AS 4132.3-1993 Fiber Reinforment

AS 4132.
3—1993
Australian Standard®
Boat and ship design and

construction
Part 3: Fibre-reinforced plastics

construction
Accessed by DEPARTMENT OF TRANSPORT,ENERGY & INFRASTRUCTURE on 26 Aug 2010
This Australian Standard was prepared by Committee ME/59, Shipbuilding. It was
approved on behalf of the Council of Standards Australia on 31 March 1993 and
published on 17 May 1993.
The following interests are represented on Committee ME/59:

American Bureau of Shipping
Australian Chamber of Shipping
Australian Maritime Safety Authority
Australian National Maritime Association
Australian Shipbuilders Association
Bureau Veritas
Department of Defence
Department of Transport,Qld
Det Norske Veritas
Institute of Marine Engineers
Lloyds Register of Shipping
Royal Institution of Naval Architects
University of New South Wales
Additional interests participating in preparation of Standard:

Department of Marine and Harbors, S.A.
Department of Marine and Harbours, W.A.
Maritime Board of Victoria

Maritime Services Board of New South Wales
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This Standard was issued in draft form for comment as DR 91044.

AS 4132.3—1993
Australian Standard®
Boat and ship design and

construction
Part 3: Fibre-reinforced plastics

construction
First publi shed as AS 4132.3—1993.
Incorporating:
Amdt 1—1993
PUBLISHED BY STANDARDS AUSTRALIA

(STANDARDS ASSOCIATION OF AUSTRALIA)
1 THE CRESCENT, HOMEBUSH, NSW 2140
ISBN 0 7262 8138 7
AS 4132.3—1993 2
PREFACE
This Standard was prepared by the Standards Australia Committee on Shipbuilding following
a request by the Ship Standards Advisory Committee of the Australian Transport Advisory
Council to replace the corresponding requirements in the Uniform Shipping Laws Code.
It is Part 3 of a series of Standards on boat and ship design and construction, the other Parts
being—
Part 1: Design loadings; and
Part 2: Aluminium construction.
The Ship Standards Advisory Committee was of the view that the requirements for the design
and construction of fibre-reinforced plastics vessels given in the Uniform Shipping Laws
Code were difficult to use, did not cater sufficiently for the application of emerging
technologies and in some cases did not reflect accurately the engineering principles
underlying boat and ship design and construction.
Safety levels reflected in this Standard have been assessed to be closely similar to those of
the corresponding rules published by the major international classification societies.
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3 AS 4132.3—1993
CONTENTS
Page
SECTION 1 SCOPE AND GENERAL

1.1 SCOPE . . . . . . . . . . . . . . . . . . . . .. .. .. . .. . .. .. .. .. . .. ... ... .. . 5
1.2 APPLICATION . . . . . . . . . . . . . . . . . .. .. . .. . .. .. .. ... ... .. ... .. . 5
1.3 REFERENCED DOCUMENTS . . . . .. .. .. . .. . .. .. ..... ..... ... .. . 5
1.4 DEFINITIONS . . . . . . . . . . . . . . . .. .. .. . .. . .. .. . .. .. .. .. . .. . .. . 5
SECTION 2 MATERIALS
2.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ....... 7
2.2 MANUFACTURER’S RECOMMENDATIONS . . . . . . . . . . . . . . . ....... 7
2.3 PROPOSED LAMINATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. .. .. 7
2.4 BASIC LAMINATE MATERIALS . . . . . . . . . . . . . . . . . . . . . . . . ... ... . 7
2.5 OTHER ISOTROPIC MATERIALS . . . . . . . . . . . . . . . . . . . . . . . .... ... 7
2.6 DETERMINATION OF LAMINATE PROPERTIES . . . . . . . . . . . . .. ...... 8
2.7 ORTHOTROPIC REINFORCEMENT LAMINATES . . . . . . . . . . . ... ..... 8
SECTION 3 DESIGN
3.1 PRINCIPLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
3.2 SHELL SCANTLINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
3.3 SINGLE SKIN CONSTRUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
3.4 SANDWICH CONSTRUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
3.5 ADDITIONAL REINFORCEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

3.6 TRANSOM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
3.7 STRUCTURAL MEMBERS AND FRAMING . . . . . . . . . . . . . . . . . . . . . . . 18
3.8 BULKHEADS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
3.9 PILLARS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
3.10 DECKS AND DECKHOUSES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
3.11 TANKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
3.12 STRUCTURES CONNECTING HULLS OF CATAMARANS . . . . . . . . . . . . 21
SECTION 4 PRODUCTION FACILITIES

4.1 STORAGE OF MATERIALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
4.2 ENVIRONMENT FOR LAMINATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
SECTION 5 CONSTRUCTION
5.1 PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . ... .. .. .. .. ... ... 23
5.2 LAMINATING . . . . . . . . . . . . . . . . . . . . . . . . . . . ... .. .. .. .. ... .... 23
5.3 DETAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. .. ... .... ....... 23
5.4 THICKNESS CONTROL . . . . . . . . . . . . . . . . . . . . .... .... ... .. .. .. . 24
5.5 CONFIRMATION OF REINFORCEMENT . . . . . . . .. .. ... ........... 24
5.6 FASTENINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . ... .. .. .. .. ... .... 25
AS 4132.3—1993 4
Page
SECTION 6 DETERMINATION OF PROPERTIES OF LAMINATES

6.1 FLEXURAL PROPERTIES . . . . . . . . . . . . . . . . . . . . . . . . . .. .. . .. .. .. 26
6.2 MASS OF REINFORCEMENT . . . . . . . . . . . . . . . . . . . . . . . .. .. ... ... . 26
6.3 IMPACT RESISTANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . .. .. .. 26
6.4 TEST PIECES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. .. ... .... 26
SECTION 7 MARKING
7.1 MARKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
APPENDICES
A GUIDANCE ON THE AVOIDANCE OF OSMOSIS . . . . . . . . . . . . . . . . . . . 27

B EXAMPLES AND GUIDANCE ON STRUCTURAL DETAILS . . . . . . . . . . . 28
C IMPACT TEST PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
5 AS 4132.3—1993
STANDARDS AUSTRALIA
Australian Standard
Boat and ship design and construction
Part 3: Fibre-reinforced plastics construction
S E C T I O N 1 S CO P E A N D G E NE R A L
1.1 SCOPE This Standard specifies the structural requirements for fibre-reinforced plastics
(FRP) vessels not exceeding 35 m in length. It includes multi-hull vessels but excludes novel
types of vessels such as hovercraft, hydrofoils and small-waterplane-area twin hull (SWATH)
vessels.
1.2 APPLICATION This Standard is intended for use by manufacturers building

fibre-reinforced plastics vessels in accordance with the Uniform Shipping Laws Code.
1.3 REFERENCED DOCUMENTS The following documents are referred to in this

