MARINE PRODUCTSCOMMITED TO QUALITY SINCE 1923 1923 A Limited Partnership Shibata Rubber Industries was established in Kobe to produce 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. 2003 Shibata Asia SDN. BHD. was established in Malaysia. 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 4 DESIGN DATA COLLECTION.............................................................. DESIGN OF FENDER SYSTEM.............................................................. 5 THE DEVELOPMENT OF FENDER.......................................................... 19 CSS FENDER....................................................................................... 21 SUPER CIRCLE 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.................................................................................... 54 PHYSICAL PROPERTIES OF UHMW-PE................................................ 57 RUBBER PROPERTIES........................................................................... 58 OTHER PRODUCTION......................................................................... 59 Therefore. and hull are constructed out of steel in place of wood. the large vessels had to berth alongside with strong hull construction. vessels are propelled by steam engines or diesel engines. large vessels were forced to moor at anchorages and cargoes were transferred by small boats or barges. V-shape fenders were developed after some research and development works done by the relevant authorities. 2) To perform as a shock absorber on the berthing operation. Hence it is important to give priority to the selection of a fendering system that can actually reduce the whole berthing facility construction cost.INTRODUCTION INTRODUCTION 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. which allowed vessels to berth directly at the wharves. it was important to develop fendering system to enable vessels to berth alongside of the quay. However the cylindrical fender is easily damaged because it is installed by chains and shackles. Alternatively. REACTION FORCE ENERGY ABSORPTION REACTION FORCE The adoption of a suitable fendering system will help to ensure smooth berthing operation. the two main functions of the fendering system are: 1) To perform as a bumper to protect the hull and berthing facility from damages. vessels are made of wood and run by wind or human efforts. 1 INTRODUCTION REACTION FORCE DEFLECTION REACTION FORCE DEFLECTION . and has a high reaction force. together with fender manufacturing in Japan in the 1960’s. DEFLECTION 2) HISTORY In the early days. With the development of mass transportation. There was no necessity to use special fenders other than timber fenders for berthing vessels. 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. Cylindrical type rubber fenders was developed in the 1940’s. instead of simply choosing low-cost fenders. To overcome the above defects. Due to the lack of suitable fendering system. With the advanced technologies after the industrial revolution. 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. tugboat fenders. Today. D) Hull pressure: (Tonf/m2) “Hull (surface) pressure” is the force transferred to hull (per sq.M) “Rated energy absorption” is the amount of energy absorbed by the fender when it is compressed to the rated deflection. roller fenders.1-1 Performance Curve INTRODUCTION 2 . from cylindrical type fenders. circle fenders.Vshape fenders. After 1960’s. fenders with steel frontal panels. It is given by area under the reaction deflection curve. REACTION FORCE DEFLECTION REACTION FORCE DEFLECTION 3) FENDER TYPES AND CHARACTERISTICS 3-1) Characteristics of fenders REACTION FORCE B R A E/R E Energy Absorption E DEFLECTION REACTION R The characteristics in terms of performance of rubber fenders are expressed by: A) Energy absorption: E (Tonf . with the correct application of the suitable fendering systems from various kinds of fenders. C) Rated deflection: (%) “Rated deflection” is the most efficient on the relation between energy absorption value (E) and reaction load value ®. that is the deflection at which the ratio of E to R makes the maximum values (E/R). for berthing of small boats to super tanker. and simple D or square shaped fenders. improved circle type fenders. meter) of a ship from the fender. improved V-shape fenders.INTRODUCTION V-shape fenders are anchored directly onto the quay walls instead of securing chains as in the case of cylindrical fenders. pneumatic or foam type floating fenders. B) Reaction force: R (Tonf) “Rated reaction force” is the reaction force corresponds to rated deflection. construction costs of berthing are nationalized. the research and development works continued to develop more ideal fenders for each individual special requirement. It offers better durabilities and energy absorption capacity with lower reaction force as compared with cylindrical fenders. Hull (surface) pressure = (reaction force)/ (contact area). You can select suitable fenders to meet your requirements. Deflection Fig. The deflection corresponds to point B (see Fig. when the reaction load reaches point A. In this case. and hollow cylindrical fenders will fall into this category. the relationship between deflected in Fig.1-2 for the prescribed deflection). hollow section of fender will be closed and elastic compressive deformation will be restored resulting in a sudden rise in reaction load. (Deflection is expressed by a ratio to height of fender). However. If the deflection progresses further. Buckling (Constant Reaction) type fenders having the performance curve as shown in Fig. the reaction load will gradually increase and then suddenly rise after it reaches point B where the hollow section is closed. while Fig. similar to bucking type fender.1-1 Performance Curve E/R R E Deflection Fig.1-1 will have a reaction load that suddenly rises comparatively as a result of elastic compressive deformation in the initial stage of deflection.1-2 depicts the performance curve of the other fenders. REACTION R INTRODUCTION 3-2) Types of fenders Deflection Fig.1-2 Performance Curve 3 INTRODUCTION Energy Absorption E REACTION R B .B R A E/R E Energy Absorption E During compression for some fenders. Approximately in proportion to increase in deflection. Fenders having the performance curve as shown in Fig.1-2 are the constant elastic modulus type fenders. 1-1. it tends to remain almost constant within a certain zone regardless of increase in deflection once elastic buckling deformation has taken place. 1): vessel A) B) C) D) E) G) Type * : General cargo. current. 2-3) Natural condition A) Wind: Direction and speed B) Current: Direction and speed C) Wave: Height. Bulk carrier. wave) 2) REQUIRED INFORMATION {*: important} 2-1) Vessels (refer to chapter 3. For existing quay structure.T. E) * Horizontal allowable force acting on the structure. D. Jetty.DESIGN DATA COLLECTION DESIGN DATA COLLECTION 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. Dolphin or Pontoon B) Structure : Pile type or gravity type C) Elevation * : Top deck (platform) level. Pier. High water and Low water level.P. period and direction DESIGN DATA COLLECTION 4 . Ferry boat. the following additional information are required: D * Space for fender installation with its elevations from sea water level. Passenger boat.W. War ship. Weight * : D. or gross ton Length : Loa or Lpp Breadth Draft Free board 2-2) Berthing facility (Berthing structure) A) Type * : Wharf. Oil tanker..T.. Tug boat. Container carrier. Work boat. DESIGN OF FENDER SYSTEM 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 defined as follows: TERMINOLOGY Gross Tonnage DEFINITIONS 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. db (m) The distance from the water surface to the keel of the ship when the ship is at light. Light Draft Depth of Ship D (m) The actual Depth of ship. Note : Passenger ship, car carrier and LPG & LNG carries are normally expressed using GT or NT. DPT = DWT + LW 5 DESIGN OF FENDER SYSTEM DESIGN OF FENDER SYSTEM 2) BERTHING ENERGY 2-1) Berthing Energy Effective berthing energy is calculated as follows: T 0 G G T 0 , 1 n ha T G 0 00 t ss 00 ordinary difficult in berthing: low sheltering effect 5, er 10 ,00 difficult berthing: high sheltering effect ov navigation condition difficult berthing: lowest sheltering effect le easy berthing: lowest sheltering effect easy berthing: high sheltering effect 0 0.15 0.30 0.45 0.60 0.75 approaching velocity (m/sec) approaching velocity (cm/sec) where; E : Effective berthing energy (ton-m) M : Displacement tonnage (tons) V : Berthing velocity (m/sec) Ce : Eccentricity Coefficient Cm : Hydrodynamic Mass coefficient Cs : Softness coefficient (Generally accepted coefficient 1.0) Cc : Berth configuration coefficient (Generally accepted coefficient 1.0) g : Acceleration of Gravity (9.8m/sec²) ... open type (pier type) ... closed type (sheet pile type, gravity type) 15 10 5 0 10,000 20,000 30,000 40,000 displacement tonnage (tif) 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 figures as designated berthing velocity. 