cálculo defensas pianc_2002

Fender Design

Trelleborg Marine Systems

Ship Tables

Berthing Modes

Coeffi cients

Berth Layout

Panel Design

Materials

Fender TestingRef. M1100-S12-V1-3-EN

Section 12

www.trelleborg.com/marine

SO14750_TMS_text.indd 171SO14750_TMS_text.indd 171 13/04/2011 2:55 PM13/04/2011 2:55 PM

FENDER DESIGN

M1100-S12-V1-3-EN

© Trelleborg AB, 2011

12–2

Fenders must reliably protect ships, structures and themselves. They must work every day for many years in severe environments with little or no maintenance.

As stated in the British Standard†, fender design should be entrusted to ‘appropriately qualifi ed and experienced people’. Fender engineering requires an understanding of many areas:

Ship technology �Civil construction methods �Steel fabrications �Material properties �Installation techniques �Health and safety �Environmental factors �Regulations and codes of practice �

Using this guide

This guide should assist with many of the frequently asked questions which arise during fender design. All methods described are based on the latest recommendations of PIANC*

as well as other internationally recognised codes of practice.

Methods are also adapted to working practices within Trelleborg and to suit Trelleborg products.

Further design tools and utilities including generic specifi cations, energy calculation spreadsheets, fender performance curves and much more can be downloaded from the Trelleborg Marine Systems website (www.trelleborg.com/marine).

Exceptions

These guidelines do not encompass unusual ships, extreme berthing conditions and other extreme cases for which specialist advice should be sought.

Codes and guidelines

ROM 0.2-90 1990 Actions in the Design of Maritime and Harbor

Works

† BS6349 : Part 4 : 1994 1994 Code of Practice for Design of Fendering and

Mooring Systems

EAU 1996 1996 Recommendations of the Committee for

Waterfront Structures

PIANC Bulletin 95 1997 Approach Channels – A Guide to Design

Supplement to Bulletin No.95 (1997) PIANC

Japanese MoT 911 1998 Technical Note of the Port and Harbour

Research Institute, Ministry of Transport, Japan

No. 911, Sept 1998

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

2002 Marcom Report of WG33


GLOSSARY

M1100-S12-V1-3-EN


12–3

Symbol Defi nition Units

B Beam of vessel (excluding beltings and strakes) mC Positive clearance between hull of vessel and face of structure mCB Block coeffi cient of vessel’s hull –CC Berth confi guration coeffi cient –CE Eccentricity coeffi cient –CM Added mass coeffi cient (virtual mass coeffi cient) –CS Softness coeffi cient –D Draft of vessel mEN Normal berthing energy to be absorbed by fender kNmEA Abnormal berthing energy to be absorbed by fender kNmFL Freeboard at laden draft mFS Abnormal impact safety factor –H Height of compressible part of fender mK Radius of gyration of vessel mKC Under keel clearance mLOA Overall length of vessel’s hull mLBP Length of vessel’s hull between perpendiculars mLS Overall length of the smallest vessel using the berth mLL Overall length of the largest vessel using the berth mM Displacement of the vessel tonneM50 Displacement of the vessel at 50% confi dence limit tonneM75 Displacement of the vessel at 75% confi dence limit tonneMD Displacement of vessel tonneP Fender pitch or spacing mR Distance from point of contact to the centre of mass of the vessel mRF Reaction force of fender kNV Velocity of vessel (true vector) m/sVB Approach velocity of the vessel perpendicular to the berthing line m/sα Berthing angle degreeδ Defl ection of the fender unit % or mθ Hull contact angle with fender degreeμ Coeffi cient of friction –ϕ Velocity vector angle (between R and V) degree

Rubber fender Units made from vulcanised rubber (often with encapsulated steel plates) that absorbs energy by elastically deforming in compression, bending or shear or a combination of these effects.

Pneumatic fender Units comprising fabric reinforced rubber bags fi lled with air under pressure and that absorb energy from the work done in compressing the air above its normal initial pressure.

Foam fender Units comprising a closed cell foam inner core with reinforced polymer outer skin that absorb energy by virtue of the work done in compressing the foam.

Steel Panel A structural steel frame designed to distribute the forces generated during rubber fender compression.

Commonly used symbols

Defi nitions


WHY FENDER?

M1100-S12-V1-3-EN


12–4

10 reasons for quality fendering

Safety of staff, ships and structures � Much lower lifecycle costs �Rapid, trouble-free installation �Quicker turnaround time, greater effi ciency �Reduced maintenance and repair �Berths in more exposed locations �Better ship stability when moored �Lower structural loads �Accommodate more ship types and sizes �More satisfi ed customers �

‘There is a simple reason to use fenders: it is just too expensive not to do so’. These are the opening remarks of PIANC* and remain the primary reason why every modern port invests in protecting their structures with fenders.

Well-designed fender systems will reduce construction costs and will contribute to making the berth more effi cient by improving turn-around times. It follows that the longer a fender system lasts and the less maintenance it needs, the better the investment.

It is rare for the very cheapest fenders to offer the lowest long term cost. Quite the opposite is true. A small initial saving will often demand much greater investment in repairs and upkeep over the years. A cheap fender system can cost many times that of a well-engineered, higher quality solution over the lifetime of the berth as the graphs below demonstrate.

Capital costs Maintenance costs

0

20

40

60

80

100

120

140

160

180

Trelleborg Other

Purc

hase

pric

eO

ther

cos

ts

10 20 30 40Service life (years)

500

100

200

300

400

500

600

700

Trelleborg

Oth

er

Purchase price+ Design approvals+ Delivery delays+ Installation time+ Site support= Capital cost

Wear & tear+ Replacements+ Damage repairs+ Removal & scrapping+ Fatigue, corrosion= Maintenance cost

Capital cost + Maintenance cost = FULL LIFE COST


DESIGN FLOWCHART

M1100-S12-V1-3-EN


12–5

Functional

type(s) of cargo �safe berthing and mooring �

better stability on berth �reduction of reaction force �

Design criteria

Calculation of berthing energy

CM virtual mass factorCE eccentricity factor

CC berth confi guration factorCS softness factor

Mooring layout

location of mooring �equipment and/or dolphins

strength and type �of mooring lines

pre-tensioning of �mooring lines

Assume fender system and type

Computer simulation (fi rst series)

Check results

check vessel motions in six �degrees of freedomcheck vessel acceleration �

check defl ection, energy and �reaction forcecheck mooring line forces �

Computer simulation (optimisation)

Calculation of fender energy absorption

selection of abnormal berthing safety factor �

Selection of appropriate fenders

Determination of:

energy absorption �reaction force �defl ection �

environmental factors �angular compression �hull pressure �

frictional loads �chains etc �

Check impact on structure and vessel

horizontal and vertical loading �chance of hitting the structure �(bulbous bows etc)face of structure to �accommodate fender

implications of installing the �fenderbevels/snagging from hull �protrusionsrestraint chains �

Final selection of fender

determine main characteristics �of fenderPIANC Type Approved �verifi cation test methods �

check availability of fender �track record and warranties �future spares availability �fatigue/durability tests �

Operational

berthing procedures �frequency of berthing �limits of mooring and operations �(adverse weather)range of vessel sizes, types �special features of vessels �(fl are, beltings, list, etc)allowable hull pressures �

light, laden or partly laden ships �stand-off from face of structure �(crane reach)fender spacing �type and orientation of �waterfront structurespecial requirements �spares availability �

Site conditions

wind speed �wave height �current speed �

topography �tidal range �swell and fetch �

temperature �corrosivity �channel depth �

Design criteria

codes and standards �design vessels for calculations �normal/abnormal velocity �maximum reaction force �friction coeffi cient �desired service life �

safety factors (normal/abnormal) �maintenance cost/frequency �installation cost/practicality �chemical pollution �accident response �


THE DESIGN PROCESS

M1100-S12-V1-3-EN


12–6

Many factors contribute to the design of a fender:

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

StructuresFenders impose loads on the berthing structure. Many berths are being built in exposed locations, where fenders can play a crucial role in the overall cost of construction. Local practice, materials and conditions may infl uence the choice of fender.

BerthingMany 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 maintenanceFender 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.


ENVIRONMENT

M1100-S12-V1-3-EN


12–7

Berthing structures are located in a variety of places from sheltered basins to unprotected, open waters. Local conditions will play a large part in deciding the berthing speeds and approach angles, in turn affecting the type and size of suitable fenders.

Typical berthing locations

Non-tidal basinsWith minor changes in water level, these locations are usually sheltered from strong winds, waves and currents. Ship sizes may be restricted due to lock access.

Coastal berthsMaximum exposure to winds, waves and currents. Berths generally used by single classes of vessel such as oil, gas or bulk.

River berthsLargest tidal range (depends on site), with greater exposure to winds, waves and currents. Approach mode may be restricted by dredged channels and by fl ood and ebb tides. Structures on river bends may complicate berthing manoeuvres.

Tidal basinsLarger variations in water level (depends on location) but still generally sheltered from winds, waves and currents. May be used by larger vessels than non-tidal basins.

Tides

Tides vary by area and may have extremes of a few centimetres (Mediterranean, Baltic) or over 15 metres (parts of UK and Canada). Tides will infl uence the structure’s design and fender selection.

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

Currents and winds

Current and wind forces can push vessels onto or off the berth, and may infl uence the berthing speed.Once berthed, and provided the vessel contacts several fenders, the forces are usually less critical. However special cases do exist, especially on very soft structures. As a general guide, deep draught vessels (such as tankers) will be more affected by current and high freeboard vessels (such as RoRo and container ships) will be more affected by strong winds.

HRT

HATMHWSMHWN

MSL

MLWN

MLWS

LAT

LRT


STRUCTURES

M1100-S12-V1-3-EN


12–8

Features Design considerations

Open pile jetties Simple and cost-effective �

Good for deeper waters �

Load-sensitive �

Limited fi xing area for fenders �

Vulnerable to bulbous bows �

Low reaction reduces pile �sizes and concrete mass

Best to keep fi xings above �piles and low tide

Suits cantilever panel designs �

Dolphins Common for oil and gas terminals �

Very load-sensitive �

Flexible structures need careful �design to match fender loads

Structural repairs are costly �

Few but large fenders �

Total reliability needed �

Low reactions preferred �

Large panels for low hull �pressures need chains etc

Monopiles Inexpensive structures �

Loads are critical �

Not suitable for all geologies �

Suits remote locations �

Quick to construct �

Fenders should be designed �for fast installation

Restricted access means low �maintenance fenders

Low reactions must be �matched to structure

Parallel motion systems �

Mass structures Most common in areas with small tides �

Fender reaction not critical �

Avoid fi xings spanning pre-cast and �in situ sections or expansion joints

Keep anchors above low tide �

Care needed selecting fender �spacing and projection

Suits cast-in or retrofi t anchors �

Many options for fender types �

Sheet pilesQuick to construct �

Mostly used in low corrosion regions �

In situ concrete copes are common �

Can suffer from ALWC (accelerated �low water corrosion)

Fixing fenders direct to piles �diffi cult due to build tolerances

Keep anchors above low tide �

Care needed selecting fender �spacing and projection

The preferred jetty structure can infl uence the fender design and vice versa. The type of structure depends on local practice, the geology at the site, available materials and other factors.

