Trellex \ APPLICATION MANUAL TRELLEX MV ELEMENTSAppleton mono! TRELLEX MV ements © Copyright Tees At Sud INDEX Page(s) 1 ‘Table of contents 2-3 Principles of designing a fender system 45 Calculation of energy ‘The berthing approach velocity Added mass factor 6 Eccentricity factor Softness factor Berth configuration coefficient 7 ‘The modular TRELLEX FENDER SYSTEM 8-9 ‘MY-clement selection Energy and reaction graphs 10-11 MV-clements, dimensions 12-13 Usual ship dimension Pitch of fenders Pile bent spacing 14-15 Angular berthing consideration Effect of angular berthing 16-17 Hull pressure Spacing of MV-clements 18-19 Y-fenders, description ‘Venders, dimensions 20 Steel panels a Low friction facing, 22-23 Anchors Chains, 24-25 Special design considerations ‘Typical fender specification 26-27 Examples of applications 28 Conversion tables REFERENCES BSI Standards Linford Wood Milton Keynes MK14 6L8, United Kingdom EAU Recommendations ofthe Commitee for Waterfront Structures Emst& Sol Verlag tr Architektur und technische Wissenschaften Hohenaollerndamm 170 'D-1000 Berlin 31, Germany ‘PIANC 1984 “Report ofthe International Commission for Improving the Design of Fender System" Copyright by PIANC General Secretariat WCT- Tour -26e étage, Boulevard Simon Botivar 30 BA210 Brussels, BelgiumApsication manna! TRELLEX MV elements © Copriht Tix AB Swdon PRINCIPLES OF DESIGNING A FENDER SYSTEM Fendering has been taken very seriously in port design for many years now and as @ consequence there are many internatio- nal standards, organisations and committees that have laid down guide lines for energy evaluation and design considerations Of these, the following tend to be the most prominently recognized; BSI, EAU, PIANC and JIS. Each method for calculating the kinetic energy formula varies very litle in its methodology and it is recommended that the designer should obtain a copy of atleast one of the above manuals and read in conjunction with the Trellex application manual. GENERAL CRITERIA FOR DESIGNING A FENDER SYSTEM Before designing a complete fender system, itis important to obtain as many details as possible. The following criteria ‘would normally be requested by the Trellex fender design engineers before recommending a system, CRITERIA VESSEL ‘Range of vessels berthing on the fenders, preferably displacement tonnages (D) should be specified In absence of this, dead weight tonnages (DWT) should be given. Type of vessels and their principle dimensions ie. container, ferry tanker or general cargo ete. ‘The important dimensions are length (L), beam (b), laden draft (@) and laden freeboard (b) Berthing velocities (Vb) and angles (a) normal to the fencler should be specified as well as permissible hull pressures. STRUCTURE ‘Type of structure, open pile, sheet pile, gravity, caisson and continuous jetty or berthing dolphin. Dimension for deck level, thickness of deck, preferred elevation of fender centre line and permissible stand off itis continuous open piled structure, which is the typical pile bent (distance between each of the piles) and which is ‘max. permissible reaction force. ". ENVIRONMENT ‘The extreme tidal conditions should be given, the following are generally all that are required, but certainly other inter mediate levels are available from the port's local chart datums, They are Low astronomic tide (LAT), Mean low low water (MLLW), Mean high high water (MHHW) and High astronomic tide (HAT). > Navigation conditions such as sheltered or exposed berthing, tug assistance and so on, should be given. > Other climatic criteria may also be of interest such as arctic, temperate or tropical locations or ifthe water and atmos- phere have been found to be particularly corrosive, as there are many solutions to deal with all ofthese features. EXAMPLE This shows how to use this manual for calculating and designing a fender system, The following paragraphs and table define a typical application. Following the application description the steps of the fender selection/design methodology are outlined. References ae given to pages ofthe manual where particular subjects are discussed in more deal A. VESSELS > Types of vessels: General cargo and mixed cargo freighters yYvve ¥ VV Ve vo [ae aeperveeeal [Can Seared [eee [acer i. aryingaeciy 150m DWT 4.500 DWT ‘asic Disacenem ano? Sow? 8 | Veisey W 05s IRR Os masa 3 asic ino 215m ‘93m, basic into Factor Cm ce Gs __& “Bevan basic info of missing B. STRUCTURE > The dock in question isa continuous, open-piled structure, designed for a maximum fender reaction of 115 tonnes (2542KIBKE Bent are on 4.5 m ABBE centers. Deck and mounting-surfae top elevation is 2.05 m 631 Mounting surface bottom elevation is 0.5 m 68) Mounting surface width is 1.8 m 8290) Maximum permissible total stand off due to erane outreach, ie L2 m ce fig. next page. C. ENVIRONMENT p> Navigation co tide) 0.00, HAT ns can be classified DIFFICULT BERTHING, SHELTERED. Tidal range is: LAT (ow astronomical ast tide) #1.5.m 42g Page 5 Cont.PRESENT A10 oUNTNG AREA Appiestion mannol TRELLEX MV elements © Copyright Trlles A Sweden h FENDER DESIGNING 1. ENERGY CALCULATION Since the dock in question is continuous, 1/4 point berthing can be assumed as the design condition. Use formula 1. Data for maximum and minimum design ves- sels gives: E (200001) = 20.5 tonnem ‘a E (6000T) = 25.6 tonne Note the smaller vessel has the greater ener- gy requirement, due to its greater berthing velocity and becomes then the design vessel. 