Trelleborg Fender Catalogue

SAFE BERTHING AND MOORING
Trelleborg Marine Systems
A2
Four key brands

Trelleborg Marine Systems is part of Trelleborgs 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 industrys 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 benefit 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 offices and local agents.
TRELLEX FENDER
Versatile modular fender systems and accessories, general purpose fenders and solutions for tugs and workboats.
FENTEK
High-performance and innovative fenders used by leading ports worldwide and the most advanced vessels afloat.
SEAWARD
Specialists in closed-cell foam and polyurethane technology for fenders, buoys and security barriers, also advanced construction plastics including Ecoboard.
HARBOUR MARINE
Global leaders for integrated vessel docking, mooring and monitoring systems including quick release hooks, berthing aids, electronic monitoring systems and software.
Trelleborg AB, 2007 M1100, version 1.1-EN
A3
CONTENTS
1 2 3
High-performance Fenders
Modular Fenders
Multi-purpose Fenders
Pneumatic and Rolling Fenders
Foam Fenders and Buoys
Engineered Plastics
Tug Fenders
Safety Products
Accessories
10
11
12
Bollards
Harbour Marine
Fender Design
Trelleborg AB, 2007 M1100, version 1.1-EN
High Performance Fenders
Super Cone SCK Cell Parallel Motion Unit Elements Arch Fenders Corner Arch Section 1
www.trelleborg.com/marine
Ref. M1100-S01-V1.1-EN
12
PIANC TYPE APPROVAL

PIANC is a worldwide non-political and nonprofit technical and scientific organization of national governments, corporations and private individuals. PIANCs objective is to promote both inland and maritime navigation by fostering progress in the planning, design, construction, improvement, maintenance and operation of inland and maritime waterways and ports and of coastal areas for general use in industrialised and industrialising countries. PIANC was founded in 1885 and is the oldest international association concerned with these technical aspects of navigation. It has made and continues to make a vital contribution to technical development in this field. PIANCs members form an active worldwide network of professionals in the field of inland and maritime navigation and ports. Trelleborg Marine Systems is a corporate member of PIANC.
PIANC contact details

General Secretariat Btiment Graaf de Ferraris, 11th floor Blvd. du Roi Albert II, 20, PO Box 3 B-1000 Brussels Belgium Tel: +32 2 553 71 61 Fax: +32 2 553 71 55 info@pianc-aipcn.org
www.pianc.org
Type Approval certicate
Fatigue test certicate
M1100-S01-V1.1-EN. Trelleborg AB, 2007
13
PIANC TYPE APPROVAL

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. Trelleborg has achieved PIANC Type Approval for the following fender types: B B B B B Super Cone SCK Cell Unit Element AN Arch ANP Arch Verification testing of SCK 3000 PIANC Type Approval brings the following benefits: B proven product quality B tests simulate real operating conditions B longer service life B lower maintenance B greater reliability B reduced lifetime costs B manufacturer commitment B excludes unsafe copy and fake fenders B simplifies contract specifications Testing is carried out in two stages: to prove behaviour of the generic fender type, and then to confirm that performance of fenders made for each project meet the required performances.
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. Trelleborgs Type Approval tests are witnessed by Germanischer Lloyd.
Verication testing (Stage 2)

CV method verification testing is routinely carried out on all significant orders to confirm the Rated Performance Data (RPD) of Trelleborgs PIANC Type Approved fenders. Results are normalised to 0.15m/s compression speed, 23C temperature and 0 compression angle.
Fatigue testing of SCN fender
Speed testing of AN fender
14
SUPER CONE FENDERS

Super Cones are the latest generation of cell fender, with optimal performance and efficiency. The conical body shape makes the SCN very stable even at large compression angles, and provides excellent shear strength. With overload stops the Super Cone is even more resistant to overcompression.
Features
B Highly efficient geometry B No performance loss even at large berthing angles B Stable shape resists shear B Wide choice of rubber compounds
Applications
B B B B B B B General cargo berths Bulk terminals Oil and LNG facilities Container berths RoRo and cruise terminals Parallel motion systems Monopiles and dolphins
Standard manufacturing and performance tolerances apply (see pages 1236 to 1239) M1100-S01-V1.1-EN. Trelleborg AB, 2007
15
SUPER CONE FENDERS

H SCN 300 SCN 350 SCN 400 SCN 500 SCN 550 SCN 600 SCN 700 SCN 800 SCN 900 SCN 950 SCN 1000 SCN 1050 SCN 1100 SCN 1200 SCN 1300 SCN 1400 SCN 1600 SCN 1800 SCN 2000 300 350 400 500 550 600 700 800 900 950 1000 1050 1100 1200 1300 1400 1600 1800 2000 W 500 570 650 800 880 960 1120 1280 1440 1520 1600 1680 1760 1920 2080 2240 2560 2880 3200 V 1440 2180 2390 2700 U 295 330 390 490 540 590 685 785 885 930 980 1030 1080 1175 1275 1370 1570 1765 1955 C 2737 2737 3040 3242 3242 4052 4052 4052 4052 4052 5065 5065 5065 5780 6590 6590 6590 75100 80105 D 2025 2025 2028 3038 3038 3542 3542 3542 3542 4050 4050 4555 5058 5058 5058 6070 7080 7080 90105 B 440 510 585 730 790 875 1020 1165 1313 1390 1460 1530 1605 1750 1900 2040 2335 2625 2920 S 255 275 340 425 470 515 600 685 770 815 855 900 940 1025 1100 1195 1365 1540 1710 Anchors/ Head bolts 4 M20 4 M20 4 M24 4 M24 4 M24 4 M30 4 M30 6 M30 6 M30 6 M30 6 M36 6 M36 8 M36 8 M42 8 M48 8 M48 8 M48 10 M56 10 M56 Zmin 45 52 60 75 82 90 105 120 135 142 150 157 165 180 195 210 240 270 300 Weight 40 50 76 160 210 270 411 606 841 980 1125 1360 1567 2028 2455 3105 4645 6618 9560
[ Units: mm, kg ]
B S
H D
U Overload stop
V
Some SCN sizes have a modified flange for reduced shipping dimensions.
16
SUPER CONE FENDERS

Rated Performance Data (RPD)*
E0.9 SCN 300 SCN 350 SCN 400 SCN 500 SCN 550 SCN 600 SCN 700 SCN 800 SCN 900 SCN 950 SCN 1000 SCN 1050 SCN 1100 SCN 1200 SCN 1300 SCN 1400 SCN 1600 SCN 1800 SCN 2000 ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR 7.7 59 12.5 80 18.6 104 36.5 164 49 198 63 225 117 320 171 419 248 527 305 559 338 653 392 720 450 788 585 941 743 1103 927 1278 1382 1670 1967 2115 2700 2610 E1.0 8.6 65 13.9 89 20.7 116 40.5 182 54 220 70 250 130 355 190 465 275 585 338 622 375 725 435 800 500 875 650 1045 825 1225 1030 1420 1535 1855 2185 2350 3000 2900 E1.1 8.9 67 14.4 91 21.4 119 41.9 187 56 226 72 257 134 365 196 478 282 601 347 638 385 745 447 822 514 899 668 1073 847 1258 1058 1459 1577 1905 2244 2413 3080 2978 E1.2 9.2 68 14.8 93 22.1 122 43.2 191 58 231 74 263 137 374 201 490 289 617 356 655 395 764 458 843 527 923 685 1101 869 1291 1085 1497 1618 1955 2303 2476 3160 3056 E1.3 9.5 70 15.3 96 22.8 125 44.6 196 59 237 76 270 141 384 207 503 296 633 366 672 405 784 470 865 541 947 703 1129 891 1324 1113 1536 1660 2005 2362 2539 3240 3134 E1.4 9.8 72 15.7 98 23.5 128 45.9 200 61 242 78 276 144 393 212 515 303 649 375 688 415 803 481 886 554 971 720 1157 913 1357 1140 1574 1701 2055 2421 2602 3320 3212 E1.5 10.1 74 16.2 100 24.2 131 47.3 205 63 248 80 283 148 403 218 528 310 665 384 705 425 823 493 908 568 995 738 1185 935 1390 1168 1613 1743 2105 2480 2665 3400 3290 E1.6 10.4 75 16.7 102 24.8 133 48.6 209 65 253 82 289 151 412 223 540 317 681 393 722 435 842 504 929 581 1019 755 1213 957 1423 1195 1651 1784 2155 2539 2728 3480 3368 E1.7 10.6 77 17.1 104 25.5 136 50 214 67 259 84 296 155 422 229 553 324 697 402 739 445 862 516 951 595 1043 773 1241 979 1456 1223 1690 1826 2205 2598 2791 3560 3446 E1.8 10.9 79 17.6 107 26.2 139 51.3 218 68 264 86 302 158 431 234 565 331 713 411 755 455 881 527 972 608 1067 790 1269 1001 1489 1250 1728 1867 2255 2657 2854 3640 3524 E1.9 11.2 80 18 109 26.9 142 52.7 223 70 270 88 309 162 441 240 578 338 729 420 772 465 901 539 994 622 1091 808 1297 1023 1522 1278 1767 1909 2305 2716 2917 3720 3602 E2.0 11.5 82 18 5 111 27.6 145 54 227 72 275 90 315 165 450 245 590 345 745 429 789 475 920 550 1015 635 1115 825 1325 1045 1555 1305 1805 1950 2355 2775 2980 3800 3680
*in accordance with PIANC.
[ Units: kNm, kN ]
120
100
80 Reaction (%)
60
120 100 Energy (%)
40
80 60
20
40 20
0 0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 72 Deflection (%)
0 75
17
SUPER CONE FENDERS

E2.1 SCN 300 SCN 350 SCN 400 SCN 500 SCN 550 SCN 600 SCN 700 SCN 800 SCN 900 SCN 950 SCN 1000 SCN 1050 SCN 1100 SCN 1200 SCN 1300 SCN 1400 SCN 1600 SCN 1800 SCN 2000 ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR 11.8 84 19 114 28.3 149 55.4 233 74 283 93 324 169 462 252 606 355 765 440 810 488 945 565 1042 652 1145 847 1361 1074 1597 1341 1853 2003 2418 2851 3060 3904 3778 E2.2 12.1 86 19.4 117 29 153 56.7 239 76 290 96 332 173 474 258 621 364 785 452 831 501 969 580 1069 669 1174 869 1396 1102 1638 1376 1901 2056 2480 2926 3139 4008 3876 E2.3 12.4 89 19.9 120 29.7 157 58.1 246 77 298 99 341 177 486 265 637 374 805 463 852 514 994 595 1096 686 1204 891 1432 1131 1680 1412 1949 2109 2543 3002 3219 4112 3974 E2.4 12.7 91 20.3 123 30.4 161 59.4 252 79 305 102 349 181 498 271 652 383 825 475 873 527 1018 610 1123 703 1233 913 1467 1159 1721 1447 1997 2162 2605 3077 3298 4216 4072 E2.5 13.0 93 20.8 126 31 1 165 60.8 258 81 313 105 358 185 510 278 668 393 845 486 894 540 1043 625 1150 720 1263 935 1503 1188 1763 1483 2045 2215 2668 3153 3378 4320 4170 E2.6 13.3 95 21.3 129 31.8 169 62.2 264 83 320 108 366 189 522 284 683 402 865 497 915 553 1067 640 1177 737 1292 957 1538 1216 1804 1518 2093 2268 2730 3228 3457 4424 4268 E2.7 13.5 97 21.7 132 32.5 173 63.5 270 85 328 111 375 193 534 291 699 412 885 509 936 566 1092 655 1204 754 1322 979 1574 1245 1846 1554 2141 2321 2793 3304 3537 4528 4366 E2.8 13.8 100 22.2 135 33.2 177 64.9 277 86 335 114 383 197 546 297 714 421 905 520 957 579 1116 670 1231 771 1351 1001 1609 1273 1887 1589 2189 2374 2855 3379 3616 4632 4464 E2.9 14.1 102 22.6 138 33.9 181 66.2 283 88 343 117 392 201 558 304 730 431 925 532 978 592 1141 685 1258 788 1381 1023 1645 1302 1929 1625 2237 2427 2918 3455 3696 4736 4562 E3.0 14.4 104 23.1 141 34.6 185 67.6 289 90 350 120 400 205 570 310 745 440 945 543 999 605 1165 700 1285 805 1410 1045 1680 1330 1970 1660 2285 2480 2980 3530 3775 4840 4660 E3.1 15.9 114 25.4 155 38.1 204 74.4 318 99 385 132 440 226 627 341 820 484 1040 598 1099 666 1282 770 1414 886 1551 1150 1848 1463 2167 1826 2514 2728 3278 3883 4153 5324 5126 E/R () 0.138 0.163 0.186 0.232 0.256 0.290 0.364 0.414 0.466 0.544 0.518 0.544 0.571 0.622 0.674 0.725 0.830 0.932 1.039
[ Units: kNm, kN ]
Intermediate deections
Di (%) Ei (%) Ri (%) 0 0 0 5 1 19 10 4 39 15 8 59 20 15 75 25 22 89 30 31 35 40 40 50 45 59 92 50 67 84 55 75 77 60 82 73 65 89 77 70 72 75
example
96 100 106 91 100 118
Ri Ei Di
97 100 98
Nominal rated deflection may vary at RPD. Refer to p1235.
PIANC factors
Angle factor
Angle ()
0 3 5 8 10 15 20
(from 3rd party witnessed Type Approval testing)
Temperature factor
AF
1.000 1.039 1.055 1.029 1.000 0.856 0.739
Velocity factor
Time (seconds)
1 2 3 4 5 6 8 10
Temperature (C)
50 40 30 23 10 0 -10 -20 -30
TF
0.882 0.926 0.969 1.000 1.056 1.099 1.143 1.186 1.230
VF
1.050 1.020 1.012 1.005 1.000 1.000 1.000 1.000
For steady state deceleration, the compression time is: 2d t (seconds) = Vi d = fender deflection (mm) Vi = impact speed (mm/s) If compression time t<4s, please ask. Refer to page 12 for further information.
18
SUPER CONE FENDERS

Clearances
0.75H*
Weight support
1.0H
WH
1.8H
Super Cone fenders can support a lot of static weight. The table is a guide to the permitted weight of front panel before additional support chains may be required.
Panel weight (kg) Single or multiple Multiple vertical horizontal (n 1) (n 2) WH n 1.0 W WH n 1.3 W WH n 1.5 W
WV
SCN
1.1H
E1 E2 E3
WV n 1.25 W WV n 1.625 W WV n 1.875 W
0.15H
* does not allow for bow ares There must be enough space around and between Super Cone fenders and the steel panel to allow them to deflect without interference. Distances given in the above diagram are for guidance. If in doubt, please ask.
n = number of Super Cones. W = Super Cone weight WH = panel weight single or multi-horizontal WV = panel weight single or multi-vertical Interpolate for other grades. Refer to TMS when Super Cone direction is reversed.
Shear
Tension
R F (RR) Super Cones are very stable in shear. The table is a guide to maximum shear deflections (S) for different shear coefficients () and rubber grades.
Friction coefficients () 0.2 0.25 9% 11% 11% 14% 17% 18%
If the tensile load exceeds the rated reaction then tension chains may be required. Please ask for advice on the design of tension chains.
S E1 E2 E3
0.15 7% 9% 11%
0.3 14% 17% 22%
S (max) usually occurs at C = 0.3H to 0.35H. For S 20%, refer to TMS.
19
SUPER CONE FENDERS Proven in practice
110
SCK CELL FENDERS

SCK Cell fenders have a very long track record and remain popular because of their simplicity, high performance and strength. They come in a wide range of standard sizes and are interchangeable with many older cell fender types.
Features
B B B B High performance Can support large panels Strong, well-proven design Ideal for low hull pressure systems
Applications
B B B B B B Oil and LNG facilities Bulk terminals Offshore platforms Container berths RoRo and cruise terminals Multi-user berths
111
SCK CELL FENDERS

Dimensions
H SCK 400H SCK 500H SCK 630H SCK 800H SCK 1000H SCK 1150H SCK 1250H SCK 1450H SCK 1600H SCK 1700H SCK 2000H SCK 2250H SCK 2500H SCK 3000H 400 500 630 800 1000 1150 1250 1450 1600 1700 2000 2250 2500 3000 W 650 650 840 1050 1300 1500 1650 1850 2000 2100 2200 2550 2950 3350 B 550 550 700 900 1100 1300 1450 1650 1800 1900 2000 2300 2700 3150 D 25 25 25 30 35 40 40 42 45 50 50 57 70 75 d 30 32 32 40 45 50 50 61 61 66 76 76 76 92 Anchors/ head bolts 4 M22 4 M24 4 M27 6 M30 6 M36 6 M42 6 M42 6 M48 8 M48 8 M56 8 M64 10 M64 10 M64 12 M76 Weight 75 95 220 400 790 1200 1500 2300 3000 3700 5000 7400 10700 18500 [ Units: mm, kg ]
nxd
H D
112
SCK CELL FENDERS

E0.9 SCK 400H SCK 500H SCK 630H SCK 800H SCK 1000H SCK 1150H SCK 1250H SCK 1450H SCK 1600H SCK 1700H SCK 2000H SCK 2250H SCK 2500H SCK 3000H ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR 8.8 50.3 16.7 78.6 34.4 124 67.1 190 138 314 210 416 269 491 421 661 566 805 678 908 1104 1258 1854 1876 2544 2317 3795 3310 E1.0 9.8 55.9 18.6 87.3 38.2 137 74.5 211 153 349 233 462 299 545 468 734 629 894 753 1009 1227 1397 2060 2085 2826 2574 4217 3678 E1.1 10.4 59.4 19.8 92.8 40.6 146 79.5 225 163 371 248 491 318 579 497 781 668 950 800 1072 1304 1485 2169 2195 2976 2711 4452 3879 E1.2 11.0 62.9 20.9 98.3 42.9 155 84.5 240 172 393 263 520 337 614 526 828 707 1006 847 1135 1380 1572 2279 2309 3026 2847 4688 4080 E1.3 11.6 66.5 22.1 104 45.3 163 89.5 254 182 415 277 548 355 648 555 875 746 1062 895 1199 1457 1659 2388 2416 3275 2983 4923 4281 E1.4 12.2 70 23.3 109 47.6 172 94.5 268 191 437 292 577 374 682 585 922 785 1118 942 1262 1534 1746 2497 2527 3425 3120 5158 4482 E1.5 12.7 73.5 24.5 115 50 180 99.5 283 201 458 306 606 393 716 614 969 825 1174 989 1325 1610 1833 2606 2637 3575 3256 5394 4683 E1.6 13.3 77.1 25.7 120 52.4 189 104 297 211 480 321 635 411 750 643 1016 864 1230 1036 1388 1687 1920 2715 2747 3724 3392 5629 4884 E1.7 13.9 80.6 26.8 126 54.7 198 109 312 220 502 336 664 430 784 672 1063 903 1286 1083 1451 1764 2007 2824 2858 3874 3528 5865 5085 E1.8 14.5 84.1 28 131 57.1 206 114 326 230 524 350 692 449 818 702 1110 942 1342 1131 1514 1840 2094 2933 2968 4024 3665 6100 5286 E1.9 15.1 87.7 29.2 137 59.4 215 119 341 239 455 365 721 468 852 731 1157 982 1397 1178 1577 1917 2181 3042 3079 4173 3801 6335 5487 E2.0 15.7 91.2 30.4 142 61.8 224 124 355 249 568 379 750 486 887 760 1193 1021 1453 1225 1641 1994 2268 3151 3189 4323 3937 6571 5688
[ Units: kNm, kN ]
120
100
80 Reaction (%)
60
120 100
40
80 60 Energy (%)
20
40 20
0 0 5 10 15 20 25 30 35 40 45 50 52.5 55 Deflection (%)
113
SCK CELL FENDERS

E2.1 SCK 400H SCK 500H SCK 630H SCK 800H SCK 1000H SCK 1150H SCK 1250H SCK 1450H SCK 1600H SCK 1700H SCK 2000H SCK 2250H SCK 2500H SCK 3000H ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR 16.2 93.8 31.3 146 63.7 230 128 366 256 585 391 773 501 913 783 1229 1051 1497 1262 1690 2054 2336 3245 3285 4452 4056 6761 5856 E2.2 16.7 96.5 32.2 151 65.5 237 132 377 264 602 402 795 516 940 805 1265 1082 1540 1298 1739 2113 2403 3340 3381 4582 4174 6952 6023 E2.3 17.2 99.1 33 155 67.4 244 136 388 271 619 413 818 530 967 828 1301 1113 1584 1335 1788 2173 2470 3435 3476 4712 4292 7143 6191 E2.4 17.7 102 33.9 159 69.2 250 140 399 279 636 425 840 545 993 851 1337 1143 1628 1372 1837 2233 2538 3529 3572 4841 4410 7334 6358 E2.5 18.1 104 34.8 163 71.1 257 144 409 286 653 436 863 559 1020 874 1372 1174 1671 1408 1886 2293 2605 3624 3668 4971 4528 7525 6526 E2.6 18.6 107 35.7 167 72.9 264 147 420 294 670 447 886 574 1047 897 1408 1204 1715 1445 1935 2353 2673 3718 3763 5101 4647 7716 6693 E2.7 19.1 110 36.6 172 74.8 270 151 431 301 687 458 908 589 1073 919 1444 1235 1758 1482 1985 2412 2740 3813 3859 5230 4765 7906 6860 E2.8 19.6 112 37.4 176 76.7 277 155 442 309 704 470 931 603 1100 942 1480 1266 1802 1518 2034 2472 2807 3907 3955 5360 4883 8097 7028 E2.9 20.1 115 38.3 180 78.5 284 159 453 316 720 481 953 618 1127 965 1516 1296 1845 1555 2083 2532 2875 4002 4051 5490 5001 8288 7195 E3.0 20.6 118 39.2 184 80.4 290 163 464 324 737 492 976 633 1153 988 1551 1327 1889 1592 2132 2592 2942 4096 4146 5619 5119 8479 7363 E3.1 22.7 129 43.1 203 88.4 319 179 510 356 811 541 1073 696 1269 1086 1707 1460 2078 1751 2345 2851 3236 4506 4561 6181 5631 9327 8099 E/R ()
0.174 0.213 0.277 0.351 0.438 0.505 0.548 0.637 0.702 0.746 0.879 0.988 1.098 1.152
[ Units: kNm, kN ]
Di (%) Ei (%) Ri (%) 0 0 0 5 2 32 10 7 60 15 16 81 20 26 94 25 38 99 30 50 99 35 61 96 40 72 92 45 83 92 50 94 96 52.5
example
55
Ri Ei Di
100 106 100 106
PIANC factors
Angle factor
Angle ()
0 3 5 8 10 15 20
Temperature factor
AF
1.000 0.977 0.951 0.909 0.883 0.810 0.652
Velocity factor
Time (seconds)
1 2 3 4 5 6 8 10
Temperature (C)
50 40 30 23 10 0 -10 -20 -30
TF
0.882 0.926 0.969 1.000 1.056 1.099 1.143 1.186 1.230
VF
1.005 1.002 1.001 1.001 1.000 1.000 1.000 1.000
114
SCK CELL FENDERS

Clearances
0.6H*
Weight support
A
WH
WV
Cell fenders can support a lot of static weight. The table is a guide to the permitted weight of front panel before additional support chains may be required.
SCK Single or multiple horizontal (n1) WH n 1.0 W WH n 1.3 W WH n 1.5 W WH n 11 W0.6 WH n 19 W0.6 WH n 25 W0.6 Multiple vertical H (n2) WV n 1.25 W 800 WV n 1.75 W WV n 2.25 W WV n 13.75 W0.6 WV n 23.75 W0.6 1000 WV n 31.25 W0.6
H * does not allow for bow ares
There must be enough space around and between the Cell fenders and the steel panel to allow them to deflect without interference. Distances given in the above diagram are for guidance. If in doubt, please ask.
SCK (H) 400 500 630 800 1000 1150 1250 1450 1600 1700 2000 2250 2500 3000 Edge (A) 175 185 210 230 255 290 290 350 350 375 430 430 430 510 Centres (B) 700 700 880 1120 1500 1730 1870 2180 2400 2550 2880 3360 3730 4500
E1 E2 E3 E1 E2 E3
n = number of Cell fenders. W = SCK weight WH = panel weight single or multi-horizontal WV = panel weight single or multi-vertical Interpolate for other grades
Tension
F (RR)
115
SCK CELL FENDERS Proven in practice
116
PARALLEL MOTION FENDERS

Parallel Motion technology can reduce reaction forces by up to 60% compared with traditional designs. The panel always remains vertical but can cope with large berthing angles even at 20 there is usually no loss in energy absorption.
Features
B Ultra-low reaction B Non-tilt frontal panel B No performance loss at large berthing angles B Easy and fast to install B Minimal maintenance
Applications
B B B B B RoRo and fast ferry berths LNG and tanker terminals Naval facilities High tidal zones Monopile or soft structures
Increasing energy, reducing reaction

By using two Super Cones back-to-back, the deflection and energy both increase whilst reaction forces stay low. Reduced loads compared to conventional fenders mean less stress in the structure, allowing smaller piles and less concrete to be used. As Parallel Motion Fenders are mostly preassembled in the factory, installation is simple and fast. Maintenance is minimal too contributing to the low service life cost of Parallel Motion technology.
117

Comparison of PMF and conventional fenders
3500 Type 0 E (kNm) 10 20 R (kN) RPD
20
Reaction (kN)
3000 2500 2000 1500 1000 500 0 0 400 800 Cell Fender
Super Cone Parallel Motion Fender
Parallel Motion Fender PMF1200 (E3.1 & E1.9) Super Cone 2 SCN1200 (E2.7) Cell Fender 2 SCK1450 (E2.9)
1957 1958 1930
1957 1958 1704
1957 1449 1258
1848 100% 3147 3032 43% 39%
20 = Relative Efficiency at 20 angle compared to PMF
1200
1600
Deflection (mm)
Rubber fender units

Shown here are two Super Cones mounted in a back-to-back Twin-Series configuration.
Closed box panel (frame)

Fully sealed, pressure tested design. Shown with optional lead-in bevels which are designed to suit each case.
Torsion tube and arm assembly

Also closed-box construction, the tube and arms keep the panel vertical whatever level impact loads are applied.
Hinge units
The maintenance-free stainless steel pins and spherical Trelleborg Orkot bearings allow free rotation to accommodate berthing angles, also eliminating moments in the hinge pin.
4 5
7 1
UHMW-PE face pads

Trelleborg Double Sintered UHMW-PE face pads are standard to minimise friction and maximise service intervals.
2
6
Check chains
Check chains (optional) act as rope deflectors to stop ropes from snagging, and to help with some large angle berthings.
Pile jackets (optional)

Purpose designed for every project, pile jackets are factory built for a perfect fit to the fender on-site. They can strengthen the structure and double as a corrosion barrier in the vulnerable splash zone. Jackets are also available for monopile systems.
118

Twin-Series Super Cone
E (kNm) SCN 400 SCN 500 SCN 550 SCN 600 SCN 700 SCN 800 SCN 900 SCN 1000 SCN 1050 4765 92127 122169 156220 286387 423581 602822 8261131 9571309 R (kN) 149204 233318 283385 324440 462627 606820 7651040 9451282 10421414 11451551 13611848 15972167 18532514 24183278 30604153 37785126 SCN 400 SCN 500 SCN 550 SCN 600 SCN 700 SCN 800 SCN 900 SCN 1000 SCN 1050 SCN 1100 SCN 1200 SCN 1300 SCN 1400
Single Super Cone

E (kNm) 1938 3674 4999 63132 117226 171341 248484 338666 392770 450886 5851150 7431463 9271826 R (kN) 104204 164318 198385 225440 320627 419820 5271040 6531282 7201414 7881551 9711848 11032167 12782514 16703278 21154253 26105216
MV and MI Element PMF

E (kNm) MV 400 MV 500 MV 550 MV 600 MV 750 MV 800 MV 1000 MV 1250 MV 1450 MV 1600 MI 2000 5275 82117 99141 118168 183262 210300 328468 511730 687982 8371196 12951850 R (kN) 284406 356508 391558 427610 533762 568812 7111016 8891270 10301472 11381626 12951850
SCN 1100 11021507 SCN 1200 14321957 SCN 1300 18162486 SCN 1400 22683104 SCN 1600 33854367 SCN 1800 48176599 SCN 2000 66099044
SCN 1600 13822728 SCN 1800 19673883 SCN 2000 27005324
MV and MI Elements are not PIANC Type Approved. Performances are based on a pair of 1000mm long elements. Pro-rata for more elements or different lengths.
119
PARALLEL MOTION FENDERS Proven in practice
Typical footprint
120
UNIT ELEMENTS
Unit Elements are high-performance, PIANC Type Approved modular rubber fenders. Elements are versatile and can be combined in unlimited combinations of length and direction. The simplest Unit Element system is the UE-V fender, with pairs of legs and a UHMW-PE non-marking shield. For heavy duty applications Unit Elements are combined with a steel panel (frame) which can cope with belting, bow flares, low hull pressures and high tides.
Features
B B B B B B B PIANC Type Approved Versatile modular system Highly efficient shape Symmetrical or asymmetrical fixings Strong in lengthwise shear Easy to install Low maintenance
Applications
B B B B B B B Container terminals Tanker Berths RoRo and cruise ships Dolphins and monopiles Bulk and general cargo berths Fender walls Small craft berths
121
UNIT ELEMENTS
Element UE250 UE300 UE400 UE500 UE550 UE600 UE700 UE750 UE800 UE900 UE1000 UE1200 UE1400 UE1600 H 250 300 400 500 550 600 700 750 800 900 1000 1200 1400 1600 A 109 130 165 195 210 225 270 285 300 335 365 435 495 565 B* 114 138 187 229 252 275 321 344 366 412 458 557 642 733 C* 71 84 102 119 126 133 163 170 178 198 212 252 281 321 D 2027 2332 2535 2837 3238 3545 3545 3845 3845 4250 4658 4660 5065 5065 F 152 184 248 306 336 366 428 458 488 550 610 748 856 978 J 33 38 41 42 42 42 56 56 56 60 60 61 67 76 M 2535 3040 3040 4052 4052 4052 5065 5065 5065 5780 5780 6590 6590 75100 W 218 260 330 390 420 450 540 570 600 670 730 870 990 1130 K 50 50 250 250 250 250 250 250 250 250 250 250 250 250 E 300 300 500 500 500 500 500 500 500 500 500 500 500 500 Anchors M20 M24 M24 M30 M30 M30 M36 M36 M36 M42 M42 M48 M48 M56 Weight 38 54 89 135 153 179 247 298 338 410 509 717 948 1236
* Asymmetrical bolting version only.
[ Units: mm, kg/m ]
2000L 1500L 1000L
Asymmetrical bolting
J B
Symmetrical bolting
H K E E E K J A F W D
Element lengths
H L UE 250 UE 300 UE 400 UE 500UE 550 UE 600UE 800 UE 900UE 1200 UE 1400 UE 1600 600 750 900 1000 1200 1400 1500 1800 2000 Max 2800 2000 2000 1500 2000 1500 2000 2000
preferred lengths typical non-standard lengths
For elements with L/H < 1.0 or non-standard lengths, please ask for advice.
122
UNIT ELEMENTS
E0.9 UE 250 UE 300 UE 400 UE 500 UE 550 UE 600 UE 700 UE 750 UE 800 UE 900 UE 1000 UE 1200 UE 1400 UE 1600 ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR 8.1 79 11.7 95 21 113 32.4 142 40 157 47 171 63 199 73 214 84 228 106 256 131 284 186 340 257 398 337 455 E1.0 9.0 88 13.0 105 23 126 36 158 44 174 52 190 70 221 81 238 93 253 118 284 146 316 207 378 286 442 374 506 E1.1 9.3 90 13.4 108 24 130 37.1 163 45 179 54 196 72 228 84 245 96 261 122 293 150 326 213 389 294 455 385 521 E1.2 9.6 93 13.8 111 24 134 38.2 167 47 184 55 201 74 234 86 252 99 268 125 301 155 335 220 401 303 469 396 535 E1.3 9.9 95 14.2 114 25 137 39.3 172 48 190 57 207 77 241 89 259 101 276 129 310 159 345 226 412 311 482 407 552 E1.4 10.2 98 14.6 117 26 141 40.4 177 49 195 58 212 79 247 91 266 104 283 132 318 163 354 232 424 320 495 418 567 E1.5 10.5 100 15.0 121 27 145 41.5 182 51 200 60 218 81 254 94 274 107 291 136 327 168 364 239 435 328 509 429 582 E1.6 10.8 103 15.4 124 27 149 42.6 186 52 205 62 224 83 261 96 281 110 299 139 336 172 373 245 446 336 552 440 597 E1.7 11.1 106 15.8 127 28 153 43.7 191 53 210 63 229 85 267 99 288 113 306 143 344 176 383 251 458 345 535 451 612 E1.8 11.4 108 16.2 130 29 156 44.8 196 54 216 65 235 88 274 101 295 115 314 146 353 180 392 257 469 353 548 462 628 E1.9 11.7 111 16.6 133 29 160 45.9 200 56 221 66 240 90 280 104 302 118 321 150 361 185 402 264 481 362 562 473 643 E2.0 12.0 113 17.0 136 30 164 47 205 57 226 68 246 92 287 106 309 121 329 153 370 189 411 270 492 370 575 484 658
* In accordance with PIANC. Values are for a single element, 1000mm long.
[ Units: kNm, kN ]
120
100 80 Reaction (%)
60
120 100
40
80 60 Energy (%)
20
40 20
0 0 5 10 15 20 25 30 35 40 45 50 55 57.5 Deflection (%)
0 60
123
UNIT ELEMENTS
E2.1 UE 250 UE 300 UE 400 UE 500 UE 550 UE 600 UE 700 UE 750 UE 800 UE 900 UE 1000 UE 1200 UE 1400 UE 1600 ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR 12.3 117 17.5 140 31 169 48.5 211 59 233 70 253 95 296 109 318 125 339 158 381 195 423 278 507 381 592 499 678 E2.2 12.6 120 180 144 32 174 50 217 61 240 72 261 98 305 112 328 128 349 162 392 200 436 286 522 392 610 513 697 E2.3 12.9 124 18.5 149 33 179 51.5 224 62 246 74 268 100 313 115 337 132 358 167 403 206 448 294 537 404 627 528 717 E2.4 13.2 127 19.0 153 34 184 53 230 64 253 76 276 103 322 118 347 135 368 171 414 212 460 302 552 415 644 542 736 E2.5 13.5 131 19.5 157 35 189 54.5 236 66 260 79 283 106 331 122 356 139 378 176 426 218 473 311 567 426 662 557 756 E2.6 13.8 134 20.0 161 35 194 56 242 68 267 81 290 109 340 125 365 143 388 181 437 223 485 319 582 437 679 572 776 E2.7 14.1 138 20.5 165 36 199 57.5 248 70 274 83 298 112 349 128 375 146 398 185 448 229 497 327 597 448 696 586 795 E2.8 14.4 141 21.0 170 37 204 59 255 71 280 85 305 114 357 131 384 150 407 190 459 235 509 335 612 460 713 601 815 E2.9 14.7 145 21.5 174 38 209 60.5 261 73 287 87 313 117 366 134 394 153 417 194 470 240 522 343 627 471 731 615 834 E3.0 15.0 148 22.0 178 39 214 62 267 75 294 89 320 120 375 137 403 157 427 199 481 246 534 351 642 482 748 630 854 E3.1 16.5 163 24.2 196 43 235 38.2 294 83 323 98 352 132 413 151 443 173 470 219 529 271 587 386 706 530 823 693 939 E/R
0.103 0.124 0.183 0.230 0.254 0.276 0.319 0.341 0.368 0.414 0.461 0.548 0.645 0.737
* In accordance with PIANC. Values are for a single element, 1000mm long.
[ Units: kNm, kN ]
D(%) E(%) R(%) 0 0 0 5 1 23 10 5 47 15 12 69 20 21 87 25 32 97 30 43 100 35 54 97 40 65 90 45 75 85 50 84 84 55 57.5 62.5 95 92 100 113 100 121
example
Ri Ei Di
PIANC factors
Angle factor*
Angle ()
0 3 5 8 10 15 20
Temperature factor
AF Temperature (C)
50 40 30 23 10 0 -10 -20 -30
Velocity factor
Time (seconds)
1 2 3 4 5 6 8 10
TF
0.882 0.926 0.969 1.000 1.056 1.099 1.143 1.186 1.230
VF
1.020 1.008 1.005 1.003 1.002 1.001 1.000 1.000
1.000 0.960 0.936 0.901 0.878 0.818 0.755
* G/H = 0.7; D1 = 57.5% (refer to website for full angular tables).
124
UE SYSTEMS
Clearances
0.65H
Weight support capacity

