Fender Team Katalog 2010

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>> INHALT
04 Introduction 40 Donut Fender

08 SPC-Fender (Super Circle Fender) 42 Tug Fenders and Extruded Fender
12 CSS-Fender (Cell Fender) 48 PE Sliding Plates and Fender
16 FE-Fender (Element Fender) 50 Accessories and Fixings
20 PM-Fender (Parallel-Fender) 54 Special Products
22 Cylindrical Fender 56 Design Information
24 V-Fender
32 Roller- and Wheel-Fender
34 Pneumatic Floating Fender
36 Foam filled floating Fenders – Ocean Guard
38 Foam filled floating Fenders – Ocean Cushion
2 Introduction
(f.l.t.r.) Stefan Hochstein | Christina Möllmann | Kirsten Lausen | Jan Mursch |
Stefanie Kranig | Dominique Polte (January 2008)
>> Flag
Published by FenderTeam GmbH, Barkhausenweg 11, 22339 Hamburg, Germany.
All rights reserved by FenderTeam GmbH. This catalogue shall not be reproduced, copied or distributed without the prior written consent of Fender-
Team GmbH.
Disclaimer:
We – FenderTeam GmbH – have made every effort to ensure that technical specifications and product descriptions in this catalogue are true and
correct. However, we cannot accept any responsibility or liability for errors and / or omission for whatever reason. Users of the catalogue are kindly
requested to ask FenderTeam specialists for detailed and approved drawings and specifications before manufacturing and production. We herewith
reserve the right to make changes in specifications and / or drawings wherever necessary and without prior notice. We like to point out that all
dimensions, material properties and performance values mentioned are subject to standard tolerances.
Version: TC3.0E
Date: 01 / 2009
Artwork: FenderTeam GmbH & Ingenieurbüro Roßburger, Hamburg
Introduction 3
FenderTeam – on the safe side
FenderTeam GmbH is a newly established Company based in Hamburg, Germany. Our name signifies what we are – a dedicated team of ex-
perts providing the very best in fendering solutions. Fenders – We are specialists in the design, manufacture and sale of fenders and fender
systems. Team – Our team of partners, employees and reputable and approved suppliers all share one thing in common – the passion for this pro-
duct and the market. We also consider our clients as an important part of the team. Together we have decades of experience and specialized know-
how in this niche market which is highly safety-sensitive to people, ships and port infrastructure. Our expertise and know-how ensures unique
fender-engineered solutions, high quality products and fair prices.
>> Design and Engineering

Application engineering, detailed design calculations and installation supervision are all available through our exclusive cooperation with the con-
sulting engineering company, Roßburger. Consultant Roßburger and his team of engineers have a long track record in the marine construction
industry and share premises with FenderTeam. As a team we are true fender specialists with worldwide references. All FenderTeam products are
designed, manufactured and tested in accordance with PIANC 2002, EAU 2004, and DIN 18800
>> Sales and Production

A modern fender system consists of many different components and materials. These items are purchased worldwide through approved and reputa-
ble suppliers. All manufacturing is done strictly in accordance with FenderTeam specifications, drawings and calculations. Furthermore, our partners
in the supply chain are continuously being urged to enhance and develop their products.
4 Introduction
>> Rubber Fenders
The heart of a fender system is the energy absorbing rubber unit. FenderTeam has entered into an exclusivity agreement with the highly-regarded
Japanese company, Shibata, for the manufacture of this most important item in a fender system. Located in Kobe, Japan, the family-owned company,
Shibata Industrial, was founded in 1923 and has produced rubber fenders for more than 50 years.
The name Shibata has a global reputation for highest product quality, durability and reliability. In modern factories within and also outside of Japan,
Shibata manufactures a complete range of moulded rubber fenders.
>> Steel Panels and Accessories

Steel fender panels are preferably designed as a closed box and have a protective coating applied strictly in accordance with ISO EN 12944-C5M.
Both the fabrication of the steel fender panel and the application of the coating system are carried out in Germany. Our two standard colours are
RAL 2009 orange or RAL 7011 grey. Alternative coating systems and colours are available on request.
The steel fender panels and fixing accessories are manufactured only after detailed calculations have been made and working drawings prepared.
All fabrication work, quality control and related documentation are exclusively performed by qualified and skilled employees. Test certificates asso-
ciated with welding and materials are available to our customers upon request. All the required standard components such as anchors, shackles,
chains and bolts are sourced from specialized wholesalers.
Introduction 5
SPC-Fender (Super Circle Fender)
>> P
olyethylene Frontal Pads and Fender Piles (UHMW-PE / HD-PE)
Most modern fender systems include UHMW-PE (ultra-high molecular weight polyethylene) pads to enhance the life of the steel fender panel coa-
ting, minimise wear and reduce friction forces. The material properties of polyethylene are ideally suited for this application.
At the lower end of the market, HD-PE (high density polyethylene) sliding fenders offer a number of significant advantages compared to wooden
beams. PE- fender piles can be supplied either with or without glass fibre rebar or steel rebar. These piles can be used in many dolphin and pile
constructions to replace traditional tropical hardwood. Approved and mostly German-based companies are the suppliers of our polyethylene pro-
ducts. These products are manufactured strictly to our standards and specifications.
>> Installation
Important conditions for a smooth and on-time fender installation on site require all components to be not only supplied in correct quality and
quantity but also to match each other properly. We check this prior to delivery and provide our customers with detailed installation instructions.
>> Sales and service

Being office-based in Hamburg, we coordinate the sales and consultation activities in close cooperation with our local representatives. Our aim is to
answer all enquiries concerning the project both competently and timely.
Take our word – we look forward to receiving your enquires!
6 Introduction
>> Your FenderTeam
Jan Mursch Stefanie Kranig

Partner and Managing Director Sales
Tel. +49 (0)40 20 90 764 77 Tel. +49 (0)40 20 90 764 73
jan.mursch@fenderteam.com stefanie.kranig@fenderteam.com
Stefan Hochstein Kirsten Lausen

Partner and Managing Director Contract Administration
Tel. +49 (0)40 20 90 764 74 Tel. +49 (0)40 20 90 764 70
stefan.hochstein@fenderteam.com kirsten.lausen@fenderteam.com
Dominique Polte Christina Möllmann

Sales Manager General Administration
Tel. +49 (0)40 20 90 764 76 Tel. +49 (0)40 20 90 764 73
d.polte@fenderteam.com christina.moellmann@fenderteam.com
>> Partners
Olaf Kessel Neeme Kasser
Partner and Dutch representative Partner and Eastern Europe respresentative
Vossenakker 5 · NL-6711 CW Ede Körre 21 · EE-10319 Tallinn
The Netherlands Estonia
Tel: +31 - (0)318 - 613 186 Tel: +372 - (0)672 7008
Fax: +31 - (0)318 - 611 763 Fax: +372 - (0)672 7007
Mobile: +31 - 615 569 899 Mobile: +372 - 502 6986
E-Mail: okessel@xs4all.nl E-Mail: neeme@delmare.ee
>> Consultant Office
INGENIEURBÜRO
ROSSBURGER
Dipl.-Ing. Alfred Rogowski
Dipl.-Ing. Peter Roßburger Design Engineer
Owner and Civil Engineering Consultant Andrea Gläser
Tel. +49 (0)40 20 90 764 90 Design Draftswoman
Fax +49 (0)40 20 90 764 94 Ralf Zawal
E-Mail: info@rossburger.eu Design Draftsman
Introduction 7
Fender A ØB ØC D E ØF ØG Anchors Bolts Weight

[mm] [mm] [mm] [mm] [mm] [mm] [mm] [kg]
I I I I I I I I I I
SPC 300 300 500 262 18-23 38 440 210 4 x M20 4 x M20 37
SPC 350 350 570 306 20-25 38 510 245 4 x M20 4 x M20 52
SPC 400 400 650 350 25-30 38 585 280 4 x M20 4 x M20 82
SPC 500 500 800 435 22-27 40 730 350 4 x M24 4 x M24 147
SPC 600 600 900 525 23-28 43 810 420 4 x M24 4 x M24 240
SPC 700 700 1120 615 26-31 45 1020 490 4 x M24 4 x M24 400
SPC 800 800 1280 700 31-36 72 1165 560 6 x M30 6 x M30 540
SPC 900 900 1450 785 36-41 72 1313 630 6 x M30 6 x M30 775
SPC 1000 1000 1600 875 38-43 82 1460 700 6 x M36 6 x M36 1075
SPC 1150 1150 1850 1010 41-46 92 1550 805 6 x M42 6 x M42 1660
SPC 1200 1200 1920 1050 46-51 92 1750 840 8 x M42 8 x M42 1860
SPC 1300 1300 2080 1140 50-55 105 1900 910 8x M48 8x M48 2190
SPC 1400 1400 2240 1230 53-58 105 2050 980 8x M48 8x M48 2860

The SPC Fender is the result of continuing product development. This fender design is based on the Cone Fender which was introduced to world-
wide markets more than 25 years ago. This type of fender can be considered as the latest in state-of-the-art moulded fender products. Its refined
geometry and conical shape result in a number of outstanding performance characteristics which include:
Exceptionally good energy absorption to reaction force ratio (E:R)

Exceptional high energy absorption per weight of fender
High shear stability which allows the fender to carry even larger panel weights without using chains
Very good inherent resistance against shear force due to its geometry and self-centering characteristics
No reduction of energy absorption up to 10° compression angle
Internal overload stopper
The SPC fender is available in heights between 300 and 1400 mm, each in multiple hardness grades for the most precise fender selection
8 SPC-Fender (Super Circle Fender)

Rubber Performance SPC SPC SPC SPC SPC SPC SPC SPC SPC SPC SPC SPC SPC
grade Value 300 350 400 500 600 700 800 900 1000 1150 1200 1300 1400
I I I I I I I I I I I I I I
G 0.9 Energy 8,7 12,5 20,6 40,1 69,3 111 165 234 321 487 554 706 881
Reaction 55,1 80,0 98 153 220 300 392 496 612 810 882 1030 1201
G 1.0 Energy 9,0 13,9 21,3 41,6 71,9 114 170 242 333 506 575 731,6 914
Reaction 57,2 89,0 101,8 159,0 229,0 311 407 515 636 841 915 1070 1247
G 1.1 Energy 9,5 14,4 22,3 43,6 75,3 120 179 254 349 529 601 766 956
Reaction 59,8 91,0 106 166 239 325 425 538 665 879 958 1118 1304
G 1.2 Energy 9,9 14,8 23,3 45,5 78,6 125 187 265 364 552 628 799 998
Reaction 62,4 93,0 111 173 249 340 444 562 694 918 1000 1167 1361
G 1.3 Energy 10,3 15,5 24,3 47,4 81,8 130 194 277 379 575 654 833 1040
Reaction 65,0 96,0 115 180 260 354 462 585 723 956 1042 1216 1418
G 1.4 Energy 10,7 15,7 25,3 49,3 85,1 136 202 288 394 599 680 866 1082
Reaction 67,7 98,0 120 188 270 368 481 609 752 995 1083 1265 1475
G 1.5 Energy 11,1 16,2 26,2 51,2 88,4 141 210 299 410 622 706 900 1123
Reaction 70,3 100,0 125 195 281 382 500 632 781 1033 1125 1314 1532
G 1.6 Energy 11,5 16,7 27,2 53,1 91,7 146 218 310 425 645 733 933 1165
Reaction 72,9 102,0 129 202 291 397 518 656 810 1072 1167 1363 1589
G 1.7 Energy 11,9 17,1 28,2 55,0 95,0 151 226 321 440 668 759 967 1207
Reaction 75,5 104,0 134 209 302 411 537 680 839 1110 1209 1412 1646
G 1.8 Energy 12,3 17,6 29,2 56,9 98,3 156 233 332 455 691 785 1000 1249
Reaction 78,1 107,0 138 217 312 425 555 703 868 1149 1251 1461 1703
G 1.9 Energy 12,7 18,0 30,1 58,8 101,6 162 241 343 471 714 812 1034 1291
Reaction 80,7 109,0 143 224 323 439 574 727 897 1187 1293 1510 1760
G 2.0 Energy 13,1 18,5 31,1 60,7 104,9 167 249 354 486 737 838 1067 1332
Reaction 83,4 111,0 148 231 333 454 593 750 926 1225 1335 1559 1817
G 2.1 Energy 13,6 19,0 32,1 62,6 108,2 172 257 365 501 760 864 1101 1374
Reaction 86,0 114,0 152 238 344 468 611 774 955 1264 1377 1608 1874
G 2.2 Energy 14,0 19,4 33,1 64,5 111,4 177 265 376 516 784 890 1134 1416
Reaction 88,6 117,0 157 246 354 482 630 797 984 1302 1418 1656 1931
G 2.3 Energy 14,4 19,9 34,0 66,4 114,7 183 272 388 531 807 917 1168 1458
Reaction 91,2 120,0 162 253 365 496 648 821 1013 1341 1460 1705 1988
G 2.4 Energy 14,8 20,3 35,0 68,3 118,0 188 280 399 547 830 943 1201 1499
Reaction 93,8 123,0 166 260 375 511 667 844 1043 1379 1502 1754 2045
G 2.5 Energy 15,2 20,8 36,0 70,2 121,3 193 288 410 562 853 969 1234 1541
Reaction 96,4 126,0 171 268 385 525 686 868 1072 1418 1544 1803 2102
G 2.6 Energy 15,6 21,3 36,9 72,1 124,6 198 296 421 577 876 996 1268 1583
Reaction 99,1 129,0 176 275 396 539 704 891 1101 1456 1586 1852 2159
G 2.7 Energy 16,0 21,7 37,9 74,0 127,9 203 304 432 592 899 1022 1301 1625
Reaction 102 132 180 282 406 553 723 915 1130 1495 1628 1901 2216
G 2.8 Energy 16,4 22,2 38,9 75,9 131,2 209 311 443 608 922 1048 1335 1667
Reaction 104 135 185 289 417 568 741 939 1159 1533 1670 1950 2273
G 2.9 Energy 16,8 22,6 39,9 77,8 134,5 214 319 454 623 945 1074 1368 1708
Reaction 107 138 190 297 427 582 760 962 1188 1571 1712 1999 2330
G 3.0 Energy 17,3 23,1 40,8 79,7 137,7 219 327 465 638 969 1101 1402 1750
Reaction 110 141 194 304 438 596 779 986 1217 1610 1753 2048 2387
G 3.1 Energy 17,7 25,4 41,8 81,6 141,0 224 335 476 653 992 1127 1435 1792
Reaction 112 155 199 311 448 610 797 1009 1246 1648 1795 2097 2444
E/R 0,16 0,16 0,21 0,26 0,31 0,36 0,42 0,47 0,52 0,60 0,62 0,68 0,74
SPC 300 350 400 500 600 700 800 900 1000 1150 1200 1300 1400
SPC-Fender (Super Circle Fender) 9

generic performance curve spc-Fender
GENERIC PERFORMANCE CURVE
SPC - Fender
200 400
150 300
Reaction [%]
Reaction [%]
[%]
Energy[%]
100 200
Energy
50 100
0 0
0 10 20 30 40 50 60 70
Deflection [%]
Deflection [%]
Reaction Energy Tolerance: +/- 10 %
Reaction Energy Tolarance: + / -10 %
ENERGY correction
Energy and reaction AND REACTION CORRECTION
factor FACTOR
110
100
90
Factor [%]
80
Factor [%]
70
60
50
2 4 6 8 10 12 14 16 18 20 22 24 26 28 30
Angle [°]
Angle [°]
Reaction Energy
Reaction Energy Tolarance: + / -10 % Tolerance: +/- 10 %
Intermediate Deflection Table

D [%] 0 5 10 15 20 25 30 35 45 50 55 60 65 70 75
E [%] 0 1 4 8 15 22 31 40 59 67 75 82 89 100 104
R [%] 0 19 43 65 76 89 97 98 92 84 77 73 77 100 160
Temperature Factor
Temperatur [°C] -20 -10 0 10 23 30 40 50 60
TF 1.375 1.182 1.083 1.034 1 0.976 0.945 0.918 0.917
Energy & Reaction Correction Factors for vertical or horizontal angles

Angle [°] 0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30
E [%] 100 103 105 105 103 100 94 89 83 79 74 68 62 58 54 54
R [%] 100 100 100 100 100 100 98 97 94 89 82 76 70 64 64 74
10 SPC-Fender (Super Circle Fender)

CSS-Clearances Weight support SPC-Fender (Super Circle Fender)
>> SPC-Clearances
The fender design should allow for:
increased diameter of SPC-Fender during compression

sufficient clearance of front panel
minimum edge distance for anchoring
>> SPC-Weight support Capacity

Due to its geometry, the SPC Fender can support a front panel with the same weight as the fender body itself. For panel with a higher weight, we
recommend the use of weight support chains.t
SPC-Fender (Super Circle Fender) 11

Pasir Gudang, Malaysia
Fender A ØB ØC D Anchors Bolts Weight

[mm] [mm] [mm] [mm] [kg]
I I I I I I I
CSS 500 500 650 16 - 20 550 4x M24 4x M24 110
CSS 600 600 780 20 - 25 660 4x M27 4x M27 197
CSS 800 800 1050 27 - 33 900 6x M30 6x M30 432
CSS 1000 1000 1230 32 - 40 1100 6x M36 6x M36 760
CSS 1150 1150 1440 37 - 45 1300 6x M42 6x M42 1205
CSS 1250 1250 1600 40 - 49 1450 6x M42 6x M42 1550
CSS 1450 1450 1820 42 - 52 1650 6x M48 6x M48 2350
CSS 1600 1600 1960 45 - 56 1800 8x M48 8x M48 2940
CSS 1700 1700 2100 50 - 60 1900 8x M56 8x M56 3700
CSS 2000 2000 2200 50 - 62 2000 8x M64 8x M64 5310
CSS 2250 2250 2550 59 - 63 2300 10x M64 10x M64 7400
CSS 2500 2500 2950 69 - 84 2700 10x M64 10x M64 10280
CSS 3000 3000 3350 82 - 98 3150 12x M72 12x M72 16100
CSS-FENDER (Cell Fender)

