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markets.
Fender: we are specialists in the design, manufacture and sale of fenders and fender systems.
This guide is intended to be a concise resource, helping designers and specifiers identify the key input
always available to support in this process and provide advice on details and specifications.
>
CONTENTS
CONTENTS (Section 1 of 2)
SECTION 1 : BERTHING ENERGY CALCULATION
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Design Process
Ships
Ship Dimensions
Ship Terminology
Tankers
Bulk Carriers
Gas Carriers
Container Ships
Ship Approach
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
Berthing Energy
22
23
Berthing Speeds
21
>
>> SYMBOLS
Symbol Description
>> SOURCES
Units
CB
CM
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CC
CE
Eccentricity coefficient
CS
Softness coefficient
DB
DL
DS
EA
kNm (kJ)
kNm (kJ)
EN
kNm (kJ)
kNm (kJ)
ELET
Fender energy at low end tolerance (at minimum manufacturing tolerance) kNm (kJ)
EF
ERPD
kN
FB
HP
Hull pressure
FS
KC
LL
LOA
LBP
LS
LWL
MB
MD
tonne
Displacement of ship
tonne
RB
Bow radius
kN
kN
RF
RRPD
RHET
Shear force
kN
Velocity of ship
m/s
vB
m/s
m/s
vL
x
degree
degree
degree
SW
>
FL
degree
Friction coefficient
Seawater density
tonne/m
DESIGN PROCESS
DESIGN PROCESS
disciplines. The
engineer
must
consider
all
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marine conditions.
life costs.
> Classes
> Laden or
ballast
> Flares
> Beltings
> Hull pressure
SHIPS
>
>
>
>
>
Service life
Loads
Construction
Connection
Frequency
STRUCTURE
> Wharf or
dolphin
> RoRo ramp
> Lock or
dry lock
> Tug assistance
APPROACH
> Exposure
> Tidal range
> Currents
& waves
> Passing ships
> Accessablility
LOCATION
>
>
>
>
>
Temperatures
Corrosivity
Ice flows
Seismic events
Ozone & UV
ENVIRONMENT
>
>
>
>
>
>
Durability
Testing
Coatings
Galling
Capital costs
Maintenance
MATERIALS
STRUCTURES
Fenders are mounted onto berth structures sometimes newly built, sometimes upgraded or refurbished.
Structures fall into two main categories: mass structures that can withstand high reaction forces from fenders
and load critical structures which can resist limited fender forces.
Mass structures are usually of sheet pile, concrete block or caisson construction. These are all very solid but can
be impractical to build in deep water and exposed locations so are mostly within harbours and waterways. Load
critical structures include suspended deck designs and monopiles where fender and mooring loads are primary
design forces.
Berths may be further divided into continuous wharves or quays, and individual (non-continuous) structures
usually known as dolphins. Some dolphins are rigid designs, with inclined piles or other bracings. Monopiles are
a special category of dolphin structure.
MASS STRUCTURES
>
SHIPS
Ships come in every imaginable shape and size. Berths should accommodate the largest design ships, but they
must also cater for small and intermediate ships, particularly if these represent the majority of berthings. On
many export berths the ships might arrive in ballast condition with a reduced draft and displacement. If this
is standard practice then the design should consider fenders for this situation, also assessing the risk that a
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The features of a ship will affect the fender selection and design. For example, cruise ship operators do not like
black marks caused by contacting cylindrical rubber fenders. Container ships and car carriers may have large
bow flares so a fender must articulate to match the angle. Many ships have beltings (sometimes called belts
or strakes) which may sit on or catch under fender panels, so larger bevels or chamfers may be needed. Double
hulled tankers, gas carriers and other soft-hulled ships can only resist limited contact pressures which means a
big contact area of fender panel is needed.
The hull form or curvature of the ship is important. The bow radius influences where a ship contacts the
fender relative to its centre of mass, also the number of fenders compressed depending on their spacing.
Bow flares may push the upper edges of the fender closer to the structure so upper edges of the panel,
chain brackets etc need to be checked for clearance.
TANKERS
BULK
GAS
CONTAINER
RORO
>
>
>
>
>
>
>
>
>
>
>
>
CRUISE
CAR TRANSPORTER
>
>
>
>
FREIGHTER
Below are the most common classes of commercial ship and the main features a designer should consider:
>
Hazardous cargo
Large change in draft
Low hull pressures
Tug assistance is standard
SHIP DIMENSIONS
SHIP DIMENSIONS
Designers should consider the dimensions of a range of ships that will use the berth and fenders. The most
important characteristics to define are described below:
LOA
Length overall
Maximum length of ship which defines size of lock or dry dock needed.
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Sometimes referred to as L.
LBP
Length between
Length between the rudder pivot and the bow intersection with waterline.
This is not the same as length at waterline although the two are often confused.
perpendiculars
Laden draft
DL
Ballast draft
DB
The width of the ship, usually at the centre of the ship. Beam dimensions from some
sources may include beltings but this is not relevant to berthing energy calculations.
Laden draft is usually the maximum summer draft for good operating conditions. Ships
will operate at this draft or less depending on amount of cargo carried.
The minimum sailing draft when ship is unloaded and sailing in ballast condition.
Usually considered only for tankers, bulk carriers, freighter and container ships. Ballast
draft for tankers, bulk carriers and container ships is estimated as DB 2 + 0.02LOA.
DS
The maximum permitted draft of a ship. Rarely used for fender design.
FL
FB
KC
The depth of water under the ship's hull (keel). The effect of ballast or laden
Bow radius
RB
Laden freeboard
Ballast freeboard
displacement, high or low tide should be considered to determine worst design cases.
The notional radius of the ship bow on a horizontal plane approximately coinciding
with the fender level. The radius is often taken as a constant for fender design but in
practice can vary according to ship draft.
Often not well defined as may vary with ship profile, berthing angle etc. The distance is
commonly referred to as quarter point (x = 0.25LOA), fifth point (x = 0.2LOA) etc
measured from the bow (or stern). See Eccentricity coefficient for more details.
This dimension is used when determining the Eccentricity coefficient (CE). By convention
centre of mass is assumed to be at midships (LOA/2) but may actually be 5~10% aft of
midships for oil, bulk and cargo ships in ballast and/or trimmed by stern.
LOA
LBP
Ballast
(water)
FL
DL
KC (laden)
Berthin
g line
Cargo (DWT)
FB
DB
KC (Ballast)
Point of impact
at fender level
vB
Centre of mass
LOA
2
LOA
-x
2
RB
RB
>
SHIP TERMINOLOGY
Deadweight
DWT
Lightweight
LWT
Gross Registered
Tonnage
GRT
Gross Tonnage
GT
MD
.
