MARINE PRODUCTS
COMMITED TO QUALITY SINCE 1923
Rubber Industries was established in Kobe to produce rubber 1923 A Limited Partnership Shibata Rubber boots. 1949 A Limited Partner was dissolved, and Shibata Rubber Industrial Co. Ltd was established. 1961 Marine Rubber Fenders were produced. 1970 Name of Corporation was changed to Shibata Industrial Co. Ltd. 1979 “Rubber Chainer” was developed. 1989 “Cushion Roller” was developed. 2001 “Super Circle (SPC)” fender was developed. SDN. BHD. was was established in Malaysia. 2003 Shibata Asia SDN.
SHIBATA INDUSTRIAL CO.,LTD
ESTABLISHED
: August 10,1923.
PRESIDENT
: Atsuki SHIBATA
CAPITAL
: JPY 315M
NUMBER OF EMPLOYEES
: Approx. 400
SALES RECORD
: JPY 8.1 Billion (USD 76 M) in 2007
BUSINESS POLICY
Customer Creed Go for Uniqueness Company with Originality and Activity Application and Development Human Resource COMPANY CREED
Supple Mind Adoration Mind Gratitude
CONTENTS INTRODUCTION..................................................................................
1
DESIGN DATA COLLECTION.............................................................. 4 DESIGN OF FENDER SYSTEM.............................................................. 5 THE DEVELOPMENT OF FENDER.......................................................... 19 CSS FENDER....................................................................................... 21 SUPER CIRCLE CIRCLE FENDER............. FENDER........................ ...................... ...................... ...................... ...................... .............. ... 24 PM-FENDER (PARALLELFENDER)........................................................ 28 V-SHAPED FENDER............................................................................. 30 CYLINDRICAL FENDER -CT-................................................................ 37 RIGID FENDER -D & SQUARE SHAPE-................................................. 38 WORK BOAT FENDER......................................................................... 41 CUSHION ROLLER............................................................................... 46 RUBBER LADDER -FOR SAFETY OPERATION-...................................... 48 RUBBER LADDER -JOINT LADDER....................................................... 50 CAR STOPPER..................................................................................... 51 EDGE BUMPER BC TYPE...................................................................... 52 EDGE BUMPER BP TYPE...................................................................... 53 ACCESSORIES....... ACCESSORIES.................. ...................... ...................... ...................... ...................... ...................... ...................... ........... 54 PHYSICAL PROPERTIES OF UHMW-PE................................................ 57 RUBBER PROPERTIES........................................................................... 58 OTHER PRODUCTION......................................................................... 59
INTRODUCTION N O I T C U D O R T N I
1) WHAT IS A FENDER The purpose of the fendering system is to serve as a bumper to protect the hull and berthing facility from damage when vessels berth alongside. Another function is to operate as a shock absorber by absorbing the berthing energy of a vessel on the berthing operation and soften the berthing impact to the berth and hull. Therefore, the two main functions of the fendering system are: 1) To perform as a bumper to protect the hull and berthing facility from damages. 2) To perform as a shock absorber on the berthing operation.
REACTION FORCE
ENERGY ABSORPTION
REACTION FORCE
The adoption of a suitable fendering system will help to ensure smooth berthing operation. Hence it is important to give priority to the se lection of a fendering system that can actually reduce the whole berthing facility construction cost, instead of simply choosing low-cost fenders.
DEFLECTION
2) HISTORY In the early days, vessels are made of wood and run by wind or human efforts. There was no necessity to use special fenders other than timber fenders for berthing vessels. With the advanced technologies after the industrial revolution, vessels are propelled by steam engines or diesel engines, and hull are constructed out of steel in place of wood. It becomes possible for larger size vessels to be onstructed with thinner and weaker hulls structures with improved knowledge in ship-building and cost minimization. Due to the lack of suitable fendering system, large vessels were forced to moor at anchorages and cargoes were transferred by small boats or barges. Alternatively, the large vessels had to berth alongside with strong hull construction. With the development of mass transportation, it was important to develop fendering system to enable vessels to berth alongside of the quay. Cylindrical type rubber fenders was developed in the 1940’s, which allowed vessels to berth directly at the wharves. However the cylindrical fender is easily damaged because it is installed by chains and shackles, and has a high reaction force. To overcome the above defects, V-shape fenders were developed after some research and development works done by the relevant authorities, together with fender manufacturing in Japan in the 1960’s.
1
INTRODUCTION
REACTION FORCE
DEFLECTION
REACTION FORCE
DEFLECTION
V-shape fenders are anchored directly onto the quay walls instead of securing chains as in the case of cylindrical fenders. It offers better durabilities and energy absorption capacity with lower reaction force as compared with cylindrical fenders. After 1960’s, the research and development works continued to develop more ideal fenders for each individual special requirement. Today, with the correct application of the suitable fendering systems from various kinds of fenders, construction costs of berthing are nationalized. You can select suitable fenders to meet your requirements, for berthing of small boats to super tanker, from cylindrical type fenders,Vshape fenders, improved V-shape fenders, circle fenders, improved circle type fenders, fenders with steel frontal panels, pneumatic or foam type oating fenders, tugboat fenders, roller fenders, and simple D or square shaped fenders.
N O I T C U D O R T N I
REACTION FORCE
DEFLECTION
REACTION FORCE
DEFLECTION
3) FENDER TYPES AND CHARACTERISTICS 3-1) Characteristics of fenders
The characteristics in terms of performance of rubber fenders are expressed by: A) Energy absorption: E (Tonf - M) “Rated energy absorption” is the amount of energy absorbed by the fender when it is compressed to the rated deection. It is given by area under the reaction deection curve. B) Reaction force: R (Tonf) “Rated reaction force” is the reaction force corresponds to rated deection. C) Rated deection: (%) “Rated deection” is the most efcient on the relation between energy absorption value (E) and reaction load value ®, that is the deection at which the ratio of E to R makes the maximum values (E/R). D) Hull pressure: (Tonf/m2) “Hull (surface) pressure” is the force transferred to hull (per sq. meter) of a ship from the fender. Hull (surface) pressure = (reaction force)/ (contact area).
REACTION FORCE
DEFLECTION
R N O I T C A E R
B
R
A E/R
E
E n o i t p r o s b A y g r e n E
Deflection Fig.1-1 Performance Curve
INTRODUCTION
2
3-2) Types of fenders N O I T C U D O R T N I
During compression for some fenders, the relationship between deected in Fig. 1-1, while Fig.1-2 depicts the performance curve of the other fenders. (Deection is expressed by a ratio to height of fender). Buckling (Constant Reaction) type fenders having the performance curve as shown in Fig.1-1 will have a reaction load that suddenly rises comparatively as a result of elastic compressive deformation in the initial stage of deection. However, when the reaction load reaches point A, it tends to remain almost constant within a certain zone regardless of increase in deection once elastic buckling deformation has taken place. If the deection progresses further, hollow section of fender will be closed and elastic compressive deformation will be restored resulting in a sudden rise in reaction load. Fenders having the performance curve as shown in Fig.1-2 are the constant elastic modulus type fenders, and hollow cylindrical fenders will fall into this category. Approximately in proportion to increase in deection, the reaction load will gradually increase and then suddenly rise after it reache s point B where the hollow section is closed. In this case, similar to bucking type fender. The deection corresponds to point B (see Fig.1-2 for the prescribed deection).
R N O I T C A E R
B
R
A E/R
E
E n o i t p r o s b A y g r e n E
Deflection Fig.1-1 Performance Curve
B
R N O I T C A E R
E n o i E/R t p r o s b A y g r e n E
R E
Deflection Fig.1-2 Performance Curve
3
INTRODUCTION
DESIGN DATA COLLECTION
N O I T C E L L O C A T A D N G I S E D
1) BASIC ITEMS FOR FENDER’S SELECTION A) B) C) D) E)
Berthing energy Allowable reaction force from fender to the structure Allowable hull (surface) pressure Position and area to be protected by fendering system Natural force (wind, current, wave)
2) REQUIRED INFORMATION {*: important} 2-1) Vessels (refer to chapter 3.1): vessel
A) Type * : General cargo, Oil tanker, Container carrier, Bulk carrier, Ferry boat, Passenger boat. Work boat, Tug boat, War ship. B) Weight * : D.W.T., D.P.T., or gross ton C) Length : Loa or Lpp D) Breadth E) Draft G) Free board 2-2) Berthing facility (Berthing structure)
A) Type * : Wharf, Jetty, Pier, Dolphin or Pontoon B) Structure : Pile type or gravity type C) Elevation * : Top deck (platform) level, High water and Low water level. For existing quay structure, the following additional information are required: D * Space for fender installation with its elevations from sea water level. E) * Horizontal allowable force acting on the structure. 2-3) Natural condition
A) Wind: Direction and speed B) Current: Direction and speed C) Wave: Height, period and direction
DESIGN DATA COLLECTION
4
M E T S Y S R E D N E F F O N G I S E D
DESIGN OF FENDER SYSTEM 1) VESSEL As a general rule, one should use the actual values of the ship to calculate the berthing energy. However, in some cases where the actual values are not known, one can refer to the attached Appendix-1 “Standard size of vessels” showing the typical ship’s measurements given by the Harbor Department of the Ministry of Transportation.
length overall
length between perpendiculars
molded breadth
And, we use the following formulae in Appendix-2“ Formulae to calculation of vessel’s characteristics” to provide supplementary materials to compensate for the in between values of standard ships shown based on report from the Port and Harbor Research Institute of the Ministry of Transportation.
freeboard
light load draft
molded depth full load draft
Fig.3-1 Dimension of vessel
Usually, ships are built according to the standard sets of dimensions and carrying capacity. The terminology used are dened as follows: TERMINOLOGY
DEFINITIONS
Gross Tonnage
GT (ton)
Total volume of vessel and cargo. It is derived by dividing the total interior capacity of a vessel by 100 cubic feet.
Net Tonnage
NT (ton)
Total volume of cargo that can be carried by the vessel.
Displacement Tonnage
DPT (ton)
Total weight of the vessel and cargo when the ship is loaded to draft line.
Dead Weight Tonnage
DWT (ton)
Weight of cargo, fuel, passenger, crew and food on the vessel.
Light Weight
LW (ton)
Weight of ship.
Ballast Weight
BW (ton)
Weight of ship and water added to the hold or ballast compartment of a vessel to improve its stability after it has discharged its cargo.
Length of ship
Loa or Lpp (m)
The length from the top of the bow to the end of the stern of a ship.
Breadth of ship
B (m)
The distance across the parallel section of the sides of a ship.
Loaded Draft
d (m)
The distance from the water surface to the keel of the ship when the ship is loaded to the freeboard mark.
Light Draft
db (m)
The distance from the water surface to the keel of the ship when the ship is at l ight.
Depth of Ship
D (m)
The actual Depth of ship.
Note : Passenger ship, car carrier carrier and LPG & LNG carries are normally normally expressed using GT or NT. DPT = DWT + LW
5
DESIGN OF FENDER SYSTEM
2) BERTHING ENERGY
M E T S Y S R E D N E F F O N G I S E D
2-1) Berthing Energy
Effective berthing energy is calculated as follows:
where; E : Effective berthing energy (ton-m) M : Displacement tonnage (tons) V : Berthing velocity (m/sec) Ce : Eccentricity Coefcient Cm : Hydrodynamic Mass coefcient Cs : Softness coefcient (Generally accepted coefcient 1.0) Cc : Berth conguration coefcient (Generally accepted coefcient 1.0) g : Acceleration of Gravity (9.8m/sec²) ... open type (pier type) ... closed type (sheet pile type, gravity type)
difficult berthing: lowest sheltering effect
T G T 0 G 0 0 0 , 0 0 T 0 1, G 1 n 0 r 0 e h a 0 t , v 5 o s s l e
n difficult berthing: o i t i high sheltering effect d n o c ordinary difficult in berthing: low sheltering effect n o i t a easy berthing: g i v lowest sheltering effect a n
easy berthing: high sheltering effect
0
0.15 0.30 0.45 0.60 0.75 approaching velocity (m/sec)
) 15 c e s / m c ( y10 t i c o l e v g n 5 i h c a o r p p a
10,000 20,000 30,000 40,000 displacement tonnage (tif)
0
2-2) Berthing velocity (V)
Berthing velocity is one of the most important factors for designing a fendering system. Berthing velocity of vessels is determined from values of measure or from experience at existing berthing facility. Generally, we would like to suggest following gures as designated berthing velocity. a) Good berthing conditions, sheltered. b) Difcult berthing conditions, sheltered.
c) Easy berthing conditions, exposed. d) Good berthing conditions, exposed.
