FADesignManual v2 12 SP

T rel l eb o r g M A RINE SYS T EMS
Fender Application
Design Manual
DESIGN MANUAL
Performance
People
The demanding nature of commercial ports This global reach combined with feet on the
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
Fender Application
Design Manual
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
Introduction 5
long, low maintenance service life for your working
demands and environmental conditions. Our high- Berthing Environment and Energy
performance solutions combine low reaction force Calculation11
and hull pressure with good angular performance Fender Selection & Fender Systems
and rugged construction. High performance fenders Design 29
are used wherever demands are greatest like LNG
and oil terminals, container quays, RoRo berths and Fender Accessories 45
bulk cargo facilities. Fender Performance Testing 55
Talk to the Performance People at Trelleborg Marine Other Design Consideration 63
Systems.
2
Bahrain
3
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 Across our entire product range, stringent testing
your project, with full technical support available comes as standard at every step in our in-house
from our global office network. manufacturing process. We ensure that lifecycle and
performance of our entire product range meets your
Concept
specifications, and more.
Conceptual design in our local office with full
knowledge of local standards and regulations,
Installation
delivered in your language. Dedicated project management from solution design
right the way through to on site installation support.
Design
Concepts taken to our Engineering Center of
Global Support
Excellence in India where our team generates 3D Local support on a truly global scale, with customer
CAD designs, application-engineering drawings, bill support teams all over the world. And this service
of materials, finite engineering analysis and doesnt stop after a product is installed. You have
calculations. our full support throughout the entire lifetime of your
project, including customized training programs,
Manufacture
maintenance and on-site service and support.
Our entire product range is manufactured in-house,
meaning we have full control over the design and
quality of everything we produce. Our strategically
located, state-of-the-art facilities ensure our global,
industry leading manufacturing capacity.
4
Introduction
Morroco, Africa
Fender systems should be self-protective Ship technology

and reliably protect ships and structures. Civil construction methods
They should be long-lasting, requiring
Steel fabrications
minimum maintenance, to withstand the
harsh environment in which they operate. Material properties
As stated in the British Standard*, fender design Installation techniques

should be entrusted to appropriately qualified and Health and safety
experienced people. Fender engineering requires an
Environmental factors
understanding of many areas:
Regulations and codes of practice
* BS6349 : Code of Practice for Design of Fendering and Mooring

Systems.
5
Using this guide
This guide addresses many of the frequently asked
questions which arise during fender design. All
methods described are based on the latest
recommendations of PIANC as well as other
internationally recognized 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
requested from Trelleborg Marine Systems local
offices.
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 vulcanized rubber (often with encapsulated steel plates) that absorbs
energy by elastically deforming in compression, bending, shear or a combination of
these effects.
Pneumatic Units comprising fabric reinforced rubber bags filled with air under pressure and that
fender absorbs 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
absorbs energy by virtue of the work done in compressing the foam.
Steel Panel A structural steel frame designed to distribute the forces generated during rubber fender
compression.
6
Why Fender?
There is a simple reason to use fenders: it is just It is rare for the very cheapest fenders to offer
too expensive not to do so. These are the opening the lowest long term cost. Quite the opposite is
remarks of PIANC and remain the primary reason true. A small initial saving will often demand much
why every modern port invests in protecting their greater investment in repairs and upkeep over the
structures with fender systems. years. A cheap fender system can cost many times
that of a well-engineered, higher quality solution
Well-designed fender systems will reduce over the lifetime of the berth as the graphs below
construction costs and will contribute to making the demonstrate.
berth more efficient by improving turn-around times.
It follows that the longer a fender system lasts
and the less maintenance it needs, the better the
investment.
10 reasons for quality fendering

Safety of staff, ships and structures Berths in more exposed locations
Much lower lifecycle costs Better ship stability when moored
Rapid, trouble-free installation Lower structural loads
Quicker turnaround time, greater efficiency Accommodate more ship types and sizes
Reduced maintenance and repair More satisfied customers
Purchase price Wear & tear

+ Design approvals + Replacements
+ Delivery delays + Damage repairs
+ Installation time + Removal & scrapping
+ Site support + Fatigue, corrosion
= Capital cost = Maintenance cost
Capital cost + Maintenance cost = FULL LIFE COST
7
Design Flowchart
Functional
type(s) of cargo better stability on berth
safe berthing and mooring reduction of reaction force
Operational
berthing procedures light, laden or partly laden ships
frequency of berthing stand-off from face of structure
limits of mooring and operations (crane reach)
(adverse weather) fender spacing
range of vessel sizes, types type and orientation of waterfront
special features of vessels (flare, structure
beltings, list, etc) special requirements
allowable hull pressures spares availability
Site conditions
wind speed topography temperature
wave height tidal range corrosivity
current speed swell and fetch channel depth
Design criteria
codes and standards safety factors (normal/abnormal)
design vessels for calculations maintenance cost/frequency
normal/abnormal velocity installation cost/practicality
maximum reaction force chemical pollution
friction coefficient accident response
desired service life
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
Check impact on structure and vessel

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

determine main characteristics of check availability of fender
fender track record and warranties
manufactured in accordance with future spares availability
PIANC guidelines fatigue/durability tests
verification test methods
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
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.
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
Doha
10
Berthing Environment
& Energy calculation
We have a dedicated team who will provide

a tailored solution for your project, on time
and on budget.
As well as a full suite of engineering programmes,
we have expert designers who are experienced in all
industry relevant CAD programmes.
11
Environment
Typical berthing locations
Berthing structures are located in a variety of places berthing speeds and approach angles, in turn
from sheltered basins to unprotected, open waters. affecting the type and size of suitable fenders.
Local conditions will play a large part in deciding the
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
metres (parts of UK and Canada). Tides will
MLWN
influence the structures design and fender
selection. MLWS
LAT
LRT
HRT Highest Recorded Tide
HAT Highest Astronomical Tide
MHWS Mean High Water Spring
MHWN Mean High Water Neap
MLWN Mean Low Water Neap
MLWS Mean Low Water Spring
LAT Lowest Astronomical Tide
LRT Lowest Recorded Tide
12
Ship Types
General cargo ship Prefer small gaps between ship and quay to minimize outreach of cranes
Large change of draft between laden and empty conditions
May occupy berths for long periods
Coastal cargo vessels may berth without tug assistance
Bulk carrier Need to be close to berth face to minimize shiploader outreach

Possible need to warp ships along berth for shiploader to change holds
Require low hull contact pressures unless belted
Container ship Flared bows are prone to strike shore structures

Increasing ship beams needs increase crane outreach
Some vessels have single or multiple beltings
Bulbous bows may strike front piles of structures at large berthing angles
Oil tanker Need to avoid fire hazards from sparks or friction

Require low hull contact pressures
Coastal tankers may berth without tug assistance
RoRo ship Ships have own loading ramps usually stern, slewed or side doors
H
igh lateral and/or transverse berthing speeds
M
anoeuvrability at low speeds may be poor
E
nd berthing impacts often occur
Many different shapes, sizes and condition of beltings
Passenger (cruise) ship Small draft change between laden and empty
White or light colored hulls are easily marked
Flared bows are prone to strike shore structures
Ferry Quick turn around needed

H
igh berthing speeds, often with end berthing
Intensive use of berth
B
erthing without tug assistance
Many different shapes, sizes and condition of beltings
Gas carrier Need to avoid fire hazards from sparks or friction

S
hallow draft even at full load
Require low hull contact pressures
S
ingle class of vessels using dedicated facilities
Manifolds not necessarily at midships position
13
Ship Features
Common on container vessels and cruise ships. Big flare
angles may affect fender performance. Larger fender
Bow may be required to maintain clearance from the quay
flares structure, cranes, etc.
Most modern ships have bulbous bows. Care is needed

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

or strakes. They are most common on RoRo ships or
Beltings ferries, but may even appear on container ships or gas
& strakes carriers. Tugs and offshore supply boats have very large
beltings.
Cruise and RoRo ships often have flying bridges. In locks,
or when tides are large, care is needed to avoid the
Flying bridge sitting on top of the fender during a falling tide.
bridge
Barges, small tankers and general cargo ships can have

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

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

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

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

from aluminium. They can only accept loads from
Aluminium fenders at special positions: usually reinforced beltings
hulls set very low or many metres above the waterline.
Many ships are modified during their lifetime with little

regard to the effect these changes may have on berthing
Special or fenders. Protrusions can snag fenders but risks are
features reduced by large bevels and chamfers on the frontal
panels.
14
Ship Definitions
Many different definitions are used to describe example Triple E-Class) will be published when
ship sizes and classes. Some of the more common available.
descriptions are given below. New ship data (for
Vessel Type Length Beam Draft DWT Comments
1st Generation container
Small feeder 200m 23m 9m
<1,000 teu
2nd Generation container
Feeder 215m 30m 10m
1,0002,500 teu
3rd Generation container
Panamax1 290m 32.3m 12m
2,5005,000 teu
4th Generation container
Post-Panamax 305m >32.3m 13m
5,0008,000 teu
5th Generation container
Super post-Panamax (VLCS)
>8,000 teu
Suezmax 2 500m 70m 21.3m All vessel types in Suez Canal
Seaway-Max 3
233.5m 24.0m 9.1m All vessel types in St Lawrence Seaway
Handysize 10,00040,000 dwt Bulk carrier
Cape Size 130,000200,000 dwt Bulk carrier
Very large bulk carrier (VLBC) >200,000 dwt Bulk carrier
Very large crude carrier (VLCC) 200,000300,000 dwt Oil tanker
Ultra large crude carrier (ULCC) >300,000 dwt Oil tanker
1. Panama Canal 2. Suez Canal 3. St Lawrence Seaway

Lock chambers are 427m long and 55m wide. The canal, connecting the Mediterranean and The seaway system allows ships to pass from
The largest depth of the canal is 15.2m. The Red Sea, is about 163km long and varies the Atlantic Ocean to the Great Lakes via six
canal is about 86km long and passage takes from 80135m wide. It has no lock chambers short canals totalling 110km, with 19 locks,
eight hours. but most of the canal has a single traffic lane each 233m long, 24.4m wide and 9.1m deep.
with passing bays.
Note: Dimensions based on the new panama
locks that will be opened in 2016. Current The ship tables show laden draft (DL) of vessels. The draft of a partly
dimensions are 305 m long, 33.5 m wide,
largest depth is 12.5 13.7 m. loaded ship (D) can be estimated using the formula below:
Using ship tables

PIANC report from working group 121 Harbor C-1 and these originate from the Spanish ROM 3.1.
approach channels design guidelines was released Additional information on vessels sizes can be found
in 2014. This report contains very usefull tables in PIANC report W121 table C-2 and C-3, PIANC
with design information on vessels. These data 2002 and EAU 2004 and the Spanish ROM 2.0-11.
can be considered as the latest available design
Newer generation ships will continue to come in
information, replacing PIANC 2002 at this point.
line, please ask Trelleborg Marine Systems for
The tables in the Trelleborg Marine Systems design
supplementary tables or latest and largest types.
manual are taken from PIANC report WG121 table
15
Ship Tables
Min. Lateral Max. Lateral
Approx.
DWT m L OA L pp B T CB Windage: Windage:
Type Capacity
(t) (t) (m) (m) (m) (m) (-) Fully Loaded In Ballast
(m3)
(m2) (m2)
500,000 590,000 415.0 392.0 73.0 24.0 0.84 6,400 11,000
Tankers
400,000 475,000 380.0 358.0 68.0 23.0 0.83 5,700 9,700
(ULCC)
350,000 420,000 365.0 345.0 65.5 22.0 0.82 5,400 9,200
300,000 365,000 350.0 330.0 63.0 21.0 0.82 5,100 8,600
275,000 335,000 340.0 321.0 61.0 20.5 0.81 4,900 8,200
Tankers
250,000 305,000 330.0 312.0 59.0 19.9 0.81 4,600 7,700
(VLCC)
225,000 277,000 320.0 303.0 57.0 19.3 0.81 4,300 7,300
200,000 246,000 310.0 294.0 55.0 18.5 0.80 4,000 6,800
175,000 217,000 300.0 285.0 52.5 17.7 0.80 3,750 6,200
150,000 186,000 285.0 270.0 49.5 16.9 0.80 3,400 5,700
125,000 156,000 270.0 255.0 46.5 16.0 0.80 3,100 5,100
Tankers 100,000 125,000 250.0 236.0 43.0 15.1 0.80 2,750 4,500
80,000 102,000 235.0 223.0 40.0 14.0 0.80 2,450 4,000
70,000 90,000 225.0 213.0 38.0 13.5 0.80 2,250 3,700
60,000 78,000 217.0 206.0 36.0 13.0 0.79 2,150 3,500
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
Product 30,000 42,000 188.0 178.0 28.0 10.8 0.76 1,400 0.5
and
20,000 29,000 174.0 165.0 24.5 9.8 0.71 1,100 0.5
Chemical
Tankers 10,000 15,000 145.0 137.0 19.0 7.8 0.72 760 0.5
5,000 8,000 110.0 104.0 15.0 7.0 0.71 500 0.5
3,000 4,900 90.0 85.0 13.0 6.0 0.72 400 0.5
400,000 464,000 375.0 356.0 62.5 24.0 0.85 4,500 8,700
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
OBOs
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
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
125,000 175,000 345.0 333.0 55.0 12.0 0.78 8,400 9,300 267,000
97,000 141,000 315.0 303.0 50.0 12.0 0.76 7,000 7,700 218,000
LNG 90,000 120,000 298.0 285.0 46.0 11.8 0.76 6,200 6,800 177,000
Carriers
(Prismatic) 80,000 100,000 280.0 268.8 43.4 11.4 0.73 6,000 6,500 140,000
52,000 58,000 247.3 231.0 34.8 9.5 0.74 4,150 4,600 75,000
27,000 40,000 207.8 196.0 29.3 9.2 0.74 2,900 3,300 40,000
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)
16
Ship Tables
Approx.
Type Capacity
(m3)
(m2) (m2)
LNG 75,000 117,000 288.0 274.0 49.0 11.5 0.74 8,300 8,800 145,000
Carriers 58,000 99,000 274.0 262.0 42.0 11.3 0.78 7,550 8,000 125,000
(Spheres,
Moss) 51,000 71,000 249.5 237.0 40.0 10.6 0.69 5,650 6,000 90,000
60,000 95,000 265.0 245.0 42.2 13.5 0.66 5,600 6,200
50,000 80,000 248.0 238.0 39.0 12.9 0.65 5,250 5,800
40,000 65,000 240.0 230.0 35.2 12.3 0.64 4,600 5,100
LPG 30,000 49,000 226.0 216.0 32.4 11.2 0.61 4,150 4,600
Carriers 20,000 33,000 207.0 197.0 26.8 10.6 0.58 3,500 3,900
10,000 17,000 160.0 152.0 21.1 9.3 0.56 2,150 2,500
5,000 8,800 134.0 126.0 16.0 8.1 0.53 1,500 1,700
3,000 5,500 116.0 110.0 13.3 7.0 0.52 1,050 1,200