Standard:
AS
1720 SAA Timber Structures Code

1720.1 Part 1: Design methods
2272 Marine plywood
2634 Chemical plant equipment made from glass-fibre reinforced plastics (GRP) based
on thermosetting resins
4132 Boat and ship design and construction
4132.1 Part 1: Design loadings
ISO
178 Plastics—Determination of flexural properties of rigid plastics
1172 Textile glass reinforced plastics—Determination of loss on ignition
BS
3496 Specification for E glass fibre chopped strand mat for reinforcement of polyester
resin and other liquid laminating systems
3532 Method of specifying unsaturated polyester resin systems
3749 Specification for E glass fibre woven roving fabrics for the reinforcement of
polyester and epoxy resin systems
Australian Transport Advisory Council Uniform Shipping Laws Code
1.4 DEFINITIONS For the purpose of this Standard, the definitions given in AS 4132.1 and
those below apply.
1.4.1 Basic laminate—a resin reinforced with chopped-strand mat or chopped rovings.
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AS 4132.3—1993 6
1.4.2 Chopped-strand mat—chopped strands of reinforcing material bonded together in a

random manner with a resinous binder.
1.4.3 Curing—the process by which resins, which are normally unstable fluids, harden to
form solids.
1.4.4 Curing time—the time taken to convert completely liquid resin into a solid.
1.4.5 Gelcoat—a thin layer of unreinforced resin on the outside (water side) of a panel of
reinforced plastics laminate.
NOTE: The gelcoat hides the fibre pattern of the reinforcement, protects the bond between the
resin and the reinforcement, and can provide special surface properties. It is often pigmented.
1.4.6 Fibre-reinforced plastics (FRP)—cured plastics material that has been reinforced with
fibre.
1.4.7 Isotropic—in relation to reinforcement, means the properties in the weakest direction
are 80 percent or greater of the properties in the strongest direction.
1.4.8 Orthotropic—reinforcements other than isotropic reinforcement.
1.4.9 Resin—a thermosetting liquid capable of being cured and intended to be used in
conjunction with a reinforcing fibre to form a laminate.
1.4.10 Sandwich construction—construction in which a core material is sandwiched between
two laminates.
1.4.11 Secondary bond—a mechanical bond between separate mouldings other than by
mechanical fastenings.
1.4.12 Spray moulding—the simultaneous deposition of resin and reinforcing fibres by
spraying.
1.4.13 Woven roving—bundled strands of reinforcing fibre loosely woven into a heavy
fabric.
1.4.14 Shall—indicates that a statement is mandatory.

1.4.15 Should—indicates a recommendation.
1.4.16 May—indicates the existence of an option.
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7 AS 4132.3—1993
S E C T I O N 2 M AT E R I A L S
2.1 GENERAL Reinforcement is not considered to be structurally effective where applied

in layers of less than 30 g/m 2 of basic laminate reinforcement or equivalent.
Care must be taken with all composite materials to ensure compatibility of components within
one layer and between adjacent layers. Examples of the problems that can occur are—
(a) bond problems between epoxy and polyester resins. In general, epoxy systems will bond
to fully cured and sanded polyester surfaces, but polyester bond and cure properties onto
epoxy surfaces are often poor; and
(b) the inability of epoxy resins to wet out emulsion-bound chopped-strand mat.
Powder-bound mat should be used with epoxy systems.
Where there is any doubt, material suppliers should be consulted and, if necessary, tests
carried out.
NOTE: It is recommended that reinforcements and resins which have been approved by recognized
classification societies are used.
2.2 MANUFACTURER’S RECOMMENDATIONS Notwithstanding the requirements

stated by this Standard, the recommendations of the material manufacturer in regard to the
materials and their application are to be complied with. Where the requirements stated in this
Standard are in conflict with the material manufacturer’s recommendations, the latter shall be
followed.
NOTE: Guidance on suitable materials may be sought from a marine authority or classification
society.
2.3 PROPOSED LAMINATE The properties of laminates proposed for use shall meet or
exceed the properties of the basic laminate described in Clause 2.4. This shall be verified by
analysis or testing as required by Clause 2.5.
2.4 BASIC LAMINATE MATERIALS

2.4.1 Gelcoat Any gelcoat should comply with the requirements of BS 3532.
NOTE: Gelcoat does not provide additional strength. It reduces the ability of water to permeate the
reinforcement layers and protects the structural layers from exposure to ultra-violet light. It is often
also used to aid the surface finish (see Clause 5.3 and Appendix A).
2.4.2 Resin The resin shall be an unsaturated polyester resin complying with the
requirements of BS 3532 Type B.
2.4.3 Reinforcement The reinforcement in the basic laminate shall be chopped-strand mat
or chopped rovings (see Clause 2.5 for basic laminate properties).
Chopped-strand mat shall be manufactured from ‘E’ glass complying with BS 3496.
Chopped rovings shall be manufactured from ‘E’ glass complying with BS 3749.
The fibre length shall not be less than 25 mm.
2.5 OTHER ISOTROPIC MATERIALS

2.5.1 General Resins, reinforcements and other materials used in construction shall be
compatible with each other and with the marine environment. They shall be suitable for
prolonged immersion in any oils or solvents used in the vessel’s construction or operation, e.g.
marine diesel or petrol (see Clause 3.11).
NOTE: Manufacturers’ recommendations should be sought on the selection of resins and
reinforcements.
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AS 4132.3—1993 8
2.5.2 Structural core materials Foam core materials shall be of the closed-cell type.
Polyurethane shall not be used as a structural core material, but it may be used as a
non-structural former for stiffening. Timber shall not be used as a core material for hull shell
or decks at or below weather-deck level unless it complies with not less than one of the
following:
(a) it is marine plywood complying with AS 2272;
(b) it is used in end-grain orientation;
(c) it is of strip plank construction employing epoxy resin adhesives; or
(d) the inner and outer shell laminates both exceed the requirements of this Standard by
600 g/m 2 of chopped-strand mat.
2.5.3 Adhesives The ultimate shear stress of both adhesives and their bonds with core and
skin materials shall be not less than that of the core material.
2.6 DETERMINATION OF LAMINATE PROPERTIES

