Trelleborg Fender Catalogue

SAFE BERTHING BERTHING AND MOORING

Trelleborg Marine Systems

A–2

Four key brands Trelleborg Marine Systems is part of Trelleborg’s Engineered Systems Business Area and specialises in the safe berthing and mooring of vessels within ports and

FENTEK High-performance and innovativ innovative e fenders used by leading ports worldwide and the most advanced vessels a�oat.

harbours, on offshore structures and in waterways around the world. We bring together the industry’s best known and respected brands for fendering and mooring systems with the unrivalled collective experience and knowledge of its sales and engineering staff. Our customers benefit from great choice and helpful support at every stage

SEAWARD Specialists in closed-cell foam and polyurethane technology for fenders, buoys and security barriers, also advanced construction plastics including Ecoboard.

from initial concept and detailed design right through to supply, commissioning and after-sales service – all provided by our network of regional offices and local agents. TRELLEX FENDER Versatile modular fender systems and accessories, general purpose fenders and solutions for tugs and workboats.

HARBOUR MARINE Global leaders for integrated vessel docking, mooring and monitoring systems including quick release hooks, berthing aids, electronic monitoring systems and software.

© Trelleborg AB, 2007 M1100, version 1.1-EN

A–3

CONTENTS 1

High-performance Fenders

2

Modular Fenders

4

Pneumatic and Rolling Fenders

Foam Fenders and Buoys

© Trelleborg AB, 2007 M1100, version 1.1-EN

6

Engineered Plastics

8

Safety Products

10

Bollards

Multi-purpose Fenders

5

7

Tug Fenders

3

9

Accessories

11

Harbour Marine

12

Fender Design

High Performance Fenders

Super Cone SCK Cell Parallel Motion Unit Elements Arch Fenders Corner Arch Section 1


www.trelleborg.com/marine Ref. M1100-S01-V1.1-EN

1–2

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

Type Approval certificate

PIANC contact details General Secretariat Bâtiment Graaf de Ferraris, 11th �oor Blvd. du Roi Albert II, 20, PO Box 3 B-1000 Brussels Belgium Tel: +32 2 553 71 61 Fax: +32 2 553 71 55 [email protected] www.pianc.org

Fatigue test certificate

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

1–3

PIANC TYPE APPROVAL Trelleborg is committed to providing high quality products. Consistency and performance are routinely checked in accordance with the latest procedures and test protocols. PIANC has introduced new methods and procedures for testing the performance of solid rubber fenders, allowing for real world operating conditions, in their document ‘Guidelines for the Design of Fender Systems: 2002: Appendix A’. Trelleborg has achieved PIANC Type Approval for the following fender types:     

Super Cone SCK Cell Unit Element AN Arch ANP Arch Verification testing of SCK 3000

PIANC Type Approval brings the following benefits:  

     



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 simplifies contract specifications


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

Type Approval testing (Stage 1) PIANC Type Approval testing is carried out to determine the effects of environmental factors on the performance of various fender types. Trelleborg’s Type Approval tests are witnessed by Germanischer Lloyd.

Verification testing (Stage 2) CV method verification testing is routinely carried out on all significant orders to confirm the Rated Performance Data (RPD) of Trelleborg’s PIANC Type Approved fenders. Results are normalised to 0.15m/s compression speed, 23°C temperature and 0° compression angle.

Fatigue testing of SCN fender

Speed testing of AN fender

1–4

SUPER CONE FENDERS Super Cones are the latest generation of ‘cell’ fender, with optimal performance and efficiency. The conical body shape makes the SCN very stable even at large compression angles, and provides excellent shear strength. With overload stops the Super Cone is even more resistant to overcompression.

Features  Highly efficient geometry  No performance loss even at large berthing angles  Stable shape resists shear  Wide choice of rubber compounds

Applications  General cargo berths  Bulk terminals  Oil and LNG facilities  Container berths  RoRo and cruise terminals  Parallel motion systems  Monopiles and dolphins

Standard manufacturing and performance tolerances apply (see pages 12–36 to 12–39) M1100-S01-V1.1-EN. © Trelleborg AB, 2007

1–5

SUPER CONE FENDERS H

ØW

V

ØU

C

D

SCN 300

300

500

–

295

27–37

SCN 350

350

570

–

330

SCN 400

400

650

–

SCN 500

500

800

SCN 550

550

SCN 600

Anchors/ Head bolts

ØB

ØS

Zmin

Weight

20–25

440

255

4 × M20

45

40

27–37

20–25

510

275

4 × M20

52

50

390

30–40

20–28

585

340

4 × M24

60

76

–

490

32–42

30–38

730

425

4 × M24

75

160

880

–

540

32–42

30–38

790

470

4 × M24

82

210

600

960

–

590

40–52

35–42

875

515

4 × M30

90

270

SCN 700

700

1120

–

685

40–52

35–42

1020

600

4 × M30

105

411

SCN 800

800

1280

–

785

40–52

35–42

1165

685

6 × M30

120

606

SCN 900

900

1440

–

885

40–52

35–42

1313

770

6 × M30

135

841

SCN 950

950

1520

1440

930

40–52

40–50

1390

815

6 × M30

142

980

SCN 1000

1000

1600

–

980

50–65

40–50

1460

855

6 × M36

150

1125

SCN 1050

1050

1680

–

1030

50–65

45–55

1530

900

6 × M36

157

1360

SCN 1100

1100

1760

–

1080

50–65

50–58

1605

940

8 × M36

165

1567

SCN 1200

1200

1920

–

1175

57–80

50–58

1750

1025

8 × M42

180

2028

SCN 1300

1300

2080

–

1275

65–90

50–58

1900

1100

8 × M48

195

2455

SCN 1400

1400

2240

2180

1370

65–90

60–70

2040

1195

8 × M48

210

3105

SCN 1600

1600

2560

2390

1570

65–90

70–80

2335

1365

8 × M48

240

4645

SCN 1800

1800

2880

2700

1765

75–100

70–80

2625

1540

10 × M56

270

6618

SCN 2000

2000

3200

–

1955

80–105

90–105

2920

1710

10 × M56

300

9560

[ Units: mm, kg ]

ØB

Z

H D

ØS

C

ØW

ØU Overload stop

V Some SCN sizes have a modified �ange for reduced shipping dimensions.

Standard manufacturing and perfor mance tolerances apply (see pages 12–36 to 12–39) M1100-S01-V1.1-EN. © Trelleborg AB, 2007

1–6

SUPER CONE FENDERS Rated Performance Data (RPD)* E0.9

E1.0

E1.1

E1.2

E1.3

E1.4

E1.5

E1.6

E1.7

E1.8

E1.9

E2.0

SCN 300

ER RR

7.7 59

8.6 65

8.9 67

9.2 68

9.5 70

9.8 72

10.1 74

10.4 75

10.6 77

10.9 79

11.2 80

11.5 82

SCN 350

ER RR

12.5 80

13.9 89

14.4 91

14.8 93

15.3 96

15.7 98

16.2 100

16.7 102

17.1 104

17.6 107

18 109

18 5 111

SCN 400

ER RR

18.6 104

20.7 116

21.4 119

22.1 122

22.8 125

23.5 128

24.2 131

24.8 133

25.5 136

26.2 139

26.9 142

27.6 145

SCN 500

ER RR

36.5 164

40.5 182

41.9 187

43.2 191

44.6 196

45.9 200

47.3 205

48.6 209

50 214

51.3 218

52.7 223

54 227

SCN 550

ER RR

49 198

54 220

56 226

58 231

59 237

61 242

63 248

65 253

67 259

68 264

70 270

72 275

SCN 600

ER RR

63 225

70 250

72 257

74 263

76 270

78 276

80 283

82 289

84 296

86 302

88 309

90 315

SCN 700

ER RR

117 320

130 355

134 365

137 374

141 384

144 393

148 403

151 412

155 422

158 431

162 441

165 450

SCN 800

ER RR

171 419

190 465

196 478

201 490

207 503

212 515

218 528

223 540

229 553

234 565

240 578

245 590

SCN 900

ER RR

248 527

275 585

282 601

289 617

296 633

303 649

310 665

317 681

324 697

331 713

338 729

345 745

SCN 950

ER RR

305 559

338 622

347 638

356 655

366 672

375 688

384 705

393 722

402 739

411 755

420 772

429 789

SCN 1000

ER RR

338 653

375 725

385 745

395 764

405 784

415 803

425 823

435 842

445 862

455 881

465 901

475 920

SCN 1050

ER RR

392 720

435 800

447 822

458 843

470 865

481 886

493 908

504 929

516 951

527 972

539 994

550 1015

SCN 1100

ER RR

450 788

500 875

514 899

527 923

541 947

554 971

568 995

581 1019

595 1043

608 1067

622 1091

635 1115

SCN 1200

ER RR

585 941

650 1045

668 1073

685 1101

703 1129

720 1157

738 1185

755 1213

773 1241

790 1269

808 1297

825 1325

SCN 1300

ER RR

743 1103

825 1225

847 1258

869 1291

891 1324

913 1357

935 1390

957 1423

979 1456

1001 1489

1023 1522

1045 1555

SCN 1400

ER RR

927 1278

1030 1420

1058 1459

1085 1497

1113 1536

1140 1574

1168 1613

1195 1651

1223 1690

1250 1728

1278 1767

1305 1805

SCN 1600

ER RR

1382 1670

1535 1855

1577 1905

1618 1955

1660 2005

1701 2055

1743 2105

1784 2155

1826 2205

1867 2255

1909 2305

1950 2355

SCN 1800

ER RR

1967 2115

2185 2350

2244 2413

2303 2476

2362 2539

2421 2602

2480 2665

2539 2728

2598 2791

2657 2854

2716 2917

2775 2980

SCN 2000

ER RR

2700 2610

3000 2900

3080 2978

3160 3056

3240 3134

3320 3212

3400 3290

3480 3368

3560 3446

3640 3524

3720 3602

3800 3680

*in accordance with PIANC.

[ Units: k Nm, kN ]

120

100

80 ) % ( n60 o i t c a e R

120 100 80 )

40

% (

60 y g

r e E

40 n

20

20 0 0

5

10

15

20

25

30

35

40

De�ection (%)

45

50

55

60

65

70

0 75

72


1–7

SUPER CONE FENDERS Rated Performance Data (RPD)* E2.1

E2.2

E2.3

E2.4

E2.5

E2.6

SCN 300

ER RR

11.8 84

12.1 86

12.4 89

12.7 91

13.0 93

13.3 95

13.5 97

13.8 100

14.1 102

14.4 104

15.9 114

0.138

SCN 350

ER RR

19 114

19.4 117

19.9 120

20.3 123

20.8 126

21.3 129

21.7 132

22.2 135

22.6 138

23.1 141

25.4 155

0.163

SCN 400

ER RR

28.3 149

29 153

29.7 157

30.4 161

31 1 165

31.8 169

32.5 173

33.2 177

33.9 181

34.6 185

38.1 204

0.186

SCN 500

ER RR

55.4 233

56.7 239

58.1 246

59.4 252

60.8 258

62.2 264

63.5 270

64.9 277

66.2 283

67.6 289

74.4 318

0.232

SCN 550

ER RR

74 283

76 290

77 298

79 305

81 313

83 320

85 328

86 335

88 343

90 350

99 385

0.256

SCN 600

ER RR

93 324

96 332

99 341

102 349

105 358

108 366

111 375

114 383

117 392

120 400

132 440

0.290

SCN 700

ER RR

169 462

173 474

177 486

181 498

185 510

189 522

193 534

197 546

201 558

205 570

226 627

0.364

SCN 800

ER RR

252 606

258 621

265 637

271 652

278 668

284 683

291 699

297 714

304 730

310 745

341 820

0.414

SCN 900

ER RR

355 765

364 785

374 805

383 825

393 845

402 865

412 885

421 905

431 925

440 945

484 1040

0.466

SCN 950

ER RR

440 810

452 831

463 852

475 873

486 894

497 915

509 936

520 957

532 978

543 999

598 1099

0.544

SCN 1000

ER RR

488 945

501 969

514 994

527 1018

540 1043

553 1067

566 1092

579 1116

592 1141

605 1165

666 1282

0.518

SCN 1050

ER RR

565 1042

580 1069

595 1096

610 1123

625 1150

640 1177

655 1204

670 1231

685 1258

700 1285

770 1414

0.544

SCN 1100

ER RR

652 1145

669 1174

686 1204

703 1233

720 1263

737 1292

754 1322

771 1351

788 1381

805 1410

886 1551

0.571

SCN 1200

ER RR

847 1361

869 1396

891 1432

913 1467

935 1503

957 1538

979 1574

1001 1609

1023 1645

1045 1680

1150 1848

0.622

SCN 1300

ER RR

1074 1597

1102 1638

1131 1680

1159 1721

1188 1763

1216 1804

1245 1846

1273 1887

1302 1929

1330 1970

1463 2167

0.674

SCN 1400

ER RR

1341 1853

1376 1901

1412 1949

1447 1997

1483 2045

1518 2093

1554 2141

1589 2189

1625 2237

1660 2285

1826 2514

0.725

SCN 1600

ER RR

2003 2418

2056 2480

2109 2543

2162 2605

2215 2668

2268 2730

2321 2793

2374 2855

2427 2918

2480 2980

2728 3278

0.830

ER RR E SCN 2000 R RR

2851 3060 3904 3778

2926 3139 4008 3876

3002 3219 4112 3974

3077 3298 4216 4072

3153 3378 4320 4170

3228 3457 4424 4268

3304 3537 4528 4366

3379 3616 4632 4464

3455 3696 4736 4562

3530 3775 4840 4660

3883 4153 5324 5126

SCN 1800

E2.7

E2.8

E2.9

E3.0

E3.1


E/R ( å)

0.932 1.039

[ Units: k Nm, kN ]

example

Intermediate deflections Di (%)

0

5

10

15

20

25

30

35 40

45

50

55

60

65

70

Ei (%)

0

1

4

8

15

22

31

40 50

59

67

75

82

89

96

100 106

Ri ( %)

0

19

39

59

75

89

97 100 98

92

84

77

73

77

91

100 118

72

75

Ri Ei

Nominal rated de�ection may vary at RPD. Refer to p12–35.

Di

PIANC factors (from 3rd party witnessed Type Approval testing) Angle factor

Temperature factor

Velocity factor For steady state deceleration, the

Angle (°)

AF

Temperature (°C)

TF

Time (seconds)

VF

0

1.000

50

0.882

1

1.050

40

0.926

2

1.020

30

0.969

3

1.012

23

1.000

4

1.005

d = fender de�ection (mm)

5

1.000

Vi = impact speed (mm/s)

6

1.000

3

1.039

5

1.055

8

1.029

10

1.056

10

1.000

0

1.099

15

0.856

20

0.739

-10

1.143

-20

1.186

8

1.000

If compression time t<4s, please ask.

1.230

≥10

1.000

Refer to page 1–2 for fur ther information.

-30


compression time is: 2d t (seconds) = Vi

1–8

SUPER CONE FENDERS Clearances

Weight support 0.75H*

1.0H WH

Super Cone fenders can support a lot of static weight. The table is a guide to the permitted weight of front panel before additional support chains may be required.

1.8H

WV

Panel weight (kg)

1.1H

H

0.15H

SCN

Single or multiple horizontal (n ≥ 1)

Multiple vertical (n ≥ 2)

E1

WH ≤ n × 1.0 × W

WV ≤ n × 1.25 × W

E2

WH ≤ n × 1.3 × W

WV ≤ n × 1.625 × W

E3

WH ≤ n × 1.5 × W

WV ≤ n × 1.875 × W

n = number of Super Cones. W = Super Cone weight WH = panel weight – single or multi-horizontal WV = panel weight – single or multi-vertical

* does not allow for bow flares

Interpolate for other grades. Refer to TMS when Super Cone direction is reversed.

There must be enough space around and between Super Cone fenders and the steel panel to allow them to de�ect without interference. Distances given in the above diagram are for guidance. If in doubt, please ask.

äC

Shear

äS

R

Tension

μR F (≤RR)

Super Cones are very stable in shear. The table is a guide to maximum shear de�ections (äS) for different shear coefficients (μ) and rubber grades. Friction coefficients (μ)

If the tensile load exceeds the rated reaction then tension chains may be required. Please ask for advice on the design of tension chains.

äS

0.15

0.2

0.25

0.3

E1

7%

9%

11%

14%

E2

9%

11%

14%

17%

E3

11%

17%

18%

22%

äS (max)

usually occurs at

äC = 0.3H to

0.35H.

For äS ≥ 20%, refer to TMS.


1–9

SUPER CONE FENDERS Proven in practice


1–10

SCK CELL FENDERS SCK Cell fenders have a very long track record and remain popular because of their simplicity, high performance and strength. They come in a wide range of standard sizes and are interchangeable with many older cell fender types.

Features  High performance  Can support large panels  Strong, well-proven design  Ideal for low hull pressure systems

Applications  Oil and LNG facilities  Bulk terminals  Offshore platforms  Container berths  RoRo and cruise terminals  Multi-user berths


1–11

SCK CELL FENDERS Dimensions H

ØW

ØB

D

d

Anchors/ head bolts

Weight

SCK 400H

400

650

550

25

30

4 × M22

75

SCK 500H

500

650

550

25

32

4 × M24

95

SCK 630H

630

840

700

25

32

4 × M27

220

SCK 800H

800

1050

900

30

40

6 × M30

400

SCK 1000H

1000

1300

1100

35

45

6 × M36

790

SCK 1150H

1150

1500

1300

40

50

6 × M42

1200

SCK 1250H

1250

1650

1450

40

50

6 × M42

1500

SCK 1450H

1450

1850

1650

42

61

6 × M48

2300

SCK 1600H

1600

2000

1800

45

61

8 × M48

3000

SCK 1700H

1700

2100

1900

50

66

8 × M56

3700

SCK 2000H

2000

2200

2000

50

76

8 × M64

5000

SCK 2250H

2250

2550

2300

57

76

10 × M64

7400

SCK 2500H

2500

2950

2700

70

76

10 × M64

10700

SCK 3000H

3000

3350

3150

75

92

12 × M76

18500 [ Units: mm, kg ]

H

nxd

D

ØW


ØB

1–12

SCK CELL FENDERS Rated Performance Data (RPD)* E0.9

E1.0

E1.1

E1.2

E1.3

E1.4

E1.5

E1.6

E1.7

E1.8

E1.9

E2.0

SCK 400H

ER RR

8.8 50.3

9.8 55.9

10.4 59.4

11.0 62.9

11.6 66.5

12.2 70

12.7 73.5

13.3 77.1

13.9 80.6

14.5 84.1

15.1 87.7

15.7 91.2

SCK 500H

ER RR

16.7 78.6

18.6 87.3

19.8 92.8

20.9 98.3

22.1 104

23.3 109

24.5 115

25.7 120

26.8 126

28 131

29.2 137

30.4 142

SCK 630H

ER RR

34.4 124

38.2 137

40.6 146

42.9 155

45.3 163

47.6 172

50 180

52.4 189

54.7 198

57.1 206

59.4 215

61.8 224

SCK 800H

ER RR

67.1 190

74.5 211

79.5 225

84.5 240

89.5 254

94.5 268

99.5 283

104 297

109 312

114 326

119 341

124 355

SCK 1000H

ER RR

138 314

153 349

163 371

172 393

182 415

191 437

201 458

211 480

220 502

230 524

239 455

249 568

SCK 1150H

ER RR

210 416

233 462

248 491

263 520

277 548

292 577

306 606

321 635

336 664

350 692

365 721

379 750

SCK 1250H

ER RR

269 491

299 545

318 579

337 614

355 648

374 682

393 716

411 750

430 784

449 818

468 852

486 887

SCK 1450H

ER RR

421 661

468 734

497 781

526 828

555 875

585 922

614 969

643 1016

672 1063

702 1110

731 1157

760 1193

SCK 1600H

ER RR

566 805

629 894

668 950

707 1006

746 1062

785 1118

825 1174

864 1230

903 1286

942 1342

982 1397

1021 1453

SCK 1700H

ER RR

678 908

753 1009

800 1072

847 1135

895 1199

942 1262

989 1325

1036 1388

1083 1451

1131 1514

1178 1577

1225 1641

SCK 2000H

ER RR

1104 1258

1227 1397

1304 1485

1380 1572

1457 1659

1534 1746

1610 1833

1687 1920

1764 2007

1840 2094

1917 2181

1994 2268

SCK 2250H

ER RR

1854 1876

2060 2085

2169 2195

2279 2309

2388 2416

2497 2527

2606 2637

2715 2747

2824 2858

2933 2968

3042 3079

3151 3189

SCK 2500H

ER RR

2544 2317

2826 2574

2976 2711

3026 2847

3275 2983

3425 3120

3575 3256

3724 3392

3874 3528

4024 3665

4173 3801

4323 3937

SCK 3000H

ER RR

3795 3310

4217 3678

4452 3879

4688 4080

4923 4281

5158 4482

5394 4683

5629 4884

5865 5085

6100 5286

6335 5487

6571 5688


[ Units: kNm, kN ]

120

100

80 ) % ( n o i t 60 c a e R

120 100

40

80 60

20

40

) % ( y g r e n E

20 0

0 0

5

10

15

20

25

30

De�ection (%)

35

40

45

50

55 52.5


1–13

SCK CELL FENDERS Rated Performance Data (RPD)* E2.1

E2.2

E2.3

E2.4

E2.5

E2.6

E2.7

E2.8

E2.9

E3.0

E3.1

E/R ( å)

SCK 400H

ER RR

16.2 93.8

16.7 96.5

17.2 99.1

17.7 102

18.1 104

18.6 107

19.1 110

19.6 112

20.1 115

20.6 118

22.7 129

0.174

SCK 500H

ER RR

31.3 146

32.2 151

33 155

33.9 159

34.8 163

35.7 167

36.6 172

37.4 176

38.3 180

39.2 184

43.1 203

0.213

SCK 630H

ER RR

63.7 230

65.5 237

67.4 244

69.2 250

71.1 257

72.9 264

74.8 270

76.7 277

78.5 284

80.4 290

88.4 319

0.277

SCK 800H

ER RR

128 366

132 377

136 388

140 399

144 409

147 420

151 431

155 442

159 453

163 464

179 510

0.351

SCK 1000H

ER RR

256 585

264 602

271 619

279 636

286 653

294 670

301 687

309 704

316 720

324 737

356 811

0.438

SCK 1150H

ER RR

391 773

402 795

413 818

425 840

436 863

447 886

458 908

470 931

481 953

492 976

541 1073

0.505

SCK 1250H

ER RR

501 913

516 940

530 967

545 993

559 1020

574 1047

589 1073

603 1100

618 1127

633 1153

696 1269

0.548

SCK 1450H

ER RR

783 1229

805 1265

828 1301

851 1337

874 1372

897 1408

919 1444

942 1480

965 1516

988 1551

1086 1707

0.637

SCK 1600H

ER RR

1051 1497

1082 1540

1113 1584

1143 1628

1174 1671

1204 1715

1235 1758

1266 1802

1296 1845

1327 1889

1460 2078

0.702

SCK 1700H

ER RR

1262 1690

1298 1739

1335 1788

1372 1837

1408 1886

1445 1935

1482 1985

1518 2034

1555 2083

1592 2132

1751 2345

0.746

SCK 2000H

ER RR

2054 2336

2113 2403

2173 2470

2233 2538

2293 2605

2353 2673

2412 2740

2472 2807

2532 2875

2592 2942

2851 3236

0.879

SCK 2250H

ER RR

3245 3285

3340 3381

3435 3476

3529 3572

3624 3668

3718 3763

3813 3859

3907 3955

4002 4051

4096 4146

4506 4561

0.988

SCK 2500H

ER RR

4452 4056

4582 4174

4712 4292

4841 4410

4971 4528

5101 4647

5230 4765

5360 4883

5490 5001

5619 5119

6181 5631

1.098

SCK 3000H

ER RR

6761 5856

6952 6023

7143 6191

7334 6358

7525 6526

7716 6693

7906 6860

8097 7028

8288 7195

8479 7363

9327 8099

1.152


[ Units: k Nm, kN ]

example


0

5

10

15

20

25

30

35

40

45

50

52.5

55

Ei (%)

0

2

7

16

26

38

50

61

72

83

94

100

106

Ri ( %)

0

32

60

81

94

99

99

96

92

92

96

100

106

Ri Ei


Di


Temperature factor


Angle (°)

AF

Temperature (°C)

TF

Time (seconds)

VF

0

1.000

50

0.882

1

1.005

40

0.926

2

1.002

30

0.969

3

1.001

23

1.000

4

1.001


5

1.000


6

1.000

3

0.977

5

0.951

8

0.909

10

1.056

10

0.883

0

1.099

15

0.810

20

0.652

-10

1.143

-20

1.186

8

1.000


1.230

≥10

1.000


-30



1–14

SCK CELL FENDERS Clearances

Weight support

0.6H*

A

WH

B

WV

Cell fenders can support a lot of static weight. The table is a guide to the permitted weight of front panel before additional support chains may be required.

A

H * does not allow for bow flares

There must be enough space around and between the Cell fenders and the steel panel to allow them to de�ect without interference. Distances given in the above diagram are for guidance. If in doubt, please ask. SCK (H)

Edge (A)

Centres (B)

400

175

700

500

185

700

630

210

880

800

230

1120

1000

255

1500

1150

290

1730

1250

290

1870

1450

350

2180

1600

350

2400

1700

375

2550

2000

430

2880

2250

430

3360

2500

430

3730

3000

510

4500

SCK

Single or multiple horizontal (n≥1)

E1 E2 E3 E1 E2 E3

WH ≤ n × 1.0 × W WH ≤ n × 1.3 × W WH ≤ n × 1.5 × W WH ≤ n × 11 × W0.6 WH ≤ n × 19 × W0.6 WH ≤ n × 25 × W0.6

Multiple vertical (n≥2)

H

WV ≤ n × 1.25 × W WV ≤ n × 1.75 × W ≤800 WV ≤ n × 2.25 × W WV ≤ n × 13.75 × W0.6 WV ≤ n × 23.75 × W0.6 ≥1000 WV ≤ n × 31.25 × W0.6

n = number of Cell fenders. W = SCK weight WH = panel weight – single or multi-horizontal WV = panel weight – single or multi-vertical Interpolate for other grades

Tension

F (≤RR)



1–15

SCK CELL FENDERS Proven in practice


1–16

PARALLEL MOTION FENDERS Parallel Motion technology can reduce reaction forces by up to 60% compared with traditional designs. The panel always remains vertical but can cope with large berthing angles – even at 20° there is usually no loss in energy absorption.

Features  Ultra-low reaction  Non-tilt frontal panel  No performance loss at large berthing angles  Easy and fast to install  Minimal maintenance

Applications  RoRo and fast ferry berths  LNG and tanker terminals  Naval facilities  High tidal zones  Monopile or ‘soft’ structures

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

Standard manufacturing and performance tolerances apply (see pages 12–36 to 12–39) M1100-S01-V1.1-EN. M1100-S01-V1.1 -EN. © Trelleborg AB, 2007

1–17

PARALLEL MOTION FENDERS Comparison of PMF and conven conventional tional fenders 3500 E (kNm) 0°

10°

20°

RPD

å20

1957

1957

1957

1848

100%

Type

Parallel Motion Fender PMF1200 (E3.1 & E1.9)

Super Cone 2 × SCN1200 (E2.7) Cell Fender

1958

1958

1449

3147

43%

3000

Super Cone

) 2500 N k ( 2000 n o i t c1500 a e R

Parallel Motion Fender Cell Fender

1000

1930

2 × SCK1450 (E2.9)

R (kN)

1704

1258

3032

39%

500 0

= Relative Efficiency at 20° angle compared to PMF

0

ε20

6

1200

1600

1

Rubber fender units Shown here are two Super Cones mounted in a back-to-back ‘Twin-Series’ configuration.

2

Closed box panel (frame) Fully sealed, pressure tested design. Shown with optional lead-in bevels which are designed to suit each case.

3

Torsion tube and arm assembly Also closed-box construction, the tube and arms keep the panel vertical whatever level impact loads are applied.

4

Hinge units The maintenance-free stainless steel pins and spherical Trelleborg Orkot® bearings allow free rotation to accommodate berthing angles, also eliminating moments in the hinge pin.

5

UHMW-PE face pads Trelleborg ‘Double Sintered’ UHMW-PE face pads are standard to minimise friction and maximise service intervals.

6

Check chains Check chains (optional) act as rope de�ectors to stop ropes from snagging, and to help with some large angle berthings.

7

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

5

1

800

De�ection (mm)

4

7

40 0

2 3

Standard manufacturing and perfor mance tolerances apply (see pages 12–36 to 12–39) M1100-S01-V1.1-EN. M1100-S01-V1.1 -EN. © Trelleborg AB, 2007

1–18

PARALLEL MOTION FENDERS Twin-Series Super Cone

Single Super Cone

E (kNm)

R (kN)

SCN 400

47–65

149–204

SCN 500

92–127

SCN 550

MV and MI Element PMF

E (kNm)

R (kN)

E (kNm)

R (kN)

SCN 400

19–38

104–204

MV 400

52–75

284–406

233–318

SCN 500

36–74

164–318

122–169

283–385

SCN 550

49–99

198–385

MV 500

82–117

356–508

SCN 600

156–220

324–440

SCN 600

63–132

225–440

MV 550

99–141

391–558

SCN 700

286–387

462–627

SCN 700

117–226

320–627

MV 600

118–168

427–610

SCN 800

423–581

606–820

SCN 800

171–341

419–820

MV 750

183–262

533–762

SCN 900

602–822

765–1040

SCN 900

248–484

527–1040

MV 800

210–300

568–812

SCN 1000

826–1131

945–1282

SCN 1000

338–666

653–1282

MV 1000

328–468

711–1016

SCN 1050

957–1309

1042–1414

SCN 1050

392–770

720–1414

SCN SC N 11 1100 00 11 1102 02–1 –150 507 7

MV 1250

511–730

889–1270

1145 11 45–1 –155 551 1

SCN 1100

450–886

788–1551

MV 1450

687–982

1030–1472

SCN SC N 12 1200 00 14 1432 32–1 –195 957 7

1361 13 61–1 –184 848 8

SCN 12 1200

585–1150

971–1848

SCN SC N 13 1300 00 18 1816 16–2 –248 486 6

1597 15 97–2 –216 167 7

SCN 13 1300

743–1463

1103–2167

MV 1600

837–1196

1138–1626

SCN SC N 14 1400 00 22 2268 68–3 –310 104 4

1853 18 53–2 –251 514 4

SCN 14 1400

927–1826

1278–2514

MI 2000

1295–1850

1295–1850

SCN SC N 16 1600 00 33 3385 85–4 –436 367 7

2418 24 18–3 –327 278 8

SCN 16 1600 00 13 1382 82–2 –272 728 8

1670 16 70–3 –327 278 8

SCN SC N 18 1800 00 48 4817 17–6 –659 599 9

3060 30 60–4 –415 153 3

SCN 18 1800 00 19 1967 67–3 –388 883 3

2115 21 15–4 –425 253 3

SCN SC N 20 2000 00 66 6609 09–9 –904 044 4

3778 37 78–5 –512 126 6

SCN 20 2000 00 27 2700 00–5 –532 324 4

2610 26 10–5 –521 216 6

MV and MI Elements are not PIAN C Type Approved. Performances are based on a pair of 1000mm long elements. Pro-rata for more elements or different lengths.

Standard manufacturing and performance tolerances apply (see pages 12–36 to 12–39) M1100-S01-V1.1-EN. M1100-S01-V1.1 -EN. © Trelleborg AB, 2007

1–19

PARALLEL MOTION FENDERS Proven in practice

Typical footprint

Standard manufacturing and perfor mance tolerances apply (see pages 12–36 to 12–39) M1100-S01-V1.1-EN. M1100-S01-V1.1 -EN. © Trelleborg AB, 2007

1–20

UNIT ELEMENTS Unit Elements are high-performance, PIANC Type Approved modular rubber fenders. Elements are versatile and can be combined in unlimited combinations of length and direction. The simplest Unit Element system is the UE-V fender, with pairs of legs and a UHMW-PE non-marking shield. For heavy duty applications Unit Elements are combined with a steel panel (frame) which can cope with belting, bow �ares, low hull pressures and high tides.

Features  PIANC Type Approved  Versatile modular system  Highly efficient shape  Symmetrical or asymmetrical fixings  Strong in lengthwise shear  Easy to install  Low maintenance

Applications  Container terminals  Tanker Berths  RoRo and cruise ships  Dolphins and monopiles  Bulk and general cargo berths  Fender walls  Small craft berths


1–21

UNIT ELEMENTS Element

H

A

B*

UE250

C*

D

F

J

M

W

K

E

Anchors

250

109

114

71

20–27

152

33

25–35

218

UE300

300

130

UE400

400

165

138

84

23–32

184

187

102

25–35

248

38

30–40

41

30–40

UE500

500

195

229

119

28–37

306

42

UE550

550

210

252

126

32–38

336

UE600

600

225

275

133

35–45

UE700

700

270

UE750

750

285

321

163

344

170

UE800

800

300

366

UE900

900

335

UE1000

1000

UE1200

1200

UE1400 UE1600

50

300

M20

38

260

50

300

M24

54

330

250

500

M24

89

40–52

390

250

500

M30

135

42

40–52

420

250

500

M30

153

366

42

40–52

450

250

500

M30

179

35–45

428

56

50–65

540

250

500

M36

247

38–45

458

56

50–65

570

250

500

M36

298

178

38–45

488

56

50–65

600

250

500

M36

338

412

198

42–50

550

60

57–80

670

250

500

M42

410

365

458

212

46–58

610

60

57–80

730

250

500

M42

509

435

557

252

46–60

748

61

65–90

870

250

500

M48

717

1400

495

642

281

50–65

856

67

65–90

990

250

500

M48

948

1600

565

733

321

50–65

978

76

75–100

1130

250

500

M56

1236

* Asymmetrical bolting version only.

