COMDTPUB Pl6700.

4
NVIC 8-87
6 Nov 1987
NAVIGATION AND VESSEL INSPECTION CIRCULAR NO. 8-87 With Change 1
Electronic Version for Distribution Via the World Wide Web
Subj:

Notes on Design, Construction, Inspection and Repair of Fiber Reinforced Plastic (FRP) Vessels

1.

PURPOSE. The purpose of this circular is to disseminate to vessel designers, owners and
shipyards general information relating to good marine practice when dealing with FRP vessels. It
is intended to provide guidance on various aspects of the design, construction, inspection and
repair of FRP vessels and amplify certain sections of classification society rules. This circular is
based on information from many sources.

2.

PERIODICALS AFFECTED. Navigation and Vessel Inspection Circular No. 3-80 is canceled.

3.

BACKGROUND.
a.
Compared to steel and traditional wood construction, fiber reinforced plastics have not
been in use for a long period of time as a common boat building material. The popularity
and variety of FRP has caused the development to exceed the amount of proper guidance
on its use. Much of the existing Coast Guard guidance applies only to one aspect of
construction or repair, e.g., single-skin displacement hulls with glassed over wood
stiffeners.
b.
Traditional small passenger vessel construction has been relatively basic, so that plan
review, construction and inspection are customary events. However, many current
designs are for complex vessels with various design features, such as sandwich hulls,
combination aluminum and FRP structures, hydrofoils and localized use of high strength
materials, such as kevlar and carbon fiber. Furthermore, the classification society rules of
the American Bureau of Shipping (ABS) and Lloyd's Register of Shipping (Lloyd's)
were developed to be used by those societies' specialized technical experts and surveyors,
and may be difficult to follow for a traditional yacht builder faced with building a
complex vessel or an inspector faced with certificating it.
c.
Repair methods can vary widely but still return a vessel to original strength. However,
there is little formal guidance on Raking reliable repairs. To achieve the level of safety
desired by the Coast Guard, the best methods were investigated and included in this
circular.

4.

DISCUSSION.
a.
Regulations for small passenger vessel construction are found in Title 46, Code of
Federal Regulations (CFR), Subchapter T, Part 177. This part prescribes the rules of
ABS and Lloyd's as acceptable for the structural design and construction of certificated
FRP vessels. Regulations for cargo and miscellaneous vessel construction are found in
46 CFR, Subchapter I, Part 92. Owners of uncertificated vessels may find these
regulations and this guide useful as a safety reference.

b.

In addition to ABS and Lloyd's Rules, there are many other classification society
standards, other design standards and existing proven designs. This circular may be used
as a guide to present a vessel for certification which has been designed and built to one
of those other standards. It also covers aspects of survey and repair unique to FRP
vessels.

c.

Enclosure (1) is divided into six chapters:

(1)

Chapter 1., "Structural Design Considerations," discusses the use of the ABS and
Lloyd's rules, methods for gaining approval of designs based on "the five year
rule" of successful operation, other standards, and designs based on detail
calculations.

(2)

Chapter 2., "Plan Submittal Guide," covers submitting plans to the Coast Guard
for approval and discusses many acceptable design details not found in the rules.

(3)

Chapter 3., "Preliminary Construction Tasks," has information on quality

assurance, material property tests, production and inspection personnel safety.

(4)

Chapter 4., "Vessel Fabrication, discusses the actual formation of many

components into a finished vessel.

(5)

Chapter 5., "In-Service Inspections," is information collected from Coast Guard

and industry sources about in-service inspections explaining various fault
conditions, types of deterioration and ways of surveying collisions.

(6)

Chapter 6., "Repairs," discusses many acceptable methods of repair.

5.

IMPLEMENTATION. Owners, operators, surveyors and builders are encouraged to follow the
guidelines set forth in this circular. Although developed with input from industry, classification
societies and experienced inspectors, the Coast Guard realizes that this guide will require
occasional revision to keep pace with industry, and welcomes comments from any source on the
usefulness, adequacy and applicability of this guide. Send comments to Commandant (G-MTH3), United States Coast Guard, Washington, DC 20593-0001.

End:

(1)

Notes on Design, Construction, Inspection and Repair of Fiber Reinforced Plastic (FRP)
Vessels

Enclosure (1) to NVIC 8-87

NOTES ON DESIGN, CONSTRUCTION, INSPECTION

AND REPAIR OF FIBER REINFORCED PLASTIC VESSELS

Enclosure (1) to NVIC 8-87

GLOSSARY
Aerosol - A term used to describe a broad range of suspensions of solid or liquid particles in air (or in
some special cases other gases). The term includes many other more commonly used and
misused terms, such as dusts, fumes, smokes, mists, and fogs. Small glass fibers which can
remain suspended in air for long periods of times might be referred to as an aerosol. Aerosols do
not include gases or vapors.
ACGIH - American Conference of Governmental Industrial Hygienists. A professional society of
industrial hygienists formed in 1938. Although primarily composed of persons associated with
the government, it is not an official government agency. ACGIH recommendations do not carry
the weight of law unless adopted through official rule making.
American Conference of Governmental Industrial Hygienists
6500 Glenward Ave, Bldg. D-7
Cincinnati, OH 45211-4438
Air Inhibited Resin - A resin that will not fully cure on the surface when exposed to air. These resins may
have wax introduced into the resin which will migrate to the surface, seal the surface and allow
the resin to cure.
ANSI - American National Standards Institute. ANSI is a nonprofit organization whose bylaws provide
for membership from national trade, technical, professional and labor groups, firms from
commerce and industry, government, consumer groups and similar organizations. It is a national
clearing house for standards supported by a national consensus.
American National Standards Institute
1430 Broadway
New York, NY 10018
Approving Authority - For a vessel certificated by the Coast Guard to carry more than six passengers,
this will be the cognizant OCMI, the Marine Safety Center or Commandant who approves the
design of a vessel.
ASTM - American Society for Testing Materials. ASTM is a scientific and technical organization formed
for the development of standards on characteristics and performance of materials, products,
systems and services, and the promotion of related knowledge. The ASTM address is:
American Society for Testing Materials
1916 Race Street
Philadelphia, PA 19103
Bedding Compound - White lead or one of a number of commercially available resin compounds used to
form a flexible, waterproof base to set fittings.

Enclosure (1) to NVIC 8-87

Bonding Angles - An additional FRP laminate, or an extension of the laminate used to make up the
joined member) which extends onto the existing laminate to attach additional items such as
framing, bulkheads and shelves to the shell or to each other.
Cabin Sole - See Hull Liner.
Ceiling Concentrations - OSHA Ceiling concentrations, found in 29 CFR 1910.1000, are concentrations
which, in addition to the PEL are not to be exceeded during the work shift even for a brief
period. For a few chemicals (including styrene) the ceiling can be exceeded up to a "peak" value.
The duration of excursions to these peak values are strictly limited and the daily exposure must
still be within the PEL average.
Chain Plates - The metallic plates, embedded in or attached to the hull, used to evenly distribute loads
from shrouds and stays to the hull of sailing vessels.
Chemical Bond - A bond formed by the chemical cross-linking of the resin polymer during its cure. A
primary bond between laminates is a chemical bond. A secondary bond is an adhesive bond to an
already cured laminate where the resin has cured to the degree that polymer cross-linking is no
longer possible when the next laminate is applied.
Chopped Strand Mat - Fiber reinforcement of short randomly oriented fibers to achieve strength in all
directions of a laminate as opposed to woven rovings, knitted or unidirectional fabrics which
achieve maximum strength in discrete directions of a laminate.
Cored FRP - See Sandwich Construction.
Fire Retardant - Shipboard materials such as FRP, fabrics, paddings, and draperies, which have a
considerably higher degree of flammability than noncombustible materials, yet maintain a degree
of protection higher than that of non-fire retardant materials of similar construction.
FRP - Fiber Reinforced Plastics. FRP has been used alternatively to mean fiberglass reinforced plastics,
fiber reinforced plastics and many other reinforced plastics. In this guide, it means plastics
reinforced with fibers or strands of some other material.
Ganged Woven Ravings - An FRP laminate consisting of adjacent layers of woven rovings without the
normally applied layer of chopped strand mat between layers.
Glass Tabbing - Same as Bonding Angles.
GRP - Glass Reinforced Plastic or fiberglass.
Hull Liner - A separate interior hull unit with bunks, berths, bulkheads, and other items of outfit
preassembled then inserted into the hull shell. A liner can contribute varying degrees of stiffness
to the hull through careful arrangement of the berths and bulkheads.

Enclosure (1) to NVIC 8-87

IDLH - 'Immediately Dangerous to life or Health - A maximum concentration of a hazardous substance

to which a person could be exposed without suffering from "escape-impairing symptoms" or any
irreversible health effects.
Knitted Fabrics - Fiber reinforcements arranged in layers then knitted together with lighter fibers to
maintain shape during lamination. They can be arranged in various orientations to achieve high
strength in the desired direction.
Marine Safety Center (MSC) - The single Coast Guard Headquarters it formed from the (now closed)
field Merchant Marine Technical offices in the Third, Eighth, and Twelfth Coast Guard Districts.
The NSC performs plan review for more complicated designs which are beyond the capability of
the local OCMI to review. The MSC's address is:
Commanding Officer
USCG Marine Safety Center
2100 Second Street, SW
Washington, DC 20593-0100
Marine Safety Information System (MSIS) - The Coast Guard's nationwide computer network for
managing information on vessels such as principal dimensions, certificates of inspection, unique
construction features, violations, etc.
NIOSH - National Institute for Occupational Safety and Health. A research arm of the U.S. Department
of Health and Human Services devoted to occupational health concerns.
Publications

Central Office

Public Health Service

National Institute for
Occupational Safety and Health
Cincinnati, OH 45226

Hubert H. Humphrey Bldg, Km 7215

200 Independence Ave, SW
Washington, DC 20201

OCMI - Officer in Charge, Marine Inspection - That Coast Guard officer having authority over the plan
approval, inspection and certification of a certificated vessel.
OSHA - Occupational Safety and Health Administration - The branch of the Department of Labor
responsible for governing safety in the workplace.
Occupational Safety and Health Administration
Headquarters Office
3rd and Constitution Ave, NW
Washington, DC 20210
Panel - The designation of a section of FRP shell plating, of either single-skin or sandwich construction,
bounded by longitudinal and transverse stiffeners or other supporting structure.
Peak Exposure Value - An exposure concentration of limited duration as determined by OSHA, and
promulgated in 29 CFR 1910.1000. In addition to giving a concentration, OSHA will also

Enclosure (1) to NVIC 8-87

specify a duration of the exposure (usually peak exposure (usually several hours). For example
styrene has a peak value of 600 ppm/3 min/3 hr. This means that in any given three hour work
period, exposures up to a MAXIMUM of 600 ppm can be tolerated for a period not exceeding
five minutes. The eight hour time weighted exposure average must still remain at or below the
PEL.
Peel Ply - A layer of woven cloth, partially (resin) vetted then applied to the surface of a curing laminate
as a surface preparation for a later laminate application. The cloth is peeled off just prior to
applying the next layer to present a clean, wax free surface for the next layer.
PEL - Permissible Exposure Limit - The OSHA limit found in 29 CFR 1910.1000. These concentrations,
like the ACGIH TLV-TWA, are work shift time weighted averages. Because a PEL is an
averaged value it can include (over the workday) values greater than or less than the final
average. To set some limit on these high and low excursion concentrations, OSHA sometimes
sets ceiling and peak values in addition to the PEL.
ppm - Parts per Million - A measure of the density of a substance in a specified volume of air.
Plan Review - That function performed by the Coast Guard approving authority to check and approve
design plans.
Primary Bond - See Chemical Bond.
Sandwich Construction - That type of FRP construction which uses a light weight core material bonded
to both inner and outer skins to increase panel stiffness, carry shear loads and reduce weight.
Scantling - The size or weight dimensions of the members which make up the structure of a vessel.
Secondary Bond - See Chemical Bond.
Secondary Structure - Secondary structure is considered that which is not involved in primary bending of
the hull girder, such as frames, girders, webs and bulkheads which are attached by secondary
bonds.
Shell - The watertight boundary of a vessels hull.
Skin - Generally, a term used to describe all of the hull shell. construction there is an inner and outer skin
which together than the single-skin laminate that they replace.
For sandwich are thinner
Skin Coat - A special layer of resin applied just under the gel coat to prevent blistering. It is sometimes
applied with a layer of mat or light cloth.
Spacing (of stiffeners) - Stiffener spacing is measured from center to center on the stiffeners. This may
not be the same dimension used for the effective width of plating considered along with the
stiffener to determine section modulud. See Figure G-l and ABS Rules (3.4).

Enclosure (1) to NVIC 8-87

Span - The unsupported breadth of shell plate panel or the spacing (span) of the supporting stiffeners.
The span of a panel is taken from the inboard side of a stiffener leg across the panel to the
inboard side of the adjacent stiffener leg. See Figure G-l.

Stiffener - A frame which supports a panel of the hull, a tank or a bulkhead.

Stringer Plates - Additional thickness of laminate required by ABS Rules (11.2.4) for additional
stiffening in the deck in way of large openings for vessels over 100 FT.
T-boat - A small passenger vessel certificated by the Coast Guard under 46 CFR Subchapter T to carry
more than six passengers for hire.
TLV-STEL - Threshold Limit Value - Short Term Exposure Limit - Same as TLV-TWA except that the
short term safe exposure limit set by the ACGIH is determined for a period of 15 minutes.
TLV-TWA - Threshold Limit Value Time Weighted Average - A recommended exposure limit
promulgated by the ACGIH. The ACGIH further defines it as "the time-weighted average
concentration for a normal 8-hour per day workweek, to which nearly all workers may be
repeatedly exposed, day after day, without adverse effect."
Unidirectional Fibers - Fiber reinforcement arranged primarily in one direction to achieve maximum
strength in that direction.

Enclosure (1) to NVIC 8-87

CHAPTER 1. STRUCTURAL DESIGN CONSIDERATIONS

A.

B.

Introduction.
1.