2.6.1 Basic laminate and combinations of basic laminate and woven roving The
relationship between laminate thickness and glass reinforcement by weight for some glass
laminates using typical polyester resins is shown in Figure 2.1, and the flexural properties of
such laminates are shown in Figure 2.2.
The attainment of these flexural properties need not be confirmed by testing provided that
appropriate steps are taken to ensure that the required thickness and glass content are achieved.
Clause 6.2 specifies methods which may be used for checking mass of reinforcement.
NOTE: It is not feasible to produce basic properties for aramid fibres (such as Kevlar), carbon
fibre or mixed laminates due to the complexity of design calculation and the wide variation of
laminate properties according to the weaves employed.
2.6.2 Laminates using isotropic reinforcement The flexural properties of isotropic
laminates not covered by Clause 2.6.1 shall be determined by testing in accordance with
Clause 6.1.
Where test laminates are not symmetrical through their thickness, two sets of test pieces shall
be used to determine the flexural properties. One set shall have the moulded surface in tension
and the other shall have the moulded surface in compression. The lesser of these two flexural
properties shall be used for the determination of scantlings.
Where a sandwich laminate is to be used, the flexure test piece shall consist of the two skins
bonded together.
2.6.3 Laminates incorporating orthotropic reinforcement Where orthotropic laminates are
used, laminate properties shall be determined by multi-layered and directional analysis and
testing in accordance with the following and with Section 6.
Where a laminate consists of directional reinforcements at relative angles other than 0° and
90° to each other or to the panel axis, determination of properties in accordance with Clause
6.1 is not valid. The properties of such laminates shall be determined by testing equivalent
individual elements of the multi-layered laminate in accordance with Clause 6.1 and by
analysis.
2.7 ORTHOTROPIC REINFORCEMENTLAMINATES Where orthotropic laminates are

used, laminate properties shall be determined by multi-layered and directional analysis and
testing in accordance with Clause 2.6 and Section 6.
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9 AS 4132.3—1993
FIGURE 2.1 APPROXIMATE RELATIONSHIP BETWEEN LAMINATE THICKNESS AND

GLASS-FIBRE CONTENT FOR RESINS WITH RELATIVE DENSITY OF 1.1
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AS 4132.3—1993 10
NOTES:
1 The properties are for the following resin to glass ratios by mass:
(a) Chopped-strand mat 2.5:1.
(b) Woven rovings 1:1.
2 Flexural properties assume an even distribution of woven rovings through the thickness.
FIGURE 2.2 FLEXURAL PROPERTIES FOR CHOPPED-STRAND MAT

AND WOVEN ROVING GLASS-FIBRE LAMINATES
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11 AS 4132.3—1993
S E C T I O N 3 D ES I G N
3.1 PRINCIPLES
3.1.1 Loadings The predominant loading on vessels covered by this Standard are
hydrodynamic loadings from the water surrounding the hull.
This Standard uses equivalent static loadings given in AS 4132.1 to approximate this dynamic
loading situation enabling design to proceed along normal static engineering principles.
NOTE: The design principles cover vessels operated in a seamanlike manner under adverse weather
and sea conditions.
3.1.2 Equations The design equations in this Standard are based upon static design
principles, isotropic materials, and longitudinal and transverse stiffening. Notwithstanding
these equations, structures which are shown by more rigorous analysis to withstand the design
loadings by the factors of safety specified in this Standard are to be accepted as complying
with the Standard.
3.1.3 Safety factor Unless stated otherwise, the factor of safety applied in this Standard is
3.5 on ultimate stress.
3.2 SHELL SCANTLINGS

NOTE: Examples and guidance on structural details are given in Appendix B.
3.2.1 General The shell plating is designed as a grid of rectangular flat plates fixed and
supported by stiffeners. The design pressure acts as a uniformly distributed load over the
entire area of the plating considered.
The scantlings required for a vessel’s hull are specified from the perspective of strength for
satisfactory operation in normal service afloat. These scantlings may need to be increased to
ensure satisfactory operation from other aspects such as vibration. For example,
propeller-induced vibration may be reduced by either an increase in scantlings or an increase
in propeller clearances.
The bottom area shall be determined in accordance with AS 4132.1.
Rigging loads and ballasted keel on yachts and the like are not considered and additional
structure shall be designed and built into the vessel to withstand these loads with a factor of
safety applied in accordance with Clause 3.1.3.
3.2.2 Curvature correction Where curvature is significant, the curvature correction factor
( f ) used in the equations given in Clauses 3.3 and 3.4, will reduce the required laminate
thickness. Where curvature is not significant, f is equal to 1.
The curvature correction factor ( f ) is determined from the greater of—
(a) f = 0.8, or . . . 3.2.2 (1)
x
(b) f 1
a . . . 3.2.2 (2)
where
f = curvature correction factor
x = distance between hull and chord between stiffeners, in millimetres (see Figure 3.1)
a = distance between centres of stiffening elements, measured along hull as shown in
Figure 3.1, in millimetres.
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AS 4132.3—1993 12
FIGURE 3.1 CURVED HULL FORM
3.3 SINGLE SKIN CONSTRUCTION

3.3.1 Flexural strength For single skin FRP construction, the minimum thickness to achieve
adequate flexural strength shall be determined by—
. . . 3.3.1
where
t = thickness of single skin laminate, in millimetres
s = the lesser unsupported span of plating between stiffening elements, in millimetres
(see Figure 3.1)
f = curvature correction factor (see Clause 3.2.2)
y = safety factor (see Clause 3.1.3)
= 3.5
p = static design pressure, in pascals (see AS 4132.1)
β = panel aspect ratio coefficient given in Table 3.1
σf = ultimate flexural stress of the FRP skin material, in pascals (see Figure 2.2).
3.3.2 Deflection limits A deflection limit of 0.02 (1/50 of the lesser unsupported span) is
required. To achieve this for a single skin laminate, the minimum skin thickness shall be
determined from the following equation:
. . . 3.3.2
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13 AS 4132.3—1993
where
t = skin thickness, in millimetres
(see Figure 3.1)
α = panel aspect ratio coefficient (see Table 3.1)
E s = modulus of elasticity of the skin material, in pascals.
TABLE 3.1
PANEL ASPECT RATIO COEFFICIENTS
Panel aspect ratio Panel aspect ratio coefficients

(length/breadth) β α γ η
1.0 0.3078 0.0138 0.4200 0.0819

1.2 0.3834 0.0188 0.4550 0.0961
1.4 0.4356 0.0226 0.4780 0.1070
1.6 0.4680 0.0251 0.4910 0.1158

