.5 porpoising of planing monohulls, being cou-
pled pitch and heave oscillations, which can
become violent;
.6 chine tripping, being a phenomenon of plan-
ing monohulls occurring when the immersion
of a chine generates a strong capsizing mo-
ment;
.7 plough-in of air-cushion vehicles, either longi-
tudinal or transverse, as a result of bow or
side skirt tuck-under or sudden collapse of
skirt geometry, which, in extreme cases, can
result in capsize;
.8 pitch instability of SWATH (small waterplane
area twin hull) craft due to the hydrodynamic
moment developed as a result of the water
flow over the submerged lower hulls;
.9 reduction in effective metacentric height (roll
stiffness) of surface effect ship (SES) in high
speed turns compared to that on a straight
course, which can result in sudden increases
in heel angle and/or coupled roll and pitch os-
cillations; and
.10 resonant rolling of SES in beam seas, which,
in extreme cases, can result in capsize.
––––––––––––––
2 Some mathematical simulation methods are not well suited to
accurate modelling of extreme events. For safety level 3 or 4, it
may be appropriate to use model testing as a precursor to, or
instead of, full-scale testing
I - Part 3
GL 2012
2.1.7 Suitable calculations shall be carried out
and/or tests conducted to demonstrate that, when
operating within approved operational limitations,
the craft will, after a disturbance causing roll, pitch,
heave or heel due to turning or any combination
thereof, return to the original attitude. Where calcu-
lations are employed, it shall first be shown that they
correctly represent dynamic behaviour within the
operational limitations of the craft.
C2.1.8 Arrangement of watertight bulkheads
.1 At least the following watertight bulkheads
are to be fitted in all craft:
− one collision bulkhead,
− one afterpeak bulkhead,
− one bulkhead at each end of the machinery space.
.2 The distance [m] of the collision bulkhead
from the forward perpendicular is to be between 0,05
L and 0,05 L + 3 m. The collision bulkhead is to be
fitted at least in places used for providing the reserve
of buoyancy used for proving compliance with the
intact and damage stability requirements of the pre-
sent HSC Rules.
.3 The collision bulkhead is to extend water-
tight up to the datum (bulkhead deck). Steps or re-
cesses may be permitted provided C2.1.7.2 are ob-
served.
.4 The remaining watertight bulkheads are, in
general, to extend to the datum. Wherever practica-
ble, they shall be situated in one frame plane, other-
wise those portions of decks situated between parts of
transverse bulkheads are to be watertight.
2.2 Intact Buoyancy and Watertight and
Weathertight Integrity
2.2.1 Buoyant spaces
2.2.1.1 All craft shall have a sufficient reserve of
buoyancy at the design waterline to meet the intact
and damage stability requirements of this Section.
The Administration may require a larger reserve of
buoyancy to permit the craft to operate in any of its
intended modes. This reserve of buoyancy shall be
calculated by including only those compartments that
are:
.1 watertight and situated below the datum, or
.2 watertight or weathertight and situated above
the datum.
I - Part 3 Section 2 Buoyancy, Stability and Subdivision
GL 2012
In considering the stability after damage, flooding
shall be assumed to occur until limited by watertight
boundaries in the equilibrium condition, and
weathertight boundaries in intermediate stages of
flooding and within the range of positive righting
lever required to satisfy the residual stability re-
quirements. Where a buoyant space may be subjected
to increased fluid pressure in the equilibrium position
after damage, the boundaries and associated open-
ings and penetrations of that space shall be designed
and constructed to prevent the passage of fluid under
that pressure.
Craft built in conformity with the requirements of
organizations recognised by the Administration, in
accordance with regulation XI/1 of the Convention
may be considered to possess adequate strength and
integrity.
2.2.1.2 Arrangements shall be provided for check-
ing the watertight or weathertight integrity of those
compartments taken into account in 2.2.1.1, and the
details incorporated in the Craft Operating Manual
required by 18.2.1.
2.2.2 Openings in watertight divisions
2.2.2.1 The number of openings in watertight bulk-
heads shall be reduced to the minimum compatible
with the design and proper working of the craft, and
all such doors shall be closed prior to departure of
the craft from the berth.
2.2.2.2 Doors in watertight bulkheads may be
hinged or sliding. They shall be shown by suitable
testing to be capable of maintaining the watertight
integrity of the bulkhead. Such testing shall be car-
ried out for both sides of the door and shall apply a
pressure head 10 % greater than that determined
from the minimum permissible height of a downflood-
ing opening. Testing may be carried out either before
or after the door is fitted into the craft but, where
shore testing is adopted, satisfactory installation in
the craft shall be verified by inspection and hose
testing.
2.2.2.3 Type approval may be accepted in lieu of
testing individual doors, provided the approval proc-
ess includes pressure testing to a head equal to, or
greater, than the required head (refer to 2.2.2.2).
2.2.2.4 All watertight doors shall be capable of
being operated when the craft is inclined up to 15°
and shall be fitted with means of indication in the
operating compartment showing whether they are
open or closed. All such doors shall be capable of
being opened and closed locally from each side of the
bulkhead.
2.2.2.5 Watertight doors shall remain closed when
the craft is at sea, except that they may be opened for
access. A notice shall be attached to each door to the
effect that it is not to be left open.
Chapter 1
Page 2–3
2.2.2.6 Watertight doors shall be capable of being
closed by remote control from the operating com-
partment in not less than 20 s and not more than 40s,
and shall be provided with an audible alarm, distinct
from other alarms in the area, which will sound for at
least 5 s but no more than 10 s before the doors begin
to move whenever the door is closed remotely by
power, and continue sounding until the door is com-
pletely closed. The power, control and indicators
shall be operable in the event of main power failure,
as required by regulation II-1/15.7.3 of the Conven-
tion. In passenger areas and areas where the ambient
noise exceeds 85 dB(A) the audible alarm shall be
supplemented by an intermittent visual signal at the
door. If the Administration is satisfied that such
doors are essential for the safe work of the craft,
hinged watertight doors having only local control
may be permitted for areas to which crew only have
access, provided they are fitted with remote indica-
tors as required by 2.2.2.4.
2.2.2.7 Where pipes, scuppers, electric cables, etc.
are carried through watertight divisions, the ar-
rangements for creating a watertight penetration
shall be of a type which has been prototype tested
under hydrostatic pressure equal to or greater than
that required to be withstood for the actual location
in the craft in which they are to be installed. The test
pressure shall be maintained for at least 30min and
there must be no leakage through the penetration
arrangement during this period.
The test pressure head shall be 10 % greater than
that determined from the minimum permissible height
of a downflooding opening. Watertight bulkhead
penetrations which are effected by continuous weld-
ing do not require prototype testing. Valves on scup-
pers from weathertight compartments, included in the
stability calculations, shall have arrangements for
remote closing from the operating station.
2.2.2.8 Where a ventilation trunk forms part of a
watertight boundary, the trunk shall be capable of
withstanding the water pressure that may be present
taking into account the maximum inclination angle
allowable during all stages of flooding.
C2.2.2.9 No doors, manholes, or access openings are
generally permitted in the collision bulkhead below
the datum. GL may authorize a single manhole in the
collision bulkhead, in each hull for catamaran, if
deemed necessary.
2.2.3 Inner bow doors
2.2.3.1 Where ro-ro craft are fitted with bow load-
ing openings, an inner bow door shall be fitted abaft
such openings, to restrict the extent of flooding in the
event of failure of the outer closure. This inner bow
door, where fitted, shall be:
.1 weathertight to the deck above, which deck
shall itself be weathertight forward to the bow
loading opening;
Chapter 1 Section 2 Buoyancy, Stability and Subdivision
Page 2–4
.2 so arranged as to preclude the possibility of a
bow loading door causing damage to it in the
case of damage to, or detachment of, the bow
loading door;
.3 forward of all positions on the vehicle deck in
which vehicles are intended to be carried; and
.4 part of a boundary designed to prevent flood-
ing into the remainder of the craft.
2.2.3.2 A craft may be exempted from the require-
ment for such an inner bow door where one of the
following applies:
.1 the vehicle loading deck at the inner bow door
position is above the design waterline by a
height more than the significant wave height
corresponding to the worst intended condi-
tions;
.2 it can be demonstrated using model tests or
mathematical simulations that when the craft
is proceeding at a range of speeds up to the
maximum attainable speed in the loaded con-
dition at all headings in long crested seas of
the greatest significant wave height corre-
sponding to the worst intended conditions, ei-
ther:
.2.1 the bow loading door is not reached by waves;
or
.2.2 having been tested with the bow loading door
open to determine the maximum steady state
volume of water which accumulates, it can be
shown by static analysis that, with the same
volume of water on the vehicle deck(s) the re-
sidual stability requirements of 2.6.11 and
2.13 or 2.15 are satisfied. If the model tests or
mathematical simulations are unable to show
that the volume of water accumulated reaches
a steady state, the craft shall be considered
not to have satisfied the conditions of this ex-
emption.
Where mathematical simulations are em-
ployed they shall already have been verified
against full-scale or model testing;
.3 bow loading openings lead to open ro-ro
spaces provided with guard-rails or having
freeing ports complying with 2.2.3.2.4 ;
.4 the deck of the lowest ro-ro space above the
design waterline is fitted on each side of the
deck with freeing ports evenly distributed
along the sides of the compartment. These
shall either be proven to be acceptable using
tests according to 2.2.3.2.2 above or comply
with the following:
.4.1 A ≥ 0.3 l
where :
I - Part 3
GL 2012
A = the total area of freeing ports on each
side of the deck in m² ; and
l = the length of the compartment in m;
.4.2 the craft shall maintain a residual freeboard
to the deck of the ro-ro space of at least 1 m in
the worst condition;
.4.3 such freeing ports shall be located within the
height of 0.6 m above the deck of the ro-ro
space, and the lower edge of the ports shall be
within 0.02 m above the deck of the ro-ro
space; and
.4.4 such freeing ports shall be fitted with closing
devices or flaps to prevent water entering the
deck of the ro-ro space whilst allowing water
which may accumulate on the deck of the ro-
ro space to drain.
2.2.4 Other provisions for ro-ro craft
2.2.4.1 All accesses in the ro-ro space that lead to
spaces below the deck shall have a lowest point
which is not less than the height required from the
tests conducted according to 2.2.3.2.2 or 3 m above
the design waterline.
2.2.4.2 Where vehicle ramps are installed to give
access to spaces below the deck of the ro-ro space,
their openings shall be capable of being closed
weathertight to prevent ingress of water below.
2.2.4.3 Accesses in the ro-ro space that lead to
spaces below the ro-ro deck and having a lowest
point which is less than the height required from the
tests conducted according to 2.2.3.2.2 or 3 m above
the design waterline may be permitted provided they
are watertight and are closed before the craft leaves
the berth on any voyage and remain closed until the
craft is at its next berth.
2.2.4.4 The accesses referred to in 2.2.4.2 and
2.2.4.3 above shall be fitted with alarm indicators in
the operating compartment.
2.2.4.5 Special category spaces and ro-ro spaces
shall be patrolled or monitored by effective means,
such as television surveillance, so that any movement
of vehicles in adverse weather conditions and unau-
thorised access by passengers thereto can be detected
whilst the craft is underway (refer to 7.8.3.1).
2.2.5 Indicators and surveillance
2.2.5.1 Indicators
Indicators shall be provided in the operating com-
partment for all shell doors, loading doors and other
closing appliances which, if left open or not properly
secured, could lead to major flooding in the intact
and damage conditions. The indicator system shall be
designed on the fail-safe principle and shall show by
visual alarms if the door is not fully closed or if any
of the securing arrangements are not in place and
I - Part 3 Section 2 Buoyancy, Stability and Subdivision
GL 2012
fully locked, and by audible alarms if such door or
closing appliance becomes open or the securing
arrangements become unsecured. The indicator panel
in the operating compartment shall be equipped with
a mode selection function 'harbour/sea voyage' so
arranged that an audible alarm is given in the oper-
ating compartment if the craft leaves harbour with
the bow doors, inner doors, stern ramp or any other
side shell doors not closed or any closing device not
in the correct position. The power supply for the
indicator systems shall be independent of the power
supply for operating and securing the doors.
2.2.5.2 Television surveillance
Television surveillance and a water leakage detection
system shall be arranged to provide an indication to
the operating compartment and to the engine control
station of any leakage through inner and outer bow
doors, stern doors or any other shell doors which
could lead to major flooding.
2.2.6 Integrity of superstructure
2.2.6.1 Where entry of water into structures above
the datum would significantly influence the stability
and buoyancy of the craft, such structures shall be:
.1 of adequate strength to maintain the weather-
tight integrity and fitted with weathertight
closing appliances; or
.2 provided with adequate drainage arrange-
ments; or
.3 an equivalent combination of both measures.
2.2.6.2 Weathertight superstructures and deck-
houses located above the datum shall in the outside
boundaries have means of closing openings with
sufficient strength such as to maintain weathertight
integrity in all damage conditions where the space in
question is not damaged. Furthermore, the means of
closing shall be such as to maintain weathertight
integrity in all operational conditions.
2.2.7 Doors, windows, etc., in boundaries of
weathertight spaces
2.2.7.1 Doors, windows, etc., and any associated
frames and mullions in weathertight superstructures
and deckhouses shall be weathertight and shall not
leak or fail at a uniformly applied pressure less than
that at which adjacent structure would experience
permanent set or fail. Conformity with the require-
ments of organizations recognized by the Administra-
tion in accordance with regulation XI/1 of the Con-
vention may be considered to possess adequate
strength.
2.2.7.2 For doors in weathertight superstructures,
hose tests shall be carried out with a water pressure
from the outside in accordance with specifications at
Chapter 1
Page 2–5
least equivalent to those acceptable to the Organiza-
tion 3 .
2.2.7.3 The height above the deck of sills to door-
ways leading to exposed decks shall be as high above
the deck as is reasonable and practicable, particu-
larly those located in exposed positions. Such sill
heights shall in general not be less than 100 mm for
doors to weathertight spaces on decks above the
datum, and 250 mm elsewhere. For craft of 30 m in
length and under, sill heights may be reduced to the
maximum which is consistent with the safe working of
the craft.
2.2.7.4 Windows shall not be permitted in the
boundaries of special category spaces or ro-ro
spaces or below the datum. If required by restrictions
in the Permit to Operate, forward facing windows, or
windows which may be submerged at any stage of
flooding shall be fitted with hinged or sliding storm
shutters ready for immediate use.
2.2.7.5 Side scuttles to spaces below the datum shall
be fitted with efficient hinged deadlights arranged
inside so that they can be effectively closed and se-
cured watertight.
2.2.7.6 No side scuttle shall be fitted in a position so
that its sill is below a line drawn parallel to and one
metre above the design waterline.
2.2.8 Hatchways and other openings
2.2.8.1 Hatchways closed by weathertight covers
The construction and the means for securing the
weathertightness of cargo and other hatchways shall
comply with the following:
.1 coaming heights shall in general not be less
than 100 mm for hatches to weathertight
spaces on decks above the datum, and 250 mm
elsewhere. For craft of 30 m in length and un-
der, coaming heights may be reduced to the
maximum which is consistent with the safe
working of the craft;
.2 the height of these coamings may be reduced,
or the coamings omitted entirely, on condition
that the Administration is satisfied that the
safety of the ship is not thereby impaired in
any sea conditions up to the worst intended
conditions. Where coamings are provided,
they shall be of substantial construction; and
.3 the arrangements for securing and maintain-
ing weathertightness shall ensure that the
tightness can be maintained in any sea condi-
tions up to the worst intended conditions.
––––––––––––––
3 Refer to ISO 6042 - Ships and Marine Technology – Weather-
tight single-leaf steel doors, or a similar standard.
Chapter 1 Section 2 Buoyancy, Stability and Subdivision
Page 2–6
2.2.8.2 Machinery space openings
2.2.8.2.1 Machinery space openings shall be properly
framed and efficiently enclosed by casings of ample
strength and, where the casings are not protected by
other structures, their strength shall be specially
considered. Access openings in such casings shall be
fitted with weathertight doors.
2.2.8.2.2 Heights of sills and coaming shall, in gen-
eral, not be less than 100 mm for openings to
weathertight spaces on decks above the datum, and
380 mm elsewhere. For craft of 30 m in length and
under, these heights may be reduced to the maximum
which is consistent with the safe working of the craft.
2.2.8.2.3 Machinery space ventilator openings shall
comply with the requirements of 2.2.8.4.2.
2.2.8.3 Miscellaneous openings in exposed decks
2.2.8.3.1 Manholes and flush scuttles on the datum
or within superstructures other than enclosed super-
structures shall be closed by substantial covers capa-
ble of being made watertight. Unless secured by
closely spaced bolts, the covers shall be permanently
attached.
2.2.8.3.2 Service hatches to machinery, etc. may be
arranged as flush hatches provided that the covers
are secured by closely spaced bolts, are kept closed
at sea, and are equipped with arrangements for port-
able guardrails.
2.2.8.3.3 Openings in exposed decks leading to
spaces below the datum or enclosed superstructures
other than hatchways, machinery space openings,
manholes and flush scuttles shall be protected by an
enclosed superstructure, or by a deckhouse or com-
panionway of equivalent strength and weathertight-
ness.
2.2.8.3.4 The height above the deck of sills to the
doorways in companionways shall, in general, not be
less than 100 mm for doors to weathertight spaces on
decks above the datum, and 250 mm elsewhere. For
craft of 30 m in length and under sill heights may be
reduced to the maximum which is consistent with the
safe working of the craft.
2.2.8.4 Ventilators
2.2.8.4.1 Ventilators to spaces below the datum or
decks of enclosed superstructures shall have substan-
tially constructed coamings efficiently connected to
the deck. Coaming heights shall in general not be less
than 100 mm for ventilators to weathertight spaces
on decks above the datum, and 380 mm elsewhere.
For craft of 30 m in length and under, coaming
heights may be reduced to the maximum which is
consistent with the safe working of the craft.
2.2.8.4.2 Ventilators the coamings of which extend
to more than one metre above the deck or which are
fitted to decks above the datum need not be fitted with
I - Part 3
GL 2012
closing arrangements unless they face forward or are
specifically required by the Administration.
2.2.8.4.3 Except as provided in 2.2.8.4.2, ventilator
openings shall be provided with efficient weathertight
closing appliances.
2.2.8.4.4 Ventilator openings shall face aft or ath-
wartships wherever practicable.
2.2.9 Scuppers, inlets and discharges
2.2.9.1 Discharges led through the shell either from
spaces below the datum or from within superstruc-
tures and deckhouses fitted above the datum shall be
fitted with efficient and accessible means for prevent-
ing water from passing inboard. Normally each sepa-
rate discharge shall have one automatic non-return
valve with a positive means of closing it from a posi-
tion above the datum. Where, however, the vertical
distance from the design waterline to the inboard end
of the discharge pipe exceeds 0.01L, the discharge
may have two automatic non-return valves without
positive means of closing, provided that the inboard
valve is always accessible for examination under
service conditions. Where that vertical distance ex-
ceeds 0.02L, a single automatic non-return valve
without positive means of closing may be accepted.
The means for operating the positive action valve
shall be readily accessible and provided with an
indicator showing whether the valve is open or
closed.
2.2.9.2 Valves on scuppers from weathertight com-
partments included in the stability calculations shall
be operable from the operating compartment.
2.2.9.3 In manned machinery spaces, main and
auxiliary sea inlets and discharges in connection with
the operation of machinery may be controlled locally.
Such controls shall be readily accessible and shall be
provided with indicators showing whether the valves
are open or closed. In unmanned machinery spaces,
main and auxiliary sea inlet and discharge controls
in connection with the operation of machinery shall
either:
.1 be located at least 50 % of the significant
wave height corresponding to the worst in-
tended conditions above the deepest flooded
waterline following damage specified in 2.6.6
to 2.6.10; or
.2 be operable from the operating compartment.
2.2.9.4 Scuppers leading from superstructures or
deckhouses not fitted with weathertight doors shall be
led overboard.
2.2.9.5 All shell fittings and the valves required by
this Code shall be of a suitable ductile material.
Valves of ordinary cast iron or similar material shall
not be acceptable.
I - Part 3 Section 2 Buoyancy, Stability and Subdivision
GL 2012
2.2.10 Air pipes
2.2.10.1 Main storage tanks containing flammable
liquids or tanks which can be pumped or filled from
the sea shall have air pipes which do not terminate in
enclosed spaces.
2.2.10.2 All air pipes extending to exposed decks
shall have a height from the deck to the point where
water may have access below of at least 300 mm
where the deck is less than 0.05L above the design
waterline, and 150 mm on all other decks.
2.2.10.3 Air pipes may discharge through the side of
the superstructure provided that this is at a height of
at least 0.02L above any waterline when the intact
craft is heeled to an angle of 15° or 0.02L above the
highest waterline at all stages of flooding as deter-
mined by the damaged stability calculations, which-
ever is higher.
2.2.10.4 All air pipes shall be equipped with weather-
tight closing devices that close automatically.
2.2.11 Freeing ports
2.2.11.1 Where bulwarks on weather decks form
wells, ample provision shall be made for rapidly
freeing the decks of water and for draining them. The
minimum freeing port area (A) on each side of the
craft for each well on the weather deck of the main
hull(s) shall be:
.1 where the length of bulwark (l) in the well is
20 m or less:
A = 0.7 + 0.035 l (m2); and
.2 where l exceeds 20 m:
A = 0.07l (m2),
and, in no case, l need be taken as greater than 0.7L.
If the bulwark is more than 1.2 m in average height,
the required area shall be increased by 0.004 m2 per
metre of length of well for each 0.1 m difference in
height. If the bulwark is less than 0.9 m in average
height, the required area shall be decreased by 0.004
m2 per metre of length of well for each 0.1 m differ-
ence in height.
2.2.11.2 Such freeing ports shall be located within
the height of 0.6 m above the deck and the lower edge
shall be within 0.02 m above the deck.
2.2.11.3 All such openings in the bulwarks shall be
protected by rails or bars spaced approximately 230
mm apart. If shutters are fitted to freeing ports, am-
ple clearance shall be provided to prevent jamming.
Hinges shall have pins or bearings of non-corrodible
material. If shutters are fitted with securing appli-
ances, these appliances shall be of approved con-
struction.
Chapter 1
Page 2–7
2.2.11.4 Craft, having superstructures which are
open in front or both ends, shall comply with the
provisions of 2.2.11.1.
2.2.11.5 In craft, having superstructures which are
open at the aft end, the minimum freeing port area
shall be:
A = 0.3b (m2)
where:
b = the breadth of the craft at the exposed
deck (m).
2.2.11.6 Ro-ro craft fitted with bow loading openings
leading to open vehicle spaces shall comply with the
provisions of 2.2.3.
2.3 Intact Stability in the Displacement Mode
2.3.1 Hydrofoil craft fitted with surface-piercing
foils and/or fully submerged foils shall have sufficient
stability under all permitted cases of loading to com-
ply with the relevant provisions of annex 6 and spe-
cifically maintain a heel angle of less than 10º when
subjected to the greater of the heeling moments in
1.1.2 and 1.1.4 of that annex.
2.3.2 Subject to 2.3.4, multihull craft other than
hydrofoil craft shall meet the relevant requirements
of annex 7 in all permitted cases of loading.
2.3.3 Subject to 2.3.4, monohull craft other than
hydrofoil craft shall meet the relevant requirements
of annex 8 in all permitted conditions of loading.
2.3.4 Where the characteristics of multihull craft
are inappropriate for application of annex 7 or the
characteristics of monohull craft are inappropriate
for application of annex 8, the Administration may
accept alternative criteria equivalent to those stipu-
lated, as appropriate to the type of craft and area of
operation. The requirements of annexes 7 and 8 may
be applied as indicated in the table below.
Table 2.3.4 Application of annexes 7 and 8 to
monohull and multihull craft
Angle of maximum GZ
GMT
≤ 25° > 25°
≤3m annex 7 or annex 8 annex 8
>3m annex 7 annex 7 or annex 8
where:
GMT = transverse metacentric height in the
loading condition corresponding to
the design waterline, corrected for
free surface effects (m)
GZ = righting lever
Chapter 1 Section 2 Buoyancy, Stability and Subdivision I - Part 3
Page 2–8 GL 2012