2, ELEMENT SELECTION For this application two elements behind a panel seem to be the simplest solution. Many element dimensions meet the require- ment for E and R, but considering the lowest reaction force with reduction factor for angu- Jar berthing and with safety factor for abnor- mal berthing, we recommend the use of MV1000 x 900 A. This will give maximum stand-off H and minimum length L, plus result in the minimum panel size. 2MV 1000x900 A gives: E=2x225 = 45 tonnem Re 2x49 =98 tonnes 3. FENDER PITCH Assuming MV 1000 x 900 A can be used be- hind a panel of thickness 0.2 m (BW the fender stand-off will be 12 m. Minimum fender pro- jection at rated deflection, h = 1000: (1 -0.575) +0.2 = 0.625 m [246% Bow radius r - 22 m (D = 60007) cargo vessel Lbp = 100 m. Using the formula P = 2 //e- (F-h+ oJ, theoretical maximum pitch P for fenders, assuming the recommended 10% clearance, P= 9.37 m, This is more than the pitch created by mounting fenders on every second bent, 9.0 m. For this application, a pitch of 9.0 m will then be used. Now when size of elements and pitch of fen- ders are assumed, itis possible to calculate reduction of energy due to angular berthing and after that, what safety factor will be obtained. 1415 24 1B 1B 2 13 4, EFFECT OF ANGULAR BERTHING Fender elements are here placed vertically with a distance of 1.2m (A= 1.2 H). 15 Horisontal angle is dependent on the smallest See page bow radius ~in this case 22 m, sin a= P/2r = 9/44 = 0.2045; «= 11.8° uM Reduction factor Rs = 94% 15 Vertical angle is dependent on flare, u = 11° (see vessels criteria) 2 L= 0.9 H (MV 1000 x 900 A) 15 Reduction factor RI = 88% 15 Reduction factor R total: R total = Rsx RI = 0.94 x 0.88 = 0.8272 15 Energy absorption (ER) at angular berthing = = 49x 0.8272 = 37.2 tonne-m 269/fekips! 5. SAFETY FACTOR Safety factor (Sf) for abnormal berthing will 24 be ER/E (60007) Sf= 37.2/25.6 = 1.45, which is satisfactory, 6. PANEL SIZING Since no specific hull pressure requirement is given 40 tonne/m: may be the design hull 16 pressure for the D 20 000T vessel P-=40 tonne/m? 821KSE Rated reactionforce R= 98 tonnes 216KIGS) Panel area A = R/P = 98/40 = 2.45m* 2637s Panel height Ph = 2.1 m (see fig. above) Panel width Pw = A/Ph = 2.45/2.1 = 1.17 m ‘383i ‘The maximum hull pressure P for the smaller vessel at lowtide LAT will be P = R/A= 16 = 98/(1.17 x 1.59) = 54 tonnes/m* ELIKSEY which is permitted. Panel thickness 0.2 m [Bt (closed box 20 design) including UHMW low friction faci gives STAND-OFF = 1.2 m #20 which is the maximum allowed. ‘This is one example, but it cam be used as a guide for designing fenders for other types of berths and vessels as well.4 ‘Application manual TRELLEX MY elements © Copyright Tiles AB Swen CALCULATION OF ENERGY According to PIANC’ the following data are required to calculate the Energy E of an approaching vessel. Similar methods are also found in BSP E Energy in Tonne-m or FERS see page | D Ship's displacement in Tonnes 2 Vb Velocity in m/s or 7/866 5 Modifying factors and coefficients cm Added mass factor 5 Ce Eccentricity factor 6 cs Softness factor 6 Ce Berth configuration factor 6 g Acceleration of gravity 9.81 m/s’ or S28510/862 ITonne= — 9.81KN 1Tonnem= 9.81 kNm= DIFFERENT TYPES OF BERTHING 1. 1/4 Point KINETIC ENERGY E OF AVESSELAT ‘THE POINT OF IMPACT: Formulas for type 1 E=DxVbix CMECERCSXCE Topnem e (bis in m/s) 2. Dolphin See also page 6 Formulas for type 2 xVbrx CimxCexCsxCe Tonnem 2g bis in t/see) 3, Bnd berthing Formulas for type 3 Es DEVE Tonnem ae (Wbisin m/s) or 1 PIANC 1964 Report ofthe Iatrtatonal Comision for Improving the (Vb isin ft/sec) Designo Fender Stems. 2 Brith Stondord 6548 Port 1985 Safety factor see page 24Application manual TRELLEX MY elements © Copyright Tells AB Sweden THE BERTHING OR APPROACH VELOCITY = Vb (According to PIANC’) Since the kinetic energy is a function of the square of Therefore, judgement of the design berthing velocity the berthing velocity, determining this velocity is one _ requires experience. Based on empirical data graphs of the most important decisions for designs based on _ have been published suggesting a relation between the kinetic approach. The magnitude of the berthing _ navigation conditions, size of ship and berthing veloc- velocity is dependent on the degree of control that can _ ty. Such a concept is given below. be exerted on the ship. A number of factors, such as navigation condition, shel Relation between navigation conditions, size of ship tered or exposed situation, use of tugs, wind, waves, and berthing velocity Vb currents and ship size and type effect this control. a FED ¢ B A el Navigation conditions | / difficult, exposed ‘ - Good bering, / exposed 3] Easy berthing, exposed 24 Difficult berthing, sheltered ‘F Good berthing, ‘Vbis the velocity of the ship normal to the sheltered berthing face at the time of impact (in m/s or ft/sec: ) YO 02 04 06 OBms A ForvesselofD= 1000T B ForvesselofD= 5000T © ForvesselofD = 100007. D_Forvessel of D = 20000 E Forvessel of D = 30000T F ForvesselofD = 80000 G Forvessel of D = 100000 ADDED MASS FACTOR = Cm (According to KAU) ‘The hydrodynamic mass coefficient allows the move- ‘ment of water around the ship to be taken into account when calculating the total energy of the ves: sel by increasing the mass of the system. ‘The hydrodynamic mass coefficient Cm may be caleu- lated from the following equation. 42d Cm =1+ 75 where 4 is the draught of the ship b is the beam of the ship iaatn'b- Use of this formula will generally lead to values Cm in the range 1.3 to 1.9. Highest values for fully loaded ships. 