FENDER DESIGN MANUAL

®

RUBBER

S T Y L E

> 2

>> FENDER TEAMA team of experts, all dedicated to providing the best performing and most reliable fender systems and accessories. Headquartered in Germany and with local offices in France and the USA plus a net-work of well established local representatives, Fend-erTeam has earned a reputation as a reliable partner in the international port, harbour and waterways markets.

Fender: we are specialists in the design, manufac-ture and sale of fenders and fender systems.Team: our team of partners, employees, reputable and approved suppliers all share one ethos – a pas-sion for fenders and to serve the port industry.

Collectively we have decades of experience and specialized knowledge in this niche market which is highly safety critical to people, ships and port in-frastructure. Our skills and know-how ensure well engineered fender solutions, high quality products and fair prices.

>> FENDER DESIGNWelcome to the FenderTeam Fender Design Manual.

Fenders are the interface between ship and berth. They are first and foremost a safety barrier to pro-tect people, ships and structures. Most fender sys-tems use elastomeric (rubber) units, air or special foams which act as springs to absorb the ship’s ki-netic energy. As the spring compresses, rising forces are transmitted to other parts of the fender system – panels, anchors and chains – then via the selected load path into the supporting structures.

Good fender design encompasses many disciplines. Text book knowledge cannot replace experience of real world shipping operations and berthing ma-noeuvres. Most codes and standards assume the user has a good working knowledge of the subject. FenderTeam has long and diverse experience in all aspects of fender design.

This guide is intended to be a concise resource, help-ing designers and specifiers identify the key input criteria, to calculate berthing energies and select suitable fender types. FenderTeam specialists are always available to support in this process and pro-vide advice on details and specifications.

Exceptions: This manual is applicable to most con-ventional and commercial ships. Please speak to FenderTeam about special applications and require-ments for unusual ships such as catamarans, navy ships, oil rigs etc.

3>

CONTENTS

CONTENTS (Section 1 of 2)

SECTION 1 : BERTHING ENERGY CALCULATIONSymbols & Information SourcesDesign ProcessShipsShip DimensionsShip TerminologyTankersBulk CarriersGas CarriersContainer ShipsGeneral Cargo (Freighter), RoRo & FerriesCar Transporters, Cruise Ships, Fast FerriesShip LimitsShip LoadsShip ApproachAdded Mass Factor (CM)Eccentricity Factor (CE)Berth Configuration (CC) & Softness Factor(CS)Berthing SpeedsBerthing Energy

SECTION 2 : FENDER SELECTION GUIDEThe full fender selection process, materials,testing and related information is coveredin PART Ⅱ.

04050607080910111213141516171819202122

23

4 >

Symbol

B

C

CB

CC

CE

CM

CS

D

DB

DL

DS

EA

EF

EN

ERPD

ELET

F

FB

FL

FS

H

HP

K

KC

LL

LOA

LBP

LS

LWL

MB

MD

P

R

RB

RF

RRPD

RHET

T

v

vB

vL

x

α

β

γ

Δ

θ

η

ηC

μρSW

Units

m

m

m

m

m

m

kNm (kJ)

kNm (kJ)

kNm (kJ)

kNm (kJ)

kNm (kJ)

kN

m

m

m

m

m

m

m

m

m

m

m

tonne

tonne

m

m

m

kN

kN

kN

kN

m/s

m/s

m/s

m

degree

degree

degree

m

degree

tonne/m³

Description

Beam (breadth) of vessel, excluding belting

Clearance between ship hull and face of structure

Block coefficient of the vessel's hull

Berth configuration coefficient

Eccentricity coefficient

Hydrodynamic (added) mass coefficient

Softness coefficient

Actual draft of ship

Ballast draft of ship

Laden or summer draft of ship

Scantling (maximum) draft of ship

Abnormal kinetic berthing energy of ship

Fender energy (corrected for angle, temperature etc)

Normal kinetic berthing energy of ship

Fender energy (at rated performance datum)

Fender energy at low end tolerance (at minimum manufacturing tolerance)

Impact force applied to fender face or panel by ship hull

Ballast freeboard of ship to deck level

Laden or summer freeboard of ship to deck level

Scantling (minimum) freeboard of ship to deck level

Height of compressible fender excluding panel etc

Hull pressure

Radius of gyration of ship

Under keel clearance to seabed

Overall length of largest ship using the berth

Overall length of ship

Length of ship between perpendiculars

Overall length of smallest ship using the berth

Length of ship hull at waterline at laden draft

Displacement of ship in ballast condition

Displacement of ship

Spacing between fenders

Distance from point of impact to ship's centre of mass

Bow radius

Fender reaction (corrected for angle, temperature etc)

Fender reaction (at rated performance datum)

Fender reaction at high end tolerance (at maximum manufacturing tolerance)

Shear force

Velocity of ship

Velocity of ship perpendicular to berthing line

Velocity of ship parallel to berthing line

Distance from bow to parallel mid-body (end of bow radius)

Berthing angle (ship centre line to berthing line)

Bow flare angle (vertical hull angle to fender panel face)

Velocity vector angle (between R and VB)

Deflection of compressible fender

Horizontal angle with fender (allowing for bow radius)

Factor of safety for abnormal berthing energy

Factor of safety for chains

Friction coefficient

Seawater density

Codes & Standards

Code of Practice for Design of Fendering and

Mooring Systems: BS 6349: Part 4 (1994)

PIANC WG33 Guidelines for the Design

of Fenders (2002)

Recommendations of the Committee for

Waterfront Structures, Harbours and

Waterways (EAU 2004)

PIANC Report of the International Commission

for Improving the Design of Fender Systems:

Supplement to Bulletin No.45 (1984)

Actions in the Design of Maritime and

Harbour Works: ROM 0.2-90 (1990)

Recommendations for the Design of

the Maritime Configuration of Ports,

Approach Channels and Harbour Basins:

ROM 3.1-99 (1999)

Dock Fenders - Rosa 2000 Edition No.1

Engineering and Design of Military Ports:

Unified Facilities Criteria UFC 4-159-02 (2004)

Design of Piers And Wharves: Unified Facilities

Criteria UFC 4-152-01 (2005)

Guidelines for the Design of Maritime

Structures – Australia: AS4997 (2005)

Technical Standards and Commentaries for

Port and Harbour Facilities in Japan (2009)

Approach Channels – A Guide to Design:

PIANC Supplement to Bulletin No.95 (1997)

Port Designer’s Handbook –

Recommendations and Guidelines:

Carl Thoresen (2003) ISBN 9780727732886

Planning and Design of Ports and Marine

Terminals: Edited by Hans Agerschou –

2nd Edition (2004) ISBN 0727732242

Significant Ships: Royal Institute of Naval

Architects (1992-2010) www.rina.org.uk

Standard Test Method for Determining

and Reporting the Berthing Energy

and Reaction of Marine Fenders:

ASTM F2192-05 (2005)

Standard Classification System for Rubber

Products In Automotive Applications:

ASTM D2000 (2012)

>> SYMBOLS >> SOURCES

5>

DESIGN PROCESS

DESIGN PROCESSFender design brings together many skills anddisciplines. The engineer must consider allfactors that will determine the fender size, details of accessories, how reliably it will function in extreme marine conditions.

The optimum fender design will result in a safe, low-maintenance and long lasting structure which benefits port efficiency and provides lowest fulllife costs.

An important consideration is who takes responsi-bility for purchasing the fender system. A port will buy the system to suit their needs but a contractor will select the most economic fender that meetsthe specifications. This means the properties andperformance of the fender must be chosen very carefully or the consequences can be costly forthe operator.

STRUCTURESFenders are mounted onto berth structures – sometimes newly built, sometimes upgraded or refurbished. Structures fall into two main categories: mass structures that can withstand high reaction forces from fenders and load critical structures which can resist limited fender forces.

Mass structures are usually of sheet pile, concrete block or caisson construction. These are all very solid but can be impractical to build in deep water and exposed locations so are mostly within harbours and waterways. Load critical structures include suspended deck designs and monopiles where fender and mooring loads are primary design forces.

Berths may be further divided into continuous wharves or quays, and individual (non-continuous) structures usually known as dolphins. Some dolphins are rigid designs, with inclined piles or other bracings. Monopiles are a special category of dolphin structure.

> Can resist large fender forces> Easy fitting to concrete cope> Sheet pile connection needs careful detailing> Avoid fixings that cross expansion joints

> Load sensistive structure> Limited ‘footprint’ area for fixing fenders and chains> Deck usually concrete but sometimes steel

> Load sensistive structure> Monopile contributes to total energy> Limited ‘footprint’ area for fixing fenders and chains

MASS STRUCTURES LOAD CRITICAL STRUCTURES DOLPHINS & MONOPILES

> Classes> Laden or ballast > Flares> Beltings> Hull pressure

> Service life> Loads > Construction> Connection> Frequency

> Wharf or dolphin> RoRo ramp > Lock or dry lock> Tug assistance

> Exposure> Tidal range > Currents & waves> Passing ships> Accessablility

> Temperatures> Corrosivity > Ice flows> Seismic events> Ozone & UV

> Durability> Testing > Coatings> Galling> Capital costs> Maintenance

SHIPS STRUCTURE APPROACH LOCATION ENVIRONMENT MATERIALS

6 >

SHIPSShips come in every imaginable shape and size. Berths should accommodate the largest design ships, but they must also cater for small and intermediate ships, particularly if these represent the majority of berthings. On many export berths the ships might arrive “in ballast” condition with a reduced draft and displacement. If this is standard practice then the design should consider fenders for this situation, also assessing the risk that a loaded ship might need to return to the berth fully laden.

The features of a ship will affect the fender selection and design. For example, cruise ship operators do not like black marks caused by contacting cylindrical rubber fenders. Container ships and car carriers may have large bow flares so a fender must articulate to match the angle. Many ships have beltings (sometimes called ‘belts’ or ‘strakes’) which may sit on or catch under fender panels, so larger bevels or chamfers may be needed. Double hulled tankers, gas carriers and other soft-hulled ships can only resist limited contact pressures which means a big contact area of fender panel is needed.

The hull form or curvature of the ship is important. The bow radius influences where a ship contacts the fender relative to its centre of mass, also the number of fenders compressed depending on their spacing.Bow flares may push the upper edges of the fender closer to the structure so upper edges of the panel,chain brackets etc need to be checked for clearance.

Below are the most common classes of commercial ship and the main features a designer should consider:> Hazardous cargo> Large change in draft > Low hull pressures> Tug assistance is standard

TANK

ERS

> Small tankers can have beltings> Berthing is often at exposed sites> Many terminals use laser DAS*

> Some vessels are multi-purpose (OBO – oil/bulk/ore)> Cargoes might be hazardous> Large change in draft

BULK

> Low hull pressures> Tug assistance is standard> Berthing is often at exposed sites

> Very hazardous cargo> Single class of ships on dedicated terminals> Low hull pressures

GAS

> Tug assisted berthing is standard> Small tankers can have beltings> Berthing is often at exposed sites> Many terminals have laser DAS*

> Large bow flares pose risk to container cranes> Large beam limits fender size> Low hull pressuresCO

NTAI

NER > Tug assisted berthing is standard

except on feeder routes> Small ships can have beltings> Stable fenders help productivity

> Passenger safety is critical> Many ship shapes and sizes> Berthing without pilots> Side and stern berthing

RORO

> Most ships have beltings> Fast turnaround times and intensive berth use> Tug assistance rarely used

> Many ship shapes and sizes> Smaller fenders preferred to reduce crane outreach> Larger ships may use tugsFR

EIGHT

ER

> Can occupy berths for long periods> Large change in draft > Many ship sizes use a berth> Tug assistance for larger ships only

> Manoeuvring difficult at low speeds due to high freeboard> Long flat side with large bow flare

CAR T

RANS

PORT

ER > May have beltings and side doors> Tug assisted berthing is common> Side and stern berthing

> Passenger safety is critical> Small changes in draft> Ship sizes getting larger for many ports

CRUI

SE

> Large bow flares common> Low hull pressure unless belted> Non-marking fenders preferred> Many ship sizes use a berth

*Docking Aid Systems

Cargo (DWT)

Ballast(water)

LOA

KC (laden)

DLDL

FL

KC (Ballast)

FB

DB

LBP

R

vBPoint of impactat fender level

RBRB

LOA2

Berthing line

Centre of mass

x

a

γ

B

LOA2 - x

αα

7>

SHIP DIMENSIONS

SHIP DIMENSIONS

Designers should consider the dimensions of a range of ships that will use the berth and fenders. The most

important characteristics to define are described below:

Maximum length of ship which defines size of lock or dry dock needed.

Sometimes referred to as “L”.

Length between the rudder pivot and the bow intersection with waterline.

This is not the same as length at waterline although the two are often confused.

The width of the ship, usually at the centre of the ship. Beam dimensions from some

sources may include beltings but this is not relevant to berthing energy calculations.

Laden draft is usually the maximum summer draft for good operating conditions. Ships

will operate at this draft or less depending on amount of cargo carried.

The minimum sailing draft when ship is unloaded and sailing in ballast condition.

Usually considered only for tankers, bulk carriers, freighter and container ships. Ballast

draft for tankers, bulk carriers and container ships is estimated as DB ≈ 2 + 0.02LOA.