Selecting an appropriate fender at an early stage can have a major effect on the overall project cost. Below are some typical structures and fender design considerations.


SHIP TYPES

M1100-S12-V1-3-EN


12–9

General cargo ship

Prefer small gaps between ship and quay to minimise 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 minimise shiploader outreach. �Possible need to warp ships along berth for shiploader to change holds. �Large change of draft between laden and empty conditions. �Require low hull contact pressures unless belted. �

Container shipFlared 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. �Require low hull contact pressures unless belted. �

Oil tanker

Need to avoid fi re hazards from sparks or friction. �Large change of draft between laden and empty conditions. �Require low hull contact pressures. �Coastal tankers may berth without tug assistance. �

RoRo shipShips have own loading ramps – usually stern, slewed or side doors. �High lateral and/or transverse berthing speeds. �Manoeuvrability at low speeds may be poor. �End 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 coloured hulls are easily marked. �Flared bows are prone to strike shore structures. �Require low hull contact pressures unless belted. �

FerryQuick turn around needed. �High berthing speeds, often with end berthing. �Intensive use of berth. �Berthing without tug assistance. �Many different shapes, sizes and condition of beltings. �

Gas carrierNeed to avoid fi re hazards from sparks or friction. �Shallow draft even at full load. �Require low hull contact pressures. �Single class of vessels using dedicated facilities. �Manifolds not necessarily at midships position. �


SHIP FEATURES

M1100-S12-V1-3-EN


12–10

Bow

fl ares

Common on container vessels and cruise ships. Big fl are angles may affect fender performance. Larger fender may be required to maintain clearance from the quay structure, cranes, etc.

Bulbous

bows

Most modern ships have bulbous bows. Care is needed at large berthing angles or with widely spaced fenders to ensure the bulbous bow does not catch behind the fender or hit structural piles.

Beltings &

strakes

Almost every class of ship could be fi tted with beltings or strakes. They are most common on RoRo ships or ferries, but may even appear on container ships or gas carriers. Tugs and offshore supply boats have very large beltings.

Flying

bridge

Cruise and RoRo ships often have fl ying bridges. In locks, or when tides are large, care is needed to avoid the bridge sitting on top of the fender during a falling tide.

Low

freeboard

Barges, small tankers and general cargo ships can have a small freeboard. Fenders should extend down so that vessels cannot catch underneath at low tides and when fully laden.

Stern &

side doors

RoRo ships, car carriers and some navy vessels have large doors for vehicle access. These are often recessed and can snag fenders – especially in locks or when warping along the berth.

High

freeboard

Ships with high freeboard include ferries, cruise and container ships, as well as many lightly loaded vessels. Strong winds can cause sudden, large increases in berthing speeds.

Low hull

pressure

Many modern ships, but especially tankers and gas carriers, require very low hull contact pressures, which are achieved using large fender panels or fl oating fenders.

Aluminium

hulls

High speed catamarans and monohulls are often built from aluminium. They can only accept loads from fenders at special positions: usually reinforced beltings set very low or many metres above the waterline.

Special

features

Many ships are modifi ed during their lifetime with little regard to the effect these changes may have on berthing or fenders. Protrusions can snag fenders but risks are reduced by large bevels and chamfers on the frontal panels.


BERTHING MODES

M1100-S12-V1-3-EN


12–11

Side berthing

V

ϕ

αTypical values

0° ≤ α ≤ 15°

100mm/s ≤ V ≤ 300mm/s

60° ≤ ϕ ≤ 90°

Dolphin berthing

ϕ

αTug

V

Typical values

0° ≤ α ≤ 10°

100mm/s ≤ V ≤ 200mm/s

30° ≤ ϕ ≤ 90°

End berthing

α

Vϕ

Typical values

0° ≤ α ≤ 10°

200mm/s ≤ V ≤ 500mm/s

0° ≤ ϕ ≤ 10°

Lock entrances

Vϕ

α

Typical values

0° ≤ α ≤ 30°

300mm/s ≤ V ≤ 2000mm/s

0° ≤ ϕ ≤ 30°

Ship-to-ship berthing

ϕ

V

αTypical values

0° ≤ α ≤ 15°

150mm/s ≤ V ≤ 500mm/s

60° ≤ ϕ ≤ 90°


BERTHING ENERGY

M1100-S12-V1-3-EN


12–12

The kinetic energy of a berthing ship needs to be absorbed by a suitable fender system and this is most commonly carried out using well recognised deterministic methods as outlined in the following sections.

Normal Berthing Energy (EN)

Most berthings will have energy less than or equal to the normal berthing energy (EN). The calculation should take into account worst combinations of vessel displacement, velocity, angle as well as the various coeffi cients. Allowance should also be made for how often the berth is used, any tidal restrictions, experience of the operators, berth type, wind and current exposure.

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

Where,EN = Normal berthing energy to be absorbed by the fender (kNm)M = Mass of the vessel (displacement in tonne) at chosen confi dence level.*VB = Approach velocity component perpendicular to the berthing line† (m/s).CM = Added mass coeffi cientCE = Eccentricity coeffi cientCC = Berth confi guration coeffi cientCS = Softness coeffi cient

* PIANC suggests 50% or 75% confi dence limits (M50 or M75) are appropriate to most cases.† Berthing velocity (VB) is usually based on displacement at 50% confi dence limit (M50).

Abnormal Berthing Energy (EA)

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

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

Where,EA = Abnormal berthing energy to be absorbed by the fender (kNm)FS = Safety factor for abnormal berthings

Choosing a suitable safety factor (FS) will depend on many factors:

The consequences a fender failure may have on berth operations. �How frequently the berth is used. �Very low design berthing speeds which might easily be exceeded. �Vulnerability to damage of the supporting structure. �Range of vessel sizes and types using the berth. �Hazardous or valuable cargoes including people. �

PIANC Factors of Safety (FS)

Vessel type Size FS

Tanker, bulk, cargoLargestSmallest

1.251.75

ContainerLargestSmallest

1.52.0

General cargo 1.75

RoRo, ferries ≥ 2.0

Tugs, workboats, etc 2.0

EN = 0.5 × M × VB2 × CM × CE × CC × CS

EA = FS × EN

Source: PIANC 2002; Table 4.2.5.

PIANC recommends that ‘the factor of

abnormal impact when derived should be

not be less than 1.1 nor more than 2.0

unless exception circumstances prevail’.

Source: PIANC 2002; Section 4.2.8.5.


SHIP DEFINITIONS

M1100-S12-V1-3-EN


12–13

Many different defi nitions are used to describe ship sizes and classes. Some of the more common descriptions are given below.

USING SHIP TABLES

Ship tables originally appeared in PIANC 2002. They are divided into

Confi dence Limits (CL) which are defi ned as the proportion of ships of the

same DWT with dimensions equal to or less than those in the table. PIANC

considers 50% to 75% confi dence limits are the most appropriate for design.

Please ask Trelleborg Marine Systems for supplementary tables of latest

and largest vessel types including Container, RoRo, Cruise and LNG.

LWT

MD

DWT+ =

D

DL

MD = LWT + DWT

The ship tables show laden draft (DL) of vessels. The draft of a partly loaded ship (D) can be estimated using the formula below:

50% 75%

MD

DL × LWT

MD

DL × (MD – DWT)D ≈ =

Vessel Type Length × Beam × Draft DWT Comments

Small feeder 200m × 23m × 9m 1st Generation container<1,000 teu

Feeder 215m × 30m × 10m 2nd Generation container1,000–2,500 teu

Panamax1 290m × 32.3m × 12m 3rd Generation container2,500–5,000 teu

Post-Panamax 305m × >32.3m × 13m 4th Generation container5,000–8,000 teu

Super post-Panamax (VLCS) 5th Generation container>8,000 teu

Suezmax2 500m × 70m × 21.3m All vessel types in Suez Canal

Seaway-Max3 233.5m × 24.0m × 9.1m All vessel types in St Lawrence Seaway

Handysize 10,000–40,000 dwt Bulk carrier

Cape Size 130,000–200,000 dwt Bulk carrier

Very large bulk carrier (VLBC) >200,000 dwt Bulk carrier

Very large crude carrier (VLCC) 200,000–300,000 dwt Oil tanker

Ultra large crude carrier (ULCC) >300,000 dwt Oil tanker

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

Lock chambers are 305m long and 33.5m wide. The largest depth of the canal is 12.5–13.7m. The canal is about 86km long and passage takes eight hours.

The canal, connecting the Mediterranean and Red Sea, is about 163km long and varies from 80–135m wide. It has no lock chambers but most of the canal has a single traffi c lane with passing bays.

The seaway system allows ships to pass from the Atlantic Ocean to the Great Lakes via six short canals totalling 110km, with 19 locks, each 233m long, 24.4m wide and 9.1m deep.


