1211

BERTHING MODES
Side berthing

Typical values

0 15
100mm/s V 300mm/s

60 90

Dolphin berthing

Tug

Typical values
0 10

100mm/s V 200mm/s
30 90

V
End berthing

Typical values

0 10

200mm/s V 500mm/s
0 10

Lock entrances

Typical values

0 30

300mm/s V 2000mm/s
0 30

Ship-to-ship berthing

Typical values
0 15
150mm/s V 500mm/s

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

60 90

1212

BERTHING ENERGY
The kinetic energy of a berthing ship needs to be absorbed by a suitable fender system and this is most commonly
carried out using well recognised deterministic methods as outlined in the following sections.

Normal Berthing Energy (EN)

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

EN = 0.5 M VB2 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 (M50 or M75) are appropriate to most cases.
Berthing velocity (VB) is usually based on displacement at 50% confidence limit (M50).

Abnormal Berthing Energy (EA)

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

EA = FS EN

PIANC Factors of Safety (FS)

Vessel type

Size

FS

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)
FS = Safety factor for abnormal berthings
Choosing a suitable safety factor (FS) will depend on many factors:
B
B
B
B
B
B

The consequences a fender failure may have on berth 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.

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.

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

1213

SHIP DEFINITIONS
Many different definitions are used to describe ship sizes and classes. Some of the more common descriptions are
given below.
Vessel Type

DWT

Length Beam Draft

Small feeder

200m 23m 9m

Feeder

215m 30m 10m

Panamax1

290m 32.3m 12m

Post-Panamax

305m >32.3m 13m

Comments
1st Generation container
<1,000 teu
2nd Generation container
1,0002,500 teu
3rd Generation container
2,5005,000 teu
4th Generation container
5,0008,000 teu
5th Generation container
>8,000 teu
All vessel types in Suez Canal

Super post-Panamax (VLCS)

Suezmax 2

500m 70m 21.3m

Seaway-Max3

233.5m 24.0m 9.1m

Handysize

All vessel types in St Lawrence Seaway

10,00040,000 dwt

Bulk carrier

Cape Size

130,000200,000 dwt

Bulk carrier

Very large bulk carrier (VLBC)

>200,000 dwt

Bulk carrier

Very large crude carrier (VLCC)

200,000300,000 dwt

Oil tanker

Ultra large crude carrier (ULCC)

>300,000 dwt

Oil tanker

1. Panama Canal
Lock chambers are 305m long and
33.5m wide. The largest depth of the
canal is 12.513.7m. The canal is about
86km long and passage takes eight
hours.

2. Suez Canal
The canal, connecting the Mediterranean
and Red Sea, is about 163km long and
varies from 80135m wide. It has no
lock chambers but most of the canal has
a single traffic lane with passing bays.