The CSS fender is a well established fender type. This fender has a hollow cylindrical body with fully rubber-embedded mounting flanges and is
designed to deflect in an axial direction. Originally designed to replace cylindrical fenders, these fenders have more than 30 years track record with
only some minor improvements over the years. Cell fenders are very robust and have been used for decades in many ports around the world.
The CSS-style fender’s well-known and admired characteristics include:
Good energy absorption to reaction force ratio (E:R) compared to most fenders
Integrated and fully-embedded fender flanges make assembly & installation simple
Good shear force resistance due to the large diameter of the fender flanges
Large fender footprint with good force distribution which can support relatively light panel construction
In heights between 400 and 3000 mm, each in multiple hardness grades for the most precise fender selection
12 CSS-Fender (Cell Fender)

Rubber Performance CSS- CSS- CSS- CSS- CSS- CSS- CSS- CSS- CSS- CSS- CSS- CSS- CSS- CSS-
grade Value 400 500 600 800 1000 1150 1250 1450 1600 1700 2000 2250 2500 3000
I I I I I I I I I I I I I I I I
G 0.9 Energy 8,8 18 31 74,6 145 221,8 284 443,5 596 714 1165 1659 2544 3795
Reaction 50 83 119 211 330,6 438 517 694 846 961 1321 1676 2317 3310
G 1.0 Energy 9,8 19 33 78,5 153 233 299 466,8 627,6 751 1225 1745 2826 4217
Reaction 55,9 87 125,5 223 348 460,9 544 731,6 891 1010 1393 1765 2574 3678
G 1.1 Energy 10 20 34,7 82 160,6 245 314 490 659 789 1287 1831,9 2976 4452
Reaction 59 91 131,8 233,8 365,6 483,8 571 768 936,7 1059 1463 1853,5 2711 3879
G 1.2 Energy 11 21 36 86 168 256,6 328,9 513,5 690 827 1348 1918 3026 4688
Reaction 62,9 95,8 138 245 383 506,8 598 805 982 1108 1534 1941,7 2847 4080
G 1.3 Energy 11,6 22 38 90 175,9 268 343,8 536,8 721 864 1408 2005 3275 4923
Reaction 67 100 144 256 400,5 529,7 625,5 841,6 1027 1157 1604 2030 2983 4281
G 1.4 Energy 12 22,9 39,8 94 183,6 279,7 358,7 560 753 901,8 1469 2091 3425 5158
Reaction 70 105 151 267 417,9 552,7 385,8 878 1073 1206 1675 2118 3120 4482
G 1.5 Energy 12,7 23,9 41 98 191 291 373 583,5 785 940 1530 2177 3575 5394
Reaction 73,5 108,9 157 278,5 435 575,6 680 915 1118 1255 1745,6 2207 3256 4683
G 1.6 Energy 13 25 44 104 202,8 308,7 397 618,6 832 997 1622 2309 3724 5629
Reaction 77 115 166 295 461,5 610 720 969 1185 1332 1859,5 2338 3392 4884
G 1.7 Energy 14 26,8 46 109,9 214 326 418,7 653,7 879 1054 1714 2440 3874 5865
Reaction 81 121,8 176 311,9 487,6 644,6 761 1023,6 1251 1404 1953 2469 3528 5085
G 1.8 Energy 14,5 28 48,8 115,7 225,9 343,6 441 688,8 926 111 1806 2571 4024 6100
Reaction 84 128 185 328,5 513,6 679 802 1078 1318 1484 2057 2601 3665 5286
G 1.9 Energy 15 29,7 51 121,6 237,5 361 463,8 723,9 972,8 1169 1899 2703 4173 6335
Reaction 87,7 134,7 194,6 345 539,7 713,7 842,8 1132 1385 1561 2161 2732 3801 5487
G 2.0 Energy 15,7 31 53,7 127,5 249 378,5 486 759 1020 1225,8 1990,7 2834 4323 6571
Reaction 91 141 204 361,9 565,8 748 883,6 1186,6 1451 1638 2265 2864 3937 5688
G 2.1 Energy 16 32 55 131,5 256,7 390 501 782 1051 1263 2051,5 2922 4452 6761
Reaction 93,8 145,5 210 373 583 881 910,6 1223,6 1495 1687 2334 2952 4056 5856
G 2.2 Energy 16,7 33 57 135,5 264 401,7 516 805,7 1083 1300 2112 3011 4582 6952
Reaction 96,5 149,8 216,6 384,5 600,7 794 938 1261 1538 1736 2403 3040 4174 6023
G 2.3 Energy 17 34 58,7 139,5 272 413 531 829 1114 1338 2173 3099 4712 7143
Reaction 99 154 222,8 295 618 817 965 1298 1580 1784 2471 3128 4292 6191
G 2.4 Energy 17,7 34,9 60 143,5 279,7 424,8 546 852 1145 1375 2234 3187 4841 7334
Reaction 102 158,5 229 406,6 635,6 840 992,6 1335,6 1624 1834 2540 3275 4410 6358
G 2.5 Energy 18 35,9 62 147,5 287 436 560,9 875,7 1177 1412 2295 3275 4971 7525
Reaction 104 162,8 235 417,8 653 863 1019,9 1372,9 1667 1883 2609 3305 4528 6526
G 2.6 Energy 18,6 36,8 63,7 151 294,6 447,6 575 898,7 1206 1448 254 3358 5101 7716
Reaction 107 167 241 428 669,8 885 1045 1408 1710 1931,9 2675 3389 4647 6693
G 2.7 Energy 19 37,7 65 154,8 301,8 458,8 589,5 921,6 1236 1482 2413 3440 5230 7906
Reaction 110 171 247 439 686 907 1070,9 1443,5 1753 1980 2742 3474 4765 6860
G 2.8 Energy 19,6 38,7 66,8 158 309 470 603,9 944,6 1265 1518 2471 3523 5360 8097
Reaction 112 175,8 253 449,5 702,5 920 1096 1478,9 1797 2030 2809 3558 4883 7028
G 2.9 Energy 20 39,6 68 162 316 481 618 967,5 1294,5 1553 2530 3604 5490 8288
Reaction 115 180 258,9 460 719 942 1121,8 1514 1840 2079 2875 3642 5001 7195
G 3.0 Energy 20,6 40,5 69,9 165,7 323,6 492 632,5 990,5 1323,9 1588,7 2589 3687 5619 8479
Reaction 118 184 264,8 470,7 735,5 972,8 1147 1549,5 183 2128 2942 3727 5119 7363
G 3.1 Energy 22,7 41,5 71,5 169 330,9 503,5 646,8 990,5 1553 1624 2648 3770 6181 9327
Reaction 129 188,7 270,7 481 752 994,8 1172,9 1013,5 1926 2177 3009 3811 5631 8099
E/R 07 02 0 05 04 0,51 0,55 0,64 0,70 0,75 0,88 0,99 10 15
CSS 400 500 600 800 1000 1150 1250 1450 1600 1700 2000 2250 2500 3000
CSS-Fender (Cell Fender) 13

generic performance curve CSS-Fender
150
300
Reaction [%]
Energy [%]
100
200
50
100
0 0
0 10 20 30 40 50
Deflection [%]
Energy and reaction correction factor
110
100
Factor [%]
90
80
70
60
50
2 4 6 8 10 12 14 16 18 20
Angle [°]

D [%] 0 5 10 15 20 25 30 35 40 45 50 55
E [%] 0 2 8 16 26 38 50 60 70 85 100 105
R [%] 0 35 60 80 95 100 98 96 95 97 100 115

D [%] 0 2 4 6 8 10 12 14 16 18 20
E [%] 100 99 97 93 91 88 85 82 77 71 65
R [%] 100 100 98 97 96 95 94 93 92 91 90
14 CSS-Fender (Cell Fender)

CSS-Clearances CSS-Weight support Salalah, Oman
capacity
>> CSS-Weight support Capacity CSS (H) Edge (A) Centres (B)
The CSS-Fender can support a significant amount of weight. As I I I
a rule of thumb, we recommend to add weight support chains 400 175 700
if the panel weight exceeds the weight of the rubber body. 500 185 700
630 210 880
>> CSS-Clearances 800 230 1120
The fender design should allow for: 1000 255 1500
1150 290 1730
increased diameter of CSS-Fender during compression 1250 290 1870
sufficient clearance of front panel 1450 350 2180
minimum edge distance for anchoring 1600 350 2400
1700 375 2550
The following table is providing a guideline: 2000 430 2880
2250 430 3360
2500 430 3730
3000 510 4500
CSS-Fender (Cell Fender) 15

Ventspils, Latvia
Fender L A B C D E F G H J Anchors / weight

[mm] [mm] [mm] [mm] [mm] [mm] [mm] [mm] [mm] [mm] Bolts [kg]
I I I I I I I I I I I I I
FE 250 100 250 158 80 78 40 17 40 50 300 M20 30
FE 300 1000 300 187 94 93 47 17 50 150 300 M20 46
FE 400 1000 400 250 125 124 63 17 62 250 500 M24 66
FE 500 1000 500 316 158 142 87 20 71 250 500 M30 111
FE 550 1000 550 344 172 170 87 20 85 250 500 M30 132
FE 600 1000 600 373 188 199 87 20 101 250 500 M30 153
FE 700 1000 700 443 225 217 113 20 112 250 500 M36 222
FE 750 1000 750 466 235 230 118 26 117 250 500 M36 239
FE 800 1000 800 498 250 240 129 26 121 250 500 M36 268
FE 900 1000 900 570 289 280 145 31 144 250 500 M42 367
FE 1000 1000 1000 634 322 310 162 31 160 250 500 M42 454
FE 1250 1000 1250 792 401 388 202 36 199 250 500 M48 639
FE 1450 1000 1450 901 454 445 228 41 226 250 500 M48 873
FE 1600 1000 1600 1002 507 480 261 50 246 250 500 M56 1114
FE-Fender (Element Fender)

Element fenders are fully moulded rubber legs with embedded mounting plates. In principle they are based on V-fenders but separated legs increase
fender layout flexibility when installed behind steel panels or where mounting space is restricted
The CSS-style fender’s well-known and admired characteristics include:
Good energy absorption to reaction force ratio (E:R)

High energy absorption per weight of rubber
Modular and compact design with small footprint
Vertically and horizontally mounted elements may be combined in one system
The FE fender element is available in heights between 250 and 1600 mm, in standard lengths ranging from 500 to 2000 mm each in multiple hard-
ness grades for the most precise fender selection.
16 FE-Fender (Element Fender)

Rubber Performance FE FE FE FE FE FE FE FE FE FE FE FE FE FE
grade Value 250 300 400 500 550 600 700 750 800 900 1000 1250 1450 1600
G 0.9 Energy 8,7 12,6 22 35 43 50 68 78 90 114 141 189 336 363
Reaction 79 102 122 151 167 182 212 229 213 275 306 328 503 456
G 1.0 Energy 9,0 13,0 23 36 44 52 70 81 93 118 146 197 343 374
Reaction 82,2 105,7 126 157 173 188 219 238 220 285 317 342 515 467
G 1.1 Energy 9,3 13,4 24 37 46 54 73 84 96 122 151 206 351 385
Reaction 85,7 108,9 131 162 179 195 227 246 228 295 328 357 526 477
G 1.2 Energy 9,6 13,8 25 39 47 56 75 87 99 126 156 214 359 396
Reaction 89,1 112,2 135 168 185 202 235 254 235 305 338 371 538 488
G 1.3 Energy 9,9 14,2 25 40 49 58 78 89 103 130 161 222 367 408
Reaction 92,6 115,4 140 173 192 209 243 262 243 314 349 386 550 499
G 1.4 Energy 10,2 14,6 26 41 50 59 80 92 106 134 166 231 374 419
Reaction 96,1 118,7 144 179 198 215 251 270 251 324 360 400 561 509
G 1.5 Energy 10,5 15,0 27 43 52 61 83 95 109 138 171 239 382 430
Reaction 99,5 122,0 148 185 204 222 259 279 258 334 371 415 573 520
G 1.6 Energy 10,8 15,4 28 44 53 63 85 98 112 142 176 248 390 441
Reaction 103,0 125,2 153 190 210 229 266 287 266 344 382 429 585 530
G 1.7 Energy 11,1 15,8 29 45 55 65 88 101 115 146 181 256 398 452
Reaction 106,5 128,5 157 196 216 235 274 295 273 354 393 444 596 541
G 1.8 Energy 11,4 16,2 29 46 56 67 90 103 119 150 186 264 406 464
Reaction 109,9 131,7 162 202 222 242 282 303 281 363 403 458 608 551
G 1.9 Energy 11,7 16,6 30 48 58 69 93 106 122 154 191 273 413 475
Reaction 113,4 135,0 166 207 228 249 290 311 289 373 414 473 620 562
G 2.0 Energy 12,0 17,0 31 49 59 71 95 109 125 159 196 281 421 486
Reaction 116,8 138,2 170 213 234 255 298 320 296 383 425 487 631 573
G 2.1 Energy 12,3 17,4 32 50 61 72 98 112 128 163 201 289 429 497
Reaction 120,3 141,5 175 219 240 262 306 328 304 393 436 502 643 583
G 2.2 Energy 12,6 17,8 33 52 63 74 100 115 131 167 206 298 437 508
Reaction 123,8 144,7 179 224 246 269 313 336 311 402 447 517 654 594
G 2.3 Energy 12,9 18,2 33 53 64 76 103 117 135 171 211 306 444 520
Reaction 127,2 148,0 184 230 253 276 321 344 319 412 458 531 666 604
G 2.4 Energy 13,2 18,6 34 54 66 78 105 120 138 175 216 315 452 531
Reaction 130,7 151,2 188 236 259 282 329 352 327 422 469 546 678 615
G 2.5 Energy 13,5 19,0 35 56 67 80 108 123 141 179 221 323 460 542
Reaction 134,1 154,5 192 241 265 289 337 361 334 432 479 560 689 625
G 2.6 Energy 13,8 19,4 36 57 69 82 110 126 144 183 226 331 468 553
Reaction 137,6 157,7 197 247 271 296 345 369 342 442 490 575 701 636
G 2.7 Energy 14,1 19,8 37 58 70 83 113 129 147 187 231 340 475 564
Reaction 141,1 161,0 201 253 277 302 353 377 349 451 501 589 713 646
G 2.8 Energy 14,4 21,2 37 59 72 85 115 131 151 191 236 348 483 576
Reaction 144,5 172,4 205 258 283 309 361 385 357 461 512 604 724 657
G 2.9 Energy 14,7 21,6 38 61 73 87 118 134 154 195 241 356 491 587
Reaction 148,0 175,6 210 264 289 316 368 394 365 471 523 618 736 668
G 3.0 Energy 15,0 22,0 39 62 75 89 120 137 157 199 246 365 499 598
Reaction 148,0 178,9 214 270 295 322 376 402 372 481 534 633 748 678
G 3.1 Energy 15,3 22,4 40 63 77 91 123 140 160 203 251 373 507 609
Reaction 151,5 182,1 219 275 301 329 384 410 380 490 544 647 759 689
E/R 0,10 0,12 0,18 0,23 0,25 0,28 0,32 0,34 0,37 0,41 0,46 0,57 0,67 0,74
FE 250 300 400 500 550 600 700 750 800 900 1000 1250 1450 1600
FE-Fender (Element Fender) 17

generic performance curve FE-Fender
120 200
100
150
80
Reaction [%]
Energy [%]
60 100
40
50
20
0 0
0 10 20 30 40 50 60
Deflection [%]
110
Energy and reaction correction factor
100
90
80
70
Factor [%]
60
50
2 4 6 8 10 12
Angle [°]

Di [%] 0 5 10 15 20 30 35 40 45 50 55 57.5 62.5
E [%] 0 2 8 16 26 50 60 70 85 100 105 100 113
Ri [%] 0 35 60 80 95 98 96 95 97 100 115 100 130

Angle [°] 0 2 4 6 8 10 12 14 16 18 20
E [%] 100 99 97 93 91 88 85 82 77 71 65
R [%] 100 100 98 97 96 95 94 93 92 91 90
( For ratio G / H = 1 as per sketch below)
18 FE-Fender (Element Fender)

Klaipeda, Lithuania
FE-Element Spacing FE-Weight support Capacity Klaipeda, Lithuania
>> FE-Element Spacing

The fender design should allow for:
increased width of fender during compression
sufficient clearance of front panel
minimum edge distance for anchoring
>> FE-Weight support Capacity

The weight support capacity of the FE-Fender is depending on the orientation of the elements versus the static weight.
The following table provides a guideline to calculate the weight support capacity.
maximum panel weight without support chains: FH = n x H x L x 0.8

FV = n x H x L x 1.2
n = the number of elements
FE-Fender (Element Fender) 19

Front View Side View
SPC-Fender (Super Circle Präsentation
PM-Fender (Parallelfender)
The PM-Fender is an individually designed complete fender system. A turning lever-arm mounted between the structure and the panel restrains the
panel movement during the entire fender compression, allowing it to move only parallel to its mounting irrespective of the impact level and angle.
The advantages are obvious:
The system provides equal energy absorption capacity at any impact level
No second contact point between the ship and the fender system can occur
Reaction forces are much lower compared to conventional fender systems
Lower reaction forces result in lower hull pressures and lighter structures which can lead to substantial savings in the complete project.
This fender is uniquely designed for each project. FenderTeam would be pleased to receive your design input allowing us to select the correct type,
size and overall layout for the PM-fender.
20 PM-Fender (Parallel-Fender)
Front View Side View Single PM-Fender Double PM-Fender
Petronas, East Malaysia
1 SPC-Rubber fender unit

2 Closed box steel panel
3 Torsion tube
4 Torsion tube arm
5 Upper and lower bracket with hinges
6 UHMW-PE plates
PM-Fender (Parallel-Fender) 21
generic performance curve Cylindrical-Fender
200
100
150
Reaction [%]
Energy [%]
100
50
50
0 0
0 20 40 60 80 100
Deflection [%]
Genova, Italy
Cylindrical Fenders
Cylindrical fenders were the first fender type to be produced with a defined performance. Adequate installation is simply achieved by using chains,
bars, ropes or specially designed brackets. Their proportional increase of reaction force and energy absorption all the way to the rated deflection is an
advantage resulting in softer berthing. Others are:
Very robust and simple fender type

