DRAFT INTERNATIONAL STANDARD ISO/DIS 12215-7

ISO/TC 188 Secretariat: SIS

Voting begins on: Voting terminates on:

2006-05-04 2006-10-04
INTERNATIONAL ORGANIZATION FOR STANDARDIZATION • МЕЖДУНАРОДНАЯ ОРГАНИЗАЦИЯ ПО СТАНДАРТИЗАЦИИ • ORGANISATION INTERNATIONALE DE NORMALISATION

NA 132-08-01-18 AK N 27

Small craft — Hull construction and scantlings —

Part 7:
Scantling determination of multihulls
Petits navires — Construction de coques et échantillons —
Partie 7: Détermination de l'échantillonnage pour les multicoques

ICS 47.080

ISO/CEN PARALLEL ENQUIRY

The CEN Secretary-General has advised the ISO Secretary-General that this ISO/DIS covers a subject
of interest to European standardization. In accordance with the ISO-lead mode of collaboration as
defined in the Vienna Agreement, consultation on this ISO/DIS has the same effect for CEN
members as would a CEN enquiry on a draft European Standard. Should this draft be accepted, a
final draft, established on the basis of comments received, will be submitted to a parallel two-month FDIS
vote in ISO and formal vote in CEN.

To expedite distribution, this document is circulated as received from the committee secretariat.
ISO Central Secretariat work of editing and text composition will be undertaken at publication
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REFERRED TO AS AN INTERNATIONAL STANDARD UNTIL PUBLISHED AS SUCH.
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© International Organization for Standardization, 2006

ISO/DIS 12215-7

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ii © ISO 2006 – All rights reserved

 ISO/DIS 12215-7

Contents Page

06
Foreword .............................................................................................................................................................v
Introduction........................................................................................................................................................vi
1 Scope ......................................................................................................................................................1
2 Normative references............................................................................................................................1
3 Terms and definitions ...........................................................................................................................1
4 Symbols..................................................................................................................................................3

20
5 General ...................................................................................................................................................5
6 Dimensions, areas, and data................................................................................................................5
6.1 Dimensions ............................................................................................................................................5
6.2 Boat speed .............................................................................................................................................6
6.3 Wind speed ............................................................................................................................................6
6.4 Areas.......................................................................................................................................................7
7 Pressure adjusting coefficients ...........................................................................................................7
7.1 Area pressure distribution factor k AR ...............................................................................................7
7.2 Dead rise pressure reduction factor k DR ...........................................................................................7
7.3 Longitudinal pressure distribution factor k L .....................................................................................7
7.4 Wet deck longitudinal pressure reduction factor k L WD ...................................................................7
FT
7.5 Speed correction factor kVS ................................................................................................................8
7.6 Superstructure and deckhouse pressure reduction factor k SUP ....................................................9
7.7 Vertical pressure reduction factor k Z ................................................................................................9
7.8 Wet deck vertical pressure correction factor k ZWD ..........................................................................9
7.9 Dynamic load factor for multihulls nCGMH .......................................................................................10

8 Calculation of local loads ...................................................................................................................10

8.1 General .................................................................................................................................................10
A

8.2 Bottom pressure for multihulls PBMH ...............................................................................................10

8.3 Side pressure for multihulls PSMH ....................................................................................................10
8.4 Deck design pressure for multihulls PDMH ......................................................................................11
8.5 Superstructure design pressure for multihulls PSUP MH ................................................................11
8.6 Wet deck / cross beam pressure .......................................................................................................11
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9 Calculation of global loads.................................................................................................................11

9.1 Sailing catamarans..............................................................................................................................11
9.2 Sailing trimarans .................................................................................................................................12
9.3 Global loads on sailing catamarans due to rig and sail forces ......................................................12
9.4 Calculation of global loads due to the sea .......................................................................................15
10 Scantlings equation and design stresses.........................................................................................16
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10.1 Design stresses and scantling equations for local pressure loads...............................................16
10.2 Design stresses and scantling equations for global loads due to rig and sail forces.................16
11 Analysis of global loads .....................................................................................................................17
11.1 General .................................................................................................................................................17
12 Mast beam analysis.............................................................................................................................17
12.1 General .................................................................................................................................................17

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ISO/DIS 12215-7

12.2 Shear force .......................................................................................................................................... 17

12.3 Bending moment................................................................................................................................. 18
12.4 Shear stress in the web...................................................................................................................... 19
12.5 Analysis of other beams. ................................................................................................................... 21
Annex A (normative) Example of mast beam calculation ............................................................................ 23

06
A.1 General................................................................................................................................................. 23
A.2 Preliminary calculations .................................................................................................................... 23
A.3 Mast beam calculation ....................................................................................................................... 24
A.4 Web shear stress analysis................................................................................................................. 25
Annex B (normative) Example of Twisting moment analysis with differential deflection of
crossbeams ......................................................................................................................................... 26
B.1 Theory .................................................................................................................................................. 26
B.2 Worked example ................................................................................................................................. 27
Annex C (normative) Technical background behind rig loads calculation................................................ 28

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C.1 Balance between forces and moments ............................................................................................ 28
C.2 Rig dimension and forces.................................................................................................................. 28
C.2.1 The main rig dimensions are ............................................................................................................. 28
C.2.2 Force and moment of sails and appendages................................................................................... 29
C.3 Calculation of forces .......................................................................................................................... 29
C.4 Loads on the mast and mast bulkhead ............................................................................................ 30
Bibliography ..................................................................................................................................................... 33
FT
A
R
D

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Foreword

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ISO (the International Organization for Standardization) is a worldwide federation of national standards bodies
(ISO member bodies). The work of preparing International Standards is normally carried out through ISO
technical committees. Each member body interested in a subject for which a technical committee has been
established has the right to be represented on that committee. International organizations, governmental and
non-governmental, in liaison with ISO, also take part in the work. ISO collaborates closely with the
International Electrotechnical Commission (IEC) on all matters of electrotechnical standardization.

International Standards are drafted in accordance with the rules given in the ISO/IEC Directives, Part 2.

20
The main task of technical committees is to prepare International Standards. Draft International Standards
adopted by the technical committees are circulated to the member bodies for voting. Publication as an
International Standard requires approval by at least 75 % of the member bodies casting a vote.

ISO 12215-7 was prepared by Technical Committee ISO/TC 188, Small craft, Subcommittee SC , .

ISO 12215 consists of the following parts, under the general title Hull construction — Scantlings:

 Part 1: Materials - Thermosetting resins, glass fibre reinforcement, reference laminate

 Part 2: Materials - Core materials for sandwich construction, embedded materials

 Part 3: Materials - Steel, aluminium, wood, other materials

FT
 Part 4: Workshop and manufacturing

 Part 5: Design pressures for monohull, design stress, scantlings determination

 Part 6: Structural arrangements and details

 Part 7: Multihulls

 Part 8: Rudders
A

 Part 9: Appendages and rig attachments

The development of ISO 12215 parts 1 to 9 owes a considerable debt to the energy and work of Mr Fritz
HARTZ who was involved at the start of the project and was the convener of TC 188 WG 18 until his death on
the 16th of November 2002. All the members of WG 18 and TC 188 wish to express their gratitude for his
R

major contribution to the production of this international standard

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ISO/DIS 12215-7

Introduction

06
The reason underlying the preparation of this International Standard is that standards and recommended
practices for loads on the hull and the dimensioning of small craft differ considerably, thus limiting the general
world wide acceptability of boats.

The objective of this standard is to achieve an overall structural strength that ensures the watertight and
weathertight integrity of the craft.

The working group considers this standard to have been developed applying present practice and sound
engineering principles. The design pressures of this standard shall be used only with the equations of this

20
standard.

Considering future development in technology and boat types, and small craft presently outside the scope of
this standard, provided methods supported by appropriate technology exist, consideration may be given to
their use provided equivalent strength to this standard is achieved.

