Marine Fender Catalogue
MARINE FENDER SYSTEMS
Contents CONTENTS ................................................................................................................................................................... …….i
1.
INTRODUCTION ........................................................................................................................................... 1 BRIDGESTONE MARINE FENDERS: PRODUCT OVERVIEW
2. 3.
QUALITY CONTROL .................................................................................................................................... 3 HYPER CELL FENDER (HC) ........................................................................................................................ 4 HYPER CELL FENDER PERFORMANCE HYPER CELL FENDER GENERIC PERFORMANCE CURVE HYPER CELL FENDER DIMENSIONS HYPER CELL FENDER FIXING BOLT LOCATIONS
4.
SUPER CELL FENDER (SUC) ..................................................................................................................... 9 SUPER CELL FENDER PERFORMANCE SUPER CELL FENDER GENERIC PERFORMANCE CURVE SUPER CELL FENDER DIMENSIONS SUPER CELL FENDER FIXING BOLT LOCATIONS
5.
DYNA ARCH FENDER (DA) ....................................................................................................................... 14 DYNA ARCH FENDER PERFORMANCE DYNA ARCH FENDER GENERIC PERFORMANCE CURVE DYNA ARCH FENDER DIMENSIONS DYNA ARCH FENDER FIXING BOLT LOCATIONS
6.
SUPER ARCH FENDER (SA) ..................................................................................................................... 24 SUPER ARCH FENDER PERFORMANCE SUPER ARCH FENDER GENERIC PERFORMANCE CURVE SUPER ARCH FENDER DIMENSIONS SUPER ARCH FENDER FIXING BOLT LOCATIONS
7.
SMALL CRAFT FENDERS ......................................................................................................................... 26 CYLINDRICAL FENDER (CY) CYLINDRICAL FENDER DIMENSION SUPER TURTLE FENDER (ST150H/ST200H) TURTLE FENDER (T100H/T130H) SEAL FENDER (S100H/S130H) SUPER ARCH CORNER FENDER (C-SA) W FENDER (W230H) WHARF HEAD PROTECTOR (HT20H) SAFETY RUBBER LADDER (SL150H, SL200H, SL250H)
8.
THE ACCESSORIES OF FENDER SYSTEM ............................................................................................. 35 FENDER PANEL FRONTAL PADS AND FIXINGS ANCHORS AND FRAME FIXINGS CHAIN SYSTEM AND CHAIN FIXING ANCHOR ACCESSORIES MATERIAL SPECIFICATIONS
9.
MARINE FENDER DESIGN GUILDELINE.................................................................................................. 42 MARINE FENDER DESIGN FLOW CHART DEFINITIONS OF VESSEL PARAMETERS BERTHING ENERGY CALCULATIONS BERTHING VELOCITY MASS COEFFICIENT (Cm) ECCENTRICITY FACTOR (Ce) SOFTNESS COEFFICIENT (Cs) CONFIGURATION COEFFICIENT (Cc) FACTOR OF ABNORMAL BERTHING CASE STUDY: FENDER SELECTION MULTIPLE-FENDER-CONTACT AND FENDER PITCH DESIGN BY BERTH CONSIDERATIONS DESIGN BY VESSEL CONSIDERATIONS FENDER PANEL DESIGN CHAIN SYSTEM DESIGN FIXINGS AND ANCHORS DESIGN
10.
RESEARCH, DEVELOPMENT AND TESTING FACILITIES ...................................................................... 59 FINITE ELEMENTS ANALYSIS (FEA) TESTING FACILITIES
11.
MARINE FENDER VERIFICATION ............................................................................................................. 62 PHYSICAL PROPERTY OF RUBBER FENDER PERFORMANCE TEST DIMENSIONAL TOLERANCES
APPENDIX ............................................................................................................................................................ 64 TABLE OF VESSEL DATA UNIT CONVERSION TABLE LIST OF REFERENCE DISCLAIMER
i
MARINE FENDER SYSTEMS
1.
INTRODUCTION
“Serving Society with Superior Quality” On this basis, Bridgestone has established its presence over 150 markets and has about 180 manufacturing facilities worldwide. Founded in 1931 by Shojiro Ishibashi, Bridgestone Corporation Ltd. emphasizes on giving the best quality to the customers. Being a tire-maker company, Bridgestone also manufactures a diverse range of industrial products and chemical products. One of the strong areas in the industrial rubber fields, which Bridgestone has stamped its presence, is Marine Fender. With the performance of marine fenders scientifically evaluated, combined with severe quality control as in ISO9001 and PIANC (Permanent International Association of Navigation Congresses) and technical back-up services. Marine fenders have been an indispensable product at various port facilities throughout the world. The demand for good and reliable quality fender systems is ever increasing. For more than 50 years, Bridgestone has played an important role to provide high quality marine fender systems to ports worldwide. With its state-of-the-art facilities and continuous investment in research and development work, Bridgestone diligently innovates and searches for the best fendering solutions. From cylindrical fenders to the advanced cell series fenders, Bridgestone prides itself for being able to bring genuine and value-added technology to its clients.
© Copyright 2011 Bridgestone Corporation
1
MARINE FENDER SYSTEMS
BRIDGESTONE MARINE FENDERS: PRODUCT OVERVIEW
Type of Fender
Energy Absorption Capacity
Typical Applications
(kN-m)
Hyper Cell (HC) 22.4 to 1790
• • • • • •
Container Berth Oil and Gas Berth General Cargo Berth Ore Berth Ro-Ro Berth Shipyard
9.80 to 7470
• • • • • •
Container Berth Oil and Gas Berth General Cargo Berth Ore Berth Ro-Ro Berth Shipyard
15.1 to 343
• • • •
Container Berth General Cargo Berth Ro-Ro Berth Shipyard
Super Cell (SUC)
Dyna Arch (DA) (DA-A/ DA-B/ DA-S)
Super Arch (SA) 5.68 to 10.10
• Fishing Port • Yacht Harbor • Barge Berth
For Protection
• • • •
Small Craft Fender - Cylindrical Fender - Super Turtle Fender - Turtle Fender - Sealed Fender - W Fender - Wharf Head Protector - Safety Rubber Ladder - Super Arch Corner
Fishing Port Yacht Harbor Barge Berth General Cargo Berth
Safety Rubber Ladder (SL)
Cylindrical Fender (CY)
Super Arch Corner (C-SA)
© Copyright 2011 Bridgestone Corporation
2
MARINE FENDER SYSTEMS
2.
QUALITY CONTROL
Bridgestone fenders are well known for their quality. Being the largest rubber-based company, Bridgestone understands rubber better than anyone else and leverages its expertise in rubber technology in marine fender systems. Bridgestone fenders are one of the original and most-trusted brands in the world. Equipped with world-class testing facilities and the most stringent testing procedures, Bridgestone fenders give you peace of mind wherever vessels berth. High durability and excellent quality are synonymous with Bridgestone fenders. This is well supported by impressive results of durability testing on our Super Cell (SUC) and Hyper Cell (HC) fenders. We can meet the rigorous requirements of PIANC. Moreover, Bridgestone fender is made from the finest and highest quality of natural rubber at ISO9001-certified manufacturing plants. Being a market leader in fendering solutions, Bridgestone has over 50 years of proven installations and has become the fender of choice.
© Copyright 2011 Bridgestone Corporation
3
MARINE FENDER SYSTEMS
3.
HYPER CELL FENDER (HC)
The Hyper Cell fender is the highest evolution of the original Bridgestone cell series fenders introduced in 1969. Analytically designed, Hyper Cell fenders have a very complex shape, making the energy absorption and reaction force ratio effectively higher than Super Cell fenders of the same size. Advanced materials, cutting-edge technology and advanced testing facilities play a pivotal role in the success of the Hyper Cell fender. Since 1996, Hyper Cell fenders have been in service at ports around the world. Specifically, Hyper Cell fenders are very popular at Container Terminals due to its durability and performance. Similar to Super Cell fenders, Hyper Cell fenders are typically designed with fender panels to allow for better distribution of stress across the hull surface. The 50 years of experience in fendering solutions certainly help make Hyper Cell a better product.
