PIANC Example Fender Design
PIANC Example Fender Design
1
Acceleration due to gravity;
Density of seawater;
1.2
1.2.1
Standard Definitions
g = 9.81 m/s2
= 1.025 t/m3
;Assumed
Natural Conditions
Tide Level
Current tide levels and the relationship between SITE DATUM and CHART DATUM are shown below:
Highest Astronomical Tide;
Mean Highest High Water;
Mean Lowest High Water;
Mean Sea Level;
Mean Highest Low Water;
Mean Lowest Low Water;
Lowest Astronomical Tide;
Site Datum/Chart Datum;
HAT = +1.86 m; CD
MHHW = +1.47 m; CD
MLHW = +1.04 m; CD
MSL = +0.89 m; CD
MHLW = +0.56 m; CD
MLLW = +0.45 m; CD
LAT = +0.13 m; CD
CD = +0.00 m; CD
A maximum surge height of 0.5m above MHHW is taken in addition to a future sea level rise of 0.25m over
the design life of the shipyard therefore the high water level used to design the Travel Lift Pier is taken as:
Design High Water Level;
DHWL = +2.22 m; CD
BED = -13.5 m; CD
Cope level;
COPE = +3.8 m; CD
;Report RLSRY1-0-17-201-206
1.3
Overall thickness of deck;
Thickness of crossbeam;
1.4
Structure Geometry
Tdeck = 0.8 m
Tbeam = 0.8 m
;Assumed
;Assumed
;Cl.4.6, BS6349-4:1994
;Fig1, curve c, BS6349-4:1994
Figure 1 details the abnormal berthing safety factors recommended in The Guidelines for the Design of
Fender Systems: 2002 (PIANC):
;Tb.4.2.5, PIANC WG 33
Recommendations on allowable hull pressures taken from the same source are given in Figure 2:
1.5
Figure 1 details the abnormal berthing safety factors recommended in The Guidelines for the Design of
Fender Systems: 2002 (PIANC). As vessels utilising the 300T Travel Lift are much smaller, a larger
abnormal berthing factor will be adopted as berthing velocities are likely to be higher.
Abnormal berthing factor of safety;
Cabsmall = 2.00
;Tb.4.2.5, PIANC WG 33
Recommendations on allowable hull pressures taken from the same source are given in Figure 2. Since
allowable hull pressures will be higher for smaller vessels, the design of fender panels will only consider
vessels utilising the large Travel Lift as this will provide the most onerous design situation.
1.6
With reference to parameters given in Section 1.1 for the large design vessel:
Displacement, docking condition;
MD:large = 10791 kN
;Inferred
Overall length;
Llarge = 75 m
;Client issued
Breadth;
Blarge = 15 m
;Client issued
Draft, full;
Dmax:large = 4.9 m
;Client issued
Maximum berthing angle;
=15 deg
;Cl. 4.7.6.4.1, BS6349-4:1994
Berthing point;
point
;Assumed
Approach berthing velocity;
vlarge = 0.52 m/s
;Fig1, curve c, BS6349-4:1994
Distance from bow to point of impact;
Block Coefficient;
The ships radius of gyration;
x = Llarge / 4 = 18.8 m
;Assuming point mooring
Cb = MD:large/(Llarge Blarge Dmax:large g = 0.195
K = ((0.19 Cb) + 0.11) Llarge = 11.02 m
Angle between the velocity vector and the line joining the point of contact and the centre of mass;
;Refer to Figure 3
Eccentricity factor;
Ce = (K2 + (R2 (cos( )2))) / (K2 + R2) = 0.506
1.7
With reference to parameters given in Section 1.5 for the small design vessel:
Displacement, docking condition;
MD:small = 2943 kN
;Inferred
Overall length;
Lsmall = 35 m
;Client issued
Breadth;
Bsmall = 9 m
;Client issued
Draft, full;
Dmax:small = 1.9 m
;Client issued
Maximum berthing angle;
=15 deg
;Cl. 4.7.6.4.1, BS6349-4:1994
Berthing point;
point
;Assumed
Approach berthing velocity;
vsmall = 0.57 m/s
;Fig1, curve c, BS6349-4:1994
Distance from bow to point of impact;
Block Coefficient;
The ships radius of gyration;
x = Lsmall / 4 = 8.8 m
;Assuming point mooring
Cb = MD:small / (Lsmall Bsmall Dmax:small g = 0.518
K = ((0.19 Cb) + 0.11) Lsmall = 7.29 m
Angle between the velocity vector and the line joining the point of contact and the centre of mass;
= 90 - - asin(Bsmall / (2 R)) = 49.1 deg
;Refer to Figure 3
Eccentricity factor;
Ce = (K2 + (R2 (cos( )2))) / (K2 + R2) = 0.634
The above confirms that the largest design vessel exerts the greatest berthing energy.
