Bridgestone Marine Fender Ver1.9[1]

Marine Fender Catalogue

MARINE FENDER SYSTEMS

Contents CONTENTS ................................................................................................................................................................... …….i

1.

INTRODUCTION ........................................................................................................................................... 1 BRIDGESTONE MARINE FENDERS: PRODUCT OVERVIEW

2. 3.

QUALITY CONTROL .................................................................................................................................... 3 HYPER CELL FENDER (HC) ........................................................................................................................ 4 HYPER CELL FENDER PERFORMANCE HYPER CELL FENDER GENERIC PERFORMANCE CURVE HYPER CELL FENDER DIMENSIONS HYPER CELL FENDER FIXING BOLT LOCATIONS

4.

SUPER CELL FENDER (SUC) ..................................................................................................................... 9 SUPER CELL FENDER PERFORMANCE SUPER CELL FENDER GENERIC PERFORMANCE CURVE SUPER CELL FENDER DIMENSIONS SUPER CELL FENDER FIXING BOLT LOCATIONS

5.

DYNA ARCH FENDER (DA) ....................................................................................................................... 14 DYNA ARCH FENDER PERFORMANCE DYNA ARCH FENDER GENERIC PERFORMANCE CURVE DYNA ARCH FENDER DIMENSIONS DYNA ARCH FENDER FIXING BOLT LOCATIONS

6.

SUPER ARCH FENDER (SA) ..................................................................................................................... 24 SUPER ARCH FENDER PERFORMANCE SUPER ARCH FENDER GENERIC PERFORMANCE CURVE SUPER ARCH FENDER DIMENSIONS SUPER ARCH FENDER FIXING BOLT LOCATIONS

7.

SMALL CRAFT FENDERS ......................................................................................................................... 26 CYLINDRICAL FENDER (CY) CYLINDRICAL FENDER DIMENSION SUPER TURTLE FENDER (ST150H/ST200H) TURTLE FENDER (T100H/T130H) SEAL FENDER (S100H/S130H) SUPER ARCH CORNER FENDER (C-SA) W FENDER (W230H) WHARF HEAD PROTECTOR (HT20H) SAFETY RUBBER LADDER (SL150H, SL200H, SL250H)

8.

THE ACCESSORIES OF FENDER SYSTEM ............................................................................................. 35 FENDER PANEL FRONTAL PADS AND FIXINGS ANCHORS AND FRAME FIXINGS CHAIN SYSTEM AND CHAIN FIXING ANCHOR ACCESSORIES MATERIAL SPECIFICATIONS

9.

MARINE FENDER DESIGN GUILDELINE.................................................................................................. 42 MARINE FENDER DESIGN FLOW CHART DEFINITIONS OF VESSEL PARAMETERS BERTHING ENERGY CALCULATIONS BERTHING VELOCITY MASS COEFFICIENT (Cm) ECCENTRICITY FACTOR (Ce) SOFTNESS COEFFICIENT (Cs) CONFIGURATION COEFFICIENT (Cc) FACTOR OF ABNORMAL BERTHING CASE STUDY: FENDER SELECTION MULTIPLE-FENDER-CONTACT AND FENDER PITCH DESIGN BY BERTH CONSIDERATIONS DESIGN BY VESSEL CONSIDERATIONS FENDER PANEL DESIGN CHAIN SYSTEM DESIGN FIXINGS AND ANCHORS DESIGN

10.

RESEARCH, DEVELOPMENT AND TESTING FACILITIES ...................................................................... 59 FINITE ELEMENTS ANALYSIS (FEA) TESTING FACILITIES

11.

MARINE FENDER VERIFICATION ............................................................................................................. 62 PHYSICAL PROPERTY OF RUBBER FENDER PERFORMANCE TEST DIMENSIONAL TOLERANCES

APPENDIX ............................................................................................................................................................ 64 TABLE OF VESSEL DATA UNIT CONVERSION TABLE LIST OF REFERENCE DISCLAIMER

i


1.

INTRODUCTION

“Serving Society with Superior Quality” On this basis, Bridgestone has established its presence over 150 markets and has about 180 manufacturing facilities worldwide. Founded in 1931 by Shojiro Ishibashi, Bridgestone Corporation Ltd. emphasizes on giving the best quality to the customers. Being a tire-maker company, Bridgestone also manufactures a diverse range of industrial products and chemical products. One of the strong areas in the industrial rubber fields, which Bridgestone has stamped its presence, is Marine Fender. With the performance of marine fenders scientifically evaluated, combined with severe quality control as in ISO9001 and PIANC (Permanent International Association of Navigation Congresses) and technical back-up services. Marine fenders have been an indispensable product at various port facilities throughout the world. The demand for good and reliable quality fender systems is ever increasing. For more than 50 years, Bridgestone has played an important role to provide high quality marine fender systems to ports worldwide. With its state-of-the-art facilities and continuous investment in research and development work, Bridgestone diligently innovates and searches for the best fendering solutions. From cylindrical fenders to the advanced cell series fenders, Bridgestone prides itself for being able to bring genuine and value-added technology to its clients.

© Copyright 2011 Bridgestone Corporation

1


BRIDGESTONE MARINE FENDERS: PRODUCT OVERVIEW

Type of Fender

Energy Absorption Capacity

Typical Applications

(kN-m)

Hyper Cell (HC) 22.4 to 1790

• • • • • •

Container Berth Oil and Gas Berth General Cargo Berth Ore Berth Ro-Ro Berth Shipyard

9.80 to 7470

• • • • • •

Container Berth Oil and Gas Berth General Cargo Berth Ore Berth Ro-Ro Berth Shipyard

15.1 to 343

• • • •

Container Berth General Cargo Berth Ro-Ro Berth Shipyard

Super Cell (SUC)

Dyna Arch (DA) (DA-A/ DA-B/ DA-S)

Super Arch (SA) 5.68 to 10.10

• Fishing Port • Yacht Harbor • Barge Berth

For Protection

• • • •

Small Craft Fender - Cylindrical Fender - Super Turtle Fender - Turtle Fender - Sealed Fender - W Fender - Wharf Head Protector - Safety Rubber Ladder - Super Arch Corner

Fishing Port Yacht Harbor Barge Berth General Cargo Berth

Safety Rubber Ladder (SL)

Cylindrical Fender (CY)

Super Arch Corner (C-SA)


2


2.

QUALITY CONTROL

Bridgestone fenders are well known for their quality. Being the largest rubber-based company, Bridgestone understands rubber better than anyone else and leverages its expertise in rubber technology in marine fender systems. Bridgestone fenders are one of the original and most-trusted brands in the world. Equipped with world-class testing facilities and the most stringent testing procedures, Bridgestone fenders give you peace of mind wherever vessels berth. High durability and excellent quality are synonymous with Bridgestone fenders. This is well supported by impressive results of durability testing on our Super Cell (SUC) and Hyper Cell (HC) fenders. We can meet the rigorous requirements of PIANC. Moreover, Bridgestone fender is made from the finest and highest quality of natural rubber at ISO9001-certified manufacturing plants. Being a market leader in fendering solutions, Bridgestone has over 50 years of proven installations and has become the fender of choice.


3


3.

HYPER CELL FENDER (HC)

The Hyper Cell fender is the highest evolution of the original Bridgestone cell series fenders introduced in 1969. Analytically designed, Hyper Cell fenders have a very complex shape, making the energy absorption and reaction force ratio effectively higher than Super Cell fenders of the same size. Advanced materials, cutting-edge technology and advanced testing facilities play a pivotal role in the success of the Hyper Cell fender. Since 1996, Hyper Cell fenders have been in service at ports around the world. Specifically, Hyper Cell fenders are very popular at Container Terminals due to its durability and performance. Similar to Super Cell fenders, Hyper Cell fenders are typically designed with fender panels to allow for better distribution of stress across the hull surface. The 50 years of experience in fendering solutions certainly help make Hyper Cell a better product.

FEATURES OF HYPER CELL FENDERS • • • • • •

High energy absorption with relatively low reaction force Excellent multi-directional angular performance High durability as the internal stresses are dispersed throughout the fender body High allowable static load of fenders Close to 15 years of proven supply records Ease of installation

Hyper Cell fenders


FEA model of Hyper Cell fender

4


Fender Size

HC400H

HC600H

HC700H

HC800H

HC900H

HC1000H

HC1150H

HC1300H

HC1400H

Performance Grade

HYPER CELL FENDER PERFORMANCE

J1 J2 J3 J4 J1 J2 J3 J4 J1 J2 J3 J4 J1 J2 J3 J4 J1 J2 J3 J4 J1 J2 J3 J4 J1 J2 J3 J4 J1 J2 J3 J4 J1 J2 J3 J4

70.0% (J1, J2 & J3 Deflection) 67.5% (J4 Deflection) Reaction Energy Force Absorption (kN) (kN-m) 100 22.4 126 28.0 157 35.0 196 41.6 226 75.6 283 94.5 353 118 441 141 308 120 385 150 481 188 601 223 402 179 502 224 628 280 785 333 509 255 636 319 795 399 993 474 628 350 785 438 981 547 1230 651 830 533 1040 666 1300 832 1620 990 1060 769 1330 962 1660 1200 2070 1430 1230 961 1540 1200 1920 1500 2400 1790

Note: 1. Optional intermediate performance grade with performance characteristic of -5%, -10% and -15% are available upon request (except for performance grade J1). 2. Performance data is based on having mount height equal to 0.15 times of fender height in place on top of the fender. 3. Fender performance is subject to the tolerance of max 10% for Reaction Force and -10% for Energy Absorption.


5


HYPER CELL FENDER GENERIC PERFORMANCE CURVE

TABLE OF ANGULAR PERFORMANCE Compression Angle (Degrees)

0

3

5

6

7

10

15

20

Center Deflection (%)

70.00

69.59

69.21

69.06

68.71

67.26

64.77

61.73

Reaction Force

1.000

1.000

1.000

1.000

1.000

1.000

1.000

1.000

Energy Absorption

1.000

0.997

0.995

0.995

0.992

0.973

0.929

0.872

Center Deflection (%)

67.5

66.9

66.4

66.2

66.0

65.1

63.2

60.4

Reaction Force

1.000

1.000

1.000

1.000

1.000

1.000

1.000

1.000

Energy Absorption

1.000

0.992

0.986

0.984

0.983

0.972

0.932

0.870

Performance Grades J1, J2 & J3

Reaction Force equivalent to that of 70.0% normal deflection

Performance Grade J4

Reaction Force equivalent to that of 67.5% normal deflection

Note: 1. Fender performance is reduced on angular compression. 2. The table above shows the energy capacity of fenders at different compression angles.


