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ASTM D5479-94(2013)

(Practice)

Standard Practice for Testing Biofouling Resistance of Marine Coatings Partially Immersed

Standard Practice for Testing Biofouling Resistance of Marine Coatings Partially Immersed

SIGNIFICANCE AND USE
4.1 This test method is designed as a screening test to evaluate the performance of applied coating systems and other materials designed to resist biofouling settlement.  
4.2 The degree and type of fouling will vary depending on the environment. Differences in geographic location of test sites, time of year when panels are exposed, and weather conditions from one year to the next, can affect results. Such variables are accounted taking a fouling census on a nontoxic surface. For the exposure to be valid, the nontoxic surface should show heavy fouling accretion.
SCOPE
1.1 This practice covers a procedure to test a biofouling resistant coating systems or antifouling systems, or both, when subjected to in situ partial immersion exposure. This enhances settlement of certain marine fouling organisms and increase the rate of possible physical deterioration.  
1.2 The values stated in SI units are to be regarded as the standard. The values given in parentheses are for information only.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

General Information

Status
Historical
Publication Date
31-May-2013
ICS
47.020.01 - General standards related to shipbuilding and marine structures
Technical Committee
D01 - Paint and Related Coatings, Materials, and Applications
Drafting Committee
D01.45 - Marine Coatings
Current Stage
Ref Project

Relations

Replaces
ASTM D5479-94(2007) - Standard Practice for Testing Biofouling Resistance of Marine Coatings Partially Immersed
Effective Date
01-Jun-2013
Replaced By
ASTM D5479-94(2020) - Standard Practice for Testing Biofouling Resistance of Marine Coatings Partially Immersed
Effective Date
01-Aug-2020
Referred By
ASTM D6990-20 - Standard Practice for Evaluating Biofouling Resistance and Physical Performance of Marine Coating Systems
Effective Date
01-Jun-2013

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ASTM D5479-94(2013) - Standard Practice for Testing Biofouling Resistance of Marine Coatings Partially ImmersedASTM D5479-94(2013) - Standard Practice for Testing Biofouling Resistance of Marine Coatings Partially Immersed
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ASTM D5479-94(2013) - Standard Practice for Testing Biofouling Resistance of Marine Coatings Partially Immersed
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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: D5479 − 94 (Reapproved 2013)
Standard Practice for
Testing Biofouling Resistance of Marine Coatings Partially
Immersed
This standard is issued under the fixed designation D5479; 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 3.1.2 biofouling-resistant coatings, n—polymeric applied
films, engineered to prevent secured or permanent attachment
1.1 This practice covers a procedure to test a biofouling
of marine fouling organisms due to certain surface character-
resistant coating systems or antifouling systems, or both, when
istics.
subjected to in situ partial immersion exposure. This enhances
3.1.3 film(s), n—each layer or coat of paint as applied to the
settlementofcertainmarinefoulingorganismsandincreasethe
substrate or on top of another applied coat.