The maximum permitted draft of a ship. Rarely used for fender design.

The freeboard at midships corresponding to laden draft (DL).

The freeboard at midships corresponding to ballast draft (DB).

The depth of water under the ship's hull (keel). The effect of ballast or laden

displacement, high or low tide should be considered to determine worst design cases.

The notional radius of the ship bow on a horizontal plane approximately coinciding

with the fender level. The radius is often taken as a constant for fender design but in

practice can vary according to ship draft.

Often not well defined as may vary with ship profile, berthing angle etc. The distance is

commonly referred to as quarter point (x = 0.25LOA), fifth point (x = 0.2LOA) etc

measured from the bow (or stern). See ‘Eccentricity coefficient’ for more details.

This dimension is used when determining the Eccentricity coefficient (CE). By convention

centre of mass is assumed to be at midships (LOA/2) but may actually be 5~10% aft of

midships for oil, bulk and cargo ships in ballast and/or trimmed by stern.

Length overall

Length between

perpendiculars

Beam (or breadth)

Laden draft

Ballast draft

Scantling draft (not shown)

Laden freeboard

Ballast freeboard

Under keel clearance

Bow radius

Distance bow to impact

Impact to centre of mass

LOA

LBP

B

DL

DB

DS

FL

FB

KC

RB

x

R

8 >

SHIP TERMINOLOGY

The weight of the ship, the same asthe weight of water displaced by thehull when loaded to the stated draft.

The weight a ship is designed to safelycarry, including cargo, fuel, fresh waterand ballast water.

The weight of a bare ship excludingcargo, fuel etc.

An obsolete measure of the ship’sinternal volume where:1 GRT = 100 ft³ = 2.83 m³

GRT is not related to displacementand is irrelevant to fender design.

A unitless index of the ship’s internalvolume used by the IMO. Sometimes(and wrongly) called GRT which itreplaced in 1982. GT is not related todisplacement and is irrelevant tofender design.

The size of a single, standard 20 footlong container, used as an indicationof container ship size or capacity.

DisplacementMD

DeadweightDWT

LightweightLWT

Gross RegisteredTonnageGRT

Gross TonnageGT

TwentyfootEquavalent UnitsTEU

BLOCK COEFFICIENT (CB)The Block Coefficient (CB) is the ratio of the actual volume of the hull to the ‘box’ volume of the hull usually expressed as:

CB =LBP . DL . B . ρSW

MD

If known, CB can be used to estimate displacement:

MD = CB . LBP . DL . B . ρSW

Design codes and standards suggest some typical ranges of block coefficient for various ship classes:

For load conditions other than fully laden (i.e. D < DL) then the Block Coefficient can be estimated:

Hull form

CB (at DL) ≥ 0.75

CB (at DL)< 0.75

Actual draft, D

DB < D < DL

0.6DL < D < DL

DB < D < 0.6DL

CB (at D < DL)

ConstantConstant

0.9 x CB (at DL)

Ship ClassTankersBulk (OBO)GasContainerRoRoFreighterCar CarrierCruise/FerryFast MonohullCatamaran*

PIANC 20020.85

0.72–0.85—

0.60–0.800.70–0.800.72–0.85

————

ROM 3.1-990.72–0.850.78–0.870.68–0.540.63–0.710.57–0.800.56–0.770.56–0.660.57–0.680.45–0.490.43–0.44

BS 63490.72–0.850.72–0.85

—0.65–0.700.65–0.70

——

0.50–0.70——

* Beam (B) is the total of the two individual hulls

As well as their berthing speed to the fenders, ships may have other motions caused by wind, waves and currents which cause angular or shear movements of the fender during initial contact and whilst moored. In particular:

SHIP MOTIONS

Passing ships: Surge, sway and yaw

Wind: Roll, sway and yaw

Tide, currents: Surge and heave

Waves, swell: Surge and pitch

Designers should consider these motions and the effect they have on fenders such as shear forces,fatigue, abrasion and vibration effects on fixings.

Pitch

Yaw

Surge

Sway

Heave

Roll

DL

LBP

B Waterlineof ship

0

50

100

150

200

250

300

350

400

450

500

0 100,000 200,000 300,000 400,000 500,000 600,000

9>

TANKER

DWT

500,000441,585

400,000350,000300,000275,000250,000225,000200,000175,000150,000125,000100,00080,00070,00060,00050,00040,00030,00020,00010,0005,0003,000

MD

(tonne)590,000*528,460475,000420,000365,000335,000305,000277,000246,000217,000186,000156,000125,000102,00090,00078,00066,00054,00042,00029,00015,0008,0004,900

LOA

(m)41538038036535034033032031030028527025023522521721020018817414511090

LBP

(m)39235935834533032131230329428527025523622321320620019017816513710485

B(m)73.068.068.065.563.061.059.057.055.052.549.546.543.040.038.036.032.230.028.024.519.015.013.0

HM

(m)30.528.929.228.027.026.325.524.824.023.022.021.019.818.718.217.016.415.414.212.610.08.67.2

DL

(m)24.024.523.022.021.020.519.919.318.517.716.916.015.114.013.513.012.611.810.89.87.87.06.0

DB

(m)10.39.69.69.39.08.88.68.48.28.07.77.47.06.76.56.36.26.05.85.54.94.23.8

CB

0.8380.8620.8280.8240.8160.8140.8120.8110.8020.7990.8030.8020.7960.7970.8040.7890.7940.7830.7610.7140.7210.7150.721

* V-plus class carriers (world’s largest in current service - TI Europa & TI Oceana). Ballast draft assumes Marpol Rules

TypeSmall

HandysizeHandymax

Panamax

Aframax

Suezmax

VLCC (VeryLargeCrudeCarrier)ULCC (UltraLargeCrudeCarrier)

Dimensions

DL≤10mLOA≤180mB≤32.3m

LOA≤289.6mDL≤12.04m41≤B≤44mDL≤21.3mB≤70m

LOA≤500mLOA≤300m

Shipsize≤10,000DWT

10,000~30,000DWT30,000~55,000DWT60,000~75,000DWT

80,000~120,000DWT125,000~170,000DWT

250,000~320,000DWT≥350,000DWT

TANKERSLe

ngth

bet

wee

n Pe

rpen

dicu

lars

, LPP

(m)

Deadweight, DWT (tonne)

Sma

llH

an

dys

ize

Ha

nd

ym

ax

Pa

na

ma

x

Afr

am

ax

Sue

zma

x

VLC

C

ULC

C

0

100

200

300

400

0 50,000 100,000 150,000 200,000 250,000 300,000 350,000 400,000

Sma

ll

Ha

nd

ysiz

e

Ha

nd

yma

x

Pa

na

ma

x

Ca

pes

ize

VLB

C

10 >

DWT

402,347400,000350,000300,000250,000200,000150,000125,000100,00080,00060,00040,00020,00010,000

MD

(tonne)*454,000464,000406,000350,000292,000236,000179,000150,000121,00098,00074,00050,00026,00013,000

LOA

(m)362375362350335315290275255240220195160130

LBP

(m)350356344333318300276262242228210185152124

B(m)

65.062.559.056.052.548.544.041.539.036.533.529.023.518.0

HM

(m)30.430.629.328.126.525.023.322.120.819.418.216.312.610.0

DL

(m)23.024.023.021.820.519.017.516.515.314.012.811.59.37.5

DB

(m)9.29.59.29.08.78.37.87.57.16.86.45.95.24.6

CB

0.8460.8480.8490.8400.8320.8330.8220.8160.8180.8210.8020.7910.7640.758

*MS Vale Brasil and 11 sister ships under construction.Ballast draft assumes Marpol Rules.

TypeSmall

HandysizeHandymax

Panamax

Capesize

ChinamaxVLBC (Very Large Bulk Carrier)

DimensionsLOA ≤ 115mDL ≤ 10m

LOA ≤ 190mB ≤ 32.3m

LOA ≤ 289.6mDL ≤ 12.04m41 ≤ B ≤ 44m

LOA ≥ 300m

Shipsize≤ 10,000 DWT

10,000 ~ 35,000 DWT35,000 – 55,000 DWT

60,000 ~ 80,000 DWT

80,000 ~ 200,000 DWT90,000 ~ 180,000 DWT

≤ 300,000 DWT≥ 200,000 DWT

BULK CARRIERS

Leng

th b

etw

een

Perp

endi

cula

rs, L

PP (m

)

Deadweight, DWT (tonne)

0

50

100

150

200

250

300

350

0 50,000 100,000 150,000 200,000 250,000 300,000

Small

SmallConventional

LargeConventional

Q-flex

Q-max

11>

GAS CARRIERS

DWT

*125,000**97,00090,00080,00052,00027,000

75,00058,00051,000

60,00050,00040,00030,00020,00010,0005,0003,000

60,00040,00020,000

MD

(tonne)

175,000141,000120,000100,00058,00040,000

117,00099,00071,000

95,00080,00065,00049,00033,00017,0008,8005,500

88,00059,00031,000

LOA

(m)

345.0315.0298.0280.0247.3207.8

288.0274.0249.5

265.0248.0240.0226.0207.0160.0134.0116.0

290.0252.0209.0

LBP

(m)

333.0303.0285.0268.8231.0196.0

274.0262.0237.0

245.0238.0230.0216.0197.0152.0126.0110.0

257.0237.0199.0

B(m)

53.850.046.043.434.829.3

49.042.040.0

42.239.035.232.426.821.116.013.3

44.538.230.0

HM

(m)

26.227.626.224.520.617.3

24.723.721.7

23.723.020.819.918.415.212.510.1

26.122.317.8

DL

(m)

12.012.011.811.49.59.2

11.511.310.6

13.512.912.311.210.69.38.17.0

11.310.59.7

DB

(m)

8.98.38.07.66.96.2

7.87.57.0

7.37.06.86.56.15.24.74.3

7.87.06.2

CB

0.7940.7570.7570.7340.7410.739

0.7390.7770.689

0.6640.6520.6370.6100.5750.5560.5260.524

0.6640.6060.522

*Q-max and **Q-flex class gas carriers. Ballast draft assumes Marpol Rules.

Type

Small

Small Conventional

Large Conventional

Q-flex

Q-max

Med-maxAtlantic-max

DimensionsLOA ≤ 250 m

B ≤ 40 mLOA 270–298 m

B 41–49 mLOA 285–295 mB ≤ 43–46 m

DL ≤ 12 mLOA ≈ 315 mB ≈ 50 mDL ≤ 12 m

LOA ≈ 345 mB ≈ 53–55 m

DL ≤ 12 m

Shipsize≤ 90,000 m³

120,000–150,000 m³

150,000–180,000 m³

200,000–220,000 m³

≤ 260,000 m³

Approx 75,000 m³

Approx 165,000 m³

GAS CARRIERS

Capacity(m³)

266,000210,000177,000140,00075,00040,000

145,000125,00090,000

131,000109,00088,00066,00044,00022,00011,0007,000

131,00088,00044,000

LNG CARRIER – PRISMATIC

LNG CARRIER – SPHERICAL, MOSS

LPG CARRIER

METHANE CARRIER

Leng

th b

etw

een

Perp

endi

cula

rs, L

PP (m

)

LNG Capacity (m³)

0

50,000

100,000

150,000

200,000

250,000

300,000

0 3,000 6,000 9,000 12,000 15,000 18,0000

50,000

100,000

150,000

200,000

250,000

300,000

DisplacementDWT (Design)DWT (Scantling) Displacement

Scantling Deadweight

Design Deadweight

Sma

ll

Fee

de

r

Pa

na

ma

x

Po

st-P

an

am

ax

Ne

w P

an

am

ax

ULC

V

12 >

TypeSmall

Feeder

Panamax

Post-Panamax (existing)

New Panamax

ULCS (Ultra Large Container Ship)

DimensionsB ≤ 23.0m (approx)23.0m ≤ B > 30.2m

B ≤ 32.3mDL ≤ 12.04mLOA ≤ 294.1m

B > 32.3m39.8m ≤ B > 45.6m

B ≤ 48.8mDL ≤ 15.2m

LOA ≤ 365.8mB > 48.8m

Shipsize< 1,000 teu

1,000~2,800 teu

2,800~5,100 teu

5,500~10,000 teu

12,000~14,000 teu

> 14,500 teu

CONTAINER SHIPS

DWT

*195,000**171,000157,000143,000101,00081,00067,00058,00054,00048,60043,20038,10030,800

30,80027,70022,40018,20013,80011,6009,3007,0004,800

MD

(tonne)262,566228,603190,828171,745145,535120,894100,89385,56574,39970,54565,00654,88542,389

43,16637,87932,20826,76219,21915,71913,70210,3907,472

LOA

(m)420397366366349323300276294286269246211

222209202182160150140122107

LBP

(m)395375350350334308286263283271256232196

210197190170149140130115100

B(m)56.456.448.448.445.642.840.040.032.232.232.232.232.2

30.030.028.028.025.023.021.819.817.2

HM

(m)26.725.324.824.523.622.721.720.920.419.819.018.217.0

17.016.415.314.413.412.912.311.711.1

DL

(m)15.014.015.013.513.013.013.012.512.012.011.811.310.7

10.610.09.28.68.07.67.47.06.5

DB

(m)9.99.59.09.08.78.27.77.37.77.47.1

6.65.9

6.25.95.85.45.04.84.64.34.0

CB

0.7670.7530.7330.7330.7170.6880.6620.6350.6640.6570.6520.6340.612

0.6310.6250.6420.6380.6290.6270.6370.6360.652

*Triple-E class 18,000 TEU due in service 2014 **E class (Emma Maersk, Estelle Maersk etc) – eight vessels in the Maersk fleet. Capacities and dimensions are compiled from multiple sources including ROM, MAN and PIANC. Ballast draft is assumes using Marpol rules.

