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Common Berthing Mechanism

The Common Berthing Mechanism (CBM) is a standardized interface developed for the (ISS) to connect pressurized modules, enabling the robotic assembly of habitable elements and providing a sealed, 127 cm square passageway for crew and equipment transfer between them. Originally designed for the program in the early 1990s as a generic device to join pressurized elements using the Space Shuttle's , the CBM evolved into its current form for the ISS's modular architecture, supporting a 30-year orbital lifespan with built-in safety factors for structural integrity and leak prevention. The mechanism consists of an active half (ACBM), mounted on the ISS, which includes motorized components for capture and alignment, and a passive half (PCBM), installed on incoming modules or vehicles, featuring receptacles for latching and bolting. Key components of the CBM include a structural ring with a 2.0 m outer made of 2219-T852 aluminum, four capture latches and 16 powered on the active side for preload forces up to 42,275 N per , alignment guides for precise orientation, and dual-fault-tolerant Gask-O-Seals on the passive side to maintain . Operations begin with a positioning the incoming module within 11.4 cm of the active port, where latches engage to capture and align the halves, followed by bolt actuation to secure the connection and verify seals via differential pressure transducers. This process has been flight-proven since the ISS's assembly, supporting missions like the attachment of the Unity Node in 1998 and commercial resupply flights, such as those by (CRS-1 through CRS-17) and Northrop Grumman Cygnus vehicles from OA-4 through NG-23 as of 2025. The CBM's design ensures interoperability across international partners, including U.S., European, and Japanese modules, and has been tested for launch loads, thermal vacuum conditions, and pressurization cycles to meet human-rating standards. Its passive variant, supplied by companies like , continues to enable commercial integration with the ISS, including expandable modules like the ().

Design Overview

Core Components

The Active Common Berthing Mechanism (ACBM) serves as the powered component installed on the (ISS), enabling the capture, , and secure attachment of visiting . It incorporates four capture latches for initial soft capture, sixteen motor-driven powered bolts for hard capture and structural preload, and four deployable petal assemblies that facilitate coarse while protecting the latches prior to engagement. These petals, constructed from anodized aluminum with low-friction coatings, extend outward to the approaching vehicle into position. The ACBM's structural frame features an outer diameter of 2.0 meters, an inner diameter of 1.8 meters, and a depth of 0.19 meters, supporting a 1.27-meter square hatch opening for and transfer. Primary materials include 2219-T852 aluminum for the main ring to ensure lightweight structural integrity, with components like linkages in 7050 or 7075 aluminum and bolt housings in Nitronic 60 ; thermal protection coatings shield against orbital debris and temperature extremes. The Passive Common Berthing Mechanism (PCBM), fitted on such as the cargo vehicle, provides the complementary interface without active power or actuation, relying on receptacles and guides to mate with the ACBM. Key elements include four capture latch fittings for latch engagement, eight alignment guides for positional accuracy, sixteen floating powered bolt nuts with spherical washers for preload distribution, and thermal standoffs to equalize heat during contact. The PCBM shares dimensional compatibility with the ACBM, with an outer diameter of 2.0 meters, inner diameter of 1.8 meters, and a depth of approximately 0.34 meters, constructed from for mass efficiency and strength. Sealing is achieved via Gask-O-Seals with multiple beads embedded in a retainer plate, complemented by protective skirt segments against micrometeoroids; these passive features minimize mass and complexity on the visiting vehicle.