LBP DL . B . SW
CB =
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Displacement
MD
Twentyfoot
Equavalent Units
TEU
DL
LBP
Waterline
of ship
Ship Class
Tankers
Bulk (OBO)
Gas
Container
RoRo
Freighter
Car Carrier
Cruise/Ferry
Fast Monohull
Catamaran*
SHIP MOTIONS
ROM 3.1-99
0.720.85
0.780.87
0.680.54
0.630.71
0.570.80
0.560.77
0.560.66
0.570.68
0.450.49
0.430.44
Wind:
Tide, currents:
For load conditions other than fully laden (i.e. D < DL) then the
Block Coefficient can be estimated:
Waves, swell:
Hull form
Actual draft, D
DB < D < DL
0.6DL < D < DL
DB < D < 0.6DL
Constant
Constant
0.9 x CB (at DL)
Yaw
Surge
Pitch
Sway
Roll
Heave
>
PIANC 2002
0.85
0.720.85
0.600.80
0.700.80
0.720.85
Passing ships:
BS 6349
0.720.85
0.720.85
0.650.70
0.650.70
0.500.70
TANKER
TANKERS
LOA
(m)
415
380
380
365
350
340
330
320
310
300
285
270
250
235
225
217
210
200
188
174
145
110
90
MD
(tonne)
590,000
*528,460
475,000
420,000
365,000
335,000
305,000
277,000
246,000
217,000
186,000
156,000
125,000
102,000
90,000
78,000
66,000
54,000
42,000
29,000
15,000
8,000
4,900
DWT
B
(m)
73.0
68.0
68.0
65.5
63.0
61.0
59.0
57.0
55.0
52.5
49.5
46.5
43.0
40.0
38.0
36.0
32.2
30.0
28.0
24.5
19.0
15.0
13.0
HM
(m)
30.5
28.9
29.2
28.0
27.0
26.3
25.5
24.8
24.0
23.0
22.0
21.0
19.8
18.7
18.2
17.0
16.4
15.4
14.2
12.6
10.0
8.6
7.2
DL
(m)
24.0
24.5
23.0
22.0
21.0
20.5
19.9
19.3
18.5
17.7
16.9
16.0
15.1
14.0
13.5
13.0
12.6
11.8
10.8
9.8
7.8
7.0
6.0
DB
(m)
10.3
9.6
9.6
9.3
9.0
8.8
8.6
8.4
8.2
8.0
7.7
7.4
7.0
6.7
6.5
6.3
6.2
6.0
5.8
5.5
4.9
4.2
3.8
CB
0.838
0.862
0.828
0.824
0.816
0.814
0.812
0.811
0.802
0.799
0.803
0.802
0.796
0.797
0.804
0.789
0.794
0.783
0.761
0.714
0.721
0.715
0.721
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500,000
441,585
400,000
350,000
300,000
275,000
250,000
225,000
200,000
175,000
150,000
125,000
100,000
80,000
70,000
60,000
50,000
40,000
30,000
20,000
10,000
5,000
3,000
LBP
(m)
392
359
358
345
330
321
312
303
294
285
270
255
236
223
213
206
200
190
178
165
137
104
85
* V-plus class carriers (worlds largest in current service - TI Europa & TI Oceana). Ballast draft assumes Marpol Rules
Type
Small
Handysize
Handymax
Dimensions
DL10m
LOA180m
B32.3m
LOA289.6m
DL12.04m
41B44m
DL21.3m
B70m
LOA500m
LOA300m
Panamax
Aframax
Suezmax
VLCC (VeryLargeCrudeCarrier)
ULCC (UltraLargeCrudeCarrier)
Shipsize
10,000DWT
10,000~30,000DWT
30,000~55,000DWT
60,000~75,000DWT
80,000~120,000DWT
125,000~170,000DWT
250,000~320,000DWT
350,000DWT
ULCC
500
300
250
VLCC
Suezmax
Aframax
Panamax
350
Handymax
400
Small
Handysize
450
200
150
100
50
0
100,000
200,000
300,000
400,000
500,000
600,000
>
BULK CARRIERS
LOA
(m)
362
375
362
350
335
315
290
275
255
240
220
195
160
130
MD
(tonne)
*454,000
464,000
406,000
350,000
292,000
236,000
179,000
150,000
121,000
98,000
74,000
50,000
26,000
13,000
DWT
B
(m)
65.0
62.5
59.0
56.0
52.5
48.5
44.0
41.5
39.0
36.5
33.5
29.0
23.5
18.0
HM
(m)
30.4
30.6
29.3
28.1
26.5
25.0
23.3
22.1
20.8
19.4
18.2
16.3
12.6
10.0
DL
(m)
23.0
24.0
23.0
21.8
20.5
19.0
17.5
16.5
15.3
14.0
12.8
11.5
9.3
7.5
DB
(m)
9.2
9.5
9.2
9.0
8.7
8.3
7.8
7.5
7.1
6.8
6.4
5.9
5.2
4.6
CB
0.846
0.848
0.849
0.840
0.832
0.833
0.822
0.816
0.818
0.821
0.802
0.791
0.764
0.758
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402,347
400,000
350,000
300,000
250,000
200,000
150,000
125,000
100,000
80,000
60,000
40,000
20,000
10,000
LBP
(m)
350
356
344
333
318
300
276
262
242
228
210
185
152
124
Dimensions
LOA 115m
Chinamax
VLBC (Very Large Bulk Carrier)
LOA 300m
VLBC
Panamax
Handymax
Handysize
400
Small
Panamax
Capesize
Capesize
DL 10m
LOA 190m
B 32.3m
LOA 289.6m
DL 12.04m
41 B 44m
Shipsize
10,000 DWT
300
200
100
50,000
100,000
150,000
200,000
250,000
10
>
300,000
350,000
400,000
GAS CARRIERS
GAS CARRIERS
LBP
(m)
B
(m)
HM
(m)
DL
(m)
DB
(m)
CB
333.0
303.0
285.0
268.8
231.0
196.0
53.8
50.0
46.0
43.4
34.8
29.3
26.2
27.6
26.2
24.5
20.6
17.3
12.0
12.0
11.8
11.4
9.5
9.2
8.9
8.3
8.0
7.6
6.9
6.2
0.794
0.757
0.757
0.734
0.741
0.739
288.0
274.0
249.5
274.0
262.0
237.0
49.0
42.0
40.0
24.7
23.7
21.7
11.5
11.3
10.6
7.8
7.5
7.0
0.739
0.777
0.689
95,000
80,000
65,000
49,000
33,000
17,000
8,800
5,500
265.0
248.0
240.0
226.0
207.0
160.0
134.0
116.0
245.0
238.0
230.0
216.0
197.0
152.0
126.0
110.0
42.2
39.0
35.2
32.4
26.8
21.1
16.0
13.3
23.7
23.0
20.8
19.9
18.4
15.2
12.5
10.1
13.5
12.9
12.3
11.2
10.6
9.3
8.1
7.0
7.3
7.0
6.8
6.5
6.1
5.2
4.7
4.3
0.664
0.652
0.637
0.610
0.575
0.556
0.526
0.524
88,000
59,000
31,000
290.0
252.0
209.0
257.0
237.0
199.0
44.5
38.2
30.0
26.1
22.3
17.8
11.3
10.5
9.7
7.8
7.0
6.2
0.664
0.606
0.522
DWT
MD
(tonne)
LOA
(m)
266,000
210,000
177,000
140,000
75,000
40,000
*125,000
**97,000
90,000
80,000
52,000
27,000
175,000
141,000
120,000
100,000
58,000
40,000
345.0
315.0
298.0
280.0
247.3
207.8
145,000
125,000
90,000
75,000
58,000
51,000
117,000
99,000
71,000
131,000
109,000
88,000
66,000
44,000
22,000
11,000
7,000
60,000
50,000
40,000
30,000
20,000
10,000
5,000
3,000
131,000
88,000
44,000
60,000
40,000
20,000
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Capacity
(m)
LPG CARRIER
METHANE CARRIER
*Q-max and **Q-flex class gas carriers. Ballast draft assumes Marpol Rules.
Type
Dimensions
LOA 250 m
Small
B 40 m
LOA 270298 m
B 4149 m
LOA 285295 m
B 4346 m
DL 12 m
LOA 315 m
B 50 m
DL 12 m
LOA 345 m
B 5355 m
DL 12 m
Small Conventional
Large Conventional
Q-flex
Q-max
Med-max
Atlantic-max
Shipsize
90,000 m
120,000150,000 m
150,000180,000 m
200,000220,000 m
260,000 m
Approx 75,000 m
Approx 165,000 m
350
Q-max
300
Q-flex
250
Large
Conventional
200
150
Small
Conventional
100
Small
50
0
50,000
100,000
150,000
200,000
250,000
300,000
>
11
CONTAINER SHIPS
DWT
18,000
15,500
14,000
12,500
10,000
8,000
6,500
5,500
5,100
4,500
4,000
3,500
2,800
*195,000
**171,000
157,000
143,000
101,000
81,000
67,000
58,000
54,000
48,600
43,200
38,100
30,800
MD
(tonne)
262,566
228,603
190,828
171,745
145,535
120,894
100,893
85,565
74,399
70,545
65,006
54,885
42,389
2,800
2,500
2,000
1,600
1,200
1,000
800
600
400
30,800
27,700
22,400
18,200
13,800
11,600
9,300
7,000
4,800
43,166
37,879
32,208
26,762
19,219
15,719
13,702
10,390
7,472
LOA
(m)
420
397
366
366
349
323
300
276
294
286
269
246
211
LBP
(m)
395
375
350
350
334
308
286
263
283
271
256
232
196
B
(m)
56.4
56.4
48.4
48.4
45.6
42.8
40.0
40.0
32.2
32.2
32.2
32.2
32.2
HM
(m)
26.7
25.3
24.8
24.5
23.6
22.7
21.7
20.9
20.4
19.8
19.0
18.2
17.0
DL
(m)
15.0
14.0
15.0
13.5
13.0
13.0
13.0
12.5
12.0
12.0
11.8
11.3
10.7
DB
(m)
9.9
9.5
9.0
9.0
8.7
8.2
7.7
7.3
7.7
7.4
7.1
6.6
5.9
0.767
0.753
0.733
0.733
0.717
0.688
0.662
0.635
0.664
0.657
0.652
0.634
0.612
222
209
202
182
160
150
140
122
107
210
197
190
170
149
140
130
115
100
30.0
30.0
28.0
28.0
25.0
23.0
21.8
19.8
17.2
17.0
16.4
15.3
14.4
13.4
12.9
12.3
11.7
11.1
10.6
10.0
9.2
8.6
8.0
7.6
7.4
7.0
6.5
6.2
5.9
5.8
5.4
5.0
4.8
4.6
4.3
4.0
0.631
0.625
0.642
0.638
0.629
0.627
0.637
0.636
0.652
CB
Fe
Th nd
i
e
s
or
ma rTe
r
a
n
e
wit pro ua m A
l
h
d
G
m
o
u
Fe
u
a
2
c
t
y
e
01
nd
t
d
h
n
3
ot
erT e w in
ea ritt who be d
en
m
l
i
e
AG pe or strib
rm in
ute
.
iss pa
d
ion rt
of
TEU
*Triple-E class 18,000 TEU due in service 2014 **E class (Emma Maersk, Estelle Maersk etc) eight vessels in the Maersk fleet. Capacities
and dimensions are compiled from multiple sources including ROM, MAN and PIANC. Ballast draft is assumes using Marpol rules.