6


HYPER CELL FENDER DIMENSIONS

Fender Size

H

D1

D2

A1

A2

Md1 (performance grade dependent)

d2 (performance grade dependent)

J1

J1

J2

J3

J4

J2

J3

N

T

t

4 (6)*

21

21

J4

HC400H

400

340

640

260

560

HC600H

600

510

900

390

810

M24

M24

30

30

6

27

21

HC700H

700

595

1050

455

945

M24

M24

30

30

6

31.5

25

HC800H

800

680

1200

520

1080

M27

M27

35

35

6

36

27

HC900H

900

765

1350

585

1215

M27

M30

35

38

6

40.5

30

HC1000H 1000

850

1500

650

1350

M30

M36

38

44

6

45

33

HC1150H 1150 977.5 1725

750

1550

M36

M42

44

50

6

51.8

36

HC1300H 1300

1105

1950

845

1755

M36

M42

46

52

8

58.5

39

HC1400H 1400

1190

2100

910

1890

M36

M42

46

52

8

63

39

Note: 1. 2.

M16

28

*HC400H fender has a combination of 4-M22 and 6-M16 for fender fixings and frame fixings respectively. All units in mm unless otherwise stated.

FENDER BODY APPROXIMATE MASS Fender Size

Approximate Mass (kg)

HC400H HC600H HC700H HC800H HC900H HC1000H HC1150H HC1300H HC1400H

72 221 349 520 754 1033 1562 2223 2724


7


HYPER CELL FENDER FIXING BOLT LOCATIONS

Fender Size

Md (performance grade dependant) J1

J2

J3

N

A

P1

P2

J4

HC400H

M22

4

560

396

396

HC600H

M24

6

810

405

701

HC700H

M24

6

945

473

818

HC800H

M27

6

1080

540

935

HC900H

M27

M30

6

1215

608

1052

HC1000H

M30

M36

6

1350

675

1169

HC1150H

M36

M42

6

1550

775

1342

HC1300H

M36

M42

8

1755

672

1241

HC1400H

M36

M42

8

1890

723

1336

Note: 1. All units are in mm unless otherwise stated. 2. Generally, case 2 bolt pattern is frequently used as it requires less concrete height compared to case 1 bolt pattern whilst case 1 bolt pattern requires less concrete width. © Copyright 2011 Bridgestone Corporation

8


4.

SUPER CELL FENDER (SUC)

Originating from the cell series fenders first introduced in 1969, Bridgestone Super Cell fenders have stood the test of time. To date, over hundreds of thousands of Super Cell fenders have been in service at ports in more than 50 countries, greatly contributing to the economical design of marine facilities. From the smallest SUC400H to the world's largest SUC3000H, Super Cell fenders cater for almost all fendering needs at ports around the world. Bridgestone Super Cell fenders are unique, having an effectively high energy absorption to reaction force ratio as one of its salient features. They are cylindrical in shape with two steel mounting plates permanently bonded to both ends of the main rubber column during vulcanization. Super Cell fenders are typically fitted with fender panels to obtain a wide contact area on contact with the vessel, thus reducing pressure against the vessel hull as much as required.

FEATURES OF SUPER CELL FENDERS • • • • • •

High energy absorption with relatively low reaction force Excellent multi-directional angular performance High durability as the internal stresses are dispersed throughout the fender body Wide range of sizes (Up to SUC3000H) Close to 50 years of proven supply records Ease of installation

Super Cell Fenders


9


SUC400H

SUC500H

SUC630H

SUC800H

SUC1000H

SUC1150H

SUC1250H

52.5% (Rated Deflection)

R1

Reaction Force (kN) 55.9

Energy Absorption (kN-m) 9.80

R0

69.8

12.3

RH

90.8

15.9

RS

105

RE

Fender Size

Performance Grade

Fender Size

Performance Grade

SUPER CELL FENDER PERFORMANCE 52.5% (Rated Deflection)

R1

Reaction Force (kN) 734

Energy Absorption (kN-m) 467

R0

918

584

RH

1200

764

18.4

RS

1370

872

118

20.7

RE

1550

987

R1

87.3

19.2

R1

894

628

R0

109

23.9

R0

1120

787

RH

142

31.2

RH

1450

1020

RS

164

36.0

RS

1680

1180

RE

184

40.4

RE

1890

1330

R1

138

38.2

R1

1010

754

R0

174

48.1

R0

1270

948

RH

226

62.5

RH

1640

1220

RS

260

71.9

RS

1890

1410

RE

292

80.8

RE

2130

1590

R1

224

78.7

R1

1390

1220

R0

280

98.3

R0

1750

1540

RH

363

127

RH

2270

1990

RS

419

147

RS

2620

2300

RE

472

166

RE

2950

2590

R1

349

153

R1

2090

2060

R0

437

192

R0

2450

2420

RH

568

249

RH

3190

3150

RS

655

288

RS

3680

3630

RE

738

324

RE

4150

4100

R1

462

233

R1

2570

2820

R0

578

292

R0

3030

3330

RH

750

379

RH

3930

4310

RS

866

437

RS

4540

4980

RE

976

493

RE

5120

5620

R1

545

299

R1

3710

4890

R0

682

374

RH

887

487

RS

1020

RE

1160

SUC1450H

SUC1600H

SUC1700H

SUC2000H

SUC2250H

SUC2500H

R0

4370

5750

RH

5670

7470

560

RS

-

-

637

RE

-

-

SUC3000H

Note: 1. Optional intermediate performance grade with performance characteristic of ±10% are available upon request. (Except –10% for lowest performance grade and +10% for highest performance grade). 2. Fender performance is subject to the tolerance of max 10% for Reaction Force and -10% for Energy Absorption. © Copyright 2011 Bridgestone Corporation

10


SUPER CELL FENDER GENERIC PERFORMANCE CURVE

TABLE OF ANGULAR PERFORMANCE Compression Angle (Degree)

0

3

5

6

7

10

15

20

52.5

51.9

51.3

50.8

50.3

48.8

45.5

41.3

Reaction Force 1.000

1.000

1.000

1.000

1.000

1.000

1.000

1.000

Energy Absorption

0.977

0.950

0.936

0.922

0.883

0.801

0.652

Center Deflection (%) Reaction Force equivalent to that of 52.5% normal deflection

1.000

Note: 1. Fender performance is reduced on angular compression. 2. The table above shows the energy capacity of fender at different compression angles.

Finite Element Model of Super Cell fender


11


SUPER CELL FENDER DIMENSIONS

d T

Approx. Mass (kg)

30

17

75

28

28

18

100

4

28

30

25

210

900

6

28

30

30

405

1300

1100

6

35

39

35

765

1150

1500

1300

6

40

44

37

1155

SUC1250H

1250

1650

1450

6

39

44

40

1495

SUC1450H

1450

1850

1650

6

47

53

42

2165

SUC1600H

1600

2000

1800

8

46

53

45

2885

SUC1700H

1700

2100

1900

8

46

52

50

3495

SUC2000H

2000

2200

2000

8

53

58

50

4835

SUC2250H

2250

2550

2300

10

60

66

57

7180

SUC2500H

2500

2950

2700

10

60

68

75

10500

SUC3000H

3000

3350

3150

3500

3250

12

70

-

100 (t = 75)

17100

Fender Size

H

SUC400H

400

650

550

4

30

SUC500H

500

650

550

4

SUC630H

630

840

700

SUC800H

800

1050

SUC1000H

1000

SUC1150H

D

A

N

(performance grade dependent)

R1

R0

RH

RS

RE

Note: 1. All units in mm unless otherwise stated.


12


SUPER CELL FENDER FIXING BOLT LOCATIONS

Md

Fender Size

N

SUC400H

4

M22

SUC500H

4

SUC630H

(performance grade dependent)

A

P1

P2

P3

P4

P5

M22

550

389

-

-

-

-

M22

M22

550

389

-

-

-

-

4

M22

M24

700

495

-

-

-

-

SUC800H

6

M22

M24

900

450

779

-

-

-

SUC1000H

6

M27

M30

1100

550

953

-

-

-

SUC1150H

6

M30

M36

1300

650

1126

-

-

-

SUC1250H

6

M30

M36

1450

725

1256

-

-

-

SUC1450H

6

M36

M42

1650

825

1429

-

-

-

SUC1600H

8

M36

M42

1800

689

1273

1663

-

-

SUC1700H

8

M36

M42

1900

727

1344

1755

-

-

SUC2000H

8

M42

M48

2000

765

1414

1848

-

-

SUC2250H

10

M48

M56

2300

711

1352

1861

2187

-

SUC2500H

10

M48

M56

2700

834

1587

2184

2568

-

SUC3000H

12

M56

-

3150

815

1575

2227

2728

3043

3250

841

1625

2298

2815

3139

R1

R0

RH

RS

RE

Note: 1. All units are in mm unless otherwise stated. 2. Generally, case 2 bolt pattern is frequently used as it requires less concrete height compared to case 1 bolt pattern whilst case 1 bolt pattern requires less concrete width.


13


5.

DYNA ARCH FENDER (DA)

Dyna Arch Fender was first introduced in 1984. This V shape fender offers higher performance than the conventional V-Type fenders including Super M and Super Arch Fenders. Dyna Arch Fenders are particularly suitable for small harbour and applications where vessel projections are encountered during berthing. Its unique application utilizes both the assembly of frontal pads and fender panels. The Dyna Arch Fenders are available in three (3) types to enable a port owner or engineer to make the most suitable selection. 1) Without frontal pads

(Type A or known as DA-A Fender)

2) With frontal pads and fender panel

(Type B or known as DA-B Fender)

3) With frontal pads bonded to the fender

(Type S or known as DA-S Fender)

FEATURES OF DYNA ARCH FENDER •

High energy absorption with relatively low reaction force compared to other conventional V-type fenders

•

High durability as the internal stresses are dispersed throughout the fender body

•

Wide selection of sizes, length and energy capacities

•

Proven supply records of more than 20 years

•

Ease of installation

Dyna Arch (Type A) fenders


14


DYNA ARCH TYPE A FENDER (DA-A) • •

The shape of Dyna Arch Fender has been optimized using FEM design analysis Internal stresses are dispersed throughout the fender body

DYNA ARCH TYPE B FENDER (DA-B) • •

Variable fender panel sizes to meet the allowable pressure requirement Reduce friction imposed on the hull body

P-Type DA-B

□ Fenders designed with frontal pads

I-Type DA-B

□ Fenders designed with frontal pads and intermediate frame

F-Type DA-B

□ Fenders designed with frontal pads and fender panel

DYNA ARCH TYPE S FENDER (DA-S) • • •

Superior bonding between the pad (UHMW) and the rubber body Reduce friction imposed on the hull body Use of the entire pad thickness


15


DYNA ARCH FENDER PERFORMANCE

DA-A250H

DA-A300H

DA-A400H

DA-A500H

DA-A600H

DA-A800H

DA-A1000H

Type B / Type S


M3



M2

169

17.8

M1

204

21.5

M3

172

21.7

M2

202

25.5

M1

245

30.9

M3

230

38.6

M2

270

45.4

M1

327

54.9

M3

286

60.2

M2

337

70.9

M1

408

85.7

M3

344

86.8

M2

405

102

M1

490

124

M3

459

154

M2

540

181

M1

653

220

M3

574

241

M2

675

284

M1

816

343

Fender Size

DA-B250H DA-S250H

DA-B300H DA-S300H

DA-B400H DA-S400H

DA-B500H DA-S500H

DA-B600H DA-S600H

DA-B800H DA-S800H

DA-B1000H DA-S1000H

Performance Grade

Fender Size

Performance Grade

Dyna Arch Fender: Type A


M3



M2

169

15.9

M1

204

19.2

M3

172

19.4

M2

202

22.9

M1

245

27.7

M3

230

34.5

M2

270

40.6

M1

327

49.1

M3

286

54.0

M2

337

63.5

M1

408

76.7

M3

344

77.6

M2

405

91.3

M1

490

111

M3

459

138

M2

540

163

M1

653

196

M3

574

216

M2

675

254

M1

816

307

Note: 1. Fender performance is subject to the tolerance of max 10% for Reaction Force and -10% for Energy Absorption. 2. Fender performance is on per meter length basis.


