ASTM F2766-11(2020)

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: F2766 − 11 (Reapproved 2020)
Standard Test Method for
Boat Barriers
This standard is issued under the fixed designation F2766; 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 exercised in interpreting test findings and projecting results to
other hypothetical conditions.
1.1 This test method is intended to provide a means of
evaluating the performance of Boat Barriers and through that 1.7 Product design/certification in this test method only
evaluationprovideacertificationofperformanceintheformof addresses the ability of the barrier to withstand the impact of
an ASTM International Impact Rating for Boat Barriers to be the test motor boat. It does not represent an endorsement of the
used in the design and specification of Boat Barriers. In product/design or address its operational suitability.
addition to the Impact Rating, testing under this standard
1.8 Units—The values stated in inch-pound units are to be
requires the determination and reporting of the maximum
regarded as standard. The values given in parentheses are
deformation of the barrier during testing to further aid in
mathematical conversions to SI units that are provided for
appropriate barrier selection.
information only and are not considered standard.
1.2 This test method provides a range of small surface
1.9 This standard does not purport to address all of the
motor boat impact condition levels and penetration perfor-
safety concerns, if any, associated with its use. It is the
mance levels to select boat barriers appropriate for use at
responsibility of the user of this standard to establish appro-
potentiallythreatenedonshoreportfacilities,offshorefacilities,
priate safety, health, and environmental practices and deter-
and floating assets.
mine the applicability of regulatory limitations prior to use.
1.10 This international standard was developed in accor-
1.3 This test method is designed to test and evaluate the
dance with internationally recognized principles on standard-
stopping capabilities of boat barriers at the point of impact and
ization established in the Decision on Principles for the
the moments subsequent to impact of a small surface motor
Development of International Standards, Guides and Recom-
boat.
mendations issued by the World Trade Organization Technical
1.4 This test method is not intended to be used for the
Barriers to Trade (TBT) Committee.
testing criteria of floating “lines of demarcation” or similar
items or technologies that do not make claims of “boat or small
2. Referenced Documents
surface motor boat” stopping capabilities.
2.1 SAE Standard:
1.5 Governingagenciesmayadoptthoseperformancelevels
SAE J-211/2 Instrumentation for Impact Test—Part 2: Pho-
in this test method that satisfy their specific needs and assign
tographic Instrumentation
certification ratings for small surface motor boat stopping 3
2.2 ISO Standard:
barriers based on the tests and test methodologies described in
ISO 17025 General Requirements for the Competence of
this test method.
Testing and Calibration Laboratories
1.6 Many test parameters are standardized to arrive at 2.3 Federal Standard:
common small surface motor boat types and masses, enhance 46CFR24.10-1 Shipping:Chapter1—CoastGuard,Depart-
test realism and replications, and produce uniform rating ment of Homeland Security—Part 24: General
designations. Provisions—Definitions
1.6.1 Compliance with these rating designations establishes
3. Terminology
a measure of performance but does not render any boat barrier
invulnerable to motor boat penetration. Caution should be
3.1 Definitions:
Available from SAE International (SAE), 400 Commonwealth Dr.,Warrendale,
This test method is under the jurisdiction ofASTM Committee F12 on Security PA 15096-0001, http://www.sae.org.
Systems and Equipment and is the direct responsibility of Subcommittee F12.10 on Available from American National Standards Institute (ANSI), 25 W. 43rd St.,
Systems Products and Services. 4th Floor, New York, NY 10036, http://www.ansi.org.
CurrenteditionapprovedJune1,2020.PublishedJuly2020.Originallyapproved AvailablefromU.S.GovernmentPrintingOfficeSuperintendentofDocuments,
in 2011. Last previous edition approved in 2015 as F2766 – 11 (2015). DOI: 732 N. Capitol St., NW, Mail Stop: SDE, Washington, DC 20401, http://
10.1520/F2766-11R20. www.access.gpo.gov.
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
F2766 − 11 (2020)
3.1.1 accredited independent testing laboratory, n—testing (1) Motor vessel—Any vessel more than 65 ft (19.8 m) in
laboratory accredited to perform the referenced testing proce- length, which is propelled by machinery other than steam.
dures by a nationally recognized accrediting agency in accor- (2) Sailboat—A boat designed or intended to use sails as
dance with ISO 17025 and led by a test director; an accredited the primary means of propulsion.
independent testing laboratory shall have access to the (3) Barge—A non-self-propelled vessel.
