m1100 s12 v1.1f en - Fender - Design

Ship Tables
Berthing Modes
Coefficients
Fender Design Berth Layout
Panel Design
Materials
Fender Testing
Section 12
Trelleborg Marine Systems
www.trelleborg.com/marine
Ref. M1100-S12-V1.1-EN
12–2
FENDER DESIGN
Fenders must reliably protect ships,
structures and themselves. They
must work every day for many years
in severe environments with little or
no maintenance.
As stated in the British
Standard†, fender design should
be entrusted to ‘appropriately
qualified and experienced people’.
Fender engineering requires an
understanding of many areas:
B Ship technology
B Civil construction methods
B Steel fabrications
B Material properties
B Installation techniques
B Health and safety
B Environmental factors
B Regulations and codes of practice
Using this guide
This guide should assist with many

of the frequently asked questions
which arise during fender design. All
methods described are based on the
latest recommendations of PIANC*
as well as other internationally
recognised codes of practice.
Methods are also adapted to
working practices within Trelleborg
and to suit Trelleborg products.
Further design tools and utilities
including generic specifications,
Codes and guidelines
energy calculation spreadsheets,
fender performance curves and much ROM 0.2-90 1990 Actions in the Design of Maritime and Harbor
more can be downloaded from the Works
Trelleborg Marine Systems website † BS6349 : Part 4 : 1994 1994 Code of Practice for Design of Fendering and
(www.trelleborg.com/marine). Mooring Systems
Exceptions EAU 1996 1996 Recommendations of the Committee for

Waterfront Structures
These guidelines do not encompass PIANC Bulletin 95 1997 Approach Channels – A Guide to Design
unusual ships, extreme berthing Supplement to Bulletin No.95 (1997) PIANC
conditions and other extreme cases
for which specialist advice should be Japanese MoT 911 1998 Technical Note of the Port and Harbour
sought. Research Institute, Ministry of Transport, Japan
No. 911, Sept 1998
* PIANC 2002 2002 Guidelines for the Design of Fender Systems :

2002 Marcom Report of WG33
M1100-S12-V1.1-EN
© Trelleborg AB, 2007

12–3
GLOSSARY
Commonly used symbols

Symbol Definition Units
B Beam of vessel (excluding beltings and strakes) m
C Positive clearance between hull of vessel and face of structure m
CB Block coefficient of vessel’s hull –
CC Berth configuration coefficient –
CE Eccentricity coefficient –
CM Added mass coefficient (virtual mass coefficient) –
CS Softness coefficient –
D Draft of vessel m
EN Normal berthing energy to be absorbed by fender kNm
EA Abnormal berthing energy to be absorbed by fender kNm
FL Freeboard at laden draft m
FS Abnormal impact safety factor –
H Height of compressible part of fender m
K Radius of gyration of vessel m
KC Under keel clearance m
LOA Overall length of vessel’s hull m
LBP Length of vessel’s hull between perpendiculars m
LS Overall length of the smallest vessel using the berth m
LL Overall length of the largest vessel using the berth m
M Displacement of the vessel tonne
M50 Displacement of the vessel at 50% confidence limit tonne
M75 Displacement of the vessel at 75% confidence limit tonne
MD Displacement of vessel tonne
P Fender pitch or spacing m
R Distance from point of contact to the centre of mass of the vessel m
RF Reaction force of fender kN
V Velocity of vessel (true vector) m/s
VB Approach velocity of the vessel perpendicular to the berthing line m/s
α Berthing angle degree
δ Deflection of the fender unit % or m
θ Hull contact angle with fender degree
μ Coefficient of friction –
ϕ Velocity vector angle (between R and V) degree
Definitions
Rubber fender Units made from vulcanised rubber (often with encapsulated steel plates) that absorbs energy by
elastically deforming in compression, bending or shear or a combination of these effects.
Pneumatic fender Units comprising fabric reinforced rubber bags filled with air under pressure and that absorb energy
from the work done in compressing the air above its normal initial pressure.
Foam fender Units comprising a closed cell foam inner core with reinforced polymer outer skin that absorb
energy by virtue of the work done in compressing the foam.
Steel Panel A structural steel frame designed to distribute the forces generated during rubber fender
compression.
M1100-S12-V1.1-EN

12–4
WHY FENDER?
‘There is a simple reason to use fenders: it is just too
expensive not to do so’. These are the opening remarks of 10 reasons for quality fendering
PIANC* and remain the primary reason why every modern port
invests in protecting their structures with fenders. B Safety of staff, ships and structures
Well-designed fender systems will reduce construction B Much lower lifecycle costs
costs and will contribute to making the berth more efficient by B Rapid, trouble-free installation
improving turn-around times. It follows that the longer a fender B Quicker turnaround time, greater efficiency
system lasts and the less maintenance it needs, the better the B Reduced maintenance and repair
investment. B Berths in more exposed locations
It is rare for the very cheapest fenders to offer the lowest B Better ship stability when moored
long term cost. Quite the opposite is true. A small initial saving B Lower structural loads
will often demand much greater investment in repairs and B Accommodate more ship types and sizes
upkeep over the years. A cheap fender system can cost many B More satisfied customers
times that of a well-engineered, higher quality solution over the
lifetime of the berth as the graphs below demonstrate.
Capital costs Maintenance costs

180 700
160
600
er
Other costs
Oth
140
500
120
400
100
COST
80 300 SAVING
Purchase price
60
200
o rg
40 Trelleb
100
20
0 0
Trelleborg Other 10 20 30 40 50
Service life (years)
Purchase price Wear & tear

+ Design approvals + Replacements
+ Delivery delays + Damage repairs
+ Installation time + Removal & scrapping
+ Site support + Fatigue, corrosion
= Capital cost = Maintenance cost
Capital cost + Maintenance cost = FULL LIFE COST
M1100-S12-V1.1-EN

12–5
DESIGN FLOWCHART
Functional
B type(s) of cargo B better stability on berth

B safe berthing and mooring B reduction of reaction force
Operational
B berthing procedures B light, laden or partly laden ships
B frequency of berthing B stand-off from face of structure
B limits of mooring and operations (crane reach)
(adverse weather) B fender spacing
B range of vessel sizes, types B type and orientation of
B special features of vessels waterfront structure
(flare, beltings, list, etc) B special requirements
B allowable hull pressures B spares availability
Site conditions
B wind speed B topography B temperature
B wave height B tidal range B corrosivity
B current speed B swell and fetch B channel depth
Design criteria
B codes and standards B safety factors (normal/abnormal)
B design vessels for calculations B maintenance cost/frequency
B normal/abnormal velocity B installation cost/practicality
B maximum reaction force B chemical pollution
B friction coefficient B accident response
B desired service life
Design criteria
Calculation of berthing energy Mooring layout

CM virtual mass factor CC berth configuration factor B location of mooring B strength and type B pre-tensioning of
CE eccentricity factor CS softness factor equipment and/or dolphins of mooring lines mooring lines
Calculation of fender energy absorption Assume fender system and type

B selection of abnormal berthing safety factor
Computer simulation (first series)

Selection of appropriate fenders
Check results
Determination of:
B check vessel motions in six B check deflection, energy and
B energy absorption B environmental factors B frictional loads
degrees of freedom reaction force
B reaction force B angular compression B chains etc
B check vessel acceleration B check mooring line forces
B deflection B hull pressure
Check impact on structure and vessel Computer simulation (optimisation)

B horizontal and vertical loading B implications of installing the
B chance of hitting the structure fender
(bulbous bows etc) B bevels/snagging from hull
B face of structure to protrusions
accommodate fender B restraint chains
Final selection of fender

B determine main characteristics B check availability of fender
of fender B track record and warranties
B PIANC Type Approved B future spares availability
B verification test methods B fatigue/durability tests
M1100-S12-V1.1-EN

12–6
THE DESIGN PROCESS

Many factors contribute to the design of a fender:
Ships
Ship design evolves constantly – shapes
change and many vessel types are getting
larger. Fenders must suit current ships and
those expected to arrive in the foreseeable
future.
Structures
Fenders impose loads on the berthing
structure. Many berths are being built in
exposed locations, where fenders can
play a crucial role in the overall cost of
construction. Local practice, materials
and conditions may influence the choice
of fender.
Berthing
Many factors will affect how vessels
approach the berth, the corresponding
kinetic energy and the load applied to the
structure. Berthing modes may affect the
choice of ship speed and the safety factor
for abnormal conditions.
Installation and maintenance

Fender installation should be considered
early in the design process. Accessibility
for maintenance, wear allowances and
the protective coatings will all affect the
full life cost of systems. The right fender
choice can improve turnaround times
and reduce downtime. The safety of
personnel, structures and vessels must be
considered at every stage – before, during
and after commissioning.
M1100-S12-V1.1-EN

12–7
ENVIRONMENT
Typical berthing locations
Berthing structures are located in a variety of places from sheltered basins to unprotected, open waters. Local
conditions will play a large part in deciding the berthing speeds and approach angles, in turn affecting the type and size
of suitable fenders.
Non-tidal basins
With minor changes in water
level, these locations are usually
sheltered from strong winds,
waves and currents. Ship sizes
may be restricted due to lock
access.
Tidal basins
Larger variations in water level
(depends on location) but still
generally sheltered from winds,
waves and currents. May be used
by larger vessels than non-tidal
basins.
Coastal berths
Maximum exposure to
winds, waves and currents. River berths
Berths generally used by Largest tidal range (depends on site),
single classes of vessel with greater exposure to winds, waves
such as oil, gas or bulk. and currents. Approach mode may be
restricted by dredged channels and
by flood and ebb tides. Structures on
river bends may complicate berthing
manoeuvres.
Tides Currents and winds

Tides vary by area and may have HRT Current and wind forces can push
extremes of a few centimetres HAT vessels onto or off the berth, and
MHWS
(Mediterranean, Baltic) or over 15 MHWN may influence the berthing speed.
metres (parts of UK and Canada). Once berthed, and provided the
MSL
Tides will influence the structure’s vessel contacts several fenders,
design and fender selection. MLWN
the forces are usually less critical.
However special cases do exist,
HRT Highest Recorded Tide MLWS especially on very soft structures.
HAT Highest Astronomical Tide LAT As a general guide, deep draught
MHWS Mean High Water Spring LRT vessels (such as tankers) will be
MHWN Mean High Water Neap more affected by current and high
MLWN Mean Low Water Neap freeboard vessels (such as RoRo
MLWS Mean Low Water Spring and container ships) will be more
LAT Lowest Astronomical Tide affected by strong winds.
LRT Lowest Recorded Tide
M1100-S12-V1.1-EN