Type
Small
Feeder
Panamax
Post-Panamax (existing)
New Panamax
Dimensions
B 23.0m (approx)
23.0m B > 30.2m
B 32.3m
DL 12.04m
LOA 294.1m
B > 32.3m
39.8m B > 45.6m
B 48.8m
DL 15.2m
LOA 365.8m
B > 48.8m
Shipsize
< 1,000 teu
1,000~2,800 teu
2,800~5,100 teu
5,500~10,000 teu
12,000~14,000 teu
> 14,500 teu
>
ULCV
nt
me
ace
pl
Dis
250,000
ght
wei
200,000
ight
150,000
ead
gD
tlin
can
150,000
adwe
n De
Desig
100,000
100,000
50,000
50,000
3,000
6,000
9,000
12,000
15,000
0
18,000
DWT (Scantling)
New Panamax
Panamax
DWT (Design)
200,000
12
Displacement
Post-Panamax
Displacement, MD (tonne)
250,000
Feeder
300,000
Small
300,000
GENERAL CARGO
GENERAL CARGO (FREIGHTER)
DWT
LOA
(m)
209
199
188
178
166
152
133
105
85
LBP
(m)
199
189
179
169
158
145
127
100
80
HM
(m)
18
17
16
15.4
13.8
12.8
11.2
8.5
6.8
B
(m)
30.0
28.9
27.7
26.4
24.8
22.6
19.8
15.8
13.0
DL
(m)
12.5
12.0
11.3
10.7
10.0
9.2
8.0
6.4
5.0
DB
(m)
6.18
5.98
5.76
5.56
5.32
5.04
4.66
4.10
3.70
CB
0.713
0.714
0.714
0.705
0.697
0.696
0.703
0.724
0.750
Fe
Th nd
i
e
s
or
ma rTe
r
a
n
e
wit pro ua m A
l
h
d
G
m
o
u
Fe
u
a
2
c
t
y
e
01
nd
t
d
h
n
3
ot
erT e w in
ea ritt who be d
en
m
l
i
e
AG pe or strib
rm in
ute
.
iss pa
d
ion rt
of
40,000
35,000
30,000
25,000
20,000
15,000
10,000
5,000
2,500
MD
(tonne)
54,500
48,000
41,000
34,500
28,000
21,500
14,500
7,500
4,000
MD
(tonne)
LOA
(m)
LBP
(m)
B
(m)
HM
(m)
DL
(m)
CB
50,000
45,000
40,000
35,000
30,000
25,000
20,000
15,000
10,000
5,000
87,500
81,500
72,000
63,000
54,000
45,000
36,000
27,500
18,400
9,500
287
275
260
245
231
216
197
177
153
121
273
261
247
233
219
205
187
168
145
115
32.2
32.2
32.2
32.2
32.0
31.0
28.6
26.2
23.4
19.3
28.5
27.6
26.2
24.8
23.5
22.0
21.0
19.2
17.0
13.8
12.4
12.0
11.4
10.8
10.2
9.6
9.1
8.4
7.4
6.0
0.783
0.788
0.775
0.759
0.737
0.720
0.722
0.726
0.715
0.696
DWT
MD
(tonne)
LOA
(m)
LBP
(m)
B
(m)
HM
(m)
DL
(m)
CB
15,000
12,500
11,500
10,200
9,000
8,000
6,500
25,000
21,000
19,000
17,000
15,000
13,000
10,500
197
187
182
175
170
164
155
183
174
169
163
158
152
144
30.6
28.7
27.6
26.5
25.3
24.1
22.7
16.5
15.7
15.3
14.9
14.5
14.1
13.6
7.1
6.7
6.5
6.3
6.1
5.9
5.6
0.613
0.612
0.611
0.609
0.600
0.587
0.560
FREIGHT RORO
>
13
CAR TRANSPORTER
GT
-----
30,000
25,000
20,000
15,000
MD
(tonne)
48,000
42,000
35,500
28,500
LOA
(m)
220
205
198
190
LBP
(m)
205
189
182
175
HM
(m)
31.2
29.4
27.5
26.5
B
(m)
32.2
32.2
32.2
32.2
DL
(m)
11.7
10.9
10.0
9.0
CB
0.606
0.618
0.591
0.548
Fe
Th nd
i
e
s
or
ma rTe
r
a
n
e
wit pro ua m A
l
h
d
G
m
o
u
Fe
u
a
2
c
t
y
e
01
nd
t
d
h
n
3
ot
erT e w in
ea ritt who be d
en
m
l
i
e
AG pe or strib
rm in
ute
.
iss pa
d
ion rt
of
DWT
CRUISE SHIPS
DWT
225,282
155,873
148,528
110,000
102,587
80,000
70,000
60,000
50,000
40,000
35,000
MD
(tonne)
105,750
74,126
72,193
50,253
52,239
44,000
38,000
34,000
29,000
24,000
21,000
LOA
(m)
362
329
345
291
273
272
265
252
234
212
192
LPP
(m)
308
280
293
247
232
231
225
214
199
180
164
HM
(m)
22.5
22.1
22.7
20.4
19.7
20.0
19.3
18.8
18.0
17.3
17.0
B
(m)
47.0
40.0
41.0
35.4
36.0
35.0
32.2
32.2
32.2
32.2
32.2
DL
(m)
9.3
8.7
10.1
8.2
8.2
8.0
7.8
7.6
7.1
6.5
6.3
CB
SHIP NAME
0.767
0.742
0.580
0.684
0.744
0.664
0.656
0.633
0.622
0.622
0.616
GT
-----
20,000
15,000
10,000
8,000
MD
(tonne)
3,200
2,400
1,600
1,280
LOA
(m)
140
128
112
102
LBP
(m)
133
120
102
87.5
B
(m)
21
19.2
16.9
15.4
HM
(m)
5.8
5.4
5.2
5.0
DL
(m)
2.9
2.7
2.5
2.5
CB
0.606
0.618
0.591
0.548
Draft excludes hydroplanes and stabilisers which may add up to 80% to vessel draft if extended.
Waterline breadth is 0.8~0.9 x beam at deck level.
GT
-----
30,000
25,000
20,000
15,000
MD
(tonne)
48,000
42,000
35,500
28,500
LOA
(m)
220
205
198
190
LBP
(m)
205
189
182
175
B
(m)
32.2
32.2
32.2
32.2
HM
(m)
31.2
29.4
27.5
26.5
DL
(m)
11.7
10.9
10.0
9.0
Block coefficient is calculated using total width of both hulls, maximum waterline breadth of each hull is approximately
25% of the beam at deck level (given).
14
>
CB
0.606
0.618
0.591
0.548
SHIP LIMITS
SHIP LIMITS
Fe
Th nd
i
e
s
or
ma rTe
r
a
n
e
wit pro ua m A
l
h
d
G
m
o
u
Fe
u
a
2
c
t
y
e
01
nd
t
d
h
n
3
ot
erT e w in
ea ritt who be d
en
m
l
i
e
AG pe or strib
rm in
ute
.
iss pa
d
ion rt
of
LOA
B
DL
PANAMAX
NEW PANAMAX
CHINAMAX
DA
Laden Draft
Air Draft
Chinamax
(unlimited air draft)
New Panamax
SUEZMAX
Panamax
Q-MAX
Suezmax
(unlimited length)
SEAWAYMAX
Q-max
Seawaymax
LOA
360 m
65 m
DL
24 m
DA
No Limit
LOA
366 m
49 m
DL
15.2 m
DA
57.91 m
LOA
294.13 m
32.31 m
DL
12.04 m
DA
57.91 m
LOA
No Limit
50 m
DL
20.1 m
DA
68 m
LOA
345 m
53.8 m
DL
12 m
DA
34.7 m
LOA
225.6 m
23.8 m
DL
7.92 m
DA
35.5 m
>
15
SHIP LOADS
Most berths are designed to import or export cargo, sometimes both. The different draft and displacement of
the ship in these cases can be important to the fender design.
Import berths
Fe
Th nd
i
e
s
or
ma rTe
r
a
n
e
wit pro ua m A
l
h
d
G
m
o
u
Fe
u
a
2
c
t
y
e
01
nd
t
d
h
n
3
ot
erT e w in
ea ritt who be d
en
m
l
i
e
AG pe or strib
rm in
ute
.
iss pa
d
ion rt
of
DL
Export berths
DB
DL
DU
In case the fenders are designed for ships at ballast draft or partly loaded, care is needed in case the ship departs
fully loaded but must return due to some technical problem. On import/export berths the ship should not be
considered as light or unladen.
For full form ships, particularly tankers and bulk carriers, it is common to assume that Block Coefficient (CB)
does not vary with actual draft (D) under any load condition. For other ship types the Block Coefficient will
reduce slightly as draft reduces.
Tankers & Bulk Carriers
DL D DU
CB =
DL D 0.6 DL
D < 0.6 DL
16
>
MD
LBP . B . DL . SW
CB = 0.9 .