Easy to install allowing multiple usage at different berths
Outside diameter up to 2700 mm and inside diameter ranging from only 50 to 1300 mm
Variable in length up to 20 m, limited mainly by handling and transport
Reaction forces are much lower compared to conventional fender systems
Special dimensions and features such as pre-bend or jointing can be requested.
22 Cylindrical Fender
OD x ID E R Weight
[mm] [kNm / m] [kN / m] [kg / m]
I I I I
100 x 50 0.8 43 7.2
125 x 65 1.3 51 11.0
150 x 75 1.8 65 16.3
175 x 75 2.7 92 24.1
200 x 100 3.3 86 29.0
250 x 125 5.1 108 45.3
300 x 150 7.4 129 65.2
380 x 190 11.8 164 105
400 x 200 13.1 172 116
450 x 225 16.6 194 147
500 x 250 28.0 275 181
600 x 300 40.0 330 255
800 x 400 72.0 440 453
1000 x 500 112 550 707
1200 x 600 162 660 1018
1400 x 700 220 770 1386
1400 x 800 208 649 1245
1500 x 750 253 825 1591
1600 x 800 288 880 1810
1750 x 900 340 929 2124
2000 x 1200 415 871 2414
2400 x 1200 647 1321 4073
2700 x 1300 818 1486 5154
Black standard fender, Factory Malaysia Präsentation
Cylindrical Fender 23
generic performance curve SX-Fender
Reaction [%]
Energy [%]
Pasir Gudang, Malaysia
Deflection [%]
Fendersize A B C D E F K Anchors
[mm] [mm] [mm] [mm] [mm] [mm] [mm]
I I I I I I I I I
SX 250 250 500 200 18 178 400 40 M24
SX 300 300 600 290 23 213 480 40 M30
SX 400 400 800 320 27 285 640 40 M36
SX 500 500 1000 400 29 358 800 50 M36
SX 600 600 1200 480 34 425 960 50 M42
SX 800 800 1500 640 38 520 1300 60 M48
SX 1000 1000 1800 800 47 610 1550 80 M48
V-Fenders
The V-fender is the most commonly used moulded fender type and is available in 2 different cross sections, SX (SX-P) and SH. The main difference is
the width of the front face and resulting surface load.
Each type can be equipped with an additional embedded steel plate in the fender head. This allows the installation of a low friction PE-rubbing plate,
a steel fender panel or the mounting of the fender unit behind a pile construction.
Are very robust, durable and require low maintenance

Provide high shear resistance in the longitudinal direction
Are suitable for piers where many different types of ships are likely to berth
Can be installed both vertically and horizontally
The V-fender is available in standard heights from 250 to 1000 mm and standard length ranging from 1000 to 3000 mm, each in multiple hardness
grades for most precise selection.
24 V-Fender
Size L H G J Anchors Weight
I I I I I I I
SX 250 1000 112.5 1 x 900 1125 4 85
1500 112.5 2 x 700 1625 6 123
2000 117.5 3 x 630 2115 8 162
2500 112.5 3 x 800 2625 8 200
3000 112.5 4 x 725 3125 10 239
3500 112.5 5 x 680 3625 12 277
SX 300 1000 125 1 x 900 1150 4 129
1500 125 2 x 700 1650 6 187
2000 130 3 x 630 2150 8 244
2500 125 3 x 800 2650 8 302
3000 125 4 x 725 3150 10 359
3500 125 5 x 680 3650 12 417
SX 400 1000 150 1 x 900 1200 4 240
1500 150 2 x 700 1700 6 342
2000 155 3 x 630 2200 8 445
2500 150 3 x 800 2700 8 548
3000 150 4 x 725 3200 10 651
3500 150 5 x 680 3700 12 754
SX 500 1000 175 1 x 900 1250 4 358
1500 175 2 x 700 1750 6 506
2000 180 3 x 630 2250 8 654
2500 175 3 x 800 2750 8 802
3000 175 4 x 725 3250 10 951
3500 175 5 x 680 3750 12 1099
SX 600 1000 200 1 x 900 1300 4 525
1500 200 2 x 700 1800 6 734
2000 205 3 x 630 2300 8 944
2500 200 3 x 800 2800 8 1153
3000 200 4 x 725 3300 10 1363
SX 800 1000 250 1 x 900 1400 4 890
1500 250 2 x 700 1900 6 1227
2000 255 3 x 630 2400 8 1563
2500 250 3 x 800 2900 8 1900
3000 250 4 x 725 3400 10 2237
SX 1000 1000 300 1 x 900 1500 4 1397
1500 300 2 x 700 2000 6 1902
2000 305 3 x 630 2500 8 2406
2500 300 3 x 800 3000 8 2910
3000 300 4 x 725 3500 10 3414
V-Fender 25
generic performance curve SX-P-Fender
200 300
250
150
Reaction [%]
Energy [%]
200
100 150
100
50
50
0 0
0 10 20 30 40 50
Deflection [%]
Waterland Terminal Extension, Amsterdam,

The Netherlands
Fendersize A B C D E F K Anchors Bolts

I I I I I I I I I I
SX-P 250 250 500 200 18 178 400 40 M24 M16
SX-P 300 300 600 290 23 213 480 40 M30 M20
SX-P 400 400 800 320 27 285 640 40 M36 M20
SX-P 500 500 1000 400 29 358 800 50 M36 M24
SX-P 600 600 1200 480 34 425 960 50 M42 M24
SX-P 800 800 1500 640 38 520 1300 60 M48 M30
SX-P 1000 1000 1800 800 47 610 1550 80 M48 M30
26 V-Fender
I I I I I I I
SX-P 250 1000 112.5 1 x 900 1125 4 85
1500 112.5 2 x 700 1625 6 123
2000 117.5 3 x 630 2115 8 162
2500 112.5 3 x 800 2625 8 200
3000 112.5 4 x 725 3125 10 239
3500 112.5 5 x 680 3625 12 277
SX-P 300 1000 125 1 x 900 1150 4 129
1500 125 2 x 700 1650 6 187
2000 130 3 x 630 2150 8 244
2500 125 3 x 800 2650 8 302
3000 125 4 x 725 3150 10 359
3500 125 5 x 680 3650 12 417
SX-P 400 1000 150 1 x 900 1200 4 240
1500 150 2 x 700 1700 6 342
2000 155 3 x 630 2200 8 445
2500 150 3 x 800 2700 8 548
3000 150 4 x 725 3200 10 651
3500 150 5 x 680 3700 12 754
SX-P 500 1000 175 1 x 900 1250 4 358
1500 175 2 x 700 1750 6 506
2000 180 3 x 630 2250 8 654
2500 175 3 x 800 2750 8 802
3000 175 4 x 725 3250 10 951
3500 175 5 x 680 3750 12 1099
SX-P 600 1000 200 1 x 900 1300 4 525
1500 200 2 x 700 1800 6 734
2000 205 3 x 630 2300 8 944
2500 200 3 x 800 2800 8 1153
3000 200 4 x 725 3300 10 1363
SX-P 800 1000 250 1 x 900 1400 4 890
1500 250 2 x 700 1900 6 1227
2000 255 3 x 630 2400 8 1563
2500 250 3 x 800 2900 8 1900
3000 250 4 x 725 3400 10 2237
SX-P 1000 1000 300 1 x 900 1500 4 1397
1500 300 2 x 700 2000 6 1902
2000 305 3 x 630 2500 8 2406
2500 300 3 x 800 3000 8 2910
3000 300 4 x 725 3500 10 3414
V-Fender 27
generic performance curve SH-Fender
200 300
250
Reaction [%]
150
Energy [%]
200
100 150
100
50
50
0 0
0 10 20 30 40 50
Deflection [%]
Waterland Terminal Extension, Amsterdam, The

Netherlands
Fendersize A B C D E F K Anchors
I I I I I I I I I
SH 250 250 625 280 18 203 530 8 M24
SH 300 300 750 340 23 245 640 9 M30
SH 400 400 1000 450 14 325 850 12 M30
SH 500 500 1200 560 30 380 1040 15 M36
SH 600 600 1400 675 35 438 1230 18 M42
SH 800 800 1800 900 40 550 1600 24 M48
SH 1000 1000 2200 1125 40 663 2000 30 M48
28 V-Fender
I I I I I I I
SH 250 1000 120 1 x 840 1080 4 98
1500 120 2 x 670 1580 6 144
2000 120 2 x 920 2080 6 190
2500 120 2 x 1170 2580 6 237
3000 115 3 x 950 3080 8 283
3500 115 3 x 1100 3530 8 329
SH 300 1000 130 1 x 830 1090 4 150
1500 125 2 x 670 1590 6 220
2000 130 2 x 915 2090 6 290
2500 125 2 x 1170 2590 6 360
3000 135 3 x 940 3090 8 431
3500 130 3 x 1110 3590 8 501
SH 400 1000 140 1 x 840 1120 4 247
1500 140 2 x 670 1620 6 361
2000 140 2 x 920 2120 6 475
2500 140 2 x 1170 2620 6 589
3000 135 3 x 950 3120 8 703
3500 145 3 x 1110 3620 8 816
SH 500 1000 150 1 x 850 1150 4 389
1500 150 2 x 675 1650 6 566
2000 150 2 x 925 2150 6 743
2500 150 2 x 1175 2650 6 920
3000 150 3 x 950 3150 8 1097
3500 160 3 x 1110 3650 8 1274
SH 600 1000 170 1 x 840 1180 4 552
1500 170 2 x 670 1680 6 800
2000 170 2 x 920 2180 6 1047
2500 170 2 x 1170 2680 6 1294
3000 165 3 x 950 3180 8 1542
SH 800 1000 200 1 x 840 1240 4 954
1500 200 2 x 670 1740 6 1357
2000 200 2 x 920 2240 6 1768
2500 200 2 x 1170 2740 6 2179
3000 195 3 x 950 3240 8 2590
SH 1000 1000 120 1 x 840 1080 4 1426
1500 230 2 x 670 1800 6 2030
2000 230 2 x 920 2300 6 2634
2500 230 2 x 1170 2800 6 3237
3000 225 3 x 950 3300 8 3841
V-Fender 29
Wheel Fender performance Wheel Fender dimensions
Type A B C ØD E F Energy Reaction Deflection Pressure
[mm] [mm] [mm] [mm] [mm] [mm] [kNm] [kN] [mm] [bar]
I I I I I I I I I I I
WF 110 x 45 1700 1000 1450 1080 900 460 33 150 400 5.5
WF 130 x 50 2000 1200 1750 1300 1000 510 61 220 500 3.5
WF 175 x 70 2650 1500 2200 1750 1150 690 100 315 600 4.8
WF 200 x 75 2750 1750 2550 1980 1250 760 220 590 700 5.5
WF 250 x 100 3350 2200 3200 2550 1600 970 440 920 925 5.5
Port Klang, Malaysia Hermalle-sur-Huy, Belgium
30 V-Fender
Rubber Performance SX, SX-P, SH
grade Value 250 300 400 500 600 800 1000
I I I I I I I I I
G 0.9 Energy 14 20 35 54 78 138 217
Reaction 129 155 207 258 311 412 516
G 1.0 Energy 14 21 36 57 82 145 228
Reaction 135 163 217 271 326 433 542
G 1.1 Energy 15 21,5 38 60 86 152 239
Reaction 142 171 227 284 341 454 568
G 1.2 Energy 16 22,4 40 62 90 159 250
Reaction 148 171 238 297 357 474 594
G 1.3 Energy 16 23,4 42 65 94 166 260
Reaction 154 186 248 310 372 495 620
G 1.4 Energy 16,9 24 43 68 98 173 271
Reaction 160,8 194 258 323 388 515 645
G 1.5 Energy 18 25 45 70 101 180 282
Reaction 167 202 269 336 403 536 671
G 1.6 Energy 18 26 47 73 105 187 293
Reaction 174 209 279 348 418 557 697
G 1.7 Energy 19 27 49 76 109 194 303
Reaction 180 217 289 361 434 577 723
G 1.8 Energy 20 28 50 79 113 201 314
Reaction 187 225 299 374 449 598 749
G 1.9 Energy 20 29 52 81 117 208 325
Reaction 193 232 310 387 465 618 775
G 2.0 Energy 21 30 54 84 121 215 336
Reaction 200 240 320 400 480 639 801
G 2.1 Energy 22 31 55 87 125 221 346
Reaction 206 248 330 413 495 660 826
G 2.2 Energy 22 32 57 89 129 228 357
Reaction 212 255 341 426 511 680 852
G 2.3 Energy 23 33 59 92 133 235 368
Reaction 219 263 351 439 526 701 878
G 2.4 Energy 24 34,1 61 95 137 242 379
Reaction 225 271 361 452 542 721 903,9
G 2.5 Energy 24,4 35,1 62 97 140 249 389
Reaction 231,8 279 372 465 557 742 929,75
G 2.6 Energy 25 36 64 100 144 256 400
Reaction 238 286 382 477 572 763 955,6
G 2.7 Energy 26 37 66 103 148 263 411
Reaction 245 294 392 490 588 783 981
G 2.8 Energy 26,4 38 68 106 152 270 422
Reaction 251,1 302 402 503 603 804 1007
G 2.9 Energy 27 39 69 108 156 277 432
Reaction 258 309 413 516 619 824 1033
G 3.0 Energy 28 40 71 111 160 284 443
Reaction 264 317 423 529 634 845 1059
G 3.1 Energy 29 41 73 114 164 291 454
Reaction 271 325 433 542 649 866 1084
E/R 0,11 0,13 0,17 0,21 0,25 0,34 0,42
SX, SX-P, SH 250 300 400 500 600 800 1000
V-Fender 31
Roller Fender, Japan
Roller Fender dimensions Roller Fender performance
Type A B C ØD E F Anchors / Energy Reaction Deflection Pressure

[mm] [mm] [mm] [mm] [mm] [mm] Bolts [kNm] [kN] [mm] [bar]
I I I I I I I I I I I I
RF 110 x 45 1250 610 1150 1080 800 460 6 x M30 13 175 152 5.5
RF 130 x 50 1530 740 1400 1320 950 510 6 x M30 22 200 230 3.5
RF 140 x 60 1600 765 1450 1370 1000 610 6 x M30 20 210 205 3.5
RF 175 x 70 2050 975 1850 1750 1250 690 6 x M36 37 345 225 4.8
RF 200 x 75 2300 1110 2100 1980 1400 765 6 x M42 100 765 270 5.5
Above mentioned dimensions are indicative and may change during final design process. Tolerance + / - 10 %
Roller- and Wheelfenders

Roller and Wheel fenders are predominantly installed in the entrance areas of locks, dry docks and other narrow or exposed passages.
Roller fenders offer only limited energy absorption and are chosen to smoothly guide passing vessels by means of the rotation of the wheel. Wheel
fenders provide a defined energy absorption capacity in addition to guiding the vessel.
Combinations of two or more roller or wheel fenders are possible.
Selection of the appropriate type, size and casing is dependant on the specific project requirements. Despite standard tyre and roller dimensions,
each fender is a tailored system. Please contact us for assistance.
32 Roller- and Wheel-Fender

Wheel Fender performance Wheel Fender dimensions
Type A B C ØD E F Energy Reaction Deflection Pressure
[mm] [mm] [mm] [mm] [mm] [mm] [kNm] [kN] [mm] [bar]
WF 110 x 45 1700 1000 1450 1080 900 460 33 150 400 5.5
WF 130 x 50 2000 1200 1750 1300 1000 510 61 220 500 3.5
WF 175 x 70 2650 1500 2200 1750 1150 690 100 315 600 4.8
WF 200 x 75 2750 1750 2550 1980 1250 760 220 590 700 5.5
WF 250 x 100 3350 2200 3200 2550 1600 970 440 920 925 5.5
Above mentioned dimensions are indicative and may change during final design process. Tolerance + / - 10%
Wheel fender, Saudi-
Roller- and Wheel-Fender 33

chain & tyres
Pireaus, Greece
sling-type
Pneumatic floating Fenders

Pneumatic floating fenders are an proven alternative to fixed fenders and are preferably used:
In ports with a large tide differences

For ship-to-ship lightering operations
For all Navy vessels due to low hull pressure and the advantage of a proportional increase of reaction force and energy absorption
The fenders can easily be deflated which allows simple and cost efficient relocation and re-commissioning in other locations. We supply pneumatic
floating fenders in different types, colours and sizes as follows:
3 different inside pressure levels to cover a wide performance range

Standard colours grey and black
Optional chain / tyre net for heavy duty applications
Diameters ranging from 300 mm to 4500 mm and length ranging from 500 mm to 10500 mm
Special hydro-pneumatic version for submarines
34 Pneumatic Floating Fender

Pneumatic Fender dimensions
initial pressure 0.5kg / cm2 0.8kg / cm2 Weight
Fender sizes Energy Reaction Pressure Energy Reaction Pressure Body Chain net Total
[mm] [kNm] [kN] [kN / m2] [kNm] [kN] [kN / m2] [kg] [kg] [kg]
I I I I I I I I I I
300 x 500 1,3 22,6 189 1,7 29,4 246 10 n/a 10
300 x 600 1,5 26,5 180 2 35,3 239 15 n/a 15
500 x 800 5,7 58,9 187 7,4 78,5 249 25 n/a 25
500 x 1000 7,2 73,6 179 9,1 98,1 239 35 n/a 35
800 x 1200 21,6 141 188 28,1 187 250 75 100 175
800 x 1500 27,5 186 191 35,1 235 241 95 110 205
1000 x 1500 40,2 222 190 52,7 281 240 140 170 310
1000 x 2000 54 295 180 70,2 374 228 170 200 370
1200 x 1800 69,7 320 190 91 404 240 180 210 390
1200 x 2000 77,5 354 185 101 449 235 200 220 420
1350 x 2500 125 496 181 175 650 238 270 260 530
1500 x 2500 152 554 186 196 697 234 300 400 700
1500 x 3000 182 658 178 235 837 227 350 440 790
2000 x 3000 324 883 189 422 1122 240 550 880 1430
2000 x 3500 378 1030 183 491 1315 234 650 920 1570
2000 x 6000 647 1766 171 843 2246 217 950 1120 2070
2500 x 4000 675 1481 188 872 1864 236 1100 1510 2610
2500 x 5500 928 2037 178 1197 2560 224 1350 1620 2970
3000 x 5000 1226 2207 185 1570 2786 233 1700 2620 4320
3300 x 4500 1324 2197 194 1712 2764 244 1800 2360 4160
3300 x 6500 1913 3169 181 2472 3993 228 2250 3120 5370
3300 x 10500 3090 5121 171 4297 6612 220 2800 4050 6850
4500 x 7000 3816 4660 186 4944 5866 234 3250 5100 8350
4500 x 9000 4954 6004 152 6357 7544 191 4950 6200 11150
Tolerance + / - 10%
generic performance curve Pneumatic-Fender
140 280
120 240
100 200
Reaction [%]
80 160
Energy [%]
60 120
40 80
20 40
0 0
0 5 10 15 20 25 30 35 40 45 50 55 60 65
Deflection [%]
Pneumatic Floating Fender 35

generic performance Ocean Guard-Fender
140 280
120 240
100 200
Reaction [%]
80 160
Energy [%]
60 120
40 80
20 40
0 0
0 5 10 15 20 25 30 35 40 45 50 55 60 65
Deflection [%]
Foam filled floating Fenders –