Interface Standards

The Common Berthing Mechanism (CBM) establishes standardized interface protocols to ensure seamless interoperability between pressurized elements in the US Orbital Segment of the (ISS), allowing for the connection of modules, logistics vehicles, and other compatible hardware. The core of this interface is a square hatch measuring 1.27 meters per side, equipped with 16 precisely positioned bolt holes that facilitate structural attachment and load distribution during berthing, providing the necessary rigidity to maintain alignment and withstand operational stresses. This design promotes modularity, enabling any passive CBM half to mate with any active half without custom adaptations. Pressure vessel sealing is achieved through a dual-stage system involving soft capture rings for initial alignment and contact, followed by hard mate seals that compress to form a hermetic barrier. This configuration attains a leak rate on the order of 10^{-4} to 10^{-2} lbm dry air per day, ensuring long-term pressure integrity for crew safety and habitat functionality over extended missions. The seals, typically elastomeric with redundant beads, are qualified to handle differential pressures up to 14.7 psi while minimizing helium or air leakage under vacuum conditions. Environmental tolerances are critical for the CBM's reliability in low-Earth orbit, where the interface must endure thermal cycling from approximately -150°C to +120°C, accommodating solar exposure, periods, and conductive from adjacent structures. It is also rated for a 14.7 internal-external differential pressure and incorporates protection via layered shielding on the ISS envelope, preventing penetration or degradation of the interface seals. These specifications derive from rigorous thermal-vacuum and impact testing to simulate on-orbit conditions over a 30-year . Compatibility with umbilicals is standardized to support resource transfer across the US Orbital Segment, including dedicated ports for electrical power (typically 120 V DC), data interfaces ( bus), and fluid lines for coolant, gases, and . These connections route through protected conduits in the CBM , enabling automated or utility handoff post-berthing without compromising the pressure seal. This standardization facilitates efficient resupply and maintenance operations, as demonstrated in integrations with vehicles like the .

Development History

Origins and Early Concepts

The conceptual foundations of the Common Berthing Mechanism (CBM) trace back to NASA's early explorations of modular space station assembly in the 1960s and 1970s, building on docking technologies developed for the Gemini and Apollo programs. During the Gemini missions, the first U.S. docking occurred on March 16, 1966, using a non-androgynous cone-and-cup mechanism designed by McDonnell Aircraft (later acquired by Boeing), which featured a male cone on the Gemini spacecraft and a female cup on the Agena target with an indexing bar for alignment. This system established basic principles for joining pressurized modules in orbit, influencing subsequent studies at NASA's Marshall Space Flight Center on Earth Orbit Rendezvous (EOR) architectures that envisioned assembling larger structures from multiple launches. The Apollo program further advanced these ideas through its probe-and-drogue docking system, selected in December 1963 for Lunar Orbit Rendezvous (LOR), which enabled the Lunar Module to dock with the Command Module for crew transfer and module separation. In the 1970s, as the emerged, shifted focus toward berthing mechanisms suitable for non-androgynous interfaces on pressurized modules, particularly for orbital assembly scenarios. The , launched in 1973, utilized Apollo-derived probe-and-drogue hardware for the Command and Service Module, demonstrating the feasibility of attaching crewed vehicles to a modular outpost despite challenges like the near-failure during Skylab 2's initial approach, which required eight attempts before a hard dock. These experiences highlighted the need for systems that could handle zero-gravity dynamics, including misalignment corrections and load attenuation during module attachment. Early Shuttle-era concepts emphasized berthing via robotic arms to position payloads in the orbiter's bay, drawing from studies that repurposed Saturn hardware for extended orbital habitats. Boeing's contributions during this period included work on the Apollo-Soyuz Test Project's androgynous docking mechanism in 1975, which incorporated guide rings for mutual alignment and informed generic interface designs for reusable space structures. Key NASA technical reports from the era provided foundational analysis of berthing physics in zero gravity, including alignment tolerances critical for safe module mating. The Apollo docking system, as detailed in a 1972 experience report, specified operational limits such as axial velocities of 0.1–1.0 ft/sec, radial velocities up to 0.5 ft/sec, angular velocities not exceeding 1.0 deg/sec, radial misalignments up to 1.0 ft, and pitch/roll angles within 10 degrees, validated through zero-g simulations using air bearings, water immersion, and KC-135 parabolic flights. These parameters addressed capture dynamics, structural loads, and crew safety, influencing later berthing designs by prioritizing forgiving interfaces that accommodated robotic precision. Pre-1984 Boeing efforts in generic interface concepts for space stations incorporated robotic assistance, such as arm-guided alignment, to enable efficient assembly of pressurized elements without direct crew intervention. These early ideas laid the groundwork for formalized development under the Space Station program.