0.80
. c e s / m , y t i c o l e V
0.60
e d
0.40
c b
0.20
a
e) Navigation conditions difcult, exposed. 0
* These gures should be used with caution as they are considered to be high.
1
2
5
10
50
100
DWT in
500 1000 tonne
Figure 4.2.1. Design berthing velocity (mean value) as function of navigation conditions and size of vessel (Brolsma et al. 1997)
DESIGN OF FENDER SYSTEM
6
M E T S Y S R E D N E F F O N G I S E D
2-3) Hydrodynamic Mass coefcient: Cm The hydrodynamic mass coefcient allows the movement of water around the ship to be taken in account when calculating the total energy of the vessel by increasing the mass of the system. The hydrodynamic mass coefcient (Cm) may be calculated by the following equation.
2-4) Eccentricity coefcient: Ce
A ship mostly berths at a certain angle. Therefore, vessel turns simultaneously at the time ofrst contact. Some of the kinetic energy of the ship is converted to turning energy, and the remaining energy is transferred to the berth. The eccentricity factor (Ce) represents the proportion of the remaining energy to the kinetic energy of the vessel at berthing.
L
Centre Centre of mass mass
R
Velocity Velocity vector Point of impact impact
K = radius of gyration of of the vessel (depending on block coefcient, see below) (in m) R = distance of point of contact to the centre of the mass (measured parallel to the wharf) (in m) and the line between the point point of contact and the γ = angle between velocity vector and centre of mass.
7
DESIGN OF FENDER SYSTEM
K = (0.19 Cb + 0.11)*Lpp and Cb =
Where: Cb = M = L = B = D = ρ
=
M
M E T S Y S R E D N E F F O N G I S E D
L*B*D
block coefcient (usually between 0.5 - 0.9, see below) mass of the vessel (displacement in tonnes); length of vessel (in m); breadth of vessel (in m); draft of vessel (in m); density of water (about 1.025 ton/m³ for sea water)
Lacking other data, the following may be adopted for the block coefcient For container vessels
0.6 - 0.8
For general cargo vessels and bulk carriers
0.72 - 0.85
For tankers
0.85
For ferries
0.55 -0.65
For Ro/Ro-vessels
0.7 - 0.8
2-5) Softness Coefcient (Cs)
Part of the kinetic energy of the berthing vess el will be absorbed by elastic deformation of the vesse l hull. Cs is generally taken as 1.0 Cs for VLCC is used as 0.9 2-6) Berth Conguration Coefcient (Cc) The berth conguration coefcient (“Cushion Factor”) indicates the difference between an open structure (e.g. piled jetty) and closed structure (e.g. quay wall)
For open berth and corners of quay wall Cc is generally taken as 1.0 For (solid) quay wall under parallel approach Cc is generally taken as 0.9 2-7) Abnormal Impact
Fenders have to be capable of catering for a reasonable abnormal impact. The following table gives general guidance on the selection of the tactor for abnormal impact to be applied to the design energy. The factor of abnormal impact should not be less than 1.1 Type Of Berth Impact
Vessel
Factory for Abnormal Impact Applied to Berthing Energy (Cab)
Tanker and Bulk Cargo
Largest Smallest
1.25 1.75
Container
Largest Smallest
1.5 2.0
General Cargo Ro-Ro and Ferries
1.75 2.0 or higher
Tugs, Work Boats, etc.
2.0
DESIGN OF FENDER SYSTEM
8
M E T S Y S R E D N E F F O N G I S E D
3) ALLOWABLE REACTION FORCE The allowable reaction force from the impact of the ship is governed by the designed lateral resistance of the berthing structure. If the lateral resistance is exceeded, the structure would be damaged. (This reaction force would also act on the hull of the berthing ship. If the pressure exceeds the hull resistance, the hull would be damaged.) Therefore the fendering system must be designed such that REACTION FORCE IN FENDERS < LATERAL RESISTANCE OF STRUCTURE It is important to note that the reaction force from the impact of a ship is not a constant value. It varies with deformation and is represented by the performance curves of the protecting fender. In design, different types and combination of fenders may be tired out, so as to arrive at a rated reaction force below the allowable resistance of the berthing structure. Generally, the lateral resistance of dolphins and open piled piers are lower than that of the more massive quay wall structures. 4) ALLOWABLE HULL (SURFACE) PRESSURE 4-1) Allowable hull (surface) pressure
The data is not available. In the design of fenders for dangerous cargo vessel such as oil tanker. allowable hull pressure ranges from 20 tons/m². There, however, are many cases of tankers berthing on to the fender with surface pressure exceeding 100 tons/m2 without any damage of the hull Type Of Vessel
Hull Pressure kN/m²
Container vessels 1st and 2nd generation
< 400
3rd Generation (Panamax)
< 300
4th Generation
<250
5th & 6th Generation
<200
General Cargo Vessels
=/< 20.000 DWT
400 - 700
> 20.000 DWT 40
<400
Oil Tanker
=/< 60.000 DWT
< 300
> 60.000 DWT
< 350
VLCC
150 - 200
Gas Carries (LNG / LPG)
< 200
Bulk Carries
< 200
SWATH RO - RO Vessel
These vessels are usually belted
Passenger Vessel
4-2) Actual values of typical fender
The following are the surface pressure of typical fender: V-Shape : 50 - 140 (ton/m2) Improved V-shape : 40 - 120 Floating type fender : 10 - 25 Fender with frontal panel : values can be adjusted by changing the size of the frontal panel
9
DESIGN OF FENDER SYSTEM
5) POSITION AND AREAS TO BE PROTECTED 5-1) Vertical Direction
The types of the fenders and its position at the quay must be determined to protect and absorb the berthing energy of all types and size of vessels at all possible tidal range.
L E S S E V . X A M
L E S S E V . N I M
FENDER WITH FRONTAL FRAME
FENDER
FENDER L E S S E V . X A M
L E S S E V . X A M
L E S S E V . N I M
L E S S E V . N I M
M E T S Y S R E D N E F F O N G I S E D
5-2) Horizontal Direction
The interval of the fenders must be determined so as to avoid direct contact with the quay wall under the designed berthing angle and designed deection of the fenders. 1) Continuous Wharf (* Refer to ITEM 7) “ FITTING INTERVAL OF FENDER”
E L S S E V
FENDER
2) Continuous Wharf
L E S S E V
FENDER
DOLPHIN
DESIGN OF FENDER SYSTEM
10
M E T S Y S R E D N E F F O N G I S E D
6) NATURAL FORCE 6-1) Wind Force
The wind force acting on the ship in moorage shall be determined using an appropriate method of Calculation. In general, the wind pressure is calculated by the following formula (refer to FIG. 3-10)
θ
a
U
ø
R
where ; R1 : Resultant force of wind pressure (kg) : Air density (= 0.123kgs2/m4) U : Wind speed (m/s) AF : Area of projection of the front of ship above water surface (m2) AS1 : Area of projection of the side of ship above water surface (m2) θ : Angle of the wind direction to the center line of the hull (deg) C : Coefcient of wind pressure General Cargo: C = 1.325 - 0.05cos2 θ - 0.35cos4θ - 0.175cos6θ Passenger Ship: C = 1.142 - 0.142cos2 θ - 0.367cos4θ - 0.133cos6θ Oil Tanker C = 1.20 - 0.083cos2 θ - 0.25cos4θ - 0.177cos6θ 6-2) Current Force
The resultant force due to the current in the direction of the ship side is calculated by the following formula:
Where ; R2 : Resultant force due to the current (kgf) : Seawater density (= 104.5 kgfs² / m4) C : Coefcient of uid pressure V : Current speed (m/s) As2 : Area of ship side below the draft line (m²) 6-3) Wave Force
R 1/2 V²Ld 5.0 L: Length between perpendiculars d: Mean Draft 4.0 6.0 C=
3.0
DESIGN OF FENDER SYSTEM
1.5
2.0
The wave forces acting on the mooring ship 1.0 can be calculated by appropriate methods such as the source method, the boundary 0 element method, the nite element method, 0 and the strip method which is most widely used for ships.
11
Water Depth = 1.1 Draft
7.0
20
40
60
80 100 120 140 160 180
7) FENDER SPACING A ship berths at a certain angle and contacts with the berth at certain point of bow or stern of the ship. The tting fender spacing should be determined at a point where ships do not crash during berthing. At a suitable spacing, the following table is introduced in Technical Note No.30, Japan. Water Depth -4 ~ -6m -6 ~ -8m -8 ~ -10m
Fender Spacing 4 ~ 7m 7 ~ 10m 10 ~ 15m
M E T S Y S R E D N E F F O N G I S E D
The following equation can be used for determining the maximum fender spacing. r
where ; L : maximum fender spacing (m) r : bent radius of bow side of ship (m) h : Height of fenders when effective berthing energy absorbed (m)
θ
h
L
If the information of a bent radius of board side is not available, then following equations offer a guideline to the bent radius. General Cargo --------------------------------------- Tanker, Ore Carrier ----------------------------------------500 DWT ~ 50,000 DWT DWT 5,000 DWT ~ 200,000 DWT Bow 5°: log r = -0.853 + 0.640 log (DWT) 10°: log r = -1.055 + 0.650 log (DWT)
Bow 5°: log r = - 0.541 + 0.560 log (DWT) 10°: log r = - 0.113 + 0.440 log (DWT) * (DWT): Dead weight Tonnage of Vessel
DESIGN OF FENDER SYSTEM
12
M E T S Y S R E D N E F F O N G I S E D
8) DESIGN EXAMPLES (1) Example 1 i) Vessel
Kind DWT (tons)
General Cargo 15,000
1,000
Loa (m)
156
67
Lpp (m)
147
62
B (m)
23
10.8
D (m)
13.1
5.8
d (m)
10.4
3.9
V (m/sec)
0.15
0.25
1/4 point
1/4 point
0.5
0.5
Berthing Point Eccentricity Coefficient
ii) Facility Wharf Length
: 180 meter continuous face H.W.L. : + 2.0m L.W.L : + 0.3m Top elevation of deck : + 3.0m iii) Berthing energy
DWT (ton) Ws (ton) Cb Cm Ce V (m/sec) B/E (tonf-m) 15,000 21,600 0.599 1.834 0.5 0.15 22.7 1,000 1,690 0.631 1.808 0.5 0.25 4.9 iv) Selection of fender
SX type fender model : SX600H x 2000L (Hl) Performance Fender Height : 0.600 meter Rated Deection : 52.5% Reaction Force : 99.5 Tonf Energy Absorption : 25.1 Tonf-m > 22.7 Tonf-m Surface Pressure : 73.7 Tonf/m2 Relation of fenders & vessels at L.W.L In the case of 1,000 DWT’s berthing at L.W.L., the contact length of vessel to fender is 1.4 meter (= 1.9 - 0.5). The energy absorption of 1.4 meter length of fender is: 17.6 Tonf-m/1.4 m > 4.9 Tonf-m.
13
DESIGN OF FENDER SYSTEM
+3.50 T W D 0 0 0 5 1
600 +2.5
T +1.9 W D 0 0 0 1
SX600H X 2000L (H1)
L.W.L. +0.3
+0.5
+3
v) Fender Spacing
M E T S Y S R E D N E F F O N G I S E D
Please refer to data below for maximum spacing. Vessel Bent Radius Fender Height Fender Deflection
: : : :
r (m) H (m) d (m)
Deflected Fender Height Max Spacing
: :
h (m) L (m)
15,000 DWT 45 0.6 0.315 (52.5%) 0.285 10.1
1,000 DWT 8 0.6 0.138 (23%) 0.462 5.3
We would recommend 5.0 meters of fender spacing as to accommodate the minimum vessel for 1,000 DWT
(2) Example 2 i) Vessel
Kind
Ore Carrier
General Cargo
40,000
2,000
Loa (m)
194
83
Lpp (m)
182
77
B (m)
28.4
13.1
D (m)
15.8
7.2
d (m)
11.4
4.9
V (m/sec)
0.12
0.20
1/4 point
1/4 point
0.5
0.5
DWT (tons)
Berthing Point Eccentricity Coefficient
ii) Facility
Wharf Length : 250 meter continuous face H.W.L. : + 3.5 m L.W.L : + 0.3 m Top elevation of deck : + 4.5 m Bottom elevation of deck : + 2.5 m iii) Berthing energy
DWT (ton) Ws (ton) Cb Cm Ce V (m/sec) B/E (tonf-m) 40,000 48,586 0.804 1.803 0.5 0.12 32.2 2,000 3,250 0.641 1.772 0.5 0.2 5.9
DESIGN OF FENDER SYSTEM
14
M E T S Y S R E D N E F F O N G I S E D
iv) Selection of fender
= Wrong Selection = If we select the fender only basing on the calculated berthing energy 32.2 Tonf-m and given space for fender installation, following SH-Fender can be selected as one of the fenders to be installed. Type of fender : SX1000H x 1500L (H3) Performance Rated Deection : 52.5% Reaction Force : 82.9 Tonf Energy Absorption : 34.8 Tonf-m > 31.9 Tonf-m Surface Pressure : 49 Tonf/m²
1.0 +4.7
+4.25 SX T 1000H X 1500L W T +2.75 D 0 W+2.30 0 D 0 0 0 0 4 0 2
+4.5
L.W.L. +0.30
From the above, the small vessel, 2,000 DWT has no contact with the fender. Therefore, the selected fender is not suitable for this application.