0.80 b) Difficult berthing conditions, sheltered. 0.60 c) Easy berthing conditions, exposed. d) Good berthing conditions, exposed. Velocity, m/sec. a) Good berthing conditions, sheltered. e d 0.40 c b 0.20 a e) Navigation conditions difficult, exposed. * These figures should be used with caution as they are considered to be high. 0 1 2 5 10 50 100 500 DWT in 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 DESIGN OF FENDER SYSTEM 2-3) Hydrodynamic Mass coefficient: Cm The hydrodynamic mass coefficient 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 coefficient (Cm) may be calculated by the following equation. 2-4) Eccentricity coefficient: Ce A ship mostly berths at a certain angle. Therefore, vessel turns simultaneously at the time offirst 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 of mass R Velocity vector Point of impact 7 K = radius of gyration of the vessel (depending on block coefficient, see below) (in m) R = distance of point of contact to the centre of the mass (measured parallel to the wharf) (in m) γ = angle between velocity vector and the line between the point of contact and the centre of mass. DESIGN OF FENDER SYSTEM 0 General Cargo Ro-Ro and Ferries 1.9 2-7) Abnormal Impact Fenders have to be capable of catering for a reasonable abnormal impact.85 For tankers 0. 2. Work Boats. length of vessel (in m).5 2. piled jetty) and closed structure (e.75 2. The factor of abnormal impact should not be less than 1.0.72 - 0.19 Cb + 0. The following table gives general guidance on the selection of the tactor for abnormal impact to be applied to the design energy.75 Container Largest Smallest 1. etc.g.8 2-5) Softness Coefficient (Cs) Part of the kinetic energy of the berthing vessel will be absorbed by elastic deformation of the vessel hull.65 For Ro/Ro-vessels 0. density of water (about 1.0 DESIGN OF FENDER SYSTEM 8 .g.025 ton/m³ for sea water) Lacking other data.85 For ferries 0.7 - 0.0 or higher Tugs.5 .9 2-6) Berth Configuration Coefficient (Cc) The berth configuration coefficient (“Cushion Factor”) indicates the difference between an open structure (e. see below) mass of the vessel (displacement in tonnes).8 For general cargo vessels and bulk carriers 0. the following may be adopted for the block coefficient For container vessels 0.9. breadth of vessel (in m). quay wall) For open berth and corners of quay wall Cc is generally taken as 1.6 - 0. Where: Cb = M = L = B = D = ρ = M L*B*D*P DESIGN OF FENDER SYSTEM K = (0.0 For (solid) quay wall under parallel approach Cc is generally taken as 0.0 Cs for VLCC is used as 0. draft of vessel (in m).25 1.55 -0.1 Factory for Abnormal Type Of Berth Impact Vessel Impact Applied to Berthing Energy (Cab) Tanker and Bulk Cargo Largest Smallest 1.11)*Lpp and Cb = block coefficient (usually between 0. Cs is generally taken as 1. however. 4) ALLOWABLE HULL (SURFACE) PRESSURE 4-1) Allowable hull (surface) pressure The data is not available. If the pressure exceeds the hull resistance. allowable hull pressure ranges from 20 tons/m². It varies with deformation and is represented by the performance curves of the protecting fender.000 DWT < 300 > 60. Generally. the hull would be damaged. 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 =/< 20. 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.120 Floating type fender : 10 . (This reaction force would also act on the hull of the berthing ship. In the design of fenders for dangerous cargo vessel such as oil tanker.) 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. the structure would be damaged. If the lateral resistance is exceeded. There. In design.000 DWT < 350 VLCC 150 - 200 Gas Carries (LNG / LPG) < 200 Bulk Carries < 200 SWATH RO - RO Vessel Passenger Vessel General Cargo Vessels Oil Tanker These vessels are usually belted 4-2) Actual values of typical fender The following are the surface pressure of typical fender: V-Shape : 50 .000 DWT 400 - 700 > 20.DESIGN OF FENDER SYSTEM 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. the lateral resistance of dolphins and open piled piers are lower than that of the more massive quay wall structures.25 Fender with frontal panel : values can be adjusted by changing the size of the frontal panel 9 DESIGN OF FENDER SYSTEM .000 DWT 40 <400 =/< 60.140 (ton/m2) Improved V-shape : 40 . VESSEL FENDER WITH FRONTAL FRAME FENDER FENDER DESIGN OF FENDER SYSTEM 5) POSITION AND AREAS TO BE PROTECTED 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 deflection of the fenders. VESSEL MAX. VESSEL MAX. MIN. VESSEL MAX. VESSEL MIN.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. VESSEL MIN. 1) Continuous Wharf (* Refer to ITEM 7) “ FITTING INTERVAL OF FENDER” EL SS VE FENDER 2) Continuous Wharf SE S VE L FENDER DOLPHIN DESIGN OF FENDER SYSTEM 10 . R2 : Resultant force due to the current (kgf) : Seawater density (= 104.0 DESIGN OF FENDER SYSTEM 6.0 The wave forces acting on the mooring ship can be calculated by appropriate methods such as the source method.0 L: Length between perpendiculars d: Mean Draft 4.367cos4θ .0.6-1) Wind Force The wind force acting on the ship in moorage shall be determined using an appropriate method of Calculation.35cos4θ .5 7.5 kgfs² / m4) C : Coefficient of fluid pressure V : Current speed (m/s) As2 : Area of ship side below the draft line (m²) R 1/2 V²Ld 5.133cos6θ Oil Tanker C = 1.0. and the strip method which is most widely used for ships.0 C= Water Depth = 1.20 .25cos4θ .325 .0.05cos2θ .142 .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: 11 Where . the wind pressure is calculated by the following formula (refer to FIG.1 Draft 3.0. the finite element method.175cos6θ Passenger Ship: C = 1. In general. 3-10) θ a DESIGN OF FENDER SYSTEM 6) NATURAL FORCE U ø R where . R1 : Resultant force of wind pressure (kg) : Air density (= 0. the boundary element method.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 : Coefficient of wind pressure General Cargo: C = 1.0 0 20 40 60 80 100 120 140 160 180 .0 0 1.083cos2θ . 1.0.0.0.142cos2θ .0.0 6-3) Wave Force 2.0. 541 + 0.A ship berths at a certain angle and contacts with the berth at certain point of bow or stern of the ship. Ore Carrier ----------------------------------------500 DWT ~ 50. 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.000 DWT ~ 200.640 log (DWT) 10°: log r = -1.30.Tanker.113 + 0.0. the following table is introduced in Technical Note No. r where . The fitting fender spacing should be determined at a point where ships do not crash during berthing.0. Water Depth -4 ~ -6m -6 ~ -8m -8 ~ -10m Fender Spacing 4 ~ 7m 7 ~ 10m 10 ~ 15m DESIGN OF FENDER SYSTEM 7) FENDER SPACING The following equation can be used for determining the maximum fender spacing. Japan.440 log (DWT) * (DWT): Dead weight Tonnage of Vessel DESIGN OF FENDER SYSTEM 12 .560 log (DWT) 10°: log r = .650 log (DWT) Bow 5°: log r = . General Cargo --------------------------------------.000 DWT Bow 5°: log r = -0. At a suitable spacing.000 DWT DWT 5. then following equations offer a guideline to the bent radius.055 + 0.853 + 0. 