The dimensioning according to this standard is regarded as reflecting current practice, provided the craft is
correctly handled in the sense of good seamanship and equipped and operated at a speed appropriate to the
prevailing sea state.
FT
A
R
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vi © ISO 2005 – All rights reserved

DRAFT INTERNATIONAL STANDARD ISO/DIS 12215-7

Small craft — Hull construction and scantlings —

Part 7:
Scantling determination of multihulls

06
1 Scope
This part of ISO 12215 applies to the determination of design loads, pressures, stresses, and to the
determination of the scantlings, including internal structural members of multihull small craft with a length of
the hull (LH) of up to 24 m according to ISO 8666. The construction material is planned to be fibre reinforced

20
plastics, aluminium or steel alloys, wood or other suitable boat building material. It only applies to boats in
intact condition.

The assessment shall generally include all parts of the craft that are assumed watertight or weathertight when
assessing stability, freeboard and buoyancy according to ISO 12217, all structural integral parts, and in
addition any highly loaded areas like attachment areas of ballast keels, centreboards, rudders, chain plates,
etc.

Hydrofoils are not covered in this part of 12215.

NOTE 1 Scantlings derived from this International Standard are primarily intended to apply to recreational craft
including charter vessels.
FT
2 Normative references
The following referenced documents are indispensable for the application of this document. For dated
references, only the edition cited applies. For undated references, the latest edition of the referenced
document (including any amendments) applies.

ISO 8666, Small craft — Principal data

ISO 12215-5, Small craft — Scantlings — Part 5: Design pressures for monohull, design stress, scantlings
determination
A

ISO 12215-6, Small craft — Scantlings — Part 6: Structural arrangements and details

ISO 12215-8, Small craft — Scantlings — Part 8: Rudders

ISO 12215-9, Small craft — Scantlings — Part 9: Appendages and rig attachments
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3 Terms and definitions

For the purposes of this International Standard, the following terms and definitions apply.
D

3.1
design categories
sea and wind conditions for which a boat is assessed by this International Standard to be suitable, provided
the craft is correctly handled in the sense of good seamanship and operated at a speed appropriate to the
prevailing sea state

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ISO/DIS 12215-7

3.1.1
design category A ("ocean")
category of boats considered suitable to operate in seas with significant wave heights above 4 m and wind
speeds in excess of Beaufort Force 8, but excluding abnormal conditions, e.g. hurricanes

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3.1.2
design category B ("offshore")
category of boats considered suitable to operate in seas with significant wave heights up to 4 m and winds of
Beaufort Force 8 or less

3.1.3
design category C ("inshore")
category of boats considered suitable to operate in seas with significant wave heights up to 2 m and a typical
steady wind force of Beaufort Force 6 or less

20
3.1.4
design category D ("sheltered waters")
category of boats considered suitable to operate in waters with significant wave heights up to and including
0,30 m with occasional waves of 0,5 m height, for example from passing vessels, and a typical steady wind
force of Beaufort 4 or less

3.2
loaded displacement mass m LDC
mass of the craft, including all appendages, when in the fully loaded ready for use condition as defined in
ISO 8666

NOTE This displacement includes all possible options like generator, air conditioning, etc.

3.3
FT
sailing craft
boat for which the primary means of propulsion is by wind power, having a total profile area As, defined in
ISO 8666, expressed in m², of all sails that may be set at one time when sailing closed hauled (for the
headsails it is the area of the fore triangle) of As > 0,07 (m LDC)2/3.The area of wing-masts is included in As

In the rest of this International Standard, non-sailing craft are considered as motor craft.

3.4
design category factor for multihulls
k DC
A

factor lowering requirements according to design category, its values are according to Table 1

Table 1 — Values of design category factor for multihulls k DC

Design Category A B C D
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Value of k DC 1 0,8 0,6 0,4

NOTE k DC is the same as in ISO 12215-5.

3.5
D

wet deck
underside area of the structure connecting hulls

NOTE Some multihulls have not wet deck but just crossbeams.

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4 Symbols
Unless specifically otherwise defined, the symbols shown in Table 2 are used in this International Standard.

NOTE The symbols are shown in alphabetic order, not order of appearance.

06
Table 2 — Symbols, coefficients, parameters

Reference/Article
Symbol Unit Designation/Meaning of symbol
concerned
Principal dimensions and data
BCB m Beam between centres of buoyancy 6.1
BCP m Beam between upper shrouds chainplates 9.3.3

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BWL m Beam of waterline according to ISO 8666 6.1
D m Depth of hull at mid length 9.4.2
LWL m Length of waterline according to ISO 8666 6.1
mLDC kg Mass of loaded displacement 3.2, 7.8
V Knots Boat maximum speed if fully loaded condition 6.2, 7.2
WAWK Knots Apparent wind speed in knots 6.3
ZWD m Wet deck freeboard above waterline 7.8

Calculation data, coefficients, pressures used for local loads (Articles 6 to 8)

kAR Area pressure distribution factor f 7.1
FT
kDC Design category factor for multihulls 3.4
KDR Deadrise pressure reduction factor 7.2
KL Longitudinal pressure distribution factor 7.3
kLWD Wet deck longitudinal pressure distribution factor 7.4
kSUP Superstructure and deckhouse pressure distribution factor 7.6
kVS Speed correction factor 7.5
KZ Vertical pressure reduction factor 7.7
A

kZWD Wet deck vertical pressure correction factor 7.8

nCGMH g Dynamic load factor for multihulls 7.9

PBMH kN/m2 Bottom pressure for multihulls 8.2

PBMH BASE kN/m2 Base bottom pressure for multihulls 8.2

R

PBMH MIN kN/m2 Minimal bottom pressure for multihulls 8.2

PDMH kN/m2 Deck pressure for multihulls 8.4

PDMH MIN kN/m2 Minimal deck pressure for multihulls 8.4

D

PDMH BASE kN/m2 Base deck pressure for multihulls 8.4

PSMH kN/m2 Side pressure for multihulls 8.3

PSMH MIN kN/m2 Minimal superstructure pressure for multihulls 8.3

PSUP MH kN/m2 Superstructure pressure for multihulls 8.5

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ISO/DIS 12215-7

Reference/Article
Symbol Unit Designation/Meaning of symbol
concerned
PSUPMH MIN kN/m2 Minimal superstructure pressure for multihulls 8.5

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PWDMH kN/m2 Wet deck pressure for multihulls 8.6

PWDMH min kN/m2 Minimal wet deck pressure for multihulls 8.6

PWDMH base kN/m2 Base wet deck pressure for multihulls 8.6

E0,4L Degrees Deadrise at 0,4 LWL 6.1

EX Degrees Deadrise at section x 6.1

Calculation data, coefficients, pressures used for global loads (Articles 9 to 12)

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AS m2 Sail area 3.3, C.2.1
c mm Core thickness of sandwich web 12.4.1
CM N Compression in the mast 9.3.3
FCPW N Vertical load on windward chainplate 9.3.3
FCP N Vertical load on leeward chainplate 9.3.3
GC N/mm2 Core shear modulus 12.4.1
Et N/mm2 Tensile elastic modulus of the web material 12.4.1
HCE m Height of centre of effort of AS above waterline 9.3.1, C.2.2
HW mm height of the web on a beam 12.4
FT
kHD * Min ratio between MDH 3 and MDH 1 9.3.1
kSB * Shear bending coefficient 12.4.1
HLP m Height of centre of lateral underwater pressure 9.3.1, C.2.2
MBH Nm Longitudinal bending moment on each hull 9.4.2
MHD Nm Design righting moment for multihull 9.3.1
MHD1 Nm Righting moment corresponding to maximum stability 9.3.1
MHD2 Nm Design heeling/righting moment due to wind 9.3.1
A

MHD3 Nm Design righting moment corresponding to shroud strength 9.3.1

RUS N Ultimate strength of the upper shroud 9.3.1
t mm Single skin or sandwich thickness of the web 12.4.1
T Nm Twisting moment due to sea 9.4.3
TJH N Tension in the jib halyard 9.3.3,C.2.2
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THS N Tension in the headstay 9.3.3, C.2.2

TMS N Tension in the mainsail sheet and halyard 9.3.3, C.2.2
TUS N Tension in the upper shroud 9.3.3, C.2.2
tw mm Thickness of the web 12.4
D

Vd N/mm2 Design direct stress in stiffener 10.2

W N/mm2 Effective shear stress for stiffening member 12.4

Wd N/mm2 Design shear stress for stiffening member 12.4

Wrrit N/mm2 Critical buckling shear stress in the web 12.4.1

The units used in Annexes are defined in these annexe

4 © ISO 2005 – All rights reserved

 ISO/DIS 12215-7

5 General
The scantling determination shall be accomplished as follows:

 for local loads, the parameters given in article, 8, and paragraph 10.1 shall be used;

06
 for global loads, the method given in articles, 9, 10,11 and 12 shall be used;

All parameters, coefficients, mechanical properties, etc. not given in this part of ISO 12215 shall be derived
from ISO 12215-5.