= Good Selection = Alternative 1 Type of fender Performance Rated Deection Reaction Force Energy Absorption Frontal Frame
+4.7
CSS-1150H +4.50 +4.5
T T W +2.75 D W +2.20 0 D 0 0 0 0 +1.0 Frontal Frame 0 0 4 2 L.W.L. +0.3
: CSS-1150H (F2) : 52.5% : 76.3 Tonf : 38.6 Tonf-m > 32.2 Tonf-m : 1.75 mW x 3.5 mL
0.6
= Good Selection = Alternative 2 Type of fender Performance Rated Deection Reaction Force Energy Absorption Surface Pressure
15
DESIGN OF FENDER SYSTEM
+4.7 +4.20
: SX 600H x 3000L (H1) : 52.5% : 149 Tonf : 37.6 Tonf-m > 32.2 Tonf-m : 74 Tonf/m²
T W T SX 600H X 3000L D W +2.2 0 0 D 0 0 +1.20 0 0 L.W.L. 4 0 +1.0 +0.3 2
+4.50
STANDARD SIZE OF VESSELS Appendix C. Table C-1 Dead DisplaType cement Weight Tonnage (t) (t)
General Cargo Ship
Length
Overall
P.P.
(m)
(m)
1,000 2,000 3,000 5,000 7,000 10,000 15,000 20,000 30,000 40,000
1,690 3,250 4,750 7,690 10,600 14,800 21,600 28,400 41,600 54,500
67 83 95 111 123 137 156 170 193 211
62 77 88 104 115 129 147 161 183 200
5,000 7,000 10,000 15,000 20,000 30,000 50,000 70,000 100,000 150,000 200,000 250,000
6,920 9,520 13,300 19,600 25,700 37,700 61,100 84,000 118,000 173,000 227,000 280,000
109 120 132 149 161 181 209 231 255 287 311 332
Container 7,000 Ship** 10,000 15,000 20,000 25,000 30,000 40,000 50,000 60,000
10,700 15,100 22,200 29,200 36,100 43,000 56,500 69,900 83,200
123 141 166 186 203 218 244 266 286
1,580 3,070 4,520 7,360 10,200 14,300 21,000 27,700 40,800 66,400 91,600 129,000 190,000 250,000 368,000
61 76 87 102 114 127 144 158 180 211 235 263 298 327 371
Bulk Carrier*
Oil Tanker
Length
1,000 2,000 3,000 5,000 7,000 10,000 15,000 20,000 30,000 50,000 70,000 100,000 150,000 200,000 300,000
Breadth
Depth
Confidence Limit : 75% Wind Lateral Area Wind Front Area
Maximum Draft
(m)
10.8 13.1 14.7 16.9 18.6 20.5 23.0 24.9 27.8 30.2
101 111 124 140 152 172 200 221 246 278 303 324
15.5 17.2 19.2 21.8 23.8 27.0 32.3 32.3 39.2 44.5 48.7 52.2
115 132 156 175 191 205 231 252 271
20.3 22.4 25.0 27.1 28.8 30.2 32.3 32.3 36.5
58 72 82 97 108 121 138 151 173 204 227 254 290 318 363
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
(m)
(m)
3.9 4.9 5.6 6.6 7.4 8.3 9.5 10.4 11.9 13.0
(m²) Full Load Ballast Condition Condition 278 342 426 541 547 708 750 993 922 1,240 1,150 1,570 1,480 2,060 1,760 2,790 2,260 3,250 2,700 3,940
689 795 930 1,100 1,240 1,480 1,830 2,110 2,460 2,920 3,300 3,630
910 1,090 1,320 1,630 1,900 2,360 3,090 3,690 4,460 5,520 6,430 7,240
1,460 1,880 2,490 3,050 3,570 4,060 4,970 5,810 6,610
1,590 1,990 2,560 3,070 3,520 3,950 4,730 5,430 6,090
190 280 351 467 564 688 860 1,010 1,270 1,690 2,040 2,490 3,120 3,670 4,600
280 422 536 726 885 1,090 1,390 1,650 2,090 2,830 3,460 4,270 5,430 6,430 8,180
5.8 7.2 8.1 9.4 10.4 11.6 13.1 14.3 16.2 17.6
8.6 9.5 10.6 11.9 13.0 14.7 17.1 18.9 21.1 23.8 25.9 27.7
6.2 6.9 7.7 8.6 9.4 10.6 12.4 13.7 15.2 17.1 18.6 19.9
9.8 11.3 13.3 14.9 16.3 17.5 19.6 21.4 23.0
7.2 8.0 9.0 9.9 10.6 11.1 12.2 13.0 13.8
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
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
(m²) Full Load Ballast Condition Condition 63 93 101 142 132 182 185 249 232 307 294 382 385 490 466 585 611 750 740 895
221 250 286 332 369 428 518 586 669 777 864 938
245 287 340 411 470 569 723 846 1,000 1,210 1,380 1,540
330 410 524 625 716 800 950 1,090 1,220
444 535 663 771 870 950 1,110 1,250 1,370
86 119 144 184 216 255 309 355 430 548 642 761 920 1,060 1,280
85 125 156 207 249 303 378 443 554 734 884 1,080 1,340 1,570 1,970
M E T S Y S R E D N E F F O N G I S E D
* Excerpt from PIANC 2002
DESIGN OF FENDER SYSTEM
16
M E T S Y S R E D N E F F O N G I S E D
Appendix C. Table C-1 Dead DisplaWeight Type cement Tonnage (t) (t)
Ro/Ro Ship
Length
Overall
P.P.
(m)
(m)
Breadth
Depth
(m)
73 94 109 131 148 169 196 218 252
66 86 99 120 136 155 180 201 233
1,000 2,000 3,000 5,000
1,030 1,910 2,740
64 81 93
60 75 86
12.1 14.4 16.0
4.9 6.3 7.4
7,000 10,000 15,000 20,000 30,000
4,320 5,830 8,010 11,500 14,900 21,300
112 125 142 163 180 207
102 114 128 146 160 183
18.2 19.8 21.6 23.9 25.7 28.4
9.0 10.2 11.7 13.7 15.3 17.8
50,000 70,000
33,600 45,300
248 278
217 243
32.3 35.2
21.7 24.6
1,000 2,000 3,000 5,000
1,230 2,430 3,620 5,970
67 86 99 119
61 78 91 110
14.3 17.0 18.8 21.4
5.5 6.8 7.7 9.0
7,000 10,000 15,000 20,000 30,000 40,000
8,310 11,800 17,500 23,300 34,600 45,900
134 153 177 196 227 252
124 142 164 183 212 236
23.2 25.4 28.1 30.2 33.4 35.9
10.0 11.1 12.6 13.8 15.6 17.1
1,000 2,000 3,000 5,000 7,000 10,000
2,480 4,560 6,530 10,200 13,800 18,900
71 88 100 117 129 144
66 82 93 109 121 136
11.7 14.3 16.1 18.8 20.8
27,000 34,800 49,700 78,000 105,000 144,000
164 179 203 237 263 294
23.1 26.0 28.4 32.0 37.2 41.2 45.8
Ferry
15,000 20,000 30,000 50,000 70,000 100,000
154 169 192 226 251 281
14.0 16.6 18.3 20.7 22.5 24.6 27.2 29.1 32.2
(m)
2,190 4,150 6,030 9,670 13,200 18,300 26,700 34,800 50,600
Ship
Confidence Limit : 75% Wind Lateral Area Wind Front Area
Maximum Draft
1,000 2,000 3,000 5,000 7,000 10,000 15,000 20,000 30,000
Passenger
Gas Carrier
Length
6.2 8.4 10.0 12.5 14.5 17.0 20.3 23.1 27.6
(m)
3.5 4.5 5.3 6.4 7.2 8.2 9.6 10.7 12.4 2.6 3.4 4.0
4.8 5.5 6.4 7.5 8.0 8.0
8.0 8.0 3.4 4.2 4.8 5.5
(m²) Full Load Ballast Condition Condition 880 970 1,210 1,320 1,460 1,590 1,850 2,010 2,170 2,350 2,560 2,760 3,090 3,320 3,530 3,780 4,260 4,550
(m²) Full Load Ballast Condition Condition 232 232 314 323 374 391 467 497 541 583 632 690 754 836 854 960 1,020 1,160
464 744 980
486 770 1,010
187 251 298
197 263 311
1,390 1,740 2,220 2,930 3,560 4,690
1,420 1,780 2,250 2,950 3,570 4,680
371 428 498 592 669 795
386 444 516 611 690
6,640 8,350
6,580 8,230
990 1,140
818 1,010 1,170
411 656 862
428 685 903
154 214 259
158 221 269
1,220 1,530 1,940 2,550 3,100 4,070 4,950
1,280 1,600 2,040 2,690 3,270 4,310 5,240
330 387 458 555 636 771 880
344 405 482 586 673 819 940
465 707 903 1,230 1,510
133 195 244 323 389
150 219 273 361 434
1,870 2,390 2,840 3,630 4,940 6,050 7,510
474 593 696 870 1,150 1,390 1,690
527 658 770 961 1,270 1,530 1,860
6.1 6.8 7.6 8.3 9.4 10.2
5.7 7.2 8.4 10.0 11.3
4.6 5.7 6.4 7.4 8.1
390 597 765 1,050 1,290
12.9 14.9 16.5 19.0 22.8 25.7 29.2
9.0 10.1 11.0 12.3 12.3 12.3 12.3
1,600 2,050 2,450 3,140 4,290 5,270 6,560
*) Full Load Condition of Wind Lateral / Front Areas of log carrier don't include the areas of logs on deck. **) Full Load Condition of Wind Lateral / Front Areas of Container Ships include the areas of containers on deck.