Weight

[ Units: mm, k g/m ]

2000L

Asymmetrical bolting

1500L 1000L

J B

C

M

Symmetrical bolting H

K

E

E

E

D

J

K

A F

W

J

Element lengths H

L

UE 250 UE 300 UE 400 UE 500–UE 550 UE 600–UE 800 UE 900–UE 1200 UE 1400 UE 1600 

600

750

900

1000

1200

1400

1500

1800

2000

Max



















2800 2000 2000 1500 2000 1500 2000 2000













































 



















































preferred lengths

 typical non-standard lengths


For elements with L/H < 1.0 or non- standard lengths, please ask for advice.

1–22

UNIT ELEMENTS Rated Performance Data (RPD)* E0.9

E1.0

E1.1

E1.2

E1.3

E1.4

E1.5

E1.6

E1.7

E1.8

E1.9

E2.0

UE 250

ER RR

8.1 79

9.0 88

9.3 90

9.6 93

9.9 95

10.2 98

10.5 100

10.8 103

11.1 106

11.4 108

11.7 111

12.0 113

UE 300

ER RR

11.7 95

13.0 105

13.4 108

13.8 111

14.2 114

14.6 117

15.0 121

15.4 124

15.8 127

16.2 130

16.6 133

17.0 136

UE 400

ER RR

21 113

23 126

24 130

24 134

25 137

26 141

27 145

27 149

28 153

29 156

29 160

30 164

UE 500

ER RR

32.4 142

36 158

37.1 163

38.2 167

39.3 172

40.4 177

41.5 182

42.6 186

43.7 191

44.8 196

45.9 200

47 205

UE 550

ER RR

40 157

44 174

45 179

47 184

48 190

49 195

51 200

52 205

53 210

54 216

56 221

57 226

UE 600

ER RR

47 171

52 190

54 196

55 201

57 207

58 212

60 218

62 224

63 229

65 235

66 240

68 246

UE 700

ER RR

63 199

70 221

72 228

74 234

77 241

79 247

81 254

83 261

85 267

88 274

90 280

92 287

UE 750

ER RR

73 214

81 238

84 245

86 252

89 259

91 266

94 274

96 281

99 288

101 295

104 302

106 309

UE 800

ER RR

84 228

93 253

96 261

99 268

101 276

104 283

107 291

110 299

113 306

115 314

118 321

121 329

UE 900

ER RR

106 256

118 284

122 293

125 301

129 310

132 318

136 327

139 336

143 344

146 353

150 361

153 370

UE 1000

ER RR

131 284

146 316

150 326

155 335

159 345

163 354

168 364

172 373

176 383

180 392

185 402

189 411

UE 1200

ER RR

186 340

207 378

213 389

220 401

226 412

232 424

239 435

245 446

251 458

257 469

264 481

270 492

UE 1400

ER RR

257 398

286 442

294 455

303 469

311 482

320 495

328 509

336 552

345 535

353 548

362 562

370 575

UE 1600

ER RR

337 455

374 506

385 521

396 535

407 552

418 567

429 582

440 597

451 612

462 628

473 643

484 658

* In accordance with PIANC.

[ Units: k Nm, kN ]

Values are for a single element, 1000mm long.

120

100

80

) % ( n o i t 60 c a e R

120 100

40

80 )

60 % ( 20

40 20

0 0

5

10

15

20

25

30

35

De�ection (%)

40

45

50

y g r e n E

0 60

55 57.5


1–23

UNIT ELEMENTS Rated Performance Data (RPD)* E2.1

E2.2

E2.3

E2.4

E2.5

E2.6

E2.7

E2.8

E2.9

E3.0

E3.1

E/R

UE 250

ER RR

12.3 117

12.6 120

12.9 124

13.2 127

13.5 131

13.8 134

14.1 138

14.4 141

14.7 145

15.0 148

16.5 163

0.103

UE 300

ER RR

17.5 140

180 144

18.5 149

19.0 153

19.5 157

20.0 161

20.5 165

21.0 170

21.5 174

22.0 178

24.2 196

0.124

UE 400

ER RR

31 169

32 174

33 179

34 184

35 189

35 194

36 199

37 204

38 209

39 214

43 235

0.183

UE 500

ER RR

48.5 211

50 217

51.5 224

53 230

54.5 236

56 242

57.5 248

59 255

60.5 261

62 267

38.2 294

0.230

UE 550

ER RR

59 233

61 240

62 246

64 253

66 260

68 267

70 274

71 280

73 287

75 294

83 323

0.254

UE 600

ER RR

70 253

72 261

74 268

76 276

79 283

81 290

83 298

85 305

87 313

89 320

98 352

0.276

UE 700

ER RR

95 296

98 305

100 313

103 322

106 331

109 340

112 349

114 357

117 366

120 375

132 413

0.319

UE 750

ER RR

109 318

112 328

115 337

118 347

122 356

125 365

128 375

131 384

134 394

137 403

151 443

0.341

UE 800

ER RR

125 339

128 349

132 358

135 368

139 378

143 388

146 398

150 407

153 417

157 427

173 470

0.368

UE 900

ER RR

158 381

162 392

167 403

171 414

176 426

181 437

185 448

190 459

194 470

199 481

219 529

0.414

UE 1000

ER RR

195 423

200 436

206 448

212 460

218 473

223 485

229 497

235 509

240 522

246 534

271 587

0.461

UE 1200

ER RR

278 507

286 522

294 537

302 552

311 567

319 582

327 597

335 612

343 627

351 642

386 706

0.548

UE 1400

ER RR

381 592

392 610

404 627

415 644

426 662

437 679

448 696

460 713

471 731

482 748

530 823

0.645

UE 1600

ER RR

499 678

513 697

528 717

542 736

557 756

572 776

586 795

601 815

615 834

630 854

693 939

0.737

* In accordance with PIANC.

[ Units: k Nm, kN ]

Values are for a single element, 1000mm long.

example

Intermediate deflections D(%)

0

5

10

15

20

25

30

35

40

45

50

55 57.5 62.5

E(%)

0

1

5

12

21

32

43

54

65

75

84

95

100 113

R(%)

0

23

47

69

87

97

100

97

90

85

84

92

100 121

Ri Ei


Di

PIANC factors (from 3rd party witnessed Type Approval testing) Angle factor*

Temperature factor


Angle (°)

AF

Temperature (°C)

TF

Time (seconds)

VF

0

1.000

50

0.882

1

1.020

40

0.926

2

1.008

30

0.969

3

1.005

23

1.000

4

1.003


5

1.002


6

1.001

3

0.960

5

0.936

8

0.901

10

1.056

10

0.878

0

1.099

15

0.818

20

0.755

-10

1.143

-20

1.186

8

1.000


1.230

≥10

1.000


-30

* G/H = 0.7; D1 = 57.5% (refer to website for full angular tables).



1–24

UE SYSTEMS Clearances

Weight support capacity H

0.65H†

H

2P

L

L

2P

G

P WH

WV

P

Unit Element fenders can support a lot of weight. The table is a guide to the permitted weight of front panel before additional support chains may be required. Panel weight (kg)

P

UE

2P*

Single or multiple horizontal (n ≥ 1)

Single or multiple vertical (n ≥ 1)

E1

WH ≤ n × 690 × H × L

WV ≤ n × 1230 × H × L

E2

WH ≤ n × 900 × H × L

WV ≤ n × 1600 × H × L

E3

WH ≤ n × 1170 × H × L

WV ≤ n × 2080 × H × L

n = number of element pairs WH = panel weight – elements ‘V’ on elevation WV = panel weight – elements ‘V’ on plan

H Element

Pmin

UE 250 – UE 300

30

UE 400 – UE 1600

50

Interpolate for other grades

Fenders in tension

[ Units: mm ]

There must be enough space around and between Unit Element fenders and the steel panel to allow them to de�ect without interference. Distances given in the above diagram are for guidance. If in doubt, please ask.

* Always check edge distances to suite concrete grade and reinforcement. † Dimension does no allow for bow �ares, berthing angles or other effects which may reduce clearances.

F



1–25

UE SYSTEMS Proven in practice


1–26

UE V-FENDERS Pairs of Unit Elements can be combined with a UHMW-PE shield into a V-shape to make a simple, economical and multi-purpose fender. The shield can be narrow or wide, and can also span several pairs of elements to make very long fenders. Please ask for advice about UE-V fenders which use UE 900 or larger elements.

Type V1



 



 

Type V2





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



 



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

Element

Pmin

UE 250 – UE 300

30

UE 400 – UE 1600

50



 

 

[ Units: mm ]

Type V1

Type V2

Type V3

H

S

G

S

G

S

G

P

T

UE 250

250

250

250

460

UE 300

300

290

290

UE 400

400

370

UE 500

500

UE 550

Anchors

250

460

460

30

70

M20

550

290

550

550

30

70

M24

370

690

370

690

690

50

80

M24

440

440

830

440

830

830

50

90

M30

550

470

470

890

470

890

890

50

90

M30

UE 600

600

500

500

950

500

950

950

50

90

M30

UE 700

700

590

590

1130

590

1130

1130

50

100

M36

UE 750

750

620

620

1190

620

1190

1190

50

100

M36

UE 800

800

640

640

1230

640

1230

1230

50

100

M36 [ Units: mm ]


1–27

UE V-FENDERS Proven in practice


1–28

ARCH FENDERS Arch fenders are simple and rugged, providing reliable and trouble-free service for a wide variety of ber ths even under the most severe conditions. The AN-fender is a traditional rubber faced unit whilst the ANP-fender can be fitted with either UHMW-PE face pads or connected to a steel panel.

Features  Simple one-piece design  Strong and hard wearing  Excellent shear performance  Large range of standard sizes

Applications  RoRo berths  General cargo  Workboat harbours  Barge and tug berths


1–29

ARCH FENDERS Lmax

H

A

B

W

F

D

K

E

P×Q

Anchors

Weight AN ANP

AN / ANP 150

3000

150

108

240

326

98

16–20

50

500

20 × 40

M16

28

35

AN / ANP 200

3000

200

142

320

422

130

18–25

50

500

25 × 50

M20

48

62

AN / ANP 250

3500

250

164

400

500

163

20–30

62.5

500

28 × 56

M24

69

90

AN / ANP 300

3500

300

194

480

595

195

25–32

75

500

28 × 56

M24

107

128

AN / ANP 400

3500

400

266

640

808

260

25–32

100

500

35 × 70

M30

185

217

AN / ANP 500

3500

500

318

800

981

325

25–32

125

500

42 × 84

M36

278

352

AN / ANP 600

3000

600

373

960

1160

390

28–40

150

500

48 × 96

M42

411

488

AN / ANP 800

3000

800

499

1300

1550

520

41–50

200

500

54 × 108

M48

770

871

AN / ANP 1000

3000

1000

580

1550

1850

650

50–62

250

500

54 × 108

M48

1289

1390

[Units: mm, k g/m ]

H

AN Arch fender K

E

E

K

B

D

W

F

A

ANP Arch fender X

Y

Q P

T

V

C

U

L (≤Lmax) UHMW-PE face pads

ANP 150 ANP 200 ANP 250 ANP 300 ANP 400 ANP 500 ANP 600 ANP 800 ANP 1000

Steel frame

U

V

C

X

Y

T

Bolt size

X

Y

49 65 45 50 60 65 65 70 80

0 0 73 95 140 195 260 380 490

20–30 30–45 30–45 30–45 30–50 30–50 35–60 50–70 50–70

60–70 60–70 70–85 70–85 70–85 70–85 70–85 70–85 70–85

330–410 330–410 330–410 330–410 330–410 330–410 330–410 330–410 330–410

30 30 30 40 40 50 50 60 60

M16 M16 M16 M16 M16 M20 M20 M24 M24

70–90 70–90 70–90 70–90 70–90 70–90 70–90 70–90 70–90

250–300 250–300 250–300 250–300 250–300 250–300 250–300 250–300 250–300

Larger bolts are required when connecting ANP fenders to steel panels. Refer to TMS.


[Units: mm ]

L

Anchors

1000

6 No

1500

8 No

2000

10 No

2500

12 No

3000

14 No

3500

16 No

Non-standard lengths, profiles and bolting patterns are available on request.

1–30

AN FENDER Rated Performance Data (RPD)* 160 140 120

E1.0

E1.5

E2.0

E2.5

E3.0

AN 150

ER 4.3 RR 74.0

5.0 85.1

5.6 96.2

6.5 112

7.4 127

AN 200

ER 7.6 RR 98.6

8.8 113

10.0 128

11.6 149

13.1 169

AN 250

ER 11.9 RR 123

13.8 142

15.6 160

18.1 186

20.5 211

AN 300

ER 17.1 RR 148

19.8 170

22.5 192

26.0 223

29.5 253

AN 400

ER 30.5 RR 197

35.3 227

40.0 256

46.3 297

52.5 338

AN 500

ER 47.6 RR 247

55.0 284

62.4 321

72.2 372

82.0 422

AN 600

ER 68.6 RR 296

79.3 341

89.9 385

103 446

116 507

AN 800

ER RR

122 394

141 454

160 513

185 594

210 675

AN 1000

ER RR

191 493

221 567

250 641

289 743

328 844

100 ) % ( n 80 o i t c a e 60 R

120 100 80 ) %

40

( y g r 40 e n E

60 20

20 0 10 15 20 25 30 35 40 45 50 55 51.5% De�ection (%)

0 0

5

*In Accordance with PIANC.

[ Units: k N, k Nm ]

Performance per metre length.

example


0

5

10

15

20

25

30

35

40

45

50

51.5

55

Ei (%)

0

1

6

14

25

37

50

63

74

85

96

100

111

Ri (%)

0

24

51

73

89

98

100

96

89

82

91

100

141

Ri Ei Di



Temperature factor


Angle (°)

AF

Temperature (°C)

TF

Time (seconds)

VF

0

1.000

50

0.882

1

1.014

40

0.926

2

1.005

30

0.969

3

1.004

23

1.000

4

1.003


5

1.003


6

1.002

3

0.963

5

0.952

8

0.939

10

1.056

10

0.924

0

1.099

15

0.817

20

0.535


-10

1.143

-20

1.186

8

1.000


-30

1.230

≥10

1.000



1–31

ANP FENDER Rated Performance Data (RPD)* 140

120

100 ) % 80 ( n o i t c a e 60 R

140 120 100

40

80 )

% ( 60 y g r 40 e n E

20

20

E1.0

E1.5

E2.0

E2.5

E3.0

ER 5.6 ANP 150 RR 88.8

6.5 102

7.3 115

8.4 133

9.5 150

ANP 200

ER RR

9.9 118

11.4 136

13 154

14.9 177

16.8 200

ANP 250

ER 15.6 RR 148

17.9 170

20.2 192

23.3 221

26.3 250

ANP 300

ER 22.4 RR 178

25.8 205

29.1 231

33.5 266

37.8 300

ANP 400

ER 39.8 RR 237

45.8 273

51.7 308

59.5 354

67.2 400

ANP 500

ER 62.1 RR 296

71.5 341

80.8 385

92.9 443

105 500

ANP 600

ER 89.3 RR 355

103 409

116 462

134 531

151 600

ANP 800

ER RR

159 473

183 544

207 615

238 708

269 800

ANP 1000

ER RR

249 592

286 681

323 769

372 420 885 1000

0

0 0

5

10 15 20 25 30 35 40 45 50 55 54% De�ection (%)

*In Accordance with PIANC.

[ Units: kN, kNm ]


example


0

5

10

15

20

25

30

35

40

45

50

54

57.5

Ei (%)

0

1

6

13

23

34

46

58

70

81

91

100

110

Ri (%)

0

23

49

71

87

96

100

98

92

84

84

100

139

Ri Ei Di



Temperature factor


Angle (°)

AF

Temperature (°C)

TF

Time (seconds)

VF

0

1.000

50

0.882

1

1.008

40

0.926

2

1.003

30

0.969

3

1.002

23

1.000

4

1.001


5

1.000


6

1.000

3

0.945

5

0.905

8

0.840

10

1.056

10

0.794

0

1.099

15

0.669

20

0.529

-10

1.143

-20

1.186

8

1.000


-30

1.230

≥10

1.000




1–32

CORNER ARCH Berth corners are very difficult to protect. Corner Arch fenders are available in three standard sizes and provide a simple, easily installed solution to prevent damage from smaller vessels.

Other corner fender solutions

L

F

Donut M

L

K

Wheels J

0.25H H

B

D

W

Dimensions H

Fender Bars

L

W

B

D

F

J

K

CA 150 150 1000 300

240

25

CA 250 250

750 500

410

CA 300 300

625 600

490

M

Anchors

Weight

95

110

690

237 8 × M20

28

40

160

130

420

262 8 × M24

46

44

190

140

360

200 8 × M30

68

[ Units: mm, kg ]


1–33

ARCH FENDERS Proven in practice


Modular Fenders

MV Elements V Fenders MI Elements

Section 2



2–2

MV ELEMENTS MV-elements are the foundation of many fender systems. These modular units are compression moulded from a high performance polymer which resists attack from ultraviolet light, ozone and immersion in seawater for long service life and low maintenance. Available in a full range of sizes, the geometry of the MV-element has been optimised for maximum energy absorption per unit volume of rubber combined with a low reaction force. Fully encapsulated steel mounting plates are vulcanised inside the MV-element to allow easy fixing. Bolts are located centrally on the base �anges to reduce stresses, but being recessed into pockets the fixings are well protected from damage.

Features  Modular design system  Many standard sizes  High performance geometry  Recessed fixings  Long life, low maintenance

Applications All vessel types which use the following systems:  Fender piles  V-fenders  Multiple fenders  Pivot pillars  Parallel Motion (Torsion Arm)


2–3

MV ELEMENT

Each fender generation provides more energy for the same reaction force. n o i t c a e R

ENERGY

De�ection

Fender Evolution Ships have grown larger – so have the demands on fenders. A century ago timber (1st Generation) was cheap and worked adequately for the small vessels of the day. Old tyres (2nd Generation) were abundant and softer but required expensive maintenance and absorbed little energy. Cylindricals (3rd Generation) were the first purpose designed fenders, gaining popularity some 50 years ago, but inefficient use of rubber and low performance by today’s standards makes them costly. Arch and simple buckling fenders (4th Generation) had better performance and integrated the rubber with steel fixing plates.

MV-element

V-fender

5th Generation Fenders MV-elements are 5th Generation fenders. With refined geometry the rubber has a characteristic double-buckle ‘S’ shape. This gives the MV-element a greater de�ection for the same reaction so it absorbs more energy than all previous generations with less material. System fender

Modular Design MV-elements are modular so can be installed horizontally or vertically, close together or further apart, with the ‘V’ facing towards or away from the panel. ‘A’ and ‘B’ compounds can be mixed or different lengths used – allowing almost limitless permutations and giving the designer greater control on how an MV-system behaves when impacted.


2–4 MV300 elements up to 3000mm available on request.

MV ELEMENT Dimensions L

B

C

D

E

F

G

J

T

Anchor

600 MV300

MV400

27

3+3

41

1200

4+4

54

1500

5+5

68

900

150

300

150

300

94

93

47

17

M20

750

125

125

2+2

50

1000

250

250

2+2

66

1500

250

3+3

99

2000

250

4+4

132

2500

250

250

5+5

165

3000

250

250

6+6

198

750

125

125

2+2

84

2+2

111

3+3

167

4+4

222

2500

5+5

278

3000

6+6

334

2+2

100

2+2

132

3+3

200

2+2

115

2+2

153

3+3

230

2+2

180

2+2

239

3+3

359

2+2

214

2+2

268

3+3

402

4+4

536

1500 2000

750 MV550

1000 1500 750

MV600

1000 1500 750

MV750

1000 1500 800

MV800

500

250 250

500

125

124

63

17

M24

250

125 250

250

500

500

142

87

20

M30

250

500

172

170

87

20

M30

250

500

188

199

87

20

M30

125 500

150

250

158

125

125 250

250

500

125

125

1000 1500

500

250

500

235

230

118

26

M36

150 500

250

500

250

240

129

26

M36

2000

MV1000

Weight

2+2

1000 MV500

Holes

800

150

150

2+2

346

850

175

175

2+2

368

900

200

200

2+2

389

950

225

225

2+2

411

1000

250

250

2+2

432

1050

275

2+2

454

1100

300

300

2+2

476

1150

325

325

2+2

497

1200

350

350

2+2

519

250

250

3+3

648

4+4

864

1500 2000

500

275

500

322

310

162

31

M42


2–5

MV ELEMENT Dimensions

MV1250

L

B

800

150

150

2+2

511

850

175

175

2+2

543

900

200

200

2+2

575

950

225

225

2+2

607

1000

250

250

2+2

639

1050

275

2+2

671

1100

300

2+2

703

1150

325

325

2+2

735

1200

350

350

2+2

767

1250

375

375

2+2

799

250

250

3+3

959

4+4

1278

900

200

200

2+2

786

1000

250

250

2+2

873

1100

300

2+2

960

1200

350

2+2

1048

3+3

1310

4+4

1746

1500 2000

MV1450

1500

500

500

D

275 300

300 350

E

F

500

G

401

500

388

454

445

J

T

202

Anchor

36

228

M48

41

M48

Holes

Weight

250

250

1000

250

250

2+2

1114

1100

300

300

2+2

1226

1200

350

2+2

1337

3+3

1671

4+4

2228

2000

MV1600

C

1500 2000

250

500

350

500

507

480

261

50

M56

250

[ Units: mm, kg ]

F G

Internal steel plate

J

D

E

B

C

E

D

C

B

H

T

T M

F


L

2–6

MV ELEMENT Rated Performance Data (RPD)* L

MV400

MV500

Compound A E

R

E

R

91.4 137

8.8 13.2

25.2 31.5

183 229

17.7 22.1

750 1000

26.9 37.4

146 203

18.8 26.2

102

1500 2000 2500

56.1 74.8 93.5

305 406 508

39.3 52.3 65.4

213 284

3000

112

609

78.5

356 427

750 1000 1500

41.2

179

28.9

125

58.4 87.6

254 381

40.9 61.3

178 267

2000

117 49.9

508 197

81.8 34.9

356 138

70.7 106

279 419

49.5 74.2

196 293 151

900 1200 1500

MV550

750 1000 1500 750 1000 1500

59.4

215

41.6

MV600

84.1 126

305 457

58.9 88.3

750 1000

90.4 131

262 381

63.2 92

MV750

MV800

MV1000

MV1250

MV1450

MV1600

64

d

96 128 160

H

142

213 320 183 267

1500

197

571

138

800 1000

111 150

302 406

77.8 105

1500 2000

224 299

609 813

157 209

800 850

175 189

380 412

122 133

569 266 288

900

204

444

143

311

950 1000 1050 1100

219

476

153

333

234 248 263

508 540 572

164 174 184

356 378

1150 1200

278 293

604 636

195 205

1500 2000

350 467

762 1016

245 327

800 850

269 293

468 510

188 205

327 357

900 950 1000

317 341 365

551 593 635

222 239 256

386 415

1050 1100

389 413

677 718

272 289

474

1150 1200

437 461

760 802

306 323

1250 1500

485 548

844 952

340 383

2000

730

1270

511

900 1000

426 491

638 736

298 344

1100 1200

557 622

835 933

390 436

516 584 653

1500 2000

737 982

1105 1473

516 688

773 1031

1000 1100 1200

598 690 781

813 937 1061

419 483 547

569 656

1500 2000

897 1196

1219 1625

628 837

All performance values are for a single element.

L

R

Compound B

12.6 18.9

600 MV300

F

*Rated Performance Dat a (RPD)

Method: Decreasing Velocity (DV) Temperature: 23ºC Initial speed: 150mm/s Compression angle: 0º Refer to p2–7.

400 212 284 427

400 423 445 533 711

444 503 532 561 591 667 889 447

743 853 1138

[ Units: kNm, kN ]


2–7

MV ELEMENT

120

100

80

) % ( n o i t c a 60 e R

120 100

40

80 60

20

40 20

0

) % ( y g r e n E

0 0

5

10

15

20

25

30

35

40

45

50

De�ection (%)

example


0

5

10

15

20

28

35

40

45

50

57.5 62.5

Ei (%)

0

2

7

14

24

41

56

66

76

85

100

113

Ri (%)

0

31

58

78

92

100

96

90

85

84

100

130


Decreasing Velocity (DV) test method The Trelleborg high-speed test press was developed to simulate real berthing conditions for MV and MI elements. Depending on element size, initial speeds exceeding 300mm/s are achievable. The test press can accommodate single elements from MV500 to MV1600 as well as the MI2000 in lengths up to 1500mm. Please refer to Trelleborg Marine Systems for all special test requirements.


55 60 57.5

Ri

Ei Di

2–8

MV SYSTEMS Element spacing

r = rated de�ection 0.35H

H

Weight support

r=0.575H

0.24H 0.78H

H

MV-elements can support a lot of weight. The table is a guide to the permitted weight of the front panel in tonnes per metre of element pair before additional support chains may be required. WH

WV

Panel weight* (kg)

1.2H

0.32H

MV

Single or multiple horizontal

Single or multiple vertical

Compound A

WH ≤ 1.0 × H × L

WV ≤ 1.78 × H × L

Compound B

W H ≤ 0.7 × H × L

WV ≤ 1.25 × H × L

* per pair of elements.

≥50

0.72H

Shear stiffness Some temporary shear may be caused by friction as the MV-elements are compressed. Maximum shear usually occurs at approximately 28% de�ection.

DL F L

0.12H

DL ≈ 0.39 × μ × H DT ≈ 0.82 × μ × H H

MV-elements can be mounted horizontally or vertically. There must be enough space around and between MV-element fenders and the steel panel to allow them to de�ect without interference. Distances given in the diagram are for guidance. If in doubt, contact your local office.

F T

Where, H = fender height μ = friction coefficient

R

DT

Tension If the likely tensile load exceeds the rated reaction then tension chains may be required. Please refer to your local office.

F


2–9

MV SYSTEMS Proven in practice


2–10

V-FENDERS V-fenders fulfil the need for a simple, and maintenance-free fender system with high performance and a robust design at low costs. All V-fenders use one or several pairs of MV-elements and a front shield. The shield is a structural component of the fender, directly bolted to the MV-element and easily able to withstand constant use in busy harbours. The UHMW-PE face is also very gentle on ships. It will conform to the contours of the hull, will not mark paint (unlike rubber) and does not spark. UHMW-PE has very low friction which reduces stresses in the V-fenders and fixings.

Applications  General cargo quays  Berthing dolphins  Pontoon fendering  Passenger ferry berths  Offshore platforms  Long fender walls


2–11

V-FENDERS Dimensions

Performance (per metre)

H

T(min)

MV300P*

Compound A

Compound B

E

E

R

305

29.5

213

74.8

406

52.4

284

M30

117

508

81.8

356

320

M30

141

558

99.0

392

894

322

M30

168

610

118

426

900

1136

440

M36

262

762

184

534

1170

960

1218

480

M36

300

812

210

568

900

1330

1200

1524

580

M42

468

1016

328

712

1140

1660

1500

1904

724

M48

730

1270

512

888

So

MW

SW

A

B

C

Fixings

70

370

270

410

360

454

172

M20

42.0

MV400P

80

480

360

500

480

606

232

M24

MV500P

90

590

460

660

600

774

316

MV550P

90

640

500

750

660

834

MV600P

90

690

530

800

720

MV750P

100

850

680

1010

MV800P

100

900

730

MV1000P

120

1120

MV1250P

120

1370

Please ask for other dimensions

[ Units: mm ]

R

[ Units: kNm, kN ]

* MV300 not available in 1000mm length (refer to p2–4). Performance is for a pair of elements, 1000mm long.

L L SW C

MW C

B

B

A

H

H SO

A

T

Always specify ‘P’ type elements for V-fenders (ie. MV500P). These have special internal plates designed to flex with the UHMW-PE shield. The flange marked ‘Panel Side’ should be connected to the shield.

All V-fender performances are based on decreasing velocity (DV) method compression testing of full size elements. Performances are valid for 150mm/ s initial impact velocity, 23°C ambient temperature and 0° compression angle. Site operating conditions or project specifications may differ from the above. Please ask your local Trelleborg Marine Systems office for further details, or visit our web site.


SO T

2–12

MI-2000 ELEMENTS MI-2000 fender systems suit very large vessels and high energy applications. They share the modular design concept with MV elements but with a modified fixing arrangement to allow greater de�ections and efficiency. The rubber unit is available in several standard lengths and rubber grades which, combined with the modularity of the MI system, provides designers with greater choice and versatility.

Features  Modular design system  Choice of lengths and rubber grades  High performance and efficiency  Long, life, low maintenance

Applications Ideal for larger vessels including:  Tankers and LNG ships  Bulk carriers  Post-Panamax containers  Mega cruise ships


2–13

MI-2000 ELEMENTS MI-2000 Dimensions B A

B

C

Anchor

Holes

Weight

1000

1270

1130

M42

6+6

1840

1050

1320

1180

M42

6+6

1941

1100

1370

1230

M42

6+6

2042

1150

1420

1280

M42

6+6

2144

1200

1470

1330

M42

6+6

2245

1250

1520

1380

M42

6+6

2346

1300

1570

1430

M42

6+6

2447

1350

1620

1480

M42

6+6

2549

1400

1670

1530

M42

6+6

2650

A 2000

1318 52

733

210 210

H C

585

[ Units: mm, kg ]

MI-2000S Dimensions A

B

C

Anchor

Holes

Weight*

1000

1270

1130

M42

6+6

2191

1050

1320

1180

M42

6+6

2286

1100

1370

1230

M42

6+6

2383

1150

1420

1280

M42

6+6

2480

1200

1470

1330

M42

6+6

2573

1250

1520

1380

M42

6+6

2670

1300

1570

1430

M42

6+6

2765

1350

1620

1480

M42

6+6

2860

1400

1670

1530

M42

6+6

2957

B A 2000 1318 52 75

733

210 210 H

585

C

[ Units: mm, kg ]

W

210 75 thick 210

C

* MI-2000S weight includes fabricated spacers for both �anges (supplied with fender elements on request).


620

2–14

MI-2000 MI-2000 Performance 140

A

1000

120

1050

100 1100 ) % ( 80 n o i t c a 60 e R

140 120

1200

100

40

80 ) % 60 ( y

20

40 20

0

1150

0

10

20

30 40 De�ection (%)

50

60 62

g r e n E

1250 1300 1350

0 1400

Compound A

Compound B

ER

925

565

RR

925

565

ER

971

593

RR

971

593

ER

1017

621

RR

1017

621

ER

1063

650

RR

1063

650

ER

1110

678

RR

1110

678

ER

1156

706

RR

1156

706

ER

1202

734

RR

1202

734

ER

1248

763

RR

1248

763

ER

1295

791

RR

1295

791

All values are for

[ Units: k N, k Nm ]

a single element.

example


0

5

10

15

20

25

30

35

40

45

50

55

60

Ei (%)

0

2

6

14

23

32

42

52

61

71

79

88

96 100 103

Ri (%)

0

34

63

84

95

99 100 98

95

91

86

82

90 100 127


62

65

Ri

Ei Di

All MI-2000 performance values are based on decreasing velocity (DV) method compression testing of full size elements on a dedicated high speed test press. Performances are valid for 150mm/s initial impact velocity, 23°C ambient temperature and 0° compression angle. Site operating conditions or project specifications may differ from the above. Please ask your local Trelleborg Marine Systems office for further details, or visit our web site.


2–15

MI-2000S MI-2000S Performance 140

A

1000

120

1050

100 1100 ) % ( 80 n o i t c a 60 e R

140 120

1200

100

40

80 ) % 60 ( y

20

40 20

0

1150

0

10

20

30 40 De�ection (%)

50

g r e n E

1250 1300 1350

0

60

1400

66

Compound A

Compound B

ER

989

604

RR

925

565

ER

1039

635

RR

971

593

ER

1088

665

RR

1017

621

ER

1138

695

RR

1063

650

ER

1187

725

RR

1110

678

ER

1237

756

RR

1156

706

ER

1286

786

RR

1202

734

ER

1336

816

RR

1248

763

ER

1385

846

RR

1295

791

All values are for

[ Units: kN, kNm ]

a single element.

example


0

5

10

15

20

25

30

35

40

45

50

55

60

Ei (%)

0

2

6

13

21

30

40

49

58

67

75

82

90 100 103

Ri ( %)

0

35

63

83

95

99 100 98

94

90

85

81

81 100 110


All MI-2000S performance values are based on decreasing velocity (DV) method compression testing of full size elements on a dedicated high speed test press. Performances are valid for 150mm/s initial impact velocity, 23°C ambient temperature and 0° compression angle. Site operating conditions or project specifications may differ from the above. Please ask your local Trelleborg Marine Systems office for further details, or visit our web site.


66 67.5

Ri

Ei Di

Multi-purpose Fenders

Cylindricals Extrusions Composites Fender Bars MPP Ramp & Cope Shear Section 3



3–2

CYLINDRICAL FENDERS Cylindrical Fenders have protected ships for more years than any other fender type. Cylindrical fenders are simple and versatile as well as being easy to install. Their progressive reaction makes them ideal for berths serving large and small vessels. The wide range of available sizes (as well as almost any intermediate size) means Cylindrical Fenders can be closely matched to each application.