MD
LBP . B . DL . SW
SHIP APPROACH
SHIP APPROACH
Depending on the ship and berth type, vessels can approach the structure in different ways. This type of ap-
proach must be considered carefully to understand the true point of contact on the hull, the velocity direction
(vector) and other factors which might cause the fender to compress at angles, shear under friction, cantilever
Fe
Th nd
i
e
s
or
ma rTe
r
a
n
e
wit pro ua m A
l
h
d
G
m
o
u
Fe
u
a
2
c
t
y
e
01
nd
t
d
h
n
3
ot
erT e w in
ea ritt who be d
en
m
l
i
e
AG pe or strib
rm in
ute
.
iss pa
d
ion rt
of
END BERTHING
DOLPHIN BERTHING
S/2
S/2
LOCK APPROACH
>
17
VB
Fe
Th nd
i
e
s
or
ma rTe
r
a
n
e
wit pro ua m A
l
h
d
G
m
o
u
Fe
u
a
2
c
t
y
e
01
nd
t
d
h
n
3
ot
erT e w in
ea ritt who be d
en
m
l
i
e
AG pe or strib
rm in
ute
.
iss pa
d
ion rt
of
Kc
There are different estimates about the true virtual mass of water moving with the ship, but it is agreed that
the effect is smaller in deep water and greater in shallow water. This is due to limited under keel clearance (KC)
available for water that pushes the ship to escape. Some formulas for Added Mass Factor consider this, others
account for it separately within the Berth Configuration Factor (CC). The common formulas for Added Mass
Factor are:
KC
0.1 >
1.8
KC
D
> 0.5
0.1
CM = 1.8
CM = 1.875 0.75
CM
1.7
1.6
KC
D
1.5
1.4
0.2
0.4
0.6
0.8
0.5
CM = 1.5
where DB D DL
Kc/D
CM = 1+
Costa Method.
.D
2 . B . CB
18
>
CM = 1+
2.D
B
KC
D
ECCENTRICITY FACTOR
ECCENTRICITY FACTOR (CE)
If the ships velocity vector (v) does not pass through the point of contact with the fender then the ship rotates
as well as compressing the fender. The rotation dissipates part of the ships kinetic energy and the remainder
must be absorbed by the fender.
Fe
Th nd
i
e
s
or
ma rTe
r
a
n
e
wit pro ua m A
l
h
d
G
m
o
u
Fe
u
a
2
c
t
y
e
01
nd
t
d
h
n
3
ot
erT e w in
ea ritt who be d
en
m
l
i
e
AG pe or strib
rm in
ute
.
iss pa
d
ion rt
of
CE =
If the distance between the velocity vector and the fender contact point increases (i.e. is closer to the bow) then
CE reduces, and vice versa. If the fender contact point is directly opposite the ships centre of mass during side
or end berthing then the ship does not rotate (CE 1).
1.0
SIDE BERTHING
5 deg
10 deg
0.6
0.5
0.3
L BP/2
0.2
0.00
0.10
0.20
0.30
MIDSHIPS CONTACT
RORO BERTHS
Typically: CE = 1.0
x = LBP/2
vB
L BP/2
L BP/2
CE =
K + (R cos () )
K + R
(2
LBP
= 90 asin
( 2RB )
should be used
with care
Fifthpoint berthing:
CE 0.45
Thirdpoint berthing:
CE 0.70
vS
LBP/2-x
LBP/2
) (2)
0.50
Side Fenders
R=
0.40
vB
End Fenders
Midships
0.4
Point
x
L BP/2 -
20 deg
Point
15 deg
0.7
Point
0.8
Point
0 deg
0.9
Quarterpoint berthing:
Midships berthing:
CE 0.50
MD = 125,000t
CB =
DL = 15.1m
125000
= 0.796
.
1.025 236 . 43 . 15.1
R=
236
43
+ (
(236
)
) = 44.8m
3
2
2
= 90 5 asin
CE 1.00
CE 1.00
B = 43.0m
LBP = 236m
CE =
( 2 . 4344.8 )= 56.3
>
19
During the final stage of berthing a ship pushes a volume of water towards the structure. Depending on the
type of structure the water might flow freely through the piles or it may get trapped between the hull and the
concrete. The cushioning effect of the water will also depend on the under keel clearance (KC) and the berthing
angle of the ship (). A large space under the ship hull perhaps at high tide or when berthing in ballast condi-
Fe
Th nd
i
e
s
or
ma rTe
r
a
n
e
wit pro ua m A
l
h
d
G
m
o
u
Fe
u
a
2
c
t
y
e
01
nd
t
d
h
n
3
ot
erT e w in
ea ritt who be d
en
m
l
i
e
AG pe or strib
rm in
ute
.
iss pa
d
ion rt
of
tion will allow water to escape under the ship. When the ship does not berth parallel then water may escape
towards the bow or stern.
Solid Structure
KC
D
KC
D
0.5
CC =~ 0.8 ( 5)
> 0.5
CC =~ 0.9 ( 5)
when > 5
vB
CC = 1.0
KC
D
0.5
CC =~ 0.9 ( 5)
> 0.5
CC =~ 1.0 ( 5)
when > 5
Kc
vB
CC = 1.0
Kc
CC = 1.0
vB
Kc
The PIANC method for Added Mass factor (CM) takes account of the under keel clearance so in this case CC=1.
If the Vasco Costa or Shigeru Ueda methods are used for Added Mass then CC may be considered according to
above guidelines.
Hard fenders may cause the ship hull to deflect elastically which absorbs a small amount of energy. Modern
fenders are mostly regarded as soft so this effect does not absorb energy.
20
>
f 0.15m
CS 0.9
f 0.15m
CS 1.0
Rf
vB
BERTHING SPEEDS
BERTHING SPEEDS
Ship berthing speeds are the most important variable in the energy calculation. The speed is measured
perpendicular to the berthing line (vB) and depends on several factors which the designer must consider:
Fe
Th nd
i
e
s
or
ma rTe
r
a
n
e
wit pro ua m A
l
h
d
G
m
o
u
Fe
u
a
2
c
t
y
e
01
nd
t
d
h
n
3
ot
erT e w in
ea ritt who be d
en
m
l
i
e
AG pe or strib
rm in
ute
.
iss pa
d
ion rt
of
> How exposed the berth might be including currents and winds which push the ship;
> The size of the ship and whether it is berthing fully laden, part laden or in ballast.
0.9
0.8
0.7
0.6
0.5
0.4
0.3
0.2
the
Brolsma
the
table below.
a:
c:
b:
0.1
0.0
adopt
d:
e:
10
10
10
10
Displacement, MD (tonne)
Displacement
MD (tonne)
1,000
3,000
5,000
10,000
15,000
20,000
30,000
40,000
50,000
75,000
100,000
150,000
200,000
250,000
300,000
400,000
500,000
d*
e**
0.179
0.136
0.117
0.094
0.082
*
*
*
*
*
*
*
*
*
*
*
*
0.343
0.269
0.236
0.192
0.169
0.153
0.133
0.119
0.110
0.094
0.083
*
*
*
*
*
*
0.517
0.404
0.352
0.287
0.252
0.228
0.198
0.178
0.164
0.141
0.126
0.107
0.095
0.086
0.080
*
*
0.669
0.524
0.459
0.377
0.332
0.303
0.264
0.239
0.221
0.190
0.171
0.146
0.131
0.120
0.111
0.099
0.090
0.865
0.649
0.558
0.448
0.391
0.355
0.308
0.279
0.258
0.223
0.201
0.174
0.158
0.146
0.137
0.124
0.115
(ii)
Berthing speeds are for conventional commercial ships. For unusual ship types including high speed monohulls
and catamarans, barges, tugs and similar craft please refer to Fender Team for advice. For navy ships designers
can refer to US Department of Defence guidelines, UFC 4-152-01 (figures 5.3 & 5.4).
>
21
BERTHING ENERGY
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NORMAL ENERGY
The normal kinetic berthing energy (EN) of the ship is determined as:
EN = 0.5 . MD . VB . CM . CE . CC . CS
SAFETY FACTOR ()
The safety factor takes account of events and circumstances that may cause the normal energy to be exceed-
ed. PIANC states that the designers judgement should be paramount in determining the appropriate factor.
Care should be taken to avoid excessive safety factors which will render the fenders too large or too hard for
smaller ships, particularly when there is a wide range in the size of ships using the berth.
Some safety factors are suggested by PIANC (also adopted by EAU-2004, other codes and guidelines):
VESSEL CLASS
Tankers
Bulk carriers
Gas carriers
Container ships
LARGEST
1.25
SMALLEST
1.25A
1.75
1.75B
1.50~2.00
1.50A
1.75
2.00B
2.00
2.00
Cruise ships
2.00
Fast ferries
2.00
2.00
Tugs, workboats
Unless otherwise stated, suggested values are from PIANC 2002 (Table 4.2.5).
ABNORMAL ENERGY
The abnormal kinetic berthing energy (EA) of the ship is determined as:
EA = EN .