1.8 0.4872 0.0267 0.4990 0.1212
2.0 0.4974 0.0277 0.5030 0.1256
3.0 0.5000 0.0284 0.5050 0.1354
4.0 0.5000 0.0289 0.5020 0.1376
5.0 0.5000 0.0284 0.5010 0.1376
>5.0 0.5000 0.0284 0.5010 0.1376
3.3.3 Adequate skin thickness The mass of reinforcement in the laminate shall be greater
than the minimum shown in Figure 3.2.
The laminate thickness, which is based upon the impact resistance of the basic laminate may
be reduced where the laminate has been subjected to an impact test in accordance with
Appendix C, and thereby shown to have equivalent impact resistance to the specified thickness
of basic laminate.
3.4 SANDWICH CONSTRUCTION
3.4.1 General Sandwich construction should not be used at locations subject to high point
loads such as in way of docking keel, ballast keel or sharp chines on vessels docked by lifting
with slings. Similarly, on tugs and other workboats subject to rough treatment, sandwich
construction should not be used in way of stem, chine, gunwale and transom corners if not
otherwise suitably protected. Single skin construction should be used in these areas.
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AS 4132.3—1993 14
FIGURE 3.2 MINIMUM THICKNESS OF SINGLE SKIN LAMINATES
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15 AS 4132.3—1993
3.4.2 Flexural strength For sandwich fibre-reinforced plastics construction the minimum
section modulus to achieve adequate flexural strength shall be determined by—
. . . 3.4.2
where
Z = section modulus per unit width, in centimetres cubed per centimetre
= 3.5
p = static uniform pressure, in pascals
β = panel aspect ratio coefficient (see Table 3.1)
(see Figure 3.1)
σf = ultimate flexural stress of the fibre-reinforced plastics skin material, in pascals.
3.4.3 Deflection limitation A deflection limit of 0.0133 (1/75 of the lesser unsupported
span) is required. For a sandwich laminate the deflection shall be determined from the
following equation:
. . . 3.4.3
where
δ = deflection, in millimetres

p = static design pressure, in pascals
(see Figure 3.1)
E = flexural modulus of the skin material, in pascals
I = second moment of area of skins about the neutral axis of sandwich per unit width,
in millimetres to the fourth power per millimetre of width
α = panel aspect ratio coefficient (see in Table 3.1)
η = panel aspect ratio coefficient (see Table 3.1)
ρ =
c = core thickness, in millimetres

t1 = thickness of outer skin laminate, in millimetres
t2 = thickness of inner skin laminate, in millimetres
G = shear modulus of the core material, in pascals.
3.4.4 Skin thickness To allow for adequate puncture and impact resistance, the mass of
reinforcement in the outer skin of the sandwich laminate shall be greater than the minimum
thickness in Figure 3.3.
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AS 4132.3—1993 16
The laminate thickness, which is based upon the impact resistance of the basic laminate, may
be reduced where the laminate has been subjected to an impact test in accordance with
Appendix C, and thereby shown to have equivalent impact resistance to the specified thickness
of basic laminate. The minimum thickness of the inner skin of a sandwich laminate should be
not less than 80 percent of the outer skin thickness.
FIGURE 3.3 MINIMUM SKIN THICKNESS OF SANDWICH LAMINATES
3.4.5 Shear adequacy To prevent core failure due to shear, the thickness of the core and
inner and outer skins shall be not less than the values determined from the following equation:
. . . 3.4.5
where
Dcore = core thickness, in millimetres
y = safety factor
= 2.9
γ = panel aspect ratio coefficient (see Table 3.1)
p = static design pressure, in pascals
s = the lesser unsupported span of plating between stiffening elements, in
millimetres (see Figure 3.1)
τ = ultimate shear stress of the core, in pascals
t1 = thickness of outer skin, in millimetres
t2 = thickness of inner skin, in millimetres.
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17 AS 4132.3—1993
3.4.6 Skin buckling To ensure that the skins in compression do not fail due to buckling, the
critical buckling stress (σ cr) for the skins determined from the following equation shall be
greater than the ultimate flexural stress:
σcr = . . . 3.4.6
where
σcr = critical buckling stress, in pascals
E = modulus of elasticity of the skin material, in pascals
K = modulus of compression of the core, in pascals
G = shear modulus of the core, in pascals.
3.4.7 Areas of high local loading High density foam with a density not less than 200 kg/m 3
or plywood should be used as core material in way of points of high concentrated load on the
sandwich, such as through bolted connections for deck to hull, chainplates, mooring fittings
and the like.
3.5 ADDITIONAL REINFORCEMENT Knuckles at the stem, keel, skeg, transom and
bottom area chines shall have a thickness equal to the calculated laminate increased by
50 percent for a width on both sides of the keel, stem or knuckle of not less than—
(a) 10 percent of the bottom half-width of the hull at the load water line; or
(b) 150 mm,
whichever is the greater.
For a vessel of sandwich construction, the requirements of this Clause shall be applied to both
the inner and outer skins.
The additional reinforcement shall be of the same strength as the shell laminate. Additional
strengthening or suitable fendering of the shell laminate above the chines shall be provided
on vessels liable to suffer impact loads during normal operations, e.g. work boats.
3.6 TRANSOM
3.6.1 Transom not carrying engine or stern drive leg Where the transom does not carry
an engine or a stern drive leg, the thickness of the laminate shall be determined from the
equations given in Clause 3.3 and Clause 3.4, as applicable.
3.6.2 Transoms for outboard engines and stern drive units Where the transom is
unstiffened, it shall consist of a full width sandwich panel to absorb the thrust of the unit and
provide adequate thickness and strength for securing the outboard engine unit or the stern
drive unit.
The core thickness of sandwich panels with a core of marine plywood complying with
AS 2272 shall be as given in Table 3.2.
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AS 4132.3—1993 18
TABLE 3.2
TRANSOM CORE THICKNESS
Maximum engine Minimum thickness

brake power of core
kW mm
<30 20
≥30 <60 25
≥60 <100 30
≥100 <135 35
≥135 <165 45
Where a timber core other than plywood is used the compressive strength of the timber shall
be not less than 10.5 MPa and the thickness shall be determined from the following equation:
. . . 3.6.2
where
tc = timber core thickness, in millimetres
tp = plywood core thickness given in Table 3.2, in millimetres
σt = basic working stress of core timber given in AS 1720.1, in megapascals.
The thickness of the laminate on both sides of the core shall be determined from the equations
given in Clause 3.4 to which any additional thickness specified in Clause 3.5 shall be added.
Where support is given to the transom by stiffening, the thickness between the stiffeners shall
be sufficient to transmit the thrust to the stiffeners and provide adequate thickness and strength
for securing the outboard engine unit or the stern drive unit.
3.6.3 Transom boundary Additional reinforcement shall be applied at the boundary of the
transom, and the side and bottom shell. The mass of the additional reinforcement shall be not
less than that of the side shell reinforcement, and the width of the overlap shall be not less
than 25 mm per 600 g/m2 , with a minimum overlap of 100 mm.
3.7 STRUCTURAL MEMBERS AND FRAMING