rate of possible physical deterioration.
3.1.4 system, n—cumulative total number of coating films,
1.2 The values stated in SI units are to be regarded as the
which includes application of a primary film(s) for the purpose
standard. The values given in parentheses are for information
of protecting the substrate from possible deterioration, or
only.
enhancing the adhesion of the biofouling resistant coating or
1.3 This standard does not purport to address all of the
antifouling coating to the primary film(s), or both.
safety concerns, if any, associated with its use. It is the
3.2 Biofouling resistant coatings and antifouling coatings
responsibility of the user of this standard to establish appro-
are interrelated; thus they are used in this practice interchange-
priate safety and health practices and determine the applica-
ably.
bility of regulatory limitations prior to use.
4. Significance and Use
2. Referenced Documents
2.1 ASTM Standards: 4.1 This test method is designed as a screening test to
evaluate the performance of applied coating systems and other
D3623 Test Method for Testing Antifouling Panels in Shal-
low Submergence materials designed to resist biofouling settlement.
D4938 Test Method for Erosion Testing of Antifouling
4.2 The degree and type of fouling will vary depending on
Paints Using High Velocity Water
the environment. Differences in geographic location of test
D4939 TestMethodforSubjectingMarineAntifoulingCoat-
sites, time of year when panels are exposed, and weather
ing to Biofouling and Fluid Shear Forces in Natural
conditions from one year to the next, can affect results. Such
Seawater
variables are accounted taking a fouling census on a nontoxic
D5108 Test Method for Organotin Release Rates of Anti-
surface. For the exposure to be valid, the nontoxic surface
fouling Coating Systems in Sea Water
should show heavy fouling accretion.
3. Terminology
5. Apparatus
3.1 Definitions:
5.1 Floating Raft—The test panels shall be mounted on a
3.1.1 antifouling coatings, n—polymeric applied films en-
floating raft to maintain the correct position in the water.
gineered to prevent marine fouling settlement due to inclusion
5.1.1 The floating raft shall be constructed with a minimal
of antifouling compounds within its formulated matrix.
amount of decking to maximize sunlight exposure on the test
panel’s surfaces.
This practice is under the jurisdiction of ASTM Committee D01 on Paint and
5.2 Exposure Rack—Each rack will provide firm vertical
Related Coatings, Materials, and Applications and is the direct responsibility of
installation of several (4 to 8) test panels that must be
Subcommittee D01.45 on Marine Coatings.
positioned in such a manner that the prevailing tidal currents
Current edition approved June 1, 2013. Published June 2013. Originally
will move parallel to the panels’ surfaces.
approved in 1994. Last previous edition approved in 2007 as D5479 – 94 (2007).
DOI: 10.1520/D5479-94R13.
5.2.1 The method of rack installation must provide a means
For referenced ASTM standards, visit the ASTM website, www.astm.org, or
of easy but dependable height adjustment. The movement of
contact ASTM Customer Service at service@astm.org. For Annual Book of ASTM
the lower (immersed) end of each rack is limited to 20° from
Standards volume information, refer to the standard’s Document Summary page on
the ASTM website. the vertical.
Copyright © ASTM International, 1
...

