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Rules and Regulations

The U.S. Coast Guard is statutorily charged with administering maritime safety on behalf of

the people of the United States. In carrying out this function, the Coast Guard monitors safety

aspects of commercial vessels from design stages throughout the vessel's useful life. Often

design standards such as those developed by the American Bureau of Shipping are used.

Codes are referenced directly by the U.S. Code of Federal Regulations (CFR) [6-1]. Other

countries, such as England, France, Germany, Norway, Italy and Japan have their own

standards that are analogous to those developed by ABS. Treatment of FRP materials is

handled differently by each country. This section will only describe the U.S. agencies.

U.S. Coast Guard

The Coast Guard operates on both a local and national level to accomplish their mission. On

the local level, 42 Marine Safety Offices (MSOs) are located throughout the country. These

offices are responsible for inspecting vessels during construction, inspecting existing vessels,

licensing personnel and investigating accidents. The Office of Marine Safety, Security and

Environment Protection is located in Washington, DC. This office primarily disseminates

policy, directs marine safety training, oversees port security and responds to the environmental

needs of the country. The Marine Safety Center, also located in Washington, is the office

where vessel plans are reviewed. The Coast Guard's technical staff reviews machinery,

electrical arrangement, structural and stability plans, calculations and instructions for new

construction and conversions for approximately 18,000 vessels a year.

The Coast Guard has authorized ABS for plan review of certain types of vessels. These do not

include Subchapter T vessels and novel craft. The following section will attempt to describe

the various classifications of vessels, as defined in the CFR. Table 6-1 summarizes some of

these designations. Structural requirements for each class of vessel will also be highlighted.

Subchapter C - Uninspected VesselsThe CFR regulations that cover uninspected vessels are primarily concerned with safety, rather

than structural items. The areas covered include:

Life preservers and other lifesaving equipment;

Emergency position indicating radio beacons (fishing vessels);

Fire extinguishing equipment;

Backfire flame control;

Ventilation; Cooking, heating and lighting systems; and

Garbage retention.

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Chapter Six REFERENCE


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Organizations that are cited for reference:

American Boat and Yacht Council

3069 Solomon's Island Road

Edgewater, MD 21037

410-956-1050 / FAX 410-956-2737

National Fire Protection Association (NFPA)

1 Batterymarch Park

Quincy, MA 02269-9101 USA

617-770-3000 / FAX 617-770-0700

http://www.nfpa.org/

Table 6-1 Summary of CFR Vessel Classifications [46 CFR, Part 2.01 - 7(a)]

Size or OtherLimitations

SubchapterH -Passenger

Subchapter T -SmallPassenger

Subchapter K- SmallPassenger

Subchapter ICargo andMiscellaneous

SubchapterCUninspected

46 CFR, Parts70-80

46 CFR, Part 17546 CFR, Part114

46 CFR, Parts90-106

46 CFR, Parts24-26

Vesselsover 15gross tonsexceptseagoingmotorvessels of300 grosstons andover.Seagoing motorvessels of300 grosstons andover.

Vessels over100 gross tons

Under 100 grosstons

All vesselscarrying morethan 150passengers orwith overnight

accommodationsfor more than 49passengers

All vesselscarrying freightfor hire except

those coveredby H or Tvessels

All vesselsexcept thosecovered by H,T, K or Ivessels

All othervessels of over65 feet inlength carryingpassengers forhire.

All vesselscarrying morethan 12 andless than 150passengers onan internationalvoyage, exceptyachts.

All vessels notover 65 feet inlength which

carry more than6 passengers.

All other vessels carryingpassengers except yachts.

Subchapter K'refers to vesselswith 151passengers or 61 meters (200feet)

Vesselsnot over700 grosstons.

Vessels over100 gross tons

Vessels under 100gross tons

Not applicableAll vessels carrying more than 6passengers.

Vesselsover 700gross tons.

All vessels carrying passengers forhire.

Subchapter H - Passenger Vessels

Part 72 of CFR 46 is titled Construction and Arrangement. Subpart 72.01-15 Structural

Standards states:

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Rules and Regulations Marine Composites


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In general, compliance with the standards established by ABS will be considered

satisfactory evidence of structural efficiency of the vessel. However, in special

cases, a detailed analysis of the entire structure or some integral part may be

made by the Coast Guard to determine the structural requirements.

Looking at Subpart 72.05 - Structural Fire Protection, under 72.05-10 Type, location andconstruction of fire control bulkheads and decks, it is noted:

The hull, structural bulkheads, decks, and deckhouses shall be constructed of

steel or other equivalent metal construction of appropriate scantlings.