2.4 Intact Stability in the Non-Displacement Spaces Permeability

Mode
Appropriated to cargo or
60
stores
2.4.1 The requirements of this section and of 2.12 Occupied by
shall be applied on the assumption that any stabiliza- 95
accommodation
tion systems fitted are fully operational.
Occupied by machinery 85
Intended for liquids 0 or 95 4
2.4.2 The roll and pitch stability on the first
and/or any other craft of a series shall be qualita- Appropriated for cargo
90
tively assessed during operational safety trials as vehicles
required by Sections 17 and 18 and annex 9. The Void spaces 95
results of such trials may indicate the need to impose
operational limitations.
2.6.3 Notwithstanding 2.6.2, permeability deter-
mined by direct calculation shall be used where a
2.4.3 Where craft are fitted with surface-piercing more onerous condition results, and may be used
structure or appendages, precautions shall be taken where a less onerous condition results from that
against dangerous attitudes or inclinations and loss provided according to 2.6.2.
of stability subsequent to a collision with a sub-
merged or floating object. 2.6.4 The Administration may permit the use of
low-density foam or other media to provide buoyancy
in void spaces, provided that satisfactory evidence is
2.4.4 In designs where periodic use of cushion provided that any such proposed medium is the most
deformation is employed as a means of assisting craft suitable alternative and is:
control, or periodic use of cushion air exhausting to
atmosphere for purposes of craft manoeuvring, the .1 of closed-cell form if foam, or otherwise im-
effects upon cushion-borne stability shall be deter- pervious to water absorption;
mined, and the limitations on the use by virtue of
.2 structurally stable under service conditions;
craft speed or attitude shall be established.
.3 chemically inert in relation to structural mate-
rials with which it is in contact or other sub-
2.4.5 In the case of an air cushion vehicle fitted stances with which the medium is likely to be
with flexible skirts, it shall be demonstrated that the in contact (reference is made to 7.4.3.7); and
skirts remain stable under operational conditions.
.4 properly secured in place and easily remov-
able for inspection of the void spaces.
2.5 Intact Stability in the Transitional Mode
2.6.5 The Administration may permit void bottom
spaces to be fitted within the watertight envelope of
2.5.1 Under weather conditions up to the worst the hull without the provision of a bilge system or air
intended conditions, the time to pass from the dis- pipes provided that:
placement mode to the non-displacement mode and
vice versa shall be minimised unless it is demon- .1 the structure is capable of withstanding the
strated that no substantial reduction of stability oc- pressure head after any of the damages re-
curs during this transition. quired by this section;
.2 when carrying out a damage stability calcula-
tion in accordance with the requirements of
2.5.2 Hydrofoil craft shall comply with the rele-
this section, any void space adjacent to the
vant provisions of annex 6.
damaged zone shall be included in the calcu-
lation and the criteria in 2.6, 2.13 and 2.15
complied with;
2.6 Buoyancy and Stability in the Displacement
Mode following Damage .3 the means by which water which has leaked
into the void space is to be remove d shall be
included in the craft operating manual re-
2.6.1 The requirements of this Section apply to all quired by Section 18; and
permitted conditions of loading.

2.6.2 For the purpose of making damage stability

calculations, the volume and surface permeabilities ––––––––––––––
shall be, in general, as follows: 4 whichever results in the more severe requirements
I - Part 3 Section 2 Buoyancy, Stability and Subdivision
GL 2012
.4 adequate ventilation is provided for inspection
of the space under consideration as required
by 2.2.1.2.
.5 void spaces filled with foam or modular buoy-
ancy elements or any space without a venting
system are considered to be void spaces for
the purposes of this paragraph, provided such
foam or elements fully comply with 2.6.4.
2.6.6 Any damage of a lesser extent than that
postulated in 2.6.7 to 2.6.10, as applicable, which
would result in a more severe condition shall also be
investigated.
2.6.7 Extent of side damage
The following side damage shall be assumed any-
where on the periphery of the craft:
.1 the longitudinal extent of damage shall be
0.75 ∇ 1/3, or (3 m + 0.225 ∇ 1/3), or 11 m,
whichever is the least;
.2 the transverse extent of penetration into the
craft shall be 0.2 ∇ 1/3. However, where the
craft is fitted with inflated skirts or with non-
buoyant side structures, the transverse extent
of penetration shall be at least 0.12 ∇ 1/3 into
the main buoyancy hull or tank structure; and
.3 the vertical extent of damage shall be taken
for the full vertical extent of the craft,
where:
∇ = volume of displacement corresponding
to the design waterline (m3).
The damage described in this paragraph shall be
assumed to have the shape of a parallelepiped. 5
Applying this to figure 2.6.7 a, the inboard face at its
mid-length shall be tangential to, or otherwise touch-
ing in a least 2 places, the surface corresponding to
the specified transverse extent of penetration, as
illustrated in figure 2.6.7 a.
Side damage shall not transversely penetrate a
greater distance than the extent of 0.2∇ 1/3 at the
design waterline, except where a lesser extent is
provided for in 2.6.7.2. Refer to figures 2.6.7b and c.
If considering a multihull, the periphery of the craft is
considered to only be the surface of the shell encom-
passed by the outboard surface of the outermost hull
at any given section.
2.6.8 Extent of bow and stern damage
2.6.8.1 The following extents of damage are to be
applied to bow and stern, as illustrated in figure
2.6.8:
––––––––––––––
5 A parallelepiped is defined as “a solid contained by parallelo-
grams” and a parallelogram is defined as “a four-sided recti-
linear figure whose opposite sides are parallel”.
Chapter 1
Page 2–9
.1 at the fore end, damage to the area defined as
Abow in 4.4.1, the aft limit of which being a
transverse vertical plane, provided that this
area need not extend further aft from the for-
ward extremity of the craft’s watertight enve-
lope than the distance defined in 2.6.7.1; and
.2 at the aft end, damage to the area aft of a
transverse vertical plane at a distance 0.2∇ 1/3
forward of the aft extremity of the watertight
envelope of the hull.
2.6.8.2 The provisions of 2.6.6 in relation to dam-
age of lesser extent remain applicable to such dam-
age.
2.6.9 Extent of bottom damage in areas vulnerable
to raking damage
2.6.9.1 Application
.1 Any part of the surface of the hull(s) is consid-
ered to be vulnerable to raking damage if:
.1 it is in contact with the water at 90 % of
maximum speed in smooth water, and
.2 it also lies below two planes which are
perpendicular to the craft centreline plane
and at heights as shown in figure 2.6.8.1.
For multihulls, individual hulls shall be
considered separately.
.2 Raking damage shall be assumed to occur
along any fore-and-aft line on the surface of
the hull(s) between the keel and the upper
limit defined in the figure below:
.3 Damage shall not be applied at the same time
as that defined in 2.6.7 or 2.6.9.
where:
T = maximum draught of the hull (each hull
considered individually in the case of
multihulls) to the design waterline, ex-
cluding any no buoyant structure, pro-
vided that structures such as single plate
skegs or solid metal appendages shall be
considered to be non-buoyant and thus
exluded.
2.6.9.2 Extent
2.6.9.2.1 Two different longitudinal extents shall be
considered separately:
.1 55 % of the length L, measured from the
most forward point of the underwater
buoyant volume of each hull; and
.2 a percentage of the length L, applied any-
where in the length of the craft, equal to
35 % for craft where L = 50 m and over
and equal to ( L/2 + 10) % for craft where
L is less than 50 m.
Chapter 1 Section 2 Buoyancy, Stability and Subdivision I - Part 3
Page 2–10 GL 2012

Transverse extent
of penetration CL
Transverse extent
of penetration

Longitudinal
extent of damage

Figure 2.6.7 a

Transverse extent
of penetration

Design
waterline Damage of less than maximum
vertical extent
Damage penetration limited below
design waterline by a vertical line

CL

Figure 2.6.7 b

Transverse extent
of penetration Damage of less than
maximum vertical
extent

Design
waterline

Damage penetration limited

below design waterline by a
vertical line

CL

Figure 2.6.7 c
I - Part 3 Section 2 Buoyancy, Stability and Subdivision Chapter 1
GL 2012 Page 2–11