1 PIANC 198¢ Ropar ofthe International Comision fo proving the Design of Fender See. EAU Recommendetion fhe commits for Water Front Structures.Apflication manual TRELLEX MY clomente © Copyright Taller AB Sweden ECCENTRICITY FACTOR Ce When a ship contacts the berth at an angle, the ship rotates around its centre of gravity C. This reduces the kinetic energy at the point of impact. i Theoretics jeoretically Ce. ra where Kis the radius of gyration of the ship, generally bet- ween 0.2 Land 0.25 L where Lis the length of the ship between perpendiculars. For more detailed information see > PIANC 1984 2.2.1 or > EAU 1985 13.3.2.2 or > BSI 6349: Part 4:1985 For dolphins the impact can be close to midship. ‘Then Ce can be more than 0.5. In general a value of ‘Ce ~ 0.7 is accepted for the majority of dolphin ber- things. SOFTNESS FACTOR Cs (According to BST) ‘This softness coefficient allows for the portion of the impact energy that is absorbed by the ship's hull. Little research into energy absorption by ship’s hulls has taken place, but it has been generally accepted that the value of Cs Ties between 0.9 and 1.0. In the absence of more reliable information a figure of 0 for Cs is recommended when a soft fendering system is used, and between 0.9 and 1.0 for a hard fendering system, Ris the distance of the point of contact from centre of mass. In general a value of Ce = 0.5 is accepted for the ‘majority quarter point berthings. Ahard fendering system can be considered as one where the deflections of the fenders under impact from ships for which the fenders are designed are less than 0.15 m. A soft fendering system will have fender deflections greater than 0.15 m under the same impacts. ‘Trellex MV fenders are classified as soft fenders which gives Cs = 1.0. BERTH CONFIGURATION COEFFICIENT Cc (According to BSI) ‘The berth configuration coefficient allows for the por- tion of the ship s energy which is absorbed by the cushioning effect of water trapped between the ship's hull and quay wall. The value of Ce is influenced by the type of quay construction, and its distance from the side of the vessel, the berthing angle, the shape of the ship's hull, and its underkeel clearance. A value of (09-0 for Ce should be used for open piled jetty structures and dolphins. A value of Ce between 0.8 and 0.9 is recommended for use with a solid quay wall 2 iish Stndand 6249: Pot 41985Alton menao! TRELLEX MV elements © Copyright Trex AB Sweden THE MODULAR TRELLEX FENDER SYSTEM << MV FENDER ELEMENTS ‘Trellex MY Fender Elements are the building blocks of ‘Trellex fender systems. These modular units are avail- able in a complete range of sizes, and the geometry of each element generates an optimum energy absorption ratio per unit volume of rubber. MV elements are made of special Trellex fender com- pounds, a compression-moulded material that is totally homogeneous and highly elastic. Trellex fender com- pounds are made of superior synthetic rubber with excellent resistance against cil, polluted sea water, ozone, u.v. radiation, all atmosphere conditions and high and low temperatures. ‘Steel mounting plates are bonded by vulcanization to the rubber and encapsulated to eliminate the risk of corrosion, and the mounting holes are positioned in the centre of the element. MY elements can be combined to form individual V-ienders as well as large multiple fenders that can absorb varying amounts of energy over an extensive surface. V-FENDERS > ATrellex V-fender is a combination of two or more MV elements and a shield. Standard shields are made of UHMW-PE (Ultra-High Molecular Weight Polyethylene), but other materials can also be used. < MULTIPLE FENDERS ‘Multiple fenders are ideal for applications that demand Jow hull pressure and high energy absorption, such as berths for oiltankers, ore carriers, Ro-Ro ships or c se liners as well as container terminals. ‘Trellex MY elements can be combined to form various types and sizes of multiple fenders. They can be confi- gured to achieve optimum performance under perpen: dicular or angular impact at any level, and are normally fitted to a steel panel faced with UHMW-PE low friction pads, ‘The size and numbers of elements as well as shape of the panel can be selected to obtain a specified energy absorption for precisely defined reaction force and hull pressure.Application manuel TRELLEX MV cements © Copyriht Ter AB Sweden MV ELEMENT SELECTION PERFORMANCE VALUES IN THE TABLE ARE ‘VALID FOR ONE SINGLE ELEMENT eee ‘Single element may be used, but they are normally pla- 3 single element may be used, but they are n Other lengths L are available on request. ced in pairs of 2, 4, 6 or more elements behind a shield Ask your nearest Trellex Office for advice. ccfanst, Bement Sze xT, Rated performance fr one element Energy absorption R= Reaction force F = Compression force R-F r= Rated deflection ‘Trellex MV elements are avail- able in two standard compounds Aand B. ‘The softer compound B gives lower values E and R than com- pound A for the same size of ele- ment. ‘The rated values in the table are valid for a deflection of 57.5% of H. For performance ratings at other deflections, use the curves on page 9 in conjunction with the ratings in the table. ‘When selecting a MV element it will minimize reaction force, panel size and often cost ifthe element chosen has the maxi- mum H permitted and the mint mum E required by the applica- tion, [x 008 | sis | a2 oa | ae | ee Tig | For use of single elements, odd | ‘number of elements and other [MV 145010008 | 368 553m) 286 | azz | special applications contact your eer tOB se tae ee cis [aay Pung | nearest Trellex office. e008 | fas ne mae ites Tse | ze | © Examples of applications see pages 3, 7 and 26.Avpction marvel TRELLEX MY deomets © Copyright Trill AB Sweden PERFORMANCE CURVES Valid for all sizes and rubber compounds ENERGY 10% 5 a z é 6 2 2 é E & g 2 s é a 10% 20% DEFLECTION, % OF H Performance tolerance +10% of rated REACTION FORCE a é 5 * g & 3 5 3 a 20% DEFLECTION, % OF H Detailed curves for all element sizes available on request.Applicaton manual TRELLEX MV clement © Cofyriht Trlr AB Sweden MV - ELEMENTS STANDARD DIMENSIONS cross ‘SECTION BOLT DIMDApplication manuel TRELLEX MY cements © Copyright Tree AB Sweden MV - ELEMENTS STANDARD L AVAILABLE SIZES MV 1000 x 900 MV 1250 x 900 All sizes MV. 400x 1000 to MV 1600 x 1000 Allsizes MV 400 x 1500 to MV 1600 x 1500 MY 40x 2000 MV 500:x 2000 MV 800 x 2000 MV 1000 x 2000 MY 1250 x 2000 MV 