12–8
STRUCTURES
The preferred jetty structure can influence the fender design and vice versa. The type of structure depends on local
practice, the geology at the site, available materials and other factors.
Selecting an appropriate fender at an early stage can have a major effect on the overall project cost. Below are some
typical structures and fender design considerations.
Features Design considerations
Open pile jetties B Simple and cost-effective B Low reaction reduces pile
sizes and concrete mass
B Good for deeper waters
B Best to keep fixings above
B Load-sensitive
piles and low tide
B Limited fixing area for fenders
B Suits cantilever panel designs
B Vulnerable to bulbous bows
Dolphins B Common for oil and gas terminals B Few but large fenders
B Very load-sensitive B Total reliability needed
B Flexible structures need careful B Low reactions preferred

design to match fender loads
B Large panels for low hull
B Structural repairs are costly pressures need chains etc
Monopiles B Inexpensive structures B Fenders should be designed

for fast installation
B Loads are critical
B Restricted access means low
B Not suitable for all geologies
maintenance fenders
B Suits remote locations
B Low reactions must be
B Quick to construct matched to structure
B Parallel motion systems
Mass structures B Most common in areas with small tides B Keep anchors above low tide
B Fender reaction not critical B Care needed selecting fender

spacing and projection
B Avoid fixings spanning pre-cast and
in situ sections or expansion joints B Suits cast-in or retrofit anchors
B Many options for fender types
Sheet piles
B Quick to construct B Fixing fenders direct to piles
difficult due to build tolerances
B Mostly used in low corrosion regions
B Keep anchors above low tide
B In situ concrete copes are common
B Care needed selecting fender
B Can suffer from ALWC (accelerated
spacing and projection
low water corrosion)
M1100-S12-V1.1-EN

12–9
SHIP TYPES
General cargo ship
B Prefer small gaps between ship and quay to minimise outreach of cranes.
B Large change of draft between laden and empty conditions.
B May occupy berths for long periods.
B Coastal cargo vessels may berth without tug assistance.
Bulk carrier
B Need to be close to berth face to minimise shiploader outreach.
B Possible need to warp ships along berth for shiploader to change holds.
B Require low hull contact pressures unless belted.
Container ship
B Flared bows are prone to strike shore structures.
B Increasing ship beams needs increase crane outreach.
B Some vessels have single or multiple beltings.
B Bulbous bows may strike front piles of structures at large berthing angles.
Oil tanker
B Need to avoid fire hazards from sparks or friction.
B Require low hull contact pressures.
B Coastal tankers may berth without tug assistance.
RoRo ship
B Ships have own loading ramps – usually stern, slewed or side doors.
B High lateral and/or transverse berthing speeds.
B Manoeuvrability at low speeds may be poor.
B End berthing impacts often occur.
B Many different shapes, sizes and condition of beltings.
Passenger (cruise) ship

B Small draft change between laden and empty.
B White or light coloured hulls are easily marked.
B Flared bows are prone to strike shore structures.
Ferry
B Quick turn around needed.
B High berthing speeds, often with end berthing.
B Intensive use of berth.
B Berthing without tug assistance.
B Many different shapes, sizes and condition of beltings.
Gas carrier
B Need to avoid fire hazards from sparks or friction.
B Shallow draft even at full load.
B Require low hull contact pressures.
B Single class of vessels using dedicated facilities.
B Manifolds not necessarily at midships position.
M1100-S12-V1.1-EN

12–10
SHIP FEATURES
Common on container vessels and cruise ships.

Bow Big flare angles may affect fender performance.
flares Larger fender may be required to maintain
clearance from the quay structure, cranes, etc.
Most modern ships have bulbous bows. Care is

Bulbous needed at large berthing angles or with widely
bows spaced fenders to ensure the bulbous bow does
not catch behind the fender or hit structural piles.
Almost every class of ship could be fitted with

beltings or strakes. They are most common on
Beltings &
RoRo ships or ferries, but may even appear on
strakes
container ships or gas carriers. Tugs and offshore
supply boats have very large beltings.
Cruise and RoRo ships often have flying bridges.

Flying In locks, or when tides are large, care is needed to
bridge avoid the bridge sitting on top of the fender during
a falling tide.
Barges, small tankers and general cargo ships can

Low have a small freeboard. Fenders should extend
freeboard down so that vessels cannot catch underneath at
low tides and when fully laden.
RoRo ships, car carriers and some navy vessels

Stern & have large doors for vehicle access. These are
side doors often recessed and can snag fenders – especially
in locks or when warping along the berth.
Ships with high freeboard include ferries, cruise

High and container ships, as well as many lightly loaded
freeboard vessels. Strong winds can cause sudden, large
increases in berthing speeds.
Many modern ships, but especially tankers

Low hull and gas carriers, require very low hull contact
pressure pressures, which are achieved using large fender
panels or floating fenders.
High speed catamarans and monohulls are

often built from aluminium. They can only accept
Aluminium
loads from fenders at special positions: usually
hulls
reinforced beltings set very low or many metres
above the waterline.
Many ships are modified during their lifetime with
little regard to the effect these changes may have
Special
on berthing or fenders. Protrusions can snag
features
fenders but risks are reduced by large bevels and
chamfers on the frontal panels.
M1100-S12-V1.1-EN

12–11
BERTHING MODES
Side berthing
α
Typical values
ϕ
0° ≤ α ≤ 15°
100mm/s ≤ V ≤ 300mm/s
V 60° ≤ ϕ ≤ 90°
Dolphin berthing
Tug α
Typical values
0° ≤ α ≤ 10°
ϕ
100mm/s ≤ V ≤ 200mm/s
V 30° ≤ ϕ ≤ 90°
End berthing
α Typical values
ϕ
V 0° ≤ α ≤ 10°
200mm/s ≤ V ≤ 500mm/s
0° ≤ ϕ ≤ 10°
Lock entrances
Typical values
ϕ
V 0° ≤ α ≤ 30°
α 300mm/s ≤ V ≤ 2000mm/s
0° ≤ ϕ ≤ 30°
Ship-to-ship berthing
ϕ Typical values
α
0° ≤ α ≤ 15°
150mm/s ≤ V ≤ 500mm/s
V
60° ≤ ϕ ≤ 90°
M1100-S12-V1.1-EN

12–12
BERTHING ENERGY
The kinetic energy of a berthing ship needs to be absorbed by a suitable fender system and this is most commonly
carried out using well recognised deterministic methods as outlined in the following sections.
Normal Berthing Energy (EN)

Most berthings will have energy less than or equal to the normal berthing energy (EN). The calculation should take into
account worst combinations of vessel displacement, velocity, angle as well as the various coefficients. Allowance should
also be made for how often the berth is used, any tidal restrictions, experience of the operators, berth type, wind and
current exposure.
The normal energy to be absorbed by the fender can be calculated as:
EN = 0.5 × M × VB2 × CM × CE × CC × CS
Where,
EN = Normal berthing energy to be absorbed by the fender (kNm)
M = Mass of the vessel (displacement in tonne) at chosen confidence level.*
VB = Approach velocity component perpendicular to the berthing line† (m/s).
CM = Added mass coefficient
CE = Eccentricity coefficient
CC = Berth configuration coefficient
CS = Softness coefficient
* PIANC suggests 50% or 75% confidence limits (M50 or M75) are appropriate to most cases.
†
Berthing velocity (VB) is usually based on displacement at 50% confidence limit (M50).
Abnormal Berthing Energy (EA)

Abnormal impacts arise when the normal energy is exceeded. Causes PIANC Factors of Safety (FS)
may include human error, malfunctions, exceptional weather conditions
or a combination of these factors. Vessel type Size FS
Largest 1.25
The abnormal energy to be absorbed by the fender can be calculated as: Tanker, bulk, cargo
Smallest 1.75
Largest 1.5
EA = FS × EN Container
Smallest 2.0
General cargo 1.75

Where,
RoRo, ferries ≥ 2.0
EA = Abnormal berthing energy to be absorbed by the fender (kNm)
FS = Safety factor for abnormal berthings Tugs, workboats, etc 2.0
Choosing a suitable safety factor (FS) will depend on many factors: Source: PIANC 2002; Table 4.2.5.
B The consequences a fender failure may have on berth operations. PIANC recommends that ‘the factor of
B How frequently the berth is used. abnormal impact when derived should be
B Very low design berthing speeds which might easily be exceeded. not be less than 1.1 nor more than 2.0
B Vulnerability to damage of the supporting structure. unless exception circumstances prevail’.
B Range of vessel sizes and types using the berth. Source: PIANC 2002; Section 4.2.8.5.
B Hazardous or valuable cargoes including people.
M1100-S12-V1.1-EN

12–13
SHIP DEFINITIONS
Many different definitions are used to describe ship sizes and classes. Some of the more common descriptions are
given below.
Vessel Type Length × Beam × Draft DWT Comments

1st Generation container
Small feeder 200m × 23m × 9m
<1,000 teu
2nd Generation container
Feeder 215m × 30m × 10m
1,000–2,500 teu
3rd Generation container
Panamax1 290m × 32.3m × 12m
2,500–5,000 teu
4th Generation container
Post-Panamax 305m × >32.3m × 13m
5,000–8,000 teu
5th Generation container
Super post-Panamax (VLCS)
>8,000 teu
Suezmax 2 500m × 70m × 21.3m All vessel types in Suez Canal
Seaway-Max3 233.5m × 24.0m × 9.1m All vessel types in St Lawrence Seaway
Handysize 10,000–40,000 dwt Bulk carrier
Cape Size 130,000–200,000 dwt Bulk carrier
Very large bulk carrier (VLBC) >200,000 dwt Bulk carrier
Very large crude carrier (VLCC) 200,000–300,000 dwt Oil tanker
Ultra large crude carrier (ULCC) >300,000 dwt Oil tanker
1. Panama Canal 2. Suez Canal 3. St Lawrence Seaway

Lock chambers are 305m long and The canal, connecting the Mediterranean The seaway system allows ships to
33.5m wide. The largest depth of the and Red Sea, is about 163km long and pass from the Atlantic Ocean to the
canal is 12.5–13.7m. The canal is about varies from 80–135m wide. It has no Great Lakes via six short canals totalling
86km long and passage takes eight lock chambers but most of the canal has 110km, with 19 locks, each 233m long,
hours. a single traffic lane with passing bays. 24.4m wide and 9.1m deep.
The ship tables show laden draft (DL) of vessels. The draft of a partly loaded ship (D) can be estimated using the
formula below:
LWT
MD = LWT + DWT
+ DWT =
MD
DL × LWT DL × (MD – DWT) D

D≈ =
MD MD
DL
USING SHIP TABLES

50% 75% Ship tables originally appeared in PIANC 2002. They are divided into
Confidence Limits (CL) which are defined as the proportion of ships of the
same DWT with dimensions equal to or less than those in the table. PIANC
considers 50% to 75% confidence limits are the most appropriate for design.
Please ask Trelleborg Marine Systems for supplementary tables of latest
and largest vessel types including Container, RoRo, Cruise and LNG.
M1100-S12-V1.1-EN