Deck area = Abow

0.2 Ñ1/3 Transverse vertical planes

Figure 2.6.8

This line is parallel to

the design waterline
0.3 T T Design waterline

This area is
vulnerable to 0.5 L
raking damage
L

Figure 2.6.8.1

2.6.9.2.2 Except as provided below, the penetration
normal to the shell shall be 0.04∇ 1/3 or
0.5 m, whichever is the lesser, in association with a
girth along the shell equal to 0.1∇ 1/3, where ∇ is the
volume of displacement corresponding to the design
waterline (m3). However this penetration or girth
shall under no circumstances extend above the verti-
cal extent of the vulnerable area as specified in
2.6.8.1.1.
2.6.9.2.3 The shape of damage shall be as-
sumed to be rectangular in the transverse plane as
illustrated in figure 2.6.9.2 below. Damage is to be
assumed at a series of sections within the defined
longitudinal extent in accordance with figure 2.6.9.2,
the mid-point of the damaged girth being maintained
at a constant distance from the centreline throughout
that longitudinal extent.
Penetration normal
to the shell
Limit of penetration
Girth along
the shell
Figure 2.6.9.2
2.6.10 Extent of bottom damage in areas not vul-
nerable to raking damage
2.6.10.1 Application
This applies to all parts of the hull(s) below the de-
sign waterline which are not defined as vulnerable to
raking damage in 2.6.8.1. Damage shall not be ap-
plied at the same time as that defined in 2.6.7 or
2.6.8.
2.6.10.2 Extent
The following extent of damage shall be assumed:
.1 the length of damage in the fore-and-aft direc-
tion shall be 0.75 ∇ 1/3, or (3 m + 0.225 ∇ 1/3),
or 11 m whichever is the least;
.2 the athwartships girth of damage shall be
0.2 ∇ 1/3; and
.3 the depth of penetration normal to the shell
shall be 0.02 ∇ 1/3, where:
∇ = volume of displacement corresponding to
the design waterline (m3).
.4 the shape of damage shall be assumed to be
rectangular in the plane of the shell of the
craft, and rectangular in the transverse plane
as illustrated in figure 2.6.9.2.
2.6.11 In applying 2.6.8 and 2.6.9 to multihull
craft, an obstruction at or below the design waterline
of up to 7 m width shall be considered in determining
Chapter 1 Section 2 Buoyancy, Stability and Subdivision
Page 2–12
the number of hulls damaged at any one time. The
requirement of 2.6.6 shall also be applied.
2.6.12 Following any of the postulated damages
detailed in 2.6.6 to 2.6.10, the craft in still water
shall have sufficient buoyancy and positive stability
to simultaneously ensure that:
.1 for all craft other than amphibious air-cushion
vehicles, after flooding has ceased and a state
of equilibrium has been reached, the final wa-
terline is below the level of any opening
through which further flooding could take
place by at least 50 % of the significant wave
height corresponding to the worst intended
conditions;
.2 for amphibious air-cushio n vehicles, after
flooding has ceased and a state of equilibrium
has been reached, the final waterline is below
the level of any opening through which further
flooding could take place by at least 25 % of
the significant wave height corresponding to
the worst intended conditions;
.3 there is a positive freeboard from the damage
waterline to survival craft embarkation posi-
tions;
.4 essential emergency equipment, emergency
radios, power supplies and public address sys-
tems needed for organizing the evacuation
remain accessible and operational;
.5 the residual stability of craft meets the appro-
priate criteria as laid out in annexes 7 and 8
according to table 2.3.4. Within the range of
positive stability governed by the criteria of
annexes 7 or 8, no unprotected opening shall
be submerged.
2.6.13 Downflooding openings referred to in
2.6.11.1 and 2.6.11.2 shall include doors and hatches
which are used for damage control or evacuation
procedures, but may exclude those which are closed
by means of weathertight doors and hatch covers and
not used for damage control or evacuation proce-
dures.
2.7 Inclining and Stability Information
2.7.1 Every craft, on completion of build, shall be
inclined and the elements of its stability determined.
When an accurate inclining is not practical, the
lightweight displacement and centre of gravity shall
be determined by a lightweight survey and accurate
calculation.
2.7.2 On all craft, where an accurate inclining
experiment is impractical owing to the height of the
centre of gravity (VCG or KG) being less than one
third of the transverse metacentric height (GMT), the
Administration may accept estimation of KG by de-
tailed calculation in place of an inclining experiment.
I - Part 3
GL 2012
In such cases, a displacement check shall be under-
taken to confirm the calculated lightship characteris-
tics, including LCG, which may be accepted if the
measured lightship displacement and LCG are re-
spectively within 2 % and 1 % L relative to the esti-
mate.
2.7.3 The master shall be supplied by the owner
with reliable information relating to the stability of
the craft in accordance with the following provisions
of this paragraph. The information relating to stabil-
ity shall , before issued to the master, be submitted to
the Administration for approval, together with a copy
thereof for their retention, and shall incorporate such
additions and amendments as the Administration may
in any particular case require.
2.7.4 Where any alterations are made to a craft so
as significantly to affect the stability information
supplied to the master, amended stability information
shall be provided. If necessary the craft shall be re-
inclined.
2.7.5 A report of each inclining or lightweight
survey carried out in accordance with this Section
and of the calculation therefrom of the lightweight
condition particulars shall be submitted to the Ad-
ministration for approval, together with a copy for
their retention. The approved report shall be placed
on board the craft by the owner in the custody of the
master and shall incorporate such additions and
amendments as the Administration may in any par-
ticular case require. The amended lightweight condi-
tion particulars so obtained from time to time shall
be used by the master in substitution for such previ-
ously approved particulars when calculating the
craft's stability.
2.7.6 Following any inclining or lightweight sur-
vey, the master shall be supplied with amended sta-
bility information if the Administration so requires.
The information so supplied shall be submitted to the
Administration for approval, together with a copy
thereof for their retention, and shall incorporate such
additions and amendments as the Administration may
in any particular case require.
2.7.7 Stability information demonstrating compli-
ance with this Section shall be furnished in the form
of a stability information book which shall be kept on
board the craft at all times in the custody of the mas-
ter. The information shall include particulars appro-
priate to the craft and shall reflect the craft loading
conditions and mode of operation. Any enclosed
superstructures or deck-houses included in the cross
curves of stability and the critical downflooding
points and angles shall be identified. At the operating
station there shall be plans showing clearly for each
deck and hold the boundaries of the watertight com-
partments, the openings therein with their means of
closure and position of any controls thereof. For
amphibious air-cushion vehicles this may be achieved
I - Part 3 Section 2 Buoyancy, Stability and Subdivision
GL 2012
by the use of draught gauges in conjunction with deck
datum plates.
2.7.8 Every craft shall have scales of draughts
marked clearly at the bow and stern. In the case
where the draught marks are not located where they
are easily readable, or operational constraints for a
particular trade make it difficult to read the draught
marks, then the craft shall also be fitted with a reli-
able draught-indicating system by which the bow and
stern draughts can be determined.
2.7.9 The owner or builder, as appropr iate, shall
ensure that the positions of the draught marks are
accurately determined and that the marks are located
on the hull in a permanent manner. Accuracy of the
draught marks shall be demonstrated to the Admini-
stration prior to the inclining experiment.
2.8 Loading and Stability Assessment
On completion of loading of the craft and prior to its
departure on a voyage, the master shall determine
the trim and stability of the craft and also ascertain
and record that the craft is in compliance with stabil-
ity criteria of the relevant requirements. The Admini-
stration may accept the use of an electronic loading
and stability computer or equivalent means for this
purpose.
2.9 Marking and Recording of the Design
Waterline
2.9.1 The design waterline shall be clearly and
permanently marked on the crafts outer sides by the
load line mark described below. This and the refer-
ence line described in 2.9.2.2 below shall be re-
corded in the High-Speed Craft Safety Certificate.
For craft where this is not practical, e.g. amphibious
air-cushion vehicles fitted with peripheral skirts,
defined deck reference points shall be provided, from
which the freeboard can be measured, and hence the
draughts obtained.
2.9.2 Load line mark
2.9.2.1 The load line mark shall consist of a ring
with an outside diameter of 300 mm and width of 25
mm which is intersected by a horizontal line of length
450 mm and having a breadth of 25 mm, the upper
edge of which passes through the centre of the ring.
The centre of the ring shall be placed at the longitu-
dinal centre of flotation in the displacement mode
and at a height corresponding to the design water-
line.
2.9.2.2 To assist in verifying the position of the load
line mark, a reference line shall be marked on the
hull at the longitudinal centre of flotation by a hori-
zontal bar having a length of 300 mm and a breadth
of 25 mm and having the upper edge corresponding
to the reference line.
Chapter 1
Page 2–13
2.9.2.3 Where practicable, the reference line should
be related to the uppermost deck at side. Where it is
not possible, the position of the reference line should
be defined from the underside of keel at the longitu-
dinal centre of flotation.
2.9.2.4 The mark of the Authority by whom the load
lines are assigned may be indicated alongside the
load line ring above the horizontal line which passes
through the centre of the ring, or above and below it.
This mark shall consist of not more than four initials
to identify the Authority's name, each measuring
approximately 115 mm in height, and 75 mm in
width.
2.9.2.5 The ring, lines and letters shall be painted in
white or yellow on a dark ground or in black on a
light ground, and permanently marked. The marks
shall be plainly visible.
2.9.3 Verification
The High-Speed Craft Safety Certificate shall not be
delivered until the Administration has verified that
the marks are correctly and permanently indicated on
the sides of the craft.
Part B - Requirements for Passenger Craft
2.10 General
2.10.1 Where compliance with this Section requires
consideration of the effects of passenger weight, the
following information shall be used:
.1 The distribution of passengers is 4 persons per
square metre.
.2 Each passenger has a mass of 75 kg.
.3 Vertical centre of gravity of seated passengers
is 0.3 m above seat.
.4 Vertical centre of gravity of standing passen-
gers is 1.0 m above deck.
.5 Passengers and luggage shall be considered
to be in the space normally at their disposal.
.6 Passengers shall be distributed on available
deck areas towards one side of the craft on the
decks where assembly stations are located and
in such a way that they produce the most ad-
verse heeling moment.
.7 Passengers assumed to be occupying seats
shall be taken as having a vertical centre of
gravity corresponding to being seated, with all
others standing.
.8 On the decks where assembly stations are
located, the number of passengers on each
deck shall be that which generates the maxi-
mum heeling moment. Any remaining passen-
gers shall be assumed to occupy decks adja-
Chapter 1 Section 2 Buoyancy, Stability and Subdivision
Page 2–14
cent to those on which the assembly stations
are located, and positioned such that the com-
bination of number on each deck and total
heeling moment generate the maximum static
heel angle.
.9 Passengers shall not be assumed to gain ac-
cess to the weather deck nor be assumed to
crowd abnormally towards either end of the
craft unless this is a necessary part of the
planned evacuation procedure.
.10 Where there are seats in areas occupied by
passengers, one passenger per seat shall be
assumed, passengers being assigned to the
remaining free areas of the deck (including
stairways, if appropriate) at the rate of four
per square metre.
2.11 Intact Stability in the Displacement Mode
The craft shall have sufficient intact stability that,
when in still water conditions, the inclination of the
craft from the horizontal would not exceed 10° (un-
der all permitted cases of loading and uncontrolled
passenger movements as may occur).
2.12 Intact Stability in the Non-Displacement
Mode
2.12.1 The total heel angle in still water due to the
effect of passenger movements or due to beam wind
pressure as per 1.1.4 of annex 6 shall not to exceed
10°. Passenger movement need not be considered
where passengers are required to be seated whenever
the craft is operating in the non-displacement mode.
2.12.2 In all loading conditions, the outward heel
due to turning shall not exceed 8° and the total heel
due to beam wind pressure as per 1.14 of annex 6
and due to turning shall not exceed 12°.
2.12.3 Demonstrating the effect of the passenger
heeling moment calculated as given by 2.10 above, or
a defined beam wind pressure when at speed, shall be
established by conducting a trial or model test with
an equivalent heeling moment applied by test
weights. Passenger movement may only be neglected
on craft where the safety announcement (refer to
8.4.1 and 18.7) expressly requires passengers to
remain seated throughout the voyage.
2.13 Buoyancy and Stability in the Displacement
Mode following Damage
2.13.1 Following any of the postulated damages
detailed in 2.6.6 to 2.6.10, in addition to satisfying
the requirements of 2.6.11 and 2.6.12, the craft in
still water shall have sufficient buoyancy and positive
stability to simultaneously ensure that:
I - Part 3
GL 2012
.1 the angle of inclination of the craft from the
horizontal does not normally exceed 10° in
any direction. However, where this is clearly
impractical, angles of inclination up to 15°
immediately after damage but reducing to 10°
within 15 min shall be permitted provided that
efficient non-slip deck surfaces and suitable
holding points, e.g., holes, bars, etc., are pro-
vided; and
.2 any flooding of passenger compartments or
escape routes which might occur will not sig-
nificantly impede the evacuation of passen-
gers.
2.13.2 In addition to the requirements in 2.13.1,
Category B craft shall also satisfy the following crite-
ria after sustaining raking damage of 100 % of length
L, having the girth and penetration given in 2.6.8.2.2,
to any part of the surface of the hull(s) defined in
2.6.8.1:
.1 The angle of inclination of the craft from the
horizontal shall not exceed 20° in the equilib-
rium condition;
.2 the range of positive righting lever shall be at
least 15° in the equilibrium condition;
.3 the positive area under the righting lever
curve shall be at least 0.015 m-rad in the equi-
librium condition;
.4 the requirements of 2.6.11.3 and 2.13.1.2 are
satisfied; and
.5 in intermediate stages of flooding, the maxi-
mum righting lever shall be at least 0.05 m
and the range of positive righting lever shall
be at least 7°
In complying with the above, the righting lever curve
shall be terminated at the angle of downflooding, and
only one free surface need be assumed.
2.14 Inclining and Stability Information
2.14.1 At periodical intervals not exceeding 5
years, a lightweight survey shall be carried out on all
passenger craft to verify any changes in lightweight
displacement and longitudinal centre of gravity. The
passenger craft shall be re-inclined whenever, in
comparison with the approved stability information,
a deviation from the lightweight displacement ex-
ceeding 2 %, or a deviation of the longitudinal centre
of gravity exceeding 1 % of L is found or anticipated.
2.14.2 A report of each inclining or lightweight
survey carried out in accordance with 2.7.1 and of
the calculation therefrom of the lightweight condition
particulars shall be submitted to the Administration
for approval, together with a copy for their retention.
The approved report shall be placed on board the
craft by the owner in the custody of the master and
shall incorporate such additions and amendments as
I - Part 3 Section 2 Buoyancy, Stability and Subdivision
GL 2012
the Administration may in any particular case re-
quire. The amended lightweight condition particulars
so obtained from time to time shall be used by the
master in substitution for such previously approved
particulars when calculating the craft's stability.
2.14.3 Following any inclining or lightweight sur-
vey, the master shall be supplied with amended sta-
bility information if the Administration so requires.
The information so supplied shall be submitted to the
Administration for approval, together with a copy
thereof for their retention, and shall incorporate such
additions and amendments as the Administration may
in any particular case require.
Part C - Requirements for Cargo Craft
2.15 Buoyancy and Stability in the Displacement
Mode following Damage
Following any of the postulated damages detailed in
2.6.6 to 2.6.10, in addition to satisfying the require-
Chapter 1
Page 2–15
ments of 2.6.11 and 2.6.12, the craft in still water
shall have sufficient buoyancy and positive stability
to simultaneously ensure that the angle of inclination
of the craft from the horizontal does not normally
exceed 15° in any direction. However, where this is
clearly impractical, angles of inclination up to 20°
immediately after damage but reducing to 15° within
15 minutes may be permitted provided that efficient
non-slip deck surfaces and suitable holding points
are provided.
2.16 Inclining
Where it is satisfied by lightweight survey, weighing
or other demonstration that the lightweight of a craft
is closely similar to that of another craft of the series
to which 2.7.1 has been applied, the Administration
may waive the requirement of 2.7.1 for craft to be
inclined. In this regard, a craft which lies within the
parameters of 2.14.1, when compared with a craft of
the series which has been inclined, shall be regarded
as being closely similar to that craft.
I - Part 3 Section 3 Structures
GL 2012
Section 3
Structures
3.1 General
This Section covers those elements of hull and super-
structure which provide longitudinal and other pri-
mary and local strength of the craft as a whole and
also important components such as foils and skirts
which are directly associated with the hull and super-
structure.
3.2 Materials
Materials used for the hull and superstructure and
the other features referred to in 3.1 shall be adequate
for the intended use of the craft.
3.3 Structural Strength
The structure shall be capable of withstanding the
static and dynamic loads which can act on the craft
under all operating conditions in which the craft is
permitted to operate, without such loading resulting
in inadmissible deformation and loss of watertight-
ness or interfering with the safe operation of the
craft.
3.4 Cyclic Loads
Cyclic loads, including those from vibrations which
can occur on the craft, shall not:
.1 impair the integrity of structure during the
anticipated service life of the craft or the ser-
vice life agreed with the Administration;
.2 hinder normal functioning of machinery and
equipment; and
.3 impair the ability of the crew to carry out its
duties.
Note
In scope of Classification, the structural strength
against vibrations is not checked.
The vibration check shall be performed during the
sea trials of the craft. Where deemed necessary, the
Society may require vibration measurements to be
carried out using suitable instruments; where appro-
priate, remedial measures may be required to ade-
quately eliminate situations deemed unacceptable.
Chapter 1
Page 3–1
3.5 Design Criteria
The Administration shall be satisfied that the choice
of design conditions, design loads and accepted
safety factors corresponds to the intended operating
conditions for which certification is sought.
3.6 Trials
If the Administration consider it necessary, it shall
require full-scale trials to be undertaken in which
loadings are determined. Cognisance shall be taken
of the results where these indicate that loading as-
sumptions of structural calculations have been in-
adequate.
C3.1 General
C3.1.1 Introductory comments
.1 This Section contains the requirements for
structural scantlings of the craft to which these Rules
apply, i.e. to craft for which V ≥ 7,16 Δ1/6. Craft for
which V/ L ≥ 10 shall be individually considered by
GL (V in knots, Δ in tonnes, L in metre).
For what concerns multihull craft, this Section pro-
vides the requirements for scantlings of catamarans
and trimarans. Other craft will be considered in each
separate case by GL.
.2 The requirements for scantlings of hydro-
foils and air-cushion vehicles are contained in Ap-
pendices C3A1 and C3A2. Unless otherwise speci-
fied, the requirements of this Section apply to such
craft only as far as the provisions regarding limit
operating conditions, materials and construction
criteria are concerned.
.3 The scantlings indicated in the following
paragraphs apply to craft constructed of steel, alumin-
ium alloy or fibre reinforced plastic, as specified in
C3.2.
C3.1.2 Direct calculations
C3.1.2.1 General
.1 GL may require direct calculations to be
carried out, if deemed necessary.
Such calculations are to be carried out based on struc-
tural modelling, loading and checking criteria de-
scribed below. Calculations based on other criteria
Chapter 1 Section 3 Structures
Page 3–2
may be accepted if deemed equivalent to those laid
down by GL.
.2 In order to increase the flexibility in the
structural design of ships GL also accepts direct cal-
culations with computer programs. The aim of such
analyses should be the proof of equivalence of a
design with the rule requirements.
.3 Direct calculations may also be used in order
to optimise a design; in this case only the final results
are to be submitted for review.
C3.1.2.2 General programs
.1 The choice of computer programs according
to "State of the Art" is free. The programs may be
checked by GL through comparative calculations
with predefined test examples. A generally valid
approval for a computer program is, however, not
given by GL.
.2 Direct calculations may be used in the fol-
lowing fields
– global strength
– longitudinal strength
– beams and grillages
– detailed strength
.3 For such calculation the computer model,
the boundary condition and load cases are to be
agreed upon with GL. The calculation documents are
to be submitted including input and output. During
the examination it may prove necessary that GL per-
form independent comparative calculations.
.4 GL is prepared to carry out the following
calculations of this kind within the marine advisory
services:
.4.1 Strength
Linear and/or non-linear strength calculations with
the FE-method:
For an automated performance of these calculations,
a number of effective pre- and post processing pro-
grammes is at disposal:
– calculation of seaway loads as per modified strip
method or by 3 D-panel method
– calculation of resultant accelerations to ensure
quasi-static equilibrium
– calculation of composite structures
– evaluation of deformations, stresses, buckling
behaviour, ultimate strength and local stresses,
assessment of fatigue strength
.4.2 Vibrations
Calculation of free vibrations with the FE-method as
well as forced vibrations due to harmonic or shock
excitation:
I - Part 3
GL 2012
– global vibrations of hull, aft ship, deckhouse, etc.
– vibrations of major local components, such as
rudders, radar masts, etc.
– local vibrations of plate fields, stiffeners and
panels
– vibrations of simply or double-elastically moun-
ted aggregates
A number of pre- and post processing programs is
available here as well for effective analyses:
– calculation of engine excitation forces/moments
– calculation of propeller excitation forces (pres-
sure fluctuations and shaft bearing reactions)
– calculation of hydrodynamic masses
– graphic evaluation of amplitude level as per
ISO 6954 recommendations or as per any other
standard
– noise predictions
C3.1.2.3 Specific programs related to Rules
GLRP (GL RULES and Programs) is available on
CD-ROM. It includes the wording of GL-Rules and
an elementary program for dimensioning the struc-
tural members of the hull.
C3.1.3 Units
.1 Unless otherwise specified, the following
units are used in the Rules:
− thickness of plating [mm]
− section modulus of stiffeners [cm3]
− shear area of stiffeners [cm2]
− span and spacing of stiffeners [m]
− stresses [MPa]
− concentrated loads [kN]
− distributed loads [kN/m] or [kPa]
C3.1.4 Documents for Approval
The following documents are to be submitted. To
facilitate a smooth and efficient approval process
they shall be submitted electronically via GLOBE 1.
In specific cases and following prior agreement with
GL they can also be submitted in paper form in tripli-
cate.
.1 Midship section
The cross sectional plans (midship section, other
typical sections) shall contain all necessary data on
the scantlings of the longitudinal and transverse hull
structure as well as details of anchor and mooring
equipment.
––––––––––––––
1 Detailed information about the secured GL system GLOBE
can be found on GL’s website www.gl-group.com/globe.
I - Part 3 Section 3 Structures
GL 2012
.2 Longitudinal section
The plan of longitudinal sections shall contain all
necessary details on the scantlings of the longitudinal
hull structure and on the location of the watertight
bulkheads and the deck supporting structures, the
arrangement of superstructures and deck houses.
.3 Decks
Plans of the decks showing the scantlings of the deck
structures, length and breadth of cargo hatches, open-
ings above the engine and boiler room, and other
deck openings. On each deck, deck load caused by
cargo is to be defined as assumed in determining the
scantlings of the decks and their supports.
.4 Shell
Drawings of shell expansion, containing full details
on the location and size of the openings and drawings
of the sea chests.
.5 Bulkheads
Drawings of the transverse, longitudinal and wash
bulkheads and of all tank boundaries, with details on
densities of liquids, heights of overflow pipes and set
pressures of the pressure or vacuum relief valves (if
any).
.6 Bottom structure
Drawings of single and double bottom showing the
arrangement of the transverse and longitudinal gird-
ers as well as the water and oil tight subdivision of
the double bottom.
.7 Engine and boiler seatings
Drawings of the engine and boiler seatings, the bot-
tom structure under the seatings and of the transverse
structures in the engine room, with details on fasten-
ing of the engine foundation plate to the seating, as
well as type and output of engine.
.8 Appendages
Drawings of rudder, shaft brackets, stabilizers includ-
ing supports, bearing materials and propeller details.
.9 Longitudinal strength
Maximum and minimum still water bending mo-
ments, shear forces and, if necessary, torsional mo-
ments. This includes the mass distribution for the
envisaged loading conditions and the distribution of
section moduli and moduli of inertia over the ship's
length.
.10 Materials
The drawings mentioned in 1 – 8 and 13 shall contain
details on the hull materials (e.g. hull structural steel
grades, standards, material numbers). Where higher
tensile steels or materials other than ordinary hull
structural steels are used, drawings for possible re-
pairs have to be placed on board.
Chapter 1
Page 3–3
.11 Weld joints
The drawings listed in 1 – 8 and 13 shall contain
details on the welded joints e.g. weld shapes and
dimensions and weld quality. For the relevant data
for manufacturing and testing of welded joints see
Rules for Welding.
.12 Lashing and stowage devices
Drawings containing details on stowage and lashing
of cargo (e.g. containers, car decks). In the drawings
the location of the connections and the appropriate
substructures at the ship shall be shown in detail.
.13 Substructures
Drawings of substructures below steering gears,
windlasses and chain stoppers as well as masts and
boat davits, supporting structure of cargo masts,
cranes, etc. together with details on loads to be trans-
mitted into structural elements.
.14 Additional information for fibre rein-
forced plastic (FRP) craft
For FRP craft, the drawing and documents to be
submitted for examination and listed in C3.1.4 are to
contain the following additional information:
− arrangement of laminate for the various structural
elements: thickness, definition of successive lay-
ers of reinforcement, areal weight of reinforce-
ment layers, mass or volume fraction of rein-
forcement layers, directions of roving layers and
unidirectional reinforcements, decreasing in
thickness between layers
− direction of laminate in relation to craft structure
− structure of oil tanks or other liquid tanks which
are integrated into the hull
− details of connection among various structural
elements and details of attachment to the hull of
supplementary reinforcing elements
− pillars
Suppliers’ technical specifications with indication of
types, trademarks and references of resins and gel-
coats, reinforcements and core materials are to be
supplied.
These specifications are to give the following infor-
mation:
− resins: type (orthophthalic or isophthalic), spe-
cific gravity, Young’s modulus, Poisson’s ratio,
breaking strength and elongation at break
Chapter 1 Section 3 Structures
Page 3–4
− reinforcements (mats, woven rovings, unidirec-
tional reinforcements): quality (glass or other ma-
terial, with specific gravity, breaking strength of
the elementary fibre, Young’s modulus and Pois-
son’s ratio), mass per square metre, thickness and
possibly weft-warp distribution
− core materials: type and quality; specific gravity;
tensile, compressive and shear strength and elas-
ticity moduli
C3.1.5 Definitions and symbols
The definitions of the following terms and symbols
are applicable throughout this Section and its Appen-
dices and are not, as a rule, repeated in the different
paragraphs. Definitions applicable only to certain
paragraphs are specified therein.
− “Moulded base line”: The line parallel to the
summer load waterline, crossing the upper side of
keel plate or the top of skeg at the middle of
length L.
− “Hull”: The hull is the outer boundary of the
enclosed spaces of the craft, except for the deck-
houses, as defined below.
− “Chine”: For hulls that do not have a clearly iden-
tified chine, the chine is the hull point at which
the tangent to the hull is inclined 50° to the hori-
zontal.
− “Bottom”: The bottom is the part of the hull be-
tween the keel and the chines.
− “Main deck”: The main deck is the uppermost
complete deck of the hull. It may be stepped.
− “Side”: The side is the part of the hull between
the chine and the main deck.
− “Deckhouse”: The deckhouse is a decked struc-
ture located above the main deck, with lateral
walls inboard of the side of more than 4 per cent
of the local breadth. Structure located on the main
deck and whose walls are not in the same longi-
tudinal plane as the under side shell may be re-
garded as a deckhouse.
− “Wet deck”: For multihull craft, the wet deck is
the bottom structure connecting the hulls which is
defined as cross-deck.
− “Deadrise angle αd”: For hulls that do not have a
clearly identified deadrise angle, αd is the angle
between the horizontal and a straight line joining
the keel and the chine. For catamarans with non-
symmetrical hulls (where inner and outer deadrise
angles are different), αd is the lesser angle.
− “Fore end”: Hull region forward of 0,9 L from the
aft perpendicular.
− “Aft end”: Hull region abaft of 0,1 L from the aft
perpendicular.
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GL 2012
− “Midship area”: Hull region between 0,3 L and
0,7 L from the aft perpendicular.
L = Rule length [m], equal to LWL which is the
waterline measured with the craft at rest in
calm water and, for SESs, in the off-cushion
condition, for trimarans L will be defined in
each separate case at the discretion of GL.
FP = forward perpendicular, i.e. the perpendicular
at the intersection of the waterline at draught
T and the foreside of the stem
AP = aft perpendicular, i.e. the perpendicular lo-
cated at a distance L abaft of the forward per-
pendicular
B = the greatest moulded breadth [m], of the craft
Bw = the greatest moulded breadth [m], measured
on the waterline at draught T; for catamarans,
Bw is the breadth of each hull; for trimarans,
Bw will be defined in each separate case at the
discretion of GL.
D = depth [m], measured vertically in the trans-
verse section at the middle of length L from
the moulded base line of the hull(s) to the top
of the deck beam at one side of the main deck
(if the main deck is stepped, D will be defined
in each separate case at the discretion of GL)
T = draught of the craft [m], measured vertically
on the transverse section at the middle of
length L, from the moulded base line of the
hull(s) to the full load waterline, with the craft
at rest in calm water and, for SESs, in the off-
cushion condition
Δ = moulded displacement at draught T, in sea
water (mass density = 1,025 t/m3) [t]
CB = total block coefficient, defined as follows:
Δ
CB =
1, 025 ⋅ L ⋅ BW ⋅ T
For catamarans, CB is to be calculated for a single
hull, assuming Δ equal to one half of the craft’s dis-
placement; for trimarans the calculation of CB de-
pends on the distribution of displacement of each
hull. It will be defined in each separate case at the
discretion of GL.
V = maximum service speed [kn]
g = acceleration of gravity, equal to 9,81 m/s2
LCG = longitudinal centre of gravity of the craft.
C3.1.6 Rounding-Off Tolerances
Where in determining plate thicknesses in accordance
with the provisions of this Section the figures differ
from full or half mm, they may be rounded off to full
or half millimeters up to 0,2 or 0,7; above 0,2 or 0,7
mm they are to be rounded up.
I - Part 3 Section 3 Structures
GL 2012
If plate thicknesses are not rounded the calculated
required thicknesses shall be shown in the drawings.
The section moduli of profiles usual in the trade and
including the effective width according to C3.7.4
may be 3 % less than the required values according to
the following rules for dimensioning.
C.3.1.7 Workmanship
C3.1.7.1 General
.1 Requirements to be complied with by the
manufacturer
.1.1 The manufacturing plant shall be provided
with suitable equipment and facilities to enable
proper handling of the materials, manufacturing
processes, structural components, etc. GL reserve the
right to inspect the plant accordingly or to restrict the
scope of manufacture to the potential available at the
plant.
.1.2 The manufacturing plant shall have at its
disposal sufficiently qualified personnel. GL is to be
advised of the names and areas of responsibility of all
supervisory and control personnel. GL reserve the
right to require proof of qualification.
.2 Quality control
.2.1 As far as required and expedient, the manu-
facturer's personnel has to examine all structural
components both during manufacture and on comple-
tion, to ensure that they are complete, that the dimen-
sions are correct and that workmanship is satisfactory
and meets the standard of good shipbuilding practice.
.2.2 Upon inspection and corrections by the
manufacturing plant, the structural components are to
be shown to the GL Surveyor for inspection, in suit-
able sections, normally in unpainted condition and
enabling proper access for inspection.
.2.3 The Surveyor may reject components that
have not been adequately checked by the plant and
may demand their re-submission upon successful
completion of such checks and corrections by the
plant.
C3.1.7.2 Structural details
.1 Details in manufacturing documents
.1.1 All significant details concerning quality and
functional ability of the component concerned shall
be entered in the manufacturing documents (work-
shop drawings, etc.). This includes not only scant-
lings but - where relevant - such items as surface
conditions (e.g. finishing of flame cut edges and weld
seams), and special methods of manufacture involved
as well as inspection and acceptance requirements
and where relevant permissible tolerances. So far as
for this aim a standard shall be used (works or na-
tional standard, etc.) it shall be harmonized with GL.
This standard shall be based on the IACS Recom-
Chapter 1
Page 3–5
mendation 47 Shipbuilding and Repair Quality Stan-
dard for New Construction. For weld joint details, see
Section C.3.2.4.1
.1.2 If, due to missing or insufficient details in
the manufacturing documents, the quality or func-
tional ability of the component cannot be guaranteed
or is doubtful, GL may require appropriate improve-
ments. This includes the provision of supplementary
or additional parts (for example reinforcements) even
if these were not required at the time of plan approval
or if - as a result of insufficient detailing - such re-
quirement was not obvious.
.2 Cut-outs, plate edges
.2.1 The free edges (cut surfaces) of cut-outs,
hatch corners, etc. are to be properly prepared and are
to be free from notches. As a general rule, cutting
drag lines, etc. shall not be welded out, but are to be
smoothly ground. All edges should be broken or in
cases of highly stressed parts, should be rounded off.
.2.2 Free edges of flame or machine cut plates or
flanges are not to be sharp cornered and are to be
finished off as laid down in 2.2.1. This also applies to
cutting drag lines, etc., in particular to the upper edge
of shear strake and analogously to weld joints,
changes in sectional areas or similar discontinuities.
.3 Cold forming
.3.1 For cold forming (bending, flanging, bead-
ing) of plates the minimum average bending radius
shall not fall short of 3 t (t = plate thickness) and
shall be at least 2 t. Regarding the welding of cold
formed areas, see C3.6.1.2.6.
.3.2 In order to prevent cracking, flame cutting
flash or sheering burrs shall be removed before cold
forming. After cold forming all structural compo-
nents and, in particular, the ends of bends (plate
edges) are to be examined for cracks. Except in cases
where edge cracks are negligible, all cracked compo-
nents are to be rejected. Repair welding is not per-
missible.
.4 Assembly, alignment
.4.1 The use of excessive force is to be avoided
during the assembly of individual structural compo-
nents or during the erection of sections. As far as
possible major distortions of individual structural
components should be corrected before further as-
sembly.
.4.2 Girders, beams, stiffeners, frames, etc. that
are interrupted by bulkheads, decks, etc. shall be
accurately aligned. In the case of critical components,
control drillings are to be made where necessary,
which are then to be welded up again on completion.
.4.3 After completion of welding, straightening
and aligning shall be carried out in such a manner
that the material properties will not be influenced
Chapter 1 Section 3 Structures
Page 3–6
significantly. In case of doubt, GL may require a
procedure test or a working test to be carried out.
C3.1.8 Protection against corrosion
.1 Scantlings stipulated in C3.7 assume that the
materials used are chosen and protected in such a
way that the strength lost by corrosion is negligible.
.2 The Shipyard is to give GL a document
specifying all the arrangements made to protect the
material against corrosion at the construction stage:
coating types, number and thickness of layers, sur-
face preparation, application conditions, control after
completion, anodic protection, etc. The GL Guide-
lines for Corrosion Protection and Coating Systems
(VI-10-2) are to be observed.
.3 This document shall also include mainte-
nance arrangements to be made in service to restore
and maintain the efficiency of this protection, what-
ever the reasons of its weakening, whether incidental
or not.
.4 All such maintenance operations are to be
listed in a book shown to GL surveyor at each visit.
C3.2 Materials and Connections
C3.2.1 General requirements
All materials to be used for the structural members
indicated in the Construction Rules are to be in ac-
cordance with the GL Rules II – Materials and Weld-
ing, Part 1 – Metallic Materials or Part 2 – Non-
metallic Materials, as applicable. Materials the prop-
erties of which deviate from these Rule requirements
may only be used upon special approval.
C3.2.2 Steel Structures
C3.2.2.1 Normal strength hull structural steel
.1 Normal strength hull structural steel is a hull
structural steel with a minimum nominal upper yield
point ReH of 235 MPa and a tensile strength Rm of
400 – 520 MPa.
.2 The material factor k in the formulae of this
Section is to be taken 1,0 for normal strength hull
structural steel.
.3 Normal strength hull structural steel is
grouped into the grades GL–A, GL–B, GL–D, GL–E,
which differ from each other in their toughness prop-
erties.
.4 If for special structures the use of steels with
yield properties less than 235 MPa has been accepted,
the material factor k is to be determined by:
k = 235/ReH
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GL 2012
C3.2.2.2 Higher strength hull structural steels
.1 Higher strength hull structural steel is a hull
structural steel, the yield and tensile properties of
which exceed those of normal strength hull structural
steel. According to the GL Rules II – Materials and
Welding, Part 1 – Metallic Materials, for three groups
of higher strength hull structural steels the nominal
upper yield stress ReH has been fixed at 315, 355 and
390 MPa respectively. Where higher strength hull
structural steel is used, for scantling purposes the
values in Table C3.2.1 are to be used for the material
factor k.
Table C3.2.1 Material factor k
ReH [MPa] k
315 0,78
355 0,72
390 0,68
For higher strength hull structural steel with other
nominal yield stresses up to 390 MPa, the material
factor k may be determined by the following formula:
k = (235/ReH)0,75
Note
Especially when higher strength hull structural steels
are used, limitation of permissible stresses due to
buckling and fatigue strength criteria may be re-
quired.
.2 Higher strength hull structural steel is
grouped into the following grades, which differ from
each other in their toughness properties:
GL–A 32/36/40
GL–D 32/36/40
GL–E 32/36/40
GL–F 32/36/40
.3 Where structural members are completely or
partly made from higher strength hull structural steel,
a suitable Notation will be entered into the ship's
certificate.
.4 Regarding welding of higher strength hull
structural steel, see Rules II – Materials and Welding,
Part 3 – Welding.
I - Part 3 Section 3 Structures Chapter 1
GL 2012 Page 3–7