Features  Simple and economical design  Easy to install and maintain  All sizes up to 2700mm diameter  Thick wall resists abrasion and wear  Progressive load-de�ection curve

Applications  Bulk cargo berths  General cargo quays  RoRo and ferry terminals  Fishing and workboat berths  Pontoons and �oating structures  Tug havens

L

OD ID


3–3

CYLINDRICAL FENDERS OD × ID (mm)

OD / ID

E (kNm)

R (kN)

P* (kN/m2)

Weight (kg/m)

100 × 50

2.00

0.8

43

547

7.2

125 × 65

1.92

1.3

51

500

11.0

150 × 75

2.00

1.8

65

552

16.3

175 × 75

2.33

2.7

92

781

24.1

200 × 100

2.00

3.3

86

547

29.0

250 × 125

2.00

5.1

108

550

45.3

300 × 150

2.00

7.4

129

547

65.2

380 × 190

2.00

11.8

164

550

105

400 × 200

2.00

13.1

172

547

116

450 × 225

2.00

16.6

194

549

147

500 × 250

2.00

28

275

700

181

600 × 300

2.00

40

330

700

255

800 × 400

2.00

72

440

700

453

1000 × 500

2.00

112

550

700

707

1200 × 600

2.00

162

660

700

1018

1400 × 700

2.00

220

770

700

1386

1400 × 800

1.75

208

649

516

1245

1500 × 750

2.00

253

825

700

1591

1600 × 800

2.00

288

880

700

1810

1750 × 900

1.94

340

929

657

2124

2000 × 1200

1.67

415

871

462

2414

2400 × 1200

2.00

647

1321

701

4073

2700 × 1300

2.08

818

1486

728

5154

Typical fixing arrangements

*excludes effect of fixing accessories. De�ection, (D) = ID.


140

120


100 ) % ( 80 n o i t c a e 60 R

140 120 100

40

80 60

20

40 20

0 0

10

20

30

40

50

60

70

De�ection (% of ID)


80

90

100

0 110

) % ( y g r e n E

3–4

CYLINDRICAL FENDERS Small cylindricals

0.1L (min) OD 1.5D L < 6000mm Small cylindricals (≤Ø600mm) are often suspended from chains connected to brackets or U-anchors on the quay wall.

OD

ID

Chain

Shackle

100

50

14

16

125

65

14

16

150

75

16

16

175

75

16

16

200

90

18

19

200

100

18

19

250

125

20

22

300

150

24

28

380

190

28

35

400

200

28

35

450

225

28

35

500

250

32

38

600

300

35

44 [ Units: mm ]

Large cylindricals OD

OD ID

øB

L Large cylindricals (Ø900–Ø1600mm) often use a central support bar connected at each end to chains which go back to brackets or U-anchors on the quay wall.

ID

L

ØB

Chain Shackle

1000

35

24

28

1500

45

28

35

800 400 2000

55

32

38

2500

65

34

44

3000

70

40

50

1000

45

28

35

1500

55

32

38

1000 500 2000

65

38

44

2500

75

40

50

3000

85

44

50

1000

50

28

35

1500

65

34

44

1200 600 2000

75

40

50

2500

85

44

50

3000 100

50

56

1000

65

38

44

1500

70

38

44

1400 800 2000

80

44

50

2500

90

48

56

3000 100

52

64

1000

75

40

50

1500

80

40

50

1600 800 2000

90

46

50

2500 110

48

56

3000 120

54

64

[ Units: mm ]

Very large cylindricals (≥Ø1600mm) may require special ladder brackets due to their weight. These are specially designed for each application.


3–5

CYLINDRICAL FENDERS Proven in practice


3–6

EXTRUDED FENDERS Extruded fenders are simple rubber profiles, usually attached with bolts to the structure. Extrusions can be made in virtually any length then cut and drilled to suit each application. Pre-curved sections and special sizes are available on request. Usually black in colour, extruded fenders can also be supplied in creamy white as an option.

Applications  Jetties and wharves for small craft  Tugs and workboats  Pontoon protection  Inland waterways  General purpose fendering

Fender E size (kNm)

R (kN)

E (kNm)

R (kN)

DC-fenders Flat bar

Bolt size

Weight

90–130 200–300

50 × 6

M12

10.1

12

110–150 250–350

60 × 8

M16

20.6

45

15

130–180 300–400

80 × 10

M20

38.5

30

50

20

140–200 350–450 100 × 10

M24

59.0

125

30

60

25

140–200 350–450 110 × 12

M24

83.7

350

150

35

70

25

140–200 350–450 120 × 12

M30

113

400

400

175

35

80

30

140–200 350–450 130 × 15

M30

146

400

400

200

35

80

30

140–200 350–450 130 × 15

M30

137

500

500

250

35

100

30

140–200 350–450 130 × 15

M36

214

A

B

100

100

150

øC

øD

E

F

30

15

25

10

150

65

20

30

200

200

75

25

250

250

100

300

300

350

G

H

[ Units: mm, kg/m ]

SC-fenders

100

1.9

157

2.7

157

150

4.2

235

6.4

235

A

B

200

7.5

314

11.3

314

100

100

150 165

150 125

øC

øD

E

F

30

15

25

10

65 65

20 20

30 30

12 15

Flat bar

Bolt size

Weight

90–130 200–300

50 × 6

M12

11.4

110–150 250–350 110–150 250–350

60 × 8 60 × 8

M16 M16

23.6 21.3

G

H

250

11.7

392

17.7

392

300

16.9

471

25.5

471

200

200

75

25

45

15

130–180 300–400

80 × 10

M20

43.8

350

22.9

549

34.3

589

200

200

100

25

40

15

130–180 300–400

80 × 10

M20

39.5

400

29.4

628

45.1

628

250

200

80

30

45

20

140–200 350–450

90 × 10

M24

55.3

250

250

100

30

50

20

140–200 350–450 100 × 10

M24

67.2

300 300

250 300

100 125

30 30

50 60

25 25

140–200 350–450 100 × 10 140–200 350–450 110 × 12

M24 M24

82.6 95.6

350

350

150

35

65

25

140–200 350–450 120 × 12

M30

126

350

350

175

35

65

25

140–200 350–450 120 × 12

M30

121

400

400

200

35

70

30

140–200 350–450 130 × 15

M30

158

500

500

250

45

90

40

150–230 400–500 150 × 20

M36

247

500

46.0

785

70.5

785

Values are per metre.

120 Rated Reaction

) 100 d e t a R 80 f o % ( 60 n o i t 40 c a e R 20

120 100 80 60 40 20 0

n i o c t a R e

y e r g E n

0 0

10

20

30

40

) d e t a R f o % ( y g r e n E

[ Units: mm, kg/m ]

E

B

F

G

H

H

øD øC

A

50

De�ection (%)


3–7

EXTRUDED FENDERS

DD-series A

Fender E size (kNm)

R (kN)

E (kNm)

R (kN)

B

C

D

øE

øF

80

70

45

30

30

15

100

100

50

45

30

125

125

60

60

40

150

150

75

75

200

150

100

200

200

250 250

15

90–130 200–300

40 × 5

M12

8.5

20

110–150 250–300

50 × 6

M16

13.2

40

20

110–150 250–300

60 × 8

M16

18.5

80

50

25

130–180 300–400

80 × 10

M20

23.1

100

100

50

25

130–180 300–400

80 × 10

M20

32.9

200

125

100

60

30

140–200 350–450

90 × 12

M24

39.9

250

125

125

60

30

140–200 350–450

90 × 12

M24

51.5

300

300

150

150

60

30

140–200 350–450 110 × 12

M24

74.1

350

350

175

175

75

35

140–200 350–450 130 × 15

M30

101

380

380

190

190

75

35

140–200 350–450 140 × 15

M30

119

400

300

175

150

75

35

140–200 350–450 130 × 15

M30

99

400

400

200

200

75

35

140–200 350–450 150 × 15

M30

132

500

500

250

250

90

45

160–230 400–500 180 × 20

M36

206

2.7

136

150

3.2

115

6.4

206

200

5.7

153

11.3

275

A

B

250

8.9

191

17.6

343

100

300

12.9

230

25.5

412

350

17.6

268

34.3

471

45.2

589

500

35.9

383

70.7

736


120 Rated Reaction


120 100 80 60 40 20 0

n i o c t a R e

y e r g E n

0 0

10

20

30

40

4.8


SD-series C

D

øE

øF

G

H

Flat bar

100

50

45

30

15

90–130

200–300

40 × 5

M12

9.9

150

150

70

65

40

20

110–150 250–300

50 × 8

M16

22.7

165

125

80

60

40

20

110–150 250–300

60 × 8

M16

20.3

200

150

90

65

50

25

130–180 300–400

70 × 10

M20

30.8

200

200

90

95

50

25

130–180 300–400

70 × 10

M20

39.8

250

200

120

95

60

30

140–200 350–450

90 × 12

M24

49.4

250

250

120

120

60

30

140–200 350–450

90 × 12

M24

61.1

300

250

140

115

60

30

140–200 350–450 100 × 12

M24

75.0

300

300

125

135

60

30

140–200 350–450 100 × 12

M24

92.0

400

400

200

200

75

35

140–200 350–450 150 × 15

M30

153

500

500

250

250

90

45

160–230 400–500 180 × 20

M36

239


Bolt size Weight


G 25

B D

F

50

De�ection (%)


Bolt size Weight

M12

77

306

Flat bar

35 × 5

1.4

23.0

H

90–130 200–300

100

400

G

øE C A

H

H

3–8

COMPOSITE FENDERS Composite fenders* are composites of rubber for resilience and UHMWPE for low-friction and wear resistant properties. The two materials are bonded with a special vulcanising method which is stronger and more reliable than a mechanical joint. Composite fenders are used where the simplicity of extrusions are required but with lower shear forces.

Features  Resilient rubber body  Low-friction UHMW-PE face  Strong molecular bond  Easily drilled and cut  Many standard sizes Shear deformations μ = 0.8–1.0

Applications  Jetties and wharves for small craft  Mooring pontoons  Pile guides on �oating structures  Inland waterways

μ = 0.15–0.2

* Also called Rubbylene® Rubber

E

Composite

R

E

R

100 × 100

4.0

222

80 × 80

1.6

76

200 × 200

11.5

334

100 × 100

2.2

154

250 × 250

24.3

565

120 × 120

3.0

188

300 × 300

42.0

624

150 × 150

6.0

377


[ Units: kNm, kN ]

Performance values are at bore closure.


[ Units: kNm, kN ]

Performance values are at bore closure.


3–9

COMPOSITE FENDERS CF-A series A

B

100

100

150 165

CF-B series

øC*

Flat bar

Bolt size

Std Length

CF-A

CF-B

90–130

200–300

50 × 6

M12

3000

10.3

11.1

12

110–150

250–350

60 × 8

M16

3000

21.5

27.0

15

110–150

250–350

60 × 8

M16

3000

19.2

24.8

45

20

130–180

300–400

80 × 10

M20

3000

40.2

48.0

25

45

20

130–180

300–400

80 × 10

M20

3000

36.2

48.0

30

30

50

25

140–200

350–450

100 × 10

M24

2000

60.2

75.0

30

30

60

30

140–200

350–450

110 × 12

M24

3700

92.1

108

øD

E

F

30

20

15

25

10

150

65

20

20

30

125

65

20

20

35

200

200

75

25

25

200

200

100

25

250

250

100

300

300

125

G

* Dimension only applies to CF-A fender.

B


G

E

t

Weight

H

t

H

H

F

øD øC

A

CF-C series A

CF-D series

B

øC*

a

80

80

42

100

100

120

120

150

150

H

Flat bar

Bolt size

Std Length

90–130

200–300

45 × 6

M12

2000

8

90–130

200–300

45 × 6

M12

10

110–150

250–350

60 × 8

M16

110–150

250–350

60 × 8

M16

b

c

t

øD

E

F

60

40

44

10

15

25

45

74

50

56

10

15

25

62

88

60

67

12

20

30

73

110

75

83

15

20

30

12

6

G

* Dimension only applies to CF-C fender.

B E

CF-C

CF-D

5.4

7.0

2000

8.4

11.0

2000

12.2

15.8

3000

19.7

24.8


G t

Weight

H

H

F

øD øC

a A

b c

Composite fenders are supplied undrilled. Drilled and counterbored holes, special cuts, etc are available on special request.


3–10

FENDER BARS Fender Bars are available in three different versions:   

ML-type for exposed locations MLS-type for low reaction Delta PU for visibility and non-marking

All Fender Bars can resist high impacts and are suitable for a wide range of general purpose applications.

ML Fender Bars The ML Fender Bar are intended for heavy duty applications – everything from ferry berths to bumpers on barges. The vulcanised internal steel plate provides very strong fixing points and reduces bending moments in the bolts.

MLS Fender Bars MLS Fender Bars have a special modified profile to reduce reaction forces and allow a high degree of �exibility in all directions. Being softer, MLS Fender Bars are ideal for protecting smaller workboats, pontoons and load-sensitive structures.

Delta PU Bars The Delta PU Bar meets the challenges of berthing light craft with aluminium or GRP hulls by combining high performance and low friction properties in a competitively priced unit. Available in highly visible, nonmarking colours, the Delta PU Bar can also improve safety or identify berths and danger areas.


3–11

FENDER BARS Dimensions

Performance

Type

W

H

L

A

B

Anchors

ML

150

150

1000

250

500

2 × M24

ML

150

150

1500

250

500

3 × M24

ML

150

200

1000

250

500

ML

150

200

1500

250

ML

200

200

1000

ML

200

200

ML

200

250

ML

200

ML

200

Weight

E

R

38

16.7

638

56

24.5

961

2 × M24

43

16.7

441

500

3 × M24

65

24.5

667

250

500

2 × M30

65

26.5

824

1500

250

500

3 × M30

98

40.2

1236

1000

250

500

2 × M30

77

26.5

657

250

1500

250

500

3 × M30

116

40.2

991

300

1000

250

500

2 × M30

88

26.5

530

ML

200

300

1500

250

500

3 × M30

132

40.2

795

MLS

200

300

1000

250

500

2 × M30

63

23.0

355

MLS

200

300

1500

250

500

3 × M30

95

38.0

593

DPU

140/80

100

1000

50

450

3 × M12

9.5

--

--

Please ask for other dimensions

[ Units: mm, kg ]

[ Units: kNm, kN ]

L H

A

B

B

A

W

ML/MLS 20

L A

H

W

B

B

A

C

DPU

40

125

Strong Fixings Fender Bars have a low-profile fixing which prevents bending of the bolt even under large de�ections and shear. With timber fenders the bolts easily bend and the wood cracks and splinters.

100 Reaction Energy ) % ( n o i t c a e R

ML MLS

75

150 45

50

100

25

50

) % ( y g r e n E

150 0

0 0

10

20

30

40

50

De�ection (%)



3–12

MARINE PROTECTION PLATE (MPP) Marine Protection Plates (MPP) are resilient bumpers designed for quays where small vessels are moored, protecting both the quay face and vessel from abrasion. MPP fenders have also been used at the push knee on some tugs. MPP are ideal for applications where the distance between the boat and dock must be minimised. The design includes a heavy- duty steel back plate which is vulcanised into the rubber body so only a few fixing bolts are required. MPP are available with a �at or wave-patterned surface design.

Type

T

MPP

50

W

T 12 W

L

600

600 500

MPP

75

100

600

1500

MPP

125

1000

100 100 1000

1500

600 500

150

600 750

300 450 300

150

450 300

150

450

100 1000

750 MPP

450

100

500 150

300

100

750 MPP

450

150

500

600

300

150

750

500 125

450

100 1500

750 MPP

300

150 100

600

450

150

500

600

300

150

100

500 100

450

100

750 MPP

150

750 600

300

100 1000

750 MPP

Ø25

D

100

500 75

C

100 1500

750 MPP

L

100 1000

500 50

E C

750 MPP

E

C

500 600

D

300

150

450

100 1500

300

150 100

450

Tailor-made corner elements and other dimensions available on request.

E

Ø54

Anchors

800 700

45 4 × M20

67 6 × M20

59 4 × M20

88 6 × M20

73 4 × M20

109 6 × M20

87 4 × M20

130 6 × M20

100 4 × M20

121 151

650 600

156 195

800 700

104 130

650 600

131 164

800 700

88 109

650 600

106 132

800 700

71 88

650 600

80 100

800 700

54 67

650 600

Weight

151 6 × M20

181 227

[ Units: mm, kg ]


3–13

RAMP AND COPE PROTECTORS Ramp and Cope Protectors are special wedge-shaped rubber elements which are fitted together to form a �exible extension to steel and concrete structures. Their internal steel plate gives a strong connection and the grooved rubber face provides a high friction surface that prevents slipping.

Ramp Protectors Used as Ramp Protectors, they allow easy loading and unloading of vehicles and trailers whilst protecting the front edge of the ramp from wear. Noise levels are also much lower compared to steel ramps. Ramp Protectors weigh much less than steel too – so they are easier to install and place less stress on the structure.

20

900

162

312

RCP-1000 shown. Other dimensions are available on request. 500 260

Cope Protectors Used as Cope Protectors, the elements form a �exible extension to the cope or top edge of the quay. This reduces the gap between quay face and ship where loose or bulk cargoes can fall into the harbour. Cope Protectors are also �exible, so will bend out of the way if hit by a ship during berthing.

200

Reduced gap to berthing line 1000

Due to their �exibility, Cope Protectors are not designed to support the weight of people, vehicles, etc.


1000

Vehicle

3–14

SHEAR FENDERS Shear Fenders are unique because they have a linear load-de�ection characteristic in shear but remain stiff in compression to support heavy loads. Their simple concept makes Shear Fenders easy to install and ideal for low energy applications. The top and bottom steel plates are fully encased in rubber which protects them from corrosion and minimises maintenance. Piles and simple frontal panels are often used in conjunction with Shear Fenders. Movement in shear should be limited by chains or other mechanical stops to prevent overload.

Features  Linear reaction curve  Omnidirectional  Supports large weights

Applications  General cargo berths  Ferry terminals  Offshore boat landings  Bridge protection  Pontoon yokes Type-SF

Type-E46


3–15

SHEAR FENDERS Type-SF Shear Fender Fender

A

B

E

F

G

H

J

T

ØS

Bolt

Weight

SF 400-180

525

525

–

405

405

180

136

22

400

M24

115

SF 500-260

700

550

80

430

440

260

190

35

500

M30

190

SF 500-275

610

610

–

510

510

275

231

22

500

M24

183

[ Units: mm, kg ]

Shear

E

Compression

F

E

F

H

Fender DS

ES

RS

DC

EC

RC

SF 400-180

136

10.0

147

20

1.2

118

SF 500-260

190

23.8

250

29

3.8

265

SF 500-275

231

24.9

216

35

4.5

255

ØS

B

G

ØS

B

G

A

A

T J T

[ Units: mm, kNm, k N ]

Type-E46 Shear Fender Fender

W

H

L

A

B

C

ØD

E

Bolt

Weight

E46498

305

352

489

21

127

430

127

310

22

77

E46502

406

471

641

24

178

575

178

423

25

136 [ Units: mm, kg ]

W

B Fender

Shear

øD

Compression

DS

ES

RS

DC

EC

RC

E46498

484

14.0

57.9

155

2.5

61.8

E46502

660

32.7

99.1

212

6.2

116

C

L

[ Units: mm, kNm, k N ]

E 120


100 ) 80 % ( n o i t 60 c a e R 40

120 100

80

20

40

0

0 0

20

40

60

80

100

Shear De�ection (%)


) % ( y g r e n E

A

Pneumatic and Rolling Fenders

Pneumatic Hydropneumatic Wheel Fenders Roller Fenders Cushion Rollers

Section 4



4–2

PNEUMATIC FENDERS Pneumatic fenders are ideal for permanent and semi-permanent port applications and for offshore ship-to-ship transfers. They are supplied in a wide range of sizes and in standard or high-pressure versions. Smaller fenders can be supplied as Hook type. Larger fenders are commonly fitted with a chain-tyre net (CTN) for added protection. For navy ships, a grey body is also available.

Features  Easy and fast to deploy  Very low reaction and hull pressure  Suitable for small and large tidal ranges  Maintains large clearances between hull and structure

Applications  Oil and gas tankers  Fast ferries and aluminium vessels  Temporary and permanent installations  Rapid response and emergencies

1

2

3

4

1

Abrasion-resistant rubber skin

3

Airtight rubber layer

2

Multi-layer reinforcement

4

In�ation valve


4–3

PNEUMATIC FENDERS Fender body Chain net (kg) (kg)

Size

Total (kg)

Chain (mm)

300 × 500

10

–

10

10

300 × 600

15

–

15

10

500 × 800

25

–

25

13

500 × 1000

35

–

35

13

800 × 1200

75

100

175

16

800 × 1500

95

110

205

16

1000 × 1500

140

170

310

16

1000 × 2000

170

200

370

16

1200 × 1800

180

210

390

18

1200 × 2000

200

220

420

18

1350 × 2500

270

260

530

20

1500 × 2500

300

400

700

22

1500 × 3000

350

440

790

22

2000 × 3000

550

880

1430

26

2000 × 3500

650

920

1570

28

2000 × 6000

950

1120

2170

32

2500 × 4000

P

1100

1510

2610

32

2500 × 5500

P

1350

1620

2970

36

3000 × 5000

P

1700

2620

4320

38

3300 × 4500

P

1800

2360

4160

38

3300 × 6500

P

2250

3120

5370

44

3300 × 10500

P

2800

4050

6850

48

4500 × 7000

P

3250

5100

8350

50

4500 × 9000

P

4950

6200

11150

50

Hook type L

Chain-tyre net (CTN) type L

P = Pressure Relief Valve fitted as st andard.

Installation dimensions Pneumatic fenders must be installed onto a solid struct ure or reaction panel to ensure

a

c b

HHWL

that they are properly supported during impacts.

d Size

a

b

c

d

e

1000 × 1500

975

950

1350

200

375

2000

1200 × 2000

1200

1140

1620

220

430

2600

1500 × 2500

1525

1420

2050

250

525

3250

2000 × 3500

2050

1900

2700

300

650

4500

2500 × 4000

2490

2380

3380

450

890

5200

3300 × 6500

3380

3140

4460

500

1080

8500 [ Units: mm ]


tidal range

w

LLWL e

w

4–4

PNEUMATIC FENDERS 0.5kgf/cm2 (7.1psi)

Initial Pressure  Energy (kNm)

Size

0.8kgf/cm2 (11.4psi)

Reaction (kN)

Pressure (kN/m2)

Energy (kNm)

Reaction (kN)

Pressure (kN/m2)

300 × 500

1.3

22.6

189

1.7

29.4

246

300 × 600

1.5

26.5

180

2.0

35.3

239

500 × 800

5.7

58.9

187

7.4

78.5

249

500 × 1000

7.2

73.6

179

9.1

98.1

239

800 × 1200

21.6

141

188

28.1

187

250

800 × 1500

27.5

186

191

35.1

235

241

1000 × 1500

40.2

222

190

52.7

281

240

1000 × 2000

54.0

295

180

70.2

374

228

1200 × 1800

69.7

320

190

91.0

404

240

1200 × 2000

77.5

354

185

101

449

235

1350 × 2500

125

496

181

175

650

238

1500 × 2500

152

554

186

196

697

234

1500 × 3000

182

658

178

235

837

227

2000 × 3000

324

883

189

422

1122

240

2000 × 3500

378

1030

183

491

1315

234

2000 × 6000

647

1766

171

843

2246

217

2500 × 4000

675

1481

188

872

1864

236

2500 × 5500

928

2037

178

1197

2560

224

3000 × 5000

1226

2207

185

1570

2786

233

3300 × 4500

1324

2197

194

1712

2764

244

3300 × 6500

1913

3169

181

2472

3993

228

3300 × 10600

3090

5121

171

4297

6612

220

4500 × 7000

3816

4660

186

4944

5866

234

4500 × 9000

4954

6004

152

6357

7544

191

140


120

100 ) % ( 80 n o i t c a e 60 R

140 120 100

40

80 ) 60

20

40

% ( y g r e n E

20 0 0

5

10

15

20

25

30

35

40

45

50

55 55

60

0 65

De�ection (%)


4–5

HYDROPNEUMATIC FENDERS Submarines and other vessels which contact fenders below waterline require a unique solution. Hydropneumatic fenders are specially adapted to this application. The fender body is partially water-filled, then pressurised with air and ballasted to make it stand vertically. Fender draft and performance can be tuned by altering the water:air ratio and in�ation pressure.

Features  Sub-surface contact face  Very low hull pressures  Variable draft  Prevents acoustic tile damage

D

Sea Level Air

Applications  Submarines  Some fast ferries  Semi-submersible oil rigs

Length Water

Due to the very specialist nature of Hydro-pneumatic fenders, it is strongly advised that a detailed study be carried out for each case. Please ask for assistance with this.

W

Ballast Weight

Initial Pressure 0.5bar (7.1psi)

Fender Diameter (mm)


Length (mm)

1700

7200

2000

6000

2500

5500

3300

6500

3300

10500

Water (%)

D (%)

Energy (kNm)

Reaction (kN)

65

45

134

611

0

60

592

1813

65

45

155

599

0

60

647

1766

65

45

223

687

0

60

928

2037

60

45

616

1247

0

60

1913

3169

55

45

589

1275

0

60

3120

5170

4–6

WHEEL FENDERS Wheel fenders are widely used on exposed corners to help ships manoeuvre into berths and narrow channels such as locks and dry-dock entrances. The main axle slides on bearings and the wheel reacts against back rollers to provide high energy and minimal rolling resistance, whilst the stainless steel and composite Trelleborg Orkot® bearings are almost zero maintenance.

Features  Highest energy absorption  Very low rolling resistance  Use singly or in multiple stacks  Composite and stainless steel bearings  Low maintenance casing design

Applications  Dry-dock entrances and walls  Lock approaches  Exposed corners

protective eyebrow K

B

L

de�ection E

�ared hull

K

B

L

�ared hull E small ship L

K

B

L

ship at high water E

HHWL

E ship at low water LLWL

E


4–7

WHEEL FENDERS The table indicates typical wheel fender casing dimensions. For special applications and unusual corners, the casing shape can be altered for a perfect fit. Please ask Trelleborg Marine Systems for details. Fender

H

J

K

L

α

450

460

650

50

150

0–40°

350

550

510

850

50

200

0–40°

1150

550

700

690

950

50

200

0–40°

1980

1250

500

800

760

1250

50

250

0–45°

3200

2550

1600

850

1000

970

1350

50

250

0–45°

3750

2900

1700

1000

1250

900

1500

50

250

0–45°

A

B

C

D

E

F

G

110-45WF

1700

1000

1450

1080

900

350

130-50WF

2000

1200

1750

1300

1000

175-70WF

2650

1500

2200

1750

200-75WF

2750

1750

2550

250-100WF

3350

2200

290-110WF

4200

2500

[ Units: mm ]

A

Ship Direction

n o i t c e r i D p i h S

F = α

=

B

J

=

C

= On the 90° corner of a jetty for warping

De�ection d


øD

0–30

E

On an angled knuckle corner for alignment


Gate Gate

At the 90° entrance of a lock or dry dock

Within the body of a lock or dry dock

120 Fender

100 ) % ( 80 n o i t c 60 a e R

120 100 80 60 40 20 0

40 20 0 0

20

40 60 80 De�ection (% of d)

) % ( y g r e n E

Reaction (kN)

De�ection (mm)

Pressure (bar)

110-45WF

33

150

400

5.5

130-50WF

61

220

500

3.5

175-70WF

100

315

600

4.8

200-75WF

220

590

700

5.5

250-100WF

440

920

925

5.5

290-110WF

880

1300

1200

5.8

100


Energy (kNm)


4–8

ROLLER FENDERS Roller Fenders are usually installed to guide ships in restricted spaces like walls of dry docks. They can also be used on corners and lock entrances where lower energies are needed. Roller Fenders use stainless steel and composite Trelleborg Orkot® bearings which give a very low rolling resistance and require virtually zero maintenance.

Features  Good energy absorption  Gentle contact face  Low rolling resistance  Use singly or in multiple stacks  Composite and stainless steel bearings  Low maintenance frame design

Applications  Dry-dock entrances and walls  Lock approaches  Some exposed corners and entrances


4–9

ROLLER FENDERS The table indicates typical roller fender frame dimensions. For special applications and unusual corners, the frame shape can be altered for a perfect fit. Please ask Trelleborg Marine Systems for details. Fender

A

B

110-45RF

1250

1150

130-50RF

1530

140-60RF

C

D

E

G

H

J

K

L

Anchor

610

1080

1150

220

460

800

340

60

6 × M30

1400

740

1320

1450

260

510

950

400

75

6 × M30

1600

1450

765

1370

1500

270

610

1000

425

75

6 × M30

175-70RF

2050

1850

975

1750

1900

350

690

1250

500

125

6 × M36

200-75RF

2300

2100

1110

1980

2100

400

765

1400

550

150

6 × M42

250-100RF

3000

2700

1425

2550

2700

500

895

1800

700

200

6 × M48 [ Units: mm ]

A E


Ship Direction

=

=

C =

=

B On the 90° corner of a jetty for warping

G

De�ection

On an angled knuckle corner for alignment

d n o i t c e r i D p i h S

øD L


0–30

K H

J

K

Gate Gate At the 90° entrance of a lock or dry dock

L

Within the body of a lock or dry dock

120 Fender

100 ) % ( 80 n o i t c 60 a e R

120 100 80 60 40 20 0

40 20 0 0

20

40 60 80 De�ection (% of d)

) % ( y g r e n E

Reaction (kN)

De�ection (mm)

Pressure (bar)

110-45RF

13

175

152

5.5

130-50RF

22

200

230

3.5

140-60RF

20

210

205

3.5

175-70RF

37

345

225

4.8

200-75RF

100

765

270

5.5

250-100RF

170

1000

345

5.5

100


Energy (kNm)


4–10

CUSHION ROLLERS Cushion Rollers are used to guide pontoons and �oating structures quietly and gently up and down their guide piles. The resilient wheel can be supplemented by a rubber cushion pad to withstand berthing impacts. Stainless steel and plastic bearings require minimal maintenance.

Features  Extremely quiet  Resilient wheel and cushion  Withstands berthing impacts  Gentle on protective coatings  Low maintenance bearings

Guide pile

Applications  Pontoon guides  Other �oating structures

Pontoon

Roller

Cushion


4–11

CUSHION ROLLERS The table indicates typical Cushion Roller dimensions. For special applications, the shape can be altered for a perfect fit. Please ask Trelleborg Marine Systems for details. Fender

Capacity

A

B

C

D

T

W

a1

a2

a3

b1

b2

Fixings

CR10

10t

450

450

542

370

130

125

90

310

–

35

380

4 × M20

CR15

15t

450

450

542

370

130

190

90

175

135

35

380

6 × M20

CR20

20t

450

520

546

370

130

250

90

175

135

70

380

6 × M24

[ Units: mm ]

2

6

5

1

Rubber roller

2

Rubber cushion pad

3

Roller frame

4

Axle and bearings

5

Roller fixings

6

Cushion fixings

3 4 1

W

B b1

b2

C b1

D

T a1

a3 a2 A a2 a3 a1


Foam Fenders and Buoys

SeaGuard SeaCushion Donut SeaFloat

Section 5



5–2

FOAM FENDER AND

Trelleborg Foam Fenders, Donuts and Buoys all share the same construction technology centred on a closed-cell polyethylene foam core and an outer skin of reinforced polyurethane elastomer. The foam absorbs the impacts whilst the skin resists wear and tear in an aggressive environment.

M1100-S05-V1.1-EN © Trelleborg AB, 2007

5–3

BUOY TECHNOLOGY

High energy, low reaction Core foam comes in many different types. Lower density foams are softer and generate lower reaction forces. Higher density foams are stiffer and can absorb more impact energy. The micro-cell structure of the foam contains millions of tiny air bubbles. These reach an equilibrium after a few compression cycles – one reason why the performance of all foam fenders should be rated after at least three full de�ections.

Strong reinforcement Skin and reinforcement are applied simultaneously – a method pioneered by and unique to Trelleborg. Nylon filaments are individually applied at the optimum angle. Multiple homogeneous layers increase strength, and additional reinforcement is applied to both ends where stresses are highest. This system gives a final strength impossible to match with fabric layering methods.

Unsinkable The closed cell foam structure makes punctures a thing of the past. Every cell is separate and so water cannot migrate into the foam. Even after many years active service, the foam core can be returned to the factory, re-skinned and made ready for a new lease of life.

Wear resistant The polyurethane elastomer is spray applied. This creates a high quality and homogeneous skin matrix combining extreme wear resistance with non-marking properties and the option of high visibility colours.


Safety first Now matter how badly abused, Trelleborg Foam Fenders, Donuts and Buoys will not burst or explode. Damage is rare, but if the worst should happen there is the comfort that Trelleborg fenders and buoys will still function until repairs are possible.

5–4

SEA GUARD® SeaGuard fenders can be deployed �oated or suspended, against a quay wall or for ship-to-ship operations. SeaGuard fenders suit all sites with small or large tidal changes. They also work just as well on new or old structures. Hull pressures are very low, making SeaGuard fenders gentle on soft-skinned ships. The skin is very tough but also non-marking, even against white-hulled yachts and cruise liners. Low maintenance comes as standard because the polyurethane elastomer is highly resistant to the effects of ozone and ultra violet light. SeaGuard fenders will never sink or de�ate. Even at the end of their first service life they can be returned to the factory for refurbishment before going back to work.

