ender (boating)

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Fender protecting the side of a sailing vessel as it heads into port

In boating, a fender is a bumper used to absorb the kinetic energy of a boat or vessel berthing
against a jetty, quay wall or other vessel. Fenders, used on all types of vessels, from cargo
ships to cruise ships, ferries and personal yachts, prevent damage to vessels and berthing
structures. To do this, fenders have high energy absorption and low reaction force.[1] Fenders are
typically manufactured out of rubber, foam elastomer or plastic. Rubber fenders are either extruded
or made in a mold. The type of fender that is most suitable for an application depends on many
variables, including dimensions and displacement of the vessel, maximum allowable stand-off,
berthing structure, tidal variations and other berth-specific conditions. The size of the fender unit is
based on the berthing energy of the vessel which is related to the square of the berthing velocity.
Historically, fenders were woven from rope in a variety of patterns. Fenders of woven rope are still
used today by historic boat owners.
Yachts, small leisure craft and support vessels typically have mobile fenders which are placed
between the boat and the dock as the boat approaches the dock. Docks and other marine
structures, such as canal entrances and bases of bridges, have permanent fenders placed to avoid
damage from boats. Old tires are often used as fenders in such places.
Fendering is also used on ports and berths as well. The fendering systems act as elastic buffer
devices that are used to slow ships down and prevent damage to the ship or dock structure in the
mooring process.

Contents

 1Types
o 1.1Ship to Berth (STB) Fendering
 o 1.2Ship to Ship (STS) Fendering
 2Fender shape, function and application
o 2.1Cylindrical fenders
o 2.2Arch fenders
o 2.3Cell fenders
o 2.4Cone fenders
o 2.5Pneumatic fenders
o 2.6Hydro-pneumatic fenders
o 2.7Foam elastomer fenders
o 2.8D fenders
o 2.9Square fenders
o 2.10Wing fenders
o 2.11Keyhole fenders
o 2.12Tugboat fenders
o 2.13Solid rubber fender
o 2.14Floating rubber fender
 3Fender design
 4References

Types[edit]
Ship to Berth (STB) Fendering[edit]

A cylindrical fender in a harbour in Italy

Marine fenders are used at ports and docks on quay walls and other berthing structures. They
absorb the kinetic energy of a berthing vessel and thus prevent damage to the vessel or the berthing
structure. There are 2 major categories of fenders for port applications: Fixed and Floating.[2] Fixed
fenders are mounted to the berth structure and compose of buckling fenders such as cell fenders, V-
type fenders, and non-buckling fenders such as cylindrical fenders. Floating fenders are placed
between the berth structure and ship, and include pneumatic fenders and foam-filled fenders.
Fender spacing should be determined by the smallest ship using the berth, as well as the design
ships' hull radius of curvature. To ensure all ships can be accommodated at the berth, fender
spacing should be about 5%-10% of the ship's length for vessels up to 20,000 dwt. Berths handling
larger ships can should have a fender spacing of about 25%-50% of the ship's length.
Design life of port fenders will vary by ship type, berthing frequency, temperature, saltwater content,
and other environmental factors. Fender manufacturers recommend a design life of 5–15 years on
berths accepting general cargo, while 10–20 years for more specialized berths such as those
accepting tanker ships.
Damaged fendering equipment is the responsibility of either the port owner or ship owner. Port
owner responsibility includes damages by ordinary wear and tear by ships, weathering, faulty
mounting, incorrect fender type, etc. Ship owner responsibility includes any damages to the
fendering system caused by the ship, such as crashing into the berth structure during berthing.
Ship to Ship (STS) Fendering[edit]

A Yokohama fender

For bunkering operations between two vessels, floating fenders such as pneumatic or foam
elastomer fenders are typically used.

Fender shape, function and application[edit]

Cylindrical fenders[edit]
Cylindrical fenders are commonly used fenders which ensure a safe and linear berthing for different
kinds of vessels. Cylindrical (extruded) fenders are an economical solution to protect most berthing
structures, and offer ease of installation. In France, professional mariners call them "bougnafles".
Arch fenders[edit]
Arch fenders were introduced to improve upon the performance of Cylindrical fenders. Arch fenders
have a better Energy / Reaction force ratio and recommended for all types of applications. The
shape of these fenders helps to dissipate the stresses evenly. These extruded fenders are very easy
to install and are maintenance free. Generally preferred for small to medium range vessels.
Cell fenders[edit]