* Excerpt from PIANC 2002
17
DESIGN OF FENDER SYSTEM
Appendix C. Table C-2 VESSEL DISPLACEMENTS. Confidence Limits : 50%, 75%, 95%
Type
Dead Weight Tonnage (t)
Displacement Type (t) 50%
75%
95%
1,000
1,850
1,690
1,850
Cargo
2,000
3,040
3,250
Ship
3,000
4,460
4,750
5,000
7,210
7,690
General
Dead Weight Tonnage (t)
Displacement (t) 50%
Ro/Ro
75%
95%
1,000
1,970
2,170
2,540
3,560
2,000
3,730
4,150
4,820
5,210
3,000
5,430
6,030
7,010
8,440
5,000
8,710
9,670
11,200
7,000
9,900
10,600
11,600
7,000
11,900
13,200
15,300
10,000
13,900
14,800
16,200
10,000
16,500
18,300
21,300
15,000
20,300
21,600
23,700
15,000
24,000
2,700
31,000
20,000
26,600
28,400
31,000
20,000
31,300
34,800
41,400
30,000
39,000
41,600
45,600
30,000
45,600
50,600
58,800
40,000
51,100
54,500
59,800 1,000
850
1,030
1,350
Passenger Bulk
5,000
6,740
6,920
7,190
2,000
1,580
1,910
2,500
Carrier
7,000
9,270
9,520
9,880
3,000
2,270
2,740
3,590
10,000
13,000
13,300
13,800
5,000
3,580
4,320
5,650
15,000
19,100
19,600
20,300
7,000
4,830
5,830
7,630
20,000
25,000
25,700
26,700
10,000
6,640
8,010
10,500
30,000
36,700
37,700
39,100
15,000
9,530
11,500
15,000
50,000
59,600
61,100
63,500
20,000
12,300
14,900
19,400
70,000
81,900
84,000
87,200
30,000
17,700
21,300
27,900
Container
115,000
118,000
122,000
50,000
27,900
33,600
44,000
150,000
168,000
173,000
179,000
70,000
37,600
45,300
59,300
200,000
221,000
227,000
236,000
250,000
273,000
280,000
291,000
Ferry
1,000
810
1,230
2,240
2,000
1,600
2,430
4,430
7,000
10,200
10,700
11,500
3,000
2,390
3,620
6,590
10,000
14,300
15,100
16,200
5,000
3,940
5,970
10,900
15,000
21,100
22,200
23,900
7,000
5,480
8,310
15,100
20,000
27,800
29,200
31,400
10,000
7,770
11,800
21,500
25,000
34,300
36,100
38,800
15,000
11,600
17,500
31,900
30,000
10,800
43,000
46,200
20,000
15,300
23,300
42,300
40,000
53,700
56,500
60,800
30,000
22,800
34,600
63,000
50,000
66,500
69,900
75,200
40,000
30,300
45,900
83,500
60,000
79,100
83,200
Oil
1,000
1,450
1,580
1,800
Gas
2,210.0
2,480
2,910
Tanker
2,000
2,810
3,070
3,480
Carrier
2,000
4,080
4,560
5,370
3,000
4,140
4,520
5,130
3,000
5,830
6,530
7,680
5,000
6,740
7,360
8,360
5,000
9,100
10,200
12,000
Ship
100,000
M E T S Y S R E D N E F F O N G I S E D
89,400 1,000.0
7,000
9,300
10,200
11,500
7,000
12,300
13,800
16,200
10,000
13,100
14,300
16,200
10,000
16,900
18,900
22,200
15,000
19,200
21,000
23,900
15,000
24,100
27,000
31,700
20,000
25,300
27,700
31,400
20,000
31,100
34,800
40,900
30,000
37,300
40,800
46,300
30,000
44,400
49,700
58,500
50,000
60,800
66,400
75,500
50,000
69,700
78,000
91,800
70,000
83,900
91,600
104,000
70,000
94,000
105,000
124,000
100,000
128,000
144,000
169,000
100,000
118,000
129,000
146,000
150,000
174,000
190,000
216,000
200,000
229,000
250,000
284,000
300,000
337,000
368,000
418,000
* Excerpt from PIANC 2002
DESIGN OF FENDER SYSTEM
18
R E D N E F F O T N E M P O L E V E D E H T
19
THE DEVELOPMENT OF FENDER What is Fender Fender systems is to protect the wharf and quay wall structure as a bumper when vessels berthing, due to absorb the berthing energy of vessels and reduce the berthing impact to the vessels. The adoption of suitable fender will bring us next stage with enhancing smooth berthing, otherwise we are possible to get reducing cargo handling time and more effective objects. History In history of fender, ancestors used to use wooden block as a fender, sometimes we can see these wooden fender in small wharf and so on. In 1960, we SHIBATA produced rst fender “Cylindrical”. Then, we developed molded fender as D, Square shape, V shape in 70s. After 70s, we had developed Circle type concept, produced Circle type fender. Also we developed oating fender as a Pneumatic fender, Foam Filled, and Roller fender, tug boat fender and so on. In recent days, vessel size keeps getting bigger and port facilities also level up with the rise of containerization, the demand of high performance fender as CSS or SPC is increasing.
THE DEVELOPMENT OF FENDER
R E D N E F F O T N E M P O L E V E D E H T
CSS-type
Pneumatic
Rubber chain
Rubber Ladder
THE DEVELOPMENT OF FENDER
20
CSS FENDER R E D N E F S S C
Introduction In recent years while the economic blocks have expanded increasingl y wider, the maritime distribution industry has entered into the era of high-speed distribution in large quantities, in which large-scale container ships are taking the initiative. Accordingly, the development and production of larger and faster vessels has raised the demand for lighter weight of the hull structure. This has also affected how a fender should serve as a crucial supporter in ensuring safe moorings of ships; as a result, the main stream has been shifting from the conventional types of fenders to the ones with higher absorbed energy and with lower reaction force. These allow less shock to be transmitted to the outer plank of the hull. Conventionally, fender materials have been selected with priority given to whether or not they have sufcient ability to absorb the energy coming from a mooring ship. With progressing competition among harbor operators, however, there has been a growing tendency to place more priority over the cause no damage to the hull structure. In particular, to select fenders intended for large scale container ships, considerations such as a “allowable hull pressure”, “exibility to widely-opened are of the” or “easier maintenance check to important in addition to the conventional requirements” absorption of the berthing energy”, relation between the pier strength and the fende r’s reaction force” and “durability of the fender”. The “Circle Fender with Frontal Panel” is furnished with frontal frame whose front surface is covered with the resin sheet that allows a low co-efcient of friction. For a permissible surface pressure of the hull structure, surface reaction force of the fender (ton/m) can be adjusted simply by regulating the size of the frontal panel. For “exibility to a are angle of the hull”, it employs a structure that enables the generated load to be received on its at portions. The Circle Fender with Frontal Panel, whose rubber structure has no direct will suffer from rubbings or aws. This fender which is designed appropriately, can give excellent durability to allow a service life of about 15 years only by applying a simple and easy maintenance check on the product.
21
CSS FENDER
CSS FENDER Fender Performance At Design Deflection F0
F1
F2
F3
F4
52.5%
52.5%
52.5%
52.5%
52.5%
R/F
E/A
R/F
E/A
R/F
E/A
R/F
E/A
R/F
E/A
(kN)
(kNm)
(kN)
(kNm)
(kN)
(kNm)
(kN)
(kNm)
(kN)
(kNm)
500H
184
40.5
163
35.9
141
31.1
109
23.9
87.1
19.1
500H
600H
265
69.9
235
62.1
204
53.7
157
41.4
126
33.0
600H
800H
471
166
418
147
362
128
279
98.1
223
78.5
800H
1000H
736
324
653
287
566
249
435
191
348
153
1000H
1150H
973
492
863
436
748
379
576
291
461
233
1150H
1250H
1147
633
1020
561
884
486
680
374
544
299
1250H
1450H
1550
991
1373
876
1187
759
915
584
732
467
1450H
1600H
1883
1324
1667
1177
1451
1020
1118
785
891
628
1600H
1700H
2128
1589
1883
1412
1638
1226
1255
940
1010
751
1700H
2000H
2942
2589
2609
2295
2265
1991
1746
1530
1393
1226
2000H
2250H
3727
3687
3305
3275
2864
2834
2207
2177
1765
1746
2250H
2500H
4597
5056
4082
4489
3536
3892
2721
2988
2176
2391
2500H
3000H
6620
8737
5878
7757
5092
6726
3919
5162
3133
4131
3000H
Size
R E D N E F S S C
* PERFORMANCE TOLERANCE ±10%
Small Reduction Force for Angular Compression Performance Adjustment Factor from 52.5% deflecting Value 0
Angle (deg)
3
4
5
6
7
8
9
10
15
20
Compress until Design Fender Reaction Force Value E/A
1.000
0.977
0.966
0.950
0.936
0.922
0.910
0.898
0.883
0.801
0.652
R/F
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
Compress until Maximum Fender Reaction Force Value E/A
1.059
1.036
1.024
1.009
0.997
0.982
0.968
0.955
0.940
0.861
0.722
R/F
1.063
1.063
1.063
1.063
1.063
1.063
1.063
1.063
1.063
1.063
1.063
Perfomance of Intermediate Deflection
Temperature Factor
Deflection (%)
R/F
E/A
Temperature (°C)
TF
0
0%
0%
-20
1.375
5
39%
2%
-10
1.182
10
70%
8%
0
1.083
15
88%
17%
10
1.034
20
96%
28%
23
1
25
100%
39%
30
0.976
30
99%
50%
40
0.945
35
97%
62%
50
0.918
40
96%
72%
60
0.917
45
95%
83%
50
97%
94%
52.5
100%
100%
55
107%
106%
CSS FENDER
22
PERFORMANCE CURVE 150
R E D N E F S S C
300
) 100 % ( n o i t c a e R 50
200
100
0 0
5
10
15
20
25
30
35
40
45
50
Deflection (%)
DImension of CSS Fender
Anchor
Bolts
D
B
D
B
C
C A
New Jetty
Existing
FL Bolts
CR Bolt
kg
kg
kg
4XM24
1.56
1.22
110
500H
660
4XM27
1.84
1.7
197
600H
27-33
900
6XM30
2.7
2.27
432
800H
1230
32-40
1100
6XM36
4.21
3.72
760
1000H
1150
1440
37-45
1300
6XM42
7.38
6.23
1205
1150H
1250H
1250
1600
40-49
1450
6XM42
7.38
6.23
1550
1250H
1450H
1450
1820
42-45
1650
6XM48
10.5
9.22
2350
1450H
1600H
1600
1960
45-46
1800
8XM48
10.5
9.22
2940
1600H
1700H
1700
2100
50-60
1900
8XM56
16.7
14.8
3730
1700H
2000H
2000
2200
50-62
2000
8XM64
20.4
21.3
5260
2000H
2250H
2250
2550
59-63
2300
10XM64
20.4
21.3
7450
2250H
2500H
2500
2950
69-84
2700
10XM64
20.4
21.3
10750
2500H
3000H
3000
3350
82-98
3150
12XM76
34.0
N/A
18600
3000H
A
ϕB
C
ϕD
(mm)
(mm)
(mm)
(mm)
500H
500
650
16-20
550
600H
600
780
20-25
800H
800
1050
1000H
1000
1150H
Anchor
* Specication will be changed without prior notice.
23
CSS FENDER
Weight
0 55
) % ( y g r e n E
SUPER CIRCLE FENDER Introduction The pioneer of fender system “SHIBATA” suggests… SUPER CIRCLE FENDER with full condence. SHIBATA was established in 1923 as a rubber boots factory. Since then, we are developing many kinds of rubber products. Especially in the marine fender products, we had installed superior and h igh quality products since early part of 1960’s. After 1970’s we developed CIRCLE TYPE fender, almost of another competition fender was designed by basing on our CIRCLE design policy.
R E D N E F E C L R I C R E P U S
We SHIBATA are always considering how a fender should be served as crucial supporter in safe berthing and mooring of ships. As a result, the main stream has been shifting from conventional types of fenders to the ones with higher energy absorption, lower reaction for excellent cost performance. In recent days, vessel size keeps getting bigger and port facilities also level up with the rise of containerization, the demand of high performance fender is increasing. We have succeeded to develop ultimate fender SPC (Super Circle) Fender. And so, we recommend SUPER CIRCLE FENDER with full condence.