L t

Features  Fully compliant with US Navy specifications  Wide range of standard and custom sizes  Low reaction and high energy options  Operate �oating or suspended  Virtually indestructible  No chain/tyre net required  Non-marking even against white hulls  Unsinkable design

Applications  Cruise ships  Container vessels  Bulk cargo  RoRo and ferries  Oil and gas tankers  General cargo  Navy berths  Ship-to-ship transfers

D

Swivel

LF Beaded and integrated end terminals

Closed cell foam core

Internal chains

Reinforcement

Fixings

Polyurethane skin

Serial number


5–5

SEA GUARD®

Polyethylene foam core Property

Unit

Density 1

kg/m�

64 ± 6

Tensile strength 1

kN/m�

>414

%

>140

kN/m�

>140

kg/m�

<1

Elongation at break 1 Compressive strength (50%) 1 Water absorption

1

Working temperature

2

Typical result

ºC

–30 to +70

Unit

Typical result

Reinforcement filament Property

Hardness

3

Tensile strength (PU only) 4 Elongation at break (PU only) 4 Tear strength 4 Flexural life (Ross)

5

Abrasion resistance

6

Shore A

75–95

MPa

>13.8

%

>300

kN/m

>32

cycles

>10000

NBS

>100

Property

Unit

Typical result

Material

–

2520 denier nylon

Tensile strength (single filament)

N

230

Elongation at break

%

16

Polyurethane elastomer

Helix angle

degrees

Filament spacing

45–60

mm

Standards 1

ASTM D-3575

4

ASTM D-412

2

PPC-C-1752B

5

ASTM D-1052

ASTM D-2240

6

ASTM D-1630

3


<4

5–6

SEA GUARD® 120 Nominal rated de�ection may vary at RPD. Refer to p12–35. 100 d 80 ) % ( n60 o i t c a e R

R

120 100 80 )

40

% (

60 y g

r e E

40 n

20

20 0 0

5

10

15

20

25

30

35

40

45

50

55

60 60

0 65

De�ection (%)

For increased energy use High, Extra High or Super High capacity foam grades. For reduced hull pressure use Low Reaction foam grade.

1.6 1.54

LR & STD HC

1.5 1.45

Foam grades

E

Ratio

Low Reaction

LR

0.6

Standard

STD

1.0

High Capacity

HC

1.3

Extra High Capacity

EHC

1.9

Super High Capacity

SHC

2.6

Calculation example

EHC SHC

1.4

) e l c y c d r 1.3 3 o t e v i t 1.2 a l e r ( r o1.1 t c a f n o i t 1.0 c e r r o C

0.9

Determine the 1st cycle performance for SeaGuard 2000 × 4000 (LR) E3-STD = 3rd cycle energy for STD grade = 540kNm R3-STD = 3rd cycle reaction for STD grade = 1005kN P3-STD = 3rd cycle hull pressure for STD grade = 172kN/m �

0.8

0.7

1

2

3

4 5 6 7 89 10

50

100

Compression cycle

F R = Foam Ratio for LR grade = 0.6 N1 = 1st cycle compression ratio = 1.3 E1-LR = 1st cycle energy for LR grade = E 3-STD × F R × N1 = 540 × 0.6 × 1.3 = 421kNm R1-LR = 1st cycle reaction for L R grade = R3-STD × F R × N1 = 1005 × 0.6 × 1.3 = 784kN P1-LR = 1st cycle reaction for LR grade = P3-STD × F R × N1 = 172 × 0.6 × 1.3 = 134.6kN/m�

Caution Fender selection should not be based on 1st cycle performance. Always use ≥3rd cycle performance depending on application, required safety factors and other parameters.


5–7

SEA GUARD® Performance at 60% de�ection, STD Grade, 3rd cycle Diameter × Length

Energy

Reaction

Pressure

Energy

Reaction

Pressure

(mm)

(ft)

(kNm)

(kN)

(kN/m�)

(ft-kip)

(kip)

(ksf)

700 × 1500 1000 × 1500 1000 × 2000 1200 × 2000 1350 × 2500 1500 × 3000 1700 × 3000 2000 × 3500 2000 × 4000 2000 × 4500 2500 × 4000 2500 × 5500 3000 × 4900 3000 × 6000 3300 × 4500 3300 × 6500

2.3 × 4.9 3.3 × 4.9 3.3 × 6.5 3.9 × 6.5 4.4 × 8.2 4.9 × 9.8 5.6 × 9.8 6.5 × 11.5 6.5 × 13.1 6.5 × 14.7 8.2 × 13.1 8.2 × 18.0 9.8 × 16.0 9.8 × 19.7 10.8 × 14.7 10.8 × 21.3

26 47 68 91 152 232 282 454 540 624 801 1200 1430 1851 1498 2421

133 173 254 280 418 578 618 845 1005 1161 1197 1788 1775 2295 1690 2731

172 172 172 172 172 172 172 172 172 172 172 172 172 172 172 172

19 35 50 67 112 171 208 335 398 460 591 885 1055 1365 1105 1786

30 39 57 63 94 130 139 190 226 261 269 402 399 516 380 614

3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6

Diameter × Length

Energy

Reaction

Pressure

Energy

Reaction

Pressure

(ft)

(mm)

(kNm)

(kN)

(kN/m�)

(ft-kip)

(kip)

(ksf)

2×4 2×6 2×8 3×6 3×8 3 × 10 4×6 4×8 4 × 10 4 × 12 5×8 5 × 10 5 × 12 5 × 14 6 × 12 6 × 16 6 × 20 7 × 14 7 × 16 7 × 20 8 × 14 8 × 16 8 × 20 9 × 18 9 × 22 10 × 16 10 × 18 10 × 20 10 × 22 11 × 18 11 × 22 12 × 24 13 × 26 14 × 28

610 × 1220 610 × 1830 610 × 2440 910 × 1830 910 × 2440 910 × 3050 1220 × 1830 1220 × 2440 1220 × 3050 1220 × 3660 1520 × 2440 1520 × 3050 1520 × 3660 1520 × 4270 1830 × 3660 1830 × 4880 1830 × 6100 2130 × 4270 2130 × 4880 2130 × 6100 2440 × 4270 2440 × 4880 2440 × 6100 2740 × 5490 2740 × 6710 3050 × 4880 3050 × 5490 3050 × 6100 3050 × 6710 3350 × 5490 3350 × 6710 3660 × 7320 3960 × 7920 4270 × 8530

15 24 34 53 75 96 81 121 160 198 183 244 305 365 407 579 751 660 778 1013 839 994 1303 1399 1787 1466 1706 1946 2186 2009 2590 3518 4393 5423

89 147 209 214 302 391 249 369 494 605 445 596 743 890 827 1179 1530 1152 1357 1766 1281 1517 1988 1899 2424 1788 2082 2375 2669 2229 2874 3781 4381 5026

172 172 172 172 172 172 172 172 172 172 172 172 172 172 172 172 172 172 172 172 172 172 172 172 172 172 172 172 172 148 172 172 172 172

11 18 25 39 55 71 60 89 118 146 135 180 225 269 300 427 554 487 574 747 619 733 961 1032 1318 1081 1258 1435 1612 1482 1910 2595 3240 4000

20 33 47 48 68 88 56 83 111 136 100 134 167 200 186 265 344 259 305 397 288 341 447 427 545 402 468 534 600 501 646 850 985 1130

3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.1 3.6 3.6 3.6 3.6

Performances and weights apply to STD Grade foam.


Weight (kg)

(lb)

109 147 200 299 426 653 748 1161 1397 1571 1925 3059 3295 4370 3531 5485

240 325 440 660 940 1440 1650 2560 3080 3465 4245 6745 7265 9635 7785 12095

Weight (kg)

86 118 150 168 254 331 283 374 476 658 476 680 816 1134 1122 1701 2426 1678 1995 2857 2132 2449 3447 3288 4762 3370 3839 4535 5351 4512 5805 7324 9116 10884

(lb)

190 260 330 370 560 730 625 825 1050 1450 1050 1500 1800 2500 2475 3750 5350 3700 4400 6300 4700 5400 7600 7250 10500 7430 8465 10000 11800 9950 12800 16150 20100 24000

5–8

SEA GUARD® Angular compression factors 100

100 α

= 35°

de�ection

80

θ

80

α α

) % ( V60 F A – r o t c a F40 y g r e n E

= 15°

θ = 5°

) % ( L60 F A – r o t c a F40 y g r e n E

= 0°

α

20

θ = 0° de�ection

θ = 15°

20

0

0 0

10

20

30

40

50

60

0

10

20

De�ection (%)

30

40

50

60

De�ection (%)

Mooring applications

Mounting area D

HW 0.8–1.0D LW 0.5–0.7D

Floating or suspended

0.3–0.4D

HW

LW

Supporting structures must be large enough to cope with tides and the fender footprint when compressed. Guide rail


5–9

SEA GUARD® Proven in practice


5–10

SEA CUSHION® SeaCushion fenders are designed for hard work. The superior grade of foam core, an extra tough skin plus chain-tyre net make SeaCushions the most rugged �oating fender on the market. This means SeaCushions are perfect for the most demanding applications: open water ship-to-ship operations, offshore structures or anywhere needing absolute fender reliability. Whatever else happens, SeaCushion will not de�ate, burst or sink. Efficiency is excellent too. For the same energy, SeaCushion fenders have lower reactions than pneumatic types. Hull pressures are very low too at just 172kN/m� for STD-grades (even less for LR-grades) – well within PIANC guidelines for LNG vessels.

Features  Ultra-tough, unsinkable design  Wide range of standard and custom sizes  Low reaction and high energy options  Low hull pressures  Maintains safe stand-off distances  Low maintenance  Well proven design

Applications  LNG and oil terminals  Ship-to-ship operations  Offshore boat landings  Shipyards  Military applications

L

Overall Diameter

D

Unsinkable foam core

Chain-tyre net

Filament reinforcement matrix

Various mooring options

Tough polyurethane skin

Unique serial number


5–11

SEA CUSHION® Performance at 60% de�ection, STD Grade, 3rd cycle Diameter × Length

Overall Diameter

Energy

(ft)

(mm)

(ft)

(mm)

(kNm)

3’ × 6’ 4’ × 8’ 5’ × 10’ 6’ × 12’ 7’ × 14’ 8’ × 12’ 8’ × 16’ 9’ × 18’ 10’ × 16’ 10’ × 20’ 11’ × 22’ 12’ × 24’ 13’ × 26’ 14’ × 28’

915 × 1830 1220 × 2440 1525 × 3050 1830 × 3660 2135 × 4270 2440 × 3660 2440 × 4875 2745 × 5490 3050 × 4875 3050 × 6100 3350 × 6700 3660 × 7320 3960 × 7920 4270 × 8535

4.9 5.9 7.3 8.3 9.3 10.3 10.3 11.3 12.3 12.3 13.3 14.3 15.3 16.3

1500 1800 2200 2500 2800 3100 3100 3400 3700 3700 4100 4400 4700 5000

49 115 222 382 603 630 896 1270 1323 1735 2301 2977 3775 4581

Overall Diameter

Energy

Diameter × Length

Reaction Pressure

Energy

(kN)

(kN/m 2)

(ft-kip)

(kip)

(ksf)

249 436 676 965 1308 1192 1695 2135 2002 2624 3163 3754 4390 5018

172 172 172 172 172 172 172 172 172 172 172 172 172 172

36 85 164 282 445 465 661 937 976 1280 1697 2196 2784 3379

56 98 152 217 294 268 381 480 450 590 711 844 987 1128

3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6

Reaction Pressure

(mm)

(ft)

(ft)

(mm)

(kNm)

(kN)

(kN/m�)

1000 × 2000 1200 × 2000 1350 × 2500 1500 × 3000 1700 × 3000 2000 × 3500 2000 × 4000 2200 × 4500 2500 × 4000 2500 × 5500 3000 × 6000 3300 × 4500 3300 × 6500 4200 × 8400

3.3’ × 6.6’ 3.9’ × 6.6’ 4.4’ × 8.2’ 4.9’ × 9.8’ 5.6’ × 9.8’ 6.6’ × 11.5’ 6.6’ × 13.1’ 7.2’ × 14.8’ 8.2’ × 13.1’ 8.2’ × 18.0’ 9.8’ × 19.7’ 10.8’ × 14.8’ 10.8’ × 21.3’ 13.8’ × 27.6’

5.2 5.8 6.3 7.2 7.9 8.9 8.9 9.5 10.5 10.5 12.1 13.1 13.1 16.1

1600 1800 1900 2200 2400 2700 2700 2900 3200 3200 3700 4000 4000 4900

65 87 140 210 266 430 503 678 733 1075 1645 1365 2144 4504

298 338 485 649 721 988 1152 1428 1357 1988 2540 1913 3003 4933

172 172 172 172 172 172 172 172 172 172 172 172 172 172

Energy (ft-kip)

48 64 103 155 196 317 371 500 541 793 1213 1007 1581 3322

Reaction Pressure

Weight (kg)

687 1120 1850 2222 3157 3108 4285 5989 5360 6893 8391 12298 14649 16538

Reaction Pressure (kip)

67 76 109 146 162 222 259 321 305 447 571 430 675 1109

(ksf)

3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6

(lb)

1515 2470 4080 4900 6961 6853 9448 13206 11819 15200 18503 27118 32300 36466

Weight (kg)

741 956 1197 1810 1995 2346 2566 3341 3371 4684 6808 5521 8073 16330

(lb)

1634 2108 2639 3992 4399 5173 5658 7367 7433 10329 15012 12174 17800 36008

Performances and weights apply to STD Grade foam.

120

For increased energy use High, Extra High or Super High capacity foam grades. For reduced hull pressure use Low Reaction foam grade.

Nominal rated de�ection may vary at RPD. Refer to p12–35. 100 d 80

) % ( n o i t 60 c a e R

R

40

Foam grades

E

Ratio

120

Low Reaction

LR

0.6

100

Standard

STD

1.0

80 )

High Capacity

HC

1.3

Extra High Capacity

EHC

1.9

Super High Capacity

SHC

2.6

% ( 60 y g r 40 e n E

20

20 0 0

5

10

15

20

25

30

35

40

45

50

De�ection (%)


55 60

0 65

Refer to SeaGuard (p5–6) for n th cycle performance correction factors.

5–12

SEA CUSHION® Angular compression factors 100

100 α

= 35°

de�ection

80

θ

80

α α

) % ( V60 F A – r o t c a F40 y g r e n E

= 15°

θ = 5°

) % ( L60 F A – r o t c a F40 y g r e n E

= 0°

α

20

θ = 0° de�ection

θ = 15°

20

0

0 0

10

20

30

40

50

De�ection (%)

60

0

10

20

30

40

50

60

De�ection (%)

Fender-to-fender mooring and other variations are also possible VB

Overall Diameter D

0.8–1.0D

0.3–0.4D

0.5–0.7D

Many other methods of mooring and attachment are possible. Please ask for further details.


5–13

SEA CUSHION® Proven in practice


5–14

DONUT FENDERS Donut Fenders are an effective solution for simple berthing dolphins, guiding and turning structures. The buoyant Donut �oats up and down a single tubular pile and freely rotates to help align or redirect ships. The internal casing has long lasting, low-friction bearings which need minimal maintenance. The foam is unsinkable and cannot burst or de�ate. The Donut skin is durable polyurethane reinforced with continuous nylon filaments. Donut Fenders are custom designed for every application. They can have supplementary buoyancy to present a raised contact face. The body can be additionally protected with SeaTimber rubbing strips to cope with ferry beltings. Bright colours are often used to improve visibility and safety.

Features  Freely rotates around a pile  Rises and falls with water level  Fast to install  Requires minimal maintenance  High performance  Low hull pressures  Will not mark ship hulls

overall diameter

draft

free rotation about centre tidal range Low-friction bearings

Options  Additional buoyancy tanks to raise fender height  Trim tanks to adjust and trim draft  Various netting options for heavy duty applications Applications  Corner protection  Turning structures  Lead-in jetties  Simple breasting dolphins  Bridge protection

Nylon reinforced polyurethane skin

seabed

Steel pile

Flexible closed-cell foam


5–15

DONUT FENDERS Dimensions and performance Donut size D

Maximum pile ØP mm

Energy*

ft

kNm

Reaction* kN

Energy† ft-kip

D ØP

Reaction†

mm

ft

1270

4.2

610

2.0

7.2

116

1.6

7.9

1450

4.8

710

2.3

9.2

131

2.1

9.0

1520

5.0

762

2.5

10.5

140

2.6

9.6

1780

5.8

914

3.0

14.1

162

3.2

11.1

1910

6.3

995

3.3

16.4

175

3.7

12.0

2030

6.7

1067

3.5

18.6

186

4.2

12.8

2210

7.3

1185

3.9

22.3

204

5.0

14.0

2290

7.5

1219

4.0

23.6

210

5.3

14.4

2490

8.2

1345

4.4

28.0

229

6.3

15.7

2540

8.3

1372

4.5

29.3

234

6.6

16.0

2790

9.2

1524

5.0

35.3

256

7.9

17.6

2970

9.8

1636

5.4

40.1

273

9.0

18.7

3050

10.0

1676

5.5

42.1

280

9.5

19.2

3300

10.8

1829

6.0

49.5

304

11.1

20.8

3450

11.3

1933

6.3

54.6

319

12.3

21.9

3530

11.6

1981

6.5

57.2

327

12.9

22.4

3810

12.5

2134

7.0

65.9

350

14.8

24.0

3960

13.0

2241

7.4

72.1

366

16.2

25.1

4060

13.3

2286

7.5

75.1

374

16.9

25.6

4220

13.8

2388

7.8

81.3

389

18.3

26.7

δF‡

kip

H

Increasing Donut height (H) will increase reaction and energy proportionately.

Performances are based on STD grade foam. Non-standard sizes available on request. Contact Trelleborg Marine Systems for more details. †

* values for H = 1000mm. ‡ all performances at

δF =

values for H = 1 foot.

60% of Donut wall thickness.

120 Nominal rated de�ection may vary at RPD. Refer to p12–35. 100

80 ) % ( n60 o i t c a e R

120 100 80 )

40

% (

60 y g

r e E

40 n

20

20 0 0

5

10

15

20

25

30

35

De�ection (%)


40

45

50

55

60 60

0 65

5–16

DONUT FENDERS Applications Breasting dolphins

Corner protection

Guiding structures


5–17

DONUT FENDERS Proven in practice


5–18

SEAFLOAT Sea�oat® buoys are resilient surface �oats for inland waterways, navigation channels and offshore applications. Various types of SeaFloat are available, each sharing the same robust construction and high performance materials. They also offer significant advantages over conventional steel buoys. SeaFloat buoys are lighter and easier to handle. They offer better corrosion resistance. Being foam filled, SeaFloats will never sink or burst. They can even withstand collisions by passing vessels with little risk of damage.

Upper end fitting (various options available)

Resilient outer foam

Rigid inner foam

Internal steel core

Reinforced urethane elastomer skin Load distribution plates Lower end fitting (mooring eye shown)


5–19

SEAFLOAT Dimensions and performance Sea�oat buoys are usually custom designed for each application. The following examples are of typical confi gurations. For custom buoys or those not listed below, please contact Trelleborg Marine Systems.

Type

Model number

Net buoyancy (kg)

Buoy weight (kg)

Overall diameter (m)

Ht. �otation section (m)

Overall height (m)

Working load (tonne)

Support buoys

SB-400

400

150

0.9

n/a

0.9

10

SB-750

750

170

1.1

n/a

1.1

10

SB-1000

1000

290

1.2

n/a

1.2

18

SB-1500

1500

330

1.4

n/a

1.4

18

SB-2000

2000

450

1.5

n/a

1.5

18

SB-4000

4000

680

1.8

n/a

1.8

20

UF-45

45

25

0.4

n/a

0.6

2.3

UF-90

90

30

0.5

n/a

0.8

2.3

UF-140

140

40

0.5

n/a

0.8

2.3

UF-225

225

60

0.6

n/a

0.9

3.4

UF-450

450

90

0.7

n/a

1.2

4.5

UF-700

700

110

0.8

n/a

1.5

4.5

UF-900

900

200

0.9

n/a

1.5

9.1

1350

340

1.2

n/a

1.9

9.1

Utility buoys

UF-1350 Pendant buoys

PBCT-4500

4500

1000

1.7

2.5

2.5

68

PBCT-7000

7000

1300

1.9

2.8

2.7

68

PBCT-9000

9000

1700

2.1

3.1

3.0

68

PBCT-14000

14000

2300

2.4

3.6

3.2

68

PBCT-18000

18000

3000

2.6

3.9

3.4

68

PBCT-23000

23000

3900

2.8

4.1

3.6

91

MB-2250

2250

860

1.9

1.3

2.3

45

MB-5000

5000

1400

2.5

1.5

2.6

68

MB-7000

7000

1900

2.8

1.5

2.6

91

MB-9000

9000

2400

3.0

1.7

2.8

91

MB-11000

11000

2700

3.2

1.8

2.9

91

MB-14000

14000

3400

3.4

2.1

3.2

136

MB-16000

16000

3800

3.6

2.2

3.3

136

MB-18000

18000

4100

3.7

2.3

3.4

136

MB-22000

22000

4700

3.9

2.5

2.6

136

MB-34000

34000

6400

4.2

3.2

4.3

136

MB-45000

45000

8000

4.2

4.1

5.2

136

Mooring buoys

Performance may var y due to operating temperature, compression speed, material proper ties and dimensional tolerances. Please ask for more details.


5–20

SEAFLOAT Built to last Reinforced elastomer skin SeaFloat buoys have a nylon filament reinforced polyurethane skin which has excellent resistance to water, oil, ice, strong sunlight and abrasive surfaces. It remains �exible even at -40°C (-40°F) making it suitable for Tropical or Arctic operations. Energy absorbing The SeaFloat buoy absorbs impact energy so colliding vessels will not damage the buoy or themselves. Unsinkable foam Only closed-cell foams are used in SeaFloat buoys. The micro-bubble matrix of the foam means it does not absorb water even if cut or damaged. This makes SeaFloat buoys impossible to sink. Permanent colours The polyurethane skin is pigmented through its entire thickness, so colours will not wear off and will never need repainting. A wide choice of bright colours can help improve safety and identification. Custom engineered Every SeaFloat is engineered to suit the application. We can advise on operating needs, load requirements and other features to suit every case.

Optional fitting End fittings A variety of SeaFloat end fittings are available. All are made of steel – either galvanised or painted to protect against corrosion.

Forged eye

Swivel eye

Padeye

Bail

Quick release hook

Pick- up Tee

Hawse Pipe

Hawse Pipe & Capture Plate

Quality SeaFloats must be reliable. We closely monitor all raw materials and manufacturing processed from start to finish for a highly dependable, long lasting product. At the end of their service lives, most buoys can be returned to the factory where they can be remanufactured ‘as good as new’.


5–21

SEAFLOAT Proven in practice

Mooring buoy

Instrumentation buoy

Anchor pendant buoy

Hose end marker buoys

Workboat backdown buoy

Lighted mooring buoy


Engineered Plastics

UHMW-PE Sliding Fenders Ecoboard SeaPile SeaTimber SeaCamel Section 6



6–2

UHMW-PE FACINGS Trelleborg FQ1000 ultra high molecular weight polyethylene (UHMW-PE) is the first choice material for facing steel fender panels and other heavy duty applications. It combines very low friction with excellent impact strength and a wear resistance much better than steel. Most popular is FQ1000-DS which is ‘double-sintered’ and workhardened for extra durability. The standard colour is black, but if other colours are needed then FQ1000-V ‘virgin’ grade also comes in yellow, white, grey, blue, green and red. FQ1000 UHMW-PE materials are compounded to resist ozone and UV radiation. They do not degrade or rot and are easily recycled at the end of their useful service life.

Features  Very low friction coefficient  Excellent abrasion resistance  UV and ozone resistant  Does not rot, split or crack  100% recyclable

Relative Abrasion

FQ1000V =

100

Applications  Fender panel (frame) face pads  Rubbing strips  V-fender shields  Lock entrance and wall protection  Bridge buttress protection  Beltings on workboats

Refer to Section 12 (Fender Design) for guidance on using UHMW-PE as a fender facing.

V 0 0 0 1 Q F

6 6 n o l y N

E P W M H

E P D H

E F 4 l T 0 e P 3 e t S S S d l i M

i k k E

t r a e h n e e r G


6–3

Property

Test Method

Unit

Typical Value

Wear allowances

FQ1000-V FQ1000-DS

Density

ISO 1183-1

g/cm�

0.94–0.95 0.95–0.96

Notched Impact Strength (Charpy)

ISO 11542-2

kJ/m�

140–170

100–130

Abrasion Index (Sand-slurry)

ISO/DIS 15527(Draft)

FQ1000V = 100 100–110

130–150

Yield Strength

ISO/R 50mm/min

N/mm�

15–20

15–20

Elongation at Break*

ISO/R 50mm/min

%

>50

>50

Dynamic Friction (PE-Steel)

Pm = 1N/mm� V=10m/min

–

0.15

0.15

Hardness

ISO 868 / DIN 53505 3s value, 6mm sample

Shore D

63

63–66

Operating Temperature

–

°C

–80 to +80 –80 to +80

Thermal Expansion

DIN 53752

K–1

≈ 2 × 10–4

W t

≈ 2 × 10–4

t

W

30

3–5

40

7–10

50

10–15

70

18–25

100

28–40

FQ1000-V is virgin gr ade material.

Small increases in facing thickness can

FQ1000- DS is double sintered (regenerated) material.

greatly extend ser vice life for minimal

All values for black, UV stabilized material.

extra cost.

Values for coloured materials will vary. * Alternative test methods such as ASTM D638 give higher values circa 350%.

Typical dimensions A

Steel panel

Open structure

B

B

B

A

Timber fixing C

t≈30–150

D

~0.3t D D C

always use oversize washers

E

A

45–80

B

250–350

C

45–80

D

300–450

E

5–10

Dimensions will depend on pad thickness and application.


6–4

SLIDING FENDERS HD-PE Sliding Fenders are the ideal alternative to timber facings with the added advantage of low-friction and better wear properties. HD-PE does not split or decay and is totally resistant to borers. Environmentally friendly, HD-PE can be used instead of tropical hardwoods, lasts much longer, and can be fully recycled at the end of its useful life.

Features  Low friction coefficient  Resists marine borers  High abrasion resistance  UV and ozone resistant  Does not rot, split or crack  Easy to cut and drill  100% recyclable

Concrete structure

L

Applications  Fender pile rubbing strips  Facing strips for berths  Workboat beltings  Lock protection  Lock gate mitres

øD

ød

Steel structure

Standard drilling diameters

Timber structure

D

d

L

27

13

75

32

16

85

32

12

32

32

16

45

32

18

80

40

20

80

50

21

95

50

23

95

60

21

70

65

27

105

70

28

110

70

32

115

70

26

50


6–5

SLIDING FENDERS A

B

L

C1

C2

D

E

F

G

H

Flat bar

Bolt size

Weight

50

50

5500

25

n/a

32

16

0

50–100

n/a

n/a

M12

2.4

60

60

5500

30

n/a

32

16

0

50–100

n/a

n/a

M12

3.4

70

50

2500

25

32

32

16

0

75–125

250–300

n/a

M12

3.3

70

70

6500

30

32

32

16

0

75–125

250–300

n/a

M12

4.6

80

60

5000

30

32

32

16

0

75–125

250–300

n/a

M12

4.5

100

50

5500

25

32

32

16

0

75–125

250–300

n/a

M12

4.7

100 100

65 100

5500 6000

30 50

32 32

32 32

16 16

0 0

75–125 75–125

120

80

5000

40

40

40

20

0

120

120

6000

60

40

40

20

140

70

5500

35

40

40

20

0–50

100–150

300–350

160

70

5000

35

40

40

20

0–70

100–150

300–350

160

160

6000

80

40

40

20

0–80

100–150

170

120

5500

60

40

40

20

0–80

100–150

300–350

180

70

5000

35

46

50

23

0–80

125–175

350–450

180

180

6000

90

46

50

23

0–80

125–175

190

110

5000

55

46

50

23

0–90

125–175

350–450

80 × 10

M20

200

75

5000

35

46

50

23

0–100

125–175

350–450

n/a

M20

14.0

200

100

6000

50

46

50

23

0–100

125–175

350–450

80 × 10

M20

18.6

200

150

5500

75

46

50

23

0–100

125–175

350–450

80 × 10

M20

27.9

200 250

200 150

6000 6500

100 75

46 56

50 65

23 28

0–100 0–130

250

160

5000

80

56

65

28

0–130

100–150

0

100–150

125–175 150–200 150–200

250

250

5000

125

56

65

28

0–130

300

100

5500

50

56

65

28

0–160

150–200

150–200

300 300 440

210 300 160

5000 5000 2000

105 150 80

56 72 56

70 70 70

36 36 36

0–160 0–160 0–300

175–225 175–225 175–225

250–300 250–300 300–350

300–350

300–350

350–450

350–450 450–550 450–550

450–550 450–550

n/a 50 × 6

M12 M12

n/a

M16

80 × 10

M16

G

H

B

H

9.1

n/a

M16

10.4

80 × 10

M16

øD

øE

F

Test method

Typical results

Unit

Density

ISO 1183-1

0.91–0.94

g/cm�

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 (sand slurry)

ISO/DIS 15527 (Draft) FQ1000-V = 100

~400

–

−50 to +50

°C

2 × 10−4

K −1

Operating temperature Thermal expansion

DIN 53752

Property values are from tests on production materials. HD-PE is manufactured from a blend of virgin and recycled stock which can cause limited variations in test results.


24.1

80 × 10

M16

19.0

n/a

M20

11.7

80 × 10

M20

80 × 10 80 × 10

M20 M24

80 × 10

M24

100 × 10 n/a

M24 M24

500–600 100 × 12 500–600 120 × 12 500–600 100 × 12

G 10

øE

Property

13.4

M16

M30 M30 M30

30.2 19.4

37.6 34.8 37.2

58.1 27.9

58.6 84.6 66.8


C2

A

8.9

n/a

Preferred sizes are in bold. Full or half lengths as standard.

B C1

6.1 9.3

A

H

H

6–6

SEAPILE® & SEATIMBER® SeaPile and SeaTimber are advanced composite plastics with superior properties to timber, steel and concrete for many marine structures and applications. They can withstand heavy impacts by absorption of energy through recoverable de�ection. SeaPile and SeaTimber never rot, corrode or decay. They are impervious to marine borers, yet are totally non-polluting. Manufactured from a recycled plastic matrix with unique glass fibre reinforcement bars, the stiffness of SeaPile and SeaTimber can be varied and controlled to suit each project. This makes the material the ideal choice for fenders, to build marine structures, and for coastal protection without damaging the environment.

Features  Low lifecycle cost  Will not rot, corrode or decay  Unaffected by marine borers  Choice of modulus to suit different applications  Can be pile driven, sawn and drilled  Low friction coefficient  Ultra low maintenance  Custom colours available  Unlimited lengths*

Applications  Fender piles and systems  Structural piles  Bridge protection  Guidewalls and locks  Corner fenders  Dolphins  Navigation markers  Walings and bullrails * subject to transport restrictions

Durable low friction skin

SeaTimber

100% recycled plastic matrix

SeaPile Fibreglass reinforcements


6–7

SEAPILE® & SEATIMBER® SeaPile Diameter inch mm

SeaPile section

10 (6-1) 10 (6-1.25) 10 (6-1.375) 10 (8-1) 10 (8-1.25) 10 (8-1.375) 10 (8-1.5) 10 (8-1.625) 13 (8-1) 13 (8-1.25) 13 (8-1.375) 13 (12-1) 13 (12-1.25) 13 (12-1.375) 13 (12-1.5) 13 (12-1.625) 16 (16-1) 16 (16-1.25) 16 (16-1.375) 16 (16-1.5) 16 (16-1.625) 16 (16-1.75)

Rebar quantity

6

10

254 8

8

13

330 12

16

406

16

Size

Yield

Weight

inch

mm

lb/in�

MPa

lb/ft

kg/m

1 1.25 1.375 1 1.25 1.375 1.5 1.625 1 1.25 1.375 1 1.25 1.375 1.5 1.625 1 1.25 1.375 1.5 1.625 1.75

25 32 35 25 32 35 38 41 25 32 35 25 32 35 38 41 25 32 35 38 41 44

4300 5837 6766 5431 7482 8720 10036 11424 3842 5207 6028 5365 7413 8643 9947 11315 4928 6785 7899 9078 10313 11599

29.65 40.24 46.65 37.45 51.59 60.12 69.20 78.77 26.49 35.90 41.56 36.99 51.11 59.59 68.58 78.01 33.98 46.78 54.46 62.59 71.11 79.97

24–29 25–31 26–32 25–35 26–32 27–33 28–35 29–36 39–48 41–50 42–51 41–50 43–53 45–55 46–57 48–59 61–74 64–78 66–81 68–83 70–86 73–89

36–43 37–46 39–48 37–52 39–48 40–49 42–52 43–54 58–71 61–74 63–76 61–74 64–79 67–82 68–85 71–88 91–110 95–116 98–121 101–124 104–128 109–132

Modulus, stiffness and other material properties are available on request.