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

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

MD = LWT + DWT

DWT

=
MD

DL LWT

MD

DL (MD DWT)
MD

DL

USING SHIP TABLES

50%

75%

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

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

1214
50%

SHIP TABLES
smaller

larger

Wind area
Type

General
cargo ship

Bulk carrier

Container
ship

Oil tanker

DWT/GRT

Displacement
M50

LOA

LBP

FL

DL

Lateral

Front

Full Load

Ballast

1000

1580

63

58

10.3

1.6

3.6

227

292

2000

3040

78

72

12.4

1.9

4.5

348

3000

4460

88

82

13.9

2.1

5.1

447

5000

7210

104

96

16.0

2.3

6.1

7000

9900

115

107

17.6

2.5

6.8

10000

13900

128

120

19.5

2.7

15000

20300

146

136

21.8

3.0

20000

26600

159

149

23.6

30000

39000

181

170

26.4

40000

51100

197

186

5000

6740

106

98

7000

9270

116

108

10000

13000

129

15000

19100

20000

25000

30000
50000

Full Load

Ballast

59

88

463

94

134

605

123

172

612

849

173

236

754

1060

216

290

7.6

940

1340

274

361

8.7

1210

1760

359

463

3.1

9.6

1440

2130

435

552

3.5

10.9

1850

2780

569

709

28.6

3.7

12.0

2210

3370

690

846

15.0

2.3

6.1

615

850

205

231

16.6

2.6

6.7

710

1010

232

271

120

18.5

2.9

7.5

830

1230

264

320

145

135

21.0

3.3

8.4

980

1520

307

387

157

148

23.0

3.6

9.2

1110

1770

341

443

36700

176

167

26.1

4.1

10.3

1320

2190

397

536

59600

204

194

32.3

4.8

12.0

1640

2870

479

682
798

70000

81900

224

215

32.3

5.3

13.3

1890

3440

542

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

10000

14300

134

125

21.6

3.0

7.7

1690

1700

373

477

15000

21100

157

147

24.1

3.9

8.7

2250

2190

478

591

20000

27800

176

165

26.1

4.6

9.5

2750

2620

569

687

25000

34300

192

180

27.7

5.2

10.2

3220

3010

652

770

30000

40800

206

194

29.1

5.8

10.7

3660

3370

729

850

40000

53700

231

218

32.3

6.8

11.7

4480

4040

870

990

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

10000

13100

121

114

19.9

2.0

7.5

617

1040

232

284

15000

19200

138

130

22.5

2.6

8.4

770

1320

281

355

20000

25300

151

143

24.6

3.1

9.1

910

1560

322

416

30000

37300

171

163

27.9

3.7

10.3

1140

1990

390

520

50000

60800

201

192

32.3

4.9

11.9

1510

2690

497

689

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

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

1215
50%

SHIP TABLES
smaller

larger

Type

RoRo ship

Passenger
(cruise) ship

DWT/GRT

Displacement
M50

LOA

LBP

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

10000

16500

153

141

23.1

6.7

7.5

2040

2320

587

643

15000

24000

178

163

25.6

8.2

8.7

2460

2790

701

779

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

10000

6640

133

116

20.4

5.0

4.8

2040

2090

446

459

15000

9530

153

132

22.5

5.9

5.6

2690

2740

530

545

20000

12300

169

146

24.2

5.2

7.6

3270

3320

599

614

30000

17700

194

166

26.8

7.3

7.6

4310

4350

712

728

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

10000

7770

135

125

22.6

4.2

5.3

1830

1930

419

442

15000

11600

157

145

25.0

4.7

6.0

2400

2540

508

537

20000

15300

174

162

26.8

5.2

6.5

2920

3090

582

618

30000

22800

201

188

29.7

5.9

7.4

3830

4070

705

752

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

10000

16900

138

130

22.0

3.8

8.2

1430

1750

432

490

15000

24100

157

147

24.8

4.6

9.3

1840

2240

541

612

20000

31100

171

161

27.1

5.4

10.0

2190

2660

634

716

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

Ferry

Gas carrier

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

1216
75%

SHIP TABLES
smaller

larger

Wind area
Type

General
cargo ship

Bulk carrier

Container
ship

Oil tanker

DWT/GRT

Displacement
M75

LOA

LBP

FL

DL

Lateral

Front

Full Load

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

10000

14800

137

129

20.5

3.3

8.3

1150

1570

294

382

15000

21600

156

147

23.0

3.6

9.5

1480

2060

385

490

20000

28400

170

161

24.9

3.9

10.4

1760

2490

466

585

30000

41600

193

183

27.8

4.3

11.9

2260

3250

611

750

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

10000

13300

132

124

19.2

2.9

7.7

930

1320

286

340

15000

19600

149

140

21.8

3.3

8.6

1100

1630

332

411

20000

25700

161

152

23.8

3.6

9.4

1240

1900

369

470

30000

37700

181

172

27.0

4.1

10.6

1480

2360

428

569

50000

61100

209

200

32.3

4.7

12.4

1830

3090

518

723

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

10000

15100

141

132

22.4

3.3

8.0

1880

1990

410

535

15000

22200

166

156

25.0

4.3

9.0

2490

2560

524

663

20000

29200

186

175

27.1

5.0

9.9

3050

3070

625

771

25000

36100

203

191

28.8

5.7

10.6

3570

3520

716

870

30000

43000

218

205

30.2

6.4

11.1

4060

3950

800

950

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

10000

14300

127

121

20.8

2.1

7.9

688

1090

255

303

15000

21000

144

138

23.6

2.7

8.9

860

1390

309

378

20000

27700

158

151

25.8

3.2

9.6

1010

1650

355

443

30000

40800

180

173

29.2

3.9

10.9

1270

2090

430

554

50000

66400

211

204

32.3

5.0

12.6

1690

2830

548

734

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

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

1217
75%

SHIP TABLES
smaller

larger

Type

RoRo ship

Passenger
(cruise) ship

DWT/GRT

Displacement
M75

LOA

LBP

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

Ferry

Gas carrier

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

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

1218

APPROACH VELOCITY (VB)

Berthing speeds depend on the ease or difficulty of the approach, the exposure of the berth and the vessels size.
Conditions are normally divided into five categories as shown in the charts key table.
The most widely used guide to approach speeds is the Brolsma table, adopted by BS1, PIANC2 and other standards.
For ease of use, speeds for the main vessel sizes are shown at the bottom of this page.