SHIP TABLES

M1100-S12-V1-3-EN


12–14

Type DWT/GRTDisplacement

M50

LOA LBP B FL DL

Wind area

Lateral Front

Full Load Ballast Full Load Ballast

Generalcargo ship

1000 1580 63 58 10.3 1.6 3.6 227 292 59 88

2000 3040 78 72 12.4 1.9 4.5 348 463 94 134

3000 4460 88 82 13.9 2.1 5.1 447 605 123 172

5000 7210 104 96 16.0 2.3 6.1 612 849 173 236

7000 9900 115 107 17.6 2.5 6.8 754 1060 216 290

10000 13900 128 120 19.5 2.7 7.6 940 1340 274 361

15000 20300 146 136 21.8 3.0 8.7 1210 1760 359 463

20000 26600 159 149 23.6 3.1 9.6 1440 2130 435 552

30000 39000 181 170 26.4 3.5 10.9 1850 2780 569 709

40000 51100 197 186 28.6 3.7 12.0 2210 3370 690 846

Bulk carrier

5000 6740 106 98 15.0 2.3 6.1 615 850 205 231

7000 9270 116 108 16.6 2.6 6.7 710 1010 232 271

10000 13000 129 120 18.5 2.9 7.5 830 1230 264 320

15000 19100 145 135 21.0 3.3 8.4 980 1520 307 387

20000 25000 157 148 23.0 3.6 9.2 1110 1770 341 443

30000 36700 176 167 26.1 4.1 10.3 1320 2190 397 536

50000 59600 204 194 32.3 4.8 12.0 1640 2870 479 682

70000 81900 224 215 32.3 5.3 13.3 1890 3440 542 798

100000 115000 248 239 37.9 5.9 14.8 2200 4150 619 940

150000 168000 279 270 43.0 6.6 16.7 2610 5140 719 1140

200000 221000 303 294 47.0 7.2 18.2 2950 5990 800 1310

250000 273000 322 314 50.4 7.8 19.4 3240 6740 868 1450

Containership

7000 10200 116 108 19.6 2.4 6.9 1320 1360 300 396

10000 14300 134 125 21.6 3.0 7.7 1690 1700 373 477

15000 21100 157 147 24.1 3.9 8.7 2250 2190 478 591

20000 27800 176 165 26.1 4.6 9.5 2750 2620 569 687

25000 34300 192 180 27.7 5.2 10.2 3220 3010 652 770

30000 40800 206 194 29.1 5.8 10.7 3660 3370 729 850

40000 53700 231 218 32.3 6.8 11.7 4480 4040 870 990

50000 66500 252 238 32.3 7.7 12.5 5230 4640 990 1110

60000 79100 271 256 35.2 8.5 13.2 5950 5200 1110 1220

Oil tanker

1000 1450 59 54 9.7 0.5 3.8 170 266 78 80

2000 2810 73 68 12.1 0.7 4.7 251 401 108 117

3000 4140 83 77 13.7 1.0 5.3 315 509 131 146

5000 6740 97 91 16.0 1.4 6.1 419 689 167 194

7000 9300 108 102 17.8 1.7 6.7 505 841 196 233

10000 13100 121 114 19.9 2.0 7.5 617 1040 232 284

15000 19200 138 130 22.5 2.6 8.4 770 1320 281 355

20000 25300 151 143 24.6 3.1 9.1 910 1560 322 416

30000 37300 171 163 27.9 3.7 10.3 1140 1990 390 520

50000 60800 201 192 32.3 4.9 11.9 1510 2690 497 689

70000 83900 224 214 36.3 5.7 13.2 1830 3280 583 829

100000 118000 250 240 40.6 6.8 14.6 2230 4050 690 1010

150000 174000 284 273 46.0 8.3 16.4 2800 5150 840 1260

200000 229000 311 300 50.3 9.4 17.9 3290 6110 960 1480

300000 337000 354 342 57.0 11.4 20.1 4120 7770 1160 1850

smaller

50%

larger


SHIP TABLES

M1100-S12-V1-3-EN


12–15


M50

LOA LBP B FL DL

Wind area

Lateral Front


RoRo ship

1000 1970 66 60 13.2 2.0 3.2 700 810 216 217

2000 3730 85 78 15.6 2.9 4.1 970 1110 292 301

3000 5430 99 90 17.2 3.6 4.8 1170 1340 348 364

5000 8710 119 109 19.5 4.7 5.8 1480 1690 435 464

7000 11900 135 123 21.2 5.5 6.6 1730 1970 503 544

10000 16500 153 141 23.1 6.7 7.5 2040 2320 587 643

15000 24000 178 163 25.6 8.2 8.7 2460 2790 701 779

20000 31300 198 182 27.4 9.5 9.7 2810 3180 794 890

30000 45600 229 211 30.3 11.7 11.3 3400 3820 950 1080

Passenger

(cruise) ship

1000 850 60 54 11.4 2.2 1.9 426 452 167 175

2000 1580 76 68 13.6 2.8 2.5 683 717 225 234

3000 2270 87 78 15.1 3.2 3.0 900 940 267 277

5000 3580 104 92 17.1 3.9 3.6 1270 1320 332 344

7000 4830 117 103 18.6 4.5 4.1 1600 1650 383 396

10000 6640 133 116 20.4 5.0 4.8 2040 2090 446 459

15000 9530 153 132 22.5 5.9 5.6 2690 2740 530 545

20000 12300 169 146 24.2 5.2 7.6 3270 3320 599 614

30000 17700 194 166 26.8 7.3 7.6 4310 4350 712 728

50000 27900 231 197 30.5 10.6 7.6 6090 6120 880 900

70000 37600 260 220 33.1 13.1 7.6 7660 7660 1020 1040

Ferry

1000 810 59 54 12.7 1.9 2.7 387 404 141 145

2000 1600 76 69 15.1 2.5 3.3 617 646 196 203

3000 2390 88 80 16.7 2.8 3.7 811 851 237 247

5000 3940 106 97 19.0 3.3 4.3 1150 1200 302 316

7000 5480 119 110 20.6 3.7 4.8 1440 1510 354 372

10000 7770 135 125 22.6 4.2 5.3 1830 1930 419 442

15000 11600 157 145 25.0 4.7 6.0 2400 2540 508 537

20000 15300 174 162 26.8 5.2 6.5 2920 3090 582 618

30000 22800 201 188 29.7 5.9 7.4 3830 4070 705 752

40000 30300 223 209 31.9 6.5 8.0 4660 4940 810 860

Gas carrier

1000 2210 68 63 11.1 1.0 4.3 350 436 121 139

2000 4080 84 78 13.7 1.6 5.2 535 662 177 203

3000 5830 95 89 15.4 2.0 5.8 686 846 222 254

5000 9100 112 104 17.9 2.7 6.7 940 1150 295 335

7000 12300 124 116 19.8 3.2 7.4 1150 1410 355 403

10000 16900 138 130 22.0 3.8 8.2 1430 1750 432 490

15000 24100 157 147 24.8 4.6 9.3 1840 2240 541 612

20000 31100 171 161 27.1 5.4 10.0 2190 2660 634 716

30000 44400 194 183 30.5 6.1 11.7 2810 3400 794 894

50000 69700 227 216 35.5 9.6 11.7 3850 4630 1050 1180

70000 94000 252 240 39.3 12.3 11.7 4730 5670 1270 1420

100000 128000 282 268 43.7 15.6 11.7 5880 7030 1550 1730

smaller

50%

larger


SHIP TABLES

M1100-S12-V1-3-EN


12–16


M75

LOA LBP B FL DL

Wind area

Lateral Front


Generalcargo ship

1000 1690 67 62 10.8 1.9 3.9 278 342 63 93

2000 3250 83 77 13.1 2.3 4.9 426 541 101 142

3000 4750 95 88 14.7 2.5 5.6 547 708 132 182

5000 7690 111 104 16.9 2.8 6.6 750 993 185 249

7000 10600 123 115 18.6 3.0 7.4 922 1240 232 307

10000 14800 137 129 20.5 3.3 8.3 1150 1570 294 382

15000 21600 156 147 23.0 3.6 9.5 1480 2060 385 490

20000 28400 170 161 24.9 3.9 10.4 1760 2490 466 585

30000 41600 193 183 27.8 4.3 11.9 2260 3250 611 750

40000 54500 211 200 30.2 4.6 13.0 2700 3940 740 895

Bulk carrier

5000 6920 109 101 15.5 2.4 6.2 689 910 221 245

7000 9520 120 111 17.2 2.6 6.9 795 1090 250 287

10000 13300 132 124 19.2 2.9 7.7 930 1320 286 340

15000 19600 149 140 21.8 3.3 8.6 1100 1630 332 411

20000 25700 161 152 23.8 3.6 9.4 1240 1900 369 470

30000 37700 181 172 27.0 4.1 10.6 1480 2360 428 569

50000 61100 209 200 32.3 4.7 12.4 1830 3090 518 723

70000 84000 231 221 32.3 5.2 13.7 2110 3690 586 846

100000 118000 255 246 39.2 5.9 15.2 2460 4460 669 1000

150000 173000 287 278 44.5 6.7 17.1 2920 5520 777 1210

200000 227000 311 303 48.7 7.3 18.6 3300 6430 864 1380

250000 280000 332 324 52.2 7.8 19.9 3630 7240 938 1540

Containership

7000 10700 123 115 20.3 2.6 7.2 1460 1590 330 444

10000 15100 141 132 22.4 3.3 8.0 1880 1990 410 535

15000 22200 166 156 25.0 4.3 9.0 2490 2560 524 663

20000 29200 186 175 27.1 5.0 9.9 3050 3070 625 771

25000 36100 203 191 28.8 5.7 10.6 3570 3520 716 870

30000 43000 218 205 30.2 6.4 11.1 4060 3950 800 950

40000 56500 244 231 32.3 7.4 12.2 4970 4730 950 1110

50000 69900 266 252 32.3 8.4 13.0 5810 5430 1090 1250

60000 83200 286 271 36.5 9.2 13.8 6610 6090 1220 1370

Oil tanker

1000 1580 61 58 10.2 0.5 4.0 190 280 86 85

2000 3070 76 72 12.6 0.8 4.9 280 422 119 125

3000 4520 87 82 14.3 1.1 5.5 351 536 144 156

5000 7360 102 97 16.8 1.5 6.4 467 726 184 207

7000 10200 114 108 18.6 1.8 7.1 564 885 216 249

10000 14300 127 121 20.8 2.1 7.9 688 1090 255 303

15000 21000 144 138 23.6 2.7 8.9 860 1390 309 378

20000 27700 158 151 25.8 3.2 9.6 1010 1650 355 443

30000 40800 180 173 29.2 3.9 10.9 1270 2090 430 554

50000 66400 211 204 32.3 5.0 12.6 1690 2830 548 734

70000 91600 235 227 38.0 6.0 13.9 2040 3460 642 884

100000 129000 263 254 42.5 7.1 15.4 2490 4270 761 1080

150000 190000 298 290 48.1 8.5 17.4 3120 5430 920 1340

200000 250000 327 318 42.6 9.8 18.9 3670 6430 1060 1570

300000 368000 371 363 59.7 11.9 21.2 4600 8180 1280 1970

smaller

75%

larger


SHIP TABLES

M1100-S12-V1-3-EN


12–17


M75

LOA LBP B FL DL

Wind area

Lateral Front


RoRo ship

1000 2190 73 66 14.0 2.7 3.5 880 970 232 232

2000 4150 94 86 16.6 3.9 4.5 1210 1320 314 323

3000 6030 109 99 18.3 4.7 5.3 1460 1590 374 391

5000 9670 131 120 20.7 6.1 6.4 1850 2010 467 497

7000 13200 148 136 22.5 7.3 7.2 2170 2350 541 583

10000 18300 169 155 24.6 8.8 8.2 2560 2760 632 690

15000 26700 196 180 27.2 10.7 9.6 3090 3320 754 836

20000 34800 218 201 29.1 12.4 10.7 3530 3780 854 960

30000 50600 252 233 32.2 15.2 12.4 4260 4550 1020 1160

Passenger(cruise) ship

1000 1030 64 60 12.1 2.3 2.6 464 486 187 197

2000 1910 81 75 14.4 2.9 3.4 744 770 251 263

3000 2740 93 86 16.0 3.4 4.0 980 1010 298 311

5000 4320 112 102 18.2 4.2 4.8 1390 1420 371 386

7000 5830 125 114 19.8 4.7 5.5 1740 1780 428 444

10000 8010 142 128 21.6 5.3 6.4 2220 2250 498 516