There are many methods by which a fiber reinforced plastic (FRP) vessel can become
Coast Guard certificated. The American Bureau of Shipping (ABS) Rules for Building
and Classing Reinforced Plastic Vessels, 1978 (ABS Rules) apply to vessels up to 200
feet in length of normal form, and require special consideration for vessels of unusual
form or design features. Lloyd's Register of Shipping Rules and Regulations for the
Classification of Yachts and Small Craft (Lloyd's Rules), Part 2, Chapter 2, Glass
Reinforced Plastics, apply to vessels of not more than 30 meters (100 feet) in length.
This chapter addresses the use of these and other acceptable design methods.

2.

Many designs are based on existing vessels or extrapolated from smaller successful
vessel designs. Builders whose results are based on experience with previous vessels may
never have submitted a rule based design to the Coast Guard. This chapter should help to
ensure that an adequate design is presented to the Coast Guard for approval, and
discusses the design methods and features acceptable to the Coast Guard and allowed by
the regulations as discussed below.

3.

The process of certificating an FRP vessel to carry passengers under the United States
flag is regulated by Title 46, Code of Federal Regulations (CFR), Subchapter T (T-boat
regulations). FRP is prohibited as a construction material for vessels carrying 150 or
more total passengers (46 CFR 177.l0-5(a-l)) or 50 or more passengers with overnight
accommodations. FRP is also prohibited for carrying 13 or more passengers on
international voyages covered by SOLAS (Chapter 11-2, Regulation 23.1 of SOLAS '74
as amended) unless equivalencies or exemption determinations have been granted by the
cognizant OCMI. Regulations for cargo and miscellaneous vessel construction are found
in 46 CFR, Subchapter I. Federal Regulations can be purchased from Superintendent of
Documents, Government Printing Office, Washington DC 20402, (202) 783-3238.
Regardless of the type of construction or rule basis, the design must be reviewed and
approved by the cognizant OCMI or, for complicated designs, the Marine Safety Center
(MSC). The designer must provide the Coast Guard with plans required by 46 CFR
177.05 or 91.55 and additional plans as necessary to show design features which meet
the classification society rules. If the classification society rules are not followed directly,
the designer must provide, in addition to the required plans, adequate documentation to
show the successful history of the design basis. The designer should follow the principles
of good marine practice set forth in this guide or provide a viable alternative.

Directly Acceptable Classification Society Rules. In general, the Coast Guard will approve a
design which meets the ABS Rules for Reinforced Plastic Vessels or Lloyd's Rules, Glass
Reinforced Plastics Chapter. Use of other classification society rules will require special
consideration by the Coast Guard. A list of classification societies and their addresses are in
Enclosure C. The design may be reviewed by the local OCMI against ABS or Lloyds Rules, or
forwarded to the MSC for special consideration.
1.

American Bureau of Shipping.

Enclosure (1) to NVIC 8-87

2.

C.

a.

The ABS rules for building and classing many types and sizes of vessels of
different materials have long been the basis for Coast Guard approval of marine
structures. ABS was delegated plan review authority for large vessels by NVIC
10-82, but the Coast Guard has retained the responsibility for approval of fire
fighting, lifesaving and cargo oil safety systems for large vessels, and full
responsibility for approval of small passenger vessels covered by 46 CFR
Subchapter T CT-boats). Most of the approval for T-boats is done by the
cognizant OCMI.

b.

The ABS Rules can be a complete guide for designing and building FRP vessels
if used by an experienced naval architect and an experienced builder, both
familiar with the use of the ABS Rules or working in conjunction with an ABS
surveyor. The ABS Rules apply to vessels of normal hull form which are less
than 200 feet in length. For vessels of other than normal form, ABS will give
special consideration to the design for ABS approved plans and/or classed
vessels. However, the Coast Guard performs the approvals of T-boat designs and
applies a number of criteria for special considerations, as explained in the
following sections.

Lloyd's Register of Shipping. Lloyd's Rules are also acceptable to the Coast Guard as a
design basis for FRP vessels. Where the current ABS rules are in English and metric
units Lloyd's Rules are all metric and only applicable for vessels up to 30 meters in
length, or about 100 feet. Designers should note differences in Lloyd's definitions for
vessel measurements, material strengths, conversions, span of plating, siding and
molding.

Other Rules.
1.

ABS Yacht Guide. The ABS Guide for Building and Classing Offshore Racing Yachts
(1986) is not alone sufficient as a standard for a sailing passenger vessel. This guide
contains many design features which may be appropriate for limited purpose racing
vessels but not for commercial passenger vessels. However, some design details in the
ABS Yacht Guide are appropriate for any vessel and will be directly referenced in this
guide. An existing vessel which has already been built to the ABS Yacht Rules may be
reviewed according to ABS or Lloyd's Rules, or reviewed to another applicable rule
which is properly supported and referenced. Where deviations from the applicable rules
are encountered, special consideration will be given based on a sound and complete
engineering analysis presented by the designer.

2.

Other Classification Society Rules and Standards. The previous direct reference to ABS
and Lloyd's Rules is based on the familiarity that Coast Guard inspectors and technical
personnel have with reviewing a vessel designed to those standards. This does not
prevent a design from being based on the rules of another classification society or on
some other standard. A list of classification societies and their addresses are in Enclosure
C. The burden of proof rests with the designer to show, with thorough engineering

Enclosure (1) to NVIC 8-87

documentation and logic, that a proposed vessel meets a level of safety at least
equivalent to that prescribed by ABS or Lloyd's Rules.
a.

b.

D.

Required Documentation. A step by step analysis of how a particular design

meets the various requirements of a certain standard must be presented to the
Coast Guard reviewing authority along with a complete copy of the standard if
the Coast Guard office does not have one. Few Coast Guard field offices have
copies of uncommon or foreign standards.
Qualification of Standards. Other classification society standards may be
accepted by the Coast Guard as long as the design presented falls within the
range of applicability of the particular standard. Qualification of other standards
will be specially considered, usually by the MSC or Commandant (G-MTH-3),
on a case basis. Consideration will be given to the thoroughness of the standard,
the number of vessels built to it, the service and success of those vessels and the
experience of the builder. This review process may be lengthy and should be
undertaken early in the design process.

The Five Year Rule.

1.

Definition. The "Five Year Rule" is defined in 46 CFR 177.10-1(a) as:

"when scantlings differ from such standards and it can be demonstrated that craft
approximating the same size, power and displacement have been built to such scantlings
and have been in satisfactory service insofar as structural adequacy is concerned for a
period of at least 5 years, such scantlings may be approved. A detailed structural analysis
may be required for specialized types or integral parts thereof."
Determinations for meeting this rule are made for each case on an individual basis by the
OGMI. There is no similar provision in Subchapter I for cargo and miscellaneous
vessels.

2.

Burden of Proof. The burden is upon the designer or owner to show the similarities
between the proposed vessel and an existing vessel. The Coast Guard approving
authority may need documentation showing the similarities in size, power, displacement
and scantlings, and may conduct a survey and/or underway check of the similar vessel's
performance in the anticipated operating area. Scantlings can vary greatly for similar
sized FRP vessels depending on materials used, glass content, construction methods and
use of cores. Two vessels from the same mold are not a similar vessel if they are
constructed differently.

3.

Satisfactory Service. The service life of small passenger vessels vary greatly depending
on location and use. An inner harbor tour boat experiences a vastly different service
environment than does a deep sea party fishing vessel, and is normally designed quite
differently. An existing vessel used as a basis for a proposed new vessel should have
experienced at least the same operating environment planned for the new vessel for five
years, shoving satisfactory service. A similar relationship of experienced service to

10

Enclosure (1) to NVIC 8-87

expected service should be presented to the OGMI for an existing vessel changing
service into Coast Guard certification.
E.

Detailed Design Calculations for Departures From the Rules.

1.

2.

3.

F.

General. ABS and Lloyd's FRP Rules have been developed over a long period based on
scantlings of successful vessels. As such, these rules are a proven basis for vessel design
in which the Coast Guard has confidence. Many design variations can be accommodated
by the rules for different material strengths and structural arrangements. where a
proposed design differs significantly from these rules and cannot be reasonably based on
the "five year rule," the Coast Guard will review the design to ensure an equivalent level
of safety. The degree of this specialized review will depend on the degree to which a
vessel or parts of a vessel depart from the rules.
Supporting Documentation. Vessel designs developed independently from the
established rules must be meticulously documented. Detailed engineering calculations
must be based on recognized engineering standards and principles and supported by
substantiated material test results. Elements of the expected operating environment
should be identified and the resulting loads analyzed against the strength of the proposed
laminate with an appropriate amount of conservatism.
Material Qualifications. A design based on non-standard, special, or high strength
materials should have the referenced material properties well documented and proven.
ABS Rules contain procedures for process control (1.8), quality control (5.4) and other
tests (5.4.6) to be conducted during construction. Test data from manufacturers,
independent test labs and government tests are examples of acceptable forms of proof of
material properties. Acceptable test methods are the American Society for Testing and
Materials (ASTM) tests identified in Chapter 3 of this NVIC. Other test standards or
procedures should be submitted to the Coast Guard for approval. Fatigue properties
should be evaluated in a manner to simulate extended exposure to the marine
environment.

Fire Protection. Resins, coatings, paint and sheathing should be fire retardant or made to provide
an equivalent degree of fire safety. The intent of specifying fire retardant resins or coatings is to
provide material. with a lower probability of ignition and slower flame propagation than wood.
1.

2.

Application. These guidelines apply to vessels constructed using the following material
arrangements:
a.

Hull, deck, and deckhouse constructed of FRP.

b.

Deck and deckhouse constructed of FRP and hull constructed of some other
material (e.g. aluminum).

c.

Wooden vessels with resin gel coats or an FRP sheathing system.

Fire Retardant Resins. Polyester resins are determined to be fire retardant if they comply
with Military Specification (Milspec) Mil-R-21607. Polyester resins that have not been

11

Enclosure (1) to NVIC 8-87

yet accepted under Mil-R-21607 and other resin types such as epoxy and vinyl ester, may
be accepted as fire retardant resins if they have a flame spread of 25 or less when tested
to ASTH Standard E-84. This data should be provided from specimens that have met the
aging criteria of Mil-R-7575C or similar. Milspecs may be obtained from Commanding
Officer, Naval Supply Depot, 5801 Tabor Avenue, Philadelphia, PA 19120. This
information is necessary to determine the suitability of the composite for marine use.
3.

4.

Coatings.
a.

Gel Coat. The average thickness of general purpose, non-fire retardant gel coat
should not exceed .035" when used on surfaces in accommodations, service
spaces, control stations and external vertical surfaces on the deckhouse or
superstructure. General purpose gel coats can be used to any thickness on hull
and horizontal surfaces that are exposed to the weather. Fire retardant gel coats
are not limited by location or thickness.

b.

FRP Sheathing on Wooden Vessels. FRP sheathing is considered a sealing or

protective system only. Sheathing is not credited towards hull strength
requirements. It should only be applied to a Coast Guard certificated wooden
vessel with the prior approval of the OGMI. Sheathing on the exterior hull and
horizontal surfaces exposed to the weather need not use fire retardant resins.
Sheathing in accommodations, service spaces, control stations and external
vertical surfaces on the deckhouse should be fire retardant.

Fire Protection Equivalencies. An equivalent degree of fire safety can be achieved from
non-fire retardant resin vessel construction with the following guidelines. Final
determinations for equivalencies will be made on a case basis by the OCMI. Exceptions
to allowed equivalencies are noted in paragraph 1.F.5. below.
a.

Resin. The general purpose (non-fire retardant) resins being used should have a
flame spread of 200 or less when tested to ASTM Standard E-84. The resin
properties described in Chapter 3 of this NVIC should be provided.

b.

Cooking and Heating Appliances. Galleys should be surrounded by B-15 rated

fire boundaries (see 46 CFR 72.05-l0(c)(2)). This may not apply to concession
stands which are not considered high fire hazard 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. Open flame systems for cooking and heating are
not allowed for equivalencies.

c.

Sources of Ignition. Electrical equipment and switch boards should be protected

from fuel or water sources. Fuel lines and hoses should be isolated as far as
practical from heat sources. Internal combustion engine exhausts, boiler and
galley uptakes, and similar sources of ignition should be kept clear of and
suitably insulated from any woodwork or other combustible matter. Internal
combustion engines that have dry exhaust systems should be installed in
accordance with National Fire Protection Association (NFPA) Standard 37,

12

Enclosure (1) to NVIC 8-87

"Stationary Combustion Engines and Gas Turbines." NFPA Standards can be

obtained from NFPA, Batterymarch Park, Quincy, MA 02269.
d.

Fixed Detection and Extinguishing Systems. A Coast Guard approved fixed fire
extinguishing and heat detection system should be installed in the machinery
space, per guidance in NVIC 6-72 and 6-72 change 1. Fixed extinguishing
systems approved under 46 CFR 162.029 can be used if the systems are installed
per the following guidelines:
(1)

These systems are only permitted in unmanned machinery spaces. The

space must not be larger than the largest space that the system is
designed to protect and only one system is permitted to protect each
space. The system should be located such that its actuating element will
have the best exposure to the high fire risk area.

(2)

The system should automatically shutdown all power ventilation fans.

All ventilation openings must have manual closures, and the system
designed to account for the extinguishing agent losses prior to their
closure. Halon systems protecting diesel engine spaces must also have
automatic engine shutdowns.
The system should also be capable of manual release from outside the
space protected.

(3)

(4)

Discharge of the system must be automatically signaled at the operator's

control station by both audible and visual means.

(5)

If the system is actuated by manual release only cylinders and actuation

components must be located outside the space protected with the
actuation controls easily accessible.

An approved fixed smoke detection system should be installed in enclosed

accommodations spaces (e.g. below the main deck on T-S vessels). Additional
detectors may be required in isolated spaces, such as voids and storage lockers, if
the cognizant OCMI determines that a source of ignition, such as electrical
equipment or a "dry type" engine exhaust run, is present. A fixed heat detection
system should be installed in the galley.

5.

e.

Machinery Space Boundaries. Boundaries that separate machinery spaces from

accommodations, service spaces, and control spaces should be lined with
noncombustible panels or insulation approved by 46 CFR 164.009.

