T rel l eb o r g M A RINE SYS T EMS

Fender Application
Design Manual
Trelleborg is a world leader in engineered polymer solutions
that seal, damp and protect critical applications in demanding
environments. Its innovative engineered solutions accelerate
performance for customers in a sustainable way. The Trelleborg
Group has annual sales of about SEK 21 billion (EUR 2.3 billion,
USD 3.2 billion) in over 40 countries. The Group comprises five
business areas: Trelleborg Coated Systems, Trelleborg Industrial
Solutions, Trelleborg Offshore & Construction, Trelleborg Sealing
Solutions and Trelleborg Wheel Systems. In addition, Trelleborg
owns 50 percent of TrelleborgVibracoustic, a global leader within
antivibration solutions for light and heavy vehicles, with annual
sales of approximately SEK 15 billion (EUR 1.7 billion, USD 2.3
billion) in about 20 countries. The Trelleborg share has been listed
on the Stock Exchange since 1964 and is listed on NASDAQ OMX
Stockholm.

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DESIGN MANUAL

Trelleborg Marine Systems

Email: [email protected]
Performance Fender Application
Design Manual
People
Trelleborg Marine Systems is a world leader
in the design and manufacture of advanced Contents
marine fender systems. We ensure that, by
understanding your environment and applying
the local knowledge of a worldwide
workforce, all of your unique needs are met. Fender Application
Design Manual
That means the best design and materials for a
FENDER SYSTEMS DESIGN  5
long, low maintenance service life for your working
demands and environmental conditions. Our high- BERTHING ENERGY Calculation 17
performance solutions combine low reaction force Material Selection  35
and hull pressure with good angular performance
and rugged construction. High performance fenders Rubber COMPOUND AND
are used wherever demands are greatest like LNG ANALYTICAL TOOLS  40
and oil terminals, container quays, RoRo berths and Rubber Material Properties  51
bulk cargo facilities.
CORRECTION FACTORS  44
Talk to the Performance People at Trelleborg Marine FREQUENTLY ASKED QUESTIONS  53
Systems.
The demanding nature of commercial ports This global reach combined with feet on the FENDER Performance TESTING  57
and terminals means you need to connect ground local presence helps to make Trelleborg
with a partner that provides much more the Performance People that ensure solutions
than technically superior products and continually enhance your operations.
technologies. Connect with a partner that provides Performance
You need to work with a partner that combines Assurance services from conception to completion of
best practice expertise gained through worldwide every project and beyond to maintain and enhance
experience with a deep understanding of local port and vessel performance.
requirements and regulations. Connect with the Performance People,
Trelleborg Marine Systems.

1 2
 What end-to-end
really means

When you choose Trelleborg

you ensure your expectations
will be met, because we
deliver a truly end-to-end
service – retaining vigilance
and full control at every stage.

Consultation Testing
Consultation to assist you at the earliest stage of Full testing conducted routinely during all stages of
your project, with full technical support available manufacture, from labratory tests on material
from our global office network. samples to full scale factory acceptance tests.

Concept Installation
Conceptual design in our local office – with full Dedicated project management from solution design
knowledge of local standards and regulations, right the way through to on site installation support.
delivered in your language.
Global Support
Design
Local support on a truly global scale, with customer
Concepts taken to our Engineering Centre of support teams all over the world. And this service
Excellence in India where our team generates 3D doesn’t stop after a product is installed. You have
CAD designs, application-engineering drawings, bill our full support throughout the entire lifetime of your
of materials, finite engineering analysis and project, including customised training programs,
calculations. maintenance and on-site service and support.

Manufacture
Designs for all components sent to appropriate
trelleborg manufacturing facilities. Steel fabricated
by trusted partner and rubber is manufactured in
Trelleborg facilities.

3 4
 Using this guide
This guide should assist with many of the frequently
asked questions which arise during fender design.

Introduction
All methods described are based on the latest
recommendations of PIANC as well as other
internationally recognised codes of practice.

Methods are also adapted to working practices

within Trelleborg and to suit Trelleborg products.

Further design tools and utilities including generic

specifications, energy calculation spreadsheets,
fender performance curves and much more can be
downloaded from the Trelleborg Marine Systems
website (www.trelleborg.com/marine).
Exceptions
These guidelines do not encompass unusual ships,
extreme berthing conditions and other extreme
cases for which specialist advice should be sought.

Definitions
Rubber fender Units made from vulcanised rubber (often with encapsulated steel plates) that absorbs
energy by elastically deforming in compression, bending or shear or a combination of
these effects.
Pneumatic Units comprising fabric reinforced rubber bags filled with air under pressure and that
fender absorb energy from the work done in compressing the air above itsnormal initial
pressure.
Foam fender Units comprising a closed cell foam inner core with reinforced polymer outer skin that
absorb energy by virtue of the work done in compressing the foam.
Steel Panel A structural steel frame designed to distribute the forces generated during rubber
Fender Design fender compression.
Fender systems must reliably protect ships, ❙ Ship technology † BS6349 : – Code of Practice for Design of Fendering and Mooring Systems.
structures and themselves. They must work every ❙ Civil construction methods
day for many years in severe environments with
minimum maintenance. ❙ Steel fabrications
❙ Material properties
As stated in the British Standard†, fender design
should be entrusted to ‘appropriately qualified and ❙ Installation techniques
experienced people’. Fender engineering requires an ❙ Health and safety
understanding of many areas:
❙ Environmental factors
❙ Regulations and codes of practice

5 6
Why Fender? Design Flowchart
‘There is a simple reason to use fenders: it is just too expensive not to do so’. These are the opening remarks Functional
of PIANC and remain the primary reason why every modern port invests in protecting their structures with type(s) of cargo better stability on berth
safe berthing and mooring reduction of reaction force
fender systems.
Operational
Well-designed fender systems will reduce construction costs and will contribute to making the berth more
berthing procedures light, laden or partly laden ships
efficient by improving turn-around times. It follows that the longer a fender system lasts and the less frequency of berthing stand-off from face of structure
maintenance it needs, the better the investment. limits of mooring and operations (crane reach)
(adverse weather) fender spacing
range of vessel sizes, types type and orientation of waterfront
It is rare for the very cheapest fenders to offer the lowest long term cost. Quite the opposite is true. A small special features of vessels (flare, structure
initial saving will often demand much greater investment in repairs and upkeep over the years. A cheap beltings, list, etc)
allowable hull pressures
special requirements
spares availability
fender system can cost many times that of a well-engineered, higher quality solution over the lifetime of the
berth as the graphs below demonstrate. Site conditions
wind speed topography temperature
wave height tidal range corrosivity
current speed swell and fetch channel depth
10 reasons for quality fendering
❙ Safety of staff, ships and structures ❙ Berths in more exposed locations Design criteria
codes and standards safety factors (normal/abnormal)
❙ Much lower lifecycle costs ❙ Better ship stability when moored design vessels for calculations maintenance cost/frequency
normal/abnormal velocity installation cost/practicality
❙ Rapid, trouble-free installation ❙ Lower structural loads maximum reaction force chemical pollution
friction coefficient accident response
❙ Quicker turnaround time, greater efficiency ❙ Accommodate more ship types and sizes desired service life

❙ Reduced maintenance and repair ❙ More satisfied customers

Design process

Ship Structures Approach Location

Calculation of berthing energy

CM virtual mass factor CC berth configuration factor
CE eccentricity factor CS softness factor

Calculation of fender energy absorption

selection of abnormal berthing safety factor

Selection of appropriate fenders

Determination of:
energy absorption environmental factors frictional loads
reaction force angular compression chains etc
deflection hull pressure temperature factor
velocity factor

Purchase price Wear & tear

+ Design approvals + Replacements Check impact on structure and vessel
+ Delivery delays + Damage repairs horizontal and vertical loading implications of installing the
chance of hitting the structure fender
+ Installation time + Removal & scrapping (bulbous bows etc) bevels/snagging from hull
+ Site support + Fatigue, corrosion face of structure to accommodate protrusions
fender restraint chains
= Capital cost = Maintenance cost
Final selection of fender
determine main characteristics of check availability of fender
Capital cost + Maintenance cost = FULL LIFE COST fender
PIANC Type Approved
track record and warranties
future spares availability
verification test methods fatigue/durability tests

7 8
The Design Process
Many factors contribute to the design of a fender system:

Ships
Ship design evolves constantly – shapes change and
many vessel types are getting larger. Fender
systems must suit current ships and those expected
to arrive in the foreseeable future.

Structures
Fenders impose loads on the berthing structure.
Many berths are being built in exposed locations,
where fender systems can play a crucial role in the BLUR
overall cost of construction. Local practice, materials
and conditions may influence the choice of fender
systems.

Approach
Many factors will affect how vessels approach the
berth, the corresponding kinetic energy and the load
applied to the structure. Berthing modes may affect
the choice of ship speed and the safety factor for
abnormal conditions.

Installation and maintenance

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

9 10
 Environment
Typical berthing locations

Berthing Environment Berthing structures are located in a variety of places from sheltered basins to unprotected, open waters.

& Energy calculation

Local conditions will play a large part in deciding the berthing speeds and approach angles, in turn affecting
the type and size of suitable fenders.
Currents and winds
Current and wind forces can push
vessels onto or off the berth, and
may influence the berthing speed.
Once berthed, and provided the
Non-tidal basins
vessel contacts several fenders, the
With minor changes in water Tidal basins forces are usually less critical.
level, these locations are usually Larger variations in water level
sheltered from strong winds, (depends on location) but still However special cases do exist,
waves and currents. Ship sizes generally sheltered from winds,
may be restricted due to lock waves and currents. May be used especially on very soft structures.
access. by larger vessels than non-tidal
basins.
As a general guide, deep draught
vessels (such as tankers) will be more
affected by current and high
Coastal berths freeboard vessels (such as RoRo and
Maximum exposure to
winds, waves and currents. River berths container ships) will be more affected
Berths generally used by Largest tidal range (depends on site),
single classes of vessel with greater exposure to winds, waves by strong winds.
such as oil, gas or bulk. and currents. Approach mode may be
restricted by dredged channels and

river bends may complicate berthing

manoeuvres.

Tides
HRT
HAT
Tides vary by area and may have extremes
MHWS
MHWN
of a few
centimetres (Mediterranean, Baltic) orMSL
over 15
As stated in the British Standard†, fender metres (parts of UK and Canada). Tides will
MLWN

design should be entrusted to ‘appropriately influence the structure’s design and fender
qualified and experienced people.’ selection. MLWS
LAT
LRT

We have a dedicated team who will provide a HRT Highest Recorded Tide
tailored solution for your project, on time and on HAT Highest Astronomical Tide
budget. As well as a full suite of engineering MHWS Mean High Water Spring
programmes, we have expert designers who are MHWN Mean High Water Neap
experienced in all industry relevant CAD
MLWN Mean Low Water Neap
programmes.
MLWS Mean Low Water Spring
LAT Lowest Astronomical Tide
LRT Lowest Recorded Tide

11 12
Ship Types Ship Features
General cargo ship ❙ Prefer small gaps between ship and quay to minimise outreach of cranes Common on container vessels and cruise ships. Big flare
angles may affect fender performance. Larger fender
❙ Large change of draft between laden and empty conditions Bow may be required to maintain clearance from the quay
flares structure, cranes, etc.
❙ May occupy berths for long periods
❙ Coastal cargo vessels may berth without tug assistance
Most modern ships have bulbous bows. Care is needed
Bulk carrier ❙ Need to be close to berth face to minimise shiploader outreach at large berthing angles or with widely spaced fenders
Bulbous to ensure the bulbous bow does not catch behind the
❙ Possible need to warp ships along berth for shiploader to change holds bows fender or hit structural piles.
❙ Large change of draft between laden and empty conditions
❙ Require low hull contact pressures unless belted Almost every class of ship could be fitted with beltings
or strakes. They are most common on RoRo ships or
Container ship ❙ Flared bows are prone to strike shore structures Beltings ferries, but may even appear on container ships or gas
& strakes carriers. Tugs and offshore supply boats have very large
❙ Increasing ship beams needs increase crane outreach
beltings.
❙ Some vessels have single or multiple beltings
❙ Bulbous bows may strike front piles of structures at large berthing angles Cruise and RoRo ships often have flying bridges. In locks,
or when tides are large, care is needed to avoid the
❙ Require low hull contact pressures unless belted Flying bridge sitting on top of the fender during a falling tide.
bridge
Oil tanker ❙ Need to avoid fire hazards from sparks or friction
❙ Large change of draft between laden and empty conditions Barges, small tankers and general cargo ships can have
❙ Require low hull contact pressures a small freeboard. Fenders should extend down so that
Low vessels cannot catch underneath at low tides and when
❙C
 oastal tankers may berth without tug assistance freeboard fully laden.
RoRo ship ❙ Ships have own loading ramps – usually stern, slewed or side doors
❙ High lateral and/or transverse berthing speeds RoRo ships, car carriers and some navy vessels have
large doors for vehicle access. These are often recessed
❙ Manoeuvrability at low speeds may be poor Stern & and can snag fenders – especially in locks or when
side doors warping along the berth.
❙ End berthing impacts often occur
❙ Many different shapes, sizes and condition of beltings
Ships with high freeboard include ferries, cruise and
Passenger (cruise) ship ❙ Small draft change between laden and empty container ships, as well as many lightly loaded vessels.
High Strong winds can cause sudden, large increases in
❙ White or light coloured hulls are easily marked freeboard berthing speeds.
❙ Flared bows are prone to strike shore structures
❙ Require low hull contact pressures unless belted Many modern ships, but especially tankers and gas
carriers, require very low hull contact pressures, which
Ferry ❙ Quick turn around needed Low hull are achieved using large fender panels or floating
pressure fenders.
❙ High berthing speeds, often with end berthing
❙ Intensive use of berth
High speed catamarans and monohulls are often built
❙ Berthing without tug assistance from aluminium. They can only accept loads from
Aluminium fenders at special positions: usually reinforced beltings
❙ Many different shapes, sizes and condition of beltings hulls set very low or many metres above the waterline.
Gas carrier ❙ Need to avoid fire hazards from sparks or friction
❙ Shallow draft even at full load Many ships are modified during their lifetime with little
❙ Require low hull contact pressures regard to the effect these changes may have on berthing
Special or fenders. Protrusions can snag fenders but risks are
❙ Single class of vessels using dedicated facilities features reduced by large bevels and chamfers on the frontal
panels.
❙ Manifolds not necessarily at midships position

13 14
Ship Definitions Ship Tables
Many different definitions are used to describe ship sizes and classes. Some of the more common Min. Lateral Max. Lateral
Approx.
DWT ∆m L OA L pp B T CB Windage: Windage:
descriptions are given below. New ship data (for example Triple E-Class) will be published when available. Type In Ballast
Capacity
(t) (t) (m) (m) (m) (m) (-) Fully Loaded
(m3)
(m2) (m2)
Vessel Type Length × Beam × Draft DWT Comments 500,000 590,000 415.0 392.0 73.0 24.0 0.84 6,400 11,000 –
Tankers
1st Generation container 400,000 475,000 380.0 358.0 68.0 23.0 0.83 5,700 9,700 –
Small feeder 200m × 23m × 9m – (ULCC)
<1,000 teu
350,000 420,000 365.0 345.0 65.5 22.0 0.82 5,400 9,200 –
2nd Generation container
Feeder 215m × 30m × 10m – 300,000 365,000 350.0 330.0 63.0 21.0 0.82 5,100 8,600 –
1,000–2,500 teu
275,000 335,000 340.0 321.0 61.0 20.5 0.81 4,900 8,200 –
3rd Generation container
Panamax1 290m × 32.3m × 12m – Tankers
2,500–5,000 teu 250,000 305,000 330.0 312.0 59.0 19.9 0.81 4,600 7,700 –
(VLCC)
4th Generation container 225,000 277,000 320.0 303.0 57.0 19.3 0.81 4,300 7,300 –
Post-Panamax 305m × >32.3m × 13m –
5,000–8,000 teu
200,000 246,000 310.0 294.0 55.0 18.5 0.80 4,000 6,800 –
5th Generation container
Super post-Panamax (VLCS) 175,000 217,000 300.0 285.0 52.5 17.7 0.80 3,750 6,200 –
>8,000 teu
Suezmax 2
500m × 70m × 21.3m – All vessel types in Suez Canal 150,000 186,000 285.0 270.0 49.5 16.9 0.80 3,400 5,700 –

Seaway-Max3 233.5m × 24.0m × 9.1m – All vessel types in St Lawrence Seaway 125,000 156,000 270.0 255.0 46.5 16.0 0.80 3,100 5,100 –

Handysize – 10,000–40,000 dwt Bulk carrier Tankers 100,000 125,000 250.0 236.0 43.0 15.1 0.80 2,750 4,500 –

Cape Size – 130,000–200,000 dwt Bulk carrier 80,000 102,000 235.0 223.0 40.0 14.0 0.80 2,450 4,000 –

Very large bulk carrier (VLBC) – >200,000 dwt Bulk carrier 70,000 90,000 225.0 213.0 38.0 13.5 0.80 2,250 3,700 –

Very large crude carrier (VLCC) – 200,000–300,000 dwt Oil tanker 60,000 78,000 217.0 206.0 36.0 13.0 0.79 2,150 3,500 –

Ultra large crude carrier (ULCC) – >300,000 dwt Oil tanker 50,000 66,000 210.0 200.0 32.2 12.6 0.79 1,900 0.5 –
40,000 54,000 200.0 190.0 30.0 11.8 0.78 1,650 0.5 –
1. Panama Canal 2. Suez Canal 3. St Lawrence Seaway Product 30,000 42,000 188.0 178.0 28.0 10.8 0.76 1,400 0.5 –
and
Lock chambers are 305m long and 33.5m The canal, connecting the Mediterranean and The seaway system allows ships to pass from 20,000 29,000 174.0 165.0 24.5 9.8 0.71 1,100 0.5 –
Chemical
wide. The largest depth of the canal is Red Sea, is about 163km long and varies the Atlantic Ocean to the Great Lakes via six Tankers 10,000 15,000 145.0 137.0 19.0 7.8 0.72 760 0.5 –
12.5–13.7m. The canal is about 86km long from 80–135m wide. It has no lock chambers short canals totalling 110km, with 19 locks,
and passage takes eight hours. but most of the canal has a single traffic lane each 233m long, 24.4m wide and 9.1m deep. 5,000 8,000 110.0 104.0 15.0 7.0 0.71 500 0.5 –
with passing bays. 3,000 4,900 90.0 85.0 13.0 6.0 0.72 400 0.5 –

