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ASTM F1754-08

(Guide)

Standard Guide for Marine Vessel Structural Inspection Considerations (Withdrawn 2012)

Standard Guide for Marine Vessel Structural Inspection Considerations (Withdrawn 2012)

ABSTRACT
This guide provides information relevant to the development and implementation of a marine vessel structural inspection process. It is intended to provide considerations for owners, operators, shipyards, and designers who are involved in planning, organizing, and executing a structural survey plan that covers all stages of a marine vessel's operating life, including the design, construction, and in-service periods. This guide also provides the basis for development of a recommended corrective action plan for typical structural deficiencies or deviations, or both.
SCOPE
1.1 This guide covers information to develop and implement a marine vessel inspection process. It is intended to provide considerations for persons interested in planning, organizing, and implementing a structural survey plan for a marine vessel, especially during the design phase of the vessel. It is intended to be used in conjunction with any other required inspection or survey requirements but can form the basis for such planning in the absence of other such applicable requirements.
1.2 This guide provides owners, operators, shipyards, and designers with a plan for developing a detailed inspection process that covers all stages of the operating life of a marine vessel, including the design, construction, and in-service periods. This plan may be developed and used in concert with classification society and flag state surveys and inspections.
1.3 This guide also provides the basis for development of a recommended corrective action plan for typical structural deficiencies or deviations, or both.
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 and health practices and determine the applicability of regulatory limitations prior to use.
1.5 All portions of this guide may not be applicable to all vessels or shipyards since many yard-specific standards to ensure contracted level of quality are in existence.
WITHDRAWN RATIONALE
This guide covers information to develop and implement a marine vessel inspection process. It is intended to provide considerations for persons interested in planning, organizing, and implementing a structural survey plan for a marine vessel, especially during the design phase of the vessel. It is intended to be used in conjunction with any other required inspection or survey requirements but can form the basis for such planning in the absence of other such applicable requirements.
Formerly under the jurisdiction of Committee F25 on Ships and Marine Technology, this guide was withdrawn in October 2012 due to its limited use by industry.

General Information

Status
Withdrawn
Publication Date
31-Oct-2008
Withdrawal Date
30-Sep-2012
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

Relations

Replaces
ASTM F1754-97(2004) - Standard Guide for Marine Vessel Structural Inspection Considerations
Effective Date
01-Nov-2008

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ASTM F1754-08 - Standard Guide for Marine Vessel Structural Inspection Considerations (Withdrawn 2012)ASTM F1754-08 - Standard Guide for Marine Vessel Structural Inspection Considerations (Withdrawn 2012)
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Guide
ASTM F1754-08 - Standard Guide for Marine Vessel Structural Inspection Considerations (Withdrawn 2012)
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16 pages
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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
Designation: F1754 − 08 AnAmerican National Standard
Standard Guide for
1
Marine Vessel Structural Inspection Considerations
This standard is issued under the fixed designation F1754; 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.
1. Scope 3. Terminology
1.1 This guide covers information to develop and imple- 3.1 Definitions of Terms Specific to This Standard:
ment a marine vessel inspection process. It is intended to 3.1.1 blind spots, n—areasofavessel’sstructurethatcannot
be visibly or electronically inspected for failure.
provide considerations for persons interested in planning,
organizing, and implementing a structural survey plan for a
3.1.2 large tanks, n—tanks of such dimension as to have
marine vessel, especially during the design phase of the vessel.
uninspectable heights greater than 10 m.
It is intended to be used in conjunction with any other required
3.1.3 telltale areas, n—areas of a ship’s structure identified
inspection or survey requirements but can form the basis for
by analyses and investigations during design development as
such planning in the absence of other such applicable require-
being subject to higher stresses or more susceptible to fatigue
ments.
than others, even though the higher stresses are still within
1.2 This guide provides owners, operators, shipyards, and allowablelimits.Also,areasidentifiedafterthevesselisplaced
designers with a plan for developing a detailed inspection in service that continue to experience active or recurring
process that covers all stages of the operating life of a marine cracking in the watertight envelope or that affect the structural
vessel, including the design, construction, and in-service peri- integrity of the vessel.
ods. This plan may be developed and used in concert with
4. Introduction
classification society and flag state surveys and inspections.
4.1 Asstatedearlier,theintentofthisguideistoassistinthe
1.3 This guide also provides the basis for development of a
preparation of an inspection plan for a marine vessel during its
recommended corrective action plan for typical structural
design, construction, and in-service stages and to plan for
deficiencies or deviations, or both.
inspection during the design. This guide should be used in the
1.4 This standard does not purport to address all of the
preparation of a specific inspection program for the construc-
safety concerns, if any, associated with its use. It is the
tion of a specific marine vessel. It is not intended to set any
responsibility of the user of this standard to establish appro-
stringent requirements for the structural inspections of any
priate safety and health practices and determine the applica-
particular vessel. The suggestions for various inspection con-
bility of regulatory limitations prior to use.
siderations in this guide are presented for the purpose of
1.5 All portions of this guide may not be applicable to all
making available for review and use a broad set of guidelines.
vessels or shipyards since many yard-specific standards to
4.2 This guide is applicable to all commercial and pleasure
ensure contracted level of quality are in existence.
marine vessels. Although the references generally apply to
steel and aluminum welded hulls, the overall aspects may be
2. Referenced Documents
applied to any material or type of construction.
2
2.1 ASTM Standards:
4.3 Atanypointofitsconstructionorservicelife,thevessel
F1053/F1053M Guide for Steel Hull Construction Toler-
may require classification society or flag state regulatory
3
ances [Metric] (Withdrawn 2003)
inspections, or both, as well as shipowner’s surveys. The
surveys, depending on occasion, should consider the general
condition of the vessel, provide a detailed condition
1 assessment, obtain data to determine corrosion rate and
This guide is under the jurisdiction of ASTM Committee F25 on Ships and
Marine Technology and is the direct responsibility of Subcommittee F25.01 damage, or obtain information for repair specification
on Structures.
development, or a combination thereof. The inspection plan
Current edition approved Nov. 1, 2008. Published November 2008. Originally
should take into account all of these types of information in its
approved in 1996. Last previous edition approved in 2004 as F1754 - 97(2004).
development. On occasions, the surveys also should obtain
DOI: 10.1520/F1754-08.
2
Withdrawn. The last approved version of this historical standard is referenced
data on rate of coating breakdown.
on www.astm.org.
3
4.4 Because of severe loadings, excessive wastage, poor
The last approved version of this histo
...

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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.  
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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.  
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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.  
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ASTM F1166-22(Practice)
Standard Practice for Human Engineering Design for Marine Systems, Equipment, and Facilities

SIGNIFICANCE AND USE
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ASTM F2192-05(2022)(Test Method)
Standard Test Method for Determining and Reporting the Berthing Energy and Reaction of Marine Fenders

SIGNIFICANCE AND USE
3.1 General:  
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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.  
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SCOPE
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1.4 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
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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:  
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6.1.2 Usable design of equipment, software, and environment permits the human-equipment/software combination to meet system performance goals.  
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6.1.8 Procedures for operating and maintaining equipment are efficient, reliable, approved for maritime use, and safe.  
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6.1.13 Personnel survivability is maximized.  
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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  
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SCOPE
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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 F1166-21(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 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 F1321-14(2021)(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.  
1.4 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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