Approx.
Type Capacity:
TEU / CEU
(m2) (m2)
245,000 340,000 470.0 446.0 60.0 18.0 0.69 11,000 12,500 22,000
200,000 260,000 400.0 385.0 59.0 16.5 0.68 10,700 12,000 18,000
195,000 250,000 418.0 395.0 56.4 16.0 0.68 10,100 11,300 14,500
165,000 215,000 398.0 376.0 56.4 15.0 0.66 9,500 10,500 12,200
125,000 174,000 370.0 351.0 45.8 15.0 0.70 8,700 9,500 10,000
Container 120,000 158,000 352.0 335.0 45.6 14.8 0.68 8,000 8,700 9,000
Ships
(Post- 110,000 145,000 340.0 323.0 43.2 14.5 0.70 7,200 7,800 8,000
Panamax) 100,000 140,000 326.0 310.0 42.8 14.5 0.71 6,900 7,500 7,500
TEU 90,000 126,000 313.0 298.0 42.8 14.5 0.66 6,500 7,000 7,000
80,000 112,000 300.0 284.0 40.3 14.5 0.66 6,100 6,500 6,500
70,000 100,000 280.0 266.0 41.8 13.8 0.64 5,800 6,100 6,000
65,000 92,000 274.0 260.0 41.2 13.5 0.62 5,500 5,800 5,600
60,000 84,000 268.0 255.0 39.8 13.2 0.61 5,400 5,700 5,200
55,000 76,500 261.0 248.0 38.3 12.8 0.61 5,200 5,500 4,800
60,000 83,000 290.0 275.0 32.2 13.2 0.69 5,300 5,500 5,000
55,000 75,500 278.0 264.0 32.2 12.8 0.68 4,900 5,100 4,500
50,000 68,000 267.0 253.0 32.2 12.5 0.65 4,500 4,700 4,000
45,000 61,000 255.0 242.0 32.2 12.2 0.63 4,150 4,300 3,500
Container
40,000 54,000 237.0 225.0 32.2 11.7 0.62 3,750 3,900 3,000
Ships
(Panamax) 35,000 47,500 222.0 211.0 32.2 11.1 0.61 3,550 3,700 2,600
30,000 40,500 210.0 200.0 30.0 10.7 0.62 3,350 3,500 2,200
TEU
25,000 33,500 195.0 185.0 28.5 10.1 0.61 2,900 3,000 1,800
20,000 27,000 174.0 165.0 26.2 9.2 0.66 2,400 2,500 1,500
15,000 20,000 152.0 144.0 23.7 8.5 0.67 2,000 2,100 1,100
10,000 13,500 130.0 124.0 21.2 7.3 0.69 1,800 1,900 750
WG121)
17
Ship Tables
Approx.
Type Capacity:
TEU / CEU
(m2) (m2)
50,000 87,500 287.0 273.0 32.2 12.4 0.78 7,500 7,800 5,000
45,000 81,500 275.0 261.0 32.2 12.0 0.79 6,850 7,100 4,500
40,000 72,000 260.0 247.0 32.2 11.4 0.77 6,200 6,400 4,000
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
Ships
25,000 45,000 216.0 205.0 31.0 9.6 0.72 4,600 4,800 2,500
CEU 20,000 36,000 197.0 187.0 28.6 9.1 0.72 4,250 4,400 2,000
15,000 27,500 177.0 168.0 26.2 8.4 0.73 3,750 3,900 1,500
10,000 18,400 153.0 145.0 23.4 7.4 0.71 3,100 3,200 1,000
5,000 9,500 121.0 115.0 19.3 6.0 0.70 2,200 2,300 600
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
30,000 41,000 188.0 179.0 27.7 11.3 0.71 2,700 3,700
25,000 34,500 178.0 169.0 26.4 10.7 0.71 2,360 3,200
Cargo
20,000 28,000 166.0 158.0 24.8 10.0 0.70 2,100 2,800
Vessels
15,000 21,500 152.0 145.0 22.6 9.2 0.70 1,770 2,400
10,000 14,500 133.0 127.0 19.8 8.0 0.70 1,380 1,800
5,000 7,500 105.0 100.0 15.8 6.4 0.72 900 1,200
2,500 4,000 85.0 80.0 13.0 5.0 0.75 620 800
70,000 52,000 228.0 210.0 32.2 11.3 0.66 5,700 6,900 8,000
65,000 48,000 220.0 205.0 32.2 11.0 0.64 5,400 6,500 7,000
57,000 42,000 205.0 189.0 32.2 10.9 0.62 4,850 5,800 6,000
Car 45,000 35,500 198.0 182.0 32.2 10.0 0.59 4,300 5,100 5,000
Carriers
36,000 28,500 190.0 175.0 32.2 9.0 0.55 3,850 4,600 4,000
CEU 27,000 22,000 175.0 167.0 28.0 8.4 0.55 3,400 4,000 3,000
18,000 13,500 150.0 143.0 22.7 7.4 0.55 2,600 3,000 2,000
13,000 8,000 130.0 124.0 18.8 6.2 0.54 2,000 2,200 1,000
8,000 4,300 100.0 95.0 17.0 4.9 0.53 1,300 1,400 700
50,000 82,500 309.0 291.0 41.6 10.3 0.65 6,150 6,500
40,000 66,800 281.0 264.0 39.0 9.8 0.65 5,200 5,500
30,000 50,300 253.0 237.0 36.4 8.8 0.65 4,300 4,500
20,000 33,800 219.0 204.0 32.8 7.8 0.63 3,300 3,500
15,000 25,000 197.0 183.0 30.6 7.1 0.61 2,650 2,800
12,500 21,000 187.0 174.0 28.7 6.7 0.61 2,450 2,600
11,500 19,000 182.0 169.0 27.6 6.5 0.61 2,350 2,500
10,200 17,000 175.0 163.0 26.5 6.3 0.61 2,200 2,300
Ferries
9,000 15,000 170.0 158.0 25.3 6.1 0.60 2,100 2,200
8,000 13,000 164.0 152.0 24.1 5.9 0.59 1,900 2,000
7,000 12,000 161.0 149.0 23.5 5.8 0.58 1,800 1,900
6,500 10,500 155.0 144.0 22.7 5.6 0.56 1,700 1,800
5,000 8,600 133.0 124.0 21.6 5.4 0.58 1,420 1,500
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
WG121)
18
Ship Tables
Approx.
Type Capacity:
TEU / CEU
(m2) (m2)
9,000 3,200 127.0 117.0 30.5 4.3 0.43 1,850 2,000
6,000 2,100 107.0 93.0 26.5 3.7 0.43 1,550 1,650
5,000 1,700 97.0 83.0 24.7 3.4 0.43 1,250 1,250
Fast 4,000 1,400 92.0 79.0 24.0 3.2 0.42 1,120 1,200
Ferries
(multihull) 2,000 700 85.0 77.0 21.2 3.1 0.39 1,070 1,150
1,000 350 65.0 62.0 16.7 2.1 0.37 820 900
500 175 46.0 41.0 13.8 1.8 0.35 460 500
250 95 42.0 37.0 11.6 1.6 0.35 420 450

Approx.
Type Capacity:
Passengers
(m2) (m2)
220,000 115,000 360.0 333.0 55.0 9.2 0.67 15,700 16,000 5,400 / 7,500
160,000 84,000 339.0 313.6 43.7 9.0 0.66 13,800 14,100 3,700 / 5,000
Cruise 135,000 71,000 333.0 308.0 37.9 8.8 0.67 13,100 13,400 3,200 / 4,500
Liners
115,000 61,000 313.4 290.0 36.0 8.6 0.66 11,950 12,200 3,000 / 4,200
(Post
Panamax) 105,000 56,000 294.0 272.0 35.0 8.5 0.67 10,800 11,000 2,700 / 3,500
95,000 51,000 295.0 273.0 33.0 8.3 0.67 10,400 10,600 2,400 / 3,000
80,000 44,000 272.0 231.0 35.0 8.0 0.66 8,800 9,000 2,000 / 2,800
90,000 48,000 294.0 272.0 32.2 8.0 0.67 10,400 10,600 2,000 / 2,800
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
60,000 34,000 252.0 214.0 32.2 7.6 0.63 7,250 7,400 1,600 / 2,200
60,000 34,000 251.2 232.4 28.8 7.6 0.65 7,850 8,000 1,600 / 2,200
50,000 29,000 234.0 199.0 32.2 7.1 0.62 6,450 6,600 1,400 / 1,800
50,000 29,000 232.0 212.0 28.0 7.4 0.64 6,850 7,000 1,400 / 1,800
Cruise 40,000 24,000 212.0 180.0 32.2 6.5 0.62 5,600 5,700 1,200 / 1,600
Liners 40,000 24,000 210.0 192.8 27.1 7.0 0.64 5,900 6,000 1,200 / 1,600
(Panamax) 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
30,000 18,200 190.0 175.0 25.0 6.7 0.61 4,600 4,700 850 / 1,200
25,000 16,200 180.0 165.0 24.0 6.6 0.60 3,920 4,000 700 / 1,000
20,000 14,000 169.0 155.0 22.5 6.5 0.60 3,430 3,500 600 / 800
15,000 11,500 152.0 140.0 21.0 6.4 0.60 2,940 3,000 350 / 500
10,000 8,000 134.0 123.0 18.5 5.8 0.59 2,350 2,400 280 / 400
5,000 5,000 100.0 90.0 16.5 5.6 0.59 1,570 1,600 200 / 300
7,500 9,100 128.0 120.0 17.1 6.8 0.64 810 840
5,000 6,200 106.0 100.0 16.1 6.2 0.61 650 670
3,000 4,200 90.0 85.0 14.0 5.9 0.58 550 570
2,500 3,500 85.0 81.0 13.0 5.6 0.58 500 520
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
WG121)
19
Ship Tables
Approx.
Type Capacity:
(m3)
(m2) (m2)
100 200 27.0 23.0 7.0 3.1 0.39
75 165 25.0 22.0 6.6 2.8 0.40
Coastal
Fishing 50 115 21.0 17.0 6.2 2.7 0.39
Vessels 25 65 15.0 12.0 5.5 2.6 0.37
15 40 11.0 9.2 5.0 2.3 0.37
- 9,500 160.0 135.0 21.8 5.5 - - -
- 7,000 140.0 120.0 23.5 5.0 - - -
- 4,500 120.0 102.0 18.5 4.9 - - -
- 3,500 100.0 85.0 16.5 4.8 - - -
- 1,600 70.0 60.0 13.5 3.8 - - -
Motor
- 1,100 60.0 51.0 12.0 3.6 - - -
Yachts
- 700 50.0 43.0 9.0 3.5 - - -
- 500 45.0 39.0 8.5 3.3 - - -
- 250 40.0 24.0 8.0 3.0 - - -
- 150 30.0 25.0 7.5 2.9 - - -
- 50 20.0 17.0 5.5 2.7 - - -
- 35.0 21.0 - 5.0 3.0 - - - -
- 27.0 18.0 - 4.4 2.7 - - - -
Motor - 16.5 15.0 - 4.0 2.3 - - - -
Boats - 6.5 12.0 - 3.4 1.8 - - - -
- 4.5 9.0 - 2.7 1.5 - - - -
- 1.3 6.0 - 2.1 1.0 - - - -
1,500 90.0 67.5 13.5 6.5 - - - -
1,000 70.0 51.5 11.5 6.0 - - - -
650 60.0 42.0 11.2 5.5 - - - -
Sailing 550 50.0 37.5 9.5 5.0 - - - -
Yachts 190 40.0 35.0 9.3 4.5 - - - -
125 30.0 28.0 7.2 3.6 - - - -
40 20.0 17.5 5.5 3.0 - - - -
13 15.0 11.2 4.5 2.5 - - - -
10 12.0 11.0 3.8 2.3 - - - - -
5 10.0 9.5 3.5 2.1 - - - - -
Sailing
1.5 6.0 5.7 2.4 1.5 - - - - -
Boats
1.0 5.0 4.3 2.0 1.0 - - - - -
0.8 2.5 2.3 1.5 0.5 - - - - -
WG121)
20
Structures
The preferred jetty structure can influence the Selecting an appropriate fender at an early stage
fender design and vice versa. The type of structure can have a major effect on the overall project cost.
depends on local practice, the geology at the site, Below are some typical structures and fender design
available materials and other factors. considerations.
Features Design considerations