15000 11500 163 146 23.9 6.2 7.5 2930 2950 592 611

20000 14900 180 160 25.7 7.3 8.0 3560 3570 669 690

30000 21300 207 183 28.4 9.8 8.0 4690 4680 795 818

50000 33600 248 217 32.3 13.7 8.0 6640 6580 990 1010

70000 45300 278 243 35.2 16.6 8.0 8350 8230 1140 1170

Ferry

1000 1230 67 61 14.3 2.1 3.4 411 428 154 158

2000 2430 86 78 17.0 2.6 4.2 656 685 214 221

3000 3620 99 91 18.8 2.9 4.8 862 903 259 269

5000 5970 119 110 21.4 3.5 5.5 1220 1280 330 344

7000 8310 134 124 23.2 3.9 6.1 1530 1600 387 405

10000 11800 153 142 25.4 4.3 6.8 1940 2040 458 482

15000 17500 177 164 28.1 5.0 7.6 2550 2690 555 586

20000 23300 196 183 30.2 5.5 8.3 3100 3270 636 673

30000 34600 227 212 33.4 6.2 9.4 4070 4310 771 819

40000 45900 252 236 35.9 6.9 10.2 4950 5240 880 940

Gas carrier

1000 2480 71 66 11.7 1.1 4.6 390 465 133 150

2000 4560 88 82 14.3 1.5 5.7 597 707 195 219

3000 6530 100 93 16.1 2.0 6.4 765 903 244 273

5000 10200 117 109 18.8 2.6 7.4 1050 1230 323 361

7000 13800 129 121 20.8 3.2 8.1 1290 1510 389 434

10000 18900 144 136 23.1 3.9 9.0 1600 1870 474 527

15000 27000 164 154 26.0 4.8 10.1 2050 2390 593 658

20000 34800 179 169 28.4 5.5 11.0 2450 2840 696 770

30000 49700 203 192 32.0 6.7 12.3 3140 3630 870 961

50000 78000 237 226 37.2 10.5 12.3 4290 4940 1150 1270

70000 105000 263 251 41.2 13.4 12.3 5270 6050 1390 1530

100000 144000 294 281 45.8 16.9 12.3 6560 7510 1690 1860

smaller

75%

larger


12–18

USE WITH CAUTION

Deadweight (DWT)*

1,000

e

0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

Appr

oach

vel

ocity

, VB (

m/s

)

500,000100,00010,000

d

c

b

a

most commonlyused conditions

Berthing speeds depend on the ease or diffi culty of the approach, the exposure of the berth and the vessel’s size. Conditions are normally divided into fi ve categories as shown in the chart’s key table.

The most widely used guide to approach speeds is the Brolsma table, adopted by BS1, PIANC2 and other standards. For ease of use, speeds for the main vessel sizes are shown at the bottom of this page.

Berthing condition

a Easy berthing, shelteredb Diffi cult berthing, shelteredc Easy berthing, exposedd Good berthing, exposede Diffi cult berthing, exposed

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

Caution: low berthing speeds are easily exceeded.

Approach velocities less than �

0.1m/s should be used with

caution.

Values are for tug-assisted �

berthing.

Spreadsheets for calculating the �

approach velocity and berthing

energy are available at

www.trelleborg.com/marine .

Actual berthing velocities can be �

measured, displayed and recorded

using a SmartDock Docking Aid

System (DAS) by Harbour Marine.†

† Harbour Marine is part of

Trelleborg Marine Systems.

APPROACH VELOCITY (VB)

VB

* PIANC suggests using DWT from 50% or 75% confi dence limit ship tables.

M1100-S12-V1-3-EN



12–19

12–19

The added mass coeffi cient 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.

The block coeffi cient (CB) is a function of the hull shape and is expressed as follows:

where,MD = displacement of vessel (t)LBP = length between perpendiculars (m)B = beam (m)D = draft (m)ρSW = seawater density ≈ 1.025t/m3

Typical block coeffi cients (CB)

Container vessels 0.6–0.8

General cargo and bulk carriers 0.72–0.85

Tankers 0.85

Ferries 0.55–0.65

RoRo vessels 0.7–0.8

D

B

LBP

B

D

Quay

KC

VB

ADDED MASS COEFFICIENT (CM)

BLOCK COEFFICIENT (CB)

PIANC (2002)Shigera Ueda

(1981)Vasco Costa*

(1964)

for ≤ 0.1D

KC CM = 1.8

2 × CB × B

π × D=CM

B

2D= 1 +CMfor ≤ 0.5

D

KC0.1 ≤ CM = 1.875 – 0.75

DKC

for ≥ 0.5D

KC CM = 1.5

where,D = draft of vessel (m)B = beam of vessel (m)LBP = length between

perpendiculars (m)KC = under keel clearance (m)

Special case – longitudinal approach

V CM = 1.1Recommended by PIANC.

Given ship dimensions and using typical block coeffi cients, the displacement can be estimated:

MD ≈ CB × LBP × B × D × ρSW

* valid where VB ≥ 0.08m/s, KC ≥ 0.1D

LBP × B × D × ρSW

MD

=CB

Source: PIANC 2002; Table 4.2.2


12–20

R ϕα

LBP

xy

VVL

VB

B2

berthing line

Common berthing cases

Quarter-point berthing

CE ≈ 0.4–0.6

Third-point berthing

CE ≈ 0.6–0.8

Midships berthing

CE ≈ 1.0

x = 4LBP

x = 3LBP

x = 2LBP

Where the ship has a signifi cant forward motion, PIANC suggests that the ship’s speed parallel to the berthing face (Vcosα) is not decreased by berthing impacts, and it is the transverse velocity component (Vsinα) which much be resisted by the fenders. When calculating the eccentricity coefficient, the velocity vector angle (ϕ) is taken between V and R.

Ships rarely berth exactly midway between dolphins.ROM 0.2-90 suggests a=0.1L, with a minimum of 10m and maximum of 15m between the midpoint and the vessel’s centre of mass. This offset reduces the vector angle (ϕ) and increases the eccentricity coeffi cient.

VR

ϕ

α

αϕTug

V

R

a

M1100-S12-V1-3-EN


ECCENTRICITY COEFFICIENT (CE)

The Eccentricity Coeffi cient allows for the energy dissipated by rotation of the ship about its point of impact with the fenders. The correct point of impact, berthing angle and velocity vector angle are all important for accurate calculation of the eccentricity coeffi cient.

In practice, CE often varies between 0.3 and 1.0 for different berthing cases.

Velocity (V) is not always perpendicular to the berthing line.

VL = longitudinal velocity component (forward or astern)

x + y = 2LBP

2

2B

y2R +=

K = (0.19 × CB + 0.11) × LBP

where,B = beam (m)CB = block coeffi cientLBP = length between perpendiculars (m)R = centre of mass to point of impact (m)K = radius of gyration (m)

Caution: for ϕ < 10º, CE 1.0

(assuming the centre of mass is at mid-length of the ship)

K2 + R2

K2 + R2cos2ϕ=CE

Lock entrances and guiding fenders Dolphin berths


12–21

Breastingdolphins

Approach

A

B

C

α ≤ 15º

ϕ

V1

R

V2

V3

≤0.25LS

≤0.25LS

≤0.25LS

≤0.25LS

≤0.25LS

End fender andshore based ramp

R

Outer end

Inner end

α

End fender andshore based ramp

V3

V2

≤0.25LS

≥ 1.05LL

Breastingdolphins

V1

α ≤ 15º

A

B

C

ϕ

M1100-S12-V1-3-EN


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

Mode b) Mode c)

RoRo vessels with bow and/or stern ramps make a transverse approach to the berth. The ships then move along the quay or dolphins using the side fenders for guidance until they are the required distance from the shore ramp structure.

Lower berthing energy �Reduced speeds may affect ship manoeuvrability �Increased turn-around time �C � E is smaller (typically 0.4–0.7)

RoRo vessels approach either head-on or stern-on with a large longitudinal velocity. Side fenders guide the vessel but ships berth directly against the shore ramp structure or dedicated end fenders.

Quicker berthing and more controllable in strong winds �High berthing energies �Risk of vessel hitting inside of fenders or even the �dolphinsC � E can be large (typically 0.6–0.9)

ECCENTRICITY COEFFICIENT (CE)

Special cases for RoRo Terminals

Fender Typical values

A Side 100mm/s ≤ V1 ≤ 300mm/s 60° ≤ ϕ ≤ 90°

B Side 300mm/s ≤ V2 ≤ 500mm/s N/A

C End 200mm/s ≤ V3 ≤ 500mm/s 0° ≤ ϕ ≤ 10°

Fender Typical values

A Side 1000mm/s ≤ V1 ≤ 3000mm/s 0° ≤ ϕ ≤ 50°

B Side 500mm/s ≤ V2 ≤ 1000mm/s 0° ≤ ϕ ≤ 50°C End 200mm/s ≤ V3 ≤ 500mm/s 0° ≤ ϕ ≤ 10°


12–22

When ships berth at small angles against solid structures, the water between hull and quay acts as a cushion and dissipates a small part of the berthing energy. The extent to which this factor contributes will depend upon several factors:

SOFTNESS COEFFICIENT (CS)

Where fenders are hard relative to the fl exibility 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:

BERTH CONFIGURATION COEFFICIENT (CC)

M1100-S12-V1-3-EN


CC = 1.0

Open structures including berth corners �Berthing angles > 5º �Very low berthing velocities �Large underkeel clearance �

CC = 0.9 Solid quay structures �Berthing angles > 5º �

Closed structure

Semi-closed structure

Quay structure design �Underkeel clearance �Velocity and angle of approach �Projection of fender �Vessel hull shape �

PIANC recommends the following values:

CS = 1.0 Soft fenders (δf > 150mm)

CS = 0.9 Hard fenders (δf ≤ 150mm)

Note: where the under keel clearance has already been considered for added mass (CM), the berth confi guration coeffi cient CC=1 is usually assumed.