22
>
ERPD
EA
CONTENTS
CONTENTS (Section 2 of 2)
SECTION 1 : BERTHING ENERGY CALCULATION
03
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Fender Applications
Fender Spacing
Panel Construction
Angular Compression
Donut Applications
23
24
26
27
28
29
30
31
32
33
34
35
36
37
38
40
41
42
44
45
46
47
48
49
50
51
52
54
55
>
23
FENDER SELECTION
Before selecting fenders the designer should review all project requirements and other available information
including reference design codes and guidelines. The list below acts as a useful checklist to identify which
information is known from the specifications and which is missing inputs requiring assumptions or further
research. Some design data is derived from calculations so it is also important to highlight if these calculations
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Ship sizes
Ship types or classes
Loaded or ballast condition
Under-keel clearances
Berthing mode
Frequency of berthing
Approach speed
Berthing angles
Point of impact
Berth construction
Cope level & soffit levels
Available width for fender footprint
Seabed level
Design tidal ranges
New or existing structure
Construction or expansion joints
Temperature ranges
Ice flows
Local corrosivity
24
>
FENDER SELECTION
FENDER SELECTION
Other design criteria for the fenders may be specified or assumed according to best practice, type of berth
and local conditions using the designers experience. There are many aspects to consider in fender design and
the correct selection will increase performance, improve operations and reduce maintenance. Sometimes the
smallest detail like using thicker low-friction face pads or adding a corrosion allowance to chains can extend
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Hull pressures
Panel height and width
Edge chamfers or bevels
Bending moments
Open or closed box panel design
Steel grades (yield, low temperature etc)
Corrosion allowances
Paint durability (ISO12944 etc)
Dry film thickness
Paint type
Topcoat colours
>
25
ENERGY CAPACITY
In all cases the fender must have an energy absorption capacity greater than or equal to the ships calculated
abnormal berthing energy (or the specifications stated Required Energy as defined by PIANC). Due allowance
should be made for fender manufacturing tolerances (fTOL) and the effects of temperature, compression speed
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Different fender types and materials respond in different ways to these effects so please consult the FenderTeam product catalogue or ask for specific data for the type and material being used. Data shown is typical for
SPC fenders.
1.05
1.00
0.95
0.90
0.85
0.80
0.75
10
12
14
16
18
20
Rubber and foam, like most materials, gets softer when hot,
stiffer when cold. The datum temperature is 23C (fTEMP = 1).
1.6
1.5
1.4
1.3
23C
1.2
1.1
1.0
0.9
-30
-20
-10
10
20
30
40
50
60
Temperature, T (C)
1.06
1.05
1.04
1.03
1.02
1.01
1.00
0.99
This factor depends on strain rate and the size of the fender,
so the velocity factor is determined from the compression
time where, t= 2/vB . The fenders maximum reaction force
will occur at the highest impact speed.
10
26
>
FENDER EFFICIENCY
FENDER EFFICIENCY
Every fender type has different characteristics. Any comparison will start with reviewing the ratio of energy at
low end tolerance (ELET) and reaction at high end tolerance (RHET). The efficiency of the fender (Eff) what is the
Cylindrical
1 pce/system
1400x700x2300L
Pneumatic
1 pce/system
2000x3500(0.8)
Foam
1 pce/system
OG 2000x4000 STD
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Single Cone
1 pce/system
SPC1000 G2.1
This comparison only considers energy, reaction and manufacturing tolerances. A more detailed comparison
would take account of compression angles, temperature and impact speed. There will be other factors too,
including suitability for small or large tides, fender height and deflection, low level impacts, hull pressure, beltings, non-marking fenders, ease of installation, maintenance, durability and price.
RISK ANALYSIS
Each assumption made in the design carries a risk. The probability and frequency of particular events happening during the working life of the fenders or structure can be estimated. It might not be commercially viable
to protect against every very small risk, but if there is a high probability of some events, and these events have
important consequences, then a risk analysis will assist designers to select the best fender.
P = 1- (1-
) . 100%
P = The probability an event is equalled (or exceeded) at least once in a given time
EXAMPLE 1
EXAMPLE 2
Y = 1/ (12 .
100
25
40
) = 333 years
) . 100% = 7.2%
Y = 1/ (12 .
100
P = (1- (1-6167 )
25
40
18.5
) = 6167 years
) . 100% = 0.4%
>
27
FENDER APPLICATIONS
EXT
DONUT
FOAM
HYD-PN
PNEU
WF
RF
CYL
V-SH
V-SXP
V-SX
PVT
PM
FE
CSS
VESSEL TYPES
SPC
Correctly selected fenders will be an asset to a berth, providing smooth and trouble-free operations.
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Tankers
Bulk Carriers
Gas Carriers
Container Ships
General Cargo
Barges
RoRo Ferries
Car Carriers
Cruise Ships
Fast Ferries
EXT
DONUT
FOAM
HYD-PN
PNEU
WF
RF
CYL
V-SH
V-SXP
V-SX
PVT
PM
FE
CSS
APPLICATIONS
SPC
Submarines
Linear wharf/doc
Dolphins
Monopiles
Low-freeboard ships
Belted ships
Lead-in structures
Lay-by berths
Ship-to-ship
Generally suitable
fender type
28
>
FENDER SPACING
FENDER SPACING
Design standards like BS6349 say that a fender can be a single system or several systems close enough
together to all be mobilized during the berthing impact. The ships bow radius, bow flare angle and
berthing angle will determine the fender selection and the distance between fenders.
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BOW RADIUS
Ships are often assumed to have a constant radius hull curvature from bow to the parallel side body (PSB).
Streamlined ships which are designed for high speeds (i.e. container, cruise and some RoRo ships) will have a
bow curvature that extends further back on the hull. A ship designed to carry maximum cargo (i.e. bulk carrier
or oil tanker) will have a shorter bow curvature.
LOA/2
LOA/2 - x
CB < 0.6
0.3
LOA
RB
LOA
CB 0.8
0.25
0.2
LOA
RB =
FENDER PITCH
B
4
S 2 RB - (RB - h + C)
S = fender spacing
RB = Bow radius
S/2 S/2
C = Clearance to wharf
= Berthing angle
RB
= asin
2 . RB
S 0.15 LS
> 29
Depending on bow radius and the fender spacing, ships may contact more than one fender when berthing. If
this happens the total berthing energy will be absorbed according to the respective deflection of each fender.
h
F1
F1
h1
F1
F2
h2 (=C)
F1
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>
>
>
>
>
BOW FLARE
C
C'
Ship Deck
C = C - a . sin ( )
On dolphin structures and for the end fenders on continuous berths it is common to design with a fender compression angle the same as the ships berthing angle (=).
30
>
M (R) =
W.b
2.L
BENDING MOMENTS
BENDING MOMENTS
Fender panels are designed to distribute forces into the ships hull. Ships usually contact the fender panel at
one or two points or as a flat hull contact. This creates bending moments and shear forces in the panel structure. Bending moments and shear forces are estimated using simple static methods. A more detailed analysis
is needed to study the complicated effects of asymmetric load cases. Special care is needed where stresses
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are concentrated such as chain brackets and bolted connections. Fender Team are equipped to assist with advanced structural analysis to European and other design codes.
DESIGN CASES
V(x)
RF
M(x)
RF
reaction.
L = 2a
F= 2RF
V ( x = a) = RF
M ( x = a) = F . L /4
V(x)
RF
M(x)
RF
resist bending.
L = 2a + b
F = RF
V ( x = a) = F
M ( x = a) = F . a
V(x)
RF
RF
M(x)
b
a
L = 2a + b
q = 2RF /L
V ( x = a) = q . a
M ( x = a) = q . a/2
M ( x = L/2) = M ( x = a) q . b/8
Peak shear force V(x) and bending moment M(x) often coincides
>
31
PANEL CONSTRUCTION
Most modern fender panels use a closed box construction. This method of design has a high strength to
weight ratio and creates a simple exterior shape which is easier to paint and maintain. The inside of the panel
is pressure tested to confirm it is fully sealed from the environment and water ingress
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A typical fender panel cross-section includes several vertical stiffeners, usually channels or T-sections fabricated
from steel plate. The external plate thicknesses, size and type of stiffeners will depend on many factors. FenderTeam engineers will advise on the best design for each case.
Side Bevel
Welded Studs
Front Plate
Internal Stiffeners
Neutral Axis
Back Plate
32
>
DESIGN CASES
FENDER PANELS
STEEL THICKNESS
STEEL GRADES
PIANC 2002 recommends minimum steel thicknesses for panel construction. Sections will often be thicker than
the required minimum for heavy and extreme duty systems.
A
12mm (1/2)
9mm (3/8)
8mm (5/16)
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Fender panels are made from weldable structural steels. The grade used may depend on local conditions and
availability. Some typical steel grades are given below.