12–14
50%
SHIP TABLES
smaller larger
Wind area
Displacement
Type DWT/GRT LOA LBP B FL DL Lateral Front
M50
Full Load Ballast Full Load Ballast
1000 1580 63 58 10.3 1.6 3.6 227 292 59 88
2000 3040 78 72 12.4 1.9 4.5 348 463 94 134
3000 4460 88 82 13.9 2.1 5.1 447 605 123 172
5000 7210 104 96 16.0 2.3 6.1 612 849 173 236
General 7000 9900 115 107 17.6 2.5 6.8 754 1060 216 290
cargo ship 10000 13900 128 120 19.5 2.7 7.6 940 1340 274 361
15000 20300 146 136 21.8 3.0 8.7 1210 1760 359 463
20000 26600 159 149 23.6 3.1 9.6 1440 2130 435 552
30000 39000 181 170 26.4 3.5 10.9 1850 2780 569 709
40000 51100 197 186 28.6 3.7 12.0 2210 3370 690 846
5000 6740 106 98 15.0 2.3 6.1 615 850 205 231
7000 9270 116 108 16.6 2.6 6.7 710 1010 232 271
10000 13000 129 120 18.5 2.9 7.5 830 1230 264 320
15000 19100 145 135 21.0 3.3 8.4 980 1520 307 387
20000 25000 157 148 23.0 3.6 9.2 1110 1770 341 443
30000 36700 176 167 26.1 4.1 10.3 1320 2190 397 536
Bulk carrier
50000 59600 204 194 32.3 4.8 12.0 1640 2870 479 682
70000 81900 224 215 32.3 5.3 13.3 1890 3440 542 798
100000 115000 248 239 37.9 5.9 14.8 2200 4150 619 940
150000 168000 279 270 43.0 6.6 16.7 2610 5140 719 1140
200000 221000 303 294 47.0 7.2 18.2 2950 5990 800 1310
250000 273000 322 314 50.4 7.8 19.4 3240 6740 868 1450
7000 10200 116 108 19.6 2.4 6.9 1320 1360 300 396
10000 14300 134 125 21.6 3.0 7.7 1690 1700 373 477
15000 21100 157 147 24.1 3.9 8.7 2250 2190 478 591
20000 27800 176 165 26.1 4.6 9.5 2750 2620 569 687
Container 25000 34300 192 180 27.7 5.2 10.2 3220 3010 652 770
ship
30000 40800 206 194 29.1 5.8 10.7 3660 3370 729 850
40000 53700 231 218 32.3 6.8 11.7 4480 4040 870 990
50000 66500 252 238 32.3 7.7 12.5 5230 4640 990 1110
60000 79100 271 256 35.2 8.5 13.2 5950 5200 1110 1220
1000 1450 59 54 9.7 0.5 3.8 170 266 78 80
2000 2810 73 68 12.1 0.7 4.7 251 401 108 117
3000 4140 83 77 13.7 1.0 5.3 315 509 131 146
5000 6740 97 91 16.0 1.4 6.1 419 689 167 194
7000 9300 108 102 17.8 1.7 6.7 505 841 196 233
10000 13100 121 114 19.9 2.0 7.5 617 1040 232 284
15000 19200 138 130 22.5 2.6 8.4 770 1320 281 355
Oil tanker 20000 25300 151 143 24.6 3.1 9.1 910 1560 322 416
30000 37300 171 163 27.9 3.7 10.3 1140 1990 390 520
50000 60800 201 192 32.3 4.9 11.9 1510 2690 497 689
70000 83900 224 214 36.3 5.7 13.2 1830 3280 583 829
100000 118000 250 240 40.6 6.8 14.6 2230 4050 690 1010
150000 174000 284 273 46.0 8.3 16.4 2800 5150 840 1260
200000 229000 311 300 50.3 9.4 17.9 3290 6110 960 1480
300000 337000 354 342 57.0 11.4 20.1 4120 7770 1160 1850
M1100-S12-V1.1-EN

12–15
50%
SHIP TABLES
smaller larger
Wind area
Displacement
M50
1000 1970 66 60 13.2 2.0 3.2 700 810 216 217
2000 3730 85 78 15.6 2.9 4.1 970 1110 292 301
3000 5430 99 90 17.2 3.6 4.8 1170 1340 348 364
5000 8710 119 109 19.5 4.7 5.8 1480 1690 435 464
RoRo ship 7000 11900 135 123 21.2 5.5 6.6 1730 1970 503 544
10000 16500 153 141 23.1 6.7 7.5 2040 2320 587 643
15000 24000 178 163 25.6 8.2 8.7 2460 2790 701 779
20000 31300 198 182 27.4 9.5 9.7 2810 3180 794 890
30000 45600 229 211 30.3 11.7 11.3 3400 3820 950 1080
1000 850 60 54 11.4 2.2 1.9 426 452 167 175
2000 1580 76 68 13.6 2.8 2.5 683 717 225 234
3000 2270 87 78 15.1 3.2 3.0 900 940 267 277
5000 3580 104 92 17.1 3.9 3.6 1270 1320 332 344
7000 4830 117 103 18.6 4.5 4.1 1600 1650 383 396
Passenger
10000 6640 133 116 20.4 5.0 4.8 2040 2090 446 459
(cruise) ship
15000 9530 153 132 22.5 5.9 5.6 2690 2740 530 545
20000 12300 169 146 24.2 5.2 7.6 3270 3320 599 614
30000 17700 194 166 26.8 7.3 7.6 4310 4350 712 728
50000 27900 231 197 30.5 10.6 7.6 6090 6120 880 900
70000 37600 260 220 33.1 13.1 7.6 7660 7660 1020 1040
1000 810 59 54 12.7 1.9 2.7 387 404 141 145
2000 1600 76 69 15.1 2.5 3.3 617 646 196 203
3000 2390 88 80 16.7 2.8 3.7 811 851 237 247
5000 3940 106 97 19.0 3.3 4.3 1150 1200 302 316
7000 5480 119 110 20.6 3.7 4.8 1440 1510 354 372
Ferry
10000 7770 135 125 22.6 4.2 5.3 1830 1930 419 442
15000 11600 157 145 25.0 4.7 6.0 2400 2540 508 537
20000 15300 174 162 26.8 5.2 6.5 2920 3090 582 618
30000 22800 201 188 29.7 5.9 7.4 3830 4070 705 752
40000 30300 223 209 31.9 6.5 8.0 4660 4940 810 860
1000 2210 68 63 11.1 1.0 4.3 350 436 121 139
2000 4080 84 78 13.7 1.6 5.2 535 662 177 203
3000 5830 95 89 15.4 2.0 5.8 686 846 222 254
5000 9100 112 104 17.9 2.7 6.7 940 1150 295 335
7000 12300 124 116 19.8 3.2 7.4 1150 1410 355 403
10000 16900 138 130 22.0 3.8 8.2 1430 1750 432 490
Gas carrier
15000 24100 157 147 24.8 4.6 9.3 1840 2240 541 612
20000 31100 171 161 27.1 5.4 10.0 2190 2660 634 716
30000 44400 194 183 30.5 6.1 11.7 2810 3400 794 894
50000 69700 227 216 35.5 9.6 11.7 3850 4630 1050 1180
70000 94000 252 240 39.3 12.3 11.7 4730 5670 1270 1420
100000 128000 282 268 43.7 15.6 11.7 5880 7030 1550 1730
M1100-S12-V1.1-EN

12–16
75%
SHIP TABLES
smaller larger
Wind area
Displacement
M75
1000 1690 67 62 10.8 1.9 3.9 278 342 63 93
2000 3250 83 77 13.1 2.3 4.9 426 541 101 142
3000 4750 95 88 14.7 2.5 5.6 547 708 132 182
5000 7690 111 104 16.9 2.8 6.6 750 993 185 249
General 7000 10600 123 115 18.6 3.0 7.4 922 1240 232 307
cargo ship 10000 14800 137 129 20.5 3.3 8.3 1150 1570 294 382
15000 21600 156 147 23.0 3.6 9.5 1480 2060 385 490
20000 28400 170 161 24.9 3.9 10.4 1760 2490 466 585
30000 41600 193 183 27.8 4.3 11.9 2260 3250 611 750
40000 54500 211 200 30.2 4.6 13.0 2700 3940 740 895
5000 6920 109 101 15.5 2.4 6.2 689 910 221 245
7000 9520 120 111 17.2 2.6 6.9 795 1090 250 287
10000 13300 132 124 19.2 2.9 7.7 930 1320 286 340
15000 19600 149 140 21.8 3.3 8.6 1100 1630 332 411
20000 25700 161 152 23.8 3.6 9.4 1240 1900 369 470
30000 37700 181 172 27.0 4.1 10.6 1480 2360 428 569
Bulk carrier
50000 61100 209 200 32.3 4.7 12.4 1830 3090 518 723
70000 84000 231 221 32.3 5.2 13.7 2110 3690 586 846
100000 118000 255 246 39.2 5.9 15.2 2460 4460 669 1000
150000 173000 287 278 44.5 6.7 17.1 2920 5520 777 1210
200000 227000 311 303 48.7 7.3 18.6 3300 6430 864 1380
250000 280000 332 324 52.2 7.8 19.9 3630 7240 938 1540
7000 10700 123 115 20.3 2.6 7.2 1460 1590 330 444
10000 15100 141 132 22.4 3.3 8.0 1880 1990 410 535
15000 22200 166 156 25.0 4.3 9.0 2490 2560 524 663
20000 29200 186 175 27.1 5.0 9.9 3050 3070 625 771
Container
ship 25000 36100 203 191 28.8 5.7 10.6 3570 3520 716 870
30000 43000 218 205 30.2 6.4 11.1 4060 3950 800 950
40000 56500 244 231 32.3 7.4 12.2 4970 4730 950 1110
50000 69900 266 252 32.3 8.4 13.0 5810 5430 1090 1250
60000 83200 286 271 36.5 9.2 13.8 6610 6090 1220 1370
1000 1580 61 58 10.2 0.5 4.0 190 280 86 85
2000 3070 76 72 12.6 0.8 4.9 280 422 119 125
3000 4520 87 82 14.3 1.1 5.5 351 536 144 156
5000 7360 102 97 16.8 1.5 6.4 467 726 184 207
7000 10200 114 108 18.6 1.8 7.1 564 885 216 249
10000 14300 127 121 20.8 2.1 7.9 688 1090 255 303
15000 21000 144 138 23.6 2.7 8.9 860 1390 309 378
Oil tanker 20000 27700 158 151 25.8 3.2 9.6 1010 1650 355 443
30000 40800 180 173 29.2 3.9 10.9 1270 2090 430 554
50000 66400 211 204 32.3 5.0 12.6 1690 2830 548 734
70000 91600 235 227 38.0 6.0 13.9 2040 3460 642 884
100000 129000 263 254 42.5 7.1 15.4 2490 4270 761 1080
150000 190000 298 290 48.1 8.5 17.4 3120 5430 920 1340
200000 250000 327 318 42.6 9.8 18.9 3670 6430 1060 1570
300000 368000 371 363 59.7 11.9 21.2 4600 8180 1280 1970
M1100-S12-V1.1-EN