H H
2P
2P
P
WH WV
P Unit Element fenders can support a lot of weight. The table is a guide to the permitted weight of front panel before additional support chains may be required. P
Panel weight (kg) Single or multiple Single or multiple horizontal (n 1) vertical (n 1) WH n 690 H L WH n 900 H L WH n 1170 H L WV n 1230 H L WV n 1600 H L WV n 2080 H L
UE E1 E2 E3
2P*
H
Element UE 250 UE 300 UE 400 UE 1600 Pmin 30 50
n = number of element pairs WH = panel weight elements V on elevation WV = panel weight elements V on plan Interpolate for other grades
Fenders in tension
[ Units: mm ]
There must be enough space around and between Unit Element fenders and the steel panel to allow them to deflect without interference. Distances given in the above diagram are for guidance. If in doubt, please ask.
* Always check edge distances to suite concrete grade and reinforcement. Dimension does no allow for bow flares, berthing angles or other effects which may reduce clearances.
125
UE SYSTEMS Proven in practice
126
UE V-FENDERS
Pairs of Unit Elements can be combined with a UHMW-PE shield into a V-shape to make a simple, economical and multi-purpose fender. The shield can be narrow or wide, and can also span several pairs of elements to make very long fenders. Please ask for advice about UE-V fenders which use UE 900 or larger elements.
Type V1

Type V2

Features
B B B B B Simple, modular design Low-friction shield Non-marking face Reduced hull pressure Easy maintenance

Type V3 Applications
B B B B Multi-user berths Small RoRo terminals Workboat berths Pontoon fenders

Element UE 250 UE 300 UE 400 UE 1600
Pmin 30 50
[ Units: mm ]
Type V1 H UE 250 UE 300 UE 400 UE 500 UE 550 UE 600 UE 700 UE 750 UE 800 250 300 400 500 550 600 700 750 800 S 250 290 370 440 470 500 590 620 640 G 250 290 370 440 470 500 590 620 640 S 460 550 690 830 890 950
Type V2 G 250 290 370 440 470 500 590 620 640 S
Type V3 G 460 550 690 830 890 950 1130 1190 1230 P 30 30 50 50 50 50 50 50 50 T 70 70 80 90 90 90 100 100 100 Anchors M20 M24 M24 M30 M30 M30 M36 M36 M36 [ Units: mm ] 460 550 690 830 890 950 1130 1190 1230
1130 1190 1230
127
UE V-FENDERS Proven in practice
128
ARCH FENDERS
Arch fenders are simple and rugged, providing reliable and trouble-free service for a wide variety of berths even under the most severe conditions. The AN-fender is a traditional rubber faced unit whilst the ANP-fender can be fitted with either UHMW-PE face pads or connected to a steel panel.
Features
B B B B Simple one-piece design Strong and hard wearing Excellent shear performance Large range of standard sizes
Applications
B B B B RoRo berths General cargo Workboat harbours Barge and tug berths
129
ARCH FENDERS
Lmax AN / ANP 150 AN / ANP 200 AN / ANP 250 AN / ANP 300 AN / ANP 400 AN / ANP 500 AN / ANP 600 AN / ANP 800 AN / ANP 1000 3000 3000 3500 3500 3500 3500 3000 3000 3000 H 150 200 250 300 400 500 600 800 1000 A 108 142 164 194 266 318 373 499 580 B 240 320 400 480 640 800 960 1300 1550 W 326 422 500 595 808 981 1160 1550 1850 F 98 130 163 195 260 325 390 520 650 D 1620 1825 2030 2532 2532 2532 2840 4150 5062 K 50 50 62.5 75 100 125 150 200 250 E 500 500 500 500 500 500 500 500 500 PQ 20 40 25 50 28 56 28 56 35 70 42 84 48 96 54 108 54 108 Anchors M16 M20 M24 M24 M30 M36 M42 M48 M48 Weight AN ANP 28 48 69 107 185 278 411 770 1289 35 62 90 128 217 352 488 871 1390
[Units: mm, kg/m ]
AN Arch fender
K E E K
H D
B W
ANP Arch fender

X Y Q P T
V U
L (Lmax)
UHMW-PE face pads Y T Bolt size 330410 30 M16 330410 30 M16 330410 30 M16 330410 40 M16 330410 40 M16 330410 50 M20 330410 50 M20 330410 60 M24 330410 60 M24 Steel frame X Y 7090 250300 7090 250300 7090 250300 7090 250300 7090 250300 7090 250300 7090 250300 7090 250300 7090 250300 [Units: mm ]
ANP 150 ANP 200 ANP 250 ANP 300 ANP 400 ANP 500 ANP 600 ANP 800 ANP 1000
U 49 65 45 50 60 65 65 70 80
V 0 0 73 95 140 195 260 380 490
C 2030 3045 3045 3045 3050 3050 3560 5070 5070
X 6070 6070 7085 7085 7085 7085 7085 7085 7085
L 1000 1500 2000 2500 3000 3500
Anchors 6 No 8 No 10 No 12 No 14 No 16 No
Larger bolts are required when connecting ANP fenders to steel panels. Refer to TMS.
Non-standard lengths, profiles and bolting patterns are available on request.
130
AN FENDER
160 140 120 100 Reaction (%)
AN 300 E1.0 ER 4.3 AN 150 RR 74.0 AN 200 AN 250 ER 7.6 RR 98.6 ER 11.9 RR 123 ER 17.1 RR 148 ER 30.5 RR 197 ER 47.6 RR 247 ER 68.6 RR 296 ER RR ER RR 122 394 191 493 E1.5 5.0 85.1 8.8 113 13.8 142 19.8 170 35.3 227 55.0 284 79.3 341 141 454 221 567 E2.0 5.6 96.2 10.0 128 15.6 160 22.5 192 40.0 256 62.4 321 89.9 385 160 513 250 641 E2.5 6.5 112 11.6 149 18.1 186 26.0 223 46.3 297 72.2 372 103 446 185 594 289 743 E3.0 7.4 127 13.1 169 20.5 211 29.5 253 52.5 338 82.0 422 116 507 210 675 328 844
80 60 40 20 0 0 5 120 100 80 60 40 20 0 10 15 20 25 30 35 40 45 50 55 Deflection (%) 51.5%
AN 400 AN 500
Energy (%)
AN 600 AN 800 AN 1000
*In Accordance with PIANC. Performance per metre length.
[ Units: kN, kNm ]
Di (%) Ei (%) Ri (%) 0 0 0 5 1 24 10 6 51 15 14 73 20 25 89 25 37 98 30 50 100 35 63 96 40 74 89 45 85 82 50 96 91 51.5 100 100
example
55 111 141
Ri Ei Di
PIANC factors
Angle factor
Angle ()
0 3 5 8 10 15 20
Temperature factor
AF
1.000 0.963 0.952 0.939 0.924 0.817 0.535
Velocity factor
Time (seconds)
1 2 3 4 5 6 8 10
Temperature (C)
50 40 30 23 10 0 -10 -20 -30
TF
0.882 0.926 0.969 1.000 1.056 1.099 1.143 1.186 1.230
VF
1.014 1.005 1.004 1.003 1.003 1.002 1.000 1.000
131
ANP FENDER
140
E1.0 ER 5.6 ANP 150 RR 88.8 ANP 200 ER RR 9.9 118 E1.5 6.5 102 11.4 136 17.9 170 25.8 205 45.8 273 71.5 341 103 409 183 544 286 681 E2.0 7.3 115 13 154 20.2 192 29.1 231 51.7 308 80.8 385 116 462 207 615 323 769 E2.5 8.4 133 14.9 177 23.3 221 33.5 266 59.5 354 92.9 443 134 531 238 708 E3.0 9.5 150 16.8 200 26.3 250 37.8 300 67.2 400 105 500 151 600 269 800
120
100
ANP 250
ER 15.6 RR 148 ER 22.4 RR 178 ER 39.8 RR 237 ER 62.1 RR 296 ER 89.3 RR 355 ER RR ER RR 159 473 249 592
Reaction (%)
80 140 60 120 100 Energy (%) 40 80 60 20 40 20 0 0 5 10 15 20 25 30 35 40 45 50 55 Deflection (%) 54% 0
ANP 300 ANP 400 ANP 500 ANP 600 ANP 800 ANP 1000
372 420 885 1000
*In Accordance with PIANC. Performance per metre length.
[ Units: kN, kNm ]
Di (%) Ei (%) Ri (%) 0 0 0 5 1 23 10 6 49 15 13 71 20 23 87 25 34 96 30 46 100 35 58 98 40 70 92 45 81 84 50 91 84 54 100 100
example
57.5 110 139
Ri Ei Di
PIANC factors
Angle factor
Angle ()
0 3 5 8 10 15 20
Temperature factor
AF
1.000 0.945 0.905 0.840 0.794 0.669 0.529
Velocity factor
Time (seconds)
1 2 3 4 5 6 8 10
Temperature (C)
50 40 30 23 10 0 -10 -20 -30
TF
0.882 0.926 0.969 1.000 1.056 1.099 1.143 1.186 1.230
VF
1.008 1.003 1.002 1.001 1.000 1.000 1.000 1.000
132
CORNER ARCH
Berth corners are very difficult to protect. Corner Arch fenders are available in three standard sizes and provide a simple, easily installed solution to prevent damage from smaller vessels.
Other corner fender solutions
Donut
M
Wheels
0.25H H D J B W
Dimensions
H L W B 240 410 490 D 25 40 44 F 95 160 190 J 110 130 140 K 690 420 360 M Anchors Weight 28 46 68
CA 150 150 1000 300
237 8 M20 262 8 M24 200 8 M30
Fender Bars
CA 250 250 CA 300 300
750 500 625 600
[ Units: mm, kg ]
133
ARCH FENDERS Proven in practice
Modular Fenders
MV Elements V Fenders MI Elements
Section 2
Ref. M1100-S02-V1.1-EN
22
MV ELEMENTS
MV-elements are the foundation of many fender systems. These modular units are compression moulded from a high performance polymer which resists attack from ultraviolet light, ozone and immersion in seawater for long service life and low maintenance. Available in a full range of sizes, the geometry of the MV-element has been optimised for maximum energy absorption per unit volume of rubber combined with a low reaction force. Fully encapsulated steel mounting plates are vulcanised inside the MV-element to allow easy fixing. Bolts are located centrally on the base flanges to reduce stresses, but being recessed into pockets the fixings are well protected from damage.
Features
B B B B B Modular design system Many standard sizes High performance geometry Recessed fixings Long life, low maintenance
Applications
All vessel types which use the following systems: B Fender piles B V-fenders B Multiple fenders B Pivot pillars B Parallel Motion (Torsion Arm)
23
MV ELEMENT
Each fender generation provides more energy for the same reaction force.
Reaction
ENERGY
Deflection
Fender Evolution
Ships have grown larger so have the demands on fenders. A century ago timber (1st Generation) was cheap and worked adequately for the small vessels of the day. Old tyres (2nd Generation) were abundant and softer but required expensive maintenance and absorbed little energy. Cylindricals (3rd Generation) were the first purpose designed fenders, gaining popularity some 50 years ago, but inefficient use of rubber and low performance by todays standards makes them costly. Arch and simple buckling fenders (4th Generation) had better performance and integrated the rubber with steel fixing plates. MV-element
V-fender
5th Generation Fenders

MV-elements are 5th Generation fenders. With refined geometry the rubber has a characteristic double-buckle S shape. This gives the MV-element a greater deflection for the same reaction so it absorbs more energy than all previous generations with less material. System fender
Modular Design
MV-elements are modular so can be installed horizontally or vertically, close together or further apart, with the V facing towards or away from the panel. A and B compounds can be mixed or different lengths used allowing almost limitless permutations and giving the designer greater control on how an MV-system behaves when impacted.
24
MV300 elements up to 3000mm available on request.
MV ELEMENT
Dimensions
L 600 900 MV300 1200 1500 750 1000 1500 MV400 2000 2500 3000 750 1000 1500 MV500 2000 2500 3000 750 MV550 1000 250 1500 750 MV600 1000 250 1500 750 MV750 1000 250 1500 800 1000 MV800 1500 2000 800 850 900 950 1000 MV1000 1050 1100 1150 1200 1500 250 2000 250 4+4 864 150 175 200 225 250 275 300 325 350 500 150 175 200 225 250 275 300 325 350 500 322 310 162 31 M42 250 500 250 500 250 240 129 26 M36 3+3 4+4 2+2 2+2 2+2 2+2 2+2 2+2 2+2 2+2 2+2 3+3 402 536 346 368 389 411 432 454 476 497 519 648 150 150 125 500 250 3+3 2+2 2+2 359 214 268 125 500 235 230 118 26 M36 125 500 250 3+3 2+2 2+2 230 180 239 125 500 188 199 87 20 M30 125 500 250 3+3 2+2 2+2 200 115 153 125 500 172 170 87 20 M30 250 500 250 500 158 142 87 20 M30 4+4 5+5 6+6 2+2 2+2 222 278 334 100 132 250 250 250 125 125 250 250 500 250 250 250 125 125 250 250 500 125 124 63 17 M24 4+4 5+5 6+6 2+2 2+2 3+3 132 165 198 84 111 167 150 300 150 300 94 93 47 17 M20 B C D E F G J T Anchor Holes 2+2 3+3 4+4 5+5 2+2 2+2 3+3 Weight 27 41 54 68 50 66 99
25
MV ELEMENT
Dimensions
L 800 850 900 950 1000 1050 MV1250 1100 1150 1200 1250 1500 250 2000 900 1000 1100 MV1450 1200 1500 250 2000 1000 1100 MV1600 1200 1500 250 2000 250 4+4 2228 [ Units: mm, kg ] 250 300 350 500 250 300 350 500 507 480 261 50 M56 250 4+4 2+2 2+2 2+2 3+3 1746 1114 1226 1337 1671 350 200 250 300 500 350 200 250 300 500 454 445 228 41 M48 2+2 3+3 1048 1310 250 4+4 2+2 2+2 2+2 1278 786 873 960 300 325 350 375 B 150 175 200 225 250 275 500 300 325 350 375 C D 150 175 200 225 250 275 500 401 388 202 36 M48 2+2 2+2 2+2 2+2 3+3 703 735 767 799 959 E F G J T Anchor Holes 2+2 2+2 2+2 2+2 2+2 2+2 Weight 511 543 575 607 639 671
F G J D E E D
Internal steel plate T
T M B F C L C B
26
MV ELEMENT
L 600 900 1200 1500 750 1000 1500 2000 2500 3000 750 1000 1500 2000 750 1000 1500 750 1000 1500 750 1000 1500 800 1000 1500 2000 800 850 900 950 1000 1050 1100 1150 1200 1500 2000 800 850 900 950 1000 1050 1100 1150 1200 1250 1500 2000 900 1000 1100 1200 1500 2000 1000 1100 1200 1500 2000 Compound A E 12.6 18.9 25.2 31.5 26.9 37.4 56.1 74.8 93.5 112 41.2 58.4 87.6 117 49.9 70.7 106 59.4 84.1 126 90.4 131 197 111 150 224 299 175 189 204 219 234 248 263 278 293 350 467 269 293 317 341 365 389 413 437 461 485 548 730 426 491 557 622 737 982 598 690 781 897 1196 R 91.4 137 183 229 146 203 305 406 508 609 179 254 381 508 197 279 419 215 305 457 262 381 571 302 406 609 813 380 412 444 476 508 540 572 604 636 762 1016 468 510 551 593 635 677 718 760 802 844 952 1270 638 736 835 933 1105 1473 813 937 1061 1219 1625 E 8.8 13.2 17.7 22.1 18.8 26.2 39.3 52.3 65.4 78.5 28.9 40.9 61.3 81.8 34.9 49.5 74.2 41.6 58.9 88.3 63.2 92 138 77.8 105 157 209 122 133 143 153 164 174 184 195 205 245 327 188 205 222 239 256 272 289 306 323 340 383 511 298 344 390 436 516 688 419 483 547 628 837 Compound B R 64 96 128 160 102 142 213 284 356 427 125 178 267 356 138 196 293 151 213 320 183 267 400 212 284 427 569 266 288 311 333 356 378 400 423 445 533 711 327 357 386 415 444 474 503 532 561 591 667 889 447 516 584 653 773 1031 569 656 743 853 1138
F R
d H
MV300
MV400
MV500
MV550
MV600
*Rated Performance Data (RPD) Method: Decreasing Velocity (DV) Temperature: 23C Initial speed: 150mm/s Compression angle: 0 Refer to p27.
MV750
MV800
MV1000
MV1250
MV1450
MV1600
All performance values are for a single element.
[ Units: kNm, kN ]
27
MV ELEMENT
120
100
80 Reaction (%)
60
120 100
40
80 Energy (%) Ei Di 60
20
40 20
0 0 5 10 15 20 25 30 35 40 45 50 55 57.5 60 Deflection (%)
Di (%) Ei (%) Ri (%) 0 0 0 5 2 31 10 7 58 15 14 78 20 24 92 28 41 100 35 56 96 40 66 90 45 76 85 50 85 84
example
57.5 62.5 100 100 113 130
Ri
Decreasing Velocity (DV) test method

The Trelleborg high-speed test press was developed to simulate real berthing conditions for MV and MI elements. Depending on element size, initial speeds exceeding 300mm/s are achievable. The test press can accommodate single elements from MV500 to MV1600 as well as the MI2000 in lengths up to 1500mm. Please refer to Trelleborg Marine Systems for all special test requirements.
28
MV SYSTEMS
Element spacing
r = rated deflection 0.35H r=0.575H
Weight support
MV-elements can support a lot of weight. The table is a guide to the permitted weight of the front panel in tonnes per metre of element pair before additional support chains may be required.
0.24H 0.78H
WH
WV
1.2H
MV Compound A
Panel weight* (kg) Single or multiple Single or multiple horizontal vertical WH 1.0 H L WH 0.7 H L WV 1.78 H L WV 1.25 H L
0.32H
Compound B
* per pair of elements.
50
Shear stiffness
Some temporary shear may be caused by friction as the MV-elements are compressed. Maximum shear usually occurs at approximately 28% deflection.
0.72H
DL FL
0.12H DL 0.39 H DT 0.82 H H Where, H = fender height = friction coefficient FT R
MV-elements can be mounted horizontally or vertically. There must be enough space around and between MV-element fenders and the steel panel to allow them to deflect without interference. Distances given in the diagram are for guidance. If in doubt, contact your local office.
DT
Tension
If the likely tensile load exceeds the rated reaction then tension chains may be required. Please refer to your local office.
29
MV SYSTEMS Proven in practice
210
V-FENDERS
V-fenders fulfil the need for a simple, and maintenance-free fender system with high performance and a robust design at low costs. All V-fenders use one or several pairs of MV-elements and a front shield. The shield is a structural component of the fender, directly bolted to the MV-element and easily able to withstand constant use in busy harbours. The UHMW-PE face is also very gentle on ships. It will conform to the contours of the hull, will not mark paint (unlike rubber) and does not spark. UHMW-PE has very low friction which reduces stresses in the V-fenders and fixings.
Applications
B B B B B B General cargo quays Berthing dolphins Pontoon fendering Passenger ferry berths Offshore platforms Long fender walls
211
V-FENDERS
Dimensions
H MV300P* MV400P MV500P MV550P MV600P MV750P MV800P MV1000P MV1250P T(min) 70 80 90 90 90 100 100 120 120 So 370 480 590 640 690 850 900 1120 1370 MW 270 360 460 500 530 680 730 900 1140 SW 410 500 660 750 800 1010 1170 1330 1660 A 360 480 600 660 720 900 960 1200 1500 B 454 606 774 834 894 1136 1218 1524 1904 C 172 232 316 320 322 440 480 580 724 Fixings M20 M24 M30 M30 M30 M36 M36 M42 M48 [ Units: mm ]
Performance (per metre)

Compound A E 42.0 74.8 117 141 168 262 300 468 730 R 305 406 508 558 610 762 812 1016 1270 Compound B E 29.5 52.4 81.8 99.0 118 184 210 328 512 R 213 284 356 392 426 534 568 712 888
Please ask for other dimensions * MV300 not available in 1000mm length (refer to p24). Performance is for a pair of elements, 1000mm long.
[ Units: kNm, kN ]
L L SW MW C A B A C
H SO T
H SO T
Always specify P type elements for V-fenders (ie. MV500P). These have special internal plates designed to ex with the UHMW-PE shield. The ange marked Panel Side should be connected to the shield. All V-fender performances are based on decreasing velocity (DV) method compression testing of full size elements. Performances are valid for 150mm/ s initial impact velocity, 23C ambient temperature and 0 compression angle. Site operating conditions or project specifications may differ from the above. Please ask your local Trelleborg Marine Systems office for further details, or visit our web site.
212
MI-2000 ELEMENTS
MI-2000 fender systems suit very large vessels and high energy applications. They share the modular design concept with MV elements but with a modified fixing arrangement to allow greater deflections and efficiency. The rubber unit is available in several standard lengths and rubber grades which, combined with the modularity of the MI system, provides designers with greater choice and versatility.
Features
B B B B Modular design system Choice of lengths and rubber grades High performance and efficiency Long, life, low maintenance
Applications
Ideal for larger vessels including: B Tankers and LNG ships B Bulk carriers B Post-Panamax containers B Mega cruise ships
213
MI-2000 ELEMENTS
MI-2000 Dimensions
A 1000 1050 1100 1150 1200 1250 1300 1350 1400 B 1270 1320 1370 1420 1470 1520 1570 1620 1670 C 1130 1180 1230 1280 1330 1380 1430 1480 1530 Anchor M42 M42 M42 M42 M42 M42 M42 M42 M42 Holes 6+6 6+6 6+6 6+6 6+6 6+6 6+6 6+6 6+6 Weight 1840 1941 2042 2144 2245 2346 2447 2549 2650 [ Units: mm, kg ]
B A 2000
1318 733 52 210 210 585 C
MI-2000S Dimensions
A 1000 1050 1100 1150 1200 1250 1300 1350 1400 B 1270 1320 1370 1420 1470 1520 1570 1620 1670 C 1130 1180 1230 1280 1330 1380 1430 1480 1530 Anchor M42 M42 M42 M42 M42 M42 M42 M42 M42 Holes 6+6 6+6 6+6 6+6 6+6 6+6 6+6 6+6 6+6 Weight* 2191 2286 2383 2480 2573 2670 2765 2860 2957 [ Units: mm, kg ]
B A 2000 1318 52 733 75 210 210 H 585 C
210 75 thick 210 620
* MI-2000S weight includes fabricated spacers for both flanges (supplied with fender elements on request).
214
MI-2000
MI-2000 Performance
140 120 100
1100 A 1000 1050 ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR Compound A Compound B 925 925 971 971 1017 1017 1063 1063 1110 1110 1156 1156 1202 1202 1248 1248 1295 1295 565 565 593 593 621 621 650 650 678 678 706 706 734 734 763 763 791 791 [ Units: kN, kNm ]
Reaction (%)
80 140 60 40 20 0 120 100 60 40 20 0 10 20 30 40 Deflection (%) 50 60 62 0

1400 1150 1200 1250 1300 1350
Energy (%)
65
80
All values are for a single element.
Di (%) Ei (%) Ri (%) 0 0 0 5 2 34 10 6 63 15 14 84 20 23 95 25 32 30 42 35 52 40 61 95 45 71 91 50 79 86 55 88 82 60
example
62
Ri Ei Di
96 100 103 90 100 127
99 100 98
All MI-2000 performance values are based on decreasing velocity (DV) method compression testing of full size elements on a dedicated high speed test press. Performances are valid for 150mm/s initial impact velocity, 23C ambient temperature and 0 compression angle. Site operating conditions or project specifications may differ from the above. Please ask your local Trelleborg Marine Systems office for further details, or visit our web site.
215
MI-2000S
MI-2000S Performance
140 120 100
1100 A 1000 1050 ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR ER RR Compound A Compound B 989 604 925 565 1039 635 971 593 1088 665 1017 621 1138 695 1063 650 1187 725 1110 678 1237 756 1156 706 1286 786 1202 734 1336 816 1248 763 1385 846 1295 791 [ Units: kN, kNm ]
Reaction (%)
80 140 60 40 20 0 120 100 60 40 20 0 10 20 30 40 Deflection (%) 50 60 66 0

1400 1150 1200 1250
Energy (%)
80
1300 1350
All values are for a single element.
Di (%) Ei (%) Ri (%) 0 0 0 5 2 35 10 6 63 15 13 83 20 21 95 25 30 30 40 35 49 40 58 94 45 67 90 50 75 85 55 82 81 60
example
66 67.5
Ri Ei Di
90 100 103 81 100 110
99 100 98
All MI-2000S performance values are based on decreasing velocity (DV) method compression testing of full size elements on a dedicated high speed test press. Performances are valid for 150mm/s initial impact velocity, 23C ambient temperature and 0 compression angle. Site operating conditions or project specifications may differ from the above. Please ask your local Trelleborg Marine Systems office for further details, or visit our web site.
Multi-purpose Fenders
Cylindricals Extrusions Composites Fender Bars MPP Ramp & Cope Shear Section 3
Ref. M1100-S03-V1.1-EN
32
CYLINDRICAL FENDERS
Cylindrical Fenders have protected ships for more years than any other fender type. Cylindrical fenders are simple and versatile as well as being easy to install. Their progressive reaction makes them ideal for berths serving large and small vessels. The wide range of available sizes (as well as almost any intermediate size) means Cylindrical Fenders can be closely matched to each application.
Features
B B B B B Simple and economical design Easy to install and maintain All sizes up to 2700mm diameter Thick wall resists abrasion and wear Progressive load-deflection curve
Applications
B B B B B B Bulk cargo berths General cargo quays RoRo and ferry terminals Fishing and workboat berths Pontoons and floating structures Tug havens
OD ID
33
CYLINDRICAL FENDERS
OD ID (mm) 100 50 125 65 150 75 175 75 200 100 250 125 300 150 380 190 400 200 450 225 500 250 600 300 800 400 1000 500 1200 600 1400 700 1400 800 1500 750 1600 800 1750 900 2000 1200 2400 1200 2700 1300 OD / ID 2.00 1.92 2.00 2.33 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 1.75 2.00 2.00 1.94 1.67 2.00 2.08 E (kNm) 0.8 1.3 1.8 2.7 3.3 5.1 7.4 11.8 13.1 16.6 28 40 72 112 162 220 208 253 288 340 415 647 818 R (kN) 43 51 65 92 86 108 129 164 172 194 275 330 440 550 660 770 649 825 880 929 871 1321 1486 P* (kN/m2) 547 500 552 781 547 550 547 550 547 549 700 700 700 700 700 700 516 700 700 657 462 701 728 Weight (kg/m) 7.2 11.0 16.3 24.1 29.0 45.3 65.2 105 116 147 181 255 453 707 1018 1386 1245 1591 1810 2124 2414 4073 5154 Typical fixing arrangements
*excludes effect of fixing accessories. Deflection, (D) = ID. Performance per metre length.
140 Nominal rated deflection may vary at RPD. Refer to p1235.
120
100 Reaction (%)
80 140 60 120 100 40 80 60 20 40 20 0 0 10 20 30 40 50 60 70 80 90 100 0 110 Energy (%)
Deflection (% of ID)
34
CYLINDRICAL FENDERS
Small cylindricals
OD 100 125 150 175 200 200 250 300 380 400 450 500 600 ID 50 65 75 75 90 100 125 150 190 200 225 250 300 Chain 14 14 16 16 18 18 20 24 28 28 28 32 35 Shackle 16 16 16 16 19 19 22 28 35 35 35 38 44 [ Units: mm ]
0.1L (min) OD 1.5D L < 6000mm Small cylindricals (600mm) are often suspended from chains connected to brackets or U-anchors on the quay wall.
Large cylindricals
OD ID L 1000 1500 2000 2500 3000 1000 1500 2000 2500 3000 1000 1500 2000 2500 3000 1000 1500 2000 2500 3000 1000 1500 2000 2500 3000 B Chain Shackle 35 24 28 45 28 35 55 32 38 65 34 44 70 40 50 45 28 35 55 32 38 65 38 44 75 40 50 85 44 50 50 28 35 65 34 44 75 40 50 85 44 50 100 50 56 65 38 44 70 38 44 80 44 50 90 48 56 100 52 64 75 40 50 80 40 50 90 46 50 110 48 56 120 54 64 [ Units: mm ]
800 400
OD ID
B
1000 500
L Large cylindricals (9001600mm) often use a central support bar connected at each end to chains which go back to brackets or U-anchors on the quay wall.
1200 600
1400 800
1600 800
Very large cylindricals (1600mm) may require special ladder brackets due to their weight. These are specially designed for each application.
35
CYLINDRICAL FENDERS Proven in practice
36
EXTRUDED FENDERS
Extruded fenders are simple rubber profiles, usually attached with bolts to the structure. Extrusions can be made in virtually any length then cut and drilled to suit each application. Pre-curved sections and special sizes are available on request. Usually black in colour, extruded fenders can also be supplied in creamy white as an option.
A
DC-fenders
B 100 150 200 250 300 350 400 400 500 C 30 65 75 100 125 150 175 200 250 D 15 20 25 30 30 35 35 35 35 E 25 30 45 50 60 70 80 80 100 F 10 12 15 20 25 25 30 30 30 G H Flat bar 50 6 60 8 80 10 Bolt size M12 M16 M20 M24 M24 M30 M30 M30 M36 Weight 10.1 20.6 38.5 59.0 83.7 113 146 137 214
Applications
B B B B B Jetties and wharves for small craft Tugs and workboats Pontoon protection Inland waterways General purpose fendering
100 150 200 250 300 350 400 400 500
90130 200300 110150 250350 130180 300400
140200 350450 100 10 140200 350450 110 12 140200 350450 120 12 140200 350450 130 15 140200 350450 130 15 140200 350450 130 15
Fender E size (kNm) 100 150 200 250 300 350 400 500 1.9 4.2 7.5 11.7 16.9 22.9 29.4 46.0
R (kN) 157 235 314 392 471 549 628 785
E (kNm) 2.7 6.4 11.3 17.7 25.5 34.3 45.1 70.5
R (kN) 157 235 314 392 471 589 628 785 A 100 150 165 200 200 250 250 300 300 350 350 400 500
[ Units: mm, kg/m ]
SC-fenders
B 100 150 125 200 200 200 250 250 300 350 350 400 500 C 30 65 65 75 100 80 100 100 125 150 175 200 250 D 15 20 20 25 25 30 30 30 30 35 35 35 45 E 25 30 30 45 40 45 50 50 60 65 65 70 90 F 10 12 15 15 15 20 20 25 25 25 25 30 40 G 90130 110150 110150 130180 130180 140200 140200 140200 140200 140200 140200 140200 150230 H 200300 250350 250350 300400 300400 350450 350450 350450 350450 350450 350450 350450 400500 Flat bar 50 6 60 8 60 8 80 10 80 10 90 10 100 10 100 10 110 12 120 12 120 12 130 15 150 20 Bolt size M12 M16 M16 M20 M20 M24 M24 M24 M24 M30 M30 M30 M36 Weight 11.4 23.6 21.3 43.8 39.5 55.3 67.2 82.6 95.6 126 121 158 247
Values are per metre.
120 Reaction (% of Rated) 100 80 60 40 20 0 0 10 20 30 40 50 Deflection (%)