TEU

18,00015,50014,00012,50010,0008,0006,5005,5005,1004,5004,0003,5002,800

2,8002,5002,0001,6001,2001,000800600400

Panamax and sub-Panamax classes (B ≤ 32.2m)

Disp

lace

men

t, M

D (t

onne

)

Maximum TEU capacity

Dead

wei

ght,

DWT

(ton

ne)

13>

GENERAL CARGO

DWT

40,00035,00030,00025,00020,00015,00010,0005,0002,500

MD

(tonne)54,50048,00041,00034,50028,00021,50014,5007,5004,000

LOA

(m)20919918817816615213310585

LBP

(m)19918917916915814512710080

B(m)30.028.927.726.424.822.619.815.813.0

HM

(m)181716

15.413.812.811.28.56.8

DL

(m)12.512.011.310.710.09.28.06.45.0

DB

(m)6.185.985.765.565.325.044.664.103.70

CB

0.7130.7140.7140.7050.6970.6960.7030.7240.750

Ballast draft assumes Marpol rules.

GENERAL CARGO (FREIGHTER)

DWT

50,00045,00040,00035,00030,00025,00020,00015,00010,0005,000

MD

(tonne)

87,50081,50072,00063,00054,00045,00036,00027,50018,4009,500

LOA

(m)

287275260245231216197177153121

LBP

(m)

273261247233219205187168145115

B(m)

32.232.232.232.232.031.028.626.223.419.3

HM

(m)

28.527.626.224.823.522.021.019.217.013.8

DL

(m)

12.412.011.410.810.29.69.18.47.46.0

CB

0.7830.7880.7750.7590.7370.7200.7220.7260.715

0.696

RORO & FERRIES

FREIGHT RORO

RO-PAX (RORO FERRY)

DWT

15,00012,50011,50010,2009,0008,0006,500

MD

(tonne)

25,00021,00019,00017,00015,00013,00010,500

LOA

(m)

197187182175170164155

LBP

(m)

183174169163158152144

B(m)

30.628.727.626.525.324.122.7

HM

(m)

16.515.715.314.914.514.113.6

DL

(m)

7.16.76.56.36.15.95.6

CB

0.6130.6120.611

0.6090.6000.5870.560

14 >

DWT

--------

GT

30,00025,00020,00015,000

MD

(tonne)48,00042,00035,50028,500

LOA

(m)220205198190

LBP

(m)205189182175

B(m)32.232.232.232.2

HM

(m)31.229.427.526.5

DL

(m)11.710.910.09.0

CB

0.6060.6180.5910.548

CAR TRANSPORTER

DWT

225,282155,873148,528110,000102,58780,00070,00060,00050,00040,00035,000

MD

(tonne)105,75074,12672,19350,25352,239

44,00038,00034,00029,00024,00021,000

LOA

(m)362329345291273272265252234212192

LPP

(m)308280293247232231225214199180164

B(m)47.040.041.035.436.035.032.232.232.232.232.2

HM

(m)22.522.122.720.419.720.019.318.818.017.317.0

DL

(m)9.38.710.18.28.28.07.87.67.16.56.3

CB

0.7670.7420.5800.6840.7440.6640.6560.6330.6220.6220.616

SHIP NAME

Allure of the SeasNorwegian EpicQueen Mary 2

Carnival ConquestCosta Fortuna

Generic Post PanamaxGeneric PanamaxGeneric PanamaxGeneric PanamaxGeneric PanamaxGeneric Panamax

CRUISE SHIPS

DWT

--------

GT

20,00015,00010,0008,000

MD

(tonne)3,2002,4001,6001,280

LOA

(m)140128112102

LBP

(m)13312010287.5

B(m)21

19.216.915.4

HM

(m)5.85.45.25.0

DL

(m)2.92.72.52.5

CB

0.6060.6180.5910.548

†Draft excludes hydroplanes and stabilisers which may add up to 80% to vessel draft if extended.Waterline breadth is 0.8~0.9 x beam at deck level.

FAST FERRIES – MONOHULL

DWT

--------

GT

30,00025,00020,00015,000

MD

(tonne)48,00042,00035,50028,500

LOA

(m)220205198190

LBP

(m)205189182175

B(m)32.232.232.232.2

HM

(m)31.229.427.526.5

DL

(m)11.710.910.09.0

CB

0.6060.6180.5910.548

‡Block coefficient is calculated using total width of both hulls, maximum waterline breadth of each hull is approximately25% of the beam at deck level (given).

FAST FERRIES - CATAMARAN

Chinamax(unlimited air draft)

New Panamax

Panamax

Suezmax(unlimited length)

Q-max

Seawaymax

15>

SHIP LIMITS

SHIP LIMITSIn many parts of the world, ships sizes arelimited due to locks, channels and bridges.Common limiting dimensions are length, beam, draft and air draft.

LOA Length overall B Beam (or breadth) DL Laden Draft DA Air Draft

Chinamax relates to port capacity at multiple harbours in China. The maximum is 380,000–400,000dwt but a restriction of 380,000dwtwas imposed on ships.

CHIN

AMAX

NEW

PANA

MAX

PANA

MAX

SUEZ

MAX

Q-M

AXSE

AWAY

MAX

The new (third) Panama Canal locks are scheduled to open in 2015. Some existing ships too large for the current locks(post-Panamax) and newpurpose designed ships will be able to transit.

The (second) Panama Canal locks were commissioned in1914 and have dictated thedesign of many shipsever since.

The Suez Canal allowspractically unrestrictedpassage, except for a fewfully laden oil tankers.

Q-max is a prismatic LNGcarrier of the largest size ableto dock at terminals in Qatar,in particular limited by draftin the region.

Seawaymax are the largestships which can transit lockson the St Lawrence Seawayinto Lake Ontario. Larger ships operate within the lakes but cannot pass the locks.

LOA ≤ 360 m

B ≤ 65 m

DL ≤ 24 m

DA No Limit

LOA ≤ 366 m

B ≤ 49 m

DL ≤ 15.2 m

DA ≤ 57.91 m

LOA ≤ 294.13 m

B ≤ 32.31 m

DL ≤ 12.04 m

DA ≤ 57.91 m

LOA No Limit

B ≤ 50 m

DL ≤ 20.1 m

DA ≤ 68 m

LOA ≤ 345 m

B ≤ 53.8 m

DL ≤ 12 m

DA ≤ 34.7 m

LOA ≤ 225.6 m

B ≤ 23.8 m

DL ≤ 7.92 m

DA ≤ 35.5 m

DL

DB

DL

DU

16 >

SHIP LOADSMost berths are designed to import or export cargo, sometimes both. The different draft and displacement of the ship in these cases can be important to the fender design.

Import berths

In case the fenders are designed for ships at ballast draft or partly loaded, care is needed in case the ship departsfully loaded but must return due to some technical problem. On import/export berths the ship should not beconsidered as light or unladen.

Tankers & Bulk Carriers

For import berths the ship will mostly arrive fully or partly loaded. Over-sized ships might use the berth but with a draft restriction.

Export berthsAt export berths ships usually arrive in ballastcondition, with water inside special tanks to make sure the ship is properly trimmed, propeller andrudder submerged and the ship stableand manoeuvrable. Ballast water isdischarged as the cargo is loaded.

Passenger, Cruise & RoRo berthsSuch ships carry very little cargo so their draft changes only a small amount between loaded and unloaded condition. In these cases the ships should always be considered as fully loaded for calculating berthing energy. Minimum draft is usually at least 90% of fully laden draft.

ShipyardsOnly when ships are under construction or being repaired is it feasible they could be in lightcondition – without cargo or ballast. Special careis needed because hull features like beltings might sit over the fenders, or underwater protrusions might be at fender level.

BALLAST BLOCK COEFFICIENTFor “full form” ships, particularly tankers and bulk carriers, it is common to assume that Block Coefficient (CB) does not vary with actual draft (D) under any load condition. For other ship types the Block Coefficient will reduce slightly as draft reduces.

Other Ship types

DL ≥ D ≥ DU

DL ≥ D ≥ 0.6 DL

D < 0.6 DL

CB =MD

LBP . B . DL . ρSW

CB = 0.9 . MD

LBP . B . DL . ρSW

v

v

a bS/2 S/2

v

v

17>

SHIP APPROACH

SHIP APPROACHDepending on the ship and berth type, vessels can approach the structure in different ways. This type of ap-proach must be considered carefully to understand the true point of contact on the hull, the velocity direction (vector) and other factors which might cause the fender to compress at angles, shear under friction, cantilever etc. The most common cases are:

SIDE BERTHING

> Ship is parallel or at a small angle to the berthing line.> Velocity vector is approximately perpendicular to the berthing line.> Ship rotates about the point of contact with fender(s) which dissipates some kinetic energy.> Contact is typically between 20% and 35% from bow, depending on bow radius and geometry.> Ship may hit one, two, three or more fenders depending on their size and the bow radius of the ship.> If velocity is not exactly perpendicular to berthing line then there is some shear in the fenders due to friction.

DOLPHIN BERTHING> Ship is parallel or at a small angle to the berthing line.> Common method for oil/gas terminals where velocity vector is mostly perpendicular to the berthing line.> Also common for some RoRo berths where velocity vector may include a large forward/aft component (towards ramp) that can produce big shear forces.> Contact on oil/gas terminals is often between 30% and 40% of length from bow or stern, usually on the flat mid-section of the hull.> Contact on RoRo berths is usually 25% and 35% of length from bow, but often at midships on outer dolphins.> If velocity is not exactly perpendicular to berthing line then there is some shear in the fenders due to friction.

END BERTHING

> Ship is moving forward or aft towards the structure.> Common approach to RoRo ramps and pontoons, but sometimes applied to barges and heavy load ships.> Berthing angles usually small but could result in a single fender or very small area coming into contact with the ship bow or stern belting.> Berthing speeds can be high and there is little if any rotation of ship about point of contact, so fender must absorb all kinetic energy.> Virtual mass (added mass) of entrained water is quite low due to more streamlined profile of hull.

LOCK APPROACH

> Ship approach is usually coaxial with the lock centre-line.> If ship is “off centre” the bow can strike the berth corner so berthing line is a tangent to the ship hull.> Velocity vector has a large forward component, so will create big and sustained shear forces due to friction.> Point of contact can be far forward so large bow flares should be considered.> Point of contact can also be a long way aft, 30% of length or more from the bow so little rotation to dissipate berthing energy.

D

Kc

VB

Kc/D

C M

1.4

1.5

1.6

1.7

1.8

1.9

0 0.2 0.4 0.6 0.8 1

18 >

ADDED MASS FACTOR (CM)When a ship moves sideways towards a berth it drags along a mass of water. As the ship’s motion is reduced by the fenders, the momentum of the wa-ter pushes it against the ship hull which increases the total kinetic energy to be absorbed. The added mass factor takes account of the actual mass (dis-placement) of the ship and the virtual mass of the water:

There are different estimates about the true virtual mass of water moving with the ship, but it is agreed that the effect is smaller in deep water and greater in shallow water. This is due to limited under keel clearance (KC) available for water that pushes the ship to escape. Some formulas for Added Mass Factor consider this, others account for it separately within the Berth Configuration Factor (CC). The common formulas for Added Mass Factor are:

PIANC Method (2002)PIANC amalgamated the methods below and the Berth Configuration Factor (CC) in their 2002 report, considering the effect of added mass and under-keel clearance within the same term. This method is now adopted by EAU-2004 and some other codes. With this method CC=1.

≤ 0.1 CM = 1.8DKC

> 0.5 CM = 1.875 ― 0.75DKC0.1 > ( )D

KC

≥ 0.5 CM = 1.5DKC

Vasco Costa Method (1964)First proposed in his publication “The Berthing Ship” (1964), this method remains the most commonly used by international standards including BS6349 and other codes.

Shigeru Ueda Method (1981)Based on model testing and field observations, this method is widely used in Japan and yields similaror slightly lower values compared to VascoCosta Method.

CM = 1+B

2 . D

CM = 1+2 . B . CB

π . D

where DB ≤ D ≤ DL

⅙ Po

int

Distance from bow (x/LBP)

Ecce

ntric

ity Fa

ctor

(CE)

0 deg5 deg10 deg15 deg20 deg

⅕ Po

int

¼ Po

int

⅓ Po

int

Mids

hips

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0.00 0.10 0.20 0.30 0.40 0.50LBP/2

LBP/2 - xx

vB

αγ R

LBP/2

vB

α

LBP/2

γ ≈0°

LBP/2-x

vB

γ

LBP/2

vS

Rv

Side Fenders

End

Fend

ers

α

x

19>

ECCENTRICITY FACTOR

ECCENTRICITY FACTOR (CE)If the ship’s velocity vector (v) does not pass through the point of contact with the fender then the ship rotates as well as compressing the fender. The rotation dissipates part of the ship’s kinetic energy and the remainder must be absorbed by the fender.

