ISO/R 338:1963

Lifeboats for less than one hundred people

ISO/R 338:1963

Name:ISO/R 338:1963   Standard name:Lifeboats for less than one hundred people
Standard number:ISO/R 338:1963   language:English language
Release Date:30-Sep-1963   technical committee:ISO/TC 8/SC 1 - Maritime safety
Drafting committee:ISO/TC 8/SC 1 - Maritime safety   ICS number:47.080 - Small craft
UDC 629.12 Ref. NO.: EO/ R 338 - 1963 (E)
IS
FOR
I NTER N AT1 ON AL ORGAN IZATl ON STA N DA R D IZATl O N
1 S O R E C O M M E N D AT 1 O N
R 338
LlFEBOATS FOR LESS THAN ONE HUNDRED PEOPLE
îst EDITION
October 1963
COPYRIGHT RESERVED
The copyrLght of IS0 Recommendations and IS0 Standards
belongs to IS0 Member Bodies. Reproduction of these
documents, in any country, may be authorized therefore only
by the national standards organization of that country, being
a member of EO.
For each individual country the only valid standard is the national standard of that country.
Printed in Switzerland
Also issued in French and Russian. Copies to be obtained through the national standards organizations.

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BRIEF HISTORY
The IS0 Recommendation R 338, Lifeboats for Less Than One Hundred People, was
drawn up by Technical Committee ISO/TC 8, Shipbuilding Details, the Secretariat of
which is held by the Stichting Nederlands Normalisatie-Instituut (NNI).
Work on this question by the Technical Committee began in 1949, taking into account
the studies which had been made by the former International Federation of the National
Standardizing Associations (ISA), and led, in 1959, to the adoption of a Draft IS0 Recom-
mendation.
In November 1959, this Draft IS0 Recommendation (No. 323) was circulated to aii
the IS0 Member Bodies for enquiry. The Draft was approved by the following Member
Bodies, subject to having various objections taken into consideration, one of which stressed
the necessity of having the text in agreement with the latest edition of the International
Convention for the Safety of Life at Sea (1960):
Australia Finland New Zealand
Belgium Germany Poland
Burma Greece Romania
Chile Italy Spain
Czechoslovakia Japan Turkey
Denmark U.S.S.R.
Netherlands
One Member Body opposed the approval of the Draft: U.S.A.
The Draft IS0 Recommendation was then submitted by correspondence to the IS0
Council, which decided, in October 1963, to accept it as an IS0 RECOMMENDATION.
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CONTENTS
Pages
1 . General . 5
1.1 General conditions . 5
Definitions . 5
1.2
Design calculations for lifeboats . 6
2 .
Cubic capacity . 6
2.1
2.2 Sheer . 7
Buoyancy . 7
2.3
Freeboard when loaded . 8
2.4
Stability . 8
2.5
Number of persons permitted on board . 9
2.6
Construction and equipment . 10
.
3
Rules of construction . 10
3.1
Seats . 10
3.2
Suspension and release devices . 10
3.3
Protection against corrosion . 10
3.4
Mechanically propelled lifeboats . 10
3.5
Motor lifeboats . 11
3.6
Equipment . 11
3.1
Inscriptions . 11
3.8
4 . Prototype tests . 12
4.1 Strength test . 12
4.2 Test afloat with full load . 12
................ 12
4.3 Stability test with and without partial swamping
4.4 Test for the efficient operation of the mechanical propulsion devices or of the motor .
Propulsion test of the lifeboat . 12
5 . Characteristics of lifeboats . 14
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ISO/ R 338 - 1963 (E)
IS0 Recommendation R 338 October 1963
SHIPBUILDING DETAILS
LIFEBOATS FOR LESS THAN ONE HUNDRED PEOPLE
1. GENERAL
1.1 General conditions
Lifeboats on all passenger ships and on cargo ships of 500 tons gross tonnage and over
should have rigid sides and internal buoyancy only.
Lifeboats having folding wash strakes or extemal buoyancy are not permitted by the Tnter-
national Convention for the Safety of Life at Sea (1960).
Lifeboats should be properly constructed and of sufficient strength to allow them to be
launched safely with their full complement of persons and equipment.
1.2 Definitions
1.2.1 Lengths
1.2.1.1 REGULATION LENGTH L, measured from the intersection of the outside of planking
or plating with the stem to the corresponding point at the stern post or, in the case