Furnishings. Furniture should be constructed of noncombustible or fire retardant

materials. Draperies, veneers, and interior finishes should be fire retardant.

Exceptions to Equivalencies. The following limitations are placed on granting

equivalencies to non-fire retardant vessels.

13

Enclosure (1) to NVIC 8-87

a.

Overnight Accommodations. Vessels with overnight passenger accommodations

are not granted equivalencies.

b.

Gasoline Fuel Systems. Vessels powered by gasoline engines are not granted
equivalencies, except for vessels powered by outboard engines with portable fuel
tanks stowed aft, if the arrangement does not present an unreasonable hazard as
determined by the OCMI.

c.

Route. Route is not considered a determining factor. Fire hazards and escape
routes on board a vessel are essentially the same whether the vessel is moored,
operating in rivers or on a 20 mile route.

d.

Cargo. Vessels that intend to carry hazardous, combustible or flammable cargo

will not be considered for equivalence.

14

Enclosure (1) to NVIC 8-87

CHAPTER 2. PLAN SUBMITTAL GUIDE

A.

B.

Introduction.
1.

This chapter is intended as a general reference and guide for submitting the plans for a
proposed vessel to the Coast Guard. It is not a complete text on naval architecture or a
commentary on classification society rules. Plans should be submitted in accordance with
46 CFR 177.05-1 or 91.55. Plans for the MSC should be folded and submitted in
triplicate.

2.

This chapter uses ABS Rules as a main reference (numbers in parentheses refer to ABS
Section numbers), and should be used as a reference for designs based on other
standards. This chapter may not be fully applicable to a design which departs from
established rules. However, many design features mentioned here are applicable to all
designs, so this chapter should serve as a useful guide.

3.

Scantling requirements are given by thickness and weight. ABS Rules are thickness
based considering a basic laminate of mat and woven roving (4.4). Lightweight mat and
cloth are not credited towards the -required thickness (4.4.3) and the final as-built
thickness can vary by plus or minus 15 per cent and be acceptable (4.4.4). Further
variations must be accounted for by the relationship in (4.4.5). Other rules, Lloyd's Rules
for example, are weight based and prescribe a weight of reinforcement per area of basic
laminate with appropriate modifications for different strength materials.

Determining Section Modulus and Moment of Inertia.

1.

Calculation Guide. Figure A-l, Enclosure A, is a sample calculation for section modulus
(SM) and moment of inertia (I) of a typical hat section stiffener attached to an effective
width of single skin FRP plating. The effective width w is determined from (3.4) as the
lesser of the frame spacing or b + 18t where b - width of the base of the stiffener and t thickness of single-skin plating, or equivalent single-skin thickness for sandwich panels,
to which it is attached.

2.

Tables for Normal Sections. Standard tables showing moment of inertia properties of
various cross sections are available in many handbooks. The properties of these sections,
when attached to the effective width of shell plating, may be used to determine the
section modulus of the combined structure to compare it to the rule requirement.

3.

Sandwich Panels. ABS Rules (7.1.3) require the two skins of a sandwich panel to have
the same moment of inertia as the single-skin laminate that they replace. The rules also
have a required minimum total thickness. For calculating the section modulus of
stiffeners attached to a sandwich panel, (3.4.1) prescribes a single-skin laminate that has
the same moment of inertia as skins of the sandwich panel to determine the effective
width of plating. Figure A-3 in Enclosure A shows an example of this calculation, and
Figure A-2 an example of calculating section modulus with a sandwich panel.

15

Enclosure (1) to NVIC 8-87

4.

C.

High Strength Materials. ABS Rules (4.4.5) and (4.4.6) have relationships on modifying
the original laminate where higher strength laminates are used throughout. Mixing of
fibers is not recommended. Where a higher strength reinforcement is used in a highly
stressed area, such as the top flange of a stiffener, Lloyd's Rules, Section 2.2.4.4.2,
describe a method by which the sectional area of the higher strength laminate may be
increased by the ratio of the tensile module of the two laminae. Figure A-2 shows a
modification of the Figure A-1 example to take this into account. Additionally, for much
higher strength materials, care should be taken to match the strain to failure of the
reinforcement with that of the resin.

Checking the Hull. This is a basic guide on checking a proposed structure against an established
rule or design basis. It is based on the ABS FRP Rules, but the principles could be used for
following other rules as well. The rules will not be restated here, just generally referenced with
notes on applications.
1.

Shell. Determination of required shell or hull skin thickness is by straight forward. ABS
Rules are divided into displacement and planing vessel sections. The definitions of
planing and displacement are in (2e10) and (2.11) but are not specific on a numerical
dividing line between displacement and planing vessels. A general guide for making this
determination is that a "speed-length" ratio (speed in knots divided by the square root of
waterline length in feet) greater than 2 indicates a planing vessel. That is:

V / LWL 2 :PLANING.
Transitions from sandwich to single-skin laminates are to be on a gradual taper of at least 3 to 1
(5.3.2) as shown in Figure 2-1. Encapsulation of wood other than plywood or balsa for shell plate
core is not permitted (4.5.4). Plans submitted for Coast Guard approval required by 46 CFR
177.05, along with supporting information, should include details for the following items:
a.

laminate schedule including glass content;

b.

Additional reinforcement for through-hull fittings, shaft struts, chain plates, etc;
and

c.

Chine, transom and keel or hull half joints.

16

Enclosure (1) to NVIC 8-87

2.

Framing. The various rules have section modulus requirements for the framing system
which stiffens the FRP panels (7.2). A sailing vessel with a highly curved cross section
may need little panel stiffening because of the curvature of the hull (7.l.2c), but local
reinforcement i8 needed for such items as the ballast keel, chain plates and supports for
the auxiliary engine. Encapsulation of wood for stiffeners is permitted except for
stiffeners inside tanks. Plans submitted for Coast Guard approval should include the
following stiffener details:
a.

Laminate schedule, including directionality and glass content for high strength
laminate;

b.

Core or stiffener form material;

c.

Bonding angle configuration;

d.

Secondary bond preparation details; and

e.

Limber holes and sealing of same.

3.

Keel. The keel must be designed to withstand docking, grounding and transportation
loads and, in many cases, to efficiently join hull halves. ABS Rules (7.l.2d-g) prescribe
scantlings for reinforcing the hull laminate at the keel. The keel joint for joining hull
halves is usually a secondary bond and proper preparation details should be specified in
the plans. Additional consideration should be given to increased scantlings for vessels
that are regularly beached or operated in ice.

4.

Deck-to-Hull Joint. This is one of the most critical joints in an FRP vessel. Designed
correctly, it will be relatively trouble free in construction and in service. Designed
improperly or such that it is difficult to construct or prone to construction inaccuracies,
the deck-to-hull joint may be the source of problems from nuisance leaks, hull or deck
cracking, flooding or full joint failure.
a.

ABS Rules. Section (6.10) of the rules prescribes typical acceptable

deck-to-hull joints. Where a non-typical joint is presented for Coast
Guard approval, it should be presented with additional documentary
support described in Section D under the Structural Standards section.
Sandwich panels should be tapered to single-skin in way of the joint on a
3 to 1 slope (5.3.2) as in Figure 2-1.

b.

Riveted Joints. Expanding type rivets (blind or "pop" rivets) in deck-tohull joints are not permitted (6.5.4). Conventional riveted joints (6.5.5)
have been used successfully on smaller and limited service vessels and
may be considered for approval with documentation of successful
service in similar vessels.

17

Enclosure (1) to NVIC 8-87

5.

Integral Tanks. ABS Rules (9) have extensive requirements for integral tanks including
plating thickness, stiffeners, access openings and cofferdams between tanks of dissimilar
liquids. ABS Rules presently prohibit integral tanks with sandwich panels for fuel or
potable water on the shell. 46 CFR 182.20-22(a), allows closed cell, polyvinyl chloride
foam cored laminates as integral diesel fuel tank boundaries. U.S. Food and Drug
Administration Regulations, 21 CFR 1250, Subpart P:, prohibit integral potable water
tanks next to the skin, the bottom of which are less than 2 feet above the waterline.

6.

Transoms and Hard Chines. ABS Rules (7.l.2h) and (8.l.2e) prescribe additional
reinforcement requirements for transoms and hard chines which are laminated in the
same process as the hull. Figure 2-2 shows a method of corner construction for sandwich
construction that has been shown (ref 18) to produce stronger corner joints by reducing
stress. This simple diagram does not show the required additional reinforcement. Some
designers and builders leave the stern open for hull access while building, build the
transom separately and attach it after the hull shell is complete. In this case, scantling
requirements for plate keels in hulls molded in halves should be applied to attaching
transoms as well. Special consideration will be given to other transom designs.

7.

Bulkheads. Small passenger vessels certificated by the Coast Guard must also meet 46
CFR 170 and 171 for arrangement and spacing of watertight bulkheads. ABS Rules (10)
have requirements for scantlings of watertight bulkheads and attaching bonding angles
(6.8). Notable items to consider for designing bulkheads are:
a.

Non-watertight bulkheads usually serve as transverse deep webs and should be

adequate as such.

b.

Bulkheads are stiffened panels, and general guidelines for designing bottom
panels apply.

c.

Penetrations in watertight bulkheads are limited by (10.5) and 46 CFR l7l,

Subpart P:. They are to be watertight and as far inboard and as high as possible.

d.

Engine rooms should be enclosed by watertight bulkheads.

18

Enclosure (1) to NVIC 8-87

e.

D.

E.

Bulkheads should be landed 6n some kind of foam or other elastomeric support

as shown in Figure 2-3 above.

Checking the Deck. ABS Rules are straight forward on required deck scantlings. Structural
members above deck should land on structural supports below deck. Where hull, deck and/or
deckhouse are of different materials, the structural connections must be arranged to carry the
moment and shear, as well as bearing loads.
1.

Stanchions. ABS Rules (11.5) prescribe scantlings for metallic and wood stanchions.
(11.5.4) recommends against FRP stanchion.. Use of FRP stanchions will be given
special consideration. Stanchions should be arranged to carry loads from above and to
reduce the span of deck beams. They should have metallic pads at the ends to distribute
loads evenly to the beams and stiffeners. Calculation of radius of gyration and area for
stanchions properties is shown in Figure 2-4.

2.

Stringer Plates. Stringer plates (11.2.4) are required in way of large openings for all
vessels over 100 ft long and should be considered for shallow beamy vessels less than
100 ft long if LID (length/depth) is greater than 14. Construction drawings should
indicate that laminate edges are not to be exposed but sealed with resin and that exposed
cores are sealed with resin impregnated mat (6.2) or similar fiber reinforcement.

3.

Other Considerations. Some additional items which require particular attention are:
a.

Equipment foundations, especially those for anchor windlasses, mooring gear,

sail handling winches and deck stepped mast landings. Cored decks must have
effective structural inserts for equipment foundations and in way of point loads.

b.

Local reinforcement for attachment of rails and towing fittings.

c.

Deck opening reinforcements.

d.

Heavy use areas such as at boarding ladders, cargo handling decks, and cabin
trunks, which may need additional strength.

Checking the Deckhouse. ABS Rules (12) prescribe scantlings for the deckhouse. Where local
sea conditions consist of steep waves, such as the regulated boating areas designated in 33 CIR
177.08, or where there have been a significant number of casualties dealing with caved in

19

Enclosure (1) to NVIC 8-87

deckhouses, the local OCMI may prescribe additional requirements for certificated vessels.
Drawings submitted for Coast Guard approval should include:

F.

G.

1.

Laminate schedule;

2.

Deckhouse to deck joint details if the deckhouse is not molded integrally with the deck;

3.

Portlights, windows and doors;

4.

Door sill and weather seal details; and

5.

Details showing alignment of structural supports.

Machinery Installations. ABS Rules (6.7 with figure 6.5) give some details on machinery
foundations. The type of loads to be encountered should be considered when designing
machinery installations.
1.

Main Propulsion Engines. Main engine arrangements usually contain the propeller thrust
bearing in the reduction gear which is attached directly to the engine casing. For large
units, the reduction gear and thrust bearing may be separate units. In either case, the
longitudinal girders must support engine and gearbox weight, vibration and torque plus
propeller thrust. The girders should be continuous through transverse webs and
bulkheads, and should be cross braced to resist tripping and support the torque of the
drive system. Engine mounting bolts should be properly sized in accordance with the
manufacturers instructions.

2.

Propeller Shafts and Rudders. ABS Rules (18) have minimum requirements for
propellers and shafts including shaft diameters, journal liners, blade thickness and
material properties. Documented successful experience with stock equipment is an
acceptable alternative as described in Paragraph l.C of this NVIC. Details of attaching
these to an FRP hull can be generally derived from (6.7). Shaft struts should be securely
bolted to reinforced shell plate considering (6.5.2). For bearings laminated into the hull,
the hull should be reinforced (7.l.2i), up to a double thickness for 6 inch diameter
openings, over the normal single-skin (single-skin equivalent for sandwich construction)
thickness. Rudder bearings should be similarly reinforced.

Special Design Details.

1.

Sailing Vessels. Sail powered vessels may not require the bottom high powered planing
vessel but they have unique loads which must be accounted for in the design.
a.

Shell Plate. Sailing vessels spend much of their time heeled over with much of
the side shell submerged. Unless the vessel is unusually stiff so as not to heel
under most sailing conditions, consideration should be given to carrying the
bottom shell thickness around to one half the freeboard above the design load
waterline.

20

Enclosure (1) to NVIC 8-87

b.

Chain Plates. Chain plates are the attachment points for the shrouds and stays
that support the mast(s). Depending on the height of the mast and the
performance required of the rig, the chain plates may be under very high constant
stresses. ABS Rules (6.9) have requirements for chain plate arrangement1
materials and bolts based on the breaking strength of the attached rigging. The
side shell in way of the chain plates is to be increased in thickness 25 per cent for
a distance fore and aft of the chain plates equal to the beam of the vessel at the
mast (8.l.2f). The plates should be designed to the compressive strength of the
FRP laminate and the shear strength of the bolts. Figure 2-5 shows aan
arrangement of chain plates. If the rigging loads are transmitted to the shell
through the bolts only, the FRP plating or resin filled inserts will stretch or creep
around the bolt holes. This effect is more pronounced at higher temperatures or
when the constant stress on the FRP is above 20 per cent of its ultimate strength.
Resulting problems could range from nuisance leaks, eventually opening up the
shell laminate for water penetration and delimitation, to chain plate pull out.
Web frames or bulkheads should be arranged in way of the chain plates to
support the compressive loads of the rigging.

c.