FEATURES OF HYPER CELL FENDERS • • • • • •
High energy absorption with relatively low reaction force Excellent multi-directional angular performance High durability as the internal stresses are dispersed throughout the fender body High allowable static load of fenders Close to 15 years of proven supply records Ease of installation
Hyper Cell fenders
© Copyright 2011 Bridgestone Corporation
FEA model of Hyper Cell fender
4
MARINE FENDER SYSTEMS
Fender Size
HC400H
HC600H
HC700H
HC800H
HC900H
HC1000H
HC1150H
HC1300H
HC1400H
Performance Grade
HYPER CELL FENDER PERFORMANCE
J1 J2 J3 J4 J1 J2 J3 J4 J1 J2 J3 J4 J1 J2 J3 J4 J1 J2 J3 J4 J1 J2 J3 J4 J1 J2 J3 J4 J1 J2 J3 J4 J1 J2 J3 J4
70.0% (J1, J2 & J3 Deflection) 67.5% (J4 Deflection) Reaction Energy Force Absorption (kN) (kN-m) 100 22.4 126 28.0 157 35.0 196 41.6 226 75.6 283 94.5 353 118 441 141 308 120 385 150 481 188 601 223 402 179 502 224 628 280 785 333 509 255 636 319 795 399 993 474 628 350 785 438 981 547 1230 651 830 533 1040 666 1300 832 1620 990 1060 769 1330 962 1660 1200 2070 1430 1230 961 1540 1200 1920 1500 2400 1790
Note: 1. Optional intermediate performance grade with performance characteristic of -5%, -10% and -15% are available upon request (except for performance grade J1). 2. Performance data is based on having mount height equal to 0.15 times of fender height in place on top of the fender. 3. Fender performance is subject to the tolerance of max 10% for Reaction Force and -10% for Energy Absorption.
© Copyright 2011 Bridgestone Corporation
5
MARINE FENDER SYSTEMS
HYPER CELL FENDER GENERIC PERFORMANCE CURVE
TABLE OF ANGULAR PERFORMANCE Compression Angle (Degrees)
0
3
5
6
7
10
15
20
Center Deflection (%)
70.00
69.59
69.21
69.06
68.71
67.26
64.77
61.73
Reaction Force
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
Energy Absorption
1.000
0.997
0.995
0.995
0.992
0.973
0.929
0.872
Center Deflection (%)
67.5
66.9
66.4
66.2
66.0
65.1
63.2
60.4
Reaction Force
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
Energy Absorption
1.000
0.992
0.986
0.984
0.983
0.972
0.932
0.870
Performance Grades J1, J2 & J3
Reaction Force equivalent to that of 70.0% normal deflection
Performance Grade J4
Reaction Force equivalent to that of 67.5% normal deflection
Note: 1. Fender performance is reduced on angular compression. 2. The table above shows the energy capacity of fenders at different compression angles.
© Copyright 2011 Bridgestone Corporation
6
MARINE FENDER SYSTEMS
HYPER CELL FENDER DIMENSIONS
Fender Size
H
D1
D2
A1
A2
Md1 (performance grade dependent)
d2 (performance grade dependent)
J1
J1
J2
J3
J4
J2
J3
N
T
t
4 (6)*
21
21
J4
HC400H
400
340
640
260
560
HC600H
600
510
900
390
810
M24
M24
30
30
6
27
21
HC700H
700
595
1050
455
945
M24
M24
30
30
6
31.5
25
HC800H
800
680
1200
520
1080
M27
M27
35
35
6
36
27
HC900H
900
765
1350
585
1215
M27
M30
35
38
6
40.5
30
HC1000H 1000
850
1500
650
1350
M30
M36
38
44
6
45
33
HC1150H 1150 977.5 1725
750
1550
M36
M42
44
50
6
51.8
36
HC1300H 1300
1105
1950
845
1755
M36
M42
46
52
8
58.5
39
HC1400H 1400
1190
2100
910
1890
M36
M42
46
52
8
63
39
Note: 1. 2.
M16
28
*HC400H fender has a combination of 4-M22 and 6-M16 for fender fixings and frame fixings respectively. All units in mm unless otherwise stated.
FENDER BODY APPROXIMATE MASS Fender Size
Approximate Mass (kg)
HC400H HC600H HC700H HC800H HC900H HC1000H HC1150H HC1300H HC1400H
72 221 349 520 754 1033 1562 2223 2724
© Copyright 2011 Bridgestone Corporation
7
MARINE FENDER SYSTEMS
HYPER CELL FENDER FIXING BOLT LOCATIONS
Fender Size
Md (performance grade dependant) J1
J2
J3
N
A
P1
P2
J4
HC400H
M22
4
560
396
396
HC600H
M24
6
810
405
701
HC700H
M24
6
945
473
818
HC800H
M27
6
1080
540
935
HC900H
M27
M30
6
1215
608
1052
HC1000H
M30
M36
6
1350
675
1169
HC1150H
M36
M42
6
1550
775
1342
HC1300H
M36
M42
8
1755
672
1241
HC1400H
M36
M42
8
1890
723
1336
Note: 1. All units are in mm unless otherwise stated. 2. Generally, case 2 bolt pattern is frequently used as it requires less concrete height compared to case 1 bolt pattern whilst case 1 bolt pattern requires less concrete width. © Copyright 2011 Bridgestone Corporation
8
MARINE FENDER SYSTEMS
4.
SUPER CELL FENDER (SUC)
Originating from the cell series fenders first introduced in 1969, Bridgestone Super Cell fenders have stood the test of time. To date, over hundreds of thousands of Super Cell fenders have been in service at ports in more than 50 countries, greatly contributing to the economical design of marine facilities. From the smallest SUC400H to the world's largest SUC3000H, Super Cell fenders cater for almost all fendering needs at ports around the world. Bridgestone Super Cell fenders are unique, having an effectively high energy absorption to reaction force ratio as one of its salient features. They are cylindrical in shape with two steel mounting plates permanently bonded to both ends of the main rubber column during vulcanization. Super Cell fenders are typically fitted with fender panels to obtain a wide contact area on contact with the vessel, thus reducing pressure against the vessel hull as much as required.