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
Load-sensitive
low tide
Limited fixing area for fenders
Suits cantilever panel designs
Vulnerable to bulbous bows
Dolphins Common for oil and gas terminals Few but large fenders
Very load-sensitive Total reliability needed
Flexible structures need careful Low reactions preferred
design to match fender loads
Large panels for low hull pressures
Structural repairs are costly need chains etc
Monopiles Inexpensive structures Fenders should be designed for fast
installation
Loads are critical
Restricted access means low
Not suitable for all geologies
maintenance fenders
Suits remote locations
Low reactions must be matched to
Quick to construct structure
Parallel motion systems
Mass structures Most common in areas with small Keep anchors above low tide
tides
Care needed selecting fender spacing
Fender reaction not critical and projection
Avoid fixings spanning pre-cast and Suits cast-in or retrofit anchors
in situ sections or expansion joints
Many options for fender types
Sheet piles Quick to construct Fixing fenders direct to piles difficult
due to build tolerances
Mostly used in low corrosion regions
Keep anchors above low tide
In situ concrete copes are common
Care needed selecting fender spacing
Can suffer from ALWC (accelerated
and projection
low water corrosion)
21
Approach
Side berthing
Typical values
0 15
100 mm/s V 300 mm/s
60 90
Dolphin berthing
Typical values
0 10
100 mm/s V 200 mm/s
R
30 90
a
VB
End berthing
Typical values
0 15
150 mm/s V 500 mm/s
0 15
Lock entrances
Typical values
0 30
300 mm/s V 2000 mm/s
V
R 0 30
VB = Vsin
Ship-to-ship berthing
Typical values
0 15
150 mm/s V 500 mm/s
60 90
22
Approach Velocity (VB)
Berthing speeds depend on the ease or difficulty The most widely used guide to approach speeds is
of the approach, the exposure of the berth and the the Brolsma table, adopted by BS, PIANC and other
vessels size. Conditions are normally divided into standards.
five categories as shown in the charts key table.
For ease of use, speeds for the main vessel sizes
are shown below.
*PIANC suggests using DWT from 50% or 75% confidence limit ship tables.
Velocity, VB (m/s)
DWT
a b c d e
1,000 0.179 0.343 0.517 0.669 0.865
2,000 0.151 0.296 0.445 0.577 0.726
3,000 0.136 0.269 0.404 0.524 0.649
4,000 0.125 0.250 0.374 0.487 0.597
5,000 0.117 0.236 0.352 0.459 0.558
10,000 0.094 0.192 0.287 0.377 0.448
20,000 0.074 0.153 0.228 0.303 0.355
30,000 0.064 0.133 0.198 0.264 0.308
40,000 0.057 0.119 0.178 0.239 0.279
50,000 0.052 0.110 0.164 0.221 0.258
100,000 0.039 0.083 0.126 0.171 0.201
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
500,000 0.017 0.041 0.064 0.090 0.115
Approach velocities less than 0.1 m/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
Values are for tug-assisted berthing.
Systems.
Spreadsheets for calculating the approach velocity
and berthing energy are available.
23
Block Coefficient (CB)
The Block Coefficient (CB) is a function of the hull Typical block coefficients (CB)
shape and is expressed as follows:
Container vessels 0.60.8
General cargo and bulk carriers 0.720.85
Tankers 0.85
Ferries 0.550.65
RoRo vessels 0.70.8
where,
MD = displacement of vessel (t)
LBP = length between perpendiculars (m)
B = beam of vessel (m)
D = draft of vessel (m)
SW = seawater density 1.025 t/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 body
of water carried along with the ship as it moves
sideways through the water. As the ship is stopped
by the fender, the entrained water continues to push
against the ship, effectively increasing its overall
mass. The Vasco Costa method is adopted by most
design codes for ship-to-shore berthing where water
depths are not substantially greater than vessel
drafts.
Shigera Ueda Vasco Costa*

PIANC (2002)
(1981) (1964)
where,
D = draft of vessel (m)
KC = under keel clearance (m)
*valid where VB 0.08m/s, KC 0.1D
Special case longitudinal approach
CM = 1.1
Recommended by PIANC
24
Eccentricity Coefficient (CE)
The Eccentricity Coefficient (CE) allows for the energy important for accurate calculation of the eccentricity
dissipated by rotation of the ship about its point of coefficient. In practice, CE often varies between 0.3
impact with the fenders. The correct point of impact, and 1.0 for different berthing cases. Velocity (V) is
berthing angle and velocity vector angle are all not always perpendicular to the berthing line.
VL = longitudinal velocity component (forward or astern)
(assuming the center of mass is at

mid-length of the ship)
where, Common berthing cases

CB = block coefficient
R = center of mass to point of impact (m)
K = radius of gyration (m)
Lock entrances and guiding Dolphin berths

fenders LOA
VB VB
In cases where the ship has a significant forward motion, it Ships will rarely berth exactly centrally against the berthing
is suggested by PIANC that the ships speed parallel to the dolphins. The dolphin pairs are usually placed at 0.25 0.4
berthing face (Vcos) is not decreased by berthing impacts and times the overall length(LOA) of the design vessel. When
it is the transverse velocity component VB (Vsin) which must calculating R and , a dimension (a) of 0.1 LOA, but not greater
be resisted by the fenders. When calculating the Eccentricity than 15 m, from the center of the platform (un)loading system
Coefficient, the velocity vector angle () is taken between VB may be assumed. Larger offsets will increase the Eccentricity
and R. Coefficient. In extreme cases where VB is coaxial with the fender,
CE = 1.
25
Eccentricity Coefficient (CE)
SPECIAL CASES FOR FERRY AND RO-RO BERTHS
Ferry and Ro-Ro vessels commonly use two different berthing modes. BS6349-4:2014 defines these as
mode (a) and mode (b).
Mode (a) Mode (b)
VB
VB
V V
Mode (a) Mode (b)

Fender Characteristic Velocity Angle of Approach Fender Characteristic Velocity Angle of Approach of
of Vessel of Vessel () of Vessel Vessel ()
VB = as per the 0~ 15 A Side V = 0.5 m/s to 1.0 m/s * 10
A Side
Brolsma table B End V = 0.3 m/s to 0.5 m/s 15
B End V = 0.15 m/s 0
Ferry and Ro-Ro vessels make a parallel approach Ferry and Ro-Ro vessels make a direct longitudinal
to a row of breasting dolphins or quay and after approach to berth end-on against or close to a
coming to rest then moving slowly longitudinally to shore ramp structure but using side breasting
berth end-on against a shore ramp structure. dolphins or a quay as a guide.
CM = 1.1 for Side Fenders

* VB = Vsin
26
Berth Configuration Coefficient (CC)
When ships berth at small angles against solid
structures, the water between hull and quay acts as Closed structure
a cushion and dissipates a small part of the berthing
energy. The extent to which this factor contributes
will depend upon several factors:
Quay structure design

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

corners
CC = 1.0 Berthing angles > 5
Very low berthing velocities
Large under keel clearance
Solid quay walls under parallel
approach (berthing angles < 5)
CC = 0.9
and under keel clearance less
than 15% of the vessel draught Open structure
Note: where the under keel clearance has already been considered for
added mass (C M), the berth configuration coefficient C C =1 is usually
assumed.
Softness Coefficient (CS)

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

CS = 0.9 Hard fenders (f 150mm)
27
Berthing Energy Calculation
The kinetic energy of a berthing ship needs to be commonly carried out using well recognized deterministic
absorbed by a suitable fender system and this is most methods as outlined in the following sections.
Normal Berthing Energy (EN)

Most berthings will have energy less than or equal Allowance should also be made for how often the
to the normal berthing energy (EN). The calculation berth is used, any tidal restrictions, experience
should take into account worst combinations of of the operators, berth type, wind and current
vessel displacement, velocity, angle as well as the exposure.
various coefficients.
The normal energy to be absorbed by the fender
can be calculated as:
2
EN = 0.5 MD VB CM CE CC CS
Where,
EN = Normal berthing energy to be absorbed by the fender (kNm)
MD = Mass of the vessel (displacement in tonne) at chosen confidence level*
VB = Approach velocity component perpendicular to the berthing line (m/s)
CM = Added mass coefficient
CE = Eccentricity coefficient
CC = Berth configuration coefficient
CS = Softness coefficient
* PIANC suggests 50% or 75% confidence limits (M50 or M75) are appropriate to most cases.
Berthing velocity (VB) is usually based on displacement at 50% confidence limit (M50).
Abnormal Berthing Energy (EA)

Abnormal impacts arise when the normal energy The abnormal energy to be absorbed by the fender
is exceeded. Causes may include human error, can be calculated as:
malfunctions, exceptional weather conditions or a
combination of these factors.
EA = FS EN
PIANC Factors of Safety (FS)
Where,
EA = Abnormal berthing energy to be absorbed by the Vessel type Size FS
fender (kNm) Largest 1.25
Tanker, bulk, cargo
Smallest 1.75
FS = Safety factor for abnormal berthings.
Largest 1.5
Choosing a suitable safety factor (FS) will depend on Container
Smallest 2.0
many factors:
The consequences a fender failure may have on berth General cargo 1.75
operations
RoRo, ferries 2.0
How frequently the berth is used
Very low design berthing speeds which might easily be Tugs, workboats, etc 2.0
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.
28
Fender Selection &
Fender Systems Design
Poland
Designing an efficient fender system

involves selecting the right materials.
This will result in a safe, low maintenance and long
lasting fender system, increasing port efficiency and
providing longer life cycle cost.
29
Fender Selection
Every type and size of fender has different
performance characteristics (please refer to Fender
Systems brochure). Whatever type of fenders are
used, they must have sufficient capacity to absorb
the normal and abnormal energies of berthing ships.
When selecting fenders the designer must consider

many factors including:
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 summarized by the following formula:
EA Ecv x TOL x VF x TF x AF R Rcv x TOL x VF x TF x AF

Temperature (maximum) Temperature (minimum)
Velocity (minimum) Velocity (maximum)
EA = Abnormal berthing energy R = Reaction force
Ecv = Constant velocity performance Rcv = Constant velocity performance
TOL = Manufacturing tolerance (typ 10%) TOL = Manufacturing tolerance (typ +10%)
TF = Temperature factor* TF = Temperature factor*
VF = Velocity factor* VF = Velocity factor*
AF = Angle factor* AF = Angle factor*
* Refer to TF/VF/AF table on pages 31-41
30
Correction factors
An understanding of rubber compound composition is For a given velocity, there are two factors that have
key in designing a robust fender system. the greatest influence on VF. Strain Rate (inverse of
compression time) and the type of rubber used in
Through extensive testing, Trelleborg has established
the fender.
that rubber composition has a great influence on
velocity factor (VF), temperature factor (TF), efficiency Strain Rate
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. At the
The behavior of rubber under stress is unique. It is same berthing velocity, the strain rate on a large
recognized in the theory of Rheology, which fender will be lower than on a small fender and
describes the flow of polymers under stress. hence, magnitude of VF will be lower.
Through rheology, we understand that the stress or
reaction force produced by a rubber fender during
Type of Rubber used
compression not only depends on strain level, but The second factor that greatly influences VF is the
also on strain rate (how quickly the strain is type of raw rubber used in compound formulation.
induced). Test results showed that given the same
compression time, a fender comprised of 100%
This means that when a rubber fender is
natural rubber (NR) will have a lower velocity factor
compressed, the resultant reaction force and
(VF) than a fender comprised of 100% synthetic
energy absorption are greater when the
based rubber (SBR).
compression occurs at a higher speeds.
Currently, performance data from most This is due to differing rates of Stress Relaxation
manufacturers is presented with a berthing velocity between NR and SBR and relates to differences in
of 2 - 8 cm/min, and rarely is there advice on the the microstructure in the respective polymer
effects of high impact velocity. The difference chains.
between this and actual real life conditions (those
used for the design of fender systems and wharf
structures) needs to be accounted for in the 150 mm/s velocity
engineering design.
Reflection %
Energy %
Definition
2 - 8 cm/min velocity
Typically, normal berthing velocity of vessels is from
20 mm/sec to 500 mm/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.
PIANCs 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
Key West, United States
32
Correction factors
Factors impacting the magnitude of VF
Compression speed or strain rate
Chemical composition of rubber compounds
Fender SCN 300 SCN 300 SCN 2000

Height 300 mm 300 mm 2000 mm
Compression speed 1 mm/s 150 mm/s 150 mm/s
Compression time
(rated deflection / compression speed 291 sec 1.95 sec 12.97 sec
x deceleration factor)
Strain rate
1/300 = 0.003/s 150/300 = 0.500/s 150/2000 = 0.075/s
(compression speed/height)
VF (NR+SBR) 1.00 1.16 1.06
VF (100% NR) 1.00 1.10 1.02
The higher the strain rate, the higher is the VF
The Impact of VF Temperature Factor (TF)

The magnitude of VF in most cases will have an Any factors that have an effect on the stiffness of
impact on fender performance characteristics the rubber compound needs to be taken into
(Reaction Force and Energy Absorption) at normal consideration during engineering calculation of the
design berthing speeds, and by default the design berthing energy and reaction force. Failing to do so
of fender system components (frontal frames, will have tremendous adverse effect on the
chains and anchors) as well as wharf structure. berthing structure.
Using VF, performance figures should be adjusted Temperature Factor refers to the effect of
to account for design berthing velocity. In general temperature on fender performance. Rubber
we would expect increased reaction force, and a fenders exhibit different performance
corresponding increase in energy absorption. characteristics depending on the temperature of
the rubber. The magnitude of TF is affected by the
The fender system design will need to account for type of base polymer used (SBR, NR or a blend of
the increased reaction force in relation to restraint 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
Its 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, its 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
Polymer types
Impact of Polymer Blend on VF & TF Selection of rubber type*:
The type of polymers used in manufacturing NR/SBR blend:
fenders has a substantial impact on VF/TF that
Useful in achieving stable compound properties
must be applied during fender selection.
and fender performance over the years
Historically most Asian based fender manufacturers Less damage from ozone/oxygen/heat/UV
have used Natural (NR) based rubber compounds; Better aging properties
whilst those in Europe used Synthetic rubber (SBR)
100% NR compound
based compounds. There was a significant
difference of opinion between East and West on Preferred if the fenders are used at very low
Velocity Factor, this being attributable to both the temperatures
underlying philosophy (strain rate vs. speed) as well Fenders are used in load sensitive structures
as base polymer being used. Unfortunately limited The fenders usage temperature varies
research has been undertaken to explore this extensively from subzero to +30C
further over the last few years. 100% SBR compound
Recent research from Trelleborg has highlighted Preferred for berthing at high speed and impact
the significant impact that base polymer material of reaction force is not critical
has on both VF and TF. Indeed much of the High temperature applications
historical argument between fender manufacturers
now appears to be attributable to the different * Suggested for typical applications. For critical applications, please
contact Trelleborg Marine Systems offices.
base polymer compounds.
Trelleborgs historical VF and TF have related
primarily to NR based compounds (except MV
fenders), and current R&D is focused on updating
our factors to relate to 100% natural rubber, 100%
synthetic rubber and blends of NR/SBR used
across our fender range.
New research indicated that polymer blend ratio
can be customized to optimize the application of
VF/TF factors to match operational parameters.
34
Correction Factors
Velocity Factor (VF) Table
Blend of natural and
100% Synthetic Rubber
Compression synthetic rubber 100% Natural Rubber
(SBR)
time (Seconds) (Catalogue compound)
VF VF VF
1 1.20 1.14 1.31
2 1.16 1.10 1.25
3 1.14 1.09 1.22
4 1.13 1.07 1.20
5 1.11 1.06 1.19
6 1.10 1.06 1.17
7 1.09 1.05 1.16
8 1.09 1.04 1.15
9 1.08 1.04 1.14
10 1.07 1.03 1.14
11 1.07 1.03 1.13
12 1.06 1.02 1.12
13 1.06 1.02 1.12
14 1.05 1.02 1.11
15 1.05 1.01 1.11
16 1.05 1.01 1.10
17 1.04 1.01 1.10
18 1.04 1.01 1.09
19 1.04 1.00 1.09
20 1.03 1.00 1.08
Compression time (inverse of strain rate) needs to be calculated using the following formula: t = d/(*Vd)
Where:
t = compression time (seconds)
d = rated deflection (mm)
Vd = initial berthing velocity (mm/s)
= 0.74 deceleration factor (Peak reaction force occurs at between 30% - 40% deflection, where there has
been a deceleration due to energy absorption. represents the factor associated with deceleration.)
Temperature Factor (TF) Table