Mast Support. The mast supporting structure must carry in compression the
weight of the mast plus the combined tensile loads of the rigging. Solid metallic
pads should be provided under the mast to distribute the load evenly to the FRP
structure.
(1)

Compression Posts. Masts stepped on deck require a compression post

or similar structure to transmit the rigging loads to the keel or by another
suitable means back to rigging. On smaller vessels, this may take the
form of a framework to bridge the centerline passageway. Such
frameworks will be specially considered. They should be designed to
transmit the load of the mast evenly to the supporting bulkheads or
stanchions. The stanchions should be designed to (11.5).

21

Enclosure (1) to NVIC 8-87

(2)

d.

Floors. Whether the mast is stepped on deck or on the keel, the load
eventually gets transmitted to keel. Floors should be installed to balance
the upward pull of the shell plate from the rigging with the compression
of the mast. Additional longitudinal structure may be needed to
distribute these loads to several floors.

Ballast Vertical Keel. Where a lead or iron ballast vertical keel is used on a
sailing vessel, ABS Rules (7.l.2g) give minimum requirements for additional
FRP scantlings. Where the keel is external and attached by keel bolts, (6.5.2)
gives general requirements for bolting. The ABS Yacht Guide (6.3.1) prescribes
keel bolt diameters at the bottom of the thread dk as not less than:

dk = 2.55Wk Yk / li

mm or in.

where:
Wk = weight of ballast keel in kgs or lbs.
Yk = vertical distance in mm or in. from the center of gravity of the keel to the
bearing surfaces at the bolt connection.
y

= minimum yield strength or 0.5 times ultimate tensile strength, whichever

2

is less, of the bolt in kg/mm or psi.

22

Enclosure (1) to NVIC 8-87

= summation of transverse distances from the center of each bolt on one

side to the centers of the bolts on the other side of the keel, in mm or in.

Where there are fewer bolts on one side, the summation of distances is to be
from the center of the bolts on that side. Where high strength bolts are used,
special consideration will be given to the adequacy of arrangements to distribute
the ballast weight and the bolting forces evenly over the FRP and ballast keels.
Nuts should be self-locking or double nutted. Corrosion resistant bolts should be
used and care taken to avoid dissimilar metal contact. All components,
attachments and threaded connections are to be able to fully withstand the
strength of the required bolts. The keel bolts should be evenly spaced over the
length and width of the faying surface between the external ballast keel and the
vessel's vertical keel, not all on the centerline. This spacing will distribute the
weight evenly, distribute grounding forces, and prevent the keel rocking from
side to side which would occur if the bolts were on the centerline.
e.

2.

Centerboard Trunks. Centerboard trunk arrangements vary widely among

designers. Where possible, the additional scantling requirements for ballast keels
(7.l.2g) should be followed. Consideration should be given to supporting the
weight of the centerboard, especially if ballasted, and how that weight is
supported at the pivot, the landing and by the operating mechanism. Guidelines
for machinery installations in Section 2.P should be followed for supporting
these point loads. The abrasion from the centerboard riding in the trunk should
be accounted for in the scantlings, especially if the trunk is wood or wood
composite. Inspection plates should be considered to facilitate later inspections
and possibly preclude the need to remove the centerboard for every hauling out.

Through-Hull Fittings.. All fittings which penetrate an FRP skin should draw special
attention, especially those penetrating the underwater hull. 46 CFR 182.40-l(a)(3) allows
nonmetallic fittings which will afford the same degree of safety and heat resistivity as
that afforded by the hull. Exposed raw edges of FRP laminates can easily draw water and
delaminate or, in the case of wood composites, lead to rapid deterioration of the wood. A
flat surface should be laminated or machined into the shell to account for curvature
where fitting flat faced fittings to a curved hull. Washers or backing plates on bolts
should be greater than 2.25d in diameter and .ld thick (d - bolt diameter), nuts are to be
self-locking, double nutted or penned to prevent backing off.
a.

Single-Skin Laminates. Through-hull fittings in single skin vessels are usually

drilled, sealed and attached. If a hole saw is used, the drilled out disc can be used
as a construction material test sample. Adequate bedding and allowances for hull
curvature should be detailed in the plans.

b.

Sandwich Panels. Through-hull fittings in sandwich panels may be installed in a

number of ways. One way is to laminate into the shell a core as structurally
effective in compression and shear as a single-skin laminate. Another is to build

23

Enclosure (1) to NVIC 8-87

a full single-skin laminate in place of the core material at the position of the
fitting, then cut the hole, seal the edges and install the fitting as for a single-skin
laminate. Another is to cut a hole directly through the sandwich panel after the
shell is layed up. This hole should be at least big enough to provide an effective
insert for the base of the fitting and its attaching bolts. Then, laminate in an
effective insert as above, reinforcing the opening and sealing the core, then
install the fitting. In any case, it is very important to seal the core material and
attaching bolts, and provide adequate strength for the localized loads on the
fitting.
3.

Deck Fittings. Deck fittings are fitted to the deck using the same guidance for throughhull fittings (6.7.4). Deck fittings experience higher loads than through-hull fittings from
mooring, towing, anchoring, and similar loads, so the deck must be adequately
reinforced to handle such loads. The bedding material must be able to withstand the
adverse effects of the weather while remaining flexible enough to prevent cracking under
load.

24

Enclosure (1) to NVIC 8-87

CHAPTER 3. PRELIMINARY CONSTRUCTION TASKS

A.

Material Performance Tests. Material performance tests are conducted to ensure the quality of the
materials for meeting the rule material properties or for verifying properties used in detail
calculations. Tests are to be conducted according to ABS Rules (5.4.6) and (1.8) or as required
by the Coast Guard inspector. For nonstandard materials, such as custom knitted directional
fabrics, the tests should be conducted well before a vessel is begun. The ASTM test methods
should be closely followed for small variations in the details of the test can produce widely
varying test results. Where material performance does not match that specified by the approved
plans, the scantlings may need to be increased to meet the required design standard scantling or,
if the builder wishes to prove better properties, the tests must be repeated, before and during
construction such that the specified properties are consistently met or exceeded. The frequency
and amount of testing required will be determined by the OCMI and depend on the relative
sophistication of the laminate, the number of boats the builder has built and had material tests
performed for, the size and service of the vessel and the experience the OCMI has had with the
builder.
1.

Flexure. FRP laminates are anisotropic materials. That is, they have different strength
properties in different directions. Critical loads experienced by vessels less than 100 feet
long are mostly local pressure loads from hydrostatic head, slamming and planing forces.
An FRP bottom panel reacts to the load by flexing. The flexural strength is used to
determine how much load a panel may carry and flexural modulus determines how much
a panel may deflect. Testing of laminates with specially woven or knitted fabrics should
be done with samples large enough to develop full strength with a length to width ratio
of no more than 3.0. Flexural strength and modulus are to be determined by ASTM
Standard D 790-84.

2.

Tensile and Compressive. These properties are important for sandwich panel skins where
there is less flexing under a given load. The inner and outer skins experience stresses
oriented closer to limiting values for tension and compression than to limiting values for
flexure for a single-skin laminate. Also, vessels over 100 feet long begin to experience
more significant longitudinal bending stresses which alternatively force the upper (deck)
and lower (bottom) hull flanges into tension and compression. Tensile and compressive
properties are to be determined by ASTM Standard D 3039-16 and D 3410-76,
respectively.

3.

Glass Content. Determined by a burnout test, the glass content is the amount of glass
fiber reinforcement actually in a given sample of laminate after the resin has been burned
away. The test should also be used to check the amount, type and directionality of each
layer of reinforcement. Usually, test coupons are obtained from through-hull fitting cutouts. The applicable ASTM Test Method is D2584-68, Ignition Loss of Cured
Reinforced Resins.

4.

Interlaminar Shear. This test indicates the degree of strength between the layers of a
laminate. ASTM Standard D3846-79 applies.

25

Enclosure (1) to NVIC 8-87

5.

Sandwich Composites. Tests are conducted to determine properties of the core without
the FRP facings and with the facings. ASTM Standard C 273-61 applies to testing core
properties and ASTM Standard C 393-62 to testing various properties of the sandwich
composite.

6.

Wood Moisture Content. Wood moisture content should be kept fairly low to ensure an
adequate bond for laminated stiffeners Moisture content less than 11 per cent is generally
acceptable. Moisture content greater than 12 per cent is unacceptable for most resin
systems. The test for moisture content involves merely weighing a sample of wood in its
0
ready to use state (W1) then drying it to the desired content in a slow (220 F) oven and
weighing again (W2). Moisture content is the additional percentage (P) of water in the
wood

P = ((W1 W2 ) / W2 ) 100
B.

C.

Material Identification. The various ingredients of an FRP hull must be identified before use. The
following material properties should be clearly identified at the building site to match the
materials specified on the approved plans and used for material testing:
1.

The type, weight, directionality and manufacturer of glass fiber reinforcement.

2.

The type and manufacturer of resins, hardeners and special bonding adhesives. Included
should be the manufacturers data on picture requirements and shop environmental limits
for temperature and humidity.

3.

The type of wood reinforcements, plywoods and stiffener cores.

4.

The type of metal hardware for bolts, chain plates, shaft struts, rudders, shrouds and
stays, etc. Use of dissimilar metals should be avoided and in certain cases may not be
allowed by the attending inspector.

Personnel Safety. The FRP manufacturing process uses a variety of resins and reinforcements to
produce the end product. The construction and repair of FRP boats will be under the jurisdiction
of the Occupational Safety and Health Administration (OSHA) or its state equivalent. The
purpose of the following section is to provide an introduction to health concerns, personnel
protection and sources of further information. Questions about specific regulatory standards
should be directed to the appropriate state or federal OSHA office. The federal office address is:
Occupational Safety and Health Administration
Headquarters Office
3rd and Constitution Ave, NW
Washington, DC 20210
l.

Hazards. In most FRP processes, styrene is used as a reactant in the formation of the
plastic components and as a solvent carrier. Other compounds may be added for elevated
temperature curing of the resin. Exposure to fiber aerosols is also a concern. The cleaning

26

Enclosure (1) to NVIC 8-87

of tools adds exposures to solvents, such as acetone or methylene chloride.

Reinforcements are usually woven or loose fibers, usually fiberglass. These can be
respiratory and contact hazards in addition to other commonly thought of hazards such as
noise, use of heavy equipment, cutting tools, etc. A list of most of chemicals found in the
industry is in Enclosure B. Hazard information should be consulted for each product
from the material safety data sheets (MSDS) required by OSHA regulations in 29 CFR
1910.1200 to be available from each manufacturer of hazardous substances used in the
workplace.
a.

Styrene. Styrene is commonly used as a solvent as well as a reactant. It is usually

added in greater amounts than required for polymerization to provide for
optimum viscosity and thorough reaction. Styrene quickly vaporizes into the
work environment when first poured. Some unreacted styrene also remains after
the curing process, evaporates into the work space air, and becomes a serious
health hazard. It is flammable, with a flammable range of about 1.1 to 6.1
volume percent in air. Styrenets most common toxic effects are irritation of the
skin, eyes, nose, and respiratory tract. At high exposures it will act as a central
nervous system depressant. The ACGIH recommends a TLV-TWA for styrene
monomer of 50 ppm, while the OSHA PEL is 100 ppm. OSHA has also
determined the IDLH to be 5000 ppm. OSHA has established the following
permissible exposure limits for styrene (29 CFR 1910.1000 Table Z-2):
(1)

OSHA-PEL (8 hour TWA)

= 100 ppm

(2)

OSHA-Ceiling

= 200 ppm

(3)

OSHA-Peak 5 min(any 3hrs)

= 600 ppm

(4)

IDLH

= 5000 ppm

The ACGIH has recommended a TLV-TWA of 50 ppm, and a TLV-STEL of

100 ppm.
b.

Glass Fibers. Glass fibers are mainly an eye, skin and respiratory irritant. The
3
ACGIH has set a TLV-TWA concentration of fiberglass fibers at 10 mg/m of
dust. NIOSH investigations have found that fiberglass, in a form which can be
inhaled deep into the lungs, is found only in very small concentrations in most
laminating areas. See also the discussion in subparagraph 3.C.l.c below.

c.

Other Fibers. NIOSH (ref 14) discusses recent studies of ceramic and other
vitreous fibers, and the growing concern that these fibers my pose potentially
serious health problems. Although there is presently little conclusive evidence of
chronic adverse health consequences associated with fiberglass or other vitreous
fibers, many manufacturers are advising caution. Workers should be exposed to
the lowest concentrations possible and use effective respiratory protection.

27

Enclosure (1) to NVIC 8-87

d.

Other Toxic Substances. NIOSH (ref 16) describes a number of processes in the
FRP industry which utilize any one of a number of other compounds. These are
described in Enclosure B. In all cases the MSDS should be consulted for each
product, and especially in the case of products which are new to shop personnel.

2.

Workplace Practices. In the FRP industry, overexposure of employees to styrene is a

serious problem. Of 22 FRP plants investigated in one state, 40 per cent exhibited worker
overexposure to styrene. Employees of all categories in the boat building industry
exhibited significantly higher exposures than those in plants which manufacture other
products. Because of the boat building shop layout, conventional exhaust systems are not
fully effective in controlling environmental concentrations resulting in excessive worker
exposure. A control option would be to improve work practices. A number of
investigators have described work practices and industrial hygiene measures which
reduce exposure hazards. Plant owners and operators may wish to consider these options
for reducing exposures in their operations. Thirty of the highest ranked procedures which
help to reduce exposures are reproduced in Enclosure B.

3.