9 SX600H X 2000L (H1) L.9 Tonf-m. The energy absorption of 1.000 1.4 meter (= 1.5 0.5)..25 1/4 point 1/4 point 0. : + 2. 13 DESIGN OF FENDER SYSTEM +3.15 0.5 Berthing Point Eccentricity Coefficient ii) Facility Wharf Length : 180 meter continuous face H.7 1.1 Tonf-m > 22.599 1.6 Tonf-m/1.631 1.W.600 meter Rated Deflection : 52.0m iii) Berthing energy DWT (ton) Ws (ton) Cb Cm Ce V (m/sec) B/E (tonf-m) 15.L.15 22.W.3m Top elevation of deck : + 3.7 Tonf-m Surface Pressure : 73.0m L.4 meter length of fender is: 17.4 m > 4.W.L. +0.000 Loa (m) 156 67 Lpp (m) 147 62 B (m) 23 10.7 Tonf/m2 +1.L In the case of 1.L : + 0.DESIGN OF FENDER SYSTEM 8) DESIGN EXAMPLES (1) Example 1 i) Vessel Kind DWT (tons) General Cargo 15.000 21.W.L.8 d (m) 10.5 15000DWT SX type fender model : SX600H x 2000L (Hl) Performance Fender Height : 0.5% Reaction Force : 99.834 0.50 600 1000DWT +2.3 +0.1 5.9 iv) Selection of fender Relation of fenders & vessels at L.000 1.600 0.W.8 D (m) 13.690 0.5 +3 .808 0.9 .9 V (m/sec) 0.5 Tonf Energy Absorption : 25.0.5 0. the contact length of vessel to fender is 1.000 DWT’s berthing at L.4 3.5 0.25 4. 804 1.3 m Top elevation of deck : + 4.5 0.2 2.000 DWT 8 0.DESIGN OF FENDER SYSTEM v) Fender Spacing Please refer to data below for maximum spacing.5 m Bottom elevation of deck : + 2.315 (52.2 5.772 0. Vessel Bent Radius Fender Height Fender Deflection : : r (m) : H (m) : d (m) Deflected Fender Height Max Spacing : h (m) : L (m) 15.5%) 0.000 2.000 DWT 45 0.000 3.4 4.3 We would recommend 5.000 DWT (2) Example 2 i) Vessel Kind Ore Carrier General Cargo 40. : + 3.641 1.W.1 D (m) 15.9 V (m/sec) 0.9 DESIGN OF FENDER SYSTEM 14 .5 m L.20 1/4 point 1/4 point 0.462 5.138 (23%) 0.5 0.1 1.5 0.2 d (m) 11.L.000 Loa (m) 194 83 Lpp (m) 182 77 B (m) 28.586 0.12 0.250 0.285 10.W.0 meters of fender spacing as to accommodate the minimum vessel for 1.4 13.L : + 0.12 32.6 0.5 DWT (tons) Berthing Point Eccentricity Coefficient ii) Facility Wharf Length : 250 meter continuous face H.000 48.5 m iii) Berthing energy DWT (ton) Ws (ton) Cb Cm Ce V (m/sec) B/E (tonf-m) 40.6 0.8 7.803 0. 0 = Wrong Selection = If we select the fender only basing on the calculated berthing energy 32.L.9 Tonf-m Surface Pressure : 49 Tonf/m² 40000DWT +4. Therefore.2 Tonf-m and given space for fender installation.6 Tonf-m > 32.W.0 Frontal Frame L.5% : 76.0 +4.50 +4. +0.25 SX 1000H X 1500L +2.2 Tonf-m : 1.2 Tonf-m Surface Pressure : 74 Tonf/m² 15 CSS-1150H +4.75 +2. Type of fender : SX1000H x 1500L (H3) Performance Rated Deflection : 52.L.75 mW x 3.000 DWT has no contact with the fender. following SH-Fender can be selected as one of the fenders to be installed.5 +4.5% Reaction Force : 149 Tonf Energy Absorption : 37.5 L. the selected fender is not suitable for this application.50 .75 +2.6 Tonf-m > 32.2 L. +0.7 2000DWT = Good Selection = Alternative 1 Type of fender Performance Rated Deflection Reaction Force Energy Absorption Frontal Frame +2.30 From the above.7 40000DWT = Good Selection = Alternative 2 Type of fender : SX 600H x 3000L (H1) Performance Rated Deflection : 52.W. 2.3 Tonf : 38.3 0.20 +1.5 mL +4.L.6 +4.5% Reaction Force : 82. the small vessel.20 +1. DESIGN OF FENDER SYSTEM 40000DWT 2000DWT : CSS-1150H (F2) : 52. +0.30 2000DWT DESIGN OF FENDER SYSTEM iv) Selection of fender +4.W.1.20 SX 600H X 3000L +2.7 +4.9 Tonf Energy Absorption : 34.8 Tonf-m > 31.3 +1. 200 123 141 166 186 203 218 244 266 286 115 132 156 175 191 205 231 252 271 20.900 2.8 23.000 27.9 22.070 3.000 50.000 227.000 300.000 250.300 19.8 27.5 10.520 7.5 25.800 66.7 15.700 40.000 15.3 36.1 18.650 2.7 52.2 8.3 14.000 280.0 9.8 25.9 27.280 85 125 156 207 249 303 378 443 554 734 884 1.9 28.690 4.480 2.000 1. (m) (m) Breadth Depth Maximum Confidence Limit : 75% Wind Lateral Area Wind Front Area Draft (m) (m) (m) (m²) Full Load Ballast Condition Condition 278 342 426 541 547 708 750 993 922 1.110 1.000 100.920 3.2 44.8 17.4 11.9 5.150 1.940 (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 General Cargo Ship 1.240 221 250 286 332 369 428 518 586 669 777 864 938 245 287 340 411 470 569 723 846 1.100 1.5 10.3 22.000 20.3 16.2 21.000 50.6 19.2 8.430 6.0 42.300 3.100 84.6 9.370 1.2 32.4 8.2 190 280 351 467 564 688 860 1.5 23.8 11.200 14.540 7.000 109 120 132 149 161 181 209 231 255 287 311 332 101 111 124 140 152 172 200 221 246 278 303 324 15.2 12.090 1.6 7.460 4.0 11.7 17.4 10.0 24.400 41.690 10.6 14.200 36.090 2.000 1.970 5.7 6.8 7.1 4.700 61.690 2.000 150.060 4.7 8.000 30.040 2.000 15.8 18.5 6.600 25.490 3.460 2.460 1.500 69.5 17.6 21.950 4.000 50.2 17.3 13.180 86 119 144 184 216 255 309 355 430 548 642 761 920 1.000 200.000 3.260 3.9 21.220 444 535 663 771 870 950 1.590 1.010 1.560 3.4 10.9 18.0 13.430 6.6 13.080 1.3 32.4 11.000 2.200 29.060 1.250 2.7 6.830 2.520 6.5 48.1 14.6 20.460 5.210 1.050 3.000 20.6 25.320 1.2 17.9 4.000 40.000 200.3 39.000 61 76 87 102 114 127 144 158 180 211 235 263 298 327 371 58 72 82 97 108 121 138 151 173 204 227 254 290 318 363 10.600 54.090 1.6 3.0 32.630 910 1.000 20.5 5.0 9.1 28.790 2.000 150.4 13.400 91.090 330 410 524 625 716 800 950 1.000 10.0 Bulk Carrier* 5.9 9.000 173.0 7.000 190.760 2.000 60.000 10.570 1.000 100.4 17.Appendix C.380 1.900 83.000 30.6 10.9 5.1 7.000 15.750 7.2 8.600 129.0 27.070 4.9 8.430 8.570 4.6 7.240 1.7 16.340 1.730 5.6 19.570 1.600 14.000 10.120 3.P.990 2.6 11.810 6.9 21.000 118.8 23.8 30.000 7.000 3.5 19.9 13.6 6.4 23.880 2.9 689 795 930 1.7 33.270 5.2 32.3 16.2 6.000 70.6 59.000 6.2 13.1 9.5 48.000 56.6 20.6 13.250 1.240 1.970 Container Ship** Oil Tanker DESIGN OF FENDER SYSTEM STANDARD SIZE OF VESSELS * Excerpt from PIANC 2002 DESIGN OF FENDER SYSTEM 16 . Table C-1 Dead DisplaType cement Weight Tonnage (t) (t) Length Length Overall P.000 30.9 10.520 3.0 14.000 7.000 10.580 3.700 3.8 29.1 18.430 7.100 43.600 280 422 536 726 885 1.060 1.520 13.9 8.3 32.9 16.4 7.6 12.000 5.8 13.8 30.7 4.090 3.360 3.4 18.000 70.480 1.700 37.9 12.800 21.690 3.9 10.1 14.000 20.270 1.000 1.000 368.000 10.630 1.000 7.3 38.000 5.1 23.090 1.9 27.6 12.100 22.110 2.1 12.670 4.3 17.3 9.390 1.2 5.6 11.5 9.300 21.490 3.700 15.9 13.360 10.500 67 83 95 111 123 137 156 170 193 211 62 77 88 104 115 129 147 161 183 200 10.920 9.1 52.2 19.000 40.6 9.000 2.000 30.0 4.8 1.9 15.000 25.610 1.600 28.000 15.8 14.4 25.830 3.250 4.000 250.9 7. 000 20.DESIGN OF FENDER SYSTEM Appendix C.590 1.000 2.000 34.6 10.0 464 744 980 1.3 7.800 18.000 15.4 23.2 33.2 4.4 4.9 6.500 23.1 9.8 5.1 18.000 71 88 100 117 129 144 164 179 203 237 263 294 66 82 93 109 121 136 154 169 192 226 251 281 11.5 6.3 12.8 21.900 67 86 99 119 134 153 177 196 227 252 61 78 91 110 124 142 164 183 212 236 14.8 5.000 7.560 2.3 17.3 12.4 7.0 4.000 2.310 5.800 17.4 16.200 18.5 4.0 16.0 18.170 2.2 45.390 1.230 187 251 298 371 428 498 592 669 795 990 1.670 13.310 11.1 14.000 7.350 2.050 7.430 3.4 7.4 8.7 15.640 8.7 24.4 4.000 20.290 1.740 2.0 20.000 2.830 8.510 133 195 244 323 389 474 593 696 870 1.050 1.210 1.010 11.860 Ship Gas Carrier *) Full Load Condition of Wind Lateral / Front Areas of log carrier don't include the areas of logs on deck.6 5.300 64 81 93 112 125 142 163 180 207 248 278 60 75 86 102 114 128 146 160 183 217 243 12.580 8.2 4.9 25.0 28.000 30.4 28.4 Passenger 1.630 4.560 4.5 19.000 10.840 3.000 20.0 37.290 5.8 5.600 73 94 109 131 148 169 196 218 252 66 86 99 120 136 155 180 201 233 14.000 15.2 8.2 11.5 5.7 28.6 13.300 26.1 3.690 6.2 8.000 1.0 10.480 4.0 8.6 3.2 19.090 3.000 5.3 6.240 154 214 259 330 387 458 555 636 771 880 158 221 269 344 405 482 586 673 819 940 1.7 13.850 2.390 2.8 7.0 10.7 22.1 26.5 8.000 10.600 45.3 12.000 7.0 12.000 3.1 11.760 3.030 9.700 34.140 197 263 311 386 444 516 611 690 818 1.3 12.000 20.7 29.160 Ro/Ro Ship 1. (m) (m) Breadth Depth Maximum Confidence Limit : 75% Wind Lateral Area Wind Front Area Draft (m) (m) (m) (m²) Full Load Ballast Condition Condition 880 970 1.0 10.6 2.2 29.280 1.0 11.000 3.530 