A very basic wooden fender

Cell fenders are best employed for small or large vessels where reaction force is an important
criterion. Among all types of fenders, cell fenders offer minimum reaction per ton-meter energy
absorbed. The very geometric shape gives it sturdiness, shear resistance, compact structure and the
capacity to absorb energy equally from all directions. The Cylindrical buckling column absorbs axial
loads effectively and buckles radially. This results in multi-directional dispersion of energy. Cell
fenders are the most durable rubber fenders available and are currently the largest moulded fenders
made. 2000–2500 mm high cell fenders are typically used for LNG berths. In order to distribute the
reaction force, cell fenders are typically supplied with large fender panels, which keeps the hull
pressure low.
Cone fenders[edit]
Cone fenders are an improved version of Cell type Fender recently introduced and recommended for
all types of applications including high tidal variation sites. This advanced feature of lesser height of
fenders improves material handling capabilities of Deck / Vessel Cranes which reduces overall cost
of the project. Due to the geometrical shape of the fenders it can deflect more and it can absorb
more energy from any direction. Maintaining reaction force, but doubling energy absorption, can be
achieved by using two identical cone fenders in a back-to-back arrangement. In order to distribute
the reaction force, cone fenders are typically supplied with large fender panels, which keeps the hull
pressure low.
Pneumatic fenders[edit]
These fenders are extensively used for ship to ship transfers at mid seas, double banking
operations, and as vessel-to-berth at dock/jetties. The special property of a pneumatic fender is its
low reaction force at low deflection. This property of pneumatic fenders makes them the most
suitable fender for liquid cargo vessels and defense vessels with very sensitive equipment. These
fenders have excellent energy absorption characteristics and linear load deflection characteristics.
Pneumatic fenders should comply to the ISO 17357 standard.[3] The pneumatic fender is also known
as the Yokohama fender or floating fender. There are four basic types of pneumatic fenders that
comply with the international standard: Type I (Chain&Tyre Net Type), Type II (Sling Type), Type III
(Rib Type) and Type IV (Rope Net Type). It has become an ideal ship protection medium used
extensively by large tankers, LPG vessels, ocean platforms etc. The most appropriate type will
depend on its application and the requirements of the equipment.[4]
Hydro-pneumatic fenders[edit]
The submarine hydro-pneumatic fender (SHPF), first developed in the 1980s, is a unique fender
system designed to provide minimal hull pressure loads and soft compression during berthing and a
large stand-off to accommodate the large bulbous shape of the submarine. Its pneumatic fenders
body is stronger than standard pneumatic fenders and is equipped with a specially designed counter
weight to keep the fender vertical in water. Each SHPF system is customised specially for each type
or class of submarine, depending on its water-air ratio, shape of the hull, berthing-type, energy
absorption and jetty design.
Foam elastomer fenders[edit]
These fenders are typically made of a closed-cell Polyethylene foam core, which is encapsulated in
a nylon or Kevlar reinforced Polyurethane skin. The performance of foam elastomer fenders is
comparable to that of a pneumatic fender, but the fenders will not lose their function in case the skin
gets punctured. Foam elastomer fenders cannot deflate.
D fenders[edit]
D-type fenders are commonly used on vessels as well as small jetties. They are compression-
moulded with steel inserts if required.
Square fenders[edit]
Square fenders are commonly used on vessels as well as small jetties. They are compression-
moulded fenders generally used on tugs, boats and ships.
Wing fenders[edit]
Wing fenders are compression moulded fenders and are generally used on tugs, boats and ships.
Easy to install and replace. Do have excellent sea water resistance and resistance to ozone ageing
and ultra violet rays.
Keyhole fenders[edit]
Keyhole fenders are the most versatile bow, stem fenders used on tugboats and small port
craft/ferries. They offer maximum protection to tugs/ferries with their typical profile and load-
absorbing capabilities.
Tugboat fenders[edit]
These fenders are made of high-abrasion-resistance rubber with good resilience properties. They
are very popular with small port craft owners and tug owners. These fenders are compression
moulded in high-pressure thermic-fluid-heated moulds and have excellent seawater resistance.
Solid rubber fender[edit]
Solid rubber fender dock ship application long history and wide range of anti-collision equipment.
Can be divided according to the rubber fender force to shear, rotation and compression type and so
on; according to the fender structure, solid rubber fender can be classified as type D type, Cone
type, drum type, fan-shaped, rectangular type, cylinder fender and so on.Solid rubber fender with
high energy absorption and reaction force, and has low cost, long service life, easy installation and
maintenance advantages, dock, dock installed more protective device.
Floating rubber fender[edit]
Floating rubber fender is newer protecting shipboard equipment, solid rubber fender relative than its
main features are: large compressive deformation energy absorption, low reaction force, since
floating, easy installation, etc. and for and. Due to its self-flotation characteristics especially suitable
for large changes in the terminal installation in tide

Fender design[edit]
There are a number of different standards used worldwide to design fender systems. The most
commonly used one, is the PIANC "Guidelines for the design of fender systems, 2002",[5] which is
the update of its predessecor from 1984. In Japan the Japanese Industrial Standards (JIS) are
commonly used, whereas in the United Kingdom and the United States of America, the British
Standard BS 6349:part 4 still used quite regularly.[6]
Designing a fender system basically is determining what the berthing energy of a vessel or range of
vessels will be, then determine what capacity the fender needs to have to absorb that kinetic energy
and finally how to find a way to avoid the reaction force creating too much hull pressure. In principle,
a berthing energy calculation is a simple kinetic energy calculation, adjusted for specific behaviour of
a berthing vessel or the specific characteristics of the berthing location or structure.

References[edit]
Wikimedia Commons has
media related to Fenders.
 1. Jump up^ http://max-groups.com/rubber-fenders-types-things-note/
2. Jump up^ Thoresen, Carl A. (2014). Port Designer's Handbook (3rd
Edition). ICE Publishing.
3. Jump
up^ http://www.iso.org/iso/catalogue_detail.htm?csnumber=55715
4. Jump up^ http://max-groups.com/products/pneumatic-fender-boat-
fender
5. Jump up^ PIANC - Technical Report article
6. Jump up^ BS 6349-4:1994 - Maritime structures. Code of practice for
design of fendering and mooring systems – BSI British Standards
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