Respiratory Protection. Several respiratory protection considerations are in order where

personnel will be exposed to either styrene vapors or fiberglass dust. Positive pressure
supplied air is preferred for workers continuously exposed to high concentrations, but
masks with combination filter/organic vapor cartridges may also be acceptable in many
work situations. A full-face mask should be considered for high concentrations of styrene
over 1000 ppm. A full-face mask or protective goggles will also help to prevent eye
irritation due to aerosols, fibers or low concentrations of styrene. When selecting
combination cartridges, the filter portion will provide greater protection if it is rated as a
high-efficiency particulate air ("EPA) filter. Such filters are often advertised for use in
asbestos or radionuclide atmospheres. For further information concerning respiratory
protection programs see ANSI Standard Z88.2-1980; "Practices for Respiratory
Protection," and references 14 and 16.

4.

Other Protective Clothing. For eye protection, full-face respirators or goggles should be
considered. Styrene enters the body mostly through inhalation, but skin absorption is
also possible so protective clothing should be used. NIOSH recommends skin protection
with gloves made of polyvinyl alcohol or polyethylene. Rubber gloves or similar
protective garments should be avoided because they will be permeable to styrene. Other
materials known to have poor resistance include butyl rubber, neoprene, polyvinyl
chloride (PVC), chlorinated polyethylene (CPE), saranex, and nitrile products.

5.

Health Effects. Styrene has a number of health effects which may be noticed in exposed
individuals (ref 15):
a.

Central nervous system disorders;

b.

Chronic respiratory diseases - impaired pulmonary function, especially

obstructive airway diseases;

c.

Skin diseases - styrene is a defatting agent and can cause dermatitis;

28

Enclosure (1) to NVIC 8-87

6.

7.

D.

d.

Kidney disease - impaired renal function might impair clearance of absorbed

styrene; and

e.

Liver disease - impaired hepatic function might impair detoxification of absorbed

styrene.

OSHA Guidelines. Working conditions in most FRP boat building facilities are subject
to regulations promulgated by the Department of Labor, Occupational Safety and Health
Administration (OSHA). Applicable regulations will be found under 29 CFR Part 1910
Occupational Safety and Health Standards."
a.

In many cases, states exercise jurisdiction over standards which meet or exceed
federal standards under provisions of 29 CFR Part 1902 "State plans for the
development of and enforcement of State standards." The applicable state
government should be contacted for information regarding its Occupational
Health and Safety Plan and associated regulations.

b.

With regard to OSHA requirements, particular attention should be given to:

(1)

Subpart G (1910.94 through .100) Occupational health and

environmental control.

(2)

Subpart H (1910.106) Hazardous materials: Flammable and combustible

liquids

(3)

Subpart I (1910.132 through 140) Personal protective equipment.

(4)

Subpart Z (1910.1000) Toxic and hazardous substances: Air

contaminants, and (1910.1200) Hazard communications.

Shop Safety. In addition to normal shop safety procedures, extra care should be taken to
account for fire hazards of resins and the chemical and fire hazards of many of the
chemicals used in catalysts and promoters. Material product safety data sheets should be
obtained from the manufacturer, studied and understood by all personnel working with
the products.

Shop Environmental Conditions. ABS Rules (5) identify fabrication and quality control
procedures. Noteworthy are requirements for a clean, covered shop with temperature controlled
0
0
to between 60 F and 90 F. The allowable humidity level inside the shop should not be greater
than about 80 per cent relative humidity. Condition. much outside these may cause poor resin
performance, wood swelling or warping, and must be avoided unless specifically accounted for in
the material proof tests.

29

Enclosure (1) to NVIC 8-87

CHAPTER 4. VESSEL FABRICATION

A.

B.

Mold Preparation. Most FRP vessels are produced from molds. Proper preparation of the mold
can make the vessel stronger a8 well a8 better looking.
1.

Mold Support. A male or female mold should be well supported to prevent the laminate
from shifting or flexing during the initial cure and to support the weight of workers and
machinery if the building process involves this. Poor support will allow the shell to flex
causing delaminations or permanent distortion. Distortion may lead to serious problems
when attaching the deck or performed bulkheads.

2.

Mold Release and Waxing. Adequate mold preparation is an important first step in the
actual construction process. The mold should first be cleaned to present a smooth
surface. Many builders then use 2 - 3 coats of highly buffed paste wax. Then, polyvinyl
alcohol (PVA) is used to coat the entire surface of the mold as the mold release agent.
Inadequate mold release may result in:
a.

Part of the shell being stuck to the mold.

b.

Detachment of sections of gelcoat or even layers of laminate.

c.

Excessive stressing of the unstiffened hull while the boat is being removed from
the mold, resulting in hidden damage before the boat even gets into service.

d.

Damage to the mold.

3.

Gelcoat. The gelcoat is the outer protective hull layer, usually a special resin mix
containing color pigments and ultraviolet blockers. Applied correctly at about 20 (not
more than 30) mils in wet thickness, a good gelcoat will be durable, protect the hull from
excessive water' infiltration and prevent resin damage from sunlight as well as providing
a smooth outer surface. If the gelcoat is too thin, water will be able to infiltrate too
easily, leading to blistering and delimitation. Too thick a gelcoat will crack easily and
lead to similar problems. For female molds, the gelcoat must be sufficiently cured so that
the first layer of mat or cloth will not print through or push through the gelcoat to cause
thin spots, but must be uncured enough to ensure a good chemical bond to the first layer.
Pigments added to the gelcoat can cause problems if improperly applied. Manufacturer's
additive guidelines must be closely followed.

4.

Skin Coat. A skin coat is applied by some builders as a special barrier to blistering. It
consists of a special resin applied with light weight mat or cloth between the gelcoat and
the structural laminates beneath it.

Construction Methods. There are various ways to actually build a vessels from approved plans.
Female molds with hull halves are probably more common to series production while a variety of
strip plank male and female methods are used for one-off custom hulls. Regardless of the
method, the production of a sound and safe hull is the desired end result. A particular set of plans
may not address peculiarities of the construction method that should be addressed before

30

Enclosure (1) to NVIC 8-87

construction begins. General concerns to achieve that result are discussed below. Layup of decks,
deckhouses and other sections are adaptations of these.

C.

1.

Female Mold. Using a female mold with split hull halves has numerous construction
advantages. The split halves can be canted (heeled) about 450 50 that the majority of the
work is performed downhand. Bar keels and skegs can be built up easier. The molds can
be sturdy but only half as heavy as a single mold and only half the boat needs to be
laminated at a time. Disadvantages are that the halves must be joined, usually with a
secondary bond, and the halves are likely to be flexible until the stiffening and bulkheads
are added, possibly allowing distortion which will cause later fitup problems. Building
the molds is a lengthy process usually justified for series production only. Single piece
female molds are a tradeoff to the advantages and disadvantages of a two piece mold and
should only be used for smooth-sided boats with no tumblehome. A bar keel in a single
piece mold will be difficult to laminate properly without allowing too much resin to lay
in the mold, so special care should be taken to avoid building a resin rich keel.

2.

Male Molds. Male molds are normally used upside down and are sometimes existing
vessels or plugs stripped and inverted. Advantages are relative simplicity and avoiding
the need to make the mold perfectly faired and smooth because the interior, which is
usually hidden in a finished vessel, faces the mold. The main disadvantage to a male
mold is that the exterior surface of the new hull must be sanded smooth for every vessel
to produce a smooth, even exterior surface.

3.

Strip Plank Glass Fibers. This method involves laminating thin sheets of mat on a
smooth surface such as a formica counter top, allowing them to reach a partial cure, then
stapling them to a simple male or female batten mold. Subsequent layers of laminate are
laid up directly onto/into this (preferably still curing) shell. This shell is not counted
towards the thickness nor considered part of the laminate schedule required by the
approved plans because the strips are not overlapped and numerous staple pullouts
present too many flaws.

4.

Sandwich Variations. All of the above methods have variations using core materials. One
way is to use the core material as a form of mold in the strip plank method, attach the
inner or outer skin, remove the hull from the batten mold, then attach the other skin. The
important item in sandwich construction is to make absolutely sure that the core is
securely attached to both skins. The adhesive may be the same resin used in laminate
layup or a special commercially available core bonding system. Continuity of the core
must be maintained by filling strip plank staple pull-outs and gaps between the core
sections with resin or bonding putty. With end grain balsa or similar cores, the core may
initially soak up a large amount of resin, so an extra application of resin to the core must
be done before bonding the core to the shell. This is necessary to prevent a resin starved
or dry laminate. Where a core is cross sliced to allow conformance to curvature, the
crevices of the core must be filled with resin or bonding putty to avoid discontinuities in
bonding the FRP skin.

Construction. When this stage is reached, all preparations should be complete. The plans should
be completely approved, not just submitted, and the construction information for reinforcements,

31

Enclosure (1) to NVIC 8-87

cores, resins, hardeners, fire retardant additives, direction of lay, etc. should be clearly
established. Start of construction without approved plans is at the builder's risk. The shop should
be relatively clean and atmospherically prepared for the specified resin. The ambient temperature
and humidity as well as mold surface temperature must be within the allowable range of
environment for the laminating resin. Personnel protection equipment should be ready for all
involved in the project. Damage incurred during construction is managed the same as for inservice inspection and repair.
1.
Application of Laminations. Following these few simple but important guidelines should
ensure a structurally sound hull. Resin should be carefully and thoroughly mixed to
achieve maximum strength arid sufficient work time for the applicator to roll the resin
completely through the reinforcement. Reinforcements should be laid in continuous plies
overlapped 2 inches at the side on each layer. The position of these overlaps should be
staggered at least 4 inches per layer (5.3.1). If end of ply butt joints are unavoidable, they
should be overlapped and staggered also. Transitions in laminate thickness, such as for
bottom to side shell reductions, should be done on a gradual basis by at least 2 inches per
ply on the perimeter of a thickness change. Extra reinforcement areas for through-hull
fittings, bar keels, deck edge joints, and the like should be monitored as the hull is layed
up as it is difficult to add these items effectively after the hull is finished. Runoff tabs for
lay-up test panels should be provided where any of the following conditions exist:
a.

Through-hull fitting cut-outs will not be numerous or large enough to adequately

perform the construction material tests.

b.

High strength laminates or high glass content laminates are called for in the
plans and extra construction tests are required to prove these properties.

2.

Secondary Bonds. A secondary bond occurs when fresh laminate is placed after the
existing laminate has fully cured. Thus, the joint is an adhesive joint instead of
chemically bonded. A rough rule of thumb for the curing time involved is the greater of
twice the gel time or the gel time plus 2 hours. Recent research has shown that certain
resins, if the surface is kept clean, may exhibit high strength secondary bonds as long as
one week after the original laminate was layed. Resin manufacturers information and
technical advisors should be consulted for detailed information on this subject.
Secondary bond joint preparation should involve a peel ply of cloth or light fabric, or
surface roughening by sanding or grinding (5.3.3).

3.

Building and Attaching Stiffeners. Hull stiffeners can be prefabricated then glass tabbed
to the hull or fabricated directly onto the hull by the rules in (6.4) and (6.8). The glass
tabbing is usually a secondary bond and should be prepared as such. Special attention
should be paid to high strength or unidirectional reinforcements in the flange of
stiffeners. Joining longitudinal. to transverse webs or bulkheads should be according to
(6.4.4) or a similar effective method. Where stiffeners can be attached using a primary
bond, special consideration may be given to alternative attachment procedures.

4.

Bulkheads. Bulkheads should be landed after the hull halves are joined. Fitup of the
bulkhead to shell should be checked before bonding to the hull. Details on the plans for
extra reinforcement, elastomeric supports, bolting and boundary angle thickness, taper

32

Enclosure (1) to NVIC 8-87

and composition should be carefully followed. Some bulkheads may already have a
smooth surface finish, such as formica or a vinyl wall covering, applied before
installation. This surface must be roughened or cut away in way of the glass tabbing to
provide a suitable bonding surface.
5.

6.

Hull Liners. Some builders may prefabricate many of the internal bulkheads, bunks and
stiffeners into a single unit called a hull liner. Such a liner should be carefully checked
before attaching to ensure it actually fits closely to the hull and that required joints can
be adequately made. If the shell has flexed or warped out of the mold, fitting the liner
may be a laborious but necessarily thorough process.
Attaching the Core. In addition to the guidelines in the construction methods section
above, the following items should be addressed for sandwich construction:
a.

If the hull must be laminated in more than one session, a break in construction is
best done after the core has been attached to one of the skins to avoid secondary
bond problems in the laminate.

b.

Tapering the core to single skin laminate at the keel or deck edge must be kept to
a gradual taper at least a 3 to 1 ratio as shown in Figure 1-1.

c.

Structurally effective inserts must be placed at through-hull fittings.

d.

Thorough contact between the core and skin must be maintained.

Vacuum bagging is used by some builders to ensure that the core is thoroughly attached
to one of the skins. This system works to evacuate air from the bonded side of the skin
80 that atmospheric pressure will push the skin up tightly against the core as shown in
Figure 4-1. One indicator of a complete bond is that resin or bonding putty appears in the
vacuum holes after the process i8 completed.

33

Enclosure (1) to NVIC 8-87

D.

Removal From the Mold. Removal from the mold may occur at any stage after the shell is
adequately cured and/or stiffened.
1.

Barcol Hardness. The barcol hardness test is a method for determining the state of cure
of the laminating resin. The tester is a relatively simple instrument available at most
industry supply centers. Readings should be taken at regular intervals along the length of
the hull. A barcol hardness of 40 or more (5.4.6) is usually an adequate cure for
removing the shell from the mold. Some resins may have a somewhat softer final
hardness so the manufacturers data should be consulted. Removing the shell at a lesser
cure may damage the laminate since the bond between the resin and reinforcement is
incomplete, or may allow the shell to warp or sag, causing fitup problems for bulkheads
or the deck.

2.

Checking the Finished Shell. After removing the shell from the mold it should be
checked for many flaws that may later be covered by paint, ceiling and equipment. Bar
keel halves from two piece female molds can be checked for complete filling and proper
lamination before joining the halves. Locations of effective inserts for through-hull
fittings and chain plates in sandwich shells may be ascertained. Damage from staples or
other temporary attachments pulling out of strip plank molds can be identified and
repaired.

3.