SeaTimber SeaTimber section

12 × 8 (No rebar) 12 × 8 (4-1) 12 × 8 (4-1.25) 12 × 8 (4-1.375) 12 × 8 (4-1.5) 12 × 8 (4-1.625) 12 × 8 (4-1.75) 10 × 10 (No rebar) 10 × 10 (4-1) 10 × 10 (4-1.25) 10 × 10 (4-1.375) 10 × 10 (4-1.5) 10 × 10 (4-1.625) 10 × 10 (4-1.75) 12 × 12 (No rebar) 12 × 12 (4-1) 12 × 12 (4-1.25) 12 × 12 (4-1.375) 12 × 12 (4-1.5) 12 × 12 (4-1.625)

Height inch mm

Width inch mm

Rebar qty

–

12

305

8

254

4

–

10

305

10

254

4

– 12

305

12

305

4

Size inch mm

– 1 1.25 1.375 1.5 1.625 1.75 – 1 1.25 1.375 1.5 1.625 1.75 – 1 1.25 1.375 1.5 1.625

– 25 32 35 38 41 44 – 25 32 35 38 41 44 – 25 32 35 38 41

Modulus, stiffness and other material properties are available on request.


Yield X-X lb/in� MPa

Yield Y-Y lb/in� MPa

860 3868 5155 5928 6746 7606 8501 860 3443 4517 5163 5849 6571 7325 860 2706 3466 3923 4406 4914

860 3421 4381 4964 5588 6250 6948 860 3443 4517 5163 5849 6571 7325 860 2706 3466 3923 4406 4914

5.93 26.67 35.54 40.87 46.51 52.44 58.61 5.93 23.74 31.14 35.6 40.33 45.31 50.5 5.93 18.66 23.90 27.05 30.38 33.88

5.93 23.59 30.21 34.23 38.53 43.09 47.90 5.93 23.74 31.14 35.60 40.33 45.31 50.5 5.93 18.66 23.90 27.05 30.38 33.88

Weight lb/ft kg/m

25–31 26–32 27–33 28–34 28–35 29–35 29–36 27–33 28–35 29–36 30–36 30–37 31–38 31–38 39–47 40–49 41–50 41–51 42–51 42–52

37–46 39–48 40–49 42–51 42–52 43–52 43–54 40–49 42–52 43–54 45–54 45–55 46–57 46–57 58–70 60–73 61–74 61–76 63–76 63–77

6–8

SEAPILE® & SEATIMBER® Lifecycle cost

s r e u t c r u t s n e d o o W

s t s o c e v i t a l e R

Break-even in 6 years SeaPile 0

0

5

10

15

20

25

Years

SeaPile and SeaTimber cost far less during the lifetime of a structure because they need little if any maintenance. Real comparisons with timber structures show the break-even point is just six years, sometimes far less.

d a o L

F G – r b e i m

T a e S

d e r c f o n i r e

Based on 250×250mm test sections

SeaPile and SeaTimber can resist greater loads and de�ections than wood, concrete and steel. When tested to ultimate load, SeaPile and SeaTimber absorb 15 times the energy of Southern Yellow Pine. In practical terms this means less damage, maintenance and downtime, leading to a lower lifecycle cost.

c e d n f o r

i n r e – u e r

i m b

T a S e

t h e r n S o u

P ine Y e l lo w

De�ection


6–9

SEAPILE® & SEATIMBER® Installation

Piling

Cutting

Drilling

Various connecting methods are available to increase pile length. SeaPile and SeaTimber lengths can also be attached to steel pile extensions. A DVD explaining SeaPile and SeaTimber handling and installation methods is available.

Pile driving data 4 Soil profile

Pile length 15.2m, �at cut ends, no drive shoe, no drive helmet, hammer: MKT 9B3 Pile length 16.8t, with drive shoe and drive helmet, hammer: MKT 9B3

6

Very loose sand and silt

8 ) s e r t e m10 ( h t p e D

Tip elevation = 9.7 metres

Dense to very dense layered clayey sand and sandy clay

12

14

16

Bottom of test boring

Tip elevation = 14.9 metres

0

10

20

30 40 50 Hammer blows per metre


60

70

80

90

100

6–10

SEAPILE® & SEATIMBER® Applications The SeaPile can generally be used in the same applications as traditional timber piling. Examples include:

Dolphins

Fender piling

Light structural piling Wale

Dock Chock

Pile 3-pile cluster

7-pile cluster

19-pile cluster

Dolphins, or groups of piles, are placed near piers and wharves to guide vessels into their moorings, to fend them away from structures, or to serve as mooring points. Compared with timber, considerably fewer SeaPiles are needed to absorb the same impact energy.

Piles are used extensively as vertical fenders set out in front of a marine structure. During the berthing of a ship, fender piles act as a buffer to absorb and dissipate the impact energy of the ship. They also provide a barrier to prevent vessels from going underneath the pier.

Navigational aids

Bridge pier protection

Piles are used to support the loads of light-duty piers and wharves. Structural piling generally uses bracing between piles to increase the strength and stiffness of the foundation for the structure.

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

e r g e d i i r P B

e r g e d i i r P B

Centreline of channel

Single piles or dolphins are used to support lights, daybeacons, fog signals and radar beacons.

Refer to the SeaPile and SeaTimber Design Manual for more information and examples.

e r g e d i i r P B

e r g e d i i r P B

Centreline of bridge


6–11

SEAPILE® & SEATIMBER® Proven in practice


6–12

SEACAMEL® Floating camels are used in many military and commercial ports to maintain standoff between the vessel and pier face. They also transmit forces over a greater length of structure to avoid concentrated loads. SeaCamels are constructed from SeaPile, SeaTimber or Ecoboard engineered plastics, which combine high strength with positive buoyancy and will not crush, split, corrode or decay. SeaCamels are available in many configurations, either preassembled or in kit form. They can be fitted with access decks and face fenders as well as a variety of mooring options.

hawse pipe

SeaPile (up to 400mm diameter)

mooring chain

anchor weight


6–13

SEACAMEL® non-slip fibreglass deck

ultra-low maintenance SeaTimber construction

additional buoyancy tanks if required

Lengths up to 11.8m can be containerised for easy shipment.


6–14

ECOBOARD® Ecoboard structures outlast any wood or ‘wood �our’ plastic composites, lowering your costs for years to come. Ecoboard is maintenance-free and needs zero care, and because Ecoboard doesn’t deteriorate even in extreme environments, the ongoing cost of treating and repairing materials becomes a thing of the past. Ecoboard is durable and versatile. The SR and SF grades are both based on the same 100% recycled and carefully graded polyethylene which is non-toxic and stable. Whether strengthened with chopped glass fibres (SF) or with high performance glass fibre rebars (SR), Ecoboard comes in many standard and custom sections to suit light, medium and heavy duty applications. Ecoboard looks great too. With a choice of natural or textured finishes in popular UV-stabilised colours, designers can be confident that their Ecoboard structures will stay looking good for decades to come – no cracking or chipping, no warping or corrosion, no mould or decay. And if that still isn’t enough to convince you to use Ecoboard for your next project then maybe Trelleborg’s 50 year limited warranty will.

Materials Ecoboard Ecoboard is made from recycled polyethylene, reinforced with chopped glass fibre or GRP rebars. It doesn’t rot, split or chip, and is ideal for long term immersion in water.

Wood

50 year warranty



Insect and borer resistant



Rot and decay resistant

*

Load bearing and structural



Wood All wood suffers environmental attack, sometimes reduced by periodic chemical treatments. Wood can crack, split and splinter, is eaten by borers and suffers fungal and bacterial decay.

*

 



Non-splintering

Timber composites Timber composites are wood ‘�our’ in a plastic matrix. They overcome some disadvantages of natural timber but composites will still decay and rot over time, particularly when damp.

Composite Ecoboard®



Low friction



Maintenance free



Colour stability



Non-leaching/toxin-free



100% recycled feedstock

 

Recyclable



 

Long-term aesthetics



Precurving and forming





* Chemical treatments required.


6–15

ECOBOARD® Joists & spans

Sizes

Ecoboard’s different grades give the right amounts of �exibility and strength just where they are needed.

Profile

3.0

4.0

Ecoboard SF

102

102

3.0

5.5

Chopped glass fibre reinforced polyethylene

127

127

4.6

11.3

152

152

9.1

16.2

Greater strength and modulus allows larger unsupported spans and fewer joists. Perfect for municipal structures and medium to heavy duty constructions.

216

216

9.1

32.7

254

254

9.1

45.5

305

305

7.6

65.5

51 × 51

38 × 38

3.0

1.3

102 × 102

89 × 89

3.7

6.4

152 × 152

140 × 140

4.9

15.9

203 × 203

191 × 191

6.1

32.7

32 × 152

32 × 140

3.7

3.9

32 × 254

32 × 241

3.7

6.8

51 × 76

38 × 64

3.7

2.1

51 × 102

38 × 89

4.9

3.1

51 × 152

38 × 140

6.1

4.8

51 × 203

38 × 191

4.9

6.4

51 × 254

38 × 241

5.5

8.0

51 × 305

38 × 292

3.7

9.8

76 × 102

64 × 89

3.7

5.1

76 × 152

64 × 140

3.7

7.9

76 × 203

64 × 191

4.9

10.9

76 × 254

64 × 267

5.5

13.7

76 × 305

64 × 292

3.7

16.7

102 × 152

89 × 140

3.7

11.0

102 × 203

89 × 191

3.7

14.7

102 × 254

89 × 241

3.7

19.0

102 × 305

89 × 292

5.5

23.2

152 × 203

140 × 191

3.7

23.8

152 × 254

140 × 241

4.9

30.4

152 × 305

140 × 292

4.9

36.0

203 × 254

191 × 241

4.9

41.4

51 × 254

38 × 230

5.5

8.0

51 × 305

38 × 285

3.7

9.8

76 × 254

64 × 230

5.5

13.7

76 × 305

64 × 285

3.7

16.5

102 × 305

89 × 285

5.5

23.2

100% polyethylene with fibreglass reinforcement bars

Square

Rectangular

Maximum structural strength for bearing piles and large freespan joists. The ultimate material for heavy duty, load-bearing structures.

Colours

l d n e a r o n o o a t o w d r c w o d s e r a d n h C B e a C R S

Choose from our standard range, or ask about custom colours. Slight variations may occur during manufacture.

Natural

Max length Weight (m) (kg/m)

76

Ecoboard SR

t e l a S

Finished (mm)

76

Round

t e i h W

Nominal (mm)

Knurled

Wood

Tongue & groove

1 Other sizes, sections and lengths are available. Please ask. 2 Nominal sizes relate to industry standard descriptions for

Ecoboard’s natural finish is gently textured and pleasant to the touch. The wood grain texture blends in well, whilst the knurled texture provides a low-slip finish.


lumber sections. Actual sizes should be used for design. 3 Thermal expansion must be allowed for in designs. 4 Weight may vary due to manufacturing methods and tolerances.

6–16

ECOBOARD® Design fabrication    

Chamfering Drilling and counterboring Shaping Pre-curving*

Trelleborg can supply everything from plain lengths to a factory fabricated kit of parts, fully engineered and ready for rapid site assembly. Please ask for details

* SF grades only.

Sustainability Sustainability is about economic growth, social development and a healthy environment. Within Trelleborg the ethos of sustainability involves everybody and everything we do or make, becoming a natural part of our daily business operations. Ecoboard is a perfect example. Made from recycled raw materials in in a clean and energy efficient factor y. It is toxin-free, inert and non-polluting. Ecoboard is long lasting but even at the end of it’s useful service life it can be fully recycled and used again. Visit www.trelleborg.com/sustainability to to learn more about Trelleborg’s efforts to build a sustainable environment within a commercial world.

50 Year Warranty

50 Y Y ear L L imit ed W W ar r ra nt y y f f o or r E E co b bo a o r d d®

Please refer to your local office for full details of the Ecoboard 50 Year Limited Warranty backed by Trelleborg. Founded in 1905, Trelleborg now operates in 40 countries, employs over 22,000 people and has annual sales of $4 billion.


6–17

ECOBOARD® Proven Pro ven in practice p ractice


Tug Fenders

Tug Cylindricals M-Fenders W-Fenders Block Fenders Composites Extrusions Section 7 r a m n a S f o y s e t r u o c e g a m I


www.trelleborg.com/marine Ref. M1100- S07-V S07-V1.1-EN 1.1-EN

7–2

TUG FENDERS Tug fenders must work harder, for longer and under more extreme conditions than any other fender type. Tugs may be fitted with up to four types of fender – each type serving a particular application. As many tugs become more powerful, some exceeding 100t bollard pull, choosing the right type, size and arrangement of fenders becomes critical. When selecting fenders, designers should consider:         

Bollard pull Initial contact loads Dynamic load effects Friction requirements Pushing angles Hull attachment Fender tolerances Material quality Spares availability

Cylindrical fenders

Side beltings

Fitted to the bow/stern of tugs and usually used to push against �ared hulls and in open sea conditions.

D, Square and Wing-D fenders are often used as side beltings to protect the vessel during escort duties and when coming alongside.

Pushing fenders

Block, Cube and W- and Mfenders provide large contact surfaces for low hull pressures. Their grooved surfaces provide exceptional grip.

Transition Blocks

Transition Blocks are used to provide a smooth interface between side beltings and bow/stern fenders.

Contact your local office for further information and advice.


7–3

TUG CYLINDRICALS Large cylindrical fenders are often used as the primary pushing fenders on the bow or stern of modern tugs. Their round shape is ideal for working with large bow �ares (like container ships), but are equally good for pushing �at-sided vessels. Tug Cylindricals come in diameters to 1000mm and in very long continuous or spigot-joined lengths. A longitudinal chain runs down the centre of the fender, supplemented by circumferential straps or chains which are recessed into grooves. Tapered ends are also available.

øD

ød

A

C

øG

25 250

125

200

Bmax

570

500

190

75

45.5

30 300

150

225

600

700

225

75

65.2

38 3 80

190

280

650

800

280

100

105

40 4 00

200

300

670

800

300

100

116

45 4 50

225

300

700

850

350

100

147

50 5 00

250

300

730

900

375

100

181

60 6 00

300

350

800

900

450

125

255

800

400

350

930

1000

600

125

453

900

450

350

1000

1100

675

150

573

1000

500

350

1060

1200

750

150

707

Groove size varies according to attachment method.

øJ

Weight

[ Units: Units: mm, k g/m ]

Lengths 2–13m in one sec tion, spigot joined for longer lengths.

d

C

d

øJ ød

øG

A

øD

B

B

B L

Attachment Smaller fenders (≤500mm diameter) are usually fixed by a longitudinal chain through the bore of the fender, connected to the hull by turnbuckles to tension the chain. Larger fenders often use supplementary chains or straps around the fender. Curve Radius Tug Cylindrical fenders are made in straight lengths but can be pulled around the bow or stern radius.

Standard manufacturing and perfor mance tolerances apply (see pages 12–36 to 12–39) M1100-S07-V1.1-EN. M1100-S07-V1. 1-EN. © Trelleborg AB, 2007

Chain

Strap

øD

øD

R R≥4 × øD

R

7–4

M-FENDERS M-Fenders have a large and �exible contact face which exerts a low pressure during pushing operations. The grooves provide extra grip and the triple legs give a strong attachment to the tug. M-Fenders can also be fitted around tight curves, whilst their relative low weight adds to tug stability.

Features  Heavy-duty design  Triple-leg attachment  Soft, �exible face  Grooved for extra grip  Low weight per m�  Fits around tight bends Dimensions Applications  All types of tug  Pontoon protection  Special corner fenders Note: M-Fenders and W-Fenders are not interchangeable.

Type

A

Fixing B

C

øD

E

F

Lmax

Weight

Pin

M400 400 200

40

23

50

150

2000

56

ø20

100 × 15 450

M500 500 250

50

27

60

190

2000

89

ø24

125 × 20 550

M600 600 300

60

33

70

230

2000

132

ø30

150 × 20 650

[ Units: mm, kg/m ]

900

Flat bar

Rmin

[ Units: mm ]

B

A

800 M400 x 200

) e700 r t e m600 r e p N500 k ( e c r 400 o f n o300 i t c a e R200

B

M500 x 250 M600 x 300

E

øD F

C F

E

L

R (min)

Intermediate support when L > 1000mm Fixing pin

100 0 0

20

40 60 80 De�ection (mm)

100

Standard manufacturing and performance tolerances apply (see pages 12–36 to 12–39) M1100-S07-V1.1-EN. M1100-S07-V1 .1-EN. © Trelleborg AB, 2007

7–5

W-FENDERS W-Fenders are made for the most extreme operating conditions. Originally developed by Trelleborg Bakker, the W-Fender is one of the most successful fenders for tugs in the world today. It has a unique ‘open bore’ design which makes installation very simple. The �exible legs allow W-Fenders to be curved around most hull shapes.

Features  Extreme-duty design  Twin-leg attachment  Open bore for easy installation  Grooved for extra grip  Fits around tight bends Dimensions Applications  Ocean-going tugs  Icebreakers  Large harbour tugs  Bridge and pile protection Note: M-Fenders and W-Fenders are not interchangeable.

Type

A

Fixings B

C

D

E

F

K

Lmax

Weight

Pin

Flat bar

Rmin

W32-20 320 200 280 180 100

67 50 2000

51

ø25 100 × 20

600

W40-25 400 250 350 220 110

75 55 2000

81

ø30 120 × 20

800

W48-30 480 300 426 269 135

90 65 2000

120

ø40 140 × 20

900

90 100 75 2000

180

ø40 150 × 20 1000

W50-45 500 450 420 255

[ Units: mm, k g /m ]

[ Units: mm ]

A

600

B

W32-20

500

W40-25

) e r t e m400 r e p N k ( e300 c r o f n o i t 200 c a e R

B

W48-30

E D C L


100

R (min)

0 0

F

K

20

40 60 De�ection (mm)

80

100

Standard manufacturing and perfor mance tolerances apply (see pages 12–36 to 12–39) M1100-S07-V1.1-EN. M1100-S07-V1. 1-EN. © Trelleborg AB, 2007

7–6

BLOCK FENDERS Block and Cube Fenders have a traditional ‘keyhole’ profile which is strong and ideal for heavyheavy-duty duty applications. There is a choice of grooved or �at face fenders depending on the required friction levels. Where very low friction is needed, Block and Cube Fenders can also be made as Composite fenders with integral UHMW-PE faces. This is useful for tugs that operate in heavy swell and storm conditions.

Block Fender dimensions Features  Heavy-duty design  Traditional, proven shape  Grooved or smooth face  Optional UHMW-PE face

Fixings

A

B

C

øD

E

Pin

Flat bar

200

200

35

28

130

øG

90

2000

Lmax

Weight

33

ø25

100 × 15

450

250

250

50

33

150

100

2000

54

ø30

125 × 20

600

300

300

60

33

180

115

1750

80

ø30

150 × 20

800

350

350

70

33

210

125

2000

114

ø30

175 × 25 1000

[ Units: mm, kg/m ]

Note: M-, W-, Block and Cube fenders are not interchangeable.

Cube Fender dimensions

Rmin

[ Units: mm ]

Fixings

A

B

C

øD

E

øG

L

Weight

250

250

50

33*

150

100

250

13

ø30* ø30 * 125 × 20

600

300

300

60

33*

180

115

200

16

ø30* ø30 * 150 × 25

800

* Optional 28mm and 25mm pin.

Pin

[ Units: Units: mm, kg ]

Flat bar

Rmin

[ Units: mm ]

B

900 200 x 200

800

A

250 x 250

) e r 700 t e m600 r e p N500 k ( e c r 400 o f n o300 i t c a e R200

300 x 300

L

øG

350 x 350

B

øD C C

E

C

L


100

R (min)

0 0

20

40 60 80 De�ection (mm)

100

Standard manufacturing and performance tolerances apply (see pages 12–36 to 12–39) M1100-S07-V1.1-EN. M1100-S07-V1 .1-EN. © Trelleborg AB, 2007

7–7

COMPOSITE FENDERS Composite fenders* combine rubber for resilience and UHMW-PE for low-friction and wear resistant properties. The two materials are bonded with a special vulcanising method – stronger and more reliable than a mechanical joint. Composite fenders are used where the simplicity of extrusions are required but with lower shear forces. * Also called Rubbylene

CF-A series

CF-B series Weight

H

Flat bar

Bolt size

Std Length

CF-A

CF-B

90–130

200–300

50 × 6

M12

3000

10.3

11.1

110–150

250–350

60 × 8

M16

3000

21.5

27.0

110–150

250–350

60 × 8

M16

3000

19.2

24.8

20

130–180

300–400

80 × 10

M20

3000

40.2

48.0

45

20

130–180

300–400

80 × 10

M20

3000

36.2

48.0

50

25

140–200

350–450

100 × 10

M24

2000

60.2

75.0

60

30

140–200

350–450

110 × 12

M24

3700

92.1

108

A

B

øC*

t

øD

E

F

G

100

100

30

20

15

25

10

150

150

65

20

20

30

12

165

125

65

20

20

35

15

200

200

75

25

25

45

200

200

100

25

25

250

250

100

30

30

300

300

125

30

30

* Dimension only applies to CF-A fender.

CF-C series A


CF-D series

B

øC*

a

80

80

42

100

100

45

120

120

150

150

Flat bar

Bolt size

Std Length

90–130

200–300

45 × 6

M12

2000

5.4

7.0

8

90–130

200–300

45 × 6

M12

2000

8.4

11.0

30

10

110–150

250–350

60 × 8

M16

2000

12.2

15.8

30

12

110–150

250–350

60 × 8

M16

3000

19.7

24.8

c

t

øD

E

60

40

44

10

15

25

6

74

50

56

10

15

25

62

88

60

67

12

20

73

110

75

83

15

20

F

G

* Dimension only applies to CF-C fender.

B

E

t

F

øC

a A

E

B

t

G

H

F

øC

A

b c UHMW-PE face (black as standard)


CF-C

CF-D


øD

øD

Weight

H

b

H

7–8

EXTRUDED FENDERS Square and D-section extruded profiles are widely used as beltings on tugs and other workboats. DC and SC fenders have a circular bore for extra wall thickness and durability. DD and SD fenders have a D-bore for securing with a �at bar. Extruded fenders are available in many other sections as well. All can be cut to length, drilled, angle cut or pre-curved as required.

Fender E size (kNm)

R (kN)

E (kNm)

R (kN)

DC-fenders Flat bar

Bolt size

Weight

90–130 200–300

50 × 6

M12

10.1

12

110–150 250–350

60 × 8

M16

20.6

45

15

130–180 300–400

80 × 10

M20

38.5

30

50

20

140–200 350–450 100 × 10

M24

59.0

125

30

60

25

140–200 350–450 110 × 12

M24

83.7

350

150

35

70

25

140–200 350–450 120 × 12

M30

113

400

400

175

35

80

30

140–200 350–450 130 × 15

M30

146

400

400

200

35

80

30

140–200 350–450 130 × 15

M30

137

500

500

250

35

100

30

140–200 350–450 130 × 15

M36

214

A

B

100

100

150

øC

øD

E

F

30

15

25

10

150

65

20

30

200

200

75

25

250

250

100

300

300

350

G

H

[ Units: mm, kg/m ]

SC-fenders

100

1.9

157

2.7

157

150

4.2

235

6.4

235

A

B

200

7.5

314

11.3

314

100

100

150 165

150 125

øC

øD

E

F

30

15

25

10

65 65

20 20

30 30

12 15

Flat bar

Bolt size

Weight

90–130 200–300

50 × 6

M12

11.4

110–150 250–350 110–150 250–350

60 × 8 60 × 8

M16 M16

23.6 21.3

G

H

250

11.7

392

17.7

392

300

16.9

471

25.5

471

200

200

75

25

45

15

130–180 300–400

80 × 10

M20

43.8

350

22.9

549

34.3

589

200

200

100

25

40

15

130–180 300–400

80 × 10

M20

39.5

400

29.4

628

45.1

628

250

200

80

30

45

20

140–200 350–450

90 × 10

M24

55.3

250

250

100

30

50

20

140–200 350–450 100 × 10

M24

67.2

300 300

250 300

100 125

30 30

50 60

25 25

140–200 350–450 100 × 10 140–200 350–450 110 × 12

M24 M24

82.6 95.6

350

350

150

35

65

25

140–200 350–450 120 × 12

M30

126

350

350

175

35

65

25

140–200 350–450 120 × 12

M30

121

400

400

200

35

70

30

140–200 350–450 130 × 15

M30

158

500

500

250

45

90

40

150–230 400–500 150 × 20

M36

247

500

46.0

785

70.5

785


120 Rated Reaction


120 100 80 60 40 20 0

n i o c t a R e

y e r g E n

0 0

10

20

30

40


[ Units: mm, kg/m ]

E

B

F

G

H

H

øD øC

A

50

De�ection (%)


7–9

EXTRUDED FENDERS

DD-series A

Fender E size (kNm)

R (kN)

E (kNm)

R (kN)

B

C

D

øE

øF

80

70

45

30

30

15

100

100

50

45

30

125

125

60

60

40

150

150

75

75

200

150

100

200

200

250 250

15

90–130 200–300

40 × 5

M12

8.5

20

110–150 250–300

50 × 6

M16

13.2

40

20

110–150 250–300

60 × 8

M16

18.5

80

50

25

130–180 300–400

80 × 10

M20

23.1

100

100

50

25

130–180 300–400

80 × 10

M20

32.9

200

125

100

60

30

140–200 350–450

90 × 12

M24

39.9

250

125

125

60

30

140–200 350–450

90 × 12

M24

51.5

300

300

150

150

60

30

140–200 350–450 110 × 12

M24

74.1

350

350

175

175

75

35

140–200 350–450 130 × 15

M30

101

380

380

190

190

75

35

140–200 350–450 140 × 15

M30

119

400

300

175

150

75

35

140–200 350–450 130 × 15

M30

99

400

400

200

200

75

35

140–200 350–450 150 × 15

M30

132

500

500

250

250

90

45

160–230 400–500 180 × 20

M36

206

2.7

136

150

3.2

115

6.4

206

200

5.7

153

11.3

275

A

B

250

8.9

191

17.6

343

100

300

12.9

230

25.5

412

350

17.6

268

34.3

471

45.2

589

500

35.9

383

70.7

736


120 Rated Reaction


120 100 80 60 40 20 0

n i o c t a R e

y e r g E n

0 0

10

20

30

40

4.8


SD-series C

D

øE

øF

G

H

Flat bar

100

50

45

30

15

90–130

200–300

40 × 5

M12

9.9

150

150

70

65

40

20

110–150 250–300

50 × 8

M16

22.7

165

125

80

60

40

20

110–150 250–300

60 × 8

M16

20.3

200

150

90

65

50

25

130–180 300–400

70 × 10

M20

30.8

200

200

90

95

50

25

130–180 300–400

70 × 10

M20

39.8

250

200

120

95

60

30

140–200 350–450

90 × 12

M24

49.4

250

250

120

120

60

30

140–200 350–450

90 × 12

M24

61.1

300

250

140

115

60

30

140–200 350–450 100 × 12

M24

75.0

300

300

125

135

60

30

140–200 350–450 100 × 12

M24

92.0

400

400

200

200

75

35

140–200 350–450 150 × 15

M30

153

500

500

250

250

90

45

160–230 400–500 180 × 20

M36

239


Bolt size Weight


G 25

B D

F

50

De�ection (%)


Bolt size Weight

M12

77

306

Flat bar

35 × 5

1.4

23.0

H

90–130 200–300

100

400

G

øE C A

H

H

7–10

CHAINS & ACCESSORIES Open Link Chains øC

3.0D links

14 16 18 20 22 25 28 30 32 35 38 40 45 50 55 60

3.5D links

4.0D links

5.0D links

MBL

L

W

Weight

L

W

Weight

L

W

Weight

L

W

Weight

SL2

SL3

42 48 54 60 66 75 84 90 96 105 114 120 135 150 165 180

18 21 23 26 29 33 36 39 42 46 49 52 59 65 72 78

0.2 0.3 0.4 0.5 0.7 1.1 1.4 1.8 2.2 2.8 3.6 4.2 6.0 8.2 10.9 14.2

49 56 63 70 77 88 98 105 112 123 133 140 158 175 193 210

20 22 25 28 31 35 39 42 45 49 53 56 63 70 77 84

0.2 0.3 0.4 0.6 0.8 1.1 1.6 2.0 2.4 3.1 3.9 4.6 6.5 8.9 11.9 15.4

56 64 72 80 88 100 112 120 128 140 152 160 180 200 220 240

20 22 25 28 31 35 39 42 45 49 53 56 63 70 77 84

0.2 0.3 0.5 0.6 0.8 1.2 1.7 2.1 2.5 3.3 4.3 5.0 7.1 9.7 12.9 16.8

70 80 90 100 110 125 140 150 160 175 190 200 225 250 275 300

21 24 27 30 33 38 42 45 48 53 57 60 68 75 83 90

0.3 0.4 0.5 0.8 1.0 1.5 2.0 2.5 3.0 4.0 5.1 6.0 8.5 11.6 15.5 20.1

124 160 209 264 304 393 492 566 644 770 900 1010 1275 1570 1900 2260

154 202 262 330 380 491 616 706 804 964 1130 1260 1590 1960 2380 2770

[ Units: mm, kg/link, kN ]

L

W

øC

High Strength Shackles Dee shackle

ØD

ØF

ØH

G

13 16 19 22 25 28 32 35 38 45 50 57 65 75 89 102

16 19 22 25 28 32 35 38 42 50 57 65 70 80 95 108

26 32 38 44 50 56 64 70 76 90 100 114 130 150 178 204

22 27 31 36 43 47 51 57 60 74 83 95 105 127 146 165

Dee

E

ØJ

Weight

43 51 59 73 85 90 94 115 127 149 171 190 203 230 267 400

0.4 0.7 1.1 1.5 2.6 3.3 4.7 6.2 7.6 12.8 18.2 27.8 35.1 60.0 93.0 145

51 64 76 83 95 108 115 133 146 178 197 222 254 330 381 400

32 43 51 58 68 75 83 95 99 126 138 160 180 190 238 275

0.4 0.8 1.3 1.9 2.8 3.8 5.3 7.0 8.8 15.0 20.7 29.3 41.0 64.5 110 160

ØH ØF

120 195 285 390 510 570 720 810 1020 1500 2100 2550 3330 5100 7200 9000

[ Units: mm, kg, kN ]

ØJ

E

ØH G

NBL

ØD

E

Safety pin

Weight

Bow ØD

Bow shackle

E

G

MBL = Minimum Breaking Load (kN) NBL = Nominal Breaking Load (kN) Tolerance: all dimensions ±2%

ØF


7–11

Proven in practice

© G r a e m e E w e n s


7–12

PROJECT REQUIREMENTS For assistance with design or pricing of tug fenders, please complete this form and fax or email it to your local Trelleborg Marine Systems office, together with legible drawings if possible. PROJECT DETAILS

PROJECT STATUS

Operating Port/Region

TMS Ref:

Owner/Operator

Design

Naval Architect

Under Construction

Shipyard

Refit

VESSEL

Name or Yard Number: ________________________________________________

Overall length _________________ m

Length at waterline _____________ m

Beam (moulded) _______________m

Draft (max) ___________________ m

Displacement __________________ t

Bollard pull (BP) _________________t

Pushing hull pressure ________ t/m�

Operating angle (α) ________ degrees

Flare angle (β) ___________ degrees

Operating Angle

β

α

CYLINDRICAL FENDER

Bow

Stern

Inside diameter _______________mm

Outside diameter ______________mm

Length _______________________ m

Joints allowed:

Longitudinal chain: Circumferential fixings:

yes chain

no web

yes

no

Tapered ends:

yes

no

Size_____________________mm not required


7–13

PROJECT REQUIREMENTS PUSHING FENDERS Bow

Stern

M-Type

BOW

W-Type

Keyhole STERN

Section Size (mm)

SIDE BELTINGS

(tick required section) Section size __________________mm

Approx. length _________________ m

Joints allowed:

Plugged joints:

yes

no

Transition Blocks:

Bow:

DRAWINGS

yes

yes no

Stern:

Corrosivity

Minimum ________ (°C)

low

medium

Maximum _______ (°C)

high

extreme

SAFETY

Maximum safety

Lowest price

Not safety-critical

Name

Tel

Company

Fax

Position

Mobile

Address

Email

© Trelleborg AB, 2007

no

Highest quality

FURTHER DETAILS AVAILABLE FROM

Web

yes

no

QUALITY

Operating temperature

M1100-S07-V1.1-EN

no

Full drawings available yes

ENVIRONMENT

(total port and starboard)

Safety Products

Safety Ladders

Section 8



8–2

ML MODULAR LADDERS Modular ladders are �exible, corrosion resistant and can withstand most accidental impacts from smaller vessels. The step modules are made from polyurethane and can be linked together, combined with extensions and a variety of optional handrails to suit many applications.

240

With PU ladder extensions

647

300

Safety ladder step

M20 anchors

Safety ladder extension connection part

Examples of optional handrails

Safety ladder extension Steel weight

With steel extensions

240

647

300

Can also be supplied with chain extension


8–3

LF-250 LADDERS The LF-250 integrates the functions of a ladder and a fender into a single unit. They are very robust but remain �exible to reduce accident damage and help protect the wharf when small craft berth. Available in a range of lengths, the LF-250 Ladder Fender can also be fitted with a rubber encased chain extension to suit overhanging structures. 645 600 250

340 300 100

Dimensions 600 typ. A

Rungs

Anchors

Weight

1100

4

2×3

69

1400

5

2×3

88

1700

6

2×4

107

2000

7

2×4

125

2300

8

2×5

145

2600

9

2×5

164

2900

10

2×6

183

[ Units: mm, k g]

A 300 typ.