Re
E
Rated Reaction
Energy (% of Rated)
[ Units: mm, kg/m ]
ti ac
on
rg ne
120 100 80 60 40 20 0
B D C
37
EXTRUDED FENDERS
DD-series
A 80 100 125 150 200 200 250 250 300 350 380 400 400 500 B 70 100 125 150 150 200 200 250 300 350 380 300 400 500 C 45 50 60 75 100 100 125 125 150 175 190 175 200 250 D 30 45 60 75 80 100 100 125 150 175 190 150 200 250 E 30 30 40 40 50 50 60 60 60 75 75 75 75 90 F 15 15 20 20 25 25 30 30 30 35 35 35 35 45 G 90130 90130 110150 110150 130180 130180 140200 140200 140200 140200 140200 140200 140200 160230 H 200300 200300 250300 250300 300400 300400 350450 350450 350450 350450 350450 350450 350450 400500 Flat bar Bolt size Weight 35 5 M12 4.8 40 5 M12 8.5 50 6 M16 13.2 60 8 M16 18.5 80 10 M20 23.1 80 10 M20 32.9 90 12 M24 39.9 90 12 M24 51.5 110 12 M24 74.1 130 15 M30 101 140 15 M30 119 130 15 M30 99 150 15 M30 132 180 20 M36 206 [ Units: mm, kg/m ]
Fender E size (kNm) 100 150 200 250 300 350 400 500 1.4 3.2 5.7 8.9 12.9 17.6 23.0 35.9
R (kN) 77 115 153 191 230 268 306 383
E (kNm) 2.7 6.4 11.3 17.6 25.5 34.3 45.2 70.7
R (kN) 136 206 275 343 412 471 589 736
SD-series
A 100 150 165 200 200 250 250 300 300 400 B 100 150 125 150 200 200 250 250 300 400 500 C 50 70 80 90 90 120 120 140 125 200 250 D 45 65 60 65 95 95 120 115 135 200 250 E 30 40 40 50 50 60 60 60 60 75 90 F 15 20 20 25 25 30 30 30 30 35 45 G 90130 H 200300 Flat bar 40 5 50 8 60 8 70 10 70 10 90 12 90 12 Bolt size Weight M12 M16 M16 M20 M20 M24 M24 M24 M24 M30 M36 9.9 22.7 20.3 30.8 39.8 49.4 61.1 75.0 92.0 153 239
110150 250300 110150 250300 130180 300400 130180 300400 140200 350450 140200 350450
140200 350450 100 12 140200 350450 100 12 140200 350450 150 15 160230 400500 180 20

Re ac n tio
y
Rated Reaction
Energy (% of Rated)
500
[ Units: mm, kg/m ]
En
erg
120 100 80 60 40 20 0
B D
G 25
E C A
38
COMPOSITE FENDERS
Composite fenders* are composites of rubber for resilience and UHMWPE for low-friction and wear resistant properties. The two materials are bonded with a special vulcanising method which is stronger and more reliable than a mechanical joint. Composite fenders are used where the simplicity of extrusions are required but with lower shear forces.
Features
B B B B B Resilient rubber body Low-friction UHMW-PE face Strong molecular bond Easily drilled and cut Many standard sizes
Shear deformations Applications

B B B B Jetties and wharves for small craft Mooring pontoons Pile guides on floating structures Inland waterways = 0.81.0 = 0.150.2
* Also called Rubbylene Rubber Composite
E 100 100 200 200 250 250 300 300 4.0 11.5 24.3 42.0
R 222 334 565 624 80 80 100 100 120 120 150 150
E 1.6 2.2 3.0 6.0
R 76 154 188 377
Values are per metre. [ Units: kNm, kN ] Performance values are at bore closure.
Values are per metre. [ Units: kNm, kN ] Performance values are at bore closure.
39
COMPOSITE FENDERS
CF-A series
A 100 150 165 200 200 250 300 B 100 150 125 200 200 250 300 C* 30 65 65 75 100 100 125 t 20 20 20 25 25 30 30
CF-B series
D 15 20 20 25 25 30 30 E 25 30 35 45 45 50 60 F 10 12 15 20 20 25 30 G 90130 110150 110150 130180 130180 140200 140200 H 200300 250350 250350 300400 300400 350450 350450 Flat bar 50 6 60 8 60 8 80 10 80 10 100 10 110 12 Bolt size M12 M16 M16 M20 M20 M24 M24 Std Length 3000 3000 3000 3000 3000 2000 3700 Weight CF-A CF-B 10.3 11.1 21.5 27.0 19.2 24.8 40.2 48.0 36.2 48.0 60.2 75.0 92.1 108 [ Units: mm, kg/m ]
* Dimension only applies to CF-A fender.
B E t F
D C A
CF-C series
A 80 100 120 150 B 80 100 120 150 C* 42 45 62 73 a 60 74 88 110 b 40 50 60 75
CF-D series
c 44 56 67 83 t 10 10 12 15 D 15 15 20 20 E 25 25 30 30 F 6 8 10 12 G 90130 90130 110150 110150 H 200300 200300 250350 250350 Flat bar 45 6 45 6 60 8 60 8 Bolt size M12 M12 M16 M16 Std Length 2000 2000 2000 3000 Weight CF-C CF-D 5.4 7.0 8.4 11.0 12.2 15.8 19.7 24.8
* Dimension only applies to CF-C fender.
[ Units: mm, kg/m ]
B E t D C a A F
b c Composite fenders are supplied undrilled. Drilled and counterbored holes, special cuts, etc are available on special request.
310
FENDER BARS
Fender Bars are available in three different versions: B ML-type for exposed locations B MLS-type for low reaction B Delta PU for visibility and non-marking All Fender Bars can resist high impacts and are suitable for a wide range of general purpose applications.
ML Fender Bars
The ML Fender Bar are intended for heavy duty applications everything from ferry berths to bumpers on barges. The vulcanised internal steel plate provides very strong fixing points and reduces bending moments in the bolts.
MLS Fender Bars

MLS Fender Bars have a special modified profile to reduce reaction forces and allow a high degree of flexibility in all directions. Being softer, MLS Fender Bars are ideal for protecting smaller workboats, pontoons and load-sensitive structures.
Delta PU Bars
The Delta PU Bar meets the challenges of berthing light craft with aluminium or GRP hulls by combining high performance and low friction properties in a competitively priced unit. Available in highly visible, nonmarking colours, the Delta PU Bar can also improve safety or identify berths and danger areas.
311
FENDER BARS
Dimensions
Type ML ML ML ML ML ML ML ML ML ML MLS MLS DPU W 150 150 150 150 200 200 200 200 200 200 200 200 140/80 H 150 150 200 200 200 200 250 250 300 300 300 300 100 L 1000 1500 1000 1500 1000 1500 1000 1500 1000 1500 1000 1500 1000 A 250 250 250 250 250 250 250 250 250 250 250 250 50 B 500 500 500 500 500 500 500 500 500 500 500 500 450 Anchors 2 M24 3 M24 2 M24 3 M24 2 M30 3 M30 2 M30 3 M30 2 M30 3 M30 2 M30 3 M30 3 M12 Weight 38 56 43 65 65 98 77 116 88 132 63 95 9.5
Performance
E 16.7 24.5 16.7 24.5 26.5 40.2 26.5 40.2 26.5 40.2 23.0 38.0 -R 638 961 441 667 824 1236 657 991 530 795 355 593 -[ Units: kNm, kN ]
Please ask for other dimensions
[ Units: mm, kg ]
L H A B B A
ML/MLS
20
Strong Fixings
Fender Bars have a low-profile fixing which prevents bending of the bolt even under large deflections and shear. With timber fenders the bolts easily bend and the wood cracks and splinters.
L H A B B A
DPU
40
125
100 Reaction Energy Reaction (%) 75 ML MLS 150 45 50 100 Energy (%)
25
50
150 0 0 10 20 30 40 50 Deflection (%) Nominal rated deflection may vary at RPD. Refer to p1235. 0
312
MARINE PROTECTION PLATE (MPP)

Marine Protection Plates (MPP) are resilient bumpers designed for quays where small vessels are moored, protecting both the quay face and vessel from abrasion. MPP fenders have also been used at the push knee on some tugs. MPP are ideal for applications where the distance between the boat and dock must be minimised. The design includes a heavy-duty steel back plate which is vulcanised into the rubber body so only a few fixing bolts are required. MPP are available with a flat or wave-patterned surface design.
T 12 W D C C E L E
25
54
Type
MPP
T
50
W
500 600 750 500
L
1000
C
100 150 100
D
300 450 300 450 300 450 300 450 300 450 300 450 300 450 300 450 300 450 300 450
E
800 700 650 600 800 700 650 600 800 700 650 600 800 700 650 600 800 700 650 600
Anchors
4 M20
Weight
45 54 67 67
MPP
50
600 750 500
1500
150 100 100
6 M20
80 100 59
MPP
75
600 750 500
1000
150 100
4 M20
71 88 88
MPP
75
600 750 500
1500
150 100 100
6 M20
106 132 73
MPP
100
600 750 500
1000
150 100
4 M20
88 109 109
MPP
100
600 750 500
1500
150 100 100
6 M20
131 164 87
MPP
125
600 750 500
1000
150 100
4 M20
104 130 130
MPP
125
600 750 500
1500
150 100 100
6 M20
156 195 100
MPP
150
600 750 500
1000
150 100
4 M20
121 151 151
MPP
150
600 750
1500
150 100
6 M20
181 227
Tailor-made corner elements and other dimensions available on request.
[ Units: mm, kg ]
313
RAMP AND COPE PROTECTORS

Ramp and Cope Protectors are special wedge-shaped rubber elements which are fitted together to form a flexible extension to steel and concrete structures. Their internal steel plate gives a strong connection and the grooved rubber face provides a high friction surface that prevents slipping.
Ramp Protectors
Used as Ramp Protectors, they allow easy loading and unloading of vehicles and trailers whilst protecting the front edge of the ramp from wear. Noise levels are also much lower compared to steel ramps. Ramp Protectors weigh much less than steel too so they are easier to install and place less stress on the structure.
20 900 1000
312
162 RCP-1000 shown. Other dimensions are available on request. 500 260 200
Cope Protectors
Used as Cope Protectors, the elements form a flexible extension to the cope or top edge of the quay. This reduces the gap between quay face and ship where loose or bulk cargoes can fall into the harbour. Cope Protectors are also flexible, so will bend out of the way if hit by a ship during berthing. Reduced gap to berthing line 1000 Vehicle
Due to their flexibility, Cope Protectors are not designed to support the weight of people, vehicles, etc.
314
SHEAR FENDERS
Shear Fenders are unique because they have a linear load-deflection characteristic in shear but remain stiff in compression to support heavy loads. Their simple concept makes Shear Fenders easy to install and ideal for low energy applications. The top and bottom steel plates are fully encased in rubber which protects them from corrosion and minimises maintenance. Piles and simple frontal panels are often used in conjunction with Shear Fenders. Movement in shear should be limited by chains or other mechanical stops to prevent overload.
Features
B Linear reaction curve B Omnidirectional B Supports large weights
Applications
B B B B B General cargo berths Ferry terminals Offshore boat landings Bridge protection Pontoon yokes
Type-SF
Type-E46
315
SHEAR FENDERS
Type-SF Shear Fender
Fender SF 400-180 SF 500-260 SF 500-275 A 525 700 610 B 525 550 610 E 80 F 405 430 510 G 405 440 510 H 180 260 275 J 136 190 231 T 22 35 22 S 400 500 500 Bolt M24 M30 M24 Weight 115 190 183
[ Units: mm, kg ]
Shear Fender DS SF 400-180 SF 500-260 SF 500-275 136 190 231 ES 10.0 23.8 24.9 RS 147 250 216 DC 20 29 35
Compression EC 1.2 3.8 4.5 RC 118 265 255
T J T
[ Units: mm, kNm, kN ]
Type-E46 Shear Fender

Fender E46498 E46502 W 305 406 H 352 471 L 489 641 A 21 24 B 127 178 C 430 575 D 127 178 E 310 423 Bolt 22 25 Weight 77 136 [ Units: mm, kg ]
B
Shear Fender DS E46498 E46502 484 660 ES 14.0 32.7 RS 57.9 99.1 DC 155 212 EC 2.5 6.2 RC 61.8 116 Compression
W D
[ Units: mm, kNm, kN ]
E 120 100 Reaction (%) 80 60 40 20 0 0 20 40 60 80 100 Shear Deflection (%) 120 80 40 0 Energy (%)
100
Pneumatic and Rolling Fenders
Pneumatic Hydropneumatic Wheel Fenders Roller Fenders Cushion Rollers
Section 4
Ref. M1100-S04-V1.1-EN
42
PNEUMATIC FENDERS
Pneumatic fenders are ideal for permanent and semi-permanent port applications and for offshore ship-to-ship transfers. They are supplied in a wide range of sizes and in standard or high-pressure versions. Smaller fenders can be supplied as Hook type. Larger fenders are commonly fitted with a chain-tyre net (CTN) for added protection. For navy ships, a grey body is also available.
Features
B Easy and fast to deploy B Very low reaction and hull pressure B Suitable for small and large tidal ranges B Maintains large clearances between hull and structure
Applications
B Oil and gas tankers B Fast ferries and aluminium vessels B Temporary and permanent installations B Rapid response and emergencies
1 2
Abrasion-resistant rubber skin Multi-layer reinforcement
3 4
Airtight rubber layer Inflation valve
43
PNEUMATIC FENDERS
Size 300 500 300 600 500 800 500 1000 800 1200 800 1500 1000 1500 1000 2000 1200 1800 1200 2000 1350 2500 1500 2500 1500 3000 2000 3000 2000 3500 2000 6000 2500 4000 2500 5500 3000 5000 3300 4500 3300 6500 3300 10500 4500 7000 4500 9000 P P P P P P P P Fender body Chain net (kg) (kg) 10 15 25 35 75 95 140 170 180 200 270 300 350 550 650 950 1100 1350 1700 1800 2250 2800 3250 4950 100 110 170 200 210 220 260 400 440 880 920 1120 1510 1620 2620 2360 3120 4050 5100 6200 Total (kg) 10 15 25 35 175 205 310 370 390 420 530 700 790 1430 1570 2170 2610 2970 4320 4160 5370 6850 8350 11150 Chain (mm) 10 10 13 13 16 16 16 16 18 18 20 22 22 26 28 32 32 36 38 38 44 48 50 50
Hook type
L
Chain-tyre net (CTN) type

L
P = Pressure Relief Valve fitted as standard.
Installation dimensions
Pneumatic fenders must be installed onto a solid structure or reaction panel to ensure that they are properly supported during impacts. Size 1000 1500 1200 2000 1500 2500 2000 3500 2500 4000 3300 6500 a 975 1200 1525 2050 2490 3380 b 950 1140 1420 1900 2380 3140 c 1350 1620 2050 2700 3380 4460 d 200 220 250 300 450 500 e 375 430 525 650 890 1080 w 2000 2600 3250 4500 5200 8500 [ Units: mm ]
c b
a d
HHWL
tidal range LLWL e
44
PNEUMATIC FENDERS
Initial Pressure Size 300 500 300 600 500 800 500 1000 800 1200 800 1500 1000 1500 1000 2000 1200 1800 1200 2000 1350 2500 1500 2500 1500 3000 2000 3000 2000 3500 2000 6000 2500 4000 2500 5500 3000 5000 3300 4500 3300 6500 3300 10600 4500 7000 4500 9000 Energy (kNm) 1.3 1.5 5.7 7.2 21.6 27.5 40.2 54.0 69.7 77.5 125 152 182 324 378 647 675 928 1226 1324 1913 3090 3816 4954 0.5kgf/cm2 (7.1psi) Reaction (kN) 22.6 26.5 58.9 73.6 141 186 222 295 320 354 496 554 658 883 1030 1766 1481 2037 2207 2197 3169 5121 4660 6004 Pressure (kN/m2) 189 180 187 179 188 191 190 180 190 185 181 186 178 189 183 171 188 178 185 194 181 171 186 152 Energy (kNm) 1.7 2.0 7.4 9.1 28.1 35.1 52.7 70.2 91.0 101 175 196 235 422 491 843 872 1197 1570 1712 2472 4297 4944 6357 0.8kgf/cm2 (11.4psi) Reaction (kN) 29.4 35.3 78.5 98.1 187 235 281 374 404 449 650 697 837 1122 1315 2246 1864 2560 2786 2764 3993 6612 5866 7544 Pressure (kN/m2) 246 239 249 239 250 241 240 228 240 235 238 234 227 240 234 217 236 224 233 244 228 220 234 191
140
120
100
Reaction (%)
80 140 60 120 100 Energy (%) 40 80 60 20 40 20 0 0 5 10 15 20 25 30 35 40 45 50 55 60 Deflection (%) 0 65
45
HYDROPNEUMATIC FENDERS
Submarines and other vessels which contact fenders below waterline require a unique solution. Hydropneumatic fenders are specially adapted to this application. The fender body is partially water-filled, then pressurised with air and ballasted to make it stand vertically. Fender draft and performance can be tuned by altering the water:air ratio and inflation pressure.
Features
B B B B Sub-surface contact face Very low hull pressures Variable draft Prevents acoustic tile damage Sea Level
Applications
B Submarines B Some fast ferries B Semi-submersible oil rigs
Air Length Water
Due to the very specialist nature of Hydro-pneumatic fenders, it is strongly advised that a detailed study be carried out for each case. Please ask for assistance with this.
W Ballast Weight
Fender Diameter Length (mm) (mm) 1700 2000 2500 3300 3300 7200 6000 5500 6500 10500
Water (%) 65 0 65 0 65 0 60 0 55 0
D (%) 45 60 45 60 45 60 45 60 45 60
Initial Pressure 0.5bar (7.1psi) Energy Reaction (kNm) (kN) 134 592 155 647 223 928 616 1913 589 3120 611 1813 599 1766 687 2037 1247 3169 1275 5170
46
WHEEL FENDERS
Wheel fenders are widely used on exposed corners to help ships manoeuvre into berths and narrow channels such as locks and dry-dock entrances. The main axle slides on bearings and the wheel reacts against back rollers to provide high energy and minimal rolling resistance, whilst the stainless steel and composite Trelleborg Orkot bearings are almost zero maintenance.
Features
B B B B Highest energy absorption Very low rolling resistance Use singly or in multiple stacks Composite and stainless steel bearings B Low maintenance casing design
protective eyebrow K deflection E B L
Applications
B Dry-dock entrances and walls B Lock approaches B Exposed corners
flared hull
K flared hull
E small ship L
K ship at high water HHWL
E ship at low water LLWL E
47
WHEEL FENDERS
The table indicates typical wheel fender casing dimensions. For special applications and unusual corners, the casing shape can be altered for a perfect fit. Please ask Trelleborg Marine Systems for details.
Fender 110-45WF 130-50WF 175-70WF 200-75WF 250-100WF 290-110WF A 1700 2000 2650 2750 3350 4200 B 1000 1200 1500 1750 2200 2500 C 1450 1750 2200 2550 3200 3750 D 1080 1300 1750 1980 2550 2900 E 900 1000 1150 1250 1600 1700 F 350 350 550 500 850 1000 G 450 550 700 800 1000 1250 H 460 510 690 760 970 900 J 650 850 950 1250 1350 1500 K 50 50 50 50 50 50 L 150 200 200 250 250 250 040 040 040 045 045 045 [ Units: mm ]
B C
= = On the 90 corner of a jetty for warping On an angled knuckle corner for alignment
Deflection d
Ship Direction
030
E
Gate
Ship Direction
Sh
ip
Dir
ec
tio
Ship Direction
Gate
At the 90 entrance of a lock or dry dock
Within the body of a lock or dry dock
120 Fender 100 Reaction (%) 80 60 40 20 0 0 20 40 60 80 Deflection (% of d) 100 Nominal rated deflection may vary at RPD. Refer to p1235. 120 100 80 60 40 20 0 110-45WF 130-50WF 175-70WF Energy (%) 200-75WF 250-100WF 290-110WF Energy (kNm) 33 61 100 220 440 880 Reaction (kN) 150 220 315 590 920 1300 Deflection (mm) 400 500 600 700 925 1200 Pressure (bar) 5.5 3.5 4.8 5.5 5.5 5.8
48
ROLLER FENDERS
Roller Fenders are usually installed to guide ships in restricted spaces like walls of dry docks. They can also be used on corners and lock entrances where lower energies are needed. Roller Fenders use stainless steel and composite Trelleborg Orkot bearings which give a very low rolling resistance and require virtually zero maintenance.
Features
B B B B B Good energy absorption Gentle contact face Low rolling resistance Use singly or in multiple stacks Composite and stainless steel bearings B Low maintenance frame design
Applications
B Dry-dock entrances and walls B Lock approaches B Some exposed corners and entrances
49
ROLLER FENDERS
The table indicates typical roller fender frame dimensions. For special applications and unusual corners, the frame shape can be altered for a perfect fit. Please ask Trelleborg Marine Systems for details.
Fender 110-45RF 130-50RF 140-60RF 175-70RF 200-75RF 250-100RF A 1250 1530 1600 2050 2300 3000 B 1150 1400 1450 1850 2100 2700 C 610 740 765 975 1110 1425 D 1080 1320 1370 1750 1980 2550 E 1150 1450 1500 1900 2100 2700 G 220 260 270 350 400 500 H 460 510 610 690 765 895 J 800 950 1000 1250 1400 1800 K 340 400 425 500 550 700 L 60 75 75 125 150 200 Anchor 6 M30 6 M30 6 M30 6 M36 6 M42 6 M48 [ Units: mm ]
Sh
ip
Dir
ec tio
A E
Ship Direction
C
=
B
On the 90 corner of a jetty for warping
Deflection d
On an angled knuckle corner for alignment
D L
Ship Direction
030
K H K J
Gate
Ship Direction
Gate
At the 90 entrance of a lock or dry dock
Within the body of a lock or dry dock
120 Fender 100 Reaction (%) 110-45RF 80 130-50RF 60 40 20 0 0 20 40 60 80 Deflection (% of d) 100 Nominal rated deflection may vary at RPD. Refer to p1235. 120 100 80 60 40 20 0 140-60RF Energy (%) 175-70RF 200-75RF 250-100RF 22 20 37 100 170 200 210 345 765 1000 230 205 225 270 345 3.5 3.5 4.8 5.5 5.5 Energy (kNm) 13 Reaction (kN) 175 Deflection (mm) 152 Pressure (bar) 5.5
410
CUSHION ROLLERS
Cushion Rollers are used to guide pontoons and floating structures quietly and gently up and down their guide piles. The resilient wheel can be supplemented by a rubber cushion pad to withstand berthing impacts. Stainless steel and plastic bearings require minimal maintenance.
Features
B B B B B Extremely quiet Resilient wheel and cushion Withstands berthing impacts Gentle on protective coatings Low maintenance bearings
Guide pile
Applications
B Pontoon guides B Other floating structures
Pontoon
Roller
Cushion
411
CUSHION ROLLERS
The table indicates typical Cushion Roller dimensions. For special applications, the shape can be altered for a perfect fit. Please ask Trelleborg Marine Systems for details.
Fender Capacity CR10 CR15 CR20 10t 15t 20t A 450 450 450 B 450 450 520 C 542 542 546 D 370 370 370 T 130 130 130 W 125 190 250 a1 90 90 90 a2 310 175 175 a3 135 135 b1 35 35 70 b2 380 380 380 Fixings 4 M20 6 M20 6 M24 [ Units: mm ]
2
1
Rubber roller Rubber cushion pad Roller frame Axle and bearings Roller fixings Cushion fixings
2 3
3 4 1
4 5 6
B b1 b2 b1 D
C T a1
a3 a2 A a2 a3 a1
Foam Fenders and Buoys
SeaGuard SeaCushion Donut SeaFloat
Section 5
Ref. M1100-S05-V1.1-EN
52
FOAM FENDER AND
Trelleborg Foam Fenders, Donuts and Buoys all share the same construction technology centred on a closed-cell polyethylene foam core and an outer skin of reinforced polyurethane elastomer. The foam absorbs the impacts whilst the skin resists wear and tear in an aggressive environment.
M1100-S05-V1.1-EN Trelleborg AB, 2007
53
BUOY TECHNOLOGY
High energy, low reaction

Core foam comes in many different types. Lower density foams are softer and generate lower reaction forces. Higher density foams are stiffer and can absorb more impact energy. The micro-cell structure of the foam contains millions of tiny air bubbles. These reach an equilibrium after a few compression cycles one reason why the performance of all foam fenders should be rated after at least three full deflections.
Strong reinforcement
Skin and reinforcement are applied simultaneously a method pioneered by and unique to Trelleborg. Nylon filaments are individually applied at the optimum angle. Multiple homogeneous layers increase strength, and additional reinforcement is applied to both ends where stresses are highest. This system gives a final strength impossible to match with fabric layering methods.
Safety rst
Now matter how badly abused, Trelleborg Foam Fenders, Donuts and Buoys will not burst or explode. Damage is rare, but if the worst should happen there is the comfort that Trelleborg fenders and buoys will still function until repairs are possible.
Unsinkable
The closed cell foam structure makes punctures a thing of the past. Every cell is separate and so water cannot migrate into the foam. Even after many years active service, the foam core can be returned to the factory, re-skinned and made ready for a new lease of life.
Wear resistant
The polyurethane elastomer is spray applied. This creates a high quality and homogeneous skin matrix combining extreme wear resistance with non-marking properties and the option of high visibility colours.
54
SEA GUARD
SeaGuard fenders can be deployed floated or suspended, against a quay wall or for ship-to-ship operations. SeaGuard fenders suit all sites with small or large tidal changes. They also work just as well on new or old structures. Hull pressures are very low, making SeaGuard fenders gentle on soft-skinned ships. The skin is very tough but also non-marking, even against white-hulled yachts and cruise liners. Low maintenance comes as standard because the polyurethane elastomer is highly resistant to the effects of ozone and ultra violet light. SeaGuard fenders will never sink or deflate. Even at the end of their first service life they can be returned to the factory for refurbishment before going back to work.
L t
Features
B Fully compliant with US Navy specifications B Wide range of standard and custom sizes B Low reaction and high energy options B Operate floating or suspended B Virtually indestructible B No chain/tyre net required B Non-marking even against white hulls B Unsinkable design D
Swivel
LF Beaded and integrated end terminals
Closed cell foam core
Internal chains
Applications
B B B B B B B B Cruise ships Container vessels Bulk cargo RoRo and ferries Oil and gas tankers General cargo Navy berths Ship-to-ship transfers
Reinforcement
Fixings
Polyurethane skin
Serial number
55
SEA GUARD
Polyethylene foam core

Property Density 1 Tensile strength
1 1 1
Unit kg/m3 kN/m2 % kN/m2 kg/m2 C
Typical result 64 6 >414 >140 >140 <1 30 to +70
Elongation at break
Compressive strength (50%) Water absorption

1
Working temperature 2
Reinforcement lament
Property Hardness 3 Tensile strength (PU only)
4 4
Unit Shore A MPa % kN/m

5
Typical result 7595 >13.8 >300 >32 >10000 >100
Elongation at break (PU only) Tear strength

4
Flexural life (Ross)
cycles NBS
Abrasion resistance 6
Polyurethane elastomer
Property Material Tensile strength (single filament) Elongation at break Helix angle Filament spacing Unit N % degrees mm Typical result 2520 denier nylon 230 16 4560 <4
Standards
1 2 3 ASTM D-3575 PPC-C-1752B ASTM D-2240 4 5 6 ASTM D-412 ASTM D-1052 ASTM D-1630
56
SEA GUARD
120 Nominal rated deflection may vary at RPD. Refer to p1235. 100 d 80 Reaction (%) R
60
120 100 Energy (%)

