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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

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.

General Information

Status
Published
Publication Date
30-Apr-2021
ICS
47.020.01 - General standards related to shipbuilding and marine structures
Technical Committee
F25 - Ships and Marine Technology
Drafting Committee
F25.01 - Structures
Current Stage
Ref Project

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ASTM F1321-21 - Standard Guide for Conducting a Stability Test (Lightweight Survey and Inclining Experiment) to Determine the Light Ship Displacement and Centers of Gravity of a VesselASTM F1321-21 - 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
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ASTM F1321-21 - 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
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REDLINE ASTM F1321-21 - Standard Guide for Conducting a Stability Test (Lightweight Survey and Inclining Experiment) to Determine the Light Ship Displacement and Centers of Gravity of a VesselREDLINE ASTM F1321-21 - 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
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Standards Content (Sample)

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.
Designation: F1321 − 21 An American National Standard
Standard Guide for
Conducting a Stability Test (Lightweight Survey and
Inclining Experiment) to Determine the Light Ship
1
Displacement and Centers of Gravity of a Vessel
This standard is issued under the fixed designation F1321; 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 (´) indicates an editorial change since the last revision or reapproval.
This standard has been approved for use by agencies of the U.S. Department of Defense.
INTRODUCTION
This guide provides the marine industry with a basic understanding of the various aspects of a
stability test. It contains procedures for conducting a stability test to ensure that valid results are
obtained with maximum precision at a minimal cost to owners, shipyards, and the government. This
guide is not intended to instruct a person in the actual calculation of the light ship displacement and
centersofgravity,butrathertobeaguidetothenecessaryprocedurestobefollowedtogatheraccurate
dataforuseinthecalculationofthelightshipcharacteristics.Acompleteunderstandingofthecorrect
procedures used to perform a stability test is imperative to ensure that the test is conducted properly
and so that results can be examined for accuracy as the inclining experiment is conducted. It is
recommended that these procedures be used on all vessels and marine craft.
1. Scope applicable to vessels such as a tension-leg platforms, semi-
submersibles, rigid hull inflatable boats, and so on.
1.1 This guide covers the determination of a vessel’s light
ship characteristics. In this standard, a vessel is a traditional 1.2 The limitations of 1 % trim or 4 % heel and so on apply
hull-formed vessel. The stability test can be considered to be if one is using the traditional pre-defined hydrostatic charac-
two separate tasks; the lightweight survey and the inclining teristics.Thisisduetothedrasticchangeofwaterplanearea.If
experiment.The stability test is required for most vessels upon one is calculating hydrostatic characteristics at each move,
their completion and after major conversions. It is normally such as utilizing a computer program, then the limitations are
conducted inshore in calm weather conditions and usually not applicable.
requires the vessel be taken out of service to prepare for and
1.3 The values stated in inch-pound units are to be regarded
conduct the stability test. The three light ship characteristics
asstandard.Nootherunitsofmeasurementareincludedinthis
determined from the stability test for conventional (symmetri-
standard.
cal) ships are displacement (“displ”), longitudinal center of
1.3.1 Exceptions—Other units may be used for the stability
gravity(“LCG”),andtheverticalcenterofgravity(“KG”).The
test,butthetestresultsshouldbereportedinthesameunitsand
transverse center of gravity (“TCG”) may also be determined
coordinate system as the vessel’s draft marks and Trim and
for mobile offshore drilling units (MODUs) and other vessels
Stability Book or similar stability information provided.
which are asymmetrical about the centerline or whose internal
1.4 This standard does not purport to address all of the
arrangement or outfitting is such that an inherent list may
safety concerns, if any, associated with its use. It is the
develop from off-center weight. Because of their nature, other
responsibility of the user of this standard to establish appro-
special considerations not specifically addressed in this guide
priate safety, health, and environmental practices and deter-
may be necessary for some MODUs. This standard is not
mine the applicability of regulatory limitations prior to use.
1.5 This international standard was developed in accor-
1
dance with internationally recognized principles on standard-
This guide is under the jurisdiction of ASTM Committee F25 on Ships and
Marine Technology and is the direct responsibility of Subcommittee F25.01 on
ization established in the Decision on Principles for the
Structures.
Development of International Standards, Guides and Recom-
Current edition approved May 1, 2021. Published May 2021. Originally
mendations issued by the World Trade Organization Technical
approved in 1990. Last previous edition approved in 2021 as F1321–14 (2021).
DOI: 10.1520/F1321-21. Barriers to Trade (TBT) Committee.
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
1