12–17
75%
SHIP TABLES
smaller larger
Wind area
Displacement
M75
1000 2190 73 66 14.0 2.7 3.5 880 970 232 232
2000 4150 94 86 16.6 3.9 4.5 1210 1320 314 323
3000 6030 109 99 18.3 4.7 5.3 1460 1590 374 391
5000 9670 131 120 20.7 6.1 6.4 1850 2010 467 497
RoRo ship 7000 13200 148 136 22.5 7.3 7.2 2170 2350 541 583
10000 18300 169 155 24.6 8.8 8.2 2560 2760 632 690
15000 26700 196 180 27.2 10.7 9.6 3090 3320 754 836
20000 34800 218 201 29.1 12.4 10.7 3530 3780 854 960
30000 50600 252 233 32.2 15.2 12.4 4260 4550 1020 1160
1000 1030 64 60 12.1 2.3 2.6 464 486 187 197
2000 1910 81 75 14.4 2.9 3.4 744 770 251 263
3000 2740 93 86 16.0 3.4 4.0 980 1010 298 311
5000 4320 112 102 18.2 4.2 4.8 1390 1420 371 386
7000 5830 125 114 19.8 4.7 5.5 1740 1780 428 444
Passenger 10000 8010 142 128 21.6 5.3 6.4 2220 2250 498 516
(cruise) ship
15000 11500 163 146 23.9 6.2 7.5 2930 2950 592 611
20000 14900 180 160 25.7 7.3 8.0 3560 3570 669 690
30000 21300 207 183 28.4 9.8 8.0 4690 4680 795 818
50000 33600 248 217 32.3 13.7 8.0 6640 6580 990 1010
70000 45300 278 243 35.2 16.6 8.0 8350 8230 1140 1170
1000 1230 67 61 14.3 2.1 3.4 411 428 154 158
2000 2430 86 78 17.0 2.6 4.2 656 685 214 221
3000 3620 99 91 18.8 2.9 4.8 862 903 259 269
5000 5970 119 110 21.4 3.5 5.5 1220 1280 330 344
7000 8310 134 124 23.2 3.9 6.1 1530 1600 387 405
Ferry
10000 11800 153 142 25.4 4.3 6.8 1940 2040 458 482
15000 17500 177 164 28.1 5.0 7.6 2550 2690 555 586
20000 23300 196 183 30.2 5.5 8.3 3100 3270 636 673
30000 34600 227 212 33.4 6.2 9.4 4070 4310 771 819
40000 45900 252 236 35.9 6.9 10.2 4950 5240 880 940
1000 2480 71 66 11.7 1.1 4.6 390 465 133 150
2000 4560 88 82 14.3 1.5 5.7 597 707 195 219
3000 6530 100 93 16.1 2.0 6.4 765 903 244 273
5000 10200 117 109 18.8 2.6 7.4 1050 1230 323 361
7000 13800 129 121 20.8 3.2 8.1 1290 1510 389 434
10000 18900 144 136 23.1 3.9 9.0 1600 1870 474 527
Gas carrier
15000 27000 164 154 26.0 4.8 10.1 2050 2390 593 658
20000 34800 179 169 28.4 5.5 11.0 2450 2840 696 770
30000 49700 203 192 32.0 6.7 12.3 3140 3630 870 961
50000 78000 237 226 37.2 10.5 12.3 4290 4940 1150 1270
70000 105000 263 251 41.2 13.4 12.3 5270 6050 1390 1530
100000 144000 294 281 45.8 16.9 12.3 6560 7510 1690 1860
M1100-S12-V1.1-EN

12–18
APPROACH VELOCITY (VB)

Berthing speeds depend on the ease or difficulty of the approach, the exposure of the berth and the vessel’s size.
Conditions are normally divided into five categories as shown in the chart’s key table.
The most widely used guide to approach speeds is the Brolsma table, adopted by BS1, PIANC2 and other standards.
For ease of use, speeds for the main vessel sizes are shown at the bottom of this page.
0.8
Berthing condition
a Easy berthing, sheltered
0.7
b Difficult berthing, sheltered
e VB c Easy berthing, exposed
d Good berthing, exposed
0.6
Approach velocity, VB (m/s)
e Difficult berthing, exposed
d
0.5
0.4 c
most commonly
used conditions
0.3
b
0.2
a
0.1
USE WITH CAUTION
0
1,000 10,000 100,000 500,000
Deadweight (DWT)*
* PIANC suggests using DWT from 50% or 75% confidence limit ship tables.
Velocity, VB (m/s)
DWT a b c d e B Approach velocities less than
1,000 0.179 0.343 0.517 0.669 0.865 0.1m/s should be used with
caution.
2,000 0.151 0.296 0.445 0.577 0.726
B Values are for tug-assisted
3,000 0.136 0.269 0.404 0.524 0.649
berthing.
4,000 0.125 0.250 0.374 0.487 0.597
B Spreadsheets for calculating the
5,000 0.117 0.236 0.352 0.459 0.558
approach velocity and berthing
10,000 0.094 0.192 0.287 0.377 0.448
energy are available at
20,000 0.074 0.153 0.228 0.303 0.355
www.trelleborg.com/marine .
30,000 0.064 0.133 0.198 0.264 0.308
B Actual berthing velocities can be
40,000 0.057 0.119 0.178 0.239 0.279 measured, displayed and recorded
50,000 0.052 0.110 0.164 0.221 0.258 using a SmartDock Docking Aid
100,000 0.039 0.083 0.126 0.171 0.201 System (DAS) by Harbour Marine.†
200,000 0.028 0.062 0.095 0.131 0.158
300,000 0.022 0.052 0.080 0.111 0.137 † Harbour Marine is part of
400,000 0.019 0.045 0.071 0.099 0.124 Trelleborg Marine Systems.
500,000 0.017 0.041 0.064 0.090 0.115
Caution: low berthing speeds are easily exceeded.
M1100-S12-V1.1-EN

12–19
BLOCK COEFFICIENT (CB)

The block coefficient (CB) is a function of the hull shape and is expressed as follows:
MD Typical block coefficients (CB)

CB =
LBP × B × D × ρSW Container vessels 0.6–0.8
General cargo and bulk carriers 0.72–0.85
Tankers 0.85
where, Ferries 0.55–0.65
MD = displacement of vessel (t) RoRo vessels 0.7–0.8
LBP = length between perpendiculars (m) Source: PIANC 2002; Table 4.2.2
B = beam (m)
D = draft (m)
ρSW = seawater density ≈ 1.025t/m3
D LBP
Given ship dimensions and using typical block coefficients,
the displacement can be estimated:
MD ≈ CB × LBP × B × D × ρSW B
ADDED MASS COEFFICIENT (CM)

B
The added mass coefficient allows for the body of water carried Quay
along with the ship as it moves sideways through the water. As
the ship is stopped by the fender, the entrained water continues
to push against the ship, effectively increasing its overall mass. VB D
The Vasco Costa method is adopted by most design codes for
KC
ship-to-shore berthing where water depths are not substantially
greater than vessel drafts.
Shigera Ueda Vasco Costa*

PIANC (2002) (1981) (1964)
KC
for ≤ 0.1 CM = 1.8
D
where,
KC KC π×D 2D
for 0.1 ≤ ≤ 0.5 CM = 1.875 – 0.75 CM = CM = 1 + D = draft of vessel (m)
D D 2 × CB × B B B = beam of vessel (m)
KC LBP = length between
for ≥ 0.5 CM = 1.5 perpendiculars (m)
D
KC = under keel clearance (m)
* valid where VB ≥ 0.08m/s, KC ≥ 0.1D
Special case – longitudinal approach
V CM = 1.1
Recommended by PIANC.
12–19
12–20
ECCENTRICITY COEFFICIENT (CE)
The Eccentricity Coefficient allows

LBP for the energy dissipated by rotation
of the ship about its point of impact
y
x with the fenders. The correct point of
B impact, berthing angle and velocity
2 vector angle are all important
R ϕ
α for accurate calculation of the
berthing line eccentricity coefficient.
VB In practice, CE often varies
V between 0.3 and 1.0 for different
VL
berthing cases.
VL = longitudinal velocity component (forward or astern) Velocity (V) is not always
perpendicular to the berthing line.
LBP
x+y= (assuming the centre of mass is at mid-length of the ship)
2
B
2 Common berthing cases
R= y2 +
2
Quarter-point berthing
K = (0.19 × CB + 0.11) × LBP
LBP
x= CE ≈ 0.4–0.6
4
2 2 2
K + R cos ϕ
CE = Third-point berthing
K2 + R2
LBP
x= CE ≈ 0.6–0.8
3
where,
B = beam (m)
CB = block coefficient Midships berthing
LBP = length between perpendiculars (m)
LBP
R = centre of mass to point of impact (m) x= CE ≈ 1.0
2
K = radius of gyration (m)
Caution: for ϕ < 10º, CE J 1.0
Lock entrances and guiding fenders Dolphin berths

Tug
ϕ ϕ α
V R
R
α
V
a
Where the ship has a significant forward motion, PIANC Ships rarely berth exactly midway between dolphins.
suggests that the ship’s speed parallel to the berthing ROM 0.2-90 suggests a=0.1L, with a minimum of 10m
face (Vcosα) is not decreased by berthing impacts, and and maximum of 15m between the midpoint and the
it is the transverse velocity component (Vsinα) which vessel’s centre of mass. This offset reduces the vector
much be resisted by the fenders. When calculating the angle (ϕ) and increases the eccentricity coefficient.
eccentricity coefficient, the velocity vector angle (ϕ) is
taken between V and R.
M1100-S12-V1.1-EN

12–21
ECCENTRICITY COEFFICIENT (CE)
Special cases for RoRo Terminals

Modern RoRo terminals commonly use two different approach modes during berthing. PIANC defines these as mode b)
and mode c). It is important to decide whether one or both approach modes will be used, as the berthing energies which
must be absorbed by the fenders can differ considerably.
Mode b) Mode c)
α ≤ 15º Outer end

Breasting
A
dolphins
A
R V1 Breasting
≤0.25LS dolphins
Approach R
ϕ
ϕ
V1
≤0.25LS ≥ 1.05LL
V2
α ≤ 15º V2 ≤0.25LS B
≤0.25LS
Inner end
V3 V3 α
≤0.25LS ≤0.25LS
C C
End fender and End fender and
shore based ramp shore based ramp
Fender Typical values Fender Typical values

A Side 100mm/s ≤ V1 ≤ 300mm/s 60° ≤ ϕ ≤ 90° A Side 1000mm/s ≤ V1 ≤ 3000mm/s 0° ≤ ϕ ≤ 50°
B Side 300mm/s ≤ V2 ≤ 500mm/s N/A B Side 500mm/s ≤ V2 ≤ 1000mm/s 0° ≤ ϕ ≤ 50°
C End 200mm/s ≤ V3 ≤ 500mm/s 0° ≤ ϕ ≤ 10° C End 200mm/s ≤ V3 ≤ 500mm/s 0° ≤ ϕ ≤ 10°
RoRo vessels with bow and/or stern ramps make a RoRo vessels approach either head-on or stern-on with a
transverse approach to the berth. The ships then move large longitudinal velocity. Side fenders guide the vessel
along the quay or dolphins using the side fenders for but ships berth directly against the shore ramp structure
guidance until they are the required distance from the or dedicated end fenders.
shore ramp structure. B Quicker berthing and more controllable in strong winds
B Lower berthing energy B High berthing energies
B Reduced speeds may affect ship manoeuvrability B Risk of vessel hitting inside of fenders or even the
B Increased turn-around time dolphins
B CE is smaller (typically 0.4–0.7) B CE can be large (typically 0.6–0.9)
M1100-S12-V1.1-EN

12–22
BERTH CONFIGURATION COEFFICIENT (CC)
When ships berth at small angles against solid Closed structure

structures, the water between hull and quay acts as
a cushion and dissipates a small part of the berthing
energy. The extent to which this factor contributes will
depend upon several factors:
B Quay structure design

B Underkeel clearance
B Velocity and angle of approach
B Projection of fender
B Vessel hull shape
Semi-closed structure
PIANC recommends the following values:
B Open structures including berth corners

B Berthing angles > 5º
CC = 1.0
B Very low berthing velocities
B Large underkeel clearance
B Solid quay structures