1450 x 2000 MY 1600.x 2000 MV 400 x 2500 MV 400 x 3000 GTHS AND BOLT SPACING in mm MV 400 - MV 1600 MV 300 200 2m, 150, 0 _150 aes ae coo AA [T | 20 sw } su, smo oo 300 0 Length 1000 mm 1.1200 50, 300 200 900300150 = : | | Length 1500 mm Longer elements in the same interval up to 3000 available on request 0,50 Fa soo 250 mm to inch Length 2000 mm _ & 200 79 250 98 | 300 118 197 n‘Application manual TRELLEX MV coments © Copyright Trl AB Surden USUAL SHIP DIMENSIONS (Extract from EAU), ‘The following average ship dimensions may be used in preliminary designs and in the design and layout of fenders and dolphins only when specific characteristics of design vessels are not available. Tonnage Carrying | Displace- | Overall/Length | Beam | Draft Gener- “Capacity | ment Tenth | between ation perps | _ |p ta |p ib fa GR Dwr i m|m i) m | m | Passenger Vessel ‘Light displacement 70000 = 65000. 315 295 | 34.0 | 11.0 pL- 50000 E 45000 300 280 | 31.0) 10.5 7 30000 a 30000 230 210 | 280 | 10.0 Bulk Cargo Freighters | Ore, Oil, Coal Grain etc) - 450000_| 524000.) 424 | 404 | 685. | 25.0 ‘oe dng athe nea & canoe Lae” = 380000 445000. 407 386 | 64.5 | 24.0 Sion ares. Light dplcement DL: |e 300000 | 356000. | 385 | 364 | 59.5 | 22.0 Diep Dwr z 250000 | 300000 | 367. | 346 | 555 | 21.0 4 ~ 200000 240000 345. 326) 51.0 | 19.5 46.0 | 16.5 410 15.0 : ‘65000 95000 | 255 | 245 | 335 | 13.0 - 35000 45000_| 210 | 200 | 27.0 | 11.0 S 115000 20000 | 165 | 155 | 215 | 95 Container Ships “Te develorentoonaner_ | 4200061000 | 285 | 270 | 323 | 120) 3rd ssotc rh eatin | stihl ofthe Pasamn = 30000) 41500 | 228 | 214 | 310) 113 | 2nd Gana crocs Cond aerca shosineines rohan (= 20000 | 27000.) 198 | 184 | 28.7 | 10.0) ana the i acer |e 10000 | 13500 | 159 | 1d | 235) 80 | ist pe-b owe | Mixed Cargo Freighters | 10000_| 15000. 20000 | 165) 155) 21.5 | 9.5 Full Deck Construction) igh celeron: 5000. | 7500 | 10000 | 135 | 125) 175 | 8.0 Du-b-bwE 3000) 4500 6000 | 105.) 100 | 145) 7.0 1500. | 2200 3000.) 90 | 85 120 | 55 500. 700, 100 | 60 | 55 85 | 35 In addition to the above we suggest that specific data is obtained for the case that is under consideration. It is important that attention is drawn to each type of vessel berthed, container:, RoRo-, bulk- etc. Some hull shapes may also require special consideration, 1 AU 1085 Recommondtion of he Commitee for Waterton Str iAbicoton monval TRELLEX MV lomont © Copyright Trlr AB Sweden PITCH OF FENDERS nt RECOMMENDED INSTALLATION A Asa guide to setting distance between fenders on a Continuous wharf the formula below gives an indica my tion of the maximum fender pitch for the smallest / ship's bow radius r. ' Pa2\/e- eheoy Continuous wharf where P = Pitch of fender Ww radius (see chart below) "ender projection at rated deflection on centre line 1 = Maximum horisontalberthing angle (see page 14 B) C= Clearance between vessel and dock should be greater than 10% of undeflected fender projection (nctuding panel). Note: Where large tidal variations occur, the bow flare angle should also be considered. h Pp According to BSI’ itis also recommended that the fen- der spacing does not exceed 0.15 Ls where Ls is the | length of the smallest ship. Usual bow radius r in relation to length Lbp of ship Mixed cargo freighters and bulk cargo freighters PILE BENT SPACING When the pitch of fenders is fixed for any reason, e.g. pile bents, the bow radius has to be considered when dimensioning “stand-off” S on deflected fenders. LLbp = length between perpendiculars ——»} eo Notes: The pitch of fenders could span one or more \ pile bents 120 + if i S-C=r-\/F- (5 Pby 100 : Pai bent spacing I S_ =Stand-off of fender at rated deflection on centre line ie C= See the above 0 bow radius: 20 t Up 60 100 «40100 aa 80 m LLbp = length betwoen perpenciculars Example: Lbp = 200 m; r= 80m > The stern radius is normally larger than the bow radius and therefore not considered. > For vessels with beltings or with greater flare angle, special consideration should be made. 1 Bs 6scaur :1985 (teh tondord) 1BApplication monuol TRELLEX MV lemon © Copyright Trier AB Sudo ANGULAR BERTHING CONSIDERATIONS ‘When considering the berthing angle between the fender and the ship’s hull, it will often result in some loss of energy performance (see page 15). This is due to an uneven compression of the fender giving less ‘energy absorption at rated reaction force. A. FLARE ‘The bow flare depends very much on the type of ship. Large oil or bulk carriers for example have almost vertical sides on their bow quarters. Container ships, Ro-Ro and car carriers can have very steep angles so it is important to check actual dra- ‘wings of the ship if they are available. B, BOW RADIUS Continuous wharf ‘The angle of approach during quarter point berthing is often confused with the angle of impact on one or even two adjacent fenders. ‘Along a continuous dock line the formula below gives the absolute maximum berthing angle c which can occur independent of the actual angle B of the vessel's centre line. a P Sin- Jy Bow radius for different size of freighters see page 13. C. DOLPHIN Normally an angular berthing will be 0-5° and maxi- mum 10°, However, in case of dolphin berthing, the angle could be more, for example when the ship's bow radius has passed the fender. u Angular berthing means the angle between ship's hull and the berthing structure vertical and/or horizontal at the point of contact. When assessing the effects of angular berthing there are three possible situations - Modes A, B and C. - BOW RADIUS DOLPHINEFFECT OF ANGULAR BERTHING ANGULAR COMPRESSION, SECTIONWISE Reduction factor Rs for energy absorption E is depen- ding on the relation between the spacing A and the dimension H of the fender element. Example 2 fender elements MY 1000 x 2000 A (see page 8) Rated energy absorption E = 2.x 50= 100 Tonne-m Angular berthing 