of a square-stemed boat, to the afterside of the transom.
1.2.1.2 OVERALL LENGTH LI, measured from the forward edge of the stem post to the after
edge of the stern post. The dimensions for this length are the maximum dimensions.
1.2.1.3 INTERNAL LENGTH L,, measured from the inside of the planking or plating at the
stem to the corresponding point at the stern post. In the case of a lifeboat with a
square stern, the length is measured to the inside of the transom.
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IS0 / R 338 - 1963 (E)
1.2.2 Breadths
1.2.2.1 OUTER BREADTH B, measured from the outside of the planking at the point where
the breadth of the lifeboat is greatest.
1.2.2.2 INTERNAL BREADTH B,, measured from the inside of the planking at the point where
the breadth of the lifeboat is greatest.
1.2.3 Depth D, measured amidships inside the planking, from the keel to the limit of the
watertight portion of the planking, i.e. to the top or the bottom of the gunwale strake,
according as to whether the gunwale strake is watertight or not.*
I O(
1.2.4 Symmetrical or pointed stern type (type S) -This designation is given to a double-
ended lifeboat (with a pointed stern).
1.2.5 Square stern type (type O) - This name designates a lifeboat having a transom stern.
2. DESIGN CALCULATIONS FOR LIFEBOATS
2.1 Cubic capacity
2.1.1 The ratio between the cubic capacity and the product L x B x D should be not less than
0.64, except for wooden lifeboats made of planks, for which this ratio may be replaced
by 0.60.
The cubic capacity should be determined by Stirling’s (Simpson’s) Rule or by any
other method giving the same degree of accuracy.
* The inside face of the garboard strake that meets the upper sawcut of the keel rabbet, is accepted as datum line.
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I
iSO/ R 338 - 1963 (E)
The capacity of a square sterned lifeboat (type O) should be calculated as if the lifeboat
had a pointed stern (type S).
For the application of the Stirling’s (Simpson’s) Rule, the length L, and breadth B,
(inside the planking) should be used.
2.1.2 If the depth D of the lifeboat amidships exceeds 45 per cent of the breadth,
(a) the depth employed in calculating the area of the amidships cross section should
be deemed to be equal to 45 per cent of the breadth
(b) the depths employed in calculating the areas of the quarter length sections (from
the bow or stern) are obtained by increasing the depth employed under (a) by an
amount equal to 1 per cent of the length of the lifeboat, provided that in no case
should the depths employed in the calculation exceed the actual depths at these
points.
2.1.3 If the depth D of the lifeboat is greater than 1.22 m (or 4 ft), the number of persons
admitted on board by the application of this Rule should be reduced in proportion
to the ratio of 1.22 m (or 4 ft) to the actual depth, until the lifeboat has been satis-
factorily tested afloat with that number of persons on board, all wearing life-jackets.
2.1.4 For lifeboats of different draughts (fore and aft), the des of the competent national
organization should be taken into account.
2.1.5 The cubic capacity of a motor lifeboat or a lifeboat fitted with other propelling gear
should be obtained from the gross capacity by deducting a volume equal to that occupied
by the motor and its accessories or the gear box of the other propelling gear and, when
carried, the radiotelegraph installation and searchlight with their accessories.
2.2 Sheer
All lifeboats should have a mean sheer equal to at least 4 per cent of their length. At the
quarter distance from bow and stem the sheer should be at least one per cent. It should be
approximately parabolic in form.
2.3 Buoyancy
2.3.1 Pulling-boats and mechanically propelled boats
2.3.1.1 All lifeboats should have sufficient inherent buoyancy, or should be fitted with
watertight air cases or other equivalent non-corrodible buoyant material which
should not be adversely affected by oil or oil products, sufficient to float the boat
and its equipment when the boat is flooded and open to the sea.
2.3.1.2
An additional volume of watertight air cases or other equivalent non-corrodible