The ship tables show laden draft (DL) of vessels. The draft of a partly loaded ship (D) can be estimated using 400,000 464,000 375.0 356.0 62.5 24.0 0.85 4,500 8,700 –
the formula below: 350,000 406,000 362.0 344.0 59.0 23.0 0.85 4,400 8,500 –
300,000 350,000 350.0 333.0 56.0 21.8 0.84 4,250 8,200 –
250,000 292,000 335.0 318.0 52.5 20.5 0.83 4,000 7,700 –
200,000 236,000 315.0 300.0 48.5 19.0 0.83 3,600 6,900 –
150,000 179,000 290.0 276.0 44.0 17.5 0.82 3,250 5,900 –
Bulk
Carriers / 125,000 150,000 275.0 262.0 41.5 16.5 0.82 3,000 5,400 –
OBO´s
100,000 121,000 255.0 242.0 39.0 15.3 0.82 2,700 4,800 –
80,000 98,000 240.0 228.0 36.5 14.0 0.82 2,450 4,200 –
60,000 74,000 220.0 210.0 33.5 12.8 0.80 2,050 3,500 –
40,000 50,000 195.0 185.0 29.0 11.5 0.79 1,700 2,800 –

Using ship tables 20,000 26,000 160.0 152.0 23.5 9.3 0.76 1,400 2,300 –
10,000 13,000 130.0 124.0 18.0 7.5 0.76 1,200 1,800 –
PIANC report from working group 121 “Harbour approach channels design guidelines” was released in 2014.
125,000 175,000 345.0 333.0 55.0 12.0 0.78 8,400 9,300 267,000
This report contains very usefull tables with design information on vessels. These data can be considered
97,000 141,000 315.0 303.0 50.0 12.0 0.76 7,000 7,700 218,000
as the latest available design information, replacing PIANC 2002 at this point. The tables in the Trelleborg LNG 90,000 120,000 298.0 285.0 46.0 11.8 0.76 6,200 6,800 177,000
Marine Systems design manual are taken from PIANC report WG121 table C-1 and these originate from the Carriers
(Prismatic) 80,000 100,000 280.0 268.8 43.4 11.4 0.73 6,000 6,500 140,000
Spanish ROM 3.1. Additional information on vessels sizes can be found in PIANC report W121 table C-2 and
52,000 58,000 247.3 231.0 34.8 9.5 0.74 4,150 4,600 75,000
C-3, PIANC 2002 and EAU 2004 and the Spanish ROM 2.0-11.
27,000 40,000 207.8 196.0 29.3 9.2 0.74 2,900 3,300 40,000
Newer generation ships will continue to come in line, please ask Trelleborg Marine systems for supplementary Note: Dimensions given in tables may vary up to ±10% depending on construction and country of origin (this note comes from the origin document
tables or latest and largest types. WG121)

15 16
Ship Tables Ship Tables
Min. Lateral Max. Lateral Min. Lateral Max. Lateral
Approx. Approx.
DWT ∆m L OA L pp B T CB Windage: Windage: DWT ∆m L OA L pp B T CB Windage: Windage:
Type Capacity Type Capacity:
(t) (t) (m) (m) (m) (m) (-) Fully Loaded In Ballast (t) (t) (m) (m) (m) (m) (-) Fully Loaded In Ballast
(m3) TEU / CEU
(m2) (m2) (m2) (m2)
LNG 75,000 117,000 288.0 274.0 49.0 11.5 0.74 8,300 8,800 145,000 50,000 87,500 287.0 273.0 32.2 12.4 0.78 7,500 7,800 5,000
Carriers 58,000 99,000 274.0 262.0 42.0 11.3 0.78 7,550 8,000 125,000 45,000 81,500 275.0 261.0 32.2 12.0 0.79 6,850 7,100 4,500
(Spheres,
Moss) 51,000 71,000 249.5 237.0 40.0 10.6 0.69 5,650 6,000 90,000 40,000 72,000 260.0 247.0 32.2 11.4 0.77 6,200 6,400 4,000
60,000 95,000 265.0 245.0 42.2 13.5 0.66 5,600 6,200 – Freight 35,000 63,000 245.0 233.0 32.2 10.8 0.76 5,600 5,800 3,500
RoRo 30,000 54,000 231.0 219.0 32.0 10.2 0.74 5,100 5,300 3,000
50,000 80,000 248.0 238.0 39.0 12.9 0.65 5,250 5,800 –
Ships
40,000 65,000 240.0 230.0 35.2 12.3 0.64 4,600 5,100 – 25,000 45,000 216.0 205.0 31.0 9.6 0.72 4,600 4,800 2,500
30,000 49,000 226.0 216.0 32.4 11.2 0.61 4,150 4,600 – CEU 20,000 36,000 197.0 187.0 28.6 9.1 0.72 4,250 4,400 2,000
LPG
Carriers 20,000 33,000 207.0 197.0 26.8 10.6 0.58 3,500 3,900 – 15,000 27,500 177.0 168.0 26.2 8.4 0.73 3,750 3,900 1,500
10,000 17,000 160.0 152.0 21.1 9.3 0.56 2,150 2,500 – 10,000 18,400 153.0 145.0 23.4 7.4 0.71 3,100 3,200 1,000
5,000 8,800 134.0 126.0 16.0 8.1 0.53 1,500 1,700 – 5,000 9,500 121.0 115.0 19.3 6.0 0.70 2,200 2,300 600
3,000 5,500 116.0 110.0 13.3 7.0 0.52 1,050 1,200 – 40,000 54,500 209.0 199.0 30.0 12.5 0.71 3,250 4,500 –
35,000 48,000 199.0 189.0 28.9 12.0 0.71 3,000 4,100 –

Min. Lateral Max. Lateral 30,000 41,000 188.0 179.0 27.7 11.3 0.71 2,700 3,700 –
Approx.
DWT ∆m L OA L pp B T CB Windage: Windage: 25,000 34,500 178.0 169.0 26.4 10.7 0.71 2,360 3,200 –
Type Capacity:
(t) (t) (m) (m) (m) (m) (-) Fully Loaded In Ballast Cargo
TEU / CEU 20,000 28,000 166.0 158.0 24.8 10.0 0.70 2,100 2,800 –
(m2) (m2) Vessels
15,000 21,500 152.0 145.0 22.6 9.2 0.70 1,770 2,400 –
245,000 340,000 470.0 446.0 60.0 18.0 0.69 11,000 12,500 22,000
10,000 14,500 133.0 127.0 19.8 8.0 0.70 1,380 1,800 –
200,000 260,000 400.0 385.0 59.0 16.5 0.68 10,700 12,000 18,000
5,000 7,500 105.0 100.0 15.8 6.4 0.72 900 1,200 –
195,000 250,000 418.0 395.0 56.4 16.0 0.68 10,100 11,300 14,500
2,500 4,000 85.0 80.0 13.0 5.0 0.75 620 800 –
165,000 215,000 398.0 376.0 56.4 15.0 0.66 9,500 10,500 12,200
70,000 52,000 228.0 210.0 32.2 11.3 0.66 5,700 6,900 8,000
125,000 174,000 370.0 351.0 45.8 15.0 0.70 8,700 9,500 10,000
Container 65,000 48,000 220.0 205.0 32.2 11.0 0.64 5,400 6,500 7,000
120,000 158,000 352.0 335.0 45.6 14.8 0.68 8,000 8,700 9,000
Ships 57,000 42,000 205.0 189.0 32.2 10.9 0.62 4,850 5,800 6,000
(Post- 110,000 145,000 340.0 323.0 43.2 14.5 0.70 7,200 7,800 8,000
Panamax) Car 45,000 35,500 198.0 182.0 32.2 10.0 0.59 4,300 5,100 5,000
100,000 140,000 326.0 310.0 42.8 14.5 0.71 6,900 7,500 7,500
Carriers
36,000 28,500 190.0 175.0 32.2 9.0 0.55 3,850 4,600 4,000
TEU 90,000 126,000 313.0 298.0 42.8 14.5 0.66 6,500 7,000 7,000
CEU 27,000 22,000 175.0 167.0 28.0 8.4 0.55 3,400 4,000 3,000
80,000 112,000 300.0 284.0 40.3 14.5 0.66 6,100 6,500 6,500
18,000 13,500 150.0 143.0 22.7 7.4 0.55 2,600 3,000 2,000
70,000 100,000 280.0 266.0 41.8 13.8 0.64 5,800 6,100 6,000
13,000 8,000 130.0 124.0 18.8 6.2 0.54 2,000 2,200 1,000
65,000 92,000 274.0 260.0 41.2 13.5 0.62 5,500 5,800 5,600
8,000 4,300 100.0 95.0 17.0 4.9 0.53 1,300 1,400 700
60,000 84,000 268.0 255.0 39.8 13.2 0.61 5,400 5,700 5,200
50,000 82,500 309.0 291.0 41.6 10.3 0.65 6,150 6,500 –
55,000 76,500 261.0 248.0 38.3 12.8 0.61 5,200 5,500 4,800
40,000 66,800 281.0 264.0 39.0 9.8 0.65 5,200 5,500 –
60,000 83,000 290.0 275.0 32.2 13.2 0.69 5,300 5,500 5,000
30,000 50,300 253.0 237.0 36.4 8.8 0.65 4,300 4,500 –
55,000 75,500 278.0 264.0 32.2 12.8 0.68 4,900 5,100 4,500
20,000 33,800 219.0 204.0 32.8 7.8 0.63 3,300 3,500 –
50,000 68,000 267.0 253.0 32.2 12.5 0.65 4,500 4,700 4,000
15,000 25,000 197.0 183.0 30.6 7.1 0.61 2,650 2,800 –
45,000 61,000 255.0 242.0 32.2 12.2 0.63 4,150 4,300 3,500
Container 12,500 21,000 187.0 174.0 28.7 6.7 0.61 2,450 2,600 –
40,000 54,000 237.0 225.0 32.2 11.7 0.62 3,750 3,900 3,000
Ships
11,500 19,000 182.0 169.0 27.6 6.5 0.61 2,350 2,500 –
(Panamax) 35,000 47,500 222.0 211.0 32.2 11.1 0.61 3,550 3,700 2,600
10,200 17,000 175.0 163.0 26.5 6.3 0.61 2,200 2,300 –
30,000 40,500 210.0 200.0 30.0 10.7 0.62 3,350 3,500 2,200 Ferries
TEU 9,000 15,000 170.0 158.0 25.3 6.1 0.60 2,100 2,200 –
25,000 33,500 195.0 185.0 28.5 10.1 0.61 2,900 3,000 1,800
8,000 13,000 164.0 152.0 24.1 5.9 0.59 1,900 2,000 –
20,000 27,000 174.0 165.0 26.2 9.2 0.66 2,400 2,500 1,500
7,000 12,000 161.0 149.0 23.5 5.8 0.58 1,800 1,900 –
15,000 20,000 152.0 144.0 23.7 8.5 0.67 2,000 2,100 1,100
6,500 10,500 155.0 144.0 22.7 5.6 0.56 1,700 1,800 –
10,000 13,500 130.0 124.0 21.2 7.3 0.69 1,800 1,900 750
5,000 8,600 133.0 124.0 21.6 5.4 0.58 1,420 1,500 –
Note: Dimensions given in tables may vary up to ±10% depending on construction and country of origin (this note comes from the origin document
WG121) 3,000 5,300 110.0 102.0 19.0 4.7 0.57 950 1,000 –
2,000 3,500 95.0 87.0 17.1 4.1 0.56 760 800 –
1,000 1,800 74.0 68.0 14.6 3.3 0.54 570 600 –
Note: Dimensions given in tables may vary up to ±10% depending on construction and country of origin (this note comes from the origin document
WG121)

17 18
Ship Tables Ship Tables
Min. Lateral Max. Lateral Min. Lateral Max. Lateral
Approx. Approx.
DWT ∆m L OA L pp B T CB Windage: Windage: DWT ∆m L OA L pp B T CB Windage: Windage:
Type Capacity: Type Capacity:
(t) (t) (m) (m) (m) (m) (-) Fully Loaded In Ballast (t) (t) (m) (m) (m) (m) (-) Fully Loaded In Ballast
TEU / CEU (m3)
(m2) (m2) (m2) (m2)
9,000 3,200 127.0 117.0 30.5 4.3 0.43 1,850 2,000 – 100 200 27.0 23.0 7.0 3.1 0.39 – – –
6,000 2,100 107.0 93.0 26.5 3.7 0.43 1,550 1,650 – Coastal 75 165 25.0 22.0 6.6 2.8 0.40 – – –
5,000 1,700 97.0 83.0 24.7 3.4 0.43 1,250 1,250 – Fishing 50 115 21.0 17.0 6.2 2.7 0.39 – – –
Fast 4,000 1,400 92.0 79.0 24.0 3.2 0.42 1,120 1,200 – Vessels 25 65 15.0 12.0 5.5 2.6 0.37 – – –
Ferries
(multihull) 2,000 700 85.0 77.0 21.2 3.1 0.39 1,070 1,150 – 15 40 11.0 9.2 5.0 2.3 0.37 – – –
1,000 350 65.0 62.0 16.7 2.1 0.37 820 900 – - 9,500 160.0 135.0 21.8 5.5 - - - –
500 175 46.0 41.0 13.8 1.8 0.35 460 500 – - 7,000 140.0 120.0 23.5 5.0 - - - –
250 95 42.0 37.0 11.6 1.6 0.35 420 450 – - 4,500 120.0 102.0 18.5 4.9 - - - –
- 3,500 100.0 85.0 16.5 4.8 - - - –

Min. Lateral Max. Lateral - 1,600 70.0 60.0 13.5 3.8 - - - –

Approx. Motor
DWT ∆m L OA L pp B T CB Windage: Windage: - 1,100 60.0 51.0 12.0 3.6 - - - –
Type Capacity: Yachts
(t) (t) (m) (m) (m) (m) (-) Fully Loaded In Ballast
Passengers - 700 50.0 43.0 9.0 3.5 - - - –
(m2) (m2)
220,000 115,000 360.0 333.0 55.0 9.2 0.67 15,700 16,000 5,400 / 7,500 - 500 45.0 39.0 8.5 3.3 - - - –
160,000 84,000 339.0 313.6 43.7 9.0 0.66 13,800 14,100 3,700 / 5,000 - 250 40.0 24.0 8.0 3.0 - - - –
Cruise 135,000 71,000 333.0 308.0 37.9 8.8 0.67 13,100 13,400 3,200 / 4,500 - 150 30.0 25.0 7.5 2.9 - - - –
Liners
115,000 61,000 313.4 290.0 36.0 8.6 0.66 11,950 12,200 3,000 / 4,200 - 50 20.0 17.0 5.5 2.7 - - - –
(Post
Panamax) 105,000 56,000 294.0 272.0 35.0 8.5 0.67 10,800 11,000 2,700 / 3,500 - 35.0 21.0 - 5.0 3.0 - - - -
95,000 51,000 295.0 273.0 33.0 8.3 0.67 10,400 10,600 2,400 / 3,000
- 27.0 18.0 - 4.4 2.7 - - - -
80,000 44,000 272.0 231.0 35.0 8.0 0.66 8,800 9,000 2,000 / 2,800
Motor - 16.5 15.0 - 4.0 2.3 - - - -
90,000 48,000 294.0 272.0 32.2 8.0 0.67 10,400 10,600 2,000 / 2,800
Boats - 6.5 12.0 - 3.4 1.8 - - - -
80,000 43,000 280.0 248.7 32.2 7.9 0.66 9,100 9,300 1,800 / 2,500
70,000 38,000 265.0 225.0 32.2 7.8 0.66 8,500 8,700 1,700 / 2,400 - 4.5 9.0 - 2.7 1.5 - - - -
60,000 34,000 252.0 214.0 32.2 7.6 0.63 7,250 7,400 1,600 / 2,200 - 1.3 6.0 - 2.1 1.0 - - - -
60,000 34,000 251.2 232.4 28.8 7.6 0.65 7,850 8,000 1,600 / 2,200 1,500 90.0 67.5 13.5 6.5 - - - - –
50,000 29,000 234.0 199.0 32.2 7.1 0.62 6,450 6,600 1,400 / 1,800 1,000 70.0 51.5 11.5 6.0 - - - - –
50,000 29,000 232.0 212.0 28.0 7.4 0.64 6,850 7,000 1,400 / 1,800
650 60.0 42.0 11.2 5.5 - - - - –
Cruise 40,000 24,000 212.0 180.0 32.2 6.5 0.62 5,600 5,700 1,200 / 1,600
Sailing 550 50.0 37.5 9.5 5.0 - - - - –
Liners 40,000 24,000 210.0 192.8 27.1 7.0 0.64 5,900 6,000 1,200 / 1,600
(Panamax) Yachts 190 40.0 35.0 9.3 4.5 - - - - –
35,000 21,000 192.0 164.0 32.0 6.3 0.62 4,800 4,900 1,000 / 1,400
35,000 21,000 205.0 188.0 26.3 6.8 0.61 5,500 5,600 1,000 / 1,400 125 30.0 28.0 7.2 3.6 - - - - –
30,000 18,200 190.0 175.0 25.0 6.7 0.61 4,600 4,700 850 / 1,200 40 20.0 17.5 5.5 3.0 - - - - –
25,000 16,200 180.0 165.0 24.0 6.6 0.60 3,920 4,000 700 / 1,000 13 15.0 11.2 4.5 2.5 - - - - –
20,000 14,000 169.0 155.0 22.5 6.5 0.60 3,430 3,500 600 / 800 10 12.0 11.0 3.8 2.3 - - - - -
15,000 11,500 152.0 140.0 21.0 6.4 0.60 2,940 3,000 350 / 500
5 10.0 9.5 3.5 2.1 - - - - -
10,000 8,000 134.0 123.0 18.5 5.8 0.59 2,350 2,400 280 / 400 Sailing
1.5 6.0 5.7 2.4 1.5 - - - - -
5,000 5,000 100.0 90.0 16.5 5.6 0.59 1,570 1,600 200 / 300 Boats
7,500 9,100 128.0 120.0 17.1 6.8 0.64 810 840 – 1.0 5.0 4.3 2.0 1.0 - - - - -
5,000 6,200 106.0 100.0 16.1 6.2 0.61 650 670 – 0.8 2.5 2.3 1.5 0.5 - - - - -
3,000 4,200 90.0 85.0 14.0 5.9 0.58 550 570 – Note: Dimensions given in tables may vary up to ±10% depending on construction and country of origin (this note comes from the origin document
2,500 3,500 85.0 81.0 13.0 5.6 0.58 500 520 – WG121)
Ocean- 2,000 2,700 80.0 76.0 12.0 5.3 0.54 470 490 –
going 1,500 2,200 76.0 72.0 11.3 5.1 0.52 430 450 –
Fishing 1,200 1,900 72.0 68.0 11.0 5.0 0.50 400 420 –
Vessels 1,000 1,600 70.0 66.0 10.5 4.8 0.47 380 400 –
700 1,250 65.0 62.0 10.0 4.5 0.44 345 360 –
500 800 55.0 53.0 8.6 4.0 0.43 290 300 –
250 400 40.0 38.0 7.0 3.5 0.42 190 200 –
150 300 32.0 28.0 7.5 3.4 0.41 135 140 –
Note: Dimensions given in tables may vary up to ±10% depending on construction and country of origin (this note comes from the origin document
WG121)

