BS 06349-4-2014

BS 6349-4:2014
BSI Standards Publication
Maritime works –
Part 4: Code of practice for design
of fendering and mooring systems
BS 6349-4:2014 BRITISH STANDARD
Publishing and copyright information

The BSI copyright notice displayed in this document indicates when the document
was last issued.
© The British Standards Institution 2014
Published by BSI Standards Limited 2014
ISBN 978 0 580 66969 9
ICS 47.020.99; 93.140
The following BSI references relate to the work on this document:
Committee reference CB/502
Draft for comment 13/30199621 DC
Publication history
First published March 1985
Second edition, October 1994
Third (present) edition, June 2014
Amendments issued since publication

Date Text affected
BRITISH STANDARD BS 6349-4:2014
Contents
Foreword iii
Section 1: General 1
1 Scope 1
2 Normative references 1
3 Terms, definitions and symbols 2
Section 2: Fendering 4
4 General principles 4
4.1 Provision and overall design of fendering systems 4
4.2 Selection and design of fenders 7
4.3 Vessel characteristics 7
4.4 Fender layout for berths and other locations 9
4.5 Berthing procedure 13
4.6 Berthing reactions and load distribution 15
4.7 Moored reactions 18
5 Calculation of berthing energies 18
5.1 Characteristic and design berthing energy 18
5.2 Calculation of characteristic berthing energies for alongside berthing 19
5.3 Calculation of berthing energies for ferry and Ro-Ro berths 22
6 Selection of fenders and fender types 23
6.1 General 23
6.2 Materials and workmanship 23
6.3 Fenders using elastomeric units 23
6.4 Torsion arm fenders 25
6.5 Pneumatic and foam-filled fenders 25
6.6 Flexible dolphins 26
6.7 Shear capacity of fenders 29
6.8 Fender panels 29
6.9 Mounting and suspension 30
Section 3: Mooring 32
7 Principles of good mooring 32
7.1 General 32
7.2 Mooring lines 32
7.3 Mooring layouts 33
8 Actions acting on the moored vessel 36
8.1 General 36
8.2 Wind and currents 36
8.3 Hydrodynamic forces 36
8.4 Tidal rise and fall and change in draught or trim due to cargo
operations 38
8.5 Ice 38
9 Loads on mooring points 39
9.1 General 39
9.2 Calculation methods 39
9.3 Design of mooring point structure 41
10 On-shore mooring equipment 41
10.1 Materials 41
10.2 Mounting and fixing 41
10.3 Bollards 42
10.4 Quick release mooring hooks 43
10.5 Capstans 43
10.6 Vacuum mooring systems 44
© The British Standards Institution 2014 • i

Bibliography 45
List of figures
Figure 1 – Geometry of vessel with bulbous bow 8
Figure 2 – Hull and cope geometry at impact 10
Figure 3 – Fender layout on a continuous quay 10
Figure 4 – Fender layout for three island berth 11
Figure 5 – Fender layout for five island berth 12
Figure 6 – Geometry of vessel approach to berth 13
Figure 7 – Ferry and Ro-Ro vessel berthing 14
Figure 8 – Hull and fender geometry at impact 17
Figure 9 – Design berthing velocity as function of navigation conditions and size
of vessel 20
Figure 10 – Flexible dolphins 28
Figure 11 – Typical mooring pattern for continuous quay 34
Figure 12 – Optimum angles of mooring lines for island tanker berth 35
Figure 13 – Vessel under influence of stand-off force 37
Figure 14 – Effect of rise and fall of tide and change in draught or trim 39
List of tables
Table 1 – Typical fendering locations 5
Table 2 – Vessel categories 6
Table 3 – Guidance on hull pressure 16
Table 4 – Coefficients of friction of fender facing materials in dry conditions 29
Table 5 – Mooring point loads for general cargo vessels and bulk carriers 41
Table 6 – Mooring bollards 42
Summary of pages
This document comprises a front cover, an inside front cover, pages i to iv,
pages 1 to 46, an inside back cover and a back cover.
ii • © The British Standards Institution 2014

Foreword
Publishing information
This part of BS 6349 is published by BSI Standards Limited, under licence from
The British Standards Institution, and came into effect on 30 June 2014. It was
prepared by Technical Committee CB/502, Maritime works. A list of
organizations represented on this committee can be obtained on request to its
secretary.
Supersession
This part of BS 6349 supersedes BS 6349-4:1994, which is withdrawn.
Relationship with other publications

BS 6349 is published in the following parts 1):
• Part 1-1: General – Code of practice for planning and design for operations;
• Part 1-2: General – Code of practice for assessment of actions; 2)
• Part 1-3: General – Code of practice for geotechnical design;
• Part 1-4: General – Code of practice for materials;
• Part 2: Code of practice for the design of quay walls, jetties and dolphins;
• Part 3: Code of practice for the design of shipyards and sea locks;
• Part 4: Code of practice for design of fendering and mooring systems;
• Part 5: Code of practice for dredging and land reclamation;
• Part 6: Design of inshore moorings and floating structures;
• Part 7: Guide to the design and construction of breakwaters;
• Part 8: Code of practice for the design of Ro-Ro ramps, linkspans and
walkways.
Information about this document

This is a full revision of the standard, and introduces the following principal
changes:
• reduction of informative content, with informative guidance separated from
recommendations;
• general updating to reflect latest practice;
• change in definitions of berthing mode and navigation conditions.
Use of this document

As a code of practice, this part of BS 6349 takes the form of guidance and
recommendations. It should not be quoted as if it were a specification and
particular care should be taken to ensure that claims of compliance are not
misleading.
Any user claiming compliance with this British Standard is expected to be able to
justify any course of action that deviates from its recommendations.
1)
A new part 9 is in preparation.
2)
In preparation.
© The British Standards Institution 2014 • iii

Presentational conventions
The provisions in this standard are presented in roman (i.e. upright) type. Its
recommendations are expressed in sentences in which the principal auxiliary
verb is “should”.
Commentary, explanation and general informative material is presented in
smaller italic type, and does not constitute a normative element.
Contractual and legal considerations

This publication does not purport to include all the necessary provisions of a
contract. Users are responsible for its correct application.
Compliance with a British Standard cannot confer immunity from legal
obligations.
iv • © The British Standards Institution 2014

Section 1: General
1 Scope
This part of BS 6349 gives recommendations and guidance on the design of
fendering systems and layouts, mooring devices and mooring system layouts,
principally for commercial vessels with a minimum displacement of 1 000 t.
NOTE Some of the provisions in this part of BS 6349 might be applicable to other
type of vessels such as naval vessels, provided that the particular vessel characteristics
and berthing/mooring procedures are taken into account.
2 Normative references
The following documents, in whole or in part, are normatively referenced in this
document and are indispensable for its application. For dated references, only
the edition cited applies. For undated references, the latest edition of the
referenced document (including any amendments) applies.
Standards publications
ASTM F2192/05, Standard test method for determining and reporting the
berthing energy and reaction of marine fenders
BS 6349-1:2000, Maritime structures – Part 1: Code of practice for general criteria
BS 6349-1-1:2013, Maritime works – Part 1-1: General – Code of practice for
planning and design for operations
BS 6349-1-4, Maritime works – Part 1-4: General – Code of practice for materials
BS 6349-2, Maritime works – Part 2: Code of practice for the design of quay
walls, jetties and dolphins
BS EN 1993 (all parts), Eurocode 3 – Design of steel structures
BS EN 1995 (all parts), Eurocode 5 – Design of timber structures
BS EN 60079-10-1, Explosive atmospheres – Part 10-1: Classification of areas –
Explosive gas atmospheres
BS ISO 17357 (all parts), Ships and marine technology – Floating pneumatic
rubber fenders
Other publications
[N1]US ARMY CORPS OF ENGINEERS (USACE), NAVAL FACILITIES ENGINEERING
COMMAND (NAVFAC), AIR FORCE CIVIL ENGINEER CENTER (HQ AFCEC) and
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION (NASA). Unified
facilities guide specifications – Division 35: Waterway and marine
construction – Section 35.59.13.16: Marine fenders. USACE/NAVFAC, 2011. 3)
[N2]EUROPEAN ORGANISATION FOR TECHNICAL APPROVALS. Design of bonded
anchors. TR 029. Brussels: EOTA, 2007.
3)
Available from http://www.wbdg.org/ccb/DOD/UFGS/UFGS%2035%2059%2013.16.pdf
[last accessed 25 June 2014].
© The British Standards Institution 2014 • 1

3 Terms, definitions and symbols

3.1 Terms and definitions
For the purposes of this part of BS 6349, the terms and definitions given in
BS 6349-1-1:2013 and the following apply.
3.1.1 berth
area in a port dedicated to the mooring of a vessel and typically equipped with
fenders and mooring equipment
NOTE A berth for a large vessel can be used to moor two or more smaller vessels.
3.1.2 berthing line

seaward face of a berth including the uncompressed fendering system
3.1.3 cope
top edge of a quay or jetty adjacent to a berth
3.1.4 design vessel

vessel for which the fendering and mooring systems are designed to permit it to
safely berth and be moored under the environmental operating limits
NOTE Where a berth is to accommodate a range of vessels, there will be several
design vessels, including as a minimum both the largest and smallest.
3.1.5 fender
item of port equipment designed to keep a vessel from touching the berth
structure without damaging itself or the vessel or the berth structure
NOTE The components of a fender can include one or more of the following:
• energy absorbing unit(s), e.g.:
• elastomeric unit(s);
• pneumatic unit(s);
• foam-filled unit(s);
• fender panel;
• facing material;
• fender pile;
• timber sections;
• fender chains:
• to assist in supporting the static weight of fender panels;
• to control movement of fender panel;
• to prevent movement of panels out from berthing line.
3.1.6 fendering system

all the fenders provided for a berth
3.1.7 flat side of vessel

part of the side of a vessel between the bow and stern that is flat, vertical and
parallel to the axis of the vessel
NOTE Sometimes also referred to as parallel midships or parallel mid-body.
2 • © The British Standards Institution 2014