Space Station Freedom Development

During Phase B advanced development from 1985 to 1988, Boeing led the prototyping efforts for the Common Berthing Mechanism (CBM) under NASA contract at the Marshall Space Flight Center (MSFC), focusing on the hook-like capture latches and petal-like powered bolt systems to ensure reliable mating of pressurized modules. This phase emphasized ground-based testing to validate capture dynamics, including six-degree-of-freedom (Six-DOF) simulations on MSFC's test table to assess misalignment tolerances such as lateral offsets and angular deviations in roll and pitch. Prototypes underwent vacuum chamber evaluations to simulate orbital conditions, confirming the mechanism's ability to handle initial capture at approximately 11.4 cm separation without obstructing the central passageway for crew transfer. From 1989 to 1992, the CBM was integrated into the baseline design as the standard interface for all pressurized nodes, enabling flexible assembly sequences with interchangeable active and passive halves mounted on 2.0-meter diameter aluminum rings. Mockup tests at MSFC verified full berthing cycles, incorporating thermal and pressure-induced deflections to ensure structural integrity and alignment under launch and on-orbit loads. These efforts culminated in the mechanism's baselining by mid-1991, with ongoing component-level prototyping for powered bolts, shear ties, and elastomeric seals to support passage and maintain atmospheric pressure. Key milestones included the 1987 selection of electro-mechanical actuators with motors for the capture latches, prioritizing reliability over alternative clamp designs, and the 1990 qualification of the Gask-O-Seal system through full-scale vacuum tests to confirm leak-tight performance across multiple cycles. Development involved collaboration between engineers and teams in , drawing on prior conceptual work to refine the generic interface for Shuttle Remote Manipulator System berthing.

ISS Transition and Qualification

Following the cancellation of Space Station Freedom in 1993, the Common Berthing Mechanism (CBM) underwent a redesign as part of the (ISS) program's shift to Option A, emphasizing cost reductions while preserving the core interface for pressurized module connections. The redesign simplified the overall station architecture by integrating functions into common core and laboratory modules, retaining the six berthing ports with no alterations to the CBM design itself to avoid development delays and expenses. To ensure compatibility with the Russian segment, updates focused on interface adaptations via Pressurized Mating Adapters (PMAs), which converted CBM ports to align with Russian (APAS) docking standards, enabling seamless integration of modules like Zarya and . Qualification testing for the CBM spanned 1994 to 1998, conducted primarily at NASA's (JSC) to verify performance under launch, orbital, and environmental conditions. Key evaluations included tests simulating Shuttle ascent loads, thermal-vacuum cycles across extreme temperature ranges (-150°C to +120°C) to assess integrity and functionality, and structural proof load tests applying a 1.25 beyond expected pressures and deflections. These tests confirmed the CBM's ability to maintain atmospheric containment (leakage ≤ 0.042 sccs at 14.7 psia) and withstand on-orbit dynamics, such as reboost maneuvers and berthing impacts, over a 30-year lifespan. Certification milestones advanced steadily, with flight hardware delivery occurring in 1996 after component-level validations of powered bolts, capture latches, and alignment guides. By 1998, the CBM achieved human-rated approval, with flight hardware pre-integrated on the (Node 1) module for , enabling the subsequent connection to the Russian Zarya module via the APAS interface on PMA-1 during the mission. International adaptations aligned the CBM with Node 1's Common Berthing Mechanism Passive (cGMP, or PCBM) standards, defining envelope constraints, proximity detection, and rigidization interfaces to support radial and axial berthings without modifications to the passive half. This ensured across U.S. and partner elements, with the PCBM providing environmental sealing and structural attachment rated for repeated cycles in the ISS's pressurized environment.