3.7.1 General Equations 3.7.2 and 3.7.3 have been derived on the assumption that the frames
and stringers are designed as simply supported beams subjected to a uniformly distributed
pressure acting over a contributive width of plating.
The width of plating that is structurally effective in conjunction with a framing member is the
width of the member’s structural former plus 15 times the total thickness of plate
reinforcement. In the case of sandwich construction, the total thickness of plate reinforcement
is the equivalent single skin thickness based on the section modulus of the inner and outer
laminates.
Arrangement of stiffening elements shall ensure that the strength of individual members is
maintained in way of their intersection with other members.
The stiffening shall comply with the requirements of Clauses 3.7.4, 3.7.5 and 3.7.6.
3.7.2 Flexural strength The minimum section modulus of a stiffener and the hull plating
acting with it shall be determined from the following equation:
. . . 3.7.2
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19 AS 4132.3—1993
where
Z = section modulus of stiffener and associated plating, in cubic centimetres
= 3.5
σf = ultimate flexural stress of the fibre-reinforced plastics material from which the
stiffener is constructed, in pascals
am = mean distance between centres of stiffening elements, measured along the hull, in
millimetres (see dimension ‘a’ in Figure 3.1 in the case of equidistant stiffeners)
lf = length of the stiffener between supports, in millimetres
p = design pressure, in pascals
M = an external moment which may be applied directly to the stiffener from other
sources, e.g. mast, keel or engine, in newton metres.
3.7.3 Shear strength The adequacy of a stiffener to resist the shear forces imposed upon it
shall be determined from the following equation:
. . . 3.7.3
where
A web = web area of the stiffener (the depth of the stiffener multiplied by the stiffener
wall thickness), in square centimetres
= 3.5
τ = ultimate shear stress of the FRP material, in pascals (assumed to be 60 MPa when
value is not available)
am = mean distance between centres of stiffening elements, measured along the hull,
in millimetres (see dimension ‘a’ in Figure 3.1 in the case of equidistant
stiffeners)
lf = length of the stiffener between supports, in millimetres
Fs = shear force added to the stiffener from mast, keel, engines, and other
concentrated loads, in newtons.
3.7.4 Connection to the hull and other members The laminate connecting the elements of
a stiffening system shall have not less than 1.5 times the shear load-carrying ability of any of
the elements being connected. The leg length shall be no less than 50 mm and shall be tapered
out at not less than 20 mm per 600 g mass of glass reinforcement or 1 in 20 on thickness.
3.7.5 Engine bearers Where solid engine bearers are fitted, they shall be supported on a
foam or resin putty bed of not less than 5 mm in depth.
3.7.6 Floors Floors or transverse bulkheads shall be fitted in way of transverse web frames
in locations subject to docking and grounding loads and elsewhere as required to enable the
hull to withstand racking loads. Scantlings of floors should be determined using
Equations 3.7.2 and 3.7.3 and assuming the span to be the breadth of the bottom of the hull.
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AS 4132.3—1993 20
3.8 BULKHEADS
3.8.1 FRP bulkheads FRP bulkheads shall be seated on a foam or resin putty bed of not less
than 5 mm in depth and shall be stiffened sufficiently to handle the intended loads, e.g. where
the bulkhead acts as a pillar (see Figure 3.4). Where an FRP bulkhead is connected to a frame
or shell, the requirements of Clause 3.7.4 shall be met. The plating and stiffening of watertight
FRP bulkheads shall be determined from the equations given in Clauses 3.3, 3.4 and 3.7.
FIGURE 3.4 BULKHEAD SEATING
3.8.2 Plywood bulkheads Plywood bulkheads shall comply with Sub-section 5M of the
Uniform Shipping Laws Code.
Plywood bulkheads shall be matted with double angles. The mass of each angle for chopped
strand mat or chopped rovings shall be as given in Table 3.3. Where reinforcement other than
chopped-strand mat or chopped rovings is used, an equivalent strength shall be achieved.
TABLE 3.3
MASS OF CHOPPED STRAND MAT OR CHOPPED ROVINGS
MATTED ANGLES FOR PLYWOOD BULKHEADS
Bulkhead thickness, mm Mass of each angle, g/m 2
≤ 12 1800
> 12 ≤ 22 2400
> 22 ≤ 30 3000
> 30 3600
3.9 PILLARS Pillars and all other members carrying axial compressive loads shall be
connected to the shell and frames as required by Clause 3.7.4.
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21 AS 4132.3—1993
The compressive load in such members shall not be greater than the lower value determined
from the following equations:
(a) . . . 3.9(1)
(b) . . . 3.9(2)
where
F c = maximum compressive loading, in newtons
σf = ultimate flexural stress of the material of the member, in pascals
A m = cross-sectional area of the member, in square centimetres
= 3.5
K = modulus of compression of the laminate, in pascals (assumed to be 7 GPa unless
other value is supported by test data)
I = second moment of area of section about the weakest axis, in centimetres to the
fourth power
lp = length of pillar, millimetres.
NOTE: The above equations may be used for material other than FRP provided the appropriate
values of σf and K are used.
3.10 DECKS AND DECKHOUSES Scantlings are to be determined using the equations
given in Clauses 3.3, 3.4 and 3.7 with the design pressure values given in AS 4132.1.
3.11 TANKS Tanks shall be located in accordance with the structural fire protection
requirements applicable to the vessel.
Integral fuel tanks are permitted only if the skin thickness is increased by 1200 g/m 2 of
chopped-strand mat fabricated with fuel-resistant resin on the internal faces of the tank.
All tanks other than those required for fresh or salt water or fuel oil shall comply with the
requirements of AS 2634.
The equations given in Clauses 3.3, 3.4 and 3.7 shall be used to determine the scantlings using
the design pressure values given in AS 4132.1.
Completed tanks shall be designed and pressure tested to withstand the design pressure.
3.12 STRUCTURES CONNECTING HULLS OF CATAMARANS The environmental