Joining Hull Halves. For the split hull female mold method, this is a critical stage.
Failure of this joint more than any other in a boat can lead quickest to structural failure.
a.

ABS Rules. (7.l.2e) describes the required thickness and joint design. The
guidelines in Chapter 4 of this circular should be followed for the laminating
sequence of this joint. The importance of building this joint directly according to
the approved hull plans and by the care expressed above cannot be overstressed.

b.

Joint Design. Layup of the joint should be continuous to avoid additional

secondary bonds. The existing joint surface should be prepared as for any
secondary bond by sanding, grinding or adding a peel ply to the original hull
layup. If there is an external bar keel, a layer of resin wetted mat should be laid
between the (prepared for secondary bond) bars before the halves are joined.

E.

Attaching the Deck and Deckhouse. The deck-to-hull joint is an important joint in a vessel. The
joint should match that on the approved plans. ABS Rules (6.10) or a specifically approved
equivalent should be met. The fitup between sections should be checked and where a panel of
either the deck or hull is excessively distorted such that it will not easily fit into place, an
alternative joint or a repair method should be arranged to remedy the situation. Forcing joints
together may induce locked in stresses which will lead to excess stress in operation. Attaching
the deckhouse should be done with similar care, for failure of either of these joints may result in
leaks or flooding.

F.

Outfit. After the main structure is completed, there are various items of outfit which are
important to the safety of the vessel, many of which affect the structure. Approved plans for key

34

Enclosure (1) to NVIC 8-87

items such as fuel tanks, engine exhausts, fixed and portable fire systems, bilge piping, and the
like may indicate location and type but not installation details. The same principles for
installation of large structural items should be followed in proper scale, for other items of outfit.
For example, self-tapping screws would be appropriate for mounting a certificate enclosure on
the inside of the deckhouse. They would also be appropriate for a similar light weight attachment
exposed to the weather, but should be sealed with resin. Self-tapping screws would not be
appropriate for mounting a 50 lb. CO2 bottle to a bulkhead. A better method would be to bolt
through the bulkhead with a backing plate to mount an effective bracket.

G.

1.

Machinery Installations. The approved plans should provide complete details on proper
installation. ABS Rules (6.7) has additional details. Engine manufacturers usually supply
guidance on foundations, bedding and bolt sizes. Engine cooling water lines, raw water
piping, bilge piping and other accessory piping is frequently routed through stiffeners at
the builders discretion after hull construction. Large pipe tunnels or limber holes should
be detailed on the plans. Smaller pipe penetrations, where the pipe diameter is less than
1/6 the stiffener height, should be made below the upper third of the stiffener height. The
hole should be drilled and sealed following the guidelines in Chapter 2, paragraph G.2 of
this NVIC. The engine(s) should have a drip pan or segregated bilge area to isolate oily
bilge. Turbochargers and dry exhausts should be insulated and located a safe distance
from an FRP laminate. 46 CFR 58.10-10(d) has specific requirements for exhausts.

2.

Deck Fittings. Fittings should be installed according to the approved plans and to
guidelines in Chapter 2, paragraph G.3. Bedding compound or resin putty should be
evenly layed around the base of the fitting or equipment so that as it is tightened to the
deck, the bedding is evenly distributed around the base and the bolt or screw holes.
Washers or backing plates on bolts should be greater than 2.25d in diameter and 0.ld
thick (d = bolt diameter) but not less than 0.1 inch. Nuts are to be self-locking, double
nutted or peened to prevent backing off.

Certification.
1.

Notation of Special Materials. Coast Guard OCMIs keep construction records (as should
the builder and owner) on vessels they have certificated. However, there is always the
possibility that a vessel will require some damage repair away from where it was built or
certificated. The operator and the local OCMI need to be alerted to special aspects of
design so that appropriate repairs are made. For this reason, the following items of
construction will be noted on the Coast Guard's Marine Safety Information System
(MSIS) file kept on each vessel in that vessel's Special Design Features Details section:
a.

Core material for sandwich construction.

b.

Location and type of high strength, high modulus or unidirectional reinforcing

fibers.

c.

Type of laminating resins, including fire retardant resin particulars.

d.

Special bonding details.

35

Enclosure (1) to NVIC 8-87

2.

Notation of Fire Protection Equivalencies. Similarly, an MSIS record will be kept in a

vessel's Special Fire-Fighting Procedures or Hazards section. This entry will note items
of fire protection equipment that are added as an alternative to fire retardant resins to
meet equivalencies allowed in Chapter 1, paragraph F. of this NVIC.

36

Enclosure (1) to NVIC 8-87

CHAPTER 5. IN-SERVICE INSPECTIONS

A.

Introduction.
1.

Maintenance of any vessel over its life cycle is as important as its proper design and
construction. Fiber reinforced plastic vessels have advantages over other vessels in the
areas of corrosion, attack from borers, electrolysis (except for fittings) but have
disadvantages in areas such as water infiltration, creep and ultraviolet degradation.
Identifying these and other problem areas for FRP vessels is the object of this chapter.

2.

The Coast Guard shares with the owner a strong interest in the proper maintenance of a
certificated vessel. A well maintained vessel ensures the safety of the passengers and
crew. Periodic inspections are required by the regulations and special inspections are
required when a certificated vessel undergoes major alterations or experiences damage.
Astute owners know that proper and timely maintenance reduces operating costs by
reducing unplanned downtime, lost revenues and increased insurance premiums.

3.

Requirements for periodic inspection intervals are found in 46 CFR Part 176 and 91 as
applicable. Initial certification for a new vessel requires plan review and a construction
inspection, as described in previous chapters. Inspections or reinspections are required
every year and drydocking is required every 18 to 60 months depending on the time a Tboat is operated in salt water or fresh water as required by 46 CFR 176.15, and 24 to 60
months for cargo vessels as required by 46 CFR 91.40. Damage inspections are required
by 46 CFR 176.20 and 185.15 for T-boats, and 46 CFR 97.07 and 91.45 for cargo and
miscellaneous vessels, whenever a certificated vessel is involved in an incident, such as a
collision, fire or grounding. Owners are encouraged to conduct more frequent inspections
of areas where their vessels may be prone to damage.

4.

In this chapter, the term "inspector" will be used inclusively, to mean Coast Guard
inspector, ABS surveyor, insurance surveyor or the owner looking to maintain his own
vessel. Discrepancies which are safety related or could lead to a critical failure will be
detailed. Occasionally, a discrepancy will be noted as possibly leading to failure, but not
requiring immediate attention. For example, a deteriorating mast seal boot (where the
mast goes through the deck) that is not yet holed but is the source of nuisance leaks, will
eventually lead to flooding. These are judgment calls in a field where judgment plays an
important role. For any inspector, such determinations can be made three different ways:
a.

The condition requires immediate attention.

b.

The condition is not an immediate safety problem but will become one before
the next inspection. It must be rectified within a certain period of time. A Coast
Guard Form CG-835, Merchant Marine Inspection Requirements, may be issued
to a certificated vessel by the Coast Guard inspector to officially determine the
conditions of a repair.

c.

The condition is not serious and should be satisfactory until the next inspection.

37

Enclosure (1) to NVIC 8-87

B.

Preparing a Vessel for Inspection. There are many items of preparation that should be
accomplished or arranged for by the owner before the inspector arrives. Each inspector will have
his/her own preferences for which particular items are to be done, usually arranged by telephone
or letter well before the inspection. The following is a general list of what to expect:
1.

The vessel should be well supported if on land. FRP surfaces are usually smooth, so side
supports must be arranged to prevent slipping out of place when there is movement on
board.

2.

A certain amount of inside ballast may be specified for removal in order to inspect the
bilges.

3.

Certain fasteners, as for shaft struts, ballast keel bolts or rudder plate bolts, may be
specified for removal and inspection.

4.

Ground tackle, life jackets and other gear should be removed to provide clear access to
the hull and to be ready for inspection.

5.

Bilges should be drained or pumped dry to a proper reception facility, and be relatively
clean.

6.

Bolted hatches should be opened and voids well ventilated.

7.

The external hull should be relatively clear of marine growth.

This list is just for structural inspections, which this guide is primarily concerned with. For a full
Coast Guard inspection for certification, many other items will be checked, such as navigation
gear and charts, operator's licenses, lifesaving gear, electrical installations and machinery. The
likelihood of many or all of these items being checked on a single visit reflects even more on the
necessity for proper preparation.
C.

Checking the Hull. As in design and construction, the exterior hull shell is a good starting point
for an inspection. During a drydock inspection, (or when the subject vessel is in a cradle) exterior
damage will give an indication of damage to be found inside. Certain types of vessels have
common problem areas which should routinely be checked.
l.

Visual Examination. An inspectors first impression of a vessel will be visually at a

distance. The inspector may notice a list or trim if the boat is in the water, generally how
the vessel is cared for, and how well it is supported in a dry berth cradle. Lack of
ventilation implies a damp interior and related problems, such as delaminated or rotted
plywood bulkheads or corroded metal fastenings. These first impressions will set the
tone for the rest of the inspection. Most discrepancies will be found visually then
checked by other methods to determine the seriousness.
a.

Cracks. Cracks found on the surface of an FRP hull may indicate:

(1)

The gelcoat is too thick and is cracking with normal flexing of the hull.

38

Enclosure (1) to NVIC 8-87

(2)

There is a stress raiser such as at a fitting or where a bulkhead is landed

without a doubler.

(3)

The edge of a delimitation.

(4)

A crack in the laminate.

Scratches may be just scratches but should also be checked with a magnifying
glass or a .009 in. feeler gauge for the inclusion of cracks. Cracks in the exterior
coating or in wet areas are a serious problem. Cracks deeper than 0.030 inches
have likely penetrated the gelcoat and allowed water to enter the laminate where
it can cause delaminations, freeze-thaw damage or bubbles. Small cracks above
the waterline may not require immediate attention for safety purposes but for
good maintenance should be cleaned and filled. The problem will not cure itself
and will likely get worse and require more extensive repairs later. Large cracks
and those below the waterline should be repaired when found, for the
acceleration of structural damage to a critical point cannot be accurately
predicted.
b.

Blisters. Blisters on the surface of the gelcoat indicate that some water has
penetrated the gelcoat through osmosis and has reacted with styrene to produce a
milky liquid in the blister. They are an indication that:
(1)

The gelcoat is too thin or was improperly mixed or applied.

(2)

The gelcoat is unable to cope with pollutants in the water.

(3)

There is air under the surface of the laminate.

(4)

The laminating resin was improperly formulated, mixed or applied.

Water will penetrate all polyester gelcoats to some degree. Small (less than 1/6
in. diameter), widely scattered blisters are not a major problem and may be left
alone. A few should be popped to ensure that the damage has not penetrated
through the reinforcement. Larger numbers of blister., many of a larger size or a
lot grouped in one area should be repaired. Often blisters on a hull out of the
water for some time or sitting in the sun will dry out, but the problem will not
disappear. For this reason) the vessel should be inspected shortly after hauling
out.
c.

Unfairness. Unfairness can be an indentation, bulge or sharp departure from

smooth curvature. Indentations are usually an indication of collision and, even
though the surface appears smooth, a large dent indicates the possibility of
broken plies of laminate, internal separation of glass tabbing or a compressed or
detached sandwich core. A bulge indicates a blow or load from the inside and
may have been caused by allowing a power boat to sit in cradles without support

39

Enclosure (1) to NVIC 8-87

under the engines, a piece of auxiliary machinery inadequately supported,

inadequate support under a mast step, a bulkhead landed on the shell without a
doubler or a bulkhead poorly fitted, or concentrating the loads on a number of
small areas. These problems may be accompanied by cracks in the gelcoat,
broken or delaminated plies, secondary damage or separation of the stiffeners at
the glass tabbing. Correction of problems will depend on the size of the damage,
where it is on the vessel, and how much secondary damage is present.

2.

d.

Delaminations. Isolated areas of delaminated or separated plies may not be an

immediate source of structural failure, but will certainly lead to a larger damaged
area and must be repaired. Delaminations are caused by poor previous repairs,
improper dry layup in original construction, or external or internal damage. They
may show up as cracks showing the edge of a ply, as a flimsy unsupported outer
skin of a sandwich shell or the outer ply of laminate. Signs of delimitation
should be further investigated by hammer testing, non-destructive examination
or coring.

e.

Sandwich Panels. Separation of either FRP skin from the core material is a
serious problem that can spread and lead to total structural failure. Indications on
a sandwich panel may be a delimitation in the skin, separation of the skin from
the core or damage in the core just under the skin to core bonding surface. A hole
saw should be used to positively identify the type of failure.

Physical Examinations. For each instance of visual flaw detection there usually follows
some sort of physical examination. This exam should not necessarily be destructive but
should give the inspector a better idea of how extensive the damage is.
a.

Hammer Testing. This sounds like a drastic measure for an FRP vessel, but is
intended to mean light tapping at intervals on the shell or other FRP laminate to
indicate discontinuities in the structure. Many inspectors use plastic mallets to
prevent causing damage. Others use a very small ball peen hammer with a lighter
tapping to give a clearer ringing sound. Either way, the testing must be done
prudently to prevent inadvertent damage. The tapping may indicate
delaminations or water saturated areas in glass reinforcements and the same plus
rot in wood reinforcements. The indications are a difference in sound from good
laminate to the damaged - a clearer ringing sound to a more dull thud.

b.

Probing. Probing with a sharp spike, an angled scraper or a knife is often needed
to further investigate suspected problem areas. However, such probing must be
done carefully so as not to cause more damage but to determine the extent of
known damage.

c.

Moisture Testing. There are a number of moisture testing devices on the market
used to check for moisture below a surface that looks dry. These non-destructive
"moisture meters" can check for wide areas of moisture and avoid destructively
removing a layer suspect of delimitation and holding moisture. These meters can
give false readings in some circumstances and are not foolproof devices.

40

Enclosure (1) to NVIC 8-87

3.

d.