6” A=20H Reduction factor Rs = 0.9 Energy absorption E6" = 0.9.x 100 = 90 Tonne-m Applicoion manual TRELLEX MV elements © Cipright Tres AB Sweden ANGULAR COMPRESSION, LENGTHWISE Reduction factor RI for energy absorption E is depen- dent on the relation between the length L and the dimension H of the fender element. Example 2 fender elements MV 750 x 1500 B (see page 8) Rated energy absorption E = 2x 14.7 = 29.4 Tonnem Angular berthing 4° L=20H Reduction factor Rl =0.9 Energy absorption Ed" = ¢ 4 k —— L ° ° ia 100 - il 95 + $5 135 | oo fe 7 85 ig Sf 80 Sy, REDUCTION FACTOR, Rs % 20 104 REDUCTION FACTOR, Fl% > The above curves are valid for all MV-element sizes > The characteristics consider an average rated reaction force and therefore the reaction force should always be the same as 0° compression > For ratios and angles not given one may interpolate > Incase of both sectionwise and lengthwise angular berthing the facto Rs and Rl are to be multiplied to give the combined reduction factor for the compound angle. Example: Bow radius gi Flare gives lengthwise Rtotal = 0.9.x 0.9 = 0.81 s sectionwise 0. = 6°; Rs = 0.9 R1=09Alton maa TRELLEX MY lanes © Copyright Tec AB Swed HULL PRESSURE Hull pressure is the reaction force divided by the fen- der panel foot print on the ship side. For designing MV MULTIPLE SYSTEM FENDERS with steel panels the table below can be used as a general guide, | TYPE OF VESSEL "| PERMISSIBLE HULL PRESSURE L oi Ee RSE i GENERAL CARGO : D<20,000t 40-70 |_D>20,000¢ <40 CONTAINER SHIPS | Ist and 2nd generation <40 |_ 3rd and-4th generation <3 OIL TANKERS D<60,000t <30 | D> 60,000 a 235 i | BULK CARRIERS <20 GAS CARRIERS <20 Flat hulls: A= z V-FENDERS (see pages 1819) where Frequently used for GENERAL CARGO AND MIXED ‘A=Total Ci 6 CARGO FREIGHTERS. = Total Contact Area a (Facing of fender panel shield) When considering the use of standard TRELLEX | R =Total Reaction Force Y-FENDERS which give hull pressures 63-90 t/m* P= Permissible Hull Pressure Note: Consider freeboard and tidal variations when selecting size of panel. ‘The above hull pressure limits are often used by inter- national port authorities. “Most existing docks using older fender system types such as cylindrical and arch types, provide hull pres- sures in the range of 50-150 t/m* 1031. KSF 16 EIVKSE, it is important to remember that the frontal shield is sufficiently flexible to conform to the hull’s curvature. Often more favourably than a steel panel or Arch type fender. e]SPACING OF MV-ELEMENTS ‘The MV-clements can be orientated in any and all directions. To balance the forces they are normally placed in pairs. Ifyou are contemplating an assymetric arrangement of MV-elements, consult your nearest Trellex design office for advice. MV-ELEMENT SPACING Apblicaton manual TRELLEX MY elements © Cooriaht reller AB Sweden -d, which allows installations even in narrow and tight application: Element pairs can be mounted “backward”. In fact “backward” mounting has several advantages. See pages 26/2, 26/3, 26/4 and 27/10. B__ See page 10 H= Dimension for "stand-off, see page 10 r= Rated deflection ‘TYPICAL COMBINATION OF FENDER ELEMENTS 2 ae = TES | | = | | oes =! ret | a — Pe : 1 3 eo ha) | | Gee | | ere | | | a ; er | ee | ae es ‘The cross-sections can be both plan or elevationAoticion mona TRELLEK MY doen © Cini Trex AD Sn V-FENDERS The V-fender concept is a combination of two or more MV-ELEMENTS plus a wear-resistant, low friction front shield of TRELLEX MARINE PE (see also page 20 for more details) ‘The V-FENDER is a further developement of the Arch fender and when compared it offers many advantages such as: > The V-FENDER can easily vary both in length and ‘width to meet all required design criteria > When comparing an Arch fender and a V-FENDER at same stand-off and reaction force, the V-FENDER offers a far superior energy absorption due to its mode of buckling ASSEMBLY ‘The low friction shield facing the ship also minimi- zes shear stresses on all fender components, inclu- ding the anchors, and also protects hull from rubber marks ENDER also requires less area for installa- |so be installed on corners with radius tures below) ‘The dimension of the frontal shield can be narrow face, wide face or standard face depending on requirements for hull pressure and is also available in many different colours for better visibility INDICATED ON FLANGE: SSB - Pe STANDARD RESIN ANCHORS | (CAST IN ANCHOR 24 Horizontal installation 18Standard shield width Sw L_| Alication masual TRELLEX MV omens © Copriht Trl AB Sweden 4 Be ‘Minimum shila width Mw ‘Example of narrow faced V-tonder cn || Banpeat san ye Vir Setcagl_ | saon erin rg wants demera roeg FI Spacing between the elements minimum 50 mm I ‘Total fender length depending on number of elements STANDARDS FOR V-FENDERS V-FENDER RATED PROPERTIES DIMENSIONS mm | ELEMENT Per metre of length L TYPE ENERGY ABSORBED E ES/ES/55 SE/E5/55/55 Note: The figures 300-1250 mean the H-measurement in mm, See page 10 for other individual measurements, ‘Example of length beyond standard REACTION FORCER HULL PRESSURE for standard Sw: All MV type B 63 t/m? All MV type A 90 t/m? Basically all combinations are possible. In case of special requirements or need for lower hal pres- sure, please contact your nearest Trellex design office for advice. Lengths beyond standard available on request. A number of standard MV-clements can be combined with an indeately long polyethylene shield to achieve long, continuous fenders. Example of a standard V-fender: 2 elements MY’ 550 x 1500 B 2 elements MV 550°x 1000 ‘Total length L of MV-elements 2.5 m Energy 2.5.x 10.6 = 26.5Tm Reaction 2.5 x 42-1057 Hull pressure 63 T/m* Telfer lenath 15m 1.0m Sm= 25500 BTApion mans! THELLBX Mme © Crh Tres AB Sede STEEL PANELS ‘The Trellex Steel Panel is a closed box design as stan- dard and is developed