Post-Deployment Modifications

Following the initial qualification of the Common Berthing Mechanism (CBM) during the transition to the (ISS), post-deployment modifications have been driven by operational feedback and the integration of commercial spacecraft. These updates have emphasized software and hardware enhancements to support berthing operations with visiting vehicles, ensuring compatibility with evolving mission requirements. Between 2000 and 2010, early ISS berthings, such as those involving the (MPLM), revealed opportunities for software refinements to optimize latch engagement and , though detailed public records of specific patches remain limited in declassified documents. Operational from these initial missions informed subsequent field adjustments to improve timing and hook reliability during capture sequences. Starting in 2011, significant adaptations were made to accommodate SpaceX's Dragon spacecraft under NASA's (COTS) program. These included hardware upgrades to ISS Multiplexer/Demultiplexer (MDM) units, such as the installation of Enhanced Processor and Integrated Communications () cards in five MDMs (three command and control, two ), which added faster processors, increased memory, and Ethernet ports to facilitate communication through CBM ports. Software modifications encompassed updates to the Caution and Warning system, allocation of memory in ISS computers for visiting vehicle data, definition of streams, and development of new graphical user interfaces (GUIs) for real-time monitoring of Dragon's trajectory and subsystems via the Robotic Workstation. Enhanced data ports were integrated to support power, data transfer, and air sampling through vestibule jumpers at the CBM interface, enabling seamless berthing and unberthing operations. These changes were tested extensively on the ground and uploaded via and vehicles in late 2011 and early 2012. Reliability improvements from to focused on incremental software enhancements and procedural refinements rather than major overhauls, with ongoing monitoring of CBM performance during frequent commercial berthings contributing to extended system longevity in preparation for ISS deorbit activities planned beyond 2025. These efforts included detection algorithms integrated into MDM software to alert operators of potential or anomalies, supporting over 50 successful berthing events without critical s. From 2021 to 2025, updates have centered on integration with commercial modules, particularly Space's planned habitat and modules. intends to use the CBM for initial berthing to an available ISS , such as the Node 3 location, to transfer infrastructure and enable reusability in a post-ISS commercial ecosystem. This involves compatibility testing of CBM active and passive halves with 's modules, emphasizing for repeated mating/demating cycles to support independent orbital operations after ISS deorbit in 2030. These adaptations prioritize while incorporating low-impact berthing techniques to minimize stress on aging ISS structures.

Operations

Berthing Preparation and Maneuver

The berthing preparation for the Common Berthing Mechanism (CBM) commences with a detailed pre-berth checklist coordinated between ground control and the International Space Station (ISS) crew. Ground-based trajectory planning utilizes orbital dynamics software to compute and refine the incoming spacecraft's rendezvous path, ensuring collision avoidance and optimal positioning relative to the ISS. This process incorporates real-time telemetry from the spacecraft to adjust for perturbations like atmospheric drag or solar pressure. Meanwhile, ISS crew members conduct visual monitoring using high-resolution external cameras, such as those on the Cupola module, to confirm the spacecraft's attitude, structural integrity, and proximity indicators, while verifying that the active CBM (ACBM) on the ISS port is in the ready configuration with latches retracted and seals inspected. Robotic arm operations form the core of the berthing maneuver, primarily executed by the Canadarm2 (Space Station Remote Manipulator System, or SSRMS), a 17-meter articulated arm mounted on the ISS. The spacecraft, equipped with a passive CBM (PCBM), first positions itself in a hold point approximately 10-15 meters from the target port using its own navigation systems. The Canadarm2 then extends to grapple the spacecraft's Docking Fixture or equivalent grapple point, transitioning it from free-flight to controlled manipulation. Operators, either on the ISS or at ground control via the , execute free-flyer maneuvers to translate and rotate the spacecraft, aligning the PCBM with the ACBM using coarse alignment guides—four on the ACBM and eight on the PCBM—to achieve a positional tolerance of within 10 cm and angular alignment of less than 1 degree. This phase relies on visual feedback from arm-mounted cameras and the ISS's external video feeds to guide incremental adjustments, ensuring the ready-to-latch () indicators activate at approximately 11.4 cm separation. The CBM's alignment guides briefly referenced here compensate for minor robotic positioning errors inherent in the arm's joint resolutions. Proximity operations prior to and during grappling emphasize precise velocity and position control to minimize risks. The approaching spacecraft uses attitude control thrusters to null relative velocity, targeting a match within 0.1 m/s to the ISS's orbital speed, guided by laser ranging systems like the DragonEye , which provides range, bearing, and relative velocity data up to 1 km away with sub-meter accuracy. This fine positioning holds the spacecraft steady in a "keep-out sphere" around the ISS, allowing safe arm extension without dynamic disturbances. Ground teams oversee these burns via S-band communications, issuing commands to maintain separation distances of at least 1 meter until grapple confirmation. Safety interlocks embedded in the CBM and robotic systems enforce strict abort criteria throughout preparation and maneuver. Proximity sensors and relative motion monitors continuously assess closure rates; if the relative velocity exceeds 0.5 m/s or positional deviations surpass predefined envelopes (e.g., lateral offsets beyond 20 cm), automated or manual aborts are initiated. This triggers the Canadarm2 to back away the grappled spacecraft or prompts firings to increase separation, preventing contact with the ISS structure. Redundant channels ensure fault detection, with the process designed to tolerate single-point failures in alignment or sensing without compromising safety. These protocols have been validated through ground simulations and on-orbit demonstrations, prioritizing collision avoidance in the dynamic orbital environment.