The section goes on to define different types of bulkheads, based fire performance.

Subchapter I - Cargo and Miscellaneous Vessels

The requirements for I vessels is slightly different than for H. Under Subpart 92.07 -

Structural Fire Protection, 92.07-10 Construction states:

The hull, superstructure, structural bulkheads, decks and deckhouses shall be

constructed of steel. Alternately, the Commandant may permit the use of other

suitable materials in special cases, having in mind the risk of fire.

Subchapter T - Small Passenger Vessels177.300 Structural Design

Except as otherwise noted by this subpart, a vessel must comply with the structural design

requirements of one of the standards listed below for the hull material of the vessel.

(c) Fiber reinforced plastic vessels:

(1) Rules and Regulations for the Classification of Yachts and Small Craft,

Lloyd's; or

(2) Rules for building and Classing Reinforced Plastic Vessels, ABS

177.405 General arrangement and outfitting

(a) The general construction of the vessel shall be such as to minimize fire

hazards insofar as reasonable and practicable. .

177.410 Structural fire protection.

(a)Cooking areas. Vertical or horizontal surfaces within 910 millimeters (3 feet) of cooking

appliances must have an American Society for Testing and Materials (ASTM) E-84 Surface

Burning Characteristics of Building Materials flame spread rating of not more than 75.Curtains, draperies, or free hanging fabrics must not be fitted within 910 millimeters (3 feet) of

cooking or heating appliances.

(b) Fiber reinforced plastic.. When the hull, decks, deckhouse, or superstructure of a vessel is

partially or completely constructed of fiber reinforced plastic, including composite construction,

the resin used must have an ASTM E-84 flame spread rating of not more than 100.

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(c)Use of general purpose resin - General purpose resins may be used in lieu of those having

an ASTM E 84 flame spread rating of not more than 100 provided that the following additional

requirements are met:

(1) Cooking and Heating Appliances - Galleys must be surrounded by B-15

Class fire boundaries. This may not apply to concession stands that are notconsidered high fire hazards areas (galleys) as long as they do not contain

medium to high heat appliances such as deep fat fryers, flat plate type grilles,

and open ranges with heating surfaces exceeding 121C (250F). Open flame

systems for cooking and heating are not allowed.

(2) Sources of Ignition - Electrical equipment and switch boards must be

protected from fuel or water sources. Fuel lines and hoses must be located as

far as practical from heat sources. Internal combustion engine exhausts, boiler

and galley uptakes, and similar sources of ignition must be kept clear of and

suitability insulated from any woodwork or other combustible matter. Internal

combustion engine dry exhaust systems must be installed in accordance withABYC Standard P-1.

(3)Fire Detection and Extinguishing Systems - Fire detection and extinguishing

systems must be installed in compliance with 181.400 through 181.420 of this

chapter. Additionally, all fiber reinforced plastic (FRP) vessels constructed with

general purpose resins must be fitted with a smoke activated fire detection

system of an approved type, installed in accordance with 76.27 in subchapter H

of this chapter, in all accommodation spaces, all service spaces, and in isolated

spaces such as voids and storage lockers that contain an ignition source such as

electric equipment or piping for a dry exhaust system.

(4) Machinery Space Boundaries - Boundaries that separate machinery spaces

from accommodation spaces, service spaces, and control spaces must be lined

with noncombustible panels or insulation approved in accordance with 164.009

in subchapter Q of this chapter, or other standard specified by the Commandant.

(5) Furnishings - Furniture and furnishings must comply with 116.423 in

subchapter K of this chapter.

(d)Limitations on the use of general purpose resin.

(1) Overnight Accommodations - Vessels with overnight passengeraccommodations must not be constructed with general purpose resin.

(2) Gasoline Fuel Systems - Vessels with engines powered by gasoline or other

fuels having a flash point of 43.3 C (110 F) or lower must not be constructed

with general purpose resin, except for vessels powered by outboard engines with

portable fuel tanks stored in an open area aft, if, as determined by the cognizant

OCMI, the arrangement does not produce an unreasonable hazard.

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(3)Cargo - Vessels carrying or intended to carry hazardous combustible or

flammable cargo must not be constructed with general purpose resin.

Subchapter K - Small Passenger Vessels

Subpart C - Hull Structure

116.300 Structural Design provides for steel or aluminum hulls only with alternate design

considerations based on engineering principles that show that the vessel structure provides

adequate safety and strength. Of major concern to the U.S. Coast Guard would be the added

fire threat of a composite hull. The IMO High-Speed Craft Code (see Fire Testing section)

may form the basis for an alternative acceptable criteria.