CC = 0.9
B Berthing angles > 5º
Note: where the under keel clearance has already been

considered for added mass (CM), the berth configuration
coefficient CC =1 is usually assumed.
SOFTNESS COEFFICIENT (CS)

Where fenders are hard relative to the flexibility of the ship hull, some of the berthing energy is absorbed by elastic
deformation of the hull. In most cases this contribution is limited and ignored (CS =1). PIANC recommends the following
values:
CS = 1.0 Soft fenders (δf > 150mm)
CS = 0.9 Hard fenders (δf ≤ 150mm)
M1100-S12-V1.1-EN

12–23
FENDER SELECTION
Every type and size of fender

has different performance
characteristics. Whatever type of
fenders are used, they must have
sufficient capacity to absorb the
normal and abnormal energies of
berthing ships.
When selecting fenders the
designer must consider many factors
including: Reaction
B Single or multiple fender contacts ENERGY
B The effects of angular compressions
= area under curve
B Approach speeds
B Extremes of temperature
B Berthing frequency
B Fender efficiency
Deflection
Comparing efficiency
Fender efficiency is defined as the
ratio of the energy absorbed to
the reaction force generated. This
method allows fenders of many sizes R R
and types to be compared as the
example shows.
Comparisons should also be made
at other compression angles, speeds E E
and temperatures when applicable.
D D
Super Cone SeaGuard

SCN 1050 (E2) SG 2000 × 3500 (STD)
E = 458kNm E = 454kNm
This comparison shows Super R = 843kN R = 845kN
Cone and SeaGuard fenders D = 768mm D = 1200mm
with similar energy, reaction P = 187kN/m2 * P = 172kN/m2
and hull pressure, but different
height, deflection and initial
E E
stiffness (curve gradient). = 0.543 kNm/kN = 0.537 kNm/kN
R R
* for a 4.5m2 panel
M1100-S12-V1.1-EN

12–24
FENDER PITCH
Fenders spaced too far apart may
s, RB
allow ships to hit the structure.
A positive clearance (C)
Bow radiu
should always be maintained,
usually between 5–15% of the
uncompressed fender height (H).
A minimum clearance of 300mm
inclusive of bow flare is commonly
specified.
α
B Smaller ships have smaller bow
radius but usually cause smaller
fender deflection.
B Clearance distances should take
account of bow flare angles.
θ θ
B Bow flares are greater near to h = H – δF
the bow and stern.
B Where ship drawings are
available, these should be used H δF θ
C h
to estimate bow radius.
P P/ P/
2 2
Bow radius Fender pitch
As a guide to suitable distance between fenders on a continuous wharf, the

1 B LOA2
RB ≈ + formula below indicates the maximum fender pitch. Small, intermediate and
2 2 8B large vessels should be checked.
where,
P ≤ 2 RB2 – (RB – h + C)2
RB = bow radius (m)
B = beam of vessel (m) where,
LOA = vessel length overall (m) P = pitch of fender
RB = bow radius (m)
The bow radius formula is h = fender projection when compressed, measured at centreline of fender
approximate and should be checked a = berthing angle
against actual ship dimensions C = clearance between vessel and dock (C should be 5–15% of the
where possible. undeflected fender projection, including panel)
θ = hull contact angle with fender
According to BS 6349: Part 4: 1994, it is also recommended that the fender
spacing does not exceed 0.15 × L S, where L S is the length of the smallest ship.
Cruise liner Container ship Bulk carrier/

Bow radius (metres)
Caution 200 general cargo
Large fender spacings 150
may work in theory but 100

in practice a maximum 50
spacing of 12–15m is more
0
realistic. 0 65 0 140 0 425
Displacement (1000 t) Displacement (1000 t) Displacement (1000 t)
M1100-S12-V1.1-EN

12–25
MULTIPLE CONTACT CASES

3-fender contact 2-fender contact
RB RB RB RB
δF2 δF1 δF2 δF

Berthing Berthing
H line line
P P P
P P/ P/ P
2 2
B Energy absorbed by three (or more) fenders B Energy divided over 2 (or more) fenders
B Larger fender deflection likely B Smaller fender deflections
B Bow flare is important B Greater total reaction into structure
B 1-fender contact also possible for ships with small B Clearance depends on bow radius and bow flare
bow radius
ANGULAR BERTHING
The berthing angle between the fender and the ship’s hull may result in some loss of energy absorption. Angular berthing
means the horizontal and/or vertical angle between the ship’s hull and the berthing structure at the point of contact.
There are three possible conditions for the effects of angular berthing: flare, bow radius and dolphin.
Flare Bow radius Dolphin
α
Bow
radi
us,
RB
α
θ
β
P
P
sin θ = where RB = bow radius
2RB
M1100-S12-V1.1-EN

12–26
FENDER PANEL DESIGN
Fender panels are used to

distribute reaction forces into 3 design cases
the hulls of berthing vessels.
The panel design should
consider many factors including: Full-face contact Low-level impact Double contact
B Hull pressures and tidal range n×T

B Lead-in bevels and chamfers F F1
B Bending moment and shear
B Local buckling
B Limit state load factors R R R1
B Steel grade
B Permissible stresses
B Weld sizes and types
B Effects of fatigue and cyclic
loads
F R2
B Pressure test method
B Rubber fender connections
B UHMW-PE attachment
B Chain connections F2
B Lifting points
B Paint systems
B Corrosion allowance
B Maintenance and service life
Steel Properties
PIANC steel thicknesses
Yield Strength (min) Tensile Strength (min) Temperature
Standard Grade
N/mm² psi N/mm² psi °C °F PIANC recommends the following
S235JR minimum steel thicknesses for
(1.0038) 235 34 000 360 52 000 – –
fender panel construction:
S275JR 275 40 000 420 61 000 – –
(1.0044)
EN 10025 Exposed both faces ≥ 12mm
S355J2 355 51 000 510 74 000 -20 -4 Exposed one face ≥ 9mm
(1.0570)
S355J0 Internal (not exposed) ≥ 8mm
355 51 000 510 74 000 0 32
(1.0553) Source: PIANC 2002; Section 4.1.6.
SS41 235 34 000 402 58 000 0 32 Corresponding minimum panel thickness
will be 140–160mm (excluding UHMW-PE
JIS G-3101 SS50 275 40 000 402 58 000 0 32
face pads) and often much greater.
SM50 314 46 000 490 71 000 0 32
Typical panel weights
A-36 250 36 000 400 58 000 0 32
ASTM
The table can be used as a guide
A-572 345 50 000 450 65 000 0 32
to minimum average panel weight
The national standards of France and Germany have been replaced by EN 10025. In the (excluding UHMW-PE face pads) for
UK, BS4360 has been replaced by BS EN 10025. The table above is for guidance only different service conditions:
and is not comprehensive. Actual specifications should be consulted in all cases for the
full specifications of steel grades listed and other similar grades. Light duty 200–250kg/m2
Medium duty 250–300kg/m2
Heavy duty 300–400kg/m2
Extreme duty ≥400kg/m2
M1100-S12-V1.1-EN

12–27
HULL PRESSURES
W Allowable hull pressures depend on hull plate thickness and frame spacing.
These vary according to the type of ship. PIANC gives the following advice on
hull pressures:
Hull pressure
Vessel type Size/class (kN/m2)
R < 1 000 teu (1st/2nd generation) < 400
H P= < 3 000 teu (3rd generation) < 300
Container ships
W×H < 8 000 teu (4th generation) < 250
> 8 000 teu (5th/6th generation) < 200
≤ 20 000 DWT 400–700
General cargo > 20 000 DWT < 400
≤ 20 000 DWT < 250
Oil tankers ≤ 60 000 DWT < 300
VLCC/ULCC > 60 000 DWT 150–200
Gas carriers LNG/LPG < 200
P = average hull pressure (kN/m2) Bulk carriers < 200
R = total fender reaction (kN) RoRo
W = panel width, excluding bevels (m) Usually fitted with
Passenger/cruise beltings (strakes)
H = panel height, excluding bevels (m) SWATH
Source: PIANC 2002; Table 4.4.1
BELTINGS Belting types
Most ships have beltings (sometimes called belts or

strakes). These come in many shapes and sizes – some
are well-designed, others can be poorly maintained or 1 2
modified.
Care is needed when designing fender panels to cope
with beltings and prevent snagging or catching which may
damage the system.
Belting line loads exert crushing forces on the fender
panel which must be considered in the structural design.
Application Vessels Belting Load (kN/m) h

Light duty Aluminium hulls 150–300
Medium duty Container 500–1 000 3
Heavy duty RoRo/Cruise 1 000–1 500

≥h
Belting range is
often greater than
Belting tidal range due
range to ship design,
heave, roll, and
changes in draft. 1 2 Common on RoRo/Cruise ships.
Projection 200–400mm (typical).
3 Common on LNG/Oil tankers, barges, offshore

supply vessels and some container ships.
Projection 100–250mm (typical).
M1100-S12-V1.1-EN

12–28
FRICTION
Friction has a large influence on the fender design, particularly for Typical friction design values
restraint chains. Low friction facing materials (UHMW-PE) are often
used to reduce friction. Other materials, like polyurethanes (PU) used Materials Friction Coefficient (μ)
for the skin of foam fenders, have lower friction coefficients than UHMW-PE Steel 0.2
rubber against steel or concrete. HD-PE Steel 0.3
The table can be used as a guide to typical design values. Friction Polyurethane Steel 0.4
coefficients may vary due to wet or dry conditions, local temperatures, Rubber Steel 0.7
static and dynamic load cases, as well as surface roughness. Timber Steel 0.4
Steel Steel 0.5
CHAIN DESIGN
Chains can be used to restrain the movements of fenders
during compression or to support static loads. Chains
may serve four main functions:
B Weight chains support the steel panel and prevent

excessive drooping of the system. They may also resist
vertical shear forces caused by ship movements or
changing draft.
B Shear chains resist horizontal forces caused during
longitudinal approaches or warping operations.
B Tension chains restrict tension on the fender rubber.
Correct location can optimise the deflection geometry.
B Keep chains are used to moor floating fenders or to 1
prevent loss of fixed fenders in the event of accidents.
3
Factors to be considered when designing fender chains:
B Corrosion reduces link diameter and weakens the chain.

