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ASTM F2192-02

(Test Method)

Standard Test Method for Determining and Reporting the Berthing Energy and Reaction of Marine Fenders

Standard Test Method for Determining and Reporting the Berthing Energy and Reaction of Marine Fenders

SCOPE
1.1 This test method establishes the recommended procedures for quantitative testing, reporting, and verifying the energy absorption and reaction force of marine fenders. Marine fenders are available in a variety of basic types with several variations of each type and multiple sizes and stiffnesses for each variation. Depending on the particular design, marine fenders may also include integral components of steel, composites, plastics, or other materials. All variations shall be performance tested and reported according to this test method.
1.2 There are three performance variables: berthing energy, reaction, and deflection. There are two methods used to develop Rated Performance Data (RPD) and published performance curves for the three performance variables.
1.3 The primary focus is on fenders used in berthside and ship-to-ship applications for marine vessels. This testing protocol does not address small fendering "bumpers" used in pleasure boat marinas, mounted to hulls of work boats, or used in similar applications; it does not include durability testing. Its primary purpose is to ensure that engineering data reported in manufacturers' catalogues are based upon common testing methods.
1.4 The values stated in SI units are to be regarded as the standard.
1.5 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

General Information

Status
Historical
Publication Date
09-Jul-2002
ICS
47.020.01 - General standards related to shipbuilding and marine structures
Technical Committee
F25 - Ships and Marine Technology
Drafting Committee
F25.07 - General Requirements
Current Stage
Ref Project

Relations

Replaced By
ASTM F2192-05 - Standard Test Method for Determining and Reporting the Berthing Energy and Reaction of Marine Fenders
Effective Date
01-May-2005

