Navitrak's physics engine turns raw laser distance into rated force, energy absorbed, and safety-margin numbers — in real time, per fender, per second of approach. The same numbers an engineering study would compute by hand, generated continuously and stored indefinitely.
A laser distance reading arrives at the server. The physics engine looks up the fender's datasheet deflection curve as a runtime model, computes reaction force and energy absorbed, compares to rated capacity, and writes the result to the measurements table. Continuously. Per fender. Per second.
Every berthing produces an audit-grade Operation Report PDF. The fender-performance table is the engineering centerpiece: peak deflection, reaction force, energy absorbed, and % rated for every fender involved in contact. The same rated-margin number a hand-calculated berthing study produces — generated automatically.
| # | Fender · Model | Peak δ | Reaction F | Energy E | % Rated |
|---|---|---|---|---|---|
| F1 | DIVM 2000H × 2500L End fender | 412mm | 4 380kN | 2 110kN·m | 73 % |
| F2 | DIVM 2000H × 1500L Middle fender | 478mm | 3 940kN | 1 920kN·m | 81 % |
| F3 | DIVM 2000H × 1500L Middle fender | 505mm | 4 120kN | 2 040kN·m | 87 % |
| F4 | DIVM 2000H × 1500L Middle fender | 462mm | 3 820kN | 1 870kN·m | 78 % |
| F5 | DIVM 2000H × 1500L Middle fender | 428mm | 3 660kN | 1 760kN·m | 75 % |
| F6 | DIVM 2000H × 2500L End fender | 395mm | 4 240kN | 2 050kN·m | 70 % |
FIG. 2.1 · Illustrative example values — not customer data.
Every number in the F1–F6 rows above (deflection, reaction force, energy absorbed, % rated) is a synthesised example chosen to exercise the table's threshold colouring; none of it is from a real berthing. Fender model names (DIVM 2000H × 2500L, etc.) are illustrative manufacturer datasheet examples. Berth engineering guidance nominal thresholds used for the chip colouring: ok ≤ 80 %; warn 80–85 %; over > 85 %.
The Aggregate Fender Analytics dashboard rolls up every berthing the physics engine has scored into a berth engineering guidance-aligned safety scorecard. The engine computes; the history stores, aggregates, and queries.
FIG. 3.1 · Real Fender Analytics dashboard, wireframe-treated (Canny edge detection → coral on navy). All identifiers abstracted; no vessel names, pilot names, or customer marks survive the transform. The two inset charts illustrate the evidence-linked analytics: speed-vs-compression scatter (3.A) and per-vessel peak compression polar (3.B).
Every fender ships with a manufacturer deflection curve — reaction force versus deflection percentage, with rated values at known points. Navitrak loads the curve as a runtime physics model so every laser distance reading produces an instantaneous force estimate, scored against the same rated points.
Four physics-layer capabilities, four evidence rows from the engineering framework. FULL and PARTIAL scope indicate coverage depth.
A hardware vendor's spec sheet ends where their fender ships. Ours begins there. Navitrak loads the manufacturer's deflection curve as a runtime physics model and tells you, every second of every berthing, what reaction force that fender is absorbing relative to its rated capacity — then aggregates the result across vessels and months into a physics-aligned safety scorecard.
The hardware vendor sold you the steel. We tell you what the steel is doing.
An EPC spec writer should be able to download it, lift sections directly into a tender's functional specification chapter, and produce a defensible 2026 BAS+VTMS spec — without writing it from scratch. Email-gated, free, annual revision cadence.