apparatus, facilities, personnel, and calibrated instruments that
3.1.6 length, n—the straight line horizontal measurement of
are necessary to inspect and test the boat barriers; and an
the overall length from the foremost part of the boat to the
accredited independent testing laboratory may not: (1) have
aftermost part of the boat, measured from end to end over the
any financial interest in or otherwise be affiliated with compa-
deck excluding sheer, and measured parallel to the centerline.
nies or individuals, for which they perform accreditation
Bow sprits, bumpkins, rudders, outboard motor brackets,
testing; (2) be owned or controlled by the manufacturer of
handles, and other similar fittings, attachments, and extensions
similar equipment or material to be inspected; (3) be owned or
are not included in the measurement.
controlled by a vendor of the equipment or material to be
3.1.7 beam, n—the maximum width of a vessel from: (1)
inspected or a vendor of similar equipment or material; (4) be
outside of planking to outside of planking on wooden vessels
owned or controlled by a supplier of materials to the manu-
and (2) outside of frame to outside of frame on all other
facturer; or (5) advertise or promote the manufacturer’s equip-
vessels.
ment or material that the laboratory inspects and tests.
3.1.1.1 Discussion—Hereinafter, accredited independent
3.1.8 draft, n—the vertical distance from the molded base-
testing laboratories are referred to as “the test facility”, with
line (bottom) of a vessel amidships to the waterline (when
“accredited” being understood as prerequisite. Other indepen-
vessel is waterborne).
denttestingagenciesactivelypursuingaccreditationandwhose
3.1.9 penetration, n—hereinafter penetration shall mean the
testing protocols are accepted by a federal agency may also
distance from the point of impact between the motor boat and
conduct tests for a period of one year after performing the first
the boat barrier and the point where the velocity of the motor
test using this test method.
boat has been reduced to zero.
3.1.2 line of demarcation, n—system used to identify re-
3.1.9.1 Discussion—Penetration may also be understood as
stricted waters.
the maximum deflection of the barrier from its resting position
3.1.2.1 Discussion—This type of floating system provides
just prior to motor boat impact to the point where the motor
little or no boat stopping/delay capacity.
boat has been effectively halted. This penetration value is
3.1.3 waterfront boat barrier, n—a device intended to pro-
intended to aid the end-user in the estimation of achievable
vide a standoff from protected assets by (1) delineating an
stand-off between the threat vessel and the asset to be pro-
exclusion zone around the waterfront approach to an asset and
tected. Users of this standard should be aware of the impact of
(2) preventing the entry into the exclusion zone by a water-
barrier elasticity and as-tested versus in-place barrier length(s)
borne threat impeding the motion of a boat attempting to
on the total deflection/penetration to be expected in the actual
penetrate a protected area.
application of the barrier. Penetration shall not mean breach or
3.1.3.1 Discussion—The barrier is primarily intended to
otherwise overwhelming of the barrier which shall constitute
stop, delay, or destroy hostile high-speed motor boat of 65 ft
failure of the barrier to perform.
(19.8 m) or less in length.
3.1.10 specifying agency, n—any entity (federal, state, for-
3.1.4 motorboat, n—means any vessel 65 ft (19.8 m) in
eignorprivate)requiringthetestingandcertificationunderthis
length or less, which is equipped with propulsion machinery
ASTM standard of a manufacturer’s boat barrier.
(including steam).
3.2 Acronyms:
3.1.4.1 Discussion—The length must be measured from
3.2.1 DoN—U.S. Department of the Navy
end-to-end over the deck, excluding sheer. This term includes
a boat equipped with a detachable motor. For the purpose of
3.2.2 USCG—U.S. Coast Guard
this document, motorboats are included under the term vessel,
3.2.3 BOR—Bureau of Reclamation
unless specifically noted otherwise. The various length catego-
ries of motorboats are as follows:
4. Summary of Test Method
(1) Any motorboat less than 16 ft (4.9 m) in length.
(2) Any motorboat 16 ft (4.9 m) or over and less than 26 ft
4.1 For a boat barrier to be tested, the following shall be
(7.9 m) in length.
submitted to the specifying agency and the proposed test
(3) Any motorboat 26 ft (7.9 m) or over and less than 40 ft
facility for review: (1) a set of complete barrier shop drawings;
(12.2 m) in length.
(2) barrier design and layout (as proposed for testing) in plan,
(4) Anymotorboat40ft(12.2m)oroverandnotmorethan
elevation, and section; (3) barrier mooring/anchorages in
65 ft (19.8 m) in length.
detail; and (4) a barrier materials list. Upon modification, if
3.1.5 vessel, n—includes every description of watercraft or required, and acceptance by the agency, the proposed boat
other artificial contrivance, used or capable of being used as a barrier test is scheduled, in coordination with an agency
means of transportation on water. technical representative, for testing and evaluation at the
3.1.5.1 Discussion—In addition to motorboats defined in accredited facility. Test article construction and test prepara-
3.1.4, vessels also include the following: tions are made in accordance with this test method.