SIDE BERTHING

Typically: 0.4 ≤ CR ≤ 0.7 0° ≤ α ≤ 20° 60° ≤ γ ≤ 80°

If the distance between the velocity vector and the fender contact point increases (i.e. is closer to the bow) then CE reduces, and vice versa. If the fender contact point is directly opposite the ship’s centre of mass during side or end berthing then the ship does not rotate (CE ≈ 1).

≤ 1Total kinetic energy of ship

Kinetic energy imparted to fenderCE =

MIDSHIPS CONTACT

Typically: CE = 1.0 x = LBP/2

RORO BERTHS

Typically: 0.4 ≤ CE ≤ 0.7 (Side) CE = 1.0 (End)

Example for a 100,000dwt fully laden oil tanker(see page 9), assuming a thirdpoint side berthingcontact (typical for dolphins) and 5° berthing angle:

The special caseof γ = 90°should be usedwith care

Common approximations of Eccentricity Factor are made for quick energy calculations:

Fifthpoint berthing: CE ≈ 0.45 Quarterpoint berthing: CE ≈ 0.50 Thirdpoint berthing: CE ≈ 0.70 Midships berthing: CE ≈ 1.00 End berthing (RoRo): CE ≈ 1.00

CE =K² + (R² cos² (γ) )

K² + R²

K = (0.19 . CB + 0.11) . LBP

R = ( – x)² + ( )²LBP

2B2

γ = 90 – α –asin( )B2R

MD = 125,000t

LBP = 236m

CB =125000

1.025 . 236 . 43 . 15.1= 0.796

K = (0.19 . 0.796 + 0.11) . 236 = 61.7m

R = ( – )² + ( )²

= 44.8m 2362

432

2363

γ = 90° – 5° –asin ( )= 56.3° 432 . 44.8

B = 43.0m

DL = 15.1m

CE =61.7² + (44.8² . cos² (56.3°) )

61.7² + 44.8² = 0.761

D

Kc

vB

D

Kc

vB

D

Kc

vB

Δf

Rf vB

20 >

BERTH CONFIGURATION FACTOR (CC)During the final stage of berthing a ship pushes a volume of water towards the structure. Depending on the type of structure the water might flow freely through the piles or it may get trapped between the hull and the concrete. The cushioning effect of the water will also depend on the under keel clearance (KC) and the berthing angle of the ship (α). A large space under the ship hull – perhaps at high tide or when berthing in ballast condi-tion – will allow water to escape under the ship. When the ship does not berth parallel then water may escape towards the bow or stern.

The PIANC method for Added Mass factor (CM) takes account of the under keel clearance so in this case CC=1.If the Vasco Costa or Shigeru Ueda methods are used for Added Mass then CC may be considered according toabove guidelines.

SOFTNESS FACTOR (CS)Hard fenders may cause the ship hull to deflect elastically which absorbs a small amount of energy. Modern fenders are mostly regarded as ‘soft’ so this effect does not absorb energy.

Solid Structure

Partly Closed Structure

Open Pile Structure

~ ≤ 0.5 CC = 0.8 (α ≤ 5°)KC

D

~ > 0.5 CC = 0.9 (α ≤ 5°)KC

D

when α > 5° CC = 1.0

~ ≤ 0.5 CC = 0.9 (α ≤ 5°)KC

D

~ > 0.5 CC = 1.0 (α ≤ 5°)KC

D

when α > 5° CC = 1.0

CC = 1.0

�f ≤ 0.15m CS ≤ 0.9

�f ≥ 0.15m CS ≤ 1.0

0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

10³ 10⁴ 10⁵ 10⁶

d

e

c

a

b

21>

BERTHING SPEEDS

*Design berthing speeds below 0.08m/s are not recommended.**PIANC states curves ‘d’ and ‘e’ may be high and should be used with caution.

0.1790.1360.117

0.0940.082

************

0.3430.2690.2360.1920.1690.1530.1330.1190.110

0.0940.083

******

0.5170.4040.3520.2870.2520.2280.1980.1780.1640.1410.1260.1070.0950.0860.080

**

0.6690.5240.4590.3770.3320.3030.2640.2390.2210.1900.1710.1460.1310.1200.111

0.0990.090

0.8650.6490.5580.4480.3910.3550.3080.2790.2580.2230.2010.1740.1580.1460.1370.1240.115

DisplacementMD (tonne)

1,0003,0005,00010,00015,00020,00030,00040,00050,00075,000

100,000150,000200,000250,000300,000400,000500,000

BERTHING SPEEDSShip berthing speeds are the most important variable in the energy calculation. The speed is measuredperpendicular to the berthing line (vB) and depends on several factors which the designer must consider:

> Whether or not the berthing ship is assisted by tugs; > The difficulty of the approach manoeuvre onto the berth; > How exposed the berth might be including currents and winds which push the ship; > The size of the ship and whether it is berthing fully laden, part laden or in ballast.

BS6349, PIANC and many otherstandards adopt the Brolsmaberthing speeds graph. Selectedvalues from the curves are alsoprovided in the table below.The most commonly used berthingconditions are represented bylines ‘b’ and ‘c’.

a: Easy berthing, shelteredb: Difficult berthing, shelteredc: Easy berthing, exposedd: Good berthing, exposede: Difficult berthing, exposed

Berthing speeds are for conventional commercial ships. For unusual ship types including high speed monohulls and catamarans, barges, tugs and similar craft please refer to Fender Team for advice. For navy ships designers can refer to US Department of Defence guidelines, UFC 4-152-01 (figures 5.3 & 5.4).

Berthing without TugsAll speeds in the graph and table assume conventional

ships berthing with tug assistance.If tugs are not used then designers should refer to graphs provided in:

(i) EAU 2004 (Fig. R40-1)(ii) ROM 0.2-90 (Table 3.4.2.3.5.2)

These codes suggest that berthing speeds without tugs can be 2~3 times higher in favourable conditions, and 1.3~2.3 times higher in unfavourable conditions.

a b c d* e**

Bert

hing

Vel

ocity

- Tu

g As

sist

ed, v

B (m

/s)

Displacement, MD (tonne)

From BS6349 : Part 4 : 1994 : Figure 1

22 >

Unless otherwise stated, suggested values are from PIANC 2002 (Table 4.2.5).

LARGEST1.25A

1.25A

SMALLEST1.75B

1.75B

COMMENTS & INTERPRETATIONSA: Suezmax and above B: Handymax and smallerA: Capesize and above B: Handymax and smallerNo PIANC guidance. Safety critical so high factor required.A: Post-Panamax and above B: Panamax and smallerUse higher factors and speeds if tugs are unavaibableHigh safety factors may be necessary on the most exposed berths.No PIANC guidance. Large wind area can make berthing difficult.No PIANC guidance. Large wind area can make berthing difficult.No PIANC guidance. Ships have limited slow speed manoeuvrability .Come in all shapes and sizes. Many unknowns.

VESSEL CLASSTankersBulk carriersGas carriersContainer shipsGeneral cargo, freightersRoRo & FerriesCar carriersCruise shipsFast ferriesTugs, workboats

BERTHING ENERGYThe berthing energy of the ship is considered in two stages:

NORMAL ENERGY The normal kinetic berthing energy (EN) of the ship is determined as:

SAFETY FACTOR (η)The safety factor takes account of events and circumstances that may cause the normal energy to be exceed-ed. PIANC states that “the designers’ judgement should be paramount in determining the appropriate factor”. Care should be taken to avoid excessive safety factors which will render the fenders too large or too hard for smaller ships, particularly when there is a wide range in the size of ships using the berth.Some safety factors are suggested by PIANC (also adopted by EAU-2004, other codes and guidelines):

Normal Energy (EN)The normal energy may occur routinely and regularly dur-

ing the lifetime of the berth without causing damage to

the fender. It will consider:

> The full range of ships using the berth

> Likely displacements when berthing

(not necessarily fully laden)

> Berthing frequency

> Ease or difficulty of the approach manoeuvre

> Local weather conditions

> Strength of tide or currents

> Availability and power of tugs

Abnormal Energy (EA)The abnormal energy arises rarely during the life of the

fender and should not result in any significant fender

damage. It will consider:

> The effect of fender failure on berth operations

> Occasional exceptional ships

> Large ships with very slow speeds that need

exceptional skill during docking manoeuvres

> Hazardous cargoes and environmental impact

> Human error

> Equipment failure

1.50~2.001.50A 2.00B

1.75≥2.002.002.00

≥2.002.00

ABNORMAL ENERGY The abnormal kinetic berthing energy (EA) of the ship is determined as:

The energy capacity of the fender (ERPD) must always be greater than the abnormal energy (EA). Fender selection should also con-sider manufacturing temperature, compression angle, operating temperatures and compression speeds. Please refer to page 26.

fTOL . fANG . fTEMP . fVEL

EAERPD ≥

EA = EN . η

EN = 0.5 . MD . VB² . CM . CE . CC . CS

23>

CONTENTS

CONTENTS (Section 2 of 2)

03

2324262728293031323334353637384041424445464748495051525455

SECTION 1 : BERTHING ENERGY CALCULATION Ship tables and methodology for calculating berthing energy is covered in PART 1.

SECTION 2 : FENDER SELECTION GUIDEFender SelectionEnergy Capacity & Environmental FactorsFender EfficiencyFender ApplicationsFender SpacingMultiple Fender ContactBending MomentsPanel ConstructionFender Panels & Hull PressuresPressure DistributionLow Friction Pads & Fixings Chain DesignChain Droop & Bracket DesignWheels & RollersFoam Fender DesignAngular CompressionFoam Fender InstallationDonut FendersDonut ApplicationsPneumatic Fender InstallationHydro-Pneumatic FendersEnvironment & Corrosion PreventionAnodes, Paint Coatings, Stainless SteelPerformance TestingType Approval CertificatesProject QuestionnaireConversion FactorsAfter Sales Warranty

24 >

FENDER SELECTIONBefore selecting fenders the designer should review all project requirements and other available information including reference design codes and guidelines. The list below acts as a useful checklist to identify which information is known from the specifications and which is missing inputs requiring assumptions or further research. Some design data is derived from calculations so it is also important to highlight if these calculations were based on known and/or assumed information.

Ship sizes Ship types or classes Loaded or ballast condition Under-keel clearances Berthing mode Frequency of berthing Approach speed Berthing angles Point of impact Bow flare angles Bow radius Beltings Side doors and hull protrusions Freeboard levels Berth construction Cope level & soffit levels Available width for fender footprint Seabed level Design tidal ranges New or existing structure Construction or expansion joints Temperature ranges Ice flows Local corrosivity

25>

FENDER SELECTION

FENDER SELECTIONOther design criteria for the fenders may be specified or assumed according to best practice, type of berth and local conditions using the designer’s experience. There are many aspects to consider in fender design and the correct selection will increase performance, improve operations and reduce maintenance. Sometimes the smallest detail like using thicker low-friction face pads or adding a corrosion allowance to chains can extend service life for very little extra cost.

Fender type (fixed, floating etc) Fender size and grade

Temperature, angular and speed factors Manufacturing tolerance Type approval to PIANC, ASTM or ISO

Testing, certification and witnessing

Hull pressures Panel height and width

Edge chamfers or bevels Bending moments Open or closed box panel design Steel grades (yield, low temperature etc)

Corrosion allowances

Paint durability (ISO12944 etc) Dry film thickness

Paint type Topcoat colours

Low-friction face pad material Wear allowance

Colour Face pad size and weight Fixing method and stud grade

Weight, shear and tension chains

Link type, grade and finish Connection brackets on structure

Connection to fender panel Adjustment or toleranced chains

Working load safety factor Weak link (PIANC)

Corrosion allowance

Cast-in or retrofit anchors Material grade and finish

Lock tabs or lock nuts Special washers

0.91.01.11.21.31.41.51.6

-30 -20 -10 0 10 20 30 40 50 60

Temperature, T (°C)

23°C

Tem

pera

ture

Fact

or, f

TEM

P

0.991.001.011.021.031.041.051.06

0 1 2 3 4 5 6 7 8 9 10

Compression Time, t = 2Δ/vB (seconds)

Velo

city

Favt

or, f

VEL

0.75

0.80

0.85

0.90

0.95

1.00

1.05

0 2 4 6 8 10 12 14 16 18 20Compression Angle, α (degrees)

Angu

lar F

acto

r, f AN

G

26 >

ENERGY CAPACITYIn all cases the fender must have an energy absorption capacity greater than or equal to the ship’s calculated abnormal berthing energy (or the specification’s stated Required Energy as defined by PIANC). Due allowance should be made for fender manufacturing tolerances (fTOL) and the effects of temperature, compression speed or rate and compression angles (horizontal and vertical).

Different fender types and materials respond in different ways to these effects so please consult the Fender-Team product catalogue or ask for specific data for the type and material being used. Data shown is typical for SPC fenders.

TEMPERATURE FACTOR (fTEMP)Rubber and foam, like most materials, gets softer when hot, stiffer when cold. The datum temperature is 23°C (fTEMP = 1).

The fender’s minimum energy will occur at the highestoperating temperature, the maximum reaction force willoccur at the lowest operating temperature.