ø50 �exible rungs 1500


Rubber ladder fender

Chain ladder extension

M20 anchors

Accessories

Fender Panels Chains Shackles Brackets NC3 Anchors EC2 Anchors Fixing Bolts Section 9



9–2

FENDER PANELS Fender panels are just as important as the rubber units on high performance systems. That’s why every panel is purpose designed using structural analysis programs and 3D CAD modelling for optimum strength. Fender panels distribute reaction forces to provide low hull pressures and cope with large tidal variations. They can also be designed to resist line loads from belted ships, or even point loads in special cases. Optional lead-in bevels reduce the snagging risk, whilst brackets (where required) provide highly secure connection points for chains. Closed box designs are used almost exclusively – all fully sealed and pressure checked. Corrosion protection is provided by high durability C5M class paint systems to ISO 12944, and additional corrosion allowances can be designed in where required.

Specification and design of panels Panel specifications and designs should consider:   

Features and options  Closed box steel structure  Internal structural members  Blind boss fender connections  Pressure tested for watertightness  C5M modified epoxy paint*  Polyurethane topcoat † (RAL5005 blue)  Studs for UHMW-PE face pads  Chain brackets  Lifting points  Lead-in bevels and chamfers

            

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

* Other options available † Alternative colours on request


9–3

FENDER PANELS 10

1

Closed box steel structure

2

Internal structural members

3

Blind boss fender connections

4

Shot blasted steel (SA2.5)

5

C5M modified epoxy paint*

6

Polyurethane topcoat (RAL5005 blue)†

7

Studs for UHMW-PE face pads

8

Chain brackets

9

Lifting points

10

Lead-in bevels and chamfers*

9

7

8

3

1

8

2 6 5 4

* Options available †

Alternative colours on request

Steel Properties Standard

EN 10025

JIS G-3101

Grade

PIANC steel thicknesses Yield Strength (min)

Tensile Strength (min)

Temperature

N/mm²

psi

N/mm²

psi

°C

°F

S235JR (1.0038)

235

34 000

360

52 000

–

–

S275JR (1.0044)

275

40 000

420

61 000

–

–

S355J2 (1.0570)

355

51 000

510

74 000

-20

-4

S355J0 (1.0553)

355

51 000

510

74 000

0

32

SS41

235

34 000

402

58 000

0

32

SS50

275

40 000

402

58 000

0

32

SM50

314

46 000

490

71 000

0

32

A-36

250

36 000

400

58 000

0

A-572

345

50 000

450

65 000

0

≥ 9mm

Internal (not exposed)

≥ 8mm

Corresponding minimum panel thickness will be 140–160mm (excluding UHMW-PE face pads) and often much greater.

Typical panel weights

Medium duty

250–300kg/m�

32

Heavy duty

300–400kg/m�

32

Extreme duty

UK, BS4360 has been replaced by BS EN 10025. The table above is for guidance only and is not comprehensive. Actual specifications should be consulted in all cases for the


Exposed one face

200–250kg/m�

The national standards of France and Germany have been replaced by EN 10025. In the

Standard manufacturing and perfor mance tolerances apply (see pages 12–36 to 12–39)

≥ 12mm

Light duty

ASTM

full specifications of steel grades listed and other similar grades.

Exposed both faces

≥400kg/m�

9–4

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

Typical chain system Features  Choice of open or stud link chain  Various link lengths available  Proof load tested and certified  Galvanised as standard  Variety of matched accessories

1

1

Anchor bolts

2

Chain bracket (S-series)

3

3

Alloy D-shackle

4

4

Chain adjuster

5

Open link chain

6

Chain bracket (T-series)

2

Applications  Large fender panels  Cylindrical fenders  Floating fender moorings  Safety applications  Lifting and installing

5

6


9–5

OPEN LINK CHAINS Open Link Chains øC

3.0D links L

W

14

42

18

16

48

21

18 20

54 60

22

3.5D links Weight

L

W

0.2

49

20

0.3

56

22

23 26

0.4 0.5

63 70

66

29

0.7

25

75

33

28

84

36

30

90

32 35 38

4.0D links Weight

L

W

0.2

56

20

0.3

64

22

25 28

0.4 0.6

72 80

77

31

0.8

1.1

88

35

1.4

98

39

39

1.8

105

96

42

2.2

105

46

2.8

114

49

40 45

120 135

52 59

50

150

55

165

60

180

5.0D links Weight

MBL

L

W

Weight

SL2

SL3

0.2

70

21

0.3

124

154

0.3

80

24

0.4

160

202

25 28

0.5 0.6

90 100

27 30

0.5 0.8

209 264

262 330

88

31

0.8

110

33

1.0

304

380

1.1

100

35

1.2

125

38

1.5

393

491

1.6

112

39

1.7

140

42

2.0

492

616

42

2.0

120

42

2.1

150

45

2.5

566

706

112

45

2.4

128

45

2.5

160

48

3.0

644

804

123

49

3.1

140

49

3.3

175

53

4.0

770

964

3.6

133

53

3.9

152

53

4.3

190

57

5.1

900

1130

4.2 6.0

140 158

56 63

4.6 6.5

160 180

56 63

5.0 7.1

200 225

60 68

6.0 8.5

1010 1275

1260 1590

65

8.2

175

70

8.9

200

70

9.7

250

75

11.6

1570

1960

72

10.9

193

77

11.9

220

77

12.9

275

83

15.5

1900

2380

78

14.2

210

84

15.4

240

84

16.8

300

90

20.1

2260

2770


L W

øC

Stud Link Chains

Chain Tensioners

Common link W Weight

øC

L

19 22 26 28 32 34 38 42 44 48 52 58 64 70 76 90

76 88 104 112 128 136 152 168 176 192 208 232 256 280 304 360

68 79 94 101 115 122 137 151 158 173 187 209 230 252 274 324

0.6 0.9 1.5 1.9 2.8 3.4 4.7 6.3 7.3 9.4 12.0 16.7 22.3 29.5 37.9 63.4

MBL SL2 (U2) SL3 (U3)

210 280 389 449 583 655 812 981 1080 1270 1480 1810 2190 2580 3010 4090

300 401 556 642 833 937 1160 1400 1540 1810 2110 2600 3130 3690 4300 5840

øA

B

W

L

Weight

NBL

24 30 36 42 48 56 64

160 200 230 270 300 350 400

60 76 90 106 120 140 160

270–350 340–420 400–500 470–600 540–680 620–800 700–900

9 17 27 44 63 96 146

360 560 800 1110 1440 1970 2570


L

B øA


L

W øC


MBL = Minimum Breaking Load (kN) NBL = Nominal Breaking Load (kN) Tolerance: all dimensions ±2%

W

9–6

HIGH STRENGTH SHACKLES ØD

ØF

ØH

Dee shackle

G

E

Bow shackle

Weight

E

ØJ

Weight

NBL

13

16

26

22

43

0.4

51

32

0.4

120

16

19

32

27

51

0.7

64

43

0.8

195

19

22

38

31

59

1.1

76

51

1.3

285

22

25

44

36

73

1.5

83

58

1.9

390

25

28

50

43

85

2.6

95

68

2.8

510

28

32

56

47

90

3.3

108

75

3.8

570

32

35

64

51

94

4.7

115

83

5.3

720

35

38

70

57

115

6.2

133

95

7.0

810

38

42

76

60

127

7.6

146

99

8.8

1020

45

50

90

74

149

12.8

178

126

15.0

1500

50

57

100

83

171

18.2

197

138

20.7

2100

57

65

114

95

190

27.8

222

160

29.3

2550

65

70

130

105

203

35.1

254

180

41.0

3330

75

80

150

127

230

60.0

330

190

64.5

5100

89

95

178

146

267

93.0

381

238

110

7200

102

108

204

165

400

145

400

275

160

9000


ØD

Dee

ØD

Bow

ØJ E

E

ØH

ØH

Safety pin

ØF

G

ØF

G

U-ANCHORS øD

E

26

260

30

F

G

J

K

t

Weight

NBL

60

320

104

50

12

3.4

209

300

70

370

120

50

15

5.1

264

34

340

70

410

136

60

15

7.3

304

36

360

70

430

144

60

20

8.6

393

42

420

90

510

168

70

20

13.7

492

44

440

100

540

176

80

20

16.1

566

48

480

100

580

192

80

25

20.5

644

50

500

110

610

200

90

25

23.7

770

56

560

120

680

224

100

30

33.4

900

60

600

130

730

240

110

30

41.1

1010

66

660

140

800

264

120

35

54.8

1275

74

740

160

900

296

130

40

76.9

1570

G t

E

F

ØD J K



9–7

BRACKETS A

B

C

190

110

220

E

F

Ød

R

t

T

CB1/CB3

CB2

40

20

75

160

24

40

15

130

45

20

90

190

24

50

250

150

50

25

100

210

28

280

160

60

25

115

240

320

190

65

35

130

350

210

70

35

380

220

80

420

250

440

260

Single Lug

Twin Lug

Anchor

Shackle

ØD

Bolt Pin

ØD

30

19

28

M24 × 90

28

2/4 × M20

15

30

22

28

M24 × 90

28

2/4 × M20

55

20

40

25

36

M30 × 120

36

2/4 × M24

28

65

20

40

28

36

M30 × 120

36

2/4 × M24

270

36

75

25

45

32

42

M36 × 140

42

2/4 × M30

140

300

36

80

25

50

35

42

M36 × 140

42

2/4 × M30

35

155

320

42

85

30

50

38

50

M42 × 160

50

2/4 × M36

85

40

170

360

42

95

30

60

42

50

M42 × 170

50

2/4 × M36

90

40

180

360

50

100

30

60

44

60

M48 × 180

60

2/4 × M42

[ Units: mm, kN ]

S-Series A B

A B

A B

T

A B

A B

T

Ød

A B

T

Ød

Ød

T-Series A B

A B

t T t

A B

F

 

F

R

C t

CB1



t T t

A B

F ØD

R



t T t

A B

ØD

E

A B

R C

E

C t

t

CB2

All chain and accessory information is for guidance only. Every chain design should be checked to confirm suitability for the intended application. Select chain system components so MBL ≈ NBL. Every chain system is different. Check all dimensions for fit, clearance and tolerance.


ØD

CB3 

 



Chain brackets can be specified with 2 or 4 anchors to suit application and loads. If extra long life is required, add a corrosion allowance. Some slack in the chain is unavoidable and will not affect operation. For special sizes and applications, please refer to Trelleborg Marine Systems office.

9–8

FENDER FIXINGS NC3 anchors The NC3 is a traditional cast-in anchor design used for installing fenders to new concrete. The NC3 anchor has a threaded socket, a long tail and a square anchor plate. Non-standard sizes and other castin anchor types are available on request.

Thread

A

B

C

ØD

E

ØF

L

S(sq)

T

V

W

Weight

M20

40

20

60

20

150

30

200

60

10

5

8

0.9

M24

48

25

73

24

185

36

250

70

10

6

8

1.4

M30

60

35

95

30

200

45

270

80

10

6

8

2.3

M36

72

40

112

36

240

54

320

90

12

8

10

3.9

M42

84

50

134

42

270

63

360

110

12

10

10

6.2

M48

96

60

156

48

300

72

400

110

15

10

10

8.8

M56

112

70

182

56

340

84

550

120

15

12

12

13.2

Standard anchors are available in Grade 8.8/galvanised

[ Units: mm ]

or 100% St ainless Steel 316 (1.4401). Larger sizes and special dimensions available on request.

L

Always check

A

min/max clamping

E B

thickness and

C

socket depths actual threaded length on

The EC2 anchor is used for installing fenders onto existing concrete or where cast-in anchors are unsuitable. The anchor is usually secured into a drilled hole using special grout capsules. Non-standard sizes and other grout systems are available on request.

W W

ØE M

bolts.

EC2 anchors

V

T T ØD S (sq)

Thread

B

E

G

J

L (typ.)

øS

Capsule

M12

110

5–8

10

2.5

–

15

1 × C12

M16

140

6–9

13

3

175

20

1 × C16

M20

170

6–9

16

3

240

25

1 × C20

M24

210

8–12

19

4

270

28

1 × C24

M30

280

8–12

24

4

360

35

1 × C30

M36

330

10–15

29

5

420

40

1 × C30

M42

420

14–21

34

7

500

50

2 × C30

M48

480

16–24

38

8

580

54

2 × C30 + 1 × C24

M56

560

18–27

45

9

–

64

4 × C30

A = E +G +H + J, rounded up to nearest 10mm.

[ Units: mm ]

E = clear threads after assembly. H = clamping thickness of fender or bracket.

L A Always follow the manufacturer’s

G

B

J

instructions when

øS

installing EC2 anchors.

M12–M56 Grout Capsule

H


9–9

FENDER FIXINGS Washers†

Thread area*

Size

Typical thread lengths‡

Nuts

L ≤ 125

L > 125

Thread

(mm�)

OD

ID

t

AF

T

M16

157

30

18

3

24

13

38

44

2.0

M20

245

37

22

3

30

16

46

52

2.5

M24

353

44

26

4

36

19

54

60

3.0

M30

561

56

33

4

46

24

66

72

3.5

M36

817

66

39

5

55

29

78

84

4.0

M42

1120

78

45

7

65

34

90

96

4.5

M48

1470

92

52

8

75

38

102

108

5.0

M56

2030

105

62

9

85

45

118

124

5.5

M64

2680

115

70

9

95

51

134

140

6.0

* According to BS 3 692: Table 13. † Standard ‡ Thread

pitch

[ Units: mm ]

washers g iven. Large OD washers available on request.

lengths may vary depending on standard. Other lengths available.

LT ØB

ID OD

L

t

S

T

Grades ISO 898 Galvanised

ISO 356 Stainless Steel *

Bolt grade

4.6

8.8

A-50†

A-70‡

Nut grade

4

8

A-50†

A-70‡

Tensile strength (MPa)

400

800

500

700

0.2% yield stress (MPa)

240

640

210

450

* Refer to p12–31 for further details about PREN and galling. † Size

≤ M39 unless agreed with manufacturer.

‡ Size ≤ M24 unless agreed

with manufacturer.


Fenders must be properly fixed to operate correctly. Anchors are supplied to suit new or existing structures, in various strength ratings and with the choice of galvanised or various stainless steels.

Bollards

Tee Horn Kidney

Section 10



10–2

BOLLARDS Trelleborg bollards come in many popular shapes and sizes to suit most docks, jetties and wharves. Standard material is spheroidal graphite (commonly called SG or ductile iron) which is both strong and resistant to corrosion, meaning Trelleborg bollards enjoy a long and trouble free service life. The shape of Trelleborg bollards has been refined with finite element techniques to optimize the geometry and anchor layout. Even at full working load, Trelleborg bollards remain highly stable and provide a safe and secure mooring.

Features  High quality SG iron as standard  Strong and durable designs  Very low maintenance  Large line angles possible  Standard and custom anchors available

Tee

Horn

Kidney


10–3

TEE BOLLARDS

recommended line angle

P

Features  General purpose applications up to 200 tonnes  Suitable for steeper rope angles

180º

seaward side

Dimension

D G

G

F cL

L1°

E

L2°

G

L3° cL

C

B ØI A J


K

Bollard capacity (tonnes) 15

30

50

80

100

150

200

A

40

40

50

70

80

90

90

B

235

255

350

380

410

435

500

C

340

350

500

550

600

700

800

D

410

450

640

640

790

900

1000

E

335

375

540

550

640

750

850

F

80

100

150

160

175

200

225

G

155

175

250

250

325

350

375

ØI

160

200

260

280

350

400

450

J

205

225

320

320

395

450

500

K

130

150

220

230

245

300

350

L1º

30º

30º

30º

15º

10º

10º

0º

L2º

–

–

–

45º

40º

40º

36º

L3º

60º

60º

60º

N/A

80º

80º

72º

Bolts

M24

M30

M36

M42

M42

M48

M56

Bolt length

500

500

500

800

800

1000 1000

P*

60

60

70

90

100

110

110

Qty

5

5

5

6

7

7

8

*P = bolt protrusion = recess depth

[ Units: mm ]

10–4

HORN BOLLARDS


P

Features  General purpose applications up to 200 tonnes  Suitable for steep rope angles  Two lines may share a single bollard (subject to bollard capacity)

180º

seaward side

Dimension

D G

G

F cL

L1° G

E

L2°

L4° cL

L3°

C

B ØI A

J

K


30

50

80

100

150

200

A

40

40

50

70

80

90

90

B

370

410

500

520

570

585

660

C

400

440

600

660

750

850

930

D

410

480

640

650

800

920

1000

E

335

405

540

560

650

770

850

F

80

100

150

160

175

200

225

G

155

175

250

250

325

350

375

ØI

160

200

260

300

350

400

450

J

205

240

320

325

400

460

500

K

130

165

220

235

250

310

350

L1º

30º

30º

30º

15º

10º

10º

0º

L2º

–

–

–

45º

40º

40º

36º

L3º

60º

60º

60º

N/A

80º

80º

–

L4º

–

–

–

–

–

–

36º

Bolts

M24

M30

M36

M42

M42

M48

M56

Bolt length

500

500

500

800

800

1000 1000

P*

60

60

70

90

100

110

110

Qty

5

5

5

6

7

7

8


[ Units: mm ]


10–5

KIDNEY BOLLARDS


P

Features  General purpose applications up to 200 tonnes  Avoid steep rope angles where possible  Suitable for warping operations

180º

Dimension

seaward side

50

80

100

150

200

A

40

40

50

70

70

80

90

H

B

260

280

320

330

350

405

435

C

340

370

480

530

550

728

800

D

320

360

540

560

590

760

1000

E

320

360

540

460

490

660

850

F

–

–

–

–

175

250

300

G

–

–

–

–

175

250

300

F+G

220

260

400

320

350

500

600

H

220

260

400

420

450

600

750

ØI

160

200

260

280

300

400

450

J

160

180

270

160

295

380

475

K

160

180

270

160

195

280

375

L

–

–

–

–

50

50

50

Bolts

M24

M30

M36

M42

M42

M48

M56

Bolt length

500

500

500

800

800

1000 1000

P*

60

60

70

90

90

100

110

Qty

4

4

4

5

7

7

7

L

E G

C

B ØI A J

© Trelleborg AB, 2007

30

D

F

M1100-S10-V1.1-EN


K


[ Units: mm ]

10–6

BOLLARD SELECTION Design

Material specifications

Bollards and holding down bolts are designed with a minimum Factor of Safety against failure of 3.0 for SG Iron material grade 65 -45-12. Designs are typically based on the following:

Trelleborg bollards are produced to the highest specifications. The table gives indicative standards and grades but many other options are available on request. Material

Standards*

Grade(s)*

BS 5950: 200 0

Structural Use of Steelwork

Ductile Cast Iron

BS EN 1563 EN-GJS-450 or 500

BS 6349 Part 2: 1988

Marine Structures

(Spheroidal Graphite Iron)

ASTM A 536 65-45-12 or 80-55-6

AS 3990: 1993

Mechanical Equipment Design

Anchor bolts (galvanised)

ISO 898

Gr 8.8 (galvanised)

BS 3692

Gr 8.8 (galvanised)

ASTM

A325 (galvanised)

Blasting (standard)

N/A

Sweep blast

Blasting (high

ISO 12944

SA2.5

BS3416

Black bitumen (1 coat)

ISO 12944

Class C5M

Detailed calculations can be supplied on request. Different factors of safety can be used to suit other national standards and regulations.

performance)

Paint (standard)

Materials

Paint (high performance)

Trelleborg bollards are offered in Spheroidal Graphite Cast Iron (SG Iron), referred to as Ductile Cast Iron, because of its superior strength and resistance to corrosion. Ductile cast iron combines the best attributes of grey cast iron and cast steel without the disadvantages. Benefits Ductile Cast Iron (Spheroidal Graphite) Grey Cast Iron

Cast Steel

†

†

* In all cases equivalent alternative standards may apply. †

Other high performance paint systems available on request.

Protective coatings

Disadvantages

Lowest service life cost High strength Good impact resistance High corrosion resistance Low cost per weight

Low strength

Excellent corrosion

Low impact

resistance

resistance

High strength

Regular maintenance

High impact resistance

to prevent corrosion

Installation and grout filling requires extra care to avoid damage to factory applied coatings. Bollards are supplied as factory standard with a bituminous protective coating suitable for most projects. High performance epoxy or other specified paint systems can be factory applied on request in a choice of colours and thicknesses.

Good cost per weight

Ductile cast iron is the preferred material for all bollard applications. Grey cast iron is cheaper per unit weight, but the need for thicker wall sections and poor impact strength outweigh this. Cast steel remains popular in some countries but needs regular painting to prevent corrosion.

Micro structure

Ductile cast iron (SG)

Grey iron

Wear and abrasion from ropes means paint coatings need regular maintenance. Ductile iron bollards are far less susceptible to corrosion than cast steel bollards, which can rust quickly and will need frequent painting to retain full strength.


10–7

BOLLARD SELECTION Displacement

Bollards should be selected and arranged according to local regulations or recognised design standards. The design process should consider:      

Mooring pattern(s) Changes in draft due to loading and discharge Wind and current forces Swell, wave and tidal forces Mooring line types, sizes and angles Ice forces (where relevant)

Mooring loads should be calculated where possible, but in the absence of information then the following table can be used as an approximate guideline.

Approx. bollard rating

Up to 2,000 tonnes

10 tonnes

2,000 – 10,000 tonnes

30 tonnes

10,000 – 20,000 tonnes

60 tonnes

20,000 – 50,000 tonnes

80 tonnes

50,000 – 100,000 tonnes

100 tonnes

100,000 – 200,000 tonnes

150 tonnes

over 200,000 tonnes

200 tonnes

Where strong winds, currents or other adverse loads are expected, bollard capacity should be increased by 25% or more.

Mooring line angles

After breast line

Forward breast line

Bollards Spring lines

Head line

Stern line

Mooring line angles are normally calculated as part of a comprehensive mooring simulation. Standards and guidelines such as BS6349 : Part 4, ROM 0.2-90 and PIANC suggest mooring line angles are kept within the limits given in the table below. In some cases much larger line angles can be expected. Trelleborg bollards can cope with horizontal angles of ±90° and vertical angles up to 75°. Please check with your local office about applications where expected line angles exceed those given in the table as these may need additional design checks on anchorages and concrete stresses.

Fully laden case α

Low tide Mean tide High tide

F min

Light draught case α

Suggested Line Angles (BS6349, ROM 0.2-90, PIANC)

F max

Head & stern lines*

45° ±15°

Breast lines*

90° ±30°

Spring lines*

5–10°

Vertical line angle (α)

<30°

* Relative to mooring angle


Low tide Mean tide High tide

10–8

INSTALLATION Quality assurance Bollards are safety critical items and quality is paramount. A typical quality documentation package will include:     

Bollards must be installed correctly for a long and troublefree service life. Anchors should be accurately set out with the supplied template. Bollards can be recessed (as shown) or alternatively surface mounted. Once the grout has reached full strength, anchors can be fully tightened. Mastic is often applied around exposed threads to ease future removal.

Dimensioned drawings of bollard and accessories Bollard and anchorage calculations (if required) Factory inspection report Physical properties report for casting Installation instructions

Codes and guidelines ROM 0.2-90 (1990) Actions in the Design of Maritime and Harbor Works BS6349: Part 4 (1994) Code of Practice for Design of Fendering and Mooring Systems PIANC Report of WG24 (1995) Criteria for Movements of Moored Ships in Harbours – A Practical Guide (1995)

Concrete recess bollard

EAU (1996) Recommendations of the Committee for Waterfront Structures

grout P P D+40 E+40

PIANC Report of PTC II-3 0 (1997) Approach Channels: A Guide for Design (Appendix B – Typical Ship Dimensions) Ministry of Transport, Japan (1999) Technical Note No.911 – Ship Dimensions of Design Ships under given Confidence Limits ROSA – Defenses D’accostage (2000) Recommandations pour Le Calcul Aux Etats-Limitesdes Ouvrages En Site Aquatique defenses D’accostage

* refer to dimensions tables Recessing the bollard is generally recognised as superior to surface mounting. Recessing the base prevents the bollard from working loose on its bolts or cracking the grout bed – especially relevant for high use locations.

PIANC Report of WG33 (2002) Guidelines for the Design of Fender Systems (2002)

Fixing options

Embedded

Through

Retrofit (epoxy grouted bolts)

Fuse bolts available on special request.


10–9

PROJECT REQUIREMENTS PROJECT DETAILS

PROJECT STATUS

Port

TMS Ref:

Project

Preliminary

Designer

Detail design

Contractor

Tender

BOLLARD TYPE

Tee

Horn

Kidney

VESSEL INFORMATION

Overall length (L OA) Displacement (M D) Deadweight (DWT)

Quantity ___________ No.

Quantity ___________ No.

Capacity/SWL _________t

Capacity/SWL _________t

Tee Horn Kidney

Tee Horn Kidney

LOA __________________m

LOA __________________m

MD __________________m

MD __________________m

DWT _________________t

DWT _________________t

Min _______________ deg

Max _______________ deg

Min _______________ deg

Max _______________ deg

LINE ANGLE

MOUNTING

Recessed

OTHER INFORMATION

Surface

Recessed

Recessed

Surface

Surface


Name Position Company Tel Fax Email


Quick Release Hooks

Harbour Marine

Docking Aid Systems Environmental Monitoring Section 11


www.trelleborg.com/marine Ref. M1100- S11-V1.1-EN

11–2

TRELLEBORG HARBOUR MARINE Trelleborg Harbour Marine (THM) has been a leading global manufacturer of advanced docking, mooring and monitoring systems for the oil and gas industries since 1971. The rapid growth in oil and gas terminals and their safety-first philosophy has led to sophisticated systems integration. THM leads the way with a wide range of modular hardware, control and instrumentation solutions that all help to ensure safe berthing and mooring in critical and demanding environments. All systems are extensively tested and proven in practice – the main reason why Trelleborg Harbour Marine is the preferred supplier on most of the world’s latest LNG terminal projects.

Safety First

The Safety Cycle

Every component of every THM module is designed with safety in mind: 



 

Equipment is fully certified for hazardous locations Failsafe designs prevent accidents and unexpected events Operators are kept clear of dangerous zones Early warning and predictive systems reduce risk levels.

Productivity Solutions are tailored for every project: 







Better control over vessel approach reduces turnaround times Automation and shared information means more efficient operations Data logging helps optimise and fine-tune procedures Systems easily upgraded or expanded to meet future needs


11–3

INTEGRATED SOLUTIONS Integration is the key to maximum safety and optimum productivity. Trelleborg Harbour Marine solutions can combine the outputs from docking and mooring systems with environmental and forecasting data, fender monitoring and drift warning devices. Local and centrally processed information is then redistributed to virtual consoles, local and remote alarms and to portable receivers on the terminal or ship. Retrofits and upgrades are also available, so even older facilities can benefit from the latest technology, or systems can be added to as needs change. All modules are available for THM and alternative manufacturer hooks and hardware.

Typical Harbour Marine Integrated Solution Hook Bases  Load monitoring  Remote release hooks

SmartDock® Laser 1

SmartDock® Laser 2 Jetty/Wharf

Alarm Siren

Remote Display Board

Capstan Motor SmartHook®

SmartHook®

Console

SmartHook®

SmartHook®

d a r B o y l a p i s D

Ethernet Switch

Jetty Controller

Operator 1

Harbour Marine PC

Console Interface Program Operator 2

Databases

Remote maintenance dial-up facility

Mooring & Monitoring System (MMS) Mooring Data

Vessel tables

History Data

Docking Data

Report Generator Environmental Report Generator

Local MMS Client GUI

Alarm Server

Tag Definition File

MMS Server(s)

Carry-on Workstation Server

Operator n

Pager Messenger

Environmental Logger

Environmental Server Handheld Server

Environmental Data Log Files

Wave Sensor Interface

Report Printer

Alarm Printer

Carry-on unit laptop

Antenna

Carry-on unit transmitter Temperature Pressure Humidity

Pagers


Antenna

Pager transmitter

Wind Speed & Direction

Current Sensor Interface

11–4

QUICK RELEASE HOOKS Quick Release Hooks (QRH) enable mooring lines to be quickly and easily released, even under full load conditions. A variety of mounting options exist for the quick release hook. Typically a cast QRH base is used for new installations. To upgrade older facilities, fabricated hook bases can be designed to suit existing hold-down bolt patterns to replace bollards or old QRHs. THM hooks can also be retrofitted to existing bases from other suppliers, considerably reducing on-site civil works.

Hook features  Single and multiple hook arrays in sizes to suit all applications  Base designs available to suit new, retrofit and upgrade projects  Integrated capstans with motors protected within the mounting base  Hazardous area certified (where applicable)  Hooks can work at large horizontal and vertical angles  ‘Fail safe’ release mechanisms are enclosed within the hook body  Hooks permit controlled release at all working loads  20kg release lever load complies with health and safety guidelines  Counterbalanced hook for easy reset  Cast hook profile minimises chafing of mooring lines  Low maintenance, durable design is well proven, reliable and refined

Every hook is factory tested and certified to at least 125% of rated load.

Applications  LNG carrier berths  Oil berths  LPG berths  Bulk liquids berths

  

Coal/iron ore berths RoRo terminals Container terminals


11–5

QUICK RELEASE HOOKS Capstans

Manual Release

Capstan motors are fully enclosed within

All hook release components are enclosed within the

the hook base for ultra -low maintenance,

hook side plates, protecting the mechanism from debris

corrosion protection and reliability.

and damage. A 20kg forc e is required to release the

Various load ratings and running

hook at full load whilst a single operator stands safely

speeds are available to suit

behind the hook.

all ship sizes and mooring line

Rope Guards

materials.

Rope guards preventing slack

Hazardous Area Operations

mooring lines from accidentally detaching at high vertical

All electrical

angles.

components

Positive Hook Locking

are certified for hazardous area operations

The fail safe hook

(where required).

mechanism ensures

The hook design

a positive reset

prevents contact

confirmed by easy visual

with the structure

check (with optional remote

during mooring and

verification). This prevents hair-

on release, eliminating

trigger and accidental release

spark risk.

which can occur with inferior designs.

Mounting Bases Single or multiple hook

Counterbalanced Hooks

configurations are available. Bases

The cast mooring hook is

can be cast or fabricated to suit

counterbalanced for easy

new or retrofit installations. Upgrade

reset by operators. The smooth

options include bases to fit existing

Large Mooring Angles

hook profile properly supports

anchor arrays.

Hooks can rotate under full load through

mooring ropes, reducing stress

horizontal angles up to ±90° and vertical

concentrations and chafing.

angles up to 45°. Hinge pins will never freeze and need minimal maintenance.

Upgrades

EasyMoor

Load Monitoring

Remote Release

Calibration Rigs

Remote MLM Displays

Remote Release Console


11–6

QUICK RELEASE HOOKS Single hook

Double hook

C

C

D

D

E

E 90°

90°

ØA ØB

90°

45°

ØA ØB

F

45° 90°

ØI

ØI

G

G J

J

H

H

Triple hook

Quadruple hook

C D

C D

E

90°

90° 45° F

ØA ØB F

45° 45°

E 45°

F 45° 45°

ØA ØB

F 45°

45° 90°

45°

F 45° 90°

ØI ØI G J

G J

H H


11–7

QUICK RELEASE HOOKS Hooks

A

B

C

D

E

F

G

H

I

J

Anchors

Quantity

1100 1100 1300 1500

900 900 1100 1300

2060 1945 1980 2150

550 435 370 440

960 960 960 960

– 450 510 450

1218 1218 1218 1218

120 120 120 160

305 305 305 305

480 480 480 480

M56 × 1000 M56 × 1000 M56 × 1000 M56 × 1000

4 5 6 10

1100 1100 1300 1500

900 900 1100 1300

1965 1890 1925 2095

550 435 370 440

905 905 905 905

– 450 510 450

1218 1218 1218 1218

120 120 120 160

305 305 305 305

430 430 430 430

M56 × 1000 M56 × 1000 M56 × 1000 M56 × 1000

4 5 6 10

1100 1100 1300 1500

900 900 1100 1300

1965 1890 1925 2095

550 435 370 440

905 905 905 905

– 450 510 450

1218 1218 1218 1218

120 120 120 160

305 305 305 305

430 430 430 430

M56 × 1000 M56 × 1000 M56 × 1000 M56 × 1000

4 5 6 10

1100 1100 1300 1500

900 900 1100 1300

2085 2010 2045 2200

550 435 370 440

1025 1025 1025 1025

– 450 510 450

1218 1218 1218 1218

120 120 120 160

305 305 305 305

440 440 440 440

M56 × 1000 M56 × 1000 M56 × 1000 M56 × 1000

4 7 10 14

1100 1100 1300 1500

900 900 1100 1300

2070 2000 2035 2205

550 435 370 440

1015 1015 1015 1015

– 450 510 450

1218 1218 1218 1218

120 120 120 160

305 305 305 305

440 440 440 440

M56 × 1000 M56 × 1000 M56 × 1000 M56 × 1000

4 7 10 14

1100 1300 1500 2000

900 1100 1300 1780

2150 2045 2275 2625

575 370 500 600

1025 1025 1025 1025

– 590 590 590

1265 1265 1265 1270

120 120 160 180

305 305 305 305

500 500 490 510

M56 × 1000 M56 × 1000 M56 × 1000 M56 × 1000

4 7 10 14

1100 1300 1500 2000

900 900 1100 1300

2345 2240 2470 2820

575 370 500 600

1220 1220 1220 1220

– 590 590 590

1218 1265 1265 1270

120 120 160 180

305 305 305 305

490 490 480 500

M56 × 1000 M56 × 1000 M56 × 1000 M56 × 1000

7 10 14 14

45 Series

Single Double Triple Quadruple 60 Series




Single Double Triple Quadruple 150R Series


Single Double Triple Quadruple

The hook series designates the safe working load of each hook (eg. 75 Series hooks have 75t SWL).