Subpart D - Fire Protection

116.400 Application.

(a) This subpart applies to:

(1) Vessels carrying more than 150 passengers; or

(2) Vessels with overnight accommodations for more than 49 passengers but not

more than 150 passengers.

(b) A vessel with overnight accommodations for more than 150 passengers must comply with

72.05 in subchapter H of this chapter.

116.405 General arrangement and outfitting.

(a) Fire hazards to be minimized. The general construction of the vessel must be such as to

minimize fire hazards insofar as it is reasonable and practicable.

(b) Combustible materials to be limited. Limited amounts of combustible materials such as

wiring insulation, pipe hanger linings, nonmetallic (plastic) pipe, and cable ties are permitted in

concealed spaces except as otherwise prohibited by this subpart.

(c) Combustibles insulated from heated surfaces. Internal combustion engine exhausts, boiler

and galley uptakes, and similar sources of ignition must be kept clear of and suitably insulated

from combustible material.

(d) Separation of machinery and fuel tank spaces from accommodation spaces. Machineryand fuel tank spaces must be separated from accommodation spaces by boundaries that prevent

the passage of vapors.

(e) Paint and flammable liquid lockers. Paint and flammable liquid lockers must be

constructed of steel or equivalent material, or wholly lined with steel or equivalent material.

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(f) Nonmetallic piping in concealed spaces. The use of short runs of nonmetallic (plastic)

pipe within a concealed spaces in a control space, accommodation space, or service space is

permitted in nonvital service only, provided it is not used to carry flammable liquids (including

liquors of 80 proof or higher) and:

(1) Has flame spread rating of not more than 20 and a smoke developed ratingof not more than 50 when filled with water and tested in accordance with

American Society for Testing and Materials (ASTM E 84 Test for Surface

Burning Characteristics of Building Materials, ) or Underwriters Laboratories

(UL) 723 Test for Surface Burning Characteristics of Building Materials, by

an independent laboratory; or

(2) Has a flame spread rating of not more than 20 and a smoke developed

rating of not more than 130 when empty and tested in accordance with ASTM E

84 or UL 723 by an independent laboratory

(g) Vapor barriers.

Vapor barriers must be provided where insulation of any type is used inspaces where flammable and combustible liquids or vapors are present, such as machinery

spaces and paint lockers.

(h) Interior finishes. Combustible interior finishes allowed by 116.422 (d) of this part must

not extend into hidden spaces, such as behind linings, above ceilings, or between bulkheads.

(i) Waste Receptacles. Unless other means are provided to ensure that a potential waste

receptacle fire would be limited to the receptacle, waste receptacles must be constructed of

noncombustible materials with no openings in the sides or bottom.

(f) Mattresses. All mattresses must comply with either:

(1) The U.S. Department of Commerce Standard for Mattress Flammability (FF

4-72.16), 16 CFR Part 1632, Subpart A and not contain polyurethane foam; or

(2) International Maritime Organization Resolution A.688(17) Fire Test

Procedures For Ignitability of Bedding Components. Mattresses that are tested

to this standard may contain polyurethane foam.

116.415 Fire control boundaries.

(a) Type and construction of fire control bulkheads and decks.

(1) Major hull structure - The hull, structural bulkheads, columns and

stanchions, superstructures, and deckhouses must be composed of steel or

equivalent material, except that where C'-Class construction is permitted by

Tables 116.415 (b) and (c), bulkheads and decks may be constructed of

approved noncombustible materials.

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(2) Bulkheads and decks - Bulkheads and decks must be classed as A-60,

A-30, A-15, A-0, B-15, B-0, C, or C' based on the following:

(i) A-Class bulkheads or decks must be composed of steel or equivalent

material, suitably stiffened and made intact with the main structure of the vessel,

such as the shell, structural bulkheads, and decks. They must be so constructedthat, if subjected to the standard fire test, they are capable of preventing the

passage of smoke and flame for one hour. In addition, they must be so insulated

with approved structural insulation, bulkhead panels, or deck covering so that, if

subjected to the standard fire test for the applicable time period listed below, the

average temperature on the unexposed side does not rise more than 139C

(250F) above the original temperature, nor does the temperature at any one

point, including any joint, rise more than 181C (325F) above the original

temperature:

A-60 Class 60 minutes

A-30 Class 30 minutes A-15 Class 15 minutes

A-0 Class 0 minutes

(ii) Penetrations in A-Class fire control boundaries for electrical cables, pipes, trunks, ducts,

etc. must be constructed to prevent the passage of flame and smoke for one hour. In addition,

the penetration must be designed or insulated so that it will withstand the same temperature rise

limits as the boundary penetrated.