FENDER SELECTION

M1100-S12-V1-3-EN


12–23

Comparing effi ciency

Every type and size of fender has different performance characteristics. Whatever type of fenders are used, they must have suffi cient 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 effi ciency �

Rea

ctio

n

Deflection

ENERGY

= area under curve

Fender effi ciency is defi ned as the ratio of the energy absorbed to the reaction force generated. This method allows fenders of many sizes and types to be compared as the example shows.

Comparisons should also be made at other compression angles, speeds and temperatures when applicable.

R

D

E

R

D

E

Super Cone

SCN 1050 (E2)

E = 458kNmR = 843kND = 768mmP = 187kN/m2 *

SeaGuard

SG 2000 × 3500 (STD)

E = 454kNmR = 845kND = 1200mmP = 172kN/m2

E = 0.543 kNm/kNR E = 0.537 kNm/kNR

* for a 4.5m2 panel

This comparison shows Super Cone and SeaGuard fenders with similar energy, reaction and hull pressure, but different height, defl ection and initial stiffness (curve gradient).


FENDER PITCH

M1100-S12-V1-3-EN


12–24

Fenders spaced too far apart may allow ships to hit the structure. A positive clearance (C) should always be maintained, usually between 5–15% of the uncompressed fender height (H).

A minimum clearance of 300mm inclusive of bow fl are is commonly specifi ed.

Smaller ships have smaller bow �radius but usually cause smaller fender defl ection.Clearance distances should take �account of bow fl are angles.Bow fl ares are greater near to �the bow and stern.Where ship drawings are �available, these should be used to estimate bow radius.

δF

α

θ θ

θ

P

h

h = H – δFB

ow r

adiu

s, R

B

H C

P2/

P2/

Bow radius

where,RB = bow radius (m)B = beam of vessel (m)LOA = vessel length overall (m)

Fender pitch

where,P = pitch of fenderRB = bow radius (m)h = fender projection when compressed, measured at centreline of fendera = berthing angleC = clearance between vessel and dock (C should be 5–15% of the

undefl ected fender projection, including panel)θ = hull contact angle with fender

As a guide to suitable distance between fenders on a continuous wharf, the formula below indicates the maximum fender pitch. Small, intermediate and large vessels should be checked.

According to BS 6349: Part 4: 1994, it is also recommended that the fender spacing does not exceed 0.15 × LS, where LS is the length of the smallest ship.

CautionLarge fender spacings may work in theory but in practice a maximum spacing of 12–15m is more realistic.

00 65 0 140 0 425

Displacement (1000 t) Displacement (1000 t) Displacement (1000 t)

Bow

rad

ius

(met

res)

50

100

150

200Cruise liner Container ship Bulk carrier/

general cargo

RB ≈ +8B

LOA

2

2

1

2

B

P ≤ 2 RB2 – (RB – h + C)2

The bow radius formula is approximate and should be checked against actual ship dimensions where possible.


MULTIPLE CONTACT CASES

M1100-S12-V1-3-EN


12–25

Flare Bow radius Dolphin

β

θ

α

P

Bow

radius, RB

α

where RB = bow radius2RB

P=sinθ

Energy absorbed by three (or more) fenders �Larger fender defl ection likely �Bow fl are is important �1-fender contact also possible for ships with small �bow radius

Energy divided over 2 (or more) fenders �Smaller fender defl ections �Greater total reaction into structure �Clearance depends on bow radius and bow fl are �

3-fender contact 2-fender contact

ANGULAR BERTHING

The berthing angle between the fender and the ship’s hull may result in some loss of energy absorption. Angular berthing means the horizontal and/or vertical angle between the ship’s hull and the berthing structure at the point of contact.There are three possible conditions for the effects of angular berthing: fl are, bow radius and dolphin.

P P

H

BerthinglineBerthingline

BerthinglineBerthingline

P

RB RB

P P

δFδF2δF2 δF1

RB RB

P2/

P2/


FENDER PANEL DESIGN

M1100-S12-V1-3-EN


12–26

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

Hull pressures and tidal range �Lead-in bevels and chamfers �Bending moment and shear �Local buckling �Limit state load factors �Steel grade �Permissible stresses �Weld sizes and types �Effects of fatigue and cyclic �loadsPressure test method �Rubber fender connections �UHMW-PE attachment �Chain connections �Lifting points �Paint systems �Corrosion allowance �Maintenance and service life �

3 design cases

Full-face contact Low-level impact Double contact

F

F

R R R1

R2

n × TF1

F2

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 specifi cations should be consulted in all cases for the

full specifi cations of steel grades listed and other similar grades.

PIANC steel thicknesses

PIANC recommends the following minimum steel thicknesses for fender panel construction:

Exposed both faces ≥ 12mm

Exposed one face ≥ 9mm

Internal (not exposed) ≥ 8mm

Corresponding minimum panel thickness

will be 140–160mm (excluding UHMW-PE

face pads) and often much greater.

Typical panel weights

The table can be used as a guide to minimum average panel weight (excluding UHMW-PE face pads) for different service conditions:

Light duty 200–250kg/m2

Medium duty 250–300kg/m2

Heavy duty 300–400kg/m2

Extreme duty ≥400kg/m2

Steel Properties

Standard GradeYield Strength (min) Tensile Strength (min) Temperature

N/mm² psi N/mm² psi °C °F

EN 10025

S235JR(1.0038) 235 34 000 360 52 000 – –

S275JR(1.0044) 275 40 000 420 61 000 – –

S355J2(1.0570) 355 51 000 510 74 000 -20 -4

S355J0(1.0553) 355 51 000 510 74 000 0 32

JIS G-3101

SS41 235 34 000 402 58 000 0 32

SS50 275 40 000 402 58 000 0 32

SM50 314 46 000 490 71 000 0 32

ASTMA-36 250 36 000 400 58 000 0 32

A-572 345 50 000 450 65 000 0 32

Source: PIANC 2002; Section 4.1.6.


HULL PRESSURES

M1100-S12-V1-3-EN


12–27

Allowable hull pressures depend on hull plate thickness and frame spacing. These vary according to the type of ship. PIANC gives the following advice on hull pressures:

Vessel type Size/classHull pressure

(kN/m2)

Container ships

< 1 000 teu (1st/2nd generation)< 3 000 teu (3rd generation)< 8 000 teu (4th generation)> 8 000 teu (5th/6th generation)

< 400< 300< 250< 200

General cargo ≤ 20 000 DWT> 20 000 DWT

400–700< 400

Oil tankers≤ 20 000 DWT≤ 60 000 DWT> 60 000 DWT

< 250< 300

150–200

Gas carriers LNG/LPG < 200

Bulk carriers < 200

RoRoPassenger/cruiseSWATH

Usually fi tted withbeltings (strakes)

P = average hull pressure (kN/m2)R = total fender reaction (kN)W = panel width, excluding bevels (m)H = panel height, excluding bevels (m)

W

HW × H

RP =

BELTINGS

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 modifi ed.

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 range is often greater than tidal range due to ship design, heave, roll, and changes in draft.

Application Vessels Belting Load (kN/m)

Light duty Aluminium hulls 150–300

Medium duty Container 500–1 000

Heavy duty RoRo/Cruise 1 000–1 500

Belting types

≥h

h

3

1 2

3

Common on RoRo/Cruise ships.Projection 200–400mm (typical).

Common on LNG/Oil tankers, barges, offshore supply vessels and some container ships. Projection 100–250mm (typical).

1 2

Beltingrange

Source: PIANC 2002; Table 4.4.1


FRICTION

M1100-S12-V1-3-EN


12–28

SWL =n cosθμR + W

Friction has a large infl uence on the fender design, particularly for restraint chains. Low friction facing materials (UHMW-PE) are often used to reduce friction. Other materials, like polyurethanes (PU) used for the skin of foam fenders, have lower friction coeffi cients than rubber against steel or concrete.

The table can be used as a guide to typical design values. Friction coeffi cients may vary due to wet or dry conditions, local temperatures, static and dynamic load cases, as well as surface roughness.

Materials Friction Coeffi cient (μ)

UHMW-PE Steel 0.2

HD-PE Steel 0.3

Polyurethane Steel 0.4

Rubber Steel 0.7

Timber Steel 0.4

Steel Steel 0.5

CHAIN DESIGN

Chains can be used to restrain the movements of fenders during compression or to support static loads. Chains may serve four main functions:

Weight chains support the steel panel and prevent �excessive drooping of the system. They may also resist vertical shear forces caused by ship movements or changing draft.Shear chains resist horizontal forces caused during �longitudinal approaches or warping operations.Tension chains restrict tension on the fender rubber. �Correct location can optimise the defl ection geometry.Keep chains are used to moor fl oating fenders or to �prevent loss of fi xed fenders in the event of accidents.

Factors to be considered when designing fender chains:

Corrosion reduces link diameter and weakens the chain. �Corrosion allowances and periodic replacement should �be allowed for.A ‘weak link’ in the chain system is desirable to prevent �damage to more costly components in an accident.

3

Tension chains

Weight chains

Shear chains

1

2

3

1

θ

μR

W

where,SWL = safe working load (kN)FC = safety factorμ = coeffi cient of frictionR = fender reaction (kN)W = gross panel weight (kg)(for shear chains, W = 0)n = number of chainsθ = effective chain angle (degrees)

2

Typical friction design values

MBL ≥ FC × SWL


UHMW-PE FACING

M1100-S12-V1-3-EN


12–29

Always use oversize washers to spread the load.

The contact face of a fender panel helps to determine the lifetime maintenance costs of a fender installation. UHMW-PE (FQ1000) is the best material available for such applications. It uniquely combines low friction, impact strength, non-marking characteristics and resistance to wear, temperature extremes, seawater and marine borers.

Sinter moulded into plates at extremely high pressure, UHMW-PE is a totally homogeneous material which is available in many sizes and thicknesses. These plates can be cut, machined and drilled to suit any type of panel or shield.

Fastening example

Large pads vs small pads

Larger pads are usually more robust but smaller pads are easier and cheaper to replace.