Table C3.2.1 Aluminium alloys for welded construction

Guaranteed mechanical characteristics 1

Aluminium alloy Unwelded condition Welded condition
Thickness Rp0,2 Rm Rp0,2' Rm'
Alloy 2 Products Temper 2
[mm] [MPa] 4 [MPa] 5 [MPa] 4 [MPa] 5
0 / H111 / H112 125 275
5083 rolled H116 t ≤ 50 125 275
215 305
H32 / H321
0 / H111 110
5083 extruded t ≤ 50 270 110 270
H112 125
0 / H111 / H112 100 240
5086 rolled H116 t ≤ 50 195 100 240
270
H32 / H321 185
5086 extruded 0 / H111 / H112 t ≤ 50 95 240 95 240
0 / H111 145 290
5383 rolled t ≤ 40 145 290
H116 / H321 220 305
0 / H111 145 209
5383 extruded t ≤ 50 145 290
H112 190 310
0 / H111 t ≤ 50 160 330
5059 rolled t ≤ 20 270 370 155 300
H116 / H321
20 < t ≤ 40 260 360
5059 extruded H112 t ≤ 50 200 330 155 300
0 / H111 85 215
5454 rolled t ≤ 40 85 215
H32 180 260
0 / H111 / H112 t ≤ 50 80 190
5754 rolled 80 190
H32 t ≤ 40 165 240
6005A extruded T5 / T6 t ≤ 50 215 260 115 165
t≤5 120 160
6060 3 extruded T5 65 95
5 < t ≤ 25 100 140
6061 extruded T5 / T6 t ≤ 50 240 260 115 165
6082 extruded T5 / T6 t ≤ 50 260 310 115 170
6106 extruded T6 t ≤ 10 200 250 65 130
1 The guaranteed mechanical characteristics in this Table correspond to general standard values. For more information, refer to the mini-
mum values guaranteed by the product supplier. Higher values may be accepted on the basis of welding tests including recurrent work-
manship test at the shipyard only.
2 Other grades or tempers may be considered, subject to the Society’s agreement.
3 6060 alloy is not to be for structural members sustaining impact loads (e.g. bottom longitudinals). The use of alloy 6106 is recommended
in that case.
4 R
p0,2 and Rp0,2' are the minimum guaranteed yield stresses at 0,2 % in unwelded and welded condition respectively.
5 R and R ' are the minimum guaranteed tensile strengths in unwelded and welded condition respectively.
m m
Chapter 1 Section 3 Structures
Page 3–8
C3.2.2.3 Structural members which are
stressed in direction of their thickness
In case of high local stresses in the thickness direc-
tion, e.g. due to shrinkage stresses in single bevel or
double bevel T-joints with a large volume of weld
metal, steels with guaranteed material properties in
the thickness direction according to the Rules Steel
and Iron Materials (II-1-2), Section 1, I. are to be
used.
C3.2.2.4 Forged Steel and Cast Steel
Forged steel and cast steel for stem, stern frame,
rudder post as well as other structural components,
which are subject of this Rule, are to comply with the
Rules II – Materials and Welding, Part 1 – Metallic
Materials. The tensile strength of forged steel and of
cast steel is not to be less than 400 MPa. In this re-
spect beside strength properties also toughness re-
quirements and weldability shall be observed.
C3.2.2.5 Austenitic Steels
Where austenitic steels are applied having a ratio
Rp0,2/Rm ≤ 0,5, after special approval the 1 % proof
stress Rp1,0 may be used for scantling purposes in-
stead of the 0,2 % proof stress Rp0,2.
C3.2.3 Aluminium alloy structures
C3.2.3.1 General
All aluminium materials to be used for the structural
members indicated in the Construction Rules are to
be in accordance with the Rules Non-Ferrous Metals
(II-1-3), Section 1. Materials the properties of which
deviate from these Rule requirements may only be
used upon special approval.
The strength properties for some typical aluminium
alloys are given in Table C3.2.1.
C3.2.3.2 Influence of welding on mechanical
characteristics
.1 Welding heat input lowers locally the me-
chanical strength of aluminium alloys hardened by
work hardening (series 5000 other than condition 0 or
H111) or by heat treatment (series 6000).
.2 Consequently, where necessary, a drop in
mechanical characteristics of welded structures is to
be considered in the heat-affected zone, with respect
to the mechanical characteristics of the parent mate-
rial.
.3 The heat-affected zone may be taken to
extend 25 mm on each side of the weld axis.
.4 Aluminium alloys of series 5000 in 0 condi-
tion (annealed) or in H111 condition (annealed flat-
tened) are not subject to a drop in mechanical
strength in the welded areas.
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GL 2012
.5 Aluminium alloys of series 5000 other than
condition 0 or H111 are subjected to a drop in me-
chanical strength in the welded areas. The mechanical
characteristics to consider in welded condition are,
normally, those of condition 0 or H111, except oth-
erwise indicated in Table C3.2.1. Higher mechanical
characteristics may be taken into account, provided
they are duly justified.
.6 Aluminium alloys of series 6000 are subject
to a drop in mechanical strength in the vicinity of the
welded areas. The mechanical characteristics to be
considered in welded condition are, normally, to be
indicated by the supplier, if not indicated in Table
C3.2.1.
C3.2.3.3 Material factor k for scantlings of
structural members made of alumin-
ium alloy
.1 The value of the material factor k to be in-
troduced into formulae for checking scantlings of
structural members, given in this Section and the
various Appendices, is determined by the following
equation:
100
k=
R p0,2 '
Rp0,2' = minimum guaranteed yield stress of the par-
ent metal in welded condition [MPa], but not to be
taken greater than 70 % of the minimum guaranteed
tensile strength of the parent metal in welded condi-
tion R'm [MPa] (see Table C3.2.1).
.2 For welded constructions in hardened alu-
minium alloys (series 5000 other than condition 0 or
H111 and series 6000), greater characteristics than
those in welded condition may be considered, pro-
vided that welded connections are located in areas
where stress levels are acceptable for the alloy con-
sidered in annealed or welded condition.
.3 In case of welding of two different alumin-
ium alloys, the material factor k to be considered for
the scantlings of welds is to be the greater material
factor of the aluminium alloys of the assembly.
C3.2.3.4 Riveted connections for aluminium
alloy hulls
.1 Use of rivets for connecting structures is
limited, in principle, only to members which do not
contribute to the overall strength of the hull. Excep-
tions are to be supported by experimental evidence or
good in-service performance.
.2 The conditions for riveted connection ac-
ceptability are to be individually stated in each par-
ticular case, depending on the type of member to be
connected and the rivet material.
I - Part 3 Section 3 Structures
GL 2012
.3 Whenever riveted connections are to be
employed, a detailed plan, illustrating the process, as
well as the dimensions and location of rivets and
holes, together with the mechanical and metallurgical
properties of the rivets, is to be submitted for ap-
proval.
.4 GL may, at its discretion, require tension,
compression and shear tests to be carried out on
specimens of riveted connections constructed under
the same conditions as during actual hull construc-
tion, to be witnessed by a GL surveyor.
.5 GL reserves the right to accept the results of
tests performed by recognized bodies or other Socie-
ties.
C3.2.4 General Welding Requirements
Preface
The content of C3.2.4 and C3.6 is to a large extent
identical to that of the Rules Welding in the Various
Fields of Application (II-3-3), Section 1, G. Because
of the re-issues of II-3-3 referred to and this Chapter
1 at different times, some temporary divergences may
arise and in such circumstances the more recent
Rules shall take precedence.
C3.2.4.1 Information contained in manufactur-
ing documents
.1 The shapes and dimensions of welds and,
where proof by calculation is supplied, the require-
ments applicable to welded joints (the weld quality
grade, detail category) are to be stated in drawings
and other manufacturing documents (parts lists, weld-
ing and inspection schedules). In special cases, e.g.
where special materials are concerned, the documents
shall also state the welding method, the welding con-
sumables used, heat input and control, the weld build-
up and any post-weld treatment which may be re-
quired.
.2 Symbols and signs used to identify welded
joints shall be explained if they depart from the sym-
bols and definitions contained in the relevant stan-
dards (e.g. DIN standards). Where the weld prepara-
tion (together with approved methods of welding)
conforms both to normal shipbuilding practice and to
these Rules and recognized standards, where applica-
ble, no special description is needed.
C3.2.4.2 Materials, weldability
.1 Only base materials of proven weldability
may be used for welded structures. Any approval
conditions of the steel or of the procedure qualifica-
tion tests and the steelmaker's recommendations are
to be observed.
.2 For normal strength hull structural steels
grades A, B, D and E which have been tested by GL,
Chapter 1
Page 3–9
weldability normally is considered to have been
proven. The suitability of these base materials for
high efficiency welding processes with high heat
input shall be verified.
.3 Higher strength hull structural steels grade
AH/DH/EH/FH which have been approved by GL in
accordance with the relevant requirements of Rules
for Materials and Welding normally have had their
weldability examined and, provided their handling is
in accordance with normal shipbuilding practice, may
be considered to be proven. The suitability of these
base materials for high efficiency welding processes
with high heat input shall be verified.
.4 High strength (quenched and tempered) fine
grain structural steels, low temperature steels,
stainless and other (alloyed) structural steels require
special approval by GL. Proof of weldability of the
respective steel is to be presented in connection with
the welding procedure and welding consumables.
.5 Cast steel and forged parts require testing by
GL. For castings intended to be used for welded
shipbuilding structures the maximum permissible
values of the chemical composition according to the
GL Rules Steel and Iron Materials (II-1-2), Section 4,
B.4 and Table 4.1 have to be observed.
.6 Aluminium alloys require testing by GL.
Proof of their weldability shall be presented in con-
nection with the welding procedure and welding
consumables.
.7 Welding consumables used are to be suitable
for the parent metal to be welded and are to be ap-
proved by GL.
C3.2.4.3 Manufacture and testing
.1 The manufacture of welded structural com-
ponents may only be carried out in workshops or
plants that have been approved. The requirements
that have to be observed in connection with the fabri-
cation of welded joints are laid down in the Rules II –
Materials and Welding, Part 3 – Welding.
.2 The weld quality grade of welded joints
without proof by calculation (see C3.2.4.1) depends
on the significance of the welded joint for the total
structure and on its location in the structural element
(location to the main stress direction) and on its
stressing. For details concerning the type, scope and
manner of testing, see Rules Welding in the Various
Fields of Application (II-3-3), Section 1, I. Where
proof of fatigue strength is required, in addition the
requirements of C3.7.6 apply.
C3.2.4.4 Welding processes for aluminium
alloys
In general, the welding of the hull structures is to be
performed with the MIG (metal-arc inert gas) and
Chapter 1 Section 3 Structures I - Part 3
Page 3–10 GL 2012

