Design & Testing Of Fender Systems — The Implications of the PIANC WG33 Report Appendix ‘A’ on Testing and Reporting of Fender Performances – A Manufacturer’s Viewpoint

The 1984 PIANC ‘Report of the International Commission for Improving the Design of Fender Systems’ has, until recently, been the only globally accepted standard for testing and reporting the performance of fenders. This was considered an essential inclusion by the fender manufacturing industry, consulting engineers and port authorities following the alarming growth in popularity of fenders.

The importance of inspection and testing

Fenders form a critical part of any berthing structure. They must perform reliably for many years in harsh and extreme conditions. Fenders mostly have to provide a gentle and soft surface for vessels, but always remain ready for the periodic heavy impacts during an abnormal ship approach. Maybe a port is lucky and can go for years without a heavy berthing, but the day will come sooner or later when the fenders must earn their keep. If they fail at this critical moment then at best the berth could be out of action for days if not weeks, with the consequence of lost revenue, dissatisfied users and large repair bills. The worst does not bear contemplating.

It should be remembered that most fenders are bespoke, engineered designs made of rubber, steel and plastic – so the issue of fender design and testing should not be restricted to the rubber alone, although this has happened often in the past. In many large fenders for high tidal areas, the rubber often comprises less than 30% of the whole system. The question of steel fabrications, paint systems, chains and low-friction facings should not be overlooked (and is the subject of a separate paper).

The industry benchmark for over two decades has been the Japanese Inspection Standard for Solid Rubber Dock Fenders (reproduced as Annex 4 of the 1984 PIANC Supplement to Bulletin No 45).

Due for publication in April 2002, the report prepared by WG33, and specifically Appendix ‘A’, should be widely adopted within the next 1-2 years. The implications for fender manufacturers and their customers will probably include:

• General consensus on the principles of defining fender performance
• All but the smallest fenders will need Type Approval certification with all testing witnessed and results checked by 3rd party witnesses (Lloyds, ABS, SGS etc)
• Type approval will apply not just to cells, elements, cones etc – but also to arch, cylindrical and other big fenders
• More rigorous and frequent quality control testing will be obligatory
• Fender performance in extreme conditions will be more predictable
• Mandatory “break in” tests for larger fenders and all fenders used on load sensitive structures
• Improvements in safety and full life costs

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