[ Units: mm ]

All hooks are tested to their corr esponding proof load. Mounting bases are designed to accept t he combined loads from multiple hooks. Dimensions are typical. Always request a certified hook/base drawing before star ting construction.

Operating envelopes Hook horizontal range Foot switch

Hook vertical range 45°

User operating envelope


11–8

DOCKING AID SYSTEMS SmartDock® is a family of docking aid systems (DAS) used by jetty operators and pilots to monitor the approach of berthing ships. Systems are based on lasers, differential GPS or Real Time Kinematic (RTK) GPS technologies.

SmartDock® Laser SmartDock® Laser uses a pair of laser sensors to measure the distance and angle of a docking ship in the critical range of 200m to 0m from the berthing line. Lasers will function in poor visibility including heavy rain and are eye-safe to the highest FDA Class 1 standard. The data provided to jetty operators, pilots and ship masters is used to prevent over-speed and large angle approaches, allowing early corrections to the manoeuvre long before a potential accident situation arises. SmartDock® Laser can be switched to drift-off when the ship is moored. At a preset distance from the berthing line, alarms are raised on the jetty and ship. On oil and gas jetties this provides added protection for the loading arms.

Features  Two jetty mounted laser sensors  Jetty controller/interface unit  Computer workstation to monitor, display and record data  Drift-off warning whilst berthed

Options  Handheld monitors  Jetty mounted display board showing distance, speed and angle  Approach speed green-amber-red warning lights  Remote indicator for jetty docking crew

Options and upgrades

Handheld Displays

Jetty Displays

Jetty Indicators

Traffic Lights


11–9

DOCKING AID SYSTEMS

Lasers provide centimetre accuracy in all weathers at ranges up to 200m.

The berthing approach is monitored remotely with early warning alarms.

Data for every berthing is logged for later analysis and training.

SmartDock® GPS SmartDock® GPS offers high precision navigation and berthing. Positional accuracy is better than 60cm using differentially corrected GPS (DGPS). With Real Time Kinematic (RTK) GPS technology, up to 3cm precision is achievable. Vessels are displayed on digital charts that also show superimposed jetty structures. Rate of turn and heading accuracy is better than the ship’s own onboard equipment. The position of other vessels can be integrated with the display using an Automated Information System (AIS) feed.


Berthing mode

Piloting mode

11–10

ENVIRONMENTAL MONITORING Wind, wave and current forces can significantly affect vessel handling, particularly during low speed manoeuvres. Most larger oil and LNG facilities now require meteorological and oceanographic (MetOcean) sensors to provide this data whilst ships are docking and moored. Data is collected from a variety of MetOcean sensors via cable or telemetry and can be relayed to portable monitors carried by pilots and other remote users.

Weather station Typically located on the roof of the Jetty Control Building, the weather station can log wind speed/direction, barometric pressure, humidity, temperature and rainfall. Visibility sensors are optional.

6 Forecasting services can give advance warning of possible disruptions to operations.

5

0.5 day lead 2 day lead 5 day lead Measured

4 ) m ( t h 3 g i e h e v a W2

1

0 1

5

10

15

20 Day

30

25

Current monitoring Current speed and direction are measured at fixed depths or over the full water column at one or multiple sites along the jetty. It is also common to add remote sensors in turning basins, approach channels and at offshore mooring locations. Wave and tide data Wave height, profile and tide data are provided by a non-contact laser mounted to the jetty. Wave direction can also be measured using immersed sensors or buoys.

Offshore current meter

Side looking current meter

Typical MetOcean virtual display

Non-contact wave height laser

Forecasting Services Real-time forecasting services improve productivity and safety by predicting weather and wave heights to give advance warning of significant events which may hamper berthing, mooring, cargo transfer or departure.


11–11

Proven in practice


Fender Design

Ship Tables Berthing Modes Coefficients Berth Layout Panel Design Materials Fender Testing Section 12



12–2

FENDER DESIGN Fenders must reliably protect ships, structures and themselves. They must work every day for many years in severe environments with little or no maintenance. As stated in the British Standard†, fender design should be entrusted to ‘appropriately qualified and experienced people’. Fender engineering requires an understanding of many areas:        

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

Using this guide This guide should assist with many of the frequently asked questions which arise during fender design. All methods described are based on the latest recommendations of PIANC* as well as other internationally recognised codes of practice. Methods are also adapted to working practices within Trelleborg and to suit Trelleborg products. Further design tools and utilities including generic specifications, energy calculation spreadsheets, fender performance curves and much more can be downloaded from the Trelleborg Marine Systems website (www.trelleborg.com/marine).

Exceptions

Codes and guidelines ROM 0.2-90

1990

Actions in the Design of Maritime and Harbor Works

† BS6349 :

Part 4 : 1994

1994

Code of Practice for Design of Fendering and Mooring Systems

EAU 1996

1996

Recommendations of the Committee for Waterfront Structures

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

PIAN C Bullet in 95

19 97

Approach Channels – A G uide to Desig n Supplement to Bulletin No.95 (1997) PIANC

Japanese MoT 911

1998

Technical Note of the Port and Harbour Research Institute, Ministry of Transport, Japan No. 911, Sept 1998

*PIANC 2002

2002

Guidelines for the Design of Fender Systems : 2002 Marcom Report of WG33


12–3

GLOSSARY Commonly used symbols Symbol

B C CB CC CE CM CS D EN EA F L F S H K K C LOA LBP LS LL M M50 M75 MD P R RF V VB α δ θ μ ϕ

Definition

Beam of vessel (excluding beltings and strakes) Positive clearance between hull of vessel and face of structure Block coefficient of vessel’s hull Berth configuration coefficient Eccentricity coefficient Added mass coefficient (virtual mass coefficient) Softness coefficient Draft of vessel Normal berthing energy to be absorbed by fender Abnormal berthing energy to be absorbed by fender Freeboard at laden draft Abnormal impact safety factor Height of compressible part of fender Radius of gyration of vessel Under keel clearance Overall length of vessel’s hull Length of vessel’s hull between perpendiculars Overall length of the smallest vessel using the berth Overall length of the largest vessel using the berth Displacement of the vessel Displacement of the vessel at 50% confidence limit Displacement of the vessel at 75% confidence limit Displacement of vessel Fender pitch or spacing Distance from point of contact to the centre of mass of the vessel Reaction force of fender Velocity of vessel (true vector) Approach velocity of the vessel perpendicular to the berthing line Berthing angle De�ection of the fender unit Hull contact angle with fender Coefficient of friction Velocity vector angle (between R and V)

Units

m m – – – – – m kNm kNm m – m m m m m m m tonne tonne tonne tonne m m kN m/s m/s degree % or m degree – degree

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 filled 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.


12–4

WHY FENDER? ‘There is a simple reason to use fenders: it is just too expensive not to do so’. These are the opening remarks of PIANC* and remain the primary reason why every modern port invests in protecting their structures with fenders. Well-designed fender systems will reduce construction costs and will contribute to making the berth more efficient by improving turn-around times. It follows that the longer a fender system lasts and the less maintenance it needs, the better the investment. It is rare for the very cheapest fenders to offer the lowest long term cost. Quite the opposite is true. A small initial saving will often demand much greater investment in repairs and upkeep over the years. A cheap fender system can cost many times that of a well-engineered, higher quality solution over the lifetime of the berth as the graphs below demonstrate.

10 reasons for quality fendering          

Capital costs

Maintenance costs 700

180 160

600

s t s o c r e h t O

140 120

r e h t O

500

400

100 80

COST SAVING

300

e c i r p e s a h c r u P

60 40 20 0

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

Trelleborg

200

o r g T r e l l e b

100

Other

0

10

20 30 Service life (years)

40

Purchase price + Design approvals + Delivery delays + Installation time + Site support

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

= Capital cost

= Maintenance cost

50

Capital cost + Maintenance cost = FULL LIFE COST


12–5

DESIGN FLOWCHART Functional  

type(s) of cargo safe berthing and mooring

 

better stability on berth reduction of reaction force

Operational      

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

     

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

Site conditions   

wind speed wave height current speed

  

topography tidal range swell and fetch

  

temperature corrosivity channel depth

Design criteria      

codes and standards design vessels for calculations normal/abnormal v elocity maximum reaction force friction coefficient desired service life

    

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

Design criteria

Calculation of berthing energy

Mooring layout

CM virtual mass factor CE eccentricity factor

CC berth configuration factor CS softness factor



Calculation of fender energy absorption 

location of mooring equipment and/or dolphins



strength and type of mooring lines



pre-tensioning of mooring lines

Assume fender system and type

selection of abnormal berthing safety factor

Computer simulation (first series) Selection of appropriate fenders Check results Determination of:   

energy absorption reaction force de�ection

  

environmental factors angular compression hull pressure

 



frictional loads chains etc



Check impact on structure and vessel   

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

  

check vessel motions in six degrees of freedom check vessel acceleration

Final selection of fender

 


determine main characteristics of fender PIANC Type Approved verification test methods



check de�ection, energy and reaction force check mooring line forces

Computer simulation (optimisation)

implications of installing the fender bevels/snagging from hull protrusions restraint chains





   

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

12–6

THE DESIGN PROCESS Many factors contribute to the design of a fender:

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

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

Berthing Many factors will affect how vessels approach the berth, the corresponding kinetic energy and the load applied to the structure. Berthing modes may affect the choice of ship speed and the safety factor for abnormal conditions.

Installation and maintenance Fender installation should be considered early in the design process. Accessibility for maintenance, wear allowances and the protective coatings will all affect the full life cost of systems. The right fender choice can improve turnaround times and reduce downtime. The safety of personnel, structures and vessels must be considered at every stage – before, during and after commissioning.


12–7

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

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

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

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

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

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

HRT HAT MHWS MHWN

MSL MLWN

HRT

Highest Recorded Tide

MLWS

HAT

Highest Astronomical Tide

LAT

MHWS

Mean High Water Spring

LRT

MHWN

Mean High Water Neap

MLWN

Mean Low Water Neap

MLWS

Mean Low Water Spring

LAT

Lowest Astronomical Tide

LRT

Lowest Recorded Tide


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

12–8

STRUCTURES The preferred jetty structure can in�uence the fender design and vice versa. The type of structure depends on local practice, the geology at the site, available materials and other factors. Selecting an appropriate fender at an early stage can have a major effect on the overall project cost. Below are some typical structures and fender design considerations.

Features Open pile jetties

Dolphins

Monopiles

Mass structures

Sheet piles



Simple and cost-effective



Good for deeper waters



Load-sensitive



Limited fixing area for fenders



Vulnerable to bulbous bows



Design considerations 

Low reaction reduces pile sizes and concrete mass



Best to keep fixings above piles and low tide



Suits cantilever panel designs

Common for oil and gas terminals



Few but large fenders



Very load-sensitive



Total reliability needed



Flexible structures need careful design to match fender loads



Low reactions preferred



Large panels for low hull pressures need chains etc



Fenders should be designed for fast installation



Restricted access means low maintenance fenders



Low reactions must be matched to structure



Parallel motion systems



Structural repairs are costly



Inexpensive structures



Loads are critical



Not suitable for all geologies



Suits remote locations



Quick to construct



Most common in areas with small tides



Keep anchors above low tide



Fender reaction not critical





Avoid fixings spanning pre-cast and in situ sections or expansion joints

Care needed selecting fender spacing and projection



Suits cast-in or retrofit anchors



Many options for fender types



Fixing fenders direct to piles difficult due to build tolerances



Keep anchors above low tide



Care needed selecting fender spacing and projection



Quick to construct



Mostly used in low corrosion regions



In situ concrete copes are common



Can suffer from ALWC (accelerated low water corrosion)


12–9

SHIP TYPES 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    

Container ship

    

Need to be close to berth face to minimise shiploader outreach. Possible need to warp ships along berth for shiploader to change holds. Large change of draft between laden and empty conditions. Require low hull contact pressures unless belted.

Flared bows are prone to strike shore structures. Increasing ship beams needs increase crane outreach. Some vessels have single or multiple beltings. Bulbous bows may strike front piles of structures at large berthing angles. Require low hull contact pressures unless belted.

Oil tanker    

RoRo ship

    

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

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    

Ferry

    

Gas carrier

    


Small draft change between laden and empty. White or light coloured hulls are easily marked. Flared bows are prone to strike shore structures. Require low hull contact pressures unless belted.

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.

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

12–10

SHIP FEATURES

Bow �ares

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

Bulbous bows

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

Beltings & strakes

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

Flying bridge

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

Low freeboard

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

Stern & side doors

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

High freeboard

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

Low hull pressure

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

Aluminium hulls

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

Special features

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


12–11

BERTHING MODES Side berthing

α

Typical values

ϕ

0° ≤ α ≤ 15° 100mm/s ≤ V ≤ 300mm/s

V

60° ≤ ϕ ≤ 90°

Dolphin berthing

Tug

α

Typical values

0° ≤ α ≤ 10°

ϕ

100mm/s ≤ V ≤ 200mm/s 30° ≤ ϕ ≤ 90°

V End berthing

α

Typical values

ϕ

0° ≤ α ≤ 10°

V

200mm/s ≤ V ≤ 500mm/s 0° ≤ ϕ ≤ 10°

Lock entrances

V

Typical values

ϕ

0° ≤ α ≤ 30° 300mm/s ≤ V ≤ 2000mm/s

α

0° ≤ ϕ ≤ 30° Ship-to-ship berthing

Typical values

ϕ

α

0° ≤ α ≤ 15° 150mm/s ≤ V ≤ 500mm/s

V


60° ≤ ϕ ≤ 90°

12–12

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 (E N). The calculation should take into account worst combinations of vessel displacement, velocity, angle as well as the various coefficients. Allowance should also be made for how often the berth is used, any tidal restrictions, experience of the operators, berth type, wind and current exposure. The normal energy to be absorbed by the fender can be calculated as:

EN = 0.5 × M × VB� × CM × CE × CC × CS Where, EN = Normal berthing energy to be absorbed by the fender (kNm) M = Mass of the vessel (displacement in tonne) at chosen confidence level.* VB = Approach velocity component perpendicular to the berthing line † (m/s). CM = Added mass coefficient CE = Eccentricity coefficient CC = Berth configuration coefficient CS = Softness coefficient * PIANC suggests 50% or 75% confidence limits (M 50 or M75) are appropriate to most cases. † Berthing velocity (VB) is usually based on displacement at 50% confidence limit (M 50).

Abnormal Berthing Energy (EA) Abnormal impacts arise when the normal energy is exceeded. Causes may include human error, malfunctions, exceptional weather conditions or a combination of these factors. The abnormal energy to be absorbed by the fender can be calculated as:

EA = F S × EN

PIANC Factors of Safety (F S) Vessel type

Size

Tanker, bulk, cargo

Largest Smallest

1.25 1.75

Container

Largest Smallest

1.5 2.0

General cargo

Where, EA = Abnormal berthing energy to be absorbed by the fender (kNm) F S = Safety factor for abnormal berthings Choosing a suitable safety factor (F S) will depend on many factors:      

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

FS

1.75

RoRo, ferries

≥ 2.0

Tugs, workboats, etc

2.0

Source: PIANC 2002; Table 4.2.5. PIANC recommends that ‘the factor of abnormal impact when derived should be not be less than 1.1 nor more than 2.0 unless exception circumstances prevail’. Source: PIANC 2002; Section 4.2.8.5.


12–13

SHIP DEFINITIONS Many different definitions are used to describe ship sizes and classes. Some of the more common descriptions are given below. Length × Beam × Draft

Vessel Type

Small feeder

200m × 23m × 9m

Fe e d e r

215m × 30m × 10m

Panamax 1

290m × 32.3m × 12m

Post- Panamax

305m × >32.3m × 13m

DWT

Comments

1st Generation container <1,000 teu 2nd Generation container 1,000–2,500 teu 3rd Generation container 2,500–5,000 teu 4th Generation container 5,000–8,000 teu 5th Generation container >8,000 teu All vessel t ypes in Suez Canal

Super post-Panamax (VLCS) Suezmax 2

50 0m × 70m × 21.3m

Seaway-Max

233.5m × 24.0m × 9.1m

3

All vessel types in St L awrence Seaway

Handysize

10,000 – 40,000 dw t

Bulk carrier

Cape Size

130,000 –200,000 dw t

Bulk carrier

Ver y large bulk carrier ( VLBC)

>200,000 dw t

Bulk carrier

Ver y large crude carrier ( VLCC)

200,000 – 300,000 dw t

Oil tanker

Ultr a lar ge crude carrier (ULCC)

>300,000 dw t

Oil tanker

1. Panama Canal

2. Suez Canal

3. St Lawrence Seaway

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

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

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

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

MD = LWT + DWT

+

DWT

= MD

D≈

DL × LWT MD

=

D

DL × (MD – DWT) MD

DL

USING SHIP TABLES 5 0%

75%

Ship tables originally appeared in PIANC 2002. They are divided into Confidence Limits (CL) which are defined as the propor tion of ships of the same DWT with dimensions equal to or less than those in the t able. PIANC considers 50% to 75% confidence limits are the most appropriate for design. Please ask Trelleborg Marine Systems for supplementary tables of latest and largest vessel types including Container, Container, RoRo, Cruise and LNG.


12–14

50%

SHIP TABLES smaller

larger

Wind area Type

General cargo ship

Bulk carrier

Container ship

Oil tanker

DWT/GRT

Displacement M50

LOA

LBP

B

FL

DL

Lateral Full Load

Front

Ballast

Full Load

Ballast

1000

1580

63

58

10.3

1.6

3.6

227

292

59

88

2000

3040

78

72

12.4

1.9

4.5

348

463

94

134

3000

4460

88

82

13.9

2.1

5.1

447

605

123

172

5000

7210

104

96

16.0

2.3

6.1

612

849

173

236

7000

9900

115

107

17.6

2.5

6.8

754

1060

216

290

10 10000

13900

128

120

19.5

2.7

7.6

940

1340

274

361

15 15000

20300

146

136

21.8

3.0

8.7

1210

1760

359

463

20 20000

26600

159

149

23.6

3.1

9.6

1440

2130

435

552

30 30000

39000

181

170

26.4

3.5

10.9

1850

2780

569

709

40 40000

51100

197

186

28.6

3.7

12.0

2210

3370

690

846

5000

6740

106

98

15.0

2.3

6.1

615

850

205

231

7000

9270

116

108

16.6

2.6

6.7

710

1010

232

271

10 10000

13000

129

120

18.5

2.9

7.5

830

1230

264

320

15 15000

19100

145

135

21.0

3.3

8.4

980

1520

307

387

20 20000

25000

157

148

23.0

3.6

9.2

1110

1770

341

443

30 30000

36700

176

167

26.1

4.1

10.3

1320

2190

397

536

50 50000

59600

204

194

32.3

4.8

12.0

1640

2870

479

682

70 70000

81900

224

215

32.3

5.3

13.3

1890

3440

542

798

100000

115000

248

239

37.9

5.9

14.8

2200

4150

619

940

150000

168000

279

270

43.0

6.6

16.7

2610

5140

719

1140

200000

221000

303

294

47.0

7.2

18.2

2950

5990

800

1310

250000

273000

322

314

50.4

7.8

19.4

3240

6740

868

1450

7000

10200

116

108

19.6

2.4

6.9

1320

1360

300

396

10 10000

14300

134

125

21.6

3.0

7.7

1690

1700

373

477

15 15000

21100

157

147

24.1

3.9

8.7

2250

2190

478

591

20 20000

27800

176

165

26.1

4.6

9.5

2750

2620

569

687

25 25000

34300

192

180

27.7

5.2

10.2

3220

3010

652

770

30 30000

40800

206

194

29.1

5.8

10.7

3660

3370

729

850

40 40000

53700

231

218

32.3

6.8

11.7

4480

4040

870

990

50 50000

66500

252

238

32.3

7.7

12.5

5230

4640

990

1110

60000

79100

271

256

35.2

8.5

13.2

5950

5200

1110

1220

1000

1450

59

54

9.7

0.5

3.8

170

266

78

80

2000

2810

73

68

12.1

0.7

4.7

251

401

108

117

3000

4140

83

77

13.7

1.0

5.3

315

509

131

146

5000

6740

97

91

16.0

1.4

6.1

419

689

167

194

7000

9300

108

102

17.8

1.7

6.7

505

841

196

233

10 10000

13100

121

114

19.9

2.0

7.5

617

1040

232

284

15 15000

19200

138

130

22.5

2.6

8.4

770

1320

281

355

20 20000

25300

151

143

24.6

3.1

9.1

910

1560

322

416

30 30000

37300

171

163

27.9

3.7

10.3

1140

1990

390

520

50 50000

60800

201

192

32.3

4.9

11.9

1510

2690

497

689

70 70000

83900

224

214

36.3

5.7

13.2

1830

3280

583

829

100000

118000

250

240

40.6

6.8

14.6

2230

4050

690

1010

150000

174000

284

273

46.0

8.3

16.4

2800

5150

840

1260

200000

229000

311

300

50.3

9.4

17.9

3290

6110

960

1480

300000

337000

354

342

57.0

11.4

20.1

4120

7770

1160

1850


12–15

50%

SHIP TABLES smaller

larger

Type

RoRo ship

Passenger (cruise) ship

Ferry

Gas carrier


DWT/GRT

Displacement M50

LOA

LBP

B

FL

DL

Wind area Lateral Front Full Load Ballast Full Load Ballast

1000

1970

66

60

13.2

2.0

3.2

700

810

216

217

2000

3730

85

78

15.6

2.9

4.1

970

1110

292

301

3000

5430

99

90

17.2

3.6

4.8

1170

1340

348

364

5000

8710

119

109

19.5

4.7

5.8

1480

1690

435

464

7000

11900

135

123

21.2

5.5

6.6

1730

1970

503

544

10 10000

16500

153

141

23.1

6.7

7.5

2040

2320

587

643

15 15000

24000

178

163

25.6

8.2

8.7

2460

2790

701

779

20 20000

31300

198

182

27.4

9.5

9.7

2810

3180

794

890

30000

45600

229

211

30.3

11.7

11.3

3400

3820

950

1080

1000

850

60

54

11.4

2.2

1.9

426

452

167

175

2000

1580

76

68

13.6

2.8

2.5

683

717

225

234

3000

2270

87

78

15.1

3.2

3.0

900

940

267

277

5000

3580

104

92

17.1

3.9

3.6

1270

1320

332

344

7000

4830

117

103

18.6

4.5

4.1

1600

1650

383

396

10 10000

6640

133

116

20.4

5.0

4.8

2040

2090

446

459

15 15000

9530

153

132

22.5

5.9

5.6

2690

2740

530

545

20 20000

12300

169

146

24.2

5.2

7.6

3270

3320

599

614

30 30000

17700

194

166

26.8

7.3

7.6

4310

4350

712

728

50 50000

27900

231

197

30.5

10.6

7.6

6090

6120

880

900

70000

37600

260

220

33.1

13.1

7.6

7660

7660

1020

1040

1000

810

59

54

12.7

1.9

2.7

387

404

141

145

2000

1600

76

69

15.1

2.5

3.3

617

646

196

203

3000

2390

88

80

16.7

2.8

3.7

811

851

237

247

5000

3940

106

97

19.0

3.3

4.3

1150

1200

302

316

7000

5480

119

110

20.6

3.7

4.8

1440

1510

354

372

10 10000

7770

135

125

22.6

4.2

5.3

1830

1930

419

442

15 15000

11600

157

145

25.0

4.7

6.0

2400

2540

508

537

20 20000

15300

174

162

26.8

5.2

6.5

2920

3090

582

618

30 30000

22800

201

188

29.7

5.9

7.4

3830

4070

705

752

40 40000

30300

223

209

31.9

6.5

8.0

4660

4940

810

860

1000

2210

68

63

11.1

1.0

4.3

350

436

121

139

2000

4080

84

78

13.7

1.6

5.2

535

662

177

203

3000

5830

95

89

15.4

2.0

5.8

686

846

222

254

5000

9100

112

104

17.9

2.7

6.7

940

1150

295

335

7000

12300

124

116

19.8

3.2

7.4

1150

1410

355

403

10 10000

16900

138

130

22.0

3.8

8.2

1430

1750

432

490

15 15000

24100

157

147

24.8

4.6

9.3

1840

2240

541

612

20 20000

31100

171

161

27.1

5.4

10.0

2190

2660

634

716

30 30000

44400

194

183

30.5

6.1

11.7

2810

3400

794

894

50000

69700

227

216

35.5

9.6

11.7

3850

4630

1050

1180

70000

94000

252

240

39.3

12.3

11.7

4730

5670

1270

1420

100000

128000

282

268

43.7

15.6

11.7

5880

7030

1550

1730

12–16

75%

SHIP TABLES smaller

larger

Wind area Type

General cargo ship

Bulk carrier

Container ship

Oil tanker

DWT/GRT

Displacement M75

LOA

LBP

B

FL

DL

Lateral Full Load

Front

Ballast

Full Load

Ballast

1000

1690

67

62

10.8

1.9

3.9

278

342

63

93

2000

3250

83

77

13.1

2.3

4.9

426

541

101

142

3000

4750

95

88

14.7

2.5

5.6

547

708

132

182

5000

7690

111

104

16.9

2.8

6.6

750

993

185

249

7000

10600

123

115

18.6

3.0

7.4

922

1240

232

307

10 10000

14800

137

129

20.5

3.3

8.3

1150

1570

294

382

15 15000

21600

156

147

23.0

3.6

9.5

1480

2060

385

490

20 20000

28400

170

161

24.9

3.9

10.4

1760

2490

466

585

30 30000

41600

193

183

27.8

4.3

11.9

2260

3250

611

750

40 40000

54500

211

200

30.2

4.6

13.0

2700

3940

740

895

5000

6920

109

101

15.5

2.4

6.2

689

910

221

245

7000

9520

120

111

17.2

2.6

6.9

795

1090

250

287

10 10000

13300

132

124

19.2

2.9

7.7

930

1320

286

340

15 15000

19600

149

140

21.8

3.3

8.6

1100

1630

332

411

20 20000

25700

161

152

23.8

3.6

9.4

1240

1900

369

470

30 30000

37700

181

172

27.0

4.1

10.6

1480

2360

428

569

50 50000

61100

209

200

32.3

4.7

12.4

1830

3090

518

723

70 70000

84000

231

221

32.3

5.2

13.7

2110

3690

586

846

100000

118000

255

246

39.2

5.9

15.2

2460

4460

669

1000

150000

173000

287

278

44.5

6.7

17.1

2920

5520

777

1210

200000

227000

311

303

48.7

7.3

18.6

3300

6430

864

1380

250000

280000

332

324

52.2

7.8

19.9

3630

7240

938

1540

7000

10700

123

115

20.3

2.6

7.2

1460

1590

330

444

10 10000

15100

141

132

22.4

3.3

8.0

1880

1990

410

535

15 15000

22200

166

156

25.0

4.3

9.0

2490

2560

524

663

20 20000

29200

186

175

27.1

5.0

9.9

3050

3070

625

771

25 25000

36100

203

191

28.8

5.7

10.6

3570

3520

716

870

30 30000

43000

218

205

30.2

6.4

11.1

4060

3950

800

950

40 40000

56500

244

231

32.3

7.4

12.2

4970

4730

950

1110

50000

69900

266

252

32.3

8.4

13.0

5810

5430

1090

1250

60000

83200

286

271

36.5

9.2

13.8

6610

6090

1220

1370

1000

1580

61

58

10.2

0.5

4.0

190

280

86

85

2000

3070

76

72

12.6

0.8

4.9

280

422

119

125

3000

4520

87

82

14.3

1.1

5.5

351

536

144

156

5000

7360

102

97

16.8

1.5

6.4

467

726

184

207

7000

10200

114

108

18.6

1.8

7.1

564

885

216

249

10 10000

14300

127

121

20.8

2.1

7.9

688

1090

255

303

15 15000

21000

144

138

23.6

2.7

8.9

860

1390

309

378

20 20000

27700

158

151

25.8

3.2

9.6

1010

1650

355

443

30 30000

40800

180

173

29.2

3.9

10.9

1270

2090

430

554

50 50000

66400

211

204

32.3

5.0

12.6

1690

2830

548

734

70 70000

91600

235

227

38.0

6.0

13.9

2040

3460

642

884

100000

129000

263

254

42.5

7.1

15.4

2490

4270

761

1080

150000

190000

298

290

48.1

8.5

17.4

3120

5430

920

1340

200000

250000

327

318

42.6

9.8

18.9

3670

6430

1060

1570

300000

368000

371

363

59.7

11.9

21.2

4600

8180

1280

1970


12–17

75%

SHIP TABLES smaller

larger

Type

RoRo ship

Passenger (cruise) ship

Ferry

Gas carrier


DWT/GRT

Displacement M75

LOA

LBP

B

FL

DL

Wind area Lateral Front Full Load Ballast Full Load Ballast

1000

2190

73

66

14.0

2.7

3.5

880

970

232

232

2000

4150

94

86

16.6

3.9

4.5

1210

1320

314

323

3000

6030

109

99

18.3

4.7

5.3

1460

1590

374

391

5000

9670

131

120

20.7

6.1

6.4

1850

2010

467

497

7000

13200

148

136

22.5

7.3

7.2

2170

2350

541

583

10000

18300

169

155

24.6

8.8

8.2

2560

2760

632

690

15000

26700

196

180

27.2

10.7

9.6

3090

3320

754

836

20000

34800

218

201

29.1

12.4

10.7

3530

3780

854

960

30000

50600

252

233

32.2

15.2

12.4

4260

4550

1020

1160

1000

1030

64

60

12.1

2.3

2.6

464

486

187

197

2000

1910

81

75

14.4

2.9

3.4

744

770

251

263

3000

2740

93

86

16.0

3.4

4.0

980

1010

298

311

5000

4320

112

102

18.2

4.2

4.8

1390

1420

371

386

7000

5830

125

114

19.8

4.7

5.5

1740

1780

428

444

10000

8010

142

128

21.6

5.3

6.4

2220

2250

498

516

15000

11500

163

146

23.9

6.2

7.5

2930

2950

592

611

20000

14900

180

160

25.7

7.3

8.0

3560

3570

669

690

30000

21300

207

183

28.4

9.8

8.0

4690

4680

795

818

50000

33600

248

217

32.3

13.7

8.0

6640

6580

990

1010

70000

45300

278

243

35.2

16.6

8.0

8350

8230

1140

1170

1000

1230

67

61

14.3

2.1

3.4

411

428

154

158

2000

2430

86

78

17.0

2.6

4.2

656

685

214

221

3000

3620

99

91

18.8

2.9

4.8

862

903

259

269

5000

5970

119

110

21.4

3.5

5.5

1220

1280

330

344

7000

8310

134

124

23.2

3.9

6.1

1530

1600

387

405

10000

11800

153

142

25.4

4.3

6.8

1940

2040

458

482

15000

17500

177

164

28.1

5.0

7.6

2550

2690

555

586

20000

23300

196

183

30.2

5.5

8.3

3100

3270

636

673

30000

34600

227

212

33.4

6.2

9.4

4070

4310

771

819

40000

45900

252

236

35.9

6.9

10.2

4950

5240

880

940

1000

2480

71

66

11.7

1.1

4.6

390

465

133

150

2000

4560

88

82

14.3

1.5

5.7

597

707

195

219

3000

6530

100

93

16.1

2.0

6.4

765

903

244

273

5000

10200

117

109

18.8

2.6

7.4

1050

1230

323

361

7000

13800

129

121

20.8

3.2

8.1

1290

1510

389

434

10000

18900

144

136

23.1

3.9

9.0

1600

1870

474

527

15000

27000

164

154

26.0

4.8

10.1

2050

2390

593

658

20000

34800

179

169

28.4

5.5

11.0

2450

2840

696

770

30000

49700

203

192

32.0

6.7

12.3

3140

3630

870

961

50000

78000

237

226

37.2

10.5

12.3

4290

4940

1150

1270

70000

105000

263

251

41.2

13.4

12.3

5270

6050

1390

1530

100000

144000

294

281

45.8

16.9

12.3

6560

7510

1690

1860

12–18

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 BS 1, PIANC 2 and other standards. For ease of use, speeds for the main vessel sizes are shown at the bottom of this page.

0.8 Berthing condition

a b c d e

0.7

VB

e ) 0.6 s / m ( B V , 0.5 y t i c o l e v h 0.4 c a o r p p A 0.3

Easy berthing, sheltered Difficult berthing, sheltered Easy berthing, exposed Good berthing, exposed Difficult berthing, exposed

d

c most commonly used conditions b

0.2 a 0.1 USE WITH CAUTION 0 1,000

10,000

100,000

500,000

Deadweight (DWT)* * PIANC suggests using DW T from 50% or 75% confidence limit ship tables.

Velocity, VB (m/s) 

Approach velocities less than

DWT

a

b

c

d

e

1,000

0.179

0.343

0.517

0.669

0.865

2,000

0.151

0.296

0.445

0.577

0.726

3,000

0.136

0.269

0.404

0.524

0.649

4,000

0.125

0.250

0.374

0.487

0.597

5,000

0.117

0.236

0.352

0.459

0.558

10,000

0.094

0.192

0.287

0.377

0.448

20,000

0.074

0.153

0.228

0.303

0.355

30,000

0.064

0.133

0.198

0.264

0.308

40,000

0.057

0.119

0.178

0.239

0.279

measured, displayed and recorded

50,000

0.052

0.110

0.164

0.221

0.258

using a SmartDock Docking Aid

100,000

0.039

0.083

0.126

0.171

0.201

System (DAS) by Harbour Marine.†

200,000

0.028

0.062

0.095

0.131

0.158

300,000

0.022

0.052

0.080

0.111

0.137

400,000

0.019

0.045

0.071

0.099

0.124

500,000

0.017

0.041

0.064

0.090

0.115

0.1m/s should be used with caution. 