3.2 Symbols
For the purposes of this part of BS 6349, the following symbols apply.
B beam of vessel, in metres (m)

Cb block coefficient of the vessel hull
CC berth configuration coefficient
CE eccentricity coefficient
CM hydrodynamic mass coefficient
CS softness coefficient
Dv draught of vessel, in metres (m)
d deflection at the level of the application of the load, in metres (m)
EC characteristic energy to be absorbed by the fendering system, in
kilonewton metres (kN·m)
ED design energy to be absorbed by the fendering system, in kilonewton
metres (kN·m)
EF energy absorbed by the fender, in kilonewton metres (kN·m)
K radius of gyration of vessel
LOA overall length of vessel, in metres (m)
LBP length of vessel hull between perpendiculars, in metres (m)
LL overall length of largest design vessel, in metres (m)
LS overall length of smallest design vessel, in metres (m)
MD displacement of vessel, in tonnes (t)
R distance of the point of contact from the centre of mass of the vessel,
in metres (m)
RF fender reaction, in kilonewtons (kN)
V characteristic velocity of vessel in direction of approach, in metres per
second (m/s)
VB characteristic velocity of vessel normal to the berthing line at the point
of impact, in metres per second (m/s)
α angle of approach of vessel
γ angle between the line joining the point of contact to the centre of
mass of the vessel and the normal to the axis of the vessel
µ coefficient of friction

Section 2: Fendering
4 General principles
4.1 Provision and overall design of fendering systems
Berths should be provided with a suitable fendering system to protect berth
structures and vessels from damage, taking into account operating conditions as
defined in BS 6349-1-1:2013 and stated in the facility operating manual, unless a
clear justification can be made that such a system is not required.
NOTE 1 Historically it has been the practice in some ports not to provide fendering
to berths other than simple timber rubbing strips, particularly where they are
situated in sheltered locations such as impounded dock basins. For commercial
vessels, and where berths are situated in more exposed locations such as the outer
reaches of rivers and in the open sea, fendering systems are widespread.
The fendering system should be designed taking account of:
a) the range of vessels berthing;
b) the methods used to berth the vessel;
NOTE 2 Where a vessel berthing alongside is manoeuvred by tugs and/or the
use of thrusters, it is generally stopped a short distance off and parallel to the
berth. The vessel is then pushed or warped slowly onto the berth, ideally
achieving a gentle contact as near as parallel to the berthing line as possible.
NOTE 3 Tugs, launches and other small vessels tend to approach their berths
more directly than large vessels.
NOTE 4 Ferries and roll-on/roll-off (Ro-Ro) vessels approach their berths in a
different way, which is explained in 4.5.2.
c) vessels moored during cargo handling operations;
d) vessels moored during extreme events caused by adverse metocean or other
conditions;
e) the normal operating conditions of the berth;
f) the risks and consequences as a result of an extreme or accidental event
occurring;
g) the features appropriate to the location of the berth, as shown in Table 1;
h) the features appropriate to the characteristics of the vessels that are
expected to use the berth, as shown in Table 2;
i) the intended service life of the system, making due allowance for
degradation and wear and tear during operations.
NOTE 5 The fendering system might need to be designed to work with the
mooring system to reduce vessel movements.
NOTE 6 Fendering systems are required to be suitable for all operational water
levels that might occur, and with large variations this becomes particularly
important. Winds, waves, current and other factors also vary depending on the berth
location.

Table 1 Typical fendering locations
Location Features to be taken into account in the design of the fendering system
Impounded basins Approximately constant water level

Usually sheltered from high winds
Limited fetch for local wave generation
Negligible current
Range of vessel sizes limited by lock dimensions
Tidal basins Greater range of water levels than impounded basins
Limited wave exposure
Limited current
River berths Variable water level due to changes in river discharge and possibly tide
Limited wave exposure
Variable current
Possible restricted area available for manoeuvring of vessels
Estuarial and coastal Maximum tidal range and currents
berths Greater wave exposure than tidal basins
Often dedicated berths with single class or type vessels
Exposed coastal berths Full exposure to wind, wave and currents
Usually specialized trades, e.g. bulk coal, ore, oil (products), LNG, LPG
Single type vessels and handling equipment
Locks and lock entrances Variable water level
Limited lateral movement of vessels within the lock
Large longitudinal movement of vessels

Table 2 Vessel categories
Category Features to be taken into account in the design of the fendering system
Bulk carriers Possible need to be warped along berth for shiploader to change holds
Large change in draught between empty and fully laden conditions
Car carriers Loading ramps, slewed or end loading (vessel mounted or shore based)
High windage areas
Vessels might have recessed bollards in hull
End berthing
Container vessels Extensive flared bows and sterns with liability to strike shore-side
installations
Particularly the larger vessels can have a relatively short length of flat side
Potential high windage areas
General cargo vessels Large change of draught between empty and fully laden conditions
Possible long occupancy of berths
LNG/LPG carriers Low allowable hull pressure
Single type vessels using dedicated berth
Need to avoid fire hazards from sparking or friction
Relatively short length of flat side
High windage areas
Miscellaneous tugs, supply Need robust fenders for heavy use
boats, barges, lighters and Vessels are usually fitted with belting
fishing boats
Passenger liners Little change of draught between empty and fully laden condition
High windage areas
Low allowable hull pressure
Roll on-roll off (Ro-Ro) Loading ramps, slewed or end loading (vessel mounted or shore based)
vessels End berthing
High windage areas
Vessels are usually fitted with belting
Vessels usually berth without the aid of tugs
Tankers Very low amidships freeboard for coastal tankers
Large change in draught between empty and fully laden conditions
Need to avoid fire hazards from sparking or friction
Train and vehicle ferries Quick turnaround
End berthing
High berthing velocities
Intensive use of berth
High windage areas
Vessels are usually fitted with belting
Vessels usually berth without the aid of tugs
NOTE Most vessels have bulbous bows. Vessels from all categories could be fitted with belting, particularly smaller
vessels.

4.2 Selection and design of fenders

NOTE 1 If the vessel comes alongside at a slight angle to the berth, it usually makes
initial contact with one or two fenders. The vessel then rotates before impacting on
further fenders.
NOTE 2 Generally, the fender loads during berthing are the controlling influence
on the fender selection. However, for offshore ports and for ports with entrances in
exposed locations, vessels might berth only during relatively benign conditions, and
the greatest fender loading could occur when the vessel remains at the berth during
storm events.
The fenders should be designed to protect the berth structure against damage
from vessels and to limit the reactive forces on the vessel hull to acceptable
values.
The range of available fenders of both proprietary and purpose-made types is
considerable. Selection and design should take account of the factors listed
in 4.1 together with:
a) types and hull forms of the vessels that are expected to use the berth;
b) velocity and angle at which the vessels berth;
c) range of water levels and range of freeboards of vessels to be
accommodated;
d) offset of fender face to protect quayside equipment;
e) limits to the distance between berth cope and side of hull after vessels are
moored in relation to the outreach of oil loading arms, crane jibs,
shiploader booms and similar equipment;
f) spacing between fenders;
g) movement of vessels while moored;
h) number of energy absorbing units that absorb the initial impact energy;
i) energy to be absorbed by the fenders, having regard to the location and
approach conditions of the berth and its method of operation;
j) reactive forces and deflections on both the berth structure and the vessel
hull;
k) acceleration and deflection limits on berths carrying quay equipment such as
pipelines, rail-mounted cranes and shiploaders;
l) number of fenders that resist the loads from a vessel when moored
alongside;
m) ease with which the berth can be accessed for the maintenance, repair and
replacement of fenders and fender components, including facing materials;
n) metocean actions on the fenders, including from ice and debris.
The design of the fenders should be integrated with that of the berth structure
as not all types of fender are compatible with all types of structure.
4.3 Vessel characteristics

4.3.1 General
The characteristics of the design vessels for a particular berth should be
established.
NOTE 1 Where specific data is not available, the data relating to appropriate
vessels for the proposed berth as given in BS 6349-1-1:2013, Annex D or similar data
sources may be used.

The design should allow for the vessel’s hull form, e.g. large container vessels
might have relatively short flat sides and fast ferries might have high sides with
low allowable hull pressure.
NOTE 2 The vessel plans might be available to determine the vessel characteristics.
Where vessels are berthed in a partially laden condition, reference should be
made to vessel plans, load-displacement curves or tables to ascertain the hull
form and other vessel characteristics such as draught and displacement values.
Where the fendering system is designed primarily for a partially laden or in
ballast design vessel, the designer should establish the risk of berthing a more
heavily laden vessel, and should take into account the possibility of a fully laden
vessel having to return to the berth.
4.3.2 Vessels with bulbous bows

Vessels with bulbous bows pose a greater collision hazard to most berth
structures than vessels with a conventionally shaped bow. Where such vessels are
to be berthed, the underwater geometry of the bow section should be taken
into account in addition to that at the level of contact with the fendering
system. The fender spacing, fender outstand after compression and relationship
of the berth’s substructure to the cope face should also be assessed
(see Figure 1), to establish a maximum berthing angle α which is acceptable
without impact between the bow and the berth structure.
Figure 1 Geometry of vessel with bulbous bow
Key
1 Hull line at fender impact level
2 Vessel centreline
3 Hull line at bulb level (below fender level)
4 Fenders
5 Maximum berthing angle α
6 Hull line at main deck level
It is generally impracticable to provide a fendering system to safeguard the

berth structure against accidental head-on or steeply-angled impacts.
The designer should therefore establish a maximum safe value of the berthing
angle that can be achieved whilst optimizing both the fendering system and the
substructure layout.

4.3.3 Belting
The design of the fendering system should if appropriate take account of
belting. Fender panels should be sufficiently long to avoid belting catching the
top or bottom of the panel.
NOTE 1 Ferries, and small craft such as tugs and launches, are often fitted with
belting that consists of one or more timber, rubber or steel rubbing strips around
the vessel. Occasionally this belting is discontinuous and might be in poor condition.
On some vessels it might occur at more than one level, particularly towards the stern
of the vessel.
NOTE 2 Belting might give highly concentrated loads, catch on edges, giving large
vertical loads, and cause localized compression of the fender.
4.4 Fender layout for berths and other locations

4.4.1 General
The design of the fendering system should take into account the berth layout.
NOTE Fendering systems can be classified into three general categories, i.e. those
for continuous quays, those for island berths and those for lead-in jetties and locks.
Other systems are generally variants of or combinations of these three categories.
Fendering systems might be formed of groups of individual fenders or a
combination of differing types of fenders.
4.4.2 Continuous quays

NOTE 1 For the purposes of this subclause, a continuous quay is one that provides a
straight continuous berthing line for more than one berth.
On continuous quays there is often no precise delineation of individual berths in
order to give flexibility of operation and the accommodation of a wide range of
vessels. In such cases the fendering system should allow a vessel to berth at any
position along the length of the quay. The fendering system usually consists of a
series of individual fenders, the positioning of which should be in accordance
with the following recommendations.
a) The fendering system should prevent the vessel striking the berth structure
and cargo handling equipment when berthing on the bow or stern quarters
(see Figure 2), and allow sufficient fenders to be mobilized for energy
absorption. Positioning of equipment during berthing should be discussed
with port operations and included in the facility operating manual.
NOTE 2 A typical minimum clearance (see item 5 in Figure 2) is 250 mm at the
design deflection.
b) The fendering system should allow vessels to lie alongside with adequate
support from the fenders along the flat side of the vessel hull.
c) The fender spacing should not exceed 0.15LS (see Figure 3). This is based on
conventional hull shapes. Where less conventional hull shapes are to be
catered for, such as Ro-Ro vessels with a square stern or any vessels with a
large bow and/or stern flare, the spacing should allow for the specific vessel
profiles.
NOTE 3 Bow and stern vertical flare varies depending upon the vessel type and
design. Vertical flare up to 15° is common on container vessels.
On continuous quays, varying fendering systems could be used where vessels
and dredge depths vary, and this should be set out in the facility operating
manual.