buoyant material, which should not be adversely affected by oil or oil products,
equal to at least 10 per cent of the cubic capacity of the boat should also be provided.
The watertight air cases may be filled with a non-corrodible buoyant material which
should not be adversely affected by oil or oil products.
2.3.1.3 Generally speaking, the mass of metal materials in a lifeboat should be subject to
compensation (e.g. devices for mechanical propulsion, metal hull, accessories other
than those normally found in wooden boats). For this purpose, in order to comply
with clause 2.3.1.1, the internal buoyancy required by clause 2.3.1.2 should be
increased by an additional volume.
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lSO/ R 338 - 1963 (E)
As an indication, the value of this additional volume is equal to the weight multiplied
by a factor given by the following table:
Metric units United Kingdom
Material units
dm3/kg ft3/CWt
Iron and steel
Aluminium and its
alloys 0.76 1.37
Glass-reinforced
plastics *
0.50 0.90
If the volume of the air cases or buoyant material provided complying with the
clause 2.3.1.2 exceeds the volume resulting from the actual number of persons
permitted on board, the excess volume may be used as compensation for the metal
parts of the hull, the devices for mechanical propulsion etc., with the agreement of
the competent national organization.
. 2.3.2 Motor-boats
On motor lifeboats the volume of the air cases or internal buoyancy compartments
should be at least equal to that which would be present if the lifeboat did not have a
motor. It should also be increased, if necessary, and to the extent needed to com-
pensate for the difference between
(a) the weight of the motor, its accessories and, where applicable, the searchlight,
radio-communication installation and their accessories
and
(b) the weight of the additional people which the lifeboat could take if the motor,
its accessories and, where applicable, the searchlight and the radio-communica-
tion installation were removed.
This compensation is effected by increasing the volume of the internal buoyancy by
1 dm3 per kilogramme (or 1.8 ft3 per cwt) of the metallic material in the propelling gear
(including shaft lines and propeller and, where applicable, the searchlight and radio-
communication installation) and by subtracting from the volume of the internal
buoyancy 28.3 dm3 (or 1 ft3) per extra person which the lifeboat could take if the pro-
pelling apparatus and its related installations (including the searchlight and radio-
communication installation) were removed.
2.4 Freeboard when loaded
The minimum freeboard when loaded should be not less than 6 per cent of the regulation
length of the boat and not less than 0.44 D (where D is the depth).
2.5 Stability
All lifeboats should be properly constructed and should be of such form and proportions
that they have ample stability in a sea-way, and sufficient freeboard when loaded with
their full complement of persons and equipment.
The minimum modulus of stability of the upright boat, fully loaded, without shipped water,
is deduced from the formula: **
GM 0.05 B2 - 0.05 B + 0.20 (in metres)
B2 B
(in feet)
or GM = - - - + 0.65
65 20
B being the outer breadth as defined in 1. 2. 2. 1.
*
The figures 0.50 and 0.90 are applicable in the case of plastics the mass density of which is less than 1.6 kg/dm”.
** This formula will in general give GM-values exceeding those derived from the stability formula included in Rccom-
mendation No. 18 of Annex D to the International Convention for the Safety of Life at Sea (1960).
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IÇO/ R 335 - 1963 (E)
All lifeboats should be capable of maintaining positive stability when open to the sea and
loaded with their full complement of persons and equipment.
The stability after swamping (e.g., 10 per cent of the cubic capacity) should be taken into
consideration and for this purpose, the lines of the boat and the arrangement of the air
cases or internal buoyancy compartments should be taken into account.
As a general ru
...

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