Values are for tug-assisted berthing.



Spreadsheets for calculating the approach velocity and berthing energy are available at www.trelleborg.com/marine .



Actual berthing velocities can be

† Harbour

Marine is part of

Trelleborg Marine Systems.

Caution: low berthing speeds are easily exceeded.


12–19

BLOCK COEFFICIENT (CB) The block coefficient (CB) is a function of the hull shape and is expressed as follows:

CB =

Typical block coefficients (C B)

MD

Container vessels

LBP × B × D × ρ SW

0.6–0.8

General cargo and bulk carriers

where, MD = displacement of vessel (t) LBP = length between perpendiculars (m) B = beam (m) D = draft (m) ρSW = seawater density ≈ 1.025t/m 3

0.72–0.85

Tankers

0.85

Ferries

0.55–0.65

RoRo vessels

0.7–0.8

Source: PIANC 2002; Table 4.2.2

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

LBP

D

B

MD ≈ CB × LBP × B × D × ρSW

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. Shigera Ueda (1981)

PIANC (2002)

for

K C D

≤ 0.1

for 0.1 ≤

for

K C D

K C D

≥ 0.5

Quay

VB

K C

Vasco Costa* (1964)

CM = 1.8

≤ 0.5

K C

CM = 1.875 – 0.75

D

CM = 1.5

CM =

π × D 2 × CB × B

CM = 1 +

2D B

where, D = draft of vessel (m) B = beam of vessel (m) LBP = length between perpendiculars (m) K C = under keel clearance (m)

* valid where V B ≥ 0.08m/s, K C ≥ 0.1D

Special case – longitudinal approach

V

12–19

D

CM = 1.1 Recommended by PIANC.

12–20

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 accurate calculation of the eccentricity coefficient. In practice, CE often varies between 0.3 and 1.0 for different berthing cases. Velocity (V) is not always perpendicular to the berthing line.

LBP y

x

B 2

ϕ

R

α

berthing line VB

V VL

VL = longitudinal velocity component (forward or astern)

x+y=

R=

LBP

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

2

y � +

B

Common berthing cases

2

2 Quarter-point berthing

K = (0.19 × CB + 0.11) × LBP x=

CE =

LBP

CE ≈ 0.4–0.6

4

K 2 + R2cos2ϕ Third-point berthing

K 2 + R2

x=

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

LBP

CE ≈ 0.6–0.8

3

Midships berthing

x=

LBP

CE ≈ 1.0

2

Caution: for ϕ < 10º, CE  1.0 Lock entrances and guiding fenders

Dolphin berths Tug

ϕ V

ϕ

α

R

R α

V a

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

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


12–21

ECCENTRICITY COEFFICIENT (CE) Special cases for RoRo Terminals Modern RoRo terminals commonly use two different approach modes during berthing. PIANC defines these as mode b) and mode c). It is important to decide whether one or both approach modes will be used, as the berthing energies which must be absorbed by the fenders can differ considerably.

Mode b)

Mode c)

α

Breasting dolphins

≤ 15º Outer end

A A

R

V1 ≤0.25LS

Approach

R

ϕ ϕ

V1

≥ 1.05LL

≤0.25LS

α

≤ 15º

Breasting dolphins

V2

V2

B

≤0.25LS

B ≤0.25LS Inner end

V3

V3 ≤0.25LS

≤0.25LS C

End fender and shore based ramp Fender

α

C

End fender and shore based ramp

Typical values

Fender

Typical values

A

Side

100mm/s ≤ V1 ≤ 300mm/s

60° ≤ ϕ ≤ 90°

A

Side

1000mm/s ≤ V1 ≤ 3000mm/s

0° ≤ ϕ ≤ 50°

B

Side

300mm/s ≤ V2 ≤ 500mm/s

N/A

B

Side

500mm/s ≤ V2 ≤ 1000mm/s

0° ≤ ϕ ≤ 50°

C

End

200mm/s ≤ V3 ≤ 500mm/s

0° ≤ ϕ ≤ 10°

C

End

200mm/s ≤ V3 ≤ 500mm/s

0° ≤ ϕ ≤ 10°

RoRo vessels with bow and/or stern ramps make a transverse approach to the berth. The ships then move along the quay or dolphins using the side fenders for guidance until they are the required distance from the shore ramp structure.  Lower berthing energy  Reduced speeds may affect ship manoeuvrability  Increased turn-around time  CE is smaller (typically 0.4–0.7)


RoRo vessels approach either head-on or stern-on with a large longitudinal velocity. Side fenders guide the vessel but ships berth directly against the shore ramp structure or dedicated end fenders.  Quicker berthing and more controllable in strong winds  High berthing energies  Risk of vessel hitting inside of fenders or even the dolphins  CE can be large (typically 0.6–0.9)

12–22

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

Closed structure

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

Semi-closed structure PIANC recommends the following values: 

CC = 1.0

  

CC = 0.9

 

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

Note: where the under keel clearance has already been considered for added mass (C M), the berth configuration coefficient CC =1 is usually assumed.

SOFTNESS COEFFICIENT (CS) Where fenders are hard relative to the �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 (C S=1). PIANC recommends the following values: CS = 1.0

Soft fenders (δf > 150mm)

CS = 0.9

Hard fenders (δf ≤ 150mm)


12–23

FENDER SELECTION Every type and size of fender has different performance characteristics. Whatever type of fenders are used, they must have sufficient capacity to absorb the normal and abnormal energies of berthing ships. When selecting fenders the designer must consider many factors including:      

Single or multiple fender contacts The effects of angular compressions Approach speeds Extremes of temperature Berthing frequency Fender efficiency

n o i t c a e R

ENERGY = area under curve

De�ection

Comparing efficiency Fender efficiency is defined as the ratio of the energy absorbed to the reaction force generated. This method allows fenders of many sizes and types to be compared as the example shows. Comparisons should also be made at other compression angles, speeds and temperatures when applicable.

R

R

E

E

D

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

Super Cone SCN 1050 (E2) E = 458kNm R = 843kN D = 768mm P = 187kN/m�*

E = 0.543 kNm/kN R * for a 4.5m� panel


D SeaGuard SG 2000 × 3500 (STD) E = 454kNm R = 845kN D = 1200mm P = 172kN/m�

E = 0.537 kNm/kN R

12–24

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 uncompressed fender height (H). A minimum clearance of 300mm inclusive of bow �are is commonly specified.

R , s i u d ra w o B

B

α









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

θ

H

δF

RB ≈

P /2

h = H – δF

h

C

P

Bow radius

θ

θ

P /2

Fender pitch

1

B

2

2

+

LOA� 8B

where, RB = bow radius (m) B = beam of vessel (m) LOA = vessel length overall (m) The bow radius formula is approximate and should be checked against actual ship dimensions where possible.

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

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 RB2 – (RB – h + C)2 where, P = pitch of fender RB = bow radius (m) h = fender projection when compressed, measured at centreline of fender a = berthing angle C = clearance between vessel and dock (C should be 5–15% of the unde�ected fender projection, including panel) θ = hull contact angle with fender According to BS 6349: Part 4: 1994, it is also recommended that the fender spacing does not exceed 0.15 × L S, where L S is the length of the smallest ship. Cruise liner

) s 200 e r t e m150 ( s u 100 i d a r

Container ship

Bulk carrier/ general cargo

w 50 o B

0

0

65 Displacement (1000 t)

0

140 0 425 Displacement (1000 t) Displacement (1000 t)


12–25

MULTIPLE CONTACT CASES 3-fender contact

RB

δF2

  

RB

RB

δF1

P



2-fender contact

δF2

P

RB

δF

Berthing H line

P

P

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

   

P /2

P /2

Berthing line

P

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

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: �are, bow radius and dolphin.

Flare

Bow radius

Dolphin

B o w r a d i u s , R

α

B

θ β P

sin θ =


P 2RB

where RB = bow radius

α

12–26

FENDER PANEL DESIGN 3 design cases

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

       

Full-face contact

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

Low-level impact

Double contact

n×T

F

R

F 1

R

R1

F

R2

F 2

Steel Properties PIANC steel thicknesses Standard

EN 10025

JIS G-3101

Grade

Yield Strength (min)

Tensile Strength (min)

Temperature

N/mm²

psi

N/mm²

psi

°C

°F

S235JR (1.0038)

235

34 000

360

52 000

–

–

S275JR (1.0044)

275

40 000

420

61 000

–

–

S355J2 (1.0570)

355

51 000

510

74 000

-20

-4

S355J0 (1.0553)

355

51 000

510

74 000

0

32

SS41

235

34 000

402

58 000

0

32

SS50

275

40 000

402

58 000

0

32

SM50

314

46 000

490

71 000

0

32

A-36

250

36 000

400

58 000

0

32

A-572

345

50 000

450

65 000

0

32

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

≥ 12mm

Exposed one face

≥ 9mm

Internal (not exposed)

≥ 8mm

Source: PIANC 2002; Section 4.1.6. Corresponding minimum panel thickness will be 140–160mm (excluding UHMW-PE face pads) and often much g reater.

Typical panel weights ASTM

The national standards of France and G ermany have been replaced by EN 10025. In the UK, BS4360 has been replaced by BS EN 10025. T he table above is for guidance only

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

and is not comprehensive. Actual specifications should be consulted in all cases for the full specifications of steel grades listed and other similar grades.

Light duty

200–250kg/m�

Medium duty

250–300kg/m�

Heavy duty

300–400kg/m�

Extreme duty

≥400kg/m�


12–27

HULL PRESSURES W

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

Hull pressure (kN/m�)

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

< 400 < 300 < 250 < 200

General cargo

≤ 20 000 DWT > 20 000 DWT

400–700 < 400

Oil tankers

≤ 20 000 DWT ≤ 60 000 DWT

< 250 < 300

VLCC/ULCC

> 60 000 DWT

150–200

Gas carriers

LNG/LPG

< 200

Vessel type

H

P=

R Container ships

W×H

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

Bulk carriers

< 200

RoRo Passenger/cruise SWATH

Usually fitted with beltings (strakes)

Source: PIANC 2002; Table 4.4.1

BELTINGS

Belting 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 modified. Care is needed when designing fender panels to cope with beltings and prevent snagging or catching which may damage the system. Belting line loads exert crushing forces on the fender panel which must be considered in the structural design. Application

Light duty Medium duty Heavy duty

Vessels

Belting Load (kN/m)

Aluminium hulls

150–300

Container RoRo/Cruise

Belting range


1

2

h

3

500–1 000 1 000–1 500

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

≥h

1

2

Common on RoRo/Cruise ships. Projection 200–40 0mm (typical).

3

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

12–28

FRICTION Typical friction design values

Friction has a large in�uence on the fender design, particularly for restraint chains. Low friction facing materials (UHMW-PE) are often used to reduce friction. Other materials, like polyurethanes (PU) used for the skin of foam fenders, have lower friction coefficients than rubber against steel or concrete. The table can be used as a guide to typical design values. Friction coefficients may vary due to wet or dry conditions, local temperatures, static and dynamic load cases, as well as surface roughness.

Materials

Friction Coefficient (μ)

UHMW-PE

Steel

0.2

HD-PE

Steel

0.3

Polyurethane

Steel

0.4

Rubber

Steel

0.7

Timber

Steel

0.4

Steel

Steel

0.5

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







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

1

3

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.

SWL =

2

μR + W n cosθ

MBL ≥ F C × SWL θ

where, SWL = safe working load (kN) FC = safety factor μ = coefficient of friction R = fender reaction (kN) W = gross panel weight (kg) (for shear chains, W = 0) n = number of chains θ = effective chain angle (degrees)

μR

1

Tension chains

2

Weight chains

3

Shear chains

W


12–29

UHMW-PE FACING The contact face of a fender panel helps to determine the lifetime maintenance costs of a fender installation. UHMW-PE (FQ1000) is the best material available for such applications. It uniquely combines low friction, impact strength, non-marking characteristics and resistance to wear, temperature extremes, seawater and marine borers. Sinter moulded into plates at extremely high pressure, UHMW-PE is a totally homogeneous material which is available in many sizes and thicknesses. These plates can be cut, machined and drilled to suit any type of panel or shield.

Fastening example

W t

Always use oversize washers to spread the load.

Application

Light duty Medium duty

Heavy duty

Extreme duty

t (mm)

W* (mm)

Bolt

30

3–5

M16

40

7–10

50

10–15

60

15–19

70

18–25

80

22–32

90

25–36

100

28–40

M16–M20

M24–M30

M30–M36

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

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

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


12–30

CORROSION PREVENTION Fenders are usually installed in corrosive environments, sometimes made worse by high temperature and humidity. Corrosion of fender accessories can be reduced with specialist paint coatings, by galvanising or with selective use of stainless steels. Paint coatings and galvanising have a finite life. Coating must be reapplied at intervals during the life of the fender. Galvanised components like chains or bolts may need periodic re-galvanising or replacement. Stainless steels should be carefully selected for their performance in seawater.

Paint coatings ISO EN 12944 is a widely used international standard defining the durability of corrosion protection systems in various environments. The C5-M class applies to marine coastal, offshore and high salinity locations and is considered to be the most applicable to fenders. The life expectancy or ‘durability’ of coatings is divided into three categories which estimate the time to first major maintenance: Low

2–5 years

Medium

5–15 years

High

>15 years

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

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 Coat(s)

Top Coats

Paint System

Paint System

Surface Preparation

Binder

Primer

No. coats

NDFT

Binder

No. coats

NDFT

No. coats

NDFT

Expected durability (C5-M corrosivity)

S7.09

Sa 2.5

EP, PUR

Zn (R)

1

40

EP, PUR

3-4

280

4-5

320

High (>15y)

S7.11

Sa 2.5

EP, PUR

Zn (R)

1

40

CTE

3

360

4

400

High (>15y)

S7.16

Sa 2.5

CTE

Misc

1

100

CTE

2

200

3

300

Medium (5-15y)

Sa 2.5 is defined in ISO 85 01-1

Misc = miscellaneous types of

PUR = 1-pack or 2-pack polyurethane

NDFT = Nominal dry film thickness

anticorrosive pigments

CTE = 2-pack coal tar epoxy

Zn (R) = Zinc rich primer

EP = 2-pack epoxy

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

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

Refer to paint manufacturer for advice on specific applications and products.


12–31

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

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

Galling

Stainless steel performance in seawater varies according to pitting resistance. Chemical composition – especially Chromium (Cr), Molybdenum (Mo) and Nitrogen (N) content – is a major factor in pitting resistance. The pitting resistance equivalent number (PREN) is a theoretical way to compare stainless steel grades. The most common formula for PREN is:

Galling or ‘cold welding’ affects threaded stainless steel components including nuts, bolts and anchors. The protective oxide layer of the stainless steel gets scraped off during tightening causing high local friction and welding of the threads. After galling, seized fasteners cannot be further tightened or removed and usually needs to be cut out and replaced. To avoid this problem, always apply anti-galling compounds to threads before assembly. If these are unavailable then molybdenum disulfide or PTFE based lubricants can be used.

PREN = Cr + 3.3Mo + 16N Cr and Mo are major cost factors for stainless steel. A high PREN material will usually last longer but cost more. Grade

Common Name

1.4501 Zeron 100 1.4462 SAF 2205

Type

Cr (%)

Mo (%)

N (%)

PREN

Duplex

24.0–26.0

3.0– 4.0

0.2–0.3

37.1–44.0

Comments

used where very long ser vice life is needed 30.9–38.1 or access for inspection is difficult

Duplex

21.0–23.0

2.5–3.5

0.1–0.22

1.4401

316S31

Austenitic

16.5–18.5

2.0–2.5

0–0.11

23.1–28.5

1.4301

304

Austenitic

17.0–19.5

–

0–0.11

17.0–21.3

1.4003

3CR12

Ferritic

10.5–12.5

–

0–0.03

10.5–13.0

widely used for fender fixings unsuitable for most fender applications

Percentages of Cr, Mo and N are t ypical mid-range values and may dif fer within permissible limits for each grade. Source: British Stainless Steel Association ( www.bssa.org.uk).


12–32

PROJECT REQUIREMENTS PROJECT DETAILS

PROJECT STATUS

Port

TMS Ref:

Project

Preliminary

Designer

Detail design

Contractor

Tender

F D LBP LOA

B

LARGEST VESSEL

SMALLEST VESSEL

Vessel type

Vessel type

Deadweight

(t)

Deadweight

(t)

Displacement

(t)

Displacement

(t)

Length overall (LOA)

(m)

Length overall (L OA)

(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�)

Hull pressure (P)

(t/m�)

BERTH DETAILS

Closed structure

Semi-open structure

Structure

Open structure

Other (please describe)

Tide levels

Length of berth

(m)

Tidal range

(m)

Fender/dolphin spacing

(m)

Highest astronomic tide (HAT)

(m)

Mean high water spring (MHWS)

(m)

Permitted fender reaction

(kN/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)


12–33

PROJECT REQUIREMENTS BERTHING MODE

BERTHING APPROACH Approach conditions

Side berthing

a) easy berthing, sheltered b) difficult berthing, sheltered c) easy berthing, exposed

Dolphin berthing incl. RoRo mode b)

d) good berthing, exposed e) difficult berthing, exposed Largest ship

End berthing Berthing speed

(m/s)

Berthing angle

(deg)

Lock or dock entrance Abnormal impact factor Smallest ship

Ship-to-ship berthing Berthing speed

(m/s)

Berthing angle

(deg)

RoRo mode c) Abnormal impact factor

ENVIRONMENT

QUALITY

Operating temperature

SAFETY

Highest quality

Maximum safety

Lowest price

Not safety-critical

Minimum ___________________________________ (°C) Maximum __________________________________ (°C) Corrosivity

low

medium

high

extreme


Name

Tel

Company

Fax

Position

Mobile

Address

Email Web


12–34

RUBBER PROPERTIES All Trelleborg rubber fenders are made using the highest quality Natural Rubber (NR) or Styrene Butadiene Rubber (SBR) based compounds which meet or exceed the performance requirements of international fender recommendations, such as PIANC and EAU. Trelleborg can also make fenders from other NR/SBR compounds or from materials such as Neoprene, Butyl Rubber, EPDM and Polyurethane. Different manufacturing processes such as moulding, wrapping and extrusion require certain characteristics from the rubber. The tables below give usual physical properties for fenders made by these processes which are confirmed during quality assurance testing.* All test results are from laboratory made and cured test pieces. Results from samples taken from actual fenders will differ due to the sample preparation process – please ask for details.

Moulded and wrapped fenders Property

Testing Standard

Condition

Requirement

Tensile Streng th

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

Original Aged for 96 hours at 70ºC

12.8 MPa (min)

Elongation at Break


Original

350%

Aged for 96 hours at 70ºC

280%

Hardness

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

Original

78° Shore A (max)


Original +8° Shore A (max)

Compression Set

ASTM D 395 Method B; AS 1683.13 Method B; BS903 A6; ISO 815; JIS K 6262

22 hours at 70°C

30% (max)

Tear Resistance

ASTM D 624 Die B; AS 1683.12; BS ISO 34-1; JIS K 6252

Original

70kN/m (min)

Ozone Resistance

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

50pphm at 20% strain, 40°C, 100 hours

No cracks

Seawater Resistance

BS ISO 1817; ASTM D 471

28 days at 95°C

Hardness: ±10° Shore A (max) Volume: +10/-5% (max)

ASTM D5963-04; BS ISO 4649 : 2002

Original

100mm� (max)

BS903 A9, Method B

3000 revolutions

1.5cc (max)

Bond S treng th

ASTM D 429, Method B; B S 9 03. A21 S ection 21.1

Rubber to steel

Dynamic Fatigue †

ASTM D430-95, Method B

15,000 cycles

7N/mm (min) Grade 0–1‡

Abrasion

16.0 MPa (min)

Extruded fenders Property

Testing Standard

Condition

Requirement


Original

13.0 MPa (min)


10.4 MPa (min)

Elongation at Break


Original

280% (min)


224% (min)

Hardness

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

Original

78° Shore A (max)


Original +8° Shore A (max)

Compression Set

ASTM D 395 Method B; AS 1683.13 Method B; BS903 A6; ISO 815; JIS K 6262

22 hours at 70°C

30% (max)

Tear Resistance

ASTM D 624 Die B; AS1683.12; BS ISO 34-1; JIS K 6252

Original

60kN/m (min)

Ozone Resistance

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

50pphm at 20% strain, 40°C, 100 hours

No cracks

Seawater Resistance

BS ISO 1817; ASTM D 471

28 days at 95°C

Hardness: ±10° Shore A (max) Volume: +10/-5% (max)

Abrasion

ASTM D5963-04; BS ISO 4649 : 2002

Original

180mm� (max)

Tensile Streng th

* Material property cer tificates are issued for each different rubber grade on all orders for SCN Super Cone, SCK Cell Fender, Unit Element, AN/ANP Arch, Cy lindrical Fender, MV and MI Elements. Unless other wise requested at time of order, material certificates issued for other fender types are based on results of standard bulk and/or batch tests which form part of routine factory ISO9001 quality procedures and are for a limited range of physical properties (tensile streng th, elongation at break and hardness). † Dynamic ‡ Grade

fatigue testing is optional at extra cost.

0 = no cracks (pass). Grade 1 = 10 or fewer pinpricks <0.5mm long (pass). Grades 2–10 = increasing crack size (fail).

© Trelleborg AB, 2007 M1100-S12-V1.1-EN

12–35

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

Dimension

Tolerance

All dimensions

±3% or ±2mm*

Bolt hole spacing

±4mm (non- cumulative)

Cross-section

±3% or ±2mm*

Length

±2% or ±25mm*

Drilled hole centres


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%

Inside diameter

±4%

Length

±30mm

Cross-section

±4% or ISO 3302-E3*

Length

±30mm



Counterbore depth


Cross-section

±4%

Length

±2% or ±10mm*



Counterbore depth


Length and width

±5mm (cut pads)

Length and width

±20mm (uncut sheets)

Thickness:

≤30mm

±0.2mm

(planed) 31–100mm

±0.3mm

≥101mm

±0.5mm

Moulded fenders

Composite fenders

Cylindrical fenders

Extruded fenders

HD-PE sliding fenders †

UHMW-PE face pads†

Thickness:

≤30mm

±2.5mm

(unplaned) 31–100mm

±4.0mm

±6.0mm

≥101mm



Counterbore depth


* 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 ‡ Fender type

Parameter

Tolerance

SCN, SCK, UE, AN, ANP, MV and MI fenders

Reaction, energy

±10%

Cylindricals (wrapped)

Reaction, energy

±10%

Cylindricals (extruded)

Reaction, energy

±20%

Extruded fenders

Reaction, energy

±20%

Pneumatic fenders

Reaction and energy

±10%

Block, cube, M, W, tug and workboat fenders

Reaction

±10%

SeaGuard, SeaCushion and Donut fenders

Reaction and energy

±15%

‡ Performance

tolerances apply to Rated Performance Dat a (RPD). They do not apply to energ y and/or reaction at intermediate

de�ections. The nominal rated de�ection when RPD is achieved may vary and is provided for guidance only. Please consult Trelleborg Marine Systems for performance tolerance on fender types not listed above.


12–36

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

Compression Test Method  All fenders will be given a unique manufacturing serial number for traceability.  Sampling is 1 in 10 fenders (rounded up to a unit) unless otherwise agreed.1  No additional break-in cycles are carried out unless otherwise agreed.1  Performance will be measured at 0° compression angle.  Readings shall be taken at intervals of between 0.01H to 0.05H (where H = nominal fender height).  Fender temperature will be stabilised to 23°C ± 5°C for at least 24 hours before compression testing.  Minimum temperature stabilisation time will be calculated as tmin = 20x1.5 (where ‘x’ is the thickness of the fender body in metres).  Stabilising time (t min) can include the time taken for ‘break-in’ and ‘recovery’.  ‘Break in’ the fender by de�ecting it three times to rated de�ection.  Remove load from the fender and allow ‘recovery’ for at least 1 hour.  Stop testing when de�ection reaches rated de�ection or RPD2 is achieved. CV only: 

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

DV only: 

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

Test Apparatus & Reporting The test apparatus shall be equipped with a calibrated 3 load cell system and linear transducer(s) for measuring displacement. These will provide continuous real-time monitoring of fender performance. Test reports shall include the following as a minimum:  Serial Number and description of test fender.  Date of test, name of test supervisor and signature of Quality Manager.  Table and graph of reaction (RVT) versus de�ection and energy (EVT) versus de�ection. Pass Criteria4 Fenders have passed verification testing if they meet the following conditions: RVT ≤ RRPD × 1.1 × VF × TF EVT ≥ ERPD × 0.9 × VF × TF Where, RVT = reaction from verification testing RRPD = Rated Performance Data (or customer’s required reaction) EVT = energy from verification testing ERPD = Rated Performance Data (or customer’s required energy) TF = Temperature factor when test sample is above or below 23ºC ± 5ºC CV only:

VF

DV only:

VF Where testing of cylindrical, Arch, element and similar fenders over 2.0m long is required, please contact your local office to discuss exact requirements.

= velocity factor for actual test speed/time (or 1.0 unless otherwise stated) = velocity factor for test speeds other than 0.15m/s (or 1.0 unless otherwise stated)

Notes

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


12–37

PERFORMANCE TESTING Trelleborg is committed to providing high quality products. Consistency and performance are routinely checked in accordance with the latest procedures and test protocols. PIANC has introduced new methods and procedures for testing the performance of solid rubber fenders, allowing for real world operating conditions, in their document ‘Guidelines for the Design of Fender Systems: 2002: Appendix A’. Many of Trelleborg’s most popular fender types are PIANC Type Approved. This brings the following benefits:  

     



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 simplifies contract specifications

Verification testing of SCK 3000

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

Type Approval testing (Stage 1) PIANC Type Approval testing is carried out to determine the effects of environmental factors on the performance of various fender types. Trelleborg’s Type Approval tests are witnessed by Germanischer Lloyd. Super Cone, Unit Element, SCK Cell and Arch Fenders have been Type Approved to PIANC standards.

Verification testing (Stage 2) Verification testing using either CV method (all fender types except MV and MI elements) or DV method (MV and MI elements only) is carried out on all significant orders to confirm the Rated Performance Data (RPD) of the fender. Results are normalised to 0.15m/s compression speed, 23°C temperature and 0° compression angle.

CV testing of SCN Super Cones

DV testing of MV elements

Note: Testing programmes for

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


12–38

RATED PERFORMANCE DATA (RPD)

RRP

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

n i o t c a R e ERP

g y E n e r

De�ection

d

Correction factors from type approved tests VF

Impact speed

0.001m/s to 0.3m/s

Rubber is a visco-elastic material, meaning that reaction and energy are affected by the speed of compression. Some rubbers are more affected by the compression speed than others. RPD is normalised to 0.15m/s.

1.0 Vi

0.15m/s (VRP)

Temperature

–30°C to +50°C

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

TF

1.0

23°C (TRP)

Compression angle

0° to 20°

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

AF 1.0

0°C (αRP)

Durability

T

α

3000 cycles minimum

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

1.0

n

To be meaningful, Type Approval testing should be monitored and witnessed by accredited third-party inspectors such as Germanischer Lloyd. After successful Type Approval testing, the manufacturer should publish Rated Performance Data (RPD) for their fenders along with correction factor tables for different velocities, temperatures and compression angles.


12–39

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

Reaction force pass criteria

RRP x 1.1

FAIL PASS

n o i t c a e R

RVT ≤ RRP × VF × TF × 1.1 Assuming a +10% manufacturing tolerance on reaction. De�ection

d

Energy absorption pass criteria

ERP x 0.9

PASS FAIL

y g r e n E

EVT ≥ ERP × VF × TF × 0.9 Assuming a –10% manufacturing tolerance on energy. De�ection

d

where, RVT = reaction from verification testing RRP = customer’s required reaction EVT = energy from verification testing ERP = customer’s required energy VF = velocity factor for actual test speed TF = temperature factor for actual test temperature


12–40

TYPE APPROVAL CERTIFICATES


12–41

TYPE APPROVAL CERTIFICATES


12–42

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

Fixing accessories  Mill certificates  Visual inspection report  Certificate of conformity

Literature and data sheets  Printed brochures or lea�ets for the supplied products  PIANC correction tables (where applicable)  PIANC Type Approval cer tificates (where applicable)

Chains  Proof load test  Mill certificates (optional but recommended)  Galvanising certificate  Dimensional inspection report (where applicable)  Certificate of conformity

Performance tests  Verification test results and cur ves for each fender tested  Third party witness certificate (optional but recommended)  Certificate of conformity Physical properties  Laboratory report for hardness, tensile strength and elongation at break, before and after ageing  Durability test report (optional but recommended)  Wear, tear and ozone resistance test reports  Third party witness certificate (optional but recommended)  Certificate of conformity

Low friction pads  Dimensional inspection report  Certificate of conformity Other  As built drawings  Installation, operation and maintenance manual  Inspection logbook  Warranty certificate  General certificate of conformity  After-sales contact details

Steel fabrications  Mill certificates  Welder qualification certificates  Weld procedures  Dimensional check report (including �atness for panels)  NDT inspection report – minimum 5% MPI (optional but recommended)  Pressure (leak) test inspection report  Paint application report (temperature, humidity, dew point, etc)  Dry film thickness test report  Certificate of conformity

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


12–43

CONVERSION TABLES Length

Area

m

ft

in

m

1

3.281

39.37

ft

0.3048

1

12

in

0.0245

0.0833

1

m�

ft�

in�

m�

1

10.764

1550

ft�

0.0929

1

in�

Volume

Mass

m�

Energy

Pressure

Density

Acceleration

Angle


m�

ft�

in�

1

35.315

61024

0.0283

1

1728

16.387 × 10 -6

578.7 × 10 -6

1

tonne

kip

tonne

1

2.2046

0.4536

1

kN

tonne-f

kip-f

1

0.102

0.225

tonne-f

9.81

1

2.2046

kip-f

4.45

0.454

1

kN

kNm

tf-m

kip-ft

kNm

1

0.102

0.7376

tf-m

9.81

1

0.205

kip-ft

1.36

4.88

1

kN/m�

t/m�

kip/ft�

1

0.102

0.0209

kN/m� t/m�

9.81

1

0.205

kip/ft�

47.9

4.88

1

tonne/m�

kip/ft�

tonne/m�

1

0.0624

16.018

1

N/mm�

psi

1kJ = 1kNm

1ksf = 1kip/ft�

1

145.04

6.895 × 10 -3

1

1MPa = 1N/mm�

m/s

ft/s

km/h

mph

knot

m/s

1

3.2808

3.600

2.2369

1.9438

ft/s

0.3048

1

1.0973

0.6818

0.5925

km/h

0.2778

0.9113

1

0.6214

0.5400

mph

0.4470

1.4667

1.6093

1

0.8690

knot

0.5144

1.6878

1.8520

1.1508

1

N/mm� psi

Velocity

1

ft�

kip/ft�

Stress

6.944 × 10

144 -3

in�

kip

Force

645.2 × 10

-6

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

g

g

m/s�

ft/s�

1

9.807

32.17

m/s�

0.102

1

3.281

ft/s�

6.895 × 10 -3

0.3048

1

degree

radian

degree

1

17.45 × 10 -3

radian

57.3

1

12–44

CALCULATIONS TRELLEBORG MARINE SYSTEMS Project

Prepared

Title

Date

Client

Ref

Sheet Nº

www.trelleborg.com/marine


12–45

CALCULATIONS TRELLEBORG MARINE SYSTEMS Project

Prepared

Title

Date

Client

Ref

www.trelleborg.com/marine


Sheet Nº

12–46

Disclaimer Trelleborg AB has made every effort to ensure that the technical specifications and product descriptions in this catalogue are correct. The responsibility or liability for errors and omissions cannot be accepted for any reason whatsoever. Customers are advised to request a detailed specification and certified drawing prior to construction and manufacture. In the interests of improving the quality and performance of our products and systems, we reserve the right to make specification changes without prior notice. All dimensions, material properties and performance values quoted are subject to normal production and testing tolerances. This catalogue supersedes the information provided in all previous editions. If in doubt, please check with Trelleborg Marine Systems. © Trelleborg AB, PO Box 153, 231 22 Trelleborg, Sweden. This catalogue is the copyright of Trelleborg AB and may not be reproduced, copied or distributed to third parties without the prior consent of Trelleborg AB in each case. Fentek, Rubbylene and Orkot are Registered Trade Marks of Trelleborg AB.

Designed by Harrison Sigala (www.harrisonsigala.com)


12–47

Four business areas Trelleborg is a global industrial group whose leading positions are based on advanced polymer technology and in- depth applications know-how. We develop high-performance solutions that

Trelleborg Engineered Systems

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

seal, damp and protect in demanding industrial environments. The Group has annual sales of approximately €3 billion, with about 24,000 employees in 40 countries. The head office is located in Trelleborg, Sweden. Trelleborg AB was founded in 1905. With 100 years behind us, our history, like our future, is characterised by a constant drive for quality and

Trelleborg Automotive is a world-

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

a passion for identifying new solution to complex problems.

Trelleborg Sealing Solutions is a

leading global supplier of precision seals for the industrial, aerospace and automotive markets.

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


Trelleborg Wheel Systems is a

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

Trelleborg Fender Catalogue

Recommend Documents