Application t (mm) W* (mm) Bolt

Light duty 30 3–5 M16

Medium duty40 7–10

M16–M2050 10–15

Heavy duty

60 15–19

M24–M3070 18–25

80 22–32

Extreme duty90 25–36

M30–M36100 28–40

t

W

* Where allowances are typical values, actual wear allowance may vary due fi xing detail.

The standard colour is black, but UHMW-PE is available in many other colours if required.


CORROSION PREVENTION

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12–30

Fenders are usually installed in corrosive environments, sometimes made worse by high temperature and humidity. Corrosion of fender accessories can be reduced with specialist paint coatings, by galvanising or with selective use of stainless steels.

Paint coatings and galvanising have a fi nite life. Coating must be reapplied at intervals during the life of the fender. Galvanised components like chains or bolts may need periodic re-galvanising or replacement. Stainless steels should be carefully selected for their performance in seawater.

ISO EN 12944 is a widely used international standard defi ning the durability of corrosion protection systems in various environments. The C5-M class applies to marine coastal, offshore and high salinity locations and is considered to be the most applicable to fenders.

The life expectancy or ‘durability’ of coatings is divided into three categories which estimate the time to fi rst major maintenance:

Paint coatings

Low 2–5 years

Medium 5–15 years

High >15 years

Durability range is not a guarantee. It is to help operators estimate sensible maintenance times.

PaintSystem

Surface Preparation

Priming Coat(s) Top Coats Paint System Expected durability (C5-M corrosivity)Binder Primer No. coats NDFT Binder No. coats NDFT No. coats NDFT

S7.09 Sa 2.5 EP, PUR Zn (R) 1 40 EP, PUR 3-4 280 4-5 320 High (>15y)

S7.11 Sa 2.5 EP, PUR Zn (R) 1 40 CTE 3 360 4 400 High (>15y)

S7.16 Sa 2.5 CTE Misc 1 100 CTE 2 200 3 300 Medium (5-15y)

Sa 2.5 is defi ned in ISO 8501-1

NDFT = Nominal dry fi lm thickness

Zn (R) = Zinc rich primer

Misc = miscellaneous types of

anticorrosive pigments

EP = 2-pack epoxy

PUR = 1-pack or 2-pack polyurethane

CTE = 2-pack coal tar epoxy

Design considerations

Other paint systems may also satisfy the C5-M requirements but in choosing any coating the designer should carefully consider the following:

Corrosion protection systems are not a substitute for poor design details such as re-entrant shapes and corrosion traps. �Minimum dry fi lm thickness >80% of NDFT (typical) �Maximum fi lm thickness <3 × NDFT (typical) �Local legislation on emission of solvents or health & safety factors �Application temperatures, drying and handling times �Maximum over-coating times �Local conditions including humidity or contaminants �

Refer to paint manufacturer for advice on specifi c applications and products.

The table gives some typical C5-M class paint systems which provide high durability in marine environments. Note that coal tar epoxy paints are not available in some countries.


CORROSION PREVENTION

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12–31

Galvanising

Hot-dip galvanising is the process of coating steel parts with a zinc layer by passing the component through a bath of molten zinc. When exposed to sea water the zinc acts as an anodic reservoir which protects the steel underneath. Once the zinc is depleted the steel will begin to corrode and lose strength.

Galvanising thickness can be increased by:

shot blasting the components before dipping �pickling the components in acid �double dipping the components (only suitable for some steel �grades)

Spin galvanising is used for threaded components which are immersed in molten zinc then immediately centrifuged to remove any excess zinc and clear the threads. Spin galvanised coatings are thinner than hot dip galvanised coatings and will not last as long in marine environments.

Typical galvanising thicknesses:

Hot dip galvanising 85μmSpin galvanising 40μm

Stainless steels

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).

GradeCommon

NameType Cr (%) Mo (%) N (%) PREN Comments

1.4501 Zeron 100 Duplex 24.0–26.0 3.0– 4.0 0.2–0.3 37.1–44.0 used where very long service life is neededor access for inspection is diffi cult1.4462 SAF 2205 Duplex 21.0–23.0 2.5–3.5 0.1–0.22 30.9–38.1

1.4401 316S31 Austenitic 16.5–18.5 2.0–2.5 0–0.11 23.1–28.5 widely used for fender fi xings

1.4301 304 Austenitic 17.0–19.5 – 0–0.11 17.0–21.3unsuitable for most fender applications

1.4003 3CR12 Ferritic 10.5–12.5 – 0–0.03 10.5–13.0

Pitting Resistance

Stainless steel performance in seawater varies according to pitting resistance. Chemical composition – especially Chromium (Cr), Molybdenum (Mo) and Nitrogen (N) content – is a major factor in pitting resistance.

The pitting resistance equivalent number (PREN) is a theoretical way to compare stainless steel grades. The most common formula for PREN is:

PREN = Cr + 3.3Mo + 16N

Cr and Mo are major cost factors for stainless steel. A high PREN material will usually last longer but cost more.

Galling

Galling or ‘cold welding’ affects threaded stainless steel components including nuts, bolts and anchors. The protective oxide layer of the stainless steel gets scraped off during tightening causing high local friction and welding of the threads. After galling, seized fasteners cannot be further tightened or removed and usually needs to be cut out and replaced.

To avoid this problem, always apply anti-galling compounds to threads before assembly. If these are unavailable then molybdenum disulfi de or PTFE based lubricants can be used.


PROJECT REQUIREMENTS

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12–32

PROJECT DETAILS

Port

Project

Designer

Contractor

PROJECT STATUS

TMS Ref:

Preliminary

Detail design

Tender

LARGEST VESSEL

Vessel type

Deadweight (t)

Displacement (t)

Length overall (LOA) (m)

Length between perps (LBP) (m)

Beam (B) (m)

Draft (D) (m)

Freeboard (F) (m)

Hull pressure (P) (t/m2)

SMALLEST VESSEL

Vessel type

Deadweight (t)

Displacement (t)

Length overall (LOA) (m)

Length between perps (LBP) (m)

Beam (B) (m)

Draft (D) (m)

Freeboard (F) (m)

Hull pressure (P) (t/m2)

BERTH DETAILS

Structure Tide levels

Length of berth (m) Tidal range (m)

Fender/dolphin spacing (m) Highest astronomic tide (HAT) (m)

Permitted fender reaction (kN/m) Mean high water spring (MHWS) (m)

Quay level (m) Mean sea level (MSL) (m)

Cope thickness (m) Mean low water spring (MLWS) (m)

Seabed level (m) Lowest astronomic tide (LAT) (m)

LBP

LOA B

D

F

Closed structure Semi-open structure Open structure Other (please describe)


PROJECT REQUIREMENTS

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12–33

BERTHING MODE

Side berthing

Dolphin berthing incl. RoRo mode b)

End berthing

Lock or dock entrance

Ship-to-ship berthing

RoRo mode c)

BERTHING APPROACH

Approach conditions

a) easy berthing, sheltered

b) diffi cult berthing, sheltered

c) easy berthing, exposed

d) good berthing, exposed

e) diffi cult berthing, exposed

Largest ship

Berthing speed (m/s)

Berthing angle (deg)

Abnormal impact factor

Smallest ship

Berthing speed (m/s)

Berthing angle (deg)

Abnormal impact factor

ENVIRONMENT

Operating temperature

Minimum ___________________________________ (°C)

Maximum __________________________________ (°C)

Corrosivity

low medium high extreme

FURTHER DETAILS AVAILABLE FROM

Name Tel

Company Fax

Position Mobile

Address Email

Web

QUALITY SAFETY

Highest quality Maximum safety

Lowest price Not safety-critical


RUBBER PROPERTIES


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12–34

All Trelleborg rubber fenders are made using the highest quality Natural Rubber (NR) or Styrene Butadiene Rubber (SBR) based compounds which meet or exceed the performance requirements of international fender recommendations, such as PIANC and EAU. Trelleborg can also make fenders from other NR/SBR compounds or from materials such as Neoprene, Butyl Rubber, EPDM and Polyurethane.

Different manufacturing processes such as moulding, wrapping and extrusion require certain characteristics from the rubber. The tables below give usual physical properties for fenders made by these processes which are confi rmed during quality assurance testing.* All test results are from laboratory made and cured test pieces. Results from samples taken from actual fenders will differ due to the sample preparation process – please ask for details.

Moulded fenders

Property Testing Standard Condition Requirement

Tensile Strength DIN 53504; ASTM D 412 Die C; AS 1180.2; BS ISO 37; JIS K 6251

Original 16.0 MPa (min)

Aged for 96 hours at 70ºC 12.8 MPa (min)

Elongation at Break DIN 53504; ASTM D 412 Die C; AS 1180.2; BS ISO 37; JIS K 6251

Original 350%

Aged for 96 hours at 70ºC 280%

Hardness DIN 53505; ASTM D 2240; AS1683.15.2; JIS K 6253

Original 78° Shore A (max)

Aged for 96 hours at 70ºC Original +8° Shore A (max)

Compression Set ASTM D 395 Method B; AS 1683.13 Method B; BS903 A6; ISO 815; JIS K 6262 22 hours at 70°C 30% (max)

Tear Resistance ASTM D 624 Die B; AS 1683.12; BS ISO 34-1; JIS K 6252 Original 70kN/m (min)

Ozone Resistance DIN 53509; ASTM D 1149; AS 1683-24; BS ISO 1431-1; JIS K 6259

50pphm at 20% strain,40°C, 100 hours No cracks

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

AbrasionASTM D5963-04; BS ISO 4649 : 2002 Original 100mm3 (max)

BS903 A9, Method B 3000 revolutions 1.5cc (max)

Bond Strength ASTM D429, Method B; BS 903.A21 Section 21.1 Rubber to steel 7N/mm (min)

Dynamic Fatigue† ASTM D430-95, Method B 15,000 cycles Grade 0–1‡

Property Testing Standard Condition Requirement

Tensile Strength DIN 53504; ASTM D 412 Die C; AS 1180.2; BS ISO 37; JIS K 6251

Original 13.0 MPa (min)

Aged for 96 hours at 70ºC 10.4 MPa (min)

Elongation at Break DIN 53504; ASTM D 412 Die C; AS 1180.2; BS ISO 37; JIS K 6251

Original 280% (min)

Aged for 96 hours at 70ºC 224% (min)

Hardness DIN 53505; ASTM D 2240; AS1683.15.2; JIS K 6253

Original 78° Shore A (max)

Aged for 96 hours at 70ºC Original +8° Shore A (max)

Compression Set ASTM D 395 Method B; AS 1683.13 Method B; BS903 A6; ISO 815; JIS K 6262 22 hours at 70°C 30% (max)

Tear Resistance ASTM D 624 Die B; AS1683.12; BS ISO 34-1; JIS K 6252 Original 60kN/m (min)

Ozone Resistance DIN 53509; ASTM D 1149; AS 1683-24; BS ISO 1431-1; JIS K 6259

50pphm at 20% strain,40°C, 100 hours No cracks

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

Abrasion ASTM D5963-04; BS ISO 4649 : 2002 Original 180mm3 (max)

Extruded and wrapped fenders

* Material property certifi cates are issued for each different rubber grade on all orders for SCN Super Cone, SCK Cell Fender, Unit

Element, AN/ANP Arch, Cylindrical Fender, MV and MI Elements. Unless otherwise requested at time of order, material certifi cates

issued for other fender types are based on results of standard bulk and/or batch tests which form part of routine factory ISO9001

quality procedures and are for a limited range of physical properties (tensile strength, elongation at break and hardness).† Dynamic fatigue testing is optional at extra cost.‡ Grade 0 = no cracks (pass). Grade 1 = 10 or fewer pinpricks <0.5mm long (pass). Grades 2–10 = increasing crack size (fail).