BLEND OF NATURAL AND
100% Synthetic Rubber
Temperature SYNTHETIC RUBBER 100% Natural Rubber
(SBR)
(C) (CATALOGUE COMPOUND)
TF TF TF
+50 0.916 0.914 0.918
+40 0.947 0.946 0.948
+30 0.978 0.978 0.979
+23 1.000 1.000 1.000
+10 1.030 1.025 1.038
+0 1.075 1.053 1.108
-10 1.130 1.080 1.206
-20 1.249 1.142 1.410
-30 1.540 1.315 1.877
35
Angle Factor (AF) Table
Energy Factor (Super Energy Factor (SCK Cell
Angle () REACTION FACTOR
Cone Fender) Fender)
0 1.000 1.000 1.000
3 1.039 0.977 1.000
5 1.055 0.951 1.000
8 1.029 0.909 1.000
10 1.000 0.883 1.000
15 0.856 0.810 0.950
20 0.739 0.652 0.800
The table can be used to estimate the fender performance under angular compression (due to bow flare, berthing angle, etc).
Super Cone Fender

The graph shows fender performance with no chain restraints up to 12 degrees and chain restraints for
angles above 12 degrees. Fender is fitted with a standard frontal frame.
Energy & Reaction Angle Correction Factors

1.1
1.0
0.9
Factors Value
Energy Factor
0.8 Reaction Factor
0.7
0.6
0.5
0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30
Angle (degrees)
Unit Elements
Energy & Reaction Angular Correction Factors
1.00
A/H = 0.7
0.95
A/H = 0.8
0.90
A/H = 0.9
0.85 A/H = 1.0
0.80 A/H = 1.2
Factors Value
0.75 A/H = 1.4

0.70 A/H = 1.6
0.65
0.60
0.55
0.50
0.45
0 5 10 15 20 25 30
Angle (degrees)
36
Unit Elements
Angle Factors (AF) Table
Tranverse Load
Energy Correction Factors

A/H 0 5 6 7 8 9 10 12 15 20 25 30
e
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
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
1.100 1.000 0.902 0.884 0.866 0.847 0.827 0.808 0.767 0.703 0.603 0.532 0.502
1.200 1.000 0.894 0.874 0.854 0.833 0.811 0.789 0.743 0.674 0.572 0.512
1.300 1.000 0.885 0.864 0.832 0.820 0.795 0.764 0.728 0.654 0.547 0.502
1.400 1.000 0.877 0.853 0.829 0.804 0.777 0.750 0.696 0.617 0.524
1.500 1.000 0.869 0.843 0.816 0.789 0.760 0.731 0.672 0.592 0.510
1.600 1.000 0.860 0.832 0.803 0.773 0.742 0.711 0.649 0.569 0.502
1.700 1.000 0.852 0.822 0.790 0.758 0.725 0.691 0.627 0.548
1.800 1.000 0.843 0.811 0.777 0.742 0.707 0.671 0.605 0.531
1.900 1.000 0.834 0.800 0.763 0.726 0.689 0.652 0.585 0.518
2.000 1.000 0.825 0.788 0.750 0.710 0.671 0.633 0.567 0.508
3.000 1.000 0.730 0.670 0.614 0.566 0.529 0.507
4.000 1.000 0.632 0.565 0.520 0.501
5.000 1.000 0.551 0.507
Reaction Force Correction Factors

A/H 0 5 6 7 8 9 10 12 15 20 25 30
e
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
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
1.100 1.000 0.975 0.961 0.948 0.938 0.950 0.963 0.986 1.000 0.932 0.759 0.555
1.200 1.000 0.970 0.954 0.940 0.947 0.961 0.974 0.995 0.993 0.875 0.657
1.300 1.000 0.965 0.947 0.942 0.956 0.971 0.985 1.000 0.977 0.805 0.556
1.400 1.000 0.959 0.940 0.949 0.966 0.981 0.993 0.999 0.950 0.726
1.500 1.000 0.953 0.941 0.958 0.975 0.989 0.998 0.993 0.913 0.643
1.600 1.000 0.948 0.947 0.966 0.983 0.995 1.000 0.980 0.868 0.561
1.700 1.000 0.941 0.954 0.974 0.990 0.999 0.998 0.960 0.815
1.800 1.000 0.943 0.961 0.981 0.995 1.000 0.992 0.934 0.756
1.900 1.000 0.950 0.968 0.988 0.999 0.998 0.982 0.902 0.694
2.000 1.000 0.956 0.975 0.993 1.000 0.992 0.967 0.865 0.631
3.000 1.000 1.000 0.992 0.946 0.861 0.748 0.623
4.000 1.000 0.964 0.860 0.705 0.540
5.000 1.000 0.824 0.619
A/H ratios and angles not shown may be

interpolated
Reaction force is the maximum generated with the

compression cycle
Correction factors may be used for any size and

compound of the UE fender element range
Correction factors are based on the rated deflection

at the most compressed end of the fender element
37
Unit Elements
Angle Factors (AF) Table
Longitudinal Load

L/H 0 5 6 7 8 9 10 12 15 20 25 30
e
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 0.908 0.891 0.874 0.857 0.840 0.823 0.789 0.737 0.648 0.562 0.486
1.100 1.000 0.899 0.881 0.862 0.843 0.825 0.806 0.768 0.709 0.611 0.519 0.443
1.200 1.000 0.891 0.870 0.850 0.830 0.809 0.789 0.746 0.682 0.574 0.479
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 0.874 0.850 0.826 0.802 0.778 0.753 0.702 0.626 0.505
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 0.857 0.830 0.802 0.774 0.745 0.717 0.658 0.570 0.445
1.700 1.000 0.848 0.819 0.790 0.760 0.729 0.698 0.635 0.544
1.800 1.000 0.840 0.809 0.777 0.745 0.713 0.679 0.613 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 0.823 0.788 0.752 0.716 0.679 0.642 0.569 0.470
3.000 1.000 0.734 0.678 0.622 0.567 0.515 0.467
4.000 1.000 0.640 0.566 0.497 0.437
5.000 1.000 0.548 0.466

L/H 0 5 6 7 8 9 10 12 15 20 25 30
e
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 0.895 0.885 0.879 0.876 0.875 0.877 0.885 0.903 0.923 0.907 0.849
1.100 1.000 0.890 0.881 0.877 0.875 0.877 0.880 0.892 0.912 0.921 0.880 0.792
1.200 1.000 0.885 0.878 0.875 0.876 0.880 0.885 0.899 0.918 0.912 0.841
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 0.879 0.875 0.877 0.881 0.889 0.897 0.913 0.923 0.868
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 0.876 0.876 0.881 0.890 0.900 0.909 0.922 0.911 0.796
1.700 1.000 0.875 0.878 0.885 0.895 0.905 0.915 0.923 0.897
1.800 1.000 0.875 0.880 0.889 0.900 0.911 0.919 0.922 0.879
1.900 1.000 0.876 0.882 0.893 0.905 0.915 0.922 0.917 0.857
2.000 1.000 0.877 0.885 0.897 0.909 0.919 0.923 0.910 0.830
3.000 1.000 0.904 0.919 0.923 0.909 0.876 0.826
4.000 1.000 0.923 0.909 0.861 0.784
5.000 1.000 0.900 0.825
L/H ratios and angles not shown may be

interpolated

compression cycle

compound of the UE fender element range
Correction factors are based on the rated

deflection at the most compressed end of the
fender element
38
MV Elements
Angle Factors (AF)
Tranverse Load Longitudinal Load
Reduction factor Rs for energy absorption E is dependent on Reduction factor Rl for energy absorption E is dependent on
the relation between the spacing A and the dimension H of the the relation between the length L and the dimension H of the
fender element. fender element.
Example Example
2 fender elements MV 1000 x 2000 A 2 fender elements MV 750 x 1500 B
Rated energy absorption E = 2 x 50 = 100 Tonne-m Rated energy absorption E = 2 x 14.7 = 29.4 Tonne-m
Angular berthing 6 Angular berthing 4
A = 2.0 H L = 2.0 H
Reduction factor Rs = 0.9 Reduction factor Rl = 0.9
Energy absorption E6 = 0.9 x 100 = 90 Tonne-m Energy absorption E4 = 0.9 x 29.4 = 26.5 Tonne-m
H H
A L
e e
The above curves are valid for all MV-element sizes.
The characteristics consider an average rated reaction force

and therefore the reaction force should always be the same
as 0 compression.
For ratios and angles not given one may interpolate.
In the case of both transverse and longitudinal angular

berthing the factors Rs and Rl are to be multiplied to give the
combined reduction factor for the compound angle.
Example
Bow radius gives tranverse e = 6 ; Rs = 0.9
Flare gives longitudinal e = 4 ; Rl = 0.9
R total = 0.9 x 0.9 = 0.81
39
Super Arch and Arch Fenders
Angle Factors (AF)
Longitudinal Load

L/H 0 5 6 7 8 9 10 12 15 20 25 30
e
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
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
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
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
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
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
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
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
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
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
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

L/H 0 5 6 7 8 9 10 12 15 20 25 30
e
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
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
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
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
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
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
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
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
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
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

compression cycle

compound of the Super Arch and Arch fender
element range
40
Super Arch and Arch Fenders
Angle Factors (AF)
Tranverse Load
A/H Deflection % at point C Reaction Correction Factor Energy Correction Factor
e
3 57.5 1.000 0.999
5 57.5 0.991 0.987
6 57.5 0.986 0.973
7 57.5 0.980 0.960
8 57.5 0.974 0.947
9 57.5 0.967 0.934
10 57.5 0.959 0.922
12 57.5 0.962 0.896
15 57.5 0.986 0.857
20 57.5 1.001 0.787
25 57.5 0.999 0.716
30 57.5 0.969 0.649

compression cycle

compound of the Super Arch and Arch fender
element range
Effect of VF and TF on fender performance: (a real life berthing

example)
Lets take the example of an SCN1000 E2.5 Design and selection of fender systems will review
fender to look at the impact of both TF and VF. both energy absorption and reaction force. The
The Performance Data (CV) is shown in the table aim is to select a suitable fender that does not
below. We will ignore the fender manufacturing exceed the reaction force limits under normal
tolerance for this example: operating conditions, whilst providing more than
the minimum energy requirement.
Fender SCN1000 E2.5 The maximum reaction force occurs under

a different set of operating conditions to the
Reaction at rated deflection 965 kN
minimum energy absorption. For example, the
Energy at rated deflection 540 kNm highest reaction force will occur with the highest
velocity and lowest temperature, whilst the lowest
Testing Speed 2 - 8 cm/min
energy will occur with the slowest velocity and
Test temperature 23 5C 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, well explore the impact Design berthing velocities: between 20 and
on fender performance of both of these factors. 160mm/s,
Operating temperature range: between 10C and
40C.
41
Example of correction factor calculations
VF calculation: TF calculation:
Assuming steady state deceleration, the At operating temperature range of 10C to 40C
compression time (t) is:
TF (10C) = 1.038 and TF (40C) = 0.948.
t = d/(*Vd) = (0.72 x 1000) / (0.74 x 160) = 6.1
(Please note this relates ONLY to Trelleborg Marine
sec
Systems compound, 100% SBR based)
t = compression time
Vd = initial berthing velocity So, under actual operating conditions, the
performance will be:
= deceleration factor (peak reaction force
occurs at ~ 30% deflection where there has Maximum Reaction Force Conditions: (@ 160
been a deceleration due to energy absorption. mm/s & 10C)
represents the factor associated with the Reaction Force = RCV x VF x TF
deceleration.) = 965 x 1.17 x 1.038
(Trelleborg Marine Systems has conducted actual = 1172 kN
high speed compression testing to validate its VFs. Energy absorption: (@ 20 mm/s & 40C)
Information on these effects can be discussed with
Trelleborg Marine Systems Engineers). Energy Absorption = ECV x VF x TF
Based on the strain rate for this compression time, = 540 x 1.00 x 0.948 (VF=1, as the compression
the VF is calculated to be: time at 20 mm/s =48 sec)
= 512 kJ
VF = 1.17 (Note: this relates ONLY to Trelleborg
Marine Systems compound, 100% SBR based) Therefore, under the extremes of possible operating
conditions the effects of temperature and velocity
are summarized below:
CV Performance Velocity Temperature PERFORMANCE