16


DYNA ARCH FENDER GENERIC PERFORMANCE CURVE

FEM Analysis and Testing Verification for Dyna Arch Fender


17


DYNA ARCH FENDER DIMENSIONS Dyna Arch A Type (DA-A) Fender Dimension

Fender Size

H

A

W1

W2

F

e

f

k (performance grade dependant) M3

M2

T

t

Approx. Mass (kg/m)

M1

250H

250

410

187.5

500

162.5

90

125

26

28

27.5

24

90

300H

300

490

225

600

195

105

140

28

31

33

26

125

400H

400

670

300

800

260

120

165

32

35

40

30

215

500H

500

840

375

1000

325

140

180

35

41

45

33

340

600H

600

1010

450

1200

390

160

195

35

41

54

36

500

800H

800

1340

600

1600

520

260

270

47

53

72

48

895

1000H

1000

1680

750

2000

650

300

290

49

55

90

52

1430

Note: 1. All units in mm unless otherwise stated. 2. The approximate mass of fender is based on both ends tapered.


18


Dyna Arch B Type (DA-B) Fender Dimension

Fender Size

H

A

W1

W2

F

e

k (performance grade dependant)

f

M3

M2

T

t

S

Md

M1

Approx. Mass (kg/m)

250H

250

410 187.5 500 162.5

90

125

26

28

27.5

24

125 M20

105

300H

300

490

225

600

195

105

140

28

31

33

26

150 M22

145

400H

400

670

300

800

260

120

165

32

35

40

30

180 M24

240

500H

500

840

375

1000

325

140

180

35

41

45

33

250 M27

360

600H

600

1010

450

1200

390

160

195

35

41

54

36

300 M30

520

800H

800

1340

600

1600

520

260

270

47

53

72

48

440 M36

885

1000H

1000 1680

750

2000

650

300

290

49

55

90

52

560 M42

1350

Note: 1. All units in mm unless otherwise stated. 2. The approximate mass of fender is based on both ends straight.

Dyna Arch B Type (DA-B) Frame Fixings Pitches

Dyna Arch Fender (Type B) N

Fender Length, L1 1000

1500

2000

2500

3000

3500

8

12

16

20

24

28

9

11

13

c1

125

p1

250

n1

3


5

7

19


Dyna Arch S Type (DA-S) Fender Dimension

Fender Size

H

A

W1

W2

F

e

f

k (performance grade dependant) M3

M2

T

t

U

Approx. Mass (kg/m)

M1

250H

250

410 187.5 500 162.5

90

125

26

28

27.5

24

20

85

300H

300

490

225

600

195

105

140

28

31

33

26

20

120

400H

400

670

300

800

260

120

165

32

35

40

30

30

200

500H

500

840

375

1000

325

140

180

35

41

45

33

30

305

Note: 1. All units in mm unless otherwise stated. 2. The approximate mass of fender is based on both ends straight.


20


DYNA ARCH FENDER FIXING BOLT LOCATIONS Both Ends Tapered

L1=1000

L1=1500

L1=2000

L1=2500

L1=3000

L1=3500

N=4 n=1

N=6 n=2

N=8 n=3

N=8 n=3

N = 10 n=4

N = 12 n=5

Dyna Arch Fender Md Size

(performance grade dependant)

M3

M2

C

P

C

P

C

P

C

P

C

P

C

P

M1

250H

M22

M24

130

865

132.5

680

132.5

620

-

-

-

-

-

-

300H

M24

M27

140

870

140

685

137.5

625

140

790

145

715

140

674

400H

M27

M30

150

900

150

700

147.5

635

150

800

150

725

150

680

500H

M30

M36

160

930

160

715

157.5

645

160

810

165

730

160

686

600H

M30

M36

170

960

170

730

167.5

655

170

820

170

740

170

692

800H

M42

M48

180

1040

180

770

180

680

182.5

845

180

760

-

-

1000H

M42

M48

200

1100

200

800

200

700

-

-

-

-

-

-

Note: 1. All units in mm unless otherwise stated. 2. Dyna Arch fender base length L 2 = 2 x C + n x P, where n = number of pitch/pitches 3. “N” denotes number of bolts required. 4. Non-standard length, profiles and bolting patterns are available upon request.


21


One End Tapered

L1=1000

L1=1500

L1=2000

L1=2500

L1=3000

L1=3500

N=4 n=1

N=6 n=2

N=8 n=3

N=8 n=3

N = 10 n=4

N = 12 n=5



M3

M2

C

P

C

P

C

P

C

P

C

P

C

P

M1

250H

M22

M24

-

-

-

-

-

-

300H

M24

M27

131.25 800 131.25 650 131.25 600 140

795

142.5

645

137.5

600

140

765

137.5

700

137.5

660

400H

M27

M30

150

800

150

650

150

600

152.5

765

150

700

150

660

500H

M30

M36

160

805

162.5

650

162.5

600

157.5

770

162.5

700

162.5

660

600H

M30

M36

170

810

170

655

167.5

605

170

770

165

705

170

662

800H

M42

M48

180

840

180

670

177.5

615

180

780

180

710

-

-

1000H

M42

M48

200

850

200

675

202.5

615

-

-

-

-

-

-



22


Both Ends Straight

L1=1000

L1=1500

L1=2000

L1=2500

L1=3000

L1=3500

N=4 n=1

N=6 n=2

N=8 n=3

N=8 n=3

N = 10 n=4

N = 12 n=5



M3

M2

C

P

C

P

C

P

C

P

C

P

C

P

M1

250H

M22

M24

130

740

130

620

130

580

-

-

-

-

-

-

300H

M24

M27

140

720

140

610

137.5

575

140

740

140

680

137.5

645

400H

M27

M30

150

700

150

600

152.5

565

147.5

735

150

675

150

640

500H

M30

M36

160

680

160

590

160

560

162.5

725

160

670

162.5

635

600H

M30

M36

170

660

170

580

167.5

555

170

720

170

665

170

632

800H

M42

M48

180

640

180

570

182.5

545

177.5

715

180

660

-

-

1000H

M42

M48

200

600

200

550

197.5

535

-

-

-

-

-

-



23


6.

SUPER ARCH FENDER (SA)

The Super Arch fender was the first arch-type fender developed by Bridgestone as a multi-purpose fender. Since 1963, Super Arch fenders have been supplied to various ports throughout the world. The response was so well that it has been regarded as the representative of solid type fenders before the introduction of cell series fenders.

FEATURES OF SUPER ARCH FENDER • • • •

High energy absorption and low reaction force Highly durable as the internal stresses are dispersed throughout the fender body Close to 40 years of proven supply records Ease of installation

SUPER ARCH FENDER PERFORMANCE Fender Size

SA150H

SA200H

Perf. Grade

45.0% (Rated Deflection) Reaction Force (kN)

Energy Absorption (kN-m)

R1

127

6.53

R2

110

5.68

R1

169

11.60

R2

147

10.10

Note: 1. Fender performance is subject to the tolerance of max 10% for Reaction Force and -10% for Energy Absorption.

SUPER ARCH FENDER GENERIC PERFORMANCE CURVE


24


SUPER ARCH FENDER DIMENSIONS

Fender Size

H

A

W1

W2

F

e

f

k

T

t

Approx. Mass (kg/m)

SA150H

150

240

98

300

96

55

95

25

22.5

19

36

SA200H

200

320

131

400

128

75

105

29

30

21

62

SUPER ARCH FENDER FIXING BOLT LOCATIONS Super Arch Fender Size

Md

L1=1000 N=4 n=1

L1=1500 N=6 n=2

L1=2000 N=8 n=3

L1=2500 N=8 n=3

L1=3000 N = 10 n=4

L1=3500 N = 12 n=5

C

C

P

C

P

C

P

C

P

C

P

112.5

675

107.5

620

110

785

107.5

715

110

671

120

680

120

620

122.5

785

120

715

120

672

P

(A) Both Ends Tapered 855 150H M22 110 200H

M24

120

860

(B) One End Tapered 150H M22 108.75 820 108.75 660 109.75 606 112.25 771 108.75 705 108.75 664 810

120

655

117.5

605

120

770

121

702

122.5

661

(C) Both Ends Straight 780 150H M22 110

110

640

107.5

595

110

760

110

695

112.5

655

120

630

122.5

585

122

752

120

690

122.5

651

200H

200H

M24

M24

120

120

760

Note: 1. All units in mm unless otherwise stated. 2. Super Arch fender base length L 2 = 2 x C + n x P, where n = number of pitch/pitches 3. “N” denotes number of bolts required. 4. Non-standard length, profiles and bolting patterns are available upon request.


25


7.

SMALL CRAFT FENDERS

While tires and timber have been used in smaller wharves, such fenders cannot withstand long years of use and often need replacement. In addition, damages to the wharf structures installed with tires or timber are common. Therefore, the demand is increasing for fenders with higher impact absorption and wider area protection. Bridgestone is responding to this need by offering a full line of fenders and associated spare parts for small wharves. Small craft fenders offered by Bridgestone are as follows. 1) Cylindrical Fender (CY) 2) Super Turtle Fender (ST) 3) Turtle Fender (T) 4) Sealed Fender (S) 5) Wharf Header Protector (HT) 6) Safety Rubber Ladder (SL) 7) Super Arch Corner Fender (C-SA)

FEATURES OF SMALL CRAFT FENDERS • • • •

Improved safety with a wide breadth to height ratio of fenders Better structure protection improved by greater surface contact area on the vessel Wide selection of sizes and energy capacities Ease of installation

Super Turtle Fender


26


CYLINDRICAL FENDER (CY) Cylindrical fenders are among the first elastomeric fender types to be applied for wharf protection. They are simple, easy to install and can be used by a wide range of vessels.