19 20
Structures Approach
The preferred jetty structure can influence the fender design and vice versa. The type of structure depends
on local practice, the geology at the site, available materials and other factors.
Side berthing
Typical values
Selecting an appropriate fender at an early stage can have a major effect on the overall project cost. Below
are some typical structures and fender design considerations. 0° ≤ ≤ 15°
100mm/s ≤ V ≤
300mm/s
Features Design considerations
60° ≤ ≤ 90°
Open pile jetties ❙ Simple and cost-effective ❙ Low reaction reduces pile sizes and
concrete mass
❙ Good for deeper waters
❙ Best to keep fixings above piles and
Dolphin berthing
❙ Load-sensitive
low tide
❙ Limited fixing area for fenders Typical values
❙ Suits cantilever panel designs 0° ≤ ≤ 10°
❙ Vulnerable to bulbous bows
100mm/s ≤ V ≤
Dolphins ❙ Common for oil and gas terminals ❙ Few but large fenders 200mm/s
30° ≤ ≤ 90°
❙ Very load-sensitive ❙ Total reliability needed
❙ Flexible structures need careful ❙ Low reactions preferred
design to match fender loads
❙ Large panels for low hull pressures End berthing
❙ Structural repairs are costly need chains etc Typical values
Monopiles 0° ≤ ≤ 10°
❙ Inexpensive structures ❙ Fenders should be designed for fast
200mm/s ≤ V ≤
installation
❙ Loads are critical 500mm/s
❙ Restricted access means low 0° ≤ ≤ 10°
❙ Not suitable for all geologies
maintenance fenders
❙ Suits remote locations
❙ Low reactions must be matched to
❙ Quick to construct structure
Lock entrances
❙ Parallel motion systems
Typical values
Mass structures ❙ Most common in areas with small ❙ Keep anchors above low tide 0° ≤ ≤ 30°
tides 300mm/s ≤ V ≤
❙ Care needed selecting fender spacing
❙ Fender reaction not critical and projection 2000mm/s
❙ Avoid fixings spanning pre-cast and ❙ Suits cast-in or retrofit anchors 0° ≤ ≤ 30°
in situ sections or expansion joints
❙ Many options for fender types
Sheet piles ❙ Quick to construct ❙ Fixing fenders direct to piles difficult
Ship-to-ship berthing
due to build tolerances
❙ Mostly used in low corrosion regions Typical values
❙ Keep anchors above low tide 0° ≤ ≤ 15°
❙ In situ concrete copes are common
❙ Care needed selecting fender spacing 150mm/s ≤ V ≤
❙ Can suffer from ALWC (accelerated
and projection 500mm/s
low water corrosion)
60° ≤ ≤ 90°

21 22
Approach Velocity (VB) Block Coefficient (CB)
Berthing speeds depend on the ease or difficulty of the approach, the exposure of the berth and the vessel’s The Block Coefficient (CB) is a function of the hull Typical block coefficients (CB)
size. Conditions are normally divided into five categories as shown in the chart’s key table. The most widely shape and is expressed as follows:
used guide to approach speeds is the Brolsma table, adopted by BS, PIANC and other standards. Container vessels 0.6–0.8
General cargo and bulk carriers 0.72–0.85
For ease of use, speeds for the main vessel sizes are shown below.
Tankers 0.85
Ferries 0.55–0.65
RoRo vessels 0.7–0.8
where,
MD = displacement of vessel (t)
LBP = length between perpendiculars (m)
B = beam of vessel (m)
D = draft of vessel (m)
SW = seawater density ≈ 1.025t/m
3

Given ship dimensions and using typical block

coefficients, the displacement can be estimated:

MD ≈ CB × LBP × B × D × SW

Added Mass Coefficient (CM)

The Added Mass Coefficient (CM) allows for the
*PIANC suggests using DWT from 50% or 75% confidence limit ship tables. body of water carried along with the ship as it moves
sideways through the water. As the ship is stopped
Velocity, VB (m/s)
DWT by the fender, the entrained water continues to push
a b c d e
against the ship, effectively increasing its overall
1,000 0.179 0.343 0.517 0.669 0.865
mass. The Vasco Costa method is adopted by most
2,000 0.151 0.296 0.445 0.577 0.726
design codes for ship-to-shore berthing where water
3,000 0.136 0.269 0.404 0.524 0.649
depths are not substantially greater than vessel
4,000 0.125 0.250 0.374 0.487 0.597
drafts.
5,000 0.117 0.236 0.352 0.459 0.558
10,000 0.094 0.192 0.287 0.377 0.448 Shigera Ueda Vasco Costa*
PIANC (2002)
(1981) (1964)
20,000 0.074 0.153 0.228 0.303 0.355
30,000 0.064 0.133 0.198 0.264 0.308 where,
40,000 0.057 0.119 0.178 0.239 0.279 D = draft of vessel (m)
50,000 0.052 0.110 0.164 0.221 0.258 B = beam of vessel (m)
LBP = length between perpendiculars (m)
100,000 0.039 0.083 0.126 0.171 0.201
KC = under keel clearance (m)
200,000 0.028 0.062 0.095 0.131 0.158
300,000 0.022 0.052 0.080 0.111 0.137
400,000 0.019 0.045 0.071 0.099 0.124 *valid where VB ≥ 0.08m/s, KC ≥ 0.1D
500,000 0.017 0.041 0.064 0.090 0.115
Special case – longitudinal approach
❙ Approach velocities less than 0.1m/s should be ❙ Actual berthing velocities can be measured,
used with caution displayed and recorded using a SmartDock
Docking Aid System (DAS) by Trelleborg Marine CM = 1.1
❙ Values are for tug-assisted berthing. Recommended by PIANC
Systems.
❙ Spreadsheets for calculating the approach velocity
Please contact our local office for more details.
and berthing energy are available.

23 24
Eccentricity Coefficient (CE) Eccentricity Coefficient (CE)
The Eccentricity Coefficient (CE) allows for the energy important for accurate calculation of the eccentricity Special cases for RoRo Terminals
dissipated by rotation of the ship about its point of coefficient. In practice, CE often varies between 0.3
Modern RoRo terminals commonly use two different decide whether one or both approach modes will
impact with the fenders. The correct point of impact, and 1.0 for different berthing cases. Velocity (V) is
approach modes during berthing. PIANC defines be used, as the berthing energies which must be
berthing angle and velocity vector angle are all not always perpendicular to the berthing line.
these as mode b) and mode c). It is important to absorbed by the fenders can differ considerably.
VL = longitudinal velocity component (forward or astern)

(assuming the centre of mass is at mid- Mode b) Mode c)

length of the ship)

where, Common berthing cases

B = beam of vessel (m)
CB = block coefficient
LBP = length between perpendiculars (m)
R = centre of mass to point of impact (m)
K = radius of gyration (m)

Fender Typical values Fender Typical values

Lock entrances and guiding Dolphin berths A Side 100mm/s ≤ V1 ≤ 300mm/s 60° ≤ ≤ 90°
A Side
1000mm/s ≤ V1 ≤ 0° ≤ ≤ 50°
fenders B Side 300mm/s ≤ V2 ≤ 500mm/s N/A
3000mm/s
B Side 500mm/s ≤ V2 ≤ 1000mm/s 0° ≤ ≤ 50°
C End 200mm/s ≤ V3 ≤ 500mm/s 0° ≤ ≤ 10°
C End 200mm/s ≤ V3 ≤ 500mm/s 0° ≤ ≤ 10°

RoRo vessels with bow and/or stern ramps make a RoRo vessels approach either head-on or stern-on
transverse approach to the berth. The ships then with a large longitudinal velocity. Side fenders guide
move along the quay or dolphins using the side the vessel but ships berth directly against the shore
fenders for guidance until they are the required ramp structure or dedicated end fenders.
Where the ship has a significant forward motion, Ships will rarely berth exactly centrally against the distance from the shore ramp structure.
PIANC suggests that the ship’s speed parallel to the berthing dolphins. The dolphin pairs are usually ❙ Quicker berthing and more controllable in strong
berthing face (Vcosα) is not decreased by berthing placed at 0.3 – 0.4 times the length of the design ❙ Lower berthing energy winds
impacts, and it is the transverse velocity component vessel. When calculating R and , a dimension (a) of ❙ Reduced speeds may affect ship manoeuvrability ❙ High berthing energies
(Vsinα) which must be resisted by the fenders. approximately 4 – 6% of the design vessel length is ❙ Increased turn-around time ❙ Risk of vessel hitting inside of fenders or even the
When calculating the eccentricity coefficient, the commonly assumed. Larger offsets will increase the ❙ CE is smaller (typically 0.4–0.7) dolphins
velocity vector angle (φ) is taken between V and R. Eccentricity Coefficient. In extreme cases where VB is ❙ CE can be large (typically 0.6–0.9)
coaxial with the fender, CE = 1.

25 26
Berth Configuration Coefficient (CC) Berthing Energy Calculation
When ships berth at small angles against solid The kinetic energy of a berthing ship needs to be absorbed by a suitable fender system and this is most
structures, the water between hull and quay acts as Closed structure commonly carried out using well recognised deterministic methods as outlined in the following sections.
a cushion and dissipates a small part of the berthing
energy. The extent to which this factor contributes Normal Berthing Energy (EN)
will depend upon several factors:
Most berthings will have energy less than or equal to the normal berthing energy (EN). The calculation
❙ Quay structure design should take into account worst combinations of vessel displacement, velocity, angle as well as the various
coefficients.
❙ Underkeel clearance
❙ Velocity and angle of approach Allowance should also be made for how often the berth is used, any tidal restrictions, experience of the
operators, berth type, wind and current exposure.
❙ Projection of fender
Semi-closed structure The normal energy to be absorbed by the fender can be calculated as:
❙ Vessel hull shape
2
PIANC recommends the following values: EN = 0.5 × MD × VB × CM × CE × CC × CS

❙ Open structures including berth Where,

corners EN = Normal berthing energy to be absorbed by the fender (kNm)
CC = 1.0 ❙ Berthing angles > 5º MD = Mass of the vessel (displacement in tonne) at chosen confidence level*
❙ Very low berthing velocities VB = Approach velocity component perpendicular to the berthing line (m/s)†
❙ Large underkeel clearance CM = Added mass coefficient
CE = Eccentricity coefficient
❙ Solid quay structures CC = Berth configuration coefficient
CC = 0.9
❙ Berthing angles > 5º CS = Softness coefficient
Note: where the under keel clearance has already been considered for
added mass (C M), the berth configuration coefficient C C =1 is usually Open structure * PIANC suggests 50% or 75% confidence limits (M50 or M75) are appropriate to most cases.
† Berthing velocity (VB) is usually based on displacement at 50% confidence limit (M50).
assumed.

Abnormal Berthing Energy (EA)

Abnormal impacts arise when the normal energy is exceeded. Causes may include human error,
malfunctions, exceptional weather conditions or a combination of these factors.

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

EA = FS × EN
PIANC Factors of Safety (FS)
Where,
Softness Coefficient (CS) EA = A
 bnormal berthing energy to be absorbed by the Vessel type Size FS
Where fenders are hard relative to the flexibility fender (kNm) Largest 1.25
Tanker, bulk, cargo
of the ship hull, some of the berthing energy is Smallest 1.75
FS = S
 afety factor for abnormal berthings.
absorbed by elastic deformation of the hull. In Largest 1.5
Choosing a suitable safety factor (FS) will depend on Container
most cases this contribution is limited and ignored Smallest 2.0
many factors:
(CS=1). PIANC recommends the following values: General cargo – 1.75
❙ The consequences a fender failure may have on berth
operations
RoRo, ferries – ≥ 2.0
❙ How frequently the berth is used
CS = 1.0 Soft fenders (δf > 150mm)
❙ Very low design berthing speeds which might easily be Tugs, workboats, etc – 2.0
CS = 0.9 Hard fenders (δf ≤ 150mm) exceeded
Source: PIANC 2002; Table 4.2.5.
❙ Vulnerability to damage of the supporting structure
PIANC recommends that ‘the factor of abnormal impact when derived
❙ Range of vessel sizes and types using the berth
should not be less than 1.1 nor more than 2.0 unless exception
❙ Hazardous or valuable cargoes including people circumstances prevail’. Source: PIANC 2002; Section 4.2.8.5.

27 28
 Fender Selection
Every type and size of fender has different

Fender Selection &

performance characteristics (please refer to Fender
Systems brochure). Whatever type of fenders are

Fender Systems Design

used, they must have sufficient capacity to absorb
the normal and abnormal energies of berthing ships.

When selecting fenders the designer must consider

many factors including:

❙ Single or multiple fender contacts

❙ The effects of angular compressions
❙ Approach speeds
❙ Extremes of temperature
❙ Berthing frequency
❙ Fender efficiency

Guidelines to Fenders Selection

There are two fundamental criteria for selection of
fenders.
1. The energy capacity of the fender under the 2. The reaction force created by the fender onto the
worst operating conditions must be greater than structure/vessel must be less than the capacity/
the abnormal design Berthing Energy E A. hull pressure limit of the structure/vessel. The
local condition, for e.g. temperature range, angle,
impact velocity and manufacturing tolerance,
needs to be accounted for to determine the
operating capacity of the fender.
This is summarised by the following formula:
As stated in the British Standard†, fender
design should be entrusted to ‘appropriately EA ≤ Erpd x TOL x VF x TF x AF R ≥ Rrpd x TOL x VF x TF x AF
qualified and experienced people.’ – Temperature (maximum) – Temperature (minimum)
We have a dedicated team who will provide a – Velocity (minimum) – Velocity (maximum)
tailored solution for your project, on time and on EA = Abnormal berthing energy R = Reaction force
budget. As well as a full suite of engineering
Erpd = Rated performance Rrpd = Rated performance
programmes, we have expert designers who are
experienced in all industry relevant CAD TOL = Manufacturing tolerance (typ –10%) TOL = Manufacturing tolerance (typ +10%)
programmes. TF = Temperature factor* TF = Temperature factor*
VF = Velocity factor* VF = Velocity factor*

* Refer to TF/VF/AF table on pages 43-44

† BS6349 : – Code of Practice for Design of Fendering and Mooring Systems.