SCN1000 E2.5 % Change
(2-8 cm/min, 23C) Factor (VF) Factor (TF) (IN REALITY)
Reaction Force 965 kN + 17% + 3.8% 1172 kN + 21.4%
Energy Absorption 540 kJ 0% - 5.2% 512 kJ - 5.2%
The same fender performs differently depending Its imperative that these factors are considered
on the factors applied. The magnitude of the factor during the design of fender systems. Again, care
depends on the rubber compound used and size of should be taken when comparing products from
the fender. Both have a significant effect on fender different manufacturers, as factors will differ
performance under real operating conditions, and depending on the type of rubber compound used
subsequently, on the design and selection of the during manufacturing process.
system and of the berthing structure.
42
Fender Pitch
Fenders spaced too far apart may cause ships to
hit the structure. A positive clearance (C) should
always be maintained, usually between 515% 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
large vessels should be checked.
where,
where,
RB = bow radius (m) P = pitch of fender
B = beam of vessel (m) RB = bow radius (m)
LOA = vessel length overall (m) h = fender projection when compressed, measured at
centerline of fender
The bow radius formula is approximate
= berthing angle
and should be checked against actual ship
dimensions where possible. C = clearance between vessel and dock (C should
be 515% of the undeflected fender projection,
including panel)
Caution = 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 1215 m is fender spacing does not exceed 0.15 LS, where LS is
more realistic. the length of the smallest ship.
43
Multiple Contact Cases
3-fender contact 2-fender contact
Energy absorbed by three (or more) fenders Energy divided over 2 (or more) fenders
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
Angular berthing
The berthing angle between the fender and the berthing structure at the point of contact.
ships hull may result in some loss of energy
There are three possible conditions for the effects of
absorption. Angular berthing means the horizontal
angular berthing: flare, bow radius and dolphin.
and/or vertical angle between the ships hull and the
Flare Bow radius Dolphin
44
Fender
Accessories
Fender panels are just as important as the

rubber units on high performance systems.
Some fender systems need chains to help support heavy
components or to control the deflection and shear during
impact.
Compatible accessories like shackles, brackets and

U-anchors of high standards are available with every
fender systems.
45
Fender Panel Design
Factors affecting fender panel
design
Fender panels are used to distribute reaction forces

into the hulls of berthing vessels. The panel design
should consider many factors including:
3 design cases
Full-face contact Low-level impact Double contact
Hull pressures and tidal range Permissible stresses Chain connections

Lead-in bevels and chamfers Weld sizes and types Lifting points
Bending moment and shear Effects of fatigue and cyclic loads Paint systems
Local buckling Pressure test method Corrosion allowance
Limit state load factors Rubber fender connections Maintenance and service life
Steel grade UHMW-PE attachment
46
Fender panels
1 Closed box steel structure
2 Internal structural members
3 Blind boss fender connections
4 Shot blasted steel (SA2.5)
5 C5M modified epoxy paint*
6 Polyurethane topcoat (RAL5005 blue)
7 Studs for UHMW-PE face pads
8 Chain brackets
9 Lifting points
10 Lead-in bevels and chamfers*
* Other options available
Alternative colors on request
Steel properties
Yield Strength Tensile Strength Test temperature of
Standard Grade (min) (min) (v-notched) charpy impact test
N/mm2 psi N/mm2 psi C F
Q235B 235 34000 375 54000 20 68
GB/T 700
Q275B 275 40000 490 71000 20 68
Q345B 345 50000 470 68000 20 68
GB/T 1591
Q345C 345 50000 470 68000 0 32
S235JR (1.0038) 235 34000 360 52000 20 68
S275JR (1.0044) 275 40000 420 61000 20 68
EN 10025
S355J2 (1.0570) 355 51000 510 74000 -20 -4
S355J0 (1.0553) 355 51000 510 74000 0 32
SS400 235 34000 402 58000 0 32
JIS G-3101 SS490 275 40000 402 58000 0 32
SM490 314 46000 490 71000 0 32
A-36 250 36000 400 58000 0 32
ASTM
A-572 345 50000 450 65000 0 32
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 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.
Steel thickness Typical panel weights

(in accordance with PIANC 2002)
Light duty 200 250
Exposed both faces 12 Medium duty 250 300
Exposed one face 9 Heavy duty 300 400
Internal (not exposed) 8 Extreme duty 400
[Units: mm] [Units: kg/m2]
Corresponding minimum panel thickness will be 140 160 mm
(excluding UHMW-PE face pads) and often much greater.
47
Hull Pressures and Beltings
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
to the type of ship. Refer to the table on the right < 3,000 teu (3rd generation) < 300
Container ships
for PIANCs guidelines on hull pressures. < 8,000 teu (4th generation) < 250
> 8,000 teu (5th/6th generation) < 200
20,000 DWT 400700
General cargo
> 20,000 DWT < 400
20,000 DWT < 250
P = average hull pressure (kN/m2) Oil tankers 60,000 DWT < 300
R = total fender reaction (kN)
W = panel width, excluding bevels (m) > 60,000 DWT 150200
H = panel height, excluding bevels (m) Gas carriers LNG/LPG < 200
Bulk carriers < 200
RoRo
Usually fitted
Passenger/cruise with beltings
(strakes)
SWATH
Source: PIANC 2002; Table 4.4.1
Beltings
Belting types
Most ships have beltings (sometimes called belts
or strakes). These come in many shapes and sizes
some are well-designed, others can be poorly
maintained or modified.
Care is needed when designing fender panels to
cope with beltings and prevent snagging or catching
which may damage the system.
Belting line loads exert crushing forces on the fender
panel which must be considered in the structural
design.
Belting Load
Application Vessels
(kN/m)
Light duty Aluminium hulls 150 300
Medium duty Container 500 1,000
Heavy duty RoRo / Cruise 1,000 1,500
1
2 Common on RoRo/Cruise ships.
Belting range is often Projection 200 400 mm (typical).
greater than tidal
range due to ship 2 Internal structural members
design, heave, roll,
and changes in draft. 3 Common on LNG/Oil tankers, barges, offshore
supply vessels and some container ships.
Projection 100 250 mm (typical).
48
Friction and Chain Design
Friction Typical friction design values
Friction has a large influence on the fender systems Materials Friction Coefficient ()
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
roughness.
Chain Design
Chains can be used to restrain the movements of Factors to be considered when designing
fenders during compression or to support static fender chains:
loads. Chains may serve four main functions:
Corrosion reduces link diameter and weakens the
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
should be factored in
movements or changing draft.
A weak link in the chain system is desirable to
Shear chains resist horizontal forces caused during
prevent damage to more costly components in an
longitudinal approaches or warping operations.
accident
Tension chains restrict tension on the fender
rubber. Correct location can optimize the deflection
geometry.
Uplift chains prevent vertical shear forces in
conjunction with weight chains. These are often
specified for exposed offshore berths with large
wave movements.
Detension chains are a temporary set of chains
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
Friction and Chain Design
1 Tension chains
2 Weight chains
3 Shear chains
4 Uplift chains
5 Detension chains
Note: Selection of chains depends on project requirements. Please consult Trelleborg Marine Systems.
where,
1 = a sin or H1 = L C . sin 1 1 = Static angle of chain (degrees)
H1 = Static offset between brackets (m)
H2 = H1 F
L C = Bearing length of chain (m)
H2 = Dynamic offset between brackets at F (m)
H2 or = a sin H1 F F = Fender compression (m)
2 = a sin 2
LC LC 2 = Dynamic angle of chain (degrees)
SWL = Safe Working Load of chain (tonne)
= 0.15 Friction coefficient of the face pad
(.( R)) + W
SWL = material, i.e. UHMW-PE facings
9.81.n. cos 2 R = Combined reaction of all rubber fenders (kN)
n = Number of chains acting together
MBL = Fc.SWL MBL = Minimum Breaking Load of chain (tonne)
Fc = Factor of safety = 2~3 (typically)
50
UHMW-PE
The contact face of a fender panel helps to Features
determine the lifetime maintenance costs of a
fender installation. UHMW-PE is the best material Very low friction coefficient
available for such applications. It uniquely E xcellent abrasion resistance
combines low friction, impact strength, non-
UV and ozone resistant
marking characteristics and resistance to wear,
temperature extremes, seawater and marine borers. Does not rot, split or crack
UHMW-PE is molded into plates at extremely 100% recyclable
high pressure and is a totally homogeneous
material which is available in many sizes and Applications
thicknesses. These plates can be cut, machined
and drilled to suit any type of panel or shield. Fender panel (frame) face pads
Rubbing strips
V-fender shields
Lock entrance and wall protection
Bridge buttress protection
Beltings on workboats
Typical Value
Property Test Method Unit
Virgin Regenerated
Density ISO 1183-1 g/cm3 0.940.95 0.950.96
Notched Impact Strength (Charpy) ISO 11542-2 kJ/m 2

140170 100130
Abrasion Index (Sand-slurry) ISO/DIS 15527(Draft) 100 100110 130150
Yield Strength ISO/R 50mm/min N/mm 2

1520 1520
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 6366
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
Molecular Weight Viscometric g/mol 4,200,000 4,200,000
Melting Point ASTM D3418 C 137143 137143
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%.
51
UHMW-PE
Wear allowances
Application t (mm) W* (mm) Bolt
Light duty 30 35 M16
40 7 10
Medium duty M16 M20
50 10 15
60 15 19
Heavy duty 70 18 25 M24 M30
80 22 32
90 25 36
Extreme duty M30 M36
100 28 40 [Units: mm]
* Where allowances are typical values, actual wear allowance may vary due to fixing detail.
Small increases in facing thickness can greatly extend service life for minimal extra cost.
Typical dimensions
A 4580
B 250350
C 4580
D 300450
E 510
[Units: mm]
Dimensions will depend on pad thickness and application.
Large pads vs small pads
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 colors if required.
52
Corrosion Prevention
Fenders are usually installed in corrosive Paint coatings and galvanizing have a finite life.
environments, sometimes made worse by high Coating must be reapplied at intervals during the
temperature and humidity. Corrosion of fender life of the fender. Galvanized components like
accessories can be reduced with specialist paint chains or bolts may need periodic re-galvanizing or
coatings, by galvanizing or with selective use of replacement. Stainless steels should be carefully
stainless steels. selected for their performance in seawater.
Paint Coatings Low 2 5 years
ISO EN 12944-5:2007 is a widely used international Medium 5 15 years

standard defining the durability of corrosion High > 15 years
protection systems in various environments. The
C5-M class applies to marine coastal, offshore and
Durability range is not a guarantee. It is to help operators
high salinity locations and is considered to be the estimate sensible maintenance times.
most applicable to fenders.
The life expectancy or durability of coatings is

divided into three categories which estimate the time
to first major maintenance:
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
countries.
Priming Coat(s) Subsesquent coat(s) Paint System Expected
Paint Surface
NDFT durability (C5-M
System Preparation
Binder Primer No. coats NDFT Binder No. coats corrosivity)
A5M.02 Sa 2.5 EP, PUR Misc. 1 80 EP, PUR 34 320 High (>15y)
A5M.04 Sa 2.5 EP, PUR Misc. 1 250 EP, PUR 2 500 High (>15y)
EP, PUR,
A5M.06 Sa 2.5 ZN ('R) 1 60 EP, PUR 45 320 High (>15y)
ESI
A5M.08 Sa 2.5 EPC Misc. 1 100 EPC 3 300 Medium (5-15y)
Sa 2.5 is defined in ISO 8501-1 Misc = miscellaneous types of anticorrosive PUR = 1-pack or 2-pack polyurethane
pigments
NDFT = Nominal dry film thickness ESI = 1-pack or 2-pack ethyl silicate
EP = 2-pack epoxy
Zn (R) = Zinc rich primer EPC = 2-pack epoxy combination
Design considerations
Other paint systems may also satisfy the C5-M
requirements but in choosing any coating the
designer should carefully consider the following:
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
and corrosion traps
Application temperatures, drying and handling
Minimum dry film thickness >80% of NDFT times
(typical)
Maximum over-coating times
Maximum film thickness <3 NDFT (typical)
Local conditions including humidity or
contaminants
53
Corrosion prevention
Galvanizing
Hot-dip galvanizing is the process of coating steel Spin galvanizing is used for threaded components
parts with a zinc layer by passing the component which are immersed in molten zinc then immediately
through a bath of molten zinc. When exposed to sea centrifuged to remove any excess zinc and clear the
water the zinc acts as an anodic reservoir which threads. Spin galvanized coatings are thinner than
protects the steel underneath. Once the zinc is hot dip galvanized coatings and will not last as long
depleted the steel will begin to corrode and lose in marine environments.
strength.
Typical galvanizing thicknesses:
Galvanizing thickness can be increased by:
Hot dip galvanizing 85 m
Shot blasting the components before dipping
Spin galvanizing 40 m
Pickling the components in acid
Double dipping the components
(only suitable for some steel grades)
Stainless Steels
Pitting Resistance Galling
Stainless steel performance in seawater varies Galling or cold welding affects threaded stainless
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
Molybdenum (Mo) and Nitrogen (N) content is a scraped off during tightening causing high local
major factor in pitting resistance. friction and welding of the threads. After galling,
seized fasteners cannot be further tightened or
The pitting resistance equivalent number (PREN) is a removed and usually needs to be cut out and
theoretical way to compare stainless steel grades. replaced.
The most common formula for PREN is:
To avoid this problem, always apply anti-galling
compounds to threads before assembly. If these are
PREN = Cr + 3.3Mo + 16N unavailable then molybdenum disulfi de or PTFE
based lubricants can be used.
Cr and Mo are major cost factors for stainless steel.
A high PREN material will usually last longer but cost
more.
Common
Grade Type Cr (%) Mo (%) N (%) PREN Comments
Name
1.4501 Zeron 100 Duplex 24.026.0 3.0 4.0 0.20.3 37.144.0 used where very long
1.4462 SAF 2205 Duplex 21.023.0 2.53.5 0.10.22 30.938.1 service life is needed
1.4401 316S31 Austenitic 16.518.5 2.02.5 00.11 23.128.5 widely used for fender fixings
1.4301 304 Austenitic 17.019.5 00.11 17.021.3 unsuitable for most