This part of ISO 12215 shall also be used in conjunction with:

 ISO 12215-6 for details;

20
 ISO 12215-8 for rudders;

 ISO 12215-9 for appendages and rig attachment.

6 Dimensions, areas, and data

6.1 Dimensions

Same dimensions as in 12215-5, and, in particular:

 LWL is the length on the fully loaded waterline, the craft being at rest (m)
FT
 BWL is the sum of the maximum waterline beams of the two hulls for catamarans or the maximum
waterline beam of the main hull for trimarans (m)

 BCB is , for a catamaran, horizontal distance between centres of buoyancy (m)

Where the bottom of the hull is made of approximately flat surfaces the deadrise is the actual deadrise (see E1
and E2 in Figure 1), and where the bottom has round bilges, the deadrise shall be measured as the angle
between hull bottom lowest point (hull centreline) and the point where the bottom is tangent to a line angled
50° from horizontal (see E3 in Figure 1).
A

 E 0,4L is the deadrise angle at 0,4· LWL forward of its the aft end, not to be taken less than 10°, nor more
than 30°. (degrees)

 E x is the deadrise angle at a distance x forward of its the aft end, not to be taken less than 10°.
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(degrees)
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ISO/DIS 12215-7

5
6
4

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ZWi

LWL
BCB
CL

20
4 3 2

E TWi
DWL
E E
1
50°

Key
1 Bottom area
2 Outer side outer
3 Inner side inner
FT
4 Wet deck
5 Front face of wet deck
6 Aft facing cross-beam

Figure 1 — General dimensions of a catamaran

In Figure 1, ZWi (m) is the wet deck height above waterline, the index i explains that this height is usually
variable and is shown at section i.
A

6.2 Boat speed

For motor craft V is, the maximum speed in calm water declared by the manufacturer, with the craft in m LDC

conditions, this speed shall not be taken less than 4 u Lwl (knots)
R

For sailing craft, speed does not need to be declared.

6.3 Wind speed

VAWK is the apparent wind speed for multihulls given in Table 3 (knots)
D

NOTE V AWK is considered as the apparent wind speed just before a reef is taken. It is a theoretical value derived
from industry practice, that may differ from actual wind speed, according to sail shape, sail tension, fabric, etc.

6 © ISO 2005 – All rights reserved

 ISO/DIS 12215-7

Table 3 — Values of VAWK according to design category

Design category A&B C&D

36 for 12 d LWL< 15

06
32 for 15 d LWL< 18
VAWK (knots) 25
30 for 18 d LWL< 20

25 for LWL > 20

6.4 Areas

The limit between bottom and side is the waterline for boats where V / LWL d 5 .

20
The limit between bottom and side is the chine where V / LWL ! 5 . If the chine is not clearly defined, it shall
be taken at a point where a tangent at 50° from the horizontal touches the hull (see Figure 1 in Part 5).

The wet deck area is the bottom and front area of any platform connecting the hulls or outriggers, including
the their connection (hard chined or curved) to the hull or outrigger. For local loads, the front and bottom of
crossbeams are considered as part of the wet deck.

The sides are divided into outer side and inner side where the latter is less exposed to local loads.

7 Pressure adjusting coefficients

FT
7.1 Area pressure distribution factor k AR

Same as in ISO 12215-5, except that for all multihulls (sail and motor) k AR MIN is the one for motor craft.

NOTE The reason for this difference is that sailing multihulls do not slam heavily on front topsides like sailing
monohulls do because they do not heel significantly.

7.2 Dead rise pressure reduction factor k DR

A

90  E x
k DR but shall not be taken smaller that 0,5 nor greater than 1 (1)
60

k DR is applied at any section x and is a function of the bottom deadrise angle E X , measured
according ISO 12215-5. It lowers the bottom pressure if E X > 30° and is equal to 0,5, its lower
R

limit for E X = 60°.

7.3 Longitudinal pressure distribution factor k L

Same as in 12215-5 except that nCGMH shall be used instead of nCG .

D

7.4 Wet deck longitudinal pressure reduction factor k L WD

 kLWD is the wet deck longitudinal pressure distribution, as defined in Figure 4 and equations.

Linear interpolation shall be used between the points.

© ISO 2005 – All rights reserved 7

ISO/DIS 12215-7

The connecting parts between the wet deck (horizontal) areas and the inner shell (near vertical) shall be
subject to wet deck pressure.

1,00

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0,90

0,80

0,70

0,60

KLWD 0,50

0,40

0,30

0,20

20
0,10

0,00
0,00 0,10 0,20 0,30 0,40 0,50 0,60 0,70 0,80 0,90 1,00

x/LWL

Figure 2 — Value of k L WD according to x/LWL

The equations for this curve are

x x
k LWD 0 ,286  0 ,4 for d 0,35 (2)
LWL LWL
FT
x x
k LWD 2  0,2 for 0,35  d 0,6 (3)
LWL LWL

x
k LWD 1 for 0,6  d1 (4)
LWL

7.5 Speed correction factor kVS

A

 kVS is the sailing craft speed coefficient, defined in Table 4. This factor increases the calculation speed
for light sailing craft that have greater maximum speed capacities.

Table 4 — Values of kVS

Design category Value of kVS

R

A&B 1
3
1 for mLDC t 4,3 LWL

C&D 2
2,65 LWL 3
for mLDC  4,3 LWL not to be taken greater than 2
D

3 m2
LDC

8 © ISO 2005 – All rights reserved

 ISO/DIS 12215-7

60 000

kVS =1,0

50 000

06
kKv=1,2
VS =1,2
40 000

Kv=1,4
kVS =1,4
m LDC

30 000

Kv=1,6
kVS=1,6

20 000 kVS =1,8

Kv=1,8
kKv=2,0
VS =2,0

10 000

20
0
3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
LWL

Figure 3 — Values of kVS according to LWL and mLDC

To use the figure, find the intersection of LWL and mLDC and find kVS corresponding to this intersection, by
interpolation if necessary.

7.6 Superstructure and deckhouse pressure reduction factor k SUP

FT
Same as in 12215-5.

7.7 Vertical pressure reduction factor k Z

Same as in 12215-5.

7.8 Wet deck vertical pressure correction factor k ZWD

1,2
A

§ 0,06 LWL ·
k ZWD ¨¨ ¸¸ but not to be taken greater than 2 for ZWD d 0,06 LWL and (5)
© zWD ¹

1,5
§ 0,06 LWL ·
k ZWD ¨¨ ¸¸ but not to be taken less than 0,5 for ZWD ! 0,06 LWL (6)
© ZWD ¹
R

where

ZWD is the wet deck freeboard above waterline (see Figure 1) (m)

NOTE In Figure 1 ZWDi means it is located at section I, and that this wet deck freeboard is usually variable.
D

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ISO/DIS 12215-7

7.9 Dynamic load factor for multihulls nCGMH

1,25 u LWL u BWL u V 2

nCGMH (g's) (7)
mLDC

06
0,5 u V
For power multihulls nCG MH shall not be taken less than 1,2 nor greater than 0,17
(g's) (8)
mLDC

For sailing multihulls nCG MH shall be taken equal to1,2 (g's)

8 Calculation of local loads

20
8.1 General

This part of ISO 12215 shall be used in conjunction with:

 Part 5 for general scantlings and local loads;

 Part 6 shall be used for details;

 Parts 8 for rudders;

 Part 9 for appendages and rig attachment.

