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ASTM F2192-05

(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 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.
1.5This 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
30-Apr-2005
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

Replaces
ASTM F2192-02 - Standard Test Method for Determining and Reporting the Berthing Energy and Reaction of Marine Fenders
Effective Date
01-May-2005
Replaced By
ASTM F2192-05(2011) - Standard Test Method for Determining and Reporting the Berthing Energy and Reaction of Marine Fenders
Effective Date
01-May-2011

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ASTM F2192-05 - Standard Test Method for Determining and Reporting the Berthing Energy and Reaction of Marine Fenders
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Standards Content (Sample)

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:F2192–05
Standard Test Method for
Determining and Reporting the Berthing Energy and
1
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 (´) 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 priate safety and health practices and determine the applica-
bility of regulatory limitations prior to use.
1.1 This test method covers the recommended procedures
for quantitative testing, reporting, and verifying the energy
2. Referenced Documents
absorption and reaction force of marine fenders. Marine
2
2.1 ASTM Standards:
fenders are available in a variety of basic types with several
E691 Practice for Conducting an Interlaboratory Study to
variations of each type and multiple sizes and stiffnesses for
Determine the Precision of a Test Method
each variation. Depending on the particular design, marine
fenders may also include integral components of steel, com-
3. Significance and Use
posites, plastics, or other materials. All variations shall be
3.1 General:
performance tested and reported according to this test method.
3.1.1 All testing shall define fender performance under
1.2 There are three performance variables: berthing energy,
velocities that decrease linearly or that are proportional to the
reaction, and deflection. There are two methods used to
square root of percent of remaining rated energy.
develop rated performance data (RPD) and published perfor-
3.1.2 Rated performance data (RPD) and manufacturers’
mance curves for the three performance variables.
publishedperformancecurvesortables,orboth,shallbebased
1.3 The primary focus is on fenders used in berthside and
on: (1) initial deflection (berthing) velocity of 0.15 m/s and
ship-to-ship applications for marine vessels. This testing pro-
decreasing to no more than 0.005 m/s at test end, (2) testing of
tocol does not address small fendering “bumpers” used in
fully broken-in fenders (break-in testing is not required for
pleasure boat marinas, mounted to hulls of work boats, or used
pneumatic fenders), (3) testing of fenders stabilized at 23 6
insimilarapplications;itdoesnotincludedurabilitytesting.Its
5°C (excluding pneumatic fenders; see 6.3), (4) testing of
primary purpose is to ensure that engineering data reported in
fenders at 0° angle of approach, and (5) deflection (berthing)
manufacturers’ catalogues are based upon common testing
frequencyofnotlessthan1h(useaminimum5-mindeflection
methods.
frequency for pneumatic fenders.).
1.4 The values stated in SI units are to be regarded as
3.1.3 Catalogues shall also include nominal performance
standard. No other units of measurement are included in this
tolerances as well as data and methodology to adjust perfor-
standard.
mance curves or tables or both for application parameters
1.5 This standard does not purport to address all of the
different from RPD conditions. Adjustment factors shall be
safety concerns, if any, associated with its use. It is the
providedforthefollowingvariables:(1)otherinitialvelocities:
responsibility of the user of this standard to establish appro-
0.05, 0.10, 0.20, 0.25, and 0.30 m/s; (2) other temperatures:
1
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
2
General Requirements. For referenced ASTM standards, visit the ASTM website, www.astm.org, or
Current edition approved May 1, 2005. Published June 2005. Originally contact ASTM Customer Service at service@astm.org. For Annual Book of ASTM
approved in 2002. Last previous edition approved in 2002 as F2192–02. DOI: Standards volume information, refer to the standard’s Document Summary page on
10.1520/F2192-05. the ASTM website.
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959, United States.
1

---------------------- Page: 1 ----------------------
F2192–05
+50, +40, +30, +10, 0, −10, −20, −30; and (3) other contact 4.3 The test apparatus shall deflect specimens according t
...

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1.1.1 Ships and offshore structures.  
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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.

  • Guide
    29 pages
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  • Guide
    29 pages
    English language
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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.

  • Technical specification
    5 pages
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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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    38 pages
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