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ASTM D5479-94(2020)(Practice)
Standard Practice for Testing Biofouling Resistance of Marine Coatings Partially Immersed

SIGNIFICANCE AND USE
4.1 This test method is designed as a screening test to evaluate the performance of applied coating systems and other materials designed to resist biofouling settlement.  
4.2 The degree and type of fouling will vary depending on the environment. Differences in geographic location of test sites, time of year when panels are exposed, and weather conditions from one year to the next, can affect results. Such variables are accounted taking a fouling census on a nontoxic surface. For the exposure to be valid, the nontoxic surface should show heavy fouling accretion.
SCOPE
1.1 This practice covers a procedure to test a biofouling resistant coating systems or antifouling systems, or both, when subjected to in situ partial immersion exposure. This enhances settlement of certain marine fouling organisms and increase the rate of possible physical deterioration.  
1.2 The values stated in SI units are to be regarded as the standard. The values given in parentheses are for information only.  
1.3 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.  
1.4 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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Standard Specification for High Magnesium Aluminum-Alloy Products for Marine Service and Similar Environments

ABSTRACT
This specification covers high magnesium marine application aluminum-alloy in those alloy tempers for flat sheet, coiled sheet, and plate, in the mill finish that are intended for marine and similar environments. An inspection lot shall consist of an identifiable quantity of material of the same mill form, alloy, temper, cast or melt lot, and thickness, subjected to inspection at one time. The material shall be supplied in the mill finish and shall be uniform as defined by the requirements of this specification and shall be commercially sound. Each coil, sheet and plate shall be examined to determine conformance to this specification with respect to general quality and identification marking. One sample shall be taken from each end of each parent coil, or parent plate. Alloy-tempers are manufactured and corrosion tested for intended use in marine hull construction or in marine applications where frequent or constant direct contact with seawater is expected. The specimen shall be capable of exhibiting resistance to intergranular corrosion as indicated by an acceptable mass-loss when tested and shall also be capable of exhibiting no evidence of exfoliation or corrosion. Under metallographic examination, the microstructure of a sample from each production lot shall be compared to that of the producer-established reference photomicrograph of acceptable material, in the same thickness range. Each shipping container shall be marked with the purchase order number, material size, specification number, alloy and temper, gross and net weights, and the producer's name or trademark.
SCOPE
1.1 This specification covers high magnesium aluminum-alloy products in the mill finish condition that are intended for marine hull construction and other marine applications where frequent or constant direct contact with seawater is expected and for similar environments (Note 1). Aluminum alloy products covered by this specification include the alloy-tempers of flat sheet, coiled sheet, and plate shown in Table 2 [Table 3] and Table 4 [Table 5], and alloy-tempers of extruded profiles shown in Table 6 [Table 7].
Note 1: There are other aluminum alloy-temper products that may be suitable for use in marine and similar environments, but which may not require the corrosion resistance testing specified by B928/B928M. See Specification B209/B209M for other aluminum sheet and plate alloy-temper products. For other aluminum extruded alloy-temper products see Specification B221 or B221M and/or other relevant specifications for aluminum extruded products.  
1.2 Alloy and temper designations are in accordance with ANSI H35.1/H35.1 (M). The equivalent Unified Numbering System alloy designations are those of Table 1 preceded by A9, for example, A95083 for 5083 in accordance with Practice E527.  
1.3 The values stated in either SI units (Table 3 and Table 5) or inch-pound units (Table 2 and Table 4) are to be regarded separately as standard. The values stated in each system may not be exact equivalents; therefore, each system shall be used independently of each other. Combining values from the two systems may result in non-conformance with the standard.  
1.4 For acceptance criteria for inclusion of new aluminum and aluminum alloys in this specification, see Annex A2.  
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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Standard Practice for Establishing Shipbuilding Quality Requirements for Hull Structure, Outfitting, and Coatings

SIGNIFICANCE AND USE
4.1 To achieve success in ship construction, it is necessary for the ship owner and the ship builder to agree on the level of quality in the final product. Classification rules, regulatory requirements, and ship specifications all help to define an acceptable level of construction quality; however, this guidance alone is not sufficient. It is up to the shipbuilder, therefore, to describe the level of workmanship sufficiently that will be reflected in the delivered ship, and for the ship owner to communicate their expectations effectively for the final product.  
4.2 It is the intent of this document to contribute to these objectives in the following ways:  
4.2.1 To describe a reasonable acceptable level of workmanship for commercial vessels built in the United States.  
4.2.2 To provide a baseline from which individual shipyards can begin to develop their own product and process standards in accordance with generally accepted practice in the commercial marine industry.  
4.2.3 To provide a foundation for negotiations between the shipbuilder and the ship owner in reaching a common expectation of construction quality.  
4.3 The acceptance criteria herein are based on currently practiced levels of quality generally achieved by leading international commercial shipbuilders. These criteria are not intended to be a hard standard with which all U.S. shipyards must comply. Rather, they are intended to provide guidance and recommendations in the key areas that play a major role in customer satisfaction and cost-effective ship construction.
SCOPE
1.1 This practice consists of three annexes: hull structure, outfitting, and coating. The subject of these annexes was selected for several reasons. Other commercial shipbuilding nations already have in place widely recognized standards of expectations in these areas. These constitute the most significant areas where workmanship is a critical factor in customer satisfaction. The cost associated with the labor involved in these three areas is a significant factor in construction man-hours and overall schedules.  
1.2 The standard criteria provided in this practice are intended to apply to conventional, commercial ship construction. In many cases, specialized, nonconventional vessels using nonstandard materials or built-to-serve sole requirements may require unique acceptance criteria that are beyond those provided in this practice.  
1.3 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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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  
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6.1  
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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:    
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Title  
1  
Scope  
2  
Terminology  
3  
Significance and Use  
4  
Near-Miss Standardization  
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Keywords  
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Appendix X2  
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Standard Test Method for Determining and Reporting the Berthing Energy and Reaction of Marine Fenders