FEATURES OF SUPER CELL FENDERS • • • • • •
High energy absorption with relatively low reaction force Excellent multi-directional angular performance High durability as the internal stresses are dispersed throughout the fender body Wide range of sizes (Up to SUC3000H) Close to 50 years of proven supply records Ease of installation
Super Cell Fenders
© Copyright 2011 Bridgestone Corporation
9
MARINE FENDER SYSTEMS
SUC400H
SUC500H
SUC630H
SUC800H
SUC1000H
SUC1150H
SUC1250H
52.5% (Rated Deflection)
R1
Reaction Force (kN) 55.9
Energy Absorption (kN-m) 9.80
R0
69.8
12.3
RH
90.8
15.9
RS
105
RE
Fender Size
Performance Grade
Fender Size
Performance Grade
SUPER CELL FENDER PERFORMANCE 52.5% (Rated Deflection)
R1
Reaction Force (kN) 734
Energy Absorption (kN-m) 467
R0
918
584
RH
1200
764
18.4
RS
1370
872
118
20.7
RE
1550
987
R1
87.3
19.2
R1
894
628
R0
109
23.9
R0
1120
787
RH
142
31.2
RH
1450
1020
RS
164
36.0
RS
1680
1180
RE
184
40.4
RE
1890
1330
R1
138
38.2
R1
1010
754
R0
174
48.1
R0
1270
948
RH
226
62.5
RH
1640
1220
RS
260
71.9
RS
1890
1410
RE
292
80.8
RE
2130
1590
R1
224
78.7
R1
1390
1220
R0
280
98.3
R0
1750
1540
RH
363
127
RH
2270
1990
RS
419
147
RS
2620
2300
RE
472
166
RE
2950
2590
R1
349
153
R1
2090
2060
R0
437
192
R0
2450
2420
RH
568
249
RH
3190
3150
RS
655
288
RS
3680
3630
RE
738
324
RE
4150
4100
R1
462
233
R1
2570
2820
R0
578
292
R0
3030
3330
RH
750
379
RH
3930
4310
RS
866
437
RS
4540
4980
RE
976
493
RE
5120
5620
R1
545
299
R1
3710
4890
R0
682
374
RH
887
487
RS
1020
RE
1160
SUC1450H
SUC1600H
SUC1700H
SUC2000H
SUC2250H
SUC2500H
R0
4370
5750
RH
5670
7470
560
RS
-
-
637
RE
-
-
SUC3000H
Note: 1. Optional intermediate performance grade with performance characteristic of ±10% are available upon request. (Except –10% for lowest performance grade and +10% for highest performance grade). 2. Fender performance is subject to the tolerance of max 10% for Reaction Force and -10% for Energy Absorption. © Copyright 2011 Bridgestone Corporation
10
MARINE FENDER SYSTEMS
SUPER CELL FENDER GENERIC PERFORMANCE CURVE
TABLE OF ANGULAR PERFORMANCE Compression Angle (Degree)
0
3
5
6
7
10
15
20
52.5
51.9
51.3
50.8
50.3
48.8
45.5
41.3
Reaction Force 1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
Energy Absorption
0.977
0.950
0.936
0.922
0.883
0.801
0.652
Center Deflection (%) Reaction Force equivalent to that of 52.5% normal deflection
1.000
Note: 1. Fender performance is reduced on angular compression. 2. The table above shows the energy capacity of fender at different compression angles.
Finite Element Model of Super Cell fender
© Copyright 2011 Bridgestone Corporation
11
MARINE FENDER SYSTEMS
SUPER CELL FENDER DIMENSIONS
d T
Approx. Mass (kg)
30
17
75
28
28
18
100
4
28
30
25
210
900
6
28
30
30
405
1300
1100
6
35
39
35
765
1150
1500
1300
6
40
44
37
1155
SUC1250H
1250
1650
1450
6
39
44
40
1495
SUC1450H
1450
1850
1650
6
47
53
42
2165
SUC1600H
1600
2000
1800
8
46
53
45
2885
SUC1700H
1700
2100
1900
8
46
52
50
3495
SUC2000H
2000
2200
2000
8
53
58
50
4835
SUC2250H
2250
2550
2300
10
60
66
57
7180
SUC2500H
2500
2950
2700
10
60
68
75
10500
SUC3000H
3000
3350
3150
3500
3250
12
70
-
100 (t = 75)
17100
Fender Size
H
SUC400H
400
650
550
4
30
SUC500H
500
650
550
4
SUC630H
630
840
700
SUC800H
800
1050
SUC1000H
1000
SUC1150H
D
A
N
(performance grade dependent)
R1
R0
RH
RS
RE
Note: 1. All units in mm unless otherwise stated.
© Copyright 2011 Bridgestone Corporation
12
MARINE FENDER SYSTEMS
SUPER CELL FENDER FIXING BOLT LOCATIONS
Md
Fender Size
N
SUC400H
4
M22
SUC500H
4
SUC630H
(performance grade dependent)
A
P1
P2
P3
P4
P5
M22
550
389
-
-
-
-
M22
M22
550
389
-
-
-
-
4
M22
M24
700
495
-
-
-
-
SUC800H
6
M22
M24
900
450
779
-
-
-
SUC1000H
6
M27
M30
1100
550
953
-
-
-
SUC1150H
6
M30
M36
1300
650
1126
-
-
-
SUC1250H
6
M30
M36
1450
725
1256
-
-
-
SUC1450H
6
M36
M42
1650
825
1429
-
-
-
SUC1600H
8
M36
M42
1800
689
1273
1663
-
-
SUC1700H
8
M36
M42
1900
727
1344
1755
-
-
SUC2000H
8
M42
M48
2000
765
1414
1848
-
-
SUC2250H
10
M48
M56
2300
711
1352
1861
2187
-
SUC2500H
10
M48
M56
2700
834
1587
2184
2568
-
SUC3000H
12
M56
-
3150
815
1575
2227
2728
3043
3250
841
1625
2298
2815
3139
R1
R0
RH
RS
RE
Note: 1. All units are in mm unless otherwise stated. 2. Generally, case 2 bolt pattern is frequently used as it requires less concrete height compared to case 1 bolt pattern whilst case 1 bolt pattern requires less concrete width.
© Copyright 2011 Bridgestone Corporation
13
MARINE FENDER SYSTEMS
5.
DYNA ARCH FENDER (DA)
Dyna Arch Fender was first introduced in 1984. This V shape fender offers higher performance than the conventional V-Type fenders including Super M and Super Arch Fenders. Dyna Arch Fenders are particularly suitable for small harbour and applications where vessel projections are encountered during berthing. Its unique application utilizes both the assembly of frontal pads and fender panels. The Dyna Arch Fenders are available in three (3) types to enable a port owner or engineer to make the most suitable selection. 1) Without frontal pads
(Type A or known as DA-A Fender)
2) With frontal pads and fender panel
(Type B or known as DA-B Fender)
3) With frontal pads bonded to the fender
(Type S or known as DA-S Fender)
FEATURES OF DYNA ARCH FENDER •
High energy absorption with relatively low reaction force compared to other conventional V-type fenders
•
High durability as the internal stresses are dispersed throughout the fender body
•
Wide selection of sizes, length and energy capacities
•
Proven supply records of more than 20 years
•
Ease of installation
Dyna Arch (Type A) fenders
© Copyright 2011 Bridgestone Corporation
14
MARINE FENDER SYSTEMS
DYNA ARCH TYPE A FENDER (DA-A) • •
The shape of Dyna Arch Fender has been optimized using FEM design analysis Internal stresses are dispersed throughout the fender body
DYNA ARCH TYPE B FENDER (DA-B) • •
Variable fender panel sizes to meet the allowable pressure requirement Reduce friction imposed on the hull body
P-Type DA-B
□ Fenders designed with frontal pads
I-Type DA-B
□ Fenders designed with frontal pads and intermediate frame
F-Type DA-B
□ Fenders designed with frontal pads and fender panel
DYNA ARCH TYPE S FENDER (DA-S) • • •
Superior bonding between the pad (UHMW) and the rubber body Reduce friction imposed on the hull body Use of the entire pad thickness
© Copyright 2011 Bridgestone Corporation
15
MARINE FENDER SYSTEMS
DYNA ARCH FENDER PERFORMANCE
DA-A250H
DA-A300H
DA-A400H
DA-A500H
DA-A600H
DA-A800H
DA-A1000H
Type B / Type S
52.5% (Rated Deflection)
M3
Reaction Force (kN) 143
Energy Absorption (kN-m) 15.1
M2
169
17.8
M1
204
21.5
M3
172
21.7
M2
202
25.5
M1
245
30.9
M3
230
38.6
M2
270
45.4
M1
327
54.9
M3
286
60.2
M2
337
70.9
M1
408
85.7
M3
344
86.8
M2
405
102
M1
490
124
M3
459
154
M2
540
181
M1
653
220
M3
574
241
M2
675
284
M1
816
343
Fender Size
DA-B250H DA-S250H
DA-B300H DA-S300H
DA-B400H DA-S400H
DA-B500H DA-S500H
DA-B600H DA-S600H
DA-B800H DA-S800H
DA-B1000H DA-S1000H
Performance Grade
Fender Size
Performance Grade
Dyna Arch Fender: Type A
47.5% (Rated Deflection)
M3
Reaction Force (kN) 143
Energy Absorption (kN-m) 13.4
M2
169
15.9
M1
204
19.2
M3
172
19.4
M2
202
22.9
M1
245
27.7
M3
230
34.5
M2
270
40.6
M1
327
49.1
M3
286
54.0
M2
337
63.5
M1
408
76.7
M3
344
77.6
M2
405
91.3
M1
490
111
M3
459
138
M2
540
163
M1
653
196
M3
574
216
M2
675
254
M1
816
307
Note: 1. Fender performance is subject to the tolerance of max 10% for Reaction Force and -10% for Energy Absorption. 2. Fender performance is on per meter length basis.