for maximum strength at mini: mum weight. Plain and smooth outer surfaces guaran- tee the best treatment and control of the marine cor- rosion protection and minimize the exposed surface area. The grade of steel depends on requirement and is calculated for every customized case, Normally used grade of steel is stronger than 43 A (ASTM A36 or JIS 3101), which is minimum grade used. Example of different types of panels, multiple fenders and spe- cial fenders, see pages 26-27, Marine corrosion protection can be according to BSI, ASTM, SIS or other standards applicable, Open-Grid-design for hot dip galvanizing can be made as an alternative, but will result in heavier panels. As shown below there are great advantages in desig- ning light panels and use of low friction facing. Weight chains and/or shear chains can in many cases be avoided FENDER PANELS WITHOUT WEIGHT CHAINS Aconsiderable amount of permanent weight can be supported by the MV elements. Maximum allowed permanent weight W of panel to be supported by the MV elements only is dependent on element sizes (H and L) and compound of rubber (or B) H = size in m (example MY 750; H = 0.75 m) ‘Table below can be used for calculating allowed weight of panel without weight chains. It shows the weight which can be supported by a pair of MY ele- ‘ments 1 metre in length (L) orientated vertically (Wy, fig. 3) or horizontally (Wh, fig. 4). Combining weight Wv and Wh can be applied. Compound A Compound B We Wh Wy Wh 1.78 LOH 1.250 07H ‘Weight in tonnes Example: ‘Two vertical orientated MV elements MV 750 x 1500 A and two horizontal MV 750 x 1000 B behind a panel. Weight of panel to be supported by MV elements only may not exceed W total Wiotal = 15 x 1.78x 0.75 + 1.0% 0.7 x 0.75 =2.53 Tonnes FENDER PANELS WITHOUT SHEAR CHAINS ‘The fender elements are often able to transfer the ‘momentary transversal forces to the structure, The friction along the panel will cause a sideways deflection. SHEAR STIFFNESS of standard MV elements Momentary transversal deflection caused by shear forces independent of compound (A or B) and length WO. F_ = Rated reaction force at deflection min, 0.27 H Cf = Coefficient of friction (formulas valid for CF 0-0.4) F¥ ~ Shear force caused by friction Ff = F x Cf DI = Deflection longitudinal at shear force (mm) Formula: Dl = 0.39 x Hx Cf Da- Deflection across at shear force (mm) Formula: Da = 0.82 x H x Cf Example: H_ - 1000 mm (MV 1000 x__ Aor B) Cf-02 DI=0.39.x 1000 x 0.2=78 mm 1" nen *—|LOW-FRICTION FACING The contact surfaces of V-fenders and multiple fender systems are a critical parameter in determining the lifetime maintenance costs of a fender installation, UHMWPE (ultrahigh molecular weight polyethyle- ne), such as Trellex Marine UHMWPE, is the best ‘material currently available for such applications. It uniquely combines low friction, impact strength, non marking characteristics and resistance to wear, tempa- rature extremes, seawater and marine borers. To com- pare it to other widely-used materials, it has impact resistance more than ten times greater than HDPE, (high density polyethylene), greater wear resistance than most steels and a coefficient of friction only slightly greater than Teflon. Trellex Marine UHMWPE also incorporates protection against ultraviolet radia- tion which causes the premature failure of most syn- thetic resin wear surfaces. ‘Compression moulded into plates at extremely high pressure, Trellex Marine UHMWPE is a totally homogenous material which is available in many sizes and thicknesses. These plates can be cut, formed, machined and drilled to suit any type of panel (fig. 1) or shield. Corner and edge pads with preformed leadin angles (Gig. 2) are also available. Standard colour is black, but itis available in any colours specified by the customer. Bevelled and formed large PE plates fitted to fender panel have many advantages and are often preferred instead of small pads. Aplication manual TRELLEX MV coment © Copyright Trlles AB Sweden ADVANTAGES * Many fastening points on each plate minimize main- tenance, * Give good strength against shear forces. «Fixing bolts M 16 5/8" or M 20 S/4l (Welded studs). ‘* Recommended for heavy duty fenders (for ferry berths, high frequency of berthings and other tough conditions) thickness 50-80 mm, MAXIMUM STANDARD SHEET SIZES LENGTH wibTH ‘THICKNESS RANGE 6m 13m 30-120mm_ 4m 20m 30-140mm Fig.1 ‘Steel panel Closed box design oe Open structure Galvanized <4 Fenders must not allow hull belting to catch bottom or top ‘edges during tidal variations and/or draft changes. OPTIONAL EDGE AND CORNER PADS TYPE LENGTH = WIDTH THICKNESS RANGE. Comer 500mm — 500mm —30-70mm Edge 500mm = 500mm —30-70mm Edge 100mm 500mm = 30-70mm = Fig.2 Comer and edge pads fitted to fender panel. Fixing bolts M16 (57/8 21Atliction mansal TRELLEX MY clemens © Copyright Trl: AB Sweden ACCESSORIES - ANCHORS, FASTENERS, CHAINS CONCRETE ANCHOR SYSTEMS NEW CONCRETE, EXISTING CONCRETE Cast in socket type MAC Resin stud type MAR Sk 4 | we Recommended sizes of boli for fastening of MV ele- ‘ment to panels and docks are shown on page 10. Bolts and/or sleeves can be stainless or galvanized. Resin sleeve type MAS Shutering Trreadedinser ype MAI am /, MAS Type Resin Anchor with inside thread is ® —T sometimes preferred to MAR All anchors are to be placed properly by use of a tem- plate. @ For easy fastening to shuttering (form), CastIn- Anchors can be provided with insert and bolt M 12 1/2!. (See illus. above). FENDER CHAIN SYSTEMS DEFINITIONS (Fig. 1) 1 Reaction chains Mounted perpendicular to the fender system on a deep panel. They improve the deflection characte- ristic when the panel is hit at a very low level. For example in an application like fig. 4, page 26. 2 Weight chains ‘Support the weight of a heavy panel. 