3.450 3.7 6.600 45.460 1.4 9.000 3.2 411 656 862 1.910 2.320 3.4 10.000 144.190 4.680 6.6 18.0 22.300 34.000 70.070 4.2 41.9 16.220 1.3 20.530 1. Table C-1 Dead DisplaWeight Type cement Tonnage (t) (t) Length Length Overall P.0 8.320 1.000 30.1 6.000 50.000 40. * Excerpt from PIANC 2002 17 DESIGN OF FENDER SYSTEM .7 14.3 390 597 765 1.320 5.300 33.2 9.8 15.560 6.010 1.8 21.140 4.9 14.690 3.950 3.3 35.010 1.000 30.170 Ferry 1.780 2.940 2.870 2.780 4.000 105.6 23.000 50.000 7.800 49.550 3.000 10.970 8.260 4.270 6.7 7.3 9.420 1.8 7.0 11.000 15.000 15.5 24.010 2.000 5.7 9.000 1.530 1.5 6.620 5.940 6.000 30.740 4.3 16.510 1.000 2.270 1.6 3.0 8.700 78.4 32.560 465 707 903 1.4 7.2 6.800 50.000 10.6 17.900 27.000 100.000 2.000 5.4 32.950 428 685 903 1.4 35.0 12.3 17.230 1.600 2.8 21.900 21.3 23.500 14.030 1.020 1.220 2.690 150 219 273 361 434 527 658 770 961 1.2 8.8 25.2 25.5 14.5 6.8 20.4 10.1 27.1 30.000 3.150 6.8 23.050 2.4 10.1 32.1 12.6 8.600 2.5 17.530 10.100 4.040 2.0 18.230 2.930 3.2 4.6 27.270 4.000 70.250 2.000 5.350 486 770 1.570 4.7 12.200 13.9 5.150 1.390 1. **) Full Load Condition of Wind Lateral / Front Areas of Container Ships include the areas of containers on deck.550 (m²) Full Load Ballast Condition Condition 232 232 314 323 374 391 467 497 541 583 632 690 754 836 854 960 1.P.000 2. 500 60.000 4.700 15.800 30.000 45.900 30.000.000 36.000 144.500 50.600 63.000 10.900 83.000 81.000 8.000 221.680 5.800 40.000 91.000 DESIGN OF FENDER SYSTEM Appendix C.000 34.800 Gas 1.000 66.820 5.300 40.200 15.200 89.200 11.430 6.880 3.300 21.000 5.000 16.100 15.500 69.700 31.030 1.400 70.000 27.100 83.000 179.000 26.920 7.500 50.000 150.500 7.010 7.000 20.000 236.170 2.800 70.900 75.000 105.000 2.000 250.900 15.200 10.000 216.000 3.940 5.000 173.300 59.700 39.740 3.000 13.480 Carrier 2.210.000 13.600 45.300 13.300 30.000 59.530 7.850 Cargo 2.640 8.000 25.500 18.300 15.590 10.200 21.000 37.400 10.900 10.400 75.000 2.670 11.190 2.200 20.130 3.010 10.700 11.400 30.580 1.480 2.800 46.000 1.620 6.100 34.800 15.700 56.700 26.000 44.000 6.000 50.000 60.200 23.000 25.000 10.000 4.450 1.700 10.200 30.000 27.000 20.210 General Dead Weight Tonnage (t) Displacement (t) 50% 75% 95% 1.520 9.310 15.800 41.270 2.600 61.000 1.300 13.000 1.000 128.530 11.750 5.600 45.580 4.000 11.900 19.300 45.000 168.000 4.900 13.710 9. 75%.000 337.500 31.400 Oil 1.600 50. Table C-2 VESSEL DISPLACEMENTS.200 12.600 20.390 3.600 11.810 3.200 10.590 10.000 39.800 21.000 169.100 27.000 9.000 7.520 5.300 27.000 24. 95% * Excerpt from PIANC 2002 DESIGN OF FENDER SYSTEM 18 .200 5.000 5.700 21.000 6.230 2.700 37.000 9.000 13.000 227.600 44.000 3.000 368.Type Dead Weight Tonnage (t) Displacement Type (t) 50% 75% 95% 1.000 190.000 3.800 34.000 280.800 16.300 10.370 3.500 3.910 2.430 7.200 Ro/Ro 7.730 4.270 9.300 10.000 1.000 46.100 63.650 15.910 Tanker 2.700 78.000 19.300 23.000 122.600 28.540 3.150 4.600 104.900 30.000 118.900 7.500 60.630 20.0 2.100 14.000 31.200 10.200 10.000 31. Confidence Limits : 50%.000 23.070 3.000 146.000 30.000 124.000 12.690 8.000 2.000 69.000 100.900 84.360 5.500 30.690 1.000 129.000 25.140 4.000 16.300 21.480 8.500 Carrier 7.970 2.350 Bulk 5.600 17.800 66.000 37.830 6.800 29.000 70.560 5.500 59.000 22.250 Ship 3.100 10.100 19.000 24.000 3.300 40.000 79.030 7.000 31.000 50.970 10.500 20.000 51.000 418.430 4.100 38.000 115.600 2.000 229.000 Ship 7.000 9.900 91.000 83.900 18.500 25.600 30.000 70.320 5.800 43.700 20.300 15.200 15.080 4.400 20.000 273.000 14.300 27.800 5.100 22.000 12.040 3.800 40.800 16.900 22.740 7.200 40.460 4.000 850 1.000 19.850 1.600 7.600 23.000 100.000 1.000 300.000 17.100 16.700 31.000 5.000 4.900 33.300 16.000 6.000 291.300 42.400 49.000 150.000 174.000 94.900 100.300 36.580 1.440 5.000 15.000 87.000 200.000 9.830 7.000 11.000 20.100 20.100 54.210 3.800 1.240 2.000 Passenger Container Ferry 1.300 200.300 7.300 14.830 5.000 118.500 15.900 15.000 53.0 2.560 2.000 250.740 6.000 50.000 810 1.200 31.000 7.770 11.000 2.600 58.000 9.000 41.300 34.000 21.000 13.000 284.700 58.400 31.360 8.900 14. and Roller fender. In recent days. History In history of fender. we SHIBATA produced first fender “Cylindrical”. ancestors used to use wooden block as a fender. After 70s. tug boat fender and so on. due to absorb the berthing energy of vessels and reduce the berthing impact to the vessels. we developed molded fender as D. the demand of high performance fender as CSS or SPC is increasing. THE DEVELOPMENT OF FENDER . otherwise we are possible to get reducing cargo handling time and more effective objects. V shape in 70s. In 1960. Foam Filled. Then. produced Circle type fender. Square shape.THE DEVELOPMENT OF FENDER 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. vessel size keeps getting bigger and port facilities also level up with the rise of containerization. The adoption of suitable fender will bring us next stage with enhancing smooth berthing. we had developed Circle type concept. Also we developed floating fender as a Pneumatic fender. sometimes we can see these wooden fender in small wharf and so on. THE DEVELOPMENT OF FENDER CSS-type Pneumatic Rubber chain Rubber Ladder THE DEVELOPMENT OF FENDER 20 . however. there has been a growing tendency to place more priority over the cause no damage to the hull structure. For a permissible surface pressure of the hull structure.CSS FENDER CSS FENDER Introduction In recent years while the economic blocks have expanded increasingly wider. the maritime distribution industry has entered into the era of high-speed distribution in large quantities. it employs a structure that enables the generated load to be received on its flat portions. With progressing competition among harbor operators. as a result. fender materials have been selected with priority given to whether or not they have sufficient ability to absorb the energy coming from a mooring ship. relation between the pier strength and the fender’s reaction force” and “durability of the fender”. whose rubber structure has no direct will suffer from rubbings or flaws. For “flexibility to a flare angle of the hull”. This has also affected how a fender should serve as a crucial supporter in ensuring safe moorings of ships. the main stream has been shifting from the conventional types of fenders to the ones with higher absorbed energy and with lower reaction force. considerations such as a “allowable hull pressure”. 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. These allow less shock to be transmitted to the outer plank of the hull. 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-efficient of friction. to select fenders intended for large scale container ships. “flexibility to widely-opened flare of the” or “easier maintenance check to important in addition to the conventional requirements” absorption of the berthing energy”. The Circle Fender with Frontal Panel. surface reaction force of the fender (ton/m) can be adjusted simply by regulating the size of the frontal panel. This fender which is designed appropriately. in which large-scale container ships are taking the initiative. In particular. Conventionally. 21 CSS FENDER . Accordingly. the development and production of larger and faster vessels has raised the demand for lighter weight of the hull structure. 000 1.955 0.F0 F1 F2 52.000 Compress until Maximum Fender Reaction Force Value E/A 1.063 1.5% 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 40.7 157 41.063 Perfomance of Intermediate Deflection Temperature Factor Deflection (%) R/F E/A Temperature (°C) TF 0 0% 0% -20 1.000 1.5% 52.977 0.000 1.000 1.801 0.5 100% 100% 55 107% 106% 1.1 223 78.997 0.898 0.940 0.083 15 88% 17% 10 1.1 204 53.1 19.024 1.059 1.063 1.945 35 97% 62% 50 0.9 87.968 0.5% 52.976 30 99% 50% 40 0.063 1.000 1.063 1.5% F3 F4 52.5 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 CSS FENDER CSS FENDER Fender Performance At Design Deflection * PERFORMANCE TOLERANCE ±10% Small Reduction Force for Angular Compression Performance Adjustment Factor from 52.910 0.009 0.9 235 62.5 163 35.652 R/F 1.000 1.000 1.182 CSS FENDER 22 .918 40 96% 72% 60 0.5% 52.063 1.861 0.036 1.063 1.0 600H 800H 471 166 418 147 362 128 279 98.9 141 31.936 0.883 0.917 45 95% 83% 50 97% 94% 52.063 1.950 0.000 0.063 1.966 0.982 0.034 20 96% 28% 23 1 25 100% 39% 30 0.922 0.5% deflecting Value Angle (deg) 0 3 4 5 6 7 8 9 10 15 20 Compress until Design Fender Reaction Force Value E/A 1.063 1.000 1.000 1.375 5 39% 2% -10 10 70% 8% 0 1.722 R/F 1.1 500H 600H 265 69.1 109 23.4 126 33.063 1.000 1. 