© Copyright 2011 Bridgestone Corporation
16
MARINE FENDER SYSTEMS
DYNA ARCH FENDER GENERIC PERFORMANCE CURVE
FEM Analysis and Testing Verification for Dyna Arch Fender
© Copyright 2011 Bridgestone Corporation
17
MARINE FENDER SYSTEMS
DYNA ARCH FENDER DIMENSIONS Dyna Arch A Type (DA-A) Fender Dimension
Fender Size
H
A
W1
W2
F
e
f
k (performance grade dependant) M3
M2
T
t
Approx. Mass (kg/m)
M1
250H
250
410
187.5
500
162.5
90
125
26
28
27.5
24
90
300H
300
490
225
600
195
105
140
28
31
33
26
125
400H
400
670
300
800
260
120
165
32
35
40
30
215
500H
500
840
375
1000
325
140
180
35
41
45
33
340
600H
600
1010
450
1200
390
160
195
35
41
54
36
500
800H
800
1340
600
1600
520
260
270
47
53
72
48
895
1000H
1000
1680
750
2000
650
300
290
49
55
90
52
1430
Note: 1. All units in mm unless otherwise stated. 2. The approximate mass of fender is based on both ends tapered.
© Copyright 2011 Bridgestone Corporation
18
MARINE FENDER SYSTEMS
Dyna Arch B Type (DA-B) Fender Dimension
Fender Size
H
A
W1
W2
F
e
k (performance grade dependant)
f
M3
M2
T
t
S
Md
M1
Approx. Mass (kg/m)
250H
250
410 187.5 500 162.5
90
125
26
28
27.5
24
125 M20
105
300H
300
490
225
600
195
105
140
28
31
33
26
150 M22
145
400H
400
670
300
800
260
120
165
32
35
40
30
180 M24
240
500H
500
840
375
1000
325
140
180
35
41
45
33
250 M27
360
600H
600
1010
450
1200
390
160
195
35
41
54
36
300 M30
520
800H
800
1340
600
1600
520
260
270
47
53
72
48
440 M36
885
1000H
1000 1680
750
2000
650
300
290
49
55
90
52
560 M42
1350
Note: 1. All units in mm unless otherwise stated. 2. The approximate mass of fender is based on both ends straight.
Dyna Arch B Type (DA-B) Frame Fixings Pitches
Dyna Arch Fender (Type B) N
Fender Length, L1 1000
1500
2000
2500
3000
3500
8
12
16
20
24
28
9
11
13
c1
125
p1
250
n1
3
© Copyright 2011 Bridgestone Corporation
5
7
19
MARINE FENDER SYSTEMS
Dyna Arch S Type (DA-S) Fender Dimension
Fender Size
H
A
W1
W2
F
e
f
k (performance grade dependant) M3
M2
T
t
U
Approx. Mass (kg/m)
M1
250H
250
410 187.5 500 162.5
90
125
26
28
27.5
24
20
85
300H
300
490
225
600
195
105
140
28
31
33
26
20
120
400H
400
670
300
800
260
120
165
32
35
40
30
30
200
500H
500
840
375
1000
325
140
180
35
41
45
33
30
305
Note: 1. All units in mm unless otherwise stated. 2. The approximate mass of fender is based on both ends straight.
© Copyright 2011 Bridgestone Corporation
20
MARINE FENDER SYSTEMS
DYNA ARCH FENDER FIXING BOLT LOCATIONS Both Ends Tapered
L1=1000
L1=1500
L1=2000
L1=2500
L1=3000
L1=3500
N=4 n=1
N=6 n=2
N=8 n=3
N=8 n=3
N = 10 n=4
N = 12 n=5
Dyna Arch Fender Md Size
(performance grade dependant)
M3
M2
C
P
C
P
C
P
C
P
C
P
C
P
M1
250H
M22
M24
130
865
132.5
680
132.5
620
-
-
-
-
-
-
300H
M24
M27
140
870
140
685
137.5
625
140
790
145
715
140
674
400H
M27
M30
150
900
150
700
147.5
635
150
800
150
725
150
680
500H
M30
M36
160
930
160
715
157.5
645
160
810
165
730
160
686
600H
M30
M36
170
960
170
730
167.5
655
170
820
170
740
170
692
800H
M42
M48
180
1040
180
770
180
680
182.5
845
180
760
-
-
1000H
M42
M48
200
1100
200
800
200
700
-
-
-
-
-
-
Note: 1. All units in mm unless otherwise stated. 2. Dyna Arch fender base length L 2 = 2 x C + n x P, where n = number of pitch/pitches 3. “N” denotes number of bolts required. 4. Non-standard length, profiles and bolting patterns are available upon request.
© Copyright 2011 Bridgestone Corporation
21
MARINE FENDER SYSTEMS
One End Tapered
L1=1000
L1=1500
L1=2000
L1=2500
L1=3000
L1=3500
N=4 n=1
N=6 n=2
N=8 n=3
N=8 n=3
N = 10 n=4
N = 12 n=5
Dyna Arch Fender Md Size
(performance grade dependant)
M3
M2
C
P
C
P
C
P
C
P
C
P
C
P
M1
250H
M22
M24
-
-
-
-
-
-
300H
M24
M27
131.25 800 131.25 650 131.25 600 140
795
142.5
645
137.5
600
140
765
137.5
700
137.5
660
400H
M27
M30
150
800
150
650
150
600
152.5
765
150
700
150
660
500H
M30
M36
160
805
162.5
650
162.5
600
157.5
770
162.5
700
162.5
660
600H
M30
M36
170
810
170
655
167.5
605
170
770
165
705
170
662
800H
M42
M48
180
840
180
670
177.5
615
180
780
180
710
-
-
1000H
M42
M48
200
850
200
675
202.5
615
-
-
-
-
-
-
Note: 1. All units in mm unless otherwise stated. 2. Dyna Arch fender base length L 2 = 2 x C + n x P, where n = number of pitch/pitches 3. “N” denotes number of bolts required. 4. Non-standard length, profiles and bolting patterns are available upon request.
© Copyright 2011 Bridgestone Corporation
22
MARINE FENDER SYSTEMS
Both Ends Straight
L1=1000
L1=1500
L1=2000
L1=2500
L1=3000
L1=3500
N=4 n=1
N=6 n=2
N=8 n=3
N=8 n=3
N = 10 n=4
N = 12 n=5
Dyna Arch Fender Md Size
(performance grade dependant)
M3
M2
C
P
C
P
C
P
C
P
C
P
C
P
M1
250H
M22
M24
130
740
130
620
130
580
-
-
-
-
-
-
300H
M24
M27
140
720
140
610
137.5
575
140
740
140
680
137.5
645
400H
M27
M30
150
700
150
600
152.5
565
147.5
735
150
675
150
640
500H
M30
M36
160
680
160
590
160
560
162.5
725
160
670
162.5
635
600H
M30
M36
170
660
170
580
167.5
555
170
720
170
665
170
632
800H
M42
M48
180
640
180
570
182.5
545
177.5
715
180
660
-
-
1000H
M42
M48
200
600
200
550
197.5
535
-
-
-
-
-
-
Note: 1. All units in mm unless otherwise stated. 2. Dyna Arch fender base length L 2 = 2 x C + n x P, where n = number of pitch/pitches 3. “N” denotes number of bolts required. 4. Non-standard length, profiles and bolting patterns are available upon request.
© Copyright 2011 Bridgestone Corporation
23
MARINE FENDER SYSTEMS
6.