TOLERANCES


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12–35

Trelleborg fenders are subject to standard manufacturing and performance tolerances.For specifi c applications, smaller tolerances may be agreed on a case-by-case basis.

Fender type Dimension Tolerance

Moulded fendersAll dimensions

Bolt hole spacing

±3% or ±2mm*

±4mm (non-cumulative)

Composite fenders

Cross-section

Length

±3% or ±2mm*

±2% or ±25mm*

Drilled hole centres

Counterbore depth


±2mm (under-head depth)

Block fenders

Cube fenders

M fenders

W fenders

Cross-section

Length

±2% or ±2mm*

±2% or ±10mm*

Fixing hole centres

Fixing hole diameter

±3mm

±3mm

Cylindrical fenders

Outside diameter

Inside diameter

Length

±4%

±4%

±30mm

Extruded fenders

Cross-section

Length

±4% or ISO 3302-E3*

±30mm


Counterbore depth



HD-PE sliding fenders†

Cross-section

Length

±4%

±2% or ±10mm*


Counterbore depth



UHMW-PE face pads†

Length and width

Length and width

±5mm (cut pads)

±20mm (uncut sheets)

Thickness: ≤30mm

(planed) 31–100mm

≥101mm

±0.2mm

±0.3mm

±0.5mm

Thickness: ≤30mm

(unplaned) 31–100mm

≥101mm

±2.5mm

±4.0mm

±6.0mm


Counterbore depth



‡ Performance tolerances apply to Rated Performance Data (RPD). They do not apply to energy and/or reaction at intermediate

defl ections. The nominal rated defl ection when RPD is achieved may vary and is provided for guidance only. Please consult Trelleborg

Marine Systems for performance tolerance on fender types not listed above.

Performance tolerances‡

Fender type Parameter Tolerance

SCN, SCK, UE, AN, ANP, MV and MI fenders Reaction, energy ±10%

Cylindricals (wrapped) Reaction, energy ±10%

Cylindricals (extruded) Reaction, energy ±20%

Extruded fenders Reaction, energy ±20%

Pneumatic fenders Reaction and energy ±10%

Block, cube, M, W, tug and workboat fenders Reaction ±10%

SeaGuard, SeaCushion and Donut fenders Reaction and energy ±15%

* Whichever is the greater dimension† HD-PE and UHMW-PE dimensions are measured at 18°C and are subject to thermal expansion coeffi cients (see material properties)


TESTING PROCEDURES


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12–36

Compression Test Method

All fenders will be given a unique manufacturing serial �number for traceability.Sampling is 1 in 10 fenders (rounded up to a unit) unless �otherwise agreed.1

No additional break-in cycles are carried out unless �otherwise agreed.1

Performance will be measured at 0° compression angle. �Readings shall be taken at intervals of between 0.01H to �0.05H (where H = nominal fender height).Fender temperature will be stabilised to 23°C ± 5°C for �at least 24 hours before compression testing.Minimum temperature stabilisation time will be �calculated as tmin = 20x1.5 (where ‘x’ is the thickness of the fender body in metres).Stabilising time (t � min) can include the time taken for ‘break-in’ and ‘recovery’.‘Break in’ the fender by defl ecting it three times to rated �defl ection.Remove load from the fender and allow ‘recovery’ for at �least 1 hour.Stop testing when defl ection reaches rated defl ection or �RPD2 is achieved.

Notes

Standard PIANC Verifi cation Testing of 10% of fender order (rounded up to the nearest unit) is included within the 1 price for the fender types listed. Additional tests, third-party witnessing and special procedures will incur extra charges. For load-sensitive structures, a single break-in defl ection for all fenders with reaction of 100t or more is included in the fender price if notifi ed at the time of order.Rated Performance Data (RPD) is defi ned in the relevant product sections of this catalogue.2 All measuring equipment shall be calibrated and certifi ed accurate to within ±1% in accordance with ISO or equivalent 3 JIS or ASTM requirements. Calibration shall be traceable to national/international standard and shall be performed annually by an accredited third party organization.Pass criteria as defi ned by PIANC ‘Guidelines for the Design of Fender Systems: 2002: Appendix A’. Defl ection is not 4 considered to be a pass/fail criterion by PIANC. Non-compliant units will be clearly marked and segregated.

Trelleborg testing procedures for ‘solid-type’ rubber fenders comply with PIANC ‘Guidelines for the Design of Fender Systems: 2002: Appendix A: Section 6: Verifi cation/Quality Assurance Testing’. The Constant Velocity (CV) test method is used for SCN, SCK, UE, AN/ANP and Cylindrical Fenders. MV and MI fenders are tested using the Decreasing Velocity (DV) method on the dedicated Trelleborg high speed test press. All other fender types are tested on special request.

CV only:

Defl ect the fender once at a constant defl ection speed �of 0.0003–0.0013m/s (2–8cm/min) and record reaction and defl ection.

DV only:

Defl ect the fender once at a linearly-decreasing or �sinusoidally decreasing variable velocity with initial velocity of 0.15m/s (or other speed as agreed) and fi nal velocity ≤0.005m/s.

Test Apparatus & Reporting

The test apparatus shall be equipped with a calibrated3 load cell system and linear transducer(s) for measuring displacement. These will provide continuous real-time monitoring of fender performance.Test reports shall include the following as a minimum:

Serial Number and description of test fender. �Date of test, name of test supervisor and signature of �Quality Manager.Table and graph of reaction (R � VT) versus defl ection and energy (EVT) versus defl ection.

Pass Criteria4

Fenders have passed verifi cation testing if they meet the following conditions:

RVT ≤ RRPD × 1.1 × VF × TFEVT ≥ ERPD × 0.9 × VF × TF

Where,RVT = reaction from verifi cation testingRRPD = Rated Performance Data

(or customer’s required reaction)EVT = energy from verifi cation testingERPD = Rated Performance Data

(or customer’s required energy)TF = Temperature factor when test sample is above

or below 23ºC ± 5ºCCV only:

VF = velocity factor for actual test speed/time(or 1.0 unless otherwise stated)

DV only:

VF = velocity factor for test speeds other than 0.15m/s (or 1.0 unless otherwise stated)Where testing of cylindrical, Arch, element and similar fenders

over 2.0m long is required, please contact your local offi ce to discuss exact requirements.


PERFORMANCE TESTING


M1100-S12-V1-3-EN

12–37

Trelleborg is committed to providing high quality products. Consistency and performance are routinely checked in accordance with the latest procedures and test protocols.

PIANC has introduced new methods and procedures for testing the performance of solid rubber fenders, allowing for real world operating conditions, in their document ‘Guidelines for the Design of Fender Systems: 2002: Appendix A’.

Many of Trelleborg’s most popular fender types are PIANC Type Approved. This brings the following benefi ts:

proven product quality �tests simulate real operating �conditionslonger service life �lower maintenance �greater reliability �reduced lifetime costs �manufacturer commitment �excludes unsafe ‘copy’ and ‘fake’ �fenderssimplifi es contract specifi cations �

Testing is carried out in two stages: to prove behaviour of the generic fender type, and then to confi rm that performance of fenders made for each project meet the required performances.

Verifi cation testing (Stage 2)

Verifi cation testing using either CV method (all fender types except MV and MI elements) or DV method (MV and MI elements only) is carried out on all signifi cant orders to confi rm the Rated Performance Data (RPD) of the fender. Results are normalised to 0.15m/s compression speed, 23°C temperature and 0° compression angle.

Type Approval testing (Stage 1)

PIANC Type Approval testing is carried out to determine the effects of environmental factors on the performance of various fender types. Trelleborg’s Type Approval tests are witnessed by Germanischer Lloyd. Super Cone, Unit Element, SCK Cell and Arch Fenders have been Type Approved to PIANC standards.

DV testing of MV elementsCV testing of SCN Super Cones

Note: Testing programmes for foam, pneumatic, extruded, composite, shear, and other fender types are agreed with customers on request and on a case-by-case basis.

Verifi cation testing of SCK 3000


RATED PERFORMANCE DATA (RPD)


M1100-S12-V1-3-EN

12–38

Temperature –30°C to +50°CAt low temperatures rubber becomes stiffer, which increases reaction forces. At higher temperatures rubber softens, which reduces energy absorption.RPD is normalised to 23°C.

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.

VF

Vi

1.0

0.15m/s (VRP)

TF

T

1.0

23°C (TRP)

AF

α

1.0

0°C (αRP)

n

1.0

Impact speed 0.001m/s to 0.3m/sRubber 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. RPD is normalised to 0.15m/s.

Compression angle 0° to 20°Most fenders lose some energy absorption capacity when compressed at an angle. RPD is normalised to 0°.

Durability 3000 cycles minimumTo prove durability, fenders should be subjected to a long-term fatigue test of at least 3000 cycles to rated defl ection without failure.

Correction factors from type approved tests

d

ERP

RRP

Deflection

Energy

Reac

tion

RPD is normalised to:0.15m/s initial impact speed �23°C temperature �0° compression angle. �


PASS CRITERIA


M1100-S12-V1-3-EN

12–39

Verifi cation testing (or quality control testing) is carried out to prove the performance of fenders for each project in accordance with catalogue RPD or other customer-specifi ed values.Samples from the project (usually 10% of the total quantity in each size and grade) are tested and the results obtained are adjusted if necessary using the correction factor tables for initial impact speed and temperature.