84 1.0 N/A 18600 3000H * Specification will be changed without prior notice.3 5260 2000H 2250H 2250 2550 59-63 2300 10XM64 20.4 21.7 2.22 110 500H 660 4XM27 1.7 14.300 100 200 50 100 0 0 0 5 10 15 20 25 30 35 40 45 50 Deflection (%) DImension of CSS Fender Anchor Bolts B D B D C New Jetty Existing FL Bolts CR Bolt kg kg kg 4XM24 1.4 21. 23 C A CSS FENDER 55 Energy (%) Reaction (%) CSS FENDER PERFORMANCE CURVE 150 .38 6.72 760 1000H 1150H 1150 1440 37-45 1300 6XM42 7.21 3.4 21.38 6.27 432 800H 1000H 1000 1230 32-40 1100 6XM36 4.56 1.8 3730 1700H 2000H 2000 2200 50-62 2000 8XM64 20.22 2350 1450H 1600H 1600 1960 45-46 1800 8XM48 10.3 7450 2250H 2500H 2500 2950 69-84 2700 10XM64 20.22 2940 1600H 1700H 1700 2100 50-60 1900 8XM56 16.5 9.7 197 600H A ϕB C ϕD (mm) (mm) (mm) (mm) 500H 500 650 16-20 550 600H 600 780 20-25 Anchor Weight 800H 800 1050 27-33 900 6XM30 2.3 10750 2500H 3000H 3000 3350 82-98 3150 12XM76 34.23 1205 1150H 1250H 1250 1600 40-49 1450 6XM42 7.23 1550 1250H 1450H 1450 1820 42-45 1650 6XM48 10.5 9. we had installed superior and high quality products since early part of 1960’s. And so. the demand of high performance fender is increasing.Introduction The pioneer of fender system “SHIBATA” suggests… SUPER CIRCLE FENDER with full confidence. In recent days. we are developing many kinds of rubber products. SUPER CIRLCE FENDER SUPER CIRCLE FENDER We SHIBATA are always considering how a fender should be served as crucial supporter in safe berthing and mooring of ships. High Performance (Excellent) More than 40 YEARS history for Fender (Many Experience) ISO 9001 & 14000 Awarded (High Quality) SUPER CIRCLE FENDER 24 . Since then. lower reaction for excellent cost performance. the main stream has been shifting from conventional types of fenders to the ones with higher energy absorption. vessel size keeps getting bigger and port facilities also level up with the rise of containerization. almost of another competition fender was designed by basing on our CIRCLE design policy. SHIBATA was established in 1923 as a rubber boots factory. we recommend SUPER CIRCLE FENDER with full confidence. As a result. After 1970’s we developed CIRCLE TYPE fender. Especially in the marine fender products. We have succeeded to develop ultimate fender SPC (Super Circle) Fender. SUPER CIRLCE FENDER 0% 35% 70% 25 SUPER CIRCLE FENDER . 918 60 0.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 9.083 10 1.976 40 0.6 199 52.375 -10 1.0 1.0 1.034 23 1 30 0.0 1.3 127 26.917 SUPER CIRCLE FENDER 26 .0 12 15 20 0.00 1.8 449 164 505 185 611 224 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 SUPER CIRLCE FENDER SPC FENDER *PERFORMANCE TOLERANCE ±10% *DEFLECTION: 70% Perfomance of Intermediate Deflection Small Reduction Force for Angular Compression Angle (deg) 0 3 6 9 Deflection R/F E/A E/A 1.00 0.965 0.945 50 0.989 0 0% 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% R/F 1.9 330 104 371 117 449 141 600H 700H 312 114.00 1.0 Temperature Factor Temperature (°C) TF -20 1.0 1.2 82 13 93 15 112 18 300H 350H 78 14.182 0 1.920 0.8 112 21 126 23 153 28 350H 400H 102 21.0 72 11.0 229 60 258 67 312 82 500H 600H 229 71.6 147 31 165 35 199 42 400H 500H 159 41.0 1.3 97 17.9 286 89.2 390 142.800 1. 2 C .400 150 300 100 200 50 100 0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 0 P. 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 0D2 0D1 C . .D .1 Deflection (%) SUPER CIRCLE FENDER Energy (%) Reaction (%) SUPER CIRLCE FENDER PERFORMANCE CURVE 200 .D P. allowing it to move only parallel to its mounting irrespective of the impact level and angle. This fender is uniquely designed for each project. • Lower reaction forced result in lower hull pressures and lighter structures which can lead to substantial saving in the complete project. A turning lever-arm mounted between the structure and panel restrains the panel movement during the entire fender compression. Fender Team have a lot of experience and knowledge for fender design. • Reaction forces are much lower compared to conventional fender systems. The PM-Fender is an individually designed complete fender system. size and overall layout for the PM-fender. The advantages are obvious: PM-FENDER (PARALLELFENDER) PM-FENDER (PARALLELFENDER) • The system provides equal energy absorption capacity at any impact level. PM-FENDER (PARALLELFENDER) 28 . Fender Team would be pleased to receive your design input allowing us to select the correct type. • No second contact point between the ship and the fender system can occur.Introduction Fender Team Gmbh is our partner company in Europe. East Malaysia 29 PM-FENDER (PARALLELFENDER) .PM-FENDER (PARALLELFENDER) 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. or for mooring quay walls for work ships. This type is especially suitable for the places where more than a few meter long fenders are required due to a wide tidal difference. 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. 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. * Corresponding to wide tidal difference is easy. damage to the fender by projections on the hull can be prevented. The fender is so constructed that the local pressure is dispersed throughout the fender via the impactabsorbing plate. while this SV-type fender materialized a revolutionary improved energy absorption efficiency by adding the compressive deformation to bucking deformation. This fender is used most widely in the world harbors as “multi purpose type” fender. the introduction of a stationary system with anchor bolts improved the durability remarkably. Features 1) Excellent durability Stress caused by the local compression due to projections of the hull is dispersed throughout the rubber impact-supporting part. Features 1) Excellent energy absorption efficiency 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 efficiency for higher stability. 3) Adjustment to face reaction force is possible Desired face reaction force is obtainable by adjusting the size of the impact-receiving plate. 2) Limited installation area (The space necessary for installing the fender per absorption energy is smaller than that for a multi purpose type fender. Once again. and stress is dispersed throughout the rubber part. 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. * Fender mounting surface or place is easily adjustable.V-SHAPED FENDER V-SHAPED FENDER SV-type fender A conventional cylindrical type fender absorbed energy through compressive deformation. Features 1) Realization of ultimate energy absorption 2) Efficiency as a solid type (Definitely 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. * Specification will be changed without prior notice. V-SHAPED FENDER 30 . 