FT
8.2 Bottom pressure for multihulls PBMH

The bottom design pressure for multihulls to be applied below the waterline PBMH is the greater of:

PBMH PBPMH BASE u k L u k AR u k DR or; (kN/m2) (9)

0,33
PBMH MIN 0,3 u mLDC  0,66 u LWL (kN/m2) (10)

0,33
A

NOTE The coefficient 0,3 u mLDC is considered to represent an approximation of 10 u TC where ˜TC is the
canoe body draft (see Figure 1).

where

0,1u mLDC

u 1  k DC u0,5 unCGMH 
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PB MH BASE (kN/m2) (11)

LWL u BWL

NOTE The power 0,5 for k DC means that the design category has not a full effect on planing speed.

8.3 Side pressure for multihulls PSMH

D

The outer side design displacement pressure PSMH for multihulls (sail and motor) is the greater of:

PSMH [PDMH BASE  k Z u (PBMH BASE  PDMH BASE )] u k AR u k DC u k L u k DR or (kN/m2) (12)

NOTE Interpolation of base pressure between bottom and deck, deck pressure defined in 8.4.

10 © ISO 2005 – All rights reserved

 ISO/DIS 12215-7

The inner side pressure need not be taken more than 85 % of outer side.

PSMH MIN 0,24 u LWL  6 u kDC applies to outer and inner side, not to be taken less than 5(kN/m2) (13)

8.4 Deck design pressure for multihulls PDMH

06
The deck design pressure for multihulls PDMH is the greater of:

PDMH PDMH BASE u k AR uk DC or (kN/m2) (14)

PDMH MIN 5 (kN/m2) (15)

where

20
PDMH BASE 0,3 u LWL  15 (kN/m2) (16)

The deck pressure applies to the lower deck exposed to weather, usually called weather deck. Decks not
exposed to weather shall be considered as upper tiers (see ISO 12215-5).

8.5 Superstructure design pressure for multihulls PSUP MH

The design pressure PSUP MH for superstructures and deckhouses of multihulls exposed to weather is the
greater of:

PSUP MH PDMH BASE u k AR ˜ u k DC u k L u kSUP ˜ or (kN/m2) (17)

FT
PSUPMIN = 5 for walking areas and 3,5 for non walking areas (kN/m2) (18)

8.6 Wet deck / cross beam pressure

The wet deck design pressure to be applied above the waterline up to the deck at side PWD MH is the greater
of:

PWD MH PWD MH BASE u k DC u k AR u k LWD k ZWD and (kN/m2) (19)

A

PWD MH MIN 11u k LWD u k DC u LWL (kN/m2) (20)

where
R

0,33
PWD MH BASE 3 u nCGMH ˜mLDC (kN/m2) (21)

9 Calculation of global loads

D

9.1 Sailing catamarans

The global loads on sailing catamarans shall be analysed according to article 9.2.

For sailing catamarans, the load path between shrouds and mast foot (usually a transversal structural beam)
shall be structurally analysed as required in Articles 9 to 12. A worked example is given in Annex A.

© ISO 2005 – All rights reserved 11

ISO/DIS 12215-7

For sailing catamarans, torsional loads due to rig and sea shall be calculated, using the loads defined in 9.3
as follows:

 where the hulls are connected with a set of crossbeams (tubes or profiles), they shall be analysed as
shown in Annex B;

06
 where the hull are connected with beams being part of an integral structure acting as wet deck and
crossbeams they shall be analysed as shown in Article 11.

9.2 Sailing trimarans

Sailing trimarans are not specifically treated in Article 11, but the rig and sail loads defined in 9.3 shall be used
as a basis for structural analysis.

9.3 Global loads on sailing catamarans due to rig and sail forces

20
9.3.1 Design heeling / righting moment M HD , general

For multihulls of design category A and B, where kVS = 1, the design heeling/righting moment M HD 1 is the
maximum righting moment.

For light multihulls of design category C, where kVS may be greater than 1, the design heeling/righting moment
M HD 1 may be greater than the maximum righting moment, due to dynamic effects (high acceleration in gusts,
large deceleration when digging a bow).

M HD 1 kV S u RM DM is the righting moment corresponding to maximal stability (Nm) (22)

FT
For multihulls with LWL > 12 m, the rigging system (shrouds and mainsail sheet) is sometimes not able or
designed to resist this maximal heeling/righting moment, (lift the windward hull), but only to a heeling /righting
moment corresponding to the apparent wind speed where the first reef is taken. This moment M HD 2 is

2
M HD 2 0,16 u kV S u As VAWK (HCE  H LP ) is the heeling/righting moment due to wind (Nm) (23)

For multihulls with LWL>12 m, where the maximum righting moment begins to be significant, the rigging system
(shrouds and mainsail sheet), is frequently not able to resist a too large heeling moment, and the limiting
heeling /righting moment is the one corresponding to the design load of the upper shroud M HD 3 . See
A

Annex C.

M HD 3 0,25 u RUS u BCP is the righting moment corresponding to upper shroud strength (Nm) (24)

where
R

RUS is the breaking strength of the upper shroud (N).

However to ensure a minimum rig strength M HD 3 shall not be taken less that k HD ˜ M HD 1 where k HD is
given in Table 5.
D

12 © ISO 2005 – All rights reserved

 ISO/DIS 12215-7

Table 5 — Values kHD

LWL (m) Value of kHD

12 < LW L” 15 0,80

06
15 < LW L” 18 0,60

18 < LW L” 20 0,40

20 < LW L” 24 0,30

NOTE The logic is that for boats larger than 12 m, M HD 3 is governing, but only if this represents the wind heeling
capacity and if it is not too low compared to a practical fraction of M HD 1 that may be reached in gusts.

20
where

kVS is speed correction factor for sailing craft defined in 7.5

RMDM the design righting moment for multihulls is, in mLDC conditions, respectively

BCB
a) RM DCAT 10 m LDC for catamarans (Nm) (25)
2

b) RMDTRI is the maximum design righting moment for trimarans (Nm)

NOTE For simplicity, the terms coming from heel angle and the height of craft CG above waterline are neglected.
FT
As is the sail area (full mainsail + fore triangle) as defined in ISO 8666 (m²)

V AWK is the calculation apparent wind derived from Table 3 (knots)

H CE is the height of the centre of surface of A s above loaded waterline (m)

H LP is the height of the centre of projected surface of underwater surface (hull+ appendages)
below loaded waterline (m)
A

Equations for H CE and H LP are given in Annex C.

To use Figure 3, find the intersection of LWL and m LDC and deduct kVS corresponding to this intersection, by
interpolation if necessary.
R

9.3.2 Design heeling / righting moment M HD , procedure

As a result of 9.3.1 the determination of the design heeling moment M HD shall follow the following route:

 if LWL ” 12 m M HD M HD 1
D

 if LWL > 12 m M HD shall be taken as the greater of M HD 2 , M HD 3 , and k HD ˜ M HD 1

© ISO 2005 – All rights reserved 13

ISO/DIS 12215-7

9.3.3 Simplified loads on main shroud chainplate and mast compression

The following formulae mainly applicable where the mast is connected to the boat's structure by a main port
and starboard set of shrouds plus a forestay (see Figure 4). They are a simplified version or the load
equations (see Informative Annex C for explanations). If the mast is held by an upper shroud and a lower

06
shroud the method shall also be used as the lower shroud acts mainly as a mast stiffener.

FCPW TUS  0,5 u THS  0,5 u TMS  0,5 u TJH is the vertical load on the windward chainplate (N) (26)

CM TUS  THS  TMS  TJH is the mast compression (N) (27)

FCPL 0,5 u THS  0,5 u TMS  0,5 u TJH is the vertical load on the leeward chainplate (N) (28)

where

20
2 u M HD
TUS is the tension in the upper shroud due to stability defined above (N) (29)
BCP

where

BCP is the beam between chainplates ( distance between windward and leeward chainplates) (m)

THS is the tension in the headstay (see C.3) (N)

TMS is the tension in the mainsail sheet or halyard (see C.3) (N)
FT
TJH is the tension in the jib halyard, with foretriangle Jib (see C.3) (N)

Unless derived from specific measurements, THS , TMS , and T JH shall be derived from Annex C.

NOTE The above formulae are a simplification (without the cosines) of the equations of Annex C.