Figure 2 Hull and cope geometry at impact
Key
1 Line of hull at level of impact
2 Compressed fenders
3 Cope
4 Spacing between fenders
5 Clearance between vessel and berth
Figure 3 Fender layout on a continuous quay
Key
1 Fenders
2 Cope
3 Maximum spacing 0.15Ls to allow vessels to lie alongside for prevention of hull/cope contact
(see also Figure 1 and Figure 2)
4.4.3 Island berths

COMMENTARY ON 4.4.3
Where vessels are berthed about a fixed point such as oil loading arms, the primary
fenders can be concentrated at two or more points depending on the range of
vessels to be accommodated.
The spacing of primary fenders should take account of the actual geometry of
the vessels to be berthed. At least two fenders (one at either side of the
platform) should make full face contact with the flat side of the vessel hull to
provide a sufficient lever arm in the horizontal plane.

NOTE 1 For larger vessels, a minimum of two primary fendering points at each side
of the loading arms can provide a back-up in case of individual fender failure.
NOTE 2 A symmetrical fendering arrangement is generally a design optimum.
In the absence of detailed data, the spacing of berthing dolphins should be in
the range of 0.25LOA to 0.4LOA for the complete range of design vessels
(see Figure 4 and Figure 5).
A straight berthing line should be adopted to provide optimum support to the
flat side of the hull of a moored vessel. Fenders should be selected such as to
prevent any overloading of inner fenders at full compression of the outer
fenders under design berthing and mooring conditions.
Design of the fendering system should take particular account of:
• prevention of direct impact between vessels and equipment on the loading
platform;
• restriction of lateral deflection of the structures to limits acceptable for the
equipment;
• prevention of small vessels snagging the primary fenders, taking account of
tide levels and waves;
• the risk to port operations due to the damage or failure of one or more
fenders.
Figure 4 Fender layout for three island berth
Key
1 Loading platform
2 Breasting dolphins with fenders
3 Design vessel

Figure 5 Fender layout for five island berth
Key
1 Loading platform
2 Breasting dolphins with fenders
3 Design vessels
4.4.4 Lead-in jetties and lock entrances

Fendering systems for lead-in jetties/approaches, for vessels entering into
confined entrances such as locks, dry docks, ship lift systems and passageways,
can be grouped into three categories.
a) Fendering for moored vessels in layby berths awaiting entry into confined
entrance. The provision of fendering at layby berths is similar to other
berths, except that extra attention should be given to the increased
likelihood of vessel wash and surge effects from passing vessels.
b) Fendering on the approach to a confined entrance. Approaches to confined
entrances might comprise either a continuous faced structure or a series of
individual. Particular attention should be given to the potential interaction
between vessel bow flare and the structures at the lock entrance, especially
if lead-in jetties are not provided.
NOTE Approach walls and lead in jetties are not always common practice for
entering confined areas. Guidance on lead-in jetties and approaches to locks is
given in PIANC Report No. 106 [1].
c) Fendering required inside the confined area. Within a lock, the principal
movement of a vessel as it enters or leaves a lock is almost parallel to the
fender line. As lock water level is raised or lowered, the principal movement
of the vessel is vertical. Therefore a different design approach should be
adopted, based on experience and liaison with vessel operators.

4.5 Berthing procedure

4.5.1 Alongside berthing
The fender design for vessels that are berthed alongside should assume that the
vessel’s movement is at almost right angles to the berth, i.e. with the vessel
almost parallel to the berth, as illustrated in Figure 6.
The maximum design angle of approach should be specified in the facility
operating manual (see 5.2.5 for guidance on values).
Figure 6 Geometry of vessel approach to berth
Key
1 Centre of mass
2 Velocity vector
3 Point of impact
4.5.2 Ferry and Ro-Ro berths

The fender design for ferry and Ro-Ro vessels should be based on the berthing
mode, of which the three in common use are:
a) parallel approach to a row of breasting dolphins or quay and after coming
to rest then moving slowly longitudinally to berth end-on against a shore
ramp structure;
b) direct longitudinal approach to berth end-on against or close to a shore
ramp structure but using side breasting dolphins or a quay as a guide;
c) parallel approach to berth alongside a quay and using the vessel’s own
ramps for vehicle access.
Where there is a possibility that more than one of these modes might be used,
the designer should allow for the most onerous. The fendering system design
should take into account the first point of contact.
NOTE 1 These three modes of berthing are illustrated in Figure 7a), Figure 7b)
and Figure 7c).

NOTE 2 The berth layouts for modes a) and b) are similar and therefore both types
of approach could occur at the same berth, possibly by the same vessels in different
weather conditions. Vessels with bow ramps might approach the berth using a
variation of mode a) or mode b). Mode c) is most likely to be adopted by the larger
Ro-Ro vessels where the vessel’s bow and stern are not specifically designed for
berthing forces. Mode b) is most likely to be adopted by ferries where the vessel’s
bow and/or stern are designed for end berthing. It is important that the berthing
provision is suitable for the vessel’s characteristics and the appropriate method of
approach.
Figure 7 Ferry and Ro-Ro vessel berthing (1 of 2)
a) Berthing mode a): parallel approach to a row of breasting dolphins or quay and after coming to
rest then moving slowly longitudinally to berth end-on against a shore ramp structure
b) Berthing mode b): direct longitudinal approach to berth end-on against or close to a shore ramp
structure but using side breasting dolphins or a quay as a guide

Figure 7 Ferry and Ro-Ro vessel berthing (2 of 2)
c) Berthing mode c): parallel approach to berth alongside a quay and using the vessel’s own ramps for
vehicle access
Key
1 Breasting dolphins 6 Inner end
2 Vessel ramp 7 Centre of mass
3 End fenders and shore-based ramp 8 Quay face
4 Approach 9 Fenders
5 Outer end
4.5.3 Energy absorption distribution

The fendering system should be designed to absorb the design berthing energy.
NOTE For this purpose the fendering system might comprise any one of the
following:
• a single elastomeric or pneumatic unit, dolphin pile or other energy absorbing
unit;
• a fender made up of a number of energy absorbing units coupled together to
form a composite energy absorbing system;
• a number of fenders in sufficiently close proximity that they can be assumed to
act together if located at the first point of impact of the vessel.
4.6 Berthing reactions and load distribution

4.6.1 General
Berthing reactions are a function of the berthing energy and the deformation
characteristics of the fendering system and berth structure. Berthing reactions
should be distributed in such a manner that:
a) contact pressures on the vessel hull are kept within acceptable limits;
b) direct contact between the hull and berth structure is prevented;
c) the capacity of the fender is not exceeded;
d) the berthing structure can accommodate the fender reaction loads both
locally and overall.

4.6.2 Hull pressures

The contact pressure between the hull of the vessel and the fender should be
limited so as to avoid damage to the vessel.
NOTE 1 The maximum acceptable contact pressure between the hull and fender is
influenced by many factors, including the type and size of vessel, the nature of the
fender bearing surface (i.e. rigid or flexible) and the position of the contact area
relative to the hull frames.
Hull pressure values should be based on the worst case of full or partial contact
with the fender face allowing for tides, loading conditions and vessel freeboard
when berthing.
NOTE 2 In the absence of definitive data, Table 3 may be used for preliminary
design.
Table 3 Guidance on hull pressure
Type of vessel Hull pressure

kN/m2
Container vessels <200
General cargo vessels:
≤20 000 DWT 200 to 300
>20 000 DWT <200
Oil tankers:
≤60 000 DWT <300
>60 000 DWT <200
Gas carriers (LNG/LPG) 130 to 200
Bulk carriers <200
Cruise vessels <150
A)
Ferries and Ro-Ro vessels (non-belted) <200
NOTE Smaller vessels might be able to accept higher hull pressures, particularly for designs where a fender bearing
surface (panel) is not used.
A)
Vessels that are belted, such as ferries, produce highly concentrated loads on the fenders. Typical allowable loads
sustainable by ship’s belting are 2 500 kN/m to 5 000 kN/m.
4.6.3 Fender energy absorption and reaction due to angular berthing

Unless the point of impact is on the flat side of the hull and the vessel is
completely parallel to the berth at impact, the fender receives an angular
loading. The hull geometry over the impact area should therefore be reviewed
(see Figure 2 and Figure 8) to establish:
a) the angle of application of load to individual fenders;
b) deflection of individual energy absorbing units within the fender and hence
the aggregate amount of energy absorbed by the complete fender;
c) clearance between hull and berth structure.
Under angular compression (vertical and/or horizontal), elastomeric fenders
provide different reactions and energy absorption characteristics to axial
loading, and these should be taken into account in the selection of the fender.
For flexible elastic dolphins, gravity fenders, etc., the effects of angular berthing
should be analysed from first principles.

NOTE Where circumstances dictate that angled approaches will be the general
practice at a particular berth, it might be necessary to angle the individual fenders
relative to the berth, in order to create a closer approximation to parallel berthing
conditions and hence more efficient performance of the fender.
Figure 8 Hull and fender geometry at impact
a) Horizontal geometry
b) Vertical geometry
Key
1 Hull line at impact level
2 Fender
3 Face of cope
4 Compressed heights of fender units
NOTE Drawings are diagrammatic only and are not to scale.