0.8
a
b
c
d
e

0.7

VB

Approach velocity, VB (m/s)

e
0.6

Berthing condition
Easy berthing, sheltered
Difficult berthing, sheltered
Easy berthing, exposed
Good berthing, exposed
Difficult berthing, exposed

d
0.5
c

0.4

most commonly
used conditions

0.3
b
0.2
a
0.1
USE WITH CAUTION
0
1,000

10,000

100,000

500,000

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

Velocity, VB (m/s)
a

B Approach velocities less than

1,000

0.179

0.343

0.517

0.669

0.865

0.1m/s should be used with

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

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

DWT

caution.
B Values are for tug-assisted
berthing.
B Spreadsheets for calculating the
approach velocity and berthing
energy are available at
www.trelleborg.com/marine .
B Actual berthing velocities can be
measured, displayed and recorded

Harbour Marine is part of

Trelleborg Marine Systems.

Caution: low berthing speeds are easily exceeded.

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

1219

BLOCK COEFFICIENT (CB)

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

CB =

Typical block coefficients (CB)

MD
LBP B D SW

where,
MD = displacement of vessel (t)
LBP = length between perpendiculars (m)
B = beam (m)
D = draft (m)
SW = seawater density 1.025t/m3

Container vessels
General cargo and bulk carriers
Tankers

0.60.8
0.720.85
0.85

Ferries
RoRo vessels

0.550.65
0.70.8

Source: PIANC 2002; Table 4.2.2

Given ship dimensions and using typical block coefficients,

the displacement can be estimated:

LBP

MD CB LBP B D SW

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

KC

0.1

for

KC
D

KC
D

0.5

VB

KC

Vasco Costa*
(1964)

0.5

KC
D

CM = 1.875 0.75

CM = 1.5

CM =

D
2 CB B

CM = 1 +

2D
B

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

* valid where VB 0.08m/s, KC 0.1D

Special case longitudinal approach

1219

CM = 1.8

for 0.1

Quay

CM = 1.1
Recommended by PIANC.

1220

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

B
2

berthing line
VB

V
VL
VL = longitudinal velocity component (forward or astern)

x+y=

R=

LBP
2

y2 +

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

B
2

Common berthing cases

Quarter-point berthing
K = (0.19 CB + 0.11) LBP
x=
2

CE =

LBP
4

CE 0.40.6

K + R cos
Third-point berthing

K2 + 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
3

CE 0.60.8

Midships berthing
x=

LBP
2

CE 1.0

Caution: for < 10, CE J 1.0

Lock entrances and guiding fenders

Dolphin berths
Tug

V
R

V
a

Where the ship has a significant forward motion, PIANC

suggests that the ships speed parallel to the berthing
face (Vcos) is not decreased by berthing impacts, and
it is the transverse velocity component (Vsin) which
much be resisted by the fenders. When calculating the
eccentricity coefficient, the velocity vector angle () 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
vessels centre of mass. This offset reduces the vector
angle () and increases the eccentricity coefficient.

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

1221

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)

15

Breasting
dolphins

Outer end

A
A

V1

Breasting
dolphins

0.25LS
Approach

V1

1.05LL

0.25LS

15

V2

0.25LS

V2

0.25LS
Inner end

V3

V3

0.25LS

0.25LS

End fender and

shore based ramp

Fender
Side

B
C

Side
End

Typical values
100mm/s V1 300mm/s
60 90
300mm/s V2 500mm/s
N/A
200mm/s V3 500mm/s
0 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.
B Lower berthing energy
B Reduced speeds may affect ship manoeuvrability
B Increased turn-around time
B CE is smaller (typically 0.40.7)

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

End fender and

shore based ramp

Fender
Side

Typical values
1000mm/s V1 3000mm/s

0 50

B
C

Side
End

500mm/s V2 1000mm/s
200mm/s V3 500mm/s

0 50
0 10

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.
B Quicker berthing and more controllable in strong winds
B High berthing energies
B Risk of vessel hitting inside of fenders or even the
dolphins
B CE can be large (typically 0.60.9)

1222

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:
B
B
B
B
B

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

CC = 1.0

B
B
B
B

CC = 0.9

B Solid quay structures

B Berthing angles > 5

Note: where the under keel clearance has already been

considered for added mass (CM), the berth configuration
coefficient CC =1 is usually assumed.