100
40
80 60
20
40 20
0 0 5 10 15 20 25 30 35 40 45 50 55 60 Deflection (%)
0 65
For increased energy use High, Extra High or Super High capacity foam grades. For reduced hull pressure use Low Reaction foam grade.
Foam grades Low Reaction Standard High Capacity Extra High Capacity Super High Capacity E LR STD HC EHC SHC Ratio 0.6 1.0 1.3 1.9 2.6
1.6 1.54 1.5 1.45 1.4 Correction factor (relative to 3rd cycle) LR & STD HC EHC SHC
1.3
1.2
1.1
1.0
Calculation example
Determine the 1st cycle performance for SeaGuard 2000 4000 (LR) E3-STD = 3rd cycle energy for STD grade = 540kNm R3-STD = 3rd cycle reaction for STD grade = 1005kN P3-STD = 3rd cycle hull pressure for STD grade = 172kN/m2 FR = Foam Ratio for LR grade = 0.6 N1 = 1st cycle compression ratio = 1.3
0.9
0.8
0.7 1 2 3 4 5 6 7 89 10 Compression cycle 50
Caution
E1-LR = 1st cycle energy for LR grade = E3-STD FR N1 = 540 0.6 1.3 = 421kNm R1-LR = 1st cycle reaction for LR grade = R3-STD FR N1 = 1005 0.6 1.3 = 784kN P1-LR = 1st cycle reaction for LR grade = P3-STD FR N1 = 172 0.6 1.3 = 134.6kN/m2 Fender selection should not be based on 1st cycle performance. Always use 3rd cycle performance depending on application, required safety factors and other parameters.
57
SEA GUARD
Performance at 60% deflection, STD Grade, 3rd cycle
Diameter Length (mm) (ft) 700 1500 2.3 4.9 1000 1500 3.3 4.9 1000 2000 3.3 6.5 1200 2000 3.9 6.5 1350 2500 4.4 8.2 1500 3000 4.9 9.8 1700 3000 5.6 9.8 2000 3500 6.5 11.5 2000 4000 6.5 13.1 2000 4500 6.5 14.7 2500 4000 8.2 13.1 2500 5500 8.2 18.0 3000 4900 9.8 16.0 3000 6000 9.8 19.7 3300 4500 10.8 14.7 3300 6500 10.8 21.3 Diameter Length (ft) (mm) 24 610 1220 26 610 1830 28 610 2440 36 910 1830 38 910 2440 3 10 910 3050 46 1220 1830 48 1220 2440 4 10 1220 3050 4 12 1220 3660 58 1520 2440 5 10 1520 3050 5 12 1520 3660 5 14 1520 4270 6 12 1830 3660 6 16 1830 4880 6 20 1830 6100 7 14 2130 4270 7 16 2130 4880 7 20 2130 6100 8 14 2440 4270 8 16 2440 4880 8 20 2440 6100 9 18 2740 5490 9 22 2740 6710 10 16 3050 4880 10 18 3050 5490 10 20 3050 6100 10 22 3050 6710 11 18 3350 5490 11 22 3350 6710 12 24 3660 7320 13 26 3960 7920 14 28 4270 8530 Energy (kNm) 26 47 68 91 152 232 282 454 540 624 801 1200 1430 1851 1498 2421 Energy (kNm) 15 24 34 53 75 96 81 121 160 198 183 244 305 365 407 579 751 660 778 1013 839 994 1303 1399 1787 1466 1706 1946 2186 2009 2590 3518 4393 5423 Reaction (kN) 133 173 254 280 418 578 618 845 1005 1161 1197 1788 1775 2295 1690 2731 Reaction (kN) 89 147 209 214 302 391 249 369 494 605 445 596 743 890 827 1179 1530 1152 1357 1766 1281 1517 1988 1899 2424 1788 2082 2375 2669 2229 2874 3781 4381 5026 Pressure (kN/m2) 172 172 172 172 172 172 172 172 172 172 172 172 172 172 172 172 Pressure (kN/m2) 172 172 172 172 172 172 172 172 172 172 172 172 172 172 172 172 172 172 172 172 172 172 172 172 172 172 172 172 172 148 172 172 172 172 Energy (ft-kip) 19 35 50 67 112 171 208 335 398 460 591 885 1055 1365 1105 1786 Energy (ft-kip) 11 18 25 39 55 71 60 89 118 146 135 180 225 269 300 427 554 487 574 747 619 733 961 1032 1318 1081 1258 1435 1612 1482 1910 2595 3240 4000 Reaction (kip) 30 39 57 63 94 130 139 190 226 261 269 402 399 516 380 614 Reaction (kip) 20 33 47 48 68 88 56 83 111 136 100 134 167 200 186 265 344 259 305 397 288 341 447 427 545 402 468 534 600 501 646 850 985 1130 Pressure (ksf) 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 Pressure (ksf) 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.1 3.6 3.6 3.6 3.6 Weight (kg) 109 147 200 299 426 653 748 1161 1397 1571 1925 3059 3295 4370 3531 5485 (lb) 240 325 440 660 940 1440 1650 2560 3080 3465 4245 6745 7265 9635 7785 12095
Weight (kg) (lb) 86 190 118 260 150 330 168 370 254 560 331 730 283 625 374 825 476 1050 658 1450 476 1050 680 1500 816 1800 1134 2500 1122 2475 1701 3750 2426 5350 1678 3700 1995 4400 2857 6300 2132 4700 2449 5400 3447 7600 3288 7250 4762 10500 3370 7430 3839 8465 4535 10000 5351 11800 4512 9950 5805 12800 7324 16150 9116 20100 10884 24000
Performances and weights apply to STD Grade foam.
58
SEA GUARD
Angular compression factors
100
= 35 deflection
100
80 Energy Factor AFV (%)
= 15
80 Energy Factor AFL (%)
= 5 = 0
60
60
deflection = 15
40
= 0
40
20
20
0 0 10 20 30 40 50 60 Deflection (%)
0 0 10 20 30 40 50 60 Deflection (%)
Mooring applications
Mounting area
D
HW 0.81.0D LW 0.50.7D
Floating or suspended
0.30.4D
HW
LW Supporting structures must be large enough to cope with tides and the fender footprint when compressed. Guide rail
59
SEA GUARD Proven in practice
510
SEA CUSHION
SeaCushion fenders are designed for hard work. The superior grade of foam core, an extra tough skin plus chain-tyre net make SeaCushions the most rugged floating fender on the market. This means SeaCushions are perfect for the most demanding applications: open water ship-to-ship operations, offshore structures or anywhere needing absolute fender reliability. Whatever else happens, SeaCushion will not deflate, burst or sink. Efficiency is excellent too. For the same energy, SeaCushion fenders have lower reactions than pneumatic types. Hull pressures are very low too at just 172kN/m2 for STD-grades (even less for LR-grades) well within PIANC guidelines for LNG vessels.
Overall Diameter
Features
B Ultra-tough, unsinkable design B Wide range of standard and custom sizes B Low reaction and high energy options B Low hull pressures B Maintains safe stand-off distances B Low maintenance B Well proven design
Unsinkable foam core
Chain-tyre net
Applications
B B B B B LNG and oil terminals Ship-to-ship operations Offshore boat landings Shipyards Military applications
Filament reinforcement matrix
Various mooring options
Tough polyurethane skin
Unique serial number
511
SEA CUSHION
Performance at 60% deflection, STD Grade, 3rd cycle
Diameter Length (ft) (mm) 3 6 915 1830 4 8 1220 2440 5 10 1525 3050 6 12 1830 3660 7 14 2135 4270 8 12 2440 3660 8 16 2440 4875 9 18 2745 5490 10 16 3050 4875 10 20 3050 6100 11 22 3350 6700 12 24 3660 7320 13 26 3960 7920 14 28 4270 8535 Diameter Length (mm) (ft) 1000 2000 3.3 6.6 1200 2000 3.9 6.6 1350 2500 4.4 8.2 1500 3000 4.9 9.8 1700 3000 5.6 9.8 2000 3500 6.6 11.5 2000 4000 6.6 13.1 2200 4500 7.2 14.8 2500 4000 8.2 13.1 2500 5500 8.2 18.0 3000 6000 9.8 19.7 3300 4500 10.8 14.8 3300 6500 10.8 21.3 4200 8400 13.8 27.6 Overall Diameter (ft) (mm) 4.9 1500 5.9 1800 7.3 2200 8.3 2500 9.3 2800 10.3 3100 10.3 3100 11.3 3400 12.3 3700 12.3 3700 13.3 4100 14.3 4400 15.3 4700 16.3 5000 Overall Diameter (ft) (mm) 5.2 1600 5.8 1800 6.3 1900 7.2 2200 7.9 2400 8.9 2700 8.9 2700 9.5 2900 10.5 3200 10.5 3200 12.1 3700 13.1 4000 13.1 4000 16.1 4900 Energy (kNm) 49 115 222 382 603 630 896 1270 1323 1735 2301 2977 3775 4581 Energy (kNm) 65 87 140 210 266 430 503 678 733 1075 1645 1365 2144 4504 Reaction Pressure (kN) (kN/m2) 249 172 436 172 676 172 965 172 1308 172 1192 172 1695 172 2135 172 2002 172 2624 172 3163 172 3754 172 4390 172 5018 172 Reaction Pressure (kN) (kN/m2) 298 172 338 172 485 172 649 172 721 172 988 172 1152 172 1428 172 1357 172 1988 172 2540 172 1913 172 3003 172 4933 172 Energy (ft-kip) 36 85 164 282 445 465 661 937 976 1280 1697 2196 2784 3379 Energy (ft-kip) 48 64 103 155 196 317 371 500 541 793 1213 1007 1581 3322 Reaction Pressure (kip) (ksf) 56 3.6 98 3.6 152 3.6 217 3.6 294 3.6 268 3.6 381 3.6 480 3.6 450 3.6 590 3.6 711 3.6 844 3.6 987 3.6 1128 3.6 Reaction Pressure (kip) (ksf) 67 3.6 76 3.6 109 3.6 146 3.6 162 3.6 222 3.6 259 3.6 321 3.6 305 3.6 447 3.6 571 3.6 430 3.6 675 3.6 1109 3.6 Weight (kg) (lb) 687 1515 1120 2470 1850 4080 2222 4900 3157 6961 3108 6853 4285 9448 5989 13206 5360 11819 6893 15200 8391 18503 12298 27118 14649 32300 16538 36466 Weight (kg) (lb) 741 1634 956 2108 1197 2639 1810 3992 1995 4399 2346 5173 2566 5658 3341 7367 3371 7433 4684 10329 6808 15012 5521 12174 8073 17800 16330 36008
Performances and weights apply to STD Grade foam.
120 Nominal rated deflection may vary at RPD. Refer to p1235. 100 d 80 Reaction (%) 60 40 20 0 0 5 120 R 100 Energy (%) 80 60 40 20 0 10 15 20 25 30 35 40 45 50 55 60 65 Deflection (%)
For increased energy use High, Extra High or Super High capacity foam grades. For reduced hull pressure use Low Reaction foam grade.
Foam grades Low Reaction Standard High Capacity Extra High Capacity Super High Capacity E LR STD HC EHC SHC Ratio 0.6 1.0 1.3 1.9 2.6
Refer to SeaGuard (p56) for nth cycle performance correction factors.
512
SEA CUSHION
Angular compression factors
100
= 35 deflection
100
80 Energy Factor AFV (%)
= 15
80 Energy Factor AFL (%)
= 5 = 0
60
60
deflection = 15
40
= 0
40
20
20
0 0 10 20 30 40 50 60 Deflection (%)
0 0 10 20 30 40 50 60 Deflection (%)
Fender-to-fender mooring and other variations are also possible VB
Overall Diameter D 0.81.0D
0.30.4D
0.50.7D Many other methods of mooring and attachment are possible. Please ask for further details.
513
SEA CUSHION Proven in practice
514
DONUT FENDERS
Donut Fenders are an effective solution for simple berthing dolphins, guiding and turning structures. The buoyant Donut floats up and down a single tubular pile and freely rotates to help align or redirect ships. The internal casing has long lasting, low-friction bearings which need minimal maintenance. The foam is unsinkable and cannot burst or deflate. The Donut skin is durable polyurethane reinforced with continuous nylon filaments. Donut Fenders are custom designed for every application. They can have supplementary buoyancy to present a raised contact face. The body can be additionally protected with SeaTimber rubbing strips to cope with ferry beltings. Bright colours are often used to improve visibility and safety.
overall diameter
Features
B B B B B B B Freely rotates around a pile Rises and falls with water level Fast to install Requires minimal maintenance High performance Low hull pressures Will not mark ship hulls
draft
free rotation about centre tidal range Low-friction bearings Nylon reinforced polyurethane skin
Options
B Additional buoyancy tanks to raise fender height B Trim tanks to adjust and trim draft B Various netting options for heavy duty applications
Applications
B B B B B Corner protection Turning structures Lead-in jetties Simple breasting dolphins Bridge protection
seabed Flexible closed-cell foam
Steel pile
515
DONUT FENDERS
Dimensions and performance
Donut size D mm ft 1270 1450 1520 1780 1910 2030 2210 2290 2490 2540 2790 2970 3050 3300 3450 3530 3810 3960 4060 4220 4.2 4.8 5.0 5.8 6.3 6.7 7.3 7.5 8.2 8.3 9.2 9.8 10.0 10.8 11.3 11.6 12.5 13.0 13.3 13.8 Maximum pile P mm ft 610 710 762 914 995 1067 1185 1219 1345 1372 1524 1636 1676 1829 1933 1981 2134 2241 2286 2388 2.0 2.3 2.5 3.0 3.3 3.5 3.9 4.0 4.4 4.5 5.0 5.4 5.5 6.0 6.3 6.5 7.0 7.4 7.5 7.8 Energy* kNm 7.2 9.2 10.5 14.1 16.4 18.6 22.3 23.6 28.0 29.3 35.3 40.1 42.1 49.5 54.6 57.2 65.9 72.1 75.1 81.3 Reaction* kN 116 131 140 162 175 186 204 210 229 234 256 273 280 304 319 327 350 366 374 389 Energy ft-kip 1.6 2.1 2.6 3.2 3.7 4.2 5.0 5.3 6.3 6.6 7.9 9.0 9.5 11.1 12.3 12.9 14.8 16.2 16.9 18.3 Reaction kip 7.9 9.0 9.6 11.1 12.0 12.8 14.0 14.4 15.7 16.0 17.6 18.7 19.2 20.8 21.9 22.4 24.0 25.1 25.6 26.7
D P
Increasing Donut height (H) will increase reaction and energy proportionately.
Performances are based on STD grade foam. Non-standard sizes available on request. Contact Trelleborg Marine Systems for more details.
* values for H = 1000mm. values for H = 1 foot. all performances at F = 60% of Donut wall thickness.
120 Nominal rated deflection may vary at RPD. Refer to p1235. 100
80 Reaction (%)
60
120 100 Energy (%)
40
80 60
20
40 20
0 0 5 10 15 20 25 30 35 40 45 50 55 60 Deflection (%)
0 65
516
DONUT FENDERS Applications

Breasting dolphins Corner protection
Guiding structures
517
DONUT FENDERS Proven in practice
518
SEAFLOAT
Seafloat buoys are resilient surface floats for inland waterways, navigation channels and offshore applications. Various types of SeaFloat are available, each sharing the same robust construction and high performance materials. They also offer significant advantages over conventional steel buoys. SeaFloat buoys are lighter and easier to handle. They offer better corrosion resistance. Being foam filled, SeaFloats will never sink or burst. They can even withstand collisions by passing vessels with little risk of damage.
Resilient outer foam
Upper end fitting (various options available)
Rigid inner foam
Internal steel core
Reinforced urethane elastomer skin Load distribution plates Lower end fitting (mooring eye shown)
519
SEAFLOAT
Dimensions and performance
Seafloat buoys are usually custom designed for each application. The following examples are of typical configurations. For custom buoys or those not listed below, please contact Trelleborg Marine Systems. Net buoyancy (kg) Buoy weight (kg) Overall diameter (m) Ht. flotation section (m) Overall height (m) Working load (tonne)
Type Support buoys
Model number
SB-400 SB-750 SB-1000 SB-1500 SB-2000 SB-4000 Utility buoys UF-45 UF-90 UF-140 UF-225 UF-450 UF-700 UF-900 UF-1350 Pendant buoys PBCT-4500 PBCT-7000 PBCT-9000 PBCT-14000 PBCT-18000 PBCT-23000 Mooring buoys MB-2250 MB-5000 MB-7000 MB-9000 MB-11000 MB-14000 MB-16000 MB-18000 MB-22000 MB-34000 MB-45000
400 750 1000 1500 2000 4000
150 170 290 330 450 680
0.9 1.1 1.2 1.4 1.5 1.8
n/a n/a n/a n/a n/a n/a
0.9 1.1 1.2 1.4 1.5 1.8
10 10 18 18 18 20
45 90 140 225 450 700 900 1350
25 30 40 60 90 110 200 340
0.4 0.5 0.5 0.6 0.7 0.8 0.9 1.2
n/a n/a n/a n/a n/a n/a n/a n/a
0.6 0.8 0.8 0.9 1.2 1.5 1.5 1.9
2.3 2.3 2.3 3.4 4.5 4.5 9.1 9.1
4500 7000 9000 14000 18000 23000
1000 1300 1700 2300 3000 3900
1.7 1.9 2.1 2.4 2.6 2.8
2.5 2.8 3.1 3.6 3.9 4.1
2.5 2.7 3.0 3.2 3.4 3.6
68 68 68 68 68 91
2250 5000 7000 9000 11000 14000 16000 18000 22000 34000 45000
860 1400 1900 2400 2700 3400 3800 4100 4700 6400 8000
1.9 2.5 2.8 3.0 3.2 3.4 3.6 3.7 3.9 4.2 4.2
1.3 1.5 1.5 1.7 1.8 2.1 2.2 2.3 2.5 3.2 4.1
2.3 2.6 2.6 2.8 2.9 3.2 3.3 3.4 2.6 4.3 5.2
45 68 91 91 91 136 136 136 136 136 136
Performance may vary due to operating temperature, compression speed, material properties and dimensional tolerances. Please ask for more details.
520
SEAFLOAT Built to last

Reinforced elastomer skin
SeaFloat buoys have a nylon filament reinforced polyurethane skin which has excellent resistance to water, oil, ice, strong sunlight and abrasive surfaces. It remains flexible even at -40C (-40F) making it suitable for Tropical or Arctic operations.
Energy absorbing
The SeaFloat buoy absorbs impact energy so colliding vessels will not damage the buoy or themselves.
Unsinkable foam
Only closed-cell foams are used in SeaFloat buoys. The micro-bubble matrix of the foam means it does not absorb water even if cut or damaged. This makes SeaFloat buoys impossible to sink.
Permanent colours
The polyurethane skin is pigmented through its entire thickness, so colours will not wear off and will never need repainting. A wide choice of bright colours can help improve safety and identification.
Custom engineered
Every SeaFloat is engineered to suit the application. We can advise on operating needs, load requirements and other features to suit every case.
Optional tting
End ttings
A variety of SeaFloat end fittings are available. All are made of steel either galvanised or painted to protect against corrosion.
Forged eye
Swivel eye
Padeye
Bail
Quick release hook
Pick-up Tee
Hawse Pipe
Hawse Pipe & Capture Plate
Quality
SeaFloats must be reliable. We closely monitor all raw materials and manufacturing processed from start to finish for a highly dependable, long lasting product. At the end of their service lives, most buoys can be returned to the factory where they can be remanufactured as good as new.
521
SEAFLOAT Proven in practice
Mooring buoy
Instrumentation buoy
Anchor pendant buoy
Hose end marker buoys
Workboat backdown buoy
Lighted mooring buoy
Engineered Plastics
UHMW-PE Sliding Fenders Ecoboard SeaPile SeaTimber SeaCamel Section 6
Ref. M1100-S06-V1.1-EN
62
UHMW-PE FACINGS
Trelleborg FQ1000 ultra high molecular weight polyethylene (UHMW-PE) is the first choice material for facing steel fender panels and other heavy duty applications. It combines very low friction with excellent impact strength and a wear resistance much better than steel. Most popular is FQ1000-DS which is double-sintered and workhardened for extra durability. The standard colour is black, but if other colours are needed then FQ1000-V virgin grade also comes in yellow, white, grey, blue, green and red. FQ1000 UHMW-PE materials are compounded to resist ozone and UV radiation. They do not degrade or rot and are easily recycled at the end of their useful service life.
Features
B B B B B Very low friction coefficient Excellent abrasion resistance UV and ozone resistant Does not rot, split or crack 100% recyclable
Relative Abrasion
FQ1000V = 10
Applications
B B B B B B Fender panel (frame) face pads Rubbing strips V-fender shields Lock entrance and wall protection Bridge buttress protection Beltings on workboats
FQ1000V
Nylon 6-6
HMW-PE
Mild Steel
Greenheart
Refer to Section 12 (Fender Design) for guidance on using UHMW-PE as a fender facing.
HD-PE
PTFE
SS304
Ekki
63
Property Density Notched Impact Strength (Charpy) Abrasion Index (Sand-slurry) Yield Strength Elongation at Break* Dynamic Friction (PE-Steel) Hardness Operating Temperature Thermal Expansion
Test Method ISO 1183-1 ISO 11542-2 ISO/DIS 15527(Draft) ISO/R 50mm/min ISO/R 50mm/min Pm = 1N/mm2 V=10m/min ISO 868 / DIN 53505 3s value, 6mm sample DIN 53752
Unit g/cm3 kJ/m2
Typical Value FQ1000-V FQ1000-DS 0.940.95 0.950.96 140170 100130 130150 1520 >50 0.15 6366
Wear allowances
W t
FQ1000V = 100 100110 N/mm2 % Shore D C K1 1520 >50 0.15 63
t 30 40 50 70
W 35 710 1015 1825 2840
80 to +80 80 to +80 2 104 2 104
100
FQ1000-V is virgin grade material. FQ1000-DS is double sintered (regenerated) material. All values for black, UV stabilized material. Values for coloured materials will vary. * Alternative test methods such as ASTM D638 give higher values circa 350%.
Small increases in facing thickness can greatly extend service life for minimal extra cost.
Typical dimensions
A B B B A
Steel panel
Open structure
Timber fixing
C
t30150 ~0.3t
D D D
always use oversize washers
E A B C D E 4580 250350 4580 300450 510
Dimensions will depend on pad thickness and application.
64
SLIDING FENDERS
HD-PE Sliding Fenders are the ideal alternative to timber facings with the added advantage of low-friction and better wear properties. HD-PE does not split or decay and is totally resistant to borers. Environmentally friendly, HD-PE can be used instead of tropical hardwoods, lasts much longer, and can be fully recycled at the end of its useful life.
Features
B B B B B B B Low friction coefficient Resists marine borers High abrasion resistance UV and ozone resistant Does not rot, split or crack Easy to cut and drill 100% recyclable
Concrete structure
Applications
B B B B B Fender pile rubbing strips Facing strips for berths Workboat beltings Lock protection Lock gate mitres
Steel structure
Standard drilling diameters

D 27 32 32 32 32 40 d 13 16 12 16 18 20 21 23 21 27 28 32 26 L 75 85 32 45 80 80 95 95 70 105 110 115 50
Timber structure
50 50 60 65 70 70 70
65
SLIDING FENDERS
A 50 60 70 70 80 100 100 100 120 120 140 160 160 170 180 180 190 200 200 200 200 250 250 250 300 300 300 440 B 50 60 50 70 60 50 65 100 80 120 70 70 160 120 70 180 110 75 100 150 200 150 160 250 100 210 300 160 L 5500 5500 2500 6500 5000 5500 5500 6000 5000 6000 5500 5000 6000 5500 5000 6000 5000 5000 6000 5500 6000 6500 5000 5000 5500 5000 5000 2000 C1 25 30 25 30 30 25 30 50 40 60 35 35 80 60 35 90 55 35 50 75 100 75 80 125 50 105 150 80 C2 n/a n/a 32 32 32 32 32 32 40 40 40 40 40 40 46 46 46 46 46 46 46 56 56 56 56 56 72 56 D 32 32 32 32 32 32 32 32 40 40 40 40 40 40 50 50 50 50 50 50 50 65 65 65 65 70 70 70 E 16 16 16 16 16 16 16 16 20 20 20 20 20 20 23 23 23 23 23 23 23 28 28 28 28 36 36 36 F 0 0 0 0 0 0 0 0 0 0 050 070 080 080 080 080 090 0100 0100 0100 0100 0130 0130 0130 0160 0160 0160 0300 G 50100 50100 75125 75125 75125 75125 75125 75125 100150 100150 100150 100150 100150 100150 125175 125175 125175 125175 125175 125175 125175 150200 150200 150200 150200 175225 175225 175225 H n/a n/a 250300 250300 250300 250300 250300 250300 300350 300350 300350 300350 300350 300350 350450 350450 350450 350450 350450 350450 350450 450550 450550 450550 450550 500600 500600 500600 Flat bar n/a n/a n/a n/a n/a n/a n/a 50 6 n/a 80 10 n/a n/a 80 10 80 10 n/a 80 10 80 10 n/a 80 10 80 10 80 10 80 10 80 10 100 10 n/a 100 12 120 12 100 12 Bolt size M12 M12 M12 M12 M12 M12 M12 M12 M16 M16 M16 M16 M16 M16 M20 M20 M20 M20 M20 M20 M20 M24 M24 M24 M24 M30 M30 M30 Weight 2.4 3.4 3.3 4.6 4.5 4.7 6.1 9.3 8.9 13.4 9.1 10.4 24.1 19.0 11.7 30.2 19.4 14.0 18.6 27.9 37.6 34.8 37.2 58.1 27.9 58.6 84.6 66.8
Preferred sizes are in bold. Full or half lengths as standard.
[ Units: mm, kg/m ]
B C1 E D A
H
C2
B 10 E
Property Density Molecular weight Dynamic friction Yield strength Shore hardness Abrasion index (sand slurry) Operating temperature Thermal expansion
Test method ISO 1183-1 Light diffusion method DIN 53504 DIN 53505 ISO/DIS 15527 (Draft) FQ1000-V = 100
Typical results 0.910.94 ~200,000 0.200.25 1015 4850 ~400 50 to +50
Unit g/cm3 g/mol MPa Shore D C K1
DIN 53752
2 104
Property values are from tests on production materials. HD-PE is manufactured from a blend of virgin and recycled stock which can cause limited variations in test results.
66
SEAPILE & SEATIMBER

SeaPile and SeaTimber are advanced composite plastics with superior properties to timber, steel and concrete for many marine structures and applications. They can withstand heavy impacts by absorption of energy through recoverable deflection. SeaPile and SeaTimber never rot, corrode or decay. They are impervious to marine borers, yet are totally non-polluting. Manufactured from a recycled plastic matrix with unique glass fibre reinforcement bars, the stiffness of SeaPile and SeaTimber can be varied and controlled to suit each project. This makes the material the ideal choice for fenders, to build marine structures, and for coastal protection without damaging the environment.
Features
B B B B B B B B B Low lifecycle cost Will not rot, corrode or decay Unaffected by marine borers Choice of modulus to suit different applications Can be pile driven, sawn and drilled Low friction coefficient Ultra low maintenance Custom colours available Unlimited lengths*
Durable low friction skin
SeaTimber
100% recycled plastic matrix
Applications
B B B B B B B B Fender piles and systems Structural piles Bridge protection Guidewalls and locks Corner fenders Dolphins Navigation markers Walings and bullrails
SeaPile
Fibreglass reinforcements
* subject to transport restrictions
67
SEAPILE & SEATIMBER

SeaPile
SeaPile section 10 (6-1) 10 (6-1.25) 10 (6-1.375) 10 (8-1) 10 (8-1.25) 10 (8-1.375) 10 (8-1.5) 10 (8-1.625) 13 (8-1) 13 (8-1.25) 13 (8-1.375) 13 (12-1) 13 (12-1.25) 13 (12-1.375) 13 (12-1.5) 13 (12-1.625) 16 (16-1) 16 (16-1.25) 16 (16-1.375) 16 (16-1.5) 16 (16-1.625) 16 (16-1.75) Diameter inch mm Rebar quantity 6 Size inch 1 1.25 1.375 1 1.25 1.375 1.5 1.625 1 1.25 1.375 1 1.25 1.375 1.5 1.625 1 1.25 1.375 1.5 1.625 1.75 mm 25 32 35 25 32 35 38 41 25 32 35 25 32 35 38 41 25 32 35 38 41 44 lb/in2 4300 5837 6766 5431 7482 8720 10036 11424 3842 5207 6028 5365 7413 8643 9947 11315 4928 6785 7899 9078 10313 11599 Yield MPa 29.65 40.24 46.65 37.45 51.59 60.12 69.20 78.77 26.49 35.90 41.56 36.99 51.11 59.59 68.58 78.01 33.98 46.78 54.46 62.59 71.11 79.97 lb/ft 2429 2531 2632 2535 2632 2733 2835 2936 3948 4150 4251 4150 4353 4555 4657 4859 6174 6478 6681 6883 7086 7389 Weight kg/m 3643 3746 3948 3752 3948 4049 4252 4354 5871 6174 6376 6174 6479 6782 6885 7188 91110 95116 98121 101124 104128 109132
10
254 8
13
330 12
16
406
16
Modulus, stiffness and other material properties are available on request.
SeaTimber
SeaTimber section 12 8 (No rebar) 12 8 (4-1) 12 8 (4-1.25) 12 8 (4-1.375) 12 8 (4-1.5) 12 8 (4-1.625) 12 8 (4-1.75) 10 10 (No rebar) 10 10 (4-1) 10 10 (4-1.25) 10 10 (4-1.375) 10 10 (4-1.5) 10 10 (4-1.625) 10 10 (4-1.75) 12 12 (No rebar) 12 12 (4-1) 12 12 (4-1.25) 12 12 (4-1.375) 12 12 (4-1.5) 12 12 (4-1.625) Height inch mm Width Rebar qty inch mm Size inch 1 1.25 1.375 1.5 1.625 1.75 1 1.25 1.375 1.5 1.625 1.75 1 1.25 1.375 1.5 1.625 mm 25 32 35 38 41 44 25 32 35 38 41 44 25 32 35 38 41 Yield X-X lb/in2 MPa 860 5.93 3868 26.67 5155 35.54 5928 40.87 6746 46.51 7606 52.44 8501 58.61 860 5.93 3443 23.74 4517 31.14 5163 35.6 5849 40.33 6571 45.31 7325 50.5 860 5.93 2706 18.66 3466 23.90 3923 27.05 4406 30.38 4914 33.88 Yield Y-Y lb/in2 MPa 860 5.93 3421 23.59 4381 30.21 4964 34.23 5588 38.53 6250 43.09 6948 47.90 860 5.93 3443 23.74 4517 31.14 5163 35.60 5849 40.33 6571 45.31 7325 50.5 860 5.93 2706 18.66 3466 23.90 3923 27.05 4406 30.38 4914 33.88 Weight lb/ft kg/m 2531 3746 2632 3948 2733 4049 2834 4251 2835 4252 2935 4352 2936 4354 2733 4049 2835 4252 2936 4354 3036 4554 3037 4555 3138 4657 3138 4657 3947 5870 4049 6073 4150 6174 4151 6176 4251 6376 4252 6377
12
305
254
10
305
10
254
12 305 12 305
Modulus, stiffness and other material properties are available on request.
68
SEAPILE & SEATIMBER Lifecycle cost
Relative costs
Break-even in 6 years
SeaPile 0 0 5 10 Years SeaPile and SeaTimber cost far less during the lifetime of a structure because they need little if any maintenance. Real comparisons with timber structures show the break-even point is just six years, sometimes far less. 15 20 25
Based on 250250mm test sections
Se aT im
SeaPile and SeaTimber can resist greater loads and deflections than wood, concrete and steel. When tested to ultimate load, SeaPile and SeaTimber absorb 15 times the energy of Southern Yellow Pine. In practical terms this means less damage, maintenance and downtime, leading to a lower lifecycle cost.
Load
be r
FG
m aTi Se
ellow Pine hern Y Sout
re in f
d force nrein u er
or ce d
Deflection
Wo o
de
st ru
ct u
re s
69
SEAPILE & SEATIMBER Installation
Piling
Cutting
Drilling
Various connecting methods are available to increase pile length. SeaPile and SeaTimber lengths can also be attached to steel pile extensions. A DVD explaining SeaPile and SeaTimber handling and installation methods is available.
Pile driving data

4 Soil prole
Pile length 15.2m, flat cut ends, no drive shoe, no drive helmet, hammer: MKT 9B3 Pile length 16.8t, with drive shoe and drive helmet, hammer: MKT 9B3
Very loose sand and silt
8 Depth (metres) Tip elevation = 9.7 metres
10
Dense to very dense layered clayey sand and sandy clay
12
14
Bottom of test boring Tip elevation = 14.9 metres
16 0 10 20 30 40 50 Hammer blows per metre 60 70 80 90 100
610
SEAPILE & SEATIMBER Applications

The SeaPile can generally be used in the same applications as traditional timber piling. Examples include:
Dolphins
Fender piling
Wale Dock
Chock
Light structural piling
Pile 3-pile cluster 7-pile cluster 19-pile cluster Piles are used extensively as vertical fenders set out in front of a marine structure. During the berthing of a ship, fender piles act as a buffer to absorb and dissipate the impact energy of the ship. They also provide a barrier to prevent vessels from going underneath the pier. Piles are used to support the loads of light-duty piers and wharves. Structural piling generally uses bracing between piles to increase the strength and stiffness of the foundation for the structure.
Dolphins, or groups of piles, are placed near piers and wharves to guide vessels into their moorings, to fend them away from structures, or to serve as mooring points. Compared with timber, considerably fewer SeaPiles are needed to absorb the same impact energy.
Navigational aids
Bridge pier protection