If the rigging arrangement is different from the one shown in Figure 4, the loads shall be determined in the
same spirit as defined here, using sound structural analysis.
A
R
D

14 © ISO 2005 – All rights reserved

 ISO/DIS 12215-7

THS THS
TUS

06
D
E

FMS HMS Main

P I

FTR HFT
Triangle

20
HCE
FCPW TUS TMS E THS
TMS BAS

FBI J
0
HLP
RHY CLP
CL LCP
LMS
LBB

Figure 4 — Typical multihull sail plan

FT
9.4 Calculation of global loads due to the sea

9.4.1 General

The boat is considered:

 For vertical bending moment of the hulls (hogging / sagging) in a swell perpendicular to the boat axis

 For horizontal bending moment of the hulls ( lateral pressure, etc)

A

 For twisting moment in a swell 45° to the boat axis. Either for boats with separate crossbeams (like sports
cats) or for box-type structure

 For horizontal shear load and bending moment for boats with separate crossbeams (like sports cats)

 etc
R

9.4.2 Longitudinal bending moment on each hull

MBH 0,5 u mLDC u LWL (Nm) (30)

D

The bending stress V shall not be greater than Vd, defined in Table 6, at any point of the hull under this
Moment.

LWL
The above requirement needs to be verified only if ! 12 where D is the depth at mid waterline (m).
D

© ISO 2005 – All rights reserved 15

ISO/DIS 12215-7

9.4.3 Twisting moment T

T 1,25 u LWL u mLDC u nCGMH is the twisting moment when the boat is in diagonal swell (Nm) (31)

The stresses induced by this twisting moment T shall not be greater than the design stresses, defined in

06
Table 6, at any point of the hull.

An example of twisting moment calculation using differential deflection of cross-beams is given in Annex B.

10 Scantlings equation and design stresses

10.1 Design stresses and scantling equations for local pressure loads

20
They are the same as defined in Article 10 for plating, and Article 11 for stiffeners in part 5 of ISO 12215.

10.2 Design stresses and scantling equations for global loads due to rig and sail forces

The design stresses induced by global loads the design stresses, direct or combined shall be as defined in
Table 6.

Table 6 — Design stresses for stiffening members

Material Tensile and compressive design stress V d Design shear stress W d

N/mm2 N/mm2
FRP 0,33· V ut and 0,33 V uc a
0,33· W u
FT
Aluminium alloys 0,5· V yw b
0,3· V yw b

Steel 0,5· V y 0,3· V y

Laminated wooden frames, 0,3· V uc 0,3· W u

a Vc considered where stressed in compression (usually the stiffener top flange) and Vt considered where stressed in tension
(usually the plating), both verifications need to be calculated.
b for welded stiffeners. If aluminium stiffeners are not welded, i.e. riveted, glued, etc., the non welded properties shall be used.
A

NOTE The between of design stress and ultimate stress is smaller than in ISO 12215-5 as the duration of global
loads is much greater.

The scantling detailed equations given in this part of ISO 12215 only concern beams. Other scantling
R

equations shall be derived from the loads using sound engineering methods.

10.2.1 Shear stresses in webs

Annexes of 12215 shall be used for design shear stress determination. Where the beam webs are made out
of plywood, the "plywood on edge" data in Annex E of ISO 12215-5. Some plywood webs are sometime made
D

with plates oriented at r 45° from horizontal to benefit from higher design shear stress.

NOTE The shear stresses due to global loads, particularly the ones in elements working as shear web are "in-plane"
or "intralaminar "shear stresses.

16 © ISO 2005 – All rights reserved

 ISO/DIS 12215-7

11 Analysis of global loads

11.1 General

The structural arrangement shall accommodate the stresses derived from global loads defined above the

06
following method.

a) On power multihulls the twisting moment shall be analysed using the method given in Annex B.

b) On sailing multihulls the stresses derived from rig and sail forces shall be analysed as follows.

1) The mast bulkhead is considered as the main bulkhead on a catamaran. It is close enough from
the mast step to transmit the different loads from stays, shrouds and sheets. Il shall be analysed as
required by Article 12

20
2) The other beams shall be analysed as required by Article 12

NOTE On sailing multihulls, the conformity to rig and sails loads (indent b) is considered to fulfil the twisting moment
criterion of indent a).

12 Mast beam analysis

12.1 General

The analysis shown below is the typical analysis to be used corresponding to Figure 5. It is simplified as the
boat weight effects are neglected.
FT
The Mast beam is considered as an I beam where the bulkhead is the web and where the deck/
superstructure and hull/wet deck are respectively the top and bottom flanges. See Figure 5. These flanges are
usually insufficient and they are reinforced by extra flanges (UD laminate for FRP construction, laminated
wood for wood construction, etc.)

For a "high" I beam, the following assumptions are usually used:

1) the shear force is only resisted by the web

2) the bending moment is only resisted by the upper and lower flanges.
A

More sophisticated analysis methods can be applied provided they use sound engineering.

A worked example of such a structural analysis, according to the present article is given in Annex A.

12.2 Shear force

R

The shear load simplified diagram is shown in Figure 5.

The maximum shear force is FCPW , given in equation (26).

The transmission of the shear load from the shroud chainplate need to be verified (See ISO 12215-9 for
D

details). It may pass directly by a bulkhead, but if there is an opening, like on Figure 5, there is a stress raise
around the opening and secondary bending moment. The shear load may also pass through the hull sides to
another bulkhead or the mast bulkhead, but the transmission of loads shall be achieved. See the worked
example of Annex A.

© ISO 2005 – All rights reserved 17

ISO/DIS 12215-7

06
20
FT
Figure 5 — Schematized shear load F and bending moment MB

12.3 Bending moment

12.3.1 General

The bending moment simplified diagram is shown in Figure 5. The maximum bending moment is at centreline.

0,5 u FCPW u BCP is the maximum bending moment in the mast beam
A

M BMAX (Nm) (32)

In the simplified analysis explained above, only the flanges resist the bending moment.

12.3.2 Dimensions, sections, neutral axis

R

NOTE The example shown apply to on of the possible FRP arrangements.

The top and bottom flanges are constituted by:

 the top shell (deck) section, with a width bet and a section bet u (t to  t ti ) (mm)
D

 the bottom shell (wet deck) section, with a width beb and a section beb u (t bo  t tbi ) (mm)

 the extra top flange with a width btf and a section btf u t tf (mm)

 the extra bottom flange with a width bbf and a section bbf u t bf (mm)

18 © ISO 2005 – All rights reserved

 ISO/DIS 12215-7

The width of top and bottom shell section is the equivalent width defined in of ISO 12215-5.

In a simplified and conservative calculation the calculation can only be made with the extra top and bottom
flanges, neglecting the effect of the top and bottom plating.

06
The total section, position op yG (neutral axis), Second moment I, and section Modulus shall be calculated to
verify that the tensile of compression design stress, whichever is the lesser, is not surpassed.

The paragraph H.4 of Annex H of ISO 12215-5 explaining stiffener calculation shall be used, especially if
different materials are used in the beam. The worked example given below in Annexe A is an application of
this method.

bed
Ltf
tto
yd 0
yg0 tf tti

20
ttf
Htf
2
3
tw/2 tw/2

yg0 NA Hw
1
FT
tbf

yg0 bf Hbf
tbi
0
yb
tbo
Lbf
bewd

Key
1 Stiffener to introduce the mat compression
A

2 Deck reinforcement for mast compression

3 4 identical UD GRP angles L x H

Figure 6 — Sketch of an I beam

R

12.3.3 Worked example

A worked example of a beam analysis is given in Annex A.

12.4 Shear stress in the web

D

The shear force F simplified diagram is shown in Figure 5.

In the simplified analysis explained above, only the web resists the shear force. The paragraph H.4 of
Annex H of ISO 12215-5 explaining stiffener calculation may be used, especially if different materials are used
in the beam.