SOFTNESS COEFFICIENT (CS)

Where fenders are hard relative to the flexibility of the ship hull, some of the berthing energy is absorbed by elastic
deformation of the hull. In most cases this contribution is limited and ignored (CS =1). PIANC recommends the following
values:
CS = 1.0

Soft fenders (f > 150mm)

CS = 0.9

Hard fenders (f 150mm)

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

1223

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:
B
B
B
B
B
B

Single or multiple fender contacts

The effects of angular compressions
Approach speeds
Extremes of temperature
Berthing frequency
Fender efficiency

Reaction

FENDER SELECTION

ENERGY
= area under curve

Deflection

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.

This comparison shows Super

Cone and SeaGuard fenders
with similar energy, reaction
and hull pressure, but different
height, deflection and initial
stiffness (curve gradient).

Super Cone
SCN 1050 (E2)

SeaGuard
SG 2000 3500 (STD)

E = 458kNm
R = 843kN
D = 768mm
P = 187kN/m2 *

E = 454kNm
R = 845kN
D = 1200mm
P = 172kN/m2

E
= 0.543 kNm/kN
R
* for a 4.5m2 panel

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

E
= 0.537 kNm/kN
R

1224

FENDER PITCH

B Smaller ships have smaller bow

radius but usually cause smaller
fender deflection.
B Clearance distances should take
account of bow flare angles.
B Bow flares are greater near to
the bow and stern.
B Where ship drawings are
available, these should be used
to estimate bow radius.

Bow radiu
s,

RB

Fenders spaced too far apart may

allow ships to hit the structure.
A positive clearance (C)
should always be maintained,
usually between 515% of the
uncompressed fender height (H).
A minimum clearance of 300mm
inclusive of bow flare is commonly
specified.

P/
2

h = H F

P/
2

Fender pitch

LOA2
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 1215m 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 515% of the
undeflected fender projection, including panel)
= 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.
Bow radius (metres)

Bow radius

RB

Cruise liner

Container ship

200

Bulk carrier/
general cargo

150
100
50
0
0

65
Displacement (1000 t)

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

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

1225

MULTIPLE CONTACT CASES

3-fender contact

RB

F2

2-fender contact

RB

RB

F1

RB

F2

Berthing
H line

B
B
B
B

Energy absorbed by three (or more) fenders

Larger fender deflection likely
Bow flare is important
1-fender contact also possible for ships with small
bow radius

B
B
B
B

P/
2

P/
2

Berthing
line

Energy divided over 2 (or more) fenders

Smaller fender deflections
Greater total reaction into structure
Clearance depends on bow radius and bow flare

ANGULAR BERTHING
The berthing angle between the fender and the ships hull may result in some loss of energy absorption. Angular berthing
means the horizontal and/or vertical angle between the ships hull and the berthing structure at the point of contact.
There are three possible conditions for the effects of angular berthing: flare, bow radius and dolphin.

Flare

Bow radius

Dolphin

Bow

s, RB

u
radi

P
sin =

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

P
2RB

where RB = bow radius

1226

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:
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B

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

nT

F1

R1

R2

F2

Steel Properties
PIANC steel thicknesses
Standard

EN 10025

Grade

Yield Strength (min)

Tensile Strength (min)

Temperature

N/mm

psi

N/mm

psi

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

32

SS41

235

34 000

402

58 000

32

SS50

275

40 000

402

58 000

32

SM50

314

46 000

490

71 000

32

A-36

250

36 000

400

58 000

32

A-572

345

50 000

450

65 000

32

PIANC recommends the following

minimum steel thicknesses for
fender panel construction:
Exposed both faces
Exposed one face
Internal (not exposed)

12mm
9mm
8mm

Source: PIANC 2002; Section 4.1.6.

Corresponding minimum panel thickness
will be 140160mm (excluding UHMW-PE

JIS G-3101

face pads) and often much greater.

Typical panel weights

ASTM

The national standards of France and Germany have been replaced by EN 10025. In the
UK, BS4360 has been replaced by BS EN 10025. The 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
Medium duty

200250kg/m2
250300kg/m2

Heavy duty
Extreme duty

300400kg/m2
400kg/m2

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