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ASTM F2192-02 - Standard Test Method for Determining and Reporting the Berthing Energy and Reaction of Marine Fenders
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NOTICE: This standard has either been superseded and replaced by a new version or withdrawn.
Contact ASTM International (www.astm.org) for the latest information
An American National Standard
Designation:F2192–02
Standard Test Method for
Determining and Reporting the Berthing Energy and
Reaction of Marine Fenders
This standard is issued under the fixed designation F2192; the number immediately following the designation indicates the year of
original adoption or, in the case of revision, the year of last revision.Anumber in parentheses indicates the year of last reapproval.A
superscript epsilon (e) indicates an editorial change since the last revision or reapproval.
INTRODUCTION
Amarine fender is an energy-absorbing device that is typically secured against the face of a marine
facility or a ship’s hull for the purpose of attenuating the forces inherent in arresting the motion of
berthing vessels safely. Most modern fenders fall into three general classifications based on the
material used to absorb energy: (1) solid rubber fenders in which the material absorbs the energy, (2)
pneumatic(air-filled)fendersinwhichairabsorbstheenergy,and(3)foam-filledfendersinwhichthe
foam core absorbs the energy.
1. Scope 2. Referenced Documents
1.1 This test method establishes the recommended proce- 2.1 ASTM Standards:
dures for quantitative testing, reporting, and verifying the E691 Practice for Conducting an Interlaboratory Study to
energyabsorptionandreactionforceofmarinefenders.Marine Determine the Precision of a Test Method
fenders are available in a variety of basic types with several
3. Significance and Use
variations of each type and multiple sizes and stiffnesses for
each variation. Depending on the particular design, marine 3.1 General:
3.1.1 All testing shall define fender performance under
fenders may also include integral components of steel, com-
posites, plastics, or other materials. All variations shall be velocities that decrease linearly or that are proportional to the
square root of percent of remaining rated energy.
performance tested and reported according to this test method.
1.2 There are three performance variables: berthing energy, 3.1.2 Rated performance data (RPD) and manufacturers’
publishedperformancecurvesortables,orboth,shallbebased
reaction, and deflection. There are two methods used to
develop Rated Performance Data (RPD) and published perfor- on: (1) initial deflection (berthing) velocity of 0.15 m/s and
decreasing to no more than 0.005 m/s at test end, (2) testing of
mance curves for the three performance variables.
1.3 The primary focus is on fenders used in berthside and fully broken-in fenders (break-in testing is not required for
pneumatic fenders), (3) testing of fenders stabilized at 23 6
ship-to-ship applications for marine vessels. This testing pro-
tocol does not address small fendering “bumpers” used in 5°C (excluding pneumatic fenders; see 6.3), (4) testing of
fenders at 0° angle of approach, and (5) deflection (berthing)
pleasure boat marinas, mounted to hulls of work boats, or used
insimilarapplications;itdoesnotincludedurabilitytesting.Its frequencyofnotlessthan1h(useaminimum5-mindeflection
frequency for pneumatic fenders.).
primary purpose is to ensure that engineering data reported in
manufacturers’ catalogues are based upon common testing 3.1.3 Catalogues shall also include nominal performance
tolerances as well as data and methodology to adjust perfor-
methods.
mance curves or tables or both for application parameters
1.4 The values stated in SI units are to be regarded as the
standard. different from RPD conditions. Adjustment factors shall be
providedforthefollowingvariables:(1)otherinitialvelocities:
1.5 This standard does not purport to address all of the
safety concerns, if any, associated with its use. It is the 0.05, 0.10, 0.20, 0.25, and 0.30 m/s; (2) other temperatures:
+50, +40, +30, +10, 0, −10, −20, −30; and (3) other contact
responsibility of the user of this standard to establish appro-
priate safety and health practices and determine the applica- angles: 3, 5, 8, 10, 15°. In addition, RPD shall contain a
cautionary statement that published data do not necessarily
bility of regulatory limitations prior to use.
apply to constant-load and cyclic-loading conditions. In such
cases, designers are to contact fender manufacturers for design
assistance.
This test method is under the jurisdiction of ASTM Committee F25 on Ships
and Marine Technology and is the direct responsibility of Subcommittee F25.07 on
General Requirements.
Current edition approved July 10, 2002. Published September 2002. Annual Book of ASTM Standards, Vol 14.02.
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959, United States.
F2192–02
3.1.4 Adjustment factors for velocity and temperature shall 5. Procedure
be provided for every catalogue compound or other energy
5.1 The performance test shall deflect specimens according
absorbing material offered by each manufacturer.
toeitherofthetwomethodslistedbelow.Clearandunambigu-
3.2 Fender Testing—Performance testing to establish RPD ouscalculationsmustbeprovidedforanyadjustmentsmadeto
must use either one of two methods: the test results.
5.2 Method A:
3.2.1 MethodA—Deflectionoffull-sizefendersatvelocities
inversely proportional to either (1) the percent of either (a)
NOTE 1—Steps 5.2.1 and 5.2.2 do not apply to pneumatic fenders. Step
rated deflection or (b) remaining rated energy or (2) the square 5.2.3 may be omitted for pneumatic fenders, provided internal pressure is
adjusted to the manufacturer’s specified value for the ambient test
root of the percent of rated energy absorbed. Test parameters
temperature.
shall be as defined for published RPD. RPD tests shall start at
0.15 m/s. Tests to establish adjustment factors for initial
5.2.1 Break in the specimen by deflecting it three or more
berthing velocities other than 0.15 m/s shall start at those other
times to its rated deflection, or more, as recommended by the
initial velocities.
manufacturer.
3.2.2 Method B—Deflection of full size fenders at constant 5.2.2 Remove load from specimen and allow it to “recover”
for1hor more, as recommended by manufacturer.
velocity with performance adjusted by velocity factors devel-
5.2.3 Before conducting performance test, stabilize fender
oped from model tests. Velocity factors shall be the ratio of
temperature in accordance with 6.1. Temperature-stabilizing
performance test results of models under the following condi-
time can include time for 5.2.1 and 5.2.2.
tions: (1) a constant strain rate similar to the strain rate of the
5.2.4 Deflect specimen once at a continuously decreasing
full-size fender at its test speed, and (2) decreasing speed
deflection velocity as defined in one of the equations below:
deflection with initial strain rate similar to that of the full-size
fender under RPD deflection conditions.
V 5 V ~D 2 d!/Dor0.005m/swhicheverisgreater (1)
3.2.3 The RPD for pneumatic fenders shall be determined
or
using either Method A or Method B with miniature-size
V 5 V E 2 e!/Eor0.005m/swhicheverisgreater (2)
=~
fenders; in which case, the compression performance of air
shall be directly extrapolated from the test data of reduced
where:
scale models.
V = instantaneous deflection velocity of fender,
V = initial deflection velocity, where V =0.05, 0.10,
0 0
4. Apparatus 0.15, 0.20, 0.25, or 0.30 m/s,
D = rated deflection,
4.1 The test apparatus shall be equipped with load cell(s)
d = instantaneous deflection,
andlineartransducer(s)capableofprovidingcontinuousmoni-
E = rated energy absorption of fender, and
toring of fender performance. The test apparatus shall be
e = instantaneous running total of energy absorbed.
capable of recording and storing load-cell and transducer data
Initial velocity shall be appropriate for particular testing
at intervals of <0.01 H, where H is a fender’s nominal height,
purpose.
and storing manually entered inputs. Output information shall
5.2.5 Stop test when deflection reaches rated deflection, or
include, as a minimum:
more, as recommended by the manufacturer.
4.1.1 Serial number and description of test item, 5.2.6 Adjust performance to rating temperature (23 6 5°C),
if required, or to desired application temperature by multiply-
4.1.2 Date, time at start, and time at end of test,
ingbothenergyandreactionresultsbytemperaturefactor(TF)
4.1.3 Location of test facility and test apparatus ID,
(see 6.3).
4.1.4 Stabilization temperature of test specimen,
5.3 Method B:
4.1.5 Test ambient temperature, and
NOTE 2—Steps 5.3.1 and 5.3.2 do not apply to pneumatic fenders. Step
4.1.6 Graphic plot(s) of: (1) deflection velocity versus
5.3.3 may be omitted for pneumatic fenders, provided internal pressure is
deflection (optional) (If not plotted, deflection velocity and its
adjusted to the manufacturer’s specified value for the ambient test
characteristics shall be separately noted.), (2) reaction versus temperature.
deflection, and (3) energy versus deflection.
5.3.1 Breakinspecimenbydeflectingthreeormoretimesto
4.2 For fender tests, all equipment used to measure and
its rated deflection, or more, as recommended by the manufac-
record force and deflection shall be calibrated and certified
turer.
accuratetowithin 61%,inaccordancewithISOorequivalent
5.3.2 Remove load from specimen and allow it to “recover”
JIS or ASTM requirements. Calibration shall be performed
for1hor more, as recommended by manufacturer.
within one year of the use of the equipment, or less, if the
5.3.3 Before conducting performance test, stabilize fender
normalcalibrationintervalisshorterthanoneyear.Calibration
temperature in accordance with 6.1. Temperature-stabilizing
of test apparatus shall be performed by a qualified third-party
time can include time for 5.3.1 and 5.3.2.
organization, using instrumentation that is traceable to a
5.3.4 Deflect specimen once at a constant deflection veloc-
certified, national standard.
ity.
4.3 The test apparatus shall deflect specimens according to
5.3.5 Stop test when deflection reaches rated deflection, or
Section 5. more, as recommended by the manufacturer.
F2192–02
5.3.6 Adjust performance to rated temperature (23 6 5°C),
E = energy at alternative initial velocity,
a
if required, or to desired application temperature by mul
...