27


CYLINDRICAL FENDER DIMENSIONS

Fender Size ØD x Ød (mm x mm)

Max. Length L (m)

Approx. Mass (kg/m)

Ø150 x Ø75

6.0

15

Ø200 x Ø100

6.0

27

Ø250 x Ø125

6.0

42

Ø300 x Ø150

6.0

60

Ø350 x Ø175

6.0

82

Ø400 x Ø200

6.0

107

Ø450 x Ø225

6.0

136

Ø500 x Ø250

6.0

167

Ø550 x Ø275

6.0

202

Ø600 x Ø300

6.0

241

Ø650 x Ø325

2.0

283

Ø700 x Ø350

2.0

328

Ø750 x Ø375

2.0

376

Ø800 x Ø400

2.0

428

Note: 1. Flexible length available upon request. Kindly contact Bridgestone.


28


SUPER TURTLE FENDER (ST150H/ ST200H) The model was developed from the very popular Turtle model. Several improvements were made such as 32.5° upper section incline to avoid snagging and ribbed construction to improve dependability.

PERFORMANCE AND DIMENSIONS Fender Size


H

A

W1

W2

L (m)

Approx. Mass (kg/m)

ST150H

6.07

150

375

195

435

1.0 to 3.5

48

ST200H

10.8

200

500

260

580

1.0 to 3.0

86

FIXING BOLT LOCATIONS Super Turtle Fender Size

Md

L=1000

L=1500

L=2000

L=2500

L=3000

L=3500

N=6 n=2

N=6 n=2

N=8 n=3

N = 10 n=4

N = 10 n=4

N = 12 n=5

C1 C2

P

C1 C2

P

C1

C2

P

C1 C2

P

C1 C2

P

C1 C2

P

ST150H M22 150 125 475 150 125 725 150 125 650 150 125 615 150 125 740 150 125 690 ST200H M24 150 121 515 150 131 760 150 126 675 150 131 630 150 131 755

-

-

Note: 1. All units in mm unless otherwise stated. 2. Fender performance is subject to the tolerance of max 10% for Reaction Force and -10% for Energy Absorption. 3. “N” denotes number of bolts required. 4. “n” denotes number of pitch/pitches. 5. Fender performance is on per meter length basis.


29


TURTLE FENDER (T100H/ T130H) Turtle fenders have a low surface pressure, minimizing the docking impact of even a small vessel's slight wharf contact. Its effect on weaker vessels is minor.



H

A

W1

W2

L (m)

Approx. Mass (kg/m)

T100H

2.70

100

235

210

300

0.5 to 1.5

27

T130H

4.56

130

235

180

300

0.5 to 1.5

31

FIXING BOLT LOCATIONS

Turtle Fender Size

T100H T130H

Md

L1

L=500

L=1000

L=1500

N=4 n=1

N=4 n=1

N=6 n=2

C

P

L1

C

P

L1

C

P

M22 / M20 * 400 125 250 910 200 600 1420 300 450 M24

380 125 250 880 200 600 1380 300 450

Note: 1. All units in mm unless otherwise stated. 2. Fender performance is subject to the tolerance of max 10% for Reaction Force and -10% for Energy Absorption. 3. “N” denotes number of bolts required. 4. “n” denotes number of pitch/pitches. 5. Fender performance is on per meter length basis. 6. Bolt size of M20 is used for T100H with 500mm length.


30


SEAL FENDER (S100H/ S130H) Designed with a larger buffer area, minimize the docking impact of even FRP vessels.



H

A

W1

W2

L (m)

Approx. Mass (kg/m)

S100H

2.70

100

240

180

300

0.5 to 2.0

22

S130H

4.56

130

240

170

300

0.5 to 2.5

31

FIXING BOLT LOCATIONS L=500

L=1000

L=1500

L=2000

L=2500

L=3000

N=4 n=1

N=4 n=1

N=6 n=2

N=8 n=3

N=8 n=3

N = 10 n=4

Seal Fender C

P

C

P

C

P

C

P

C

P

C

P

S100H M22

110

330

110

830

110

665

110

610

111

776

111

707

S130H M22

110

330

110

830

110

665

110

610

111

776

111

707

Size

Md

Note: 1. All units in mm unless otherwise stated. 2. Fender performance is subject to the tolerance of max 10% for Reaction Force and -10% for Energy Absorption. 3. “N” denotes number of bolts required. 4. “n” denotes number of pitch/pitches. 5. Fender performance is on per meter length basis.


31


SUPER ARCH CORNER FENDER (C-SA) Super Arch corner fenders are used as wharf corner protectors. The smallest sizes of 100H & 130H are designed without inner hollow section

DIMENSIONS Fender Size

Md1

A

H

W1

W2

L

P

C

k

T

t

Approx. Mass (kg)

100H

M22

240

100

130

300

500

200

75

25

22.5

16.5

40

130H

M22

240

130

111

300

500

200

75

25

22.5

16.5

45

150H

M22

240

150

98

300

500

200

75

25

22.5

19.0

41

200H

M24

320

200

131

400

750

350

100

29

30.0

21.0

100

250H

M27

410

250

164

500

750

350

100

32

37.5

23.0

148

250H

M27

410

250

164

500

1000

550

150

32

37.5

23.0

183



32


W FENDER (W230H) W fenders have a wide contact surface and provide low surface pressure, an innovation made with Dyna Slide technology onto Bridgestone’s original W fenders that are widely supplied all across Japan. Combining a W200 fender and 30mm thick UHMW-PE pads through well controlled vulcanization processes, the superior product of W230H was produced. 2k

U

C

nxP

W

A C

W

k

UHMW-PE PAD

T

Fixing Bolt N - Md

L

H

PERFORMANCE AND DIMENSIONS Fender Size W230H

40.0% (Rated Deflection) Reaction Energy Force Absorption (kN) (kN-m) 107

6.71

H

W1

W2

T

U

L

Approx. Mass (kg/m)

230

600

24

24

30

2000

105

FIXING BOLT LOCATIONS Fender Size

Md

N

k

A

C

n

P

W230H

M20

6

23

750

200

2

800

Note: 1. All units in mm unless otherwise stated. 2. Fender performance is subject to the tolerance of max 10% for Reaction Force and -10% for Energy Absorption. 3. “N” denotes number of bolts required. 4. “n” denotes number of pitch/pitches. 5. Fender performance is on per meter length basis


33


WHARF HEAD PROTECTOR (HT20H) Wharf head protector minimizes scraping damage to vessels and wharf heads caused by rising and falling tides.

DIMENSIONS Type of wharf

H1

H2

W1

W2

L (m)

New Construction

20

22

100

102

0.5 to 1.8

Existing Concrete

20

-

100

102

0.5 to 1.0



34


SAFETY RUBBER LADDER (SL150H/ SL200H/ SL250H) Provides an alternative to metal ladders.

DIMENSIONS Ladder Size

Md

H

W1

W2

S

SL150H

M22

150

650

800

30

SL200H

M24

200

650

850

30

SL250H

M27

250

700

950

30

L (m)

0.9 to 3.0

FIXING BOLT LOCATIONS L

n

Mounting Bolt Pitch

Nx2

900

3

300 + 300 + 300

2x2

1200

4

300 + 600 + 300

2x2

1500

5

300 + 600 + 300 + 300

3x2

1800

6

300 + 2x600 + 300

3x2

2100

7

300 + 600 + 300 + 600 + 300

4x2

2400

8

300 + 3x600 + 300

4x2

2700

9

300 + 2x600 +300 +600 + 300

5x2

3000

10

300 + 4x600 + 300

5x2



35


8.

THE ACCESSORIES OF FENDER SYSTEM

The requirement of marine fender system accessories varies in accordance with the type of fenders and the design complexity. The design of these accessories complies with the stringent quality control policy. The typical accessories assembly of Hyper Cell Fender is shown as follows.

Note: 1. Chain and pad arrangement illustrated is typical, but will vary depending upon job site conditions. Bridgestone should be consulted for the final layout. 2. All colors shown are for identification purposes only. The actual offer may differ. Please consult Bridgestone for further information regarding the standard colors available.

MAJOR ACCESSORIES Accessory

Typical Functions

Anchor Bolt

Attaches the fender to the wharf or structure

Frame Fixing

Attaches the fender panel to the fender

Fender Panel

Protects the vessel hull by regulating the average contact pressure

Frontal Pad

Reduces the friction coefficient to protect the vessel hull

Shear Chain

Restrains shear deflection of fenders (Optional)

Tension Chain

Restrains extension of fenders (If necessary)

Weight Chain

Supports the fender panel weight (If necessary)


36


FENDER PANEL Cell series fender systems (Hyper Cell or Super Cell) are typically designed with fender panels. The fender panel helps to reduce the concentrated load acting on the vessel hull by distributing the force across the flat frame surface. The fender panel size can be altered so that the average hull pressure does not exceed the allowable hull pressure requirements, protecting the vessel hull effectively. There are 2 types of fender panel constructions, namely open and sealed. Sealed frames are also sometimes known as boxed frames. Generally, the open type fender panel facilitates the ease of checking of the internal structure whereas the sealed type is relatively superior in corrosion protection. The fender panel can be chamfered or cornered at the top, bottom or side edges, depending on the types of vessels and hull constructions to avoid snagging of the belted vessel.

Open Frame:without back plate

Closed Frame:with back plate

Chamfered Frame

Protective Coating Protective coating is essential to safeguard the fender panel performance under the corrosive marine conditions. The epoxy protective coating system is recommended in accordance with ISO 12944 (1), which complies with the expected durability of “High” under the seawater splash zone environment. Typical Coating System Specification(2):

(1) (2)

Surface Preparation

:

SSPC.SP10 / SIS SA 2.5

Primer Coat

:

Organic Zinc Rich Primer --- 20 ~ 50 micron

Intermediate/ Top Coat

:

High Build Solids Epoxy --- Min. 2 Coats

Total Dry Film Thickness

:

Min. 450 micron

Colour

:

Black

ISO 12944- Paints and varnishes — Corrosion protection of steel structures by protective paint systems Alternative to the stated coating system are available upon request and are subjected to evaluation

Cathodic Protection Sacrificial anodes (Zinc or Aluminium) can be installed on frames for additional corrosion protection apart from protective coating against the severe marine environment. The weight of the anode is determined by the number of years of protection. Please consult Bridgestone for the required number of anodes.