SUPER ARCH FENDER (SA)
The Super Arch fender was the first arch-type fender developed by Bridgestone as a multi-purpose fender. Since 1963, Super Arch fenders have been supplied to various ports throughout the world. The response was so well that it has been regarded as the representative of solid type fenders before the introduction of cell series fenders.
FEATURES OF SUPER ARCH FENDER • • • •
High energy absorption and low reaction force Highly durable as the internal stresses are dispersed throughout the fender body Close to 40 years of proven supply records Ease of installation
SUPER ARCH FENDER PERFORMANCE Fender Size
SA150H
SA200H
Perf. Grade
45.0% (Rated Deflection) Reaction Force (kN)
Energy Absorption (kN-m)
R1
127
6.53
R2
110
5.68
R1
169
11.60
R2
147
10.10
Note: 1. Fender performance is subject to the tolerance of max 10% for Reaction Force and -10% for Energy Absorption.
SUPER ARCH FENDER GENERIC PERFORMANCE CURVE
© Copyright 2011 Bridgestone Corporation
24
MARINE FENDER SYSTEMS
SUPER ARCH FENDER DIMENSIONS
Fender Size
H
A
W1
W2
F
e
f
k
T
t
Approx. Mass (kg/m)
SA150H
150
240
98
300
96
55
95
25
22.5
19
36
SA200H
200
320
131
400
128
75
105
29
30
21
62
SUPER ARCH FENDER FIXING BOLT LOCATIONS Super Arch Fender Size
Md
L1=1000 N=4 n=1
L1=1500 N=6 n=2
L1=2000 N=8 n=3
L1=2500 N=8 n=3
L1=3000 N = 10 n=4
L1=3500 N = 12 n=5
C
C
P
C
P
C
P
C
P
C
P
112.5
675
107.5
620
110
785
107.5
715
110
671
120
680
120
620
122.5
785
120
715
120
672
P
(A) Both Ends Tapered 855 150H M22 110 200H
M24
120
860
(B) One End Tapered 150H M22 108.75 820 108.75 660 109.75 606 112.25 771 108.75 705 108.75 664 810
120
655
117.5
605
120
770
121
702
122.5
661
(C) Both Ends Straight 780 150H M22 110
110
640
107.5
595
110
760
110
695
112.5
655
120
630
122.5
585
122
752
120
690
122.5
651
200H
200H
M24
M24
120
120
760
Note: 1. All units in mm unless otherwise stated. 2. Super Arch fender base length L 2 = 2 x C + n x P, where n = number of pitch/pitches 3. “N” denotes number of bolts required. 4. Non-standard length, profiles and bolting patterns are available upon request.
© Copyright 2011 Bridgestone Corporation
25
MARINE FENDER SYSTEMS
7.
SMALL CRAFT FENDERS
While tires and timber have been used in smaller wharves, such fenders cannot withstand long years of use and often need replacement. In addition, damages to the wharf structures installed with tires or timber are common. Therefore, the demand is increasing for fenders with higher impact absorption and wider area protection. Bridgestone is responding to this need by offering a full line of fenders and associated spare parts for small wharves. Small craft fenders offered by Bridgestone are as follows. 1) Cylindrical Fender (CY) 2) Super Turtle Fender (ST) 3) Turtle Fender (T) 4) Sealed Fender (S) 5) Wharf Header Protector (HT) 6) Safety Rubber Ladder (SL) 7) Super Arch Corner Fender (C-SA)
FEATURES OF SMALL CRAFT FENDERS • • • •
Improved safety with a wide breadth to height ratio of fenders Better structure protection improved by greater surface contact area on the vessel Wide selection of sizes and energy capacities Ease of installation
Super Turtle Fender
© Copyright 2011 Bridgestone Corporation
26
MARINE FENDER SYSTEMS
CYLINDRICAL FENDER (CY) Cylindrical fenders are among the first elastomeric fender types to be applied for wharf protection. They are simple, easy to install and can be used by a wide range of vessels.
© Copyright 2011 Bridgestone Corporation
27
MARINE FENDER SYSTEMS
CYLINDRICAL FENDER DIMENSIONS
Fender Size ØD x Ød (mm x mm)
Max. Length L (m)
Approx. Mass (kg/m)
Ø150 x Ø75
6.0
15
Ø200 x Ø100
6.0
27
Ø250 x Ø125
6.0
42
Ø300 x Ø150
6.0
60
Ø350 x Ø175
6.0
82
Ø400 x Ø200
6.0
107
Ø450 x Ø225
6.0
136
Ø500 x Ø250
6.0
167
Ø550 x Ø275
6.0
202
Ø600 x Ø300
6.0
241
Ø650 x Ø325
2.0
283
Ø700 x Ø350
2.0
328
Ø750 x Ø375
2.0
376
Ø800 x Ø400
2.0
428
Note: 1. Flexible length available upon request. Kindly contact Bridgestone.
© Copyright 2011 Bridgestone Corporation
28
MARINE FENDER SYSTEMS
SUPER TURTLE FENDER (ST150H/ ST200H) The model was developed from the very popular Turtle model. Several improvements were made such as 32.5° upper section incline to avoid snagging and ribbed construction to improve dependability.
PERFORMANCE AND DIMENSIONS Fender Size
Energy Absorption (kN-m)
H
A
W1
W2
L (m)
Approx. Mass (kg/m)
ST150H
6.07
150
375
195
435
1.0 to 3.5
48
ST200H
10.8
200
500
260
580
1.0 to 3.0
86
FIXING BOLT LOCATIONS Super Turtle Fender Size
Md
L=1000
L=1500
L=2000
L=2500
L=3000
L=3500
N=6 n=2
N=6 n=2
N=8 n=3
N = 10 n=4
N = 10 n=4
N = 12 n=5
C1 C2
P
C1 C2
P
C1
C2
P
C1 C2
P
C1 C2
P
C1 C2
P
ST150H M22 150 125 475 150 125 725 150 125 650 150 125 615 150 125 740 150 125 690 ST200H M24 150 121 515 150 131 760 150 126 675 150 131 630 150 131 755
-
-
Note: 1. All units in mm unless otherwise stated. 2. Fender performance is subject to the tolerance of max 10% for Reaction Force and -10% for Energy Absorption. 3. “N” denotes number of bolts required. 4. “n” denotes number of pitch/pitches. 5. Fender performance is on per meter length basis.
© Copyright 2011 Bridgestone Corporation
29
MARINE FENDER SYSTEMS
TURTLE FENDER (T100H/ T130H) Turtle fenders have a low surface pressure, minimizing the docking impact of even a small vessel's slight wharf contact. Its effect on weaker vessels is minor.
PERFORMANCE AND DIMENSIONS Fender Size
Energy Absorption (kN-m)
H
A
W1
W2
L (m)
Approx. Mass (kg/m)
T100H
2.70
100
235
210
300
0.5 to 1.5
27
T130H
4.56
130
235
180
300
0.5 to 1.5
31
FIXING BOLT LOCATIONS
Turtle Fender Size
T100H T130H
Md
L1
L=500
L=1000
L=1500
N=4 n=1
N=4 n=1
N=6 n=2
C
P
L1
C
P
L1
C
P
M22 / M20 * 400 125 250 910 200 600 1420 300 450 M24
380 125 250 880 200 600 1380 300 450
Note: 1. All units in mm unless otherwise stated. 2. Fender performance is subject to the tolerance of max 10% for Reaction Force and -10% for Energy Absorption. 3. “N” denotes number of bolts required. 4. “n” denotes number of pitch/pitches. 5. Fender performance is on per meter length basis. 6. Bolt size of M20 is used for T100H with 500mm length.
© Copyright 2011 Bridgestone Corporation
30
MARINE FENDER SYSTEMS
SEAL FENDER (S100H/ S130H) Designed with a larger buffer area, minimize the docking impact of even FRP vessels.