29 30
Correction factors
❙ An understanding of rubber compound composition For a given velocity, there are two factors that have
is key in designing a robust fender system. the greatest influence on VF. Strain Rate
(compression time) and the type of rubber used in
❙ Through extensive testing, Trelleborg has
the fender.
established that rubber composition has a great
influence on velocity factor (VF), temperature Strain Rate
factor (TF) and longevity of rubber fenders. ❙ Reaction force of a fender is directly proportional
to the strain rate.
Velocity Factor (VF)
❙ For a given velocity, a large fender needs more
Rheology: non-linear engineering time to be compressed than a smaller one.
❙ The behaviour of rubber under stress is unique. It Subsequently, at the same berthing velocity, the
is recognised in the theory of “Rheology”, which strain rate on a large fender and, importantly: the
describes the flow of polymers under stress. magnitude of VF, will be lower than on a smaller
Through rheology, we understand that the stress or fender.
reaction force produced by a rubber fender during
compression not only depends on strain level, but
Type of Rubber used
also on strain rate (how quickly the strain is ❙ The second factor that greatly influences VF is the
induced). type of raw rubber used in compound formulation.
Test results showed that given the same
❙ This means that when a rubber fender is
compression time, a fender comprised of 100%
compressed, the resultant reaction force and
natural rubber (NR) will have a lower velocity factor
energy absorption are greater when the
(VF) than a fender comprised of 100% synthetic
compression occurs at a higher speeds.
based rubber (SBR).
❙ Currently, performance data from most
manufacturers is presented with a berthing velocity ❙ This is due to differing rates of Stress Relaxation
of 2 - 8mm/s, and rarely is there advice on the between NR and SBR and relates to differences in
effects of high impact velocity. The difference the microstructure in the respective polymer
between this and actual real life conditions (those chains.
used for the design of fender systems and wharf
structures) needs to be accounted for in the 150mm/s velocity

engineering design.
Reflection %

Energy %
Definition
2-8mm/s velocity
❙ Typically, normal berthing velocity of vessels is from
20mm/sec to 500mm/sec. In a perfect world,
fender manufacturers would test at actual berthing
velocities to determine the performance of the Deflection %
fenders. However, in practice this is exceptionally VF: ratio of reaction force at berthing speed and testing speed
difficult given the size of investment in equipment
and range of fenders to be tested.
❙ PIANC’s 2002 “Guidelines for the Design of Fender
Systems” highlighted the importance of VF in
design and selection of fenders, and introduced
guidelines for calculating and reporting VF.
VF is defined as below:
Reaction force at impact speed
VF =
Reaction force at testing speed

31 32
Correction factors Polymer types
Factors impacting the magnitude of VF Impact of Polymer Blend on VF & TF Selection of rubber type:
❙ Compression speed or strain rate ❙ The type of polymer used in has a substantial ❙ NR/SBR blend:
impact on the VF/TF that must be applied during
• Useful in achieving stable compound properties
Fender SCN 300 SCN 300 SCN 2000 fender selection.
and fender performance over the years
Height 300mm 300mm 1200mm ❙ Historically most Asian based fender manufacturers • Less damage from ozone/oxygen/heat/UV
have used Natural (NR) based rubber compounds; • Better ageing properties
Compression Speed 1mm/s 150mm/s 150mm/s whilst those in Europe used Synthetic rubber (SBR)
❙ 100% NR compound
Strain rate (compression based compounds. There was a significant
1/300=0.003/s 150/300=0.500/s 150/2000=0.075/s • Preferred if the fenders are used at very low
speed/height) difference of opinion between East and West on
Velocity Factor, this being attributable to both the temperatures
VF (NR+SBR) 1.00 1.16 1.06 • Fenders are used in load sensitive structures
underlying philosophy (strain rate vs. speed) as well
as base polymer being used. Unfortunately limited • The fenders usage temperature varies
The higher the strain rate, the higher is the VF extensively from subzero to +30ºC
research has been undertaken to explore this
❙ Chemical composition of rubber compounds further over the last few years. ❙ 100% SBR compound
❙ Recent research from Trelleborg has highlighted • Preferred for berthing at high speed and impact
The Impact of VF Temperature Factor (TF) the significant impact that base polymer material of reaction force is not critical
❙ The magnitude of VF in most cases will have an ❙ Any factors that have an effect on the stiffness of has on both VF and TF. Indeed much of the • High temperature applications
impact on fender performance characteristics the rubber compound needs to be taken into historical argument between fender manufacturers
(Reaction Force and Energy Absorption) at normal consideration during engineering calculation of the now appears to be attributable to the different
design berthing speeds, and by default the design berthing energy and reaction force. Failing to do so base polymer compounds.
of fender system components (frontal frames, will have tremendous adverse effect on the ❙ Trelleborg’s historical VF and TF have related
chains and anchors) as well as wharf structure. berthing structure. primarily to NR based compounds (except MV
fenders), and current R&D is focused on updating
❙ Using VF, performance figures should be adjusted ❙ Temperature Factor refers to the effect of
our factors to relate to 100% natural rubber, 100%
to account for design berthing velocity. In general temperature on fender performance. Rubber
synthetic rubber and blends of NR/SBR used
we would expect increased reaction force, and a fenders exhibit different performance
across our fender range.
corresponding increase in energy absorption. characteristics depending on the temperature of
the rubber. The magnitude of TF is affected by the ❙ New research indicated that polymer blend ratio
❙ The fender system design will need to account for can be customised to optimise the application of
type of base polymer used (SBR, NR or a blend of
the increased reaction force in relation to restraint VF/TF factors to match operational parameters.
the two).
chain and fixing anchor design, as well as forces
applied to the frontal frames. In addition, the ❙ Typically engineering design will review possible
increased reaction force loads will need to be minimum and maximum temperature conditions
reviewed against the structural design of the wharf likely to be experienced by a fender. At high
(quay wall, or dolphin etc.). temperatures, the fender is effectively softer and
as a result, will have a lower energy absorption
❙ It’s essential that manufacturers incorporate capacity, whilst at low temperatures the fender is
guidance on the effects of VF on their fenders. harder and will by default have higher reaction
When comparing catalogue figures from different forces which must be accounted for in the design
manufacturers, it’s essential to ensure VF is of fender components as well as wharf structure.
applied or performance has been reported at the
same test speed to make sure fenders are
compared on the same ground.

33 34
Polymer types Angle Factor (AF) Table
Velocity Factor (VF) Table Angle (°) Super Cone Fender SCK Cell Fender
0 1.000 1.000
60% Natural Rubber & 3 1.039 0.977
100% Synthetic Rubber
Compression 40% Synthetic Rubber 100% Natural Rubber
(SBR) 5 1.055 0.951
time (Sec) (Catalogue Compound)
8 1.029 0.909
VF VF VF 10 1.000 0.883
1 1.20 1.14 1.31 15 0.856 0.810
2 1.16 1.10 1.25 20 0.739 0.652
3 1.14 1.09 1.22 The table can be used to estimate the fender performance under angular compression (due to bow flare, berthing angle, etc).
4 1.13 1.07 1.20
5 1.11 1.06 1.19
6 1.10 1.06 1.17 Super Cone Fender
7 1.09 1.05 1.16 The graph shows fender performance with no chain restraints up to 12 degrees and chain restraints for
8 1.09 1.04 1.15 angles above 12 degrees. Fender is fitted with a standard frontal frame.
9 1.08 1.04 1.14
10 1.07 1.03 1.14 Energy & Reaction Angle Correction Factors
11 1.07 1.03 1.13 1.1
12 1.06 1.02 1.12
13 1.06 1.02 1.12 1.0
14 1.05 1.02 1.11
15 1.05 1.01 1.11 0.9

Factors Value
16 1.05 1.01 1.10 Energy Factor
17 1.04 1.01 1.10 0.8 Reaction Factor
18 1.04 1.01 1.09
19 1.04 1.00 1.09 0.7
20 1.03 1.00 1.08
0.6
Compression time needs to be calculated using the following formula: t = d/(ƒ*Vd)
Where: 0.5
0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30
t = compression time (seconds)
d = rated deflection (mm) Angle (degrees)
Vd = initial berthing velocity (mm/s)
ƒ = 0.74 deceleration factor (Peak reaction force occurs at about 30% deflection, where there has been a Unit Elements
deceleration due to energy absorption. ƒ represents the factor associated with deceleration.) Energy & Reaction Angular Correction Factors
1.00
A/H = 0.7
Temperature Factor (TF) Table 0.95
A/H = 0.8
60% Natural Rubber & 0.90
A/H = 0.9
100% Synthetic Rubber
Temperature 40% Synthetic Rubber 100% Natural Rubber
(SBR) 0.85 A/H = 1.0
(°C) (Catalogue Compound)
TF TF TF 0.80 A/H = 1.2
+50 0.916 0.914 0.918 0.75 A/H = 1.4
+40 0.947 0.946 0.948
0.70 A/H = 1.6
+30 0.978 0.978 0.979
+23 1.000 1.000 1.000 0.65
+10 1.030 1.025 1.038 0.60
+0 1.075 1.053 1.108
-10 1.130 1.080 1.206 0.55

-20 1.249 1.142 1.410 0.50

-30 1.540 1.315 1.877
0.45
(Please contact Trelleborg Marine System offices for assistance and more information on VF/TF numbers.) 0 5 10 15 20 25 30

35 36
Unit Elements Unit Elements
Angle Factors (AF) Table Angle Factors (AF) Table
Tranverse Load Longitudinal Load

Energy Correction Factors Energy Correction Factors

A/H 0 5 6 7 8 9 10 12 15 20 25 30 L/H 0 5 6 7 8 9 10 12 15 20 25 30
eº eº
0.750 1.000 0.932 0.919 0.907 0.894 0.882 0.869 0.844 0.804 0.735 0.666 0.605 0.750 1.000 0.930 0.917 0.904 0.891 0.878 0.866 0.841 0.803 0.739 0.675 0.612
1.000 1.000 0.911 0.894 0.877 0.861 0.843 0.826 0.789 0.733 0.639 0.562 0.515 1.000 1.000 0.908 0.891 0.874 0.857 0.840 0.823 0.789 0.737 0.648 0.562 0.486
1.100 1.000 0.902 0.884 0.866 0.847 0.827 0.808 0.767 0.703 0.603 0.532 0.502 1.100 1.000 0.899 0.881 0.862 0.843 0.825 0.806 0.768 0.709 0.611 0.519 0.443
1.200 1.000 0.894 0.874 0.854 0.833 0.811 0.789 0.743 0.674 0.572 0.512 1.200 1.000 0.891 0.870 0.850 0.830 0.809 0.789 0.746 0.682 0.574 0.479
1.300 1.000 0.885 0.864 0.832 0.820 0.795 0.764 0.728 0.654 0.547 0.502 1.300 1.000 0.882 0.860 0.838 0.816 0.794 0.771 0.725 0.654 0.539 0.443
1.400 1.000 0.877 0.853 0.829 0.804 0.777 0.750 0.696 0.617 0.524 1.400 1.000 0.874 0.850 0.826 0.802 0.778 0.753 0.702 0.626 0.505
1.500 1.000 0.869 0.843 0.816 0.789 0.760 0.731 0.672 0.592 0.510 1.500 1.000 0.865 0.840 0.814 0.788 0.762 0.735 0.680 0.598 0.474
1.600 1.000 0.860 0.832 0.803 0.773 0.742 0.711 0.649 0.569 0.502 1.600 1.000 0.857 0.830 0.802 0.774 0.745 0.717 0.658 0.570 0.445
1.700 1.000 0.852 0.822 0.790 0.758 0.725 0.691 0.627 0.548 1.700 1.000 0.848 0.819 0.790 0.760 0.729 0.698 0.635 0.544
1.800 1.000 0.843 0.811 0.777 0.742 0.707 0.671 0.605 0.531 1.800 1.000 0.840 0.809 0.777 0.745 0.713 0.679 0.613 0.518
1.900 1.000 0.834 0.800 0.763 0.726 0.689 0.652 0.585 0.518 1.900 1.000 0.831 0.798 0.765 0.731 0.696 0.661 0.591 0.493
2.000 1.000 0.825 0.788 0.750 0.710 0.671 0.633 0.567 0.508 2.000 1.000 0.823 0.788 0.752 0.716 0.679 0.642 0.569 0.470
3.000 1.000 0.730 0.670 0.614 0.566 0.529 0.507 3.000 1.000 0.734 0.678 0.622 0.567 0.515 0.467
4.000 1.000 0.632 0.565 0.520 0.501 4.000 1.000 0.640 0.566 0.497 0.437
5.000 1.000 0.551 0.507 5.000 1.000 0.548 0.466

Reaction Force Correction Factors Reaction Force Correction Factors

A/H 0 5 6 7 8 9 10 12 15 20 25 30 L/H 0 5 6 7 8 9 10 12 15 20 25 30
eº eº
0.750 1.000 0.989 0.981 0.974 0.967 0.959 0.951 0.940 0.965 0.997 0.990 0.933 0.750 1.000 0.912 0.901 0.892 0.885 0.881 0.877 0.875 0.881 0.902 0.920 0.922
1.000 1.000 0.979 0.967 0.956 0.945 0.940 0.951 0.974 0.998 0.972 0.851 0.674 1.000 1.000 0.895 0.885 0.879 0.876 0.875 0.877 0.885 0.903 0.923 0.907 0.849
1.100 1.000 0.975 0.961 0.948 0.938 0.950 0.963 0.986 1.000 0.932 0.759 0.555 1.100 1.000 0.890 0.881 0.877 0.875 0.877 0.880 0.892 0.912 0.921 0.880 0.792
1.200 1.000 0.970 0.954 0.940 0.947 0.961 0.974 0.995 0.993 0.875 0.657 1.200 1.000 0.885 0.878 0.875 0.876 0.880 0.885 0.899 0.918 0.912 0.841
1.300 1.000 0.965 0.947 0.942 0.956 0.971 0.985 1.000 0.977 0.805 0.556 1.300 1.000 0.882 0.876 0.876 0.878 0.884 0.891 0.907 0.923 0.894 0.793
1.400 1.000 0.959 0.940 0.949 0.966 0.981 0.993 0.999 0.950 0.726 1.400 1.000 0.879 0.875 0.877 0.881 0.889 0.897 0.913 0.923 0.868
1.500 1.000 0.953 0.941 0.958 0.975 0.989 0.998 0.993 0.913 0.643 1.500 1.000 0.877 0.875 0.879 0.885 0.894 0.903 0.919 0.919 0.835
1.600 1.000 0.948 0.947 0.966 0.983 0.995 1.000 0.980 0.868 0.561 1.600 1.000 0.876 0.876 0.881 0.890 0.900 0.909 0.922 0.911 0.796
1.700 1.000 0.941 0.954 0.974 0.990 0.999 0.998 0.960 0.815 1.700 1.000 0.875 0.878 0.885 0.895 0.905 0.915 0.923 0.897
1.800 1.000 0.943 0.961 0.981 0.995 1.000 0.992 0.934 0.756 1.800 1.000 0.875 0.880 0.889 0.900 0.911 0.919 0.922 0.879
1.900 1.000 0.950 0.968 0.988 0.999 0.998 0.982 0.902 0.694 1.900 1.000 0.876 0.882 0.893 0.905 0.915 0.922 0.917 0.857
2.000 1.000 0.956 0.975 0.993 1.000 0.992 0.967 0.865 0.631 2.000 1.000 0.877 0.885 0.897 0.909 0.919 0.923 0.910 0.830
3.000 1.000 1.000 0.992 0.946 0.861 0.748 0.623 3.000 1.000 0.904 0.919 0.923 0.909 0.876 0.826
4.000 1.000 0.964 0.860 0.705 0.540 4.000 1.000 0.923 0.909 0.861 0.784
5.000 1.000 0.824 0.619 5.000 1.000 0.900 0.825

❙ A/H ratios and angles not shown may be ❙ L/H ratios and angles not shown may be
interpolated interpolated

❙ Reaction force is the maximum generated with the ❙ Reaction force is the maximum generated with the
compression cycle compression cycle

❙ Correction factors may be used for any size and ❙ Correction factors may be used for any size and
compound of the UE fender element range compound of the UE fender element range

❙ Correction factors are based on the rated deflection ❙ Correction factors are based on the rated
at the most compressed end of the fender element deflection at the most compressed end of the
fender element

37 38
 MV Elements Super Arch and Arch Fenders
Angle Factors (AF) Table Angle Factors (AF) Table Angle Factors (AF)
Transverse Load Longitudinal Load Longitudinal Load
Reduction factor Rs for energy absorption E is Reduction factor Rl for energy absorption E is
dependent on the relation between the spacing A dependent on the relation between the length L and Energy Correction Factors
and the dimension H of the fender element. the dimension H of the fender element. L/H 0 5 6 7 8 9 10 12 15 20 25 30
Example Example
eº
0.750 1.000 0.924 0.910 0.896 0.882 0.868 0.854 0.825 0.781 0.706 0.632 0.563
2 fender elements MV 1000 x 2000 A 2 fender elements MV 750 x 1500 B 1.000 1.000 0.901 0.882 0.863 0.844 0.824 0.805 0.765 0.703 0.602 0.509 0.434
1.100 1.000 0.891 0.870 0.850 0.828 0.807 0.785 0.740 0.672 0.561 0.466 0.394
Rated energy absorption E = 2 x 50 = 100 Tonne-m Rated energy absorption E = 2 x 14.7 = 29.4 Tonne-m
1.200 1.000 0.882 0.859 0.836 0.812 0.788 0.764 0.715 0.640 0.522 0.428 0.361
Angular berthing 6º Angular berthing 4º 1.300 1.000 0.872 0.847 0.822 0.796 0.770 0.743 0.689 0.608 0.486 0.395 0.334
A = 2.0 H L = 2.0 H 1.400 1.000 0.863 0.836 0.808 0.780 0.751 0.722 0.663 0.578 0.453 0.367 0.310
Reduction factor Rs = 0.9 Reduction factor Rl = 0.9 1.500 1.000 0.853 0.824 0.794 0.764 0.733 0.701 0.638 0.547 0.423 0.342 0.289
Energy absorption E6º = 0.9 x 100 = 90 Tonne-m Energy absorption E4º = 0.9 x 29.4 = 26.5 Tonne-m 1.600 1.000 0.844 0.812 0.780 0.747 0.714 0.680 0.613 0.518 0.396 0.321 0.271
1.700 1.000 0.834 0.800 0.766 0.730 0.695 0.659 0.588 0.491 0.373 0.302 0.255
1.800 1.000 0.824 0.788 0.751 0.713 0.675 0.637 0.564 0.465 0.352 0.285 0.241
0º 5º 10º 15º α 0º 5º 10º 15º α 1.900 1.000 0.814 0.776 0.736 0.696 0.656 0.616 0.540 0.441 0.334 0.270 0.228
2.000 1.000 0.804 0.763 0.722 0.679 0.637 0.595 0.517 0.419 0.317 0.257 0.217
100 100
3.000 1.000 0.700 0.636 0.574 0.515 0.462 0.416 0.348 0.279 0.211 0.171 0.145
95 90 4.000 1.000 0.594 0.514 0.445 0.390 0.347 0.312 0.261 0.209 0.159 0.128 0.108
L = 0.625H
90 A = 1.2H 80 5.000 1.000 0.495 0.415 0.356 0.312 0.277 0.250 0.209 0.168 0.127 0.103 0.087
Reduction Factor, RS %