Piles and dolphins are widely used to create protective structures for bridge piers, and to guide vessels into the channel and away from bridge supports. 3-pile clusters are used in impact zones, single piles in less vulnerable areas.
Bridge Pier
Bridge Pier Centreline of channel

Single piles or dolphins are used to support lights, daybeacons, fog signals and radar beacons.
Bridge Pier
Refer to the SeaPile and SeaTimber Design Manual for more information and examples.
Centreline of bridge
Standard manufacturing and performance tolerances apply (see pages 1236 to 1239)
Bridge Pier
611
SEAPILE & SEATIMBER Proven in practice
612
SEACAMEL
Floating camels are used in many military and commercial ports to maintain standoff between the vessel and pier face. They also transmit forces over a greater length of structure to avoid concentrated loads. SeaCamels are constructed from SeaPile, SeaTimber or Ecoboard engineered plastics, which combine high strength with positive buoyancy and will not crush, split, corrode or decay. SeaCamels are available in many configurations, either preassembled or in kit form. They can be fitted with access decks and face fenders as well as a variety of mooring options.
hawse pipe
SeaPile (up to 400mm diameter)
mooring chain
anchor weight
613
SEACAMEL
non-slip fibreglass deck
ultra-low maintenance SeaTimber construction additional buoyancy tanks if required
Lengths up to 11.8m can be containerised for easy shipment.
614
ECOBOARD
Ecoboard structures outlast any wood or wood flour plastic composites, lowering your costs for years to come. Ecoboard is maintenance-free and needs zero care, and because Ecoboard doesnt deteriorate even in extreme environments, the ongoing cost of treating and repairing materials becomes a thing of the past. Ecoboard is durable and versatile. The SR and SF grades are both based on the same 100% recycled and carefully graded polyethylene which is non-toxic and stable. Whether strengthened with chopped glass fibres (SF) or with high performance glass fibre rebars (SR), Ecoboard comes in many standard and custom sections to suit light, medium and heavy duty applications. Ecoboard looks great too. With a choice of natural or textured finishes in popular UV-stabilised colours, designers can be confident that their Ecoboard structures will stay looking good for decades to come no cracking or chipping, no warping or corrosion, no mould or decay. And if that still isnt enough to convince you to use Ecoboard for your next project then maybe Trelleborgs 50 year limited warranty will.
Materials
50 year warranty Ecoboard
Ecoboard is made from recycled polyethylene, reinforced with chopped glass fibre or GRP rebars. It doesnt rot, split or chip, and is ideal for long term immersion in water.
Insect and borer resistant Rot and decay resistant Load bearing and structural Non-splintering
Wood
Composite Ecoboard
* *
Timber composites
Timber composites are wood flour in a plastic matrix. They overcome some disadvantages of natural timber but composites will still decay and rot over time, particularly when damp.
Low friction Maintenance free Colour stability Non-leaching/toxin-free 100% recycled feedstock
Wood
All wood suffers environmental attack, sometimes reduced by periodic chemical treatments. Wood can crack, split and splinter, is eaten by borers and suffers fungal and bacterial decay.
Recyclable Long-term aesthetics Precurving and forming * Chemical treatments required.
615
ECOBOARD Joists & spans

Ecoboards different grades give the right amounts of flexibility and strength just where they are needed.
Sizes
Profile Round Nominal (mm) 76 102 127 152 216 254 305 Square 51 51 102 102 152 152 Finished (mm) 76 102 127 152 216 254 305 38 38 89 89 140 140 191 191 32 140 32 241 38 64 38 89 38 140 38 191 38 241 38 292 64 89 64 140 64 191 64 267 64 292 89 140 89 191 89 241 89 292 140 191 140 241 140 292 191 241 38 230 38 285 64 230 64 285 89 285 Max length Weight (m) (kg/m) 3.0 3.0 4.6 9.1 9.1 9.1 7.6 3.0 3.7 4.9 6.1 3.7 3.7 3.7 4.9 6.1 4.9 5.5 3.7 3.7 3.7 4.9 5.5 3.7 3.7 3.7 3.7 5.5 3.7 4.9 4.9 4.9 5.5 3.7 5.5 3.7 5.5 4.0 5.5 11.3 16.2 32.7 45.5 65.5 1.3 6.4 15.9 32.7 3.9 6.8 2.1 3.1 4.8 6.4 8.0 9.8 5.1 7.9 10.9 13.7 16.7 11.0 14.7 19.0 23.2 23.8 30.4 36.0 41.4 8.0 9.8 13.7 16.5 23.2
Ecoboard SF
Chopped glass fibre reinforced polyethylene Greater strength and modulus allows larger unsupported spans and fewer joists. Perfect for municipal structures and medium to heavy duty constructions.
Ecoboard SR
100% polyethylene with fibreglass reinforcement bars Maximum structural strength for bearing piles and large freespan joists. The ultimate material for heavy duty, load-bearing structures.
Rectangular
203 203 32 152 32 254 51 76 51 102 51 152 51 203 51 254
Colours
51 305 76 102 76 152 76 203 76 254 76 305 102 152 102 203 102 254
al
sto n
102 305 152 203 152 254 152 305 203 254 Tongue & groove 51 254 51 305 76 254
dw oo
wn
ite
arc o
te
Sla
Bro
Wh
da Ce
Ch
Re
Choose from our standard range, or ask about custom colours. Slight variations may occur during manufacture.
Sa
nd
Natural
Knurled
Wood
76 305 102 305
Ecoboards natural finish is gently textured and pleasant to the touch. The wood grain texture blends in well, whilst the knurled texture provides a low-slip finish.
1 Other sizes, sections and lengths are available. Please ask. 2 Nominal sizes relate to industry standard descriptions for lumber sections. Actual sizes should be used for design. 3 Thermal expansion must be allowed for in designs. 4 Weight may vary due to manufacturing methods and tolerances.
616
ECOBOARD Design fabrication

B B B B Chamfering Drilling and counterboring Shaping Pre-curving*
Trelleborg can supply everything from plain lengths to a factory fabricated kit of parts, fully engineered and ready for rapid site assembly. Please ask for details
* SF grades only.
Sustainability
Sustainability is about economic growth, social development and a healthy environment. Within Trelleborg the ethos of sustainability involves everybody and everything we do or make, becoming a natural part of our daily business operations. Ecoboard is a perfect example. Made from recycled raw materials in a clean and energy efficient factory. It is toxin-free, inert and non-polluting. Ecoboard is long lasting but even at the end of its useful service life it can be fully recycled and used again. Visit www.trelleborg.com/sustainability to learn more about Trelleborgs efforts to build a sustainable environment within a commercial world.
50 Year Warranty
50 Year Limite d War
ranty for Ecob oard
Please refer to your local office for full details of the Ecoboard 50 Year Limited Warranty backed by Trelleborg. Founded in 1905, Trelleborg now operates in 40 countries, employs over 22,000 people and has annual sales of $4 billion.
617
ECOBOARD Proven in practice
Tug Fenders
Tug Cylindricals M-Fenders W-Fenders Block Fenders Composites Extrusions Section 7

Image courtesy of Sanmar
Ref. M1100-S07-V1.1-EN
72
TUG FENDERS
Tug fenders must work harder, for longer and under more extreme conditions than any other fender type. Tugs may be fitted with up to four types of fender each type serving a particular application. As many tugs become more powerful, some exceeding 100t bollard pull, choosing the right type, size and arrangement of fenders becomes critical. When selecting fenders, designers should consider: B B B B B B B B B Bollard pull Initial contact loads Dynamic load effects Friction requirements Pushing angles Hull attachment Fender tolerances Material quality Spares availability
Cylindrical fenders Fitted to the bow/stern of tugs and usually used to push against flared hulls and in open sea conditions. Pushing fenders Block, Cube and W- and Mfenders provide large contact surfaces for low hull pressures. Their grooved surfaces provide exceptional grip.
Side beltings D, Square and Wing-D fenders are often used as side beltings to protect the vessel during escort duties and when coming alongside. Transition Blocks Transition Blocks are used to provide a smooth interface between side beltings and bow/stern fenders.
Contact your local office for further information and advice.
73
TUG CYLINDRICALS
Large cylindrical fenders are often used as the primary pushing fenders on the bow or stern of modern tugs. Their round shape is ideal for working with large bow flares (like container ships), but are equally good for pushing flat-sided vessels. Tug Cylindricals come in diameters to 1000mm and in very long continuous or spigot-joined lengths. A longitudinal chain runs down the centre of the fender, supplemented by circumferential straps or chains which are recessed into grooves. Tapered ends are also available.
D 250 300 380 400 450 500 600 800 900 1000
d 125 150 190 200 225 250 300 400 450 500
A 200 225 280 300 300 300 350 350 350 350
Bmax 570 600 650 670 700 730 800 930 1000 1060
C 500 700 800 800 850 900 900 1000 1100 1200
G 190 225 280 300 350 375 450 600 675 750
J 75 75 100 100 100 100 125 125 150 150
Weight 45.5 65.2 105 116 147 181 255 453 573 707
Groove size varies according to attachment method. Lengths 213m in one section, spigot joined for longer lengths.
[ Units: mm, kg/m ]
C J G d D
B L
Attachment
Smaller fenders (500mm diameter) are usually fixed by a longitudinal chain through the bore of the fender, connected to the hull by turnbuckles to tension the chain. Larger fenders often use supplementary chains or straps around the fender.
Chain
Strap
Curve Radius
Tug Cylindrical fenders are made in straight lengths but can be pulled around the bow or stern radius.
D R R4 D R
74
M-FENDERS
M-Fenders have a large and flexible contact face which exerts a low pressure during pushing operations. The grooves provide extra grip and the triple legs give a strong attachment to the tug. M-Fenders can also be fitted around tight curves, whilst their relative low weight adds to tug stability.
Features
B B B B B B Heavy-duty design Triple-leg attachment Soft, flexible face Grooved for extra grip Low weight per m2 Fits around tight bends
Dimensions Applications
B All types of tug B Pontoon protection B Special corner fenders Note: M-Fenders and W-Fenders are not interchangeable.
Type A B C 40 50 60 D 23 27 33 E 50 60 70 F Lmax Weight 56 89 132
Fixing
Pin 20 24 30 Flat bar Rmin
M400 400 200 M500 500 250 M600 600 300
150 2000 190 2000 230 2000
100 15 450 125 20 550 150 20 650 [ Units: mm ]
[ Units: mm, kg/m ]
900 800 Reaction force (kN per metre) 700 600 500 400 300 200 100 0 0 20 40 60 80 Deflection (mm) 100 E
M400 x 200 M500 x 250 M600 x 300
B D F C F E Intermediate support when L > 1000mm Fixing pin
R (min)
75
W-FENDERS
W-Fenders are made for the most extreme operating conditions. Originally developed by Trelleborg Bakker, the W-Fender is one of the most successful fenders for tugs in the world today. It has a unique open bore design which makes installation very simple. The flexible legs allow W-Fenders to be curved around most hull shapes.
Features
B B B B B Extreme-duty design Twin-leg attachment Open bore for easy installation Grooved for extra grip Fits around tight bends
Dimensions Applications
B B B B Ocean-going tugs Icebreakers Large harbour tugs Bridge and pile protection
Type A B C D E F K Lmax Weight 51 81 120 180
Fixings
Pin Flat bar Rmin 600 800 900
W32-20 320 200 280 180 100 W40-25 400 250 350 220 110 W48-30 480 300 426 269 135 W50-45 500 450 420 255
67 50 2000 75 55 2000 90 65 2000
25 100 20 30 120 20 40 140 20
Note: M-Fenders and W-Fenders are not interchangeable.
90 100 75 2000 [ Units: mm, kg/m ]
40 150 20 1000 [ Units: mm ]
600
500 Reaction force (kN per metre)
W32-20 W40-25 W48-30
B K E D C L Intermediate support when L > 1000mm Fixing pin F
400
300
200
100
R (min)
0 0 20 40 60 Deflection (mm) 80 100
76
BLOCK FENDERS
Block and Cube Fenders have a traditional keyhole profile which is strong and ideal for heavy-duty applications. There is a choice of grooved or flat face fenders depending on the required friction levels. Where very low friction is needed, Block and Cube Fenders can also be made as Composite fenders with integral UHMW-PE faces. This is useful for tugs that operate in heavy swell and storm conditions.
Block Fender dimensions Features

B B B B Heavy-duty design Traditional, proven shape Grooved or smooth face Optional UHMW-PE face
A 200 250 300 350 B 200 250 300 350 C 35 50 60 70 D 28 33 33 33 E 130 150 180 210 G 90 100 115 125 Lmax 2000 2000 1750 2000 Weight 33 54 80 114
Fixings
Pin 25 30 30 30 Flat bar Rmin 100 15 450 125 20 600 150 20 800 175 25 1000 [ Units: mm ]
[ Units: mm, kg/m ]
Note: M-, W-, Block and Cube fenders are not interchangeable.
Cube Fender dimensions

A 250 300 B 250 300 C 50 60 D 33* 33* E 150 180 G 100 115 L 250 200 Weight 13 16
Fixings
Pin Flat bar 30* 125 20 30* 150 25 Rmin 600 800
* Optional 28mm and 25mm pin.
[ Units: mm, kg ]
[ Units: mm ]
900 800 Reaction force (kN per metre) 700 600 500 400 300 200 100 0 0 20 40 60 80 Deflection (mm) 100 R (min) C E C
200 x 200 250 x 250 300 x 300 350 x 350

B
A G D C
Intermediate support when L > 1000mm Fixing pin
77
COMPOSITE FENDERS
Composite fenders* combine rubber for resilience and UHMW-PE for low-friction and wear resistant properties. The two materials are bonded with a special vulcanising method stronger and more reliable than a mechanical joint. Composite fenders are used where the simplicity of extrusions are required but with lower shear forces.
* Also called Rubbylene
CF-A series
A 100 150 165 200 200 250 300 B 100 150 125 200 200 250 300 C* 30 65 65 75 100 100 125
CF-B series
t 20 20 20 25 25 30 30 D 15 20 20 25 25 30 30 E 25 30 35 45 45 50 60 F 10 12 15 20 20 25 30 G 90130 110150 110150 130180 130180 140200 140200 H 200300 250350 250350 300400 300400 350450 350450 Flat bar 50 6 60 8 60 8 80 10 80 10 100 10 110 12 Bolt size M12 M16 M16 M20 M20 M24 M24 Std Length 3000 3000 3000 3000 3000 2000 3700 Weight CF-A CF-B 10.3 11.1 21.5 27.0 19.2 24.8 40.2 48.0 36.2 48.0 60.2 75.0 92.1 108 [ Units: mm, kg/m ]
* Dimension only applies to CF-A fender.
CF-C series
A 80 100 120 150 B 80 100 120 150 C* 42 45 62 73 a 60 74 88 110
CF-D series
b 40 50 60 75 c 44 56 67 83 t 10 10 12 15 D 15 15 20 20 E 25 25 30 30 F 6 8 10 12 G 90130 90130 110150 110150 H 200300 200300 250350 250350 Flat bar 45 6 45 6 60 8 60 8 Bolt size M12 M12 M16 M16 Std Length 2000 2000 2000 3000 Weight CF-C CF-D 5.4 7.0 8.4 11.0 12.2 15.8 19.7 24.8
* Dimension only applies to CF-C fender.
[ Units: mm, kg/m ]
B t D C a A F
B t D C A F
b c UHMW-PE face (black as standard)
78
EXTRUDED FENDERS
Square and D-section extruded profiles are widely used as beltings on tugs and other workboats. DC and SC fenders have a circular bore for extra wall thickness and durability. DD and SD fenders have a D-bore for securing with a flat bar. Extruded fenders are available in many other sections as well. All can be cut to length, drilled, angle cut or pre-curved as required.
DC-fenders
A 100 150 200 250 300 350 400 400 500 B 100 150 200 250 300 350 400 400 500 C 30 65 75 100 125 150 175 200 250 D 15 20 25 30 30 35 35 35 35 E 25 30 45 50 60 70 80 80 100 F 10 12 15 20 25 25 30 30 30 G H Flat bar 50 6 60 8 80 10 Bolt size M12 M16 M20 M24 M24 M30 M30 M30 M36 Weight 10.1 20.6 38.5 59.0 83.7 113 146 137 214
90130 200300 110150 250350 130180 300400
140200 350450 100 10 140200 350450 110 12 140200 350450 120 12 140200 350450 130 15 140200 350450 130 15 140200 350450 130 15
Fender E size (kNm) 100 150 200 250 300 350 400 500 1.9 4.2 7.5 11.7 16.9 22.9 29.4 46.0
R (kN) 157 235 314 392 471 549 628 785
E (kNm) 2.7 6.4 11.3 17.7 25.5 34.3 45.1 70.5
R (kN) 157 235 314 392 471 589 628 785 A 100 150 165 200 200 250 250 300 300 350 350 400 500
[ Units: mm, kg/m ]
SC-fenders
B 100 150 125 200 200 200 250 250 300 350 350 400 500 C 30 65 65 75 100 80 100 100 125 150 175 200 250 D 15 20 20 25 25 30 30 30 30 35 35 35 45 E 25 30 30 45 40 45 50 50 60 65 65 70 90 F 10 12 15 15 15 20 20 25 25 25 25 30 40 G 90130 110150 110150 130180 130180 140200 140200 140200 140200 140200 140200 140200 150230 H 200300 250350 250350 300400 300400 350450 350450 350450 350450 350450 350450 350450 400500 Flat bar 50 6 60 8 60 8 80 10 80 10 90 10 100 10 100 10 110 12 120 12 120 12 130 15 150 20 Bolt size M12 M16 M16 M20 M20 M24 M24 M24 M24 M30 M30 M30 M36 Weight 11.4 23.6 21.3 43.8 39.5 55.3 67.2 82.6 95.6 126 121 158 247

Re
E
Rated Reaction
Energy (% of Rated)
[ Units: mm, kg/m ]
ti ac
on
rg ne
120 100 80 60 40 20 0
B D C
79
EXTRUDED FENDERS
DD-series
A 80 100 125 150 200 200 250 250 300 350 380 400 400 500 B 70 100 125 150 150 200 200 250 300 350 380 300 400 500 C 45 50 60 75 100 100 125 125 150 175 190 175 200 250 D 30 45 60 75 80 100 100 125 150 175 190 150 200 250 E 30 30 40 40 50 50 60 60 60 75 75 75 75 90 F 15 15 20 20 25 25 30 30 30 35 35 35 35 45 G 90130 90130 110150 110150 130180 130180 140200 140200 140200 140200 140200 140200 140200 160230 H 200300 200300 250300 250300 300400 300400 350450 350450 350450 350450 350450 350450 350450 400500 Flat bar Bolt size Weight 35 5 M12 4.8 40 5 M12 8.5 50 6 M16 13.2 60 8 M16 18.5 80 10 M20 23.1 80 10 M20 32.9 90 12 M24 39.9 90 12 M24 51.5 110 12 M24 74.1 130 15 M30 101 140 15 M30 119 130 15 M30 99 150 15 M30 132 180 20 M36 206 [ Units: mm, kg/m ]
Fender E size (kNm) 100 150 200 250 300 350 400 500 1.4 3.2 5.7 8.9 12.9 17.6 23.0 35.9
R (kN) 77 115 153 191 230 268 306 383
E (kNm) 2.7 6.4 11.3 17.6 25.5 34.3 45.2 70.7
R (kN) 136 206 275 343 412 471 589 736
SD-series
A 100 150 165 200 200 250 250 300 300 400 B 100 150 125 150 200 200 250 250 300 400 500 C 50 70 80 90 90 120 120 140 125 200 250 D 45 65 60 65 95 95 120 115 135 200 250 E 30 40 40 50 50 60 60 60 60 75 90 F 15 20 20 25 25 30 30 30 30 35 45 G 90130 H 200300 Flat bar 40 5 50 8 60 8 70 10 70 10 90 12 90 12 Bolt size Weight M12 M16 M16 M20 M20 M24 M24 M24 M24 M30 M36 9.9 22.7 20.3 30.8 39.8 49.4 61.1 75.0 92.0 153 239
110150 250300 110150 250300 130180 300400 130180 300400 140200 350450 140200 350450
140200 350450 100 12 140200 350450 100 12 140200 350450 150 15 160230 400500 180 20

Re ac n tio
y
Rated Reaction
Energy (% of Rated)
500
[ Units: mm, kg/m ]
En
erg
120 100 80 60 40 20 0
B D
G 25
E C A
710
CHAINS & ACCESSORIES

Open Link Chains
C 14 16 18 20 22 25 28 30 32 35 38 40 45 50 55 60 L 42 48 54 60 66 75 84 90 96 105 114 120 135 150 165 180 3.0D links W Weight 18 0.2 21 0.3 23 0.4 26 0.5 29 0.7 33 1.1 36 1.4 39 1.8 42 2.2 46 2.8 49 3.6 52 4.2 59 6.0 65 8.2 72 10.9 78 14.2 L 49 56 63 70 77 88 98 105 112 123 133 140 158 175 193 210 3.5D links W Weight 20 0.2 22 0.3 25 0.4 28 0.6 31 0.8 35 1.1 39 1.6 42 2.0 45 2.4 49 3.1 53 3.9 56 4.6 63 6.5 70 8.9 77 11.9 84 15.4 L 56 64 72 80 88 100 112 120 128 140 152 160 180 200 220 240 4.0D links W Weight 20 0.2 22 0.3 25 0.5 28 0.6 31 0.8 35 1.2 39 1.7 42 2.1 45 2.5 49 3.3 53 4.3 56 5.0 63 7.1 70 9.7 77 12.9 84 16.8 L 70 80 90 100 110 125 140 150 160 175 190 200 225 250 275 300 5.0D links W 21 24 27 30 33 38 42 45 48 53 57 60 68 75 83 90 Weight 0.3 0.4 0.5 0.8 1.0 1.5 2.0 2.5 3.0 4.0 5.1 6.0 8.5 11.6 15.5 20.1 MBL SL2 SL3 124 154 160 202 209 262 264 330 304 380 393 491 492 616 566 706 644 804 770 964 900 1130 1010 1260 1275 1590 1570 1960 1900 2380 2260 2770
[ Units: mm, kg/link, kN ]
High Strength Shackles

D 13 16 19 22 25 28 32 35 38 45 50 57 65 75 89 102 F 16 19 22 25 28 32 35 38 42 50 57 65 70 80 95 108 H 26 32 38 44 50 56 64 70 76 90 100 114 130 150 178 204 G 22 27 31 36 43 47 51 57 60 74 83 95 105 127 146 165 Dee shackle E 43 51 59 73 85 90 94 115 127 149 171 190 203 230 267 400 Weight 0.4 0.7 1.1 1.5 2.6 3.3 4.7 6.2 7.6 12.8 18.2 27.8 35.1 60.0 93.0 145 E 51 64 76 83 95 108 115 133 146 178 197 222 254 330 381 400 Bow shackle J 32 43 51 58 68 75 83 95 99 126 138 160 180 190 238 275 Weight 0.4 0.8 1.3 1.9 2.8 3.8 5.3 7.0 8.8 15.0 20.7 29.3 41.0 64.5 110 160 NBL 120 195 285 390 510 570 720 810 1020 1500 2100 2550 3330 5100 7200 9000
Dee
D
Bow
D J H
[ Units: mm, kg, kN ]
E H Safety pin G F
MBL = Minimum Breaking Load (kN) NBL = Nominal Breaking Load (kN) Tolerance: all dimensions 2%
711
Proven in practice
Graeme Ewens
712
PROJECT REQUIREMENTS
For assistance with design or pricing of tug fenders, please complete this form and fax or email it to your local Trelleborg Marine Systems office, together with legible drawings if possible. PROJECT DETAILS Operating Port/Region Owner/Operator Naval Architect Shipyard PROJECT STATUS TMS Ref: Design Under Construction Refit
VESSEL Overall length _________________ m Draft (max) ___________________ m Pushing hull pressure ________ t/m2
Name or Yard Number: ________________________________________________ Length at waterline _____________ m Displacement __________________ t Operating angle () ________ degrees Beam (moulded) _______________m Bollard pull (BP) _________________t Flare angle () ___________ degrees
Operating Angle
CYLINDRICAL FENDER
Bow Inside diameter _______________mm Length _______________________ m Longitudinal chain: Circumferential fixings: yes chain no web
Stern
Outside diameter ______________mm Joints allowed: yes no Tapered ends: yes no
Size _____________________mm not required
713
PUSHING FENDERS Bow M-Type BOW W-Type Stern
Keyhole STERN Section Size (mm)
SIDE BELTINGS
(tick required section) Section size __________________mm Joints allowed: Transition Blocks: yes no Approx. length _________________ m Plugged joints: Bow: yes yes no no Stern: yes no (total port and starboard)
DRAWINGS
Full drawings available
yes
no
ENVIRONMENT Operating temperature Minimum ________ (C) Maximum _______ (C) Corrosivity low high medium extreme
QUALITY Highest quality
SAFETY Maximum safety
Lowest price
Not safety-critical
FURTHER DETAILS AVAILABLE FROM Name Company Position Address Tel Fax Mobile Email Web
Safety Products
Safety Ladders
Section 8
Ref. M1100-S08-V1.1-EN
82
ML MODULAR LADDERS
Modular ladders are flexible, corrosion resistant and can withstand most accidental impacts from smaller vessels. The step modules are made from polyurethane and can be linked together, combined with extensions and a variety of optional handrails to suit many applications.
With PU ladder extensions

300
240
647
Safety ladder step Safety ladder extension connection part Safety ladder extension Steel weight
M20 anchors
Examples of optional handrails
With steel extensions

300
240
647
Can also be supplied with chain extension
83
LF-250 LADDERS
The LF-250 integrates the functions of a ladder and a fender into a single unit. They are very robust but remain flexible to reduce accident damage and help protect the wharf when small craft berth. Available in a range of lengths, the LF-250 Ladder Fender can also be fitted with a rubber encased chain extension to suit overhanging structures. 645 600 250 300 100 340
Dimensions
600 typ.
A 1100 1400 1700 2000 2300 2600 2900 Rungs 4 5 6 7 8 9 10 Anchors 23 23 24 24 25 25 26 Weight 69 88 107 125 145 164 183
A 300 typ.
Rubber ladder fender
M20 anchors
50 flexible rungs 1500 Chain ladder extension
[ Units: mm, kg]
Accessories
Fender Panels Chains Shackles Brackets NC3 Anchors EC2 Anchors Fixing Bolts Section 9
Ref. M1100-S09-V1.1-EN
92
FENDER PANELS
Fender panels are just as important as the rubber units on high performance systems. Thats why every panel is purpose designed using structural analysis programs and 3D CAD modelling for optimum strength. Fender panels distribute reaction forces to provide low hull pressures and cope with large tidal variations. They can also be designed to resist line loads from belted ships, or even point loads in special cases. Optional lead-in bevels reduce the snagging risk, whilst brackets (where required) provide highly secure connection points for chains. Closed box designs are used almost exclusively all fully sealed and pressure checked. Corrosion protection is provided by high durability C5M class paint systems to ISO 12944, and additional corrosion allowances can be designed in where required.
Specication and design of panels

Panel specifications and designs should consider: B B B B B B B B B B B B B B B B 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 Pressure test method Rubber fender connections UHMW-PE attachment Chain connections Lifting points Paint systems Corrosion allowance Maintenance and service life
Features and options

B B B B B B B B B B Closed box steel structure Internal structural members Blind boss fender connections Pressure tested for watertightness C5M modified epoxy paint* Polyurethane topcoat (RAL5005 blue) Studs for UHMW-PE face pads Chain brackets Lifting points Lead-in bevels and chamfers
* Other options available Alternative colours on request
93
FENDER PANELS
10
1 2
Closed box steel structure Internal structural members Blind boss fender connections Shot blasted steel (SA2.5) C5M modified epoxy paint* Polyurethane topcoat (RAL5005 blue) Studs for UHMW-PE face pads Chain brackets Lifting points Lead-in bevels and chamfers*
3 4 5
3
6
8
8 9
2 6 5 4
10
* Options available Alternative colours on request
Steel Properties
Standard Grade S235JR (1.0038) S275JR (1.0044) S355J2 (1.0570) S355J0 (1.0553) SS41 JIS G-3101 SS50 SM50 A-36 ASTM A-572 345 50 000 450 65 000 0 32 Yield Strength (min) N/mm 235 275 355 355 235 275 314 250 psi 34 000 40 000 51 000 51 000 34 000 40 000 46 000 36 000 Tensile Strength (min) N/mm 360 420 510 510 402 402 490 400 psi 52 000 61 000 74 000 74 000 58 000 58 000 71 000 58 000 Temperature C -20 0 0 0 0 0 F -4 32 32 32 32 32
PIANC steel thicknesses

Exposed both faces Exposed one face Internal (not exposed) 12mm 9mm 8mm
EN 10025
Corresponding minimum panel thickness will be 140160mm (excluding UHMW-PE face pads) and often much greater.
Typical panel weights

Light duty Medium duty Heavy duty Extreme duty 200250kg/m2 250300kg/m2 300400kg/m2 400kg/m2
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.
94
CHAINS AND ACCESSORIES

Some fender systems need chains to help support heavy components or to control how the fender deflects and shears during impact. Open link or stud link chains are commonly used and these can be supplied in several different strength grades. Compatible accessories like shackles, brackets and U-anchors are also available. The nominal breaking load (NBL) of these items is matched to chains of similar capacity. Chains and accessories are supplied galvanised as standard. Chain brackets may also be supplied in an optional painted finish.
Typical chain system Features

B B B B B Choice of open or stud link chain Various link lengths available Proof load tested and certified Galvanised as standard Variety of matched accessories
1 2
1 2
Anchor bolts Chain bracket (S-series) Alloy D-shackle Chain adjuster Open link chain Chain bracket (T-series)
Applications
B B B B B Large fender panels Cylindrical fenders Floating fender moorings Safety applications Lifting and installing 3 4
3 4 5 6
95
OPEN LINK CHAINS

Open Link Chains
C 14 16 18 20 22 25 28 30 32 35 38 40 45 50 55 60 L 42 48 54 60 66 75 84 90 96 105 114 120 135 150 165 180 3.0D links W Weight 18 0.2 21 0.3 23 0.4 26 0.5 29 0.7 33 1.1 36 1.4 39 1.8 42 2.2 46 2.8 49 3.6 52 4.2 59 6.0 65 8.2 72 10.9 78 14.2 L 49 56 63 70 77 88 98 105 112 123 133 140 158 175 193 210 3.5D links W Weight 20 0.2 22 0.3 25 0.4 28 0.6 31 0.8 35 1.1 39 1.6 42 2.0 45 2.4 49 3.1 53 3.9 56 4.6 63 6.5 70 8.9 77 11.9 84 15.4 L 56 64 72 80 88 100 112 120 128 140 152 160 180 200 220 240 4.0D links W Weight 20 0.2 22 0.3 25 0.5 28 0.6 31 0.8 35 1.2 39 1.7 42 2.1 45 2.5 49 3.3 53 4.3 56 5.0 63 7.1 70 9.7 77 12.9 84 16.8 L 70 80 90 100 110 125 140 150 160 175 190 200 225 250 275 300 5.0D links W 21 24 27 30 33 38 42 45 48 53 57 60 68 75 83 90 Weight 0.3 0.4 0.5 0.8 1.0 1.5 2.0 2.5 3.0 4.0 5.1 6.0 8.5 11.6 15.5 20.1 MBL SL2 SL3 124 154 160 202 209 262 264 330 304 380 393 491 492 616 566 706 644 804 770 964 900 1130 1010 1260 1275 1590 1570 1960 1900 2380 2260 2770
L W
Stud Link Chains

C 19 22 26 28 32 34 38 42 44 48 52 58 64 70 76 90 L 76 88 104 112 128 136 152 168 176 192 208 232 256 280 304 360 Common link W 68 79 94 101 115 122 137 151 158 173 187 209 230 252 274 324 Weight 0.6 0.9 1.5 1.9 2.8 3.4 4.7 6.3 7.3 9.4 12.0 16.7 22.3 29.5 37.9 63.4 MBL SL2 (U2) SL3 (U3) 210 300 280 401 389 556 449 642 583 833 655 937 812 1160 981 1400 1080 1540 1270 1810 1480 2110 1810 2600 2190 3130 2580 3690 3010 4300 4090 5840
Chain Tensioners
A 24 30 36 42 48 56 64 B 160 200 230 270 300 350 400 W 60 76 90 106 120 140 160 L 270350 340420 400500 470600 540680 620800 700900 Weight 9 17 27 44 63 96 146 NBL 360 560 800 1110 1440 1970 2570
B A
L MBL = Minimum Breaking Load (kN) NBL = Nominal Breaking Load (kN) Tolerance: all dimensions 2%
W C
96
HIGH STRENGTH SHACKLES