PERFORMANCE AND DIMENSIONS Fender Size
Energy Absorption (kN-m)
H
A
W1
W2
L (m)
Approx. Mass (kg/m)
S100H
2.70
100
240
180
300
0.5 to 2.0
22
S130H
4.56
130
240
170
300
0.5 to 2.5
31
FIXING BOLT LOCATIONS L=500
L=1000
L=1500
L=2000
L=2500
L=3000
N=4 n=1
N=4 n=1
N=6 n=2
N=8 n=3
N=8 n=3
N = 10 n=4
Seal Fender C
P
C
P
C
P
C
P
C
P
C
P
S100H M22
110
330
110
830
110
665
110
610
111
776
111
707
S130H M22
110
330
110
830
110
665
110
610
111
776
111
707
Size
Md
Note: 1. All units in mm unless otherwise stated. 2. Fender performance is subject to the tolerance of max 10% for Reaction Force and -10% for Energy Absorption. 3. “N” denotes number of bolts required. 4. “n” denotes number of pitch/pitches. 5. Fender performance is on per meter length basis.
© Copyright 2011 Bridgestone Corporation
31
MARINE FENDER SYSTEMS
SUPER ARCH CORNER FENDER (C-SA) Super Arch corner fenders are used as wharf corner protectors. The smallest sizes of 100H & 130H are designed without inner hollow section
DIMENSIONS Fender Size
Md1
A
H
W1
W2
L
P
C
k
T
t
Approx. Mass (kg)
100H
M22
240
100
130
300
500
200
75
25
22.5
16.5
40
130H
M22
240
130
111
300
500
200
75
25
22.5
16.5
45
150H
M22
240
150
98
300
500
200
75
25
22.5
19.0
41
200H
M24
320
200
131
400
750
350
100
29
30.0
21.0
100
250H
M27
410
250
164
500
750
350
100
32
37.5
23.0
148
250H
M27
410
250
164
500
1000
550
150
32
37.5
23.0
183
Note: 1. All units in mm unless otherwise stated.
© Copyright 2011 Bridgestone Corporation
32
MARINE FENDER SYSTEMS
W FENDER (W230H) W fenders have a wide contact surface and provide low surface pressure, an innovation made with Dyna Slide technology onto Bridgestone’s original W fenders that are widely supplied all across Japan. Combining a W200 fender and 30mm thick UHMW-PE pads through well controlled vulcanization processes, the superior product of W230H was produced. 2k
U
C
nxP
W
A C
W
k
UHMW-PE PAD
T
Fixing Bolt N - Md
L
H
PERFORMANCE AND DIMENSIONS Fender Size W230H
40.0% (Rated Deflection) Reaction Energy Force Absorption (kN) (kN-m) 107
6.71
H
W1
W2
T
U
L
Approx. Mass (kg/m)
230
600
24
24
30
2000
105
FIXING BOLT LOCATIONS Fender Size
Md
N
k
A
C
n
P
W230H
M20
6
23
750
200
2
800
Note: 1. All units in mm unless otherwise stated. 2. Fender performance is subject to the tolerance of max 10% for Reaction Force and -10% for Energy Absorption. 3. “N” denotes number of bolts required. 4. “n” denotes number of pitch/pitches. 5. Fender performance is on per meter length basis
© Copyright 2011 Bridgestone Corporation
33
MARINE FENDER SYSTEMS
WHARF HEAD PROTECTOR (HT20H) Wharf head protector minimizes scraping damage to vessels and wharf heads caused by rising and falling tides.
DIMENSIONS Type of wharf
H1
H2
W1
W2
L (m)
New Construction
20
22
100
102
0.5 to 1.8
Existing Concrete
20
-
100
102
0.5 to 1.0
Note: 1. All units in mm unless otherwise stated.
© Copyright 2011 Bridgestone Corporation
34
MARINE FENDER SYSTEMS
SAFETY RUBBER LADDER (SL150H/ SL200H/ SL250H) Provides an alternative to metal ladders.
DIMENSIONS Ladder Size
Md
H
W1
W2
S
SL150H
M22
150
650
800
30
SL200H
M24
200
650
850
30
SL250H
M27
250
700
950
30
L (m)
0.9 to 3.0
FIXING BOLT LOCATIONS L
n
Mounting Bolt Pitch
Nx2
900
3
300 + 300 + 300
2x2
1200
4
300 + 600 + 300
2x2
1500
5
300 + 600 + 300 + 300
3x2
1800
6
300 + 2x600 + 300
3x2
2100
7
300 + 600 + 300 + 600 + 300
4x2
2400
8
300 + 3x600 + 300
4x2
2700
9
300 + 2x600 +300 +600 + 300
5x2
3000
10
300 + 4x600 + 300
5x2
Note: 1. All units in mm unless otherwise stated.
© Copyright 2011 Bridgestone Corporation
35
MARINE FENDER SYSTEMS
8.
THE ACCESSORIES OF FENDER SYSTEM
The requirement of marine fender system accessories varies in accordance with the type of fenders and the design complexity. The design of these accessories complies with the stringent quality control policy. The typical accessories assembly of Hyper Cell Fender is shown as follows.
Note: 1. Chain and pad arrangement illustrated is typical, but will vary depending upon job site conditions. Bridgestone should be consulted for the final layout. 2. All colors shown are for identification purposes only. The actual offer may differ. Please consult Bridgestone for further information regarding the standard colors available.
MAJOR ACCESSORIES Accessory
Typical Functions
Anchor Bolt
Attaches the fender to the wharf or structure
Frame Fixing
Attaches the fender panel to the fender
Fender Panel
Protects the vessel hull by regulating the average contact pressure
Frontal Pad
Reduces the friction coefficient to protect the vessel hull
Shear Chain
Restrains shear deflection of fenders (Optional)
Tension Chain
Restrains extension of fenders (If necessary)
Weight Chain
Supports the fender panel weight (If necessary)
© Copyright 2011 Bridgestone Corporation
36
MARINE FENDER SYSTEMS
FENDER PANEL Cell series fender systems (Hyper Cell or Super Cell) are typically designed with fender panels. The fender panel helps to reduce the concentrated load acting on the vessel hull by distributing the force across the flat frame surface. The fender panel size can be altered so that the average hull pressure does not exceed the allowable hull pressure requirements, protecting the vessel hull effectively. There are 2 types of fender panel constructions, namely open and sealed. Sealed frames are also sometimes known as boxed frames. Generally, the open type fender panel facilitates the ease of checking of the internal structure whereas the sealed type is relatively superior in corrosion protection. The fender panel can be chamfered or cornered at the top, bottom or side edges, depending on the types of vessels and hull constructions to avoid snagging of the belted vessel.
Open Frame:without back plate
Closed Frame:with back plate
Chamfered Frame
Protective Coating Protective coating is essential to safeguard the fender panel performance under the corrosive marine conditions. The epoxy protective coating system is recommended in accordance with ISO 12944 (1), which complies with the expected durability of “High” under the seawater splash zone environment. Typical Coating System Specification(2):
(1) (2)
Surface Preparation
:
SSPC.SP10 / SIS SA 2.5
Primer Coat
:
Organic Zinc Rich Primer --- 20 ~ 50 micron
Intermediate/ Top Coat
:
High Build Solids Epoxy --- Min. 2 Coats
Total Dry Film Thickness
:
Min. 450 micron
Colour
:
Black
ISO 12944- Paints and varnishes — Corrosion protection of steel structures by protective paint systems Alternative to the stated coating system are available upon request and are subjected to evaluation
Cathodic Protection Sacrificial anodes (Zinc or Aluminium) can be installed on frames for additional corrosion protection apart from protective coating against the severe marine environment. The weight of the anode is determined by the number of years of protection. Please consult Bridgestone for the required number of anodes.