Reduction Factor, RS %

85 75 L = 1.0H
A = 1.4H
80 60 Reaction Force Correction Factors
75 A = 1.6H 55 L/H
L = 2.0H 0 5 6 7 8 9 10 12 15 20 25 30
70 40 eº
0.750 1.000 0.873 0.866 0.862 0.862 0.864 0.867 0.878 0.896 0.921 0.926 0.907
65 35 1.000 1.000 0.863 0.862 0.865 0.870 0.878 0.886 0.903 0.922 0.921 0.817 0.777
A = 2.0H
60 20 1.100 1.000 0.862 0.863 0.869 0.876 0.885 0.895 0.912 0.926 0.907 0.824 0.708
L = 4.0H
55 10 1.200 1.000 0.862 0.866 0.873 0.883 0.893 0.903 0.919 0.927 0.882 0.767 0.649
1.300 1.000 0.863 0.869 0.879 0.890 0.900 0.911 0.924 0.923 0.849 0.709 0.600
50 0
1.400 1.000 0.865 0.873 0.885 0.897 0.908 0.917 0.927 0.914 0.806 0.658 0.556
1.500 1.000 0.867 0.878 0.891 0.903 0.914 0.922 0.927 0.899 0.759 0.614 0.519
1.600 1.000 0.871 0.883 0.897 0.909 0.919 0.925 0.924 0.879 0.712 0.576 0.487
❙ The above curves are valid for all MV-element sizes 1.700 1.000 0.874 0.888 0.903 0.915 0.923 0.927 0.917 0.854 0.670 0.542 0.458
1.800 1.000 0.878 0.893 0.908 0.919 0.926 0.927 0.908 0.823 0.632 0.512 0.433
❙ The characteristics consider an average rated 1.900 1.000 0.882 0.899 0.913 0.923 0.927 0.924 0.894 0.789 0.599 0.485 0.410
reaction force and therefore the reaction force 2.000 1.000 0.887 0.903 0.917 0.925 0.927 0.920 0.878 0.752 0.569 0.461 0.389
should always be the same as 0º compression 3.000 1.000 0.922 0.927 0.912 0.876 0.819 0.747 0.624 0.501 0.379 0.307 0.260
4.000 1.000 0.919 0.876 0.795 0.699 0.622 0.561 0.468 0.376 0.285 0.230 0.195
❙ For ratios and angles not given one may interpolate 5.000 1.000 0.858 0.745 0.639 0.560 0.498 0.448 0.375 0.301 0.228 0.184 0.156

❙ In case of both transverse and longitudinal angular ❙ Reaction force is the maximum generated with the
berthing the factors Rs and Rl are to be multiplied compression cycle
to give the combined reduction factor for the
compound angle. ❙ Correction factors may be used for any size and
compound of the Super Arch and Arch fender
Example element range
Bow radius gives transverse α = 6º ; Rs = 0.9
Flare gives longitudinal α = 4º ; Rl = 0.9
R total = 0.9 x 0.9 = 0.81

39 40
Super Arch and Arch Fenders Example of correction factor calculations
Angle Factors (AF) VF calculation: TF calculation:
Tranverse Load
❙ Assuming steady state deceleration, the At operating temperature range of 10°C to 40°C
Energy Correction Factors compression time (t) is:
TF (10°C) = 1.038 and TF (40°C) = 0.948.
A/H t = d/(ƒ*Vd) = (0.72 x 1000) / (0.74 x 160) = 6.1
Deflection % at point C Reaction Correction Factor Energy Correction Factor (Please note this relates ONLY to Trelleborg Marine
eº sec
3 57.5 1.000 0.999 Systems’ compound, 100% SBR based)
5 57.5 0.991 0.987
t = compression time
Vd = initial berthing velocity So, under actual operating conditions, the
6 57.5 0.986 0.973
7 57.5 0.980 0.960 performance will be:
ƒ= deceleration factor (peak reaction force
8 57.5 0.974 0.947
occurs at ~ 30% deflection where there has Maximum Reaction Force Conditions: (@ 160
9 57.5 0.967 0.934
10 57.5 0.959 0.922 been a deceleration due to energy absorption. mm/s & 10°C)
12 57.5 0.962 0.896 ƒ represents the factor associated with the Reaction Force = R(RPD) x VF x TF
15 57.5 0.986 0.857 deceleration.) = 965 x 1.17 x 1.038
20 57.5 1.001 0.787
25 57.5 0.999 0.716 (Trelleborg Marine Systems has conducted actual = 1172 kN
30 57.5 0.969 0.649 high speed compression testing to validate its VFs. Energy absorption: (@ 20 mm/s & 40°C)
Information on these effects can be discussed with
❙ Reaction force is the maximum generated with the Trelleborg Marine Systems’ Engineers). Energy Absorption = E(RPD) x VF x TF
compression cycle = 540 x 1.00 x 0.948 (VF=1, as the compression
❙ Based on the strain rate for this compression time,
❙ Correction factors may be used for any size and the VF is calculated to be: time at 20mm/s =48 sec)
compound of the Super Arch and Arch fender = 512 kJ
VF = 1.17 (Note: this relates ONLY to Trelleborg
element range Therefore, under the extremes of possible operating
Marine Systems’ compound, 100% SBR based)
conditions the effects of temperature and velocity
are summarized below:
Effect of VF and TF on fender performance: (a real life berthing
RPD Velocity Temperature Reaction
example) SCN1000 E2.5
(1mm/s, 23°C) Factor (VF) Factor (TF) Force (Actual)
% Change

❙ Let’s take the example of an SCN1000 E2.5 fender ❙ Design and selection of fender systems will review Reaction Force 1043 kN + 17% + 3.8% 1172 kN + 20.8%
to look at the impact of both TF and VF. The Rated both energy absorption and reaction force. The Energy Absorption 540 kJ 0% - 5.2% 512 kJ - 5.2%
Performance Data (RPD) is shown in the table aim is to select a suitable fender that does not
below. We will ignore the fender tolerance for this exceed the reaction force limits under normal
❙ The same fender performs differently depending on the factors applied. The magnitude of the factor
example: operating conditions, whilst providing more than
depends on the rubber compound used and size of the fender. Both have a significant effect on fender
the minimum energy requirement.
performance under real operating conditions, and subsequently, on the design and selection of the system
Fender SCN1000 E2.5 ❙ The maximum reaction force occurs under and of the berthing structure.
a different set of operating conditions to the
Reaction at rated deflection 965 KN ❙ It’s imperative that these factors are considered during the design of fender systems. Again, care should be
minimum energy absorption. For example, the
taken when comparing products from different manufacturers, as factors will differ depending on the type of
Energy at rated deflection 540 KNm highest reaction force will occur with the highest
rubber compound used during production.
velocity and lowest temperature, whilst the lowest
Testing Speed 2 - 8mm/sec
energy will occur with the slowest velocity and
Test temperature 23 ± 5ºC highest temperate.
Compression angle 0 deg ❙ A typical fender systems design will have the
following condition:
❙ Given a typical range of berthing velocities and
temperatures at the berth, we’ll explore below the Design berthing velocities: between 20 and
impact on fender performance of both of these 160mm/s,
factors. Operating temperature range: between 10°C and
40°C.

41 42
Fender Pitch Multiple Contact Cases
Fenders spaced too far apart may cause ships to
hit the structure. A positive clearance (C) should 3-fender contact 2-fender contact
always be maintained, usually between 5–15% of
the uncompressed fender height (H). A minimum
clearance of 300mm inclusive of bow flare is
commonly specified.

❙ Smaller ships have smaller bow radius but

usually cause smaller fender deflection.

❙ Clearance distances should take account of

bow flare angles.

❙ Bow flares are greater near to the bow and

stern.

❙ Where ship drawings are available, these

should be used to estimate
bow radius. Fender pitch
As a guide to suitable distance between fenders
on a continuous wharf, the formula below indicates
Bow radius the maximum fender pitch. Small, intermediate and ❙ Energy absorbed by three (or more) fenders ❙ Energy divided over 2 (or more) fenders
large vessels should be checked. ❙ Larger fender deflection likely ❙ Smaller fender deflections
❙ Bow flare is important ❙ Greater total reaction into structure
❙ 1-fender contact also possible for ships with small ❙ Clearance depends on bow radius and bow flare
bow radius
where,
where,
RB = bow radius (m) P = pitch of fender
Angular berthing
B = beam of vessel (m) RB = bow radius (m) The berthing angle between the fender and the ship’s hull may result in some loss of energy absorption.
h = fender projection when compressed, measured at Angular berthing means the horizontal and/or vertical angle between the ship’s hull and the berthing structure
LOA = vessel length overall (m)
centreline of fender at the point of contact.
The bow radius formula is approximate
and should be checked against actual ship
= berthing angle There are three possible conditions for the effects of angular berthing: flare, bow radius and dolphin.
dimensions where possible. C = clearance between vessel and dock (C should Flare Bow radius Dolphin
be 5–15% of the undeflected fender projection,
including panel)
Caution θ = hull contact angle with fender
Large fender spacings may work in theory but According to BS 6349, it is also recommended that the
in practice a maximum spacing of 12–15m is fender spacing does not exceed 0.15 × LS, where LS is
more realistic. the length of the smallest ship.

43 44
 Fender Panel Design
Factors affecting fender panel design

Fender Fender panels are used to distribute reaction forces into the hulls of berthing vessels. The panel design
should consider many factors including:

Accessories 3 design cases

Full-face contact Low-level impact Double contact

❙ Hull pressures and tidal range ❙ Permissible stresses ❙C

 hain connections
❙ Lead-in bevels and chamfers ❙ Weld sizes and types ❙ Lifting points
❙ Bending moment and shear ❙ Effects of fatigue and cyclic loads ❙P
 aint systems
❙ Local buckling ❙ Pressure test method ❙ Corrosion allowance
❙ Limit state load factors ❙ Rubber fender connections ❙ Maintenance and service life
❙ Steel grade ❙ UHMW-PE attachment

45 46
Fender Panel Design Hull Pressures and Beltings
Steel Properties Hull pressures Hull
Vessel type Size/class pressure
(kN/m2)
Allowable hull pressures depend on hull plate
< 1,000 teu (1st/2nd generation) < 400
thickness and frame spacing. These vary according
Yield Strength (min) Tensile Strength (min) Temperature to the type of ship. Refer to the table on the right < 3,000 teu (3rd generation) < 300
Container ships
Standard Grade < 8,000 teu (4th generation) < 250
N/mm2 psi N/mm2 psi ºC ºF for PIANC’s guidelines on hull pressures.
> 8,000 teu (5th/6th generation) < 200
Q235B 235 34000 375 54000 20 68 ≤ 20,000 DWT 400–700
GB/T 700 General cargo
Q275B 275 40000 490 71000 20 68 > 20,000 DWT < 400
≤ 20,000 DWT < 250
GB/T 1591 Q345B 345 50000 470 68000 20 68
P = average hull pressure (kN/m2) Oil tankers ≤ 60,000 DWT < 300
S235JR R = total fender reaction (kN)
W = panel width, excluding bevels (m) > 60,000 DWT 150–200
235 34,000 360 52,000 – –
(1.0038) H = panel height, excluding bevels (m) Gas carriers LNG/LPG < 200
Bulk carriers < 200
S275JR
275 40,000 420 61,000 – – RoRo
(1.0044) Usually fitted
EN 10025 Passenger/cruise with beltings
S355J2 (strakes)
SWATH
355 51,000 510 74,000 -20 -4
(1.0570) Source: PIANC 2002; Table 4.4.1

S355J0
355 51,000 510 74,000 0 32
(1.0553) Beltings
Belting types
SS400 235 34,000 402 58,000 0 32 Most ships have beltings (sometimes called belts
JIS G-3101 SS490 275 40,000 402 58,000 0 32 or strakes). These come in many shapes and sizes
– some are well-designed, others can be poorly
SM490 314 46,000 490 71,000 0 32
maintained or modified.
A-36 250 36,000 400 58,000 0 32
ASTM Care is needed when designing fender panels to
A-572 345 50,000 450 65,000 0 32
cope with beltings and prevent snagging or catching
The national standards of France and Germany have been replaced by EN 10025. In the UK, BS4360 has been replaced by BS EN 10025. The table which may damage the system.
above is for guidance only and is not comprehensive. Actual specifications should be consulted in all cases for the full specifications of steel grades
listed and other similar grades. Belting line loads exert crushing forces on the fender
panel which must be considered in the structural
PIANC steel thicknesses Typical panel weights design.
PIANC recommends the following minimum steel The table can be used as a guide to minimum Belting Load
Application Vessels
thicknesses for fender panel construction: average panel weight (excluding UHMW-PE face (kN/m)
pads) for different service conditions: Light duty Aluminium hulls 150–300
Exposed both faces ≥ 12mm Light duty 200 – 250kg/m 2
Medium duty Container 500–1 000
Exposed one face ≥ 9mm Medium duty 250 – 300kg/m 2
Heavy duty RoRo / Cruise 1,000–1,500
Internal (not exposed) ≥ 8mm Heavy duty 300 – 450kg/m 2

Source: PIANC 2002; Section 4.1.6. Extreme duty ≥ 400kg/m2

Corresponding minimum panel thickness will be 140–160mm 1
2 C
 ommon on RoRo/Cruise ships.
(excluding UHMW-PE face pads) and often much greater. Belting range is often Projection 200–400mm (typical).
greater than tidal
range due to ship 2 Internal structural members
design, heave, roll,
and changes in draft. 3  ommon on LNG/Oil tankers, barges, offshore
C
supply vessels and some container ships.
Projection 100–250mm (typical).

47 48
Friction and Chain Design
Friction Typical friction design values

Friction has a large influence on the fender systems Materials Friction Coefficient (μ)
design, particularly for restraint chains. Low friction UHMW-PE Steel 0.2
facing materials (UHMW-PE) are often used to HD-PE Steel 0.3
reduce friction. Other materials, like polyurethanes Polyurethane Steel 0.4
(PU) used for the skin of foam fenders, have lower Rubber Steel 0.7
friction coefficients than rubber against steel or Timber Steel 0.4
concrete. The table can be used as a guide to
Steel Steel 0.5
typical design values. Friction coefficients may vary
due to wet or dry conditions, local temperatures,
static and dynamic load cases, as well as surface 1 Tension chains
roughness.
2 Weight chains
Chain Design 3 Shear chains
4 Uplift chains
Chains can be used to restrain the movements of Factors to be considered when designing
fenders during compression or to support static fender chains:
5 Detension chains
loads. Chains may serve four main functions:
❙ Corrosion reduces link diameter and weakens the Note: Selection of chains depends on project requirements. Please consult Trelleborg Marine Systems.
❙ Weight chains support the steel panel and prevent chain
excessive drooping of the system. They may
❙ Corrosion allowances and periodic replacement
also resist vertical shear forces caused by ship where,
should be factored in
movements or changing draft. 1 = a sin or H1 = L C . sin 1  1 = Static angle of chain (degrees)
❙ A ‘weak link’ in the chain system is desirable to
❙ Shear chains resist horizontal forces caused during H1 = Static offset between brackets (m)
prevent damage to more costly components in an L C = Bearing length of chain (m)
longitudinal approaches or warping operations. H2 = H1 – F
accident H2 = Dynamic offset between brackets at F (m)
❙ Tension chains restrict tension on the fender H2
rubber. Correct location can optimise the 2 = a sin or 2 = a sin H1 – F F = Fender compression (m)
LC LC 2 = Dynamic angle of chain (degrees)
deflection geometry. SWL = Safe Working Load of chain (tonne)
μ = 0.15 Friction coefficient of the face pad
❙ Uplift chains prevent vertical shear forces in (μ.( R)) + W
conjunction with weight chains. These are often SWL = material, i.e. UHMW-PE facings
9.81.n. cos 2 R = Combined reaction of all rubber fenders (kN)
specified for exposed offshore berths with large
n = Number of chains acting together
wave movements. MBL = Fc.SWL MBL = Minimum Breaking Load of chain (tonne)
❙ Detension chains are a temporary set of chains Fc = Factor of safety = 2~3 (typically)
used in conjunction with a hydraulic pull cylinder to
assist with slackening the operational chains during
maintenance changeout procedures.
❙ Rope guard chains are sometimes specified to
prevent mooring lines from getting caught behind
fender panels particularly on panels with no top
tension chains.
❙ Keep chains are used to moor floating fenders
or to prevent loss of fixed fenders in the event of
accidents.

49 50
UHMW-PE UHMW-PE
The contact face of a fender panel helps to Features Wear allowances
determine the lifetime maintenance costs of a
Application t (mm) W* (mm) Bolt
fender installation. UHMW-PE is the best material ❙ Very low friction coefficient
Light duty 30 3–5 M16
available for such applications. It uniquely ❙ E xcellent abrasion resistance 40 7 – 10
combines low friction, impact strength, non- Medium duty M16 – M20
❙ UV and ozone resistant 50 10 – 15
marking characteristics and resistance to wear,
60 15 – 19
temperature extremes, seawater and marine borers. ❙ Does not rot, split or crack
Heavy duty 70 18 – 25 M24 – M30
UHMW-PE is molded into plates at extremely ❙ 100% recyclable
80 22 – 32
high pressure and is a totally homogeneous
90 25 – 36
material which is available in many sizes and Extreme duty M30 – M36
Applications 100 28 – 40
thicknesses. These plates can be cut, machined [Units: mm]

and drilled to suit any type of panel or shield. * Where allowances are typical values, actual wear allowance may vary due to fixing detail.
❙ Fender panel (frame) face pads Small increases in facing thickness can greatly extend service life for minimal extra cost.

❙ Rubbing strips
❙ V-fender shields Typical dimensions
❙ Lock entrance and wall protection
A 45–80
❙ Bridge buttress protection
B 250–350
❙ Beltings on workboats C 45–80
D 300–450
Typical Value E 5–10
[Units: mm]
Property Test Method Unit
Virgin Regenerated Dimensions will depend on pad thickness and application.
Density ISO 1183-1 g/cm 3
0.94–0.95 0.95–0.96

Notched Impact Strength (Charpy) ISO 11542-2 kJ/m 2

140–170 100–130

Abrasion Index (Sand-slurry) ISO/DIS 15527(Draft) 100 100–110 130–150

Yield Strength ISO/R 50mm/min N/mm 2

15–20 15–20

Elongation at Break* ISO/R 50mm/min % >50 >50

Pm = 1N/mm2
Dynamic Friction (PE-Steel) – 0.15 0.15
V = 10m/min

ISO 868 / DIN 53505

Hardness Shore D 63 63–66
3s value, 6mm sample

Operating Temperature – °C –80 to +80 –80 to +80

Thermal Expansion DIN 53752 K-1 ≈ 2 × 10-4 ≈ 2 × 10-4 Large pads vs small pads
Molecular Weight Viscometric g/mol 4,200,000 4,200,000

Melting Point ASTM D3418 °C 137–143 137–143

All values for black, UV stabilized material. Values for colored materials will vary.
Actual properties will be confirmed on order.
* Alternative test methods such as ASTM 0638 give higher values circa 350%.