TIG (tungsten-arc inert gas) processes using welding
consumables recognized as suitable for the base ma-
terial to be used. Welding processes and filler materi-
als other than those above are to be individually con-
sidered by GL at the time of the approval of welding
procedures.
C3.2.5 Corrosion protection – heterogeneous
steel/aluminium alloy assembly
.1 Connections between aluminium alloy parts,
and between aluminium alloy and steel parts, if any,
are to be protected against corrosion by means of
coatings applied by suitable procedures agreed by
GL.
.2 In any case, any direct contact between steel
and aluminium alloy is to be avoided (e.g. by means
of zinc or cadmium plating of the steel parts and
application of a suitable coating on the corresponding
light alloy parts).
.3 Any heterogeneous jointing system is sub-
ject to GL’s agreement.
.4 The use of transition joints made of alumin-
ium/ steel-cladded plates or profiles is subject to
GL’s agreement.
.5 Transition joints are to be type-approved.
.6 Qualifications tests for welding procedures
are to be carried out for each joint configuration.
In addition to this it is strongly recommended to carry
out pre-construction baseline testing.
.2 Baseline testing
This testing of materials is done on pre-fabricated
samples, representing typical construction methods
and lay-up intended for the particular project. Testing
and evaluation should be finished before the vessel’s
construction starts.
With a variety of tests, cognition shall be attained
about:
− Confirming design values, i.e. bending stiffness,
bending capacity limited by skins, bending/shear
capacity limited by core and/or core bonding. All
these issues could be covered with long beam
bending tests or shorter beam bending tests.
− Proper building performance.
− Compatibility of materials.
.3 As-built testing
In order to obtain confirmation about the quality of
the finished product, representative test samples need
to be taken from the hull and be tested. These test
samples can be taken from cut-outs and the scope of
testing is depending on the composite design of the
vessel and its areas of importance (usually 3 or 4
point bend test on sandwich beams or compressive
strength test for solid laminates).

.7 A welding booklet giving preparations and

various welding parameters for each type of assembly C3.3 Design Acceleration
is to be submitted for review.
C3.3.1 Vertical acceleration at LCG
C3.2.6 Fibre-reinforced plastic (FRP) struc-
tures .1 The design vertical acceleration at LCG, aCG
(expressed in g), is defined by the designer and corre-
C3.2.6.1 Materials sponds to the average of the 1 per cent highest accel-
erations in the most severe sea conditions expected,
.1 Constituent materials in addition to the gravity acceleration.

Constituent materials contributing to the structural Generally, it is to be not less than:

integrity shall be GL-approved. For a composite
structure this will include fibre fabrics, laminating V
a CG = cHSC ⋅ c RW ⋅
resin (matrix), structural adhesives and core materi- L
als.
where cHSC values are indicated in Table C3.3.1.
In individual cases it may be acceptable to provide
GL-approval equivalence by tests.
Table C3.3.1
Production facilities where the vessel and/or major
structural components are constructed need to obtain Passenger,
a GL Shop approval for composite components. Type of
Ferry, Supply Pilot Rescue
service
Cargo
The general requirements for material and production
are defined in GL Rules Fibre Reinforced Plastics cHSC 0,24 0,36 0,50 0,60
and Bonding (II-2-1).
I - Part 3 Section 3 Structures Chapter 1
GL 2012 Page 3–11

cRW = service range coefficient Hs = permissible significant wave height at actual

craft speed Vx (see C3.3.3),
= 1,00 for unlimited service range
= 0,90 for restricted service area RSA (200) r = distance of the point from:
= 0,75 for restricted service area RSA (50) − 0,5 D for monohull craft
= 0,66 for restricted service area RSA (20) − waterline at draught T, for twin-hull craft
= 0,60 for restricted service area RSA (SW)
C3.3.3 Assessment of limit operating condi-
Note tions
The provisions in Section 1, 1.3.4 apply irrespective C3.3.3.1 General
of the above service range restrictions.
.1 “Limit operating conditions” in this para-
.2 For craft with type of service “Passenger,
graph are to be taken to mean sea states (character-
Ferry, Cargo” an acceleration greater than aCG = 1,0 g
ized only by their significant wave heights) compati-
may not be adopted for the purpose of defining limit
ble with the structural design parameters of the craft,
operating conditions.
i.e. the sea states in which the craft may operate de-
.3 The longitudinal distribution of vertical pending on its actual speed.
acceleration along the hull is given by:
.2 Limit operating conditions are derived from
av = kv ⋅ aCG the restrictions presented in C3.3.3.2, C3.3.3.3 and
C3.3.3.4 below.
kv = longitudinal distribution factor, not to be less
than (see Figure C3.3.1): .3 Other specific design parameters influenced
by sea state and speed could be also considered at the
= 1 for x ≤ LCG
discretion of GL.
x
1−
L for x > LCG .4 It is the designer’s responsibility to specify
= 2− the format and the values of the limit operating con-
LCG
1− ditions. Their format may be for example a relation
L
between speed and significant wave height which
aCG = design acceleration at LCG ascertains actual loads less than the one used for
structural design. They shall include the maximum
kv
allowed significant wave height Hsm consistent with
2 the structural strength. Hsm is not to be greater than
the value calculated according to C3.3.3.1.7 below.

1 .5 The limit operating conditions are defined,

at the discretion of GL, on the basis of results of
model tests and full-scale measurements or by nu-
x merical simulations.
0 LCG L

Fig. C3.3.1 .6 The limit operating conditions, taken as a

basis for classification, are indicated in the Classifica-
.4 Variation of av in the transverse direction tion Certificate and are to be considered in defining
the worst intended conditions and the critical design
may generally be disregarded.
conditions in Section 1.
C3.3.2 Transverse acceleration
.7 It is assumed that, on the basis of weather
forecast, the craft does not encounter, within the time
.1 Transverse acceleration is defined on the
interval required for the voyage, sea states with sig-
basis of results of model tests and full-scale meas-
nificant heights, in m, greater than the following:
urements, considering their characteristic value as
specified in C3.3.4.1. a CG L1,5
Hsm = 5 ⋅ ⋅
.2 In the absence of such results, transverse V 6 + 0,14 ⋅ L
acceleration [g] at the calculation point of the craft
may be obtained from: where vertical acceleration aCG is defined in C3.3.1,
but need not to be taken less than 1,0 g.
H ⎛ ⎛ Vx ⎞ r ⎞⎟
2
a t = 2,5 ⋅ s ⎜
⋅ 1 + 5 ⋅ ⎜1 + ⎟ ⋅
⎜ .8 For craft with a particular shape or other
L
⎝ ⎝ 6 L ⎠ L ⎟⎠ characteristics, GL reserves the right to require model
Chapter 1 Section 3 Structures I - Part 3
Page 3–12 GL 2012

tests or full-scale measurements to verify results C3.3.3.3 Limitation imposed by wet deck im-
obtained by the above formula. pact loads for catamarans

C3.3.3.2 Limitation imposed by vertical accel- .1 Wet deck impact pressure is given in C3.5.4.
eration at LCG

.1 Bottom impact pressure, given in C3.5.3, .2 The formula in C3.5.4 may be used to define
and deck loads, given in C3.5.8, are explicitly or maximum speeds compatible with actual structure of
implicitly depending on the vertical acceleration at wet deck, depending on sea states having a signifi-
LCG. Therefore, the design values of these loads, cant height Hs .
taken as the basis for the classification, directly im-
pose limitation on vertical acceleration level at LCG. .3 The reduction of relative impact velocity Vsl
induced by stabilisation system if any is to be disre-
.2 It is the designer’s responsibility to provide garded for the purpose of limit operating conditions
for a relation between the speed and the significant imposed by wet deck impact loads.
wave height that provides a maximum vertical accel-
eration less than the design value.
C3.3.3.4 Limitation imposed by global loads
.3 The significant wave height is related to the
craft’s geometric and motion characteristics and to .1 For monohulls, catamarans and trimarans,
the vertical design acceleration aCG by the following the longitudinal bending moment and shear forces as
formula: given in C3.4.1 and C3.4.2 are explicitly or implicitly
depending on vertical acceleration along the ship.
10,9 ⋅ a CG ⋅ K cat ⋅ K H Therefore, the design values of these loads, taken as
Hs =
K F2 the basis for classification, directly impose limitation
on vertical acceleration level at LCG. The require-
Bcl - Hsm ments of C3.3.3.2 apply.
with Kcat = 1 + ≥ 1, 0
L
.2 For catamarans and trimarans, the transverse
= 1,0 for monohulls and trimarans bending moment, the torsional bending moment and
the vertical shear force as given in C3.4.2 are depend-
Bcl = distance between the center lines of the ing on vertical acceleration aCG. Therefore, the re-
hulls of catamarans quirements of C3.3.3.2 apply.
3, 23
KF = ⋅ (2, 43 ⋅ L + Vx ) .3 For SWATH craft, the global loads as given
L
in C3.4.3 are not depending on ship motions.
2
⎛ 1 ⎞ .4 For ships with length greater than 100m, the
KH = K 0,35 ⎜ − 0,11⎟ + 1 relation between vertical acceleration along the ship
2
⎝K ⎠
and global loads are to be ascertained on basis of
results of model tests and/or full-scale measurements
KF
K = or by numerical simulations, as indicated in C3.3.3.2.
KT
.5 The reduction of vertical acceleration along
4, 6 ⋅ A wp x CG the ship induced by stabilisation system if any is to be
KT = ⋅ disregarded for the purpose of limit operating condi-
Δ L
tions imposed by global loads.
Awp = area of water line
C3.3.3.5 Hull monitoring
xCG = distance [m] from aft perpendicular to LCG
.1 GL may require a hull monitoring system to
.4 For craft, such as SESs, for which a speed be fitted on board, allowing to monitor and display in
reduction does not necessarily imply a reduction in real time the vertical acceleration and any other sensi-
acceleration, the speed is to be modified depending tive parameter with respect to the strength.
on the sea state according to criteria defined, at the
discretion of GL, on the basis of motion characteris-
tics of the craft. .2 The information is to be available at the
wheelhouse and displayed in a clear format allowing
.5 The reduction of vertical acceleration aCG to compare with design values.
induced by stabilisation system if any is to be disre-
garded for the purpose of limit operating conditions .3 When a hull monitoring system is requested,
imposed by bottom impact loads. its specification is to be submitted for review.
I - Part 3 Section 3 Structures Chapter 1
GL 2012 Page 3–13

C3.4 Overall Loads MsS = still water sagging bending moment [kN⋅m]

C3.4.1 Monohulls cRW = see C3.3.1.1

C3.4.1.1 General C = 6 + 0,02 L

For the purpose of this calculation, CB may not be
.1 In general, the wave induced bending loads taken less than 0,6.
and shear forces according to C3.4.1.2 are accepted.
.4 Total shear force
.2 For monohulls of unusual form and design
and for ships with extreme bow flare, GL may require 3, 2 ⋅ M bI
TbI =
determination of vertical wave-induced bending mo- L
ments and share forces as well as their distribution
over the ship’s length considering various mass dis- Mbl = the greatest between MblH and MblS, calcu-
tributions. Accepted calculation procedures are to be lated according to C3.4.1.2.2 and C3.4.1.2.3,
applied. as applicable.
.3 Where deemed necessary, stresses due tor- .5 Longitudinal distribution of total bending
sion and/or horizontal wave bending are to be consid- moment
ered in a global stress analysis.
The longitudinal distribution of the total bending
moments is given by:
Note
Upon request, such calculations will be performed by KM ⋅ MblH in hogging
GL. KM ⋅ MblS in sagging
C3.4.1.2 Bending moment and shear force KM = longitudinal distribution factor as shown on
Figure C3.4.1.
.1 General
For the envisaged mass distributions for the defined 1,0
loading condition values of vertical still water bend-
ing moment are to be calculated over the ship’s
KM

length.
The values of the total longitudinal bending moments
and shear force are given, in first approximation, by
the formula in C3.4.1.2.3 and C3.4.1.2.4. The for-
mula in C3.4.1.2.2 is to be applied when deemed
necessary by GL on the basis of the motion character-
istics of the ship.
For ships having L < 100 m, the total bending mo-
ments in hogging or in sagging condition respec-
tively, are to be taken as the greatest of those given
by the formulae in C3.4.1.2.2 and C3.4.1.2.3.
Hull girder loads determined by direct calculation
according to C3.4.1.2.6 are accepted.
.2 Bending moment due to still water loads,
wave induced loads and impact loads
M bIH = M bIS = 0,55 ⋅ Δ ⋅ L ⋅ (1 + a CG )
where aCG is the vertical acceleration at the LCG,
defined in C3.3.1.
.3 Bending moment due to still water loads
and wave induced loads
M bIH = MsH + 0, 21 ⋅ C ⋅ L2 ⋅ B ⋅ CB ⋅ cRW
M bIS = MsS + 0,12 ⋅ C ⋅ L2 ⋅ B ⋅ ( CB + 0, 7 ) ⋅ cRW
MsH = still water hogging bending moment [kN⋅m]
0
0 0,1 0,2 0,3 0,4 0,5 0,6 0,7 0,8 0,9 1,0
x/L
Fig. C3.4.1
.6 Direct calculation of hull girder design
As a basis for direct calculation of design values,
loading conditions corresponding to the actual weight
distribution are to be used.
In principle, the estimated representative mass distri-
butions for the defined loading conditions will be the
average of the mass distributions that result in the
highest and the lowest stillwater vertical bending
moment. This representative mass distribution leads
to an average displacement and an average vertical
stillwater bending moment.
Analysis of the craft in harmonic waves is to be exe-
cuted by direct computational methods that evaluate
response amplitude operators of wave-induced verti-
cal shear forces and bending moments. Using an
adequate nonlinear correction procedure that ac-
counts for a realistic wave breaking criterion, the
wave contour along the craft’s side has to be deter-
mined for relevant harmonic waves of selected ampli-
tudes and phase positions. Hydrodynamic pressures
are to be extrapolated up to the wave contour.
Chapter 1 Section 3 Structures I - Part 3
Page 3–14 GL 2012

Hydrodynamic calculations are to be performed for Pbi = gi · avi

speeds that correspond to the operational profile of
the craft.

After completing the nonlinear correction procedure,

the forces acting on the craft, including inertial 0,1 L

P0
0,5 L
forces, generally are not in balance. Equilibrium can
be achieved by resolving the motion equations, re- xSL
sulting in nonlinearly corrected wave amplitude de- A. P. FSL F. P.
L
pendent response values of, e.g., bending moments.
Repeating this procedure for different wave periods av0
c = L
and wave headings yields nonlinearly corrected av0 + av1
(pseudo) response amplitude operators that depend on av1
wave height. Depending on the considered phase av0
avi
locations, two separate sets of transfer functions
result, one set for the sagging condition and another
set for the hogging condition. Fig. C3.4.2

Treating these nonlinearly corrected pseudo transfer Bi = craft breadth [m] at uppermost deck;
functions like transfer functions of linear systems,
(xi and Bi to be measured at the centre of
stochastic methods are to be used to evaluate shear
forces and bending moments. For stationary seaways, interval i),
a cos² distribution of wave energy about the principal p0 = maximum hydrodynamic pressure [kPa] equal
direction of wave encounter direction is to be as- to:
sumed. The seaways’ main wave headings relative to
the craft are to be considered as equally distributed. a v1 ⋅ G ⋅ (r02 − x 2W )
=
Wave heights used to obtain the wave amplitude
dependent pseudo transfer functions are to be taken
fSL ⋅ ( r02 + 0,5 ⋅ L ⋅ ( xSL − x W ) − x SL ⋅ x W )
as equal to the significant wave height of the corre- av1 = vertical design acceleration at the forward
sponding natural seaway. perpendicular, as defined in C3.3,
Calculated long-term values of shear forces and G = weight force [kN] equal to:
bending moments are to be based on long-term wave
statistics relevant for the craft’s operating area. = ∑ g i ⋅ Δx i

For the sagging condition only, an additional shear gi = weight per unit length [kN/m] of interval i;
force and bending moment caused by slamming loads for twin-hull craft, gi is to be defined for one
in the craft’s forebody area are to be determined as hull,
specified below. For the purpose of this calculation,
the hull is considered longitudinally subdivided into a xW = distance, in m, of LCG from the midship
number of intervals. Generally, 20 intervals are to be perpendicular:
considered. ∑ ( g i ⋅ Δx i ⋅ x i )
= − 0,5 ⋅ L
For twin-hull craft, the calculation below applies to ∑ ( g i ⋅ Δx i )
one of the hulls, i.e. the longitudinal distribution of
weight forces gi and the corresponding breadth Bi are r0 = radius of gyration [m] of weight distribution,
equal to:
to be defined for one hull.
0,5
⎛ ∑ g ⋅ Δx ⋅ ( x − 0,5 ⋅ L )2 ⎞
The total impact force [kN] is:
= ⎜ ⎟
i i i
⎜ ∑ gi ⋅ Δx i ⎟
FSL = ∑ qSLi ⋅ Δx i ⎝ ⎠
normally 0,2 L < r0 < 0,25 L (guidance value)
Δxi = length of interval [m]
xSL = distance [m] of centre of surface FSL from the
qSLi = additional load per unit length [kN/m] midship perpendicular, given by:
for x/L ≥ 0,6 see also Figure C3.4.2, given by: 1 ⎛ ⎛x ⎞⎞
= ∑ Δx i ⋅ x i ⋅ Bi ⋅ sin ⎜ 2π ⋅ ⎜ i − 0, 6 ⎟ ⎟ − 0,5 ⋅ L
fSL ⎝ ⎝ L ⎠⎠
⎛ ⎛x ⎞⎞
qSLi = p0 ⋅ Bi ⋅ sin ⎜ 2 ⋅ π ⋅ ⎜ i − 0,6 ⎟ ⎟ fSL = surface [m2] equal to:
⎝ ⎝ L ⎠⎠
⎛ ⎛x ⎞⎞
xi = distance [m] from the aft perpendicu- = ∑ Δx i ⋅ Bi ⋅ sin ⎜ 2π ⋅ ⎜ i − 0, 6 ⎟ ⎟
lar ⎝ ⎝ L ⎠⎠
I - Part 3 Section 3 Structures Chapter 1
GL 2012 Page 3–15

The resulting load distribution qsi [kN/m] for the C3.4.2.2 Longitudinal bending moment and
calculation of the impact induced sagging bending shear force
moment and shear force is:
.1 Refer to C3.4.1.2.
(a) For x/L < 0,6:
qsi = qbi = gi ⋅ avi .2 In C3.4.1.2.6, the breadth Bi is defined as
avi = total dimensionless vertical acceleration at below:
interval i, equal to: Bi = maximum breadth of one hull at the consid-
= a h + a p ⋅ ( x i − 0,5 ⋅ L ) ered longitudinal location xi [m]

ah = acceleration due to heaving motion, equal .3 When slamming of wet-deck is expected to

to: occur (cf. C3.5.4), Bi is to be taken as:

FSL ⎛ r2 − x ⋅ x ⎞ Bi = the maximum breadth of one hull at the con-

= ⋅⎜ 0 SL W ⎟
G ⎜ r2 − x2 ⎟ sidered longitudinal location [m] without be-
⎝ 0 W ⎠ ing greater than B/2, multiplied by the coeffi-
ap = acceleration due to pitching motion [m-1]: cient fB, where:

FSL ⎛x −x ⎞ fB = 2 ⋅ (1 - BW/B)
= ⋅ ⎜ SL W ⎟
G ⎜ r2 − x2 ⎟
⎝ 0 W ⎠ C3.4.2.3 Transverse bending moment and
shear force
ah and ap are relative to g
(b) For x/L ≥0,6: The transverse bending moment Mbt [kNm] and shear
force Tbt [kN] are given by:
qsi = qbi - qSLi
Δ ⋅ b ⋅ a CG ⋅ g
The impact induced sagging bending moment and M bt =
shear force are obtained by integration of the load 5
distribution qsi along the hull. They are to be added to
the respective values calculated according to Δ ⋅ a CG ⋅ g
Tbt =
C3.4.1.2.3 in order to obtain the total bending mo- 4
ment and shear force due to still water loads, wave
induced loads and impact loads. b = transverse distance [m] between the centres
of the two hulls,
C3.4.2 Catamarans
aCG = vertical acceleration at LCG, defined in
C3.4.2.1 General C3.3.1.