High Performance (Excellent) More than 40 YEARS history for Fender (Many Experience) ISO 9001 & 14000 Awarded (High Quality)
SUPER CIRCLE FENDER
24
R E D N E F E C L R I C R E P U S
0%
35%
70%
25
SUPER CIRCLE FENDER
SPC FENDER FC10
FC25
FC44
FC62
FC96
Reaction
Energy
Reaction
Energy
Reaction
Energy
Reaction
Energy
Reaction
Energy
(kN)
(kNm)
(kN)
(kNm)
(kN)
(kNm)
(kN)
(kNm)
(kN)
(kNm)
300H
57
9.0
72
11.2
82
13
93
15
112
18
300H
350H
78
14.3
97
17.8
112
21
126
23
153
28
350H
400H
102
21.3
127
26.6
147
31
165
35
199
42
400H
500H
159
41.6
199
52.0
229
60
258
67
312
82
500H
600H
229
71.9
286
89.9
330
104
371
117
449
141
600H
700H
312
114.2
390
142.8
449
164
505
185
611
224
700H
800H
407
170
509
213
586
246
659
276
798
334
800H
900H
515
243
644
303
742
350
835
393
1010
476
900H
1000H
636
333
795
416
916
480
1030
539
1250
653
1000H
1100H
770
443
962
554
1108
638
1246
718
1513
869
1100H
1150H
841
506
1050
633
1210
729
1360
820
1650
993
1150H
1200H
916
575
1140
719
1320
829
1480
932
1800
1128
1200H
1300H
1075
732
1340
915
1550
1054
1740
1185
2110
1434
1300H
1400H
1247
914
1560
1142
1800
1316
2020
1480
2440
1791
1400H
1600H
1628
1364
2040
1705
2340
1964
2640
2210
3190
2673
1600H
1800H
2061
1942
2576
2428
2967
2797
3337
3146
4050
3806
1800H
2000H
2544
2664
3180
3330
3663
3836
4120
4316
5000
5221
2000H
Size
Size
R E D N E F E C L R I C R E P U S
*PERFORMANCE TOLERANCE ±10% *DEFLECTION: 70% Perfomance of Intermediate Deflection Small Reduction Force for Angular Compression 0 3 6 9 Angle (deg) Deflection R/F E/A E/A 1.00 1.00 1.00 0.989 0 0% 0% R/F 1.0 1.0 1.0 1.0 5 27% 1% 10
48%
5%
15
65%
10%
20
79%
17%
25
90%
25%
30
97%
34%
35
100%
44%
40
99%
53%
45
93%
62%
50
84%
71%
55
73%
78%
60
68%
85%
65
76%
92%
70
100%
100%
72
132%
104%
73
148%
107%
74
165%
110%
12
15
20
0.965
0.920
0.800
1.0
1.0
1.0
Temperature Factor Temperature (°C)
TF
-20
1.375
-10
1.182
0
1.083
10
1.034
23
1
30
0.976
40
0.945
50
0.918
60
0.917
SUPER CIRCLE FENDER
26
R E D N E F E C L R I C R E P U S
PERFORMANCE CURVE 200
400
150
300
) % ( n o100 i t c a e R
200
50
100
0 0
5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
Deflection (%)
1 . D . C . P 1 D 0
H
OD1
PCD1
OD2
PCD2
D (mm)
E (mm)
Bolt Size
Weight
300H
300
500
440
262
210
18
25
M20X4
35kg
300H
350H
350
575
510
306
245
20
25
M20X4
51kg
350H
400H
400
650
585
350
280
20
25
M20X4
76kg
400H
500H
500
820
730
436
350
22
30
M24X4
151kg
500H
600H
600
900
810
525
420
23
45
M24X4
247kg
600H
700H
700
1120
1020
615
490
26
45
M30X4
402kg
700H
800H
800
1250
1165
700
560
31
72
M36X6
587kg
800H
900H
900
1450
1313
785
630
36
72
M36X6
853kg
900H
1000H
1000
1600
1460
875
700
38
82
M42X6
1129kg
1000H
1150H
1150
1850
1550
1000
805
41
92
M42X6
1720kg
1150H
1200H
1200
1920
1750
1050
840
46
92
M42X8
1980kg
1200H
1300H
1300
2080
1900
1140
910
50
95
M48X8
2500kg
1300H
1400H
1400
2240
2040
1230
980
53
95
M48X8
3130kg
1400H
1600H
1600
2500
2330
1400
1120
80
105
M48X8
4670kg
1600H
1800H
1800
2880
2620
1575
1260
90
120
M56X10
6650kg
1800H
3200
2920
1700
1400
100
123
M56X10
9560kg
2000H
2000H
27
2. D . C P.
2 D 0
SUPER CIRCLE FENDER
) % ( y g r e n E
PM-FENDER (PARALLELFENDER) Introduction Fender Team Gmbh is our partner company in Europe. Fender Team have a lot of experience and knowledge for fender design. The PM-Fender is an individually designed complete fender system. A turning lever-arm mounted between the structure and panel restrains the panel movement during the entire fender compression, allowing it to move only parallel to its mounting irrespective of the impact level and angle. The advantages are obvious:
) R E D N E F L E L L A R A P ( R E D N E F M P
• The system provides equal energy absorption capacity at any impact level. • No second contact point between the ship and the fender system can occur. • Reaction forces are much lower compared to conventional fender systems. • Lower reaction forced result in lower hull pressures and lighter structures which can lead to substantial saving in the complete project. This fender is uniquely designed for each project. Fender Team would be pleased to receive your design input allowing us to select the correct type, size and overall layout for the PM-fender.
PM-FENDER (PARALLELFENDER)
28
) R E D N E F L E L L A R A P ( R E D N E F M P
FRONT VIEW
SIDE VIEW
5
4
3 3 2
1
6
5 1 2 3 4 5 6
SPC-Rubber fender unit Closed box steel panel Torsion tube Torsion tube arm Upper and lower bracket with hinges UHMW-PE plates
DOUBLE PM-FENDER
4
SINGLE PM-FENDER
Petronas, East Malaysia
29
PM-FENDER (PARALLELFENDER)
V-SHAPED FENDER R E D N E F D E P A H S V
SV-type fender A conventional cylindrical type fender absorbed energy through compressive deformation, while this SV-type fender materialized a revolutionary improved energy absorption efciency by adding the compressive deformation to bucking deformation. Once again, the introduction of a stationary system with anchor bolts improved the durability remarkably. This fender is used most widely in the world harbors as “multi purpose type” fender. Features 1) Excellent energy absorption efciency 2) Excellent durability and stability SX-type fender It is the SX-type fender which is a narrow, excellent low reaction force and high energy absorption type together with features of a multi purpose type (SV-type) fender and increased energy absorption efciency for higher stability. This is especially suitable for open-type piers with vertical piles and the like to which low reaction force type is advantageous to construction cost. Features 1) Realization of ultimate energy absorption 2) Efciency as a solid type (Denitely higher absorption energy over a SV-type) Intended purpose 1) Quay wall friendly low reaction force type impact applied to both the hull and the wall during a vessel coming alongside the quay is minimal due to the small reaction force per absorption energy amount. 2) Limited installation area (The space necessary for installing the fender per absorption energy is smaller than that for a multi purpose type fender. SX-P type fender The use of impact-absorption plate on the face of SX-type fender enables the plate to receive the local pressure from hull. The fender is so constructed that the local pressure is dispersed throughout the fender via the impactabsorbing plate, damage to the fender by projections on the hull can be prevented, and stress is dispersed throughout the rubber part. This type is especially suitable for the places where more than a few meter long fenders are required due to a wide tidal difference, or for mooring quay walls for work ships. Features 1) Excellent durability Stress caused by the local compression due to projections of the hull is dispersed throughout the rubber impact-supporting part, which prevents damage by the local over compression. 2) Can be arranged variously Connecting several rubber impact-supporting parts to an impact-receiving plate enable to have an impact-receiving face suitable for all application conditions. * Fender mounting surface or place is easily adjustable. * Corresponding to wide tidal difference is easy. 3) Adjustment to face reaction force is possible Desired face reaction force is obtainable by adjusting the size of the impact-receiving plate. * Specication will be changed without prior notice.
V-SHAPED FENDER
30
SV FENDER PERFORMANCE R E D N E F D E P A H S V
V1
V2
V3
V4
Reaction Energy Reaction Energy Reaction Energy Reaction Energy Force Absorption Force Absorption Force Absorption Force Absorption
Size
LENGTH Up to
Size
(tonf)
(tonf-m)
(tonf)
(tonf-m)
(tonf)
(tonf-m)
(tonf)
(tonf-m)
mm
150
12.8
0.641
11.3
0.563
8.44
0.422
5.63
0.281
3500
150
200
17.1
1.14
15.0
1.00
11.3
0.750
7.50
0.500
3500
200
250
21.4
1.78
18.8
1.56
14.1
1.17
9.38
0.781
3500
250
300
25.7
2.57
22.5
2.25
16.9
1.69
11.3
1.13
3500
300
400
34.2
4.56
30.0
4.00
22.5
3.00
15.0
2.00
3500
400
500
42.8
7.13
37.5
6.25
28.1
4.69
18.8
3.13
3000
500
600
51.3
10.3
45.0
9.00
33.8
6.75
22.5
4.50
3000
600
800
68.4
18.2
60.0
16.0
45.0
12.0
30.0
8.00
3000
800
1000
85.5
28.5
75.0
25.0
56.3
18.8
37.5
12.5
V1
V2
V3
1000
V4
Reaction Energy Reaction Energy Reaction Energy Reaction Energy Force Absorption Force Absorption Force Absorption Force Absorption
Size
LENGTH Up to
Size
(kN)
(kN-m)
(kN)
(kN-m)
(kN)
(kN-m)
(kN)
(kN-m)
mm
150
126.0
6.29
111
5.52
82.8
4.14
55.2
2.76
3500
150
200
168
11.2
147
9.81
111
7.35
73.5
4.90
3500
200
250
210
17.5
184
15.3
138
11.5
92.0
7.66
3500
250
300
252
25.2
221
22.1
166
16.6
111
11.1
3500
300
400
335
44.7
294
39.2
221
29.4
147
19.6
3500
400
500
420
69.9
368
61.3
276
46.0
184
30.7
3000
500
600
503
101
441
88.3
331
66.2
221
44.1
3000
600
800
671
178
588
157
441
118
294
78.5
3000
800
1000
838
279
735
245
552
184
368
123
1000
*PERFORMANCE TOLERANCE ±10% *DEFLECTION: 45% A L
H
Intermediate deflection
Def(%)
RF
EA
0%
0%
0%
10%
50%
7%
20%
86%
28%
30%
99%
56%
40%
99%
85%
45%
100%
100%
50%
135%
118%
3/4 Full Length A/L=0.75
L/H=7.0
L/H=4.5
L/H=2.1
1/2
1/4
A/L=0.50
A/L=0.25
R/F
100%
73.4%
52.9%
26.0%
E/A
100%
71.2%
55.0%
28.0%
R/F
100%
77.5%
52.4%
28.1%
E/A
100%
78.6%
53.5%
28.2%
R/F
100%
82.2%
59.4%
37.1%
E/A
100%
83.3%
60.2%
36.3%
PERFORMANCE CURVE
) % ( n o i t c a e R
200
400
150
300
100
200
50
100
0
0 0
5
10
15
20
25
Deflection (%) Reaction
31
V-SHAPED FENDER
Energy
30
35
40
45
50
) % ( y g r e n E
Dimension A
B
C
D
E
F
SV
(mm)
(mm)
(mm)
(mm)
(mm)
(mm)
150H
150
300
98
20
75
240
200H
200
400
130
24
100
250H
250
500
162
24
300H
300
600
195
400H
400
800
500H
500
600H
Anchor
Weight kg/m
SV
M22
34
150H
320
M24
60
200H
125
400
M24
87
250H
29
150
480
M30
133
300H
260
33
200
640
M36
245
400H
1000
324
38
250
800
M36
304
500H
600
1200
390
44
300
960
M42
526
600H
800H
800
1500
520
50
400
1300
M48
890
800H
1000H
1000
1800
648
59
500
1550
M48
1389
1000H
R E D N E F D E P A H S V
Bolt Hole Interval 1000mm
1500mm
2000mm
2500mm
3000mm
3500mm
150H
900
700
630
800
725
680
150H
Bolts
4
6
8
8
10
12
Bolts
200H
900
700
630
800
725
680
200H
Bolts
4
6
8
8
10
12
Bolts
250H
900
700
630
800
725
680
250H
Bolts
4
6
8
8
10
12
Bolts
300H
900
700
630
800
725
680
300H
Bolts
4
6
8
8
10
12
Bolts
400H
900
700