D 13 16 19 22 25 28 32 35 38 45 50 57 65 75 89 102 F 16 19 22 25 28 32 35 38 42 50 57 65 70 80 95 108 H 26 32 38 44 50 56 64 70 76 90 100 114 130 150 178 204 G 22 27 31 36 43 47 51 57 60 74 83 95 105 127 146 165 E Dee shackle Weight 0.4 0.7 1.1 1.5 2.6 3.3 4.7 6.2 7.6 12.8 18.2 27.8 35.1 60.0 93.0 145 E 51 64 76 83 95 108 115 133 146 178 197 222 254 330 381 400 Bow shackle J 32 43 51 58 68 75 83 95 99 126 138 160 180 190 238 275 Weight 0.4 0.8 1.3 1.9 2.8 3.8 5.3 7.0 8.8 15.0 20.7 29.3 41.0 64.5 110 160 NBL 120 195 285 390 510 570 720 810 1020 1500 2100 2550 3330 5100 7200 9000 43 51 59 73 85 90 94 115 127 149 171 190 203 230 267 400
Dee
Bow
J E E
H Safety pin G F
H G F
U-ANCHORS
D 26 30 34 36 42 44 48 50 56 60 66 74 E 260 300 340 360 420 440 480 500 560 600 660 740 F 60 70 70 70 90 100 100 110 120 130 140 160 G 320 370 410 430 510 540 580 610 680 730 800 900 J 104 120 136 144 168 176 192 200 224 240 264 296 K 50 50 60 60 70 80 80 90 100 110 120 130 t 12 15 15 20 20 20 25 25 30 30 35 40 Weight 3.4 5.1 7.3 8.6 13.7 16.1 20.5 23.7 33.4 41.1 54.8 76.9 NBL 209 264 304 393 492 566 644 770 900 1010 1275 1570
G t E F
D J K
97
BRACKETS
A 190 220 250 280 320 350 380 420 440 B 110 130 150 160 190 210 220 250 260 C 40 45 50 60 65 70 80 85 90 E CB1/CB3 CB2 20 20 25 25 35 35 35 40 40 75 90 100 115 130 140 155 170 180 F 160 190 210 240 270 300 320 360 360 d 24 24 28 28 36 36 42 42 50 R 40 50 55 65 75 80 85 95 100 t 15 15 20 20 25 25 30 30 30 T 30 30 40 40 45 50 50 60 60 Single Lug Shackle D 19 22 25 28 32 35 38 42 44 28 28 36 36 42 42 50 50 60 Twin Lug Bolt Pin D M24 90 M24 90 M30 120 M30 120 M36 140 M36 140 M42 160 M42 170 M48 180 28 28 36 36 42 42 50 50 60 Anchor 2/4 M20 2/4 M20 2/4 M24 2/4 M24 2/4 M30 2/4 M30 2/4 M36 2/4 M36 2/4 M42
[ Units: mm, kN ]
S-Series
A B A B A B
A B
T d
A B
T d
A B
T d
T-Series
A B A B A B
A B
t T t
A B
t T t
A B
t T t
F D R E C t E R
F D R C t
C t
CB1
CB2
CB3
B Chain brackets can be specified with 2 or 4 anchors to suit application and loads. B If extra long life is required, add a corrosion allowance. B Some slack in the chain is unavoidable and will not affect operation. B For special sizes and applications, please refer to Trelleborg Marine Systems office.
B All chain and accessory information is for guidance only. B Every chain design should be checked to confirm suitability for the intended application. B Select chain system components so MBL NBL. B Every chain system is different. Check all dimensions for fit, clearance and tolerance.
98
FENDER FIXINGS
NC3 anchors
The NC3 is a traditional cast-in anchor design used for installing fenders to new concrete. The NC3 anchor has a threaded socket, a long tail and a square anchor plate. Non-standard sizes and other castin anchor types are available on request.
Thread M20 M24 M30 M36 M42 M48 M56 A 40 48 60 72 84 96 112 B 20 25 35 40 50 60 70 C 60 73 95 112 134 156 182 D 20 24 30 36 42 48 56 E 150 185 200 240 270 300 340 F 30 36 45 54 63 72 84 L 200 250 270 320 360 400 550 S(sq) 60 70 80 90 110 110 120 T 10 10 10 12 12 15 15 V 5 6 6 8 10 10 12 W 8 8 8 10 10 10 12 Weight 0.9 1.4 2.3 3.9 6.2 8.8 13.2
Standard anchors are available in Grade 8.8/galvanised or 100% Stainless Steel 316 (1.4401). Larger sizes and special dimensions available on request.
[ Units: mm ]
Always check min/max clamping thickness and socket depths actual threaded length on bolts.
L A B C E M V W W E T T D S (sq)
EC2 anchors
The EC2 anchor is used for installing fenders onto existing concrete or where cast-in anchors are unsuitable. The anchor is usually secured into a drilled hole using special grout capsules. Non-standard sizes and other grout systems are available on request.
Thread M12 M16 M20 M24 M30 M36 M42 M48 M56
B 110 140 170 210 280 330 420 480 560
E 58 69 69 812 812 1015 1421 1624 1827
G 10 13 16 19 24 29 34 38 45
J 2.5 3 3 4 4 5 7 8 9
L (typ.) 175 240 270 360 420 500 580
S 15 20 25 28 35 40 50 54 64
Capsule 1 C12 1 C16 1 C20 1 C24 1 C30 1 C30 2 C30 2 C30 + 1 C24 4 C30 [ Units: mm ]
A = E + G + H + J, rounded up to nearest 10mm. E = clear threads after assembly. H = clamping thickness of fender or bracket.
L A
Always follow the manufacturers instructions when installing EC2 anchors.
J S M12M56
Grout Capsule
99
FENDER FIXINGS
Size M16 M20 M24 M30 M36 M42 M48 M56 M64 Thread area* (mm2) 157 245 353 561 817 1120 1470 2030 2680 OD 30 37 44 56 66 78 92 105 115 Washers ID 18 22 26 33 39 45 52 62 70 Nuts t 3 3 4 4 5 7 8 9 9 AF 24 30 36 46 55 65 75 85 95 T 13 16 19 24 29 34 38 45 51 Typical thread lengths L 125 L > 125 38 46 54 66 78 90 102 118 134 44 52 60 72 84 96 108 124 140 Thread pitch 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0 [ Units: mm ]
* According to BS 3692: Table 13. Standard washers given. Large OD washers available on request. Thread lengths may vary depending on standard. Other lengths available.
LT B L
ID OD
Grades
ISO 898 Galvanised Bolt grade Nut grade Tensile strength (MPa) 0.2% yield stress (MPa) 4.6 4 400 240 8.8 8 800 640 ISO 356 Stainless Steel* A-50 A-50 500 210 A-70 A-70 700 450
* Refer to p1231 for further details about PREN and galling. Size M39 unless agreed with manufacturer. Size M24 unless agreed with manufacturer.
Fenders must be properly fixed to operate correctly. Anchors are supplied to suit new or existing structures, in various strength ratings and with the choice of galvanised or various stainless steels.
Bollards
Tee Horn Kidney
Section 10
Ref. M1100-S10-V1.1-EN
102
BOLLARDS
Trelleborg bollards come in many popular shapes and sizes to suit most docks, jetties and wharves. Standard material is spheroidal graphite (commonly called SG or ductile iron) which is both strong and resistant to corrosion, meaning Trelleborg bollards enjoy a long and trouble free service life. The shape of Trelleborg bollards has been refined with finite element techniques to optimize the geometry and anchor layout. Even at full working load, Trelleborg bollards remain highly stable and provide a safe and secure mooring.
Features
B B B B B High quality SG iron as standard Strong and durable designs Very low maintenance Large line angles possible Standard and custom anchors available
Tee
Horn
Kidney
103
TEE BOLLARDS
recommended line angle
Features
B General purpose applications up to 200 tonnes B Suitable for steeper rope angles
180
seaward side D G G
Dimension A B C
15 40 235 340 410 335 80 155 160 205 130 30 60 M24 500 60 5
30 40 255 350 450 375 100 175 200 225 150 30 60 M30 500 60 5
Bollard capacity (tonnes) 50 80 100 150 50 350 500 640 540 150 250 260 320 220 30 60 M36 500 70 5 70 380 550 640 550 160 250 280 320 230 15 45 N/A M42 800 90 6 80 410 600 790 640 175 325 350 395 245 10 40 80 M42 800 100 7 90 435 700 900 750 200 350 400 450 300 10 40 80 M48
200 90 500 800 1000 850 225 375 450 500 350 0 36 72 M56
F c L L2 L1 G E
D E F G I
L3 c L
J K L1
L2 L3 Bolts
B I A J K
Bolt length P* Qty
1000 1000 110 7 110 8
*P = bolt protrusion = recess depth
[ Units: mm ]
104
HORN BOLLARDS
Features
B General purpose applications up to 200 tonnes B Suitable for steep rope angles B Two lines may share a single bollard (subject to bollard capacity)
180
seaward side D G G
Dimension A B 15 40 370 400 410 335 80 155 160 205 130 30 60 M24 500 60 5 30 40 410 440 480 405 100 175 200 240 165 30 60 M30 500 60 5
Bollard capacity (tonnes) 50 50 500 600 640 540 150 250 260 320 220 30 60 M36 500 70 5 80 70 520 660 650 560 160 250 300 325 235 15 45 N/A M42 800 90 6 100 80 570 750 800 650 175 325 350 400 250 10 40 80 M42 800 100 7 150 90 585 850 920 770 200 350 400 460 310 10 40 80 M48 200 90 660 930 1000 850 225 375 450 500 350 0 36 36 M56
F c L G L4 c L L3 L1 L2 E
C D E F G I J K
L1 L2 L3 L4
B I A J K
Bolts Bolt length P* Qty
1000 1000 110 7 110 8
[ Units: mm ]
105
KIDNEY BOLLARDS
Features
B General purpose applications up to 200 tonnes B Avoid steep rope angles where possible B Suitable for warping operations 180
Dimension
seaward side D H
15 40 260 340 320 320 220 220 160 160 160 M24 500 60 4
30 40 280 370 360 360 260 260 200 180 180 M30 500 60 4
Bollard capacity (tonnes) 50 80 100 150 50 320 480 540 540 400 400 260 270 270 M36 500 70 4 70 330 530 560 460 320 420 280 160 160 M42 800 90 5 70 350 550 590 490 175 175 350 450 300 295 195 50 M42 800 90 7 80 405 728 760 660 250 250 500 600 400 380 280 50 M48
200 90 435 800 1000 850 300 300 600 750 450 475 375 50 M56
A B C D
F L G E
E F G F+G H I
J K L
B I A J K
Bolts Bolt length P* Qty
1000 1000 100 7 110 7
[ Units: mm ]
106
BOLLARD SELECTION
Design
Bollards and holding down bolts are designed with a minimum Factor of Safety against failure of 3.0 for SG Iron material grade 65-45-12. Designs are typically based on the following:
BS 5950: 2000 BS 6349 Part 2: 1988 AS 3990: 1993 Structural Use of Steelwork Marine Structures Mechanical Equipment Design
Material specications
Trelleborg bollards are produced to the highest specifications. The table gives indicative standards and grades but many other options are available on request.
Material Ductile Cast Iron (Spheroidal Graphite Iron) Anchor bolts (galvanised) Standards* Grade(s)*
BS EN 1563 EN-GJS-450 or 500 ASTM A 536 65-45-12 or 80-55-6 ISO 898 BS 3692 ASTM N/A ISO 12944 Gr 8.8 (galvanised) Gr 8.8 (galvanised) A325 (galvanised) Sweep blast SA2.5
Detailed calculations can be supplied on request. Different factors of safety can be used to suit other national standards and regulations.
Blasting (standard) Blasting (high performance) Paint (standard)
Materials
Trelleborg bollards are offered in Spheroidal Graphite Cast Iron (SG Iron), referred to as Ductile Cast Iron, because of its superior strength and resistance to corrosion. Ductile cast iron combines the best attributes of grey cast iron and cast steel without the disadvantages.
Benefits Lowest service life cost High strength Good impact resistance High corrosion resistance Low cost per weight Excellent corrosion resistance High strength High impact resistance Good cost per weight Disadvantages
BS3416 Paint (high performance) ISO 12944
Black bitumen (1 coat) Class C5M
* In all cases equivalent alternative standards may apply.
Other high performance paint systems available on request.
Protective coatings
Ductile Cast Iron (Spheroidal Graphite) Grey Cast Iron
Cast Steel
Low strength Low impact resistance Regular maintenance to prevent corrosion
Installation and grout filling requires extra care to avoid damage to factory applied coatings. Bollards are supplied as factory standard with a bituminous protective coating suitable for most projects. High performance epoxy or other specified paint systems can be factory applied on request in a choice of colours and thicknesses.
Ductile cast iron is the preferred material for all bollard applications. Grey cast iron is cheaper per unit weight, but the need for thicker wall sections and poor impact strength outweigh this. Cast steel remains popular in some countries but needs regular painting to prevent corrosion.
Micro structure
Ductile cast iron (SG)
Grey iron
Wear and abrasion from ropes means paint coatings need regular maintenance. Ductile iron bollards are far less susceptible to corrosion than cast steel bollards, which can rust quickly and will need frequent painting to retain full strength.
107
BOLLARD SELECTION
Bollards should be selected and arranged according to local regulations or recognised design standards. The design process should consider: B B B B B B Mooring pattern(s) Changes in draft due to loading and discharge Wind and current forces Swell, wave and tidal forces Mooring line types, sizes and angles Ice forces (where relevant)
Displacement Up to 2,000 tonnes 2,000 10,000 tonnes 10,000 20,000 tonnes 20,000 50,000 tonnes 50,000 100,000 tonnes 100,000 200,000 tonnes over 200,000 tonnes Approx. bollard rating 10 tonnes 30 tonnes 60 tonnes 80 tonnes 100 tonnes 150 tonnes 200 tonnes
Mooring loads should be calculated where possible, but in the absence of information then the following table can be used as an approximate guideline.
Where strong winds, currents or other adverse loads are expected, bollard capacity should be increased by 25% or more.
Mooring line angles

Bollards Spring lines Forward breast line
After breast line
Stern line
Head line
Mooring line angles are normally calculated as part of a comprehensive mooring simulation. Standards and guidelines such as BS6349 : Part 4, ROM 0.2-90 and PIANC suggest mooring line angles are kept within the limits given in the table below. In some cases much larger line angles can be expected. Trelleborg bollards can cope with horizontal angles of 90 and vertical angles up to 75. Please check with your local office about applications where expected line angles exceed those given in the table as these may need additional design checks on anchorages and concrete stresses.
Fully laden case
Fmin
Low tide Mean tide High tide
Light draught case
Suggested Line Angles (BS6349, ROM 0.2-90, PIANC)

Head & stern lines* Breast lines* Spring lines* Vertical line angle () * Relative to mooring angle 45 15 90 30 510 <30
Fmax
Low tide Mean tide High tide
108
INSTALLATION
Quality assurance
Bollards are safety critical items and quality is paramount. A typical quality documentation package will include: B B B B B Bollards must be installed correctly for a long and troublefree service life. Anchors should be accurately set out with the supplied template. Bollards can be recessed (as shown) or alternatively surface mounted. Once the grout has reached full strength, anchors can be fully tightened. Mastic is often applied around exposed threads to ease future removal. Dimensioned drawings of bollard and accessories Bollard and anchorage calculations (if required) Factory inspection report Physical properties report for casting Installation instructions
Codes and guidelines

ROM 0.2-90 (1990) Actions in the Design of Maritime and Harbor Works BS6349: Part 4 (1994) Code of Practice for Design of Fendering and Mooring Systems PIANC Report of WG24 (1995) Criteria for Movements of Moored Ships in Harbours A Practical Guide (1995)
Concrete recess
bollard grout P P D+40 E+40
EAU (1996) Recommendations of the Committee for Waterfront Structures PIANC Report of PTC II-30 (1997) Approach Channels: A Guide for Design (Appendix B Typical Ship Dimensions) Ministry of Transport, Japan (1999) Technical Note No.911 Ship Dimensions of Design Ships under given Confidence Limits ROSA Defenses Daccostage (2000) Recommandations pour Le Calcul Aux Etats-Limitesdes Ouvrages En Site Aquatique defenses Daccostage PIANC Report of WG33 (2002) Guidelines for the Design of Fender Systems (2002)
* refer to dimensions tables Recessing the bollard is generally recognised as superior to surface mounting. Recessing the base prevents the bollard from working loose on its bolts or cracking the grout bed especially relevant for high use locations.
Fixing options
Embedded
Through
Retrot (epoxy grouted bolts)
Fuse bolts available on special request.
109
PROJECT DETAILS Port Project Designer Contractor PROJECT STATUS TMS Ref: Preliminary Detail design Tender
BOLLARD TYPE
Quantity ___________ No. Capacity/SWL _________t Tee Horn Kidney LOA __________________m Overall length (LOA) Displacement (MD) Deadweight (DWT) MD __________________m DWT _________________t
Quantity ___________ No. Capacity/SWL _________t Tee Horn Kidney LOA __________________m MD __________________m DWT _________________t
Tee
Horn
Kidney
VESSEL INFORMATION
LINE ANGLE Min _______________ deg Max _______________ deg
Min _______________ deg MOUNTING
Max _______________ deg
Recessed Recessed Surface Surface
Recessed Surface
OTHER INFORMATION
FURTHER DETAILS AVAILABLE FROM Name Position Company Tel Fax Email
Harbour Marine
Quick Release Hooks Docking Aid Systems Environmental Monitoring Section 11
Ref. M1100-S11-V1.1-EN
112
TRELLEBORG HARBOUR MARINE

Trelleborg Harbour Marine (THM) has been a leading global manufacturer of advanced docking, mooring and monitoring systems for the oil and gas industries since 1971. The rapid growth in oil and gas terminals and their safety-first philosophy has led to sophisticated systems integration. THM leads the way with a wide range of modular hardware, control and instrumentation solutions that all help to ensure safe berthing and mooring in critical and demanding environments. All systems are extensively tested and proven in practice the main reason why Trelleborg Harbour Marine is the preferred supplier on most of the worlds latest LNG terminal projects.
Safety First
Every component of every THM module is designed with safety in mind: B Equipment is fully certified for hazardous locations B Failsafe designs prevent accidents and unexpected events B Operators are kept clear of dangerous zones B Early warning and predictive systems reduce risk levels.
The Safety Cycle
Productivity
Solutions are tailored for every project: B Better control over vessel approach reduces turnaround times B Automation and shared information means more efficient operations B Data logging helps optimise and fine-tune procedures B Systems easily upgraded or expanded to meet future needs
113
INTEGRATED SOLUTIONS
Integration is the key to maximum safety and optimum productivity. Trelleborg Harbour Marine solutions can combine the outputs from docking and mooring systems with environmental and forecasting data, fender monitoring and drift warning devices. Local and centrally processed information is then redistributed to virtual consoles, local and remote alarms and to portable receivers on the terminal or ship. Retrofits and upgrades are also available, so even older facilities can benefit from the latest technology, or systems can be added to as needs change. All modules are available for THM and alternative manufacturer hooks and hardware.
Typical Harbour Marine Integrated Solution

Hook Bases Load monitoring Remote release hooks Alarm Siren Capstan Motor SmartDock Laser 1 SmartDock Laser 2 Jetty/Wharf Remote Display Board SmartHook SmartHook SmartHook SmartHook
sp l
ay
Bo
ar
Ethernet Switch Operator 1
Console
Jetty Controller
Harbour Marine PC
Console Interface Program Operator 2
Databases Remote maintenance dial-up facility

Mooring Data Vessel tables History Data Docking Data Tag Definition File
Mooring & Monitoring System (MMS) Local MMS Client GUI MMS Server(s)
Alarm Server
Report Generator Environmental Report Generator Environmental Logger Environmental Data Log Files
Di
Carry-on Workstation Server
Pager Messenger Environmental Server Handheld Server Wave Sensor Interface
Operator n
Report Printer
Current Sensor Interface
Alarm Printer
Carry-on unit laptop
Antenna
Carry-on unit transmitter Temperature Pressure Humidity Wind Speed & Direction
Pagers
Antenna
Pager transmitter
114
QUICK RELEASE HOOKS

Quick Release Hooks (QRH) enable mooring lines to be quickly and easily released, even under full load conditions. A variety of mounting options exist for the quick release hook. Typically a cast QRH base is used for new installations. To upgrade older facilities, fabricated hook bases can be designed to suit existing hold-down bolt patterns to replace bollards or old QRHs. THM hooks can also be retrofitted to existing bases from other suppliers, considerably reducing on-site civil works.
Hook features
B Single and multiple hook arrays in sizes to suit all applications B Base designs available to suit new, retrofit and upgrade projects B Integrated capstans with motors protected within the mounting base B Hazardous area certified (where applicable) B Hooks can work at large horizontal and vertical angles B Fail safe release mechanisms are enclosed within the hook body B Hooks permit controlled release at all working loads B 20kg release lever load complies with health and safety guidelines B Counterbalanced hook for easy reset B Cast hook profile minimises chafing of mooring lines B Low maintenance, durable design is well proven, reliable and refined
Every hook is factory tested and certied to at least 125% of rated load.
Applications
B B B B LNG carrier berths Oil berths LPG berths Bulk liquids berths B Coal/iron ore berths B RoRo terminals B Container terminals
115
QUICK RELEASE HOOKS

Capstans
Capstan motors are fully enclosed within the hook base for ultra-low maintenance, corrosion protection and reliability. Various load ratings and running speeds are available to suit all ship sizes and mooring line materials.
Manual Release
All hook release components are enclosed within the hook side plates, protecting the mechanism from debris and damage. A 20kg force is required to release the hook at full load whilst a single operator stands safely behind the hook.
Rope Guards
Rope guards preventing slack mooring lines from accidentally detaching at high vertical angles.
Hazardous Area Operations

All electrical components are certified for hazardous area operations (where required). The hook design prevents contact with the structure during mooring and on release, eliminating spark risk.
Positive Hook Locking

The fail safe hook mechanism ensures a positive reset confirmed by easy visual check (with optional remote verification). This prevents hairtrigger and accidental release which can occur with inferior designs.
Mounting Bases
Single or multiple hook configurations are available. Bases can be cast or fabricated to suit new or retrofit installations. Upgrade options include bases to fit existing anchor arrays.
Counterbalanced Hooks
The cast mooring hook is counterbalanced for easy reset by operators. The smooth hook profile properly supports mooring ropes, reducing stress concentrations and chafing.
Large Mooring Angles

Hooks can rotate under full load through horizontal angles up to 90 and vertical angles up to 45. Hinge pins will never freeze and need minimal maintenance.
Upgrades
EasyMoor
Load Monitoring
Remote Release
Calibration Rigs
Remote MLM Displays
Remote Release Console
116
QUICK RELEASE HOOKS

Single hook
C D E
90 90
Double hook
C D E
90 45
A B
A B
F
45 90
G J
G J
Triple hook
C D E 90 45 F A B F 45 45 45 90
Quadruple hook
C D
E
90 45
F
45 45
A B
F
45 45
F
45 90
I I G J G J H H
117
QUICK RELEASE HOOKS

Hooks 45 Series Single Double Triple Quadruple 60 Series Single Double Triple Quadruple 75 Series Single Double Triple Quadruple 100 Series Single Double Triple Quadruple 125 Series Single Double Triple Quadruple 150R Series Single Double Triple Quadruple 150 Series Single Double Triple Quadruple A 1100 1100 1300 1500 1100 1100 1300 1500 1100 1100 1300 1500 1100 1100 1300 1500 1100 1100 1300 1500 1100 1300 1500 2000 1100 1300 1500 2000 B 900 900 1100 1300 900 900 1100 1300 900 900 1100 1300 900 900 1100 1300 900 900 1100 1300 900 1100 1300 1780 900 900 1100 1300 C 2060 1945 1980 2150 1965 1890 1925 2095 1965 1890 1925 2095 2085 2010 2045 2200 2070 2000 2035 2205 2150 2045 2275 2625 2345 2240 2470 2820 D 550 435 370 440 550 435 370 440 550 435 370 440 550 435 370 440 550 435 370 440 575 370 500 600 575 370 500 600 E 960 960 960 960 905 905 905 905 905 905 905 905 1025 1025 1025 1025 1015 1015 1015 1015 1025 1025 1025 1025 1220 1220 1220 1220 F 450 510 450 450 510 450 450 510 450 450 510 450 450 510 450 590 590 590 590 590 590 G 1218 1218 1218 1218 1218 1218 1218 1218 1218 1218 1218 1218 1218 1218 1218 1218 1218 1218 1218 1218 1265 1265 1265 1270 1218 1265 1265 1270 H 120 120 120 160 120 120 120 160 120 120 120 160 120 120 120 160 120 120 120 160 120 120 160 180 120 120 160 180 I 305 305 305 305 305 305 305 305 305 305 305 305 305 305 305 305 305 305 305 305 305 305 305 305 305 305 305 305 J 480 480 480 480 430 430 430 430 430 430 430 430 440 440 440 440 440 440 440 440 500 500 490 510 490 490 480 500 Anchors M56 1000 M56 1000 M56 1000 M56 1000 M56 1000 M56 1000 M56 1000 M56 1000 M56 1000 M56 1000 M56 1000 M56 1000 M56 1000 M56 1000 M56 1000 M56 1000 M56 1000 M56 1000 M56 1000 M56 1000 M56 1000 M56 1000 M56 1000 M56 1000 M56 1000 M56 1000 M56 1000 M56 1000 Quantity 4 5 6 10 4 5 6 10 4 5 6 10 4 7 10 14 4 7 10 14 4 7 10 14 7 10 14 14 [ Units: mm ]
The hook series designates the safe working load of each hook (eg. 75 Series hooks have 75t SWL). All hooks are tested to their corresponding proof load. Mounting bases are designed to accept the combined loads from multiple hooks. Dimensions are typical. Always request a certified hook/base drawing before starting construction.
Operating envelopes
Hook horizontal range Foot switch Hook vertical range
45
User operating envelope
118
DOCKING AID SYSTEMS

SmartDock is a family of docking aid systems (DAS) used by jetty operators and pilots to monitor the approach of berthing ships. Systems are based on lasers, differential GPS or Real Time Kinematic (RTK) GPS technologies.
SmartDock Laser
SmartDock Laser uses a pair of laser sensors to measure the distance and angle of a docking ship in the critical range of 200m to 0m from the berthing line. Lasers will function in poor visibility including heavy rain and are eye-safe to the highest FDA Class 1 standard. The data provided to jetty operators, pilots and ship masters is used to prevent over-speed and large angle approaches, allowing early corrections to the manoeuvre long before a potential accident situation arises. SmartDock Laser can be switched to drift-off when the ship is moored. At a preset distance from the berthing line, alarms are raised on the jetty and ship. On oil and gas jetties this provides added protection for the loading arms.
Options and upgrades
Features
B Two jetty mounted laser sensors B Jetty controller/interface unit B Computer workstation to monitor, display and record data B Drift-off warning whilst berthed
Handheld Displays
Jetty Displays
Options
B Handheld monitors B Jetty mounted display board showing distance, speed and angle B Approach speed green-amber-red warning lights B Remote indicator for jetty docking crew
Jetty Indicators
Traffic Lights
119
DOCKING AID SYSTEMS
Lasers provide centimetre accuracy in all weathers at ranges up to 200m.
The berthing approach is monitored remotely with early warning alarms.
Data for every berthing is logged for later analysis and training.
SmartDock GPS
SmartDock GPS offers high precision navigation and berthing. Positional accuracy is better than 60cm using differentially corrected GPS (DGPS). With Real Time Kinematic (RTK) GPS technology, up to 3cm precision is achievable. Vessels are displayed on digital charts that also show superimposed jetty structures. Rate of turn and heading accuracy is better than the ships own onboard equipment. The position of other vessels can be integrated with the display using an Automated Information System (AIS) feed.
Berthing mode
Piloting mode
1110
ENVIRONMENTAL MONITORING
Wind, wave and current forces can significantly affect vessel handling, particularly during low speed manoeuvres. Most larger oil and LNG facilities now require meteorological and oceanographic (MetOcean) sensors to provide this data whilst ships are docking and moored. Data is collected from a variety of MetOcean sensors via cable or telemetry and can be relayed to portable monitors carried by pilots and other remote users.
6
Forecasting services can give advance warning of possible disruptions to operations. 0.5 day lead 2 day lead 5 day lead Measured
4 Wave height (m)
Weather station
Typically located on the roof of the Jetty Control Building, the weather station can log wind speed/direction, barometric pressure, humidity, temperature and rainfall. Visibility sensors are optional.
0 1 5 10 15 Day 20 25 30
Current monitoring
Current speed and direction are measured at fixed depths or over the full water column at one or multiple sites along the jetty. It is also common to add remote sensors in turning basins, approach channels and at offshore mooring locations.
Wave and tide data

Wave height, profile and tide data are provided by a non-contact laser mounted to the jetty. Wave direction can also be measured using immersed sensors or buoys. Offshore current meter Side looking current meter
Forecasting Services
Real-time forecasting services improve productivity and safety by predicting weather and wave heights to give advance warning of significant events which may hamper berthing, mooring, cargo transfer or departure. Typical MetOcean virtual display Non-contact wave height laser
1111
Proven in practice
Fender Design
Ship Tables Berthing Modes Coefcients Berth Layout Panel Design Materials Fender Testing Section 12
Ref. M1100-S12-V1.1-EN
122
FENDER DESIGN
Fenders must reliably protect ships, structures and themselves. They must work every day for many years in severe environments with little or no maintenance. As stated in the British Standard, fender design should be entrusted to appropriately qualified and experienced people. Fender engineering requires an understanding of many areas: B B B B B B B B 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 specifications, energy calculation spreadsheets, fender performance curves and much more can be downloaded from the Trelleborg Marine Systems website (www.trelleborg.com/marine).
Codes and guidelines

ROM 0.2-90 1990 Actions in the Design of Maritime and Harbor Works Code of Practice for Design of Fendering and Mooring Systems Recommendations of the Committee for Waterfront Structures Approach Channels A Guide to Design Supplement to Bulletin No.95 (1997) PIANC Technical Note of the Port and Harbour Research Institute, Ministry of Transport, Japan No. 911, Sept 1998 Guidelines for the Design of Fender Systems : 2002 Marcom Report of WG33
BS6349 :
Part 4 : 1994
1994
Exceptions
These guidelines do not encompass unusual ships, extreme berthing conditions and other extreme cases for which specialist advice should be sought.
EAU 1996
1996
PIANC Bulletin 95
1997
Japanese MoT 911
1998
* PIANC 2002
2002
123
GLOSSARY Commonly used symbols

Symbol B C CB CC CE CM CS D EN EA FL FS H K KC LOA LBP LS LL M M50 M75 MD P R RF V VB Definition Beam of vessel (excluding beltings and strakes) Positive clearance between hull of vessel and face of structure Block coefficient of vessels hull Berth configuration coefficient Eccentricity coefficient Added mass coefficient (virtual mass coefficient) Softness coefficient Draft of vessel Normal berthing energy to be absorbed by fender Abnormal berthing energy to be absorbed by fender Freeboard at laden draft Abnormal impact safety factor Height of compressible part of fender Radius of gyration of vessel Under keel clearance Overall length of vessels hull Length of vessels hull between perpendiculars Overall length of the smallest vessel using the berth Overall length of the largest vessel using the berth Displacement of the vessel Displacement of the vessel at 50% confidence limit Displacement of the vessel at 75% confidence limit Displacement of vessel Fender pitch or spacing Distance from point of contact to the centre of mass of the vessel Reaction force of fender Velocity of vessel (true vector) Approach velocity of the vessel perpendicular to the berthing line Berthing angle Deflection of the fender unit Hull contact angle with fender Coefficient of friction Velocity vector angle (between R and V) Units m m m kNm kNm m m m m m m m m tonne tonne tonne tonne m m kN m/s m/s degree % or m degree degree
Denitions
Rubber fender Pneumatic fender Foam fender Steel Panel 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. Units comprising fabric reinforced rubber bags filled with air under pressure and that absorb energy from the work done in compressing the air above its normal initial pressure. 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. A structural steel frame designed to distribute the forces generated during rubber fender compression.
124
WHY FENDER?
There is a simple reason to use fenders: it is just too expensive not to do so. These are the opening remarks of 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 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. 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.
10 reasons for quality fendering