.1 The values of the longitudinal bending mo-
ment and shear force are given by the formulae in
C3.4.1.2.
.2 For catamarans, the hull connecting struc-
tures are to be checked for load conditions specified
in C3.4.2.2 and C3.4.2.3. These load conditions are to
be considered as acting separately.
.3 Design moments and forces given in the
following paragraphs are to be used unless other
values are verified by model tests, full-scale meas-
urements or any other information provided by the
designer (see C3.3.4.1, Requirements for model
tests).
.4 For craft with length L > 65 m or speed V >
45 knots, or for craft 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 calcula-
tions carried out in accordance with criteria specified
in C3.6 or other criteria considered equivalent by GL.
C3.4.2.4 Transverse torsional connecting mo-
ment
The catamaran transverse torsional connecting mo-
ment [kN ⋅ m] about a transverse axis is given by:
M tt = 0,125 ⋅ Δ ⋅ L ⋅ a CG ⋅ g
where aCG is the vertical acceleration at LCG, de-
fined in C3.3.1, which need not to be taken greater
than 1,0 g for this calculation.
C3.4.3 Small waterplane area twin-hull
(SWATH) craft - Forces and moments
acting on twin-hull connections
C3.4.3.1 Side beam force
.1 The design beam side force [kN] (see Figure
C3.4.3) is given by:
FQ = 12,5 ⋅T ⋅ Δ2/3 ⋅ d ⋅ LS
Chapter 1 Section 3 Structures I - Part 3
Page 3–16 GL 2012

⎛ Δ ⎞ C3.4.4 Trimarans
d = 1,55 − 0, 75 ⋅ tanh ⎜ ⎟
⎝ 11000 ⎠
The transverse design bending moments and shear
forces for trimarans, subdivided in two load cases,
LS = 2,99 ⋅ tanh ( λ ) − 0, 725 will be calculated with respect to the structural ar-
rangement. In general, the design loads can be taken
0,137 ⋅ A lat as symmetrical to the centre line of the vessel. The
λ=
T ⋅ Δ1/ 3 sum of deck loads, self weights and buoyancy forces
can be evenly distributed in longitudinal direction.
Concentrated masses, lifting forces of foils and pillar
Alat = lateral area [m2] projected on a vertical
loads are considered at their effective positions.
plane, of one hull with that part of strut or struts be-
low waterline at draught T.
.1 Upward load case: Following forces acting at
hM their respective load centres are to be considered:

− maximum upward and outward lifting forces of

foils and stabilizers jointed to the outer hulls ac-
cording to GL rudder calculation (C3.10).
T/2

FQ FQ
T

− Buoyancy force of the outer hull at 15° heeling

angle and max displacement multiplied by 1,1.
Fig. C3.4.3
− Tank loads and deck load outside the main (cen-
tre) hull not to be taken into account.
.2 The lateral pressure [kN/m2] acting on one
hull is given by:
FQ .2 Downward load case: Following design deck
pQ = loads multiplied by (1+0,4 aCG) are to be considered:
A lat
− Sheltered deck: p = 1,0 kPa
The distribution of the lateral force FQ can be taken
as constant over the effective length Le = Alat / T [m]. − Passenger deck: p = 2,5 kPa
The constant lateral force per unit length [kN/m] is
thus given by:
− Car deck (1,0 t axle load): p = 2,0 kPa
FQ
qQ =
Le − Car deck (3,5 t axle load): p = 4,0 kPa

C3.4.3.2 Bending moment − Truck deck: max. truck weights evenly distrib-
uted
.1 The corresponding design bending moment
[kN ⋅ m] is given by: − tank weights

MQ = hM ⋅ FQ
hM = half the draught T plus the distance from the
waterline at draught T to the midpoint of the
wet deck structure (see Figure C3.4.4) [m]
MQ = hM · F Q
− maximum downward and inward lifting forces of
foils and stabilizers jointed to the outer hulls ac-
cording to GL rudder calculation
Sum of static weights and tank loads up to the maxi-
mum displacement (half value for a symmetrical
model) are to be taken into account in following
order:

1. masses in fixed positions (tank loads, etc.)

hM 2. distributed deck loads from upper to lower deck

started from outside each with the intention to
FQ FQ cover the worst possible transverse weight distri-
bution (concerning the maximum transverse
Fig. C3.4.4 bending moment)
I - Part 3 Section 3 Structures Chapter 1
GL 2012 Page 3–17

C3.5 Local Loads and Design Criteria k1

C3.5.1 General 1,0

This Section provides data regarding design loads for

0,5
determining the scantlings of the hull structural ele-
ments by means of the design formulae given in the
following Sections or by means of direct calculations.
x/L
The dynamic portions of the design loads are design 0 0,5 0,8 1,0
values which can only be applied within the design
concept of this Chapter.
Fig. C3.5.1

C3.5.2 Load centre

K2 = factor accounting for impact area:
.1 For plates:
u 0,75 − 1, 7
= 0, 455 − 0,35 ⋅
– vertical stiffening system: 0,5 ⋅ stiffener spacing u 0,75 + 1, 7
above the lower support of plate field, or lower
edge of plate when the thickness changes within ≥ 0,50 for plating,
the plate field
≥ 0,45 for stiffeners,
– horizontal stiffening system: Midpoint of plate
field
≥ 0,35 for girders and floors,
.2 For stiffeners and girders: s
u = 100 ⋅
Sr
– centre of span

Sr = reference area [m2]

C3.5.3 Impact pressure on the bottom of hull
.1 In general, bottom slamming is expected on
the whole bottom area. The slamming area may be
limited if the conditions for aCG and VFr according to
Table C3.5.1 are met. VFr is defined as follows:
V of the craft displacement
VFr =
L0,5
Aft of these slamming areas the impact pressure can
be reduced to ps over a length of 0,1 L
.2 The impact pressure [kPa] acting on the
bottom of hull is not less than:
psl = 100 ⋅ T ⋅ K1 ⋅ K 2 ⋅ K 3 ⋅ a cg
K1 = longitudinal bottom impact pressure distribu-
tion factor (see Figure C3.5.1):
= 0,5 + x/L for x/L < 0,5:
= 1,0 for 0,5 ≤ x/L ≤ 0,8
= 3,0 - 2,5 ⋅ x/L for x/L > 0,8
Δ
= 0, 7 ⋅
T
Δ = displacement [t] (see C3.1.4). For catamaran,
Δ in the above formula is to be taken as half
where s is the area [m2] supported by the element
(plating, stiffener, floor or girder). For plating, the
supported area is the spacing between the stiffeners
multiplied by their span, without taking for the latter
more than three times the spacing between the stiff-
eners
K3 = factor accounting for shape and deadrise of
the hull:
70 − α d
=
70 − αdCG
where αdCG is the deadrise angle [°] measured at
LCG and αd is the deadrise angle [°] between hori-
zontal line and straight line joining the edges of re-
spective area measured at the longitudinal position of
the load point; values taken for αd and αdCG are to be
between 10° and 30°

where x is the distance [m] from the aft perpendicular aCG = design vertical acceleration at LCG, de-
to the load point fined in C3.3.1.
Chapter 1 Section 3 Structures I - Part 3
Page 3–18 GL 2012

.3 Sea intakes and other openings − for 0,7 < x/L < 0,8:
.1 Sea chests are to have scantlings as for bot- x
tom structure (see C3.7.7.3 and C3.7.8.2 condition K WD = 6, 0 ⋅ − 3,8
L
(b)), taking a design pressure pt, in kPa, equal to:
pt = ps + 0,5 ⋅ psl − for x/L ≥ 0,8:
where ps and psl are as defined in C3.5.5 and KWD = 1,0
C3.5.3 respectively.
If a safety valve is installed pt is not to be less than
where x is the distance [m] from the aft perpendicular
100 pv, where pv is the blow out pressure at the safety to the load point
valve in bar, but not less than 1 bar.
VX = ship’s speed [kn]
C3.5.4 Impact pressure on wet deck (includ-
ing tunnel radius) HA = air gap [m] equal to the distance between
the waterline at draught T and the wet deck
.1 In general, wet deck slamming is expected
on the whole wet deck area. The slamming area may KWD
be limited if the conditions for aCG and VFr according
to Table C3.5.1 are met. 1,0

Table C3.5.1
aCG VFr 0,5
bottom wet deck
0,4

VFr < 4,5 fwd of fwd of

0,7 L 0,8 L x/L
aCG ≤ 1 0 0,2 0,7 0,8 1,0
fwd of fwd of
4,5 ≤ VFr ≤ 5
0,5 L 0,7 L
Fig. C3.5.2
fwd of fwd of
1 < aCG ≤ 1,5 VFr ≤ 5
0,5 L 0,7 L C3.5.5 Sea pressures
The impact pressure [kPa] acting on the wet deck is
not less than: C3.5.5.1 Sea pressure on bottom and side shell

⎛ H ⎞ .1 The sea pressure [kPa] considered as acting

psl = 3 ⋅ K 2 ⋅ K 3 ⋅ K WD ⋅ VX ⋅ Vsl ⋅ ⎜1 − 0,85 ⋅ A ⎟
⎝ HS ⎠ on the bottom and side shell is not less than psmin,
defined in Table C3.5.2, nor less than:
Vsl = relative impact velocity [m/s] equal to:
− for z ≤ T
4 ⋅ HS
= +1
L ⎛ ⎛ S⎞ ⎞
ps = 10 ⋅ ⎜ T0 + 0, 75 ⋅ S − ⎜ 1 − 0, 25 ⋅ ⎟ ⋅ z ⎟
⎝ ⎝ T ⎠ ⎠
HS = significant wave height,
K2 = factor accounting for impact area, as de- − for z > T
fined in C3.5.3.1 with maximum displace-
ment of the craft ps = 10 ⋅ ( T0 + S − z )
K3 = factor accounting for shape and deadrise of T0 = T, in general
wet deck, as defined in C3.5.3.2 where 10°
is taken for αdCG, = T + 0,09 y, for SWATH and outer hulls of
trimaran
KWD = longitudinal wet deck impact pressure dis-
z = vertical distance [m] from the moulded base
tribution factor (see Figure C3.5.2):
line to load point. z is to be taken positively
− for x/L < 0,2: upwards,
⎛ x⎞ y = transverse distance [m] from the centre line to
K WD = 0,5 ⋅ ⎜1, 0 − ⎟ load point. y is to be taken positive,
⎝ L ⎠
S = as given [m] in Table C3.5.2 with CB taken
− for 0,2 ≤ x/L ≤ 0,7: not greater than 0,5.
KWD = 0,4 = T, for SWATH
I - Part 3 Section 3 Structures
GL 2012
Table C3.5.2
S Pmin
L L+ 75
x/L ≥ 0,9 T ≤ 0,36⋅ aCG ⋅ ≤ 3,5⋅ T 20≤ ≤35
CB 5
L + 75
x/L ≤ 0,5 T ≤ 0,60⋅ aCG ⋅ L ≤ 2,5⋅ T 10≤ ≤ 20
10
.2 Between midship area and fore end (0,5 <
x/L < 0,9), ps varies in a linear way as follows:
⎛ x⎞
ps = psFP − ⎜ 2, 25 − 2,5 ⋅ ⎟ ⋅ ( psFP − psM )
⎝ L⎠
where psFP is the sea pressure at fore end and psM in
midship area.
C3.5.5.2 Stern doors and side shell doors
.1 The sea pressures on stern doors and side
shell doors is to be taken according to C3.5.5.1 for
scantlings of plating and secondary members.
.2 The design forces [kN] considered for the
scantlings of primary members are to be not less
than:
− external force: Fe = A ⋅ pS
− internal force: Fi = Fo + 10 ⋅ W
A = area [m2] of the door opening
W = mass of the door [t]
Fp = total packing force [kN]. Packing line pres-
sure is normally not to be taken less than
5 N/mm,
Fo = the greater of Fc and 5 ⋅ A [kN]
Fc = accidental force [kN] due to loose of cargo
etc., to be uniformly distributed over the area
A and not to be taken less than 300 kN. For
small doors, such as bunker doors and pilot
doors, the value of Fc may be appropriately
reduced. However, the value of Fc may be
taken as zero, provided an additional structure
such as an inner ramp is fitted, which is capa-
ble of protecting the door from accidental
forces due to loose cargoes,
pS = sea pressure as defined in C3.5.5.1
.3 The design forces [kN] considered for the
scantlings of securing or supporting devices of doors
opening outwards are to be not less than:
− external force: Fe = A ⋅ ps
− internal force: Fi = Fo + 10 ⋅ W + Fp
where the parameters are defined in C3.5.5.2.2.
Chapter 1
Page 3–19
.4 The design forces [kN] considered for the
scantlings of securing or supporting devices of doors
opening inwards are to be not less than:
− external force: Fe = A ⋅ ps + Fp
− internal force: Fi = Fo + 10 ⋅ W
where the parameters are defined in C3.5.5.2.2.
C3.5.5.3 Bow doors
The arrangement of bow doors is to comply with the
provisions of 2.2.3. Loads according to C3.5.5.2 are
to be taken. If an inner bow door is required accord-
ing to 2.2.3 a design load according to C3.5.5.4 is to
be considered. The inner bow door is to be fitted
within the limits for the collision bulkhead but not
less than 1,2 m aft of the bow door.
C3.5.5.4 Sea pressures on front walls of the hull
.1 The pressure [kPa] considered as acting on
front walls of the hull (in case of stepped main deck),
not located at the fore end, is not less than:
⎛ x1 ⎞
p sf = 6 ⋅ ⎜ 1 + ⎟ ⋅ (1 + 0, 0 4 5 ⋅ L − 0, 3 8 ⋅ z 1 )
⎜
⎝ 2 ⋅ L ⋅ ( C B + 0,1 ) ⎟⎠
x1 = distance [m] from front walls to the midship
perpendicular (for front walls aft of the mid-
ship perpendicular, x1 is equal to 0),
z1 = distance [m] from load point to waterline at
draught T.
psF is not less than the greater of:
3 + (6,5 + 0,06 ⋅ L)
3 + 2,4 ⋅ aCG
.2 For front walls located at the fore end, the
pressure psF will be individually considered by GL,
but not less than 1,2 times the value according to
C3.5.5.4.1.
C3.5.5.5 Sea pressures on deckhouses
.1 The pressure [kPa] considered as acting on
walls of deckhouses is not less than:
⎛ ⎞
x1
⎜ 2 ⋅ L ⋅ ( C + 0,1) ⎟⎟ (
psu = K su ⋅ ⎜1 + ⋅ 1 + 0, 045 ⋅ L − 0,38 ⋅ z1 )
⎝ B ⎠
Ksu = coefficient
− for front walls of a deckhouse located di-
rectly on the main deck not at the fore end:
Ksu = 6,0
− for unprotected front walls of the second
tier, not located at the fore end:
Ksu = 5,0
Chapter 1 Section 3 Structures I - Part 3
Page 3–20 GL 2012

− for sides of deckhouses, b being the breadth,
in m, of the considered deckhouse:
Ksu = 1,5 + 3,5 b/B (with 3 ≤ Ksu ≤ 5)
− for the other walls:
Ksu = 3,0
x1 = distance [m] from front walls or from wall
elements to the midship perpendicular (for
front walls or side walls aft of the midship per-
pendicular, x1 is equal to 0),
z1 = distance [m] from load point to waterline at
draught T.
.2 The minimum values of psu [kPa] to be con-
sidered are:
− for the front wall of the lower tier:
psu = 6,5 + 0,06 ⋅ L
C3.5.6.1.3 Stern tube bulkhead
.1 If a stern tube bulkhead is provided, it shall,
in general, be so arranged that the stern tube and the
rudder trunk are enclosed in a watertight compart-
ment. The stern tube bulkhead should extend to the
datum or to a watertight platform situated above the
design waterline.
.2 Where a complete stern tube bulkhead is not
practicable, only watertight void spaces enclosing the
stern tube entrances, providing the possibility for a
second watertight sealing may be arranged. The same
arrangement can be applied for the rudder trunk.
C3.5.6.1.4 Remaining watertight bulkheads
.1 The remaining watertight bulkheads are, in
general, to extend to the datum. Wherever practica-
ble, they shall be situated in one frame plane, other-
wise those portions of decks situated between parts of
transverse bulkheads are to be watertight.