3. Shear chains Ifthey are needed (see pages 20, 23) the purpose is to restrict maximum deflection due to friction. In case of hesitation regarding the need of chains, consult your nearest Trellex design office for advice. 22Aplication monvol TRELLEX MV clemonts © Copriht Tris AB Sweden Light panel and low friction facing (see pages 20, 21) minimize the need for chains. In many cases longitu- dinal forces caused by friction and weight can be handled by the rubber elements alone. As can be seen Z| - in the illustration below, in most cases the rubber ele- ments actually restrict panel movement more than - chains would if they were installed. Need for chains depends on size and orientation of elements as shown, on page 20. stick CHa | ANCHORS AND BRACKETS FORCHAINS > All especially designed for each purpose considering shear or pull-out forces and concrete strength, al CHAIN ADJUSTER || citnatos Can also be equipped with shock absorber. EXAMPLE OF STANDARD CHAINS. Other types of equivalent standards may also be used. 1 4] CHAINS (@st 1663) HOT DIP GALVANIZED (BSI729) SHACKLES Hor pir GaLvanven (rst 729) ‘MIN, BREAK LOAD A |B [c | weicuryunk|crapea | Grapes | |p |e |r [a |n | weiGHT | MIN.BREAKLOAD 22 | s3| 39 | 096Ky 30 Tonnes | 60Tonnes | |o22| 71| 36[0 57] 025 | 178Ky | _38°Tonnes 2510/38 | 136K | 40 Tonnes | 0Tonnes | [25 | s1[ 43] 63] 028 | 252Ke | _51°Tonnes ov | nz [42 | 191 ke 50 Tonnes | 100Tonnes | | o28| 89] 46] 70| 92] 352Kg | $7 Tonnes ost | 12s [48 | 272 Ke 25 Tonnes | 125Tonnes | [032 | 100] 51 035 | 503Ke | 72Tonnes | 35 | wo [53 | 351 Ke 75 ‘Tonnes | 150Tomnes | [035 | 114| 57 038 | 649Kg | 81 Tonnes 038 | 152 [57 | 460 Ke 80 Tonnes | 180Toanes | [038/124] 60/» s2| o12 | a78Ke | 102 Tonnes ot2 | 168 [63 | 5.88 Ke 105 Tonnes! 210 Tonnes [ott [146] 73 108) 050 | 14.06 Ke | 150Tonnes ots |180| 68 | 743Ke | 122 “Tonnes | 250Tonnes | | o50 | 171 | 82 | 9127] 057 | 1850 Ke | 210°Tonnes {030 | 216 | 90 | 18:71 Ky 225 ‘Toones | 450Tonnes | | 063 [08 | 105 | o182| 070 | 3839 Kg | 330Tonnes 63 | 251 | 96 | 21.82 Ke 250 Tonnes | 500Tonnes | [076 | 220] 127] 165] 08 | 5606 Ke | 510Tonnes RECOMMENDED SAFETY FACTOR TO BREAKING LOAD ~30 RECOMMENDED SAFETY FACTOR TO BREAKING LOAD 40 i 23Apilicaton marvel TRELLEX MV cements © Copyright Tiller AB Sweden SPECIAL DESIGN CONSIDERATIONS COMMONLY ENCOUNTERED HIGH TIDE LOCATIONS Ifmaximum vessel freeboard at low tide falls below the middle of the rubber elements, the following pre~ cautions may be necessary. > Reduced contact area at low tide may require in- creased contact width to provide desired hull pressure, Either > Extra elements must be installed at each extreme (top and bottom) to absorb design berthing energy without assistance from fenders at opposite end (this requires twice as much rubber as required for design berthing energy absorption) or > aspecial, fixed/pivoting fender restraint system must be employed to ensure all rubber is fully de- flected, independent of contact height, see page 27/10 and 27/11. FENDERS OF DIFFERENT OVERALL STAND-OFF > Fenders of different overall stand-off in the same berthing line must be mounted so that their deflec- ted stand-offs are similar. Mounting with similar undeflected stand: offs can result in excessive reactions and damage to dock structures, > Any such situations should be discussed with the nearest TRELLEX design office for advice. STAND OFF > Undeflected stand-off must not exceed outreach of container cranes, loader/unloader booms, etc. > Minimum stand-off at, for instance, 110% of rated deflection must not permit contact between bottom of vessel hull and piles or slope of dredged berth. HULL FENDER BELTING > Fenders must not allow belting to “hook” bottom, or top edges during tidal or draft variations. > Line contact caused by belting must not overstress fender panels. > Uneven deflection of fender elements by belting causes sometimes significant decrease in energy absorption capacity. > Uneven deflection of fenders by belting may cause panels to tilt into hull in places where damage can result (ce, tall panels may tilt into windows of ferri- es or cruise ships). > Fender belting is often damaged, causing accelera- ted wear to fender contact surfaces. Provide thick- er wear surfaces than for standard vessels. FERRIES > Nominal design berthing velocities for ferries are often 3-4 times those used for other types of ves~ sels. Thus, energies are 9-16 times greater than other types of vessels of the same displacement. > Ferries are usually belted, so ferry berths should incorporate the design considerations for hull fen- der belting above. FLARE > Ifvesset’s shape overrides fender or flare contacts top edge of fender panel, consider bevelled or angular shape of panel top. BARGES AND OTHER LOW-DRAFT VESSELS > Barges must not be able to slip underneath fenders and contact dock fascia or piles. > Barges must not “hook” bottoms of fenders during, tidal or draft changes. > Fenders for square-ended vessels should prefer- ably be continuous, or at least compliant enough in horizontal direction to absorb energy of poter edge contact. Do not use shear chains to restrain fenders, > Provide thicker wear surfaces than for standard vessels, FACTORS OF SAFETY AND DESIGN STRESSES, m According to BS6349: 4.9.1: “General. Two levels of impact energy, normal and abnormal, should be established for the design of, the fender system and the supporting berth struc- ture. ‘The berthing energy as computed in accordance with page 4 is based on normal operations and may be exceeded for accidental occurances such as: (@) engine failure of ship or tug: (b) breaking of mooring or towing lines; (©) sudden changes of wind or current conditions; (@) human error. To provide a margin of safety against such unquanti fiable risks its recommended that, unless a lower value can be shown to have been satisfactory in similar circumstances, the ultimate energy