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Standard Test Method for Determining and Reporting the Berthing Energy and Reaction of Marine Fenders

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3.1 General:  
3.1.1 All testing shall define fender performance under velocities that decrease linearly or that are proportional to the square root of percent of remaining rated energy.  
3.1.2 Rated performance data (RPD) and manufacturers' published performance curves or tables, or both, shall be based on: (1) initial deflection (berthing) velocity of 0.15 m/s and decreasing to no more than 0.005 m/s at test end, (2) testing of fully broken-in fenders (break-in testing is not required for pneumatic fenders), (3) testing of fenders stabilized at 23 ± 5°C (excluding pneumatic fenders; see 6.3), (4) testing of fenders at 0° angle of approach, and (5) deflection (berthing) frequency of not less than 1 h (use a minimum 5-min deflection frequency for pneumatic fenders.).  
3.1.3 Catalogues shall also include nominal performance tolerances as well as data and methodology to adjust performance curves or tables or both for application parameters different from RPD conditions. Adjustment factors shall be provided for the following variables: (1) other initial velocities: 0.05, 0.10, 0.20, 0.25, and 0.30 m/s; (2) other temperatures: +50, +40, +30, +10, 0, −10, −20, −30; and (3) other contact angles: 3, 5, 8, 10, 15°. In addition, RPD shall contain a cautionary statement that published data do not necessarily apply to constant-load and cyclic-loading conditions. In such cases, designers are to contact fender manufacturers for design assistance.  
3.1.4 Adjustment factors for velocity and temperature shall be provided for every catalogue compound or other energy absorbing material offered by each manufacturer.  
3.2 Fender Testing—Performance testing to establish RPD must use either one of two methods:  
3.2.1 Method A—Deflection of full-size fenders at velocities inversely proportional to the percent of rated deflection or directly proportional to the square root of percent of remaining rated energy. Test parameters shall be as defined for published RPD. RPD tests sha...
SCOPE
1.1 This test method covers the recommended procedures for quantitative testing, reporting, and verifying the energy absorption and reaction force of marine fenders. Marine fenders are available in a variety of basic types with several variations of each type and multiple sizes and stiffnesses for each variation. Depending on the particular design, marine fenders may also include integral components of steel, composites, plastics, or other materials. All variations shall be performance tested and reported according to this test method.  
1.2 There are three performance variables: berthing energy, reaction, and deflection. There are two methods used to develop rated performance data (RPD) and published performance curves for the three performance variables.  
1.3 The primary focus is on fenders used in berthside and ship-to-ship applications for marine vessels. This testing protocol does not address small fendering “bumpers” used in pleasure boat marinas, mounted to hulls of work boats, or used in similar applications; it does not include durability testing. Its primary purpose is to ensure that engineering data reported in manufacturers' catalogues are based upon common testing methods.  
1.4 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.5 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.6 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (T...