Capture and Sealing

The capture and sealing process of the Common Berthing Mechanism (CBM) commences immediately after the precise alignment of the active common berthing mechanism (ACBM) and passive common berthing mechanism (PCBM) during berthing maneuvers. Soft capture initiates with the engagement of guide pins from the alignment guide assemblies, which constrain relative motion and ensure proper orientation. This is rapidly followed by the extension and closure of four capture latch assemblies on the ACBM, which engage corresponding features on the PCBM to draw the interfaces together, completing the soft capture within approximately 5 seconds and establishing an initial non-rigid structural connection. Transitioning to hard mate, the protective petals on the ACBM retract to expose the mating surfaces, allowing fine alignment pins to seat fully and compress the primary and secondary Gask-O-Seals for airtight integrity. Sixteen powered assemblies then advance in staged increments, applying to achieve a preload of approximately 9,500 lbf (42,275 N) per bolt, resulting in overall capable of withstanding operational loads while maintaining compression. This phase ensures the joined elements form a , load-bearing pathway. Following hard mate, the pressurization sequence equalizes the differential cabin pressure from (0 psi) to standard atmospheric levels of 14.7 psi over a controlled period of 30 minutes, using valves to gradually introduce air while monitoring for anomalies. Integrated leak checks, performed via differential pressure transducers and visual inspections, verify seal performance and confirm no excessive leakage, typically below 0.042 sccs at 14.7 psi, before proceeding to full activation. Throughout capture and hard mate, electrical activation is managed via the ACBM controller, which commands the capture motors—3-phase brushless units limited to 600 W—and monitors for confirmation of . Hook motor data, including current draw and position feedback, verifies full closure, with peak operational speeds reaching 6,000 RPM during rapid deployment.

Intravehicular Activities

Following the completion of mechanical capture and sealing, crew members initiate intravehicular activities by verifying the integrity of the pressurized prior to hatch opening. This involves conducting leak checks to confirm seal performance using differential pressure transducers and monitoring for any pressure anomalies, ensuring the environment is safe for entry. Once verified, the crew visually inspects conditions through the hatch window, equalizes pressure via the Manual Pressure Equalization Valve (MPEV), and manually operates the crank assembly to open the hatch, which requires two sequential actions operable by a single crew member without tools in under 60 seconds. With the hatch open, the connects essential umbilicals to enable and between the berthed elements. This includes manually installing jumpers for power distribution, Ethernet-based , and fluid lines such as those for air sampling, which are routed through the CBM's internal structural ring to support operational integration. These connections facilitate the of electrical power via dedicated conductors and command/ interfaces compliant with standards like , ensuring reliable inter-vehicle functionality before full outfitting. The is then outfitted to prepare for and movement, with the of temporary handrails and cargo transfer aids attached to the CBM's structural mounting interfaces. These aids, including supports and tethers, enhance safe navigation and within the , leveraging the mechanism's 2-meter diameter ring for accessibility. This setup allows for efficient transfer while maintaining structural stability. Throughout these activities, safety protocols prioritize crew and emergency preparedness. Emergency egress plans ensure unimpeded escape routes with mobility aids and emergency lighting for visibility during power loss, allowing rapid hatch closure if needed. Bio-contamination checks are integrated via air sampling umbilicals to monitor microbial levels and contaminants, protecting crew by verifying atmospheric quality before unrestricted access, in line with ongoing ISS microbial monitoring requirements.