750 7.0 56.6 111 11.14 55.5 3.0 6.63 0.5 6.3 10.7 3000 500 600 503 101 441 88.9 1.4% 52.1% E/A 100% 78.781 3500 250 300 25.V-SHAPED FENDER SV FENDER PERFORMANCE V1 V2 V3 V4 Reaction Energy Reaction Energy Reaction Energy Reaction Energy Force Absorption Force Absorption Force Absorption Force Absorption Size Size (tonf) (tonf-m) (tonf) (tonf-m) (tonf) (tonf-m) (tonf) (tonf-m) mm 150 12.5 75.2% 59.25 28.0 4.17 9.4 18.8 0.3 18.3% 60.50 A/L=0.8 6.8 7.81 111 7.1 3500 300 400 335 44.5 92.4 1.52 82.38 0.3 45.5 2.0 L/H=4.5% 52.4% 28.5 3000 1000 838 279 735 245 552 184 368 L Def(%) RF EA 0% 0% 0% 10% 50% 7% 123 *PERFORMANCE TOLERANCE ±10% *DEFLECTION: 45% A H 20% 86% 28% 30% 99% 56% 40% 99% 85% 45% 100% 100% 50% 135% 118% 3/4 Full Length A/L=0.8 37.1% E/A 100% 83.0 7.2 221 44.5 4.5 4.3 138 11.8 1.00 33.1 1.2 147 9.641 11.0 2.50 3000 600 800 68.50 0.25 73.281 3500 150 200 17.90 3500 200 250 210 17.0 45.1 1.1 166 16.00 3500 400 500 42.13 3000 500 600 51.422 5.44 0.4% 37.57 22.4 147 19.14 15.2% 36.5 L/H=2.8 4.6% 53.0 9.3 331 66.69 18.00 15.5 184 15.66 3500 250 300 252 25.5 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 150 126.56 30.563 8.0% E/A 100% 71.13 37.7 2.2% R/F 100% 82.0 12.2 2.76 3500 150 200 168 11.8 3.3 276 46.0% R/F 100% 77.00 3000 800 1000 85.1 4.00 22.0 16.7 294 39.5 28.3 0.0 25.13 3500 300 400 34.2% 55.75 L/H=7.5% 28.6 3500 400 500 420 69.35 73.2 4.1 3000 600 800 671 178 588 157 441 118 294 78.0 184 30.500 3500 200 250 21.9% 26.75 22.9 368 61.0 30.1 A/L=0.25 16.3 1.29 111 5.5 12.0 1.56 14.69 11.2 221 29.2 60.0% 28.0 8.3% 150 300 100 200 50 100 0 0 Reaction V-SHAPED FENDER Energy 15 20 25 Deflection (%) 30 35 40 45 50 Energy (%) Reaction (%) 400 10 1/4 100% PERFORMANCE CURVE 5 1/2 R/F 200 0 800 1000 Intermediate deflection 31 LENGTH Up to .3 0.78 18.2 221 22.00 11. 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 24 125 300H 300 600 195 29 400H 400 800 260 500H 500 1000 600H 600 1200 800H 800 1000H 1000 Anchor Weight kg/m SV M22 34 150H 320 M24 60 200H 400 M24 87 250H 150 480 M30 133 300H 33 200 640 M36 245 400H 324 38 250 800 M36 304 500H 390 44 300 960 M42 526 600H 1500 520 50 400 1300 M48 890 800H 1800 648 59 500 1550 M48 1389 1000H 1000mm 1500mm 2000mm 2500mm 3000mm 3500mm 900 700 630 800 725 680 V-SHAPED FENDER Dimension Bolt Hole Interval 150H 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 12 Bolts 4 6 8 8 10 500H 900 700 630 800 725 500H Bolts 4 6 8 8 10 Bolts 600H 900 700 630 800 725 600H Bolts 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 . V-SHAPED FENDER 33 V-SHAPED FENDER . SX.80 3500 500 600 64.70 34.3 23.0% E/A 100% 71.0 L/H=4.9 34.6 163 20.1 7.4 170 17.3 4.5% 100% 100% 55% 125% 107% *PERFORMANCE TOLERANCE ±10% *DEFLECTION 52.13 20.50 A/L=0.8 135 14.5% 28.45 3500 250 300 32.2 3500 250 300 317 39.9 244 30.61 16.7 2.1 271 56.2% 59.3 55.35 3500 600 800 86.6% 53.1 29.3% Reaction Force (%) PERFORMANCE CURVE 150 300 100 200 50 100 0 0 5 Reaction 10 15 20 25 30 35 40 45 50 55 Energy Absorption (%) Size V-SHAPED FENDER H0 0 Deflection (%) Energy V-SHAPED FENDER 34 .4 33.4% 28.3 18.2% 36.8 3000 800 1000 108 45.75 L/H=7.1 3.2% 55.3 49.83 20.4% 37.3% 60.0% 28.8 69.7 16.8 203 21.3 41.3 22.07 24.6 271 45.7 2.2% R/F 100% 82.71 3500 400 500 53.3 339 71.4% 52.18 17.5 3500 300 400 423 71 326 54.6 7.7 203 25.9 11.8 12.6 44.25 27. SX-P PERFORMANCE 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 26.0 66.9 2.8 1.1 1/2 1/4 A/L=0.57 27.2 5.2 82.9 3.6 4.0% R/F 100% 77.2 29.2 8.9 3500 500 600 634 160 488 123 407 102 326 81.09 3500 300 400 43.5 41.64 22.5 8.2 3000 1000 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 27.1% E/A 100% 83.5 10.5% 52.5 217 36.6 5.0 55.5% A L H 3/4 Full Length A/L=0.4 3500 400 500 529 111 407 85.6 2.9% 26.2 14.3 1.5 L/H=2.25 R/F 100% 73.81 13.1% E/A 100% 78.9 3500 600 Size Size 800 845 284 650 219 542 182 433 145 3000 800 1000 1059 443 813 341 678 284 542 228 3000 1000 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% 52.24 33. 5 M24 85 300 600 290 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 800 1500 640 50 520 1300 24 M48 890 1000 1800 800 59 610 1550 30 M48 1397 250H 300H 800H 1000H Anchor Weight kg/m Bolt Hole Interval 1000mm 1500mm 2000mm 2500mm 3000mm 3500mm 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 250H 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 12 900 700 630 800 725 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 Bolts 600H 250H 800H 1000H .V-SHAPED FENDER Dimension A B C D E F K (mm) (mm) (mm) (mm) (mm) (mm) (mm) 250 500 200 24 178 400 7. H0 H1 H2 H3 LENGTH SX-P EA RF EA RF EA RF EA RF SX-P Up to 250 24.1 163 300 3500 400 63 423 48.1 529 75.4 326 40.2 244 22.9 203 15.3 217 400 3500 500 98.4 271 500 3500 600 142 634 109 488 90.4 317 27.7 203 18.3 271 32.8 407 72.8 170 12.7 135 250 3500 300 35.6 264 18.6 407 63.1 339 50.6 326 600 3000 800 252 845 193 650 162 542 129 433 800 3000 1000 393 1059 303 813 252 678 202 542 1000 3000 V-SHAPED FENDER SX-P *Deflection: 47.5% V-SHAPED FENDER 36 . 3 82.9 4.2 7.4 262.5 16.1 370.3 6.9 41.9 23.1 53.7 707kg 1100x550 745.6 36.5 65.3 12.4 4.5 29.9 86.2 79.4 102.5 1386kg 1400x700 1500x750 1.7 16.3 255kg 600x300 700x350 800x400 700x350 471.5 573kg 900x450 1000x500 1000x500 676.3 109.3kg 150x75 200x100 200x100 135.2 1.8 126.9 185.4 31.5 164.6 238.7 549.2 384.9 116.4 16.4 855kg 1100x550 1200x600 814.2 1018kg 1200x600 1300x650 882.CT - CYLINDRICAL FENDER .8 9.1 45.6 82.3 192.6 397.CT Item S0 S1 S2 Item ODxID R/F E/A R/F E/A R/F E/A ODxID 150x75 101.0 229. ***) Other Rubber Grade: Available ****) DEFLECTION AT 50% L OD ID ID = 37 Weight/m CYLINDRICAL FENDER .0 199.2 317.2 211.5 93.4 78.1 171.3 40.3 608.4 52.7 109.2 42.3 146.3kg 250x125 300x150 203.8 93.0 329.6 141.2kg 300x150 350x175 350x175 236.7 158.2 122.8 19.4 14.9 824.0 2.4 66.8 667.0 2.3 105.7 7.9 197.5 132.4 453kg 900x450 608.7 344.1 10.6 29.8 65.2 94.3 137.8 439.CT - OD 2 .6 49.CYLINDRICAL FENDER .6 74.2 219.6 291.2 167.7 347kg 800x400 539.6 500.9 1194kg 1300x650 1400x700 951.4 2.5 5.6 775.9 57.9 10.010.9 64.-10% **) Performance specifications are given on a per meter basis.6kg 400x200 269.7 25.6 228.7 4.0 264.2 274.1 146.2 1591kg 1500x750 *) Performance Tolerance +10%.4 116kg 400x200 500x250 337.2 716.2 181kg 500x250 600x300 405.0kg 250x125 168. 5 300 x 300 350 x 350 175 65 40 M36 300-400 500.10% Tolerance DC Type W Type A B C H A 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 300-400 213.1 30.3 21.D & SQUARE SHAPE *With +/.1 350 x 350 400 x 400 200 75 45 M36 350-450 569 27.26 250 x 250 300 x 300 150 36 80 M30 520-600 153 7.86 150 x 150 200 x 200 100 35 30 M24 300-400 284.1 10.D & SQUARE SHAPE - 38 .5 1.88 150 x 150 200 x 200 100 30 65 M24 350-470 102 3.5 62 600 x 600 *DEFLECTION: 50% (Per Meter) W Type B A H F 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 6.4 400 x 400 500 x 500 250 50 105 M42 520-680 255 21.1 500 x 500 600 x 600 300 55 115 M48 550-800 306.5 10.9 200 x 200 250 x 250 125 45 33 M27 300-400 356.1 500 x 500 600 x 600 300 120 55 M48 350-460 853.D & SQUARE SHAPE - RIGID FENDER .37 200 x 200 250 x 250 125 33 75 M27 330-460 127.3 600 x 600 *DEFLECTION: 40% (Per Meter) RIGID FENDER .6 400 x 400 500 x 500 250 95 50 M42 350-450 716.7 15.9 3.RIGID FENDER .7 250 x 250 300 x 300 150 55 36 M30 300-400 426.3 350 x 350 400 x 400 200 45 95 M36 520-600 204 13.59 300 x 300 350 x 350 175 40 85 M36 520-600 178.1 43.5 5. 6 13.4 22.6 *DEFLECTION: 50% (Per Meter) Type B W W/2 H H/2 F 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.D & SQUARE SHAPE - 32.6 200 x 200 250 x 250 33 75 M27 390-470 117.6 350 x 350 400 x 400 45 95 M36 520-600 188.8 10.Type A W B C H/2 W/2 H RIGID FENDER .5 RIGID FENDER .4 14.7 2.7 350 x 350 400 x 400 75 45 M36 520-600 372.3 3.3 3.9 300 x 300 350 x 350 65 40 M36 530-700 328.0 600 x 600 *DEFLECTION: 40% (Per Meter) .6 250 x 250 300 x 300 36 80 M30 530-700 141.D & SQUARE SHAPE - DD Type HxW B C (ϕ) Bolt Size Bolt Pitch R/F (kN) E/A (kN/m) HxW 150 x 150 30 27 M22 400-470 140.4 6.0 150 x 150 200 x 200 30 65 M24 400-470 94.7 5.5 9.7 400 x 400 500 x 500 95 50 M42 510-640 469.0 300 x 300 350 x 350 40 85 M36 530-700 164.6 18.2 400 x 400 500 x 500 50 105 M42 510-640 235.3 500 x 500 600 x 600 55 115 M48 500-750 282.8 24.7 500 x 500 600 x 600 120 55 M48 500-750 560.5 150 x 150 200 x 200 35 30 M24 400-470 186.2 600 x 600 55.9 38.3 8.2 200 x 200 250 x 250 45 33 M27 390-470 233.7 250 x 250 300 x 300 55 36 M30 530-700 279. 