F2766 − 11 (2020)
TABLE 1 Threat Speed Zones
4.2 A certification rating level test, motor boat weight and
test speed is selected by the vendor in coordination with the Zone Speed, knots (m/s)
accredited independent testing laboratory. Following receipt of I 0–20 (0–10.3)
II >20–40 (>10.3–20.6)
all pretest documentation, the test is conducted at the chosen
III >40–60 (>20.6–30.9)
speed using the defined test. Dynamic test data are recorded
IV >60–80 (>30.9–41.2)
using the accredited methods. V >80 (>41.2)
4.3 The test director shall determine acceptability of
whether testing conditions are within acceptable limits for a
valid test. The rating is determined/recommended by the test
director at an accredited facility.
a specified situation. Threat characterization is therefore lim-
ited to motor boat characterization only.
5. Significance and Use
6.3 Threat Craft—Physical Characteristics:
5.1 Governmental and private facilities may use “motor
6.3.1 Theprinciplephysicalattributeofthreatcraftgermane
boat barriers” with anASTM International impact rating. Each
to boat barriers is mass. Specifically for this test method is the
agency/organization may have their own, or use other, certifi-
total weight of the craft and its contents that can contribute to
cation lists.
a barrier penetration defined here as “rigid mass.” Unsecured
5.2 When dynamic testing is required, procedures in this
payload, for example, passengers, is unlikely to contribute to
test method permit performance evaluation of a boat barrier to
the kinetic interaction and is excluded from this measurement.
certify its level of protection against motor boat attack.
The mass of motorboats varies considerably but those relevant
5.3 ASTM Intentional Impact Ratings for Boat Barriers to this test method are very likely to be between 1000–100 000
shall not be used unless subjected to one or more of the lbm (454–45 359 kg).
dynamic tests presented herein.
6.3.2 The other primary physical attribute of the threat craft
is their maximum speed. The maximum attainable speed for a
5.4 Small and large boats interact differently with various
particular craft is highly dependent upon a number of factors
security devices. Additionally, if occupant risk is of concern,
such as engine type and configuration, hull form and state of
information may be gathered that allows assessment of the
cleanliness, loading and draft, harbor geography and
likelihood of occupant injury.
configuration, sea state, and so forth. The great variety of
commercial and custom boat configurations makes it impos-
6. Threat
sible to put an absolute upper bound on boat speed. To account
6.1 Threat Overview—Waterborne hazards come in a great
for such variations, the range of possible speeds is divided into
variety of forms and directions. In recent years, there has been
five zones in increments of 20 knots (10.3 m/s) each (Table 1).
worldwide use of watercraft for malicious purposes including
This test method recognizes that, in actual maritime
smuggling, piracy, covert infiltration, and direct attack. There
environments, the vast majority of motor boats that can travel
has been heightened interest in the threat posed by such craft
at speeds greater than 60 knots (30.9 m/s) will only infre-
because of the highly visible use of explosive-laden boats by
quently encounter operational conditions that will accommo-
terrorists and insurgents.
date speeds that high.
6.2 Threat Characterization: 6.3.3 The range of physical parameters of primary interest
6.2.1 There is tremendous range in the size and shape of to this test method is shown in Fig. 1. It represents the trade
motor boat that could pose a threat. For this test method, the space in which barrier testing will be conducted under this test
definition of threat craft will be constrained to keep the scope method (Section 7).
of the threat within reasonable bounds.Threat craft are those to 6.3.4 Other physical attributes of test craft relevant to
which the USCG’s definition of motorboat applies (46 CFR
barrier testing (for example, draft and hull configuration) are
24.10-1). described in Section 7.