B B B B B B B B B B Safety of staff, ships and structures Much lower lifecycle costs Rapid, trouble-free installation Quicker turnaround time, greater efficiency Reduced maintenance and repair Berths in more exposed locations Better ship stability when moored Lower structural loads Accommodate more ship types and sizes More satisfied customers
Capital costs
180 160 700
Maintenance costs
Other costs
140 120 100 80 60 40 20 0
500
400
300
COST SAVING
o Trelleb rg
Purchase price
200
100
Trelleborg
Other
10
20 30 Service life (years) Wear & tear + Replacements + Damage repairs + Removal & scrapping + Fatigue, corrosion = Maintenance cost
Oth
40
er
50
600
Purchase price + Design approvals + Delivery delays + Installation time + Site support = Capital cost
Capital cost + Maintenance cost = FULL LIFE COST
125
DESIGN FLOWCHART
Functional
B type(s) of cargo B safe berthing and mooring B better stability on berth B reduction of reaction force
Operational
B berthing procedures B frequency of berthing B limits of mooring and operations (adverse weather) B range of vessel sizes, types B special features of vessels (flare, beltings, list, etc) B allowable hull pressures B light, laden or partly laden ships B stand-off from face of structure (crane reach) B fender spacing B type and orientation of waterfront structure B special requirements B spares availability
Site conditions
B wind speed B wave height B current speed B topography B tidal range B swell and fetch B temperature B corrosivity B channel depth
Design criteria
B B B B B B codes and standards design vessels for calculations normal/abnormal velocity maximum reaction force friction coefficient desired service life B B B B B safety factors (normal/abnormal) maintenance cost/frequency installation cost/practicality chemical pollution accident response
Design criteria
Calculation of berthing energy

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

B selection of abnormal berthing safety factor
Assume fender system and type Computer simulation (first series)
Selection of appropriate fenders Check results Determination of:

B energy absorption B reaction force B deflection B environmental factors B frictional loads B angular compression B chains etc B hull pressure B check vessel motions in six degrees of freedom B check vessel acceleration B check deflection, energy and reaction force B check mooring line forces
Check impact on structure and vessel

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

B determine main characteristics of fender B PIANC Type Approved B verification test methods B B B B check availability of fender track record and warranties future spares availability fatigue/durability tests
126
THE DESIGN PROCESS

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

Fender installation should be considered early in the design process. Accessibility for maintenance, wear allowances and the protective coatings will all affect the full life cost of systems. The right fender choice can improve turnaround times and reduce downtime. The safety of personnel, structures and vessels must be considered at every stage before, during and after commissioning.
127
ENVIRONMENT
Typical berthing locations
Berthing structures are located in a variety of places from sheltered basins to unprotected, open waters. Local conditions will play a large part in deciding the berthing speeds and approach angles, in turn affecting the type and size of suitable fenders.
Non-tidal basins
With minor changes in water level, these locations are usually sheltered from strong winds, waves and currents. Ship sizes may be restricted due to lock access.
Tidal basins
Larger variations in water level (depends on location) but still generally sheltered from winds, waves and currents. May be used by larger vessels than non-tidal basins.
Coastal berths
Maximum exposure to winds, waves and currents. Berths generally used by single classes of vessel such as oil, gas or bulk.
River berths
Largest tidal range (depends on site), with greater exposure to winds, waves and currents. Approach mode may be restricted by dredged channels and by flood and ebb tides. Structures on river bends may complicate berthing manoeuvres.
Tides
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 influence the structures design and fender selection.
HRT HAT MHWS MHWN MLWN MLWS LAT LRT Highest Recorded Tide Highest Astronomical Tide Mean High Water Spring Mean High Water Neap Mean Low Water Neap Mean Low Water Spring Lowest Astronomical Tide Lowest Recorded Tide
HRT HAT
MHWS MHWN
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 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.
MSL MLWN MLWS LAT LRT
128
STRUCTURES
The preferred jetty structure can influence the fender design and vice versa. The type of structure depends on local practice, the geology at the site, available materials and other factors. Selecting an appropriate fender at an early stage can have a major effect on the overall project cost. Below are some typical structures and fender design considerations.
Features Open pile jetties

B Simple and cost-effective B Good for deeper waters B Load-sensitive B Limited fixing area for fenders B Vulnerable to bulbous bows
Design considerations
B Low reaction reduces pile sizes and concrete mass B Best to keep fixings above piles and low tide B Suits cantilever panel designs
Dolphins
B Common for oil and gas terminals B Very load-sensitive B Flexible structures need careful design to match fender loads B Structural repairs are costly
B Few but large fenders B Total reliability needed B Low reactions preferred B Large panels for low hull pressures need chains etc
Monopiles
B Inexpensive structures B Loads are critical B Not suitable for all geologies B Suits remote locations B Quick to construct
B Fenders should be designed for fast installation B Restricted access means low maintenance fenders B Low reactions must be matched to structure B Parallel motion systems
Mass structures
B Most common in areas with small tides B Fender reaction not critical B Avoid fixings spanning pre-cast and in situ sections or expansion joints
B Keep anchors above low tide B Care needed selecting fender spacing and projection B Suits cast-in or retrofit anchors B Many options for fender types
Sheet piles
B Quick to construct B Mostly used in low corrosion regions B In situ concrete copes are common B Can suffer from ALWC (accelerated low water corrosion)
B Fixing fenders direct to piles difficult due to build tolerances B Keep anchors above low tide B Care needed selecting fender spacing and projection
129
SHIP TYPES
General cargo ship B B B B Bulk carrier B B B B Container ship 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. 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.
B B B B B
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. Require low hull contact pressures unless belted.
Oil tanker B B B B RoRo ship Need to avoid fire 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.
B B B B B
Ships 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 B B B B Ferry 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.
B B B B B B B B B B
Quick 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 carrier
Need to avoid fire 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.
1210
SHIP FEATURES
Bow flares Common on container vessels and cruise ships. Big flare angles may affect fender performance. Larger fender may be required to maintain clearance from the quay structure, cranes, etc. 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. Almost every class of ship could be fitted 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. Cruise and RoRo ships often have flying 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. 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. 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. 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. Many modern ships, but especially tankers and gas carriers, require very low hull contact pressures, which are achieved using large fender panels or floating fenders. High speed catamarans and monohulls are often built from aluminium. They can only accept loads from fenders at special positions: usually reinforced beltings set very low or many metres above the waterline. Many ships are modified during their lifetime with little regard to the effect these changes may have on berthing or fenders. Protrusions can snag fenders but risks are reduced by large bevels and chamfers on the frontal panels.
Bulbous bows
Beltings & strakes
Flying bridge
Low freeboard
Stern & side doors
High freeboard
Low hull pressure
Aluminium hulls
Special features
1211
BERTHING MODES
Side berthing
Typical values
0 15 100mm/s V 300mm/s
V
Dolphin berthing
60 90
Tug
Typical values 0 10 100mm/s V 200mm/s
V
End berthing
30 90
Typical values 0 10 200mm/s V 500mm/s 0 10
Lock entrances
Typical values 0 30 300mm/s V 2000mm/s 0 30
Ship-to-ship berthing
Typical values 0 15 150mm/s V 500mm/s
60 90
1212
BERTHING ENERGY
The kinetic energy of a berthing ship needs to be absorbed by a suitable fender system and this is most commonly carried out using well recognised deterministic methods as outlined in the following sections.
Normal Berthing Energy (EN)

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

Abnormal impacts arise when the normal energy is exceeded. Causes 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:
PIANC Factors of Safety (FS)

Vessel type Tanker, bulk, cargo Container General cargo Size Largest Smallest Largest Smallest FS 1.25 1.75 1.5 2.0 1.75 2.0 2.0
EA = FS EN
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: B B B B B B 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.
RoRo, ferries Tugs, workboats, etc 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.
1213
SHIP DEFINITIONS
Many different definitions are used to describe ship sizes and classes. Some of the more common descriptions are given below.
Vessel Type Small feeder Feeder Panamax1 Post-Panamax Super post-Panamax (VLCS) Suezmax 2 Seaway-Max3 Handysize Cape Size Very large bulk carrier (VLBC) Very large crude carrier (VLCC) Ultra large crude carrier (ULCC) 500m 70m 21.3m 233.5m 24.0m 9.1m 10,00040,000 dwt 130,000200,000 dwt >200,000 dwt 200,000300,000 dwt >300,000 dwt 2. Suez Canal The canal, connecting the Mediterranean and Red Sea, is about 163km long and varies from 80135m wide. It has no lock chambers but most of the canal has a single traffic lane with passing bays. Length Beam Draft 200m 23m 9m 215m 30m 10m 290m 32.3m 12m 305m >32.3m 13m DWT Comments 1st Generation container <1,000 teu 2nd Generation container 1,0002,500 teu 3rd Generation container 2,5005,000 teu 4th Generation container 5,0008,000 teu 5th Generation container >8,000 teu All vessel types in Suez Canal All vessel types in St Lawrence Seaway Bulk carrier Bulk carrier Bulk carrier Oil tanker Oil tanker 3. St Lawrence Seaway 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.
1. Panama Canal Lock chambers are 305m long and 33.5m wide. The largest depth of the canal is 12.513.7m. The canal is about 86km long and passage takes eight hours.
The ship tables show laden draft (DL) of vessels. The draft of a partly loaded ship (D) can be estimated using the formula below: LWT
MD = LWT + DWT
DWT
=
MD D DL
DL LWT MD
DL (MD DWT) MD
USING SHIP TABLES

50% 75%
Ship tables originally appeared in PIANC 2002. They are divided into Confidence Limits (CL) which are defined as the proportion of ships of the same DWT with dimensions equal to or less than those in the table. PIANC considers 50% to 75% confidence limits are the most appropriate for design. Please ask Trelleborg Marine Systems for supplementary tables of latest and largest vessel types including Container, RoRo, Cruise and LNG.
1214
50%
SHIP TABLES
smaller larger
Type
DWT/GRT 1000 2000 3000 5000 7000 10000 15000 20000 30000 40000 5000 7000 10000 15000 20000 30000 50000 70000 100000 150000 200000 250000 7000 10000 15000 20000
Displacement M50 1580 3040 4460 7210 9900 13900 20300 26600 39000 51100 6740 9270 13000 19100 25000 36700 59600 81900 115000 168000 221000 273000 10200 14300 21100 27800 34300 40800 53700 66500 79100 1450 2810 4140 6740 9300 13100 19200 25300 37300 60800 83900 118000 174000 229000 337000
LOA 63 78 88 104 115 128 146 159 181 197 106 116 129 145 157 176 204 224 248 279 303 322 116 134 157 176 192 206 231 252 271 59 73 83 97 108 121 138 151 171 201 224 250 284 311 354
LBP 58 72 82 96 107 120 136 149 170 186 98 108 120 135 148 167 194 215 239 270 294 314 108 125 147 165 180 194 218 238 256 54 68 77 91 102 114 130 143 163 192 214 240 273 300 342
B 10.3 12.4 13.9 16.0 17.6 19.5 21.8 23.6 26.4 28.6 15.0 16.6 18.5 21.0 23.0 26.1 32.3 32.3 37.9 43.0 47.0 50.4 19.6 21.6 24.1 26.1 27.7 29.1 32.3 32.3 35.2 9.7 12.1 13.7 16.0 17.8 19.9 22.5 24.6 27.9 32.3 36.3 40.6 46.0 50.3 57.0
FL 1.6 1.9 2.1 2.3 2.5 2.7 3.0 3.1 3.5 3.7 2.3 2.6 2.9 3.3 3.6 4.1 4.8 5.3 5.9 6.6 7.2 7.8 2.4 3.0 3.9 4.6 5.2 5.8 6.8 7.7 8.5 0.5 0.7 1.0 1.4 1.7 2.0 2.6 3.1 3.7 4.9 5.7 6.8 8.3 9.4 11.4
DL 3.6 4.5 5.1 6.1 6.8 7.6 8.7 9.6 10.9 12.0 6.1 6.7 7.5 8.4 9.2 10.3 12.0 13.3 14.8 16.7 18.2 19.4 6.9 7.7 8.7 9.5 10.2 10.7 11.7 12.5 13.2 3.8 4.7 5.3 6.1 6.7 7.5 8.4 9.1 10.3 11.9 13.2 14.6 16.4 17.9 20.1
Wind area Lateral Front Full Load Ballast Full Load Ballast 227 348 447 612 754 940 1210 1440 1850 2210 615 710 830 980 1110 1320 1640 1890 2200 2610 2950 3240 1320 1690 2250 2750 3220 3660 4480 5230 5950 170 251 315 419 505 617 770 910 1140 1510 1830 2230 2800 3290 4120 292 463 605 849 1060 1340 1760 2130 2780 3370 850 1010 1230 1520 1770 2190 2870 3440 4150 5140 5990 6740 1360 1700 2190 2620 3010 3370 4040 4640 5200 266 401 509 689 841 1040 1320 1560 1990 2690 3280 4050 5150 6110 7770 59 94 123 173 216 274 359 435 569 690 205 232 264 307 341 397 479 542 619 719 800 868 300 373 478 569 652 729 870 990 1110 78 108 131 167 196 232 281 322 390 497 583 690 840 960 1160 88 134 172 236 290 361 463 552 709 846 231 271 320 387 443 536 682 798 940 1140 1310 1450 396 477 591 687 770 850 990 1110 1220 80 117 146 194 233 284 355 416 520 689 829 1010 1260 1480 1850
General cargo ship
Bulk carrier
Container ship
25000 30000 40000 50000 60000 1000 2000 3000 5000 7000 10000 15000
Oil tanker
20000 30000 50000 70000 100000 150000 200000 300000
1215
50%
SHIP TABLES
smaller larger
Type
DWT/GRT 1000 2000 3000 5000
Displacement M50 1970 3730 5430 8710 11900 16500 24000 31300 45600 850 1580 2270 3580 4830 6640 9530 12300 17700 27900 37600 810 1600 2390 3940 5480 7770 11600 15300 22800 30300 2210 4080 5830 9100 12300 16900 24100 31100 44400 69700 94000 128000
LOA 66 85 99 119 135 153 178 198 229 60 76 87 104 117 133 153 169 194 231 260 59 76 88 106 119 135 157 174 201 223 68 84 95 112 124 138 157 171 194 227 252 282
LBP 60 78 90 109 123 141 163 182 211 54 68 78 92 103 116 132 146 166 197 220 54 69 80 97 110 125 145 162 188 209 63 78 89 104 116 130 147 161 183 216 240 268
B 13.2 15.6 17.2 19.5 21.2 23.1 25.6 27.4 30.3 11.4 13.6 15.1 17.1 18.6 20.4 22.5 24.2 26.8 30.5 33.1 12.7 15.1 16.7 19.0 20.6 22.6 25.0 26.8 29.7 31.9 11.1 13.7 15.4 17.9 19.8 22.0 24.8 27.1 30.5 35.5 39.3 43.7
FL 2.0 2.9 3.6 4.7 5.5 6.7 8.2 9.5 11.7 2.2 2.8 3.2 3.9 4.5 5.0 5.9 5.2 7.3 10.6 13.1 1.9 2.5 2.8 3.3 3.7 4.2 4.7 5.2 5.9 6.5 1.0 1.6 2.0 2.7 3.2 3.8 4.6 5.4 6.1 9.6 12.3 15.6
DL 3.2 4.1 4.8 5.8 6.6 7.5 8.7 9.7 11.3 1.9 2.5 3.0 3.6 4.1 4.8 5.6 7.6 7.6 7.6 7.6 2.7 3.3 3.7 4.3 4.8 5.3 6.0 6.5 7.4 8.0 4.3 5.2 5.8 6.7 7.4 8.2 9.3 10.0 11.7 11.7 11.7 11.7
Wind area Lateral Front Full Load Ballast Full Load Ballast 700 970 1170 1480 1730 2040 2460 2810 3400 426 683 900 1270 1600 2040 2690 3270 4310 6090 7660 387 617 811 1150 1440 1830 2400 2920 3830 4660 350 535 686 940 1150 1430 1840 2190 2810 3850 4730 5880 810 1110 1340 1690 1970 2320 2790 3180 3820 452 717 940 1320 1650 2090 2740 3320 4350 6120 7660 404 646 851 1200 1510 1930 2540 3090 4070 4940 436 662 846 1150 1410 1750 2240 2660 3400 4630 5670 7030 216 292 348 435 503 587 701 794 950 167 225 267 332 383 446 530 599 712 880 1020 141 196 237 302 354 419 508 582 705 810 121 177 222 295 355 432 541 634 794 1050 1270 1550 217 301 364 464 544 643 779 890 1080 175 234 277 344 396 459 545 614 728 900 1040 145 203 247 316 372 442 537 618 752 860 139 203 254 335 403 490 612 716 894 1180 1420 1730
RoRo ship
7000 10000 15000 20000 30000 1000 2000 3000 5000 7000
Passenger (cruise) ship
10000 15000 20000 30000 50000 70000 1000 2000 3000 5000 7000
Ferry 10000 15000 20000 30000 40000 1000 2000 3000 5000 7000 10000 Gas carrier 15000 20000 30000 50000 70000 100000
1216
75%
SHIP TABLES
smaller larger
Type
DWT/GRT 1000 2000 3000 5000 7000 10000 15000 20000 30000 40000 5000 7000 10000 15000 20000 30000 50000 70000 100000 150000 200000 250000 7000 10000 15000 20000
Displacement M75 1690 3250 4750 7690 10600 14800 21600 28400 41600 54500 6920 9520 13300 19600 25700 37700 61100 84000 118000 173000 227000 280000 10700 15100 22200 29200 36100 43000 56500 69900 83200 1580 3070 4520 7360 10200 14300 21000 27700 40800 66400 91600 129000 190000 250000 368000
LOA 67 83 95 111 123 137 156 170 193 211 109 120 132 149 161 181 209 231 255 287 311 332 123 141 166 186 203 218 244 266 286 61 76 87 102 114 127 144 158 180 211 235 263 298 327 371
LBP 62 77 88 104 115 129 147 161 183 200 101 111 124 140 152 172 200 221 246 278 303 324 115 132 156 175 191 205 231 252 271 58 72 82 97 108 121 138 151 173 204 227 254 290 318 363
B 10.8 13.1 14.7 16.9 18.6 20.5 23.0 24.9 27.8 30.2 15.5 17.2 19.2 21.8 23.8 27.0 32.3 32.3 39.2 44.5 48.7 52.2 20.3 22.4 25.0 27.1 28.8 30.2 32.3 32.3 36.5 10.2 12.6 14.3 16.8 18.6 20.8 23.6 25.8 29.2 32.3 38.0 42.5 48.1 42.6 59.7
FL 1.9 2.3 2.5 2.8 3.0 3.3 3.6 3.9 4.3 4.6 2.4 2.6 2.9 3.3 3.6 4.1 4.7 5.2 5.9 6.7 7.3 7.8 2.6 3.3 4.3 5.0 5.7 6.4 7.4 8.4 9.2 0.5 0.8 1.1 1.5 1.8 2.1 2.7 3.2 3.9 5.0 6.0 7.1 8.5 9.8 11.9
DL 3.9 4.9 5.6 6.6 7.4 8.3 9.5 10.4 11.9 13.0 6.2 6.9 7.7 8.6 9.4 10.6 12.4 13.7 15.2 17.1 18.6 19.9 7.2 8.0 9.0 9.9 10.6 11.1 12.2 13.0 13.8 4.0 4.9 5.5 6.4 7.1 7.9 8.9 9.6 10.9 12.6 13.9 15.4 17.4 18.9 21.2
Wind area Lateral Front Full Load Ballast Full Load Ballast 278 426 547 750 922 1150 1480 1760 2260 2700 689 795 930 1100 1240 1480 1830 2110 2460 2920 3300 3630 1460 1880 2490 3050 3570 4060 4970 5810 6610 190 280 351 467 564 688 860 1010 1270 1690 2040 2490 3120 3670 4600 342 541 708 993 1240 1570 2060 2490 3250 3940 910 1090 1320 1630 1900 2360 3090 3690 4460 5520 6430 7240 1590 1990 2560 3070 3520 3950 4730 5430 6090 280 422 536 726 885 1090 1390 1650 2090 2830 3460 4270 5430 6430 8180 63 101 132 185 232 294 385 466 611 740 221 250 286 332 369 428 518 586 669 777 864 938 330 410 524 625 716 800 950 1090 1220 86 119 144 184 216 255 309 355 430 548 642 761 920 1060 1280 93 142 182 249 307 382 490 585 750 895 245 287 340 411 470 569 723 846 1000 1210 1380 1540 444 535 663 771 870 950 1110 1250 1370 85 125 156 207 249 303 378 443 554 734 884 1080 1340 1570 1970
General cargo ship
Bulk carrier
Container ship
25000 30000 40000 50000 60000 1000 2000 3000 5000 7000 10000 15000
Oil tanker
20000 30000 50000 70000 100000 150000 200000 300000
1217
75%
SHIP TABLES
smaller larger
Type
DWT/GRT 1000 2000 3000 5000
Displacement M75 2190 4150 6030 9670 13200 18300 26700 34800 50600 1030 1910 2740 4320 5830 8010 11500 14900 21300 33600 45300 1230 2430 3620 5970 8310 11800 17500 23300 34600 45900 2480 4560 6530 10200 13800 18900 27000 34800 49700 78000 105000 144000
LOA 73 94 109 131 148 169 196 218 252 64 81 93 112 125 142 163 180 207 248 278 67 86 99 119 134 153 177 196 227 252 71 88 100 117 129 144 164 179 203 237 263 294
LBP 66 86 99 120 136 155 180 201 233 60 75 86 102 114 128 146 160 183 217 243 61 78 91 110 124 142 164 183 212 236 66 82 93 109 121 136 154 169 192 226 251 281
B 14.0 16.6 18.3 20.7 22.5 24.6 27.2 29.1 32.2 12.1 14.4 16.0 18.2 19.8 21.6 23.9 25.7 28.4 32.3 35.2 14.3 17.0 18.8 21.4 23.2 25.4 28.1 30.2 33.4 35.9 11.7 14.3 16.1 18.8 20.8 23.1 26.0 28.4 32.0 37.2 41.2 45.8
FL 2.7 3.9 4.7 6.1 7.3 8.8 10.7 12.4 15.2 2.3 2.9 3.4 4.2 4.7 5.3 6.2 7.3 9.8 13.7 16.6 2.1 2.6 2.9 3.5 3.9 4.3 5.0 5.5 6.2 6.9 1.1 1.5 2.0 2.6 3.2 3.9 4.8 5.5 6.7 10.5 13.4 16.9
DL 3.5 4.5 5.3 6.4 7.2 8.2 9.6 10.7 12.4 2.6 3.4 4.0 4.8 5.5 6.4 7.5 8.0 8.0 8.0 8.0 3.4 4.2 4.8 5.5 6.1 6.8 7.6 8.3 9.4 10.2 4.6 5.7 6.4 7.4 8.1 9.0 10.1 11.0 12.3 12.3 12.3 12.3
Wind area Lateral Front Full Load Ballast Full Load Ballast 880 1210 1460 1850 2170 2560 3090 3530 4260 464 744 980 1390 1740 2220 2930 3560 4690 6640 8350 411 656 862 1220 1530 1940 2550 3100 4070 4950 390 597 765 1050 1290 1600 2050 2450 3140 4290 5270 6560 970 1320 1590 2010 2350 2760 3320 3780 4550 486 770 1010 1420 1780 2250 2950 3570 4680 6580 8230 428 685 903 1280 1600 2040 2690 3270 4310 5240 465 707 903 1230 1510 1870 2390 2840 3630 4940 6050 7510 232 314 374 467 541 632 754 854 1020 187 251 298 371 428 498 592 669 795 990 1140 154 214 259 330 387 458 555 636 771 880 133 195 244 323 389 474 593 696 870 1150 1390 1690 232 323 391 497 583 690 836 960 1160 197 263 311 386 444 516 611 690 818 1010 1170 158 221 269 344 405 482 586 673 819 940 150 219 273 361 434 527 658 770 961 1270 1530 1860
RoRo ship
7000 10000 15000 20000 30000 1000 2000 3000 5000 7000
Passenger (cruise) ship
10000 15000 20000 30000 50000 70000 1000 2000 3000 5000 7000
Ferry 10000 15000 20000 30000 40000 1000 2000 3000 5000 7000 10000 Gas carrier 15000 20000 30000 50000 70000 100000
1218
APPROACH VELOCITY (VB)

Berthing speeds depend on the ease or difficulty of the approach, the exposure of the berth and the vessels size. Conditions are normally divided into five categories as shown in the charts key table. The most widely used guide to approach speeds is the Brolsma table, adopted by BS1, PIANC2 and other standards. For ease of use, speeds for the main vessel sizes are shown at the bottom of this page.
0.8
a b c d e Berthing condition Easy berthing, sheltered Difficult berthing, sheltered Easy berthing, exposed Good berthing, exposed Difficult berthing, exposed
0.7 e Approach velocity, VB (m/s) 0.6 d 0.5 c
VB
0.4
most commonly used conditions b
0.3
0.2 a 0.1 USE WITH CAUTION 0 1,000 10,000 Deadweight (DWT)*

* PIANC suggests using DWT from 50% or 75% confidence limit ship tables.
100,000
500,000
Velocity, VB (m/s) DWT 1,000 2,000 3,000 4,000 5,000 10,000 20,000 30,000 40,000 50,000 100,000 200,000 300,000 400,000 500,000 a 0.179 0.151 0.136 0.125 0.117 0.094 0.074 0.064 0.057 0.052 0.039 0.028 0.022 0.019 0.017 b 0.343 0.296 0.269 0.250 0.236 0.192 0.153 0.133 0.119 0.110 0.083 0.062 0.052 0.045 0.041 c 0.517 0.445 0.404 0.374 0.352 0.287 0.228 0.198 0.178 0.164 0.126 0.095 0.080 0.071 0.064 d 0.669 0.577 0.524 0.487 0.459 0.377 0.303 0.264 0.239 0.221 0.171 0.131 0.111 0.099 0.090 e 0.865 0.726 0.649 0.597 0.558 0.448 0.355 0.308 0.279 0.258 0.201 0.158 0.137 0.124 0.115
B Approach velocities less than 0.1m/s should be used with caution. B Values are for tug-assisted berthing. B Spreadsheets for calculating the approach velocity and berthing energy are available at www.trelleborg.com/marine . B 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.
Caution: low berthing speeds are easily exceeded.
1219
BLOCK COEFFICIENT (CB)

The block coefficient (CB) is a function of the hull shape and is expressed as follows:
CB =
MD LBP B D SW
Typical block coefcients (CB)

Container vessels General cargo and bulk carriers Tankers Ferries RoRo vessels Source: PIANC 2002; Table 4.2.2 0.60.8 0.720.85 0.85 0.550.65 0.70.8
where, MD = displacement of vessel (t) LBP = length between perpendiculars (m) B = beam (m) D = draft (m) SW = seawater density 1.025t/m3
Given ship dimensions and using typical block coefficients, the displacement can be estimated: MD CB LBP B D SW
LBP
ADDED MASS COEFFICIENT (CM)

B The added mass coefficient 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.
PIANC (2002) Shigera Ueda (1981)
Quay
VB
D KC
Vasco Costa* (1964)
for
KC D
0.1 KC D
CM = 1.8
for 0.1
0.5
CM = 1.875 0.75
KC D
CM =
D 2 CB B CM = 1 +
2D B
for
KC D
0.5
CM = 1.5
where, D = draft of vessel (m) B = beam of vessel (m) LBP = length between perpendiculars (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.
1219
1220
ECCENTRICITY COEFFICIENT (CE)

LBP x R y B 2 berthing line VB V VL VL = longitudinal velocity component (forward or astern) LBP 2 B 2 The Eccentricity Coefficient 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 coefficient. 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.
x+y=
(assuming the centre of mass is at mid-length of the ship)

2
R=
y2 +
Common berthing cases

Quarter-point berthing
K = (0.19 CB + 0.11) LBP x=
LBP 4
CE 0.40.6
CE =
K + R cos K2 + R2
Third-point berthing x= LBP 3 CE 0.60.8
where, B = beam (m) CB = block coefficient LBP = length between perpendiculars (m) R = centre of mass to point of impact (m) K = radius of gyration (m)
Midships berthing x= LBP 2 CE 1.0
Caution: for < 10, CE 1.0

Lock entrances and guiding fenders V R V
a Where the ship has a significant forward motion, PIANC suggests that the ships speed parallel to the berthing face (Vcos) is not decreased by berthing impacts, and it is the transverse velocity component (Vsin) which much be resisted by the fenders. When calculating the eccentricity coefficient, the velocity vector angle () 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 vessels centre of mass. This offset reduces the vector angle () and increases the eccentricity coefficient.
Dolphin berths
Tug
1221
ECCENTRICITY COEFFICIENT (CE)

Special cases for RoRo Terminals
Modern RoRo terminals commonly use two different approach modes during berthing. PIANC defines these as mode b) and mode c). It is important to decide whether one or both approach modes will be used, as the berthing energies which must be absorbed by the fenders can differ considerably.
Mode b)
Mode c)
Breasting dolphins
15
A
Outer end
R
0.25LS Approach
V1 R
0.25LS
Breasting dolphins
V1
1.05LL
15
V2
0.25LS
V2
B
0.25LS
Inner end
V3
0.25LS C
V3
0.25LS C
End fender and shore based ramp

Fender Side Side End
End fender and shore based ramp

Fender Side Side End Typical values 1000mm/s V1 3000mm/s 500mm/s V2 1000mm/s 200mm/s V3 500mm/s
A B C
Typical values 100mm/s V1 300mm/s 60 90 N/A 300mm/s V2 500mm/s 200mm/s V3 500mm/s 0 10
A B C
0 50 0 50 0 10
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. B Lower berthing energy B Reduced speeds may affect ship manoeuvrability B Increased turn-around time B CE is smaller (typically 0.40.7)
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. B Quicker berthing and more controllable in strong winds B High berthing energies B Risk of vessel hitting inside of fenders or even the dolphins B CE can be large (typically 0.60.9)
1222
BERTH CONFIGURATION COEFFICIENT (CC)

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: B B B B B Quay structure design Underkeel clearance Velocity and angle of approach Projection of fender Vessel hull shape
Closed structure
Semi-closed structure
PIANC recommends the following values:
B B B B Open structures including berth corners Berthing angles > 5 Very low berthing velocities Large underkeel clearance
CC = 1.0
CC = 0.9
B Solid quay structures B Berthing angles > 5
Note: where the under keel clearance has already been considered for added mass (CM), the berth configuration coefficient CC =1 is usually assumed.
SOFTNESS COEFFICIENT (CS)

Where fenders are hard relative to the flexibility of the ship hull, some of the berthing energy is absorbed by elastic deformation of the hull. In most cases this contribution is limited and ignored (CS =1). PIANC recommends the following values:
CS = 1.0 CS = 0.9 Soft fenders (f > 150mm) Hard fenders (f 150mm)
1223
FENDER SELECTION
Every type and size of fender has different performance characteristics. Whatever type of fenders are used, they must have sufficient capacity to absorb the normal and abnormal energies of berthing ships. When selecting fenders the designer must consider many factors including: B B B B B B Single or multiple fender contacts The effects of angular compressions Approach speeds Extremes of temperature Berthing frequency Fender efficiency
Reaction
ENERGY = area under curve
Deflection
Comparing efciency
Fender efficiency is defined 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.
D
Super Cone SCN 1050 (E2)
This comparison shows Super Cone and SeaGuard fenders with similar energy, reaction and hull pressure, but different height, deflection and initial stiffness (curve gradient). E = 458kNm R = 843kN D = 768mm P = 187kN/m2 *
D
SeaGuard SG 2000 3500 (STD)
E = 454kNm R = 845kN D = 1200mm P = 172kN/m2
E = 0.543 kNm/kN R
* for a 4.5m2 panel
E = 0.537 kNm/kN R
1224
FENDER PITCH
Fenders spaced too far apart may allow 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. B Smaller ships have smaller bow radius but usually cause smaller fender deflection. B Clearance distances should take account of bow flare angles. B Bow flares are greater near to the bow and stern. B Where ship drawings are available, these should be used to estimate bow radius.
Bow radiu
s, RB
h = H F
P/ 2
P/ 2
Bow radius
Fender pitch
RB
1 2
B 2
LOA2 8B
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.
where, RB = bow radius (m) B = beam of vessel (m) LOA = vessel length overall (m) The bow radius formula is approximate and should be checked against actual ship dimensions where possible.
P 2 RB2 (RB h + C)2

where, P = pitch of fender RB = bow radius (m) h = fender projection when compressed, measured at centreline of fender a = berthing angle C = clearance between vessel and dock (C should be 515% of the undeflected fender projection, including panel) = hull contact angle with fender According to BS 6349: Part 4: 1994, it is also recommended that the fender spacing does not exceed 0.15 L S, where L S is the length of the smallest ship.
Bow radius (metres) Cruise liner 200 150 100 50 0 0 Displacement (1000 t) 65 0 140 0 425 Displacement (1000 t) Displacement (1000 t) Container ship Bulk carrier/ general cargo
Caution
Large fender spacings may work in theory but in practice a maximum spacing of 1215m is more realistic.
1225
MULTIPLE CONTACT CASES