4.7 Moored reactions

Whilst a vessel is moored against a berth, the fenders are subject to the
following loads or combinations of loads from the moored vessel, and should be
designed to accommodate them:
• loads due to wind and currents on the vessel pushing the vessel onto the
berth;
• hydrodynamic loads from passing vessels forcing the vessel onto the berth
(especially applicable for berths adjacent to shipping lanes where vessels can
pass relatively close at speed);
• loads resulting from wave-induced motion response of the vessel;
• mooring loads from mooring lines:
• some vessels moor using constant tension winches, which can give large
loads on fenders;
• at other times capstans are used onshore to pull the vessel into the
berth;
• vertical and horizontal loads on the face of the fenders caused by the
motions of the vessel (surge, heave, roll, pitch, yaw and sway). These all give
rise to friction on the fender face, although sway can lead to repeated
compressions of the fenders as the vessel moves away from and back onto
the fender.
NOTE The above loadings can seriously affect the design life of fenders as they
cause fatigue.
The geometry of any berth should be taken into account, as this can often lead
to uneven loading of fenders.
5 Calculation of berthing energies

5.1 Characteristic and design berthing energy
Two levels of berthing energy, characteristic, EC, and design, ED, should be
established for the design of the fendering system and the supporting berth
structure.
NOTE 1 Characteristic berthing energy was previously referred to as “normal”,
design as “abnormal”.
The characteristic berthing energy should be calculated in accordance
with 5.2 and 5.3.
The characteristic berthing energy should be multiplied by the berthing energy
factor to give the design berthing energy.
The berthing energy factor should be established based on a risk assessment,
taking into account the likelihood of the characteristic berthing energy being
exceeded and the consequences of the fendering system being overloaded
(e.g. time to replace the damaged fender and consequences for downtime of
the berth; potential for damage to vessels). The risk assessment process should
identify strategies to eliminate, reduce and mitigate structural and
operational risks.
NOTE 2 When using a risk-based approach, typical values of the berthing energy
factor are 1.5 for low-risk situations and 2.0 for high-risk situations.
NOTE 3 In the absence of data being available for a statistical approach, the
following values for the berthing energy factor may be used:
• for a continuous quay handling conventional cargo vessels: 1.5;

• for a ferry berth: 2.0;

• for an LPG or LNG berth: 2.0;
• for an island berth: 2.0.
NOTE 4 A means of significant risk reduction is the installation of equipment on
board the ship or on the berth to monitor the vessel’s berthing velocities, both
normal to the berth and rotational as well as berthing angles, to ensure that they
are maintained within permissible operating limits. Such equipment could be either
fixed jetty-based systems with display units visible from the ship’s bridge, or portable
piloting units carried by the pilot.
Because of the non-linear energy/deflection and reaction/deflection
characteristics of most fenders, the effects of both characteristic and design
berthing energy should be used in designing the fender.
5.2 Calculation of characteristic berthing energies for alongside

berthing
5.2.1 General
The energy to be absorbed from a vessel berthing approximately parallel to the
berth by the fendering system should be calculated from the following
equation:
EC = 0.5CMMD(VB)2CECSCC
5.2.2 Berthing velocities

COMMENTARY ON 5.2.2
The velocity at which a vessel approaches a berth is the most significant of all factors
in the calculation of the energy to be absorbed by the fendering system.
For vessel velocities at ferry and Ro-Ro berths, see 5.3.
Where possible, the characteristic berthing velocities should be assessed taking
into account:
a) the prevailing environmental conditions and environmental operating limits
for berthing operations;
b) the berthing methods, and in particular the degree of control of berthing
provided by use of tugs and thrusters;
c) the types of vessels;
d) any statistical data available for similar operations and environmental
conditions;
e) the types of navigation aids and speed of approach monitoring equipment
in use where applicable;
f) the risks of human error or equipment malfunction in consideration of
accidental operating conditions.
NOTE 1 In the absence of any other information, characteristic velocities for
alongside berthing with the use of tugs or thrusters may be estimated from Figure 9,
on which five curves are given corresponding to the following navigation conditions:
a) good berthing, sheltered (i.e. not exposed to waves and/or currents);
b) difficult berthing, sheltered;
c) good berthing, exposed to waves and/or currents;
d) difficult berthing, exposed to waves and/or currents;
e) adverse berthing, exposed to waves and/or currents.

NOTE 2 The designer’s choice of berthing conditions depends on the berthing

method proposed for the berth. The following are examples of various berthing
conditions.
• A good berthing condition might be when a vessel:
• can be brought to a stop parallel to the berth; and
• can manoeuvre or be manoeuvred, without hindrance from other vessels,
onto the berth with assistance from tugs and/or thrusters.
• A difficult berthing condition might be when a vessel:
• is berthing with assistance from tugs and/or thrusters and the vessel is not
brought to a stop parallel to the berth; or
• cannot manoeuvre to a position alongside the berth without hindrance
from other vessels; or
• might be required to change its direction in relation to the berth; or
• has a significant angular velocity.
• An adverse berthing condition might be when a vessel:
• is berthing with the assistance from tugs and/or thrusters and the vessel is
not brought to a stop parallel to the berth; and
• cannot manoeuvre to a position alongside the berth without hindrance
from other vessels; and
• might be required to change its direction in relation to the berth; and
• has a significant angular velocity.
NOTE 3 Where vessels berth without assistance from tugs or thrusters, the berthing
velocities might be considerably higher than those given in Figure 9.
A design velocity of at least 0.08 m/s should be used in design irrespective of the
actual berthing conditions.
Figure 9 Design berthing velocity as function of navigation conditions and size of vessel
Key
X Water displacement, in 1 000 t
Y Characteristic velocity, in m/s, perpendicular to the berth

5.2.3 Displacement
The displacement of the design vessel(s) should be given in the facility operating
manual.
When using a statistical approach, the designer should adopt the 95%
confidence limit for the displacement for the chosen characteristic.
NOTE The displacement might be for a specific vessel(s) or for typical vessels of
specified characteristics, e.g. cargo type and length that might use the berth.
BS 6349-1-1:2013, Annex D gives characteristics for different vessels for 2011.
5.2.4 Hydrodynamic mass coefficient

COMMENTARY ON 5.2.4
The hydrodynamic mass coefficient, CM, allows the movement of water around the
vessel to be taken into account when calculating the total energy of the vessel by
increasing the mass of the system.
For an underkeel clearance greater than 0.1Dv, the hydrodynamic mass
coefficient, CM, should be calculated from the following equation:
2Dv
CM = 1 +
B
NOTE Use of this formula generally leads to values of CM in the range 1.3 to 1.9.
5.2.5 Eccentricity coefficient

COMMENTARY ON 5.2.5
The eccentricity coefficient, CE, allows for the reduction in energy transmitted to the
fendering system when the point of impact is not opposite the centre of mass of the
vessel and some energy is absorbed by the rotation of the vessel.
The designer should assess the point of impact of the vessel with the fendering
system, taking into account the vessel hull form and arrangement of the
fendering system.
CE should be calculated by means of the following equation:
K2 + R2cos2γ
CE =
K2 + R2
where K is calculated from the formula:
K = (0.19Cb + 0.11)LBP
NOTE 1 Typical values of Cb are given in BS 6349-1-1:2013, Table D.2.
NOTE 2 An illustration of γ is given in Figure 6.
NOTE 3 In assessing the configuration of a tanker or gas carrier relative to the
berthing dolphins, the positioning of the vessel may be assumed to be aligned such
that the position of the centre manifold is within an eccentricity of 0.1LOA, but not
greater than 15 m, from the centre of the platform (un)loading system. A layout
study might be required to assess the effect of variations in the manifold positions
on a vessel and the range of product arms on the jetty.
NOTE 4 A value of 6° may be used as a maximum approach angle for vessels larger
than 50 000 DWT. For smaller vessels and vessels berthing without tug boat
assistance, the berthing angle might be larger, for instance:
• feeders/coasters: 10° to 15°;
• barges: 15°.
NOTE 5 The berthing angle might be limited by the berth geometry for instance in
narrow basins.

5.2.6 Softness coefficient

COMMENTARY ON 5.2.6
The softness coefficient or vessel flexibility factor, Cs , allows for the portion of the
impact energy that is absorbed by the vessel hull.
Generally Cs should be taken as 1.0.
NOTE For vessels that are fitted with continuous rubber fenders, or where hard
fenders fixed to the structure are used with larger vessels, Cs might be taken to
be 0.9.
5.2.7 Berth configuration coefficient

COMMENTARY ON 5.2.7
The berth configuration coefficient ,CC, allows for the portion of the vessel’s energy
which is absorbed by the cushioning effect of water trapped between the vessel hull
and quay wall. The value of CC is influenced by the type of quay construction, its
distance from the side of the vessel, the berthing angle and velocity, the shape of
the vessel hull, and its under-keel clearance.
The following values of CC should be used:
• CC = 0.9 for solid quay walls under parallel approach (berthing angles <5°)
and underkeel clearance less than 15% of the vessel draught;
• CC = 1.0 for all other cases.
5.3 Calculation of berthing energies for ferry and Ro-Ro berths

5.3.1 Characteristic berthing velocities
Due to the high power of most ferries and rapid turn-round times, operating
speeds are generally higher than for other vessels. The designer should
determine, where possible, the characteristic berthing velocities that should be
adopted for the design from statistical data at the berth location or at a
location that has the same berthing conditions and range of vessels.
NOTE 1 The characteristic berthing velocities for ferry and Ro-Ro berths depend on
the berthing mode. This is discussed in 4.5.2, where modes a), b) and c) are
described.
NOTE 2 In the absence of factual data for side fenders in the case of vessels in
mode a) and c), the characteristic vessel velocity may be taken as in 5.2.2. In the case
of vessels in mode b), the characteristic vessel velocity would normally be in the
range 0.5 m/s to 1.0 m/s for the side dolphins.
NOTE 3 In the absence of factual data for end fenders, the characteristic vessel
velocity would normally be 0.15 m/s for mode a) and in the range 0.3 m/s to 0.5 m/s
for mode b).
5.3.2 Side fenders

The characteristic energy, EC, to be absorbed by the side fendering system for a
mode a) and mode c) berthing should be calculated from the equation given
in 5.2.1.
The characteristic energy, EC, to be absorbed by the side fendering system for a
mode b) berthing should be calculated from the equation:
EC = 0.5MDCMCSCCCE(Vsinα兲2
where CE is calculated in accordance with mode c) and CM is taken as 1.1.

NOTE 1 The angle of approach, α, is shown in Figure 7.