VELOCITY FACTOR (fVEL)Rubber and foam have visco-elastic properties which means they work partly like a spring, partly like a shock absorber.The datum initial impact speed is 0.15m/s.

This factor depends on strain rate and the size of the fender, so the velocity factor is determined from the compression time where, t= 2�/vB . The fender’s maximum reaction force will occur at the highest impact speed.

In practice, most fender compressions take longer than 4 seconds.

ANGULAR FACTOR (fANG )Some fenders are affected by the compression angle because some areas of the rubber or foam are more compressed than others. The datum angle is 0°.

The fender’s minimum energy will occur at the largestcompression angle. fANG should be determined using thecompound (vertical and horizontal) angle for cone & cell fenders. fANG should be determined using the individualvertical and horizontal factors for linear types like arch,cylindrical and foam fenders.

Angular factors >1.0 are usually ignored.

MAXIMUM FENDER REACTION (RF)

fTOL is the manufacturing tolerance for the fender type,typically ±10% for moulded rubber fenders, ±20% forextruded rubber fenders and ±15% for foam fenders.

For historical reasons the tolerance of pneumatic fender is 0% for energy (termed the ‘guaranteed energy absorption’or GEA) and ±10% for reaction.

MINIMUM FENDER ENERGY (EF)

RPD is the published or catalogue performance of the fender at 23°C, 0.15m/s initial impact speed, 0° compression angle and mid-tolerance.ERPD is the fender energy at RPDRRPD is the fender reaction at RPD

FENDER TOLERANCE (fTOL)RATED PERFORMANCE DATA (RPD)

RF = RRPD . fTOL . fANG . fTEMP . fVELEF = ERPD . fTOL . fANG . fTEMP . fVEL

27>

EXAMPLE 1The largest ship berths 12 times per year.It hits fenders at highest speed once in 100berthings. It berths with largest angleonce in 40 berthings. Fender design life (N)is assumed in this case to be 25 years.The likelihood of this event at any tide level is:

Designers may regard this as significant

EXAMPLE 2The largest ship berths 12 times per year.It hits fenders at highest speed once in 100berthings. It berths with largest angleonce in 40 berthings. Fender design life (N)is assumed in this case to be 25 years.The probability of this event happening at LAT(every 18.5 years) is:

Designers may regard this as insignificant

RISK ANALYSISEach assumption made in the design carries a risk. The probability and frequency of particular events happen-ing during the working life of the fenders or structure can be estimated. It might not be commercially viable to protect against every very small risk, but if there is a high probability of some events, and these events have important consequences, then a risk analysis will assist designers to select the best fender.

P = The probability an event is equalled (or exceeded) at least once in a given time Y = The return period of an event N = Service life

FENDER EFFICIENCY

FENDER EFFICIENCYEvery fender type has different characteristics. Any comparison will start with reviewing the ratio of energy at low end tolerance (ELET) and reaction at high end tolerance (RHET). The efficiency of the fender (Eff) – what is the force into the structure per unit of energy absorbed.

This comparison only considers energy, reaction and manufacturing tolerances. A more detailed comparison would take account of compression angles, temperature and impact speed. There will be other factors too, including suitability for small or large tides, fender height and deflection, low level impacts, hull pressure, belt-ings, non-marking fenders, ease of installation, maintenance, durability and price.

Single Cone1 pce/systemSPC1000 G2.1

ELET: 501 x 0.9 = 451kNmRHET: 955 x 1.1 = 1051kNEff: 451/1051 = 0.43

Dual Cone2 pcs/systemSPC800 G2.0

ELET: 498 x 0.9 = 448kNmRHET: 1186 x 1.1 = 1305kNEff: 448/1305 = 0.34

Cylindrical1 pce/system

1400x700x2300L

ELET: 506 x 0.9 = 455kNmRHET: 1771 x 1.1 = 1948kNEff: 455/1948 = 0.23

Pneumatic1 pce/system

2000x3500(0.8)

ELET: 491 x 1.0 = 491kNmRHET: 1315 x 1.1 = 1447kNEff: 491/1447 = 0.34

Foam1 pce/system

OG 2000x4000 STD

ELET: 540 x 0.85 = 459kNmRHET: 1005 x 1.15 = 1156kNEff: 459/1156 = 0.40

P = (1- (1- )N) . 100%1Y

Y = 1/ (12 . . ) = 333 years1

1001

40

P = (1- (1- )25 ) . 100% = 7.2%1

333

Y = 1/ (12 . . . ) = 6167 years1

1001

401

18.5

P = (1- (1- )25 ) . 100% = 0.4%1

6167

VESSEL TYPES

APPLICATIONS

Tankers

Bulk Carriers

Gas Carriers

Container Ships

General Cargo

Barges

RoRo Ferries

Car Carriers

Cruise Ships

Fast Ferries

Navy Surface Ships

Submarines

Linear wharf/doc

Dolphins

Monopiles

Low-freeboard ships

Belted ships

Large bow flares

Large tide zones

Small tide zones

Ice Zones

Lead-in structures

Lay-by berths

RoRo ramp fenders

Lock entrances

Lock walls

Shipyards

Ship-to-ship

Ship carried fenders

Temporary berths

Generally suitablefender type

Suitable for some applicationsin this category

Requires specialist product knowledge- Ask Fender Team

SPC

CSS

FE PM PVT

V-SX

V-SX

P

V-SH

CYL

RF WF

PNEU

HYD-

PN

FOAM

DONU

T

EXT

SPC

CSS

FE PM PVT

V-SX

V-SX

P

V-SH

CYL

RF WF

PNEU

HYD-

PN

FOAM

DONU

T

EXT

28 >

FENDER APPLICATIONSCorrectly selected fenders will be an asset to a berth, providing smooth and trouble-free operations.

RB

LOA/2 LOA/2 - x x

Parallel Side Body (PSB)

B

α

�

S/2 S/2

h HC

� �

RB

29>

The distance between fenders is:

S = fender spacingRB = Bow radiusH = Uncompressed fender heighth = Compressed fender heightC = Clearance to wharfα = Berthing angleθ = Tangential angle with fender The contact angle with the fender is:

BS6349 suggests that:

LS = Overall length of shortest ship

FENDER SPACING

FENDER SPACINGDesign standards like BS6349 say that a fender can be a single system or several systems close enoughtogether to all be mobilized during the berthing impact. The ship’s bow radius, bow flare angle andberthing angle will determine the fender selection and the distance between fenders.

BOW RADIUSShips are often assumed to have a constant radius hull curvature from bow to the parallel side body (PSB). Streamlined ships which are designed for high speeds (i.e. container, cruise and some RoRo ships) will have a bow curvature that extends further back on the hull. A ship designed to carry maximum cargo (i.e. bulk carrier or oil tanker) will have a shorter bow curvature.

FENDER PITCHLarge spaces between fenders may allow ships, especiallysmaller ones, to contact the structure. At all times there shouldbe a clearance between ship and structure, usually 5~15% of theuncompressed fender projection (including any fender panel, spacer spools etc).

The amount of bow curvature is sometimes estimated based on the ship’s block coefficient:

Bow radius can be calculated as:

CB < 0.6 ≈ 0.3LOA

x

0.6 ≤ CB < 0.8 ≈ 0.25LOA

x

CB ≥ 0.8 ≈ 0.2LOA

x

RB = + Bx ²

4B

S ≤ 2 RB ² - (RB - h + C) ²

θ = asin ( )2 . RB

S

S ≤ 0.15 LS

α

C'C

Ship Deck

a

β

H h C H h1 h2 (=C)F1 F2 F1F1 F1

30 >

MULTIPLE FENDER CONTACTDepending on bow radius and the fender spacing, ships may contact more than one fender when berthing. If this happens the total berthing energy will be absorbed according to the respective deflection of each fender.

BOW FLAREThe angle of the ship’s bow at the point of contact may reduce the effective clearance between the hull and the structure:

C’ = C - a . sin ( β )

C’ = clearance at bow flareC = clearance due to bow radius and fender deflectiona = height from fender to ship deck (or to top of structure, whichever is lower)β = bow flare angle fender panel, spacer spools etc).

Even Fender Contact (2, 4 etc)> Energy is divided equally between two fenders> Reduced deflection of each fender> Greater total reaction into the berth structure> Clearance (C) will depend on bow radius and bow flare> Small bow radius ships may get closer to structure

Odd Fender Contact (1, 3, 5 etc)> Energy absorbed by one fender plus the fenders each side> Larger middle fender deflection is likely> Bow flare is important> Single fender contact likely for smallest ships> Multi-fender contact possible with biggest ships

DOLPHINS & END FENDERSOn dolphin structures and for the end fenders on continu-ous berths it is common to design with a fender compres-sion angle the same as the ship’s berthing angle (Ѳ=α).

M (R²) =W . b2 . L

Always check the clearance between thefender panel or brackets and structure too.

V(x) M(x)

xF

a

a

RF

RF

V(x) M(x)

x

F

F a

b

a

RF

RF

V(x) M(x)

x

q

a

b

a

RF

RF

31>

L = 2a + bq = 2RF /LV ( x = a) = q . aM ( x = a) = q . a²/2M ( x = L/2) = M ( x = a) – q . b²/8

BENDING MOMENTS

BENDING MOMENTSFender panels are designed to distribute forces into the ship’s hull. Ships usually contact the fender panel at one or two points or as a flat hull contact. This creates bending moments and shear forces in the panel struc-ture. Bending moments and shear forces are estimated using simple static methods. A more detailed analysis is needed to study the complicated effects of asymmetric load cases. Special care is needed where stresses are concentrated such as chain brackets and bolted connections. Fender Team are equipped to assist with ad-vanced structural analysis to European and other design codes.

DESIGN CASESSome simplified common design cases are given below:

A ship belting contacting themiddle of the panel will cause high bending moments. The upper and lower fenders are equally com-pressed and can both reach peak reaction.

MIDDLE BELTING CONTACT

L = 2aF= 2RF

V ( x = a) = RF

M ( x = a) = F . L /4

Low belting contacts cause the panel to tilt with unequal de-flection of fenders. The top maycontact the ship hull, creating a long length of panel which must resist bending.

LOW BELTING CONTACT

W . b2 . L

Maximum shear force V(x) and bending momentM(x) can coincide at the centre of the panel.

Maximum shear force V(x) and bending moment M(x) coincide at the fender positions. If belting contact is below the equilibrium point the panel is pushed inwards at the bottom.

Peak shear force V(x) and bending moment M(x) often coincides at fender positions. A simple analysis assumes a symmetrical panel and equal reactions (RF) from the fenders.

High freeboard ships with flat sides may contact the full fender panel. Systems may have one or more rubber units which will be equally compressed.

FLAT HULL CONTACT

L = 2a + bF = RF

V ( x = a) = FM ( x = a) = F . a

Neutral Axis

Front Plate

Back Plate

Internal StiffenersSide Bevel Welded Studs

32 >

There are many demands on the fender panel which cause bend-ing, shear, torsion, crushing and fatigue.

The marine environment demands good paint coatings which prevent steel from corroding and to main-tain panel strength.

Low temperatures require special steel grades which do not become brittle.

Face pads must be secured to the panel firmly, but still allow easy re-placement during the lifetime of the fender.

PANEL CONSTRUCTIONMost modern fender panels use a “closed box” construction. This method of design has a high strength to weight ratio and creates a simple exterior shape which is easier to paint and maintain. The inside of the panel is pressure tested to confirm it is fully sealed from the environment and water ingress

A typical fender panel cross-section includes several vertical stiffeners, usually channels or T-sections fabricated from steel plate. The external plate thicknesses, size and type of stiffeners will depend on many factors. Fender-Team engineers will advise on the best design for each case.

A

B

C

W

H

33>

DESIGN CASES

FENDER PANELS

STEEL THICKNESSPIANC 2002 recommends minimum steel thicknesses for panel construction. Sections will often be thicker than the required minimum for heavy and extreme duty systems.

STEEL GRADES

Fender panels are made from weldable structural steels. The grade used may depend on local conditions and availability. Some typical steel grades are given below.

COMMON EUROPEAN GRADES

EN10025

S235JR

S275JR

S355J2

S355J0

Yield

N/mm²

235

275

355

355

Tensile

N/mm²

360

420

510

510

Temp

°C

N/A

N/A

-20

0

COMMON AMERICAN GRADES

ASTM

A36

A572-42

A572-50

Yield

N/mm²

250

290

345

Tensile

N/mm²

400

414

448

Temp

°C

*

*

*

A Exposed both sides ≥12mm (1/2”)

FENDER PANEL WEIGHTS

Every fender design is different, but this tablemay be used as a rule of thumb for initialcalculations of other components like chains.

Standard duty panelsHeavy duty panelsExtreme duty panels

200–300kg/m²300–400kg/m²Over 400kg/m²

*ASTM steel grades for low temperature applications should specify required Charpy value and test temperature.

B Exposed one side ≥9mm (3/8”)

C Internal (not exposed) ≥8mm (5/16”)

Many ships can resist limited pressure on their hull, so it is important to determine the likely fender contact pressure accord-ing to the ship freeboard and tides to en-sure allowable limits are not exceeded.

In the absence of more specific information, thePIANC guidelines below are commonly used.