(iii) B-Class bulkheads and decks must be constructed of noncombustible materials and made

intact with the main structure of the vessel, such as shell, structural bulkheads, and decks,

except that a B-Class bulkhead need not extend above an approved continuous B-Class ceiling.They must be so constructed that, if subjected to the standard fire test, they are capable of

preventing the passage of flame for 30 minutes. In addition, their insulation value must be

such that, if subjected to the standard fire test for the applicable time period listed below, the

average temperature of the unexposed side does not rise more than 139C (250F) above the

original temperature, nor does the temperature at any one point, including any joint, rise more

than 225 C (405 F) above the original temperature:

B-15 Class 15 minutes

B-0 Class 0 minutes

(iv) Penetrations in B-Class fire control boundaries for electrical cables, pipes, trunks, ducts,

etc. must be constructed to prevent the passage of flame for 30 minutes. In addition, the

penetration must be designed or insulated so that it will withstand the same temperature rise

limits as the boundary penetrated.

(v) C-Class bulkheads and decks must be composed of noncombustible materials.

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(vi) C'-Class bulkheads and decks must be constructed of noncombustible materials and

made intact with the main structure of the vessel, such as shell, structural bulkheads, and decks,

except that a C'-Class bulkhead need not extend above a continuous B-Class or C'-Class

ceiling. C'-Class bulkheads must be constructed to prevent the passage of smoke between

adjacent areas. Penetrations in C'-Class boundaries for electrical cables, pipes, trunks, ducts,

etc. must be constructed so as to preserve the smoke-tight integrity of the boundary.

(vii) Any sheathing, furring, or holding pieces incidental to the securing of structural

insulation must be an approved noncombustible material.

(b) Bulkhead requirements. Bulkheads between various spaces must meet the requirements of

Table 116.415(b).

(c) Deck requirements. Decks between various spaces must meet the requirements of Table

116.415(c), except that where linings or bulkhead panels are framed away from the shell or

structural bulkheads, the deck within the void space so formed need only meet A-0 Class

requirements.

(d) Main vertical zones.

(1) The hull, superstructure, and deck houses of a vessel, except for a vehicle space on a

vehicle ferry, must be subdivided by bulkheads into main vertical zones which:

(i) Are generally not more than 40 meters (131 feet) in mean length on any one deck;

(ii) Must be constructed to:

(A) The greater of A-30 Class or the requirements of paragraph (b) of this

section, or;

(B) Minimum A-0 Class where there is a Type 8, 12 or 13 space on either

side of the division; and

The CFR specifies specific fire boundaries via tables that cross reference hot and cold side

space designations. Space designations are determined based on overall fire risk.

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American Bureau of Shipping

The American Bureau of Shipping (ABS) is a nonprofit organization that develops rules for the

classification of ship structures and equipment. ABS publishes about 90 different rules and

guides, written in association with industry. Although ABS is primarily associated with large,

steel ships, their involvement with small craft dates back to the 1920s, when a set of rules forwood sailing ship construction was published. The recent volume of work done for FRP

yachts is summarized in Table 6-2. The publications and services offered by ABS are detailed

below. [6-2]

Rules for Building and Classing Reinforced Plastic Vessels 1978

This publication gives hull structure, machinery and engineering system requirements for

commercial displacement craft up to 200 feet in length. It contains comprehensive sections on

materials and manufacture and is essentially for E-glass chopped strand mat and woven roving

laminates with a means of approving other laminates given.

These general Rules have served and continue to service industry and ABS very well - they are

adopted as Australian Government Regulations and are used by the USCG. They are appliedcurrently by ABS to all commercial displacement craft in unrestricted ocean service.

Table 6-2 Statistics on ABS Services for FRP Yachts During the Past Decade[Curry, American Bureau of Shipping]

ABS ServiceSailing

YachtsMotor

Yachts

Completed or contracted for class orhull certification as of 1989

336 94

Plan approval service only as of1989

160 9

Currently in class (as of 1989) 121 164

Plan approval service from 1980 to1989

390 35

Guide for Building and Classing Offshore Racing Yachts, 1986This guide developed by ABS at the request of the Offshore Racing Council (ORC) 1978-1980

out of their concern for ever lighter advanced composite boats and the lack of suitable

standards. At that time, several boats and lives had been lost. ABS staff referred to the design

and construction practice for offshore racing yachts reflected in designers' and builders' practice

and to limited full-scale measured load data and refined the results by analysis of manyexisting proven boats and analysis of damaged boat structures.