Ocean Guard
Foam filled floating fenders are used as alternative solution to both fixed fenders and pneumatic fenders. Main applications are:
Heavy duty ship-to-ship lightering operations

All Navy vessel berths and cruise terminals due to low hull pressure, non-marking fender skin and the advantage of a proportional increase of
reaction force and energy absorption
The fenders are extremely robust and do not suffer loss of performance even if damaged. On top repair of smaller damages is relatively simple and
can be done on site. We supply foam filled floating fenders in different types, sizes and colours as follows:
different foam hardness to cover a wide performance range

Optional chain/tyre net for heavy duty applications
Diameters from 300mm to 4500mm and lengths from 800mm to 10500mm
Individual skin colours are available upon request, standard colours are black and orange
36 Foam Filled Floating Fender – Ocean Guard

Pneumatic Fender dimensions
Capacity Standard Capacity High Capacity Extra High Capacity Super High Capacity
Fender sizes Energy Reaction Pressure Energy Reaction Pressure Energy Reaction Pressure Energy Reaction Pressure Weight
[mm] [kNm] [kN] [kN / m2] [kNm] [kN] [kN / m2] [kNm] [kN] [kN / m2] [kNm] [kN] [kN / m2] [kg]
I I I I I I I I I I I I I I
700 x 1500 26 133 172 34 173 224 49 253 327 68 346 447 109
1000 x 1500 47 173 172 61 225 224 89 329 327 122 450 447 147
1000 x 2000 68 254 172 88 330 224 129 483 327 177 660 447 200
1200 x 2000 91 280 172 118 364 224 173 532 327 237 728 447 299
1350 x 2500 152 418 172 198 543 224 289 794 327 395 1087 447 426
1500 x 3000 232 578 172 302 751 224 441 1098 327 603 1503 447 653
1700 x 3000 282 618 172 367 803 224 536 1174 327 733 1607 447 748
2000 x 3500 454 845 172 590 1099 224 863 1606 327 1180 2197 447 1161
2000 x 4000 540 1005 172 702 1307 224 1026 1910 327 1404 2613 447 1397
2000 x 4500 624 1161 172 811 1509 224 1186 2206 327 1622 3019 447 1571
2500 x 4000 801 1197 172 1041 1556 224 1522 2274 327 2083 3112 447 1925
2500 x 5500 1200 1788 172 1560 2324 224 2280 3397 327 3120 4649 447 3095
3000 x 4900 1430 1775 172 1859 2308 224 2717 3373 327 3718 4615 447 3295
3000 x 6000 1851 2295 172 2406 2984 224 3517 4361 327 4813 5967 447 4370
3300 x 4500 1498 1690 172 1947 2197 224 2846 3211 327 3895 4394 447 3531
3300 x 6000 2421 2731 172 3147 3550 224 4600 5189 327 6295 7101 447 5485
Tolerance + / - 15 %
Foam Filled Floating Fender – Ocean Guard 37

generic performance Ocean Cusion-Fender
140 280
120 240
100 200
Reaction [%]
80 160
Energy [%]
60 120
40 80
20 40
0 0
0 5 10 15 20 25 30 35 40 45 50 55 60 65
Deflection [%]
Vlissingen, The Nether-
Foam filled floating Fenders –

Ocean Cushion
Foam filled floating fenders are used as alternative solution to both fixed fenders and pneumatic fenders. Main applications are:
Heavy duty ship-to-ship lightering operations

All Navy vessel berths and cruise terminals due to low hull pressure, non-marking fender skin and the advantage of a proportional increase of
reaction force and energy absorption
The fenders are extremely robust and do not suffer loss of performance even if damaged. On top repair of smaller damages is relatively simple and
can be done on site. We supply foam filled floating fenders in different types, sizes and colours as follows:
Different foam hardness to cover a wide performance range

Optional chain / tyre net for heavy duty applications
Standard diameters from 1000mm to 4200mm and lengths from 2000mm to 8400mm
Individual skin colours are available upon request, standard colours are black and orange
38 Foam Filled Floating Fender – Ocean Cushion

Ocean cushion dimensions & performance values
Capacity Standard Capacity High Capacity Extra High Capacity Super High Capacity
Fender sizes overalldiameter Energy ReactionPressure Energy ReactionPressure Energy ReactionPressure Energy ReactionPressure Weight
[mm] [mm] [kNm] [kN] [kN / m2] [kNm] [kN] [kN / m2] [kNm] [kN] [kN / m2] [kNm] [kN] [kN / m2] [kg]
I I I I I I I I I I I I I I I
1000 x 2000 1600 65 298 172 85 387 224 124 566 327 169 775 447 687
1200 x 2000 1800 87 338 172 113 439 224 165 642 327 226 879 447 1120
1350 x 2500 1900 140 485 172 182 631 224 266 922 327 364 1261 447 1850
1500 x 3000 2200 210 649 172 273 844 224 399 1233 327 546 1687 447 2222
1700 x 3000 2400 266 721 172 346 937 224 505 1370 327 692 1875 447 3157
2000 x 3500 2700 430 988 172 559 1284 224 817 1877 327 1118 2569 447 3108
2000 x 4000 2700 503 1152 172 654 1498 224 956 2189 327 1308 2995 447 4285
2200 x 4500 2900 678 1428 172 881 1856 224 1288 2713 327 1763 3713 447 5989
2500 x 4000 3200 733 1357 172 953 1764 224 1393 2578 327 1906 3528 447 5360
2500 x 5500 3200 1075 1988 172 1398 2584 224 2043 3777 327 2795 5169 447 6893
3000 x 6000 3700 1645 2540 172 2139 3302 224 3126 4826 327 4277 6604 447 8391
3300 x 4500 4000 1395 1913 172 1814 2487 224 2651 3635 327 3627 4974 447 12298
3300 x 6500 4000 2144 3003 172 2787 3904 224 4074 5706 327 5574 7808 447 14649
4200 x 8400 4900 4504 4933 172 5855 6413 224 8558 9373 327 11710 12826 447 16538
Foam Filled Floating Fender – Ocean Cushion 39

donut fender dimensions
Capacity Standard Capacity
Donut size D Max. pile dia. Energy Reaction
[mm] [mm] [kNm] [kN]
I I I I
1270 610 7,2 116
1450 710 9,2 131
1520 762 10,5 140
1780 914 14,1 162
1910 995 16,4 175
2030 1067 18,6 186
USA 2210 1185 22,3 204
2290 1219 23,6 210
2490 1345 28 229
2540 1372 29,3 234
2790 1524 35,3 256
2970 1639 40,1 273
3050 1676 42,1 280
3300 1829 49,5 304
3450 1933 54,6 319
3530 1981 57,2 327
3810 2134 65,9 350
3960 2241 72,1 366
4060 2286 75,1 374
4220 2388 81,3 389
USA
Donut Fenders
The donut fender is a specific type of the foam filled floating fender. It is designed to simply slip over a stationary monopile. Due to its construction,
the fender floats up and down with the fluctuating water levels and rotates when vessels berth and slide along the fender. This makes the donut
fender an ideal solution for lock and dry dock entrances, corner protection, turning dolphins, area with large tidal variations or bridge protection or
other monopile structures. Moreover, the donut fender concept combines the following advantages:
High energy absorption with low reaction compared with buck ling type rubber fender
Low shear forces due to the freely rotating fender
Self-adjusting to changing water levels due to the freely floating fender system
Low installation costs as the donut is simply sliped over a single monopile
Generally maintenance free
The donut fender can be individually designed to meet the requirements of any specific project. The foam hardness, skin thickness, pile diameter
and also the height of the fender can be changed on request. Additionally, mooring crowns, counterweights (for sub-marine applications) or other
features can be added. Please contact us for further information.
40 Donut Fender
generic performance curve Donat-Fender
140 280
120 240
100 200
Reaction [%]
80 160
Energy [%]
60 120
40 80
20 40
0 0
0 5 10 15 20 25 30 35 40 45 50 55 60 65
Deflection [%]
Pile
Continuous filament reinforce-

ment in polyurethane skin
Heat laminated polyethylene

foam core layers
Inner Steel Core
Outer wear surface of UV

resistant polyurethane skin
Anti-Friction
Bearing Pads
Donut Fender 41
Italy
tug cylindrical fender dimensions

ØA B C D ØE ØH ØJ
I I I I I I I
200 150 530 500 100 75 150
250 200 570 500 125 75 190
300 225 600 700 150 75 225
350 250 630 800 175 100 260
400 300 670 800 200 100 300
500 300 730 900 250 100 375
600 300 800 900 300 125 450
700 350 860 1000 350 125 525
800 350 930 1000 400 125 600
900 350 1000 1100 450 150 675
1000 350 1060 1200 500 150 750
L: 2~13 metres in one section or joined for longer length

F: varies in width according to size and type of circumferential attachement
Tug Fenders and Extruded Fenders

FenderTeam is able to offer a complete range of tug fenders commonly used. This includes:
Cylindrical bow and stern gunwale fenders with circumferential grooves for installation with chains or nylon straps
W-fenders, M-fenders and Key-hole fenders for protection at the bow and stern of vessels
Wing-type fenders, D-Fenders and Rectangular fenders for vessel sides
Composite fenders (moulded rubber fender with vulcanized or bolted PE rubbing face) for work boats and special tugs
A complete “ready to install” fender kit including tapered ends, connecting plugs, end plugs, drill holes as well as numbered stern and bow fender
sets are available. Tug boat fenders, especially D-fenders and rectangular fenders, are also often used for other applications or structures.
42 Tug Fenders and Extruded Fender

M-Fender Dimensions M-fender fixing
Type A B C ØD E F ØPin Lmax Weight Pin Flat bar Rmin
[mm] [mm] [mm] [mm] [mm] [mm] [mm] [mm] [mm] [mm] [mm] [mm]
M 40 400 200 40 23 50 150 20 2000 56 Ø 20 100 x 15 450
M 50 500 250 50 27 60 190 24 2000 89 Ø 24 125 x 20 550
M 60 600 300 60 33 70 230 30 2000 132 Ø 30 150 x 20 650
W-Fender Dimensions w-fender fixing

Type A B C ØD K Lmax Weight Pin Flat bar Rmin
[mm] [mm] [mm] [mm] [mm] [mm] [mm] [mm] [mm] [mm]
W 32 320 200 320 100 50 2000 51 Ø 25 100 x 20 600
W 40 400 250 400 110 55 2000 81 Ø 30 120 x 20 850
W 48 480 300 480 135 65 2000 120 Ø 40 140 x 20 900
W 50 500 450 500 90 75 2000 180 Ø 50 150 x 20 100
Germany
Tug Fenders and Extruded Fender 43

DD-Fender
dd-Fender
A B C D E F G H Flat Bar Anchors Weight
[mm] [mm] [mm] [mm] [mm] [mm] [mm] [mm] [mm] [mm] [mm]
100x100 25 30 15 25 10 200~300 90~130 40x5 M12 8,3
150x150 37,5 40 20 30 12 250~350 110~150 60x8 M16 18,0
200x200 50 50 25 45 15 300~400 130~180 80x10 M20 32,0
250x250 62,5 60 30 50 20 350~450 140~200 90x12 M24 50,0
300x300 75 60 30 60 25 350~450 140~200 110x12 M24 72,0
350x350 87,5 75 35 70 25 350~450 140~200 130x15 M30 103,6
380x380 95 75 35 80 30 350~450 140~200 140x15 M30 122,1
400x400 100 75 35 80 30 350~450 140~200 150x15 M30 128,0
500x500 125 90 45 90 40 400~500 160~230 180x20 M36 200,0
SD-Fender
SD-Fender
A B C D E F G H Flat Bar Anchors Weight
[mm] [mm] [mm] [mm] [mm] [mm] [mm] [mm] [mm] [mm] [mm]
100x100 25 30 15 25 10 200~300 90~130 40x5 M12 9,5
150x150 37,5 40 20 30 12 250~350 110~150 50x8 M16 22,1
200x200 50 50 25 45 15 300~400 130~180 70x10 M20 38,7
250x250 62,5 60 30 50 20 350~450 140~200 90x12 M24 59,3
300x250 62,5 60 30 50 25 350~450 140~200 100x12 M24 73,0
300x300 75 75 35 60 25 350~450 140~200 100x15 M24 89,3
400x400 100 75 35 80 30 350~450 140~200 150x15 M24 148,5
500x500 125 90 45 90 40 400~500 160~230 180x20 M36 232,1

Dc-Fender
dc-Fender
A D E F G H Anchors Weight
[mm] [mm] [mm] [mm] [mm] [mm] [mm] [mm]
I I I I I I I I
100x100 15 25 10 200~300 90~130 M12 9,9
150x150 20 30 12 250~350 110~150 M16 20,0
200x200 25 45 15 300~400 130~180 M20 37,4
250x250 30 50 20 350~450 140~200 M24 57,2
300x300 30 60 25 350~450 140~200 M24 81,3
350x350 35 70 25 350~450 140~200 M30 109,5
400x400 35 80 30 350~450 140~200 M30 142,0
500x500 45 90 40 400~500 150~230 M36 208,0
Sc-Fender
sc-Fender
A D E F G H Anchors Weight
I I I I I I I I
100 x 100 15 25 10 200~300 90~130 M12 11,1
150 x 150 20 30 12 250~350 110~150 M16 22,9
200 x 200 25 45 15 300~400 130~180 M20 42,6
250 x 250 30 50 20 350~450 140~200 M24 65,3
300 x 300 30 60 25 350~450 140~200 M24 92,9
350 x 350 35 70 25 350~450 140~200 M30 117,6
400 x 400 35 80 30 350~450 140~200 M30 153,6
500 x 500 45 90 40 400~500 150~230 M36 240,1

Key-hole-Fender
key-hole-fender dimensions
A B C ØD ØF L max Weight ØPin
I I I I I I I I
200 35 130 28 90 2000 33 25
250 50 150 33 100 2000 54 30
300 60 180 33 115 1750 80 30
350 70 210 33 125 2000 114 30
Wing-Type-Fender
wing-type-fender dimensions
Type A B C ØD E Weight
[mm] [mm] [mm] [mm] [mm] [mm]
I I I I I I I
WD 180 180 100 25 100 50 10.5
WD 215 215 150 30 150 75 20.3
WD 245 245 150 30 150 75 21.3
WD 280 280 200 40 200 100 35.8
WD 320 320 200 40 200 100 37.6
WD 370 370 250 50 250 125 57.0
WD 410 410 250 50 250 125 59.4
Tug Boat Fender
tug boat fender

A B C D E
Type
[mm] [mm] [mm] [mm] [mm]
I I I I I I
300H 300 360 40 200 280
400H 400 500 50 300 410
500H 500 562 50 300 472
600H 600 700 125 420 550
tug boat fender
L= L= L= L= L=
Type 1000mm 1500mm 2000 mm 2500 mm 3000 mm
L1 Bolts Weight L1 Bolts Weight L1 Bolts Weight L1 Bolts Weight L1 Bolts Weight
300H 1350 6 xM22 134 1850 8 x M22 189 2350 10 xM22 244 2850 12 x M22 299 3350 14 x M22 354
400H 1300 6 x M24 276 1800 8 x M24 392 2300 10 x M24 508 2800 12 x M24 624 3300 14 x M24 740
500H 1300 6 x M24 437 1800 8 x M24 622 2300 10 x M24 807 2800 12 x M24 992 3300 14 x M24 1170

Komposite Fender
FenderTeam Komposite fenders (KF) are made from rubber with a vulcanized low friction front plate from UHMW-PE.
KF-A-Fender
KF-a-fender
A D E F C G H Anchors Weight
I I I I I I I I I
100 x 100 15 25 10 20 200~300 90~130 M12 10,3
150 x 150 20 30 12 20 250~350 110~150 M16 21,5
200 x 200 25 45 20 25 300~400 130~180 M20 40,2
250 x 250 30 50 25 30 350~450 140~200 M24 60,2
300 x 300 30 60 30 30 350~450 140~200 M24 92,1
KF-B-fender
KF-B-Fender
A D E F C G H Anchors Weight
I I I I I I I I I
100 x 100 15 25 10 20 200~300 90~130 M12 10,3
150 x 150 20 30 12 20 250~350 110~150 M16 21,5
200 x 200 25 45 20 25 300~400 130~180 M20 40,2
250 x 250 30 50 25 30 350~450 140~200 M24 60,2
300 x 300 30 60 30 30 350~450 140~200 M24 92,1
KF-C-Fender
kf-c-fender
A B K D E F C G H Anchors Weight
[mm] [mm] [mm] [mm] [mm] [mm] [mm] [mm] [mm] [kg]
80 x 80 42 60 15 25 6 10 200~300 90~130 M12 5,4
100 x 100 45 74 15 25 8 10 200~300 90~130 M12 8,4
120 x 120 62 88 20 30 10 12 250~350 110~150 M16 12,2
150 x 150 73 110 20 30 12 15 250~350 110~150 M16 19,7
KF-D-Fender
KF-d-fender
A K D E F C G H Anchors Weight
[mm] [mm] [mm] [mm] [mm] [mm] [mm] [mm] [kg]
I I I I I I I I I I
80 x 80 60 15 25 6 10 200~300 90~130 M12 7,0
100 x 100 74 15 25 8 10 200~300 90~130 M12 11,0
120 x 120 88 20 30 10 12 250~350 110~150 M16 15,8
150 x 150 110 20 30 12 15 250~350 110~150 M16 24,8

physical hd-pe properties
I I I I
Property Test Method Typical Results Unit
Density ISO 1183-1 0.80–0.90 g / cm2
Molecular Weight Light diffusion method ~200,000 g / mol
Dynamic Friction – 0.20–0.25 –
Yield Strength DIN 53504 10–15 Mpa
Shore Hardness DIN 53505 48–50 Shore D
Abrasion Index ISO / DIS 15527 (Draft) FQ1000-V = 100 ~400 –
Operating Temperature – -20 to +70 °C
Thermal Expansion DIN 53752 2 x 10-4 K-1
Physical Properties of UHMW-PE
UHMW-PE is characterised by corrosion resistance, water resistance, as well as high impact strength even with very low temperatures. The material
offers a combination of low friction together with high wear resistance. Consequently, UHMW-PE material is most suitable for marine application.
PE Sliding Plates and Fenders