Deflection

Rea

ctio

n

d

RRP x 1.1 FAIL

PASS

Deflection

Ener

gy

d

ERP x 0.9FAIL

PASS

where,RVT = reaction from verifi cation testingRRP = customer’s required reactionEVT = energy from verifi cation testingERP = customer’s required energyVF = velocity factor for actual test speedTF = temperature factor for actual test temperature

Reaction force pass criteria

Energy absorption pass criteria

RVT ≤ RRP × VF × TF × 1.1

Assuming a +10% manufacturing tolerance on reaction.

EVT ≥ ERP × VF × TF × 0.9

Assuming a –10% manufacturing tolerance on energy.


TYPE APPROVAL CERTIFICATES


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12–40


TYPE APPROVAL CERTIFICATES


M1100-S12-V1-3-EN

12–41


QUALITY DOCUMENTS


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12–42

Customers should expect to receive appropriate documents to prove the quality of the fenders and accessories ordered. A comprehensive document package might include:

Quality and environmental

Factory ISO 9001: 2000 quality management system �Factory ISO 14001: 2004 environmental management �system

Literature and data sheets

Printed brochures or leafl ets for the supplied products �PIANC correction tables (where applicable) �PIANC Type Approval certifi cates (where applicable) �

Performance tests

Verifi cation test results and curves for each fender tested �Third party witness certifi cate (optional but �recommended)Certifi cate of conformity �

Physical properties

Laboratory report for hardness, tensile strength and �elongation at break, before and after ageingDurability test report (optional but recommended) �Wear, tear and ozone resistance test reports �Third party witness certifi cate (optional but �recommended)Certifi cate of conformity �

Steel fabrications

Mill certifi cates �Welder qualifi cation certifi cates �Weld procedures �Dimensional check report (including fl atness for panels) �NDT inspection report – minimum 5% MPI (optional but �recommended)Pressure (leak) test inspection report �Paint application report (temperature, humidity, dew point, �etc)Dry fi lm thickness test report �Certifi cate of conformity �

Fixing accessories

Mill certifi cates �Visual inspection report �Certifi cate of conformity �

Chains

Proof load test �Mill certifi cates (optional but recommended) �Galvanising certifi cate �Dimensional inspection report (where applicable) �Certifi cate of conformity �

Low friction pads

Dimensional inspection report �Certifi cate of conformity �

Other

As built drawings �Installation, operation and maintenance manual �Inspection logbook �Warranty certifi cate �General certifi cate of conformity �After-sales contact details �

The accuracy and authenticity of quality documents is very important. Trelleborg will provide an original or certifi ed copy of any third party report on request.


CONVERSION TABLES


M1100-S12-V1-3-EN

12–43

m ft in

Length m 1 3.281 39.37

ft 0.3048 1 12

in 0.0245 0.0833 1

m2 ft2 in2

Area m2 1 10.764 1550

ft2 0.0929 1 144

in2 645.2 × 10 -6 6.944 × 10 -3 1

m3 ft3 in3

Volume m3 1 35.315 61024

ft3 0.0283 1 1728

in3 16.387 × 10 -6 578.7 × 10 -6 1

tonne kip

Mass tonne 1 2.2046

kip 0.4536 1

kN tonne-f kip-f

Force kN 1 0.102 0.225

tonne-f 9.81 1 2.2046

kip-f 4.45 0.454 1

kNm tf-m kip-ft

Energy kNm 1 0.102 0.7376

tf-m 9.81 1 0.205

kip-ft 1.36 4.88 1 1kJ = 1kNm

kN/m2 t/m2 kip/ft2

Pressure kN/m2 1 0.102 0.0209

t/m2 9.81 1 0.205

kip/ft2 47.9 4.88 1 1ksf = 1kip/ft2

tonne/m3 kip/ft3

Density tonne/m3 1 0.0624

kip/ft3 16.018 1

N/mm2 psi

Stress N/mm2 1 145.04

psi 6.895 × 10 -3 1 1MPa = 1N/mm2

m/s ft/s km/h mph knot

Velocity m/s 1 3.2808 3.600 2.2369 1.9438

ft/s 0.3048 1 1.0973 0.6818 0.5925

km/h 0.2778 0.9113 1 0.6214 0.5400

mph 0.4470 1.4667 1.6093 1 0.8690

knot 0.5144 1.6878 1.8520 1.1508 1

g m/s2 ft/s2

Acceleration g 1 9.807 32.17

m/s2 0.102 1 3.281

ft/s2 6.895 × 10 -3 0.3048 1

degree radian

Angle degree 1 17.45 × 10 -3

radian 57.3 1

Visit www.trelleborg.com/marine to download a free units conversion programme, ‘Convert’. Registered visitors can fi nd Convert on the Technical menu after registering or logging in to the site.


CALCULATIONS


M1100-S12-V1-3-EN

12–44

Project Prepared

Title Date

Client Sheet NºRef

TRELLEBORG MARINE SYSTEMS



CALCULATIONS


M1100-S12-V1-3-EN

12–45

Project Prepared

Title Date

Client Sheet NºRef

TRELLEBORG MARINE SYSTEMS




M1100-S12-V1-3-EN

12–46

Disclaimer

Trelleborg AB has made every effort to ensure that the technical specifi cations and product descriptions in this catalogue are correct.

The responsibility or liability for errors and omissions cannot be accepted for any reason whatsoever. Customers are advised to request a detailed specifi cation and certifi ed 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 specifi cation changes without prior notice. All dimensions, material properties and performance values quoted are subject to normal production and testing tolerances. This catalogue supersedes the information provided in all previous editions. If in doubt, please check with Trelleborg Marine Systems.

© Trelleborg AB, PO Box 153, 231 22 Trelleborg, Sweden.This catalogue is the copyright of Trelleborg AB and may not be reproduced, copied or distributed to third parties without the prior consent of Trelleborg AB in each case.Fentek, Rubbylene and Orkot are Registered Trade Marks of Trelleborg AB.


10.5mm


M1100, version 1-3-EN

A–2

FENDER SYSTEMSTrelleborg Marine Systems provides an unrivalled choice of high quality and advanced fender solutions for all applications and every vessel type. Our engineering offi ces worldwide assist customers at every stage – from initial calculations and fender selection through to detailed system design, installation and commissioning support.

DOCKING AND MOORINGTrelleborg Harbour Marine provide an extensive range of docking aid systems, quick release hooks, mooring load monitoring and metocean systems which optimise operations and enhance safety on LNG and oil terminals, as well as many other berth types including RoRo and bulk cargo facilities.

ENGINEERED PLASTICSTrelleborg Marine Systems produce a variety of advanced Engineered Plastics and composite materials which are a long lasting, minimal maintenance and reduce the service life costs on applications where traditional materials decay, corrode or break. Our Engineered Plastics are diversely used for everything from bridge wprotection and guidewalls to boardwalks and private docks.

Trelleborg Marine Systems is part of

Trelleborg’s Engineered Systems Business

Area and specialises in the safe berthing

and mooring of vessels within ports and

harbours, on offshore structures and in

waterways around the world. We bring

together the industry’s best known and

respected brands for fendering and

mooring systems with the unrivalled

collective experience and knowledge of its

sales and engineering staff.

Our customers benefi t from great

choice and helpful support at every stage

from initial concept and detailed design

right through to supply, commissioning

and after-sales service – all provided by

our network of regional offi ces and local

agents.


M1100-S12-V1-3-EN

12–47

In 2005, the Trelleborg Group celebrated its centenary. To us, quality is a state of mind. We adopt an in-depth approach to each problem, aiming for long-term solutions.Yesterday’s and today’s innovations, know-how and quality form the foundation of tomorrow.

Trelleborg is a global industrial group whose

leading positions are based on advanced polymer

technology and in-depth applications know-how.

We develop high-performance solutions that

seal, damp and protect in demanding industrial

environments.

The Group has annual sales of approximately

€3 billion, with about 24,000 employees in 40

countries. The head offi ce is located in Trelleborg,

Sweden.

Trelleborg AB was founded in 1905. With 100

years behind us, our history, like our future, is

characterised by a constant drive for quality and

a passion for identifying new solution to complex

problems.

Four business areas

Trelleborg Engineered Systems

is a leading global supplier of engineered solutions that focus on the sealing, protection and safety of investments, processes and individuals in extremely demanding environments.

Trelleborg Automotive is a world-leader in the development and production of polymer-based components and systems used for noise and vibration damping for passenger car and light and heavy trucks.

Trelleborg Sealing Solutions is a leading global supplier of precision seals for the industrial, aerospace and automotive markets.

Trelleborg Wheel Systems is a leading global supplier of tires and complete wheel systems for farm and forest machinery, forklift trucks and other materials-handling vehicles.

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10.5mm

SAFE BERTHING AND MOORING


COVER_9.5mm.indd 1 6/22/08 11:23:50 AM

Tre

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Marin

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www.trelleborg.com/[email protected]

Presented by

Trelleborg Marine Systems USA

(Gulf Coast and South East)

Tel: +1 540 550 [email protected]

ASIA PACIFIC

Trelleborg Marine Systems Australia


Docking & Mooring GroupTrelleborg Marine Systems Melbourne


Trelleborg Marine Systems Asia

Tel: +65 6268 [email protected]

Trelleborg Marine Systems China


PT Trelleborg Indonesia


Trelleborg Marine Systems Japan


INDIA, MIDDLE EAST & AFRICA

Trelleborg Marine Systems Dubai



Docking & Mooring Group Middle East

anil [email protected]

Trelleborg Marine Systems India


South & East Africa



Trelleborg Marine Systems North

& West Africa

Tel: +33 1 41 39 22 [email protected]

(East Coast)



EUROPE & Mediterranean

Trelleborg Marine Systems Benelux

Tel: +31 180 43 40 [email protected]

Trelleborg Marine Systems France & Spain

Tel: +33 1 41 39 22 [email protected]

Trelleborg Marine Systems Scandinavia



Trelleborg Marine Systems Germany


Trelleborg Marine Systems UK

Docking & Mooring Group EuropeTrelleborg Marine Systems


SOUTH AMERICA

Trelleborg Marine Systems Brazil


NORTH AMERICA & CANADA


(West Coast)



(Main Office)



Docking & Mooring Group North America

Tel: +1 720 299 5506eric. [email protected]

Ref

. M110

0-V

1-3

b-E

N

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cálculo defensas pianc_2002

Documents

hull of vessel

design of fender systems

vessel mkc

smallest vessel

largest vessel

fender engineering

vessel tonnem50 displacement

design tools