B Corrosion allowances and periodic replacement should 2
be allowed for.
B A ‘weak link’ in the chain system is desirable to prevent
damage to more costly components in an accident.
μR + W
SWL =
n cosθ
MBL ≥ FC × SWL
θ
where,
SWL = safe working load (kN) μR
FC = safety factor
μ = coefficient of friction 1 Tension chains
R = fender reaction (kN)
W = gross panel weight (kg) 2 Weight chains
(for shear chains, W = 0) W
n = number of chains 3 Shear chains
θ = effective chain angle (degrees)
M1100-S12-V1.1-EN

12–29
UHMW-PE FACING
The contact face of a fender panel Fastening example

helps to determine the lifetime
maintenance costs of a fender
installation. UHMW-PE (FQ1000) is W
the best material available for such
t
applications. It uniquely combines
low friction, impact strength, Always use oversize washers
non-marking characteristics and to spread the load.
resistance to wear, temperature
extremes, seawater and marine
borers.
Sinter moulded into plates at Application t (mm) W* (mm) Bolt
extremely high pressure, UHMW-PE
Light duty 30 3–5 M16
is a totally homogeneous material
40 7–10
which is available in many sizes and Medium duty M16–M20
50 10–15
thicknesses. These plates can be
60 15–19
cut, machined and drilled to suit any
Heavy duty 70 18–25 M24–M30
type of panel or shield.
80 22–32
90 25–36
Extreme duty M30–M36
100 28–40
* Where allowances are typical values, actual wear allowance may vary due fixing detail.
The standard colour is black,

but UHMW-PE is available
in many other colours if Large pads vs small pads
Larger pads
are usually
more robust
but smaller
pads are easier
and cheaper to
replace.
M1100-S12-V1.1-EN

12–30
CORROSION PREVENTION
Fenders are usually installed in corrosive

environments, sometimes made worse by high
temperature and humidity. Corrosion of fender
accessories can be reduced with specialist paint
coatings, by galvanising or with selective use of
stainless steels.
Paint coatings and galvanising have a finite life.
Coating must be reapplied at intervals during the life
of the fender. Galvanised components like chains or
bolts may need periodic re-galvanising or replacement.
Stainless steels should be carefully selected for their
performance in seawater.
Paint coatings
ISO EN 12944 is a widely used international standard defining the durability of corrosion protection systems in various
environments. The C5-M class applies to marine coastal, offshore and high salinity locations and is considered to be the
most applicable to fenders.
The life expectancy or ‘durability’ of coatings is divided into three categories which estimate the time to first major
maintenance:
Low 2–5 years

Durability range is not a guarantee. It is to help
Medium 5–15 years
operators estimate sensible maintenance times.
High >15 years
The table gives some typical C5-M class paint systems which provide high durability in marine environments. Note that
coal tar epoxy paints are not available in some countries.
Paint Surface Priming Coat(s) Top Coats Paint System Expected durability
System Preparation Binder Primer No. coats NDFT Binder No. coats NDFT No. coats NDFT (C5-M corrosivity)
S7.09 Sa 2.5 EP, PUR Zn (R) 1 40 EP, PUR 3-4 280 4-5 320 High (>15y)
S7.11 Sa 2.5 EP, PUR Zn (R) 1 40 CTE 3 360 4 400 High (>15y)
S7.16 Sa 2.5 CTE Misc 1 100 CTE 2 200 3 300 Medium (5-15y)
Sa 2.5 is defined in ISO 8501-1 Misc = miscellaneous types of PUR = 1-pack or 2-pack polyurethane
NDFT = Nominal dry film thickness anticorrosive pigments CTE = 2-pack coal tar epoxy
Zn (R) = Zinc rich primer EP = 2-pack epoxy
Design considerations
Other paint systems may also satisfy the C5-M requirements but in choosing any coating the designer should carefully
consider the following:
B Corrosion protection systems are not a substitute for poor design details such as re-entrant shapes and corrosion traps.
B Minimum dry film thickness >80% of NDFT (typical)
B Maximum film thickness <3 × NDFT (typical)
B Local legislation on emission of solvents or health & safety factors
B Application temperatures, drying and handling times
B Maximum over-coating times
B Local conditions including humidity or contaminants
Refer to paint manufacturer for advice on specific applications and products.
M1100-S12-V1.1-EN

12–31
CORROSION PREVENTION
Galvanising
Hot-dip galvanising is the process of coating steel parts with a
zinc layer by passing the component through a bath of molten
zinc. When exposed to sea water the zinc acts as an anodic
reservoir which protects the steel underneath. Once the zinc is
depleted the steel will begin to corrode and lose strength.
Galvanising thickness can be increased by:
B shot blasting the components before dipping

B pickling the components in acid
B double dipping the components (only suitable for some steel
grades)
Spin galvanising is used for threaded components which are

immersed in molten zinc then immediately centrifuged to
remove any excess zinc and clear the threads. Spin galvanised
coatings are thinner than hot dip galvanised coatings and will
not last as long in marine environments.
Typical galvanising thicknesses:
Hot dip galvanising 85μm

Spin galvanising 40μm
Stainless steels
Pitting Resistance Galling
Stainless steel performance in seawater varies according Galling or ‘cold welding’ affects threaded stainless
to pitting resistance. Chemical composition – especially steel components including nuts, bolts and anchors.
Chromium (Cr), Molybdenum (Mo) and Nitrogen (N) The protective oxide layer of the stainless steel gets
content – is a major factor in pitting resistance. scraped off during tightening causing high local friction
The pitting resistance equivalent number (PREN) is a and welding of the threads. After galling, seized fasteners
theoretical way to compare stainless steel grades. The cannot be further tightened or removed and usually needs
most common formula for PREN is: to be cut out and replaced.
To avoid this problem, always apply anti-galling
PREN = Cr + 3.3Mo + 16N compounds to threads before assembly. If these are
unavailable then molybdenum disulfide or PTFE based
lubricants can be used.
Cr and Mo are major cost factors for stainless steel.
A high PREN material will usually last longer but cost
more.
Common
Grade Type Cr (%) Mo (%) N (%) PREN Comments
Name
1.4501 Zeron 100 Duplex 24.0–26.0 3.0– 4.0 0.2–0.3 37.1–44.0 used where very long service life is needed
1.4462 SAF 2205 Duplex 21.0–23.0 2.5–3.5 0.1–0.22 30.9–38.1 or access for inspection is difficult
1.4401 316S31 Austenitic 16.5–18.5 2.0–2.5 0–0.11 23.1–28.5 widely used for fender fixings
1.4301 304 Austenitic 17.0–19.5 – 0–0.11 17.0–21.3
unsuitable for most fender applications
1.4003 3CR12 Ferritic 10.5–12.5 – 0–0.03 10.5–13.0
Percentages of Cr, Mo and N are typical mid-range values and may differ within permissible limits for each grade.
Source: British Stainless Steel Association (www.bssa.org.uk).
M1100-S12-V1.1-EN

12–32
PROJECT REQUIREMENTS
PROJECT DETAILS PROJECT STATUS
Port TMS Ref:
Project Preliminary
Designer Detail design
Contractor Tender
LBP
LOA B
LARGEST VESSEL SMALLEST VESSEL
Vessel type Vessel type
Deadweight (t) Deadweight (t)
Displacement (t) Displacement (t)
Length overall (LOA) (m) Length overall (LOA) (m)
Length between perps (LBP) (m) Length between perps (LBP) (m)
Beam (B) (m) Beam (B) (m)
Draft (D) (m) Draft (D) (m)
Freeboard (F) (m) Freeboard (F) (m)
Hull pressure (P) (t/m2) Hull pressure (P) (t/m2)
BERTH DETAILS
Closed structure Semi-open structure Open structure Other (please describe)
Structure Tide levels
Length of berth (m) Tidal range (m)
Fender/dolphin spacing (m) Highest astronomic tide (HAT) (m)
Permitted fender reaction (kN/m) Mean high water spring (MHWS) (m)
Quay level (m) Mean sea level (MSL) (m)
Cope thickness (m) Mean low water spring (MLWS) (m)
Seabed level (m) Lowest astronomic tide (LAT) (m)
M1100-S12-V1.1-EN

12–33
PROJECT REQUIREMENTS
BERTHING MODE BERTHING APPROACH
Approach conditions
Side berthing a) easy berthing, sheltered
b) difficult berthing, sheltered
c) easy berthing, exposed
Dolphin berthing
d) good berthing, exposed
incl. RoRo mode b)
e) difficult berthing, exposed
Largest ship
End berthing
Berthing speed (m/s)
Berthing angle (deg)

Lock or dock entrance
Abnormal impact factor
Smallest ship
Ship-to-ship berthing
Berthing speed (m/s)
Berthing angle (deg)

RoRo mode c)
Abnormal impact factor
ENVIRONMENT QUALITY SAFETY
Operating temperature Highest quality Maximum safety
Minimum ___________________________________ (°C)
Maximum __________________________________ (°C)
Corrosivity
low medium high extreme Lowest price Not safety-critical
FURTHER DETAILS AVAILABLE FROM
Name Tel
Company Fax
Position Mobile
Address Email
Web
M1100-S12-V1.1-EN

12–34
RUBBER PROPERTIES
All Trelleborg rubber fenders are made using the highest quality Natural Rubber (NR) or Styrene Butadiene Rubber (SBR)
based compounds which meet or exceed the performance requirements of international fender recommendations,
such as PIANC and EAU. Trelleborg can also make fenders from other NR/SBR compounds or from materials such as
Neoprene, Butyl Rubber, EPDM and Polyurethane.
Different manufacturing processes such as moulding, wrapping and extrusion require certain characteristics from the
rubber. The tables below give usual physical properties for fenders made by these processes which are confirmed during
quality assurance testing.* All test results are from laboratory made and cured test pieces. Results from samples taken
from actual fenders will differ due to the sample preparation process – please ask for details.
Moulded and wrapped fenders
Property Testing Standard Condition Requirement

DIN 53504; ASTM D 412 Die C; AS 1180.2; Original 16.0 MPa (min)
Tensile Strength BS ISO 37; JIS K 6251 Aged for 96 hours at 70ºC 12.8 MPa (min)
DIN 53504; ASTM D 412 Die C; AS 1180.2; Original 350%

Elongation at Break BS ISO 37; JIS K 6251 Aged for 96 hours at 70ºC 280%
DIN 53505; ASTM D 2240; Original 78° Shore A (max)

Hardness AS1683.15.2; JIS K 6253 Aged for 96 hours at 70ºC Original +8° Shore A (max)
ASTM D 395 Method B; AS 1683.13 Method B;
Compression Set 22 hours at 70°C 30% (max)
BS903 A6; ISO 815; JIS K 6262
ASTM D 624 Die B; AS 1683.12;
Tear Resistance Original 70kN/m (min)
BS ISO 34-1; JIS K 6252
DIN 53509; ASTM D 1149; AS 1683-24; 50pphm at 20% strain,
Ozone Resistance No cracks
BS ISO 1431-1; JIS K 6259 40°C, 100 hours
Hardness: ±10° Shore A (max)
Seawater Resistance BS ISO 1817; ASTM D 471 28 days at 95°C Volume: +10/-5% (max)
ASTM D5963-04; BS ISO 4649 : 2002 Original 100mm3 (max)
Abrasion
BS903 A9, Method B 3000 revolutions 1.5cc (max)
Bond Strength ASTM D429, Method B; BS 903.A21 Section 21.1 Rubber to steel 7N/mm (min)
Dynamic Fatigue† ASTM D430-95, Method B 15,000 cycles Grade 0–1‡
Extruded fenders
Property Testing Standard Condition Requirement

DIN 53504; ASTM D 412 Die C; AS 1180.2; Original 13.0 MPa (min)
Tensile Strength BS ISO 37; JIS K 6251 Aged for 96 hours at 70ºC 10.4 MPa (min)
DIN 53504; ASTM D 412 Die C; AS 1180.2; Original 280% (min)

Elongation at Break BS ISO 37; JIS K 6251 Aged for 96 hours at 70ºC 224% (min)
DIN 53505; ASTM D 2240; Original 78° Shore A (max)