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ISO/DIS 12215-7

In a simple approach, in "high" I beams, the shear stress in the web can be approximated by:

F
W this stress shall be the lesser of W d and 0 ,33 ˜W crt (N/mm2) (33)
HW u tW

06
where

HW is the height of the web, measured between the CG of flanges (mm)

Wd is the design shear stress of the web defined in Table 6, (N/mm2)

Wc the critical shear buckling stress defined below. (N/mm2)

20
FCPW s
s this shear flow (in N/mm) used in some calculations therefore W (N/mm2)
HW tW

12.4.1 Shear buckling analysis

12.4.1.1 Single skin shear buckling

Large panel subject to shear tend to buckle and make wrinkles at 45° (Wagner field). This buckling may not be
catastrophic in single skin construction and has been used in aircraft industry, as it allows a lighter structure.
In that case, the edges of the panel are overstressed and need a specific analysis. Where the dimension of
the panels of the web are reduced by the use of vertical stiffeners, these stiffeners are loaded by the shear
flow in the web and need a specific analysis.
FT
The specific analysis quoted above is out of the scope of this standard. They can easily be found in aircraft
design literature on spar beams, see for example items [1] and [2] of the bibliography.

2
§ b· §t ·
Wcr ¨ 5  6 ¸ u Et u ¨ ¸ is the critical shear stress for a single skin panel (N/mm2) (34)
© "¹ ©b¹
where

E t is the tensile modulus of the web laminate (N/mm2)

A

12.4.1.2 Sandwich shear buckling

In sandwich construction shear buckling shall be avoided. Unless a specific analysis is performed this
standard recommends a shear stress not more than 33% of the critical shear buckling stress.
R

E u t  c 
2
Wcr 2,98 u kSB u t is the critical shear stress for a sandwich panel (N/mm2) (35)
b2
where
D

2
§b·
5,3  4 u ¨ ¸
kSB ©"¹ for all plates (considered as simply supported
2
§ Et · § t u c · §¨ § b · ·¸
1  5,4 u ¨¨ ¸¸ u ¨ 2 ¸ u 4,3  3 u ¨ ¸
© GC ¹ © b ¹ ¨© © " ¹ ¸¹
plates) (36)

20 © ISO 2005 – All rights reserved

 ISO/DIS 12215-7

and

E t is the tensile modulus of the skins (N/mm2)

GC is the shear modulus of the core (N/mm2)

06
t is the thickness of the skins (mm)

c is the thickness of the core (mm)

b is the small dimension of the panel (mm)

" is the large dimension of the panel mm)

20
The above calculations are only valid for symmetrical sandwich.

12.4.2 Eventual Cut out in the web

12.4.2.1 Shear stress

The studied example related to passage openings in the web inside the hulls as in Figure 5.

FCPW
The initial shear flow is s1 and the final flow in the top and bottom remaining parts of the web in
H1  a  H 2
FCPW s2
way of the opening is s 2 and the shear stress in the remaining web is W 2 shall be lesser
H1  H 2 tW
FT
than W d and W crt . The web needs usually to be reinforced is way of the cut, as s2 > s1 (see hatched areas in
Figure 5).

If H1 z H 2 the shear forces shall be distributed on the top and bottom webs according to the inertia of the top
and bottom I beams defined below.

12.4.2.2 Secondary bending moment

If the opening were a rectangle a x b there would be a secondary bending moment at the angles of the cut
s1 u a u b
A

due to the shear forces M BS , but as the opening is well rounded it can be approximated by:
4 u 10 3

0,7 u s1 u a u b
M BS the secondary bending moment at the rounding tangent (Nm) (35)
4 u 10 3
R

where H1, H2, a and b are in mm.

To resist this bending moment without surpassing the bending loads defined in Table 6, the section often need
to be made an I beam, adding a reinforcing flange around the opening (the top flange being the deck or hull
plating).
D

12.5 Analysis of other beams.

On sailing multihulls, at least another beam than the mast beam is, unless specifically engineered, is needed.

© ISO 2005 – All rights reserved 21

ISO/DIS 12215-7

The aft beam, usually close to the mainsail sheeting point is loaded at sirs windward hull by a fraction of the
upper shroud load FCPW u LCP / L BB and at centreline my the mainsheet traction TMS. The beam is considered
fully fixed at the leeward hull CL.

The diagram of shear load and bending moment are given in Figure 7 and they shall be treated as for the

06
mast beam.

The lower part of the drawing shows an acceptable arrangement, and a non acceptable one, as neither the
web nor the flanges are continuous and their loads not properly transferred.

20
FT
A

Figure 7 — Sketch of the aft beam

R
D

22 © ISO 2005 – All rights reserved

 ISO/DIS 12215-7

Annex A
(normative)

Example of mast beam calculation

06
A.1 General
The calculations are made for a typical cruise sailing catamaran with a waterline length of 13 m. Other rig
dimensions are also typical. The construction is in GRP sandwich. The calculations are given in a tabular form
that can be used in a spreadsheet, allowing adjustments.

20
A.2 Preliminary calculations
From the main data of the boat, the different dimension, sail areas, forces and bending moments are
calculated, all variable and calculation methods as defined in the main body of the standard.

The design moment MHD is assessed as in the main core:

MHD1 is in cell (22), MHD 2 calculated with AWK = 36 knots (cell 23) in cell (44), MHD 3 calculated with an upper
shroud diameter dUS = 12 mm in (cell 28). Cell (29) gives the corrected value of MHD 2 in the case where it
would be less than 0,8 MHD 1 as required by Table 5, which is not the case as MHD 3 = 0,82 MHD 1 (cell 31).
FT
The final value of MHD = MHD 3 is finally retained. The different loads and maximum bending moment in the
mast beam are finally given.

Table A.1 — Preliminary calculations

1 2 3 4 5 6 7 8 9 10
Des Cat LWL BCB BCP mLDC FBI kVS H LP AMS/PE HCeMS/P
* m m m kg m * * * *
A 13,00 5,20 7,10 13 226 1,78 1,00 0,95 0,680 0,40

7 8 9 10 11 14 15 16 17 19 20
A

I J P E BAS AMS HMS AFT HFT AS HCE

m m m m m m² m m² m m² m
17,00 4,80 18,00 6,50 2,20 79,56 11,18 40,80 8,58 120,4 10,30

21 22 23 24 25 26 27 28 29 30 31
R

RMDM MHD1 VAWK MHD2 kHD d US R US MHD3 MHD3 corr MHD MHD
Nm Nm knot Nm * mm N Nm Nm Nm /RMDM
343 874 343 874 36,00 280 641 0,80 12 158 458 281 262 281 262 281 262 0,82

32 33 34 35 36 37 38 39
FMS FFT sag HS THS sag Jib TJH sagMS TMS
D

N N * N * N * N
16 534 8 479 0,03 35 329 0,05 21 198 0,10 20 668

40 41 42 43 44 45
FCPW CM FCPL MBMAX Web Hw
N N N Nm Height mm
146 775 185 372 38 597 521 051 1 500

© ISO 2005 – All rights reserved 23

ISO/DIS 12215-7

A.3 Mast beam calculation

From the main data of the boat, the bending moment on the mast beam is 521 051 Nm. The top flange is in
compression and the bottom flange in tension. Usually the design stress is considered as the mean value of
Vdt and Vdc, but for the standard both cases were considered. The compliance factor is the ratio between

06
design stress and effective stress: a compliance factor > 1 means that the building is stronger than the
requirement.

The flanges are made with 4 UD GRP angles made of layers of 1,2 kg/m2 UD plies laminated by contact. The
glass content in mass \ is 50 %, and the mechanical properties are according to Table C.4 and C.5a of
ISO 12215-5.

In Table A.2, the calculations are made without taking into account the effect or deck and wet deck attached
plating. This is a simpler and conservative calculation. Cells (46) to (54) give the parameter of the UD glass
laminate. The calculations are similar to the ones given in Annex H of ISO 12215-5.

20
The ES and yES products for each flange are added respectively in cells (85) and (86), yg0 (ordinate of the
Neutral axis), in (cell 87) is the ratio of the two previous ones. The product EI (cell 88) is the sum of the
EI M BMAX
products ES.(y-yg)²; The section moduli are calculated as SM i , the stress is V i and
y max u E i SM i
compliance factors (cells 93 and 94) are Vd/Vi.