Class

Oil tankers

Bulk carriers

Size

HandysizeHandymax

Panamax or biggerAll sizesFeeder

PanamaxPost-Panamax

ULVC≤ 20,000dwt>20,000 dwt

PressurekN/m² (kPa)

≤ 300≤ 300≤ 350≤ 200≤ 400≤ 300≤ 250≤ 200

400–700≤ 400

Not applicable – usually beltedRoRo & Ferries

General Cargo

Container HPΣRF

WHA

HP =ΣRF

W . H=

ΣRF

A

HULL PRESSURES

= average hull pressure (kN/m² or kPa)= total fender reaction (kN)= width of flat panel (m)= height of flat panel (m)= contact area of flat panel (m)

1/2 H

1/2 H2/3 H

1/3 H1/6 H

5/6 H

1/3 H

HP

HP HP

HPMAX HPMAX

vvB

vL

RF

µRF

34 >

LOW FRICTION PADSUltra-high Molecular WeightPolyethylene (UHMW-PE) padsare replaceable facings fittedto fender panels. Good wearresistance with a low-frictionsurface helps prevent damageto ship hulls and paintwork. They also reduce shear forces infender chains.

Large UHMW-PE sheets are sinter moulded from polymer granules. These can then be planed (skived), cut to size, drilled and chamfered to create individual pads. These are attached to the panel with welded studs, bolts or low profile fixings.

UHMW-PE is available in virgin and regenerated grades, manycolours and thicknesses to suit standard, heavy duty and extreme applications.

Friction is important to good fender design. Ships will inevitably move against the fender face, generating forces which can alter the fender de-flection geometry. With reduced friction and proper chain design, these effects are minimised.

MaterialsMaterial ‘A’UHMW-PEUHMW-PE

HD-PERubberTimber

Material ‘B’Steel (wet)Steel (dry)

SteelSteelSteel

Minimum0.1–0.150.15–0.20.2–0.250.5–0.80.3–0.5

Design*≥0.2≥0.2≥0.3≥0.8≥0.6

Friction Coefficient (μ)

*A higher design value is recommended to account for other factors such as surface roughness, temperature and contact pressure which can affect the friction coefficient.

PRESSURE DISTRIBUTIONHull pressure is distributed evenly if the fender reaction into the panel is symmetrical. When the fender reac-tion is off-centre the peak hull pressure is greater, even though average hull pressure remains the same. The examples below show typical design cases. It is common to use a fender arrangement so that maximum hull pressure is no more than double the average hull pressure.

HP =RF

AHPMAX =

2RF

A= 2HP HPMAX =

4RF

A= 4HP

T

w

E

D

E

B

A

C

Stud Fixing Bolt Fixing Bolt with Blind Nut Low Profile Fixing

35>

PRESSURE DISTRIBUTION

LOW FRICTION PADSPads selection and fixing method should consider factors including impact, wear or abrasion caused by beltings, swell and frequency of use. If access is difficult then extra wear allowance may be useful to reduce maintenance and full life costs.

Weight(kg/m²)

28.538.047.566.595.0

STDM16M16M16M20M24

HDM16M20M20M24M30

EHDN/AM20M24M24M30

PadT (mm)

30*40*5070

100

STD613172743

HD37142337

EHDN/A

241427

Fixing Size (M) Wear, W (mm)

STD5–10

300–40050–70

EHD5–10

250–35050–70

Otherdimensions

Edge chamfer, CBolt spacing, DEdge distance, E

EHD5–10

250–35060–80

STD = Standard duty HD = Heavy duty EHD = Extra heavy duty* 30-40mm pads STD can use half nut, all other cases use full nut

COLOURED PADSUHMW-PE pads can be made in many colours(to special order) to suit Navy or cruise ships, for greater visibility or easy differentiation between berths. Common colours are black, white, grey, yel-low, blue and green.

SMALL OR LARGE PADSLarger pads have more fixings and might be more durable. Small pads are light-er, easier to replace and less expensive. In some countries the maximum lifting weight (often 25kg) can dictate biggest pad size.

PAD FIXINGSUHMW-PE face pads are attached in various ways according to the type of panel. Studs or blind nuts with bolts are commonly used for closed box panels. Standard nuts are used for open panels and structures. Low profile fixings can provide a greater wear allowance. Larger washers are required to spread loads and prevent pull through (typical size M16 x 42 dia). The thickness of PE under the head of the washer is usually 25~35% of the pad thickness.

Shear chain

Weight chain

Chainbracket

Tensioner

Tensionchain

x

L

G

G

F

µRF

α0

α1

∆

RF

36 >

The length (L) and static angle (α0) are the most impor-tant factors determining the load and size of chains.

T = Working load per chain assembly (kN)n = Number of chains acting togetherRF = Fender system reaction (kN)μ = Friction coefficientG = Weight of fender panel, PE pads etc (kN)L = Length of chain pin-to-pin (m) � = Fender deflection (m) n = Number of chains acting togetherα0 = Static angle of chain(s), fender undeflected (deg)α1 = Dynamic angle of chain(s), fender deflected (deg)x = Panel movement due to chain arc (m)

DESIGN NOTES(1) Highest chain loads often occur when the fender unit reaches a peak reaction at about half the rated deflection.(2) For shear chains, G = 0(3) FenderTeam recommends a safety factor (η) of 2 for most applications, but a larger factor can be used on request.(4) An easy to replace and inexpensive weak link or element should be included in the chain assembly to avoid overload damage to fender panel or structure.

T =G + μ . RF

n . cos α1

x = L . (cos α1 – cos α0 )

α1 = sin-¹[( L . sin α0 ) – � ]

CHAIN DESIGNChains are used to control the geometry of the fender during impact and to prevent excessive panel move-ments. They can assist with supporting the weight of large panels, preventing droop or sagging, also to increase rubber deflections and energy absorption in low-blow impact cases.

> Shear chains are used to limit horizontal movement.> Weight chains will limit vertical movement and reduce droop or sag.> Tension chains – work in conjunction with weight chains to limit droop, can also improve performance during low-blow impacts.> Chain brackets can be anchored, bolted, welded or cast into the structure.> Tensioners limit the slack in chains due to tolerances or wear.

S

a

h0%

5%

10%

15%

20%

25%

0% 2% 4% 6% 8% 10% 12% 14% 16%

Chain slack, S-a (%S)

Chai

n dr

oop,

h (%

S)

TWIN PADEYE CAST-IN DOUBLE CAST-IN U-ANCHOR

37>

CHAIN DESIGN

BRACKET DESIGNChain brackets can be designed to suit new or existing structures, steel or concrete. The bracket should be considerably stronger than the weakest component of the chain assembly. Their design must allow the chain to freely rotate through its full arc and should not interfere with other brackets, the fender panel or rubber fender body during compression. The main lug should be sufficiently thick or include spacer plates to properly support the correct size and type of shackle.

The weld size holding the bracket lug to the base plate is critical and should be referred to FenderTeam engi-neers for detail design. Also size, grade and positions of anchors or securing bolts should be assessed at the detail design phase.

CHAIN DROOPChains are sometime specified to have “zero” slack or droop, but this is unrealistic and unnecessary. Even a very small slack (S-a) of around 2% of the chain length(S) will cause the chain to “droop” in the centre (h) by almost 9% of chain length.

For example, a 2000mm long chain with 40mm of slack will droop in the middle by over 170mm. The same chain with just 7mm of slack will still droop by about 50mm.

SINGLE DOUBLE TWO PLANE

Please refer to FenderTeam for advice on suitable bracket type and size, material and finish of suitable chain brackets.

Rotation Rotation

∆∆

Wheel FenderRoller Fenders

VB

Effective Berthing Line

38 >

WHEELS & ROLLERSWheel fenders have a sliding axle and rollers to increase deflection and energy, so are suitable for lock entrances and vulnerable berth corners.

During lock and dry dock approach the ship is nearly parallel to the lock wall, but can be closer to one side. The bow contacts the wheel fender which deflects the ship. As the ship continues to enter, the roller fenders act as a guide to protect the hull and lock wall.

Roller fenders have a fixed axle to allow almost zero resistance rotation, suitable for guiding ships within locks and dry docks.

Some conventional berths have exposed corners which need protection from a wheel fender. Although the ship can be at a large angle to the main fenders, the effective berthing line on the wheel fender remains at 0°. In many cases midships impact should be considered.

WHEEL FENDER

ROLLER FENDER

α

V

Effective Berthing Line�

R

γ

VB

Ship Directi

onShip Direction

Ship

Dire

ctio

n Ship Direction

39>

SPECIAL IMPACT CASEIf the ship is moving into the lock or dry dock then impact with wheel fender can occur on the bow section. The effective berthing line is the tangent to the bow.

For energy calculations, the component of velocity perpendicular to the berthing line is required:

Such manoeuvres are difficult and ship forward speed is quite low. Typical design values are:

The angle of the effective berthing line is larger for impacts closer to the bow, but the distance from centre of mass to point of impact (R) also increases. The value of the Eccentricity Factor (CE) needs care-ful consideration. Refer to FenderTeam for advice.

WHEELS & ROLLERS

SINGLE WHEEL DOUBLE WHEEL TRIPLE WHEEL

45° to each berth Parallel to shipdirection

Equally offset fromeach berth

0–30° from mainberthing line

Single wheel fenders are used where there is small variation in water level. Multiple or “stacked” wheelfenders are used for large tides or water level changes.

For best performance, wheel fenders should be oriented according to the expected angle of the ship.

VB = V . sin Ѳ

α = drift angle of ship (true course)

V ≤ 1m/sα ≤ 10°Ѳ ≤ 5°VB < 1.0 . sin (5°+ 10°) = 0.26m/s

0.6

0.7

0.8

0.9

1.0

1.1

1.2

1.3

1.4

-30 -20 -10 0 10 20 30 40 50

Temperature, T (°C)

Tem

pera

ture

Fact

or, C

TEM

P

SHC

EHC

HC

STD

LR

40 >

FOAM FENDER DESIGNFoam fenders come in many configurations. Ocean-Guard and OceanCushion can be used floating or suspended from the dock. Donut fenders are pile supported, rising and falling with the tide. Foam fenders have a number of unique characteristics which must be considered during design. These in-clude ambient temperature, compression angle and number of cycles.

FOAM GRADES & CYCLESThe foam core is a closed cell cross-linked polyethyl-ene which comprises of many millions of small air pockets. Softer foam grades have larger air pockets and a lower density. Harder foams have smaller air pockets and a higher density.

After multiple compressions the stiffness of the foam reduces due to stress relaxation. The “datum” performance of foam fenders is considered after the third compression cycle.

TEMPERATURE FACTORElevated temperatures reduce the foam stiffness. Low tempera-tures make the foam harder. It isrecommended to use STD or LR grade foam forvery cold or very hot climates be-cause they are least affected by temperature variations.

The fender core temperature will change more slowly than the surface because foam is an insulator. This will reduce the effects of temperatureextremes on large foam fenders.

FOAM GRADE

Low Reaction

Standard

High Capacity

Extra High Capacity

Super High Capacity

LR

STD

HC

EHC

SHC

1

1.30

1.31

1.40

1.45

1.54

2

1.07

1.07

1.09

1.10

1.11

3

1.00

1.00

1.00

1.00

1.00

4

0.97

0.97

0.96

0.95

0.95

5

0.95

0.95

0.94

0.93

0.92

6

0.94

0.94

0.92

0.91

0.90

7

0.93

0.93

0.91

0.90

0.88

8

0.92

0.92

0.90

0.89

0.87

9

0.92

0.92

0.89

0.88

0.87

10

0.91

0.91

0.89

0.88

0.86

100

0.88

0.88

0.85

0.83

0.81

NUMBER OF COMPRESSION CYCLES (n)

0

10

20

30

40

50

60

70

80

90

100

0 10 20 30 40 50 60

Deflection (%)

Sect

ionw

ise

Fact

or, C

VF (%

)

0˚

15˚

35˚

51%

47%

0

10

20

30

40

50

60

70

80

90

100

0 10 20 30 40 50 60

Deflection (%)

Leng

thw

ise

Fact

or, C

LF (%

)

0˚

5˚

15˚

72%

85%

β

α

41>

ANGULAR COMPRESSION

VERTICAL COMPRESSIONA vertical compression angle may occur due to bow flare or roll of the ship.

*Note that deflection is restricted under vertical compression. This applies to energy only as highest reaction occurs at a 0° compression angle. Structural loads should also be considered during earlier compression cycles when reactions are higher.

Using an OceanGuard 1500x3000(HC) after 10 compression cycles with operating temperatures range between +10°C and +30°C, with a maximum 15° vertical angle and 5° longitudinal angle.

Rated energy at 23°C and 0° compression angles, 3rd cycle performance:

Rated energy at 23°C and 0° compression angles, 3rd cycle performance:

Manufacturing tolerance (±15%):

Factor for 10 cycles, Cn=10:

Factor for +10°C, CTEMP=10 (from temperature curve):

Factor for +30°C, CTEMP=30 (from temperature curve):

Factor for 15° vertical angle (Δ = 51%)*:

Factor for 5° longitudinal angle (Δ = 51%):

Factor for partial compression (Δ = 51%):

Minimum Energy, EMIN = 302 x 0.85 x 0.89 x 0.91 x 1.0 x 0.62 x 0.70 =

Maximum Reaction, RMAX = 751 x 1.15 x 0.89 x 1.16 x 1.0 x 1.0 x 0.70 =

302kNm

751kN

0.85 min / 1.15 max

0.89

1.16

0.91

1.00

0.62

0.70

90kNm

624kN

LONGITUDINAL COMPRESSIONA longitudinal compression angle may occur due to angular berthing or bow curvature.