37


FRONTAL PAD AND FIXINGS The Ultra High Molecular Weight (UHMW) polyethylene pads are fixed to the face of the fender panel to minimize surface friction when the fender panel comes into contact with the vessel hull. There are 2 types of pads, namely flat pads and corner pads, with size up to 1000 mm x 1000 mm depending on the orientation and size of the designed fender panel. Typically, black or blue UHMW polyethylene pads are offered. The below are the typical properties of UHMW pads: UHMW PE Pad Properties

Values 0.93-0.95

Specific weight Hardness

Shore D 60-70

Tensile strength

Min. 15 N/mm2 >50%

Elongation Friction coefficient

Max. 0.2

Izod Impact Strength

No break

Note: 1. The above pad properties are typical in standard product. Non-typical pad properties are available upon request.

Pads and fixings on the fender panel

The Pad Fixings Bridgestone has an unique pad fixings design that differed from the conventional stud bolt design where the stud bolt is easily damaged during the handling. The M16 fixing bolts are used to fix the frontal pads to the welded nuts on the faceplate of the fender panel. The below shows the crosssectional view of pad fixings for both open and sealed fender panels.


38


ANCHORS AND FRAME FIXINGS Bridgestone marine fender systems can be easily installed by using fixing bolts or anchor bolts regardless of wharf types: be it new or existing, a steel structure or a concrete structure. Typically, super bolts are used for new concrete structure while resin anchors are used for existing concrete structure. For new or existing steel structure, conventional bolts are usually used. In the case of super bolts, the embedded portion will be cast into the concrete, providing a threading part (sleeves) in which the bolt is installed. For resin anchors, the bolt is secured to the concrete structure with the chemical resins acting as a bonding agent. The below diagrams provide a clear illustration on the fixing mechanism of super bolts and resin anchors.

Frame Fixing Frame fixings enable the fender panel to be fixed on the fender body. Different types of fenders require different types of frame fixings and fixing arrangement. The below diagrams illustrate the frame fixings configurations for Super Cell (SUC) fenders and Hyper Cell (HC) fenders.


39


Typical Super Bolt Dimensions

Bolt

Anchor

Bolt Size (M)

H

Y

G1

i

L

G2

M20 M22 M24 M27 M30 M36 M42 M48 M56 M64

13 14 15 17 18.7 22.5 26 30 35 40

30 34 36 41 46 55 65 75 85 95

65 65 70 75 75 85 90 120 125 130

50 50 55 60 60 70 75 95 100 105

145 165 175 200 225 270 325 360 435 475

50 55 55 60 60 70 85 95 105 115

Approx. Mass (kg) 1.0 1.4 1.7 2.4 3.0 5.2 7.7 11.1 17.4 24.1

Typical Resin Anchor Bolt and Nut Dimensions

Bolt Size (M) M20 M22 M24 M27 M30 M36 M42 M48 M56 M64

H

Y

L1

L2

D

L

Approx. Mass (kg)

16 20.2 22.3 24.7 26.4 31.9 34.9 38.9 45.9 52.4

30 34 36 41 46 55 65 75 85 95

10 10 10 10 10 10 10 10 10 10

140 145 170 190 210 260 330 400 480 515

24 28 30 32 38 46 55 60 65 75

140 145 170 190 210 260 330 400 480 515

0.8 1.0 1.2 1.7 2.3 4.1 6.0 8.6 13.5 18.6

Nut

Drill Hole Diameter & Depth

Anchor

Note: 1. All units in mm unless otherwise stated. 2. Bolt length and washer size may differ in accordance with the fixing application.


40


CHAIN SYSTEM AND CHAIN FIXING ANCHOR The chain system is comprised of the combination of shackles and common links secured between the fender panel and the chain fixings on the wharf structure. A typical chain system is designed with a safety factor of 3 against the breaking load. The adjustable shackle is designed, depending on the functionality of the chain in the marine fender system design.

Chain Fixing Anchor There are 2 types of chain fixings generally used, as described below:

U-Anchor U-Anchors are used with new concrete structure. For further embedding strength, the U-anchor can be welded to the structural reinforcement bars before casting.

Bracket Brackets are used with existing concrete structure. Typically, the bracket is secured to the wharf by using resin anchors or steel structure by using bolt, nut and washer.


41


ACCESSORIES MATERIAL SPECIFICATIONS ALTERNATIVE STANDARD ACCESSORIES

MATERIALS

GRADE

EN Grades USA Std

British Std

SS400 in JIS G 3101

ASTM A36

BS4360-86 Gr.43A

1.0037

SM490 in JIS G 3106

ASTM A633 Gr.C

BS4360-86 Gr.50A

1.0045

UHMW Polyethylene

-

-

-

-

Bolt, Washer, Flange, Anchor Plate & Bar

Mild Steel

SS400 in JIS G 3101

ASTM A36

BS4360-86 Gr.43A

1.0037

Sleeve

Stainless Steel

SUS304 / SUS316 in JIS G 4303, 4304

AISI 304 AISI 316

BS970 Gr. 304 BS970 Gr. 316

1.4301 1.4401

Bolt & Nut

Stainless Steel

SUS304 / SUS316 in JIS G 4303, 4304

AISI 304 AISI 316

BS970 Gr. 304 BS970 Gr. 316

1.4301 1.4401

Washer

Mild Steel

SS400 in JIS G 3101

ASTM A36

BS4360-86 Gr.43A

1.0037

Resin Capsule

Polyester Resin

-

-

-

Mild Steel

SS400 in JIS G 3101

ASTM A36

BS4360-86 Gr.43A

1.0037

Bolt & Washer

Mild Steel

SS400 in JIS G 3101

ASTM A36

BS4360-86 Gr.43A

1.0037

Nut

Stainless Steel

SUS304 / SUS316 in JIS G 4303, 4304

AISI 304 AISI 316

BS970 Gr. 304 BS970 Gr. 316

1.4301 1.4401

Stainless Steel

SUS304 / SUS316 in JIS G 4303, 4304

AISI 304 AISI 316

BS970 Gr. 304 BS970 Gr. 316

1.4301 1.4401

Steel Bars for Chains

SBC490 (1) in JIS G 3105

-

-

-

Carbon Steel

S25C in JIS G 4051

ASTM A575 Gr. 1025

BS970 Gr. 060A25

-

Carbon Steel

S25C / S45C in JIS G 4051

ASTM A575 Gr.1025 / Gr.1045

BS970 Gr. 060A25 BS970 Gr. 060A45

-

Stainless Steel

SUS304 / SUS316 in JIS G 4303, 4304

AISI 304 AISI 316

BS970 Gr. 304 BS970 Gr. 316

1.4301 1.4401

Mild Steel

SM490 in JIS G 3106

FENDER PANEL

Fender panel

Frontal Pad

Mild Steel

Resin Anchor

Super Bolt

FIXING BOLTS

Frame Fixing

Bolt, Nut & Washer

Pad Fixing Bolt CHAINS Tension Chain Weight Chain Shear Chain SB Shackle Adj. Shackle CHAIN ANCHORS

U-Anchor

Bracket

ASTM A633 Gr. C BS4360-86 Gr.50A

1.0045

Note: 1. SBC 490 in JIS G 3105 is standard of steel bars for chains; hence no equivalent US standard exists. ASTM states the standard for the chain itself, not the material.


42


9.

MARINE FENDER DESIGN GUILDELINES

MARINE FENDER DESIGN FLOW CHART

DEFINITIONS OF VESSEL PARAMETERS Parameters

Definitions

Dead Weight Tonnage, DWT

The total mass of cargo, stores, fuels, crew and reserves with which a vessel is laden when submerged to the summer loading time

Displacement Tonnage, DT

Total mass of the vessel and its contents

Gross Tonnage, GT

Gross internal volumetric capacity of the vessel as defined by the rules of registering authority and measured in units of 2.83 m3

Length Overall, Loa

Overall length of the vessel

Length measured between aft and fore perpendicular or Length Between Perpendicular, Lpp along the waterline from forward surface of the stem to the after surface of the sternpost Molded Breadth, B

Beam or width of the vessel

Molded Depth, D

Total height of the ship

Full Load Draft, d

Height of vessel below sea water level during full load


43


BERTHING ENERGY CALCULATIONS The kinetic energy of a vessel can be represented by the following formula:

E=

½·M·v2

Where: E = Kinetic energy of the vessel (kNm) M = Mass of the vessel (=water displacement in tonnes) v = Speed of the approaching vessel perpendicular to the berth (m/s) The effective berthing energy of a vessel can be corrected from the kinetic energy as follows:

E= Where: E M v Ce Cm Cs Cc

½ · M · v 2 · Ce · Cm · Cs · Cc

= Effective berthing energy (kNm) = Mass of design vessel (displacement in tonnes) = Approach velocity of vessel perpendicular to the berth (m/s) = Eccentricity factor = Virtual mass factor = Softness factor = Berth configuration factor or cushion factor

BERTHING VELOCITY The berthing velocity can be estimated from the figure below.

a. Good berthing conditions, sheltered. b. Difficult berthing conditions, sheltered. c. Easy berthing conditions, exposed. d. Good berthing conditions, exposed. e. Navigation conditions difficult, exposed.

Design berthing velocity as function of navigation conditions and size of vessel (Brolsma et al, 1977)


44


MASS COEFFICIENT (Cm) Vasco Costa According to Vasco Costa, when a vessel berths, a certain volume of water will be ‘pulled’ together, creating a virtual mass. This volume is equivalent to d × d × Lpp. Since the virtual mass will be created on both sides of the vessel, the volume of water = 2d × d × Lpp and the volume of the vessel = Lpp × B × d. Hence, the total volume of berthing is as follows: 2

Volume = L pp ⋅ B ⋅ d + 2 ⋅ d ⋅ L pp

⎛ ⎝

= L pp ⋅ B ⋅ d ⋅ ⎜ 1 +

2⋅d⎞

⎟

B ⎠

Thus, Mass coefficient (Cm) can be calculated by the following formula: 2d Cm = 1 + for broadside berthing B

Cm = 1 +

2d

for bow/ stern berthing

L pp

Where: Lpp = Length of vessel’s hull between perpendiculars (m) B = Breadth of the vessel (m) d = Draft of vessel (m) This formula was published in 1964 and is also used by the British Standards BS6349: Part 4. It is valid under the following circumstances: • the keel clearance shall be more than 0.1 × d • the vessel's velocity shall be more than 0.08 m/s.

Shigeru Ueda The formula of Shigeru Ueda originates from 1981 and is based on model experiments and field observations. Cm is given by the formula:

Cm = 1 +

Cm = 1 +

π

⋅

d

π

⋅

d

for bow/stern berthing.

