Trelleborg Marine Systems
1 11 Dec 2014 Trelleborg Marine Systems
Design of Fendering
The design process
Standards for design
Collecting ship data
Berthing conditions and speeds
The energy calculation
Factors of safety
What is energy absorption capacity
Reaction forces and structural costs
Berthing angles and effects on performance
Panel loads and stresses
Friction and wear facings
Anchors and fixings
The Design Process
Type of Location &
Ship Data Berthing Mode
Structure Environmental
Select Berthing Velocity
Calculate (Normal) Energy
Service Life,
Loads, etc
Safety Factor
ABNORMAL ENERGY
Select Fender and Panel Arrangement
NO
Reaction Force Check Structure & Panels OK?
YES
NO
Shear Forces Restraint Chain Sizes OK?
YES
NO
Berthing Angles Angular Performance OK?
YES
NO
Panel Dimensions Tides, Hull Pressures etc OK?
YES
NO
Material Specifications Corrosion Protection etc OK?
YES
NO
Full Design Review OK?
YES
FINAL FENDER DESIGN
Standards for Design
Many design standards are used around the world:-
BS6349 : Part 4 : 1994
BS6349 : Part 1 : 1995
EAU-1996 (Germany & some other markets)
Rom 0.2-90 (Spain & Spanish markets)
PIANC Fender Guidelines (1984)
PIANC Fender Guidelines (2002)
Collecting Ship Data
Smallest, largest & intermediate
Length(s), beam, draft & freeboard
Bow flares
Special hull features
Belting levels and shapes
Hull Pressures
Berthing Locations
Non-tidal basins (1)
Tidal Basins (2)
River Berths (3)
Coastal Berths (4)
Tides
Largest tides exceed 15m
Small tides variations are as important
as large tides
Vessels should not sit on fenders as
high tides drop
Vessels should not get caught
underneath at low tides
Sometimes ships can only berth at high
tide
Consider access for maintenance
Berthing Velocities (BS6349, PIANC etc)
a Easy berthing, sheltered
b Difficult berthing,
c sheltered
Easy berthing, exposed
d Good berthing, exposed
e Difficult berthing,
exposed
a b c d e
A 392.59 586.22 902.02 1210.44 1853.26
(A B + C MD )
V = B 13.85 32.88 31.78 25.05 19.26
(B + MD ) C -11.83 -5.39 -0.94 -2.68 26.00
D 0.40 0.45 0.46 0.44 0.45
The Energy Calculation
EN = 0.5 x MD x (VB)2 x CM x CE x CS x CC
Factors of Safety : Why?
BS6349 : Part 4 : 1994 : 4.9.1
Two levels of impact energy, normal and abnormal, should be established for
the design of the fender and the supporting berth structure
Abnormal risk factors:-
Engine or tug failure
Breakage of mooring lines
Sudden changes to wind or
current conditions
Human error
Factors of Safety : Standards
BS6349 : Part 4 : 1994 : 4.9.1
the ultimate (abnormal) energy capacity of each fender should
be up to double that calculated for normal impacts
PIANC Guidelines 2002
Berth Category Safety Factor Comment
Tanker & Bulk Cargo Largest 1.25*
Smallest 1.75
Container Largest 1.5
Smallest 2.0
General Cargo 1.75
RoRo and Ferries 2.0
Tugs, Work Boats etc 2.00
* Use this value with great caution only suitable if full EN calculation is made and
precise point of impact on ship hull is known. Generally FS 1.5 is recommended.
Factors of Safety : Caution!
Avoid adding too many safety factors on top of safety factors
A large safety factor ( 1.5) would normally account for fender performance
variations due to:-
- Temperature changes
- Frequency of berthing
- Small differences in berthing velocities
- Manufacturing tolerances
- Construction tolerances
- Normal wear and tear
Often the Normal berthing case will give higher loads and stresses than the
Abnormal berthing case, due to different load factors applied (see BS5950
etc)
Fender Selection
EA ERDP X VF X TF X AF X Manufacture Tolerance
Where
EA : Actual Berthing Energy Requirement calculation base on
PIANC Guidelines
ERDP : Rated Energy Absorption of Fender as per Manufacture Catalogue.
VF : Velocity Correction Factor base on Actual Site Condition
TF : Temperature Correction Factor base on Actual Site
Condition
AF : Angle Correction Factor base on Actual Site Condition.
13 [Date], 2013 [BA/BU/PA]Name
Rated Performance Data
14 [Date], 2013 [BA/BU/PA]Name
Energy Loss : Berthing Angles
Consider the true or compound
angle between hull and fender
Large compression angles can
cause large reductions in energy
absorption capacity
Bow flares can be 25 or more for
some ships
Berthing angles can be large, but
actual contact angles may be
much smaller
Angular Compression (Super Cone)
Angular Compression (Cells & Elements)
What is Energy Absorption Capacity?