Non-Destructive Examination (NDE). FRP panels are not good subjects for
NDE. FRP is not a homogeneous dense material that will readily carry ultrasonic
waves. Very sensitive equipment may be able to determine the thickness of or
find a delamination in single skin construction but will only measure one of the
skins in sandwich construction and will not be able to show if it is delaminated
or not. X-ray equipment is able to give a reasonable cross section picture of a full
panel, but is quite expensive and not normally used. When NDE is specified for
a condition inspection, the equipment and the operator should be proved on a test
panel of known dimension and flaws. Use of NDE instead of destructive testing
is usually at the owner's expense and discretion.

e.

Destructive Testing (DT). Destructive testing is an alternative to NDE for further

investigation of suspect areas discovered by other means. It is not a routine first
inspection method. A small (1/4 to 1/2 inch) drill hole can be used to check for
thickness or delamination. Drill holes are part of some repair procedures, so are
not that drastic for DT. A known damage area can be cut back until a good solid
laminate is reached, and may be extended over relatively small area to check
another suspected area. A hole saw can be used to check a suspect sandwich
panel problem, preferably from the inner skin. The sample cut will pull or fall
out and show the location of the failure.

Deck-to-Hull Joint. This deterioration, and should seaworthy vessel. Cracks may be an
indication that is overstressed. If this been periodically checked is a critical hull joint
prone to damage and be checked very carefully to ensure a safe, in the gelcoat or
laminate around this joint it was forced together at construction and particular problem
appears serious, or has and found to be getting worse, the joint should be unfastened, cut
or built up to fit, resealed and refastened.
a.

Fasteners. Fasteners in the deck-to-hull joint should be checked for all the
features that should have been designed and built in at new construction. Check
for proper material, adequate size and spacing of bolts, adequate diameter and
thickness of washers, tightness and self-locking features. If a discrepancy in any
of these areas is found at an easily accessible location, even though there may be
no damage evident, suspicion should be extended to the whole joint and a more
thorough inspection of the joint should be conducted.

b.

Sealant Condition and Hose Testing. Joints are supposed to be sealed when built.
Often there is a rub rail or reinforcing wood or aluminum strip as part of the
joint. When the joint is suspect, this strip should be removed at a number of
locations for a short length to further check the condition visually and physically.
Where further suspect, the joint should be hose tested with a direct stream of
water. The water may run down the joint for a short distance before showing up
inside depending on the vessel's trim. Where small scattered leaks are found, the
joint may be cleaned, injection sealed or caulked. Where widespread leaks are
found, the joint should be systematically unfastened and repaired.

41

Enclosure (1) to NVIC 8-87

4.

Sail Vessels.
a.

Ballast Keel Bolts. Ballast keels are heavy items, often half the total weight of
the vessel. The attaching bolts must be checked for corrosion, torque and
adequate bearing surface. Corrosion can be checked by pulling one or two bolts
if the keel joint is opened up and the bolt heads are exposed anyway. Checking
the bolts for tightness will show corrosion or lack of holding in the ballast such
that the bolt will turn with the nut. Continued turning without pulling out
indicates a lack of holding. The bolt should then be pulled out to positively
determine the extent of deterioration.

b.

Ballast Keel Joints. Ballast keels are either bolted on or formed in the hull shell
and inserted in the void. Bolted keels should have sealant in the faying surface.
Inside keels should be glassed over or secured by some means to prevent shifting
or falling out. Bolted joints may work a bit, even with perfectly sound bolts,
opening up the gelcoat and allowing water to penetrate into the hull laminate.
This type of delamination must be repaired on the hull shell. The repair should
assume that the ballast will flex again and should be made in a way to keep the
upper hull laminate from being damaged when the ballast shifts again.

c.

Chain Plates. Chain plates are highly stressed for long periods of time (longer if
not properly slacked during storage or lay up) and will readily indicate poor
construction or overstressing. The bolt holes into the shell viii appear elongated
upward from FRP creep if they have been overstressed by never, stronger rigging
or if the shell has been poorly designed. In either case, filling the holes is not
sufficient. The chain plates and bolts should be checked for adequate size and
backing. If these are inadequate, new properly designed plates and/or bolts
should be fitted. If the plates and bolts are adequate, the shell should be
reinforced in the area of the plates to bring it to the requirement for new vessels
described in Chapter 2, subparagraph G.l.b. of this NVIC.

d.

Mast Steps. Mast supports and seals are always a suspect problem area. A deckstepped mast should be checked for a substantial landing pad or doubler to
distribute the load. Crazing (numerous small cracks) on the deck around the mast
indicates inadequate support. Underdeck, the compression post or framework
distributing the mast compression loads to reinforced bulkheads or to the shell,
should be thoroughly inspected. Keel stepped masts or the compression post
landing on the keel should be similarly checked. In addition, the deck seal and
the framework for distributing the lateral loads of the mast at the deck should be
checked. Problems found should be analyzed to determine the source then
repaired as original or with extra reinforcement depending on what the situation
warrants.

e.

Centerboard Trunks. Centerboard trunks are difficult to inspect and can be a

source of serious problems. They should be thoroughly inspected and, at the least
sign of trouble, the centerboard should be removed for further inspection.

42

Enclosure (1) to NVIC 8-87

D.

Stiffeners. Another major area of inspection concentration should be on the hull shell and deck
stiffeners including frames, webs, and bulkheads. Overstressed stiffeners will show cracks in the
top flange or have delaminated bonding angles. General delaminations are an indication of an
inadequate design or initial construction deficiency. Auxiliary piping and wiring run cut-outs
may show cracks, especially if they are located in the top half of the stiffener depth. Encapsulated
wood frames in the bilge should be checked for rot or dampness. Indications are a dull thud when
struck with a hammer, bonding angle delamination or discoloration under a clear laminate.
Bonding angles should be checked for delaminations in a number of locations along the length of
the vessel. Where a general problem is found, a more thorough search should be conducted in
hidden areas. Drainage holes through stiffeners should be checked for proper sealing, bonding
and adequacy for draining the bilge.

E.

Through-Hull Fittings. Through-hull fittings are a source of potentially dangerous leaks and shell
laminate problems. A fitting which leaks around its base while a vessel is in the water is cause
for immediate concern. If the fitting itself is sound, such a leak indicates that the attaching bolts
are loose or corroded, the bedding or seal is broken or chipped away, or the FRP laminate around
the base is delaminated. If the problem is either of the first two, the bolts can be replaced or the
hole plugged and the fitting sealed with a rubber gasket until the next drydocking. If these
temporary repairs are not feasible, or the laminate is suspected of leaking or rotting (for wood),
the vessel should be drydocked for permanent repairs. In drydock, a suspect fitting is one where:
1.

The bedding is cracked or falling out;

2.

The fitting will rock on its base as a result of corroded or loose bolts or a flat based
fitting fitted to a curved shell; or

3.

The laminate is weakened.

In any case, permanent repairs should be made.

F.

Machinery Installations. While checking the stiffeners, check main engine and auxiliary
machinery attachments to the stiffeners. Check the attaching bolts to see if the holes have
elongated or the washers are pulling through the laminate. Check the bonding angles around the
girders supporting the engines - failure on the same side of both indicates inadequate cross
stiffening to take engine torque. Numerous delaminated angles indicate poor initial design,
construction or oil or bilge water working to degrade the connections. Check fore and aft on the
engine girders to see if attachments to and through bulkheads or transverse webs are sound.
Discrepancies require permanent repairs and possibly a look back at the design section for
modifications to provide additional strength.

G.

Deck Fittings. When looking for discrepancies on deck, consider deck fittings as similar to
through-hull fittings. Indications of problems inside will be signs of leaks in the form of salt
crust or water marks on the overhead lining or on the deck below. Minor leaks may seem
unimportant but could be a sign of more serious problems which should be investigated by
removing the fitting to better check the fitting, attaching bolts and the laminate.

43

Enclosure (1) to NVIC 8-87

H.

Modifications. Modifications to certificated FRP vessels involving the structure to any extent are
to be brought to the attention of the local OCMI as required by 46 CFR 176.20 or 91.45, as
applicable. Modifications should be planned and made following the guidance in this NVIC.

I.

Damage Inspections. Regular inspections are conducted with the idea that damage of some kind
may be found. When special damage inspections are necessary, the damage is usually serious.
The guidance that follows can be used for investigating both. Damage inspections are required by
46 CFR 176.20 and 185.15 for T-boats, and 46 CFR 97.07 and 91.45 for cargo and
miscellaneous vessels.
1.

Extent of Damage. Once damage is evident, the boundaries should be determined to

specify and plan repair. Shell laminate damage extent can be found by hammer testing
or, if the laminate is holed and the hull has not dried completely, a moisture meter will
show how far water has migrated. Inside, there may be no obvious damage in the shell,
especially in sandwich construction where the core deforms and distracts to absorb much
of the damage energy. Stiffeners and fittings in the immediate area should be checked for
damage, delaminated bonding angles and sheared bolt 8. The shell may flex a lot during
impact and not be damaged, but bonding angles and fittings are likely locations for
damage under the same impact.

2.

Secondary Damage. Minor damage incidents rarely involve secondary damage.

Discovering secondary damage from major incidents is more a matter of intuition than a
rule of thumb. For example:
a.
b.

c.

A side impact outboard of a web frame may pop some of the bonding angles on
the other side of the boat.
A frontal or collision impact may be severe enough to damage main engine or
machinery mounts much further aft or overstress the back stay of a sailboat.
A bottom impact low on one side of a bulkhead may push the bulkhead through
the deck or delaminate the bonding angle on the other side.

When checking damage, a diagnosis should be made of where secondary damage may
show up and those locations should be checked.
3.

Sandwich Panel Damage. Impact damage to sandwich panels is tolerated differently by

the various types of cores.
a.

Cross-linked PVC foam cores provide more local support to the FRP skin but
when an impact is severe enough, will crack across the core to the other side.
Additional loading of the structure may cause this damage to propagate in the
opposite skin under the core to skin bond line and lead to major structural
failure.

b.

Linear PVC foams provide somewhat less local support to the FRP skins and
may allow a thin PEP skin to be sheared under sharp impacts, but will not crack
and separate and allow the damage to propagate under the skin.

44

Enclosure (1) to NVIC 8-87

c.

Balsa cores will crack through under high enough impacts but do not allow the
failure to propagate easily on the opposite skin.

In any case, suspected damage should be thoroughly inspected at the earliest opportunity.
4.

Temporary Repairs. PEP vessels can absorb considerable damage and still survive to
carry the occupants back to safety. Temporary repairs should aim for that goal.
Temporary repairs will not have the advantage of a thorough inspection and full service
repair facilities. Temporary repairs should take into consideration the severity of the
damage, the type of service the vessel is in, how far the vessel must go before permanent
repairs are made, and the adequacy of the temporary repair. Temporary repairs should
have the approval of the local OCMI for certificated Y885518.

5.

Damage Prom Land Storage and Transportation. Boats are designed to take the loads
from a widely distributed hydrostatic or hydrodynamic load and usually the gentle lifting
of an inclined railway on the reinforced keel. Land storage and transportation are another
matter. Following are some examples of damage resulting from improper land handling:
a.

Boats lifted with travel lifts and slings may show deck buckling from
longitudinal bending, gouges if the lift has inadequate straps, or deck-to-hull
joint problems if the slings are not spread properly and squeeze the hull between
bulkheads or web frame 8.

b.

Dry storage without support under heavy engines will show bulges in the
external hull and separated bonding angles inside.

c.

Boats transported over rough roads supported by loose choking may show severe
local impact loads from hitting the chocks, resulting in sheared or delaminated
shells.
Once some type of land storage or transportation damage is evident, closer examination
is warranted.

45

Enclosure (1) to NVIC 8-87

CHAPTER 6. REPAIRS
A.

B.

Introduction.
1.

Repairs to FRP vessels are somewhat less difficult in execution than for other materials
but the preparation is just as critical. Resin bonding requires a clean dry surface and
careful on site material manufacturing. Often the owner is pressed to meet a commercial
schedule and must wait impatiently for fast curing resins to fully cure whereas a welded
steel or aluminum hull is ready for service as soon as the weld cools.

2.

The severity of service that a repaired section is likely to see should be assessed along
with the repair method. An item that has broken or delaminated from the normal service
environment should not be renewed as original since it is an indication that the original
item was insufficient. An alternate arrangement or extra reinforcement is necessary. A
large hole in the bottom near midship requires a repair atmosphere of a new construction
shop whereas a small hole in the topsides bow can be repaired in decent weather at -the
dock. The primary concern is to make repairs that maintain the structural integrity of the
vessel and its safety equipment.

Hull Shell Repairs. The most critical of repairs is to the hull shell. During original construction
for FRP vessels, the shell is constructed with mostly primary (chemical) bonds, so a repair is
always a secondary bond. Repairs to bring the shell back to original strength require additional
reinforcement, stronger bonding resins or both. For major repairs, the hull should have support in
addition to its normal cradle. The original laminate should be determined from plans, records,
damaged material checks or burnout tests. Orientation and order of lay of reinforcements should
be duplicated. A complete survey should be conducted to establish the extent of damage and
secondary damage.
1.

Edge and Surface Preparation. Once the area to be repaired is defined, the shell should be
cut open back to good laminate. If the damage is from a glancing blow, only the surface
layers may need replacement. In this case, a router can be used to cut back to the intact
inner layers. The edges of the sound laminate should be tapered back 1 to 12 or more as
shown in Figure 6-1b. The surface of the taper should be prepared by sanding or grinding
to produce a roughened area for the secondary bond.

2.

Molding. Obtaining molds for large area repairs can range from simple to very difficult.
If the damaged area is still somewhat intact, it can be filled and sanded then used as a
base for making a female mold before it is cut out. The original female mold can be
placed back around the vessel, used to make a full thickness panel for insert into -the
repair area, or to make a matching female mold panel for laminating the repair into on
the vessel. Guidance for preparing and supporting molds in Chapter 4 of this circular
should be followed.

3.