---------------------- Page: 1 ----------------------
F1321 − 21
2. Referenced Documents f
...

This document is not an ASTM standard and is intended only to provide the user of an ASTM standard an indication of what changes have been made to the previous version. Because
it may not be technically possible to adequately depict all changes accurately, ASTM recommends that users consult prior editions as appropriate. In all cases only the current version
of the standard as published by ASTM is to be considered the official document.
Designation: F1321 − 14 (Reapproved 2021) F1321 − 21 An American National Standard
Standard Guide for
Conducting a Stability Test (Lightweight Survey and
Inclining Experiment) to Determine the Light Ship
1
Displacement and Centers of Gravity of a Vessel
This standard is issued under the fixed designation F1321; the number immediately following the designation indicates the year of
original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. A
superscript epsilon (´) indicates an editorial change since the last revision or reapproval.
This standard has been approved for use by agencies of the U.S. Department of Defense.
INTRODUCTION
This guide provides the marine industry with a basic understanding of the various aspects of a
stability test. It contains procedures for conducting a stability test to ensure that valid results are
obtained with maximum precision at a minimal cost to owners, shipyards, and the government. This
guide is not intended to instruct a person in the actual calculation of the light ship displacement and
centers of gravity, but rather to be a guide to the necessary procedures to be followed to gather accurate
data for use in the calculation of the light ship characteristics. A complete understanding of the correct
procedures used to perform a stability test is imperative to ensure that the test is conducted properly
and so that results can be examined for accuracy as the inclining experiment is conducted. It is
recommended that these procedures be used on all vessels and marine craft.
1. 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
This guide is under the jurisdiction of ASTM Committee F25 on Ships and Marine Technology and is the direct responsibility of Subcommittee F25.01 on Structures.
Current edition approved Jan. 15, 2021May 1, 2021. Published February 2021May 2021. Originally approved in 1990. Last previous edition approved in 20142021 as
F1321 – 14.F1321 – 14 (2021). DOI: 10.1520/F1321-14R21.10.1520/F1321-21.
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
1

---------------------- Page: 1 ----------------------
F1321 − 21
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 inte
...

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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 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 F1166-23(Practice)
Standard Practice for Human Engineering Design for Marine Systems, Equipment, and Facilities