1.4003 3CR12 Ferritic 10.512.5 00.03 10.513.0 fender applications
Percentages of Cr, Mo and N are typical mid-range values and may differ within permissible limits for each grade.
Source: British Stainless Steel Association
(www.bssa.org.uk).
54
Fender Performance
Testing
Testing is carried out in two stages: to prove

behavior of the generic fender type and to
confirm that performance of fenders made for
each project meet the required
performances.
Trelleborg is committed to providing high quality Proven product quality
products. Consistency and performance are Tests simulate real operating conditions
routinely checked in accordance with the latest
procedures and test protocols. Longer service life
Lower maintenance
PIANC has introduced new methods and procedures
for testing the performance of solid rubber fenders, Greater reliability
allowing for real world operating conditions, in their Reduced lifetime costs
document Guidelines for the Design of Fender
Systems: 2002: Appendix A. Manufacturer commitment
Excludes unsafe copy and fake fenders
Many of Trelleborgs most popular fender are
manufactured in accordance with PIANCs Simplifies contract specifications
guidelines. This brings the following benefits:
55
Testing Procedures
Trelleborgs testing procedures for solid-type The Constant Velocity (CV) slow speed test method
rubber fenders comply with PIANC Guidelines for is used for SCN, SCK, UE, AN, ANP, MV, MI and
the Design of Fender Systems: 2002: Appendix A: Cylindrical Fenders.
Section 6: Verification/Quality Assurance Testing.
Test Apparatus and Measuring Test Procedure Method CV

Equipment The fender stabilization time shall not be less than
The test apparatus shall be under controlled 20 x t1.5 days rounded to the next whole day (where
conditions and equipped with calibrated load cells t= highest rubber thickness, in meters) before
or pressure transducer and linear transducer(s) for 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 0.01 H 0.05 H 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
applicable, is valid. g) Record the reaction force at every 2 mm
deflection.
h) Stop compressing when 110% of rated reaction
Where testing of cylindrical, arch, element and force or maximum specified reaction force is
similar fenders over 2.0 m long is required, reached.
please contact your local office to discuss i) Remove the fender from the press.
exact requirements.
j) Check the fender for any physical defects.
k) Retrieve the raw data and apply temperature
Notes factor, if required
1 Standard PIANC Verification Testing of 10% of fender order (rounded
up to the nearest unit) l) Calculate the energy absorption
2 A single break-in deflection is recommended on fenders for load-
sensitive structures with reaction of 100t or more. m) Plot a graph with the reaction force and energy
3 Additional tests, 2nd / 3rd party witnessing, recommended break-in absorption versus deflection data.
deflection and special procedure will incur extra charges.
4 All measuring equipment shall be calibrated and certified accurate
to within 1% in accordance with ISO or equivalent JIS or ASTM
requirements. Calibration shall be traceable to national/international
standard and shall be performed annually by an accredited third
party organization.
5 Non-compliant units will be clearly marked and segregated.
56
Testing Procedures
Reporting
The report shall be printed on Trelleborg letterhead Our fender systems are subjected to rigorous test
and show following information: protocols at all stages of manufacture. Quality
control testing is carried out on rubber compound,
a) Customer name,
steel and UHMW-PE materials.
b) Project name,
We also carry out full scale tests on finished
c) Customer PO reference, products in the factory, including PIANC guidelines
d) Factory sales order reference, on angular compression and durability testing.
e) Description of the fender, type and size It is our commitment to ensure that all products
have undergone extensive testing. All our products
f) Fender E grade, are tested to industry guidelines, internal procedures
g) Quantity of the order, and to the specification theyre designed for.
h) Serial number of the fender tested,
i) Test date,
j) Fender temperature,
k) Test speed,
l) Test angle
m) Test method CV
n) RF and EA specified,
o) Maximum RF and minimum EA allowed,
p) Name of test supervisor,
q) Name and signature of Quality Manager,
r) Name and signature of client representative, if
applicable,
s) Name and signature of the 3rd party surveyor, if
applicable,
t) Company stamp of the 3rd party, if applicable,
u) Data of reaction force and energy absorption
at every 5% deflection after applying of TF, if
applicable,
v) Graph of reaction force and energy absorption
versus deflection
w) Result of the test Passed or Failed
57
Ultrasonic testing Hardness test
Abrasion resistant test Ultrasonic testing
58
Performance Data (CV)
CV testing conditions:
23 5C temperature
0 compression angle
2 - 8 cm/min constant velocity
Correction factors on performance tests
Impact speed* 0.001m/s to 0.5m/s

Rubber is a visco-elastic material, meaning that
reaction and energy are affected by the speed of
compression. Some rubbers are more affected by
the compression speed than others. Please refer to
VF section (page 31).
Temperature* 30C to +50C

At low temperatures rubber becomes stiffer, which
increases reaction forces. At higher temperatures
rubber softens, which reduces energy absorption.
CV reported at 23 +/- 5 deg C.
Compression angle* 0 to 20
Most fenders lose some energy absorption capacity
when compressed at an angle. CV is reported at 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.
* Velocity factor, temperature factor and angle factor must be considered during design stage of a fender system.
59
Pass Criteria
Verification testing (or quality control testing) is size and grade) are tested. Results obtained are
carried out to prove the performance of fenders for adjusted if necessary for each project using the
each project in accordance with catalogue CV or correction factor tables for initial impact speed and
other customer-specified values. Samples from the temperature.
project (usually 10% of the total quantity in each
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 RCV x 1.1 x TF (or maximum RCV x TF, as specified)

EVT ECV x 0.9 x TF (or minimum ECV x TF, as specified)
Where,
RVT = Reaction Force from verification testing
RCV = CV Performance Data, Reaction
EVT = Energy Absorption from verification testing
ECV = CV Performance Data, Energy
TF = Temperature Factor when test sample is above or below 23C 5C
The following formula is applicable for MV/MI fenders. Please refer to page 35 for
information on the application of 0.74 Velocity Factor.
RVT RRPD x 1.1 x 0.74 x TF or maximum RRPD x 0.74 x TF, as specified
EVT ERPD x 0.9 x 0.74 x TF or minimum ERPD x 0.74 x TF, as specified
c) Deflection is not a pass/fail criteria, please refer to PIANC:2002 page 49 point 6.1.2
60
Pass Criteria
Reaction force pass criteria
RVT RCV TF 1.1

Assuming a +10%
manufacturing tolerance on
reaction.
Energy absorption pass criteria
EVT ECV TF 0.9

Assuming a 10%
manufacturing tolerance on
energy.
where,
RVT = reaction from verifi cation testing
RCV = CV performance data, reaction
EVT = energy from verifi cation testing
ECV = CV performance data, energy
TF = temperature factor for actual test
temperature
61
Elongation at break Quality control
Dynamic fatigue testing Full fender testing
62
Other Design
Consideration
Rubber is a class of polymeric material which

has the property of elasticity.
Rubber is made up of long chains of atoms, mainly Rubber compound is a blend of raw rubber, filler
carbon, hydrogen and oxygen, which have a degree and various chemicals which improve the physical
of cross-linking with their neighbouring chains. properties of weak raw rubber and protect rubber
products from environmental aging.
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
force is removed. That is called elasticity of rubber. fundamental component in determining the
properties of the overall rubber compound.
Base rubber selection for rubber fenders is crucial
because type, nature and amount of rubber in Raw rubber needs to be selected to optimize
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, temperature and angle
factors.
63
Material selection for rubber fenders
Type of rubber
General purpose rubber: Special purpose rubber:
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 -67F (-55C) and 180F (80C). 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 -50F (-45C) and 225F (100C).
weathering, ozone, oxygen and many chemicals.
Rubber blends: (a blend of natural and

synthetic rubber)
The technology of polymer blends has developed
to become an important segment of polymer
science in the past decade.
Polymer blends better satisfy end-use
requirements than existing single polymers
meaning that polymer blends have become
commercially and technically successful.
It is also more economical to blend polymers to
meet application requirements than it is to design
new materials during end use.
64
Type of rubber
Special Purpose
General Purpose Rubber Rubber
Natural Rubber Synthetic Rubber EPDM Rubber
Advantages Has excellent tensile, Has similar properties to Offers excellent high and
elongation, tear resistance natural rubber, but also low temperature stability,
and resilience. superior water resistance, and superior steam and
heat resistance, abrasion water resistance.
Exhibits excellent resistance, low-
resistance to water and temperature flexibility, and Has dynamic and
cold flow. heat aging properties (i.e., mechanical properties
in excess heat it hardens between Natural Rubber
Has low compression set and Synthetic Rubber
and can be bonded to a and becomes brittle
instead of softening like range of materials.
wide range of materials.
natural rubber does).
Has good flexing qualities
at low temperatures Can be successfully
that are better than bonded to a wide range of
most synthetic rubber materials.
compounds.
Has superb abrasion
resistance when it is
compounded with carbon
black.
Limitations Deteriorates when Has poor resistance to Is not satisfactory for

exposed to oils, fuels, oils, fuels, hydraulic fluids, use in areas where the
solvents, petroleum strong acids, greases, fat, following chemicals are
derivatives, and hydraulic and most hydrocarbons. stored or used:
fluids.
Without special additives, Gasoline, kerosene, oils,
Without special additives, it is vulnerable to ozone, halogenated solvents,
it has poor resistance to oxygen and sunlight. concentrated acids,
sunlight, oxygen, ozone, aliphatic and aromatic
and high temperatures. hydrocarbons. When
these chemicals come in
contact with EPDM rubber,
they can cause it to break
down and in some cases,
even melt.
65
Recycled rubbers
What is it? Usage in tire industry:
Reclaimed rubber is manufactured by applying Reclaimed rubber does have a place as a viscosity
heat and chemical agents to ground vulcanized modifier and extrusion process improver of virgin
waste, which may have been produced as scrap rubber.
either during the manufacture or recycling of rubber
It may be used in partial substitution for virgin
products.
rubber (NR/SBR) in a number of products, including
Classification: tires.
There are three broad approaches to recycling The amount of reclaimed rubber is restricted to a
post-consumer scrap. Each offers something to little quantity in radial tires because of poor flex
the rubber industry, but none is an ideal substitute cracking and abrasion resistance.
for virgin polymer. The first is simple granulate, the
Usage in fender industry:
second is reclaim and the third is post-processed
granulate. A higher percentage of recycled or reclaimed
rubber blended with virgin rubber, has various
Given the cost of natural rubber and the lack of
performance disadvantages especially in the
availability in some places, the use of reclaimed
manufacture of marine fender systems. These
rubber has been increasing as an additive.
disadvantages can include higher hysteresis and
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.
greater risk of cracking and poor compression set.
Manufacturing process:
Generally, the use of recycled material in new
Reclaimed rubber is an aggressive, energy- fenders is challenged by the fact that unlike paper,
intensive system in which rubber powder is cooked metals, plastics and glass, it is not currently
with some aggressive chemicals under pressure. possible to obtain materials from scrap vulcanized
product that have properties adequately similar
The waste products are highly polluting, which
to the original materials used in manufacturing
means it tends to be more common in countries
fenders.
where environmental regulation is either weak or
poorly enforced. Fender rubber materials are highly engineered, with
specific qualities of hysteresis and other chemico-
This process breaks long molecules into shorter
physical properties, designed to optimize long life
ones and the result is often a kind of soft rubber
and performance characteristics, at an affordable
like material.
cost.
Depending on the pressure, temperature and
Unfortunately, the products currently available
chemicals, the resulting material can retain some
using recycled materials do not provide
of the properties of the original, but in the end the
performance-enhancing characteristics; rather the
ability to perform is severely compromised.
presence of recycled material tends to degrade
performance. Therefore, the amount of post-
consumer recycled material utilized in the final
product should be limited.
66
Carbon black - a reinforcing filler
Reinforcing Black Fillers: Non black non reinforcing fillers:
Fillers are added primarily to provide reinforcement Calcium carbonate (CaCO3) is an example of non-
and secondly to reduce cost. reinforcing filler.
They fall into two basic categories: reinforcing or CaCO3 particles are generally supplied as
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
reinforcing and semi- reinforcing fillers are carbon into primary particles. Large particle interactions
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
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.
m in size. Smaller particle has larger surface area
to interact with rubber.
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.
67
Types of raw rubber used for manufacturing
Produced from latex

harvested from trees
Natural
Rubber
Virgin rubber, pure
rubber, raw rubber
Raw Synthetic
Rubber Rubber Styrene-butadiene rubber
(SBR) derived from oil
Recycled rubber with high

Reclaimed levels of contamination
Rubber and uncontrolled content
Rubber compound
Fenders cannot be
Natural produced directly
Rubber from raw rubbers
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, ozone
Synthetic : helps counter the drop in mechanical properties of natural rubber
Recycled : cost reduction, physical properties are lower than virgin rubber
68
Rubber compound
It is sometimes misconstrued that a rubber Superior compounds for fenders have two basic
compound is one ingredient and is the same for indicators of quality:
every different rubber type. This could not be
1. Rubber to filler ratio: (should be>1, for
further from the truth. A rubber compound could
fender compounds >1.2)
be a combination of 3 to 15 different ingredients of
thousands of different compositions. Rubber to filler ratio indicates the kg of rubber
used per kg of filler in the formulation.
A typical rubber formation based on parts per
hundred is: Rubber to filler ratio of less than one indicates
Polymer (rubber) 100 phr more filler than rubber in the compound. Therefore
Filler 30 70 phr the fender compound is cheaper because the
Antioxidant 1 3 phr fillers are three times cheaper than virgin rubber
Antiozonants 1 3 phr (Natural rubber/Synthetic rubber).
Oil 5 30 phr
2. Density (ideal : close to 1, for fender <1.2)
Sulphur + accelerator 3 5 phr
Phr: Parts per hundred parts of rubber This is a measure of the weight per unit volume.
It gives an indication of whether the correct
In a superior compound, the ingredients will follow quantities of ingredients have been added to
a pyramidal structure, forming 40-45% of the manufacturer a rubber product.
compound will comprise of polymer at the base
of the pyramid. 30-40% will comprise of filler Density of CaCO3 is 2.7 g/cc while that of Carbon
(reinforcing), 10-20% will comprise of functional black is 1.8 g/cc.
additives such as oil, and the remaining 5-10% The density of recycled rubber is 1.15 to 1.20 g/cc
comprises any other additives such as accelerators/ while that of virgin rubber is 0.92 g/cc.
sulphur.
The presence of high percentage of recycled rubber
Recipe for high quality rubber and CaCo3 in the formulation is the contributing
fender factor to obtain density more than 1.2.
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
69
Rubber compound
Proprietary rubber formulation:
There are many ingredients that can be used which
will result in different properties for a rubber
compound. Rubber compounds are a combination
of many different ingredients and therefore, not all
compounds are the same.
Rubber compounding is a science which aims to