2 ⋅ Cb L pp

Block coefficient, Cb = Where: DT Lpp B d ρ

for broadside berthing;

2 ⋅ Cb B

L pp

DT ⋅B ⋅ d⋅ ρ

= Displacement tonnage of the vessel (tonnes) = Length of vessel’s hull between perpendiculars (m) = Breadth of the vessel (m) = Draft of vessel (m) = Density of water (1.025 ton/m3 for seawater)


45


ECCENTRICITY FACTOR (Ce) In most cases, a vessel berths with either the bow or stern at an angle of a certain degree to the wharf or dolphin. At the time of berthing, the vessel turns simultaneously. For this reason, the total kinetic energy held by the vessel is consumed partially in its turning energy and the remaining energy is conveyed to the wharf.

This remaining energy is obtained from the kinetic energy of a vessel by correction with the eccentricity factor, Ce and may be calculated by means of the following equation:

Ce =

K

2

+ R 2 ⋅ cos 2γ 2 2 K +R

Where: K = Radius of gyration of the ship (m) Generally between 0.2L and 0.25L K also can be obtained from the following formula: K = (0.19 Cb + 0.11) Lpp Where: Cb Lpp R γ

= Block coefficient = Length of vessel’s hull between perpendiculars (m) = Distance of the point of contact from the center of mass (m) = Angle between the line joining the point of contact to the center of mass and the velocity vector (°)

The above expression is often simplified by assuming γ = 90°, resulting in

Ce =

K

2

K +R 2

2

=


1

⎛R⎞ 1+ ⎜ ⎟ ⎝K ⎠

2

46


Hence, generally Ce is assumed to be as follows, unless otherwise specially requested: Berthing Method

Berthing Schematic Diagram

Ce

1/4 Point Berthing

0.5

1/3 Point Berthing

0.7

End Berthing

1.0

SOFTNESS COEFFICIENT (Cs) The softness coefficient allows for the portion of the impact energy that is absorbed by the elastic deformation of the ship’s hull. Little research into energy absorption by a vessel hull has taken place, but it has been generally accepted that the value of Cs lies between 0.9 and 1.0. In the absence of more reliable information, a figure of 1.0 for Cs is recommended when a soft fender system is used, and between 0.9 and 1.0 for a hard fender system. A hard fender system can be considered one in which the deflections of the fenders under impact from design vessels are less than 0.15m. A soft fender system has fender deflections greater than 0.15m under the same impacts.


47


CONFIGURATION COEFFICIENT (Cc) The berth configuration coefficient allows for the portion of the ship’s energy, which is absorbed by the cushioning effect of water trapped between the ship’s hull and the quay wall. The value of Cc is influenced by the type of quay construction, the distance from the side of the vessel, the berthing angle, the shape of the ship’s hull, and the under keel clearance. The following figures are generally applied in each case: Open Structure

Semi Open Structure

Closed Structure (Gravity)

Cc = 1.0

Cc = 0.9 ~ 1.0

Cc = 0.8 ~ 1.0

FACTOR OF ABNORMAL BERTHING An abnormal impact occurs when the normal calculated energy to be absorbed at impact is exceeded. This is to account for the scenario of accidental occurrences. The reasons for abnormal impacts among others can be mishandling, malfunction, exceptionally adverse wind or current, or a combination of them. The factor for abnormal impact may be applied to the berthing energy as calculated for a normal impact to arrive at the abnormal berthing energy. This factor should enable reasonable abnormal impacts to be absorbed by the fender system without damage. It would impracticable to design for an exceptionally large abnormal impact and it must be accepted that such an impact would result in damage. Size

Factor of Abnormal Berthing

Tanker and Bulk Cargo

Largest Smallest

1.25 1.75

Container Vessel

Largest Smallest

1.5 2.0

General Cargo

-

1.75

Ro-Ro and Ferries

-

2.0 or higher

Tugs, Work Boats, etc

-

2.0

Type of Vessel


48


CASE STUDY: FENDER SELECTION The fender selection is based on the minimum energy absorption and maximum reaction force requirements. Typically, the berthing conditions are taken into considerations when selecting a fender.

Design Vessel Data and Berthing Energy DWT (ton)

DT (ton)

L (m)

B (m)

D (m)

d (m)

v (m/s)

Berthing Energy (kN-m)

100000

140000

275.0

42.0

25.00

12.50

0.125

872.4

Vessel Type General Cargo

Berthing Conditions: Berthing Angle: Flare Angle :

10 degrees 5 degrees

Angular Effects: Angular effects determine the performance of a fender. The angular performance obtained by multiplying the normal performance (Ø=0°) by the angular correction factor should be equal to or greater than the effective berthing energy. E ≤ Ea = En x ACFE Where,

E En Ea ACFE

: : : :

Effective Berthing Energy Energy Absorption at Normal Compression Energy Absorption at Angular Compression Angular Correction Factor for Energy Absorption

Moreover, the following equation should be utilized when there is any limit in the reaction force to a wharf structure. Rmax ≥ Ra = Rn x ACFR Where,

Rmax Rn Ra ACFR

: : : :

Maximum Allowable Reaction Force Reaction Force at Normal Compression Reaction Force at Angular Compression Angular Correction Factor for Reaction Force

Angular Correction Factor of 10° Compression angle ACFE

0.972

ACFR

1.000

The Fender Selection As Follows: Hyper Cell Fender HC1150H(J4)x1x1 Design Performance (Normal 67.5 % Compression)

Design Performance Compression Angle 10°

989

961

1620

1620

Energy Absorption (kN-m) Reaction Force (kN)

The calculated effective berthing energy will be fully absorbed by the HC1150H(J4)x1x1 under the angular berthing condition of 10 degrees. © Copyright 2011 Bridgestone Corporation

49


MULTIPLE-FENDER CONTACT AND FENDER PITCH For continuous wharves, the quantity of fenders in contact with the vessel hull depends on the fender pitch. Larger-than-required pitches may result in insufficient energy absorption or the vessel hull hitting the wharf structure. On the other hand, smaller-than-required pitches may result in uneconomical marine fender systems being designed. Generally, British Standard: Maritime Structures, BS 6349 is used as a reference to estimate the fender pitch by considering the minimum vessel length. The study of multiple fender contact helps to determine the most optimum fender system and fender pitch by considering the possible berthing scenarios of both maximum and minimum vessels. Two important aspects are taken into consideration in the study of multiple fender contact: • •

Energy absorption of each fender involved Clearance between the vessel hull and the wharf structure.

In the analysis, the Combined Energy Capacity (EAC) based on the performance of multiple fenders in contact with the vessel hull is evaluated. There are two worst-case scenarios of vessels coming into contact with fender systems: • •

2-fender Contact 1-fender Contact

or or

4, 6, 8-fender Contact, if any (even number) 3, 5, 7-fender Contact, if any (odd number)

This is illustrated in figures below respectively.

The berthing energy of the vessel should be fully absorbed by a number of fender systems under the acceptable compression level of fenders.


50


4-Fender Contact In a 4-fender contact case, the center vessel hull is at a distance H from the berthing line, when the vessel hull just contacts with the center of both fender systems F1 and F4. At the same time, F2 and F3 are compressed with h deflection. The distance H and h can be related with the total fender pitch S and hull radius R as follows.

⎛ ⎝

⎛ ⎝

H = R ⋅ ⎜ 1 − cos⎜ sin - 1

⎛ ⎝

⎛ ⎝

h = R ⋅ ⎜ cos⎜ sin − 1

S ⎞⎞ ⎟⎟ 2R ⎠ ⎠

For S = 3 x Fender Pitch (P)

P ⎞ ⎛ - 1 S ⎞⎞ ⎟ − cos⎜ sin ⎟⎟ 2R ⎠ 2R ⎠ ⎠ ⎝

When the center vessel hull goes in further by a distance δ, the total displacement becomes H + δ. Fender systems (F1 & F4) are being compressed by δ. Therefore, the Combined Energy Capacity (EAC) when the center vessel hull goes in by a distance H + δ from the berthing line can be calculated as follows.

EAC = (Energy absorption of F1 & F4 at δ) + (Energy absorption of F2 & F3 at h + δ)

3-Fender Contact In a 3-fender contact case, the center vessel hull is at a distance H from berthing line (with the middle fender system G2 being compressed with a distance H), when the vessel hull just contacts with the center of both fender systems G1 and G3. The distance H can be related with the fender pitch S and hull radius R as follows.

⎛ ⎝

⎛ ⎝

H = R ⋅ ⎜ 1 − cos⎜ sin - 1

S ⎞⎞ ⎟⎟ 2R ⎠ ⎠

For S = 2 x Fender Pitch (P)

When the center vessel hull goes in further by a distance δ, the total displacement becomes H + δ. The fender system G2 is compressed by a distance H + δ and the adjacent fender systems (G1 & G3) are being compressed by δ. Therefore, the Combined Energy Capacity (EAC) when the center vessel hull goes in by a distance H + δ from the berthing line is calculated as follows.

EAC = (Energy absorption of G2 at H +δ) + (Energy absorption of G1 & G3 atδ)

Vessel Hull Clearance From The Wharf Structure The Combined Energy Capacity (EAC) shall equal to or exceed the berthing energy of the vessel. The Combined Energy Capacity (EAC) is then used to determine the displacement δ. With the maximum displacement δ, the clearance between the vessel hull and the wharf k and between the frame and the wharf j can be calculated. The both distances shall be kept at a safe distance.


51


DESIGN BY BERTH CONSIDERATIONS Allowable Maximum Reaction Force The allowable reaction force varies from berth to berth. Specifically, the pile-constructed wharf and dolphin has a low limit of allowable reaction force, compared to the gravity wharf. The reaction force of a selected fender should be less than the maximum allowable reaction force (Rmax).

Allowable Installation Area When the installation area is limited due to the dimensions of the wharf, the fendering system should have a compact layout while satisfying the required performance. The minimum area for installing Super Cell Fender or Hyper Cell Fender is determined by the flange diameter. For arch-type fenders, the minimum area for installation is governed by the width and length of the fender legs. Apart from the fender body itself, the minimum area of installation is also determined by the locations of the system accessories. As a reference, the distance from the edge of the concrete to the outermost anchor position (Lc) shall be equal to or larger than the length of the embedded anchor bolts (L). Please refer to the below diagram for clarity.


52


Allowable Standoff of Fender System There are cases in which the projection of the fendering system should be within the height governed by the accessible distance of the loading arm or gantry crane. In such case, it is recommended the fender system is designed with multiple fenders to overcome the standoff limitation imposed by a single large fender body. On the other hand, it is important to ensure that on rated compression of the fender system, should the vessel be kept in a safe clearance from the protruded section of the wharf structure.