SIGNIFICANCE AND USE
4.1 The objective of this practice is to provide ergonomic design criteria for maritime vessels and structures to ensure that maritime systems and equipment are designed in compliance with requirements for human performance, human workload, health and safety, survivability, and habitability.  
4.2 Principles of Human Behavior:  
4.2.1 There are basic principles of human behavior that control or influence how each person performs in their workplace. Some of these behaviors are culturally derived, while others are general and uniform across all cultures and geographical regions of the world. These behaviors influence a person’s physical, social, and psychological approach toward the work they do and how safely they do that work. Failure to satisfy these behavioral principles in the design of a ship or maritime structure can encourage, or even coerce, maritime personnel into taking unsafe risks in their everyday activities. It is, therefore, imperative that designers of ships and maritime equipment, systems, and facilities know these principles to provide a safe and efficient workplace for maritime personnel.  
4.2.2 These principles include:
4.2.2.1 If the design of the ship or maritime facility is considered to be unsafe or inefficient by the crew, it will be modified by the users, often solving the initial problem but introducing others that may be as bad, or worse, than the original.
4.2.2.2 Equipment design shall be such that it encourages safe use, that is, does not provide hardware and software that can be used in an unsafe manner.
4.2.2.3 If the equipment or system is not designed to operate as the users’ cultural and stereotypical expectations lead them to think that it will operate, the chance for human error is significantly increased.
4.2.2.4 If equipment or systems are perceived by operators/maintainers to be too complex or require more effort to operate or maintain than they believe is necessary, they will always look for a “shortcut.” Further...
SCOPE
1.1 This practice provides ergonomic design criteria from a human-machine perspective for the design and construction of maritime vessels and structures and for equipment, systems, and subsystems contained therein, including vendor-purchased hardware and software.  
1.1.1 The focus of these design criteria is on the design and evaluation of human-machine interfaces, including the interfaces between humans on the one side and controls and displays, physical environments, structures, consoles, panels and workstations, layout and arrangement of ship spaces, maintenance workplaces, labels and signage, alarms, computer screens, material handling, valves, and other specific equipment on the other.  
1.2 The criteria contained within this practice shall be applied to the design and construction of all hardware and software within a ship or maritime structure that the human crew members come in contact in any manner for operation, habitability, and maintenance purposes.  
1.3 Unless otherwise stated in specific provisions of a ship or maritime structure design contract or specification, this practice is to be used to design maritime vessels, structures, equipment, systems, and subsystems to fit the full potential user population range of 5th % females to 95th % males.  
1.4 This practice is divided into the following sections and subsections:
TABLE OF CONTENTS  
Section
and
Subsections  
Title  
1  
Scope  
2  
Referenced Documents  
3  
Terminology  
4  
Significance and Use  
5  
Controls  
5.1  
Principles of Control Design  
5.2  
General Design Guidelines  
5.3  
Control Movement  
5.4  
Control Spacing  
5.5  
Coding of Controls  
5.6  
Control Use and Design  
6  
Displays  
6.1  
Visual Displays  
6.2  
Location, Orientation, Lighting, and Arrangement of Displays  
6.3  
Display Illumination  
6.4  
Display Types  
6.5  
Audible Displays  
7  
Alarm...

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ASTM
ASTM F3256-23(Guide)
Standard Guide for Reporting and Recording of Near-Misses for Maritime Industry

SIGNIFICANCE AND USE
3.1 The objective of this guide is to provide near-miss reporting guidance for maritime vessels to promote standardization of near-miss reporting which will allow for better use of the data industrywide.  
3.2 Importance of Near-Miss Reporting:  
3.2.1 Most accidents/incidents are preceded by a chain of events, circumstances, acts, or conditions. If any of these events, circumstances, acts, or conditions had transpired another way, at another time, or had been corrected, the accident/incident may have been avoided. Reporting near-misses can play an important role in learning from mistakes, preventing accidents, and suffering from their serious consequences.  
3.3 Near-miss reporting can provide information that can be used to improve most any safety system, often complementing other safety system components such as accident/incident investigations, hazard analyses, safety reporting, prioritizing, root cause analysis, solution identification, communication, identifying corrective actions, sharing lessons learned, leading safety indicator analyses, and safety culture enhancement. In addition, in terms of human life and property damage, near-misses are very low cost learning tools for training, prevention of re-occurrence, and a new data source on what may work to break the chain of events before an accident occurs. Finally, near-misses may provide key data that can prevent low probability-high consequence accidents by providing safer alternatives.  
3.4 Barriers to Near-Miss Reporting:  
3.4.1 It is generally agreed that effective near-miss reporting can reduce hazardous conditions and situations in the workplace, resulting in a reduction in accidents, or at least provide an opportunity for hazard identification and abatement. However, there remain significant challenges and obstacles to implementing near-miss recording/reporting systems. The barriers to near-miss recording/reporting can be related to the employees and management as well as outside influences. ...
SCOPE
1.1 This guide provides near-miss reporting criteria and terminology for maritime vessels.  
1.2 The purpose of this near-miss reporting guide is to standardize near-miss reporting, including terminology, for the maritime industry.  
1.3 The criteria contained within this guide should be applied as a minimum to all near-miss reporting in the maritime industry unless otherwise specified.  
1.4 This guide is divided into the following sections and appendixes:    
Table of Contents  
Sections and Subsections  
Title  
1  
Scope  
2  
Terminology  
3  
Significance and Use  
4  
Near-Miss Standardization  
5  
Procedure  
6  
Keywords  
Appendix X1  
Probability, Severity, and Risk Assessment  
Appendix X2  
Sample Near-Miss Reporting Form  
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 (TBT) Committee.