CALCULATION EXAMPLE

D

D

L

L

∆

D

d

L

LFL

LFP

HFP Footprint Area (AFP)

42 >

DIAMETER xLENGTH

m700 x 1500

1000 x 15001000 x 20001200 x 20001350 x 25001500 x 30001700 x 30002000 x 35002000 x 40002000 x 45002500 x 40002500 x 55003000 x 49003000 x 60003300 x 45003300 x 6500

19191919252525252929323838383841

8807001190980140018301710207025603050223036602770390022304240

1460146019501940244029502930343039204430391054004790590043906380

0.871.191.661.932.773.774.185.786.707.668.1411.6412.0015.1511.8218.02

109147200299426653748116113971571192530953295437035315485

4242427676107107151151222311311311

489489489

6609409401130127014101600188018801880236023602830283031103110

210250200310270280310330320300400390460430560440

250310270380360380420470460440580570670640790680

290370330450440470520590580560730720850830990890

SKIN

mm

FLATLENGTH

mmHEIGHT

mmLENGTH

mmAREAmm

WEIGHTSTDkg

END PULLSWLkN

LRm

STDm

HCm

FOOTPRINT WATER DRAFT

FOAM FENDER INSTALLATIONFoam fenders can float with the tide or be secured above water level. The choice of mooring method depends on several factors:

> Tidal range at the site> Likely compression angles> Lengthwise or vertical motion of berthing and moored ships> Available footprint area on structure> Abrasiveness of structure face> Flatness of the structure face (i.e. sheet piles)> Significant wave height relative to fender size> Accessibility for maintenance

FENDER FOOTPRINTThe structure height and width must be sufficient to allow the OceanGuard fender to freely expand as the body is compressed. Total mounting area dimen-sions should allow for rise and fall of the fender, also any movement permitted by slack in the chains.

WATER DRAFTOceanGuard draft varies according to the foam den-sity used, its skin thickness, the size and length of chains and anything that may reduce or increase the fender weight. The table provides typical values for LR, STD and HC grades. Ask FenderTeam about other design cases.

43>

FOAM FENDER INSTALLATION

Suspended MooringWhen fully suspended above water, the dock height must be greater than the fender footprint plus any movement allowed by chains. An uplift chain is fitted to prevent the fender from being lifted or rolled onto the top of the dock as tide or ship draft changes.

Simple Floating MooringA simple floating mooring needs chains that are long enough at highest and lowest tides plus some extra slack to prevent ‘snatch’ loads in the chains and end fittings of the fender. Lat-eral fender movement at mid tide should be considered in the design.

Floating Guide RailA more robust mooring for high tide areas uses a guide rail.The chain connects to a mooring ring or roller around the rail.This arrangement keeps the chain loads uniform, limits sideways motion and is the best solution for tidal areas.

FOAM FENDER INSTALLATION

REDUCING ABRASIONSkin abrasion can occur if the OceanGuard fender is mounted directly against a concrete dock or other rough surface. The rate of wear can be higher if there are waves or currents which cause the fender to continuously move. Wear can be reduced or eliminated by fitting a series of UHMW-PE strips in the reaction area. Other ma-terials like timber can also be used but will require extra maintenance.

Mounting directly to concrete promotes wear UHMW-PE strips will extend service life

Floating fenders will move continuously due to wind, waves, tide and currents. Over time the shackles can vibrate loose (even with bolt pin). Regular mooring inspections are advised, but to reduce the risk of fenders detaching, shackles should use a locking nut or the nut should be tack welded to the shackle body.

Shackle with locknut Shackle with tack weld

L

Fixity

Seabed

DD

∆F

DPt

HF

∆P

MP

RF

MP = RF . L

Ixx = [DP⁴ – (DP – 2t)⁴]

E = 200 x 10⁹ N/mm²

∆p =RF . L³

3 . E . Ixx

σ =MR

Zxx

σ = ≤ 0.8 σγ (to BS6349: Part 4)

Ep = 0.5 . RF . ∆p

44 >

FREEBOARDThe freeboard (in millimetres) can be estimated for common Donut sizes (see Products catalogue, page 59) and STD grade foam:

H = 0.75 . DD F = 0.72 . H – 720

H = 1.00 . DD F = 0.95 . H – 800

H = 0.75 . DD F = 1.17 . H – 900

H = 0.75 . DD F = 1.39 . H – 990For other sizes and foam grades, ask FenderTeam

PILE DEFLECTIONSAs the Donut wall is compressed, the reaction force (RF) will deflect the pile. Assuming a built-in end at fixity the pile deflection, stiffness and energy can be estimated:

Pile Moment:

2nd Moment of Area:

Young’s Modulus:

Pile Deflection:

Pile Stress:

Maximum Pile Stress:

Pile Energy:

DONUT & PILE ENERGYThe total energy absorbed by the pile and the Donut is estimated as follows:

Total Energy: ΣE = EF . EP

DONUT FENDERSDonut fenders absorb energy by compressing the foam annulus and, in most cases, by elastic deflection of the tubular steel pile. They are commonly used in high tidal zones, to provide training walls for locks and to protect vulnerable dock corners.

The Donut floats up and down the pile with the tide, so designs need to consider several cases to achieve the desired performance at all times. Each of the variables listed below will affect the fender performance:

> Foam density (grade)> Donut inside and outside diameters> Donut height> Tidal range> Pile diameter and wall thickness> Pile free length from fixity> Loss of pile thickness over time due to corrosion

45>

DONUT APPLICATIONS

DONUT APPLICATIONSDonuts commonly protect corners or assist in guiding ships onto berths and into locks.

Single or multiple Donut fenders are commonly used to protect exposed berth corners.

Where ships move for-ward or astern against fenders, a Donut will re-duce friction and shear forces. Donuts can be an economic solution for RoRo berths.

Ships approaching locks and drydocks need “train-ing” to align themselves. Donut fenders help to guide ships into narrow entrances.

Donut fenders on a submarine berth Donuts on a berth corner

Footprint Area (AFP)

∆ = 60%L

BCA

d

F

E

46 >

PNEUMATIC FENDER INSTALLATIONPneumatic fenders are normally allowed to float, rising and falling with the tide. It is important to allow suf-ficient area on the dolphin or dock for the pneumatic fender to properly compress without risk of coming onto the deck or moving off the side of the structure.

It is also important to use the correct size, length and grade of chain with corresponding shackles and swivels. Shackles should be locked or tack welded to avoid loosening. It is possible to hang some pneumatic fenders from the dock wall, but not all types and sizes are suitable for this and fender ends require special reinforce-ment. FenderTeam can advise on all applications.

SHIP-TO-SHIP BERTHINGShip-to-ship berthing (lightering) requires special planning in every case. Consideration must be given to the impact energy and approach angles as well as to the relative motions of ships, especially any rolling which might bring hulls close together. The fender size must be selected to maintain a safe distance apart, but not so large that the fenders could roll onto the deck of a smaller ships with low freeboard.

Dimensions given are for chain & tyre net fenders, 50kPa initial pressure. For all other cases ask FenderTeam for advice.

SIZE (D X L)φ1000 x 1500Lφ1200 x 2000Lφ1500 x 2500Lφ2000 x 3500Lφ2500 x 4000Lφ3300 x 6500Lφ4500 x 9000L

A975

120015252050249033804710

B950114014201900238031404270

C1350162020502700338044606180

D200220250300450500800

E37543052565089010801470

F190024803130430050007820

10900

CHAIN (mm)16182228324450

Fenders moored individually

Fenders connected together in a “trot”

Ship sizes and fender layout must be carefullypre-planned for ship-to-ship berthing

0.3-0.4 L

Water

Air

Ballast Weight

47>

HYDRO-PNEUMATIC FENDERS

HYDRO-PNEUMATIC FENDERSThere are several vessel types which most of their hull below waterline, including submarines and semi-sub-mersible oil platforms. Submarines in particular have very sensitive hulls with acoustic rubber tiles and de-mand a gentle, conforming fender.

Hydro-pneumatic fenders are part filled with water and use a ballast weight to remain vertical in the water. A backing frame or flat dock construction is needed to support the fender, as well as mooring lines to prevent it drifting away from its position.

Hydro-pneumatic fender performance can be adjusted to suit different classes of vessel. This is done by chang-ing the air:water ratio as well as adjusting internal pressure. The draft of the fender can be changed by using different ballast weights to ensure the fender body makes contact with the widest beam part of the vessel. With submarines it is also important to avoid hydroplane contact.

Standard shackle pins are zinc plated and not hot dip or spin galvanised

48 >

ENVIROMENTThe harsh marine environment puts many demands on fender systems. A high priority should be given to reli-ability, durability and resistance to degradation according to local conditions.

EFFECT

Corrosivity

Ozone & Ultra Violet Light (UV)

Fatigue

Thermaleffects

Motion &vibration

COMMENTS

High temperatures may accelerate corrosion, as can high salt concentrations in some topical/subtropical zones. Designs must use appropriate paint coatings, stainless steel fixings where necessary and consider corrosion allowances on plate thicknesses and chain link diameters to minimise maintenance.Over time, ozone causes surface embrittlement of rubber and ultra violet causes cracking. The effects are mitigated by good materials and compounding, but cannot be eliminated. Fatigue may arise anywhere and should be considered in designs, but in low temperatures the effects of fatigue loads can be more serious if selected materials become brittle.High temperatures cause rubber to become softer, reducing energy absorption. Low temperatures have the opposite effect and increase reaction forces. Steel and plastic grades for very low temperatures need consideration to avoid becoming brittle.Vibration and large ship motions will can occur in any zone, but commonly on exposed berths and deepwa-ter terminals. Designs should consider the effects of motion and vibration on face pad abrasion, loosening of fixings and wear of chain assemblies.

TROPICAL/SUBTROPICAL

High

High

Varies

High

Varies

TEMPERATE

Moderate

Moderate

Varies

Moderate

Varies

ARCTIC/SUBARCTIC

Moderate

Low

High

High

Varies

CORROSION PREVENTIONThere are several effective ways to prevent or reduce corrosion of fender panels and accessories.

GALVANIZINGGalvanizing is the application of a protective zinc coating to steel which prevents rusting as the zinc ‘layer’ corrodes in preference to the steel. Thicker coatings will last longer (within practical limits) but when the zinc reservoir isdepleted, steel underneath will begin to corrode. ISO 1461 is widely used to specify galvanized coatings.

Galvanizing thickness can be increased by shot blast-ing, pickling (acid etching) and in some cases by doubledipping. The coating thickness on bolts must becontrolled to avoid clogging threads with zinc – this is done by spinning the item immediately after coating (called 'spin galvanising').

Commonly specified coating thicknesses are:

Component

Hot dip galvanized fabrications (t ≥ 6mm)Spin galvanized bolts (Dia ≥ 6mm)

85μm (610 g/m²)50μm (360 g/m²)

Nominal (Average)

70μm (505 g/m²)40μm (285 g/m²)

Minimum (ISO 1461)

49>

CORROSION

SACRIFICIAL ANODESSacrificial anodes work in a similar way to galvanis-ing but provide a larger zinc reservoir so can protect steel and chains for longer. It is important that the anode is permanently immersed to avoid build up of an oxide surface layer which prevents the anode from working.

Typical anodes for fenders will be approximately 4kg and should be replaced every 2–5 years forbest protection.

Durability of stainless steel for marine use is defined by its ‘Pitting Resistance Equivalent Number’ or PREN.A higher PREN indicates greater resistance, but usually at a cost premium.

PAINT COATINGSISO 12944 is widely adopted as the international standard for paint coatings used on fender panels. This code is divided into environmental zones and durability classes. For longest service life in seawater, splash zone and inter-tidal locations the C5M(H) class is recommended with typical service life expectancy of at least 15 years assuming proper inspection and preventative maintenance is carried out.

STAINLESS STEELIn highly corrosive locations it is recommended to use stainless steel fixings and bolts. Not all grades of stainless steel are suitable formarine use, but the widely known grades are:

PAINT

Generic

Jotun

SurfaceISO 8501

SA2.5

SA2.5

Base

Epoxy/PUR

Type

Zincrich

Coats

1

DFT

40μm

140μm

Base

Epoxy/PUR

Coats

3-4

DFT

280μm

45μm

TotalDFT

320μm

320μm

ServiceLife

>15y

>15y

Base Coat(s) Base Coat(s)

2 x Jotacoat Epoxy 1 x TDS Hardtop PU

Cold Welding (Galling)Cold welding (also known as “galling”)

is a phenomenon that canaffect stainless steel fasteners. As the bolt is tightened, friction on the threads creates high lo-cal temperatures which welds the threads together, making itimpossible to tighten or undo the fastener. It is recommend-ed that a suitable anti-gallingcompound is applied to threads before assembly.

SS 316/316L Grade

DuplexSuper Duplex Grade

SS 304 Grade

Austenitic stainless steel which is suitable for most fender applications. Also available as 316S33 with a higher Molybdenum content for greater durability.