Table A.2 — Calculation with the flanges only

Beam flanges Material (according to ISO 12125-5 Annex C and Table 17)
46 47 48 49 50 51 52 53 54
Material \ t/w ( Vut// Vuc// Vd/Va// Vdt// Vduc//
FT
* * * N/mm² N/mm² N/mm² * N/mm² N/mm²
UD Glass 0,50 1,22 22 500 430 315 0,33 142 104

BEAM BENDING MOMENT ANALYSIS

Top flange UD (1 Angle LxH each side of web)
65 66 67 68 69 70 71 72 73 74 75
nplies w/ply Ltf Htf SLtf SHtf ESHtf yg0Ltf yg0 Htf yg0 tf yg0 ESt
* kg/m² mm mm mm² mm² Nmm mm mm mm Nmm²
4 1,20 200 100 2 350 1 175 7,93E+07 1 497,1 1 450,0 1 481 1,17E+11
Bottom flange UD (1 Angle LxH each side of web)
76 77 78 79 80 81 82 83 84 85 86
nplies w/ply Lbf Hbf SLbf SHbf ESHtf ygLbf ygHtf yg0 bf yg0 ESb
A

* kg/m² mm mm mm² mm² Nmm mm mm mm Nmm²

4 1,20 200 100 2 350 1 175 7,93E+07 2,9 50,0 19 1,48E+09
Section properties with flanges only
85 86 87 88 89 90 91 92 93 94
6 ES 6 yg 0 ES y g 0 NA EI SM Top SM Bott V c Top V t Bott Compliance factor
3 2 3 3
mm² mm mm Nmm mm mm N/mm² N/mm² Top Bott
R

1,59E+08 1,19E+11 750 8,49E+13 5,03E+06 5,03E+06 103,6 103,6 1,00 1,37

One can see that with angles with LxH = 200x100 each side , made of 4 plies of 1,2 kg/m2 Glass UD, the
compliance factor is just 1,0 for the top flange (compressive stress) and 1,37 for the bottom flange (tensile
stress).
D

Table 3 adds to Table 2 the supplementary effect of deck and wet deck. The attached plating is 20 times the
thickness of a single skin laminate having the same second moment (stiffness) as the sandwich, but the
attached section only takes into account the thickness of the skins and not the equivalent single skin thickness.

The consideration of the plating brings a bonus of about 20 % for compliance factors compared with Table A.2.

24 © ISO 2005 – All rights reserved

 ISO/DIS 12215-7

Table A.3 — Calculation with the flanges and the hull (deck and wet deck)
Deck and wet deck material (according to ISO 12125-5 Annex C and Table 17)
96 97 98 99 100 101 102 103 104 105
Material \ t/w ( Vut// Vuc// Vd/Va// Vut// Vuc// be/te
Glass * * N/mm² N/mm² N/mm² * N/mm² N/mm² *

06
M+Multi 0,50 1,22 14 000 197 147 0,33 65 49 20
Deck section
106 107 108 109 110 111 112 113 114 115 116 117
tc wo wi to ti I sand t eq b eq Sd ES d yg0 y g 0 ES d
mm kg/m² kg/m² mm mm mm3/mm mm mm mm² Nmm mm Nmm²
25 1,09 0,87 1,34 1,06 407 16,96 339 814 1,14E+07 1 514 1,73E+10
Wet deck section
118 119 120 121 122 123 124 125 126 127 128 129
tc wo wi to ti I sand t eq b eq Sd ES d yg0 y g 0 ES d
mm kg/m² kg/m² mm mm mm3/mm mm mm mm² Nmm mm Nmm²
25 1,56 1,03 1,91 1,27 539 18,63 373 1 182 1,66E+07 -14 -2,33E+08

20
Section properties with flanges and deck+Wet deck
130 131 132 133 134 135 136 137 138 139 140 141
6 ES 6 yg 0 ES y g 0 NA 6 EI Vc Vc Vt Vt Compliance factor
3 2
mm² mm mm Nmm Deck Top F Bott Fl WD Deck Top F Bott Fl WD
1,87E+08 1,36E+11 729 1,01E+14 57,63 89,44 84,54 54,63 0,8 1,2 1,68 1,19

A.4 Web shear stress analysis

Table A.4 analyses the shear stress. Cells (143) to (148) give the mechanical properties of the web laminate.
Cell (152) gives the shear flow s and cell (153) the required single skin thickness and corresponding weight of
dry glass. The single skin critical buckling stress is analysed with this thickness in cell (156). We can see that
the critical shear stress is so low that it would need very closely spaced stiffeners.
FT
The solution is therefore sandwich. With a core with a high value of GC (balsa or plywood) the min skin
thickness :1/2 of what required in cell (152) i.e around 2 mm would suffice. In our example, we wish to use a
foam core with GC=20 N/mm2. In that case we need a 30 mm core and skins 2,5 mm thick to pass the
requirement of W (cell162) d 0,3 Wcrit (cell 161). Maybe vertical stiffeners in the web inducing panels 1500x1500
could allow a thinner core.

Remark: The UD angled flanges are not strong enough in shear to transmit a significant load, and the web
and flanges need to be laminated by tabbing angles having each side at least 1,6 kg/m2 of dry glass (cell 153).
Tabbings about 2 kg/m2 of dry glass seem adequate.
A

Table A.4 — Shear web analysis

SHEAR WEB ANALYSIS
Web material Shear analysis
142 143 144 145 146 147 148 149 150 151 152 153
Material \ t/w ( Wu Vd/Va// Wd F CPW HW s tW nec W wnec
R

Glass * * N/mm² N/mm² * N/mm² N mm N/mm mm kg/m²

Multi 0,50 1,22 14 000 78 0,33 26 146 775 1 500 98 3,8 3,1

Shear analysis (continued)

153 154 155 156 157 158 159 160 161 162 163 164
l b Et W crit SS tc tskins Gc kSB W crit Sand W Shear Compl.factor
mm mm N/mm² N/mm² mm mm N/mm² * N/mm² N/mm² stress buckling
D

3 000 1 500 14 000 0,72 30 2,5 20 3,87 75,9 19,6 1,32 1,16

© ISO 2005 – All rights reserved 25

ISO/DIS 12215-7

Annex B
(normative)

Example of Twisting moment analysis with differential deflection of

06
crossbeams

B.1 Theory

Ub ¦
6 E I z²
3 ¦
6 E I x ²T ²
L3
20
Figure B.1 — Sketch of platform twist

is the strain energy in bending

FT
L

1
G JT ²
2 1 T
Ut ¦ L 2
T T is the strain energy in torsion (twisting) or T
12 E i I i x 2 Gi J i
¦ L 3
 ¦ L

Where the ‘GJ’ term may be neglected for ‘open’ section or if a conservative solution is required. The shear
strain energy is negligible for a catamaran with just two or three beams, but for a ‘double bottom’ style wet
deck + dry deck + girders extending over 50 % of the LWL this might not be the case. So providing the full
A

equation might be helpful for boats, which are marginal in meeting the standard.

This distance of the centre of twist from the origin used for x is:

12 EI x *
¦ L3
R

x (m) (B.1)
12 EI
¦ L3

where
D

T is the Twisting moment defined in equation (31) (Nm)

Ei Ii is the flexural rigidity of each cross beam

Gi J i is the torsional rigidity of each cross beam

L is the transversal distance between hulls, considered constant (mean value may be used) (m)

26 © ISO 2005 – All rights reserved

 ISO/DIS 12215-7

x* is the longitudinal distance, from an arbitrary datum, to the cross-beam centroid.

x x * x

where

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x is the longitudinal distance, between crossbeam centroid and the centre of twist.

FL3
With a cantilever beam with a Force F at the end of its length L, the deflection is and the moment is Fl .
3 EI

From T , one can know the bending moment and shear force for each cross-beam at a distance x

6 E IT x

20
M is the bending moment and (Nm) (B.2)
L2

2M 12 E I T x
F is the shear force. (N) (B.3)
L L3

The cross beam can then be analysed as in Annex A

NOTE The twist formula could be corrected to include the shear stiffness of the cross beams (i.e. ¦GJ/L) but this
normally only affects the twist by a few per cent and the complication is unjustified.