assure required properties by varying the ratios of
ingredients. This is why most fender manufacturers
consider their rubber formulations proprietary. It
can take hundreds of variations and hours of
testing to perfect mechanical properties while
optimizing processing.
Rubber compounding a black art.
Designing rubber compounds used to be referred to as
a black art, with the unpredictable nature of rubbers
often being blamed for difficulties in assessing how the
product would behave in service.
With many modern tools now at the disposal of

engineers and with advances in equipment capability
the design of engineering solutions using rubber
compounds is now more of a predictable science.
Determining the chemical composition of a rubber
compound is just a matter of a few chemical and
analytical tests.
70
Chemical composition test
Chemical composition specification
table
Anecdotal evidence suggests that low quality All of the tests give a good indication of the quality
fenders are more likely to be prone to faster of rubber used for fender production. These
environmental degradation and struggle to meet parameters can be determined by using analytical
performance requirements. techniques (FTIR/TGA) described on page 72. The
specification for the above indicators is given in the
These rubber fenders in general utilize lower cost table above.
rubber compounds reclaimed or recycled rubber
that has low polymer (rubber) percentage and high
non black reinforcing filler percentage in the Test Standard Specification*
formulation. Density ISO 2781 Max 1.20 g/cc
These fender compounds show high specific gravity Polymer % ASTM D6370 Min 45%
(>1.2) indicating high usage of non-reinforcing filler Carbon Black % ASTM D6370 Min 20%
such as CaCO3 in the formulation. Ash analysis is a
good indicator to find the quantity of non Ash % ASTM D297 Max 5%
reinforcing fillers in rubber formulation. Rubber to filler ratio > 1.2
* Does not apply to Trelleborg Marine Systems standard cylindrical
Historical testing requirements centered around and extruded fenders; however, can be supplied upon special
physical properties, which are seen in most request.
specifications are not enough to reflect the use of
non-reinforcing fillers or recycled rubber.
Test available for customers
Chemical composition testing is useful to A lack of understanding about rubber compound
determine the composition of rubber in fenders composition not only has material impact on the
utilizes a couple of key indicators to determine the quality and performance of fenders, but also a
quality of rubber used in the fender. downstream affect and further implications for
These include: the design of other wharf infrastructure. Perhaps
due to this lack of understanding, specifying and
% Polymer: To determine general level of monitoring rubber compound composition are not
polymer present. currently practiced in the industry.
% Carbon Black: To determine amount of Until recently, buyers of rubber fenders did not
reinforcing filler. have any method to identify rubber compound
composition and substantiate supplier
Specific gravity: To indicate high levels of documentation and reported performance
recycled rubber/ non characteristics.
reinforcing filler:
% Ash & CaCO3: To determine level of non

reinforcing filler used.
Rubber to filler ratio: Amount of rubber compared

to amount of filler
71
Analytical tools
The new analytical test on page 72 will help buyers Analytical tools to find chemical
understand and guarantee the composition of composition:
rubber fenders, from the testing stage through to
delivery of the final product, to ensure the quality Two well known analytical instruments are popular in
of the fenders supplied meets specification, determining the chemical composition of rubber
by determining polymer composition and compounds:
subsequently, fender quality. Infrared spectroscopy (FTIR)
30-50 grams of sample can be obtained by
Infrared spectroscopy (FTIR) involves passing
scrapping rubber from the fender body without
infrared radiation onto or through a sample. The
destroying the fender. Removal of such quantity will
pattern of peaks and troughs in the spectra
not affect fender performance.
produced then enables the components in the
The analytical test procedure involves sampling rubber compound to be identified.
before production and after production of the
fenders. Thermo gravimetric analysis (TGA)
Before production: Thermo gravimetric analysis (TGA) is another

thermal analysis technique and provides
The supplier needs to supply 2 pieces of cured
information complementary to FTIR.
tensile slabs (approximate dimension of 150 mm L
x 150 mm W x 2 mm T). TGA continuously weighs the sample to high
Tensile slab will be sent to a third party laboratory accuracy as it is heated. During heating, different
to carry out the chemical analysis using TGA and components of the rubber burn off at different
FTIR using ASTM standards. temperatures and the loss in weight provides a
precise indication of the components present in
The test should meet the specification given in the the formulation.
chemical composition specification table.
An example of a TGA measurement of a rubber
After production:
compound has been shown in the following plot.
The client or third party will inspect fenders and
randomly select one or two for sampling.
30-50 grams of sample will be cut and sent to
third party laboratory for testing of the above
parameters given in the chemical composition
specification table.
Test result should satisfy the specification. If not,
more testing needs to be considered to confirm
test results. More investigation is needed to
confirm the quality of the fenders.
72
Ensuring long life fender performance
Importance of rubber compound mixing quality and its impact on fender
performance
In the rubber manufacturing industry, mixing and This extra mixing time, along with high
compounding is done in batch processes using an temperature, dissociates the carbon to carbon
internal mixer. This step is important because at chains in the rubber molecule. This is important
this stage, reinforcing fillers (carbon black) are because the elasticity of the rubber molecule, its
mixed with rubber. recovery after compression, tensile strength and
modulus depend on the chain length (expressed by
Filler dispersion (which is measured by a carbon molecular weight or viscosity of the compound).
black dispersion rating) in the final compound has Therefore, mixing compounds in a kneader carries
a large impact on the quality of fender the risk of degrading the physical properties of the
performance. A high dispersion rating is desirable rubber compound, and subsequently, the
for a superior rubber compound. performance of the fenders.
A high degree of dispersion is achieved by using an Compounds with different modulus (slope of stress
internal mixer in which rotor speed/ rotor design, vs. strain curve) values are used to manufacture
coolant temperature, ram pressure and fill factors fenders with different energy absorption grades.
are controlled. These parameters are critical in Soft grade fenders need compounds with lower
achieving a high dispersion rating, in minimum modulus values, whereas hard grade fenders need
mixing time, at a low temperature. high modulus compounds.
A kneader is used by some manufacturers, The varying modulus values of the final compounds
instead of internal mixers, to reduce the cost of are achieved through the carbon black and oil
mixing and, ultimately, the final product. However, ratios in the formula, as well as the carbon black
critical mixing parameters are difficult to control in dispersion in the rubber matrix, for a particular
a low cost kneader mixer. Therefore, the mixing curing system (sulphur, accelerated ratio).
time taken to achieve a similar dispersion rating to
that of an internal mixer is 10-15 times higher. Poor dispersion can give rise to certain detrimental
(Typically, it will take two to five minutes for internal effects such as:
mixer, compared to 15-20 minutes for a kneader
Reduction of fatigue life
to achieve similar dispersion level).
Poor performance in service
This extended mixing time generates more heat
Poor product appearance
within the kneader throughout the process.
Additionally, internal mixers also benefit from an Poor product uniformity
efficient cooling system which controls the mixing
Trelleborg Marine Systems ensures a high quality of
temperature.
carbon black dispersion by properly selecting the
carbon black type, mixing sequence and type of
mixer used for processing rubber compounds. This
ensures the right modulus of compounds and,
subsequently, the long service life of a fender.
73
Effectiveness of Cone and Cell
Fenders in submerged
water conditions
There has been in recent years a focus on the
impact on reaction of compression of fenders under
complete submergence.
Water can enter the fender slowly when it is located
in a tidal zone. If a vessel is berthing during high
tidal conditions and the fender is fully or partially
submerged, the fender is compressed and the
water inside the fender is pressurized and requires
an escape route or extra space to allow the fender
to compress correctly. Should the water not be
able to exit the fender, or its exit flow is restricted,
the fender will not be able to operate at its rated
reaction since water is generally non-compressible
and this could add to the fender reaction force
acting on the vessel and the supporting structure.
Calculations conducted utilizing Bennoulli principles
shows that:
There is the potential for a substantial increase in
reaction to be generated should a fully submerged
fender be subject to a high velocity berthing (within
normal design velocities).
This reaction force has the potential to generate
a catastrophic failure in other supplied fender
components as well as potentially cause a
catastrophic failure of the dolphin and wharf
structures.
Additionally the loads onto the vessels themselves
could affect structural integrity of vessels utilizing
the berth.
The exit route for water on an SCN and SCK
fenders is through a number of small recesses
(foot slot) molded into the flanges at the end of
the fender. Foot slot sizes of SCN and SCK fenders
are specially determined so that there is minimal
increase in force due to the fully submerged 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.
74
Rubber material properties
Trelleborg rubber compound:
All Trelleborg rubber fenders are made using high The tables below give the physical properties of
quality 100% NR or 100% SBR or a blend of NR/ rubber compounds as described above which are
SBR based compound which exceeds the used for making fenders. These properties are
performance requirements of international fender confirmed during quality assurance testing prior to
recommendations, such as PIANC/ EAU. Trelleborg fender manufacturing.
can also manufacture fenders from materials such
All test results are derived from test pieces made
as Neoprene and EPDM.
and cured inhouse. Results from samples taken
from actual fenders may differ due to the sample
preparation process please ask for details.
Molded fenders:
Testing Standard
Property Condition Requirement
ASTM Others
DIN 53504; Original 16.0 MPa (min)
Tensile Strength ASTM D 412 Die C AS1683.11; BS ISO 37;
JIS K 6251 Aged for 96 hours at 70C 12.8 MPa (min)
DIN 53504; AS 1683.11; Original 350%

Elongation at Break ASTM D 412 Die C
BS ISO 37; JIS K 6251 Aged for 96 hours at 70C 280%
BS ISO 7619-1; Original 78 Shore A (max)

DIN ISO 7619-1;
Hardness ASTM D 2240 Original +8 Shore A
AS 1683.15.2; Aged for 96 hours at 70C
JIS K 6253-3 (max)
AS 1683.13 Type 1;
ASTM D 395
Compression Set ISO 815-1; 22 hours at 70C 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; 40C, 100 hours
JIS K 6259
Hardness: 10 Shore
Seawater
ASTM D 471 BS ISO 1817 28 days at 95C 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 02
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.
75
Extruded and wrapped fenders:
Testing Standard
ASTM Others
DIN 53504; Original 13.0 MPa (min)
Tensile Strength ASTM D 412 Die C AS1683.11; BS ISO 37;
JIS K 6251 Aged for 96 hours at 70C 10.4 MPa (min)
DIN 53504; AS 1683.11; Original 280% (min)

Elongation at Break ASTM D 412 Die C
BS ISO 37; JIS K 6251 Aged for 96 hours at 70C 224% (min)

DIN ISO 7619-1;
Hardness ASTM D 2240 Original +8 Shore A
AS 1683.15.2; Aged for 96 hours at 70C
JIS K 6253-3 (max)
AS 1683.13 Type 1;
ASTM D 395
Method B
JIS K 6262
AS 1683.12; BS ISO 34-1;

Tear Resistance ASTM D 624 Die B Original 60kN/m (min)
JIS K 6252-1
DIN ISO 1431-1;

AS 1683-24; 50pphm at 20% strain,
BS ISO 1431-1; 40C, 100 hours
JIS K 6259
Hardness: 10 Shore
Seawater Resistance ASTM D 471 BS ISO 1817 28 days at 95C A (max) Volume: +10/-
5% (max)
Abrasion Loss BS 903 A9 Method B 3000 revolution 1.5cc (max)
76
HIGH PERFORMANCE SUPER ABRASION RESISTANT FENDERS:
Test Method
ASTM Others
DIN 53504; AS1683.11; Original 16.0 Mpa (min)
Tensile Strength ASTM D 412 Die C BS ISO 37;
JIS K 6251 Aged for 96 hours at 70C 14.4 Mpa (min)
DIN 53504; AS 1180.2; Original 400% (min)
Elongation at Break ASTM D412, Die C BS ISO 37;
JIS K 6251 Aged for 96 hours at 70C 320% (min)

DIN ISO 7619-1;
Hardness ASTM D2240
AS 1683.15.2; Original +8 Shore A
Aged for 96 hours at 70C
JIS K 6253-3 (max)
AS 1683.13 Type 1;
ASTM D 395
Method B
JIS K 6262
AS 1683.12;
Tear Resistance ASTM D 624 Die B Original 70 kN/m (min)
BS ISO 34-1; JIS K 6252-1
DIN ISO 1431-1;
AS 1683-24; 50 pphm at 20% strain,
BS ISO 1431-1; 40C, 100 hours
JIS K 6259
Hardness: 10 Shore
A (max)
Seawater Resistance ASTM D 471 BS ISO 1817 28 days at 95C
Volume: +10/-5%
(max)
Abrasion Loss BS 903 A9 Method B 3000 revolution 0.5 cc (max)
77
Tolerances
Trelleborg fenders are subjected to standard For specific applications, smaller tolerances may be
manufacturing and performance tolerances. agreed on a case-by-case basis.
Fender type Dimension Tolerance

All dimensions 3% or 2 mm*
Molded fenders
Bolt hole spacing 4 mm (non-cumulative)
Cross-section 3% or 2 mm*
Length 2% or 25 mm*
Composite fenders
Drilled hole centers 4 mm (non-cumulative)
Counterbore depth 2 mm (under-head depth)
Keyhole fenders / Cross-section 2% or 2 mm*

Length 2% or 10 mm*
M fenders /
Fixing hole centers 3 mm
W fenders Fixing hole diameter 3 mm
Outside diameter 4%
Cylindrical fenders Inside diameter 4%
Length 30 mm
Cross-section 4% or ISO 3302-E3*
Length 30 mm
Extruded fenders
Length and width 5 mm (cut pads)
Length and width 20 mm (uncut sheets)
Thickness (planed) : 30 mm 0.2 mm
31 100 mm 0.3 mm
HD-PE sliding fenders /
101 mm 0.5 mm
UHMW-PE face pads Thickness (unplaned) : 30 mm 2.5 mm