Yield
Tensile
Temp
N/mm
N/mm
S235JR
235
360
N/A
S275JR
275
420
S355J2
355
S355J0
355
EN10025
Yield
Tensile
Temp
N/mm
N/mm
A36
250
400
N/A
A572-42
290
414
510
-20
A572-50
345
448
510
ASTM
200300kg/m
300400kg/m
Over 400kg/m
HULL PRESSURES
the likely fender contact pressure according to the ship freeboard and tides to en-
Oil tankers
Bulk carriers
Container
General Cargo
Size
Handysize
Handymax
Panamax or bigger
All sizes
Feeder
Panamax
Post-Panamax
ULVC
20,000dwt
>20,000 dwt
Pressure
kN/m (kPa)
300
300
350
200
400
300
250
200
400700
400
HP =
RF
RF
=
W.H
A
>
33
PRESSURE DISTRIBUTION
Hull pressure is distributed evenly if the fender reaction into the panel is symmetrical. When the fender reaction is off-centre the peak hull pressure is greater, even though average hull pressure remains the same. The
examples below show typical design cases. It is common to use a fender arrangement so that maximum hull
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HP
HPMAX
HPMAX
1/3 H
1/2 H
1/3 H
1/2 H
HP =
Polyethylene
are
Molecular
(UHMW-PE)
replaceable
facings
fitted
2RF
HPMAX =
pads
2/3 H
HP
RF
Weight
1/6 H
5/6 H
HP
= 2HP
HPMAX =
4RF
A
= 4HP
vL
vB
RF
RF
34
>
flection geometry. With reduced friction and proper chain design, these
effects are minimised.
Materials
Material A
UHMW-PE
UHMW-PE
HD-PE
Rubber
Timber
Material B
Steel (wet)
Steel (dry)
Steel
Steel
Steel
Friction Coefficient ()
Minimum
0.10.15
0.150.2
0.20.25
0.50.8
0.30.5
Design*
0.2
0.2
0.3
0.8
0.6
PRESSURE DISTRIBUTION
LOW FRICTION PADS
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Other
dimensions
Edge chamfer, C
Bolt spacing, D
Edge distance, E
STD
510
300400
5070
Wear, W (mm)
EHD
HD
STD
N/A
3
6
2
7
13
4
14
17
14
23
27
27
37
43
EHD
510
250350
5070
EHD
510
250350
6080
PAD FIXINGS
UHMW-PE face pads are attached in various ways according to the type of panel. Studs or blind nuts with bolts
are commonly used for closed box panels. Standard nuts are used for open panels and structures. Low profile
fixings can provide a greater wear allowance. Larger washers are required to spread loads and prevent pull
through (typical size M16 x 42 dia). The thickness of PE under the head of the washer is usually 25~35% of the
pad thickness.
Stud Fixing
Bolt Fixing
COLOURED PADS
er, easier to replace and less expensive. In some countries the maximum lifting
Larger pads have more fixings and might be more durable. Small pads are lightweight (often 25kg) can dictate biggest pad size.
between
>
35
CHAIN DESIGN
Chains are used to control the geometry of the fender during impact and to prevent excessive panel movements. They can assist with supporting the weight of large panels, preventing droop or sagging, also to increase
rubber deflections and energy absorption in low-blow impact cases.
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Shear chain
Tension
chain
Tensioner
Chain
bracket
Weight chain
The length (L) and static angle (0) are the most impor-
RF =
n =
G =
L =
n =
0 =
x =
1 =
1 = sin- ( L . sin 0 )
x = L . (cos 1 cos 0 )
T=
G+.R
n . cos 1
DESIGN NOTES
RF
RF
(1) Highest chain loads often occur when the fender unit reaches a peak reaction at about half the
rated deflection.
(3) FenderTeam recommends a safety factor () of 2 for most applications, but a larger factor can
be used on request.
(4) An easy to replace and inexpensive weak link or element should be included in the chain assembly
to avoid overload damage to fender panel or structure.
36
>
CHAIN DESIGN
25%
CHAIN DROOP
20%
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15%
10%
5%
0%
0%
2%
4%
6%
8%
10%
12%
14%
16%
BRACKET DESIGN
Chain brackets can be designed to suit new or existing structures, steel or concrete. The bracket should be
considerably stronger than the weakest component of the chain assembly. Their design must allow the chain
to freely rotate through its full arc and should not interfere with other brackets, the fender panel or rubber
fender body during compression. The main lug should be sufficiently thick or include spacer plates to properly
support the correct size and type of shackle.
The weld size holding the bracket lug to the base plate is critical and should be referred to FenderTeam engi-
neers for detail design. Also size, grade and positions of anchors or securing bolts should be assessed at the
detail design phase.
SINGLE
DOUBLE
TWO PLANE
TWIN PADEYE
CAST-IN DOUBLE
CAST-IN U-ANCHOR
Please refer to FenderTeam for advice on suitable bracket type and size, material and finish of suitable chain brackets.
>
37
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WHEEL FENDER
ROLLER FENDER
Rotation
Rotation
During lock and dry dock approach the ship is nearly parallel to the lock wall, but can be closer to one side.
The bow contacts the wheel fender which deflects the ship. As the ship continues to enter, the roller fenders
act as a guide to protect the hull and lock wall.
Wheel Fender
Roller Fenders
Some conventional berths have exposed corners which need protection from a wheel fender. Although the
ship can be at a large angle to the main fenders, the effective berthing line on the wheel fender remains at 0.
In many cases midships impact should be considered.
VB
38
>
g Line
rthin
e
B
e
v
i
t
Effec
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.
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to the bow.
VB
V 1m/s
10
5
g Line
hin
Effective Bert
Ship Direction
Ship
Sh
ip
Direc
tion
Ship Direction
Di
re
c
tio
For best performance, wheel fenders should be oriented according to the expected angle of the ship.
45 to each berth
Parallel to ship
direction
Single wheel fenders are used where there is small variation in water level. Multiple or stacked wheel
fenders are used for large tides or water level changes.
SINGLE WHEEL
DOUBLE WHEEL
TRIPLE WHEEL
> 39
Foam fenders come in many configurations. OceanGuard and OceanCushion can be used floating or
suspended from the dock. Donut fenders are pile
supported, rising and falling with the tide. Foam
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FOAM GRADE
LR
1.30
1.07
1.00
0.97
0.95
0.94
0.93
Standard
STD
1.31
1.07
1.00
0.97
0.95
0.94
High Capacity
HC
1.40
1.09
1.00
0.96
0.94
EHC
1.45
1.10
1.00
0.95
SHC
1.54
1.11
1.00
0.95
Low Reaction
TEMPERATURE FACTOR
use
very cold or very hot climates because they are least affected by
temperature variations.
effects
of
temperature
>
100
0.92
0.92
0.91
0.88
0.93
0.92
0.92
0.91
0.88
0.92
0.91
0.90
0.89
0.89
0.85
0.93
0.91
0.90
0.89
0.88
0.88
0.83
0.92
0.90
0.88
0.87
0.87
0.86
0.81
SHC
EHC
HC
1.2
to
10
1.3
1.4
40
STD
1.1
LR
1.0
0.9
0.8
0.7
0.6
-30
-20
-10
10
Temperature, T (C)
20
30
40
50
ANGULAR COMPRESSION
VERTICAL COMPRESSION
100
90
80
70
15
60
35
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50
40
30
51%
20
47%
10
10
20
30
40
50
60
40
50
60
Deflection (%)
LONGITUDINAL COMPRESSION
100
90
85%
80
72%
70
60
50
40
30
15
20
10
10
20
30
Deflection (%)
CALCULATION EXAMPLE
Using an OceanGuard 1500x3000(HC) after 10 compression cycles with operating temperatures range between +10C and +30C,
with a maximum 15 vertical angle and 5 longitudinal angle.
Rated energy at 23C and 0 compression angles, 3rd cycle performance:
302kNm
751kN
0.89
1.16
0.91
1.00
0.62
0.70
Minimum Energy, EMIN = 302 x 0.85 x 0.89 x 0.91 x 1.0 x 0.62 x 0.70 =
90kNm
Maximum Reaction, RMAX = 751 x 1.15 x 0.89 x 1.16 x 1.0 x 1.0 x 0.70 =
624kN
*Note that deflection is restricted under vertical compression. This applies to energy only as highest reaction occurs at a 0 compression
angle. Structural loads should also be considered during earlier compression cycles when reactions are higher.
>
41
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WATER DRAFT
sions should allow for rise and fall of the fender, also
any movement permitted by slack in the chains.
OceanGuard draft varies according to the foam denchains and anything that may reduce or increase
the fender weight. The table provides typical values
for LR, STD and HC grades. Ask FenderTeam about
other design cases.
LFL
HFP
LFP
DIAMETER x
LENGTH
m
700 x 1500
42
>
SKIN
FLAT
LENGTH
HEIGHT
700
940
mm
880
mm
660
FOOTPRINT
WEIGHT
END PULL
mm
0.87
kg
109
kN
42
m
210
m
250
m
290
1460
1.19
147
42
250
310
370
LENGTH
AREA
mm
1460
STD
SWL
LR
WATER DRAFT
STD
HC
1000 x 1500
19
mm
19
1000 x 2000
19
1190
940
1950
1.66
200
42
200
270
330
1200 x 2000
19
980
1130
1940
1.93
299
76
310
380
450
1350 x 2500
25
1400
1270
2440
2.77
426
76
270
360
440
1500 x 3000
25
1830
1410
2950
3.77
653
107
280
380
470
1700 x 3000
25
1710
1600
2930
4.18
748
107
310
420
520
2000 x 3500
25
2070
1880
3430
5.78
1161
151
330
470
590
2000 x 4000
29
2560
1880
3920
6.70
1397
151
320
460
580
2000 x 4500
29
3050
1880
4430
7.66
1571
222
300
440
560
2500 x 4000
32
2230
2360
3910
8.14
1925
311
400
580
730
2500 x 5500
38
3660
2360
5400
11.64
3095
311
390
570
720
3000 x 4900
38
2770
2830
4790
12.00
3295
311
460
670
850
3000 x 6000
38
3900
2830
5900
15.15
4370
489
430
640
830
3300 x 4500
38
2230
3110
4390
11.82
3531
489
560
790
990
3300 x 6500
41
4240
3110
6380
18.02
5485
489
440
680
890
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REDUCING ABRASION
Skin abrasion can occur if the OceanGuard fender is mounted directly against a concrete dock or other rough
surface. The rate of wear can be higher if there are waves or currents which cause the fender to continuously
move. Wear can be reduced or eliminated by fitting a series of UHMW-PE strips in the reaction area. Other materials like timber can also be used but will require extra maintenance.