loads shall be as given in AS 4132.1. For the combined flexural and torsional stresses, the
factor of safety on ultimate strength shall be 5.5.
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AS 4132.3—1993 22
S E C T I O N 4 P RO D UC T I O N F A C I L I T I ES
4.1 STORAGE OF MATERIALS Materials shall be stored in accordance with the following
conditions:
(a) Reinforcements and core materials shall be kept clean, dry and dust free at all times.
(b) Both resins and gelcoat materials shall be kept within the temperature range specified
for the moulding for at least 24 h immediately prior to use.
4.2 ENVIRONMENT FOR LAMINATING The space used for moulding shall be
maintained within a temperature range of 16°C to 32°C, and relative humidity shall be less
than 80 percent during the moulding and curing process.
Mould surface temperature at the commencement of moulding shall be uniform and within the
range specified for the moulding space.
The mould surface shall be kept free of dust, foreign matter and direct sunlight throughout the
moulding process.
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23 AS 4132.3—1993
S E C T I O N 5 C O N S TR UC T I O N
5.1 PREPARATION Mould surface should be dust free and clean prior to the application
of the release agent.
5.2 LAMINATING
5.2.1 Gelcoat To ensure proper ‘keying’ of the laminate onto the gelcoat, the gelcoat shall
be left for no longer than is recommended by its manufacturer prior to the lay-up of the
adjacent layer of reinforcement.
NOTE: Generally the interval between the application of the gelcoat and lay-up should be not
more than 12 h.
5.2.2 Hard spots Care shall be taken to avoid the creation of hard spots in the structure. The
following aspects should be examined:
(a) The avoidance of stress concentrations at corners and at dimensional transitions, e.g. by
1:2 or more taper of core thickness at sandwich to single skin transitions.
(b) The avoidance of stress concentrations at right angles to the laminate.
(c) The structural connections should be—
(i) kept to a minimum;
(ii) simply designed; and
(iii) accessible for inspection and maintenance.
5.2.3 Tapering of laminates Where laminates are required to be tapered, the changes in
thickness should be at a rate not greater than 1:20.
When tapering laminates, such as with local reinforcement at keel, transom or chines, or in
way of secondary bonds, e.g. bulkhead to shell or hull to deck connections, the lay-up
sequence shall be arranged so that free ends of reinforcement are covered (see Figure 3.4).
5.2.4 Completed moulding The completed moulding should be left to cure in the mould for
a period conforming with the resin manufacturer’s recommendations.
NOTE: Premature release of the moulding from the mould is likely to result in undesirable
distortion of the moulding.
5.3 DETAIL
NOTE: Examples and guidance on structural details are given in Appendix B.
5.3.1 Gelcoat The gelcoat shall be applied to achieve an even dry film thickness 0.4 mm to
0.6 mm.
NOTE: This corresponds to a wet film thickness of 0.6 mm to 0.7 mm.

5.3.2 Lay-up guide The edges of unidirectional reinforcements which are parallel to the
fibres may be butted against each other, and the ends of the fibres shall be overlapped by not
less than 100 mm. All other adjacent pieces of reinforcement in a layer shall be overlapped
by at least 30 mm per 600 g/m 2 of reinforcement. Butts and overlaps between reinforcement
in each layer shall be offset with respect to the previous layer by not less than 150 mm.
Reinforcements shall be wetted and rolled out as necessary at intervals of not greater than
600 g/m 2 in the gelcoat tie layer and not greater than 1200 g/m 2 elsewhere. All air inclusions
shall be removed by rolling and any excess resin removed.
A mat tie layer of not less than 225 g/m 2 of chopped-strand mat shall be used between adjacent
layers of woven rovings of 450 g/m 2 or more unless a suitable epoxy laminating resin is used
as the matrix.
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AS 4132.3—1993 24
5.3.3 Sandwich construction A core-laminate bond shall be achieved over the whole
surface.
NOTE: Failure to achieve complete core-laminating bonding will render the structure ineffective.
The sandwich may be constructed by—
(a) the wet lay-up of the laminate onto the core;
(b) laying the core into a wet layer of chopped-strand mat; or
(c) bonding the core to a cured laminate using a suitable adhesive.
NOTE: Where other than light laminates are laid on cores using the methods given in Items (a)
and (b), the properties of the core may be degraded through the generation of excessive quantities
of styrene vapour.
Where Items (b) and (c) are used with plain sheets of closed-cell foam, the main impediment
to achieving a satisfactory bond is the entrapment of air. This can be avoided by—
(i) drilling 2 mm diameter holes at 50 mm spacing in the foam sheets; or
(ii) using vacuum pressure techniques in conjunction with 2 mm diameter holes drilled at
100 mm spacing in the foam sheets.
Where contoured grid-scored foam sheets or end-grain balsa are used, air shall be excluded
by filling the gaps between the core blocks and between adjacent sheets with resin or adhesive.
Plain sheet closed-cell foam joints need to be filled completely with resin or adhesive. Plain
sheet closed-cell foam is generally unsuitable for female moulded applications unless little
curvature is involved and vacuum techniques are used to apply the foam.
Care should be exercised to ensure that the constructional details comply with the
requirements of Clauses 3.4 and 3.5 in relation to sandwich construction.
Except for woven rovings equal to or greater than 450 g/m2 , reinforcement may be laid
adjacent to the core material. Where woven rovings equal to or greater than 450 g/m 2 are used,
chopped-strand mat not less than 225 g/m 2 shall be placed between the core and the woven
roving reinforcement unless a suitable epoxy laminating resin is used as the matrix.
Stress concentrations at transitions between differing core thickness or density, or between
sandwich and solid laminate shall be reduced by use of a 1:2 taper of the edge of the core.
5.3.4 Secondary bonding Reinforcement of a joint is to be 1.5 times the strength of the
weakest member. Use of peel plies is recommended where the resin manufacturer’s resin
bonding times are exceeded. Where these plies are not used, the surfaces to be joined shall be
sanded back. Styrene wiping may be used to re-activate laminates for bonding. Acetone shall
not be used for this purpose as it degrades subsequent bond strength.
5.3.5 Internals Cores of structural members for drainage, and similar penetration holes are
to be sealed off by fitting pipes inside the holes or by other suitable methods. Both sides of
interior framework, including furniture providing structural strength to the vessel, shall be
bonded to the hull and frames as specified in Clause 3.7.4.
5.4 THICKNESS CONTROL The thicknesses of the total laminate, the skins, and the core
shall be not less than the values determined by the equations given in Section 3.
5.5 CONFIRMATION OF REINFORCEMENT Where it is necessary to confirm the glass