Hardness AS1683.15.2; JIS K 6253 Aged for 96 hours at 70ºC Original +8° Shore A (max)
ASTM D 395 Method B; AS 1683.13 Method B;
Compression Set 22 hours at 70°C 30% (max)
BS903 A6; ISO 815; JIS K 6262
ASTM D 624 Die B; AS1683.12;
Tear Resistance Original 60kN/m (min)
BS ISO 34-1; JIS K 6252
DIN 53509; ASTM D 1149; AS 1683-24; 50pphm at 20% strain,
Ozone Resistance No cracks
BS ISO 1431-1; JIS K 6259 40°C, 100 hours
Hardness: ±10° Shore A (max)
Seawater Resistance BS ISO 1817; ASTM D 471 28 days at 95°C Volume: +10/-5% (max)
Abrasion ASTM D5963-04; BS ISO 4649 : 2002 Original 180mm3 (max)
* Material property certificates are issued for each different rubber grade on all orders for SCN Super Cone, SCK Cell Fender, Unit
Element, AN/ANP Arch, Cylindrical Fender, MV and MI Elements. Unless otherwise requested at time of order, material certificates
issued for other fender types are based on results of standard bulk and/or batch tests which form part of routine factory ISO9001
quality procedures and are for a limited range of physical properties (tensile strength, elongation at break and hardness).
† Dynamic fatigue testing is optional at extra cost.
‡ Grade 0 = no cracks (pass). Grade 1 = 10 or fewer pinpricks <0.5mm long (pass). Grades 2–10 = increasing crack size (fail).
M1100-S12-V1.1-EN
12–35
TOLERANCES
Trelleborg fenders are subject to standard manufacturing and performance tolerances.
For specific applications, smaller tolerances may be agreed on a case-by-case basis.
Fender type Dimension Tolerance

All dimensions ±3% or ±2mm*
Moulded fenders
Bolt hole spacing ±4mm (non-cumulative)
Cross-section ±3% or ±2mm*
Length ±2% or ±25mm*
Composite fenders
Drilled hole centres ±4mm (non-cumulative)
Counterbore depth ±2mm (under-head depth)
Block fenders Cross-section ±2% or ±2mm*
Cube fenders Length ±2% or ±10mm*
M fenders Fixing hole centres ±3mm
W fenders Fixing hole diameter ±3mm
Outside diameter ±4%
Cylindrical fenders Inside diameter ±4%
Length ±30mm
Cross-section ±4% or ISO 3302-E3*
Length ±30mm
Extruded fenders
Cross-section ±4%
Length ±2% or ±10mm*
HD-PE sliding fenders†
Length and width ±5mm (cut pads)
Length and width ±20mm (uncut sheets)
Thickness: ≤30mm ±0.2mm
(planed) 31–100mm ±0.3mm
≥101mm ±0.5mm
UHMW-PE face pads†
Thickness: ≤30mm ±2.5mm
(unplaned) 31–100mm ±4.0mm
≥101mm ±6.0mm
* Whichever is the greater dimension
† HD-PE and UHMW-PE dimensions are measured at 18°C and are subject to thermal expansion coefficients (see material properties)
Performance tolerances‡
Fender type Parameter Tolerance

SCN, SCK, UE, AN, ANP, MV and MI fenders Reaction, energy ±10%
Cylindricals (wrapped) Reaction, energy ±10%
Cylindricals (extruded) Reaction, energy ±20%
Extruded fenders Reaction, energy ±20%
Pneumatic fenders Reaction and energy ±10%
Block, cube, M, W, tug and workboat fenders Reaction ±10%
SeaGuard, SeaCushion and Donut fenders Reaction and energy ±15%
‡Performance tolerances apply to Rated Performance Data (RPD). They do not apply to energy and/or reaction at intermediate
deflections. The nominal rated deflection when RPD is achieved may vary and is provided for guidance only. Please consult Trelleborg
Marine Systems for performance tolerance on fender types not listed above.
M1100-S12-V1.1-EN
12–36
TESTING PROCEDURES
Trelleborg testing procedures for ‘solid-type’ rubber fenders comply with PIANC ‘Guidelines for the Design of Fender
Systems: 2002: Appendix A: Section 6: Verification/Quality Assurance Testing’. The Constant Velocity (CV) test method
is used for SCN, SCK, UE, AN/ANP and Cylindrical Fenders. MV and MI fenders are tested using the Decreasing Velocity
(DV) method on the dedicated Trelleborg high speed test press. All other fender types are tested on special request.
Compression Test Method Test Apparatus & Reporting

B All fenders will be given a unique manufacturing serial The test apparatus shall be equipped with a calibrated3
number for traceability. load cell system and linear transducer(s) for measuring
B Sampling is 1 in 10 fenders (rounded up to a unit) unless displacement. These will provide continuous real-time
otherwise agreed.1 monitoring of fender performance.
B No additional break-in cycles are carried out unless Test reports shall include the following as a minimum:
otherwise agreed.1 B Serial Number and description of test fender.
B Performance will be measured at 0° compression angle. B Date of test, name of test supervisor and signature of
B Readings shall be taken at intervals of between 0.01H to Quality Manager.
0.05H (where H = nominal fender height). B Table and graph of reaction (RVT) versus deflection and
B Fender temperature will be stabilised to 23°C ± 5°C for energy (EVT) versus deflection.
at least 24 hours before compression testing.
B Minimum temperature stabilisation time will be Pass Criteria4
calculated as tmin = 20x1.5 (where ‘x’ is the thickness of Fenders have passed verification testing if they meet the
the fender body in metres). following conditions:
B Stabilising time (tmin) can include the time taken for
‘break-in’ and ‘recovery’. RVT ≤ RRPD × 1.1 × VF × TF
B ‘Break in’ the fender by deflecting it three times to rated EVT ≥ ERPD × 0.9 × VF × TF
deflection.
B Remove load from the fender and allow ‘recovery’ for at Where,
least 1 hour. RVT = reaction from verification testing
B Stop testing when deflection reaches rated deflection or RRPD = Rated Performance Data
RPD2 is achieved. (or customer’s required reaction)
CV only: EVT = energy from verification testing
B Deflect the fender once at a constant deflection speed ERPD = Rated Performance Data
of 0.0003–0.0013m/s (2–8cm/min) and record reaction (or customer’s required energy)
and deflection. TF = Temperature factor when test sample is above
DV only: or below 23ºC ± 5ºC
B Deflect the fender once at a linearly-decreasing or CV only:
sinusoidally decreasing variable velocity with initial VF = velocity factor for actual test speed/time
velocity of 0.15m/s (or other speed as agreed) and final (or 1.0 unless otherwise stated)
velocity ≤0.005m/s. DV only:
VF = velocity factor for test speeds other than
Where testing of cylindrical, Arch, element and similar fenders 0.15m/s (or 1.0 unless otherwise stated)
over 2.0m long is required, please contact your local office to
discuss exact requirements.
Notes
1 Standard PIANC Verification Testing of 10% of fender order (rounded up to the nearest unit) is included within the
price for the fender types listed. Additional tests, third-party witnessing and special procedures will incur extra
charges. For load-sensitive structures, a single break-in deflection for all fenders with reaction of 100t or more is
included in the fender price if notified at the time of order.
2 Rated Performance Data (RPD) is defined in the relevant product sections of this catalogue.
3 All measuring equipment shall be calibrated and certified accurate to within ±1% in accordance with ISO or equivalent
JIS or ASTM requirements. Calibration shall be traceable to national/international standard and shall be performed
annually by an accredited third party organization.
4 Pass criteria as defined by PIANC ‘Guidelines for the Design of Fender Systems: 2002: Appendix A’. Deflection is not
considered to be a pass/fail criterion by PIANC. Non-compliant units will be clearly marked and segregated.
M1100-S12-V1.1-EN
12–37
PERFORMANCE TESTING
Trelleborg is committed to providing
high quality products. Consistency
and performance are routinely
checked in accordance with the
latest procedures and test protocols.
PIANC has introduced new
methods and procedures for
testing the performance of solid
rubber fenders, allowing for real
world operating conditions, in their
document ‘Guidelines for the
Design of Fender Systems: 2002:
Appendix A’.
Many of Trelleborg’s most popular
fender types are PIANC Type
Approved. This brings the following
benefits:
B proven product quality

B tests simulate real operating
conditions
B longer service life
B lower maintenance
B greater reliability Verification testing of SCK 3000
B reduced lifetime costs
B manufacturer commitment
B excludes unsafe ‘copy’ and ‘fake’ Testing is carried out in two stages: to prove behaviour of the generic fender
fenders type, and then to confirm that performance of fenders made for each project
B simplifies contract specifications meet the required performances.
Type Approval testing (Stage 1) Verification testing (Stage 2)

PIANC Type Approval testing is Verification testing using either CV
carried out to determine the effects method (all fender types except MV
of environmental factors on the and MI elements) or DV method
performance of various fender types. (MV and MI elements only) is
Trelleborg’s Type Approval tests are carried out on all significant orders
witnessed by Germanischer Lloyd. to confirm the Rated Performance
Super Cone, Unit Element, SCK Cell Data (RPD) of the fender. Results are
and Arch Fenders have been Type normalised to 0.15m/s compression
Approved to PIANC standards. speed, 23°C temperature and 0°
compression angle.
Note: Testing programmes for

foam, pneumatic, extruded,
composite, shear, and other
fender types are agreed with
customers on request and on a
case-by-case basis.
CV testing of SCN Super Cones DV testing of MV elements
M1100-S12-V1.1-EN
12–38
RATED PERFORMANCE DATA (RPD)
RPD is normalised to:

B 0.15m/s initial impact speed
RRP B 23°C temperature
B 0° compression angle.
n
io
ct
a
Re
ERP
y
Energ
Deflection d
Correction factors from type approved tests

VF
Impact speed 0.001m/s to 0.3m/s
Rubber is a visco-elastic material, meaning that reaction and energy are
affected by the speed of compression. Some rubbers are more affected by the 1.0
compression speed than others. RPD is normalised to 0.15m/s.
Vi
0.15m/s (VRP)
Temperature –30°C to +50°C TF

At low temperatures rubber becomes stiffer, which increases reaction forces.
At higher temperatures rubber softens, which reduces energy absorption.
RPD is normalised to 23°C. 1.0
T
23°C (TRP)
Compression angle 0° to 20° AF

Most fenders lose some energy absorption capacity when compressed at an
angle. RPD is normalised to 0°. 1.0
α
0°C (αRP)
Durability 3000 cycles minimum

To prove durability, fenders should be subjected to a long-term fatigue test of
at least 3000 cycles to rated deflection without failure. 1.0
To be meaningful, Type Approval testing should be monitored and witnessed by accredited third-party inspectors such as
Germanischer Lloyd. After successful Type Approval testing, the manufacturer should publish Rated Performance Data
(RPD) for their fenders along with correction factor tables for different velocities, temperatures and compression angles.
M1100-S12-V1.1-EN
12–39
PASS CRITERIA
Verification testing (or quality control testing) is carried out to prove the performance of fenders for each project in
accordance with catalogue RPD or other customer-specified values.
Samples from the project (usually 10% of the total quantity in each size and grade) are tested and the results obtained
are adjusted if necessary using the correction factor tables for initial impact speed and temperature.
Reaction force pass criteria
RRP x 1.1 FAIL

PASS
Reaction
RVT ≤ RRP × VF × TF × 1.1

Assuming a +10% manufacturing
tolerance on reaction.
Deflection d
Energy absorption pass criteria
ERP x 0.9 PASS