SIGNIFICANCE AND USE
3.1 General:  
3.1.1 All testing shall define fender performance under velocities that decrease linearly or that are proportional to the square root of percent of remaining rated energy.  
3.1.2 Rated performance data (RPD) and manufacturers' published performance curves or tables, or both, shall be based on: (1) initial deflection (berthing) velocity of 0.15 m/s and decreasing to no more than 0.005 m/s at test end, (2) testing of fully broken-in fenders (break-in testing is not required for pneumatic fenders), (3) testing of fenders stabilized at 23 ± 5°C (excluding pneumatic fenders; see 6.3), (4) testing of fenders at 0° angle of approach, and (5) deflection (berthing) frequency of not less than 1 h (use a minimum 5-min deflection frequency for pneumatic fenders.).  
3.1.3 Catalogues shall also include nominal performance tolerances as well as data and methodology to adjust performance curves or tables or both for application parameters different from RPD conditions. Adjustment factors shall be provided for the following variables: (1) other initial velocities: 0.05, 0.10, 0.20, 0.25, and 0.30 m/s; (2) other temperatures: +50, +40, +30, +10, 0, −10, −20, −30; and (3) other contact angles: 3, 5, 8, 10, 15°. In addition, RPD shall contain a cautionary statement that published data do not necessarily apply to constant-load and cyclic-loading conditions. In such cases, designers are to contact fender manufacturers for design assistance.  
3.1.4 Adjustment factors for velocity and temperature shall be provided for every catalogue compound or other energy absorbing material offered by each manufacturer.  
3.2 Fender Testing—Performance testing to establish RPD must use either one of two methods:  
3.2.1 Method A—Deflection of full-size fenders at velocities inversely proportional to the percent of rated deflection or directly proportional to the square root of percent of remaining rated energy. Test parameters shall be as defined for published RPD. RPD tests sha...
SCOPE
1.1 This test method covers the recommended procedures for quantitative testing, reporting, and verifying the energy absorption and reaction force of marine fenders. Marine fenders are available in a variety of basic types with several variations of each type and multiple sizes and stiffnesses for each variation. Depending on the particular design, marine fenders may also include integral components of steel, composites, plastics, or other materials. All variations shall be performance tested and reported according to this test method.  
1.2 There are three performance variables: berthing energy, reaction, and deflection. There are two methods used to develop rated performance data (RPD) and published performance curves for the three performance variables.  
1.3 The primary focus is on fenders used in berthside and ship-to-ship applications for marine vessels. This testing protocol does not address small fendering “bumpers” used in pleasure boat marinas, mounted to hulls of work boats, or used in similar applications; it does not include durability testing. Its primary purpose is to ensure that engineering data reported in manufacturers' catalogues are based upon common testing methods.  
1.4 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.5 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
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ASTM F2218-02(2022)(Guide)
Standard Guide for Hardware Implementation for Computerized Systems

SIGNIFICANCE AND USE
3.1 This guide is aimed at providing a general understanding of the various types of hardware devices that form the core of information processing systems for ship and marine use. Ship and marine information processing systems require specific devices in order to perform automated tasks in a specialized environment. In addition to providing information services for each individual installation, these devices are often networked and are capable of supplementary functions that benefits ship and marine operations.  
3.2 A variety of choices exists for deployment of information processing devices and greatly increases the complexity of the selection task for ship and marine systems. The choice of a particular device or system cannot be made solely on the singular requirements of one application or function. Modern information processing systems are usually installed in a complex environment where systems must be made to interact with each other. Ship and marine installations add an even further layer of complexity to the process of choosing adequate computerized systems. This guide aims to alleviate this task by giving users specific choices that are proven technologies that perform in a complex environment.  
3.3 Hardware resources used in ship and marine installations are a result of careful consideration of utility and function. These resources may require some physical specialization in order to inhabit a particular environment, but they are in no way different from equipment used in shore-based situations. Ship and marine computer system configurations, interconnections, and support services are essentially the same as those found in a land-based network environment and as a result, the skill sets of ship and marine information processing system users, administrators, and support personnel are interchangeable with those of shore-based activities.
SCOPE
1.1 This guide provides assistance in the choice of computing hardware resources for ship and marine environments and describes:  
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1.1.2 Process-based models, such as the Technical Reference Model (TRM), that rely on interoperable computing hardware resources to provide the connection between the operator, network, application, and information; and,  
1.1.3 The integrated architecture that can be used to meet minimum information processing requirements for ship and marine environments.  
1.2 The use of models such as OSI and TRM provide a structured method for design and implementation of practical shipboard information processing systems and provides planners and architects with a roadmap that can be easily understood and conveyed to implementers. The use of such models permit functional capabilities to be embodied within concrete systems and equipment.  
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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.  
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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  
Commercial Standards and Do...

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

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

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

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

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