Sliding and wear materials made of polyethylene are used in many applications in the marine environment such as:
Sliding fenders on marine structures, pontoons and ships

Front face for fender panels
Replacement of piles and dolphins made of timber
The following material grades are available:
UHMW-PE 1000 FQ, mainly used as low friction and rubbing pad for fender panels
HD-PE sliding fenders, predominantly used to replace wooden beams
Plastic piles and beams with both glass fibre or steel rebar embedded to replace timber piles and lumber
Technical information and details are available on request.
48 PE Sliding Plates and Fender

Property CurrentNorms and Values Obsolete Norms and Values
Norm Virgin Material ReclaimedMaterial Norm Virgin Material ReclaimedMaterial Unit
I I I I I I I I
Density ISO 1183-1 0.93~0,94 0.94~0,96 DIN 53479 0.93~0,94 0.94~0,96 g / cm3
Molecular Weight Viscosimetric ~ 5,000,000 ~ 4,000,000 Viscosimetric ~ 5,000,000 ~ 4,000,000 g / mol
Method Method
Friction Coefficient DIN / EN / ISO 0.15~ 0.20 0.15~ 0.20 DIN 53455 0.15~ 0.20 0.15~ 0.20 -
8295
Tensile Strength ISO 527 > 17 17 DIN 53455 > 17 18~22 N / mm2
Breaking Strength ISO 527 > 40 30 DIN 53455 > 40 33~40 N / mm2
Ball Indentation ISO 527 > 50 > 50 DIN 53455 > 350 > 350 %
Hardness
Shore Hardness ISO 38 38~40 DIN 53456 38~40 N / mm2

(with V-notch) 2039-1 38
Impact Strength ISO 868 61~ 64 64~66 DIN 53505 61~63 64~66 Shore D
DIN 53505
Abrasion Sand Slurry ISO / DIN 180 70 DIN 53453 ~140 ~130 mJ / mm2
Test 11542-2 couloured
Temperature Range - 100 130-150 - 100 130-150 -
Crystalline Melting ISO 3146-C -80 up to +80 -80 up to +80 - -80 up to +80 -80 up to +80 C
Point
Coefficient of Linear DIN 53752 133 133-136 Polarisations- - - C

Expansion mikroskop
4200 x 8400 4504 ~ 2 x 10-4 ~ 1,8 x 10-4 DIN 52328 ~ 2 x 10-4 ~ 1,8 x 10-4 k-1
PE Sliding Plates and Fender 49

Typical Brackets
cast-in bracket various bolt / weld on brackets
Typical Chain System
1 D-shackle
2 Chain
3 Chain tensioner
4 Bracket
5 Cast-in-anchor for new concrete
Accessories and Fixings

High quality accessories and fixings to assemble and install fenders are an important part of each fender solution. Supplies include:
Cast-in and resin anchors in different material grades to comply with specifications and local corrosion environments
Bolts, nuts and washers in mild steel and in various grades of stainless steel
Chains, shackles, tensioners and chain anchors
To ensure a trouble free and smooth installation on site, all components are checked prior to delivery.
50 Accessories and Fixings

Cast-In-Anchor for new Concrete
Anchor size M 20 M24 M 30 M 36 M 42 M 48 M 56
I I I I I I I I I
A [mm] 214 258 318 328 416 431 436
B [mm] 50 60 70 80 85 100 105 Other sizes available upon request

L > G+F+1.2x M
C [mm] 20 25 30 40 45 50 60 L < G+F+B
D [mm] 30 35 45 55 65 75 85
weight [kg] 0.9 1.5 2.7 4.2 6.9 10.2 14.0
Chemical Anchor for Existing Concrete
Anchor size M 16 M 20 M 24 M 30 M 36 M 42 M 48 M 56
Other sizes available upon request
I I I I I I I I I I *1 See next Page (50)
*2 F= Bracket or Fender Foot thickness
A [mm] 140 170 210 280 330 420 480 560 req. B = E+F+G+ca.0.4x M
req. L = A+B
D [mm] 20 24 28 35 42 50 54 64 In all cases required
length should be
E [mm] 13 16 19 24 29 34 38 45
checked by calculation
weight [kg] 1.6 2.5 3.6 5.7 8.1 11.1 14.5 19.7
capsules 1xC16 1xC20 1xC24 1xC30 1xC30 2xC30 2xC30 4xC30

1xC20 1xC24
Accessories and Fixings 51

Washers
DIN 125 Special washer plates for SPC-, CSS-,

SX-, SX-P-, SH- Fender
Anchor E OD ID G LxB D G
size
I I I I I I I I
M16 13 30 17 3
M20 16 37 21 3 50 x 45 22 5
M22 18 39 23 3 75 x 50 24 5
M24 19 44 25 4 75 x 55 26 6
M27 22 50 28 4 85 x 60 30 6
M30 24 56 31 4 100 x 75 32 6
M36 29 66 37 5 100 x 75 38 6
M42 34 78 43 7 150 x 90 45 9
M48 38 92 50 8 175 x 100 52 9
M56 45 105 58 9
M64 51 115 66 9
Chains
Chain 4 x d Chain 5 x d K2
Ø d t b1 b2 weight t b1 b2 weight MBL
[mm] [mm] [mm] [mm] [mm] [mm] [mm] [mm] [kg / m] [kN]
I I I I I I I I I I
14 56 20 48 3.8 70 21 49 3.7 124
16 64 22 54 5.0 80 24 56 4.8 160
18 72 25 61 6.3 90 27 63 6.0 209
20 80 28 68 7.8 100 30 70 7.5 264

Typical Brackets
22 88 31 75 9.4 110 33 77 9.0 304
25 100 35 85 12.1 125 38 88 11.6 393
28 112 39 95 15.2 140 42 98 14.6 492
30 120 42 102 17.4 150 45 105 16.7 566
32 128 45 109 19.8 160 48 112 19.0 644
35 140 49 119 23.8 175 53 123 22.8 770
38 152 53 129 28.0 190 57 133 26.9 900
40 160 56 136 31.0 200 60 140 29.8 1010
45 180 63 153 39.3 225 68 158 37.7 1275
50 200 70 170 48.5 250 75 175 46.5 1570
52 Accessories and Fixings

Shackles
Typical Bra-
D-Type Bow-Type
WLL ØA ØB ØC E D1 weight D2 F2 weight

[t] [mm] [mm] [mm] [mm] [mm] [kg] [mm] [mm] [kg]
I I I I I I I I I I
2.0 13 16 26 22 43 0.4 51 32 0.4
3.25 16 19 32 27 51 0.7 64 43 0.8
4.75 19 22 38 31 59 1.1 76 51 1.3
6.5 22 25 44 36 73 1.5 83 58 1.9
8.5 25 28 50 43 85 2.6 95 68 2.8
9.5 28 32 56 47 90 3.3 108 75 3.8
12.0 32 35 64 51 94 4.7 115 83 5.3
13.5 35 38 70 57 115 6.2 133 95 7.0
17.0 38 42 76 60 127 7.6 146 99 8.8
25.0 45 50 90 74 149 12.8 178 126 15.0
Accessories and Fixings 53

Ball Fender
Shear Fender
Special Products
FenderTeam and partners are able to offer customized products for rubber, steel and other materials for fender application and related areas. Please
contact us for further details.
Type ØA B C D E F G J H Bolts Energie Reaction

[mm] [mm] [mm] [mm] [mm] [mm] [mm] [mm] [mm] [kNm] [kN]
SF 400-180 400 180 525 525 405 405 136 22 M24 10.0 147
SF 500-250 500 260 700 550 440 430 80 190 35 M30 25.5 250
SF 500-275 500 275 610 610 510 510 231 22 M24 24.9 216
54 Special Products
Cushion-roller
Type B ØD H1 H2 H3 T H Anchor / Design / Load Weight

[mm] [mm] [mm] [mm] [mm] [mm] [mm] Bolts [kN] [kg]
CR 10 450 370 185 215 130 12 542 M20 100 130
CR 15 460 370 185 215 130 12 542 M20 150 150
CR 20 530 370 185 215 130 16 546 M24 200 200
Cushion-roller
Type A B C D E L weight
[mm] [mm] [mm] [mm] [mm] [mm] [kg]
I I I I I I I I
H100 100 140 80 50 450 1000 9.5
Fender bar
Type W H A B Anchors
I I I I I I I
FB 15-15 150 150 250 500 M24 38
FB 15-20 150 200 250 500 M24 43
FB 20-20 200 200 250 500 M30 65
FB 20-25 200 250 250 500 M30 77
FB 20-30 200 300 250 500 M30 88
Special Products 55
codes and guidlines
ROM 0.2-90 1990 Actions in the Design of Maritim

and Harbor Works
† BS6349 : 1994 Code of Practice for Design of
Part 4 : 1994 Fendering and Mooring Systems
EAU 1996 1996 Recommendations of the Committee
for Waterfront Structures
PIANC Bulletin 95 1997 Approach Channels – A Guide to Design
Supplement to Bulle tin No.95 (1997) PIANC
Japanese MoT 911 1998 Technical Note of the Port and Harbour
Research Institute, Ministry of Transport,
Japan No. 911, Sept 1998*
PIANC 2002 2002 Guidelines for the Design of Fender
Systems: 2002 Marcom Report of WG33
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 qualifi ed and experienced people’. Fender engi-
neering requires an understanding of many areas:
Ship technology
Civil construction methods
Steel fabrications
Material properties
Installation techniques
Health and safety
Environmental factors
Regulations and codes of practice
56 Design Information
Commonly used symbols
Symbol Definition Units

I I I
B Beam of vessel (excluding beltings and strakes) m

c Positive clearance between hull of vessel and face of structure m
CB Block coefficient of vessel’s hull -
CC Berth configuration coefficient -
CE Eccentricity coefficient -
CM Added mass coefficient (virtual mass coefficient) -
CS Softness coefficient -
D Draft of vessel m
EN Normal berthing energy to be absorbed by fender kNM
EA Abnormal berthing energy to be absorbed by fender kNm
FL Freeboard at laden draft m
FS Abnormal impact safety factor -
H Height of compressible part of fender m
K Radius of gyration of vessel m
KC Under keel clearance m
LOA Overall length of vessel’s hull m
LBP Length of vessel’s hull between perpendiculars m
LS Overall length of the smallest vessel using the berth m
LL Overall length of the largest vessel using the berth m
M Displacement of the vessel tonne
M50 Displacement of the vessel at 50 % confidence limit tonne
M75 Displacement of the vessel at 75 % confidence limit tonne
MD Displacement of vessel tonne
P Fender pitch or spacing m
R Distance from point of contact to the centre of mass of the vessel m
RF Reaction force of fender kN
V Velocity of vessel (true vector) m/s
VB Approach velocity of the vessel perpendicular to the berthing line m/s
 Berthing angle degree
 Deflection of the fender unit % or m
 Hull contact angle with fender degree
 Coefficient of friction -
 Velocity vector angle (between R and V) degree
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 FenderTeam website (www.fenderteam.de).
Exceptions: These guidelines do not encompass unusual ships, extreme berthing conditions and other extreme cases for which
Design Information 57
>> 10 reasons for quality fendering
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
Bild kaputtes Schiff Accommodate more ship types and sizes
More satisfied customers
DEFINITIONs
Rubber fender Units made from vulcanised rubber (often with encapsulated steel plates) that absorbs energy by
elastically deforming in compression, bending or shear or a combination of these effects.
Pneumatic fender Units comprising fabric reinforced rubber bags fi lled with air under pressure and that absorb energy from the work done in
compressing the air above its normal initial pressure
Foam fender Units comprising a closed cell foam inner core with reinforced polymer outer skin that absorb energy
by virtue of the work done in compressing the foam.
Steel Panel A structural steel frame designed to distribute the forces generated during rubber fender compression.
>> 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 mainte-
nance 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 theberth as the graphs below demonstrate.
type(s) of cargo better stability on berth
safe berthing and mooring reduction of reaction force
>>
Operational
berthing procedures light, laden or partly laden ships
frequency of berthing stand-off from face of structure
limits of mooring and operations (crane reach)
(adverse weather) fender spacing
range of vessel sizes, types type and orientation of waterfront
special features of vessels structure
(flare, beltings, list, etc) special requirements
allowable hull pressures spares availability
>>
Site conditions
wind speed swell and fetch
wave height temperature
current speed corrosivity
topography channel depth
tidal range
tidal range
>>
Design criteria
codes and standards safety factors (normal / abnormal)
design vessels for calculations maintenance cost / frequency
normal / abnormal velocity installation cost / practicality
maximum reaction force chemical pollution
friction coefficient accident response
desired service life
Design criteria
>>
Calculation of berthing energy Mooring layout

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

selection of abnormal berthing safety factor
>>
Selection of appropriate fenders Computer simulation (first series)

>>
Determination of: Check results

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

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

determine main characteristics check availability of fender
of fender track record and warranties
PIANC Type Approved future spares availability
verification test methods fatigue / durability tests
THE DESIGN PROCESS
>> s
hips
Ship design evolves constantly – shapes change and many vessel ty-
pes are getting larger. Fenders must suit current ships and those ex-
pected to arrive in the foreseeable future
>> s
tructures
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 condi-
tions may infl uence the choice of fender.
>> b
erthing
Many factors will affect how vessels approach the berth, the corre-
sponding kinetic energy and the load applied to the structure. Ber-
thing modes may affect the choice of ship speed and the safety factor
for abnormal conditions.
>> I nstallation 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 sa-
fety of personnel, structures and vessels must be considered at every
stage – before, during and after commissioning.
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 cur-
rents. 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 River berths

Maximum exposure to winds, waves Largest tidal range (depends on site), with
and currents. Berths generally used greater exposure to winds, waves and
by single classes of vessel such as oil, currents. Approach mode may be restric-
gas or bulk. ted by dredged channels and by flood and
ebb tides. Structures on river bends may
complicate berthing manoeuvres.
HRT
HAT
>> Currents and winds MHWS

MHWN
Current and wind forces can push vessels onto or off the berth, and MSL
may infl uence the berthing speed.Once berthed, and provided the MLWS
LAT
vessel contacts several fenders, the forces are usually less critical. Ho-
LRT
wever 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 con-
tainer ships) will be more affected by strong winds.
HRT Highest Recorded Tide

>> Tides HAT Highest Astronomical Tide
Tides vary by area and may have extremes of a few centimetres (Me- MHWS Mean High Water Spring
diterranean, Baltic) or over 15 metres (parts of UK and Canada). Tides MHWN Mean High Water Neap
will infl uence the structure’s design and fender selection. MLWN Mean Low Water Neap
MLWS Mean Low Water Spring
LAT Lowest Astronomical Tide
LRT Lowest Recorded Tide
STRUCTURES and ship types
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.
Open pile jetties

Simple and cost-effective Low reaction reduces pile sizes and concrete mass
Good for deeper waters Best to keep fixings above piles and low tide
Load-sensitive Suits cantilever panel designs
Limited fixing area for fenders
Vulnerable to bulbous bow
Dolphins
Common for oil and gas terminals Few but large fenders
Very load-sensitive Total reliability needed
Flexible structures need careful design Low reactions preferred
to match fender loads Large panels for low hull pressures need chains etc
Structural repairs are costly
Monopiles
Inexpensive structures Fenders should be designed for fast installation
Loads are critical Restricted access means low maintenance fenders
Not suitable for all geologies Low reactions must be matched to structure
Suits remote locations Parallel motion systems
Quick to construct
Mass structures
Most common in areas with small tides Keep anchors above low tide
Fender reaction not critical Care needed selecting fender spacing and projection
Avoid fixings spanning pre-cast and in situ Suits cast-in or retrofit anchors
sections or expansion joints Many options for fender types
Sheet piles
Quick to construct Fixing fenders direct to piles difficult due to build tolerances
Mostly used in low corrosion regions Keep anchors above low tide
In situ concrete copes are common Care needed selecting fender spacing and projection
Can suffer from ALWC (accelerated low water
corrosion)
General cargo ship
Prefer small gaps between ship and quay to minimise outreach of cranes.
Large change of draft between laden and empty conditions.
May occupy berths for long periods.
Coastal cargo vessels may berth without tug assistance.
Bulk carrier
Need to be close to berth face to minimise shiploader outreach.
Possible need to warp ships along berth for shiploader to change holds.
Require low hull contact pressures unless belted.
Container ship
Flared bows are prone to strike shore structures.
Increasing ship beams needs increase crane outreach.
Some vessels have single or multiple beltings.
Bulbous bows may strike front piles of structures at large berthing angles.
Oil tanker
Need to avoid fire hazards from sparks or friction.
Require low hull contact pressures.
Coastal tankers may berth without tug assistance.
RoRo ship
Ships have own loading ramps – usually stern, slewed or side doors.
High lateral and / or transverse berthing speeds.
Manoeuvrability at low speeds may be poor.
End berthing impacts often occur.
Many different shapes, sizes and condition of beltings.
Passenger (cruise) ship

Small draft change between laden and empty.
White or light coloured hulls are easily marked.
Flared bows are prone to strike shore structures.
Ferry
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 fi re hazards from sparks or friction.
Shallow draft even at full load.
Require low hull contact pressures.
Single class of vessels using dedicated facilities.
Manifolds not necessarily at midships position.
SHIP FEATURES
>> Flare Angles
Container and cruise ships often have large bow or / and stern flares. These flare angles may impose angular loads to
the fender which can result in reduced fender energy capacity. Also a larger fender projection may be needed to avoid a
contact between the ships hull and the quay face or any on-shore structure like cranes or gangways.
>> Bulbous bows

Most modern ships have a bulbous bow. Designers have to allow for this feature when spacing fender systems to avoid
that the bulbous bow catches behind fenders or get in contact with the berthing structure.
>> Beltings
Most feeders, general cargo vessels and ferries have beltings of a half-round or square shape. These can be continuous,
intermittent and / or fitted at different levels and are sometimes in bad conditions. A good fender design should take
this into account in order to avoid vessels to damage the fenders.
>> Flying bridges