3-fender contact 2-fender contact
RB
RB
RB
RB
F2
F1
F2
Berthing H line
Berthing line
P/ 2
P/ 2
B B B B
Energy absorbed by three (or more) fenders Larger fender deflection likely Bow flare is important 1-fender contact also possible for ships with small bow radius
B B B B
Energy divided over 2 (or more) fenders Smaller fender deflections Greater total reaction into structure Clearance depends on bow radius and bow flare
ANGULAR BERTHING
The berthing angle between the fender and the ships hull may result in some loss of energy absorption. Angular berthing means the horizontal and/or vertical angle between the ships hull and the berthing structure at the point of contact. There are three possible conditions for the effects of angular berthing: flare, bow radius and dolphin.
Flare
Bow radius
Dolphin
Bow radi us, RB
P sin = P 2RB where RB = bow radius
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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: B B B B B B B B B B B B B B B B B 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 loads Pressure 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
nT F1
Double contact
R1
R2
F2
Steel Properties PIANC steel thicknesses

Standard Grade S235JR (1.0038) EN 10025 S275JR (1.0044) S355J2 (1.0570) S355J0 (1.0553) SS41 JIS G-3101 SS50 SM50 A-36 ASTM A-572 345 50 000 450 65 000 0 32 Yield Strength (min) N/mm 235 275 355 355 235 275 314 250 psi 34 000 40 000 51 000 51 000 34 000 40 000 46 000 36 000 Tensile Strength (min) N/mm 360 420 510 510 402 402 490 400 psi 52 000 61 000 74 000 74 000 58 000 58 000 71 000 58 000 Temperature C -20 0 0 0 0 0 F -4 32 32 32 32 Source: PIANC 2002; Section 4.1.6. Corresponding minimum panel thickness will be 140160mm (excluding UHMW-PE face pads) and often much greater. Exposed both faces Exposed one face Internal (not exposed) 12mm 9mm 8mm
PIANC recommends the following minimum steel thicknesses for fender panel construction:
Typical panel weights

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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.
The table can be used as a guide to minimum average panel weight (excluding UHMW-PE face pads) for different service conditions:
Light duty Medium duty Heavy duty Extreme duty 200250kg/m2 250300kg/m2 300400kg/m2 400kg/m2
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HULL PRESSURES
W Allowable hull pressures depend on hull plate thickness and frame spacing. These vary according to the type of ship. PIANC gives the following advice on hull pressures:
Vessel type Size/class < 1 000 teu (1st/2nd generation) < 3 000 teu (3rd generation) < 8 000 teu (4th generation) > 8 000 teu (5th/6th generation) 20 000 DWT > 20 000 DWT 20 000 DWT 60 000 DWT > 60 000 DWT LNG/LPG Hull pressure (kN/m2) < 400 < 300 < 250 < 200 400700 < 400 < 250 < 300 150200 < 200 < 200 Usually fitted with beltings (strakes)
P=
R WH
Container ships
General cargo Oil tankers VLCC/ULCC Gas carriers
P = average hull pressure (kN/m2) R = total fender reaction (kN) W = panel width, excluding bevels (m) H = panel height, excluding bevels (m)
Bulk carriers RoRo Passenger/cruise SWATH Source: PIANC 2002; Table 4.4.1
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 modified. Care is needed when designing fender panels to cope with beltings and prevent snagging or catching which may damage the system. Belting line loads exert crushing forces on the fender panel which must be considered in the structural design.
Application Light duty Medium duty Heavy duty Vessels Aluminium hulls Container RoRo/Cruise Belting Load (kN/m) 150300 5001 000 1 0001 500
Belting types
h
3
Belting range
Belting range is often greater than tidal range due to ship design, heave, roll, and changes in draft.
Common on RoRo/Cruise ships. Projection 200400mm (typical). Common on LNG/Oil tankers, barges, offshore supply vessels and some container ships. Projection 100250mm (typical).
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FRICTION
Friction has a large influence 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 coefficients than rubber against steel or concrete. The table can be used as a guide to 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.
Typical friction design values

Materials UHMW-PE HD-PE Polyurethane Rubber Timber Steel Friction Coefficient () 0.2 0.3 0.4 0.7 0.4 0.5
Steel Steel Steel Steel Steel Steel
CHAIN DESIGN
Chains can be used to restrain the movements of fenders during compression or to support static loads. Chains may serve four main functions: B Weight chains support the steel panel and prevent excessive drooping of the system. They may also resist vertical shear forces caused by ship movements or changing draft. B Shear chains resist horizontal forces caused during longitudinal approaches or warping operations. B Tension chains restrict tension on the fender rubber. Correct location can optimise the deflection geometry. B Keep chains are used to moor floating fenders or to prevent loss of fixed fenders in the event of accidents.
3
Factors to be considered when designing fender chains: B Corrosion reduces link diameter and weakens the chain. B Corrosion allowances and periodic replacement should be allowed for. B A weak link in the chain system is desirable to prevent damage to more costly components in an accident.
SWL =
R + W n cos
MBL FC SWL
where, SWL = safe working load (kN) FC = safety factor = coefficient of friction R = fender reaction (kN) W = gross panel weight (kg) (for shear chains, W = 0) n = number of chains = effective chain angle (degrees)
1 2
W
Tension chains Weight chains Shear chains
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UHMW-PE FACING
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
W t
Always use oversize washers to spread the load.
Application Light duty Medium duty
t (mm) 30 40 50 60 70 80 90 100
W* (mm) 35 710 1015 1519 1825 2232 2536 2840
Bolt M16 M16M20
Heavy duty
M24M30
Extreme duty
M30M36
* Where allowances are typical values, actual wear allowance may vary due fixing detail.
The standard colour is black, but UHMW-PE is available in many other colours if Larger pads are usually more robust but smaller pads are easier and cheaper to replace.
Large pads vs small pads
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CORROSION PREVENTION
Fenders are usually installed in corrosive environments, sometimes made worse by high temperature and humidity. Corrosion of fender accessories can be reduced with specialist paint coatings, by galvanising or with selective use of stainless steels. Paint coatings and galvanising have a finite life. Coating must be reapplied at intervals during the life of the fender. Galvanised components like chains or bolts may need periodic re-galvanising or replacement. Stainless steels should be carefully selected for their performance in seawater.
Paint coatings
ISO EN 12944 is a widely used international standard defining the durability of corrosion protection systems in various environments. The C5-M class applies to marine coastal, offshore and high salinity locations and is considered to be the most applicable to fenders. The life expectancy or durability of coatings is divided into three categories which estimate the time to first major maintenance:
Low Medium High 25 years 515 years >15 years
Durability range is not a guarantee. It is to help operators estimate sensible maintenance times.
The table gives some typical C5-M class paint systems which provide high durability in marine environments. Note that coal tar epoxy paints are not available in some countries.
Paint Surface System Preparation S7.09 S7.11 S7.16 Sa 2.5 Sa 2.5 Sa 2.5 Priming Coat(s) Binder EP , PUR EP , PUR CTE Primer Zn (R) Zn (R) Misc No. coats 1 1 1 NDFT 40 40 100 Binder EP , PUR CTE CTE Top Coats No. coats 3-4 3 2 NDFT 280 360 200 Paint System No. coats 4-5 4 3 NDFT 320 400 300 Expected durability (C5-M corrosivity) High (>15y) High (>15y) Medium (5-15y)
Sa 2.5 is defined in ISO 8501-1 NDFT = Nominal dry film 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: B B B B B B B Corrosion protection systems are not a substitute for poor design details such as re-entrant shapes and corrosion traps. Minimum dry film thickness >80% of NDFT (typical) Maximum film 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 specific applications and products.
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CORROSION PREVENTION
Galvanising
Hot-dip galvanising is the process of coating steel parts with a zinc layer by passing the component through a bath of molten zinc. When exposed to sea water the zinc acts as an anodic reservoir which protects the steel underneath. Once the zinc is depleted the steel will begin to corrode and lose strength. Galvanising thickness can be increased by: B shot blasting the components before dipping B pickling the components in acid B double dipping the components (only suitable for some steel grades) Spin galvanising is used for threaded components which are immersed in molten zinc then immediately centrifuged to remove any excess zinc and clear the threads. Spin galvanised coatings are thinner than hot dip galvanised coatings and will not last as long in marine environments. Typical galvanising thicknesses:
Hot dip galvanising Spin galvanising 85m 40m
Stainless steels
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:
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 disulfide or PTFE based lubricants can be used.
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.
Grade Common Name Type Cr (%) 24.026.0 21.023.0 16.518.5 17.019.5 10.512.5 Mo (%) 3.0 4.0 2.53.5 2.02.5
N (%) 0.20.3 0.10.22 00.11 00.11 00.03
PREN 37.144.0 30.938.1 23.128.5 17.021.3 10.513.0
Comments used where very long service life is needed or access for inspection is difficult widely used for fender fixings unsuitable for most fender applications
1.4501 Zeron 100 Duplex 1.4462 SAF 2205 Duplex 1.4401 316S31 Austenitic 1.4301 304 Austenitic 1.4003 3CR12 Ferritic
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).
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PROJECT DETAILS Port Project Designer Contractor PROJECT STATUS TMS Ref: Preliminary Detail design Tender
F D LBP LOA
LARGEST VESSEL Vessel type Deadweight Displacement Length overall (LOA) Length between perps (LBP) Beam (B) Draft (D) Freeboard (F) Hull pressure (P) (t) (t) (m) (m) (m) (m) (m) (t/m2)
SMALLEST VESSEL Vessel type Deadweight Displacement Length overall (LOA) Length between perps (LBP) Beam (B) Draft (D) Freeboard (F) Hull pressure (P) (t) (t) (m) (m) (m) (m) (m) (t/m2)
BERTH DETAILS Closed structure Semi-open structure Open structure Other (please describe)
Structure Length of berth Fender/dolphin spacing Permitted fender reaction Quay level Cope thickness Seabed level (m) (m) (kN/m) (m) (m) (m)
Tide levels Tidal range Highest astronomic tide (HAT) Mean high water spring (MHWS) Mean sea level (MSL) Mean low water spring (MLWS) Lowest astronomic tide (LAT) (m) (m) (m) (m) (m) (m)
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BERTHING MODE BERTHING APPROACH Approach conditions Side berthing a) easy berthing, sheltered b) difficult berthing, sheltered c) easy berthing, exposed Dolphin berthing incl. RoRo mode b) d) good berthing, exposed e) difficult berthing, exposed Largest ship End berthing Berthing speed Berthing angle Lock or dock entrance Abnormal impact factor Smallest ship Ship-to-ship berthing Berthing speed Berthing angle RoRo mode c) Abnormal impact factor (m/s) (deg) (m/s) (deg)
ENVIRONMENT Operating temperature Minimum ___________________________________ (C) Maximum __________________________________ (C) Corrosivity low medium high extreme
QUALITY Highest quality
SAFETY Maximum safety
Lowest price
Not safety-critical
FURTHER DETAILS AVAILABLE FROM Name Company Position Address Tel Fax Mobile Email Web
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RUBBER PROPERTIES
All Trelleborg rubber fenders are made using the highest quality Natural Rubber (NR) or Styrene Butadiene Rubber (SBR) based compounds which meet or exceed the performance requirements of international fender recommendations, such as PIANC and EAU. Trelleborg can also make fenders from other NR/SBR compounds or from materials such as Neoprene, Butyl Rubber, EPDM and Polyurethane. Different manufacturing processes such as moulding, wrapping and extrusion require certain characteristics from the rubber. The tables below give usual physical properties for fenders made by these processes which are confirmed during quality assurance testing.* All test results are from laboratory made and cured test pieces. Results from samples taken from actual fenders will differ due to the sample preparation process please ask for details.
Moulded and wrapped fenders

Property
Tensile Strength
Testing Standard
DIN 53504; ASTM D 412 Die C; AS 1180.2; BS ISO 37; JIS K 6251 DIN 53504; ASTM D 412 Die C; AS 1180.2; BS ISO 37; JIS K 6251 DIN 53505; ASTM D 2240; AS1683.15.2; JIS K 6253 ASTM D 395 Method B; AS 1683.13 Method B; BS903 A6; ISO 815; JIS K 6262 ASTM D 624 Die B; AS 1683.12; BS ISO 34-1; JIS K 6252 DIN 53509; ASTM D 1149; AS 1683-24; BS ISO 1431-1; JIS K 6259 BS ISO 1817; ASTM D 471 ASTM D5963-04; BS ISO 4649 : 2002 BS903 A9, Method B ASTM D429, Method B; BS 903.A21 Section 21.1 ASTM D430-95, Method B Original
Condition
Aged for 96 hours at 70C Original Aged for 96 hours at 70C Original Aged for 96 hours at 70C 22 hours at 70C Original 50pphm at 20% strain, 40C, 100 hours 28 days at 95C Original 3000 revolutions Rubber to steel 15,000 cycles
Requirement
16.0 MPa (min) 12.8 MPa (min) 350% 280% 78 Shore A (max) Original +8 Shore A (max) 30% (max) 70kN/m (min) No cracks Hardness: 10 Shore A (max) Volume: +10/-5% (max) 100mm3 (max) 1.5cc (max) 7N/mm (min) Grade 01
Elongation at Break
Hardness Compression Set Tear Resistance Ozone Resistance Seawater Resistance Abrasion Bond Strength Dynamic Fatigue
Extruded fenders
Property
Tensile Strength
Testing Standard
DIN 53504; ASTM D 412 Die C; AS 1180.2; BS ISO 37; JIS K 6251 DIN 53504; ASTM D 412 Die C; AS 1180.2; BS ISO 37; JIS K 6251 DIN 53505; ASTM D 2240; AS1683.15.2; JIS K 6253 ASTM D 395 Method B; AS 1683.13 Method B; BS903 A6; ISO 815; JIS K 6262 ASTM D 624 Die B; AS1683.12; BS ISO 34-1; JIS K 6252 DIN 53509; ASTM D 1149; AS 1683-24; BS ISO 1431-1; JIS K 6259 BS ISO 1817; ASTM D 471 ASTM D5963-04; BS ISO 4649 : 2002 Original
Condition
Aged for 96 hours at 70C Original Aged for 96 hours at 70C Original Aged for 96 hours at 70C 22 hours at 70C Original 50pphm at 20% strain, 40C, 100 hours 28 days at 95C Original
Requirement
13.0 MPa (min) 10.4 MPa (min) 280% (min) 224% (min) 78 Shore A (max) Original +8 Shore A (max) 30% (max) 60kN/m (min) No cracks Hardness: 10 Shore A (max) Volume: +10/-5% (max) 180mm3 (max)
Elongation at Break
Hardness Compression Set Tear Resistance Ozone Resistance Seawater Resistance Abrasion
* Material property certificates are issued for each different rubber grade on all orders for SCN Super Cone, SCK Cell Fender, Unit Element, AN/ANP Arch, Cylindrical Fender, MV and MI Elements. Unless otherwise requested at time of order, material certificates issued for other fender types are based on results of standard bulk and/or batch tests which form part of routine factory ISO9001 quality procedures and are for a limited range of physical properties (tensile strength, elongation at break and hardness). Dynamic fatigue testing is optional at extra cost. Grade 0 = no cracks (pass). Grade 1 = 10 or fewer pinpricks <0.5mm long (pass). Grades 210 = increasing crack size (fail).
Trelleborg AB, 2007 M1100-S12-V1.1-EN
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TOLERANCES
Trelleborg fenders are subject to standard manufacturing and performance tolerances. For specific applications, smaller tolerances may be agreed on a case-by-case basis.
Fender type Moulded fenders Dimension All dimensions Bolt hole spacing Cross-section Length Drilled hole centres Counterbore depth Cross-section Length Fixing hole centres Fixing hole diameter Outside diameter Inside diameter Length Cross-section Length Drilled hole centres Counterbore depth Cross-section Length Drilled hole centres Counterbore depth Length and width Length and width Thickness: 30mm (planed) 31100mm 101mm Thickness: 30mm (unplaned) 31100mm 101mm Drilled hole centres Counterbore depth 3% or 2mm* 4mm (non-cumulative) 3% or 2mm* 2% or 25mm* 4mm (non-cumulative) 2mm (under-head depth) 2% or 2mm* 2% or 10mm* 3mm 3mm 4% 4% 30mm 4% or ISO 3302-E3* 30mm 4mm (non-cumulative) 3mm (under-head depth) 4% 2% or 10mm* 2mm (non-cumulative) 2mm (under-head depth) 5mm (cut pads) 20mm (uncut sheets) 0.2mm 0.3mm 0.5mm 2.5mm 4.0mm 6.0mm 2mm (non-cumulative) 2mm (under-head depth) Tolerance
Composite fenders
Block fenders Cube fenders M fenders W fenders Cylindrical fenders
Extruded fenders
HD-PE sliding fenders
UHMW-PE face pads
* 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 SCN, SCK, UE, AN, ANP, MV and MI fenders Cylindricals (wrapped) Cylindricals (extruded) Extruded fenders Pneumatic fenders Block, cube, M, W, tug and workboat fenders SeaGuard, SeaCushion and Donut fenders
Parameter Reaction, energy Reaction, energy Reaction, energy Reaction, energy Reaction and energy Reaction Reaction and energy
Tolerance 10% 10% 20% 20% 10% 10% 15%
Performance tolerances apply to Rated Performance Data (RPD). They do not apply to energy and/or reaction at intermediate deflections. The nominal rated deflection when RPD is achieved may vary and is provided for guidance only. Please consult Trelleborg Marine Systems for performance tolerance on fender types not listed above.
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TESTING PROCEDURES
Trelleborg testing procedures for solid-type rubber fenders comply with PIANC Guidelines for the Design of Fender Systems: 2002: Appendix A: Section 6: Verification/Quality Assurance Testing. The Constant Velocity (CV) test method is used for SCN, SCK, UE, AN/ANP and Cylindrical Fenders. MV and MI fenders are tested using the Decreasing Velocity (DV) method on the dedicated Trelleborg high speed test press. All other fender types are tested on special request.
Compression Test Method

B All fenders will be given a unique manufacturing serial number for traceability. B Sampling is 1 in 10 fenders (rounded up to a unit) unless 1 otherwise agreed. B No additional break-in cycles are carried out unless 1 otherwise agreed. B Performance will be measured at 0 compression angle. B Readings shall be taken at intervals of between 0.01H to 0.05H (where H = nominal fender height). B Fender temperature will be stabilised to 23C 5C for at least 24 hours before compression testing. B Minimum temperature stabilisation time will be calculated as tmin = 20x1.5 (where x is the thickness of the fender body in metres). B Stabilising time (tmin) can include the time taken for break-in and recovery. B Break in the fender by deflecting it three times to rated deflection. B Remove load from the fender and allow recovery for at least 1 hour. B Stop testing when deflection reaches rated deflection or RPD2 is achieved. CV only: B Deflect the fender once at a constant deflection speed of 0.00030.0013m/s (28cm/min) and record reaction and deflection. DV only: B Deflect 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 final velocity 0.005m/s.
Where testing of cylindrical, Arch, element and similar fenders over 2.0m long is required, please contact your local office to discuss exact requirements.
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: B Serial Number and description of test fender. B Date of test, name of test supervisor and signature of Quality Manager. B Table and graph of reaction (RVT) versus deflection and energy (EVT) versus deflection.
Pass Criteria4
Fenders have passed verification testing if they meet the following conditions: RVT RRPD 1.1 VF TF EVT ERPD 0.9 VF TF Where, RVT = reaction from verification testing RRPD = Rated Performance Data (or customers required reaction) EVT = energy from verification testing ERPD = Rated Performance Data (or customers required energy) TF = Temperature factor when test sample is above or below 23C 5C CV 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)
Notes 1 Standard PIANC Verification Testing of 10% of fender order (rounded up to the nearest unit) is included within the price for the fender types listed. Additional tests, third-party witnessing and special procedures will incur extra charges. For load-sensitive structures, a single break-in deflection for all fenders with reaction of 100t or more is included in the fender price if notified at the time of order. 2 Rated Performance Data (RPD) is defined in the relevant product sections of this catalogue. 3 All measuring equipment shall be calibrated and certified accurate to within 1% in accordance with ISO or equivalent JIS or ASTM requirements. Calibration shall be traceable to national/international standard and shall be performed annually by an accredited third party organization. 4 Pass criteria as defined by PIANC Guidelines for the Design of Fender Systems: 2002: Appendix A. Deflection is not considered to be a pass/fail criterion by PIANC. Non-compliant units will be clearly marked and segregated.
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PERFORMANCE TESTING
Trelleborg is committed to providing high quality products. Consistency and performance are routinely checked in accordance with the latest procedures and test protocols. PIANC has introduced new methods and procedures for testing the performance of solid rubber fenders, allowing for real world operating conditions, in their document Guidelines for the Design of Fender Systems: 2002: Appendix A. Many of Trelleborgs most popular fender types are PIANC Type Approved. This brings the following benefits: B proven product quality B tests simulate real operating conditions B longer service life B lower maintenance B greater reliability B reduced lifetime costs B manufacturer commitment B excludes unsafe copy and fake fenders B simplifies contract specifications
Verification testing of SCK 3000
Testing is carried out in two stages: to prove behaviour of the generic fender type, and then to confirm that performance of fenders made for each project meet the required performances.
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. Trelleborgs Type Approval tests are witnessed by Germanischer Lloyd. Super Cone, Unit Element, SCK Cell and Arch Fenders have been Type Approved to PIANC standards.
Verication testing (Stage 2)

Verification 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 significant orders to confirm the Rated Performance Data (RPD) of the fender. Results are normalised to 0.15m/s compression speed, 23C temperature and 0 compression angle.
Note: Testing programmes for foam, pneumatic, extruded, composite, shear, and other fender types are agreed with customers on request and on a case-by-case basis. CV testing of SCN Super Cones DV testing of MV elements
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RATED PERFORMANCE DATA (RPD)

RPD is normalised to: B 0.15m/s initial impact speed B 23C temperature B 0 compression angle.
ERP
RRP
Re a
ct io
Energ
Deflection
Correction factors from type approved tests

VF
Impact speed
0.001m/s to 0.3m/s
1.0 0.15m/s (VRP) Vi
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. RPD is normalised to 0.15m/s.
Temperature
30C to +50C
TF
At low temperatures rubber becomes stiffer, which increases reaction forces. At higher temperatures rubber softens, which reduces energy absorption. RPD is normalised to 23C.
1.0 T
23C (TRP)
Compression angle
0 to 20
AF 1.0
Most fenders lose some energy absorption capacity when compressed at an angle. RPD is normalised to 0.
0C (RP)
Durability
3000 cycles minimum

1.0
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.
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PASS CRITERIA
Verification testing (or quality control testing) is carried out to prove the performance of fenders for each project in accordance with catalogue RPD or other customer-specified values. Samples from the project (usually 10% of the total quantity in each size and grade) are tested and the results obtained are adjusted if necessary using the correction factor tables for initial impact speed and temperature.
Reaction force pass criteria
RRP x 1.1
FAIL PASS
Reaction
RVT RRP VF TF 1.1

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

Assuming a 10% manufacturing tolerance on energy.
Deflection d
where, RVT = reaction from verification testing RRP = customers required reaction EVT = energy from verification testing ERP = customers required energy VF = velocity factor for actual test speed TF = temperature factor for actual test temperature
1240
TYPE APPROVAL CERTIFICATES
1241
TYPE APPROVAL CERTIFICATES
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QUALITY DOCUMENTS
Customers should expect to receive appropriate documents to prove the quality of the fenders and accessories ordered. A comprehensive document package might include:
Quality and environmental

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

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

B Dimensional inspection report B Certificate of conformity
Physical properties
B Laboratory report for hardness, tensile strength and elongation at break, before and after ageing B Durability test report (optional but recommended) B Wear, tear and ozone resistance test reports B Third party witness certificate (optional but recommended) B Certificate of conformity
Other
B B B B B B As built drawings Installation, operation and maintenance manual Inspection logbook Warranty certificate General certificate of conformity After-sales contact details
Steel fabrications
B B B B B B B B B Mill certificates Welder qualification certificates Weld procedures Dimensional check report (including flatness 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 film thickness test report Certificate of conformity
The accuracy and authenticity of quality documents is very important. Trelleborg will provide an original or certified copy of any third party report on request.
1243
CONVERSION TABLES
m ft 3.281 1 0.0833 ft2 10.764 1 6.944 10 -3 ft3 35.315 1 578.7 10 -6 kip 2.2046 1 tonne-f 0.102 1 0.454 tf-m 0.102 1 4.88 t/m2 0.102 1 4.88 kip/ft3 0.0624 1 psi 145.04 1 ft/s 3.2808 1 0.9113 1.4667 1.6878 m/s2 9.807 1 0.3048 radian 17.45 10 -3 1 1MPa = 1N/mm2 km/h 3.600 1.0973 1 1.6093 1.8520 ft/s2 32.17 3.281 1 mph 2.2369 0.6818 0.6214 1 1.1508 knot 1.9438 0.5925 0.5400 0.8690 1 kip-f 0.225 2.2046 1 kip-ft 0.7376 0.205 1 kip/ft2 0.0209 0.205 1 1ksf = 1kip/ft2 1kJ = 1kNm in 39.37 12 1 in2 1550 144 1 in3 61024 1728 1
Length
m ft in
1 0.3048 0.0245 m2
Area
m2 ft2 in2
1 0.0929 645.2 10 -6 m3
Visit www.trelleborg.com/marine to download a free units conversion programme, Convert. Registered visitors can find Convert on the Technical menu after registering or logging in to the site.
Volume
m3 ft3 in3
1 0.0283 16.387 10 -6 tonne
Mass
tonne kip
1 0.4536 kN
Force
kN tonne-f kip-f
1 9.81 4.45 kNm
Energy
kNm tf-m kip-ft
1 9.81 1.36 kN/m2
Pressure
kN/m2 t/m2 kip/ft2
1 9.81 47.9 tonne/m3
Density
tonne/m3 kip/ft3
1 16.018 N/mm2
Stress
N/mm2 psi
1 6.895 10 -3 m/s
Velocity
m/s ft/s km/h mph knot
1 0.3048 0.2778 0.4470 0.5144 g
Acceleration
g m/s2 ft/s2
1 0.102 6.895 10 -3 degree
Angle
degree radian
1 57.3
1244
CALCULATIONS
TRELLEBORG MARINE SYSTEMS
Project Title Client Ref Prepared Date Sheet N
1245
CALCULATIONS
TRELLEBORG MARINE SYSTEMS
Project Title Client Ref Prepared Date Sheet N
1246
Disclaimer
Trelleborg AB has made every effort to ensure that the technical specifications and product descriptions in this catalogue are correct. The responsibility or liability for errors and omissions cannot be accepted for any reason whatsoever. Customers are advised to request a detailed specification and certified drawing prior to construction and manufacture. In the interests of improving the quality and performance of our products and systems, we reserve the right to make specification changes without prior notice. All dimensions, material properties and performance values quoted are subject to normal production and testing tolerances. This catalogue supersedes the information provided in all previous editions. If in doubt, please check with Trelleborg Marine Systems. Trelleborg AB, PO Box 153, 231 22 Trelleborg, Sweden. This catalogue is the copyright of Trelleborg AB and may not be reproduced, copied or distributed to third parties without the prior consent of Trelleborg AB in each case. Fentek, Rubbylene and Orkot are Registered Trade Marks of Trelleborg AB.
Designed by Harrison Sigala (www.harrisonsigala.com)
1247
Four business areas 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 office 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.
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 worldleader 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.
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. Yesterdays and todays innovations, know-how and quality form the foundation of tomorrow.
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.
Americas
Tel: +1 540 667 5191 tms.americas@trelleborg.com
Japan
Tel: +81 3 3512 1981 tms.japan@trelleborg.com
Presented by
Asia
Tel: +65 6268 8005 tms.asia@trelleborg.com
Middle East
Tel: +971 4 886 1825 tms.middleeast@trelleborg.com
Australia
Tel: +61 2 9285 0200 tms.australia@trelleborg.com
Scandinavia
Tel: +46 410 51 667 tms.scandinavia@trelleborg.com
Benelux
Tel: +31 180 434040 tms.benelux@trelleborg.com
Spain
Tel: +34 945 437 906 tms.spain@trelleborg.com
Central Asia
Tel: +91 79 4003 8700 tms.india@trelleborg.com
UK France
Tel: +33 1 41 39 22 20 tms.france@trelleborg.com Tel: +44 1666 827660 tms.uk@trelleborg.com
Germany
Tel: +49 40 600 4650 tms.germany@trelleborg.com
Harbour Marine
Tel: +61 3 9575 9999 sales@harbourmarine.com
www.trelleborg.com/marine tms@trelleborg.com
Ref. M1100-V1.1-EN

Trelleborg Fender Catalogue

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Trelleborg Fender Catalogue

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SAFE BERTHING AND MOORING

Trelleborg Marine Systems

Four key brands

Trelleborg AB, 2007 M1100, version 1.1-EN

Pneumatic and Rolling Fenders

Foam Fenders and Buoys

Trelleborg AB, 2007 M1100, version 1.1-EN

High Performance Fenders

Trelleborg Marine Systems

PIANC TYPE APPROVAL

PIANC contact details

Type Approval certicate

Fatigue test certicate

M1100-S01-V1.1-EN. Trelleborg AB, 2007

PIANC TYPE APPROVAL

Type Approval testing (Stage 1)

Verication testing (Stage 2)

Fatigue testing of SCN fender

Speed testing of AN fender

M1100-S01-V1.1-EN. Trelleborg AB, 2007

SUPER CONE FENDERS

SUPER CONE FENDERS

SUPER CONE FENDERS

*in accordance with PIANC.

120 100 Energy (%)

SUPER CONE FENDERS

*in accordance with PIANC.

96 100 106 91 100 118

Nominal rated deflection may vary at RPD. Refer to p1235.

(from 3rd party witnessed Type Approval testing)

SUPER CONE FENDERS

WV n 1.25 W WV n 1.625 W WV n 1.875 W

0.3 14% 17% 22%

S (max) usually occurs at C = 0.3H to 0.35H. For S 20%, refer to TMS.

SUPER CONE FENDERS Proven in practice

SCK CELL FENDERS

SCK CELL FENDERS

SCK CELL FENDERS

*in accordance with PIANC.

0 0 5 10 15 20 25 30 35 40 45 50 52.5 55 Deflection (%)

SCK CELL FENDERS

*in accordance with PIANC.

100 106 100 106

Nominal rated deflection may vary at RPD. Refer to p1235.

(from 3rd party witnessed Type Approval testing)

SCK CELL FENDERS

H * does not allow for bow ares

SCK CELL FENDERS Proven in practice

PARALLEL MOTION FENDERS

Increasing energy, reducing reaction

PARALLEL MOTION FENDERS

Super Cone Parallel Motion Fender

1957 1958 1930

1957 1958 1704

1957 1449 1258

1848 100% 3147 3032 43% 39%

20 = Relative Efficiency at 20 angle compared to PMF

Rubber fender units

Closed box panel (frame)

Torsion tube and arm assembly

UHMW-PE face pads

Pile jackets (optional)

PARALLEL MOTION FENDERS

Single Super Cone