The standard color is black, but UHMW-PE is Larger pads are usually more robust but smaller pads are easier and cheaper to replace.
available in many other colours if required.

51 52
Corrosion Prevention Corrosion prevention
Fenders are usually installed in corrosive Paint coatings and galvanising have a finite life. Galvanising
environments, sometimes made worse by high Coating must be reapplied at intervals during the
temperature and humidity. Corrosion of fender life of the fender. Galvanised components like Hot-dip galvanising is the process of coating steel Spin galvanising is used for threaded components
accessories can be reduced with specialist paint chains or bolts may need periodic re-galvanising or parts with a zinc layer by passing the component which are immersed in molten zinc then immediately
coatings, by galvanising or with selective use of replacement. Stainless steels should be carefully through a bath of molten zinc. When exposed to sea centrifuged to remove any excess zinc and clear the
stainless steels. selected for their performance in seawater. water the zinc acts as an anodic reservoir which threads. Spin galvanised coatings are thinner than
protects the steel underneath. Once the zinc is hot dip galvanised coatings and will not last as long
Paint Coatings depleted the steel will begin to corrode and lose in marine environments.
Low 2 – 5 years
strength.
ISO EN 12944-5:2007 is a widely used international Medium 5 – 15 years Typical galvanising thicknesses:
standard defining the durability of corrosion High > 15 years Galvanising thickness can be increased by:
Hot dip galvanising 85μm
protection systems in various environments. The ❙ Shot blasting the components before dipping
Spin galvanising 40μm
C5-M class applies to marine coastal, offshore and
Durability range is not a guarantee. It is to help operators ❙ Pickling the components in acid
high salinity locations and is considered to be the estimate sensible maintenance times.
most applicable to fenders. ❙ Double dipping the components
(only suitable for some steel grades)
The life expectancy or ‘durability’ of coatings is
divided into three categories which estimate the time
Stainless Steels
to first major maintenance:
Pitting Resistance Galling
The table gives some typical C5-M class paint systems based on ISO EN 12944-5:2007 standard which
provides high durability in marine environments. Note that coal tar epoxy paints are not available in some Stainless steel performance in seawater varies Galling or ‘cold welding’ affects threaded stainless
countries. according to pitting resistance. Chemical steel components including nuts, bolts and anchors.
composition – especially Chromium (Cr), The protective oxide layer of the stainless steel gets
Paint Surface
Priming Coat(s) Subsesquent coat(s) Paint System Expected Molybdenum (Mo) and Nitrogen (N) content – is a scraped off during tightening causing high local
NDFT durability (C5-M
System Preparation
Binder Primer No. coats NDFT Binder No. coats corrosivity) major factor in pitting resistance. friction and welding of the threads. After galling,
A5M.02 Sa 2.5 EP, PUR Misc. 1 80 EP, PUR 3–4 320 High (>15y) seized fasteners cannot be further tightened or
The pitting resistance equivalent number (PREN) is a removed and usually needs to be cut out and
A5M.04 Sa 2.5 EP, PUR Misc. 1 250 EP, PUR 2 500 High (>15y) theoretical way to compare stainless steel grades. replaced.
EP, PUR, The most common formula for PREN is:
A5M.06 Sa 2.5 ZN ('R) 1 60 EP, PUR 4–5 320 High (>15y)
ESI To avoid this problem, always apply anti-galling
A5M.08 Sa 2.5 EPC Misc. 1 100 EPC 3 300 Medium (5-15y) compounds to threads before assembly. If these are
PREN = Cr + 3.3Mo + 16N unavailable then molybdenum disulfi de or PTFE
Sa 2.5 is defined in ISO 8501-1 Misc = miscellaneous types of anticorrosive PUR = 1-pack or 2-pack polyurethane
pigments
based lubricants can be used.
NDFT = Nominal dry film thickness ESI = 1-pack or 2-pack ethyl silicate Cr and Mo are major cost factors for stainless steel.
EP = 2-pack epoxy
Zn (R) = Zinc rich primer EPC = 2-pack epoxy combination A high PREN material will usually last longer but cost
more.
Design considerations Common
Grade Type Cr (%) Mo (%) N (%) PREN Comments
Name
Other paint systems may also satisfy the C5-M requirements but in choosing any coating the designer should
carefully consider the following: 1.4501 Zeron 100 Duplex 24.0–26.0 3.0– 4.0 0.2–0.3 37.1–44.0 used where very long
1.4462 SAF 2205 Duplex 21.0–23.0 2.5–3.5 0.1–0.22 30.9–38.1 service life is needed
❙ Corrosion protection systems are not a substitute ❙ Local legislation on emission of solvents or health
for poor design details such as re-entrant shapes & safety factors 1.4401 316S31 Austenitic 16.5–18.5 2.0–2.5 0–0.11 23.1–28.5 widely used for fender fixings
and corrosion traps 1.4301 304 Austenitic 17.0–19.5 – 0–0.11 17.0–21.3
❙ Application temperatures, drying and handling unsuitable for most
fender applications
❙ Minimum dry film thickness >80% of NDFT times 1.4003 3CR12 Ferritic 10.5–12.5 – 0–0.03 10.5–13.0
(typical) Percentages of Cr, Mo and N are typical mid-range values and may differ within permissible limits for each grade.
❙ Maximum over-coating times
❙ Maximum film thickness <3 × NDFT (typical) Source: British Stainless Steel Association
❙ Local conditions including humidity or (www.bssa.org.uk).
contaminants

53 54
55 56
 Testing Procedures
Trelleborg testing procedures for ‘solid-type’ rubber fenders comply with PIANC ‘Guidelines for the Design of

Fender Performance
Fender Systems: 2002: Appendix A: Section 6: Verification/Quality Assurance Testing’. The Constant Velocity
(CV) test method is used for SCN, SCK, UE, AN, ANP, MV, MI and Cylindrical Fenders.

Testing Test Apparatus and Measuring

Equipment
The test apparatus shall be under controlled
Test Procedure – Method CV
The fender stabilization time shall not be less than
20 x t1.5 days rounded to the next whole day
conditions and equipped with a calibrated load cells (where ‘t’= dimension of greatest rubber thickness,
or pressure transducer and linear transducer(s) for in meters) before testing is permitted.
measuring displacement to provide continuous real- a) Check the fender is given a unique serial number
time monitoring of fender performance. and record it.

The load cell system or the pressure transducer b) Measure the temperature of the fender and
has to be capable of recording and storing data at record it.
intervals of 0.01H – 0.05H where H is the nominal c) Place the fender at the center of the testing
height of the fender. platen.
Validity of calibration certificates within one year d) Compress the fender until the maximum or
❙ Ensure that calibration certificate for pressure 110% of the catalogue nominal reaction force is
transducer is valid. reached three times.

❙ Ensure that calibration certificate for linear e) Remove the load from the fender and allow it to
transducer is valid. recover for minimum 1 hour and maximum 24
hours.
❙ Ensure that certificate, verifying the accuracy of
test press against pressure transducer, is valid. f) Compress the fender once at constant 2 to 8
cm/min deflection.
❙ Ensure that calibration certificate for load cells, if
Testing is carried out in two stages: to prove ❙ Proven product quality
applicable, is valid. g) Record the reaction force at every 2mm
behaviour of the generic fender type and to ❙ Tests simulate real operating conditions deflection.
confirm that performance of fenders made for h) Stop compressing when 110% of rated reaction
❙ Longer service life
each project meet the required force or maximum specified reaction force is
performances. ❙ Lower maintenance reached.
Where testing of cylindrical, arch, element and
Trelleborg is committed to providing high quality ❙ Greater reliability similar fenders over 2.0m long is required, i) Remove the fender from the press.
products. Consistency and performance are ❙ Reduced lifetime costs please contact your local office to discuss
j) Check the fender for any physical defects.
routinely checked in accordance with the latest exact requirements.
❙ Manufacturer commitment k) Retrieve the raw data and apply temperature
procedures and test protocols.
❙ Excludes unsafe ‘copy’ and ‘fake’ fenders factor, if required
PIANC has introduced new methods and procedures Notes
for testing the performance of solid rubber fenders, ❙ Simplifies contract specifications l) Calculate the energy absorption
1 Standard PIANC Verification Testing of 10% of fender order (rounded
allowing for real world operating conditions, in their up to the nearest unit) m) Plot a graph with the reaction force and energy
2 A single break-in deflection is recommended on fenders for load-
document ‘Guidelines for the Design of Fender sensitive structures with reaction of 100t or more. absorption versus deflection data.
Systems: 2002: Appendix A’. 3 Additional tests, 2nd / 3rd party witnessing, recommended break-in
deflection and special procedure will incur extra charges.
4 All measuring equipment shall be calibrated and certified accurate
Many of Trelleborg’s most popular fender are to within ±1% in accordance with ISO or equivalent JIS or ASTM
manufactured in accordance with PIANC’s requirements. Calibration shall be traceable to national/international
guidelines. This brings the following benefits: standard and shall be performed annually by an accredited third
party organization.
5 Non-compliant units will be clearly marked and segregated.

57 58
Testing Procedures
Reporting
The report shall be printed on Trelleborg letterhead
and show following information:
a) Customer name,
b) Project name,
c) Customer PO reference,
d) Factory sales order reference,
e) Description of the fender, type and size
f) Fender E grade,
g) Quantity of the order,
h) Serial number of the fender tested,
i) Test date,
j) Fender temperature,
k) Test speed,
Ultrasonic testing
l) Test angle
m) Test method – CV
n) RF and EA specified, Ultrasonic testing Hardness test
o) Maximum RF and minimum EA allowed, Our fender systems are subjected to rigorous test
protocols at all stages of manufacture. Quality
p) Name of test supervisor,
control testing is carried out on rubber compound,
q) Name and signature of Quality Manager, steel and UHMW-PE materials.
r) Name and signature of client representative, if We also carry out full scale tests on finished
applicable, products in the factory, including PIANC guidelines
on angular compression and durability testing.
s) Name and signature of the 3rd party surveyor, if
applicable, It is our commitment to ensure that all products
have undergone extensive testing. All our products
t) Company stamp of the 3rd party, if applicable,
are tested to industry guidelines, internal procedures
u) Data of reaction force and energy absorption and to the specification they’re designed for.
at every 5% deflection after applying of TF, if Angular compression Elongation at break Quality control
applicable,
v) Graph of reaction force and energy absorption
versus deflection
w) Result of the test – Passed or Failed

Abrasion resistant test Dynamic fatigue testing Full fender testing

59 60
Rated Performance Data (RPD) Pass Criteria
Verification testing (or quality control testing) is carried out to prove the performance of fenders for each
project in accordance with catalogue RPD or other customer-specified values. Samples from the project
(usually 10% of the total quantity in each size and grade) are tested. Results obtained are adjusted if
RPD is normalised to: necessary for each project using the correction factor tables for initial impact speed and temperature.
❙ 23°C temperature
❙ 0° compression angle. Passing criteria
The fender passes verification testing if it meets the following conditions:

a) There is no visual evidence of bond failure or splits on the surface of the fender.

b) RVT ≤ RRPD x 1.1 x TF or maximum RRPD x TF, as specified

Correction factors from performance tests EVT ≥ ERPD x 0.9 x TF or minimum ERPD x TF, as specified
Where,
Impact speed 0.001m/s to 0.5m/s
RVT = Reaction Force from verification testing
Rubber is a visco-elastic material, meaning that
reaction and energy are affected by the speed of RRPD = Rated Performance Data, Reaction
compression. Some rubbers are more affected by EVT = Energy Absorption from verification testing
the compression speed than others. Please refer to ERPD = Rated Performance Data, Energy
VF section (page 40). TF = Temperature Factor when test sample is above or below 23°C ± 5°C

Temperature –30°C to +50°C The following formula is applicable for MV/MI fenders. Please refer to page 41 for
information on the application of 0.74 Velocity Factor.
At low temperatures rubber becomes stiffer, which
increases reaction forces. At higher temperatures RVT ≤ RRPD x 1.1 x 0.74 x TF or maximum RRPD x 0.74 x TF, as specified
rubber softens, which reduces energy absorption. EVT ≥ ERPD x 0.9 x 0.74 x TF or minimum ERPD x 0.74 x TF, as specified
RPD is normalised to 23°C.
c) Deflection is not a pass/fail criteria, please refer to PIANC:2002 page 49 point 6.1.2

Compression angle 0° to 20°

Most fenders lose some energy absorption capacity
when compressed at an angle. RPD is normalised to
0°.

Durability 3000 cycles minimum

To prove durability, fenders should be subjected to
a long-term fatigue test of at least 3000 cycles to
rated deflection without failure.

To be meaningful, Type Approval testing should be monitored and witnessed by accredited third-party inspectors such as Germanischer Lloyd. After
successful Type Approval testing, the manufacturer should publish Rated Performance Data (RPD) for their fenders along with correction factor
tables for different velocities, temperatures and compression angles.

61 62
Pass Criteria
Reaction force pass criteria

RVT ≤ RRP × TF × 1.1

Assuming a +10%
manufacturing tolerance on
reaction.

Energy absorption pass criteria

EVT ≥ ERP × TF × 0.9

Assuming a –10%
manufacturing tolerance on
energy.

where,
RVT = reaction from verifi cation testing
RRP = customer’s required reaction
EVT = energy from verifi cation testing
ERP = customer’s required energy
TF = temperature factor for actual test
temperature

63 64
 Material selection for rubber fenders
Type of rubber

Other Design General purpose rubber: Special purpose rubber:

Consideration
1. Natural Rubber: 1. EPDM:
❙ Crude natural rubber is found in the extract ❙ EPDM rubber (ethylene propylene diene monomer
of many plants (shrubs, vines, and trees), the [M-class] rubber), a type of synthetic rubber, is an
principal of which is the Hevea Brasiliensis tree, elastomer which is characterized by a wide range
native to Brazil. After the latex is processed, of applications.
natural rubber becomes an elastomer with
❙ The E refers to ethylene, P to propylene, D to diene
excellent mechanical properties.
and M refers to its classification in ASTM standard
❙ Natural Rubber has a typical service temperature D-1418. The M class includes rubbers having a
range between -67°F (-55°C) and 180°F (80°C). saturated chain of the polyethylene type.

2. Synthetic Rubber: SBR (Styrene ❙ Dienes currently used in the manufacture of EPDM
butadiene rubber) rubbers are dicyclopentadiene (DCPD), ethylidene
norbornene (ENB), and vinyl norbornene (VNB).
❙ SBR is a synthetic copolymer of styrene and
butadiene. ❙ The dienes, typically comprising from 2.5% up
to 12% by weight of the composition, serve as
❙ SBR was originally developed to replace natural
cross links when curing with sulphur and resin,
rubber in tires and its use in the manufacture of
peroxide cures the diene (or third monomer) and
tires continues to the present day. SBR and natural
functions as a coagent, which provide resistance to
rubber account for 90% of the total world rubber
unwanted tackiness, creep or flow during end use.
consumption.
❙ EPDM (Ethylene Propylene Diene Monomer)
❙ SBR has a typical service temperature range
Rubber has outstanding resistance to aging,
between -50°F (-45°C) and 225°F (100°C).
weathering, ozone, oxygen and many chemicals.

Rubber blends: (a blend of natural and

synthetic rubber)
Rubber is a class of polymeric material which ❙ The technology of polymer blends has developed
has the property of elasticity. to become an important segment of polymer
❙ Rubber is made up of long chains of atoms, mainly ❙ Rubber compound is a blend of raw rubber, filler science in the past decade.
carbon, hydrogen and oxygen, which have a degree and various chemicals which improve the physical ❙ Polymer blends better satisfy end-use
of cross-linking with their neighbouring chains. properties of weak raw rubber and protect rubber requirements than existing single polymers
products from environmental ageing. meaning that polymer blends have become
❙ It is these cross linking bonds that pull the
elastomer back into shape when the deforming ❙ The raw rubber, or blend of rubbers, is the commercially and technically successful.
force is removed. That is called elasticity of rubber. fundamental component in determining the ❙ It is also more economical to blend polymers to
properties of the overall rubber compound. meet application requirements than it is to design
❙ Base rubber selection for rubber fenders is crucial
because type, nature and amount of rubber in ❙ Raw rubber needs to be selected to optimize new materials during end use.
the final product have a major impact on the service performance and processing requirements
performance (reaction and energy absorption) and while taking cost into account.
longevity.
❙ The major cost of rubber compounds primarily
❙ Actual performance depends on the geometry, comes from raw rubber and reinforcing filler called
grade and height of the fender as welll as the carbon black.
magnitude of velocity and temperature factors.