Ro-Ro and Cruise ships often have flying bridges which may sit on top of the fender at berths with large tidal
variations.
>> Low freeboard

A good fender design should avoid vessels with low freeboard – such as barges, costal tankers and others – to get un-
derneath the fender system at low tide or bad weather conditions.
>> doors
Bow doors are typical for ferries, stern doors are common on Ro-Ro ships and car carries are normally having side doors.
All these constructions may cause damages to the fenders.
>> High freeboard

Ro-Ro vessels, large container vessels and Car Carriers often have a high freeboard and consequently a large area expo-
sed to wind forces. Hence, strong winds may cause difficult berthing with higher berthing speeds and corresponding
higher energy requirements for the fender.
>> hull pressure

As vessels are becoming larger, the maximum hull pressure is also becoming more important. Today, not only gas carri-
ers, oil tankers or bulk cargo require low hull pressures, but also for large container vessels or latest cruise ships low hull
contact pressure is a strict requirement of owners and insurance companies. Designers have to pay attention especially
in large tidal zones and / or with “tilting” fender systems.
>> Light vessels

High speed catamarans and super fast ferries are built as light as possible to reach their intended speed, often from
aluminium. Generally the vessel structure of such ships can only accept limited loads on their belting. If a berth will be
called by this special type of ships and conventional vessels, special attention is required for the fender design.
>> Others
Special vessel hull features such as port holes on cruise ships or car carriers, “cow catchers” on ferries and other modifi-
cations may cause snagging on fenders. A good fender design has to take this into account by allowing for large lead-in
bevels or continuous fender wall systems.
BERTHING MODE
>> Side Berthing
Typical values:
0°    15°
100 mm / s  V 
300 mm / s
60°    90°
>> Dolphin berthing

Typical values:
0°    10°
100 mm / s  V 
200 mm / s
30°    90°
>> End Berthing

Typical values:
0°    10°
200 mm / s  V 
500 mm / s
>> Lock or Dock Entrance

Typical values:
0°    10°
100 mm / s  V 
200 mm / s
0°    30°
>> Ship-to-Ship Berthing

Typical values:
0°    15°
150 mm / s  V 
500 mm / s
BERTHING APPROACH
>> Approach Conditions >> Largest Ship >> Smallest Ship

Easy berthing, sheltered Berthing Speed (m / s) Berthing Speed
Difficult berthing, sheltered Berthing Angle (deg) (m / s)
Easy berthing, exposed Safety Factor on Energy Berthing Angle (deg)
Good berthing, exposed Safety Factor on Energy
Difficult berthing, exposed
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 x M x VB2 x CM x CE x CC x CS
Where:
EN = Normal berthing energy to be absorbed by the fender (kNm)
M = Mass of the vessel (displacement in tonne) at chosen confi dence level.*
VB = Approach velocity component perpendicular to the berthing line† (m / s).
CM = Added mass 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 normal energy to be absorbed by the fender can be calculated as: EA = FS x 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:

The consequences a fender failure may have on berth operations.
How frequently the berth is used. >> PIANIC FACTORS OF SAFETY (FS)
Very low design berthing speeds which might easily be exceeded.
Vessel Size Size FS
Vulnerability to damage of the supporting structure. I I I
Range of vessel sizes and types using the berth. Tanker, bulk, cargo Largest 1.25
Hazardous or valuable cargoes including people. Smallest 1.75
Container Largest 1.5
Smallest 2.0
>> PIANC Factors of Safety (FS)
General cargo 1,75
* PIANC recommends that ‘the factor of abnormal impact when derived

RoRo, ferries  2,0
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. Tugs, workboats, etc 2,0
Many different definitions are used to describe ship sizes and classes. Some of the more common descriptions are given below.
>> SHIP DEFINITIONS
Vessel Type Length x Beam x Draft Comments

DWT
I I I
Small feeder 200 m x 23 m x 9 m 1st Generation container

<1,000 teu
Feeder 215 m x 30 m x 10 m 2nd Generation container
1,000–2,500 teu
Panamax1 290 m x 32.3 m x 12 m 3rd Generation container
2,500–5,000 teu
Post-Panamax 306 m x 32.3 m x 13 m 4th Generation container
5,000–8,000 teu
Super post-Panamax (VLCS) 5th Generation container
>8,000 teu
Suezmax2 500 m x 70 m x 21.3 m All vessel types in Suez Canal
Seaway-Max3 233.5 m x 24 m x 9.1 m All vessel types
in St Lawrence Seaway
Handysize 10,000–40,000 dwt Bulk carrier
Cape Size 10,000–40,000 dwt Bulk carrier
Very large bulk carrier (VLBC) >200,000 dwt Bulk carrier
Very large crude carrier (VLCC) 200,000–300,000 dwt Oil tanker
Ultra large crude carrier (ULCC) >300,000 dwt Oil tanker
>> Panama Canal

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

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

The seaway system allows ships to pass from the Atlantic Ocean to the Great Lakes via six short canals totalling 110 km, with 19 locks, each 233 m
long, 24.4 m wide and 9.1 m deep.
The ship tables show laden draft (DL) of vessels. The draft of a partly loaded ship (D) can be estimated using the formula below:
MD = LWT + DWT LWT + DWT =
MD
D
D≈ DL LWT = DL (MD - DWT)
x x
MD MD DL
USING SHIP TABLES

Ship tables originally appeared in PIANC 2002. They are divided into Confidence Limits (CL) which are defi ned as the proportion of ships of the
same DWT with dimensions equal to or less than those in the table. PIANC considers 50 % to 75 % confidence limits are the most appropriate for
design. Please ask FenderTeam for supplementary tables of latest and largest vessel types including Container, RoRo, Cruise and LNG.
>> Ca
r Carriers
DWT [t] MD [t] LOA [m] LBP [m] B [m] D [m] F [m]
I I I I I I I
30,000 48,000 210 193 32.2 11.7 13.8
25,000 42,000 205 189 32.2 10.9 12.7
20,000 35,500 198 182 32.2 10.0 11.4
15,000 28,500 190 175 32.2 9.0 10.0
>> P
assenger Ships
GRT [t] MD [t] LOA [m] LBP [m] B [m] D [m] F [m]
I I I I I I I
10,000 8,010 142 128 21.6 6.4 5.3
7,000 5,830 125 114 19.8 5.5 4.7
5,000 4,320 112 102 18.2 4.8 4.2
3,000 2,740 93 86 16.0 4.0 3.4
2,000 1,910 81 75 14.4 3.4 2.9
1,000 1,030 64 60 12.1 2.6 2.3
>> F ERRIES
I I I I I I I
35,000 19,000 182 169 27.6 6.5 4.2
30,000 17,000 175 163 26.5 6.3 4.0
25,000 15,000 170 158 25.3 6.1 3.9
20,000 13,000 164 152 24.1 5.9 3.7
15,000 10,500 155 144 22.7 5.6 3.5
>> P
roduct and Chemical Tankers
I I I I I I I
50,000 66,000 210 200 32.2 12.6 5.0
40,000 54,000 200 190 30.0 11.8 4.5
30,000 42,000 188 178 28.0 10.8 3.9
20,000 29,000 174 165 24.5 9.8 3.2
10,000 15,000 145 137 19.0 7.8 2.2
5,000 8,000 110 104 15.0 7.0 1.8
3,000 4,900 90 85 13.0 6.0 1.3
>> Gas Carriers
I I I I I I I
100,000 144,000 294 281 45.8 12.3 16.9
70,000 105,000 263 251 41.2 12.3 13.4
50,000 78,000 237 226 37.2 12.3 10.5
30,000 49,700 203 192 32.0 12.3 6.7
20,000 34,800 179 169 28.4 11.0 5.5
15,000 27,000 164 154 26.0 10.1 4.8
10,000 18,900 144 136 23.1 9.0 3.9
7,000 13,800 129 121 20.8 8.1 3.2
5,000 10,200 117 109 18.8 7.4 2.6
3,000 6,530 100 93 16.1 6.4 2.0
2,000 4,560 88 82 14.3 5.7 1.5
1,000 2,480 71 66 11.7 4.6 1.1
>> ULCC & VLCC Tankers
I I I I I I I
500,000 590,000 415 392 73.0 24.0 14.5
400,000 475,000 380 358 68.0 23.0 13.5
350,000 420,000 365 345 65.5 22.0 12.6
300,000 365,000 350 330 63.0 21.0 11.7
275,000 335,000 340 321 61.0 20.5 11.2
250,000 305,000 330 312 59.0 19.9 10.7
225,000 277,000 320 303 57.0 19.3 10.2
200,000 246,000 310 294 55.0 18.5 9.5
175,000 217,000 300 285 52.5 17.7 8.8
150,000 186,000 285 270 49.5 16.9 8.2
125,000 156,000 270 255 46.5 16.0 7.5
100,000 125,000 250 236 43.0 15.1 6.8
80,000 102,000 235 223 40.0 14.0 6.0
70,000 90,000 225 213 38.0 13.5 5.6
60,000 78,000 217 206 36.0 13.0 5.3
>> Freight Ro-Ro

I I I I I I I
50,000 87,500 287 273 32.2 12.4 14.8
45,000 81,000 275 261 32.2 12.0 14.2
40,000 72,000 260 247 32.2 11.4 13.4
35,000 63,000 245 233 32.2 10.8 12.6
30,000 54,000 231 219 32.0 10.2 11.7
25,000 45,000 216 205 31.0 9.6 10.9
20,000 36,000 197 187 28.6 9.1 10.2
15,000 27,500 177 168 26.2 8.4 9.2
10,000 18,400 153 145 23.4 7.4 7.8
5,000 9,500 121 115 19.3 6.0 5.8
>> G
eneral Cargo Ships
I I I I I I I
50,000 69,500 209 199 31.0 12.5 5.0
40,000 54,500 209 199 30.0 12.5 4.5
35,000 48,000 199 189 28.9 12.0 4.3
30,000 41,000 188 179 27.7 11.3 4.1
25,000 34,500 178 169 26.4 10.7 4.0
20,000 28,000 166 158 24.8 10.0 3.8
15,000 21,500 152 145 22.6 9.2 3.5
10,000 14,500 133 127 19.8 8.0 3.2
5,000 7,500 105 100 15.8 6.4 2.7
2,500 4,000 85 80 13.0 5.0 2.3
>> C
ruise Liners
I I I I I I I
160,000 91,200 340 289 39.2 9.1 9.0
135,000 76,950 295 251 38.9 8.4 8.9
100,000 57,000 292 248 33.7 8.1 7.8
80,000 44,000 272 231 35.0 8.0 8.6
70,000 38,000 265 225 32.2 7.8 8.4
60,000 34,000 252 214 32.2 7.6 8.1
50,000 29,000 234 199 32.2 7.1 7.4
40,000 24,000 212 180 32.2 6.5 6.5
30,000 24,000 192 164 32.2 6.3 6.2
25,000 14,250 164 139 22.8 6.6 5.2
10,000 5,700 87 74 14.0 3.3 3.2
>> B
ulk Carriers
I I I I I I I
400,000 464,000 375 365 62.5 24.0 9.5
350,000 406,000 362 344 59.0 23.0 9.1
300,000 350,000 350 333 56.0 21.8 8.6
250,000 292,000 335 318 52.5 20.5 8.1
200,000 236,000 315 300 48.5 19.0 7.4
150,000 179,000 290 276 44.0 17.5 6.8
100,000 121,000 255 242 39.0 15.3 5.9
80,000 98,000 240 228 36.5 14.0 5.4
60,000 74,000 220 210 33.5 12.8 4.9
40,000 50,000 195 185 29.0 11.5 4.4
20,000 26,000 160 152 23.5 9.3 3.5
10,000 13,000 130 124 18.0 7.5 2.9
5,000 5,900 85 81 14.6 5.2 2.2
>> Container Ships (Post Panamax)
DWT [t] MD [t] LOA [m] LBP [m] B [m] D [m] F [m] TEU
I I I I I I I I
150,000 190,000 390 370 55.0 16.0 10.4 11,000
120,000 169,200 360 342 44.0 14.8 9.7 9,500
110,000 155,100 338 321 43.9 14.6 9.7 8,400
100,000 141,000 329 313 43.4 14.3 9.5 8,000
90,000 126,900 305 290 42.3 14.2 9.3 6,600
80,000 112,800 295 280 42.0 14.1 9.2 6,300
70,000 100,000 280 266 41.8 13.8 9.2 5,600
65,000 92,000 274 260 41.2 13.5 8.9 5,000
60,000 84,000 268 255 39.8 13.2 8.6 4,600
55,000 76,500 261 248 38.3 12.8 8.1 4,200
>> Container Ships (Panamax)
DWT [t] MD [t] LOA [m] LBP [m] B [m] D [m] F [m] TEU
I I I I I I I I
60,000 83,000 290 275 32.2 13.2 8.6 4,500
55,000 75,500 278 264 32.2 12.8 8.1 4,100
50,000 68,000 267 253 32.2 12.5 7.8 3,400
45,000 61,000 255 242 32.2 12.2 7.5 3,000
40,000 54,000 237 225 32.2 11.7 6.9 2,700
35,000 47,500 222 211 32.2 11.1 6.3 2,300
30,000 40,500 210 200 30.0 10.7 5.9 1,700
25,000 33,500 195 185 28.5 10.1 5.3 1,500
20,000 27,000 174 165 26.2 9.2 4.4 1,100
15,000 20,000 152 144 23.7 8.5 3.8 900
10,000 13,500 130 124 21.2 7.3 2.7 550
5,000 6,750 98 93 16.2 5.4 3.2 200
APPROACH VELOCITY (VB)
Berthing speeds depend on the ease or difficulty of the approach, the exposure of the berth and the vessel’s size. Conditions are normally divided
into five categories as shown in the chart’s key table. The most widely used guide to approach speeds is the Brolsma table, adopted by BS1, PIANC2
and other standards. For ease of use, speeds for the main vessel sizes are shown at the bottom of this page.
Berthing condition
a Easy berthing, sheltered
b Difficult berthing, sheltered
c Easy berthing, exposed
d Good berthing, exposed
e Difficult berthing, exposed
APPROACH VELOCITY
Velocity, VB (m / s)
[t] [t] [m] [m] [m] [m] [m]
Approach velocities less than 0.1m / s should be
I I I I I I I
used with caution.
100,000 144,000 294 281 45.8 12.3 16.9
Values are for tug-assisted berthing.
70,000 105,000 263 251 41.2 12.3 13.4
Spreadsheets for calculating the approach velo-
50,000 78,000 237 226 37.2 12.3 10.5
city and berthing energy are available at www.
30,000 49,700 203 192 32.0 12.3 6.7
fenderteam.de
20,000 34,800 179 169 28.4 11.0 5.5
Actual berthing velocities can be measured,
15,000 27,000 164 154 26.0 10.1 4.8
displayed and recorded using a SmartDock Do-
10,000 18,900 144 136 23.1 9.0 3.9
cking Aid System (DAS) by Harbour Marine.
7,000 13,800 129 121 20.8 8.1 3.2
Harbour Marine is part of Trelleborg Marine Sy-
5,000 10,200 117 109 18.8 7.4 2.6
stems.
3,000 6,530 100 93 16.1 6.4 2.0
2,000 4,560 88 82 14.3 5.7 1.5
1,000 2,480 71 66 11.7 4.6 1.1
BLOCK COEFFICIENT (CB)
The block coefficient (CB) is a function of the hull shape and is expressed as follows:
Typical block coefficients (CB)

MD
CB = Container vessels 0.6–0.8
LBP x B x D x SW
General cargo and bulk carriers 0.72–0.85
where, Tankers 0.85

MD = displacement of vessel (t) Ferries 0.55–0.65
LBP = length between perpendiculars (m)
RoRo vessels 0.7–0.8
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 x LBP x B x D x SW
D 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) Vasco Costa* (1964)
KC
for  0.1 CM = 1.8
D
KC KC πxD 2D where:
for 0.1 
D
 0.5 CM = 1.875 – 0.75 [ ]
D
CM =
2 x CB x B
CM = 1 +
B D = draft of vessel (m)
B = beam of vessel (m)
K LBP = length between perpendiculars (m)
for C  0.5 CM = 1.5
D
KC = under keel clearance (m)
>> Special case – longitudinal approach
CM = 1.1
Recommended by PIANC.
ECCENTRICITY COEFFICIENT (CE)
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 ac-
curate calculation of the eccentricity coefficient. In practice, CE often varies
between 0.3 and 1.0 for differen berthing cases. Velocity (V) is not always
perpendicular to the berthing line.
VL = longitudinal velocity component (forward or astern)
LBP
x+y= (assuming the centre of mass is at mid-length of the ship) where:
2
B = beam (m)
CB = block coefficient
√
B 2
R= y2+ [ ] K = (0.19  CB + 0.11)  LBP LBP = length between perpendiculars (m)
2
R = centre of mass to point of impact (m)
K = radius of gyration (m)
Caution: for  < 10º, CE –> 1.0
>> Lock entrances and guiding fenders

Tug
Where the ship has a signifi cant forward motion, PIANC suggests that the  
ship’s speed parallel to the berthing face (Vcos) is not decreased by ber-
thing impacts, and it is the transverse velocity component (Vsin) which
R
much be resisted by the fenders. When calculating the eccentricity coeffici- V
ent, the velocity vector angle () is taken between V and R.
a
>> Dolphin berths


Ships rarely berth exactly midway between dolphins. ROM 0.2-90 suggests V
a=0.1L, with a minimum of 10m and maximum of 15m between the mid-
R
point and the vessel’s centre of mass. This offset reduces the vector angle 
() and increases the eccentricity coefficient.
ECCENTRICITY COEFFICIENT
MD
CB =
LBP x B x D x SW
>> Special cases for RoRo Terminals

Modern RoRo terminals commonly use two different approach modes during berthing. PIANC defi nes these as mode b) and mode c). It is important
to decide whether one or both approach modes will be used, as the berthing energies which must be absorbed by the fenders can differ considerab-
ly.
Breasting
dolphins >> Mode b)
RoRo vessels with bow and / or stern ramps make a transverse approach to the berth.
R
ach
The ships then move along the quay or dolphins using the side fenders for guidance
Appro
25LS until they are the required distance from the shore ramp structure.