− for the sides and aft walls of the lower tier: C3.5.6.1.5 Openings in watertight bulkheads
psu = 4,0 .1 The requirements of Section 2, 2.2.2 are to
be observed.
− for the other walls or sides:
C3.5.6.2 Pressures on watertight bulkheads
psu = 3,0
The pressure [kPa] considered as acting on subdivi-
.3 For unprotected front walls located at the sion bulkheads is not less than:
fore end, the pressure psu will be considered by GL as
psb = 9,81 ⋅ h3
given in C3.5.6.2.
h3 = distance [m] from load point to a point 1 m
C3.5.6 Bulkheads above the bulkhead deck at the ship’s side, for
the collision bulkhead to a point 1 m above the
C3.5.6.1 General
upper edge of the collision bulkhead at ship’s
.1 This section applies to watertight and non- side.
watertight bulkheads.
C3.5.7 Tank structures
.2 Horizontal part of bulkheads are also to
C3.5.7.1 General
comply with the rules for deck beams.
This section applies to all kinds of tanks with the tank
.3 The special requirements for tanks in the boundaries forming a direct part of the hull structure.
hull are given in C3.5.7. In addition the requirements for detached tanks and
the procedure of testing for tightness are given.
C3.5.6.1.1 Watertight subdivision
All tanks are to be suitably subdivided by bulkheads
.1 Number and location of transverse bulk- or swash bulkheads in order to avoid excessive liquid
heads fitted in addition to those specified in C2.1.7 sloshing.
are to be so selected as to ensure sufficient transverse
Hollow structural elements are not permitted in tanks
strength of the hull.
for flammable liquids.
.2 For ships which require proof of survival Oil is not be carried in a forepeak tank.
capability in damaged conditions, the watertight
subdivision will be determined by damage stability C3.5.7.2 Air, overflow and sounding pipes
calculations.
Each tank is to be fitted with air pipes, overflow
C3.5.6.1.2 Collision bulkhead pipes and sounding pipes. The air pipes are to be led
to above the exposed deck. The arrangement is to be
.1 The collision bulkhead shall extend water- such as to allow complete filling of the tanks. The
tight up to the datum (bulkhead deck). Steps or re- height from the deck to the point where the water
cesses may be permitted provided Section 2, C2.1.8.2 may have access is to be at least 760 mm on the da-
is observed. tum and 450 mm on a superstructure deck.
I - Part 3 Section 3 Structures
GL 2012
The sounding pipes are to be led to the bottom of the
tanks.
C3.5.7.3 Separation of oil fuel tanks from tanks
for other liquids
Fuel oil tanks are to be separated from tanks for lu-
bricating oil, hydraulic oil, thermal oil, vegetable oil,
feedwater, condensate water and potable water by
cofferdams.
For steel and aluminium structures the arrangement
of cofferdams between oil fuel and lubricating oil
tanks may be dispensed with provided that:
– the common boundary is continuous, i.e. it does
not abut at the adjacent tank boundaries, see Fig.
C3.5.3
Where the common boundary cannot be con-
structed continuously according to Fig. C3.5.3,
the fillet welds on both sides of the common
boundary are to be welded in two layers and the
throat thickness is not to be less than 0,5 ⋅ t
(t = plate thickness).
common
boundary
Fig. C3.5.3 Continuous common boundary re-
placing a cofferdam
– Stiffeners or pipes do not penetrate the common
boundary.
– The corrosion allowance tk for steel plates for
the common boundary is not less than 1,0 mm.
C3.5.7.4 Potable Water Tanks
Potable water tanks shall be separated from tanks
containing liquids other than potable water, ballast
water, distillate or feed water.
In no case sanitary arrangement or corresponding
piping are to be fitted directly above the potable wa-
ter tanks.
Manholes arranged in the tank top are to have sills.
If pipes carrying liquids other than potable water are
to be led through potable water tanks, they are to be
fitted in a pipe tunnel.
Air and overflow pipes of potable water tanks are to
be separated from pipes of other tanks.
C3.5.7.5 Swash Bulkheads
The total area of perforation shall not be less than
5 % and should not exceed 10 % of the total bulkhead
area.
Chapter 1
Page 3–21
The plate thickness shall, in general, be equal to the
minimum thickness. Strengthenings may be required
for load bearing structural parts.
The free lower edge of a swash bulkhead is to be
adequately stiffened.
The section modulus of the stiffeners and girders is to
be calculated with pt1, but disregarding pv.
C3.5.7.6 Independent tanks
Detached tanks are to be adequately secured against
forces due to the ship's motions.
Detached tanks in hold spaces are also to be provided
with antifloatation devices. It is to be assumed that
the hold spaces are flooded to the load water line.
The stresses in the antifloatation devices caused by
the floatation forces are not to exceed the material's
yield stress.
Fittings and pipings on detached tanks are to be pro-
tected by battens, and gutter ways are to be fitted on
the outside of tanks for draining any leakage oil.
C3.5.7.7 Pressures on tank structures
The design pressure [kPa] for service condition is:
p t1 = 9,81 ⋅ h1 ⋅ρ ⋅ (1 + 0, 4 ⋅ a v ) + 100 ⋅ p v
h1 = distance [m] from load point to tank top,
ρ = liquid density [t/m3] (1,0 t/m3 for water),
pv = setting pressure [bar] of pressure relief valve,
when fitted.
The maximum static design pressure [kPa] is:
p t2 = 9,81 ⋅ h 2
h2 = distance [m] from load point to top of over-
flow or to a point located 1,5 m above the
tank top, whichever is greater.
For tanks equipped with pressure relief valves and/or
for tanks intended to carry liquids of a density greater
than 1,0 t/m3, the head h2 is at least to be measured to
a level at the following distance hp above tank top:
hp = 2,5 ρ or
= 10 pv, where pv > 0,25 ρ
Regarding the design pressure of fuel tanks and bal-
last tanks which are connected to an overflow system,
the dynamic pressure increase due to the overflowing
is to be taken into account in addition to the static
pressure height up to the highest point of the over-
flow system.
C3.5.7.8 Testing for Tightness
.1 Testing of fuel oil, ballast, trimming, feed
water, fresh water and anti-rolling tanks is to be ef-
fected by a combination of a leak test by means of air
pressure and an operational test by means of water or
Chapter 1 Section 3 Structures I - Part 3
Page 3–22 GL 2012

the liquid for which the tank is intended to be used. .2 Where decks are intended to carry masses of
The air pressure is not to exceed 0,2 bar gauge. The significant magnitude, including vehicles, the con-
increased risk of accident while the tanks are sub- centrated loads transmitted to structures are given by
jected to the air pressure is to be observed. the corresponding static loads multiplied by (1 + 0,4 ⋅
av ).
.2 Where one tank boundary is formed by the
ship's shell, the leak test is to be carried out before C3.5.8.2 Weather decks and exposed areas
launching. For all other tanks leak testing may be
carried out after launching. Erection welds as well as .1 For weather decks and exposed areas with-
welds of assembly openings are to be coated 2 after out deck cargo:
the leak test is carried out. This applies also to man-
ual weld connections of bulkheads with the other − if zd ≤ 2:
tanks boundaries and of collaring arrangements at p = 6,0 kPa
intersections of tank boundaries and e.g. frames,
beams, girders, pipes etc. If it is ensured that in adja- − if 2 < zd < 3:
cent tanks the same type of liquid is carried, e.g. in
adjacent ballast tanks, the above mentioned weld p = (12 – 3 zd) kPa
connections may be coated 2 prior to the leak test.
− if zd ≥ 3:
All other welded connections in tank boundaries may p = 3,0 kPa
be coated prior to the leak test if it is ensured by
suitable means (e.g. by visual examination of the where zd is the vertical distance [m] from deck to
welded connections) that the connections are com- waterline at draught T.
pletely welded and the surfaces of the welds do not
exhibit cracks or pores. p can be reduced by 20 % for primary supporting
members and pillars under decks located at least 4 m
above the waterline at draught T, excluding embarka-
.3 Where the tanks are not subjected to the leak tion areas.
test as per 2. but are leak tested with water the bulk-
heads are, in general, to be tested from one side. The .2 For weather decks and exposed areas with
testing should be carried out prior to launching or in deck cargo:
the dock. Subject to approval by GL, the test may
also be carried out after launching. Water testing may − if zd ≤ 2:
be carried out after application of a coating 2, pro- p = (pc + 3) kPa
vided that during the visual inspection as per 2. above
deficiencies are not noted. The test head shall corre- − if 2 < zd < 3:
spond to a head of water of 2,5 m above the top of
p = (pc + 7 – 2 zd ) kPa
tank or to the top of overflow or air pipe, whichever
is the greater. − if zd ≥ 3:
.4 The operational test may be carried out p = (pc + 1) kPa
when the ship is afloat or during the trial trip. For all
tanks the proper functioning of filling and suction zd = distance defined in C3.5.8.2.1,
lines and of the valves as well as functioning and
tightness of the vent, sounding and overflow pipes is pc = uniform pressure due to deck cargo load [kPa]
to be tested. to be defined by the designer, but taken as not
less than 3,0 kPa.
C3.5.8 Deck loads
C3.5.8.3 Enclosed cargo decks
C3.5.8.1 General
.1 For enclosed cargo decks other than decks
.1 The pressure [kPa] considered as acting on carrying vehicles:
decks is given by the formula: p = pc
pd = p ⋅ (1 + 0,4 ⋅ av)
with pc as defined in C3.5.8.2.2.
p = uniform pressure due to the load carried [kPa].
For enclosed cargo decks carrying vehicles, the loads
Minimum values are given in C3.5.8.2 to
are defined in C3.5.8.7.
C3.5.8.6,
av = design vertical acceleration, defined in C3.3. C3.5.8.4 Enclosed accommodation decks

.1 For enclosed accommodation decks not

–––––––––––––– carrying goods:
2 Shopprimers are not regarded as a coating within the scope of
these requirements. p = 3,0 kPa
I - Part 3 Section 3 Structures Chapter 1
GL 2012 Page 3–23

p can be reduced by 20 per cent for primary support-
ing members and pillars under such decks.
.2 For enclosed accommodation decks carrying
goods:
p = pc
With pc as defined in C3.5.8.2.2.
C3.5.8.5 Sheltered decks
.1 They are decks which are not accessible to
the passengers and which are not subjected to the sea
pressures. Crew can access such decks with care and
taking account of the admissible load, which is to be
clearly indicated.
The deck load [kPa] for shelter decks is:
pd = 1,3 (1 + 0,4 av)
A lower value may be accepted, at the discretion of
GL, provided that such a value as well as the way of
access to the deck are clearly specified by and agreed
upon with the Owner.
The minimum value to be considered for such areas
forward of the bridge is
pd = 3,0 kPa
C3.5.8.7.2 Design loads
.1 For determining the deck scantlings, the
following loads are to be used:
− uniformly distributed load resulting from the
mass of the deck and maximum number of cars to
be carried. This load is not to be taken less than
2,5 kPa multiplied by (1 + 0,4 av).
− wheel load P
Where all wheels of one axle are standing on a deck
girder or a deck beam, the axle load is to be evenly
distributed on all wheels.
Where not all of the wheels of one axle are standing
on a deck girder or a deck beam, the following wheel
loads are to be used:
P = 0,5 ⋅ axle load for 2 wheels per axle
= 0,3 ⋅ axle load for 4 wheels per axle
= 0,2 ⋅ axle load for 6 wheels per axle
.2 For determining the scantlings of the sus-
pensions, the increased wheel load in case of four and
six wheels per axle as per C3.5.8.7.2.1 need not be
considered.

C3.5.8.6 Platforms of machinery spaces and .3 For determining the primary structure of
mooring decks decks under racking effects, the following loads are
to be used:
.1 The minimum value to be considered for − uniformly distributed load resulting from the
platforms of machinery spaces is mass of the deck and maximum number of cars to
p = 8,0 kPa be carried. This load is not to be taken less than
2,5 kPa.
.2 The minimum value to be considered for
platforms of mooring decks is − wheel load P.

p = 6,0 kPa C3.5.8.7.3 Permissible deflection

C3.5.8.7. Decks carrying vehicles .1 The deflection of girders subjected to loads

stipulated under C3.5.8.7.2 is not to exceed:
C3.5.8.7.1 General

.1 These Rules apply to movable as well as to
removable car decks not forming part of the ship's
structure.
.2 The following information should be in-
cluded in the plans to be submitted for approval:
– scantlings of the car decks
– masses of the car decks
– number and masses of cars intended to be stowed
on the decks
– wheel loads and distance of wheels
f = for steel and aluminium structures
200
= unsupported span of girder
.2 An adequate safety distance should be main-
tained between the girders of a loaded deck and the
top of cars stowed on the deck below.
C3.5.8.7.4 Buckling
The buckling strength of girders is to be proved ac-
cording to C3.7.5, if required.

– connection of the car decks to the hull structure C3.5.9 Handrails

– moving and lifting gear of the car decks Following design loads can be taken for handrails of
Chapter 1 Section 3 Structures
Page 3–24
− weather decks and exposed areas 750 N/m
− inner decks 750 N/m
− outer ramps 500 N/m
− Ro-Ro decks which are only accessible in harbour
areas 200 N/m
− sheltered decks 200 N/m
If neither escape routes, life-raft accesses nor heli
winch areas etc. are included, reduced requirements
can be stipulated.
Following permissible bending stress [MPa] of the
stanchions (loaded at upper end) is to be observed:
150/k for steel
70/k for aluminium alloys
The maximum permissible distance between the
stanchions is 1,6 m.
C3.6 Welded Joints
Note
The content of C3.6 is to a large extent identical to
that of the GL Rules for Welding in the Various
Fields of Application (II-3-3), Section 1, G. Because
of the re-issues of II-3-3 and these Rules at different
times, some temporary divergences may arise and in
such circumstances the more recent Rules shall take
precedence. Special questions and problems will be
solved in an actual case by using these Rules in addi-
tion to the following information.
These requirements and figures arise from welded
joints of steel structures. For aluminium alloys devia-
tions or further requirements may be taken into con-
sideration.
C3.6.1 Design
C3.6.1.1 General design principles
.1 During the design stage welded joints are to
be planned such as to be accessible during fabrica-
tion, to be located in the best possible position for
welding and to permit the proper welding sequence to
be followed.
.2 Both the welded joints and the sequence of
welding involved are to be so planned as to enable
residual welding stresses to be kept to a minimum in
order that no excessive deformation occurs. Welded
joints should not be over dimensioned, see also
C3.6.3.3.3.
.3 When planning welded joints, it shall first be
established that the type and grade of weld envisaged,
such as full root weld penetration in the case of HV
or DHV (K) weld seams, can in fact be perfectly
I - Part 3
GL 2012
executed under the conditions set by the limitations
of the manufacturing process involved. If this is not
the case, a simpler type of weld seam shall be se-
lected and its possibly lower load bearing capacity
taken into account when dimensioning the compo-
nent.
.4 Highly stressed welded joints - which, there-
fore, are generally subject to examination - are to be
so designed that the most suitable method of testing
for faults can be used (radiography, ultrasonic, sur-
face crack testing methods) in order that a reliable
examination may be carried out.
.5 Special characteristics peculiar to the mate-
rial, such as the lower strength values of rolled mate-
rial in the thickness direction (see C3.6.2.5.1) or the
softening of cold worked aluminium alloys as a result
of welding, are factors which have to be taken into
account when designing welded joints. Clad plates
where the efficiency of the bond between the base
and the clad material is proved may generally be
treated as solid plates (up to medium plate thick-
nesses where mainly filled weld connections are
used).
.6 In cases where different types of material are
paired and operate in sea water or any other electro-
lytic medium, for example welded joints made be-
tween unalloyed carbon steels and stainless steels in
the wear-resistant cladding in rudder nozzles or in the
cladding of rudder shafts, the resulting differences in
potential greatly increase the susceptibility to corro-
sion and shall therefore be given special attention.
Where possible, such welds are to be positioned in
locations less subject to the risk of corrosion (such as
on the outside of tanks) or special protective counter-
measures are to be taken (such as the provision of a
protective coating or cathodic protection).
C3.6.1.2 Design details
.1 Stress flow, transitions
.1.1 All welded joints on primary supporting
members shall be designed to provide as smooth a
stress profile as possible with no major internal or
external notches, no discontinuities in rigidity and no
obstructions to strains, see C3.7.1.
.1.2 This applies in analogous manner to the
welding of subordinate components on to primary
supporting members whose exposed plate or flange
edges should, as far as possible, be kept free from
notch effects due to welded attachments.
.1.3 Butt joints in long or extensive continuous
structures such as bilge keels, fenders, crane rails,
slop coamings, etc. attached to primary structural
members are therefore to be welded over their entire
cross-section.
.1.4 Wherever possible, joints (especially site
joints) in girders and sections shall not be located in
I - Part 3 Section 3 Structures
GL 2012
areas of high bending stress. Joints at the knuckle of
flanges are to be avoided.
.1.5 The transition between differing component
dimensions shall be smooth and gradual. Where the
depth of web of girders or sections differs, the flanges
or bulbs are to be bevelled and the web slit and ex-
panded or pressed together to equalize the depths of
the members. The length of the transition should be at
least equal twice the difference in depth.
.1.6 Where the plate thickness differs at joints
perpendicularly to the direction of the main stress,
differences in thickness greater than 3 mm shall be
accommodated by bevelling the proud edge in the
manner shown in Fig. C3.6.1 at a ratio of at least 1 : 3
or according to the notch category. Differences in
thickness of 3 mm or less may be accommodated
within the weld. For aluminium a ratio of 1 : 5 is re-
commended. Differences in thickness are not al-
lowed.
max. 3
£ 1:
3 .3
Fig. C3.6.1 Accommodation of differences of
thickness
.1.7 For the welding on of plates or other rela-
tively thin-walled elements, forgings and aluminium
and steel castings should be appropriately tapered or
provided with integrally cast or forged welding
flanges in accordance with Fig. C3.6.2.
Fig. C3.6.2 Welding flanges on steel castings or
forgings
.1.8 For the connection of shaft brackets to the
boss and shell plating, see C3.6.1.4.3 and C3.9.1.
.2 Local clustering of welds, minimum spac-
ing
.2.1 The local clustering of welds and short dis-
tances between welds are to be avoided. Adjacent
butt welds should be separated from each other by a
distance of at least
50 mm + 4 × plate thickness
Fillet welds should be separated from each other and
from butt welds by a distance of at least
30 mm + 2 × plate thickness
Chapter 1
Page 3–25
The width of replaced or inserted plates (strips)
should, however, be at least 300 mm or ten times the
plate thickness, whichever is the greater.
.2.2 Reinforcing plates, welding flanges, mount-
ings and similar components socket-welded into
plating should be of the following minimum size:
D min = 170 + 3 (t − 10) ≥ 170 mm
D = diameter of round or length of side of angu-
lar weldments [mm]
t = plating thickness [mm]
The corner radii of angular socket weldments should
be 5 t [mm] but at least 50 mm. Alternatively the
"longitudinal seams" are to extend beyond the "trans-
verse seams". Socket weldments are to be fully
welded to the surrounding plating.
Regarding the increase of stress due to different
thickness of plates see also C3.7.6.
Welding cut-outs
.3.1 Welding cut-outs for the (later) execution of
butt or fillet welds following the positioning of trans-
verse members should be rounded (minimum radius
25 mm or twice the plate thickness, whichever is the
greater) and should be shaped to provide a smooth
transition on the adjoining surface as shown in
Fig. C3.6.3 (especially necessary where the loading is
mainly dynamic).
r ³ 2t ³ 25
[t]
r ³ 2t ³ 25
[t]
Fig. C3.6.3 Welding cut-outs
.3.2 Where the welds are completed prior to the
positioning of the crossing members, no welding cut-
outs are needed. Any weld reinforcements present are
to be machined off prior to the location of the cross-
ing members or these members are to have suitable
cut-outs.
.4 Local reinforcements, doubling plates
.4.1 Where platings (including girder plates and
tube walls) are subjected locally to increased stresses,
thicker plates should be used wherever possible in
preference to doubling plates. Bearing bushes, hubs
etc. shall invariably take the form of thicker sections
welded into the plating, see C3.6.2.2.2.
Chapter 1 Section 3 Structures
Page 3–26
.4.2 Where doublings cannot be avoided, the
thickness of the doubling plates should not exceed
twice the plating thickness. Doubling plates whose
width is greater than approximately 30 times their
thickness shall be plug welded to the underlying
plating in accordance with C3.6.3.3.11 at intervals
not exceeding 30 times the thickness of the doubling
plate.
.4.3 Along their (longitudinal) edges, doubling
plates shall be continuously fillet welded with a
throat thickness "a" of 0,3 × the doubling plate thick-
ness. At the ends of doubling plates, the throat thick-
ness "a" at the end faces shall be increased to
0,5 × the doubling plate thickness but shall not ex-
ceed the plating thickness, see Fig. C3.6.4.
The welded transition at the end faces of the doubling
plates to the plating should form with the latter an
angle of 45° or less.
.4.4 Where proof of fatigue strength is required
(see C3.7.6), the configuration of the end of the dou-
bling plate shall conform to the selected detail cate-
gory.
t
b/2 ~ 1,5 b
r ³ 2t
2t
b
r³
Fig. C3.6.4 Welding at the ends of doubling
plates
.4.5 Doubling plates are not permitted in tanks
for flammable liquids.
.5 Intersecting members, stress in the thick-
ness direction
.5.1 Where, in the case of intersecting members,
plates or other rolled products are stressed in the
thickness direction by shrinking stresses due to the
welding and/or applied loads, suitable measures shall
be taken in the design and fabrication of the struc-
tures to prevent lamellar tearing (stratified fractures)
due to the anisotropy of the rolled products.
.5.2 Such measures include the use of suitable
weld shapes with a minimum weld volume and a
welding sequence designed to reduce transverse
shrinkage. Other measures are the distribution of the
stresses over a larger area of the plate surface by
using a build-up weld or the joining together of sev-
eral "fibres" of members stressed in the thickness
direction as exemplified by the deck stringer/sheer
strake joint shown in Fig. C3.6.12.
I - Part 3
GL 2012
.5.3 In case of very severe stresses in the thick-
ness direction due, for example, to the aggregate
effect of the shrinkage stresses of bulky single or
double-bevel butt welds plus high applied loads,
plates with guaranteed through thickness properties
(extra high-purity material and guaranteed minimum
reductions in area of tensile test specimens taken in
thickness direction) 3 are to be used.
.6 Welding of cold formed sections, bending
radii
.6.1 Wherever possible, welding should be
avoided at the cold formed sections with more than
5 % permanent elongation 4 and in the adjacent areas
of structural steels with a tendency towards strain
ageing.
.6.2 Welding may be performed at the cold
formed sections and adjacent areas of hull structural
steels and comparable structural steels (e.g. those in
quality groups S...J... and S...K... to DIN EN 10025)
provided that the minimum bending radii are not less
than those specified in Table C3.6.1.
Table C3.6.1 Minimum inner bending radius r
Plate thickness Minimum inner bending
t radius r
to 4 mm 1,0 × t
to 8 mm 1,5 × t
to 12 mm 2,0 × t
to 24 mm 3,0 × t
over 24 mm 5,0 × t
Note
The bending capacity of the material may necessitate
a larger bending radius.
.6.3 For other steels and other materials, where
applicable, the necessary minimum bending radius
shall, in case of doubt, be established by test. Proof of
adequate toughness after welding may be stipulated
for steels with minimum nominal upper yield point of
more than 355 N/mm2 and plate thicknesses of
30 mm and above which have undergone cold form-
ing resulting in 2 % or more permanent elongation.
––––––––––––––
3 See Rules Steel and Iron Materials (II-1-2), Section 1 and
also Supply Conditions 096 for Iron and Steel Products,
"Plate, strip and universal steel with improved resistance to
stress perpendicular to the product surface" issued by the
German Iron and Steelmakers' Association.
4 Elongation ε in the outer tensile-stressed zone
100
ε = [% ]
1+ 2 r t
r = inner bending radius [mm]
t = plate thickness [mm]
I - Part 3 Section 3 Structures Chapter 1
GL 2012 Page 3–27