8 20.6 42.0 600 x 600 *DEFLECTION: 50% (Per Meter) W A H F 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 260-330 114.76 150 x 150 200 x 200 100 30 65 M24 260-330 153 6.9 150 x 150 200 x 200 100 35 30 M24 320-400 284.1 60.5 300 x 300 350 x 350 175 65 40 M36 310-390 500.D & SQUARE SHAPE - SC Type Type A W B C H A 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 320-400 213.5 350 x 350 400 x 400 200 45 95 M36 300-370 306.5 6.D & SQUARE SHAPE - 40 .8 3.6 400 x 400 500 x 500 250 95 50 M42 360-440 716.72 200 x 200 250 x 250 125 33 75 M27 250-320 191.4 600 x 600 *DEFLECTION: 40% (Per Meter) RIGID FENDER .RIGID FENDER .9 200 x 200 250 x 250 125 45 33 M27 310-380 356.1 500 x 500 600 x 600 300 120 55 M48 350-460 853.1 300 x 300 350 x 350 175 40 85 M36 275-350 267.7 250 x 250 300 x 300 150 55 36 M30 310-380 426.3 21.1 350 x 350 400 x 400 200 75 45 M36 340-410 569 27.9 400 x 400 500 x 500 250 50 105 M42 300-400 382.5 Type B 62.1 26.7 15.6 15.1 10.9 3.3 10.4 250 x 250 300 x 300 150 36 80 M30 275-330 229.0 500 x 500 600 x 600 300 55 115 M48 300-450 459.1 43. However. 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. The Procedure of Fender Selection 1.5 meters 41 WORK BOAT FENDER 800 X 400 900 X 450 1. work boat fender must not only absorb the berthing energy but also must resist the strong pushing pressure exerted by the ship after berthing.WORK BOAT FENDER WORK BOAT FENDER WORK BOAT FENDER. 2 Fenders are designed and manufactured with the performance levels necessary for each. 3 Only SHIBATA has Curved type fender to fit the shape of ship.100 X 550 . has resistance to cuts and weather. The function of the ordinary fender is to absorb the shock energy of a berthing vessel.25m Leng ct = 1 onta c f o th Leng m t = 1. 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 selection of materials and the shape and construction of the fender are based on long experience. 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.000 X 500 1. The reputation of Shibata Fender among its customers is testimony to its superiority. White. FEATURES 1 Material rubber is same as rubber fender for wharf. 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. Shibata also produces fenders for pusher boats. All Shibata Fenders are products of latest technology. Yet. barges.7 ct = a t on of c 1. This chart gives the best size for an installed fender.0 ontac c f o h Lengt gth Len 50 40 30 20 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 1.5m gth ct = Len a t n f co th o . plying boats and supply boats and in each case applies the latest technology and knowledge gained in the manufacture of its fender. 70 Maximum towing force (ton) 60 m 2.0 ct = ta con of 5m 1. 4 Due to deliver large size of fender. SHIBATA Work Boat Fenders have been produced after taking into consideration all of the above factors. SHIBATA has “Complete insertion adhesion system” 5 Fenders are available in three colors of Black and Grey. In addition. 0 2. CL Cracks and cuts may occur outer diameter R R d co se m es pr pr e g sse d et in ch et ch in g str m co str R CL outer diameter CL WORK BOAT FENDER 42 . 2-axis propulsion (variable pitch propeller) 6.0 WORK BOAT FENDER Method of selection: Draw a line horizontally from 30 tons on the Y-axis to the 1. 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.0 ~ 14. On the basis of experience and test results. Kort nozzle type (fixed pitch propeller) 6.Result: In this case the point on the X-axis is between 700φ x 350φ and 800φ x 400φ. fender will be choosed larger sized. when it is stretched the cut and the weather resistance are significantly lowered. Due to consider safety.0 ~ 7.0 4. The rubber becomes subject to tool edges and oxygen ozone and ultraviolet rays. it is safer to avoid installing a straight type fender to a boat where it will be forcibly bent. 2-axis propulsion (fixed pitch propeller) 5.5 3. this point on the X-axis gives the most suitable fender. 2.5 ~ 10. Rubber shows very strong cut resistance even against tool edges and good weather resistance under normal or compressed conditions. 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.5 meter length graph. At this point draw a vertical line to the X-axis. Then. Therefore.0 ~ 8.5 5. Therefore. Kort ladder type 10. Kort nozzle type (variable pitch propeller) 7. Reference Types of propellers Towing force at 1000PS (ton) 1.5 ~ 9. However. 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. fender size will be 800φ x 400φ. 170 10.020 430 1.010 445 1.000 1.000 1.000 115 530 160 520 190 650 225 650 225 650 225 650 350 860 400 840 400 840 400 840 400 840 400 840 6.130 12.000 2.000 1.050 5.000 120 520 145 610 200 600 200 600 260 720 260 720 350 700 385 890 385 890 385 890 400 1.000 1.WORK BOAT FENDER Cylindrical Type OD L A ID A A A E SID B F OD L A TOD A A E OD B TF 350 400 500 600 700 800 900 1.000 1.020 7.020 410 1.000 1.050 425 1.000 140 520 140 520 210 620 210 620 210 620 210 620 340 760 375 750 450 1.010 445 1.170 405 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 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 1.000 125 510 175 550 200 600 230 660 230 660 295 730 350 820 350 820 390 940 390 940 450 1.000 1.000 1.000 100 520 165 590 165 590 205 690 260 680 260 680 355 810 400 800 400 800 430 1.000 1.020 450 1.200 4.250 1.000 145 510 180 560 180 560 230 620 230 620 250 700 300 800 300 800 440 920 440 920 415 1.000 1.050 425 1.000 1.240 8.500 1.050 425 1.000 135 510 225 550 205 610 220 680 220 680 220 680 300 760 410 860 445 1.020 450 1.130 415 1.000 F 4 – 6m L 7 – 13mL TF 43 A 300 B A T ID SID 250 L TOD F T 4 – 5m L 6 – 13mL WORK BOAT FENDER .020 9.000 1.500 1.010 13.020 11.100 450 1.000 1.100 1.020 410 1.020 410 1.000 145 530 145 530 180 520 250 700 250 700 250 700 350 660 400 640 425 1.000 165 510 150 580 150 580 210 660 210 660 275 650 320 760 360 920 405 910 405 910 405 1.020 450 1.000 1.500 1.500 1.500 1.010 445 1.000 2.250 1.250 1.000 155 510 155 570 155 570 200 640 200 640 255 730 325 850 380 840 410 1.240 400 1.020 430 1. 000 175 500 4 150 500 4 150 500 4 280 580 3 280 580 3 2.WORK BOAT FENDER MC Type F B A D C EE T G L H G P P x n Q H L Q Pxn Q 300 400 500 550 600 1.401 3.065 1.500 175 500 5 150 500 5 150 500 5 240 580 4 240 580 4 3.500 425 - - - - WORK BOAT FENDER 44 .000 141 256 356 476 531 1.000 175 500 6 150 500 6 200 580 5 200 580 5 3.261 1.183 3.500 312 575 809 1.500 198 362 507 672 748 2.500 175 500 3 150 500 3 150 500 3 320 580 2 320 580 2 2.000 255 469 658 869 968 2.000 175 500 2 150 500 2 150 500 2 360 580 1 360 580 1 1.500 175 500 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 1.000 369 682 - 1. WORK BOAT FENDER M Type Fender A B D C E F E F (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 . Minimizing Oscilation at the Time of Low External Force 5. with a rotational function used for pile mooring floating piers. Absorption of Shock-load and Noise Reduction 4. Rotational Function 2. The Cushion Roller will follow tidal movements through rotation. Small Deformation of Roller 3. and absorb shock loads caused by the collisions of the floating pier against the mooring piles. Its ability to follow tidal movement also ensures efficiency and safety of works on the sea.CUSHION ROLLER CUSHION ROLLER Absorbing Shock-Load and Following Tidal Movement SHIBATA CUSHION ROLLER is a unique shock absorbing system. TYPE DESIGN LOAD FRR-SA 10 TON FRR-MA 15 TON FRR-LA 20 TON Our Cushion Roller has 5 (Five) features. 1. Adjustable to Dimensional Tolerance CUSHION ROLLER 46 . 40 (245) CUSHION ROLLER .36 (241) FRR-3LA 300 546 320 630 x 450 2. φ370 L CUSHION ROLLER W 350 Rw FRR-SA FRR-MA 300 LOAD (kN) H FRR-LA 250 FRR-2LA 200 FRR-3.86 (190) FRR-2LA 250 546 320 630 x 450 2.5LA FRR-3LA 150 100 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 1.5LA 350 546 320 630 x 450 2.47 (150) FRR-LA 200 546 250 530 x 450 1.27 (130) FRR-MA 150 542 190 460 x 450 1.38 (243) FRR-3. The RUBBER LADDER was developed in the 1970s. The steps of the ladder are flexible 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.The SHIBATA RUBBER LADDER is made of complex material .FOR SAFETY OPERATION - 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.FOR SAFETY OPERATION - RUBBER LADDER . Performance Tension less than 30% EA more than 7. resists deformation. The RUBBER LADDER. 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 combined with RL. and even provides fendering protection. is completely free from maintenance. which prevents corrosion.rubber and chain.