Duplex and Super Duplex stainless steels are used where extra long service life is required and where access for maintenance may be difficult.

This grade is not recommended for marine use and suffers from pitting (crevice) corrosion when at-tacked by salt

CommonName

Zeron 100

Duplex

316/316L

EN10088ASTM1.4501

S327601.4462S318031.4401

316/316L

Type

Super Duplex

Duplex

Austenitic

Cr (%)

24.0–26.024.0–26.021.0–23.021.0–23.016.5–18.516.0–18.0

Mo (%)

3.0–4.03.0–4.02.5–3.52.5–3.5≤2.00≤2.00

N (%)

0.20–0.300.30–0.300.10–0.220.08–0.20

≤0.11≤0.10

PRENCr+3.3Mo+16N

37.1–44.037.1–44.030.9–38.130.5–37.824.9–26.924.2–26.2

Anode weight is selected according to the protected area andlifetime. Please consult FenderTeam

50 >

PERFORMANCE TESTINGTesting of moulded1 and wrapped cylindrical2 fenders is conducted in-house using full size fend-ers and with the option of third party witnessing. All testing is in accordance with the PIANC3 guidelines.

> Fenders have a unique serial number which can be traced back to manufacturing and testing records.> Testing is in direct axial compression.> CV method (constant velocity) compression tests are carried out at a rate of 2–8 cm/min.> Fenders are pre-compressed to rated deflection three or more times, then allowed to recover for at least one hour before performance testing.> Results are not recorded for pre-compression or “run-in” cycles.> The fender performance is only measured for a single compression cycle.> Fenders are temperature stabilised and tested at 23°C ±5°C4.> Reaction force5 is recorded at deflection intervals of between 1% and 5% of original fender height and with an accuracy of 1% or better.> Energy absorption5 is determined as the integral of reaction and deflection, calculated using Simpson’s Rule.> Fenders pass the test if their minimum energy absorption6 is achieved without exceeding the permitted maximum reaction force6.> Sampling is 10% of fenders rounded up to a complete unit7 (or pair for FE fenders1).> If any sample does not satisfy the specifications, sampling may be increased in consultation with the client.> Only units which satisfy the specifications are passed for shipment, all non-compliant units are rejected.

1. Moulded fenders include SPC, CSS, FE, SX, SX-P and SH fenders. SPC, CSS, SX, SX-P and SH fenders are tested singly, FE fenders are tested in pairs.

2. Cylindrical tug fenders and other types of tug fender are excluded.

3. PIANC – Permanent International Association of navigation Congress Report f the International Commission for Improving the Design of Fender Systems (Guidelines of the design of Fender systems: 2002 , Appendix A).

4. Where ambient temperature is outside of this range, fenders are normalised to this temperature range in a conditioning room for an appropriate period (dependent upon fender size) or performance values may be corrected according to temperature correction factor tables.

5. Reaction force (and corresponding calculated energy absorption) shall be the exact recorded value and not corrected or otherwise adjusted for speed correction unless required by the project specifications.

6. Permitted value for reaction is catalogue value plus manufacturing tolerance. Permitted value for energy is catalogue value minus manufacturing tolerance.

7. Standard PIANC testing is included within the fender price. Additional testing frequency, third party witnessing and temperature conditioning costs are borne by the purchaser. Durability testing, angular testing and other project-specific tests are extra cost and agreed on a case to case basis.

SPC fender during factory compression tests using CV-method to PIANC 2002 protocol

51>

CERTIFICATES

QUALITY, ENVIRONMENTAL ANDPERFORMANCE ACCREDITATION

FenderTeam is committed to providing quality fend-er systems with high performance and kind to the environment. This requires a major investment in design, manufacturing, research and development.

In line with this commitment, FenderTeam’s design offices, factories and distribution have achieved the following accreditation:

Quality Management: ISO 9001 : 2008Environmental Management: ISO 14001 : 2004Type Approvals: PIANC 2002

D

Kc

vB

D

Kc

vB

D

Kc

vB

LOA

KC (laden)

DL

FL

LBP

B

52 >

............................................................................................ m

....................................................... m (above datum)

....................................................... m (above datum)

.................................m (min) ...................... m (max)

Import Export Both

PROJECT REQUIREMENTS

SHIP INFORMATION

Port:

Berth:

Client:

Designer:

Contractor:

..........................................................................................

..........................................................................................

..........................................................................................

..........................................................................................

..........................................................................................

Accurate project information is needed topropose the most suitable fenders.

Please use the table below to describe theoperating requirements with as much detailas possible

Project: New Construction Upgrade Status: Preliminary Detail Tender

LARGEST SHIPS

Type/Class

Deadweight

Displacement

Length Overall

Beam

Draft

Hull Pressure

Belting

Bow Flare

Bow Radius

Yes No

.................................................................................... dwt

............................................................................... tonne

......................................................................................... m

......................................................................................... m

......................................................................................... m

................................................................ kN/m² (kPa)

.......................................... Size

...................................................................................... deg

...................................................................................... m

SMALLEST SHIPS

Type/Class

Deadweight

Displacement

Length

Beam

Draft

Hull Pressure

Belting

Bow Flare

Bow Radius

Yes No

Fender spacing

Deck level

Highest tide (HHW)

Under keel

Import/Export

Continuous wharf Dolphins Pontoon Lock or drydock Other

Maximum reaction

Soffit level

Lowest tide (LLW)

Wind speed

Current speed

............................................................................................ kN

......................................................... m (above datum)

........................................................ m (above datum)

.......................................................................................... m/s

.......................................................................................... m/s

SHIP INFORMATION

CLOSED BERTH FACE PART-CLOSED BERTH FACE OPEN STRUCTURE

.................................................................................... dwt

............................................................................... tonne

......................................................................................... m

......................................................................................... m

......................................................................................... m

................................................................ kN/m² (kPa)

.......................................... Size

...................................................................................... deg

...................................................................................... m

Berth Type

v

a bS/2 S/2

v

v

v

v2

v1

53>

QUESTIONNAIRE

Climate

Temperature

Water type

Temperate Tropical Desert Mediterranean Polar

Corrosivity

Winter ice

LOCATION

°C (max)

SG = t/m³

°C (min)

Sea Fresh

High Medium Low

Never Sometimes Every Year

BERTHING INFORMATION

Side berthing Approach speed

Berthing angle

Factor of safety

....................................... m/s

....................................... deg

...................................................

OTHER INFORMATION

Design code PIANC BS6349 EAU-2004 ROM 0.2-90 ROSA 2000 ASNZ 4997 UFC 4-152-01 Other

Approach speed

Berthing angle

Factor of safety

Approach speed

Berthing angle

Factor of safety

Approach speed

Berthing angle

Factor of safety

Approach speed(Relative)

Berthing angle

Factor of safety

End berthing

Dolphin berthing

Lock entrance

Lightering

(Ship to ship)

....................................... m/s

....................................... deg

...................................................

....................................... m/s

....................................... deg

...................................................

....................................... m/s

....................................... deg

...................................................

....................................... m/s

....................................... deg

...................................................

54 >

CONVERSION FACTORS

DISTANCE1 METRE1 inch1 foot1 nautical mile

m1

2.54 x 10⁻²

0.30481852

in39.37

112

7.291 x 10⁴

ft3.281

8.333 x 10⁻²

16076.1

Nautical Mile5.400 x 10⁻⁴

1.371 x 10⁻⁵

1.646 x 10⁻⁴

1

ANGLE1 RADIAN1 degree

degrees57.30

1

minutes343860

seconds2.063 x 10⁵

3600

Radian1

1.745 x 10⁻²

AREA1 SQUARE METRE1 square centimetre1 square inch1 square foot

m²

110⁻⁴

6.452 x 10⁻⁴

9.290 x 10⁻²

cm²

10⁴

16.452929.0

in²

15500.155

1144

ft²

10.761.076 x 10⁻³

6.944 x 10⁻³

1

VOLUME1 CUBIC METRE1 cubic centimetre1 litre1 cubic foot

m³

110⁻⁶

10⁻³

2.832 x 10⁻²

cm³

10⁶

11000

2.832 x 10⁴

litres100010⁻³

128.32

ft³

35.313.531 x 10⁻⁸

3.531 x 10⁻²

1

MASS1 KILOGRAM1 tonne1 pound1 kip

kg1

10³

0.454453.6

t10⁻³

14.536 x 10⁻⁴

0.454

lb2.2052205

110³

kip2.205 x 10⁻³

2.20510⁻³

1

DENSITY1 KILOGRAM/METRE³

1 tonne/metre³

1 pound/foot³

1 pound/inch³

kg/m³

110³

16.01827680

t/m³

10⁻³

11.602 x 10⁻²

27.680

lb/ft³

6.243 x 10⁻²

62.4281

1.728

lb/in³

3.613 x 10⁻⁵

3.613 x 10⁻²

5.787 x 10⁻⁴

1

VELOCITY1 METRE/SECOND1 mile per hour1 kilometre per hour1 knot

m/s1

0.4470.2780.514

mph2.237

10.6211.151

kph3.6001.609

11.852

kt1.9440.8690.540

1

FORCE1 KILONEWTON1 tonne force1 kip

kN1

9.8074.448

tf0.102

10.454

lbf224.82204

10³

kip0.2252.205

1

ENERGY1 KILONEWTON-METRE1 joule1 tonne-metre1 kip-foot

kN/m (kJ)1

10-³

9.8071.356

J10⁻³

198071356

t-m737.6

10.138

kip-ft0.738

7.376 x 10⁻⁴

7.2331

PRESSURE, STRESS1 NEWTON/METRE²

1 kilopascal1 megapascal1 tonne force/metre²

1 pound force/inch² (psi)

kN/m² (kPa)0.001

110³

9.8076.895

N/mm² (MPa)10⁻⁶

10⁻³

19.807 x 10⁻³

6.895 x 10⁻³

tf/m²

1.020 x 10⁻⁴

0.102102.0

10.703

lbf/in² (psi)1.450 x 10⁻⁴

0.145145.01.422

1

GRAVITATIONAL CONSTANT1 g

m/s²

9.807cm/s²

980.7in/s²

386.1ft/s²

32.174

55>

AFTER SALES

AFTER SALES & WARRANTYFenderTeam are committed to providing support and assistance during commissioning and long into the fu-ture. We offer standard and extended warranties as well as guidance on inspection and maintenance programs to ensure our fender systems always provide the best performance and protection.

The standard warranty period is 12 months from installation or 18 months form shipping date, although longer warranties are available on request. Performance guarantees are available if the option of fender performance testing is carried out. Extended paint warranties can also be provided.

In all cases the warranties given are subject to berth operators conducting periodic inspections in accordance with FenderTeam recommendations, and the timely submission of reports and photographs. This allows any issues arising to be detected early, rectified and monitored.

Warranties do not cover accidental damage, normal wear and tear, visual appearance or the effects of environ-mental degradation over time. In the unlikely event of a claim for faulty materials and/or workmanship, Fender-Team will repair or replace the defective components. Compensation values cannot exceed the cost of supplied materials, less any reduction for normal use, and in no circumstances are costs of removal or reinstallation, or any consequential costs or losses accepted.

It is recommended that users adopt an asset management system based on ISO 55000 ( or PAS-55).

DISCLAIMEREvery effort has been made to ensure that the technical specifications, product descriptions and design methods are correct and represent current best practice. FenderTeam GmbH, subsidiaries, agents and associates do not accept the responsibility or liability for any errors and omissions for any reason whatsoever reason.When using this technical manual to develop a design, customers are strongly recommended to request a detailed specification, calculations and certified drawings from FenderTeam specialists prior to construction and/or manufacture.FenderTeam constantly strives to improve the quality and performance of products and systems. We reserve the right to change specification without prior notice. All dimensions, material properties and performance values quoted are subject to normal pro-duction tolerances. This manual supersedes the information provided in all previous editions. It should also be used in conjunction with current FenderTeam product catalogues. If in doubt, please consult FenderTeam.

Flag: © 2013 FenderTeam AG, GermanyThis catalogue is the copyright of FenderTeam AG and may not be reproduced, copied or distributed to third parties without the prior consent of FenderTeam in each case.FenderTeam® is a Registered Trade Mark of FenderTeam AG.

Date: 01 / 2013

www.fenderteam.com

FENDER TEAM - AMERICASFenderTeam Americas Inc.44084 Riverside Parkway, Suite 170Lansdowne, VA 20176, USATel. +1 (571) 281 37 70Fax +1 (571) 223 32 67E-mail: contact@fenderteam.usWeb: www.fenderteam.com

FENDER TEAM - FRANCEFenderTeam France SAS94 Av. Albert 1er92500 Rueil-Malmaison, FranceTel. + 33 (0)1 41 29 09 20Fax + 33 (0)1 41 29 09 27E-mail: contact@fenderteam.frWeb: www.fenderteam.com

FENDER TEAM - GERMANYFenderTeam AGTarpen 40, Haus 1 b22419 Hamburg, GermanyTel. + 49 (0) 40 20 90 764 70Fax + 49 (0) 40 20 90 764 80E-mail: info@fenderteam.comWeb: www.fenderteam.com

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Rubberstyle ASPhone: +47 51 54 28 00Telefax: +47 51 54 25 00www.rubberstyle.com