NOTE 2 A minimum value of 10° is typical for α, except in cases where the berth
geometry restricts the vessel to a less angled approach.
5.3.3 End fenders

The end fendering system should be designed to absorb the characteristic
energy, EC, of the vessel. This energy should be calculated from the following
equation:
EC = 0.5MD(Vcosα兲2
NOTE 1 In the case of vessels in mode a) berthing and in the absence of factual
data, α can be taken as 0°.
NOTE 2 In the case of vessels in mode b) berthing and in the absence of factual
data, a maximum value of 15° is typical for α, except in cases where the berth
geometry restricts the vessel to a less angled approach.
6 Selection of fenders and fender types

6.1 General
An appropriate fender type should be selected based on the calculated design
energy, limitations on reactions, vessel type and berth use (see Clause 4
and Clause 5).
The reaction from fenders should be assessed at the characteristic berthing
energy and the design berthing energy.
NOTE The reaction from fenders that rely on buckling to absorb the energy might
be similar for the characteristic and design berthing energy.
The design working life category of a fendering system should be category 2 as
defined in BS 6349-1-1:2013, Table 1, and is typically 15 years. Some components,
e.g. chains, should be assumed to be temporary structures, i.e. category 1.
6.2 Materials and workmanship

NOTE Fender systems incorporate some or all of the conventional construction
materials of steel, concrete and timber together with natural or synthetic rubber and
other materials.
All materials and the associated workmanship should be in accordance
with BS 6349-1-4, other British Standards relevant to the material being used, or
other equivalent internationally recognized standards where there is no relevant
British Standard.
6.3 Fenders using elastomeric units

COMMENTARY ON 6.3
This category of fenders represents the largest group in general use.
Elastomeric units are generally mounted directly on rigid structures such as caissons,
solid quays or piled structures having minimal energy absorption capacity of their
own, but might be used in combination with flexible dolphins.
The performance of elastomeric units varies with temperature, berthing velocity and
angle of impact.
The characteristics of the different types of fenders can be obtained from the
manufacturers.

Elastomeric units are made of natural or synthetic rubber or a blend of the two
and formed into various shapes. They absorb the impact energy by means of
their deflection. Use of recycled rubber should be restricted in the
manufacturing of elastomeric units unless its use is proven to provide adequate
durability and energy absorption capacity of the elastomeric units over the
design life of the fender.
Elastomeric units should be manufactured and tested in accordance with
ASTM F2192/05 and the requirements of the design.
The fender should be selected to provide sufficient energy absorption over the
design berthing energy, allowing for the following reduction factors to the
rated performance data:
• temperature range;
• angle of impact;
• berthing velocity;
• manufacturing tolerance.
The fender manufacturer might state a tolerance on the figures quoted for
reactions and energies. The design energy of the fender should be reduced by
the manufacturing tolerance and the reaction should be increased by the
manufacturing tolerance. If no tolerance is quoted, a tolerance of ±10% should
be used.
The design maximum and minimum temperatures should be assessed taking into
account the implications of a berthing taking place outside the design
temperature range.
NOTE The reactions corresponding to given energy absorption may be obtained
directly from the performance curves for a given fender, adjusted for temperature,
angular effects, berthing velocity and manufacturing tolerance.
Reactions that are significantly higher than the manufacturers’ stated values and
tolerances can occur in the following situations.
a) Elastomeric fenders show a higher reaction the first time they are
compressed. This might be 100% above the manufacturer’s quoted values.
The designer should determine whether all energy absorbing units should
be “broken in” before installation by subjecting them to at least one
compression cycle.
b) Voids in some energy absorbing units when submerged can fill with water.
The water might not escape quickly enough when the unit is subsequently
compressed and this results in significantly increased reactions. This can
occur with cone and cell type units. To cater for this, adequate venting
should be provided to allow the water to escape within the time that the
fender is compressed. The possibility of marine growth obstructing any vent
holes should be taken into account when establishing the size of the vents.
When determining the reaction of elastomeric fenders, a temperature factor
should be applied to allow for the change in stiffness of the polymers that can
lead to higher reaction forces at low operating temperatures.

6.4 Torsion arm fenders

Where torsion arm fenders are to be used, they should be selected and designed
with care, and the design should allow for the following specific factors.
a) Torsion arm fenders generally comprise a vertical fender panel with one or
two elastomeric units mounted in series. A substantial structure maintains
the panel in a nominally vertical plane during vessel impact. The structure is
hinged in such a way as to allow the large deflections required and to allow
the fender panel to rotate about a vertical axis to conform to the vessel hull
shape. The generally perceived advantage is that by keeping the panel face
reasonably vertical, it can cope better with a high tidal range and vessels
with belting.
b) The elastomeric units are normally attached to the quay structure around
mid-height of the panel. The restraint mechanism is attached to the quay
structure vertically above and below the elastomeric unit attachment point.
For berths with a high tidal range this might mean the lower attachment
point and lower part of the mechanism are submerged for the majority of
each tidal cycle. This might also be the case for the elastomeric units.
c) The hinged mechanism which retains the fender panel in a nominally
vertical position prevents movement of the fender panel vertically and
longitudinally. The compression of the elastomeric units is generally
non-axial due to the geometry of the mechanism.
d) The ability of torsion arm fenders to deflect small amounts without taking
up significant load is severely limited by the torsion arm mechanism.
Any longitudinal loading when the fender is being slightly compressed by a
vessel is taken directly through the torsion arm mechanism. Similarly any
vertical load is taken through the mechanism, not the elastomeric unit.
This causes the elements within the torsion arm fender to fatigue, and a
fatigue analysis of all components should be carried out for the
combination of loads from berthing and when vessels are moored
alongside.
6.5 Pneumatic and foam-filled fenders

6.5.1 Pneumatic fenders
COMMENTARY ON 6.5.1
Pneumatic units comprise a hollow rubber bag filled with air, berthing energy being
absorbed by the work required to compress the air. They are generally in the form
of cylinders floating in front of the berth structure and compressed diametrically.
Contact with the vessel can be direct or via a berthing frame mounted over one or
more pneumatic units.
Pneumatic units are pressurized to a pre-set value in their uncompressed condition
and some are fitted with pressure relief valves.
Pneumatic fenders should be capable of absorbing the design berthing energy
(see 5.1) at a compression not exceeding that specified as the maximum by the
fender manufacturer. The relief valve (if provided) should be set to operate at
a compression slightly above this level.
Pneumatic fenders should be manufactured and tested in accordance with and
conform to BS ISO 17357 and the requirements of the design.

6.5.2 Foam-filled fenders

COMMENTARY ON 6.5.2
Foam-filled units consist of a resilient closed cell expanded foam block covered by a
elastomeric skin or urethrane skin, berthing energy being absorbed by the work
required to compress the foam cells. They are generally in the form of cylinders
floating in front of the berth structure and compressed diametrically.
Foam-filled fenders should be capable of absorbing the design berthing energy
(see 5.1) at a compression not exceeding that specified as the maximum by the
fender manufacturer.
The rated performance should be factored to allow for the number of loading
cycles, as the energy capacity will deteriorate over the life of the fender.
When determining the reaction of foam-filled fenders, a temperature factor
should be applied to allow for the change in stiffness of the polymers that can
lead to higher reaction forces at low operating temperatures.
Foam-filled fenders should be tested where applicable in accordance with the
following standards:
• parallel and angular compression test, compression recovery test:
BS ISO 17357 or ASTM F2192;
• cyclic compression test, sustained-load test, fender pull-through test, skin
thickness core test: USACE/NAVFAC UFGS-35.59.13.16 [N1].
6.6 Flexible dolphins

6.6.1 General
COMMENTARY ON 6.6.1
Flexible dolphins are formed of vertical or near vertical piles cantilevered from the
river or sea-bed that absorb the berthing energy by deflection of the pile heads
horizontally under the berthing impact. Dolphins might be formed of piles acting
either singly or in groups that are suitable for impacts from any direction, or of
panels of box/sheet piling that are most suitable for primary impacts perpendicular
to the panel only.
Suitability of flexible dolphins is dependent on soil conditions capable of resisting
the horizontal loads exerted by the embedded length of the pile during impact of
the vessel and of returning the pile to its original position when the berthing or
other applied forces have ceased to act.
The design energy absorption, EF, for an unpropped cantilever fender should be
calculated from:
EF = 0.5RFd
6.6.2 Loadings
Flexible dolphins should be designed to resist the following forces, and the
effects of torsion from:
a) berthing impact;
b) rope pulls where the dolphin is also used for general mooring purposes or
for warping vessels into passages, locks and dry-docks;
c) wind, wave and current effects;
d) the moored vessel being blown against the berth;
e) friction from the vessel moving in relation to the fender.

Dynamic and fatigue effects should be assessed in the design where cantilever
dolphins are located in areas with fast flowing currents and where vessels are
moored permanently against the fender.
6.6.3 Pile analysis

COMMENTARY ON 6.6.3
In the case of flexible steel pile dolphins, a significant portion if not all of the
energy of impact has to be absorbed by lateral deflection of the piles. The
contribution of the pile to the energy absorption depends on the characteristics
of the fender installed on the dolphin pile, if any.
Flexible steel dolphins should be designed in accordance with BS 6349-2,
including the verification of fatigue.
6.6.4 Design deflections

Although pile deflections are primarily limited by consideration of stress and
energy factors, deflections should also be limited such that:
a) deflected dolphins do not foul adjacent structures;
b) access bridges or catwalks supported by the dolphins are not dislodged;
c) there is no direct contact between the vessel hull and the walls of the piles.
The designer should also take into account the rate of acceleration and overall
movement of the dolphin, which might support access walkways and platforms,
and which might be being used by mooring gangs at the time of impact.
6.6.5 Decks and berthing frames

Decks, if necessary, should be capable of transmitting to the piles the primary
berthing force, the secondary reaction due to friction and all associated
moments including torsional moments induced by the eccentricity of the impact.
The deck system should support the berthing face at a sufficient distance from
the piles to prevent contact between them and the hull as they deflect.
Contact between hull and dolphin might be via vertical rubbing strips bolted to
the face of the pile, but berthing frames should be provided where necessary to
keep contact pressures within allowable limits.
NOTE The berthing frame might be in one plane or of a “wrap-around” type
dependent on the direction or directions from which berthing impacts are expected
to be received.
Flexible dolphins formed of groups of piles should have a deck or series of decks
at various levels connected to a common berthing frame. These decks should be
capable of fully mobilizing all piles in the group to resist the berthing energy.
In all cases of flexible pile dolphins, local effects at the points of application of
the impact forces should be investigated and stiffening provided as necessary.
This might be in the form of internal steel ring stiffeners or concrete plugs.
6.6.6 Flexible dolphins with fenders

NOTE 1 Where particularly large berthing energies are required to be absorbed,
the capacity of flexible dolphins can be enhanced by the addition of a pneumatic,
foam-filled or elastomeric fender to the front face of the dolphin. Figure 10 shows
an indicative arrangement, identifying the main elements.
If floating fenders are used, the berthing frame of a multi-pile dolphin or the
panel width of a box/sheet pile dolphin should be sufficient to support the
fenders in their compressed condition. The mounting system should be in
accordance with 6.9.