Deberthing Procedures

The deberthing process for the Common Berthing Mechanism (CBM) reverses the berthing sequence to ensure safe separation of connected pressurized elements on the (ISS). It begins with pre-deberth preparations, where utility umbilicals—providing power, data, and environmental control—are disconnected to isolate the systems of each element. members retrieve any remaining or waste materials, reversing the intravehicular activities (IVA) setup by removing temporary equipment and verifying the transfer of items between modules. Once all internal transfers are complete, the common hatch is securely closed and sealed to maintain atmospheric integrity on both sides, with leak checks confirming no loss exceeding 0.084 standard cubic centimeters per second at 14.7 psia. The demating phase follows, systematically releasing the mechanical connections in reverse order to the initial capture. Protective petals on the active CBM extend to their fully open position, allowing clearance for disengagement, while the 16 powered bolts retract sequentially to release the preload, followed by retraction of the four capture latches to disengage from the passive CBM guide pins. This process is automated and monitored in using load cells and sensors to ensure separation forces remain below 5,000 lbf (22,241 N), preventing any excessive stress on the berthing rings or attached structures. Demating typically occurs under robotic oversight, with crew intervention limited to visual confirmation via onboard cameras, and the entire sequence is designed to complete within minutes to minimize exposure to orbital dynamics. Unberthing then proceeds with the Space Station Remote Manipulator System (SSRMS), which grapples the departing vehicle via its compatible fixture and slowly extracts it from the CBM port. The maneuvers the spacecraft to a 5 m standoff distance, maintaining precise control to eliminate re-contact risks through collision avoidance software and force/ feedback sensors. This phase emphasizes gradual separation to account for relative motion in microgravity, with the SSRMS holding the vehicle steady until clearance is verified by ground controllers at . Following unberthing, post-separation activities ensure a safe departure. The unberthed vehicle activates its thrusters for controlled separation burns, achieving a sufficient to prevent orbital re-intersection with the ISS, typically on the order of 0.1 m/s initial delta-v. teams monitor for structural integrity, including status and thermal protection, confirming no anomalies before the vehicle proceeds to its independent mission phase or deorbit trajectory. This confirmation process involves cross-verification between ISS and vehicle systems, ensuring both elements remain fully operational.