Lower berthing energy
V1 Reduced speeds may affect ship manoeuvrability

25LS Increased turn-around time
CE is smaller (typically 0.4–0.7)
 15  V2 25LS
Fender Typical values
25LS I I I I
A Side 21 100mm / s V1  300mm / s 0 60°    90°
V3
B Side 100mm / s V1  300mm / s N / A
25LS C Side 100mm / s V1  300mm / s 0°    10°
End fender and shore based ramp

>> Mode C)
RoRo vessels approach either head-on or stern-on with a large longitudinal velocity.
Outer end Side fenders guide the vessel but ships berth directly against the shore ramp struc-
 15  ture or dedicated end fenders.
Quicker berthing and more controllable in strong winds
High berthing energies
Breasting
Risk of vessel hitting inside of fenders or even the dolphins
dolphins
R CE can be large (typically 0.6–0.9)
V1

V2 Fender Typical values

I I I I
A Side 21 100mm / s V1  300mm / s 0 60°    90°
B Side 100mm / s V1  300mm / s N / A
C Side 100mm / s V1  300mm / s 0°    10°
BERTH CONFIGURATION COEFFICIENT (CC)
When ships berth at small angles against solid structures, the water bet-
ween 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:
Quay structure design
Underkeel clearance
Velocity and angle of approach
Projection of fender
Vessel hull shape
PIANC recommends the following values:

CC = 1.0: Open structures including berth corners CC = 10,9: Solid quay structures
Berthing angles > 5º Berthing angles > 5º
Very low berthing velocities
Large underkeel clearance
Note: where the under keel clearance has already been considered for added mass (CM), the berth confi guration coefficient CC=1 is usually assumed.
SOFTNESS COEFFICIENT (CS)

Where fenders are hard relative to the fl exibility of the ship hull, some of
the berthing energy is absorbed by elastic deformation of the hull. In most
cases this contribution is limited and ignored (CS=1). PIANC recommends
the following values: Soft fenders (f > 150mm)
Cs = 1.0: Soft fenders (f > 150mm)
Cs = 10,9:
FENDER SELECTION
Every type and size of fender has different performance characteristics. Whatever type of fenders are used, they must have suffi cient capacity to
absorb the normal and abnormal energies of berthing ships. When selecting fenders the designer must consider many factors including:
Single or multiple fender contacts

The effects of angular compressions
Approach speeds
Extremes of temperature
Berthing frequency Reaction ENERGY
Fender efficiency = arera under curve
Deflection
>> Comparing efficiency
Fender effi ciency is defi ned as the ratio of the energy absorbed to the reaction force generated. This method allows fenders of many sizes
and types to be compared as the example shows. Comparisons should also be made at other compression angles, speeds and temperatures when
applicable.
This comparison shows Super Cone and SeaGuard fenders with similar energy, reaction and hull pressure, but different height, defl ection and initial
stiffness (curve gradient).
R R
E
E
D D
Super Cone SCN 1050 (E2) SeaGuard SG 2000  3500 (STD)
E = 458kNm E = 454kNm
R = 843kN R = 845kN
D = 768mm D = 1200mm
P = 187kN / m2 * P = 172kN / m2
E
= 0.543
R E
= 0.537
R
* for a 4.5m2 panel
FENDER PITCH
Fenders spaced too far apart may allow ships to hit the structure. A positive
clearance (C) should always be maintained, usually between 5–15 % of the Bow radius, RB
uncompressed fender height (H). Aminimum clearance of 300mm inclusive

of bow flare is commonly specified.
Smaller ships have smaller bow radius but usually cause smaller fender
deflection.
Clearance distances should take account of bow fl are angles.  
Bow flares are greater near to the bow and stern.

H C h 
Where ship drawings are available, these should be used to estimate L
bow radius. P P/2 P/2
>> Bow radius

The bow radius formula is approximate and should be checked against actual ship dimensions where possible.
where:
1 B LOA2
2 [ ]
RB ≈ + RB = bow radius (m)
2 8B
B = beam of vessel (m)
LOA = vessel length overall (m)
>> Fender pitch

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.
P2 √ R 2 – (R – h + C)
B B
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 5–15 % of the undefl ected fender projection, including panel)
 = hull contact angle with fender
Caution: Large fender spacings may work in theory but in practice a maximum spacing of 12–15m is more realistic.
Cruise liner Container ship Bulk carrier /

Bow radius (metres)
general cargo
200
150
50
0 65 0 140 0 425
Displacement (1000t) Displacement (1000t) Displacement (1000t)
MULTIPLE CONTACT CASES RB RB
>> 3-fender contact
Energy absorbed by three (or more) fenders

Larger fender defl ection likely
Bow fl are is important
1-fender contact also possible for ships with small bow radius F2
F2 F1 H
Berthing line
P P P
>> 2-fender contact RB RB
Energy divided over 2 (or more) fenders

Smaller fender defl ections
Greater total reaction into structure
F
F2 F1 H
Berthing line
P P P P
ANGULAR BERTHING
The berthing angle between the fender and the ship’s hull may result in some loss of energy absorption. Angular berthing means the horizontal
and / or vertical angle between the ship’s hull and the berthing structure at the point of contact. There are three possible conditions for the effects
of angular berthing: fl are, bow radius and dolphin.
Flare Bow radius Dolphin
u s, R B
radi
Bow 
 

P
sin = where RB= bow radius
2RB
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:
Hull pressures and tidal range Permissible stresses Chain connections
Lead-in bevels and chamfers Weld sizes and types Lifting points
Bending moment and shear Effects of fatigue and cyclic loads Paint systems
Local buckling Pressure test method Corrosion allowance
Limit state load factors Rubber fender connections Maintenance and service life
Steel grade UHMW-PE attachment
>> 3 design cases

Full-face contact Low-level impact Double contact
Steel Properties
The national standards of France and Ger-
Standard Grade Yield Strength (min) Tensile Stråength (min) Temperature many have been replaced by EN 10025. In
N / mm2 psi N / mm2 psi °C °F the UK, BS4360 has been replaced by BS EN
I I I I I I I I 10025. The table above is for guidance only
EN 10025 144,000 294 281 45.8 12.3 - - and is not comprehensive. Actual specifi ca-
105,000 263 251 41.2 12.3 - -
tions should be consulted in all cases for the
78,000 237 226 37.2 12.3 -20 -4
full specifi cations of steel grades listed and
49,700 203 192 32.0 12.3 0 32
other similar grades.
JIS G-3101 27,000 164 154 26.0 10.1 0 32
18,900 144 136 23.1 9.0 0 32
13,800 129 121 20.8 8.1 0 32
ASTM 4,560 88 82 14.3 5.7 0 32
2,480 71 66 11.7 4.6 0 32
PIANC steel thicknesses Typical panel weights

PIANC recommends the following minimum steel The table can be used as a guide to minimum average panel weight
thicknesses for fender panel construction: (excluding UHMW-PE face pads) for different service conditions:
Exposed both faces  12 mm Light duty 200–250kg / m2
Exposed one face  9 mm Medium duty 250–300kg / m2
Internal (not exposed)  8 mm Heavy duty 300–400kg / m2
Extreme duty  400kg / m2
HULL PRESSURES
Allowable hull pressures depend on hull plate thickness and frame spacing. These vary according to the type of ship. PIANC gives the following advice
Hull pressure
Vessel type Size / class
(kN / m2)
I I I
< 1 000 teu (1st / 2nd generation) < 400

Container ships < 3 000 teu (3rd generation) < 300
< 8 000 teu (4th generation) < 250
> 8 000 teu (5th / 6th generation) < 200
≤ 20 000 DWT 400–700

General cargo
> 20 000 DWT < 400
≤ 20 000 DWT < 250

Oil tankers
≤ 60 000 DWT < 300
VLCC / ULC > 60 000 150–200 P = average hull pressure (kN / m2)
Gas carriers LNG / LPG < 200 R = total fender reaction (kN)
W = panel width, excluding bevels (m)
Bulk carriers < 200
H = panel height, excluding bevels (m)
RoRoPassen-
Usually fi tted with
ger / cruise
beltings (strakes)
SWATH
BELTINGS
Most ships have beltings (sometimes called belts or strakes). These come in many shapes and sizes – some are well-designed, others can be poorly
maintained or modifi ed. Care is needed when designing fender panels to cope with beltings and prevent snagging or catching which may
Application Vessels Belting Load (kN / m)
I I I
Light duty Aluminium hulls 150–300
Medium duty Container 500–1 000
Heavy duty RoRo / Cruise 1 000–1 500 Belting Range
Belting range is often greater than tidal range due to ship design, heave, roll, and changes in draft.
>> B
elting types
Most ships have beltings (sometimes called belts or strakes). These come in many shapes and sizes – some are well-designed, others can be poorly
maintained or modifi ed. Care is needed when designing fender panels to cope with beltings and prevent snagging or catching which may
damage the system. Belting line loads exert crushing forces on the fender panel which must be considered in the structural design
h
Common on RoRo / Cruise ships.
3 4 Projection 200–400mm (typical).
1 2
h Common on LNG / Oil tankers, barges, offshore supply
vessels and some container ships.
Projection 100–250mm (typical).
FRICTION
Friction has a large infl uence on the fender design, particularly for restraint
Materials Friction Coefficient (μ)
chains. Low friction facing materials (UHMW-PE) are often used to reduce
I I I
friction. Other materials, like polyurethanes (PU) used for the skin of foam
fenders, have lower friction coefficients than rubber against steel or con- UHMW-PE Steel 0.2
crete. The table can be used as a guide to typical design values. Friction co- HD-PE Steel 0.3
efficients may vary due to wet or dry conditions, local temperatures, static Polyurethane Steel 0.4
and dynamic load cases, as well as surface roughness. Rubber Steel 0.5
Timber Steel 0.6
Steel Steel 0.7
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:
Hull pressures and tidal range
Weight chains support the steel panel and prevent excessive drooping of the system. They may also
resist vertical shear forces caused by ship movements or changing draft.
Shear chains resist horizontal forces caused during longitudinal approaches or warping operations.
Tension chains restrict tension on the fender rubber. Correct location can optimise the defl ection
geometry.
Keep chains are used to moor fl oating fenders or to prevent loss of fi xed fenders in the event of acci-
dents.
Factors to be considered when designing fender chains:

Corrosion reduces link diameter and weakens the chain.
Corrosion allowances and periodic replacement should be allowed for.
A ‘weak link’ in the chain system is desirable to prevent damage to more costly components in an
accident.
Maintenance costs R+W where:

SWL =
n cos SWL = safe working load (kN)
FC = safety factor
μ = coefficient of friction
MBL  FC x SWL
R = fender reaction (kN)
W = gross panel weight (kg) (for shear chains, W = 0)
n = number of chains
 = effective chain angle (degrees)
R
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 mate-
rial available for such applications. It uniquely combines low friction, impact strength, non-marking characteristics and resistance to wear, tempe-
rature 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

Always use oversize washers to spread the load. W
Application t (mm) W* (mm) Bolt

P
I I I I
Light duty 30 3-5 M16
Medium duty 40 7-10 M16-M20
50 10-15
Heavy duty 60 15-19 M24-M30
70 18-25
80 22-32
Extreme duty 90 25-36 M30-M36
100 28-40
* Where allowances are typical values, actual wear allowance may vary due fi xing detail.
The standard colour is black, but UHMW-PE is available in many other colours if
Large pads vs small pads

Larger pads are usually more robust but smaller pads are easier and cheaper to replace.
CORROSION PREVENTION
Fenders are usually installed in corrosive environments, sometimes made worse by high tempera-
ture and humidity. Corrosion of fender accessories can be reduced with specialist paint coatings,
by galvanising or with selective use of stainless steels. Paint coatings and galvanising have a fi nite
life. Coating must be reapplied at intervals during the life of the fender. Galvanised components
like chains or bolts may need periodic re-galvanising or replacement. Stainless steels should be
carefully selected for their performance in seawater.
>> P
aint coatings
ISO EN 12944 is a widely used international standard defi ning the durability of corrosion protection systems in various environments. The C5-M class
applies to marine coastal, offshore and high salinity locations and is considered to be the most applicable to fenders. The life expectancy or ‘durability’
of coatings is divided into three categories which estimate the time to fi rst major maintenance:
Low 2–5 years

Durability range is not a guarantee. It is to help operators estimate sensible maintenance times.
Medium 5–15 years
High  15 years
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.
Priming
Paint Surface Top Coats Paint System Expected durability
Coat(s)
System Preparation Binder Primer NDFT Binder No. coats NDFT No. coats NDFT (C5-M corrosivity)
No. coats
I I I I I I I I I I I I
S7.09 Sa 2.5 EP, PUR Zn (R) 1 40 EP, PUR 3-4 280 4-5 320 High (>15y)
S7.11 Sa 2.5 EP, PUR Zn (R) 1 10 CTE 3 260 4 400 High (>15y)
S7.16 Sa 2.5 CTE Misc 1.2 100 CTE 2 200 3 300 Medium (5-15y)
Sa 2.5 is defi ned in ISO 8501-1 EP = 2-pack epoxy

NDFT = Nominal dry fi lm thickness PUR = 1-pack or 2-pack polyurethane
Zn (R) = Zinc rich primer CTE = 2-pack coal tar epoxy
Misc = miscellaneous types of anticorrosive pigments
>> D
esign considerations
Other paint systems may also satisfy the C5-M requirements but in choosing any coating the designer should carefully consider the following:
Corrosion protection systems are not a substitute for poor design details such as re-entrant shapes and corrosion traps.
Minimum dry fi lm thickness >80 % of NDFT (typical)
Maximum fi lm thickness <3  NDFT (typical)
Local legislation on emission of solvents or health & safety factors
Application temperatures, drying and handling times
Maximum over-coating times
Local conditions including humidity or contaminants
Refer to paint manufacturer for advice on specifi c applications and products.
CORROSION PREVENTION
>> Gal
vanising
Hot-dip galvanising is the process of coating steel parts with a zinc layer by passing the com-
ponent through a bath of molten zinc. When exposed to sea water the zinc acts as an anodic
reservoir which protects the steel underneath. Once the zinc is depleted the steel will begin to
corrode and lose strength. Galvanising thickness can be increased by:
shot blasting the components before dipping

pickling the components in acid
double dipping the components (only suitable for some steel grades)
Spin galvanising is used for threaded components which are immersed in molten zinc then immediately centrifuged to remove any excess zinc and
clear the threads. Spin galvanised coatings are thinner than hot dip galvanised coatings and will not last as long in marine environments. Typical
galvanising thicknesses:
Hot dip galvanising 85μm
Spin galvanising 40μm
>> 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:
PREN = Cr + 3.3Mo + 16N
>> 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 need to be cut out and replaced. To avoid this problem, always apply anti-galling compounds to threads before
assembly. If these are unavailable then molybdenum disulfi de or PTFE based lubricants can be used.
Cr and Mo are major cost factors for stainless steel. A high PREN material will usually last longer but cost more.
Common
Grade Type Cr [%] Mo [%] N [%] PREN Comments
Name
I I I I I I I I
1.4501 Zeron 100 Duplex 24.0–26.0 3.0– 4.0 0.2–0.3 37.1–44.0 used where very long service life is needed or
access for inspection is dfficult
1.4462 SAF 2205 Duplex 21.0–23.0 2.5–3.5 0.1–0.22 30.9–38.1
1.4401 316S31 Austenitic 16.5–18.5 2.0–2.5 0–0.11 23.1–28.5 widely used for fender fi xings
1.4301 304 Austenitic 17.0–19.5 - 0–0.11 17.0–21.3

unsuitable for most fender applications
1.4003 3CR12 Ferritic 10.5–12.5 - 0–0.03 10.5–13.0
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).
PROJECT REQUIREMENTS
>> PROJECT DETAILS
Port
Project
Designer
Contractor
>> SHip DETAILS
LARGEST VESSEL SMALLEST VESSEL
I I I I
Vessel type Vessel type

Deadweight (t) Deadweight (t)
Displacement (t) Displacement (t)
Length overall (LOA) (m) Length overall (LOA) (m)
Length between perps (LBP) (m) Length between perps (LBP) (m)
Beam (B) (m) Beam (B) (m)
Draft (D) (m) Draft (D) (m)
Freeboard (F) (m) Freeboard (F) (m)
Hull pressure (P) (t / m ) 2
Hull pressure (P) (t / m2)
>> BERTH DETAILS

Closed structure Semi-open structure Open structure Other (please describe)
Structure Tide levels
I I I I
Length of berth (m) Tidal range (m)
Fender / dolphin spacing (m) Highest astronomic tide (HAT) (m)
Permitted fender reaction (kN / m) Mean high water spring (MHWS) (m)
Quay level (m) Mean sea level (MSL) (m)
Cope thickness (m) Mean low water spring (MLWS) (m)
Seabed level (m) Lowest astronomic tide (LAT) (m)
BERTHING MODES
>> Side Berthing
Typical values: 0°    15°
100mm / s  V  300mm / s
60°    90°
>> Dolphin berthing

100mm / s  V  200mm / s
30°    90°
>> End Berthing

200mm / s  V  500mm / s
0°    10°
>> Lock or Dock Entrance

100mm / s  V  200 mm / s
0°    30°
>> Ship-to-Ship Berthing

150mm / s  V  500 mm / s
60°    90°
>> Other Berthing Mode
Berthing Approach
>> Approach Conditions >> Largest Ship
a) Easy berthing, sheltered Berthing Speed (m / s)
b) Difficult berthing, sheltered Berthing Angle (deg)
c) Easy berthing, exposed Safety Factor on Energy
d) Good berthing, exposed
e) Difficult berthing, exposed >> Smallest Ship
Berthing Speed (m / s)
Berthing Angle (deg)
Safety Factor on Energy
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 confi rmed during quality assurance testing.* All test results are from laboratory made and cured test pieces. Results
from samples taken from actual fenders will differ due to the sample preparation process – please ask for details.
>> Moulded and wrapped fenders