Mounting directly to concrete promotes wear
>
43
DONUT FENDERS
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The Donut floats up and down the pile with the tide, so
FREEBOARD
F = 0.72 . H 720
H = 0.75 . DD
F = 1.17 . H 900
H = 1.00 . DD
DD
H = 0.75 . DD
DP
F = 0.95 . H 800
F = 1.39 . H 990
PILE DEFLECTIONS
RF
Seabed
Fixity
MP
MP = RF . L
Youngs Modulus:
E = 200 x 10 N/mm
Pile Deflection:
p =
Pile Stress:
Pile Energy:
Ep = 0.5 . RF . p
>
MR
Zxx
44
RF . L
3 . E . Ixx
E = EF . EP
DONUT APPLICATIONS
DONUT APPLICATIONS
Donuts commonly protect corners or assist in guiding ships onto berths and into locks.
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>
45
Pneumatic fenders are normally allowed to float, rising and falling with the tide. It is important to allow suf-
ficient area on the dolphin or dock for the pneumatic fender to properly compress without risk of coming onto
the deck or moving off the side of the structure.
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It is also important to use the correct size, length and grade of chain with corresponding shackles and swivels.
Shackles should be locked or tack welded to avoid loosening. It is possible to hang some pneumatic fenders
from the dock wall, but not all types and sizes are suitable for this and fender ends require special reinforcement. FenderTeam can advise on all applications.
= 60%
C B
SIZE (D X L)
1000 x 1500L
1200 x 2000L
1500 x 2500L
2000 x 3500L
2500 x 4000L
3300 x 6500L
4500 x 9000L
A
975
1200
1525
2050
2490
3380
4710
B
950
1140
1420
1900
2380
3140
4270
C
1350
1620
2050
2700
3380
4460
6180
D
200
220
250
300
450
500
800
E
375
430
525
650
890
1080
1470
F
1900
2480
3130
4300
5000
7820
10900
CHAIN (mm)
16
18
22
28
32
44
50
Dimensions given are for chain & tyre net fenders, 50kPa initial pressure. For all other cases ask FenderTeam for advice.
SHIP-TO-SHIP BERTHING
Ship-to-ship berthing (lightering) requires special planning in every case. Consideration must be given to the
impact energy and approach angles as well as to the relative motions of ships, especially any rolling which
might bring hulls close together. The fender size must be selected to maintain a safe distance apart, but not so
large that the fenders could roll onto the deck of a smaller ships with low freeboard.
Fenders moored individually
46
>
HYDRO-PNEUMATIC FENDERS
HYDRO-PNEUMATIC FENDERS
There are several vessel types which most of their hull below waterline, including submarines and semi-submersible oil platforms. Submarines in particular have very sensitive hulls with acoustic rubber tiles and demand a gentle, conforming fender.
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Hydro-pneumatic fenders are part filled with water and use a ballast weight to remain vertical in the water. A
backing frame or flat dock construction is needed to support the fender, as well as mooring lines to prevent it
drifting away from its position.
0.3-0.4 L
Air
Water
Ballast Weight
Hydro-pneumatic fender performance can be adjusted to suit different classes of vessel. This is done by changing the air:water ratio as well as adjusting internal pressure. The draft of the fender can be changed by using
different ballast weights to ensure the fender body makes contact with the widest beam part of the vessel.
With submarines it is also important to avoid hydroplane contact.
>
47
ENVIROMENT
The harsh marine environment puts many demands on fender systems. A high priority should be given to reliability, durability and resistance to degradation according to local conditions.
COMMENTS
High temperatures may accelerate corrosion, as can
high salt concentrations in some topical/subtropical
zones. Designs must use appropriate paint coatings,
stainless steel fixings where necessary and consider
corrosion allowances on plate thicknesses and chain
link diameters to minimise maintenance.
Over time, ozone causes surface embrittlement of
rubber and ultra violet causes cracking. The effects are
mitigated by good materials and compounding, but
cannot be eliminated.
Fatigue may arise anywhere and should be considered
in designs, but in low temperatures the effects of
fatigue loads can be more serious if selected materials
become brittle.
High temperatures cause rubber to become softer,
reducing energy absorption. Low temperatures have
the opposite effect and increase reaction forces. Steel
and plastic grades for very low temperatures need
consideration to avoid becoming brittle.
Vibration and large ship motions will can occur in any
zone, but commonly on exposed berths and deepwater terminals. Designs should consider the effects of
motion and vibration on face pad abrasion, loosening
of fixings and wear of chain assemblies.
TROPICAL/
SUBTROPICAL
TEMPERATE
ARCTIC/
SUBARCTIC
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EFFECT
Corrosivity
Fatigue
Thermal
effects
Motion &
vibration
High
Moderate
Moderate
High
Moderate
Low
Varies
Varies
High
High
Moderate
High
Varies
Varies
Varies
CORROSION PREVENTION
There are several effective ways to prevent or reduce corrosion of fender panels and accessories.
GALVANIZING
48
>
Component
Nominal (Average)
CORROSION
SACRIFICIAL ANODES
Sacrificial anodes work in a similar way to galvanising but provide a larger zinc reservoir so can protect
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PAINT COATINGS
ISO 12944 is widely adopted as the international standard for paint coatings used on fender panels. This code
is divided into environmental zones and durability classes. For longest service life in seawater, splash zone and
inter-tidal locations the C5M(H) class is recommended with typical service life expectancy of at least 15 years
assuming proper inspection and preventative maintenance is carried out.
PAINT
Surface
ISO 8501
Generic
SA2.5
Jotun
SA2.5
Base Coat(s)
Type
Coats
Base
Epoxy/
PUR
Zinc
rich
2 x Jotacoat Epoxy
Base Coat(s)
Coats
DFT
Total
DFT
Service
Life
3-4
280m
320m
>15y
45m
320m
>15y
DFT
Base
40m
Epoxy/
PUR
140m
1 x TDS Hardtop PU
STAINLESS STEEL
known as galling)
fixings and bolts. Not all grades of stainless steel are suitable for
SS 316/316L
Grade
Duplex
Grade
Super Duplex
SS 304 Grade
Cold
welding
(also
Durability of stainless steel for marine use is defined by its Pitting Resistance Equivalent Number or PREN.
A higher PREN indicates greater resistance, but usually at a cost premium.
Common
Name
Zeron 100
Duplex
316/316L
EN10088
ASTM
1.4501
S32760
1.4462
S31803
1.4401
316/316L
Type
Super Duplex
Duplex
Austenitic
Cr (%)
Mo (%)
N (%)
24.026.0
24.026.0
21.023.0
21.023.0
16.518.5
16.018.0
3.04.0
3.04.0
2.53.5
2.53.5
2.00
2.00
0.200.30
0.300.30
0.100.22
0.080.20
0.11
0.10
PREN
Cr+3.3Mo+16N
37.144.0
37.144.0
30.938.1
30.537.8
24.926.9
24.226.2
> 49
PERFORMANCE TESTING
Testing of moulded1 and wrapped cylindrical2 fenders is conducted in-house using full size fenders and with the option of third party witnessing. All testing is in accordance with the PIANC3 guidelines.
> Fenders have a unique serial number which can be traced back to manufacturing and testing records.
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> CV method (constant velocity) compression tests are carried out at a rate of 28 cm/min.
> Fenders are pre-compressed to rated deflection three or more times, then allowed to recover for at least one
hour before performance testing.
> The fender performance is only measured for a single compression cycle.
> Fenders are temperature stabilised and tested at 23C 5C4.
> Reaction force5 is recorded at deflection intervals of between 1% and 5% of original fender height and with
an accuracy of 1% or better.
> Energy absorption5 is determined as the integral of reaction and deflection, calculated using Simpsons Rule.
> Fenders pass the test if their minimum energy absorption6 is achieved without exceeding the permitted
maximum reaction force6.
> Sampling is 10% of fenders rounded up to a complete unit7 (or pair for FE fenders1).
> If any sample does not satisfy the specifications, sampling may be increased in consultation with the client.
> Only units which satisfy the specifications are passed for shipment, all non-compliant units are rejected.