Maximum design energy, normal conditions;
Ed:max = max (Ed:large, Ed:small) = 199.03 kNm
Maximum design energy, abnormal impact;
Ev:max = max (Ev:large, Ev:small) = 348.30 kNm
1.8
Fender Design
Manufacturing Tolerances
Assuming Supercone fenders then technical data from a typical fender manufacturer suggests the fenders
energy absorption and the resulting reaction can vary by 10%, refer to specification extracts in Appendix
F.
Temperature Factor
Data from the World Meteorlogical Organisation on typical Qatar air temperatures is reprodiced in Table 1.
Table 1 - Maximum & minimum Qatar air temperatures
MONTH
MEAN TEMPERATURE C
January
February
March
April
May
June
July
August
September
October
November
December
DAILY MINIMUM
12.8
13.7
16.7
20.6
25.0
27.7
29.1
28.9
26.5
23.4
19.5
15.0
DAILY MAXIMUM
21.7
23.0
26.8
31.9
38.2
41.2
41.5
40.7
38.6
35.2
29.5
24.1
Tmax = 41.5 deg
Tmin = 12.8 deg
Interpolating between the temperature factors stated in the manufacturers literature contained in Appendix
F gives:
Maximum temperature factor at 41.5 deg Celsius;
TFTmax = 0.926 - ( ((0.926 0.882) / (50 40)) (Tmax 40) ) = 0.919
Minimum temperature factor at 12.8 deg Celsius;
TFTmin = 1 + ( ((1.056 1) / (23 10)) (23 Tmin) ) = 1.044
Velocity Factor
According to the manufacturers specification contained in Appendix F, for steady state deceleration the
compression time, t, for a Supercone fender is given by 2d / v where d is the fender deflection and v is the
vessels impact speed therefore by assuming a fender height:
Estimated fender height;
Compression time;
H = 1100 mm
t = (2 H) / vlarge = 4.231 s
Tabulated data from the manufacturers specification contained in Appendix F indicates that for a
compression time of just over 4 seconds, the following velocity factors can be assumed:
Energy velocity factor for the slowest berthing;
VFEVmin = 1.005 - ( ((1.005 1.000) / (5s 4s)) (t 4s) ) = 1.004
Reaction velocity factor for the slowest berthing;
VFRVmin = VFEVmin = 1.004
Angular Berthing Factor
The general arrangement drawing issued by the Client indicates that vessels utilising the smaller 300T boat
hoist are 35m long:
Minimum berthing vessel length;
For a continuous quay:
Lmin = 35 m
;Assumed
Assume fenders are installed at each pile cross head which are likley to have centres of 5m:
Fender spacing;
Fns = 5 m
;Assumed
Bow radius angle;
= asin(Fns / (2 Rb:large)) = 5 deg
No data is available on likely hull flares flare adjacent to the fender line. Technical data contained in
Appendix F suggests that berthing energies are less where hull flares are below 10 degrees therefore to be
conservative, a hull flare of 10 degrees will be assumed. With reference to Figure 4:
Flare angle;
Angle factor;
= 10 deg
AF = 1
;Assumed
;Fender specification
Er = 450 kNm
Rr = 788 kN
Fenders will be mounted centrally on the outer face of each crossbeam therefore:
Lever arm from the seabed to fender; yberthing = -BED + COPE ((Tdeck + Tbeam)/2) = 16.50 m
Lever arm from the western berthing face to the fender; xberthing = 1.1 m
Fender panels will be supplied with a polyethylene facings therefore:
Fender coefficient of friction;
fender = 0.2
;Cl. 4.8.5 BS6349-4:2994
Vertical/ longitudinal actions at fender; Vberthing = Hberthing fender = 180.98 kN
We assume that the condition of the fendering system will be monitored and any damage (for instance to
the low friction facings) repaired before it can lead to further deterioration.