6.2.2 The population of craft to which this definition applies
6.4 Critical Barrier Evaluation Parameter—The physical
isbothnumerousanddiverse; therefore,additionalgranularity
parameter that will be used to assess boat barrier performance
is required to describe meaningfully the range of plausible
is kinetic energy. The range of the maximum kinetic energy of
threat craft. Some U.S. Government agencies have used craft
motor boats is very large. A small skiff may be able to reach
size distribution statistics as a basis for both characterization
several thousand ft-lbf (joules) of energy (500 lbm at 15 knots
and requirements. As stated in 1.4, this test method is limited
is 5000 ft-lbf [227 kg at 7.7 m/s is 6775 J]). Common
in scope to boat barrier performance criteria and makes no
privately-owned cruisers can readily reach several hundred
judgment about what level of performance may be required in
thousand ft-lbf (joules) (5000 lbm at 30 knots is 200 000 ft-lbf
[2268 kg at 15.4 m/s is 271 kJ]). At maximum speed, a
high-performance speed boat can reach several million ft-lbf
In 2004, there were over 12 million registered motorboats in the United States
(joules) (10 000 lbm at 75 knots is 2 500 000 ft-lbf [4536 kg
alone. (USCG)
at 38.6 m/s is 338 952.5 kJ]). This wide range of possible
Because of the ever increasing population of such craft, such distributions have
energies precludes the use of a single level against which to
a limited lifetime of relevance. It is essential to revisit and revalidate distributions
on a periodic basis if the information is used in any derivative fashion. measurebarrierperformance.Therangeoflevelsforuseinthis
F2766 − 11 (2020)
FIG. 1 Threat Craft Physical Parameter Space
TABLE 2 Kinetic Energy Levels
7 Kinetic Energy
test method is listed in Table 2. The intervals provide scaled
Level
ft-lbf kJ
granularity of kinetic energy over the plausible range of
A 100 000 135.581
motorboat mass/speed combinations (Fig. 2). The Barrier’s
B 300 000 406.745
Impact Rating, (ASTM International Impact Rating for Boat
C 600 000 813.491
D 1 200 000 1626.981
Barriers), shall be determined by the kinetic energy of the
E 2 500 000 3389.545
motor boat at the time of impact with the barrier and the
F 5 000 000 6779.090
successful performance of the barrier in halting the forward
motion of the motor boat. Impact Rating levels (Athru F) shall
be assigned according to kinetic energies shown in Table 2.
7. Test Criteria
6.5 Illustrative Example:
6.5.1 To support various physical security initiatives, the 7.1 Test Craft:
7.1.1 Unlike motor vehicles on shore, there is very little
USCG’s Intelligence Coordination Center generated a table of
threat craft. The table cites specific models that are represen- standardization in the size, shape, or configuration of motor
boats afloat. This is true even for specific craft types such as a
tative of the general categories of craft that operate in U.S.
waters. Table 3 provides the baseline masses for the USCG yacht or powerboats. Because of this, it is difficult, if not
impossible, to characterize test craft with the same specificity
threatcategories.Theyarederivedfromspecificmodelsbutare
intended to capture the variation in dry weight of the range of as for cars or trucks. However, it is still possible to establish
boat models and payload such as fuel and miscellaneous gear. craft selection criteria that give those conducting tests flexibil-
Although the threat is not necessarily going to be an explosive ity when searching for and selecting acceptable boats.
craft, embedded within these masses is a positive payload 7.1.2 Table5providesdetailedspecificationsoftestcraft(as
illustrated in Fig. 4). The values selected are intended to favor
gradient to give credit for larger craft to be able to carry larger
(explosive) payloads. the selection of craft that have attributes more favorable to
kinetic barrier penetration. The motor boat selected for a test
6.5.2 The speeds required of these craft to achieve the
kinetic energy levels of Table 2 are listed numerically in Table shouldbeseaworthy,ingoodcondition,andotherwiseunmodi-
fied in such a manner as to affect test performance. Engine
4 and illustrated in Fig. 3. The shaded codes correspond to the
speedzonesillustratedinFig.1.Althoughsomeoftherequisite capability should be within the manufacturer’s recommended
capability. The hull should be constructed of materials repre-
speeds are clearly unachievable (for example, power boat at
106 knots [54.5 m/s]), the table is intended to illustrate the sentative of the threat vehicle being tested and documented.
7.1.3 Actual vehicle impact speed shall be within the
range of mass/speed combinations that can be evaluated
against a selected kinetic energy level. permissible range shown in Table 1 to receive the rating for the
designated condition level at the intended nominal speed.Tests
with vehicle impact speed outside this range are not valid for
theratingassignmentbutmayberatedbythetestdirectoratan
These bounds are not specifically tied to the statistical distribution of craft in
U.S. waterways and do not imply requirements.
appropriate condition level.
Smallboat VBIED Threat Chart CG-2410-006-06.
7.1.4 Where additional ballasting is required, it can take the
Although it is a critical factor in establishing requirements for barrier use and
form of either solid (for example, sand) or liquid (for example,
emplacement, explosive payload is not specifically broken out here because it only
contributes inertia to a barrier impact. water). To count as “rigid mass,” it shall be secured to the hull
F2766 − 11 (2020)
FIG. 2 Kinetic Energy Levels
TABLE 3 Example Threat Craft
pant risk, is necessary, then optional vessel instrumentation
Rigid Mass may be included. When instrumentati
...