FAIL
Energy
EVT ≥ ERP × VF × TF × 0.9

Assuming a –10% manufacturing
tolerance on energy.
Deflection d
where,
RVT = reaction from verification testing
RRP = customer’s required reaction
EVT = energy from verification testing
ERP = customer’s required energy
VF = velocity factor for actual test speed
TF = temperature factor for actual test
temperature
M1100-S12-V1.1-EN
12–40
TYPE APPROVAL CERTIFICATES
M1100-S12-V1.1-EN
12–41
TYPE APPROVAL CERTIFICATES
M1100-S12-V1.1-EN
12–42
QUALITY DOCUMENTS
Customers should expect to receive appropriate documents to prove the quality of the fenders and accessories ordered.
A comprehensive document package might include:
Quality and environmental Fixing accessories

B Factory ISO 9001: 2000 quality management system B Mill certificates
B Factory ISO 14001: 2004 environmental management B Visual inspection report
system B Certificate of conformity
Literature and data sheets Chains

B Printed brochures or leaflets for the supplied products B Proof load test
B PIANC correction tables (where applicable) B Mill certificates (optional but recommended)
B PIANC Type Approval certificates (where applicable) B Galvanising certificate
B Dimensional inspection report (where applicable)
Performance tests B Certificate of conformity
B Verification test results and curves for each fender tested
B Third party witness certificate (optional but Low friction pads
recommended) B Dimensional inspection report
B Certificate of conformity B Certificate of conformity
Physical properties Other

B Laboratory report for hardness, tensile strength and B As built drawings
elongation at break, before and after ageing B Installation, operation and maintenance manual
B Durability test report (optional but recommended) B Inspection logbook
B Wear, tear and ozone resistance test reports B Warranty certificate
B Third party witness certificate (optional but B General certificate of conformity
recommended) B After-sales contact details
B Certificate of conformity
Steel fabrications
B Mill certificates
B Welder qualification certificates
B Weld procedures
B Dimensional check report (including flatness for panels)
B NDT inspection report – minimum 5% MPI (optional but
recommended)
B Pressure (leak) test inspection report
B Paint application report (temperature, humidity, dew point,
etc)
B Dry film thickness test report
B Certificate of conformity
The accuracy and authenticity of quality documents is very important. Trelleborg will provide an original or certified copy
of any third party report on request.
M1100-S12-V1.1-EN
12–43
CONVERSION TABLES
m ft in
Length m 1 3.281 39.37
Visit www.trelleborg.com/marine
ft 0.3048 1 12
in 0.0245 0.0833 1
to download a free units
conversion programme, ‘Convert’.
m2 ft2 in2 Registered visitors can find
Area m2 1 10.764 1550 Convert on the Technical menu
ft2 0.0929 1 144 after registering or logging in to
in2 645.2 × 10 -6 6.944 × 10 -3 1 the site.
m3 ft3 in3
Volume m3 1 35.315 61024
ft3 0.0283 1 1728
in3 16.387 × 10 -6 578.7 × 10 -6 1
tonne kip
Mass tonne 1 2.2046
kip 0.4536 1
kN tonne-f kip-f
Force kN 1 0.102 0.225
tonne-f 9.81 1 2.2046
kip-f 4.45 0.454 1
kNm tf-m kip-ft

Energy kNm 1 0.102 0.7376
tf-m 9.81 1 0.205
kip-ft 1.36 4.88 1 1kJ = 1kNm
kN/m2 t/m2 kip/ft2

Pressure kN/m2 1 0.102 0.0209
t/m2 9.81 1 0.205
kip/ft2 47.9 4.88 1 1ksf = 1kip/ft2
tonne/m3 kip/ft3
Density tonne/m3 1 0.0624
kip/ft3 16.018 1
N/mm2 psi
Stress N/mm2 1 145.04
psi 6.895 × 10 -3 1 1MPa = 1N/mm2
m/s ft/s km/h mph knot

Velocity m/s 1 3.2808 3.600 2.2369 1.9438
ft/s 0.3048 1 1.0973 0.6818 0.5925
km/h 0.2778 0.9113 1 0.6214 0.5400
mph 0.4470 1.4667 1.6093 1 0.8690
knot 0.5144 1.6878 1.8520 1.1508 1
g m/s2 ft/s2
Acceleration g 1 9.807 32.17
m/s2 0.102 1 3.281
ft/s2 6.895 × 10 -3 0.3048 1
degree radian
Angle degree 1 17.45 × 10 -3
radian 57.3 1
M1100-S12-V1.1-EN
12–44
CALCULATIONS
TRELLEBORG MARINE SYSTEMS

Project Prepared
Title Date
Client Ref Sheet Nº
M1100-S12-V1.1-EN
12–45
CALCULATIONS
TRELLEBORG MARINE SYSTEMS

Project Prepared
Title Date
Client Ref Sheet Nº
M1100-S12-V1.1-EN
12–46
Disclaimer
Trelleborg AB has made every effort to ensure that the technical specifications and product descriptions in this
catalogue are correct.
The responsibility or liability for errors and omissions cannot be accepted for any reason whatsoever. Customers are
advised to request a detailed specification and certified drawing prior to construction and manufacture. In the interests
of improving the quality and performance of our products and systems, we reserve the right to make specification
changes without prior notice. All dimensions, material properties and performance values quoted are subject to normal
production and testing tolerances. This catalogue supersedes the information provided in all previous editions. If in
doubt, please check with Trelleborg Marine Systems.
© Trelleborg AB, PO Box 153, 231 22 Trelleborg, Sweden.

This catalogue is the copyright of Trelleborg AB and may not be reproduced, copied or distributed to third parties without
the prior consent of Trelleborg AB in each case.
Fentek, Rubbylene and Orkot are Registered Trade Marks of Trelleborg AB.
Designed by Harrison Sigala

(www.harrisonsigala.com)
M1100-S12-V1.1-EN
12–47
Four business areas
Trelleborg Engineered Systems

Trelleborg is a global industrial group whose is a leading global supplier of
leading positions are based on advanced polymer engineered solutions that focus on
the sealing, protection and safety
technology and in-depth applications know-how. of investments, processes and
individuals in extremely demanding
We develop high-performance solutions that environments.
seal, damp and protect in demanding industrial

environments.
The Group has annual sales of approximately
€3 billion, with about 24,000 employees in 40
countries. The head office is located in Trelleborg,
Sweden. Trelleborg Automotive is a world-
leader in the development and
Trelleborg AB was founded in 1905. With 100 production of polymer-based
components and systems used for
years behind us, our history, like our future, is noise and vibration damping for
characterised by a constant drive for quality and passenger car and light and heavy
trucks.
a passion for identifying new solution to complex
problems.
Trelleborg Sealing Solutions is a

leading global supplier of precision
seals for the industrial, aerospace
and automotive markets.
In 2005, the Trelleborg Group celebrated its centenary. To us, Trelleborg Wheel Systems is a
quality is a state of mind. We adopt an in-depth approach to each leading global supplier of tires
problem, aiming for long-term solutions. and complete wheel systems for
Yesterday’s and today’s innovations, know-how and quality form the farm and forest machinery, forklift
trucks and other materials-handling
foundation of tomorrow. vehicles.
M1100-S12-V1.1-EN
Trelleborg Marine Systems is part of Trelleborg’s Engineered collective experience and knowledge of its sales and
Systems Business Area and specialises in the safe berthing engineering staff. Our customers benefit from great choice and
and mooring of vessels within ports and harbours, on offshore helpful support at every stage from initial concept and detailed
structures and in waterways around the world. design right through to supply, commissioning and after-sales
We bring together the industry’s best known and respected service – all provided by our network of regional offices and
brands for fendering and mooring systems with the unrivalled local agents.
Americas Japan
Tel: +1 540 667 5191 Tel: +81 3 3512 1981
[email protected]
[email protected]
Presented by
Asia
Tel: +65 6268 8005 Middle East
[email protected] Tel: +971 4 886 1825
[email protected]
Australia
Tel: +61 2 9285 0200
[email protected] Scandinavia
Tel: +46 410 51 667
Benelux [email protected]
Tel: +31 180 434040
[email protected] Spain
Tel: +34 945 437 906
Central Asia [email protected] Trelleborg AB has made every effort to ensure that the technical specifications
Tel: +91 79 4003 8700
and product descriptions in this catalogue are correct. The responsibility
[email protected]
or liability for errors and omissions cannot be accepted for any reason
UK whatsoever. Customers are advised to request a detailed specification and
France Tel: +44 1666 827660 certified drawing prior to construction and manufacture. In the interests of
Tel: +33 1 41 39 22 20 [email protected] improving the quality and performance of our products and systems, we
[email protected] reserve the right to make specification changes without prior notice. All
dimensions, material properties and performance values quoted are subject
Harbour Marine to normal production and testing tolerances. This catalogue supersedes the
Germany information provided in all previous editions. If in doubt, please check with
Tel: +49 40 600 4650 Tel: +61 3 9575 9999
Trelleborg Marine Systems.
[email protected] [email protected]
[email protected]

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What are fenders used for?

What are fenders used for?

What are some important factors to consider in fender design?

What are some important factors to consider in fender design?

Ship Tables

Trelleborg Marine Systems

Using this guide

This guide should assist with many

Exceptions EAU 1996 1996 Recommendations of the Committee for

* PIANC 2002 2002 Guidelines for the Design of Fender Systems :

© Trelleborg AB, 2007

Commonly used symbols

© Trelleborg AB, 2007

Capital costs Maintenance costs

Purchase price Wear & tear

Capital cost + Maintenance cost = FULL LIFE COST

© Trelleborg AB, 2007

B type(s) of cargo B better stability on berth

Calculation of berthing energy Mooring layout

Calculation of fender energy absorption Assume fender system and type

Computer simulation (first series)

Check impact on structure and vessel Computer simulation (optimisation)

Final selection of fender

© Trelleborg AB, 2007

THE DESIGN PROCESS

Installation and maintenance

© Trelleborg AB, 2007

Tides Currents and winds

© Trelleborg AB, 2007

Features Design considerations

B Very load-sensitive B Total reliability needed

B Flexible structures need careful B Low reactions preferred

Monopiles B Inexpensive structures B Fenders should be designed

B Parallel motion systems

B Fender reaction not critical B Care needed selecting fender

B Many options for fender types

© Trelleborg AB, 2007

Passenger (cruise) ship

© Trelleborg AB, 2007

Common on container vessels and cruise ships.

Most modern ships have bulbous bows. Care is

Almost every class of ship could be fitted with

Cruise and RoRo ships often have flying bridges.

Barges, small tankers and general cargo ships can

RoRo ships, car carriers and some navy vessels

Ships with high freeboard include ferries, cruise

Many modern ships, but especially tankers

High speed catamarans and monohulls are

© Trelleborg AB, 2007

© Trelleborg AB, 2007

Normal Berthing Energy (EN)

The normal energy to be absorbed by the fender can be calculated as:

Abnormal Berthing Energy (EA)

General cargo 1.75

© Trelleborg AB, 2007

Vessel Type Length × Beam × Draft DWT Comments

1. Panama Canal 2. Suez Canal 3. St Lawrence Seaway

DL × LWT DL × (MD – DWT) D

USING SHIP TABLES