Missions and Applications

Historical ISS Missions

The Common Berthing Mechanism (CBM) played a pivotal role in the initial of the (ISS) during its early missions from 1998 to 2010. The first CBM berthing occurred on December 6, 1998, when the (Node 1) was attached to the Zarya module via Pressurized Mating Adapter-1 (PMA-1) during mission , marking the beginning of the U.S. Orbital Segment construction and providing six CBM ports for future connections. Subsequent berthings included the Destiny Laboratory module on February 7, 2001, during , which was grappled by the shuttle's robotic arm and secured to Unity's forward CBM port, expanding the station's research capabilities. Other key early berthings involved the in April 2002 via , the S0 Truss in the same mission, and () in October 2007 during , all demonstrating the CBM's reliability in structural integration without reported failures. Initial tests with uncrewed vehicles were limited, as they primarily used docking ports, but the CBM underwent ground and on-orbit validations through these shuttle-led operations to ensure compatibility for pressurized element connections. From 2012 to 2020, the CBM supported the cargo resupply era, enabling over 35 successful berthings of SpaceX Dragon and Northrop Grumman Cygnus spacecraft to the ISS, achieving a 100% success rate in vehicle capture, alignment, and sealing. The inaugural commercial CBM berthing was SpaceX's Dragon on May 25, 2012, during the Commercial Orbital Transportation Services Demonstration Flight 2 (COTS-2) mission, where the Canadarm2 robotic arm grappled the passive CBM half and bolted it to Harmony's nadir port, delivering 1,014 pounds of cargo and validating automated proximity operations. By 2020, Dragon 1 had completed 21 berthings under the CRS contract (CRS-1 through CRS-21), for a total of 22 berthings including COTS-2, transporting more than 44,000 pounds of supplies cumulatively, while Cygnus achieved 13 berthings starting with Orb-1 in January 2014, including the NG-14 mission in October 2020 that delivered 8,000 pounds of science and hardware. These operations highlighted the CBM's robustness for repeated use, with no structural incidents across the fleet, and incorporated brief references to standard berthing preparation steps like soft capture and hook retraction for seamless integration. The period from 2021 to 2025 marked crewed expansions, where the CBM infrastructure supported ongoing berthings amid the integration of new crewed vehicles like Boeing's Starliner and missions 1 through 4. Starliner, following its Crew Flight Test on June 6, 2024, to the forward port via an (IDA-3) installed on a CBM-compatible location, relied on the station's CBM-based port architecture for overall system adaptations but used IDSS rather than direct CBM berthing, enabling subsequent resupply berthings to sustain crew activities. Similarly, in April 2022, Mission 2 in May 2023, Mission 3 in January 2024, and Mission 4 in June 2025 utilized Crew Dragon vehicles that docked to IDA ports derived from CBM berthing sites on , with accompanying Cargo Dragon berthings—such as CRS-30 in March 2024—delivering over 6,000 pounds of supplies to support these private astronaut stays of up to 17 days each. These missions underscored the CBM's foundational role in enabling hybrid -berthing ecosystems without compromising station integrity. International partners continued using CBM for berthing, including the inaugural mission in November 2025. By November 2025, the CBM had facilitated over 70 berthings across ISS operations, encompassing assembly modules, trusses, and commercial cargo vehicles, with zero structural failures attributed to the mechanism, affirming its design for long-term orbital use. This aggregate includes approximately 16 early assembly berthings, 35 cargo missions from and Cygnus through 2020, and an additional 36 cargo berthings from 2021 to 2025, all maintaining airtight seals and power/data transfer for mission durations up to 90 days.

Commercial Spacecraft Integration

The integration of the Common Berthing Mechanism (CBM) with began with NASA's (COTS) program, marking a shift toward private-sector involvement in (ISS) resupply operations. SpaceX's achieved certification for its Passive CBM (PCBM) interface in 2012 following the successful COTS Demo Flight 2, which demonstrated automated rendezvous, capture by the ISS's Canadarm2 robotic arm, and berthing to the Harmony module. This milestone validated the PCBM's soft-capture latches and hard-seal mechanisms for pressurized cargo transfer, paving the way for operational missions under the Commercial Resupply Services (CRS) contract. By November 2025, the Dragon's PCBM compatibility had enabled CRS missions (plus the preceding COTS-2 demonstration), delivering over 100,000 pounds of supplies, experiments, and equipment while returning significant cargo to , demonstrating the reliability of berthing for sustained ISS . These missions, such as CRS-33 in 2025, highlighted the PCBM's role in efficient, reusable cargo operations without requiring crew intervention for initial capture. Orbital ATK (now Northrop Grumman Innovation Systems) integrated the Active CBM with its Cygnus spacecraft in 2013 as part of preparations for the first CRS mission, featuring an enhanced pressurized cargo module with improved seals to accommodate both internal payloads and external unpressurized cargo attachments via the service module. This design allowed Cygnus to berth autonomously to ISS ports after robotic capture, supporting missions like Orb-1 in January 2014 and subsequent flights that expanded cargo capacity to over 7,000 pounds per delivery. The enhanced seals ensured airtight integrity during berthing, facilitating safe transfer of time-sensitive science and crew provisions. Emerging commercial vehicles continue to leverage CBM adaptations for crewed and cargo applications. Boeing's Starliner, though primarily using the (IDSS) for autonomous docking and incorporating compatible interface elements informed by CBM heritage for its 2024 crewed flight test debut, which successfully reached the ISS despite thruster challenges. Sierra Space's , designed with CBM berthing capability for pressurized and unpressurized cargo, was slated for ISS resupply debut in 2025 under CRS-2 but shifted to a free-flyer demonstration in late 2026 due to development delays and contract modifications, retaining modular CBM options for future integrations. Beyond the ISS, CBM compatibility extends to prospective commercial space stations, enabling seamless transitions for private infrastructure. The Starlab station, a by and Voyager Space, incorporates modular extensions aligned with CBM standards alongside IDSS ports, allowing berthing of like enhanced Cygnus variants for logistics and in low-Earth orbit post-ISS retirement. This adaptability supports scalable operations, with Starlab's design emphasizing interoperability for diverse commercial payloads and crew transport.