1. Moulded fenders include SPC, CSS, FE, SX, SX-P and SH fenders. SPC, CSS, SX, SX-P and SH fenders are tested singly,
FE fenders are tested in pairs.
2. Cylindrical tug fenders and other types of tug fender are excluded.
3. PIANC Permanent International Association of navigation Congress Report f the International Commission for Improving the
Design of Fender Systems (Guidelines of the design of Fender systems: 2002 , Appendix A).
4. Where ambient temperature is outside of this range, fenders are normalised to this temperature range in a conditioning room
for an appropriate period (dependent upon fender size) or performance values may be corrected according to temperature
correction factor tables.
5. Reaction force (and corresponding calculated energy absorption) shall be the exact recorded value and not corrected or otherwise
adjusted for speed correction unless required by the project specifications.
6. Permitted value for reaction is catalogue value plus manufacturing tolerance. Permitted value for energy is catalogue value minus
manufacturing tolerance.
7. Standard PIANC testing is included within the fender price. Additional testing frequency, third party witnessing and temperature
conditioning costs are borne by the purchaser. Durability testing, angular testing and other project-specific tests are extra cost and
agreed on a case to case basis.
SPC fender during factory compression tests using CV-method to PIANC 2002 protocol
50
>
CERTIFICATES
QUALITY, ENVIRONMENTAL AND
PERFORMANCE ACCREDITATION
FenderTeam is committed to providing quality fender systems with high performance and kind to the
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Type Approvals:
PIANC 2002
Environmental Management:
>
51
PROJECT REQUIREMENTS
..........................................................................................
Berth:
..........................................................................................
Client:
..........................................................................................
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Port:
Designer:
..........................................................................................
Contractor:
..........................................................................................
SHIP INFORMATION
LOA
LBP
FL
DL
KC (laden)
SMALLEST SHIPS
LARGEST SHIPS
Type/Class
Type/Class
Deadweight
....................................................................................
dwt
Deadweight
tonne
....................................................................................
Displacement
dwt
tonne
Displacement
...............................................................................
Length Overall
.........................................................................................
Length
.........................................................................................
Beam
.........................................................................................
Beam
.........................................................................................
Draft
.........................................................................................
Draft
.........................................................................................
Hull Pressure
................................................................
Belting
Bow Radius
Hull Pressure
..........................................
Size
Belting
......................................................................................
deg
Bow Flare
Yes No
Bow Flare
kN/m (kPa)
......................................................................................
...............................................................................
................................................................
..........................................
Size
......................................................................................
deg
Yes No
Bow Radius
kN/m (kPa)
......................................................................................
SHIP INFORMATION
vB
Berth Type
Fender spacing
>
vB
vB
Kc
Kc
Kc
Continuous wharf
Dolphins
............................................................................................
Pontoon
Lock or drydock
Maximum reaction
Deck level
Soffit level
Under keel
Import/Export
52
OPEN STRUCTURE
Wind speed
Current speed
Other
............................................................................................ kN
.......................................................................................... m/s
.......................................................................................... m/s
QUESTIONNAIRE
LOCATION
Climate
Temperate
Temperature
Water type
Tropical
C (min)
Sea Fresh
Desert
Mediterranean
Polar
C (max)
Corrosivity
High
Medium
t/m
Winter ice
Never
SG =
Low
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BERTHING INFORMATION
Side berthing
End berthing
Dolphin berthing
S/2
S/2
Lock entrance
Lightering
(Ship to ship)
v2
v1
Approach speed
....................................... m/s
Berthing angle
....................................... deg
Factor of safety
...................................................
Approach speed
....................................... m/s
Berthing angle
....................................... deg
Factor of safety
...................................................
Approach speed
....................................... m/s
Berthing angle
....................................... deg
Factor of safety
...................................................
Approach speed
....................................... m/s
Berthing angle
....................................... deg
Factor of safety
...................................................
Approach speed
....................................... m/s
(Relative)
Berthing angle
....................................... deg
Factor of safety
...................................................
OTHER INFORMATION
Design code
PIANC
BS6349
EAU-2004
ROM 0.2-90
ROSA 2000
ASNZ 4997
UFC 4-152-01
Other
>
53
CONVERSION FACTORS
ANGLE
degrees
minutes
1 degree
60
1 RADIAN
DISTANCE
3438
in
39.37
0.3048
12
seconds
Radian
3600
1.745 x 10
ft
Nautical Mile
2.063 x 10
Fe
Th nd
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Fe
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2
c
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01
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1 METRE
57.30
1 inch
8.333 x 10
1852
7.291 x 10
6076.1
AREA
cm
1 square centimetre
10
0.155
9.290 x 10
929.0
144
6.944 x 10
VOLUME
cm
litres
ft
1 cubic centimetre
10
1 nautical mile
1 SQUARE METRE
1 square inch
1 square foot
1 CUBIC METRE
1 litre
1 cubic foot
MASS
6.452 x 10
10
2.832 x 10
kg
10
6.452
10
1000
2.832 x 10
t
in
1550
1000
1.371 x 10
1.646 x 10
1
ft
10.76
1.076 x 10
1
35.31
10
3.531 x 10
28.32
lb
3.531 x 10
kip
10
2.205
2.205 x 10
1 pound
0.454
4.536 x 10
10
DENSITY
kg/m
t/m
10
1 KILOGRAM
1 tonne
1 kip
1 KILOGRAM/METRE
1 tonne/metre
1 pound/foot
1 pound/inch
VELOCITY
1 METRE/SECOND
10
453.6
1
1 kip
ENERGY
1 KILONEWTON-METRE
1 joule
1 tonne-metre
1 kip-foot
PRESSURE, STRESS
1 NEWTON/METRE
1 kilopascal
1 megapascal
1 tonne force/metre
GRAVITATIONAL CONSTANT
1g
lb/ft
lb/in
6.243 x 10
3.613 x 10
62.428
3.613 x 10
1.728
5.787 x 10
m/s
mph
kph
kt
2.237
3.600
0.278
0.621
0.514
1 tonne force
10
10
2.205
27.680
1 knot
1 KILONEWTON
0.454
2205
1.602 x 10
0.447
FORCE
16.018
27680
>
5.400 x 10
1 foot
54
2.54 x 10
3.281
kN
1.151
tf
0.869
1.852
lbf
0.102
224.8
4.448
0.454
10
kN/m (kJ)
1
10-
1
J
t-m
kip-ft
9.807
9807
kN/m (kPa)
N/mm (MPa)
10
0.001
10
1356
tf/m
0.738
7.376 x 10
7.233
1
lbf/in (psi)
1.020 x 10
1.450 x 10
102.0
145.0
6.895 x 10
0.703
9.807 x 10
m/s
cm/s
9.807
0.138
10
9.807
6.895
kip
0.225
2.205
737.6
1.356
0.540
2204
10
1
1.944
1.609
9.807
980.7
0.102
1
in/s
386.1
0.145
1.422
ft/s
32.174
AFTER SALES
AFTER SALES & WARRANTY
FenderTeam are committed to providing support and assistance during commissioning and long into the fu-
ture. We offer standard and extended warranties as well as guidance on inspection and maintenance programs
to ensure our fender systems always provide the best performance and protection.
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is
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The standard warranty period is 12 months from installation or 18 months form shipping date, although longer
warranties are available on request. Performance guarantees are available if the option of fender performance
testing is carried out. Extended paint warranties can also be provided.
In all cases the warranties given are subject to berth operators conducting periodic inspections in accordance
with FenderTeam recommendations, and the timely submission of reports and photographs. This allows any
issues arising to be detected early, rectified and monitored.
Warranties do not cover accidental damage, normal wear and tear, visual appearance or the effects of environmental degradation over time. In the unlikely event of a claim for faulty materials and/or workmanship, Fender-
Team will repair or replace the defective components. Compensation values cannot exceed the cost of supplied
materials, less any reduction for normal use, and in no circumstances are costs of removal or reinstallation, or
any consequential costs or losses accepted.
It is recommended that users adopt an asset management system based on ISO 55000 ( or PAS-55).
DISCLAIMER
Every effort has been made to ensure that the technical specifications, product descriptions and design methods are correct and
represent current best practice. FenderTeam GmbH, subsidiaries, agents and associates do not accept the responsibility or liability
for any errors and omissions for any reason whatsoever reason.
When using this technical manual to develop a design, customers are strongly recommended to request a detailed specification,
calculations and certified drawings from FenderTeam specialists prior to construction and/or manufacture.
FenderTeam constantly strives to improve the quality and performance of products and systems. We reserve the right to change
specification without prior notice. All dimensions, material properties and performance values quoted are subject to normal production tolerances. This manual supersedes the information provided in all previous editions. It should also be used in conjunction
with current FenderTeam product catalogues. If in doubt, please consult FenderTeam.
Flag:
Date: 01 / 2013
>
55
FenderTeam AG
Tel. + 33 (0)1 41 29 09 20
Fax + 33 (0)1 41 29 09 27
E-mail: info@fenderteam.com
E-mail: contact@fenderteam.fr
E-mail: contact@fenderteam.us
Web: www.fenderteam.com
Web: www.fenderteam.com
Web: www.fenderteam.com
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