B.2 Worked example

FT
To be implemented
A
R
D

© ISO 2005 – All rights reserved 27

ISO/DIS 12215-7

Annex C
(normative)

Technical background behind rig loads calculation

06
Remark: The calculations and example are made for a typical cruising catamaran.

C.1 Balance between forces and moments

Simplifying, the boat equilibrium is achieved by the equilibrium of three systems, for which the moments are all
equal one with another:

3) the aerodynamic forces (sails) and hydrodynamic forces (appendages), and their moments

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4) the rig traction and mast compression, and their moments

5) the displacement (at centreline) and buoyancy (at the leeward CB), and their moments

BCB/2
BCP/2
CM
- CM

-10.mLDC

10.mLDC
FT

Figure C.1 — Schematized forces and moments of systems 2) and 3)

Remark: This analysis is roughly simplified as it only consider mast compression and does not consider the
load of other spars, torsional loads, beam hull effects, etc.
A

C.2 Rig dimension and forces

C.2.1 The main rig dimensions are

I is the height of headstay top above mast foot (m)

R

J is the distance between base of headstay forward of the mast (m)

P is the height of the mainsail luff (m)

E is the length of the mainsail foot (m)

D

B AS is the height of the mainsail luff base above mast foot (m)

FBI is the freeboard of the basis of I above waterline (m)

BCB is the beam between centres of buoyancy of catamarans (m)

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 ISO/DIS 12215-7

BCP is the beam between chainplates (m)

AMS k MS u P u E is the mainsail area with usually 0,57  k MS  0,70 (m2)

AFT 0,5 u I u J (m2)

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is the foretriangle jib area

AS AMS  AFT is the sail area according to ISO 89666 (m2)

C.2.2 Force and moment of sails and appendages

FMS is the lateral force from mainsail (N)

H MS is the height of mainsail CE above waterline (m)

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FFT is the lateral force from Jib (considered as fore triangle) (N)

H FT is the height of fore triangle CE above waterline (m)

FTOT is the total lateral force (Mainsail+foretriangle Jib) (N)

H CE is the height above waterline of the centre of effort (CE) of mainsail+fore triangle Jib (m)

H LP is the height below waterline of the centre of projected surface of underwater area
(hull+appendages) (m)
FT
See C.3 for equations for some of the above values.

C.3 Calculation of forces

NOTE The mast is considered to be held laterally only by the main shroud anchored on mast about top of I. If an
intermediate lower shroud is fitted it is considered to be there to stabilize the mast. The total effort is not greater than the
one of a single shroud.

In the calculations, the following approximations have been chosen:

A

The height H LP of the underwater centre of lateral pressure can be approximated as:

0,33
H LP 1 0,04 u mLDC (for low draft appendages) or (m) (C.1)

H LP 2 0,4 u T where T is the draft (for high draft appendages) (m) (C.2)
R

The height of the various sail centre of effort can be approximated as:

H FT FBI  0,4 u I is the height above wL of the centre of effort of the fore triangle jib (m) (C.3)
D

H MS FBI  BAS  0,4 u P is the height above wL of the centre of effort of the mainsail (m) (C.4)

AMS u H MS  AFT u H FT
HCE is the height above wL of the centre of effort of the sail plan (m) (C.5)
AS

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ISO/DIS 12215-7

J
D a tan ( ) is the angle between headstay and vertical. (deg) (C.6)
I

D 1 D  3 is the angle between headstay and mast (mast rake considered as 3 degrees) (deg) (C.7)

06
NOTE The equations giving headstay and mainsheet design loads below are inspired from the Germanischer Lloyd
publication "Guidelines for design and construction of large modern yachts rigs".2001 Edition.

The transversal forces from the mainsail and jib are calculated by equalling the heeling moment of sails with
the stability. For simplicity the heeling moment is calculated at a heel angle (below 10°) where its cosine is
considered very close to 1.

AFT
M HD FFT u (H FT  H LP )  FMS u (H MS  H LP ) and with FFT FMS u
AMS

20
AFT
M HD FMS u (H MS  H LP )  FMS u (H FT  H LP ) hence
AMS

MHD
FMS ˜ lateral force on mainsail (N) (C.8)
A
H MS H LP (H FT  H LP ) u FT
AMS

AFT
One can deduct FFT FMS u lateral force on the fore triangle jib (N) (C.9)
AMS

The tension on a rig element like headstay, jib halyard, and mainsail halyard/main sheet resisting a lateral
FT
force by deflection is a function of its lateral force and its sag (ratio between its lateral deflection and length).
F
For a rig element having a lateral force F, a length L and a sag s, the linear pressure is q and the
L
F
uL F
quL L T 0,125
tension in the rig element is T Therefore (N) (C.10)
8us 8us 8us F s

The values of sag and ratio between tension and lateral forces are given in Table C.1
A

Table C.1 — Rig sag characteristic according to boat type

Mainsail leech &

Boat type Headstay Jib halyard
halyard
sag THS / FFT sag TJH / FFT sag TMS / FMS
R

Charter 0,03 4,17 0,05 2,5 0,10 1,25

Cruiser 0,03 4,17 0,05 2,5 0,10 1,25
Sports 0,02 6,25 0,05 2,5 0,08 1,56
D

NOTE Sag in multihull rig is much greater than considered for monohulls by GL, due to a less stiff structure.

C.4 Loads on the mast and mast bulkhead

The mast bulkhead is considered as the main bulkhead on a catamaran. It is close enough from the mast step
to transmit the different loads from stays, shrouds and sheets.

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 ISO/DIS 12215-7

The mast is compressed by the loads from the top of main shroud, headstay, plus mainsail halyard and jib
halyard.

In the mast bulkhead, this compression is balanced by the loads coming from the bottom of these rig elements,
except that the mainsail halyard is replaced by mainsail sheet, supposed in centreline.

06
The mast bulkhead is also considered as transferring and supporting the gravity loads that develop the
righting moment by being separate (Buoyancy on leeward hull, gravity on centreline).

CM FUS u cos E  THS u cos D1  TMS  TJH u cos D1 is the compression in the mast (N) (C.11)

This compression is balanced by the sum of the vertical traction on the windward chainplate and a vertical
traction in the leeward hull.

FCPW FUS u cos E  0,5 u THS u cos D1  0,5 u TMS  0,5 u TJH u cos D1 traction on the windward

20
chainplate (N) (C.12)

FCPL 0,5 u THS u cos D1  0,5 u TMS  0,5 u TJH u cos D1 traction on the leeward chainplate (N) (C.13)

NOTE The loads from the headstay, jib halyard, and mainsail sheet are transferred via the boat structure.
Considering the headstay and jib halyard load applied fully outboard is conservative as they are evenly transferred to the
mast beam by the outer and inner topsides. Similarly, the mainsheet force is closer to the centreline.

The gravity loads should, be added to the system. In fact they diminish the shear force and bending moment
in the windward part of the beam, and augment them in the leeward part (See Figure C.2).

As the windward part of the beam is the one which is the most loaded, a simplified and slightly conservative
calculation will neglect them. Similarly, a simplified and conservative assumption is to neglect the cosines in
FT
the above equations.
A
R
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ISO/DIS 12215-7

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Key
20
FT
1 Diagram showing the position of the various loads

Figure C.2 — Schematic mast beam section, Shear load and bending moment
A
R
D

32 © ISO 2005 – All rights reserved

 ISO/DIS 12215-7

Bibliography

[1] BRUHN, Analysis and design of flight vehicle structure - 1973

06
[2] US Government ANC-18, Bulletin-Design of wood aircraft structure - 1951

20
FT
A
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© ISO 2005 – All rights reserved 33

ISO/DIS 12215-7

Annex ZA
(informative)

Relationship between this International Standard and the Essential

Requirements of EU Directive 94/25/EC

06
By agreement between ISO and CEN, this CEN annex is included in the DIS and the FDIS but will not appear in
the published ISO standard.

This standard has been prepared under a mandate given to CEN by the European Commission and the
European Free Trade Association to provide one means of conforming to Essential Requirements of the New
Approach Directive 94/25/EC.

Once this standard is cited in the Official Journal of the European Communities under that Directive and has

20
been implemented as a national standard in at least one Member State, compliance with the normative clauses
of this standard confers, within the limits of the scope of this standard, a presumption of conformity with the
corresponding Essential Requirements of that Directive and associated EFTA regulations.

WARNING: Other requirements and other EU Directives may be applicable to the products falling within the
scope of this standard.
FT
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34 © ISO 2005 – All rights reserved