As the Guide was to provide for all possible hull materials, including advanced composites, it was

essential that it be given in a direct engineering format of design loads and design stresses, based on

ply, laminate and core material mechanical properties. Such a format permits the designer to readily

see the influence of design loads, material mechanical properties and structural arrangement on the

requirements, thereby giving as much freedom as possible to achieve optimum use of materials.

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ABS is revising their approach for yachts, with special emphasis on vessels over 24 meters (78.7

feet). The initiative combines revised structural and machinery criteria and requirements for structural

fire protection and one compartment damage stability. ABS will no longer offer other services (such

as plan approval only) for yachts over 24 meters and no services for yachts under 24 meters will be

available.

Guide for Building and Classing High Speed CraftSince 1980, ABS has had specific in-house guidance for the hull structure of planing and

semi-planing craft in commercial and government service. The High-Speed Craft Guide was

first published in 1990 and is under revision for publication in 1997.

This Guide, for vessels up to 200 feet in length, covers glass fiber reinforced plastic, advanced

composite, aluminum and steel hulls. Requirements are given in a direct engineering format

expressed in terms of design pressures, design stresses, and material mechanical properties. Design

planing slamming pressures for the bottom structure have been developed from the work of

Heller and Jasper [6-3] Savitsky and Brown, [6-4] Allen and Jones [6-5], and Spencer [6-6].

Those for the side structure are based on a combination of hydrostatic and speed induced

hydrodynamic pressures.

In establishing the bottom design pressures and dynamic components of side structure,

distinction is made for example between passenger-carrying craft, general commercial craft,

and mission type craft, such as patrol boats. Design pressures for decks, superstructures,

houses and bulkheads are from ABS and industry practice.

Design stresses, have been obtained from ABS in-house guidance and from applying the

various design pressures to many existing, proven vessels processed over the years by ABS. In

providing requirements for advanced composites, criteria are given for strength in both 0 and

90 axes of structural panels.

Anticipating the desirability of extending the length of boats using standard or advanced

composites, the Guide contains hull-girder strength requirements for vessels in both the

displacement and planing modes. The former comes from current ABS Rules. The latter from

Heller and Jasper bending moments together with hull-girder bending stresses obtained by

applying these moments to many existing, proven planing craft designs. As might be expected,

design stresses for the planing mode bending moments are relatively low, reflecting a need for

design that accounts for fatigue strength.

Particularly for fiber reinforced plastic boats, criteria were established for hull-girder stiffness,

by which, one of the potential limitations of fiber reinforced plastic, low tensile and

compressive modulii, can be avoided by proper design.

Although the Guide contains specific, detailed standards for planing craft hull structures, it is

not confined to these form hulls and operational modes. Brief, general requirements for

surface effect, air cushion and hydrofoil craft are also included. The updated Guide will cover

monohull vessels to 450 feet and catamarans to 350 feet. A dedicated machinery and structural

fire protection section is to be added. Panel testing of hull bottom and topsides will be

required, as will be builder's process descriptions. A laminate stack program will be

included.

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Guide for High Speed and Displacement Motor Yachts

As with high speed commercial and government service craft, ABS has utilized in-house

guidance for many years for planing motor yachts. This has also been developed over the last

few years into the Guide for High Speed and Displacement Motor Yachts.

The standards for high speed motor yachts parallel those for high speed commercial and

government service craft and the preceding description of the Guide for the high speed

commercial, patrol, and utility craft is equally applicable with the qualification that the design

pressures for motor yachts reflect the less rigorous demands of this service.

Probably 80% to 90% of the motor yachts today are, by definition of this Guide, high speed.

However to provide complete standards, the Guide also includes requirements for displacement

motor yachts. Design loads and design stresses for these standards developed from ABS Rules

for Reinforced Plastic Vessels, modified appropriately for advanced composite, aluminum and

steel hulls and fine-tuned by review of a substantial number of existing proven, displacement

hull motor yacht designs. In addition to hull structural standards, this Guide includes

requirements for propulsion systems and essential engineering systems.

ABS has reviewed approximately 50 motor pleasure yachts since 1990. The average waterline

length is 100 feet with a top speed of 24 knots. Figure 6-1 graphically depicts the ABS

classification process.

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Figure 6-1 Flow Chart for ABS Classification Process [Curry, American Bureau ofShipping]

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