Technical Specifications

Mechanical Features

The Common Berthing Mechanism (CBM) features an actuation system comprising four motor-driven capture latches that enable precise capture and securement during berthing operations. This design ensures reliable initial latching before final structural bolting with sixteen powered bolts, minimizing misalignment risks in microgravity environments. Structurally, the CBM is engineered to withstand 1 launch accelerations and operate under a differential pressure of 14.7 , supporting the pressurized habitat integrity of the (ISS). The components exhibit a life of approximately 400 cycles, accommodating repeated berthing and de-berthing over the station's operational lifespan while resisting and stresses. These load capabilities are critical for maintaining joint stability during crew transfers and module attachments. Alignment precision is achieved through guide pins on the ACBM that interface with receptacles on the passive common berthing mechanism (PCBM), limiting angular misalignment to 0.5° and translational offsets to 1 cm. This tolerance allows for successful capture even with minor positioning errors from the remote manipulator system, ensuring seals engage properly without damage. The interface dimensions adhere to standardized pressurized element specifications, facilitating compatibility across ISS modules.

Electrical and Data Interfaces

The electrical and data interfaces of the Common Berthing Mechanism (CBM) facilitate to the active components, , and communication between the (ISS) and berthed elements, ensuring safe and reliable integration of pressurized modules or visiting spacecraft. The active CBM (ACBM) houses all powered elements, including electro-mechanical actuators for the four capture latches and sixteen powered bolt assemblies, while the passive CBM (PCBM) provides the mating interface without onboard power consumption. Circuit protection is achieved through relays integrated into the ACBM's controller panels to safeguard against faults during berthing operations. Power distribution occurs via redundant primary and backup strings, supporting the actuators that deliver up to 101.7 torque per powered bolt. These strings connect to the ISS electrical system, with the CBM enabling transfer to berthed spacecraft through two retractable power/data transfer umbilicals that deploy post-capture for sustained utility provision. For instance, the Cygnus resupply spacecraft draws 120 V DC from the ISS via this interface to support onboard systems during its docked phase. The sensor suite comprises differential pressure transducers (two per ACBM) that monitor Gask-O-Seal performance by detecting pressure differentials across the interface, verifying airtight sealing after rigidization. Load cells integrated with the capture hooks measure axial and forces during soft capture, providing data for misalignment correction via electromechanical s; these cells offer resolution on the order of verification requirements outlined in ISS specifications. Position encoders track movement in the hook and bolt mechanisms, ensuring precise alignment within millimeters. Proximity sensors trigger Ready-to-Latch () indicators at approximately 11.4 cm separation between the ACBM and PCBM, alerting the robotic arm operator to initiate final approach. Data links employ a local bus to interconnect the four sets of motor controllers and units within the ACBM for internal coordination. and commands interface with the ISS via the multiplex data bus, enabling real-time monitoring of berthing parameters such as latch status, bolt torque, and seal integrity. High-bandwidth Ethernet connections, available through the ISS network, support video transmission from cameras positioned near the CBM port during approach and capture. Redundancy features a dual-channel for both power and data systems, with independent paths for the bus and power strings that are cross-verified during ground testing. This fault-tolerant design accommodates single failures, such as one capture or powered , without compromising overall berthing integrity, contributing to the mechanism's operational reliability in the ISS environment.

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