Property Testing Standard Condition Requirement
I I I I
DIN 53504; ASTM D 412 Die C; AS 1180.2; Original 16.0 MPa (min)
Tensile Strength
BS ISO 37; JIS K 6251 Aged for 96 hours at 70ºC 12,8 MPa (min)
DIN 53504; ASTM D 412 Die C; AS 1180.2; Original 350 %
Elongation at Break
BS ISO 37; JIS K 6251 Aged for 96 hours at 70ºC 280 %
DIN 53505; ASTM D 2240; Original 78° Shore A (max)
Hardness
AS1683.15.2; JIS K 6253 Aged for 96 hours at 70ºC Original +8° Shore A (max)
ASTM D 395 Method B; AS 1683.13 Method B;
Compression Set 22 hours at 70°C 30 % (max)
BS903 A6; ISO 815; JIS K 6262
ASTM D 624 Die B; AS 1683.12;
Tear Resistance Original 70kN / m (min)
BS ISO 34-1; JIS K 6252
DIN 53509; ASTM D 1149; AS 1683-24; 50pphm at 20 % strain,
Ozone Resistance No cracks
BS ISO 1431-1; JIS K 6259 40°C, 100 hours
Hardness: ±10° Shore A (max)
Seawater Resistance BS ISO 1817; ASTM D 471 28 days at 95°C
Volume: +10 / -5 % (max)
ASTM D5963-04; BS ISO 4649 : 2002 Original 100mm3 (max)
Abrasion
BS903 A9, Method B 3000 revolutions 1.5cc (max)
Bond Strength ASTM D429, Method B; BS 903.A21 Section 21.1 Rubber to steel 7N / mm (min)
Dynamic Fatigue† ASTM D430-95, Method B 15,000 cycles Grade 0–1‡
>> Extruded fenders
Property Testing Standard Condition Requirement

I I I I
DIN 53504; ASTM D 412 Die C; AS 1180.2; Original 16.0 MPa (min)
Tensile Strength
BS ISO 37; JIS K 6251 Aged for 96 hours at 70ºC 12,8 MPa (min)
DIN 53504; ASTM D 412 Die C; AS 1180.2; Original 350 %
Elongation at Break
BS ISO 37; JIS K 6251 Aged for 96 hours at 70ºC 280 %
DIN 53505; ASTM D 2240; Original 78° Shore A (max)
Hardness
AS1683.15.2; JIS K 6253 Aged for 96 hours at 70ºC Original +8° Shore A (max)
ASTM D 395 Method B; AS 1683.13 Method B;
Compression Set 22 hours at 70°C 30 % (max)
BS903 A6; ISO 815; JIS K 6262
ASTM D 624 Die B; AS 1683.12;
Tear Resistance Original 70kN / m (min)
BS ISO 34-1; JIS K 6252
DIN 53509; ASTM D 1149; AS 1683-24; 50pphm at 20 % strain,
Ozone Resistance No cracks
BS ISO 1431-1; JIS K 6259 40°C, 100 hours
Hardness: ±10° Shore A (max)
Seawater Resistance BS ISO 1817; ASTM D 471 28 days at 95°C
Volume: +10 / -5 % (max)
* Material property certifi cates are issued for each different rubber grade on all orders for SCN Super Cone, SCK Cell Fender, Unit Element, AN / ANP Arch, Cylindrical Fender, MV and
MI Elements. Unless otherwise requested at time of order, material certifi cates issued for other fender types are based on results of standard bulk and / or batch tests which form
part of routine factory ISO9001 quality procedures and are for a limited range of physical properties (tensile strength, elongation at break and hardness). Dynamic fatigue testing is
optional at extra cost. ‡ Grade 0 = no cracks (pass). Grade 1 = 10 or fewer pinpricks <0.5mm long (pass). Grades 2–10 = increasing crack size (fail).
TOLERANCES
Trelleborg fenders are subject to standard manufacturing and performance tolerances. For specifi c applications, smaller tolerances may be agreed
on a case-by-case basis.
Fender type Dimension Tolerance
I I I
All dimensions ±3 % or ±2mm*
Moulded fenders
Bolt hole spacing ±4mm (non-cumulative)
Cross-section ±3 % or ±2mm*
Length ±2 % or ±25mm*
Composite fenders
Drilled hole centres ±4mm (non-cumulative)
Counterbore depth ±2mm (under-head depth)
Block fenders Cross-section ±2 % or ±2mm*

Cube fenders Length ±2 % or ±10mm*
M fenders Fixing hole centres ±3mm
W fenders Fixing hole diameter ±3mm
Outside diameter ±4 %
Cylindrical fenders Inside diameter ±4 %
Length ±30mm
Cross-section ±4 %
Extruded fenders
Cross-section ±4 %
HD-PE sliding fenders†
Length and width ±5mm (cut pads)

Length and width ±20mm (uncut sheets) ±0.2mm
Thickness: ≤30mm ±0.3mm
(planed) 31–100mm ≥101mm ±0.5mm
UHMW-PE face pads† Thickness: ≤30mm ±2.5mm
(unplaned) 31–100mm ±4.0mm
≥101mm ±6.0mm
* Whichever is the greater dimension

† HD-PE and UHMW-PE dimensions are measured at 18°C and are subject to thermal expansion coefficients (see material properties)
>> Performance tolerances‡

‡ Performance tolerances apply to Rated Performance
Fender type Parameter Tolerance
Data (RPD). They do not apply to energy and / or reac-
I I I tion at intermediate
defl ections. The nominal rated defl ection when RPD
SCN, SCK, UE, AN, ANP, MV and MI fenders Reaction, energy ±10 %
is achieved may vary and is provided for guidance
Cylindricals (wrapped) Reaction, energy ±10 % only. Please consult Trelleborg
Marine Systems for performance tolerance on fender
Cylindricals (extruded) Reaction, energy ±10 % types not listed above.
Extruded fenders Reaction, energy ±10 %
Pneumatic fenders Reaction, energy ±10 %
Block, cube, M, W, tug and workboat fenders Reaction ±10 %
SeaGuard, SeaCushion and Donut fenders Reaction, energy ±10 %
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: Verifi cation / Quality Assurance Testing’. The Constant Velocity (CV) test method is used for SCN, SCK, UE, AN / ANP and Cylindrical Fenders.
MV and MI fenders are tested using the Decreasing Velocity (DV) method on the dedicated Trelleborg high speed test press. All other fender types are
tested on special request.
>> C
ompression Test Method
All fenders will be given a unique manufacturing serial number for traceability.
Sampling is 1 in 10 fenders (rounded up to a unit) unless otherwise agreed.1
No additional break-in cycles are carried out unless otherwise agreed.1
Performance will be measured at 0° compression angle.
Readings shall be taken at intervals of between 0.01H to 0.05H (where H = nominal fender height).
Fender temperature will be stabilised to 23°C ± 5°C for at least 24 hours before compression testing.
Minimum temperature stabilisation time will be calculated as tmin = 20x1.5 (where ‘x’ is the thickness of the fender body in metres).
Stabilising time (tmin) can include the time taken for break-in’ and ‘recovery’.
‘Break in’ the fender by defl ecting it three times to rated defl ection.
Remove load from the fender and allow ‘recovery’ for at least 1 hour.
Stop testing when defl ection reaches rated defl ection or RPD2 is achieved.
CV only:
Deflect the fender once at a constant defl ection speed of 0.0003–0.0013m / s (2–8cm / min) and record reaction and defl ection.
DV only:
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 offi ce to discuss exact require-
ments.
>> 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.
Serial Number and description of test fender.
Date of test, name of test supervisor and signature of Quality Manager.
Table and graph of reaction (RVT) versus defl ection and energy (EVT) versus deflection.
Pass Criteria4
Fenders have passed verifi cation testing if they meet the following conditions: Where,
RVT  RRPD  1.1  VF  TF RVT = reaction from verifi cation testing
EVT  ERPD  0.9  VF  TF RRPD = Rated Performance Data (or customer’s required reaction)
EVT = energy from verifi cation testing
CV only: ERPD = Rated Performance Data (or customer’s required energy)
VF = velocity factor for actual test speed / time (or 1.0 unless otherwise stated) TF = Temperature factor when test sample is above or below
DV only: 23ºC ± 5ºC
VF = velocity factor for test speeds other than 0.15m / s (or 1.0 unless otherwise stated)
Notes
1) Standard PIANC Verifi cation 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 defl ection for
all fenders with reaction of 100t or more is included in the fender price if notifi ed at the time of order.
2) Rated Performance Data (RPD) is defi ned in the relevant product sections of this catalogue.
3) All measuring equipment shall be calibrated and certifi ed 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 defi ned 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.
PERFORMANCE TESTING
Trelleborg is committed to providing high quality products. Consistency and performance are rou-
tinely checked in accordance with the latest procedures and test protocols. PIANC has introduced
new methods and procedures for testing the performance of solid rubber fenders, allowing for real
world operating conditions, in their document ‘Guidelines for the Design of Fender Systems: 2002:
Appendix A’. Many of Trelleborg’s most popular
fender types are PIANC Type Approved. This brings the following benefi ts:
proven product quality

tests simulate real operating conditions
longer service life
lower maintenance
greater reliability
reduced lifetime costs
manufacturer commitment
excludes unsafe ‘copy’ and ‘fake’ fenders
simplifi es contract specifi cations
Testing is carried out in two stages: to prove behaviour of the generic fender type, and then to confi rm that performance of fenders made for each
project meet the required performances.
>> Type Approval testing (Stage 1)

PIANC Type Approval testing is carried out to determine the effects of environmental factors on
the performance of various fender types. Trelleborg’s Type Approval tests are witnessed by Germa-
nischer Lloyd. Super Cone, Unit Element, SCK Cell and Arch Fenders have been Type Approved to
PIANC standards.
>> Verifi cation testing (Stage 2) CV testing of SCN Super Cones
Verifi cation testing using either CV method (all fender types except MV and MI elements) or DV
method (MV and MI elements only) is carried out on all signifi cant orders to confi rm the Rated
Performance Data (RPD) of the fender. Results are normalised to 0.15m / s compression speed, 23°C
temperature and 0° compression angle.
DV testing of MV elements
RATED PERFORMANCE DATA (RPD)
RPD is normalised to:
0.15m / s initial impact speed

on 23°C temperature
akti
RRP Re ERP 0° compression angle.
Energy
Deflection d
VF
>> C
orrection factors from type approved tests
Impact speed 0.001m / s to 0.3m / s 1.0

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 Vi
0.15m / s (VRP)
speed than others. RPD is normalised to 0.15m / s.
TF
Temperature –30°C to +50°C

1.0
At low temperatures rubber becomes stiffer, which increases reaction forces.
At higher temperatures rubber softens, which reduces energy absorption.
T
RPD is normalised to 23°C. 23°C (TRP)
AF
Compression angle 0° to 20°
Most fenders lose some energy absorption capacity when compressed at an 1.0
angle. RPD is normalised to 0°.

0°C (RP)
Durability 3000 cycles minimum
To prove durability, fenders should be subjected to a long-term fatigue test of
at least 3000 cycles to rated defl ection without failure.
1.0
To be meaningful, Type Approval testing should be monitored and witnessed by accredited third-party inspectors such as Germanischer Lloyd. After success-
ful 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
PASS CRITERIA
Verifi cation testing (or quality control testing) is carried out to prove the performance of fenders for each project in accordance with catalogue RPD
or other customer-specifi ed values. Samples from the project (usually 10 % of the total quantity in each size and grade) are tested and the results
obtained are adjusted if necessary using the correction factor tables for initial impact speed and temperature.
RRP x 1.1 Fail

Pass RVT  RRP x VF x TF x 1.1
Assuming a +10 % manufacturing tolerance on reac-

Reaktion
tion.
Deflection
>> Energy absorption pass criteria
ERP x 0.9
EVT  ERP x VF  TF x 0.9
Fail
Pass
Assuming a +10 % manufacturing tolerance on reaction.
Energy
where:
RVT = reaction from verifi cation testing
RRP = customer’s required reaction
EVT = energy from verifi cation testing
Deflection ERP = customer’s required energy
VF = velocity factor for actual test speed
TF = temperature factor for actual test temperature
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 >> Fixing accessories

Factory ISO 9001: 2000 quality management system Mill certifi cates
Factory ISO 14001: 2004 environmental management system Visual inspection report
Certifi cate of conformity
>> Literature and data sheets >> Chains

Printed brochures or leafl ets for the supplied products Proof load test
PIANC correction tables (where applicable) Mill certifi cates (optional but recommended)
PIANC Type Approval certifi cates (where applicable) Galvanising certifi cate
Dimensional inspection report (where applicable)
>> Performance tests >> Low friction pads

Verifi cation test results and curves for each fender tested Dimensional inspection report
Third party witness certifi cate (optional but recommended) Certifi cate of conformity
>> Physical properties >> Other

Laboratory report for hardness, tensile strength and elongation at As built drawings
break, before and after ageing Installation, operation and maintenance manual
Durability test report (optional but recommended) Inspection logbook
Wear, tear and ozone resistance test reports Warranty certifi cate
Third party witness certifi cate (optional but recommended) General certifi cate of conformity
Certifi cate of conformity After-sales contact details
>> Steel fabrications

Mill certifi cates
Welder qualifi cation certifi cates
Weld procedures
Dimensional check report (including fl atness for panels)
NDT inspection report – minimum 5 % MPI (optional but recom-
mended)
Pressure (leak) test inspection report
Paint application report (temperature, humidity, dew point, etc)
Dry fi lm thickness test report
The accuracy and authenticity of quality documents is very important. Trelleborg will provide an original or certifi ed copy
of any third party report on request.
CONVERSION TABLES
Visit www.trelleborg.com / marine to download a free units conversion programme, ‘Convert’. Registered visitors can fi nd Convert on the Technical
menu after registering or logging in to the site.
>> Area >> mass
m ft in m ft in tonne kip
m 1 3.281 39.37 m 1 10.764 1550 tonne 1 2.2046
ft 0.3048 1 12 ft 0.0929 1 144 kip 0.4536 1
in 0.0245 0.0833 1 in 645 10 -6

6.994 10 -6
1
>> Volume
m ft in
m 1 35.315 61024
ft 0.0283 1 1728
in 16.387  10 -6
578.7  10 -6 1
>> Force >> Energy

kN tonne-f kip-f kN ft-m kip-ft
kN 1 0.102 0.225 kN 1 0.102 0.7376
tonne-f 9.81 1 1.1046 ft-m 9.81 1 0.205
kip-f 4.45 0.454 1 kip-ft 1.36

4.88 1
>> Pressure >> DENSITY

kN / m2 t / m2 kip / ft2 tonne / m3 kip / ft3
kN / m2 1 0.102 0.0209 tonne / m3 1 0.0624
t / m2 9.81 1 0.205 kip / ft3 6.018 1
kip / ft 2
17.9 4.88 1
>> stress >> Angle

N / mm2 psi degree radian
N / mm2 1 145.04 degree 1 17.45  10 -3
psi 6.895  10 -3 1 radian 57.3 1
>> Acceleration >> Velocity

g m / s2 ft / m2
g m / s2 ft / m2
kN / m2 1 9.807 32.17
kN / m2 1 9.807 32.17
m / s2 0.102 1 3.281
m / s2 0.102 1 3.281
ft / m2 6.895  10 -3 0.3048 1
ft / m2 6.895  10 -3 0.3048 1

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................................................................................

04 Introduction 40 Donut Fender

Published by FenderTeam GmbH, Barkhausenweg 11, 22339 Hamburg, Germany.

>> Design and Engineering

>> Sales and Production

>> Steel Panels and Accessories

>> Sales and service

Take our word – we look forward to receiving your enquires!

Jan Mursch Stefanie Kranig

Stefan Hochstein Kirsten Lausen

Dominique Polte Christina Möllmann

>> Consultant Office

Fender A ØB ØC D E ØF ØG Anchors Bolts Weight

SPC-Fender (Super Circle Fender)

Exceptionally good energy absorption to reaction force ratio (E:R)

8 SPC-Fender (Super Circle Fender)

SPC-Fender (Super Circle Fender) 9

Intermediate Deflection Table

E [%] 0 1 4 8 15 22 31 40 59 67 75 82 89 100 104

R [%] 0 19 43 65 76 89 97 98 92 84 77 73 77 100 160

TF 1.375 1.182 1.083 1.034 1 0.976 0.945 0.918 0.917

Energy & Reaction Correction Factors for vertical or horizontal angles

E [%] 100 103 105 105 103 100 94 89 83 79 74 68 62 58 54 54

R [%] 100 100 100 100 100 100 98 97 94 89 82 76 70 64 64 74

10 SPC-Fender (Super Circle Fender)

CSS-Clearances Weight support SPC-Fender (Super Circle Fender)

increased diameter of SPC-Fender during compression

>> SPC-Weight support Capacity

SPC-Fender (Super Circle Fender) 11

Fender A ØB ØC D Anchors Bolts Weight

CSS-FENDER (Cell Fender)

The CSS-style fender’s well-known and admired characteristics include:

12 CSS-Fender (Cell Fender)

CSS-Fender (Cell Fender) 13

Energy and reaction correction factor

Intermediate Deflection Table

E [%] 0 2 8 16 26 38 50 60 70 85 100 105

R [%] 0 35 60 80 95 100 98 96 95 97 100 115

Energy & Reaction Correction Factors for vertical or horizontal angles

R [%] 100 100 98 97 96 95 94 93 92 91 90

14 CSS-Fender (Cell Fender)

CSS-Fender (Cell Fender) 15

Fender L A B C D E F G H J Anchors / weight

FE-Fender (Element Fender)

The CSS-style fender’s well-known and admired characteristics include:

Good energy absorption to reaction force ratio (E:R)

16 FE-Fender (Element Fender)

FE-Fender (Element Fender) 17

Intermediate Deflection Table

E [%] 0 2 8 16 26 50 60 70 85 100 105 100 113

Ri [%] 0 35 60 80 95 98 96 95 97 100 115 100 130

Energy & Reaction Correction Factors for vertical or horizontal angles

R [%] 100 100 98 97 96 95 94 93 92 91 90

( For ratio G / H = 1 as per sketch below)

18 FE-Fender (Element Fender)

FE-Element Spacing FE-Weight support Capacity Klaipeda, Lithuania

>> FE-Element Spacing

>> FE-Weight support Capacity

maximum panel weight without support chains: FH = n x H x L x 0.8

FE-Fender (Element Fender) 19

SPC-Fender (Super Circle Präsentation

Petronas, East Malaysia

1 SPC-Rubber fender unit

Exceptionally good energy absorption to reaction force ratio (E:R)

increased diameter of SPC-Fender during compression

>> FE-Element Spacing

>> FE-Weight support Capacity

Very robust and simple fender type

Are very robust, durable and require low maintenance

In ports with a large tide differences

3 different inside pressure levels to cover a wide performance range

Heavy duty ship-to-ship lightering operations

Heavy duty ship-to-ship lightering operations

Different foam hardness to cover a wide performance range

Sliding fenders on marine structures, pontoons and ships