Figure 10 Flexible dolphins
Plan of elastomeric fender Side elevation of elastomeric fender

a) Flexible dolphin with elastomeric fender
Plan of pneumatic fender Side elevation of pneumatic fender

b) Flexible dolphin with pneumatic fender
Key
1 Deck 5 Bed level
2 Berthing frame 6 Water level
3 Fender panel 7 Secondary deck
4 Fender 8 Pile

The design of the combined system should allow for:

a) the shape of the load/deflection characteristics for the compressible fender.
With a buckling type fender, the flexible dolphin could be subjected to the
maximum design deflection on most berthings. The flexible dolphin should
be verified for fatigue based on the number of load cycles and anticipated
berthing energy distribution;
b) the range of performance of the compressible fender, taking into account
manufacturing tolerances and temperature effects;
c) the overall geometry of the dolphin and fender when under compression
and the surface that remains in contact with the vessel hull;
d) the method of connecting the fender to the dolphin. Given the potential
vulnerability of the dolphin, the fender or its connecting bolts should be
designed to fail before any welded connection to the dolphin pile. In this
way replacement will be less difficult.
6.7 Shear capacity of fenders

Vessels moving longitudinally or vertically on a berth induce friction forces at
the contact surface between the fender and the hull. These forces induce shear
deformations in the fender and these should be kept within the fender’s design
limits.
Large shear deflections should be limited by chains connecting appropriate parts
of the fender to the berth structure.
Shear forces should be calculated using the relevant coefficient of friction, µ,
multiplied by the normal force at the fender face.
In design, a minimum friction factor of 0.3 should be taken, even for low
friction materials, to allow for wear in the design service life.
NOTE Typical values of µ are given in Table 4.
Table 4 Coefficients of friction of fender facing materials in dry conditions
Material Coefficient of friction, µ

UHMW-PE 0.2
HDPE 0.3
Nylon 0.2
Rubber 0.6 to 0.7
Timber 0.4
Steel 0.5
NOTE 1 The coefficient of friction of UHMW-PE varies with grade of material and
pressure exerted on the facing material.
NOTE 2 The above coefficients of friction apply only where smooth contact surfaces are
present.
6.8 Fender panels

Fenders and/or panels for berths should be smooth-edged to prevent chafing of
the vessels’ lines by sharp edges on the fenders. The fender panels should
incorporate tapers or chamfers on the top, bottom and sides of the panels of
sufficient dimensions to prevent hull protrusions, discontinuities, beltings,
mooring lines and similar features from snagging or hanging up on a fender
panel.

Where necessary, fender panels should be provided with chains to prevent

excessive shear movements. When the berth layout is such that mooring lines,
when released, are at risk of snagging behind fender panels or fixings,
additional chains at the outer corners of the fenders should be provided to
prevent this from happening.
Fender panels should be designed to allow the panels or fenders to be replaced
as whole units.
Where a fender panel is used to reduce the contact pressure, or to couple a
series of units into a single fender, the fender panel should be one of the
following:
a) a purpose-designed steel frame designed in accordance with BS 6349-2
and BS EN 1993;
b) a purpose-designed timber frame with stresses in accordance with
BS EN 1995 treating berthing impacts as short-term loadings.
Steel frames should be faced with suitable materials to minimize abrasive
contact with and from the hull of the vessel.
NOTE Facing materials might be of timber or polymers or other suitable materials
referred to in Table 4.
Fixings should be such that worn or damaged facing panels can be easily and
rapidly replaced. The heads of fixing bolts, set screws, etc. should be recessed
into the wearing face to avoid direct contact with the hull plating, with an
allowance for wear of the facing panels.
Measures should be taken to avoid loosening and fatigue of bolts due to cyclic
loads.
The design should allow for access to contact faces for maintenance or
replacements, having regard to the location of the berth and ease of access for
people and equipment. The individual elements of the facing panels should
allow safe handling.
6.9 Mounting and suspension

6.9.1 General
Mounting and suspension systems for fenders should be of robust and simple
design, with the use of hinges, anchor chains, turnbuckles and similar devices
kept to a minimum. Where practicable the mounting systems should be above
the water level or splash zone. Where mounting below the water level or splash
zone is unavoidable, the system should allow for maintenance, repair and
replacement activities.
Where fenders are mounted on structures with cathodic protection against
corrosion, the mounting system should be designed to prevent stray electrical
currents having corrosive or other adverse effects on the fenders.
Metals should be chosen or insulated to avoid electro-chemical corrosion.
No mountings (including stainless steel) should be allowed to be in contact with
steel reinforcement in concrete.
In circumstances where severe overloading of the fender might lead to failure of
the fender to berth connections, suitable back-up measures should be taken to
prevent the fender becoming detached from the berth structure.
If the supporting berth structure is of concrete and of new build, it should be
fitted with built-in threaded anchor sockets for the fender fixing bolts.
Retrofitted fixings should be designed in accordance with EOTA TR 029 [N2].

Chains should be galvanized and should be designed with a factor of 3 on the

minimum breaking load.
Bolts should be of stainless steel or galvanized so that corrosion is minimized to
allow easy removal of the fender for maintenance or replacement.
Galvanized bolts and accessories should not be used underwater, as the
galvanizing is subjected to galvanic corrosion.
NOTE Where galvanized chains, bolts and accessories are submerged or partially
submerged, they can act as an anode if connected to a steel structure.
6.9.2 Floating fenders

Suspension systems for fenders designed to float, such as horizontal timber or
pneumatic or foam-filled fenders, should allow easy travel of the movable
elements and minimize mechanical wear and the aggravation of corrosion in the
supporting structure.
Mooring systems for floating fenders, which generally comprise chains or wire
ropes with swivels and shackle connections to anchor points in the fixed
structures, should:
a) retain the fender close to the berth structure at all states of the tide and in
all wind, wave and current conditions when the berth is either empty or
occupied;
b) prevent the fender from rolling up over the cope under the berthing action;
c) be suitably protected to minimize damaging abrasion against the berth and
vessel;
d) minimize damage to the berth structure or the vessel in the event of the
fender being dragged off-station by an incorrect vessel approach or by any
other cause;
e) allow sufficient range of movement to avoid wave-induced snatch on fixings
at high and low water.
The contact area of a compressible fender increases considerably with
compression, and the mounting on the berth should allow the full contact area
between fender and berth to be developed under impact over the full tidal
range.
NOTE In some cases it might be necessary to extend the bearing face above the
cope to prevent floating fenders from riding over, provided that this is compatible
with the accommodation of the mooring system and berth operations.

Section 3: Mooring
7 Principles of good mooring
7.1 General
The mooring design should permit all vessels for which the berth is designed to:
• remain safely moored alongside for the conditions as described in the
facility operating manual;
• allow cargo handling operations to be conducted safely;
• minimize the time to safely berth, moor and cast-off.
The mooring arrangement should restrain movement to within acceptable limits
of the (off)loading equipment by means of an adequate number of mooring
lines, which can be readily handled by the operating personnel, compatible with
the varying conditions of wind, tide, current, weather, vessel loading and other
effects likely to be experienced during the relevant period of vessel stay at the
berth.
NOTE BS 6349-1-1:2013 gives guidance on vessel data. BS 6349-1-1:2013, Annex D
gives key dimensions of ships for preliminary design, and BS 6349-1-1:2013, Annex E
gives guidance on the assessment of acceptable wave conditions for moored vessels.
7.2 Mooring lines

7.2.1 Breast lines
The restraint required to secure the vessel alongside the berth is best obtained
using breast lines. These should be aligned as perpendicular as possible to the
longitudinal centre line of the vessel, in order to apply the maximum restraint to
prevent the vessel being moved broadside from the quay.
NOTE Short breasting lines require continual adjustment to compensate for tide
level and draught changes with load.
7.2.2 Spring lines

Spring lines should be aligned as parallel as possible to the longitudinal axis of
the vessel to apply the maximum restraint to minimize the vessel motion along
the quay.
7.2.3 Head and stern lines and additional mooring lines

COMMENTARY ON 7.2.3
Additional head and stern lines might on occasion be required to assist in the
berthing or manoeuvre of a vessel, particularly where a vessel is being moved along
a quay without use of main engines to achieve final positioning.
The need for head and stern lines is likely to arise where the vessel is moored to
widely spaced dolphins necessitating corresponding widely spaced mooring
connections ashore or, for example, where a large vessel has to make use of a quay
intended for smaller vessels and therefore has to distribute the mooring lines to
avoid overloading the bollards on the quay. Conversely, a small vessel mooring at,
for example, a berth primarily designed for larger vessels is likely to find the bollards
or hooks on the dolphins so far apart as to result in some of the mooring lines being
in effect head and stern lines.
Head, stern and additional mooring lines, where deployed, should be
incorporated into the overall mooring pattern to supplement breast and spring
lines.

7.3 Mooring layouts

7.3.1 General
To ensure even distribution of the restraining forces on the vessel, the pattern
of mooring lines should be approximately symmetrical about the midpoint of
the vessel.
NOTE 1 The optimum pattern of mooring lines for normal alongside berthing is
likely to consist of a basic array of breast, head and stern lines extending from or
near the extremities of the vessel, together with spring lines from approximately the
quarter points of the vessel.
NOTE 2 A high accommodation structure at either stern or bow increases the wind
load locally, but in practice the margin of restraint normally provided for a vessel
takes care of such eccentric loading.
The height and location of mooring points should be such that vertical angles of
mooring lines are as small as practicable and preferably not greater than 25° to
the horizontal. The spring lines should be designed to restrain vessel movement
along the berth and the breasting lines to restrain the movement off the berth.
The mooring arrangement should accommodate fender positions and quay or
dolphin levels in relation to the vessel freeboard range to prevent any wires
(particular spring lines) from rubbing against the vessel side, the cope edge or
fender panels or chafing on any structures.
The physical nature and layout of the berth or terminal affects the manner in
which the mooring objectives are achieved, and the relative position of
shore-mounted mooring equipment might result in a pattern of lines that gives
a less than optimum restraint capability. In such circumstances the berth
designer should inform the operator of the limitations of the mooring system.
Such information should be included in the facility operating manual.
7.3.2 Continuous quays

In the case of continuous quays, in order to ensure that the maximum useful
load restraint is placed on the vessel with the minimum number of mooring
lines, the vessel’s mooring arrangement should be such that each rope is as near
to the optimum line of action for its intended purpose as is possible. Any
proposed mooring layout is dependent on the relative position, spacing and
strength of bollards on the quay, which nevertheless should be compatible with
and suitable for the size and type of vessel (including its typical mooring
equipment) using the berth.
Generally bollards on a quay should be provided at between 15 m and 30 m
centres.
If necessary, additional mooring points should be provided, set back from the
quay face to cater for storm conditions.
NOTE 1 Typically, the spacing is set to match the beam and pile grid spacing to
provide adequate structural support.
NOTE 2 The normal mooring pattern consists of ropes issuing at the extremities of
the vessel that make horizontal angles of about 45°, −90° and −45° to its
longitudinal axis, plus spring lines at about 10° to its longitudinal axis
(see Figure 11).