© Copyright 2011 Bridgestone Corporation
37
MARINE FENDER SYSTEMS
FRONTAL PAD AND FIXINGS The Ultra High Molecular Weight (UHMW) polyethylene pads are fixed to the face of the fender panel to minimize surface friction when the fender panel comes into contact with the vessel hull. There are 2 types of pads, namely flat pads and corner pads, with size up to 1000 mm x 1000 mm depending on the orientation and size of the designed fender panel. Typically, black or blue UHMW polyethylene pads are offered. The below are the typical properties of UHMW pads: UHMW PE Pad Properties
Values 0.93-0.95
Specific weight Hardness
Shore D 60-70
Tensile strength
Min. 15 N/mm2 >50%
Elongation Friction coefficient
Max. 0.2
Izod Impact Strength
No break
Note: 1. The above pad properties are typical in standard product. Non-typical pad properties are available upon request.
Pads and fixings on the fender panel
The Pad Fixings Bridgestone has an unique pad fixings design that differed from the conventional stud bolt design where the stud bolt is easily damaged during the handling. The M16 fixing bolts are used to fix the frontal pads to the welded nuts on the faceplate of the fender panel. The below shows the crosssectional view of pad fixings for both open and sealed fender panels.
© Copyright 2011 Bridgestone Corporation
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MARINE FENDER SYSTEMS
ANCHORS AND FRAME FIXINGS Bridgestone marine fender systems can be easily installed by using fixing bolts or anchor bolts regardless of wharf types: be it new or existing, a steel structure or a concrete structure. Typically, super bolts are used for new concrete structure while resin anchors are used for existing concrete structure. For new or existing steel structure, conventional bolts are usually used. In the case of super bolts, the embedded portion will be cast into the concrete, providing a threading part (sleeves) in which the bolt is installed. For resin anchors, the bolt is secured to the concrete structure with the chemical resins acting as a bonding agent. The below diagrams provide a clear illustration on the fixing mechanism of super bolts and resin anchors.
Frame Fixing Frame fixings enable the fender panel to be fixed on the fender body. Different types of fenders require different types of frame fixings and fixing arrangement. The below diagrams illustrate the frame fixings configurations for Super Cell (SUC) fenders and Hyper Cell (HC) fenders.
© Copyright 2011 Bridgestone Corporation
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MARINE FENDER SYSTEMS
Typical Super Bolt Dimensions
Bolt
Anchor
Bolt Size (M)
H
Y
G1
i
L
G2
M20 M22 M24 M27 M30 M36 M42 M48 M56 M64
13 14 15 17 18.7 22.5 26 30 35 40
30 34 36 41 46 55 65 75 85 95
65 65 70 75 75 85 90 120 125 130
50 50 55 60 60 70 75 95 100 105
145 165 175 200 225 270 325 360 435 475
50 55 55 60 60 70 85 95 105 115
Approx. Mass (kg) 1.0 1.4 1.7 2.4 3.0 5.2 7.7 11.1 17.4 24.1
Typical Resin Anchor Bolt and Nut Dimensions
Bolt Size (M) M20 M22 M24 M27 M30 M36 M42 M48 M56 M64
H
Y
L1
L2
D
L
Approx. Mass (kg)
16 20.2 22.3 24.7 26.4 31.9 34.9 38.9 45.9 52.4
30 34 36 41 46 55 65 75 85 95
10 10 10 10 10 10 10 10 10 10
140 145 170 190 210 260 330 400 480 515
24 28 30 32 38 46 55 60 65 75
140 145 170 190 210 260 330 400 480 515
0.8 1.0 1.2 1.7 2.3 4.1 6.0 8.6 13.5 18.6
Nut
Drill Hole Diameter & Depth
Anchor
Note: 1. All units in mm unless otherwise stated. 2. Bolt length and washer size may differ in accordance with the fixing application.
© Copyright 2011 Bridgestone Corporation
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MARINE FENDER SYSTEMS
CHAIN SYSTEM AND CHAIN FIXING ANCHOR The chain system is comprised of the combination of shackles and common links secured between the fender panel and the chain fixings on the wharf structure. A typical chain system is designed with a safety factor of 3 against the breaking load. The adjustable shackle is designed, depending on the functionality of the chain in the marine fender system design.
Chain Fixing Anchor There are 2 types of chain fixings generally used, as described below:
U-Anchor U-Anchors are used with new concrete structure. For further embedding strength, the U-anchor can be welded to the structural reinforcement bars before casting.
Bracket Brackets are used with existing concrete structure. Typically, the bracket is secured to the wharf by using resin anchors or steel structure by using bolt, nut and washer.
© Copyright 2011 Bridgestone Corporation
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MARINE FENDER SYSTEMS
ACCESSORIES MATERIAL SPECIFICATIONS ALTERNATIVE STANDARD ACCESSORIES
MATERIALS
GRADE
EN Grades USA Std
British Std
SS400 in JIS G 3101
ASTM A36
BS4360-86 Gr.43A
1.0037
SM490 in JIS G 3106
ASTM A633 Gr.C
BS4360-86 Gr.50A
1.0045
UHMW Polyethylene
-
-
-
-
Bolt, Washer, Flange, Anchor Plate & Bar
Mild Steel
SS400 in JIS G 3101
ASTM A36
BS4360-86 Gr.43A
1.0037
Sleeve
Stainless Steel
SUS304 / SUS316 in JIS G 4303, 4304
AISI 304 AISI 316
BS970 Gr. 304 BS970 Gr. 316
1.4301 1.4401
Bolt & Nut
Stainless Steel
SUS304 / SUS316 in JIS G 4303, 4304
AISI 304 AISI 316
BS970 Gr. 304 BS970 Gr. 316
1.4301 1.4401
Washer
Mild Steel
SS400 in JIS G 3101
ASTM A36
BS4360-86 Gr.43A
1.0037
Resin Capsule
Polyester Resin
-
-
-
Mild Steel
SS400 in JIS G 3101
ASTM A36
BS4360-86 Gr.43A
1.0037
Bolt & Washer
Mild Steel
SS400 in JIS G 3101
ASTM A36
BS4360-86 Gr.43A
1.0037
Nut
Stainless Steel
SUS304 / SUS316 in JIS G 4303, 4304
AISI 304 AISI 316
BS970 Gr. 304 BS970 Gr. 316
1.4301 1.4401
Stainless Steel
SUS304 / SUS316 in JIS G 4303, 4304
AISI 304 AISI 316
BS970 Gr. 304 BS970 Gr. 316
1.4301 1.4401
Steel Bars for Chains
SBC490 (1) in JIS G 3105
-
-
-
Carbon Steel
S25C in JIS G 4051
ASTM A575 Gr. 1025
BS970 Gr. 060A25
-
Carbon Steel
S25C / S45C in JIS G 4051
ASTM A575 Gr.1025 / Gr.1045
BS970 Gr. 060A25 BS970 Gr. 060A45
-
Stainless Steel
SUS304 / SUS316 in JIS G 4303, 4304
AISI 304 AISI 316
BS970 Gr. 304 BS970 Gr. 316
1.4301 1.4401
Mild Steel
SM490 in JIS G 3106
FENDER PANEL
Fender panel
Frontal Pad
Mild Steel
Resin Anchor
Super Bolt
FIXING BOLTS
Frame Fixing
Bolt, Nut & Washer
Pad Fixing Bolt CHAINS Tension Chain Weight Chain Shear Chain SB Shackle Adj. Shackle CHAIN ANCHORS
U-Anchor
Bracket
ASTM A633 Gr. C BS4360-86 Gr.50A
1.0045
Note: 1. SBC 490 in JIS G 3105 is standard of steel bars for chains; hence no equivalent US standard exists. ASTM states the standard for the chain itself, not the material.
© Copyright 2011 Bridgestone Corporation
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MARINE FENDER SYSTEMS
9.