Other Considerations There are times whereby certain information is available or pre-determined. It is important to inform Bridgestone by providing this available information to ensure optimum design output.


53


DESIGN BY VESSEL CONSIDERATIONS Allowable Average Face Pressure The average face pressure is calculated by dividing the designed reaction force of the fender by the area of the flat surface of the fender panel. This flat surface excludes chamfers of the fender panel.

Average Face Pressure, P = Where, R A Pa W H We He

R A

≤ Pa

: Design Reaction Force : Flat Area of Fender panel ( A = We x He ) : Allowable Face Pressure : Fender panel Width : Fender panel Height : Effective Width : Effective Height

The allowable face pressure differs with the type and size of the vessels shown as follows: Type of Vessel

Allowable Face Pressure (kN/m2)

Container Vessel 1st & 2nd Generation

< 400

3rd Generation (Panamax)

< 300

4th Generation

< 250

5th & 6th Generation (Superpost Panamax)

< 200

General Cargo ≤ 20,000 DWT

400 - 700

>20,000 DWT

< 400

Oil Tanker ≤ 60,000 DWT

< 300

>60,000 DWT

< 350

VLCC

< 200

Gas Tanker LNG / LPG tanker

< 200

Carriers Bulk & Ore Carrier

< 200

Belted Vessel Ferry

Belted or < 300

Passenger

Belted or < 300

Ro-Ro Vessel

Belted or < 300


54


The Curvature of Vessel Hull In general a vessel has curvature in horizontal and vertical directions. Fender compression is largely affected by vessel curvature. Vessel Hull Curvature in Vertical Direction Vessels such as general cargo carriers and oil tankers have nearly straight vertical hull. On the other hand, container vessels have complex hull curvature. it is therefore necessary to design a fender system by taking this curvature into account. In this case, the fender system typically experiences angular compression when it comes into contact with the vessel hull. If the fender system is installed at a low position of the wharf, it is important to ensure the vessel hull is in a safe clearance when the fender system is being compressed up to the designed deflection.

Vessel Hull Curvature in Horizontal Direction As vessels have nearly straight curvature profile around the contact area with the fender system in the horizontal direction, the vessel curvature consideration is normally not taken into account. However, in some cases, if the curvature profile is not straight about the contact area, as shown in the sketch, it is necessary to determine the spacing of fender systems to prevent the vessel from hitting the wharf.

Where, P = Fender Spacing H = Fender Height θ = Berthing Angle R = Hull Radius of Curvature

P =


4 ⋅H⋅R - H

2

55


Vessel Contact Elevation Low Contact of Vessel Low contact occurs when the freeboard elevation of the berthing vessel at low water level is below the fender centerline elevation. This occurrence causes the fender to elongate. Tension chains are designed to restrict the fender elongation. As the fender is compressed at a certain angle during low contact, the fender energy absorption capacity is reduced. Remark: For low contact, the mooring condition may be more severe than the berthing condition. Mooring analysis shall be considered in the case of open sea with little protection.

Belt Contact For some vessels, the vessel hull comes with metallic, rubber or wooden protrusions for protection. These protruded objects are referred to as belts. Most ferries, passenger vessels & Ro-Ro vessels are designed with belts. The existence of belts affects the design of the fender panel of fender systems. Belt contact results in a two-point contact bending moment on the fender panel. Further, the belt exerts a stress on the faceplate of the fender fender panel. To withstand this stress, the fender panel faceplate is specially reinforced.


56


FENDER PANEL DESIGN Frame Size The fender panel size is determined by the allowable face pressure of the vessel. The vessel contact elevation and frame visibility at different tidal levels, in some cases, affect the designed frame size.

Design Strength The fender panel is designed considering the below cases: • • •

Single-Line Load Contact (Angular contact loads) Two-Line Load Contact (For belted vessel contact only) Midpoint Load Contact (For more than two fenders system only)

Minimum Steel Plate Thickness The minimum steel plate thickness for the fender panel construction is as follows. • • •

One-surface exposed plate: Two-surface exposed plate: Internal plate:

9 – 10 mm 12 mm 8 mm

Chamfered Edges When the vessel hull comes with a belt, the fender panel is normally designed with a top and bottom chamfered edge, allowing the belt to slide on. The dimension of the belt is essential to determine the required chamfer size.


57


CHAIN SYSTEM DESIGN Restraint chains may be used in a fender system to control the allowable design limit under its design conditions. The chain is emerged in a fender system in three categories such as tension, weight and shear chain, which has its functions and necessity of existence.

Tension Chain Tension chains are required to restrict the elongation of a fender within its allowable limits during angular compression. It is typical to use upper and/or lower tension chains if limits are exceeded.

Weight Chain When the weight of the accessories supported by the fender are over its allowable limit, weight chains should be installed. In some instances, top tension chains are also necessary to avoid tilting of frame whenever weight chains are fixed to the frame below the fender centerline in the elevation plane.

Shear Chain Bridgestone’s cell-type fender systems (SUC and HC) have high allowable limits of shear performance and superior resistance to shearing. The UHMW-PE low friction pads (μ = 0.2) coupled with this superior shearing performance of the cell fenders enable the cell fenders to perform well even without shear chain. However, if shearing deflection needs to be limited for other reasons, a pair of shear chains should be installed symmetrically. The shear chain may have a share-function with the tension chains and weight chains.


58


FIXINGS AND ANCHORS DESIGN Under the operation conditions, the fixings and anchors of a fender system are subject to • an axial pull out force when fender elongates and • shearing force when fender is compressed and simultaneously sheared downward.

The maximum axial pull-out force and shearing force are used to evaluate the material strength of the fixings and the concrete embedded anchor strength, as summarized below.

Where,

REl

= Axial pull-out force at elongation limit

R n d μ W φ Fc Ac1&2

= Reaction force of fender = Number of fixing bolts per fender = Effective diameter of fixing bolt = Friction coefficient between frontal pad and steel = Weight of fender panel and half weight of fender body = Attenuation coefficient (0.6 ~ 1.0) = Concrete strength = Surface projection area


59


10.

RESEARCH, DEVELOPMENT AND TESTING FACILITIES

To ensure the quality of the product, Bridgestone deploys the most sophisticated testing equipment and methods in order to meet the most stringent requirements. Our continuous effort in making sure that all the specifications are up-to-date has placed Bridgestone as the first choice of major port authorities around the world. Housing one of the largest compression testing facilities in the world allows Bridgestone to test its marine fenders in full scale to confirm the fender performance. Bridgestone has always paid special attention to quality control. Our products are developed through proven steps and introduced to the market only after minute examination has been satisfactorily completed. Quality control at Bridgestone does not merely mean statistical control of production. Bridgestone believes every branch of the company should become involved in quality control in a comprehensive manner to improve not only its products, but also the company's business operations itself. Bridgestone calls this approach "Total Quality Control", our Deming Plan.


60


FINITE ELEMENTS ANALYSIS (FEA) While the most common way to analyze a product is through laboratory testing, Finite Elements Analysis (FEA) has become one of the most important tools to carry out a detailed analysis of a product. Having its own FEA center, Bridgestone utilizes the most up-to-date facilities in order to ensure the quality of its products from design to manufacturing.

Finite Element Analysis (FEA)

Computer Mooring Simulation

As rubber, which is often used for insulation, is a material difficult to cure, it is often necessary to carry out careful research for obtaining proper performance of thick rubber products like marine fenders. Therefore, long experience with high technology is essential for obtaining the performance required by the operating conditions.


61


Testing Facilities

Environment Ovens – Aging Test

3-Axis Mooring Simulator

Model Tester


62


11.

Marine Fender Verification

PHYSICAL PROPERTY OF RUBBER Property

Standard

Before Aging

After Aging 70º C x 96 hrs aging through air heating

Unit

Requirement

Tensile Strength

MPa

Min. 15.7

Elongation

%

Min. 300

Hardness

deg.

Max. 84

Change in Tensile Strength

%

Not less than 80% of Original value

Change in Elongation

%

Not less than 80% of Original value

deg.

Original value +8deg max.

Hardness

Compression Set 70º C x 22 hrs heat treatment

JIS K 6251, ISO 37 ASTM D412 , BS 903 A.2 DIN 53504, CNS 3553:K 6344 GB/T 528

JIS K 6253 , ISO 7619-1 ASTM D2240 , BS903 A.2 DIN 53505, CNS 3555:K6346 GB/T 531

JIS K 6251, ISO 37 ASTM D412 , BS 903 A.2 DIN 53504, CNS 3553:K 6344 GB/T 528

JIS K 6253 , ISO 7619-1 ASTM D2240 , BS903 A.2 DIN 53505, CNS 3555:K6346 GB/T 531 JIS K 6262, ISO 815 ASTM D395, BS903 A.6A DIN ISO 815, CNS 3560:K6351, GB/T 7759

%

Max. 30

-

No cracking visible to eye

Abrasion Resistance

cc

1.5cc (Max)

JIS K 6264, ISO 4649

Tear Resistance

kN/m

70 (Min)

JIS K 6252, ISO 34-1, ASTM D624, BS ISO 34-1, DIN ISO 34-1, GB/T 529

-

+10% by volume (Max)

JIS K 6258, ISO 1817 ASTM D471, BS ISO 1817 DIN ISO 1817, GB/T 1690

-

10,000 cycles

Ozone Resistance 20% strain, 40°C, 50pphm for 100

hours

Option

Relevant Testing Standard

Seawater Resistance

95°C for 28 days

Dynamic Fatigue†

JIS K 6259, ISO 1431-1 ASTM D1149, BS ISO 1431-1 DIN 53509,GB/T 7762

-

Note: Bridgestone Marine Fender comes with Standard Testing Certification. Option testing for rubber properties would incur additional cost. †

Testing report available for Super Cell Fenders and Hyper Cell Fenders only


63


FENDER PERFORMANCE TEST In Bridgestone, our fenders are tested for performance before they are delivered to the end users. The fenders will be selected at random and compressed by a compression-testing machine up to the rated deflection. The fender performance shall meet the specified values within the tolerance. Performance Tolerance: Test Lots:

Reaction Force +10% Energy Absorption –10% Ten (10) % of each size.

The fender performance is expressed by the value of the energy absorbed and reaction force thus generated during fender compression at the prescribed deflection. In the fender performance test, the fender shall be compressed axially under the constant-slow velocity of 0.0003-0.0013 m/s (2-8 cm/min) for three (3) times up to the rated deflection. The load and the deflection in each test shall be recorded. The average of 2nd and 3rd cycle performance data shall be adopted to determine the reaction value and energy value of the fender. The energy absorption and reaction force at the standard deflection must be within the tolerance value. If performance results of any fender exceed the tolerance, the fender will be rejected.