Figure 11 Typical mooring pattern for continuous quay
Key
1 Aft breast line
2 Bollards
3 Forward breast line
4 Stern line
5 Head line
6 Spring lines
7.3.3 Island or similar type berths

In cases of island, “T” head and similar type berths, mooring points to receive
ropes from the ends of the vessels should be placed well behind the berthing
face to allow sufficient length to provide elasticity in the system.
A sufficient number of spring lines should be provided for the necessary
longitudinal restraint.
For island berths, the transverse and longitudinal forces applied to the vessel
should ideally be restrained by breast and spring lines respectively, provided
these are set out within the approximate limits given in Figure 12. The mooring
points should usually be within the range 35 m to 50 m from the berthing line
for the largest vessel.
NOTE 1 Vessels such as LNG/LPG tankers and coastal tankers do not always have
their manifolds amidships and do not therefore always lie centrally on the berth.
The range of manifold positions relative to midship/loading arm spotting point need
to be taken into account in the design of the berth.
NOTE 2 Further guidance for petrochemical vessels is given in OCIMF MEG3 [3].

Figure 12 Optimum angles of mooring lines for island tanker berth
BRITISH STANDARD
Key
1 Walkways
2 Mooring dolphin
3 Loading platform
4 Breast lines
5 Breasting dolphin
6 Spring lines
7 Head/stern lines
NOTE The optimum angle between breast lines (4) and the perpendicular is ≤15°.
© The British Standards Institution 2014

•
BS 6349-4:2014
35
8 Actions acting on the moored vessel

8.1 General
The principal horizontal forces acting on a moored vessel are generally caused
by wind and current. However, the mooring system should be capable of
withstanding any combination of forces resulting from the following as might
be applicable, while limiting the vessel’s movement to avoid interference with
cargo/passenger operations:
• wind load;
• current loads;
• loads due to surge, sway, roll, yaw and related wave-induced movements,
including ocean or long swell waves;
• off-quay hydrodynamic force and hydrodynamic interference from passing
vessels (see 8.3);
• surge, sway and yaw loads caused by passing vessels in narrow channels;
• tidal rise and fall, and change in draught or trim due to cargo operations;
• vertical movements induced by vessel heave, pitch and roll;
• winch and capstan loads;
• ice and floating debris;
• tug loads.
Accidental loads due to the inappropriate or premature operation of engines or
bow thrusters might occur, and the consequences should be identified.
NOTE 1 Further guidance is given in BS 6349-1-1:2013.
NOTE 2 Normally, if the mooring system is designed to accommodate the maximum
wind and current forces, the reserve strength is sufficient to resist other forces that
may arise under operational conditions. However, if appreciable surge, waves, ice or
other abnormal conditions exist at the terminal, considerable loads might be
developed in the vessels’ moorings.
The selection of the appropriate metocean forces for the design of the berth
should take into account the fact that ports might have vessels moored only in
normal rather than extreme conditions.
8.2 Wind and currents

Wind and current forces acting on a moored vessel should be evaluated in
accordance with BS 6349-1:2000, which also provides guidance on the duration
of gusts to be taken into account. 4)
NOTE OCIMF MEG3 [3] gives guidance for tankers, which may be used for vessels
with similar size and windage.
8.3 Hydrodynamic forces

NOTE Shore-based tensioning or increased pre-tensioning and alternative mooring
systems might be used to reduce vessel movement in appropriate circumstances to
increase the cargo handling operational window. The reduction of vessel movement
by applying pre-tension to mooring lines can significantly increase the loads in the
mooring lines.
4)
The clauses in BS 6349-1:2000 that deal with loads and actions are expected to form
part of the new BS 6349-1-2, which is currently in preparation.

8.3.1 Off-quay hydrodynamic forces

COMMENTARY ON 8.3.1
In circumstances where strong ebb or flood currents are present in the vicinity of the
berth, much greater off-berth mooring hydrodynamic forces are generated for
berths aligned across the tidal stream rather than parallel due to the large projected
area of the vessel.
The obstruction of the high velocity flows under open or piled berth structures slows
the water flow under the berth raising the water level. The resultant water surface
slope forces the vessel away from the berth, requiring considerable tension in the
breasting lines to bring the vessel to the fender face (see Figure 13).
The stand-off force is absorbed only by those mooring lines having an adequate
transverse component of resistance of movement of the vessel away from the berth.
If off-quay hydrodynamic forces are likely to occur, they should be assessed with
site-specific model testing.
Figure 13 Vessel under influence of stand-off force
Key
1 Reduced flow through piles
2 Accelerated flow outboard
3 Flow off the berth

8.3.2 Passing vessel effects

The effects induced by vessels passing in narrow channels should be assessed in
accordance with BS 6349-1-1:2013, 19.4.2.
In situations where the effect is of considerable magnitude, the movement
caused can lead to cargo-handling disruption and high loadings in the mooring
system that could result in failure of ropes or vessel-mounted mooring
equipment. If this is the case, specialist advice should be sought.
8.3.3 Long period and infragravity waves

NOTE 1 Long period and infragravity waves can cause large movements of moored
vessels. This is due to a combination of the wave period being close to the natural
frequency of the moored vessel and the wave length being longer than the vessel’s
length.
Where vessels are subject to long period and infragravity waves, the effect on
the moored vessels should be taken into account, as these can create excessive
vessel movement preventing the effective use of the berth under certain
conditions.
NOTE 2 Modelling of the moored vessel system might be necessary, as discussed
in BS 6349-1-1:2013.
8.4 Tidal rise and fall and change in draught or trim due to cargo
operations
The designer should take into account the changing relationship of vessel deck
to mooring point level due to:
a) the loading or unloading of the vessel; and
b) the changing water level, particularly under tidal conditions.
The designer should take into account the likelihood of the vessel being
suspended on the mooring lines on the falling tide or caught under the quay
edge or fenders on the rising tide, and should make recommendations as
appropriate for the facility operating manual.
NOTE 1 These can induce forces or change the magnitude of loading on the
moorings and on the vessel (see Figure 14).
NOTE 2 Mooring lines in tension have a maximum restraining effect when
horizontal and are reduced in their restraining effect as the angle from the
horizontal is increased.
NOTE 3 Changes in vessel buoyancy due to salinity changes alter the vessel draught
and are sometimes significant.
8.5 Ice
The effects of ice on the mooring of a vessel should be taken into account
where appropriate.
NOTE When the vessel is moored in ice conditions in a river or estuary, there is the
possibility of ice rafting up on and around the vessel and the quay. The drag created
by the current on the rafted ice on mooring lines, and around the vessel hull can
induce significant moorings loads. The ice loads on the quay also need to be taken
into account.

Figure 14 Effect of rise and fall of tide and change in draught or trim
a) Loaded draught
Key
1 Low tide
2 Mean tide
3 High tide
b) Light draught
9 Loads on mooring points

9.1 General
The loads on mooring points and lines depend on the actions discussed in
Clause 8. The vessel response to waves should be predicted from the known
wave climate, taking account of wave period and direction, with special
attention to long period waves that might cause very significant movements.
Detailed wave studies should be undertaken.
NOTE Recommendations for the estimation of forces as a result of the action of
environmental operating conditions on moored vessels are expected to be included
in BS 6349-1-2, which is currently in preparation. BS 6349-1-1:2013 gives guidance on
the use of mathematical and physical models to estimate the loads.
9.2 Calculation methods

9.2.1 General
Calculations should be carried out to determine the probable maximum loadings
on each mooring point. The calculations should take into account the expected
range of vessel sizes and the capacity of their mooring equipment. One of the
methods described in 9.2.2 to 9.2.6 should be used.

9.2.2 Method 1: Elastic analysis

The wind and current forces on the vessel should be calculated using the
method given in BS 6349-1:2000 5).
The loads on each individual mooring point should then be calculated by
treating the mooring lines as an elastic system, using either hand calculation or
a computer.
For calculation by hand, the system should be simplified by assuming that the
longitudinal forces are resisted by the spring lines and the transverse forces at
the bow and stern by the bow and stern breasting lines respectively.
The mooring ropes should be assumed to have the same characteristics, and
account should be taken of the lengths and angles of the mooring lines.
9.2.3 Method 2: Simple shared loads

An alternative method of calculating the loads on each individual mooring point
is to assume that if the berth has six mooring points then one-third of the total
transverse force on the vessel is taken by any one mooring point, and the
mooring point should be designed for this force at normal working stresses.
The longitudinal forces should be assumed to be resisted entirely by the spring
line mooring points.
If the berth has only four mooring points, then one-half of the total transverse
force on the vessel should be assumed to be taken by any one mooring point.
9.2.4 Method 3: Working line loads

For vessels less than 20 000 t displacement, or for a particular vessel using
specified mooring ropes and mooring pattern, the mooring points should be
designed at normal working stresses for a force equal to the minimum breaking
load of the ropes.
NOTE Typical rope characteristics are given in IMO MSC/Circ 1175 [4].
9.2.5 Method 4: Computer simulation

A suitable computer simulation program should be used, or physical modelling
should be carried out, to predict the wave forces on the vessel and to model the
resultant dynamic behaviour of the vessel, taking into account the mooring and
fendering system arrangement.
NOTE Further guidance on the simulation is given in BS 6349-1-1:2013.
This method should be adopted for exposed berths where vessels are subject to
significant wave forces, or where the interaction between the vessel and the
waves is significant.
9.2.6 Method 5: Notional bollard load capacity

For preliminary design of continuous berths, if there is insufficient data to carry
out any of the methods described in 9.2.2, 9.2.3, 9.2.4 and 9.2.5, the mooring
point loads in Table 5 should be used for general cargo vessels and bulk carriers
at a sheltered location.
5)
The clauses in BS 6349-1:2000 that deal with loads and actions are expected to form
part of the new BS 6349-1-2, which is currently in preparation.