65 66
Material selection for rubber fenders Recycled rubbers and fenders
Type of rubber Recycled/reclaimed rubbers:

What is it? Usage in tyre industry:

Special Purpose ❙ Reclaimed rubber is manufactured by applying ❙ Reclaimed rubber does have a place as a viscosity
General Purpose Rubber heat and chemical agents to ground vulcanised modifier and extrusion process improver of virgin
Rubber
waste, which may have been produced as ‘scrap’ rubber.
Natural Rubber Synthetic Rubber EPDM Rubber either during the manufacture or recycling of rubber
❙ It may be used in partial substitution for virgin
Advantages ❙ Has excellent tensile, ❙ Has similar properties to ❙ Offers excellent high and products.
rubber (NR/SBR) in a number of products, including
elongation, tear resistance natural rubber, but also low temperature stability,
and resilience. superior water resistance, and superior steam and Classification: tyres.
heat resistance, abrasion water resistance. ❙ There are three broad approaches to recycling ❙ The amount of reclaimed rubber is restricted to a
❙ Exhibits excellent resistance, low-
resistance to water and post-consumer scrap. Each offers something to little quantity in radial tyres because of poor flex
temperature flexibility, and ❙ Has dynamic and
cold flow. heat aging properties (i.e., mechanical properties the rubber industry, but none is an ideal substitute cracking and abrasion resistance.
in excess heat it hardens between Natural Rubber for virgin polymer. The first is simple granulate, the
❙ Has low compression set and Synthetic Rubber Usage in fender industry:
and can be bonded to a and becomes brittle second is reclaim and the third is post-processed
instead of softening like range of materials. ❙ A higher percentage of recycled or reclaimed
wide range of materials. granulate.
natural rubber does). rubber blended with virgin rubber, has various
❙ Has good flexing qualities ❙ Given the cost of natural rubber and the lack of
❙ Can be successfully performance disadvantages especially in the
at low temperatures availability in some places, the use of reclaimed
that are better than bonded to a wide range of manufacture of marine fender systems. These
rubber has been increasing as an additive.
most synthetic rubber materials. disadvantages can include higher hysteresis and
compounds. However this is rarely so in the premium segment
heat build-up, poorer flex and weather resistance,
of the market or in professional mixing rooms.
❙ Has superb abrasion greater risk of cracking and poor compression set.
resistance when it is Manufacturing process:
❙ The quality of recycled rubber is controlled by a
compounded with carbon ❙ Reclaimed rubber is an aggressive, energy- wide range of factors.
black.
intensive system in which rubber powder is cooked
❙ Generally, the use of recycled material in new
with some aggressive chemicals under pressure.
fenders is challenged by the fact that unlike paper,
Limitations ❙ Deteriorates when ❙ Has poor resistance to ❙ Is not satisfactory for ❙ The waste products are highly polluting, which metals, plastics and glass, it is not currently
exposed to oils, fuels, oils, fuels, hydraulic fluids, use in areas where the
means it tends to be more common in countries possible to obtain materials from scrap vulcanized
solvents, petroleum strong acids, greases, fat, following chemicals are
derivatives, and hydraulic and most hydrocarbons. stored or used: where environmental regulation is either weak or product that have properties adequately similar
fluids. poorly enforced. to the original materials used in manufacturing
❙ Without special additives, Gasoline, kerosene, oils,
fenders.
❙ Without special additives, it is vulnerable to ozone, halogenated solvents, ❙ This process breaks long molecules into shorter
it has poor resistance to oxygen and sunlight. concentrated acids, ones and the result is often a kind of soft rubber ❙ Fender rubber materials are highly engineered, with
sunlight, oxygen, ozone, aliphatic and aromatic like material. specific qualities of hysteresis and other chemico-
and high temperatures. hydrocarbons. When
physical properties, designed to optimize long life
these chemicals come in ❙ Depending on the pressure, temperature and
contact with EPDM rubber, and performance characteristics, at an affordable
chemicals, the resulting material can retain some
they can cause it to break cost.
of the properties of the original, but in the end the
down and in some cases, ability to perform is severely compromised. ❙ Unfortunately, the products currently available
even melt.
using recycled materials do not provide
performance-enhancing characteristics; rather the
presence of recycled material tends to degrade
performance. Therefore, the amount of post-
consumer recycled material utilized in the final
product should be limited.

67 68
Recycled rubbers and fenders Material selection for rubber fenders
Recycled/reclaimed rubbers: Types of raw rubber used for manufacturing

Produced from latex

Fillers: Natural harvested from trees

Reinforcing Black Fillers: Non black non reinforcing fillers: Rubber

Virgin rubber, pure
❙ Fillers are added primarily to provide reinforcement ❙ Calcium carbonate (CaCO3) is an example of non- rubber, raw rubber

and secondly to reduce cost. reinforcing filler. Raw Synthetic

Rubber Rubber Styrene-butadiene rubber
❙ They fall into two basic categories: reinforcing or ❙ CaCO3 particles are generally supplied as (SBR) derived from oil

semi-reinforcing, and diluents (non-reinforcing, agglomerates (a cluster of primary particles) and

generally for cheapening). The most popular during processing they are broken and dispersed Recycled rubber with high
reinforcing and semi- reinforcing fillers are carbon into primary particles. Large particle interactions Reclaimed levels of contamination
Rubber and uncontrolled content
blacks, which are categorized primarily by means of result in non-uniform distribution of the filler and
particle size. subsequently can result in processing problems,
poor appearance, and inferior properties. This fact
❙ Fillers can increase the strength of rubber by Rubber compound
may emphasize the importance of homogeneity,
more than 10 fold. For a filler to cause significant
where the increasing amount of aggregates leads
reinforcement it must possess high specific surface
to a decrease of tensile properties of the rubber
area, i.e. the particle must be smaller less than 1
composites.
μm in size. Smaller particle has larger surface area Fenders cannot be
to interact with rubber. Natural produced directly
Rubber from raw rubbers
❙ Two types of filler that are most effective for
reinforcing rubber are carbon black and silica.
Carbon blacks and nonblack fillers become more
reinforcing as particle size decreases. Synthetic
Rubber
(SBR)

Fender
Rubber
Reclaimed
Compound
Rubber

Natural
Rubber

Reclaimed Fillers and

Rubber chemicals

Synthetic
Rubber
(SBR)
Rubber
Compound

Natural : good mechanical properties but mechanical properties drop with heat, age, oxygen, O3
Synthetic : helps counter the drop in mechanical properties of natural rubber
Recycled : cost reduction, physical properties are lower than virgin rubber

69 70
Rubber compound
It is sometimes misconstrued that a rubber Superior compounds have two basic indicators Proprietary rubber formulation:
compound is one ingredient and is the same for of quality:
❙ There are many ingredients that can be used which
every different rubber type. This could not be
1. Rubber to filler ratio: (should be>1, for will result in different properties for a rubber
further from the truth. A rubber compound could
fender compounds >1.2) compound. Rubber compounds are a combination
be a combination of 3 to 15 different ingredients of
❙ Rubber to filler ratio indicates the kg of rubber of many different ingredients and therefore, not all
thousands of different compositions.
used per kg of filler in the formulation. compounds are the same.
A typical rubber formation based on parts per
hundred is: ❙ Rubber to filler ratio of less than one indicates ❙ Rubber compounding is a science which aims to
more filler than rubber in the compound. Therefore assure required properties by varying the ratios of
Polymer 100 phr ingredients. This is why most fender manufacturers
Filler 30 – 70 phr the fender compound is cheaper because the
fillers are three times cheaper than virgin rubber consider their rubber formulations proprietary. It
Antioxidant 1 – 3 phr
(Natural rubber/Synthetic rubber). can take hundreds of variations and hours of
Antiozonants 1 – 3 phr
testing to perfect mechanical properties while
Oil 5 – 30 phr
2. Density (ideal : close to 1, for fender <1.2) optimising processing.
Sulphur + accelerator 3 – 5 phr
❙ This is a measure of the weight per unit volume. Rubber compounding – a black art.
In a superior compound, the ingredients will follow It gives an indication of whether the correct
a pyramidal structure, forming 40-45% of the quantities of ingredients have been added to
❙ Designing rubber compounds used to be referred to as
compound will comprise of polymer at the base a black art, with the unpredictable nature of rubbers
manufacturer a rubber product.
of the pyramid. 30-40% will comprise of filler often being blamed for difficulties in assessing how the
(reinforcing), 10-20% will comprise of functional ❙ Density of CaCO3 is 2.7 g/cc while that of Carbon product would behave in service.
additives such as oil, and the remaining 5-10% black is 1.8g/cc.
❙ With many modern tools now at the disposal of
comprises any other additives such as accelerators/ ❙ The density of recycle rubber is 1.15 to 1.20 g/cc engineers and with advances in equipment capability
sulphur. while that of virgin rubber is 0.92 g/cc. the design of engineering solutions using rubber
compounds is now more of a predictable science.
❙ The presence of high percentage of recycled rubber
Recipe for high quality rubber Determining the chemical composition of a rubber
fender and CaCo3 in the formulation is the contributing
compound is just a matter of a few chemical and
factor to obtain density more than 1.2. analytical tests.

Compounding Structure

Ingredients %
Raw Rubber (Polymer) 40-45
Filler (Reinforcing) 30-40
Oil (Functional Additives) 20-10
Others (S + ACC etc) 10-5
Total 100

71 72
Chemical composition test Analytical tools
❙ Chemical composition testing is useful to ❙ The new analytical test on page 40 will help buyers Analytical tools to find chemical
Chemical composition specification determine the composition of rubber in fenders understand and guarantee the composition of composition:
table utilises a couple of key indicators to determine the rubber fenders, from the testing stage through to
quality of rubber used in the fender. delivery of the final product, to ensure the quality Two well known analytical instruments are popular in
Test Standard Specification* of the fenders supplied meets specification, determining the chemical composition of rubber
These include: compounds:
Density ISO 2781 Max 1.20 g/cc by determining polymer composition and
% Polymer: To determine general level of subsequently, fender quality. Infrared spectroscopy (FTIR)
Polymer % ASTM D6370 Min 45%
polymer present. ❙ 30-50 grams of sample can be obtained by
Carbon Black % ASTM D6370 Min 20% ❙ Infrared spectroscopy (FTIR) involves passing
scrapping rubber from the fender body without
% Carbon Black: To determine amount of infrared radiation onto or through a sample. The
Ash % ASTM D297 Max 5% destroying the fender. Removal of such quantity will
reinforcing filler. pattern of peaks and troughs in the spectra
Rubber to filler ratio – > 1.2 not affect fender performance.
produced then enables the components in the
Specific gravity: To indicate high levels of ❙ The analytical test procedure involves sampling
* Does not apply to standard cylindrical and extruded fenders; rubber compound to be identified.
however, can be supplied upon special request. recycled rubber/ non before production and after production of the
reinforcing filler: fenders. Thermo gravimetric analysis (TGA)
❙ Anecdotal evidence suggests that low quality
fenders are more likely to be prone to faster % Ash & CaCO3: To determine level of non – Before production: ❙ Thermo gravimetric analysis (TGA) is another
environmental degradation and struggle to meet reinforcing filler used. thermal analysis technique and provides
performance requirements. ❙ The supplier needs to supply 2 pieces of cured
information complementary to FTIR.
Rubber to filler ratio: Amount of rubber compared tensile slabs (150mm L x 150mm W x 2mm T)
❙ These rubber fenders in general utilise lower cost to amount of filler ❙ TGA continuously weighs the sample to high
❙ Tensile slab will be sent to a third party laboratory
rubber compounds reclaimed or recycled rubber accuracy as it is heated. During the heating,
All of the above tests give a good indication of the to carry out the chemical analysis using TGA and
that has low polymer (Rubber) percentage and high different components of the rubber burn off at
quality of rubber used for fender production. These FTIR using ASTM standard
non black reinforcing filler percentage in the different temperatures and the loss in weight
formulation. parameters can be determined by using analytical ❙ The test should meet the specification given in the provides a precise indication of the components
techniques (FTIR/TGA) described on page 40. The chemical composition specification table. present in the formulation.
❙ These fender compounds show high specific gravity specification for the above indicators is given in the
(>1.2) indicating high usage of non-reinforcing filler After production:
table above. ❙ An example of a TGA measurement of a rubber
such as CaCO3 in the formulation. Ash analysis is ❙ The client or third party will inspect fenders and compound has been shown in the following plot.
a good indicator to find the quantity of non Test available for customers randomly select one or two for sampling
reinforcing fillers in rubber formulation.
❙ A lack of understanding about rubber compound ❙ 30-50 grams of sample will be cut and sent to
❙ Historical testing requirements centered around composition not only has material impact on the third party laboratory for testing of the above
physical properties, which are seen in most quality and performance of fenders, but also a parameters given in the Chemical composition
specifications are not enough to reflect the use of downstream affect and further implications for specification table.
non-reinforcing fillers or recycled rubber. the design of other wharf infrastructure. Perhaps ❙ Test result should satisfy the specification. If not,
due to this lack of understanding, specifying and more testing needs to be considered to confirm
monitoring rubber compound composition are not test results. More investigation is needed to
currently practiced in the industry. confirm the quality of the fenders.
❙ Until recently, buyers of rubber fenders did not
have any method to identify rubber compound
composition and substantiate supplier
documentation and reported performance
characteristics.

73 74
Ensuring long life fender performance Effectiveness of Cone and Cell
Fenders in submerged
Importance of rubber compound mixing quality and its impact on fender
performance water conditions
There has been in recent years a focus on the
❙ In the rubber manufacturing industry, mixing and ❙ This extra mixing time, along with a high impact on reaction of compression of fenders under
compounding is done in batch processes using an temperature, dissociates the carbon to carbon complete submergence.
internal mixer. This step is important because at chains in the rubber molecule. This is important
Water can enter the fender slowly when it is located
this stage, reinforcing fillers (carbon black) are because the elasticity of the rubber molecule, its
in a tidal zone. If a vessel is berthing during high
mixed with rubber. recovery after compression, tensile strength and
tidal conditions and the fender is fully or partially
modulus depend on the chain length (expressed by
❙ Filler dispersion (which is measured by a carbon submerged, the fender is compressed and the
molecular weight or viscosity of the compound).
black dispersion rating) in the final compound has water inside the fender is pressurized and requires
Therefore, mixing compounds in a Kneader carries
a large impact on the quality of fender an escape route or extra space to allow the fender
the risk of degrading the physical properties of the
performance. A high dispersion rating is desirable to compress correctly. Should the water not be
rubber compound, and subsequently, the
for a superior rubber compound. able to exit the fender, or its exit flow is restricted,
performance of the fenders.
the fender will not be able to operate at its rated
❙ A high degree of dispersion is achieved by using an ❙ Compounds with different modulus (slope of stress reaction since water is generally non-compressible
internal mixer in which rotor speed/ rotor design, vs. strain curve) values are used to manufacture and this could add to the fender reaction force
coolant temperature, ram pressure and fill factors fenders with different energy absorption grades. acting on the vessel and the supporting structure.
are controlled. These parameters are critical in Soft grade fenders need compounds with lower
achieving a high dispersion rating, in minimum Calculations conducted utilizing Bennoulli principles
modulus values, whereas hard grade fenders need shows that:
mixing time, at a low temperature. high modulus compounds.
❙ There is the potential for a substantial increase in
❙ A “Kneader” is used by some manufacturers, ❙ The varying modulus values of the final compounds reaction to be generated should a fully submerged
instead of internal mixers, to reduce the cost of are achieved through the carbon black and oil fender be subject to a high velocity berthing (within
mixing and, ultimately, the final product. However, ratios in the formula, as well as the carbon black normal design velocities).
critical mixing parameters are difficult to control in dispersion in the rubber matrix, for a particular
a low cost kneader mixer. Therefore, the mixing ❙ This reaction force has the potential to generate
curing system (sulphur, accelerated ratio).
time taken to achieve a similar dispersion rating to a catastrophic failure in other supplied fender
that of an internal mixer is 10-15 times higher. ❙ Poor dispersion can give rise to certain detrimental components as well as potentially provide a
(Typically, it will take two to five minutes for internal effects such as: catastrophic failure of the dolphin and wharf
mixer, compared to 15-20 minutes for a Kneader structures.
• Reduction of fatigue life
to achieve similar dispersion level). ❙ Additionally the loads onto the vessels themselves
• Poor performance in service
❙ This extended mixing time generates more heat could affect structural integrity of vessels utilizing
• Poor product appearance the berth.
within the Kneader throughout the process.
Additionally, internal mixers also benefit from an • Poor product uniformity The exit route for water on an SCN and SCK
efficient cooling system which controls the mixing fenders is through a number of small recesses
❙ Trelleborg Marine Systems ensures a high quality of
temperature. (foot slot) moulded into the flanges at the end of
carbon black dispersion by properly selecting the
carbon black type, mixing sequence and type of the fender. Foot slot sizes of SCN and SCK fenders
mixer used for processing rubber compounds. This are specially determined so that there is minimal
ensures the right modulus of compounds and, increase in force due to the fully submerged fender
subsequently, the long service life of a fender. compression.
Some fender system designers and consultants
make allowances for this volume of water by adding
holes of slots to the faces of mounting panels or
frontal frames directly in line with the fender internal
diameter.