630
800
725
680
400H
Bolts
4
6
8
8
10
12
Bolts
500H
900
700
630
800
725
500H
Bolts
4
6
8
8
10
Bolts
600H
900
700
630
800
725
600H
Bolts
4
6
8
8
10
Bolts
800H
900
700
630
800
725
800H
Bolts
4
6
8
8
10
Bolts
1000H
900
700
630
800
725
1000H
Bolts
4
6
8
8
10
Bolts
C
A
E
D
B F
V-SHAPED FENDER
32
R E D N E F D E P A H S V
33
V-SHAPED FENDER
SX, SX-P PERFORMANCE H0
H1
H2
H3
Reaction
Energy
Reaction
Energy
Reaction
Energy
Reaction
Energy
LENGTH
Force
Absorption
Force
Absorption
Force
Absorption
Force
Absorption
Up to
(tonf)
(tonf-m)
(tonf)
(tonf-m)
(tonf)
(tonf-m)
(tonf)
(tonf-m)
mm
250
26.9
2.83
20.7
2.18
17.3
1.81
13.8
1.45
3500
250
300
32.3
4.07
24.9
3.13
20.7
2.61
16.6
2.09
3500
300
400
43.1
7.24
33.2
5.57
27.6
4.64
22.1
3.71
3500
400
500
53.9
11.3
41.5
8.70
34.6
7.25
27.6
5.80
3500
500
600
64.7
16.3
49.8
12.5
41.5
10.4
33.2
8.35
3500
600
800
86.2
29.0
66.3
22.3
55.3
18.6
44.2
14.8
3000
800
1000
108
45.2
82.9
34.8
69.1
29.0
55.3
23.2
3000
1000
Size
H0
H1
H2
Size
H3
Reaction
Energy
Reaction
Energy
Reaction
Energy
Reaction
Energy
LENGTH
Force
Absorption
Force
Absorption
Force
Absorption
Force
Absorption
Up to
(kN)
(kN-m)
(kN)
(kN-m)
(kN)
(kN-m)
(kN)
(kN-m)
mm
250
264
27.8
203
21.4
170
17.8
135
14.2
3500
250
300
317
39.9
244
30.7
203
25.6
163
20.5
3500
300
400
423
71
326
54.6
271
45.5
217
36.4
3500
400
500
529
111
407
85.3
339
71.1
271
56.9
3500
500
600
634
160
488
123
407
102
326
81.9
3500
600
800
845
284
650
219
542
182
433
145
3000
800
1000
1059
443
813
341
678
284
542
228
3000
1000
Size
Def (%)
RF
EA
0%
0%
0%
5%
27%
2%
10%
54%
6%
15%
76%
14%
20%
91%
24%
25%
98%
35%
30%
99%
47%
35%
100%
59%
40%
100%
71%
45%
98%
82%
50%
98%
94%
52.5%
100%
100%
55%
125%
107%
L
H 3/4 Full Length A/L=0.75
L/H=4.5
L/H=2.1
Size
*PERFORMANCE TOLERANCE ±10% *DEFLECTION 52.5%
A
L/H=7.0
R E D N E F D E P A H S V
1/2
1/4
A/L=0.50
A/L=0.25
R/F
100%
73.4%
52.9%
26.0%
E/A
100%
71.2%
55.0%
28.0%
R/F
100%
77.5%
52.4%
28.1%
E/A
100%
78.6%
53.5%
28.2%
R/F
100%
82.2%
59.4%
37.1%
E/A
100%
83.3%
60.2%
36.3%
PERFORMANCE CURVE 150
) % (
300
200
100
e c r o F n o i t c 50 a e R
100
0
) % ( n o i t p r o s b A y g r e n E
0 0
5
10
15
20
25
30
35
40
45
50
55
Deflection (%) Reaction
Energy
V-SHAPED FENDER
34
Dimension R E D N E F D E P A H S V
A
B
C
D
E
F
K
Anchor
Weight
(mm)
(mm)
(mm)
(mm)
(mm)
(mm)
(mm)
250H
250
500
200
24
178
400
7.5
M24
85
250H
300H
300
600
290
29
213
480
9
M30
129
300H
400H
400
800
320
33
285
640
12
M36
240
400H
500H
500
1000
400
38
358
800
15
M36
358
500H
600H
600
1200
480
44
425
960
18
M42
525
600H
800H
800
1500
640
50
520
1300
24
M48
890
800H
1000H
1000
1800
800
59
610
1550
30
M48
1397
1000H
kg/m
Bolt Hole Interval 1000mm
1500mm
2000mm
2500mm
3000mm
3500mm
250H
900
700
630
800
725
680
250H
Bolts
4
6
8
8
10
12
Bolts
300H
900
700
630
800
725
680
300H
Bolts
4
6
8
8
10
12
Bolts
400H
900
700
630
800
725
680
400H
Bolts
4
6
8
8
10
12
Bolts
500H
900
700
630
800
725
680
500H
Bolts
4
6
8
8
10
12
Bolts
600H
900
700
630
800
725
600H
Bolts
4
6
8
8
10
Bolts
800H
900
700
630
800
725
800H
Bolts
4
6
8
8
10
Bolts
1000H
900
700
630
800
725
1000H
Bolts
4
6
8
8
10
Bolts
C K
A D E B F
35
V-SHAPED FENDER
SX-P H0
H1
H2
H3
LENGTH
SX-P
EA
RF
EA
RF
EA
RF
EA
RF
SX-P
Up to
250
24.6
264
18.9
203
15.8
170
12.7
135
250
3500
300
35.4
317
27.2
244
22.7
203
18.1
163
300
3500
400
63
423
48.4
326
40.3
271
32.3
217
400
3500
500
98.1
529
75.6
407
63.1
339
50.4
271
500
3500
600
142
634
109
488
90.8
407
72.6
326
600
3000
800
252
845
193
650
162
542
129
433
800
3000
1000
393
1059
303
813
252
678
202
542
1000
3000
R E D N E F D E P A H S V
*Deflection: 47.5%
V-SHAPED FENDER
36
T C R E D N E F L A C I R D N I L Y C
CYLINDRICAL FENDER - CT Item
S0
S1
S2
Item
ODxID
R/F
E/A
R/F
E/A
R/F
E/A
150x75
101.0
2.6
82.4
2.3
40.2
1.5
16.3kg
150x75
200x100
135.4
4.7
109.9
4.1
53.0
2.6
29.0kg
200x100
250x125
168.7
7.3
137.3
6.4
66.7
4.1
45.3kg
250x125
300x150
203.1
10.5
164.8
9.2
79.5
5.8
65.2kg
300x150
350x175
236.4
14.3
192.3
12.5
93.2
7.9
86.6kg
350x175
400x200
269.8
19.2
219.7
16.3
105.9
10.4
116kg
400x200
500x250
337.5
29.2
274.7
25.5
132.4
16.2
181kg
500x250
600x300
405.2
42.0
329.6
36.7
158.9
23.3
255kg
600x300
700x350
471.9
57.2
384.6
49.9
185.4
31.7
347kg
700x350
800x400
539.6
74.8
439.5
65.2
211.9
41.4
453kg
800x400
900x450
608.2
94.6
500.3
82.6
238.4
52.5
573kg
900x450
1000x500
676.9
116.7
549.4
102.0
264.9
64.7
707kg
1000x500
1100x550
745.6
141.3
608.2
122.6
291.4
78.4
855kg
1100x550
1200x600
814.2
167.8
667.1
146.2
317.8
93.2
1018kg
1200x600
1300x650
882.9
197.2
716.1
171.7
344.3
109.9
1194kg
1300x650
1400x700
951.6
228.6
775.0
199.1
370.8
126.5
1386kg
1400x700
1500x750
1,010.4
262.9
824.0
229.6
397.3
146.2
1591kg
1500x750
*) Performance Tolerance +10%,-10% **) Performance specifications are given on a per meter basis. ***) Other Rubber Grade: Available ****) DEFLECTION AT 50%
L
OD ID
ID =
37
Weight/m
CYLINDRICAL FENDER - CT -
OD 2
ODxID
E P A H S E R A U Q S & D R E D N E F D I G I R
RIGID FENDER - D & SQUARE SHAPE *With +/- 10% Tolerance
DC Type W
Type A
A
H C
B
HxW
A (ϕ)
B
C (ϕ)
Bolt Size
Bolt Pitch
R/F (kN)
E/A (kN/m)
HxW
150 x 150
75
30
27
M22
300-400
213.9
3.86
150 x 150
200 x 200
100
35
30
M24
300-400
284.5
6.9
200 x 200
250 x 250
125
45
33
M27
300-400
356.1
10.7
250 x 250
300 x 300
150
55
36
M30
300-400
426.7
15.5
300 x 300
350 x 350
175
65
40
M36
300-400
500.3
21.1
350 x 350
400 x 400
200
75
45
M36
350-450
569
27.6
400 x 400
500 x 500
250
95
50
M42
350-450
716.1
43.1
500 x 500
600 x 600
300
120
55
M48
350-460
853.5
62 600 x 600 *DEFLECTION: 50% (Per Meter)
W
Type B
A F
H
E
HxW
A (ϕ)
E (ϕ)
F (ϕ)
Bolt Size
Bolt Pitch
R/F (kN)
E/A (kN/m)
HxW
150 x 150
75
27
60
M22
350-470
76.5
1.88
150 x 150
200 x 200
100
30
65
M24
350-470
102
3.37
200 x 200
250 x 250
125
33
75
M27
330-460
127.5
5.26
250 x 250
300 x 300
150
36
80
M30
520-600
153
7.59
300 x 300
350 x 350
175
40
85
M36
520-600
178.5
10.3
350 x 350
400 x 400
200
45
95
M36
520-600
204
13.4
400 x 400
500 x 500
250
50
105
M42
520-680
255
21.1
500 x 500
600 x 600
300
55
115
M48
550-800
306.1
30.3
600 x 600
*DEFLECTION: 40% (Per Meter) RIGID FENDER - D & SQUARE SHAPE -
38
E P A H S E R A U Q S & D R E D N E F D I G I R
DD Type Type A
W W/2
H
2 / H C
B
HxW
B
C (ϕ)
Bolt Size
Bolt Pitch
R/F (kN)
E/A (kN/m)
HxW
150 x 150
30
27
M22
400-470
140.3
3.5
150 x 150
200 x 200
35
30
M24
400-470
186.4
6.2
200 x 200
250 x 250
45
33
M27
390-470
233.5
9.7
250 x 250
300 x 300
55
36
M30
530-700
279.6
13.9
300 x 300
350 x 350
65
40
M36
530-700
328.6
18.7
350 x 350
400 x 400
75
45
M36
520-600
372.8
24.7
400 x 400
500 x 500
95
50
M42
510-640
469.9
38.7
500 x 500
600 x 600
120
55
M48
500-750
560.2
600 x 600 55.6 *DEFLECTION: 50% (Per Meter)
Type B
W W/2 F
H
2 / H
E
39
HxW
E (ϕ)
F (ϕ)
Bolt Size
Bolt Pitch
R/F (kN)
E/A (kN/m)
HxW
150 x 150
27
60
M22
400-470
70.7
2.0
150 x 150
200 x 200
30
65
M24
400-470
94.3
3.6
200 x 200
250 x 250
33
75
M27
390-470
117.7
5.6
250 x 250
300 x 300
36
80
M30
530-700
141.3
8.0
300 x 300
350 x 350
40
85
M36
530-700
164.8
10.6
350 x 350
400 x 400
45
95
M36
520-600
188.4
14.2
400 x 400
500 x 500
50
105
M42
510-640
235.4
22.3
500 x 500
600 x 600
55
115
M48
500-750
282.5
RIGID FENDER - D & SQUARE SHAPE -
32.0 600 x 600 % *DEFLECTION: 40 (Per Meter)
E P A H S E R A U Q S & D R E D N E F D I G I R
SC Type Type A
W A
H C
B
HxW
A (ϕ)
B
C (ϕ)
Bolt Size
Bolt Pitch
R/F (kN)
E/A (kN/m)
HxW
150 x 150
75
30
27
M22
320-400
213.9
3.9
150 x 150
200 x 200
100
35
30
M24
320-400
284.5
6.9
200 x 200
250 x 250
125
45
33
M27
310-380
356.1
10.7
250 x 250
300 x 300
150
55
36
M30
310-380
426.7
15.5
300 x 300
350 x 350
175
65
40
M36
310-390
500.3
21.1
350 x 350
400 x 400
200
75
45
M36
340-410
569
27.6
400 x 400
500 x 500
250
95
50
M42
360-440
716.1
43.1
500 x 500
600 x 600
300
120
55
M48
350-460
853.5
Type B
600 x 600 62.0 *DEFLECTION: 50% (Per Meter)
W A F
H
E
HxW
A (ϕ)
E (ϕ)
F (ϕ)
Bolt Size
Bolt Pitch
R/F (kN)
E/A (kN/m)
HxW
150 x 150
75
27
60
M22
260-330
114.8
3.76
150 x 150
200 x 200
100
30
65
M24
260-330
153
6.72
200 x 200
250 x 250
125
33
75
M27
250-320
191.3
10.4
250 x 250
300 x 300
150
36
80
M30
275-330
229.6
15.1
300 x 300
350 x 350
175
40
85
M36
275-350
267.8
20.5
350 x 350
400 x 400
200
45
95
M36
300-370
306.1
26.9
400 x 400
500 x 500
250
50
105
M42
300-400
382.6
42.0
500 x 500
600 x 600
300
55
115
M48
300-450
459.1
60.4 600 x 600 *DEFLECTION: 40% (Per Meter)
RIGID FENDER - D & SQUARE SHAPE -
40
WORK BOAT FENDER R E D N E F T A O B K R O W
WORK BOAT FENDER, the required functions and characteristics of fenders to be installed to ships are not only those generally required but also other characteristics as well. The function of the ordinary fender is to absorb the shock energy of a berthing vessel. However, work boat fender must not only absorb the berthing energy but also must resist the strong pushing pressure exerted by the ship after berthing. In addition, it must minimize any possible damage to both the work boat and the ship while redistributing the pushing force to the ship with as little loss as possible. Yet, it is usually in such a state that easy damage is possible because it has been used over prolonged periods of time under severe conditions. SHIBATA Work Boat Fenders have been produced after taking into consideration all of the above factors. The selection of materials and the shape and construction of the fender are based on long experience. All Shibata Fenders are products of latest technology. The reputation of Shibata Fender among its customers is testimony to its superiority. Shibata also produces fenders for pusher boats, barges, plying boats and supply boats and in each case applies the latest technology and knowledge gained in the manufacture of its fender. FEATURES 1 Material rubber is same as rubber fender for wharf, has resistance to cuts and weather. 2 Fenders are designed and manufactured with the performance levels necessary for each. 3 Only SHIBATA has Curved type fender to t the shape of ship. 4 Due to deliver large size of fender, SHIBATA has “Complete insertion adhesion system” 5 Fenders are available in three colors of Black and Grey, White. The Procedure of Fender Selection 1.