Table 5 Mooring point loads for general cargo vessels and bulk carriers
Vessel displacement Mooring point load

t t
20 000 up to and including 50 000 80
Above 50 000 up to and including 100 000 100

Above 100 000 up to and including 200 000 150
Above 200 000 ≥200
NOTE Storm bollards may be used in the mooring pattern. These are typically >250 t in capacity.
9.3 Design of mooring point structure

The mooring point loads derived from methods 1 to 5 are horizontal actions.
In the design of the mooring point structure and the bollard or hook fixings,
account should be taken of the vertical component resulting from the mooring
lines not being horizontal.
The mooring equipment should be selected to have a safe working load equal
to or greater than the calculated loads.
The mode and type of mooring failure should be assessed to minimize risk to
personnel, the vessel and quay structure.
NOTE Generally, the mooring point structure is designed for the rated capacity of
the mooring equipment, not the calculated loads. Where a mooring point structure
is supporting more than one item of mooring equipment, the designer needs to
assess whether it should be designed for the rated capacity of every item of mooring
equipment or some lower value. Where several quick release hooks are mounted on
one assembly, each hook would be counted as a separate item of mooring
equipment.
10 On-shore mooring equipment

NOTE The range of on-shore mooring equipment covered by this part of BS 6349
comprises bollards, quick-release hooks, capstans and vacuum mooring. Fairleads and
cleats are not included.
10.1 Materials
NOTE On-shore mooring equipment is generally made from structural steel
sections, cast and forged steel and ductile and cast iron.
Materials and the associated workmanship should be in accordance with
BS 6349-1-4.
10.2 Mounting and fixing

Mounting systems should be of a design that minimizes maintenance and allows
easy replacement of damaged items.
Bolt heads, nuts, etc. should wherever possible be recessed to prevent snagging
of mooring lines and to reduce the trip hazard. Bolt recesses result in water
ponding, and can induce corrosion, so a suitable filler should be provided to
minimize water ingress.
Quick-release hooks on oil, gas or inflammable product jetties should be
designed such that they cannot strike the deck and thereby cause sparking.
On other installations where quick-release hooks can strike deck surfaces in their
released condition, suitable non-structural wearing plates should be provided
over the full horizontal arc of travel of the hook assembly.

Where mooring lines bear locally on cope nosings (e.g. lines to small vessels at
low tide), suitable anti-wear strips should be provided to protect both the lines
and the berth structure.
10.3 Bollards
COMMENTARY ON 10.3
Many bollard designs are commercially available. They can be broadly classified into
three categories, as follows:
• pillar type;
• T-head type;
• twin-head type with sloping lobes (also called a stag horn).
These types are illustrated in Table 6 together with characteristics and applications.
Bollards should be fixed and installed to avoid trip and slip hazards to line
handlers. The quay surface around the bollard should be fair and well drained
to avoid ponding of water and ice in winter. The bolts should be faired over or
the bollard set in a recess to avoid obstructions.
No more than two lines should be attached to one bollard unless the bollard has
specifically been designed with a longer neck to take three. This should be
stated in the facility operating manual.
Table 6 Mooring bollards
Type Normal maximum Applications

working load
t
Pillar 200 total General mooring applications where

rope angle is not steep
Single pillar type should be used with
lines from one ship only
Suitable for warping ships along
berths, etc.
T-head 150 All general mooring applications

including steep rope angles
Any one bollard should preferably be
allocated to lines from one ship only
Stag 200 total All general mooring applications

horn including steep rope angles
Lines from two ships may be attached
without interference

10.4 Quick release mooring hooks

Hooks should be able to provide an easy and rapid means of releasing mooring
lines from berth to vessel under both normal and emergency conditions.
NOTE 1 The release mechanisms might be actuated locally by manual operation or
by electromechanical operation from a remote console. Hooks are therefore of
particular application to:
• oil, gas, and chemical berths where quick release of lines for routine departure
of vessels might be required;
• mooring at island dolphins where personnel access is by launch only;
• Ro-Ro berths where a fast turnaround is required and there is a potential for
high mooring line loads during unberthing.
Only one line should be attached to each hook. This should be stated in the
facility operating manual.
Remote operation equipment for the individual release of lines should be
provided for jetties for VLCCs and large gas carriers.
A centralized remote release for hooks should not be used except when the
following criteria are met.
• A detailed risk assessment has been completed indicating that such a system
is required and can be safely operated.
• Controls and locking systems, fail-safe systems and release procedures are
incorporated in the design and operating procedures to prevent accidental
remote release of mooring lines.
NOTE 2 Remote release at the local position is acceptable.
In all cases a safe means of manual release local to the hooks should be
provided.
Mooring hooks equipped for remote release should be fitted with adequate
safety guards around all moving parts to protect personnel during operating
conditions.
NOTE 3 Hooks can be fitted with load monitoring that can be viewed in real time.
This can be useful in monitoring pre-tensioning which might be used to limit vessel
movement. This can also be useful in monitoring line tension when lines and
mooring hooks might exceed their safe working load, and also to give warning in
advance of the ships winches paying out line when the winch brake load is
exceeded. Where multiple hooks are installed on existing structures, load monitoring
can be used to check that the combined mooring loads do not exceed the total
design load.
10.5 Capstans
Where mooring lines are too heavy to be attached manually to bollards or
mooring hooks, or where there is insufficient space for a large enough mooring
gang to operate (e.g. on an island mooring dolphin), electrically driven capstans
should be provided for messenger and mooring lines to assist in bringing the
vessel’s lines ashore.
If a capstan arrangement is installed, an electrically driven capstan with
adequate static pull, and which may be started/stopped by means of an operator
foot pedal, should be provided.
The foot pedal should have a reversible mode to enable the capstan to be
released if a messenger line becomes entangled. The layout should allow for
safe operations by personnel. Where necessary, a platform should be installed
behind the capstan for the operator to stand on to allow safe handling of the
messenger line.

Electric motors for capstans, motor starters, associated cabling and switchgear,
together with all electrical equipment for the remote operation of mooring
hooks, should have protection characteristics appropriate to the hazardous area
classification in which they are situated. Hazardous area classification should be
in accordance with BS EN 60079-10-1. All electric cables should be placed in
ducts or recessed to avoid creating a tripping hazard in the area where mooring
operations are performed.
10.6 Vacuum mooring systems

COMMENTARY ON 10.6
Vacuum mooring systems use vacuum pads in place of mooring bollards. This allows
vessels to berth and to moor without the use of mooring lines as the vessel is
restrained by the vacuum pads. The time taken to berth and cast off can hence be
reduced, increasing port throughput.
As only 1 bar 6) atmospheric pressure is available, the pads need to be large to
provide sufficient mooring force, and the vessel hull has to be sufficiently fair and
smooth to provide a suitable bonding surface.
The vacuum pads are attached to the vessel close to the waterline and fixed to the
quay edge by hydraulic computer-controlled mooring units. Vacuum pads provide
mooring forces and can damp vessel movement, increasing the cargo handling
window.
Vacuum moorings might be used where it is important to minimize berth
turnaround times, while taking into account the additional maintenance and
operation constraints.
The benefit of using vacuum mooring units should be assessed to confirm that
the advantages outweigh the additional complexity of installation, operation
and maintenance.
Mooring units for vacuum mooring systems, where used, should be designed to
allow for the rise and fall of the tide and the draught changes of the vessel
during ballasting and loading.
6)
1 bar = 105 N/m2 = 100 kPa.

Bibliography
Standards publications
BS 6349-1-2, Maritime works – Part 1-2: General – Code of practice for
assessment of actions 7)
BS 6349-1-3, Maritime works – Part 1-3: General – Code of practice for
geotechnical design
BS 6349-3, Maritime structures – Part 3: Design of dry docks, locks, slipways and
shipbuilding berths, shiplifts and dock and lock gates
BS 6349-5, Maritime structures – Part 5: Code of practice for dredging and land
reclamation
BS 6349-6, Maritime structures – Part 6: Design of inshore moorings and floating
structures
BS 6349-7, Maritime structures – Part 7: Guide to the design and construction of
breakwaters
BS 6349-8, Maritime structures – Part 8: Code of practice for the design of Ro-Ro
ramps, linkspans and walkways
Other publications
[1] PIANC. Innovations in navigation – Lock design. Report No. 106.
INCOM WG29. Brussels: PIANC, 2009.
[2] PIANC. Guidelines for the design of fender systems. Report WG33.
Brussels: PIANC, 2002.
[3] OIL COMPANIES INTERNATIONAL MARINE FORUM. Mooring equipment
guidelines. Third edition (MEG3). London: OCIMF, 2007.
[4] INTERNATIONAL MARITIME ORGANISATION. Guidance on shipboard towing
and mooring equipment. IMO MSC/Circ 1175. London: IMO, 2005.
7)
In preparation.

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© The British Standards Institution 2014 • iii

Contractual and legal considerations

iv • © The British Standards Institution 2014

© The British Standards Institution 2014 • 1

3 Terms, definitions and symbols

3.1.2 berthing line

3.1.4 design vessel

3.1.6 fendering system

3.1.7 flat side of vessel

2 • © The British Standards Institution 2014

B beam of vessel, in metres (m)

© The British Standards Institution 2014 • 3

4 • © The British Standards Institution 2014

Table 1 Typical fendering locations

Impounded basins Approximately constant water level

© The British Standards Institution 2014 • 5

Table 2 Vessel categories

6 • © The British Standards Institution 2014

4.2 Selection and design of fenders

4.3 Vessel characteristics

© The British Standards Institution 2014 • 7

4.3.2 Vessels with bulbous bows

Figure 1 Geometry of vessel with bulbous bow

It is generally impracticable to provide a fendering system to safeguard the

8 • © The British Standards Institution 2014

4.4 Fender layout for berths and other locations

4.4.2 Continuous quays

© The British Standards Institution 2014 • 9

Figure 2 Hull and cope geometry at impact

Figure 3 Fender layout on a continuous quay

4.4.3 Island berths

10 • © The British Standards Institution 2014

Figure 4 Fender layout for three island berth

© The British Standards Institution 2014 • 11

Figure 5 Fender layout for five island berth

4.4.4 Lead-in jetties and lock entrances

12 • © The British Standards Institution 2014

4.5 Berthing procedure

Figure 6 Geometry of vessel approach to berth

4.5.2 Ferry and Ro-Ro berths

© The British Standards Institution 2014 • 13

Figure 7 Ferry and Ro-Ro vessel berthing (1 of 2)

14 • © The British Standards Institution 2014

Figure 7 Ferry and Ro-Ro vessel berthing (2 of 2)

4.5.3 Energy absorption distribution

4.6 Berthing reactions and load distribution

© The British Standards Institution 2014 • 15

4.6.2 Hull pressures

Table 3 Guidance on hull pressure

Type of vessel Hull pressure

4.6.3 Fender energy absorption and reaction due to angular berthing