Laminating. Repair joints were once made by laminating in progressively larger layers as
in Figure 6-la. However, it was found that this method produced a relatively weak resin
rich layer at the joint surface and is no longer recommended. The recommended method
is to lay the first layer over the entire joint, including overlap, then build up the required

46

Enclosure (1) to NVIC 8-87

thickness as in Figure 6-lb. The subsequent layers should be somewhat wider than
necessary, then ground smooth after cured for the final layer used to seal the exposed
edges. The laminating process should be done carefully to ensure that the proper glass
content is maintained and the plies are fully pressed into the various breaks in the joint.
Figure 6-1b also shows the additional reinforcement overlaps suggested by ABS Rules
(7.l.2c) for hull half joints. The extent to which this additional reinforcement is carried is
dependent upon the location of the repair in the vessel, the size of the repaired area and
the quality of the repair materials.
4.

Sandwich Construction. For cored FRP vessels, the extent of damage to the core must be
determined when cutting out the damage. If both skins and the core are damaged, the
layup of each skin can be similar to that for single skin, including additional
reinforcement as shown in Figure 6-2. The core should be thoroughly bonded to both
skins.

5.

Blisters. Blisters should be drained, the damaged gelcoat removed and the area rinsed
with fresh water and dried. Drying can be done with heat lamps, but not above a surface
0
temperature of 150 F. The damaged areas should be ground or sanded away, cleaned and
coated with fresh resin. Some boat builders use sand blasting to remove the blisters.
Vinyl ester or epoxy resin is recommended for better adhesion and to provide a better
seal against further blistering.

6.

Cracks. Crack repair is similar to blister repair. Any damage to the underlying laminate
must also be repaired with tapers and procedures similar to large area repairs previously
described. If the condition which caused the crack to form is internal, such as a load
concentration, it should be eliminated.

C.

Stiffeners. The main problem with stiffeners is delamination of the bonding angle. Minor
delaminations (less than the length of one leg of the angle) can be cleaned, saturated with resin
and clamped into place. Often, the delaminated angle is not discovered until long after it has
failed, and the joint is so dirty it cannot be cleaned to hold a bond. In this case, and with larger
areas of failure, the failed angle should be cut out and new one installed, overlapping onto the
remaining angle at both ends. The joint should be clean, roughened for the secondary bond and
laminated back to original (which was already a secondarybond). Damage to the stiffeners should
be assessed and repaired similar to single skin repair methods with the additional reinforcement.

D.

Deck-to-Hull Joint. Minor leaks in this joint may be caulked and noted for a careful check at the
next survey. More serious failures or leaks require the following repair:
1.

Pull the fasteners. This will give a good indication of their adequacy for size and
washers.

2.

Separate the joint.

3.

Clean out the old bedding.

4.

Reseal and refasten the joint.

47

Enclosure (1) to NVIC 8-87

Caulking may have to be used at the ends of the failed area of the joint where old bedding may
not be accessible. In general, joints should be rebuilt to the guidelines for new joints.
E.

Through-Hull and Deck Fittings. If the attachment of a sound fitting is suspect, it should be
removed and the cause of leaks or looseness investigated. The following deficiencies, most
stemming from new construction faults, are possible:

48

Enclosure (1) to NVIC 8-87

49

Enclosure (1) to NVIC 8-87

1.

The attaching bolts are corroded or broken.

2.

Bolt washers or backing plates are too small and the bolts are pulling through the
laminate.

3.

A flat based fitting is attached to a curved surface. In this case the bedding or sealant has
served as a base plate, but has failed because of the improper joint surface.

4.

The sealant or bedding has failed.

5.

The sealant has failed and the laminate is damaged from water infiltration.

6.

The surrounding laminate has failed due to one of the above or was not properly prepared
to begin with.

In any case, a suspect fitting should be checked for all of these deficiencies and brought back to
the standards for new construction.

50

Enclosure (1) to NVIC 8-87

REFERENCES
1.

AIHA Hygiene Guide Series, Vol. II: STYRENE MONOMER (June 1978).

2.

Allen, Raymond G. and Robert R. Jones, "A Simplified Method for Determining Design-Limit
Pressures on High Performance Marine Vehicles." Prepared for the AIAA/SNAME Advanced
Marine Vehicles Conference, San Diego. (April 17, 1978).

3.

American Bureau of Shipping, Guide for Building and Classing Offshore Racing Yachts, 1986.

4.

American Bureau of Shipping, Rules for Building and Classing Reinforced Plastic Vessels, 1978.

5.

Heller, S.R. and N.H. Jasper, On the Structural Design of Planing Craft," Proceedings of the
Royal Institute of Naval Architecture, London 1961, pp 49-65.

6.

Gibbs and Cox, "Design Properties of Marine Grade Fiberglass Laminates," sponsored by
Owens-Corning Fiberglass, 1973.

7.

Gibbs and Cox, Marine Design Manual for Fiberglass Reinforced Plastics, sponsored by OwensCorning Fiberglass, MaGraw-Hill Book Co., 1960.

8.

Gibbs and Cox, Marine Survey Manual for Fiberglass Reinforced Plastics, 1962.

9.

Gougeon Brothers Inc., The Gougeon Brothers on Boat Construction, Pendell Printing, 1979.

10.

Johannsen, T. J., "Rigid PVC Foam Cores - Properties - Design - Core Installation," presented at
the International Conference on Marine Applications of Composite Materials, Florida Institute of
Technology, March, 1986.

11.

Johannsen, T. J., "Commercial Fishboats in Airex/FRP Sandwich Construction," presented at

New Brunswick Department of Fisheries Fishing Vessel Construction Seminar, March 1985.

12.

"Mechanical Testing of FRP Sandwich Construction - An Evaluation of Three Core Materials,"

Report No. E/84/136, prepared for the New Brunswick Department of Fisheries, November 1984.

13.

Nicholson, Ian, Surveying Small Craft, Sheridan House, 1984.

14.

NIOSH, "Criteria Document for FIBROUS GLASS," April 1977.

15.

NIOSH/OSHA, "Occupational Health Guidelines for Chemical Hazards," Pub No. 81-123,
January 1981: STYRENE (Sep 78).

16.

NIOSH/OSHA, "Pocket Guide to Chemical Hazards," Sep 1985.

17.

NIOSH Technical Report 82-110: "Extent of Exposure to Styrene in the Reinforced Plastic Boat
Making Industry," March 1982.

51

Enclosure (1) to NVIC 8-87

18.

Reichard Ronnal P., "Structural Design of FRP High Performance Sailing Craft," presented at
Ancient Interface XVI, Long Beach, CA. 1986.

19.

Reichard Ronnal P. and J. J. Seidler, "Chine Construction in Cored RP Small Craft," presented at
the 42nd Annual Conference of the Society of Plastics Industries, Cincinnati, OH, February
1987.

20.

Savitsky, D. and P. W. Brown, "Procedures for Hydrodynamic Evaluation of Planing Hulls in

Smooth and Rough Water," Marine Technology, (October 1976).

21.

Scott, Robert J., Fiberglass Boat Design and Construction, John de Graff, 1973.

22.

Silvia, Peter A., "Structural Design of Planing Craft, A State of the Art Survey," Prepared for
presentation at the Chesapeake Section of SNAME (March 9, 1978),

23.

Weissman-Berman, D., "A Preliminary Design Method for FRP Sandwich-Cored Panels,"
Prepared for the SNAME STAR Symposium, Norfolk, VA, May 1985.

24.

Wind and Wave Summaries for Selected U.S. Coast Guard Operating Areas, Report No. CGDl1-83, April 1983, available through National Technical Information Service, Springfield, VA
22161.

25.

Wind and Wave Summaries for Selected U.S. Coast Guard Operating Areas, Addendum to,
Report No. CGD-05-84.

52

Enclosure A

Enclosure A

Enclosure A

Enclosure A

Enclosure A

Enclosure B

HAZARDOUS SUBSTANCES IN FRP CONSTRUCTION MATERIALS

Following is a list of some toxic or hazardous substances which may be encountered in parts of the FRP
industry:
aluminum oxide (as fire retardant)
antimony oxide (fire retardant)
benzoyl peroxide
Chloran TM (fire retardant), or
[2,3-dicarboxy-5,8-endomethylene-5,6,7,8,9,9-hexachloro-l,2,3,4,4a,5,8, a-octahydro-napthalene
anhydride)
chlorindic anhydride (as fire retardant), or
[2,3-dicarboxy-l,4,5,6,7,7-hexachlorobicyclo[2.2.l]-5-heptene anhydride]
cobalt accelerators (cobalt naphthenate) cyclohexane peroxide
diallyl phthalate
dicarboxylic acid (saturated and unsaturated) diethylene glycols
dihydric alcohol (saturated) dime thylaniline fumaric acid
glycols (assorted):
butylene,
ethylene glycol,
propylene. hydroperoxides:
methylethylketone peroxide-MEKO,
benzoyl peroxide. isophthalic anhydride itaconic acid, maleic acid (anhydride) mesaconic acid
methyl ethyl ketone peroxide methyl methacrylate phthalic anhydride polyhydric alcohols vinyl
monomers (usually styrene) vinyl toluene
The following are more likely to be encountered in the FRP boat industry:
benzoyl peroxide (catalyst)
cobalt accelerators (cobalt naphthenate, cobalt octoate - promoters)
dimethylaniline (accelerator)
methyl ethyl ketone peroxide (catalyst)
phthalic anhydride
2,4 pentanedione (retarder)

WORKPLACE PRACTICES
The following are recommended workplace practices:
- Turning on spray booth exhaust fans in specified circumstances.
- Keeping breathing zones at least 18 inches from sources of styrene.
- Keeping styrene off of the akin.
- Working on the upwind side of sources of airborne styrene.
- Working only in specific areas to take advantage of exhaust ventilation
- Avoiding a position in front of a person operating a spray gun.
- Avoiding spraying towards another worker.

Enclosure B

- Spraying towards the exhaust ports of booths.

- Spraying so that most of the spray hits the mold or part.
- Locating molds and parts to take advantage of the airflow.
Housekeeping Conditions:
- All spray booth filters should be in place.
- Overspray buildup on booth filters should be kept below 1.25 cm in chop spray booths and
0.625 cm in gelcoat booths.
- Floors in work areas should be covered by disposable materials.
- Floor coverings should not be torn or soaked through with resin.
- Resin-soaked debris should be removed from work areas.
- Overspray buildup on booth floors should be kept below 2.54 cm.
- Overspray buildup on roll out area floors should be kept below 1.25 cm.
- Floors and work table tops should be free of resin and gelcoat spills larger than a diameter of 15
cm.
- Overspray buildup on booth walls should be kept below 1.25 cm.
- Spray booth lights should be operational and visible.
- Waste cans should be available in spray booths.
- Table coverings should not be torn or soaked through with resin.
- Work areas should be free of empty chemical containers.
- When work on them is completed, curing parts should be removed.
- Wheels on mold carriages should turn freely.
- Resin and gelcoat containers should be covered.
- Spray equipment gauges should be visible.
- Acetone containers should be closed when not in use.
- Spray guns and hoses should not leak.
- Work areas should be free of food and drink.

Reprinted with permission by the American Industrial Hygiene Association Journal Vol. 47:785-791
(1986).

Enclosure B

CLASSIFICATION SOCIETIES

Enclosure A

COMDTPUB P16700.4
NVIC 8-87, CH-1
AUG 30 1993
NAVIGATION AND VESSEL INSPECTION CIRCULAR NO. 8-87, CHANGE-1
Electronic Version For Distribution Via the World Wide Web
Subj:

1.

CH-1 TO NVIC 8-87, NOTES ON DESIGN, CONSTRUCTION, INSPECTION AND REPAIR

OF FIBER REINFORCED PLASTIC (FRP) VESSELS

PURPOSE. This Circular transmits a change to NVIC 8-87 dated 6 November 1987. The restrictions
concerning the use of general purpose (non-fire retardant) resins and overnight accommodations have
been modified.
2.

PROCEDURES.
a. The restriction requiring small passenger vessels built with general purpose (non-fire retardant)
resins to have a flame spread of 200 or less when tested to ASTM Standard E-84 is
rescinded.
b. The restriction prohibiting vessels built with general purpose (non-fire retardant) resins is
amended. Vessels built with general purpose (non-fire retardant) resins, which carry 12
passengers or less and have overnight accommodations, may be allowed to use the
equivalency provisions in NVIC 8-87.
c. Officers in Charge, Marine Inspection are encouraged to bring this change to the attention of
appropriate individuals in the marine industry within their zones.

3.

DISCUSSION.
a.

NVIC 8-87 requires the use of fire retardant resins in FRP vessels carrying passengers.
However, small passenger vessels can be built with general purpose (non-fire retardant)
resins provided additional requirements are followed which provide an equivalent degree
of safety to fire retardant resins. One of the conditions for an equivalency includes
general purpose resins having a flame spread of 200 or less when tested to ASTM
Standard E-84. The equivalency policy was promulgated to allow existing FRP vessels
manufactured with resins meeting the industry standard for pleasure service, to be able to
be certificated for limited service as small passenger vessels. During the research that
went into the development of NVIC 8-87, it was determined that resins were readily
available to the industry with a flame spread rating of less than 200. However, resins
commonly in use in the industry have a flame spread rating of 300 to 400 range. Since
the requirement for resins to have a flame spread of 200 or less contradicted the intent of
the equivalency policy, it was rescinded on 21 September 1989 by Commandant (GMVI). Change 1 incorporates this revision.

NAVIGATION AND VESSEL INSPECTION CIRCULAR NO. 8-87, CHANGE-1

b.

4.

NVIC 8-87 did not allow vessels built with general purpose (non-fire retardant) resins to
have overnight passenger accommodations. This policy has been changed. FRP vessels
may have passenger accommodations for 12 or less passengers provided they meet the
present equivalency requirements outlined in NVIC 8-87. This policy change is
consistent with international standards contained in SOLAS 74 (as amended), which
requires passenger vessels carrying more than 12 passengers to be built with steel or
equivalent materials.

IMPLEMENTATION. Make the following pen and ink changes to enclosure (1) of NVIC 8-87:
a.

Delete paragraph l.F.4.a on page 1-6. Renumber the following paragraphs as noted:
l.F.4.b to l.F.4.a
l.F.4.c to l.F.4.b
l.F.4.d to l.F.4.c
l.F.4.e to l.F.4.d
1.F.4.f to l.F.4.e

b.

Add the following after the word "accommodations" on line two of paragraph 1.F.5.a on
page 1-7, for more than 12 passengers.