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ASTM
ASTM F1337-22(Practice)
Standard Practice for Human Systems Integration Program Requirements for Ships and Marine Systems, Equipment, and Facilities

SIGNIFICANCE AND USE
6.1 Intended Use—Compliance with this practice provides the procuring organization with assurance that human users will be efficient, effective, and safe in the operation and maintenance of marine systems, equipment, and facilities. Specifically, it is intended to ensure the following:  
6.1.1 System performance requirements are achieved reliably by appropriate use and accommodation of the human component of the system.  
6.1.2 Usable design of equipment, software, and environment permits the human-equipment/software combination to meet system performance goals.  
6.1.3 System features, processes, and procedures do not constitute hazards to humans.  
6.1.4 Trade-offs between automated and manual operations results in effective human performance and appropriate cost control.  
6.1.5 Manpower, personnel, and training requirements are met.  
6.1.6 Selected HSI design standards are applied that are adequate and appropriate technically.  
6.1.7 Systems and equipments are designed to facilitate required maintenance.  
6.1.8 Procedures for operating and maintaining equipment are efficient, reliable, approved for maritime use, and safe.  
6.1.9 Potential error-inducing equipment design features are eliminated, or at least, minimized, and systems are designed to be error-tolerant.  
6.1.10 Layouts and arrangements of equipment afford efficient traffic patterns, communications, and use.  
6.1.11 Habitability facilities and working spaces meet environmental control and physical environment requirements to provide the level of comfort and quality of life for the crew that is conducive to maintaining optimum personnel performance and endurance.  
6.1.12 Hazards to human health are minimized.  
6.1.13 Personnel survivability is maximized.  
6.2 Scope and Nature of Work—HSI includes, but is not limited to, active participation throughout all phases in the life cycle of a marine system, including requirements definition, design, development, production, operations and...
SCOPE
1.1 Objectives—This practice establishes and defines the processes and associated requirements for incorporating Human Systems Integration (HSI) into all phases of government and commercial ship, offshore structure, and marine system and equipment (hereafter referred to as marine system) acquisition life cycle. HSI must be integrated fully with the engineering processes applied to the design, acquisition, and operations of marine systems. This application includes the following:  
1.1.1 Ships and offshore structures.  
1.1.2 Marine systems, machinery, and equipment developed to be deployed on a ship or offshore structure where their design, once integrated into the ship or offshore structure, will potentially impact human performance, safety and health hazards, survivability, morale, quality of life, and fitness for duty.  
1.1.3 Integration of marine systems and equipment into ships and offshore structures including arrangements, facility layout, installations, communications, and data links.  
1.1.4 Modernization and retrofitting ships and offshore structures.  
1.2 Target Audience—The intended audience for this document consists of individuals with HSI training and experience representing the procuring activity, contractor or vendor personnel with HSI experience, and engineers and management personnel familiar with HSI methods, processes, and objectives. See 5.2.3 for guidance on qualifications of HSI specialists.  
1.3 Contents—This document is divided into the following sections and subsections.    
TABLE OF CONTENTS  
Section
and
Subsection  
Title  
1  
Scope  
1.1  
Objectives  
1.2  
Target Audience  
1.3  
Contents  
2  
Human Systems Integration  
2.1  
Definition of Human Systems Integration  
2.2  
HSI Integration Process  
2.3  
HSI Program Requirements  
3  
Referenced Documents  
3.1  
Introduction  
3.2  
ASTM Standards  
3.3  
Commercial Standards and Do...

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