How to select fenders The Below chart shows the relationship between the maximum towing force of the work boat and the minimum length of fender contact and the ship doing a pushing job. This chart gives the best size for an installed fender. 70 m 2 .0 t = c n t a f c o m o t h 1 .7 5 g = n t L e t a c c o n f o . 5 m g t h t = 1 c L e n a t n f c o t h o g n 1. 25 m L e a c t = t n o c t h o f L e n g = 1. 0 m n t a c t o c f t h o L e n g
60 ) n o t ( 50 e c r o f g 40 n i w o t m30 u m i x a 20 M
10
OD X ID
300 X 150
400 X 200
500 X 250
600 X 300
700 X 350
How to use this above chart (An Example)
Conditions: Maximum towing force of the work boat 30 tons Length of contact 1.5 meters
41
WORK BOAT FENDER
800 X 400
900 X 450
1,000 X 500
1,100 X 550
Method of selection: Draw a line horizontally from 30 tons on the Y-axis to the 1.5 meter length graph. At this point draw a vertical line to the X-axis. Then, this point on the X-axis gives the most suitable fender. Result: In this case the point on the X-axis is between 700φ x 350φ and 800φ x 400φ. Due to consider safety, fender will be choosed larger sized. Therefore, fender size will be 800φ x 400φ. Reference Types of propellers
2.
Towing force at 1000PS (ton)
1.
2-axis propulsion (fixed pitch propeller)
5.0 ~ 7.0
2.
2-axis propulsion (variable pitch propeller)
6.0 ~ 8.5
3.
Kort nozzle type (fixed pitch propeller)
6.5 ~ 9.0
4.
Kort nozzle type (variable pitch propeller)
7.5 ~ 10.5
5.
Kort ladder type
10.0 ~ 14.0
R E D N E F T A O B K R O W
Selection of straight type and curved type fenders 1) When straight type fenders are bent for installation to ship the outside of fender expands and the inside is compressed. Rubber shows very strong cut resistance even against tool edges and good weather resistance under normal or compressed conditions. However, when it is stretched the cut and the weather resistance are signicantly lowered. The rubber becomes subject to tool edges and oxygen ozone and ultraviolet rays. Therefore, it is safer to avoid installing a straight type fender to a boat where it will be forcibly bent.
2)
The stretching ratio of the outside of straight fender installed by bending is dependent upon the outer diameter of the fender and radius (R) of the position of ship where the fender is installed. On the basis of experience and test re sults, if the (R) is larger than four times the outer diameter of the fender it has been observed that there is no reason to exclude the installation of straight one.
CL
Cracks and cuts may occur
outer diameter R
R
s t r e t c h i c o n g m p r e s s e d
g i n h t c d r e t s s e s r e p m c o
R
CL
outer diameter CL
WORK BOAT FENDER
42
Cylindrical Type R E D N E F T A O B K R O W
OD L A
ID A
A
A
E
SID
B
F
OD
L
TOD T
A
A
A
E
OD
TF
350
400
500
600
700
800
900
1,000
1,100
1,200
4,000
145 530
145 530
180 520
250 700
250 700
250 700
350 660
400 640
425 1,050
425 1,050
425 1,050
425 1,050
5,000
115 530
160 520
190 650
225 650
225 650
225 650
350 860
400 840
400 840
400 840
400 840
400 840
6,000
140 520
140 520
210 620
210 620
210 620
210 620
340 760
375 750
450 1,020
450 1,020
450 1,020
450 1,020
7,000
120 520
145 610
200 600
200 600
260 720
260 720
350 700
385 890
385 890
385 890
400 1,240
400 1,240
8,000
100 520
165 590
165 590
205 690
260 680
260 680
355 810
400 800
400 800
430 1,020
430 1,020
430 1,020
9,000
165 510
150 580
150 580
210 660
210 660
275 650
320 760
360 920
405 910
405 910
405 1,170
405 1,170
10,000
155 510
155 570
155 570
200 640
200 640
255 730
325 850
380 840
410 1,020
410 1,020
410 1,020
410 1,020
11,000
145 510
180 560
180 560
230 620
230 620
250 700
300 800
300 800
440 920
440 920
415 1,130
415 1,130
12,000
135 510
225 550
205 610
220 680
220 680
220 680
300 760
410 860
445 1,010
445 1,010
445 1,010
445 1,010
13,000
125 510
175 550
200 600
230 660
230 660
295 730
350 820
350 820
390 940
390 940
450 1.100
450 1.100
ID
125
150
175
200
250
300
350
400
450
500
550
600
SID
60
75
75
90
90
100
100
100
100
150
150
150
E
50
50
50
50
60
60
60
70
70
80
90
100
F
12
18
18
18
24
30
36
42
42
48
54
60
200
225
260
300
375
450
525
600
675
750
850
900
230
255
290
330
405
500
575
650
725
820
920
970
6
12
12
18
24
30
36
42
42
48
54
60
1,000
1,000
1,000
1,000
1,000
1,000
1,000
1,000
1,000
1,000
1,000
1,000
1,000
1,000
1,250
1,250
1,250
1,500
1,500
1,500
1,500
1,500
2,000
2,000
4 – 6mL 7 – 13m
L
TF
4 – 5m
L
43
F
SID
B
300
B A
T
A
250
L
TOD
ID
6 – 13m
WORK BOAT FENDER
L
MC Type R E D N E F T A O B K R O W
F
EE C
B A
D
T G
L
H
G
P Q
Q
Pxn
H
L
Q Pxn
300
400
500
550
600
1,000
175 500 2
150 500 2
150 500 2
360 580 1
360 580 1
1,500
175 500 3
150 500 3
150 500 3
320 580 2
320 580 2
2,000
175 500 4
150 500 4
150 500 4
280 580 3
280 580 3
2,500
175 500 5
150 500 5
150 500 5
240 580 4
240 580 4
3,000
175 500 6
150 500 6
200 580 5
200 580 5
3,500
175 500 7
A
360
500
562
700
700
B
280
410
472
550
550
C
200
300
300
420
420
D (Ø)
125
200
200
300
300
E F
26 35
30 40
30 40
55 75
55 75
G
175
150
150
150
150
T
40
50
50
75
75
Bolt size
W7/8
W1
W1
W2
W2
Weight table H
L
(kg) 300
400
500
550
600
1,000
141
256
356
476
531
1,500
198
362
507
672
748
2,000
255
469
658
869
968
2,500
312
575
809
1,065
1,183
3,000
369
682
-
1,261
1,401
3,500
425
-
-
-
-
WORK BOAT FENDER
44
M Type Fender R E D N E F T A O B K R O W
A
B D C
E
F
F
E
(mm) Size
A
B
C
ϕD
E
F
Lmax
Weight
400x400
400
200
40
23
50
150
2000
56kg
500x500
500
250
50
27
60
190
2000
89kg
600x600
600
300
60
33
70
230
2000
132kg
W Type Fender B
A
B
K D
L
C
(mm)
45
Size
A
B
C
D
K
Lmax
Weight
300x200
320
200
280
100
50
2000
51kg
400x250
400
250
350
110
55
2000
81kg
480x300
480
300
426
135
65
2000
120kg
500x450
500
450
420
75
75
2000
180kg
WORK BOAT FENDER
CUSHION ROLLER R E L L O R N O I H S U C
Absorbing Shock-Load and Following Tidal Movement
SHIBATA CUSHION ROLLER is a unique shock absorbing system, with a rotational function used for pile mooring oating piers. The Cushion Roller will follow tidal movements through rotation, and absorb shock loads caused by the collisions of the oating pier against the mooring piles. Its ability to follow tidal movement also ensures efciency and safety of works on the sea. TYPE
DESIGN LOAD
FRR-SA
10 TON
FRR-MA
15 TON
FRR-LA
20 TON
Our Cushion Roller has 5 (Five) features, 1. Rotational Function 2. Small Deformation of Roller 3. Absorption of Shock-load and Noise Reduction 4. Minimizing Oscilation at the Time of Low External Force 5. Adjustable to Dimensional Tolerance
CUSHION ROLLER
46
R E L L O R N O I H S U C
0 7 3
L
φ
W 350
Rw
FRR-SA FRR-MA
300
FRR-LA FRR-2LA
250
FRR-3LA ) 200 N k ( H
FRR-3.5LA
D A150 O L
100 50 0 1
5
10
15
20
25
30
35
40
45
50
Deflection (mm)
Performance Curve
DIMENSION
47
Model
Design Load
H
RW
WxL
Weight kN (kg)
FRR-SA
100
542
125
450 x 450
1.27 (130)
FRR-MA
150
542
190
460 x 450
1.47 (150)
FRR-LA
200
546
250
530 x 450
1.86 (190)
FRR-2LA
250
546
320
630 x 450
2.36 (241)
FRR-3LA
300
546
320
630 x 450
2.38 (243)
FRR-3.5LA
350
546
320
630 x 450
2.40 (245)
CUSHION ROLLER
RUBBER LADDER - FOR SAFETY OPERATION The SHIBATA RUBBER LADDER is made of complex material - rubber and chain, which prevents corrosion, resists deformation, and even provides fendering protection. The RUBBER LADDER, therefore, is completely free from maintenance. The RUBBER LADDER was developed in the 1970s, providing a revolutionary structure design. The steps of the ladder are exible enough to avoid damage from bending or breakage even when a small boat strike on there with their bow-the typical way of berthing these boats. SHIBATA RUBBER LADDER LINE UP MODEL
PURPOSE
RL-200H
HEAVY DUTY
RV-150H
LIGHT DUTY
JOINT LADDER RUBBER STEP
FOR UNSUPPORTED STRUCTURE SIMPLE STYLE OF RUBBER LADDER
REMARKS fixed to quay with ANCHOR BOLTS fixed to quay with ANCHOR BOLTS
N O I T A R E P O Y T E F A S R O F R E D D A L R E B B U R
combined with RL, RV MODEL fixed to quay with ANCHOR BOLTS
SPECIFICATIONS Total Width
850mm
Length of Rungs
450mm
Interval of Rungs
300mm
Clearance to Quay wall
125mm
Vertical Load
100kg
Diameter of Chain
8mm
Deflection
30% Max.
Performance
Tension
less than 30%
EA
more than 7.8kN-m
CHAIN SPECIFICATION (JIS F 2106) Diameter
8mm
Internal Length
32mm
Internal Width
12mm
Maximum Load
800kg
RL-200H
RV-150H
RUBBER LADDER - FOR SAFETY OPERATION -
48
N O I T A R E P O Y T E F A S R O F R E D D A L R E B B U R
RL-200H Specifications* Length (mm)
Weight (kg)
No. of Rungs
No. of Bolts
900
93
3
2x2
300+300+300
1200
125
4
3x2
300+300+300+300
1500
157
5
3x2
300+600+300+300
1800
188
6
4x2
300+300+600+300+300
2100
221
7
4x2
300+600+300+600+300
2400
252
8
5x2
300+600+300+300+600+300
2700
284
9
5x2
300+600+600+300+600+300
3000
316
10
6x2
300+600+300+600+300+600+300
Bolt Pitch
RV-150H Specifications* Length (mm)
Weight (kg)
No. of Rungs
No. of Bolts
600
32
2
2x2
150+300+150
900
48
3
2x2
150+600+150
1200
64
4
3x2
150+450+450+150
1500
80
5
3x2
150+600+600+150
1800
96
6
3x2
150+750+750+150
2100
112
7
4x2
150+600+600+600+150
2400
128
8
4x2
150+750+600+750+150
2700
144
9
5x2
150+600+600+600+600+150
3000
160
10
5x2
150+600+750+750+600+150
Bolt Pitch
*) The above size is our standard. If total length exceeding 3000mmL is required, we can combine various units to meet your requirement. If a special support structure is required for the ladder, we can design and fabricate it to meet your specifications. If hand grips are required, we can supply our standard stainless steel, corrosion free hand grips.