.7 Build-up welds on rudderstocks and pint- elled welds with an open root and an attached or an
les integrally machined or cast, permanent weld pool
support (backing) as shown in Fig. C3.6.6.
.7.1 Wear resistance and/or corrosion resistant
build-up welds on the bearing surfaces of rudder-
stocks, pintles etc. shall be applied to a thickened 30° 30°
collar exceeding by at least 20 mm the diameter of
the adjoining part of the shaft.
t t
.7.2 Where a thickened collar is impossible for
design reasons, the build-up weld may be applied to 6 6
the smooth shaft provided that relief-turning in ac-
cordance with C3.6.1.2.7.3 is possible (leaving an
Fig. C3.6.6 Single-side welds with permanent
adequate residual diameter).
weld pool supports (backings)
.7.3 After welding, the transition areas between
the welded and non-welded portions of the shaft shall .1.4 The weld shapes illustrated in Fig. C3.6.7
be relief-turned with large radii, as shown in shall be used for clad plates. These weld shapes shall
Fig. C3.6.5, to remove any base material whose struc- be used in analogous manner for joining clad plates
ture close to the concave groove has been altered by to (unalloyed and low alloyed) hull structural steels.
the welding operation and in order to effect the
physical separation of geometrical and metallurgical 60° 60°
"notches".
building weld on relief - turning
thickened collar after welding
:4
.1
ax

Welding the support material at an adequate disdance

m

(min. 2 mm) from the cladding material

Fig. C3.6.5 Build-up welds applied to rudder-

Grooving out the clad side of the plate
stocks and pintles

C3.6.1.3 Weld shapes and dimensions

.1 Butt joints Welding the clad side of the plate in at least two
passes, using special interpass electrodes where
.1.1 Depending on the plate thickness, the weld- necessary
ing method and the welding position, butt joints shall
be of the square, V or double-V shape conforming to Fig. C3.6.7 Weld shapes for welding of clad
the relevant standards (e.g. EN 22553/ISO 2533, plates
ISO 9692 -1, -2, -3 or -4). Where other weld shapes
are applied, these are to be specially described in the
.2 Corner, T and double-T (cruciform)
drawings. Weld shapes for special welding processes
joints
such as single-side or electrogas welding shall have
been tested and approved in the context of a welding
procedure test. .2.1 Corner, T and double-T (cruciform) joints
with complete union of the abutting plates shall be
.1.2 As a matter of principle, the rear sides of made as single or double-bevel welds with a mini-
butt joints shall be grooved and welded with at least mum root face and adequate air gap, as shown in
one capping pass. Exceptions to this rule, as in the Fig. C3.6.8, and with grooving of the root and cap-
case of submerged-arc welding or the welding proc- ping from the opposite side.
esses mentioned in C3.6.1.3.1.1, require to be tested
and approved in connection with a welding procedure
test. The effective weld thickness shall be deemed to
be the plate thickness, or, where the plate thicknesses
2-3

2-3

differ, the lesser plate thickness. Where proof of

°
45

°
45

fatigue strength is required (see C3.7.6), the detail

»

category depends on the execution (quality) of the

weld. t t
.1.3 Where the aforementioned conditions cannot
be met, e.g. where the welds are accessible from one Fig. C3.6.8 Single and double-bevel welds with
side only, the joints shall be executed as lesser bev- full root penetration
Chapter 1 Section 3 Structures
Page 3–28
The effective weld thickness shall be assumed as the
thickness of the abutting plate. Where proof of fa-
tigue strength is required (see C3.7.6), the detail
category depends on the execution (quality) of the
weld.
.2.2 Corner, T and double-T (cruciform) joints
with a defined incomplete root penetration, as shown
in Fig. C3.6.9, shall be made as single or double-
bevel welds, as described in C3.6.1.3.2.1, with a
back-up weld but without grooving of the root.
f f
2-3
°
45
45
»
t t
Fig. C3.6.9 Single and double-bevel welds with
defined incomplete root penetration
The effective weld thickness may be assumed as the
thickness of the abutting plate t, where f is the in-
complete root penetration of 0,2 t with a maximum of
3 mm, which is to be balanced by equally sized dou-
ble fillet welds on each side. Where proof of fatigue
strength is required (see C3.7.6), these welds are to
be assigned to type D1.
.2.3 Corner, T and double-T (cruciform) joints
with both an unwelded root face c and a defined
incomplete root penetration f shall be made in accor-
dance with Fig. C3.6.10
f/2 c f/2 c cient penetration has to be verified in way of the
f/2
2-3
°
45
°
45
t t
Fig. C3.6.10 Single and double-bevel welds with
unwelded root face and defined in
complete root penetration
The effective weld thickness shall be assumed as the
thickness of the abutting plate t minus (c + f), where f
is to be assigned a value of 0,2 t subject to a maxi-
mum of 3 mm. Where proof of fatigue strength is
required (see C3.7.6), these welds are to be assigned
to types D2 or D3.
.2.4 Corner, T and double-T (cruciform) joints
which are accessible from one side only may be made
in accordance with Fig. C3.6.11 in a manner analo-
gous to the butt joints referred to in C3.6.1.3.1.3
using a weld pool support (backing), or as single-
side, single bevel welds in a manner similar to those
prescribed in C3.6.1.3.2.2.
I - Part 3
GL 2012
6
f
45°
2-3
45
»
t
Fig. C3.6.11 Single-side welded T joints
The effective weld thickness shall be determined by
analogy with C3.6.1.3.1.3 or C3.6.1.3.2.2, as appro-
2-3 priate. Wherever possible, these joints should not be
used where proof of fatigue strength is required (see
C.3.7.6).
.2.5 Where corner joints are flush, the weld
shapes shall be as shown in Fig. C3.6.12 with bevel-
ling of at least 30° of the vertically drawn plates to
avoid the danger of lamellar tearing. A similar proce-
dure is to be followed in the case of fitted T joints
(uniting three plates) where the abutting plate is to be
socketed between the aligned plates.
.2.6 Where, in the case of T joints, the direction
of the main stress lies in the plane of the horizontal
plates (e.g. the plating) shown in Fig. C3.6.13 and
where the connection of the perpendicular (web)
plates is of secondary importance, welds uniting three
plates may be made in accordance with Fig. C3.6.13
(with the exception of those subjected mainly to
dynamic loads). For the root passes of the three plate
weld sufficient penetration shall be achieved. Suffi-
f/2 welding procedure test.
»15° »15°
2-3
2-3 2-3
»30° »30°
5°
»4
Fig. C3.6.12 Flush fitted corner joints
The effective thickness of the weld connecting the
horizontal plates shall be determined in accordance
with C3.6.1.3.2.2. The requisite "a" dimension is
determined by the joint uniting the vertical (web)
plates and shall, where necessary, be determined in
accordance with Table C3.6.3 or by calculation as for
fillet welds.
I - Part 3 Section 3 Structures
GL 2012
2a 2a
5° 5° »1
»1 »1
5° »1 5°
a
Fig. C3.6.13 Welding together three plates
.3 Fillet weld connections
.3.1 In principle fillet welds are to be of the dou-
ble fillet weld type. Exceptions to this rule (as in the
case of closed box girders and mainly shear stresses
parallel to the weld) are subject to approval in each
individual case. The throat thickness "a" of the weld
(the height of the inscribed isosceles triangle) shall be
determined in accordance with Table C3.6.3 or by
calculation according to C3.6.2. The leg length of a
fillet weld is to be not less than 1,4 times the throat
thickness "a". For fillet welds at doubling plates, see
C3.6.2.4.3 and for bracket joints, see C3.6.2.2.7.
.3.2 The relative fillet weld throat thicknesses
specified in Table C3.6.3 relate to normal strength
and higher strength hull structural steels and compa-
rable structural steels. They may also be generally
applied to high-strength structural steels and non-
ferrous metals provided that the "tensile shear
strength" of the weld metal used is at least equal to
the tensile strength of the base material. Failing this,
the "a" dimension shall be increased accordingly and
the necessary increment shall be established during
the welding procedure test (see Rules Welding in the
Various Fields of Application (II-3-3), Section 1, F.).
Alternatively proof by calculation taking account of
the properties of the weld metal may be presented.
Note
In the case of higher-strength aluminium alloys, such
an increment may be necessary for cruciform joints
subject to tensile stresses, as experience shows that in
the welding procedure tests the tensile-shear strength
of fillet welds (made with matching filler metal) often
fails to attain the tensile strength of the base mate-
rial. See also Rules Welding in the Various Fields of
Application (II-3-3), Section 1, F.
.3.3 The throat thickness of fillet welds shall not
exceed 0,7 times the lesser thickness of the parts to
be connected (generally the web thickness). The
minimum throat thickness is defined by the expres-
sion:
t1 + t 2
a min = [mm],
3 close to foundation bolts, see Table C3.6.3), unless
but not less than 2,5 mm
Chapter 1
Page 3–29
t1 = lesser (e.g. the web) plate thickness [mm]
t2 = greater (e.g. the flange) plate thickness [mm]
.3.4 It is desirable that the fillet weld section
shall be flat faced with smooth transitions to the base
material. Where proof of fatigue strength is required
(see C3.7.6), machining of the weld (grinding to
remove notches) may be required depending on the
notch category. The weld should penetrate at least
close to the theoretical root point.
.3.5 Where mechanical welding processes are
used which ensure deeper penetration extending well
beyond the theoretical root point and where such
penetration is uniformly and dependably maintained
under production conditions, approval may be given
for this deeper penetration to be allowed for in de-
termining the throat thickness. The effective dimen-
sion:
2 emin
a deep = a + [mm]
3
shall be ascertained in accordance with Fig. C3.6.14
and by applying the term "emin" to be established for
each welding process by a welding procedure test.
The throat thickness shall not be less than the mini-
mum throat thickness related to the theoretical root
point.
e
a
e
a
em
theoretical
in
root centre
Fig. C3.6.14 Fillet welds with increased penetra-
tion
.3.6 When welding on top of shop primers which
are particularly liable to cause porosity, an increase
of the "a" dimension by up to 1 mm may be stipu-
lated depending on the welding process used. This is
specially applicable where minimum fillet weld
throat thicknesses are employed. The size of the in-
crease shall be decided on a case by case basis con-
sidering the nature and severity of the stressing fol-
lowing the test results of the shop primer in accor-
dance with the Rules Welding in the Various Fields
of Application (II-3-3), F. This applies in analogous
manner to welding processes where provision has to
be made for inadequate root penetration.
.3.7 Strengthened filled welds continuous on
both sides are to be used in areas subjected to severe
dynamic loads (e.g. for connecting the longitudinal
and transverse girders of the engine base to top plates
single or double-bevel welds are stipulated in these
Chapter 1 Section 3 Structures
Page 3–30
locations. In these areas the "a" dimension shall equal
0,7 times the lesser thickness of the parts to be
welded.
.3.8 Intermittent fillet welds in accordance with
Table C3.6.3 may be located opposite one another
(chain intermittent welds, possibly with scallops) or
may be staggered, see Fig. C3.6.15. In case of small
sections other types of scallops may be accepted.
In water and cargo tanks, in the bottom area of fuel
oil tanks and of spaces where condensed or sprayed
water may accumulate and in hollow components
(e.g. rudders) threatened by corrosion, only continu-
ous or intermittent fillet welds with scallops shall be
used. This applies accordingly also to areas, struc-
tures or spaces exposed to extreme environmental
conditions or which are exposed to corrosive cargo.
There shall be no scallops in areas where the plating
is subjected to severe local stresses (e.g. in the bot-
tom section of the fore ship) and continuous welds
are to be preferred where the loading is mainly dy-
namic.
[t]
25
h
r³
h C3.6.1.3.3.9. The width of the holes shall be equal to
f £ 4 £ 75 e £ 150
e be less than 15 mm. The ends of the holes shall be
b=e+
e 20 mm. Wherever possible only the necessary fillet
b=e+
Fig. C3.6.15 Scallop, chain and staggered welds
.3.9 The throat thickness au of intermittent fillet
welds is to be determined according to the selected
pitch ratio b/ by applying the formula:
⎛b⎞
au = 1,1 ⋅ a ⎜ ⎟ [mm]
⎝ ⎠
a = required fillet weld throat thickness [mm]
for a continuous weld according to Table
C3.6.3 or determined by calculation
b = pitch = e + [mm]
e = interval between the welds [mm]
= length of fillet weld [mm]
The pitch ratio b/ should not exceed 5. The maxi-
mum unwelded length (b – with scallop and chain
welds, or b/2 – with staggered welds) should not
exceed 25 times the lesser thickness of the parts to be
I - Part 3
GL 2012
welded. The length of scallops should, however, not
exceed 150 mm.
.3.10 Lap joints should be avoided wherever pos-
sible and are not to be used for heavily loaded com-
ponents. In the case of components subject to low
loads lap joints may be accepted provided that, wher-
ever possible, they are orientated parallel to the direc-
tion of the main stress. The width of the lap shall be
1,5 t + 15 mm (t = thickness of the thinner plate).
Except where another value is determined by calcula-
tion, the fillet weld throat thickness "a" shall equal
0,4 times the lesser plate thickness, subject to the
requirement that it shall not be less than the minimum
throat thickness required by C3.6.1.3.3.3. The fillet
weld shall be continuous on both sides and shall meet
at the ends.
.3.11 In the case of plug welding, the plugs
should, wherever possible, take the form of elongated
holes lying in the direction of the main stress. The
distance between the holes and the length of the holes
may be determined by analogy with the pitch "b" and
the fillet weld length " " in the intermittent welds
covered by C3.6.1.3.3.8. The fillet weld throat thick-
ness "au" may be established in accordance with
at least twice the thickness of the plate and shall not
semi-circular. Plates or sections placed underneath
should at least equal the perforated plate in thickness
and should project on both sides to a distance of
1,5 × the plate thickness subject to a maximum of
welds shall be welded, while the remaining void is
packed with a suitable filler. Lug joint welding is not
allowed.
C3.6.1.4 Welded joints of particular compo-
nents
.1 Welds at the ends of girders and stiffeners
.1.1 As shown in Fig. C3.6.16, the web at the end
of intermittently welded girders or stiffeners is to be
continuously welded to the plating or the flange plate,
as applicable, over a distance at least equal to the
depth "h" of the girder or stiffener subject to a maxi-
mum of 300 mm. Regarding the strengthening of the
welds at the ends, extending normally over 0,15 of
the span, see Table C3.6.3.
no scallops h h 1,7h
20
h
b b
b
Fig. C3.6.16 Welds at the ends of girders and stif-
feners
.1.2 The areas of bracket plates should be con-
tinuously welded over a distance at least equal to the
I - Part 3 Section 3 Structures Chapter 1
GL 2012 Page 3–31

length of the bracket plate. Scallops are to be located lated in accordance with C3.6.2.2.6. The fillet weld
only beyond a line imagined as an extension of the throat thickness is not to be less than the minimum
free edge of the bracket plate. specified in C3.6.1.3.3.3.

.1.3 Wherever possible, the free ends of stiffen-

ers shall abut against the transverse plating or the .3 Welded shaft bracket joints
webs of sections and girders so as to avoid stress
concentrations in the plating. Failing this, the ends of
.3.1 Unless cast in one piece or provided with
the stiffeners are to be sniped and continuously
integrally cast welding flanges analogous to those
welded over a distance of at least 1,7 h subject to a
prescribed in C3.6.1.2.1.7 (see Fig. C3.6.18), strut
maximum of 300 mm.
barrel and struts are to be connected to each other and
to the shell plating in the manner shown in Fig.
.1.4 Where butt joints occur in flange plates, the
C3.6.19.
flange shall be continuously welded to the web on
both sides of the joint over a distance at least equal to
the width of the flange. .3.2 In the case of single-strut shaft brackets no
welding is to be performed on the arm at or close to
.2 Joints between section ends and plates the position of constraint. Such components shall be
provided with integrally forged or cast welding
.2.1 Welded joints connecting section ends and flanges.
plates may be made in the same plane or lapped.
Where no design calculations have been carried out
or stipulated for the welded connections, the joints [t]
may be made analogously to those shown in Fig.
C3.6.17.

h h t
d
d

d ³ 1,75 h d ³ h Fig. C3.6.18 Shaft bracket with integrally cast

welding flanges
³ 0,67 h
2

h h [t]
[t']
1 1 ³2d³20
0
t'

t
d
d

³ 2 ³ 300
2 smoothly
2 rounded joint d
contours

d ³ 1,5 h d ³ 1,5 h

³ 0,75 h ³ 0,5 h
1 1
t = plating thickness in accordance with Section 6, F. in [mm]
³ ³
2 0,33 h 2 0,75 h t' =
d
+5 [mm] where d < 50mm
3
Fig. C3.6.17 Joints uniting section ends and plates t' = 3 Öd [mm] where d ³ 50mm
.2.2 Where the joint lies in the plane of the plate, For shaft brackets of elliptically shaped cross section d may
it may conveniently take the form of a single-bevel be substituted by 2/3 d in the above formulae.
butt weld with fillet. Where the joint between the
plate and the section end overlaps, the fillet weld
shall be continuous on both sides and shall meet at Fig. C3.6.19 Shaft bracket without integrally cast
the ends. The necessary "a" dimension is to be calcu- welding flanges