DIMENSIONAL TOLERANCES

Tolerance

Fender Height

Pitch Circle Diameter (P.C.D.)

Outer Base Diameter

Bolt Hole

+4% / -2%

±4mm

+4% / -2%

±2 mm


64


APPENDIX TABLE OF VESSEL DATA CONTAINER VESSEL DWT (Metric tones) 7000 10000 15000 20000 25000 30000 40000 50000 60000

DT (Metric tones) 10700 15100 22200 29200 36100 43000 56500 69900 83200

Loa (m) 123 141 166 186 203 218 244 266 286

LPP (m) 115 132 156 175 191 205 231 252 271

W (m) 20.3 22.4 25.0 27.1 28.8 30.2 32.3 32.3 36.5

D (m) 9.8 11.3 13.3 14.9 16.3 17.5 19.6 21.4 23.0

Full Draft (m) 7.2 8.0 9.0 9.9 10.6 11.1 12.2 13.0 13.8

DT (Metric tones) 1690 3250 4750 7690 10600 14800 21600 28400 41600 54500

Loa (m) 67 83 95 111 123 137 156 170 193 211

LPP (m) 62 77 88 104 115 129 147 161 183 200

W (m) 10.8 13.1 14.7 16.9 18.6 20.5 23.0 24.9 27.8 30.2

D (m) 5.8 7.2 8.1 9.4 10.4 11.6 13.1 14.3 16.2 17.6

Full Draft (m) 3.9 4.9 5.6 6.6 7.4 8.3 9.5 10.4 11.9 13.0

DT (Metric tones) 2190 4150 6030 9670 13200 18300 26700 34800 50600

Loa (m) 73 94 109 131 148 169 196 218 252

LPP (m) 66 86 99 120 136 155 180 201 233

W (m) 14.0 16.6 18.3 20.7 22.5 24.6 27.2 29.1 32.2

D (m) 6.2 8.4 10.0 12.5 14.5 17.0 20.3 23.1 27.6

Full Draft (m) 3.5 4.5 5.3 6.4 7.2 8.2 9.6 10.7 12.4

GENERAL CARGO DWT (Metric tones) 1000 2000 3000 5000 7000 10000 15000 20000 30000 40000

RO-RO SHIP DWT (Metric tones) 1000 2000 3000 5000 7000 10000 15000 20000 30000


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BULK CARRIER DWT (Metric tones) 5000 7000 10000 15000 20000 30000 50000 70000 100000 150000 200000 250000

DT (Metric tones) 6920 9520 13300 19600 25700 37700 61100 84000 118000 173000 227000 280000

Loa (m) 109 120 132 149 161 181 209 231 255 287 311 332

LPP (m) 101 111 124 140 152 172 200 221 246 278 303 324

W (m) 15.5 17.2 19.2 21.8 23.8 27.0 32.3 32.3 39.2 44.5 48.7 52.2

D (m) 8.6 9.5 10.6 11.9 13.0 14.7 17.1 18.9 21.1 23.8 25.9 27.7

Full Draft (m) 6.2 6.9 7.7 8.6 9.4 10.6 12.4 13.7 15.2 17.1 18.6 19.9

DT (Metric tones) 1580 3070 4520 7360 10200 14300 21000 27700 40800 66400 91600 129000 190000 250000 368000

Loa (m) 61 76 87 102 114 127 144 158 180 211 235 263 298 327 371

LPP (m) 58 72 82 97 108 121 138 151 173 204 227 254 290 318 363

W (m) 10.2 12.6 14.3 16.8 18.6 20.8 23.6 25.8 29.2 32.3 38.0 42.5 48.1 52.6 59.7

D (m) 4.5 5.7 6.6 7.9 8.9 10.0 11.6 12.8 14.8 17.6 19.9 22.5 25.9 28.7 33.1

Full Draft (m) 4.0 4.9 5.5 6.4 7.1 7.9 8.9 9.6 10.9 12.6 13.9 15.4 17.4 18.9 21.2

DT (Metric tones) 2480 4560 6530 10200 13800 18900 27000 34800 49700 78000 105000 144000

Loa (m) 71 88 100 117 129 144 164 179 203 237 263 294

LPP (m) 66 82 93 109 121 136 154 169 192 226 251 281

W (m) 11.7 14.3 16.1 18.8 20.8 23.1 26.0 28.4 32.0 37.2 41.2 45.8

D (m) 5.7 7.2 8.4 10.0 11.3 12.9 14.9 16.5 19.0 22.8 25.7 29.2

Full Draft (m) 4.6 5.7 6.4 7.4 8.1 9.0 10.1 11.0 12.3 12.3 12.3 12.3

OIL TANKER DWT (Metric tones) 1000 2000 3000 5000 7000 10000 15000 20000 30000 50000 70000 100000 150000 200000 300000

GAS CARRIER DWT (Metric tones) 1000 2000 3000 5000 7000 10000 15000 20000 30000 50000 70000 100000


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FERRY DWT (Metric tones) 1000 2000 3000 5000 7000 10000 15000 20000 30000 40000

DT (Metric tones) 1230 2430 3620 5970 8310 11800 17500 23300 34600 45900

Loa (m) 67 86 99 119 134 153 177 196 227 252

LPP (m) 61 78 91 110 124 142 164 183 212 236

W (m) 14.3 17.0 18.8 21.4 23.2 25.4 28.1 30.2 33.4 35.9

D (m) 5.5 6.8 7.7 9.0 10.0 11.1 12.6 13.8 15.6 17.1

Full Draft (m) 3.4 4.2 4.8 5.5 6.1 6.8 7.6 8.3 9.4 10.2

Loa (m) 64 81 93 112 125 142 163 180 207 248 278

LPP (m) 60 75 86 102 114 128 146 160 183 217 243

W (m) 12.1 14.4 16.0 18.2 19.8 21.6 23.9 25.7 28.4 32.3 35.2

D (m) 4.9 6.3 7.4 9.0 10.2 11.7 13.7 15.3 17.8 21.7 24.6

Full Draft (m) 2.6 3.4 4.0 4.8 5.5 6.4 7.5 8.0 8.0 8.0 8.0

PASSENGER VESSEL DWT (Metric tones) 1000 2000 3000 5000 7000 10000 15000 20000 30000 50000 70000

DT (Metric tones) 1030 1910 2740 4320 5830 8010 11500 14900 21300 33600 45300

Note: -

All the vessel data listed here are taken from PIANC Working Group 33 of Maritime Navigation Commission with confidence limit of 75%. Values shown are for reference only.


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UNIT CONVERSION TABLE LENGTH Meter (m) 1 0.3048 0.0254

Foot (ft) 3.2808 1 0.0833

Inch (in) 39.3701 12.0 1

COATING THICKNESS Mils 1

Microns 25.4

AREA Sq. Meter (m2) 1 0.0929 0.645x103

Sq. Feet (ft2) 10.7639 1 6.9444x10-3

Sq. Inch (in2) 1550.0 144.0 1

VELOCITY m/s

ft/s

knot

km/h

mile/h

1 0.3048 0.5144 0.2778 0.4470

3.2808 1 1.6878 0.9113 1.4667

1.9438 0.5925 1 0.5400 0.8690

3.6000 1.0973 1.8520 1 1.6093

2.2369 0.6818 1.1508 0.6214 1

MASS tonne (metric)

Kip

Long ton

Short ton

1

2.2046

0.9842

1.1023

0.4536

1

0.4464

0.5

1.0161

2.24

1

1.12

0.9072

2.0

0.8929

1

kN 1 9.81 4.45

tonne (force) 0.102 1 0.454

kip (force) 0.225 2.2046 1

pound (force) 225 2204.6 1000

FORCE

ENERGY kNm or kJ 1 9.81 1.36

tonne-m 0.102 1 0.138

ft kip 0.774 7.24 1

PRESSURE tonne/m2

kip/ft2

kPa

psi

Kg/cm2

MPa or N/mm2

1 4.88 0.102 0.7024 10 102

0.205 1 0.0209 0.144 2.05 20.91

9.81 47.9 1 6.89 98.1 1000.62

1.4236 6.944 0.1451 1 14.236 145.207

0.1000 0.4880 0.0102 0.0702 1 10.2

0.00981 0.04788 0.00100 0.00689 0.0981 1


68


LIST OF REFERENCE EAU 1996, Empfehlungen des Arbeitsausschusses fur Ufereinfassungen (Recommendations of the Committee for Waterfront Structures Harbours and Waterways EAU 1996, 7th English version) BS 6349: Part 4: 1994, Maritime structures, Code of practice for design of fendering and mooring systems Port Engineering - Volume 1 - Per Bruun KUBO K. (1962):"A New Method for Estimation of Lateral Resistance of Piles", Report of Port and Harbour Research Institute, Vol. 2, No, 3, 37 p 9 (in Japanese) Technical Standards for Port and Harbour Facilities in Japan (1991): The overseas Coastal Development Institute of Japan, pp.156-161 UEDA S, K. TAKAHASHI, S. ISOZAKI, H. SHIMAOKA, S. KIUCHI and H. SHIRATANI (1993), "Design Method of Single Pile Dolphin Made of High Tensile Steel", Proc. Of Pacific Congress on Marine Science and Technology (PACOM '93) 1993.6, pp 446-475 ROM 0.2 - 90, Actions in the Design of Maritime and Harbor Works, April 1990 PIANC WG 24 (1995): Criteria for Movements of Moored Vessels in Harbours - A Practical Guide, supplement to Bulletin No.88, 35p. UEDA S. and SHIRAISHI S. (1992), On the Design of Fenders Based on the Vessel Oscillations Moored in Quay Walls, Technical Note of Port and Harbour Research Institute, 55p (in Japanese) PIANC, Report on the International Commission for Improving the Design of Fender System, Supplement to Bulletin No. 45(1984). PIANC 2002, Guidelines For the Design of Fender Systems: 2002, Report of Working Group 33 THORESEN C.A, Port Design, Guidelines and Recommendation, Tapir Publishers, Trondheim, Norway, 1988. OCIMF, Vessel to vessel transfer guide (Petroleum) 1997 OCIMF, Vessel to vessel transfer guide (Liquefied gases) 1995 SHIGERU UEDA, RYO UMEMURA, SATORU SHIRAISHI, SHUJI YAMAMOTO, YASUHIRO AKAKURA and SEIGI YAMASE, Statistical Design of Fenders, Proceedings of the International Offshore and Polar Engineering Conference, June 2001, pp. 583-588 Technical Standards and Commentaries for Port and Harbour Facilities in Japan, 2002 The Overseas Coastal Area Development Institute of Japan.

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