49
RUBBER LADDER - FOR SAFETY OPERATION -
RUBBER LADDER - JOINT LADDER When the RUBBER LADDER is installed on the Sheet Pile Quay Wall Type, the Sheet Pile Quay Wall with a Relieving Platform Type, the Piled Type, the Detached Piers, or the Dolphin which normally do not have enough supported structure for RUBBER LADDER, the JOINT LADDER is very useful in combination with the RUBBER LADDER.
RUBBER LADDER
R E D D A L T N I O J R E D D A L R E B B U R
PILED PIER
L.W.L
JOINT LADDER
JOINT LADDER Specification**
Length of Use
Total Length
Number Of Rungs
For RL-200H
For RV-150H
For RL-200H
For RV-150H
600
1000
850
2
23
26
900
1300
1150
3
32
36
1200
1600
1450
4
42
46
1500
1900
1750
5
52
56
1800
2200
2050
6
61
65
*) The above size is our standard. If a total length exceeding 1800mmL is required, we can combine various units in the above length to suit your requirement.
RUBBER LADDER - JOINT LADDER -
50
CAR STOPPER R E P P O T S R A C
WEATHER PROOF TYPE SHIBATA CAR STOPPER is made of high density polyethylene. It resists rusting from exposure to sea water. EASY INSTALLATION Processing and coating have been treated in advance.
MODEL NO.
WEIGHT (kg/m)
ST-150H
22.5kg
ST-200H
40kg
ST-250H
50kg
ST-300H
60kg
MODEL LINE UP
150 74
Cap
0 0 0 5 1 4 1 1 1
35
M27
200 74
200 74
35
Cap
200 74
Cap
Cap
0 0 2 0 0 1 4 1 1
0 5 2 0 0 1 4 1 1
35
M27 0 5 2
M27 0 5 2
35
0 0 3 0 0 4 1 1 1
M27 0 5 2
0 5 2
0 0 4 1 1 1
ST-150H
34
34
34
ST-200H
ST-250H
ST-300H
PAINTING PATTERN (MODEL ST-150H) 200
200
1500
51
CAR STOPPER
60
150 200 0 R 5
M27 34
0 0 3 0 0 5 0 0 2 2 5 1
0 4 1
0 5 2
EDGE BUMPER BC TYPE RUBBER ELASTICITY AND STRENGTH The EDGE BUMPER BC TYPE consists of rubber and steel with rust proof, which makes it possible to protect the ship and the edge of the quay from damaging each other. VARIOUS OF COLOR BLACK
GREEN
YELLOW
WHITE
BLUE
RED
ORANGE
E P Y T
C B R E P M U B E G D E
For Existing Wharf For New Wharf
350
600
600
600
350
Non-Slip Rubber
Anchor Bolt
Deck Side 100
2,500 50
Mold fixing hole
Reflector
Sea Side
10 500
750
100 100
Non-Slip Rubber 25
2 2 0 0 1
200
Embedded Steel 9mmt
17
SS400 M12 Long Nut M12 x 40L SS400 18
3 1
5 R 3
235
22 Detail Section Drawing
100 4 . 9
2
Fixing Item for New Wharf
2 2 0
500
750 1,300
1,000
0 0 1
8 21
110
M12 7 30
2.3 1 3
8 1
55
9 9
55
0 M12 Deformed D13 4 5
18
200
Fixing for Existing Wharf
EDGE BUMPER BC TYPE
52
E P Y T P B R E P M U B E G D E
EDGE BUMPER BP TYPE HIGH RIGID PLASTICS This EDGE BUMPER BP TYPE is made of high density polyethylene, which is solid and rust free.
0 3
CAP
R 5 0 4 1
2 1 5
5 5
0 5 0 0 1
7 0
P I T C H 4 0 0
50 100
2 0 0
3 5
R 3 5
BOLT M10
0 3
A 0 0 1
200
400
400 2000
53
EDGE BUMPER BP TYPE
P-400
200
100
ACCESSORIES We have two kinds of xing items, FL model and CR model. It is possible for us to choose from three materials of SUS304 and SUS316, Hot Dip Galvanized steel with selected. FL Type Anchor for New Concrete
Flange SUS304 S
4- 6
S E I R O S S E C C A
Socket SUS304 Embedded Bolt SS400
WD
e
W X
f
X
u
W
i j
Washer (square) SUS304
Fitting Bolt SUS304
o
WD
n
K m
t
H
Anchor Socket WD
L
Washer
Bolt
e
f
u
i
j
W
X
m
n
o
t
L
K
H
M22
28
50
60
85
175
55
40
75
50
25
5
60
55
14
M24
32
50
60
90
185
65
50
75
55
29
6
70
60
15
M27
35
75
65
95
210
75
60
85
60
33
6
80
65
17
M30
40
85
75
110
230
80
65
85
65
35
6
90
70
19
M36
48
100
80
125
255
85
70
100
75
42
6
105
80
23
M42
55
100
95
145
290
110
85
150
90
49
9
120
95
26
M48
65
140
110
175
340
115
90
175
100
55
9
140
110
30
M56
75
160
110
185
360
125
100
110
110
62
9
150
110
35
M64
85
160
140
215
380
130
105
120
120
69
9
180
140
40
ACCESSORIES
54
CR Type Anchor for Existing Concrete S E I R O S S E C C A
Nut SUS304
Anchor Bolt SUS304 WD
WD
C
F
H
A
E
B L
Washer (square) SUS304
o
n
m
t
Anchor Bolt WD
SV / SX
Washer
CSS / SPC
Resin Capsule (RG)
L
A
L
A
B
C
E
F
H
m
n
o
t
M22
195
45
195
45
150
28
32
37
18
75
50
25
5
2215F
M24
225
55
225
55
170
30
36
41.6
19
75
55
29
6
2416F
255
65
190
32
41
47.3
22
85
60
33
6
2419F
M27
55
Nut
M30
275
65
285
75
210
38
46
53.1
24
85
65
35
6
2302F
M36
325
75
335
85
250
46
55
63.5
29
100
75
42
6
3625F
M42
385
95
385
95
290
55
65
75
34
150
90
49
9
4523F
M48
435
105
435
105
330
60
75
86.5
38
175
100
55
9
5027F
M56
525
125
400
65
85
98.1
45
110
110
62
9
5035F
M64
580
130
450
75
95
110
51
120
120
69
9
5027F,5018F
ACESSORIES
CHAINS, SHACKLES, DOGBONE SHACKLES, U-ANCHORS S E I R O S S E C C A
Dogbone Shackle
Design Load (ton)
Chain Dia (mm)
Shackle Dia (in)(mm)
ϕMD
Length
U-Anchor Dia (mm)
8
22
3/4 (19.9)
M30
126.5 ~ 217.5
32
10
25
7/8 (22.2)
M36
144 ~ 245
36
13
28
1 (25.4)
M39
159 ~ 272
40
18
32
1 1/8 (28.6)
M42
171 ~ 298
42
20
34
1 3/8 (34.9)
M45
186 ~ 319
46
22
36
1 1/4 (31.8)
M48
193 ~ 340
48
25
38
1 1/2 (38.1)
M52
208 ~ 364
55
28
40
1 1/2 (38.1)
M56
225 ~ 388
55
30
42
1 3/4 (44.5)
M56
225 ~ 388
60
33
44
1 3/4 (44.5)
M60
240 ~ 418
60
37
46
1 3/4 (44.5)
M60
240 ~ 418
65
40
48
2 (50.8)
M64
255 ~ 498
65
47
52
2 (50.8)
M68
275 ~ 481
70
Material
SBC490
S45C,SCM435
SBC490 (S45C),SS400
SS400
*)Braking Load of above each item is 3 times of Design Load
ACCESSORIES
56
E P W M H U F O S E I T R E P O R P L A C I S Y H P
PHYSICAL PROPERTIES OF UHMW-PE
Low Friction Face Pads-(Ship Friendly Resin Pads) UHMW-PE is characterized by corrosion resistance, water resistance, as well as high impact strength even with very low temperatures. The material offers a combination of low friction together with high wear resistance. Consequently, UHMW-PE material is most suitable for marine application. Description
Test method
Value
Unit
Physical properties
Molecular weight
Viscosimetric Method
<3
106 g/mol
Mass density
DIN 53479, ISO 1183
~ 0.94
g/cm3
Mechanical properties
Yield Tension
DIN 53455, ISO 527-1
~ 20
MPa
Tensile Strain
DIN 53455, ISO 527-1
10
%
Tensile strength at break
DIN 53455, ISO 527-1
< 40
MPa
Tensile strain at break +23ºC
DIN 53455, ISO 527-1
> 50
%
Tensile modulus of elasticity
DIN 53455, ISO 527-1
> 650
MPa
Ball i ndentation hardness
DIN 53456, ISO 2039
> 35
MPa
Charpy impact value
DIN 53456, ISO 179
80
mJ/mm2
Attrition
Sand - Slurry
~ 130
Coefficient of friction
DIN 53375
~ 0.15
Hardness shore D
DIN 53505, ISO 868
> 55
Thermal properties
Permanent temperature Melting point
-60…+80
ºC
ISO 3146
130…140
ºC
DIN 53752-A
1.5…2x10 -4
K-1
0.41
E/(m*K)
> 1014
Ohm*cm
< 0.01
mg
Thermal length expansion Coefficient (23ºC - 80ºC) Thermal conductivity Electrical properties
Volume resistivity
DIN IEC 60093 Additional properties
Absorption of water
57
PHYSICAL PROPERTIES OF UHMW-PE
DIN 53492
Rubber Properties Property
Testing Standard ASTM D412 Die C; AS 1180.2; BS 903.A2; ISO 37;
Tensile Strength
JLS K6251
Condition Original Aged for 96 hours at 70°C Original
DIN 53504
Aged for 168 hours at 70 ° C
ASTM D412 Die C; AS 1180.2; BS 903.A2; ISO 37; Elongation at Break
JLS K6251
Original Aged for 96 hours at 70°C Original
DIN 53504
Aged for 168 hours at 70°C
ASTM D2240 AS 1683.15.2; BS 903.A6; ISO 815; Hardness
JLS K6253
DIN 53505
ASTM D395; AS 1683.13B; BS 903.A6; ISO 815; Compression Set
JLS K6262
16 Mpa (Min) 12.8 Mpa (Min) 15 N/mm²(Min) 12.75 N/mm²(Min)
320% (Min) 300% (Min) 280% (Min) 78° (Max) Shore A
Aged for 96 hours at
Original Value + 6°
70°C
Points increase
Original
75° (Max) Shore A
Aged for 168 hours at
Original Value + 5°
70°C
Points increase
Aged for 22 hours at 70°C
70°C
S E I T E P O R P R E B B U R
400% (Min)
Original
Aged for 24 hours at
DIN 53517
Requirement
30° (Max)
40° (Max)
ASTM D624; AS 1683.12; BS 903.A3; ISO 34.1; Tear Resistance
Die B
DIN 53507
Ozone Resistance
Seawater Resistance
70 kN/m (Min)
JLS K6252 80 N/m (Min)
ASTM D1149; AS 1683.24;
1ppm at 20% strain at
JLS K6259
40 °C for 100hours
DIN 86076; Section 7.7
BS 903.A9
28 days in artifical seawater at 95° C at ± 2 °C
Method B, 1000 revolutions
No cracking visible by eye
Hardness ± 2°C= (Max) Shore A Volume +10/-5% (Max) 0.5cc (Max)
Abrasion Resistance DIN 53516 Bond Strength Steel to Rubber
BS 903.A21
100mm³ (Max)
JLS K6264 Method B
70 N/mm (Min)
RUBBER PROPERTIES
58
OTHER PRODUCTION N O I T C U D O R P R E H T O
Waterproof Sheet for Disposal Area
Roong Sheet
Shock Absorbing Chain
Flexible Container Bag
Rubber Boots
59
OTHER PRODUCTION
S E I T E P O R P R E B B U R
RUBBER PROPERTIES