75 76
Rubber material properties Rubber material properties
Extruded and wrapped fenders:
Trelleborg rubber compound:
❙ All Trelleborg rubber fenders are made using high ❙ The tables below give the physical properties of Testing Standard
Property Condition Requirement
quality 100% NR or 100% SBR or a blend of NR/ rubber compounds as described above which are ASTM Others
SBR based compound which exceeds the used for making fenders. These properties are
DIN 53504; Original 13.0 MPa (min)
performance requirements of international fender confirmed during quality assurance testing prior to Tensile Strength ASTM D 412 Die C AS1683.11; BS ISO 37;
recommendations, such as PIANC/ EAU. Trelleborg fender manufacturing. JIS K 6251 Aged for 96 hours at 70ºC 10.4 MPa (min)
can also manufacture fenders from materials such
❙ All test results are derived from test pieces made DIN 53504; AS 1683.11; Original 280% (min)
as Neoprene and EPDM. Elongation at Break ASTM D 412 Die C
and cured inhouse. Results from samples taken BS ISO 37; JIS K 6251 Aged for 96 hours at 70ºC 224% (min)
from actual fenders may differ due to the sample
BS ISO 7619-1; Original 78° Shore A (max)
preparation process – please ask for details. DIN ISO 7619-1;
Hardness ASTM D 2240 Original +8° Shore A
AS 1683.15.2; Aged for 96 hours at 70ºC
Moulded fenders: JIS K 6253-3 (max)

Testing Standard AS 1683.13 Type 1;

ASTM D 395
Property Condition Requirement Compression Set ISO 815-1; 22 hours at 70°C 30% (max)
Method B
ASTM Others JIS K 6262

DIN 53504; Original 16.0 MPa (min) AS 1683.12; BS ISO 34-1;

Tear Resistance ASTM D 624 Die B Original 60kN/m (min)
Tensile Strength ASTM D 412 Die C AS1683.11; BS ISO 37; JIS K 6252-1
JIS K 6251 Aged for 96 hours at 70ºC 12.8 MPa (min)
DIN ISO 1431-1;
Original 350% AS 1683-24; 50pphm at 20% strain,
DIN 53504; AS 1683.11; Ozone Resistance ASTM D 1149 No cracks
Elongation at Break ASTM D 412 Die C BS ISO 1431-1; 40°C, 100 hours
BS ISO 37; JIS K 6251 Aged for 96 hours at 70ºC 280% JIS K 6259
BS ISO 7619-1; Original 78° Shore A (max) Hardness: ±10° Shore
DIN ISO 7619-1; Seawater Resistance ASTM D 471 BS ISO 1817 28 days at 95°C A (max) Volume: +10/-
Hardness ASTM D 2240 Original +8° Shore A
AS 1683.15.2; Aged for 96 hours at 70ºC 5% (max)
JIS K 6253-3 (max)
Abrasion Loss – BS 903 A9 Method B 3000 revolution 1.5cc (max)
AS 1683.13 Type 1;
ASTM D 395
Compression Set ISO 815-1; 22 hours at 70°C 30% (max)
Method B
JIS K 6262

AS 1683.12; BS ISO;
Tear Resistance ASTM D 624 Die B Original 70kN/m (min)
JIS K 6252-1

DIN ISO 1431-1;

AS 1683-24; 50pphm at 20% strain,
Ozone Resistance ASTM D 1149 No cracks
BS ISO 1431-1; 40°C, 100 hours
JIS K 6259

Hardness: ±10° Shore

Seawater
ASTM D 471 BS ISO 1817 28 days at 95°C A (max) Volume: +10/-
Resistance
5% (max)

Abrasion Loss – BS 903 A9 Method B 3000 revolution 1.5cc (max)

Bond Strength ASTM D429...Method B BS ISO 813 Rubber to steel 7N/mm (min)

ASTM D430-95...
Dynamic Fatigue – 15,000 cycles Grade 0–2‡
Method B
‡ Grade 0 = No cracking has occurred
Grade 1 = Cracks at this stage appear as pin pricks to the naked eye. Grade as 1 if the pin pricks are less than 10 in number and less than
0.5 mm in length
Grade 2 = Assess as Grade 2 if either of the following applies: (1) The pin pricks are in excess of 10 in number, or (2) The number of cracks
is less than 10 but one or more cracks have developed beyond the pin prick stage, that is, they have perceptible length without
much depth, but their length is still less than 0.5 mm.

77 78
Rubber material properties Tolerances
Super abrasion high performance tug fenders: Trelleborg fenders are subjected to standard manufacturing and performance tolerances.
For specific applications, smaller tolerances may be agreed on a case-by-case basis.
Test  Method
Property Condition Requirement
ASTM Others
Fender type Dimension Tolerance
DIN 53504; AS1683.11; Original 16.0 Mpa (min)
All dimensions ±3% or ±2mm*
Tensile Strength ASTM D 412 Die C BS ISO 37; Moulded fenders
JIS K 6251 Aged for 96 hours at 70ºC 14.4 Mpa (min) Bolt hole spacing ±4mm (non-cumulative)

DIN 53504; AS 1180.2; Original 400% (min) Cross-section ±3% or ±2mm*

Elongation at Break ASTM D412, Die C BS ISO 37; Length ±2% or ±25mm*
Aged for 96 hours at 70ºC 320% (min) Composite fenders
JIS K 6251 Drilled hole centres ±4mm (non-cumulative)
BS ISO 7619-1; Original 72º Shore A (max) Counterbore depth ±2mm (under-head depth)
DIN ISO 7619-1;
Hardness ASTM D2240 Block fenders Cross-section ±2% or ±2mm*
AS 1683.15.2; Original +8º Shore A
Aged for 96 hours at 70ºC Cube fenders Length ±2% or ±10mm*
JIS K 6253-3 (max)
AS 1683.13 Type 1; M fenders Fixing hole centres ±3mm
ASTM D 395
Compression Set ISO 815-1; 22 hours at 70ºC 30% (max) W fenders Fixing hole diameter ±3mm
Method B
JIS K 6262 Outside diameter ±4%
AS 1683.12; Cylindrical fenders Inside diameter ±4%
Tear Resistance ASTM D 624 Die B Original 70KN/m (min)
BS ISO 34-1; JIS K 6252-1
Length ±30mm
DIN ISO 1431-1; Cross-section ±4% or ISO 3302-E3*
AS 1683-24; 50pphm at 20% strain,
Ozone Resistance ASTM D 1149 No cracks Length ±30mm
BS ISO 1431-1; 40ºC, 100 hours Extruded fenders
JIS K 6259 Drilled hole centres ±4mm (non-cumulative)
Hardness: ±10º Shore Counterbore depth ±3mm (under-head depth)
A (max) Length and width ±5mm (cut pads)
Seawater Resistance ASTM D 471 BS ISO 1817 28 days at 95ºC
Volume: +10/-5%
Length and width ±20mm (uncut sheets)
(max)
Thickness: ≤ 30mm ±0.2mm
Abrasion Loss – BS 903 A9 Method B 3000 revolution 0.5cc (max)
31–100mm (planed) ±0.3mm
HD-PE sliding fenders† / ≥ 101mm ±0.5mm

UHMW-PE face pads† Thickness: ≤ 30mm ±2.5mm

31–100mm (unplaned) ±4.0mm
≥ 101mm ±6.0mm
Drilled hole centres ±2mm (non-cumulative)
Counterbore depth ±2mm (under-head depth)
* Whichever is the greater dimension
† HD-PE and UHMW-PE dimensions are measured at 18°C and are subject to thermal expansion coefficients (see material properties)

Performance tolerances^
Fender type Parameter Tolerance
SCN, SCK, UE, AN, ANP, MV and MI fenders Reaction, energy ±10%
Cylindricals (wrapped) Reaction, energy ±10%
Extruded fenders Reaction, energy ±20%
Foam fenders Reaction, energy ±10%
Pneumatic fenders Reaction, energy ±10%
Keyhole, composite, M, W, tug and workboat fenders Reaction ±20%

^ Performance tolerances apply to Rated Performance Data (RPD). They do not apply to energy and/or reaction at intermediate deflections.
The nominal rated deflection may vary when RPD is achieved and is provided for guidance only. Please consult Trelleborg Marine Systems for
performance tolerance on fender types not listed above.

79 80
Frequently asked questions Frequently asked questions
Velocity Factor (VF) / Temperature Factor (TF) Velocity Factor (VF) / Temperature Factor (TF)

Q: Is it important to consider VF & TF during the Q: Why are fenders not tested at high velocities or Q: How does the composition of the rubber Q: What do I need to calculate VF?
design of fender systems? real life berthing speed? influence VF?
A: We need to know two parameters to calculate
A: Yes, it is. Without considering the effects of VF A: Due to lack of high velocity test equipment/ A: The magnitude of VF is greatly influenced by the VF. We must know the rated deflection for the
& TF, designers may either over-design or under- facilities, full size fenders are usually tested at 2 - type of rubber used in compound formulation. A selected fender & design berthing Velocity. The
design the fender system 8 mm/s compression speed. fender comprising of 100% natural rubber (NR) compression time
will have a lower velocity factor than a fender
Q: Does ‘PIANC’ suggest applying VF & TF for Q: How do we reconcile the difference in Rated Deflection
comprised of a blend of natural and synthetic t=
designing the fender systems? performances between 2 - 8 mm/s test velocity
rubber or 100% synthetic rubber, due to the Design speed x Decelerating factor
and real life berthing velocities? (refer to page 44)
A: Yes, PIANC’s “Guidelines for the Design of differences in the microstructure of the rubber
Fenders Systems: 2002” highlighted the A: PIANC suggests applying VF to account for the and the rate of stress relaxation for different can be calculated using these two parameters.
importance of VF & TF in the design & selection performance difference between testing velocity rubber and its blend. Design speed needs to be corrected by a factor
of fenders. It also provides technical guidelines & real life berthing velocity. 2 - 8 mm/s test to account for the real life deceleration effect
Q: What is the effect of VF on the design of a fender
for reporting & calculating of VF & TF. performance needs to be multiplied by VF to during berthing before calculating compression
system?
calculate the performance of the fender at real time using the above formula. Fender
Q: At what velocity are fenders usually tested in the
life berthing velocity. A: Using VF, fender performance figures should be manufacturer must then provide the VF value
manufacturer’s testing facilities?
adjusted to account for design berthing velocity. against the compression time.
Q: Who provides the VF values?
A: Testing is usually conducted at 2 - 8mm/s Design of the fender system will need to account
compression speed, and the performance data is A: Only fender manufacturers can supply VF. Q: What is the usual temperature at which fenders
for the increase reaction force in relation to
usually reported at 2 - 8mm/s speed. VF values are generated through a series of are tested?
restraint chain and fixing anchor design as
experiments using smaller commercial size well as forces applied to the frontal frames. In A: PIANC’s “Guidelines for the Design of Funders
Q: Do you expect the fender performance to differ
fenders tested at high velocities. addition the increased reaction force will need to Systems: 2002” recommends testing at a
from the test performance at normal berthing
velocities of vessels? Q: What factors influence VF? be reviewed against the structural design of the temperature of 23 ±5°C.
wharf (quay wall or dolphin, etc).
A: According to the theory of polymer Rheology, A: For a given velocity there are two factors that Q: In real life fenders are used at different
the stress or reaction force produced by a have the greatest influence on VF: Strain rate & Q: Is VF dependent on the geometry of the fender? temperatures in different parts of the world. Does
rubber fender during compression depends rubber compound formulation. the difference in test temperature have an effect
A: No, VF depends on the height of the fender.
on the strain level and strain rate. When a on the performance of the fender?
Q: What is Strain Rate? Taller fenders will have a smaller VF in
fender is compressed, the resultant reaction comparison to shorter fenders. A: The stiffness of the rubber compound usually
force and energy absorption are greater at high A: In simple term, strain rate means how quickly the goes up at low temperature and goes down
fender is being compressed. Compression time is Q: Will softer and harder fenders have different VF?
compression velocities. at high temperature. Hence, the performance
a indirect measure of strain for a given velocity. A A: Yes, but the difference is not significant. The of fenders is expected to vary if the usage
Hence, at normal berthing velocities (20mm/s-
larger fender needs more time to be compressed compound composition has a greater effect on temperature is different from the testing
500mm/s), the performance is expected to be
than a smaller one. Subsequently at the same VF than fender geometry or rubber hardness. temperature.
different from the performance tested at 2 - 8
berthing velocity, the strain rate of a larger fender
mm/s velocity. Q: Can I use the same VF for fenders purchased Q: What is stiffness & why is it important for rubber
and the magnitude of the VF will be lower than a
from different suppliers? fenders?
Q: It seems fender performance depends on the smaller fender.
velocity of testing. At what test velocity should A: As the chemical composition of the A: Elasticity of rubber is measured by stress & strain
fenders be tested? rubber compound is different for different behaviour and expressed in terms of modulus or
manufacturers, the same VF cannot be applied stiffness of the rubber compound. Elasticity is
A: Fenders should ideally be tested at the maximum
for different fender suppliers. a measure of rubber rigidity. Reaction force and
design berthing speed to determine its actual
performance. thus energy absorption are directly proportional
to rubber rigidity. Rigidity changes drastically with
temperature which in turn has a tremendous
effect on the fender performance.

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Frequently asked questions Frequently asked questions
Velocity Factor (VF) / Temperature Factor (TF) Velocity Factor (VF) / Temperature Factor (TF)

Q: How do we reconcile the differences in Q: What is the expected life expectancy of a rubber Q: It seems that the rubber compound composition
performance of fenders at actual operating fender? is a valuable knowledge for a fender designer or
temperature and testing temperature? purchaser. Is there any way to find out the rubber
A: The life expectancy of a fender system is highly
composition from the finished product?
A: It is essential to apply TF during the fender dependent on the critical rubber component than
design and selection process based on the any other component or accessory. The durability A: Yes, analytical techniques are available to identify
recommendations by PIANC’s “Guidelines for the and subsequent life cycle of rubber fenders the rubber composition of fender, making it
Design of Fenders Systems: to accommodate the depend on many factors, like the type of rubber possible to accurately determine the presence
variations in temperature that the fenders will be used, compound formulation, environmental of ingredients that are critical to the life of the
exposed to under actual operating conditions. conditions in situ, ozone & operational use and fender. Moreover, only a little sample is required
mechanical damage. Well formulated (virgin to carry out the test at a 3rd party standard
Q: What are the factors that impact the magnitude
rubber rich) fender is expected to last for more rubber laboratory, without destroying the full
of TF?
than 10 to15 years. fender. (refer to page 41)
A: Similar to VF, TF is highly sensitive to the type of
Q: Does temperature have an effect on the longevity
rubber used in the compound formulation, i.e.
of rubber fenders?
use of Natural rubber or synthetic rubber or a
blend of natural and synthetic rubber. A: Oxidative ageing, a chemical process described
as the change in rubber properties over time, is
Q: Does TF depend on strain rate?
one of the main issues impairing the functionality
A: No, Strain rate does not affect TF. of rubber fenders over their lifecycle. The
Q: Does TF depend on the geometry of fenders? reaction rate of chemical process increases with
temperature. Hence, temperature is one of the
A: No, TF is mainly dependent on the chemical important parameters that determine the life of a
composition of rubber compound. fender.
Q: Does TF vary with rubber hardness and across Q: Does rubber composition affect the life of a
manufacturers? fender?
A: Different manufacturers use different rubber A: It has been experimentally proven that fender
formulations to produce fenders. Hence, TF will compound samples made of higher percentage
vary depending on the type & percentage of of recycled rubber (often used to reduce the cost
rubber ingredients used in the composition. of the fender) have a significantly shorter service
Q: How do designers calculate TF? life. Oxidative ageing process is much faster
for recycled rubber. The selection of compound
A: Designers calculate TF based on the knowledge
ingredient is the most critical aspect in ensuring
of fender application temperature and the TF
long life of the fender, especially in environments
provided by the manufacturer.
with adverse operating conditions.
Q: Should designers apply VF & TF simultaneously
or separately?
A: VF & TF must be applied together to calculate
the final performance data.

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Glossary
Commonly used symbols

Symbol Definition Units Symbol Definition Units

a Approximately 4-6% of the design vessel length m R Distance from point of contact to the centre of mass of the vessel m
B Beam of vessel (excluding beltings and strakes) m RB Vessel bow radius –
C Positive clearance between hull of vessel and face of structure m RF Reaction force of fender kN
CB Block coefficient of vessel’s hull – V Velocity of vessel (true vector) m/s
CC Berth configuration coefficient – VB Approach velocity of the vessel perpendicular to the berthing line m/s
CE Eccentricity coefficient – VL Longitudinal velocity component (forward or estern) m/s
CM Added mass coefficient (virtual mass coefficient) – Berthing angle degree
CS Softness coefficient – β Bow flare angle degree
D Draft of vessel m δF Deflection of the fender unit % or m
EN Normal berthing energy to be absorbed by fender kNm Hull contact angle with fender degree
EA Abnormal berthing energy to be absorbed by fender kNm SW Seawater density t/m3
Fc Factor of safety for chains 2~3 Coefficient of friction –
FL Freeboard at laden draft m Velocity vector angle (between R and V) degree
FS Abnormal impact safety factor – 1 Static angle of chain degree
h Fender projection when compressed, measured at centreline of fender – 2 Dynamic angle of chain degree
H Height of compressible part of fender m R Combined reaction of all rubber fenders kN
H1 Static offset between brackets m LWT Light Weight Tonnage tonne
H2 Dynamic offset between brackets at F m DWT Dead Weight Tonnage tonne
Hb Belting height mm SWL Safe Working Load of chain tonne
K Radius of gyration of vessel m MBL Minimum Breaking Load of chain tonne
KC Under keel clearance m Twenty-foot Equivalent Units, different shipping companies may use
TEU tonne
LC Bearing length of chain m different definitions for estimations of overall TEU capacity
LOA Overall length of vessel’s hull m CEU Car Equivalent Units tonne
LBP Length of vessel’s hull between perpendiculars m
LS Overall length of the smallest vessel using the berth m
LL Overall length of the largest vessel using the berth m
Δm Maximum mass displacement tonne
MD Displacement of vessel tonne
n Number of chains acting together –
P Fender pitch or spacing m

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Codes and guidelines Disclaimer
Trelleborg AB has made every effort to ensure that the technical specifications and
Codes Description
product descriptions in this catalogue are correct.
ROM 2.0-11 Actions in the Design of Maritime and Harbor Works
The responsibility or liability for errors and omissions cannot be accepted for any reason
ROM 3.1 Actions in the Design of Maritime and Harbor Works : this is the latest version of whatsoever. Customers are advised to request a detailed specification and certified
the Spanish ROM available in English drawing prior to construction and manufacture. In the interests of improving the quality
BS6349-4:2014 Code of Practice for Design of Fendering and Mooring Systems and performance of our products and systems, we reserve the right to make specification
changes without prior notice. All dimensions, material properties and performance
EAU 2004 Recommendations of the Committee for Waterfront Structures values quoted are subject to normal production and testing tolerances. This catalogue
PIANC 2002 Guidelines for the Design of Fender Systems: 2002 Marcom Report of WG33 supersedes the information provided in all previous editions. If in doubt, please check
with Trelleborg Marine Systems.
ISO EN 12944 Standard for Corrosion protection of steel structures by protective paint systems
ASTM An international standards organization that develops and publishes voluntary
consensus technical standards for a wide range of materials, products, systems, © Trelleborg AB, PO Box 153, 231 22 Trelleborg, Sweden.
and services This catalogue is the copyright of Trelleborg AB and may not be reproduced, copied or
distributed to third parties without the prior consent of Trelleborg AB in each case.
EN 10025 A set of European standards which specify the technical delivery conditions for hot
rolled products of structural steels
JIS G-3101 A Japanese material standard for hot Rolled steel plates, sheets, strips for general
structural usage
PIANC report WG121 Harbour approach changes design guidelines from 2014 incl. the latest design
information on vessels

MN-ADM-v1.6-EN, 2015

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