Energy is the integral of reaction with
respect to deflection (= the area under the
Reaction curve)
D
E = R.dD
0
E
Deflection
Increase Energy : Increase Reaction
Doubling the reaction for the
same deflection will double
the energy
2R
2E
R
E
D
Increase Energy : Increase Deflection
Doubling the deflection for
the same reaction will
double the energy
R
E 2E
D 2D
Increase Energy : Use a Bigger Fender
A few big soft fenders are more efficient than lots of small hard fenders.
Fenders of the same type and size have the same efficiency,
irrespective of rubber grade (Energy Index).
Efficiency ratios allow all fender types and sizes to be compared.
Fender Size & Efficiency
Circular (3D) Fenders
Double the height, square the reaction
Double the height, cube the energy
For a given size, reaction and energy increase in
proportion with higher index
Linear (2D) Fenders
Double the height, double the reaction
Double the height, square the energy
For a given size, reaction and energy increase in
proportion with higher index
Double the length, double the reaction and energy
Fender Spacing & Bow Radius (RB)
Worst case may occur during a 2-fender
impact when both fenders share the berthing
energy.
Clearance distance, (C) should allow for bow
flare angles.
BS6349 suggests, in the absence of actual
data, S 0.15LS.
True hull contact angle (q) is less than the
berthing angle (a)
A useful approximation for RB
B L
2
RB 12 + OA
2 8 B
Comparing Panel Designs
The same port, same ships, same conditions and very different fender
designs!!
Thin panel, Thicker panel,
already bent much more
soon after energy, thicker
installation, no pads, safety
chains chains used
Panel Loads : Full Face Contact
Bending moments calculated
F
assuming UDL (W) with
equilibrium load (F) a
Tension chain is slack R
Maximum bending moment
W
occurs at rubber fender L
Avoid geometries where b
dimension b >> a
Panel Loads : Low Blow
Bending moments calculated nxT
from known fender reaction
and impact level a
Tension chain is critical to R
control performance
Increasing a reduces chain L
load but increases bending
b
moment in panel
Maximum bending moment F
occurs at rubber fender
For big bow flare angles, upper
tension chains may also be
needed
Panel Loads : Double Contacts
Bending moments calculated
F1
from known fender levels,
reactions (a function of fender a
deflection) and impact level(s) R1
Tension chain is critical to
control performance, until it
L
becomes slack b
Maximum bending moment
will occur at upper or lower R2
rubber fender (check both
c
cases)
Also check single line load F2
impacts between upper and
lower rubber fenders
Panel Construction
Closed-box construction Rule of thumb plate steel plate
Fully welded, pressure tested and section thicknesses:-
Greater sectional modulus
Exposed both sides 12mm
Lower maintenance Exposed one sides 10mm
Internal webs etc 8mm
Panels MUST be checked
for:-
Rule of thumb panel weights:-
bending resistance Light duty: 250~300kg/m
shear forces Medium duty: 300~350kg/m
local buckling Heavy duty: 350~400kg/m
Hull Pressures
Hull pressure us usually taken
as reaction force (R) over full
flat area of panel (H2 x W2)
In some cases, true contact
area should be considered (due
to low-freeboard vessels and
big tide ranges)
Suggested Hull Pressures
ULCC & VLCC 150~250 kN/m
Oil Tankers 250~350 kN/m
Chemical Tankers 300~400 kN/m
Bulk Carriers 150~250 kN/m
Post-Panamax Container 200~300 kN/m
Panamax Container 300~400 kN/m
Sub-Panamax Container 400~500 kN/m
General Cargo (un-belted) 300~600 kN/m
Gas Carriers 100~200 kN/m
Chains Systems
H1 H2
The rubber is usually stronger
than the chain!!
Chains control fender deflection
geometries
Only galvanised chains are
economically practical LC
Allow for corrosion
Install an easily replacable weak R
R
link (i.e. shackle)
Shear and weight chains must
resist frictional loads during
berthing and when moored
Wall brackets (and anchors)
need extra care during design 1 2
SWL =
( (R)) + W
9.81 n cos2
MBL = FS SWL W
W
Anchors, Edge Distances & Spacing
Make sure rubber fenders dont
clash
Anchor edge distance is
important will depend on
concrete reinforcement
Check chain brackets dont
foul at large deflections
Large panel overhangs need
checking for clearance
Check access to bolts for easy
installation and maintenance