fibre content of the laminate used, testing shall be carried out in accordance with Clause 6.2.
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25 AS 4132.3—1993
5.6 FASTENINGS Mechanical fastenings shall be adequate to maintain the integrity of the
structure. In the case of sandwich construction, the core is to be replaced by a material of
adequate compressive strength for structural connections made with fastenings.
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AS 4132.3—1993 26
S E C T I O N 6 D ET E R M I N AT I O N O F
P R O P E R T I E S O F L A MI N AT E S
6.1 FLEXURAL PROPERTIES The flexural properties of fibre-reinforced plastics

laminates used for the construction of ships shall be determined in accordance with ISO 178.
Test pieces shall be free from gelcoat.
6.2 MASS OF REINFORCEMENT The mass of reinforcement in glass-fibre-reinforced

laminates used for the construction of ships shall be determined in accordance with ISO 1172.
Mass of reinforcement for non-glass materials shall be determined from the builder’s records.
6.3 IMPACT RESISTANCE The impact resistance of fibre-reinforced plastics laminates

and for sandwich panels used for the construction of ships shall be determined in accordance
with Appendix C.
6.4 TEST PIECES Where cutouts of adequate size for the tests specified in Clauses 6.1, 6.2
and 6.3 are not available, special test pieces shall have to be fabricated using the same lay-up
procedure specified for the vessel.
S E C T I O N 7 M AR KI N G
7.1 MARKING Each vessel shall be clearly and permanently marked in a prominent position
with the builder’s name, trade name, or trademark and the serial number, hull number, contract
number, and other identification number of the vessel.
NOTE: Manufacturers making a statement of compliance with this Australian Standard on a product,
packaging, or promotional material related to that product are advised to ensure that such compliance
is capable of being verified.
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27 AS 4132.3—1993
APPENDIX A
GUIDANCE ON THE AVOIDANCE OF OSMOSIS
(Informative)
Fibre-reinforced polyester laminates are excellent materials for boat building, but under some
circumstances, can exhibit blisters caused by osmosis. These form when water permeates the
gelcoat, which acts as a semi-permeable membrane and degrades the resin in the tie layer,
creating a pressure build-up within the laminate. The following guidelines are based on studies
of osmosis, and if followed, the incidence of blistering will be reduced.
Listed below are recommendations for guidance in the construction of FRP products for water
environments:
(a) Recommended gelcoats should be used.
(b) Avoid excessive rolling which can force fibres to the surface of the gelcoat.
(c) Emulsion-bound fibres should not be used below the water line, particularly in contact
with the gelcoat.
(d) Control of air inhibition during lay-up can improve blister resistance. Gelcoat should not
be left overnight prior to lamination.
(e) Design of the resin-rich area between the laminate and the gelcoat is important in
minimizing osmosis, e.g. surface tissue has been found to extend blister initiation time.
(f) The degree of cross-linking is an important parameter in determining the properties of a
resin. Correctly cured gelcoat and resin are essential for minimizing osmosis. Consult
resin manufacturers for correct cure properties and recommendations.
(g) Laminates should the thoroughly wetted out. Dry patches found in laminates have been
found to cause blistering.
(h) Correct workshop practices will help to prevent the onset of osmosis. Work area should
be clean, to avoid the contact of foreign particles such as sawdust, sand, grit and brush
hairs with the gelcoat, prior to laminating.
(i) Fabrication should be in correct temperature and humidity conditions.
(j) All reinforcement material should be kept dry.
(k) Manufacturers should institute program of quality control and quality assurance for the
specification of supplies.
(l) Different generic types of both laminating resin and gelcoats will produce differing
results. Manufacturers should obtain comparative test information on gelcoat and laminate
systems, from material suppliers or, alternatively, from in-house testing, to determine the
effectiveness of the fabricated product.
(m) Correct gelcoat thickness is important to ensure proper gelcoat cure and reduced water
permeability.
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AS 4132.3—1993 28
APPENDIX B
EXAMPLES AND GUIDANCE ON STRUCTURAL DETAILS
(Informative)
NOTE: The layers drawn on Figures B1, B2, B5, B6, B7, and B8 are notional only and are not
intended to indicate the actual number of layers of reinforcement to be used.
FIGURE B1 EXAMPLES OF SKIN TO DECK CONNECTIONS
(a) Keel formed by overlapping bottom reinforcements
* See Clause 3.5
(b) Keel formed by additional layers of material
FIGURE B2 TYPICAL FLAT KEEL REINFORCEMENT
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FIGURE B3 TRANSVERSE AND WEB FRAMES

FIGURE B4 LONGITUDINAL FRAMES
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AS 4132.3—1993 30
(a) Solid rectangular stiffener (b) ‘Half-round’ stiffener

with hollow former
(c) ‘Hat’ stiffener with hollow former (d) ‘Hat’ stiffener with solid core
(e) Flat plate stiffener
FIGURE B5 TYPICAL FRAMING AND STIFFENING SECTIONS
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31 AS 4132.3—1993
(a) Longitudinal stiffener in way (b) Bulkhead stiffener

of bulkheads and web frames
FIGU RE B6 ME THOD OF END ING STIFFEN ING SE CTIONS

WHER E NO EN D BR AC KE TS AR E FITTED
FIGU RE B7 TYPICA L DE SIGN OF EN GINE BE AR ER S
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FIGU RE B8 DE CK HOUS E CONN EC TION
33 AS 4132.3—1993
Face area † (cm2) 1 5 10 15 20 25 30

2
Face thickness (mm ) 8.0 10.0 12.5 15.0 17.5 20.0 22.5
* Web thickness = 0.5 × face thickness

† Face area = face breadth × face thickness
(a) Depth of stiffening member greater than 120 mm and less than 240 mm
FIGU RE B9 (in part) SEC TION MODULUS OF STIFFENING MEMBER S
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AS 4132.3—1993 34
(b) Depth of stiffening member greater than 40 mm and less than 160 mm
(c) Depth of stiffening member greater than 20 mm and less than 80 mm
FIGU RE B9 (in part) SEC TION MODULUS OF STIFFENING MEMBER S
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35 AS 4132.3—1993
FIGU RE B10 SEC TION MODU LUS OF SKIN LAMINA TE STEPS

SE RV ING AS STIFFENE RS
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AS 4132.3—1993 36
APPENDIX C
IMPACT TEST PROCEDURE
(Normative)
C1 SCOPE This Appendix sets out the method for the comparison of the impact resistance
of sandwich laminate panels.
C2 PRINCIPLE Repeated impacts of increasing energy are applied to sandwich laminate

panels until the skin ruptures. Damage after impact, the energy applied at skin failure, and
extent of skin cracking and delamination at rupture are observed for comparison of impact
resistance.
C3 APPARATUS The following apparatus is required:

(a) Impactor A mild steel projectile (see Figure C1) with a mass of 15 kg.
(b) Drop tube A smooth-bore tube manufactured from any suitable material, fixed in a
vertical plane above the panel frame (see Figure C2). The length of the drop tube shall
be not less than 3 m and the maximum clearance between the impactor and the side of the
tube shall be not more than 5 mm.
(c) Panel frame A mild steel frame for holding the test panel with an unsupported area of
500 mm by 500 mm. The test panel shall be clamped to the frame on opposite sides (see
Figure C3).
C4 PREPARATION OF TEST PANELS Sandwich laminate test panels at least 600 mm

by 600 mm shall be prepared without gelcoat or paint on the external surface.
NOTE: A more accurate assessment of skin damage can be made when the impact is made on a
smooth mould surface.
C5 TEST TEMPERATURE The test shall be carried out at a temperature within the range
18°C to 24°C and with the test panel previously conditioned at that temperature.
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37 AS 4132.3—1993
LEGEND:
D = ID of drop tube less 10 mm
FIGURE C1 IMPACTOR
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FIGURE C2 IMPACT TEST APPARATUS
39 AS 4132.3—1993
FIGURE C3 TEST PANEL CLAMPED TO FRAME
C6 PROCEDURE The procedure shall be as follows:

(a) Clamp the test panel on the panel frame.
(b) Drop the impactor onto the test panel from a height of 500 mm.
(c) Inspect the test panel for damage or rupture.
(d) If rupture has not occurred repeat Steps (a), (b) and (c) with the drop height of the
impactor being increased by increments of 500 mm until rupture occurs.
(e) Measure the length of the cracks in the skin and observe the extent of skin delamination
at rupture.
(f) Repeat Steps (a) to (e) for the other test panels selected for comparison.
C7 INTERPRETATION OF RESULTS AND REPORT

C7.1 Interpretation of results Rupture of the skin of the test panel with the highest impact
resistance will occur at a higher impactor drop height or at the same impactor drop height with
less skin damage.

Where rupture occurs at the same impactor drop height then the skin crack length is used as
a criteria for comparison, and the skin cracks of the panel with the highest impact resistance
will be shorter.
Where rupture occurs at the same impactor drop height and the crack lengths are similar, the
depth of impact and extent of delamination within the skin are used as criteria for comparison.
Figure C4 shows the performance of basic laminate panels under test.
C7.2 Report The comparative order of impact resistance of the panels tested shall be
reported.
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AS 4132.3—1993 40
NOTE: Core is closed-cell PVC foam 20 mm thick and with a density of 75-80 g/m 3.
FIGURE C4 SAMPLE IMPACT TEST RESULTS FOR SANDWICH

PANELS USING BASIC LAMINATE
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AS 4132.

Boat and ship design and

Part 3: Fibre-reinforced plastics

The following interests are represented on Committee ME/59:

Additional interests participating in preparation of Standard:

Maritime Board of Victoria

This Standard was issued in draft form for comment as DR 91044.

Boat and ship design and

Part 3: Fibre-reinforced plastics

First publi shed as AS 4132.3—1993.

PUBLISHED BY STANDARDS AUSTRALIA

© Copyri ght STANDARDS AUSTRALIA

SECTION 1 SCOPE AND GENERAL

3.5 ADDITIONAL REINFORCEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

SECTION 4 PRODUCTION FACILITIES

SECTION 6 DETERMINATION OF PROPERTIES OF LAMINATES

A GUIDANCE ON THE AVOIDANCE OF OSMOSIS . . . . . . . . . . . . . . . . . . . 27

Boat and ship design and construction

Part 3: Fibre-reinforced plastics construction

1.2 APPLICATION This Standard is intended for use by manufacturers building

1.3 REFERENCED DOCUMENTS The following documents are referred to in this

1720 SAA Timber Structures Code

1.4.2 Chopped-strand mat—chopped strands of reinforcing material bonded together in a

1.4.14 Shall—indicates that a statement is mandatory.

2.1 GENERAL Reinforcement is not considered to be structurally effective where applied

2.2 MANUFACTURER’S RECOMMENDATIONS Notwithstanding the requirements

2.4 BASIC LAMINATE MATERIALS

2.5 OTHER ISOTROPIC MATERIALS

2.6 DETERMINATION OF LAMINATE PROPERTIES

2.7 ORTHOTROPIC REINFORCEMENTLAMINATES Where orthotropic laminates are

FIGURE 2.1 APPROXIMATE RELATIONSHIP BETWEEN LAMINATE THICKNESS AND

GLASS-FIBRE CONTENT FOR RESINS WITH RELATIVE DENSITY OF 1.1

FIGURE 2.2 FLEXURAL PROPERTIES FOR CHOPPED-STRAND MAT

3.2 SHELL SCANTLINGS

FIGURE 3.1 CURVED HULL FORM

3.3 SINGLE SKIN CONSTRUCTION

Panel aspect ratio Panel aspect ratio coefficients

1.0 0.3078 0.0138 0.4200 0.0819

1.6 0.4680 0.0251 0.4910 0.1158

>5.0 0.5000 0.0284 0.5010 0.1376

FIGURE 3.2 MINIMUM THICKNESS OF SINGLE SKIN LAMINATES

f = curvature correction factor (see Clause 3.2.2)

c = core thickness, in millimetres

FIGURE 3.3 MINIMUM SKIN THICKNESS OF SANDWICH LAMINATES

Maximum engine Minimum thickness

3.7 STRUCTURAL MEMBERS AND FRAMING

FIGURE 3.4 BULKHEAD SEATING

Bulkhead thickness, mm Mass of each angle, g/m 2

3.12 STRUCTURES CONNECTING HULLS OF CATAMARANS The environmental

NOTE: This corresponds to a wet film thickness of 0.6 mm to 0.7 mm.

5.5 CONFIRMATION OF REINFORCEMENT Where it is necessary to confirm the glass

6.1 FLEXURAL PROPERTIES The flexural properties of fibre-reinforced plastics

6.2 MASS OF REINFORCEMENT The mass of reinforcement in glass-fibre-reinforced

6.3 IMPACT RESISTANCE The impact resistance of fibre-reinforced plastics laminates

FIGURE B1 EXAMPLES OF SKIN TO DECK CONNECTIONS

(a) Keel formed by overlapping bottom reinforcements

* See Clause 3.5

(b) Keel formed by additional layers of material

FIGURE B2 TYPICAL FLAT KEEL REINFORCEMENT