capacity of each fender should be up to double that caleu- lated for normal impacts.” > Rated energy absorption E may be exceeded for all Trellex MV elements but in that case reaction force R raises rapidly when exceeding rated deflection (see page 9). In order to not overload the structure in accidental occurrences Trellex design office recom mends a safety factor Sf E fender/E ship 2 14.Application manta TR MV elements © Copyright Plies AB Sdn TYPICAL FENDER SPECIFICATIONS NON-MANUFACTURER SPECIFIC ‘When designing a fender system, energy absorption plays a key role. Energy will always be absorbed. The question is merely what will absorb it, either the quay. wall or the vessel with consequent risk for damages or the fender in a controlled way. ‘A good generic specification is very important and can save a lot in the end. Needless to say that high product quality, low maintenance costs, supplier's service level Will all help to improve the overall performance. ‘Today's buckling type fenders are the most efficient from all aspects. Therefore a modern fender specifica- tion should include the following considerations: FENDER SYSTEM > The fender system shall consist of one or more moulded buckling type fender elements attached toa frontal panel or shield, ‘The rubber elements should be homogenous and free from defects, pores or cracks and moulded under high heat and pressure, Any integral metals should have an adhesion strength stronger than the rubber itself, ie. no delamination problems can be allowed, ‘The steel parts should also be fully encapsulated in rubber. FASTENING > Fastening details, anchors, bolts, nuts etc. shall be of size and quantity recommended by the fender manufacturer, Galvanized or from stainless steel quality depending on the application. LOW FRICTION FACING > The fender facing should be made from UEMW polyethylene, UV-stabilized and have a minimum ‘wear thickness of 12 mm (1/2") CHAINS > Chains when required shall be provided as neces- sary for the system within the constraints of the specification. Each to be selected to withstand ‘maximum design load with a minimum factor of safety based on breaking of 3.0, but with a stock size of not less than 12 mm (1/2"). All chains should be hot dip galvanized to suitable standard. CURVES AND CERTIFICATES > Performance curves for each different fender should always be submitted with offer. > Prior to delivery a Certificate of Conformity or Compliance, furnished by at least the manufactu- rer’s testing laboratory or equivalent should be submitted, REFERENCES > A manufacturer ofa fender system shall have been in business of manufacturing moulded rubber, buckling type fenders, for minimum 10 years and be able to show proof of previous installations each, that has been in service for minimum 2 years, GENERIC SPECIFICATIONS > Contact your nearest Trellex design office for com- plete sample, GENERIC SPECIFICATIONS, non- manufacturer specific, 25Applicaton manual TRELLEX MY elements © Coro Tillec AR Sweden EXAMPLES OF APPLICATIONS 1. Square mounted elements —_| 2. Pile mounted 3, Restricted installation area Pa Ps 5. Sheet pile mounting E VW 4. Tidal variations 6, Hinged corner fender 7. Flexible waling Ts 26Aoplicaton manual TRELLEX MY eoments © Coren Tex AB Sweden 8. Bulb fender 9. Dual energy fender 10. Restricted installation area, hull belting and tidal range 11. Nomtilt systemApplicaton manual TRELLEX MV dements © Cotright Trellec AB Soden CONVERSION TABLES In the table below all values in each row are equal, ice 1 m= 3.2808 ft = 39,3701 in and 0.3048 m = 1 ft= 12 in, LENGTH CLOLnno AREA | metre foot inch | [me sq.ft sq. inch m ft in fe fa 3.2808 | 39.3701 fa 10.7639 | 1550.0 0.3048, aL 120 0.0929 1 144.0 0.0254 0.0833 0.645x10° | 6.9444x10"| 1 VELOCITY =») m/s A/sec Yk Km/h | mile/n n 1 3.2808 1.9438 3.6000, 2.2369 03048 1 0.5925, 1.0973 0.6818 0.5144 1.6878 1 1.8520 1.1508 02778 0.9113 0.5400, 1 0.6214 0.4470 1.4667 | 0.8690 [1.6093 | 1 mass a FORCE A [tonne | kip long ton | short ton kN tonne | kip ton (UK) (force) _| (force) it 2.2046 0.9842 1.1023 1 0.102 0.225 0.4536, 1 0.4464 05. 9.8L 1 2.2046, 10161 | 2.24 1 112 4.45 0.454 1 Fal 0.9072 2.0 0.8929 1 ENERGY =a PRESSU Rn tonnem | itkip |tomerim ] pfs] ko pascal 1 0.102 0.774 1 0.205 9.81 981 1 724 4.88 x AT 1.36 0.138 1 0.102 0.0209 | 1The Trellex Fender Division supplies the international market with the vorld’s mos. comprehensive range of fenders and com plete fender systems, Our products are based on state-ofthe art technology and advanced expertise in materials as well as marine applications. All ‘Trellex Fender Systems are engineeved, designed and manufactured Lxhouse, which ensures compliance with sinet quality eri * teria at every stage. Trellex Fender Systems are used in ports and terminals throughout the world. ‘Trellex Fender is part of Svedala, an international group engaged in development, manufacture and marketing of products, sys- tems and turn-key installations for mining, mineral processing and materials handling. Trellexandar’\ WW sesnen ope seonnsroue ‘TRELLEX FeNDEs TRELLEX MORSE ‘Trellec AB Trellex Morse, ox 74,2312 Trelleborg 3588 Maia Set Seeder Keokuk, A S2582 ‘Tel 4641052500 uss Telex 8 Tet o1 319504809 Telefe «46 410 42482 ‘TRELLEK BURLEIGH Burleigh MacineItenatioal Led ‘Thanet Hove 191196 High St Beato, Mildesex TW8 8.8 England “Tek o44 85681991 Tele + 1185247200 ‘Telex 813576 Tele: 4 81508 1805 TRELLEX BAKKER TRELLEX FENDER ‘TRELLEX FENDER Trelex BY. Trex Fender Asi “Trelex Fee Latin America onsenstrant 19 2nd Foor Bangunan Uaiversal Las Hortensias 2481 SIG GC Dordrecht ‘4 JulanPenchala asia 32, Santa 35, ‘The Naberands 8060 Petaling aya, Selangor Chie Tel 431 78IN6r 13 Malaysia “Tele 7817 365 00 Tel 60-790 5799 Tele: 1603-79 5198 ‘Tee 15622 Teksse22n2 4505, Telex 2088 Ais CL 201 Sap Rains ian maopmmrron emmamared fog Nr 00