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ASTM
ASTM F1878-21(Guide)
Standard Guide for Escort Vessel Evaluation and Selection

SIGNIFICANCE AND USE
4.1 This guide presents some methodologies to predict the forces required to bring a disabled ship under control within the available limits of the waterway, taking into account local influences of wind and sea conditions. Presented are methodologies to determine the control forces that an escort vessel can reasonably be expected to impose on a disabled ship, taking into account the design of the ship, transit speed, winds, currents, and sea conditions. In some instances, this guide presents formulae that can be used directly; in other instances, in which the interaction of various factors is more complicated, it presents analytic processes that can be used in developing computer simulations.  
4.2 Unlike the more traditional work of berthing assistance in sheltered harbors or pulling a “dead ship” on the end of a long towline, the escorting mission assumes that the disabled ship will be at transit speed at the time of failure, and that it could be in exposed waters subject to wind, current, and sea conditions.  
4.3 The navigational constraints of the channel or waterway might restrict the available maneuvering area within which the disabled ship must be brought under control before it runs aground or collides with fixed objects in the waterway (see allision).  
4.4 The escort mission requires escort vessel(s) that are capable of responding in timely fashion and that can safely apply substantial control forces to the disabled ship. This entails evaluation of the escort vessel's horsepower, steering and retarding forces at various speeds, maneuverability, stability, and outfitting (towing gear, fendering, and so forth). This guide can be used in developing escort plans for selecting suitable escort vessel(s) for specific ships in specific waterways.  
4.5 The methodologies and processes outlined in this guide are for performance-based analyses of escort scenarios. This means that the acceptability of a vessel (or combination of vessels) for escorting is based up...
SCOPE
1.1 This guide covers the evaluation and selection of escort vessels that are to be used to escort ships transiting confined waters. The purpose of the escort vessel is to limit the uncontrolled movement of a ship disabled by loss of propulsion or steering to within the navigational constraints of the waterway. The various factors addressed in this guide also can be integrated into a plan for escorting a given ship in a given waterway. The selection of equipment also is addressed in this guide.  
1.2 This guide can be used in performance-based analyses to evaluate:  
1.2.1 The control requirement of a disabled ship,  
1.2.2 The performance capabilities of escort vessels,  
1.2.3 The navigational limits and fixed obstacles of a waterway,  
1.2.4 The ambient conditions (wind and sea) that will impact the escort response, and  
1.2.5 The maneuvering characteristics of combined disabled ship/escort vessel(s).  
1.3 This guide outlines how these various factors can be integrated to form an escort plan for a specific ship or a specific waterway. It also outlines training programs and the selection of equipment for escort-related activities.  
1.4 A flowchart of the overall process for developing and implementing an escort plan is shown in Fig. 1. The process begins with the collection of appropriate data, which are analyzed with respect to the performance criteria and in consultation with individuals having local specialized knowledge (such as pilots, waterway authorities, interest groups, or public/private organizations, and so forth). This yields escort vessel performance requirements for various transit speeds and conditions; these are embodied in the ship's escort plan. When the time comes to prepare for the actual transit, the plan is consulted in conjunction with forecast conditions and desired transit speed to select and dispatch the appropriate escort vessel (or combination of vessels). A pre-escort conference ...