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 . therefore. RV MODEL fixed to quay with ANCHOR BOLTS RUBBER LADDER . providing a revolutionary structure design. we can supply our standard stainless steel. of Rungs No.FOR SAFETY OPERATION - RL-200H Specifications* Length (mm) Weight (kg) 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. of Bolts Bolt Pitch 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 RV-150H Specifications* Length (mm) Weight (kg) No. 49 RUBBER LADDER .FOR SAFETY OPERATION - . If hand grips are required. of Rungs No. If a special support structure is required for the ladder. corrosion free hand grips. If total length exceeding 3000mmL is required. we can design and fabricate it to meet your specifications.RUBBER LADDER . we can combine various units to meet your requirement. If a total length exceeding 1800mmL is required.When the RUBBER LADDER is installed on the Sheet Pile Quay Wall Type. RUBBER LADDER . or the Dolphin which normally do not have enough supported structure for RUBBER LADDER. we can combine various units in the above length to suit your requirement. the JOINT LADDER is very useful in combination with the RUBBER LADDER.JOINT LADDER - PILED PIER L. RUBBER LADDER RUBBER LADDER .W. the Sheet Pile Quay Wall with a Relieving Platform Type.JOINT LADDER - RUBBER LADDER .JOINT LADDER - 50 . the Piled Type.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. the Detached Piers. MODEL NO.CAR STOPPER CAR STOPPER WEATHER PROOF TYPE SHIBATA CAR STOPPER is made of high density polyethylene. It resists rusting from exposure to sea water. WEIGHT (kg/m) ST-150H 22. EASY INSTALLATION Processing and coating have been treated in advance.5kg ST-200H 40kg ST-250H 50kg ST-300H 60kg MODEL LINE UP ST-150H 34 34 34 ST-200H ST-250H ST-300H PAINTING PATTERN (MODEL ST-150H) 200 200 1500 51 CAR STOPPER 300 250 200 150 250 0 R5 M27 34 60 150 200 140 250 M27 110 35 140 300 Cap 250 M27 200 74 110 140 110 140 250 35 M27 250 M27 35 Cap Cap 250 35 200 74 110 140 200 Cap 110 140 150 150 74 200 74 . VARIOUS OF COLOR BLACK GREEN YELLOW WHITE BLUE RED ORANGE EDGE BUMPER BC TYPE EDGE BUMPER BC TYPE For Existing Wharf For New Wharf 350 600 600 600 Anchor Bolt 350 Non-Slip Rubber Deck Side 25 200 13 Embedded Steel 9mmt SS400 M12 Long Nut M12 x 40L SS400 18 R35 235 22 Fixing Item for New Wharf 8 21 22 0 100 110 M12 7 30 13 55 2.3 99 9.4 Non-Slip Rubber Detail Section Drawing 500 750 1.500 50 55 0 M12 Deformed D13 45 18 200 Fixing for Existing Wharf EDGE BUMPER BC TYPE 52 .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.000 750 22 2 100 500 100 10 100 100 Mold fixing hole Reflector Sea Side 17 100 2.300 18 1. HIGH RIGID PLASTICS This EDGE BUMPER BP TYPE is made of high density polyethylene. CAP 30 R50 2 50 100 15 55 14 EDGE BUMPER BP TYPE EDGE BUMPER BP TYPE 70 PI 50 TC 100 H 40 0 20 0 35 R35 30 BOLT M10 100 A 200 400 400 2000 53 EDGE BUMPER BP TYPE P-400 200 100 . which is solid and rust free. FL Type Anchor for New Concrete Flange SUS304 S Socket SUS304 Embedded Bolt SS400 WD e f X W 4- 6 ACCESSORIES ACCESSORIES X u W i j Washer (square) SUS304 Fitting Bolt SUS304 WD n o K m WD t H Anchor Socket 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 . FL model and CR model.We have two kinds of fixing items. It is possible for us to choose from three materials of SUS304 and SUS316. Hot Dip Galvanized steel with selected. 5 38 175 100 55 9 5027F M56 525 125 400 65 85 98.1 24 85 65 35 6 2302F M36 325 75 335 85 250 46 55 63.3 22 85 60 33 6 2419F M30 275 65 285 75 210 38 46 53.5 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 86.5018F ACESSORIES .1 45 110 110 62 9 5035F M64 580 130 450 75 95 110 51 120 120 69 9 5027F.6 19 75 55 29 6 2416F 32 41 47.ACCESSORIES CR Type Anchor for Existing Concrete Nut SUS304 Anchor Bolt SUS304 F C WD WD H A E B L Washer (square) SUS304 n o m t Anchor Bolt WD SV / SX Washer CSS / SPC L A L A B C E M22 195 45 195 45 150 28 M24 225 55 225 55 170 30 255 65 190 M27 55 Nut Resin Capsule (RG) F H m n o t 32 37 18 75 50 25 5 2215F 36 41. SHACKLES. DOGBONE SHACKLES.5) M60 240 ~ 418 60 240 ~ 418 65 37 46 1 3/4 (44.9) M30 126.8) M48 25 38 1 1/2 (38.5) M56 225 ~ 388 60 33 44 1 3/4 (44.SS400 SS400 *)Braking Load of above each item is 3 times of Design Load ACCESSORIES 56 .5) M60 40 48 2 (50.8) M68 275 ~ 481 70 Material SBC490 S45C.9) M45 186 ~ 319 46 193 ~ 340 48 20 34 22 36 1 1/4 (31.4) M39 159 ~ 272 40 18 32 1 1/8 (28. U-ANCHORS Dogbone Shackle Design Load (ton) Chain Dia (mm) Shackle Dia (in)(mm) ϕMD Length U-Anchor Dia (mm) 8 22 3/4 (19.ACCESSORIES CHAINS.SCM435 SBC490 (S45C).8) M64 255 ~ 498 65 47 52 2 (50.5 ~ 217.5 32 10 25 7/8 (22.1) M52 208 ~ 364 55 28 40 1 1/2 (38.1) M56 225 ~ 388 55 30 42 1 3/4 (44.2) M36 144 ~ 245 36 13 28 1 (25.6) M42 171 ~ 298 42 1 3/8 (34. Description Test method Value Unit Molecular weight Viscosimetric Method < 3 106 g/mol Mass density DIN 53479. ISO 1183 ~ 0.5…2x10-4 K-1 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 . ISO 527-1 ~ 20 MPa Tensile Strain DIN 53455. as well as high impact strength even with very low temperatures. ISO 527-1 < 40 MPa Tensile strain at break +23ºC DIN 53455. ISO 527-1 > 50 % Tensile modulus of elasticity DIN 53455. ISO 179 80 mJ/mm2 Attrition Sand - Slurry ~ 130 Coefficient of friction DIN 53375 ~ 0. ISO 2039 > 35 MPa Charpy impact value DIN 53456.15 Hardness shore D DIN 53505.41 E/(m*K) > 1014 Ohm*cm < 0. The material offers a combination of low friction together with high wear resistance.94 g/cm3 Physical properties Mechanical properties Yield Tension DIN 53455. UHMW-PE material is most suitable for marine application. ISO 868 > 55 Thermal properties Permanent temperature Melting point -60…+80 ºC ISO 3146 130…140 ºC DIN 53752-A 1. ISO 527-1 10 % Tensile strength at break DIN 53455. water resistance. ISO 527-1 > 650 MPa Ball indentation hardness DIN 53456.PHYSICAL PROPERTIES OF UHMW-PE PHYSICAL PROPERTIES OF UHMW-PE Low Friction Face Pads-(Ship Friendly Resin Pads) UHMW-PE is characterized by corrosion resistance. Consequently. AS 1180. ISO 37. JLS K6262 Aged for 22 hours at 70 ° C Aged for 24 hours at DIN 53517 70 ° C RUBBER PROPETIES Rubber Properties 30° (Max) 40° (Max) ASTM D624.Property Testing Standard ASTM D412 Die C. AS 1683.A6.12. Die B DIN 53507 Ozone Resistance Seawater Resistance 70 kN/m (Min) JLS K6252 80 N/m (Min) ASTM D1149. ISO 815. 1000 revolutions No cracking visible by eye Hardness ± 2°C= (Max) Shore A Volume +10/-5% (Max) 0. BS 903.8 Mpa (Min) 15 N/mm² (Min) 12.A6.24.A3.13B. AS 1180.2. Elongation at Break JLS K6251 Original Aged for 96 hours at 70 ° C Original DIN 53504 Aged for 168 hours at 70 ° C Hardness 16 Mpa (Min) 12. Original 78° (Max) Shore A BS 903.7 BS 903. ISO 34.A2.2.A2.15. 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 1683. AS 1683. ISO 37. Tear Resistance BS 903. 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 JLS K6253 DIN 53505 Compression Set Requirement ASTM D395.75 N/mm² (Min) 400% (Min) 320% (Min) 300% (Min) 280% (Min) ASTM D2240 AS 1683. Section 7. ISO 815.A21 100mm³ (Max) JLS K6264 Method B 70 N/mm (Min) RUBBER PROPERTIES 58 . 1ppm at 20% strain at JLS K6259 40 ° C for 100hours DIN 86076.1.2.5cc (Max) Abrasion Resistance DIN 53516 Bond Strength Steel to Rubber BS 903.A9 28 days in artifical seawater at 95° C at ± 2 ° C Method B. BS 903. BS 903. OTHER PRODUCTION OTHER PRODUCTION Waterproof Sheet for Disposal Area Roofing Sheet Shock Absorbing Chain Flexible Container Bag Rubber Boots 59 OTHER PRODUCTION . RUBBER PROPETIES RUBBER PROPERTIES . 1-27.OTHER PRODUCTION Lot PT 34252. 42100 Klang. 101-0054 Japan PHONE: +81 3 3292 3863 FAX: +81 3 3292 3869 URL: http://www. Selangor Darul Ehsan.jp/ OTHER PRODUCTION SBT-M-09-02 . Tokyo. Chiyoda-ku. Rantau Panjang. Jalan Sekolah.sbt.com E-mail: info@shibata-asia. PHONE: +60 3 3291 4866 / 4867 FAX: +60 3 3291 3868 URL: http://www.com International Operations Tokyo: Rotary Bldg.co.shibata-asia. Malaysia. Kanda Nishiki-cho.