31 100 mm 4.0 mm

101 mm 6.0 mm
* Whichever is the greater dimension
HD-PE and UHMW-PE dimensions are measured at 18C and are subject to thermal expansion coefficients (see material properties)
Performance tolerances^
Fender type Parameter Tolerance
SCN, SCK, UE, AN, ANP, SAN, SANP, 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 Constant Velocity (CV) and Rated Performance. They do not apply to energy and/or reaction at intermediate
deflections. The nominal rated deflection may vary when CV performance is achieved and is provided for guidance only. Please consult Trelleborg
Marine Systems for performance tolerance on fender types not listed above.
78
Frequently asked questions
Velocity Factor (VF) / Temperature Factor (TF)
Q: Is it important to consider VF & TF during the design Q: How do we reconcile the difference in performances
of fender systems? between 2 - 8 cm/min test velocity and real life
berthing velocities?
A: Yes, it is. Without considering the effects of VF & TF,
designers may either over-design or under-design the A: PIANC suggests applying VF to account for the
fender system performance difference between testing velocity
& real life berthing velocity. 2 - 8 cm/min test
Q: Does PIANC suggest applying VF & TF for designing
performance needs to be multiplied by VF to calculate
the fender systems?
the performance of the fender at real life berthing
A: Yes, PIANCs Guidelines for the Design of Fenders velocity.
Systems: 2002 highlighted the importance of
Q: Who provides the VF values?
VF & TF in the design & selection of fenders. It
also provides technical guidelines for reporting & A: Only fender manufacturers can supply VF. VF values
calculating of VF & TF. are generated through a series of experiments using
smaller commercial size fenders tested at high
Q: At what velocity are fenders usually tested in the
velocities.
manufacturers testing facilities?
Q: What factors influence VF?
A: Testing is usually conducted at 2 - 8 cm/min
compression speed, and the performance data is A: For a given velocity there are two factors that have
usually reported at 2 - 8 cm/min speed. the greatest influence on VF: Strain rate & rubber
compound formulation.
Q: Do you expect the fender performance to differ from
the test performance at normal berthing velocities of Q: What is Strain Rate?
vessels?
A: In simple term, strain rate means how quickly the
A: According to the theory of polymer Rheology, the fender is being compressed. Compression time is a
stress or reaction force produced by a rubber fender indirect measure of strain for a given velocity. A larger
during compression depends on the strain level fender needs more time to be compressed than a
and strain rate. When a fender is compressed, the smaller one. Subsequently at the same berthing
resultant reaction force and energy absorption are velocity, the strain rate of a larger fender and the
greater at high compression velocities. magnitude of the VF will be lower than a smaller
fender.
Hence, at normal berthing velocities (20 mm/s-500
mm/s), the performance is expected to be different
from the performance tested at 2 - 8 cm/min velocity.
Q: It seems fender performance depends on the velocity
of testing. At what test velocity should fenders be
tested?
A: Fenders should ideally be tested at the maximum
design berthing speed to determine its actual
performance.
Q: Why are fenders not tested at high velocities or real
life berthing speed?
A: Due to lack of high velocity test equipment/facilities,
full size fenders are usually tested at 2 - 8 cm/min
compression speed.
79
Q: How does the composition of the rubber influence Q: What do I need to calculate VF?
VF?
A: We need to know two parameters to calculate VF.
A: The magnitude of VF is greatly influenced by the type We must know the rated deflection for the selected
of rubber used in compound formulation. A fender fender and initial berthing velocity. The compression
comprising of 100% natural rubber (NR) will have time
a lower velocity factor than a fender comprised of Rated Deflection
a blend of natural and synthetic rubber or 100% t=
Initial berthing velocity x Decelerating factor
synthetic rubber, due to the differences in the
(refer to page 35)
microstructure of the rubber and the rate of stress
relaxation for different rubber and its blend. can be calculated using these two parameters.
Design speed needs to be corrected by a factor to
Q: What is the effect of VF on the design of a fender
account for the real life deceleration effect during
system?
berthing before calculating compression time using
A: Using VF, fender performance figures should be the above formula. Fender manufacturer must then
adjusted to account for design berthing velocity. provide the VF value against the compression time.
Design of the fender system will need to account for
Q: What is the usual temperature at which fenders are
the increase reaction force in relation to restraint
tested?
chain and fixing anchor design as well as forces
applied to the frontal frames. In addition the A: PIANCs Guidelines for the Design of Funders
increased reaction force will need to be reviewed Systems: 2002 recommends testing at a
against the structural design of the wharf (quay wall temperature of 23 5C.
or dolphin, etc).
Q: In real life fenders are used at different temperatures
Q: Is VF dependent on the geometry of the fender? in different parts of the world. Does the difference in
test temperature have an effect on the performance
A: No, VF depends on the height of the fender. Taller
of the fender?
fenders will have a smaller VF in comparison to
shorter fenders. A: The stiffness of the rubber compound usually goes
up at low temperature and goes down at high
Q: Will softer and harder fenders have different VF?
temperature. Hence, the performance of fenders is
A: Yes, but the difference is not significant. The expected to vary if the usage temperature is different
compound composition has a greater effect on VF from the testing temperature.
than fender geometry or rubber hardness.
Q: What is stiffness & why is it important for rubber
Q: Can I use the same VF for fenders purchased from fenders?
different suppliers?
A: Elasticity of rubber is measured by stress & strain
A: As the chemical composition of the rubber compound behavior and expressed in terms of modulus or
is different for different manufacturers, the same VF stiffness of the rubber compound. Elasticity is a
cannot be applied for different fender suppliers. measure of rubber rigidity. Reaction force and 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.
80
Q: How do we reconcile the differences in performance Q: What is the expected life expectancy of a rubber
of fenders at actual operating temperature and testing fender?
temperature?
A: The life expectancy of a fender system is highly
A: It is essential to apply TF during the fender design and dependent on the critical rubber component and
selection process based on the recommendations other accessories. The durability and subsequent
by PIANCs Guidelines for the Design of Fenders life cycle of rubber fenders depend on many factors,
Systems: to accommodate the variations in like the type of rubber used, compound formulation,
temperature that the fenders will be exposed to under environmental conditions in situ, ozone & operational
actual operating conditions. use and mechanical damage. Well formulated (virgin
rubber rich) fender is expected to last for more than
Q: What are the factors that impact the magnitude of
10 to 15 years or even more.
TF?
Q: Does temperature have an effect on the longevity of
A: Similar to VF, TF is highly sensitive to the type of
rubber fenders?
rubber used in the compound formulation, i.e. use
of Natural rubber or synthetic rubber or a blend of A: Oxidative aging, a chemical process described as
natural and synthetic rubber. the change in rubber properties over time, is one of
the main issues impairing the functionality of rubber
Q: Does TF depend on strain rate?
fenders over their lifecycle. The reaction rate of
A: No, Strain rate does not affect TF. chemical process increases with temperature. Hence,
Q: Does TF depend on the geometry of fenders? temperature is one of the important parameters that
determine the life of a fender.
A: No, TF is mainly dependent on the chemical
composition of rubber compound. Q: Does rubber composition affect the life of a fender?
Q: Does TF vary with rubber hardness and across A: It has been experimentally proven that fender
manufacturers? compound samples made of higher percentage of
recycled rubber (often used to reduce the cost of
A: Different manufacturers use different rubber the fender) have a significantly shorter service life.
formulations to produce fenders. Hence, TF will Oxidative aging process is much faster for recycled
vary depending on the type & percentage of rubber rubber. The selection of compound ingredient is the
ingredients used in the composition. most critical aspect in ensuring long life of the fender,
Q: How do designers calculate TF? especially in environments with adverse operating
conditions.
A: Designers calculate TF based on the knowledge of
fender application temperature and the TF provided Q: It seems that the rubber compound composition
by the manufacturer. is a valuable knowledge for a fender designer or
purchaser. Is there any way to find out the rubber
Q: Should designers apply VF & TF simultaneously or composition from the finished product?
separately?
A: Yes, analytical techniques are available to identify the
A: VF & TF must be applied together to calculate the rubber composition of fender, making it possible to
final performance data. accurately determine the presence of ingredients that
are critical to the life of the fender. Moreover, only a
little sample is required to carry out the test at a 3rd
party standard rubber laboratory, without destroying
the full fender. (refer to page 72)
81
AUSTRALIA
82
Glossary
Commonly used symbols
Symbol Definition Units

B Beam of vessel (excluding beltings and strakes) m
C Positive clearance between hull of vessel and face of structure m
CB Block coefficient of vessels hull
CC Berth configuration coefficient
CE Eccentricity coefficient
CM Added mass coefficient (virtual mass coefficient)
CS Softness coefficient
D Draft of vessel m
EN Normal berthing energy to be absorbed by fender kNm
EA Abnormal berthing energy to be absorbed by fender kNm
Fc Factor of safety for chains 2~3
FL Freeboard at laden draft m
FS Abnormal impact safety factor
h Fender projection when compressed, measured at centerline of fender
H Height of compressible part of fender m
H1 Static offset between brackets m
H2 Dynamic offset between brackets at F m
Hb Belting height mm
K Radius of gyration of vessel m
KC Under keel clearance m
LC Bearing length of chain m
LOA Overall length of vessels hull m
LBP Length of vessels hull between perpendiculars m
LS Overall length of the smallest vessel using the berth m
LL Overall length of the largest vessel using the berth m
m Maximum mass displacement tonne
MD Displacement of vessel tonne
n Number of chains acting together
P Fender pitch or spacing m
83
Glossary
Commonly used symbols
Symbol Definition Units

R Distance from point of contact to the center of mass of the vessel m
RB Vessel bow radius
RF Reaction force of fender kN
V Velocity of vessel (true vector) m/s
VB Approach velocity of the vessel perpendicular to the berthing line m/s
VL Longitudinal velocity component (forward or estern) m/s
Berthing angle degree
Bow flare angle degree
F Deflection of the fender unit % or m
Hull contact angle with fender degree
SW Seawater density t/m3
Coefficient of friction
Velocity vector angle (between VB and R) degree
1 Static angle of chain degree
2 Dynamic angle of chain degree
R Combined reaction of all rubber fenders kN
LWT Light Weight Tonnage tonne
DWT Dead Weight Tonnage tonne
SWL Safe Working Load of chain tonne
MBL Minimum Breaking Load of chain tonne
Twenty-foot Equivalent Units, different shipping companies may use
TEU tonne
different definitions for estimations of overall TEU capacity
CEU Car Equivalent Units tonne
84
Codes and guidelines
Codes Description
ROM 2.0-11 Actions in the Design of Maritime and Harbor Works
ROM 3.1 Actions in the Design of Maritime and Harbor Works : this is the latest version of
the Spanish ROM available in English
BS6349-4:2014 Code of Practice for Design of Fendering and Mooring Systems
EAU 2004 Recommendations of the Committee for Waterfront Structures
PIANC 2002 Guidelines for the Design of Fender Systems: 2002 Marcom Report of WG33
ISO EN 12944 Standard for Corrosion protection of steel structures by protective paint systems
ASTM An internationalstandards organizationthat develops and publishes voluntary
consensus technicalstandardsfor a wide range of materials, products, systems,
and services
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 Harbor approach changes design guidelines from 2014 incl. the latest design
information on vessels
85
Disclaimer
Trelleborg AB has made every effort to ensure that the technical specifications and
product descriptions in this manual are correct.
The responsibility or liability for errors and omissions cannot be accepted for any reason
whatsoever. Customers are advised to request a detailed specification and certified
drawing prior to construction and manufacture. In the interests of improving the quality
and performance of our products and systems, we reserve the right to make specification
changes without prior notice. All dimensions, material properties and performance values
quoted are subject to normal production and testing tolerances. This manual supersedes
the information provided in all previous editions. If in doubt, please check with Trelleborg
Marine Systems.
Trelleborg AB, PO Box 153, 231 22 Trelleborg, Sweden.

This manual 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.
MN-ADM-v2.1-EN, 2016
86
Trelleborg is a world leader in engineered polymer solutions
that seal, damp and protect critical applications in
demanding environments. Its innovative solutions accelerate
performance for customers in a sustainable way.
w w w.t rel l eb o r g .c o m / M A RINE
twitter: @MarineInsights
youtube.com/user/TrelleborgMarine
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linkedin.com/MarineInsights
MarineInsightsBlog.Trelleborg.com
Trelleborg Marine Systems

Email: marinesystems@trelleborg.com

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

When you choose Trelleborg

Fender systems should be self-protective Ship technology

As stated in the British Standard*, fender design Installation techniques

* BS6349 : Code of Practice for Design of Fendering and Mooring

Methods are also adapted to working practices

Further design tools and utilities including generic

10 reasons for quality fendering

Purchase price Wear & tear

= Capital cost = Maintenance cost

Capital cost + Maintenance cost = FULL LIFE COST

Ship Structures Approach Location

Calculation of berthing energy

Calculation of fender energy absorption

Selection of appropriate fenders

Check impact on structure and vessel

Final selection of fender

Installation and maintenance

We have a dedicated team who will provide

Currents and winds

river bends may complicate berthing

Bulk carrier Need to be close to berth face to minimize shiploader outreach

Container ship Flared bows are prone to strike shore structures

Oil tanker Need to avoid fire hazards from sparks or friction

Ferry Quick turn around needed

Gas carrier Need to avoid fire hazards from sparks or friction

Most modern ships have bulbous bows. Care is needed

Almost every class of ship could be fitted with beltings

Barges, small tankers and general cargo ships can have

RoRo ships, car carriers and some navy vessels have

Ships with high freeboard include ferries, cruise and

Many modern ships, but especially tankers and gas

High speed catamarans and monohulls are often built

Many ships are modified during their lifetime with little

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

Using ship tables

Min. Lateral Max. Lateral

Min. Lateral Max. Lateral

Features Design considerations

Given ship dimensions and using typical block

Added Mass Coefficient (CM)

Shigera Ueda Vasco Costa*

*valid where VB 0.08m/s, KC 0.1D

Special case longitudinal approach

VL = longitudinal velocity component (forward or astern)

(assuming the center of mass is at

where, Common berthing cases

Lock entrances and guiding Dolphin berths

Mode (a) Mode (b)

Mode (a) Mode (b)

CM = 1.1 for Side Fenders

Quay structure design

PIANC recommends the following values:

Open structures including berth

Softness Coefficient (CS)

CS = 1.0 Soft fenders (f > 150mm)

Normal Berthing Energy (EN)

Abnormal Berthing Energy (EA)

Designing an efficient fender system

When selecting fenders the designer must consider

Fender systems should be self-protective Ship technology

As stated in the British Standard*, fender design Installation techniques

Quay structure design

Single or multiple fender contacts

The above curves are valid for all MV-element sizes.

Hull pressures and tidal range Permissible stresses Chain connections