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ASTM
ASTM F1321-21(Guide)
Standard Guide for Conducting a Stability Test (Lightweight Survey and Inclining Experiment) to Determine the Light Ship Displacement and Centers of Gravity of a Vessel

SIGNIFICANCE AND USE
4.1 From the light ship characteristics one is able to calculate the stability characteristics of the vessel for all conditions of loading and thereby determine whether the vessel satisfies the applicable stability criteria. Accurate results from a stability test may in some cases determine the future survival of the vessel and its crew, so the accuracy with which the test is conducted cannot be overemphasized. The condition of the vessel and the environment during the test is rarely ideal and consequently, the stability test is infrequently conducted exactly as planned. If the vessel is not 100 % complete and the weather is not perfect, there ends up being water or shipyard trash in a tank that was supposed to be clean and dry and so forth, then the person in charge must make immediate decisions as to the acceptability of variances from the plan. A complete understanding of the principles behind the stability test and a knowledge of the factors that affect the results is necessary.
SCOPE
1.1 This guide covers the determination of a vessel’s light ship characteristics. In this standard, a vessel is a traditional hull-formed vessel. The stability test can be considered to be two separate tasks; the lightweight survey and the inclining experiment. The stability test is required for most vessels upon their completion and after major conversions. It is normally conducted inshore in calm weather conditions and usually requires the vessel be taken out of service to prepare for and conduct the stability test. The three light ship characteristics determined from the stability test for conventional (symmetrical) ships are displacement (“displ”), longitudinal center of gravity (“LCG”), and the vertical center of gravity (“KG”). The transverse center of gravity (“TCG”) may also be determined for mobile offshore drilling units (MODUs) and other vessels which are asymmetrical about the centerline or whose internal arrangement or outfitting is such that an inherent list may develop from off-center weight. Because of their nature, other special considerations not specifically addressed in this guide may be necessary for some MODUs. This standard is not applicable to vessels such as a tension-leg platforms, semi-submersibles, rigid hull inflatable boats, and so on.  
1.2 The limitations of 1 % trim or 4 % heel and so on apply if one is using the traditional pre-defined hydrostatic characteristics. This is due to the drastic change of waterplane area. If one is calculating hydrostatic characteristics at each move, such as utilizing a computer program, then the limitations are not applicable.  
1.3 The values stated in inch-pound units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3.1 Exceptions—Other units may be used for the stability test, but the test results should be reported in the same units and coordinate system as the vessel’s draft marks and Trim and Stability Book or similar stability information provided.  
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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ASTM
ASTM F906-85(2020)(Specification)
Standard Specification for Letters and Numerals for Ships

ABSTRACT
This specification covers the shape, size, spacing, and shading requirements of letters and numerals used in shipboard markings. Covered by this specification are five types of characters: plain letters and numerals (Type 1), block letters and numerals having the same width (Type 2), Type 2 characters with shading (Type 3), block letters and numerals of different widths (Type 4), and Type 4 characters with shading (Type 5). The characters shall be designed using the grid method, which will allow one to change the character size proportionately as required. Not covered in this specification are the location and size of various shipboard markings using letters and numerals.
SCOPE
1.1 This specification specifies shape, size, spacing, and shading of letters and numerals to be used aboard ship.  
1.2 Characters are of Five Types:  
1.2.1 Type 1—Plain letters and numerals (16 units).  
1.2.2 Type 2—Block letters and numerals (12 units).  
1.2.3 Type 3—Type 2 characters with shading (shading—1 unit).  
1.2.4 Type 4—Block letters (10 units) and numerals (12 units).  
1.2.5 Type 5—Type 4 characters with shading (shading—1 unit).  
1.3 This specification does not give location or size of various shipboard markings incorporating letters and numerals.  
1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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ASTM
ASTM F1808-03(2019)(Guide)
Standard Guide for Weight Control Technical Requirements for Surface Ships

SIGNIFICANCE AND USE
5.1 It is important to know the amount of weight and its location before the ship is built to be sure that when it is built it will have positive stability. Only through detailed weight estimating in the design stage and during construction can one be ensured that positive stability will be achieved and retained.
SCOPE
1.1 This guide provides recommended weight control technical requirements for surface ships and discusses different types of weight estimates, reports, and weight control procedures. It contains a weight classification that will assist in achieving uniformity by standardizing the weight-reporting system.  
1.2 This guide is applicable to ships designed and constructed in inch-pound units of measurement and to ships designed and constructed in SI units of measurement. Whenever inch-pound units are shown or referred to in the text, or in example formats included in this guide, it is to be understood that corresponding SI units may be substituted if applicable to a ship designed and constructed in SI units, provided that whichever system is used, it is consistently used in all weight control reporting documentation for the ship.  
1.3 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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