MARINE FENDER DESIGN GUILDELINES
MARINE FENDER DESIGN FLOW CHART
DEFINITIONS OF VESSEL PARAMETERS Parameters
Definitions
Dead Weight Tonnage, DWT
The total mass of cargo, stores, fuels, crew and reserves with which a vessel is laden when submerged to the summer loading time
Displacement Tonnage, DT
Total mass of the vessel and its contents
Gross Tonnage, GT
Gross internal volumetric capacity of the vessel as defined by the rules of registering authority and measured in units of 2.83 m3
Length Overall, Loa
Overall length of the vessel
Length measured between aft and fore perpendicular or Length Between Perpendicular, Lpp along the waterline from forward surface of the stem to the after surface of the sternpost Molded Breadth, B
Beam or width of the vessel
Molded Depth, D
Total height of the ship
Full Load Draft, d
Height of vessel below sea water level during full load
© Copyright 2011 Bridgestone Corporation
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MARINE FENDER SYSTEMS
BERTHING ENERGY CALCULATIONS The kinetic energy of a vessel can be represented by the following formula:
E=
½·M·v2
Where: E = Kinetic energy of the vessel (kNm) M = Mass of the vessel (=water displacement in tonnes) v = Speed of the approaching vessel perpendicular to the berth (m/s) The effective berthing energy of a vessel can be corrected from the kinetic energy as follows:
E= Where: E M v Ce Cm Cs Cc
½ · M · v 2 · Ce · Cm · Cs · Cc
= Effective berthing energy (kNm) = Mass of design vessel (displacement in tonnes) = Approach velocity of vessel perpendicular to the berth (m/s) = Eccentricity factor = Virtual mass factor = Softness factor = Berth configuration factor or cushion factor
BERTHING VELOCITY The berthing velocity can be estimated from the figure below.
a. Good berthing conditions, sheltered. b. Difficult berthing conditions, sheltered. c. Easy berthing conditions, exposed. d. Good berthing conditions, exposed. e. Navigation conditions difficult, exposed.
Design berthing velocity as function of navigation conditions and size of vessel (Brolsma et al, 1977)
© Copyright 2011 Bridgestone Corporation
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MARINE FENDER SYSTEMS
MASS COEFFICIENT (Cm) Vasco Costa According to Vasco Costa, when a vessel berths, a certain volume of water will be ‘pulled’ together, creating a virtual mass. This volume is equivalent to d × d × Lpp. Since the virtual mass will be created on both sides of the vessel, the volume of water = 2d × d × Lpp and the volume of the vessel = Lpp × B × d. Hence, the total volume of berthing is as follows: 2
Volume = L pp ⋅ B ⋅ d + 2 ⋅ d ⋅ L pp
⎛ ⎝
= L pp ⋅ B ⋅ d ⋅ ⎜ 1 +
2⋅d⎞
⎟
B ⎠
Thus, Mass coefficient (Cm) can be calculated by the following formula: 2d Cm = 1 + for broadside berthing B
Cm = 1 +
2d
for bow/ stern berthing
L pp
Where: Lpp = Length of vessel’s hull between perpendiculars (m) B = Breadth of the vessel (m) d = Draft of vessel (m) This formula was published in 1964 and is also used by the British Standards BS6349: Part 4. It is valid under the following circumstances: • the keel clearance shall be more than 0.1 × d • the vessel's velocity shall be more than 0.08 m/s.
Shigeru Ueda The formula of Shigeru Ueda originates from 1981 and is based on model experiments and field observations. Cm is given by the formula:
Cm = 1 +
Cm = 1 +
π
⋅
d
π
⋅
d
for bow/stern berthing.
2 ⋅ Cb L pp
Block coefficient, Cb = Where: DT Lpp B d ρ
for broadside berthing;
2 ⋅ Cb B
L pp
DT ⋅B ⋅ d⋅ ρ
= Displacement tonnage of the vessel (tonnes) = Length of vessel’s hull between perpendiculars (m) = Breadth of the vessel (m) = Draft of vessel (m) = Density of water (1.025 ton/m3 for seawater)
© Copyright 2011 Bridgestone Corporation
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MARINE FENDER SYSTEMS
ECCENTRICITY FACTOR (Ce) In most cases, a vessel berths with either the bow or stern at an angle of a certain degree to the wharf or dolphin. At the time of berthing, the vessel turns simultaneously. For this reason, the total kinetic energy held by the vessel is consumed partially in its turning energy and the remaining energy is conveyed to the wharf.
This remaining energy is obtained from the kinetic energy of a vessel by correction with the eccentricity factor, Ce and may be calculated by means of the following equation:
Ce =
K
2
+ R 2 ⋅ cos 2γ 2 2 K +R
Where: K = Radius of gyration of the ship (m) Generally between 0.2L and 0.25L K also can be obtained from the following formula: K = (0.19 Cb + 0.11) Lpp Where: Cb Lpp R γ
= Block coefficient = Length of vessel’s hull between perpendiculars (m) = Distance of the point of contact from the center of mass (m) = Angle between the line joining the point of contact to the center of mass and the velocity vector (°)
The above expression is often simplified by assuming γ = 90°, resulting in
Ce =
K
2
K +R 2
2
=
© Copyright 2011 Bridgestone Corporation
1
⎛R⎞ 1+ ⎜ ⎟ ⎝K ⎠
2
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MARINE FENDER SYSTEMS
Hence, generally Ce is assumed to be as follows, unless otherwise specially requested: Berthing Method
Berthing Schematic Diagram
Ce
1/4 Point Berthing
0.5
1/3 Point Berthing
0.7
End Berthing
1.0
SOFTNESS COEFFICIENT (Cs) The softness coefficient allows for the portion of the impact energy that is absorbed by the elastic deformation of the ship’s hull. Little research into energy absorption by a vessel hull has taken place, but it has been generally accepted that the value of Cs lies between 0.9 and 1.0. In the absence of more reliable information, a figure of 1.0 for Cs is recommended when a soft fender system is used, and between 0.9 and 1.0 for a hard fender system. A hard fender system can be considered one in which the deflections of the fenders under impact from design vessels are less than 0.15m. A soft fender system has fender deflections greater than 0.15m under the same impacts.
© Copyright 2011 Bridgestone Corporation
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MARINE FENDER SYSTEMS
CONFIGURATION COEFFICIENT (Cc) The berth configuration coefficient allows for the portion of the ship’s energy, which is absorbed by the cushioning effect of water trapped between the ship’s hull and the quay wall. The value of Cc is influenced by the type of quay construction, the distance from the side of the vessel, the berthing angle, the shape of the ship’s hull, and the under keel clearance. The following figures are generally applied in each case: Open Structure
Semi Open Structure
Closed Structure (Gravity)
Cc = 1.0
Cc = 0.9 ~ 1.0
Cc = 0.8 ~ 1.0
FACTOR OF ABNORMAL BERTHING An abnormal impact occurs when the normal calculated energy to be absorbed at impact is exceeded. This is to account for the scenario of accidental occurrences. The reasons for abnormal impacts among others can be mishandling, malfunction, exceptionally adverse wind or current, or a combination of them. The factor for abnormal impact may be applied to the berthing energy as calculated for a normal impact to arrive at the abnormal berthing energy. This factor should enable reasonable abnormal impacts to be absorbed by the fender system without damage. It would impracticable to design for an exceptionally large abnormal impact and it must be accepted that such an impact would result in damage. Size
Factor of Abnormal Berthing
Tanker and Bulk Cargo
Largest Smallest
1.25 1.75
Container Vessel
Largest Smallest
1.5 2.0
General Cargo
-
1.75
Ro-Ro and Ferries
-
2.0 or higher
Tugs, Work Boats, etc
-
2.0
Type of Vessel
© Copyright 2011 Bridgestone Corporation
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MARINE FENDER SYSTEMS
CASE STUDY: FENDER SELECTION The fender selection is based on the minimum energy absorption and maximum reaction force requirements. Typically, the berthing conditions are taken into considerations when selecting a fender.
Design Vessel Data and Berthing Energy DWT (ton)
DT (ton)
L (m)
B (m)
D (m)
d (m)
v (m/s)
Berthing Energy (kN-m)
100000
140000
275.0
42.0
25.00
12.50
0.125
872.4
Vessel Type General Cargo
Berthing Conditions: Berthing Angle: Flare Angle :
10 degrees 5 degrees
Angular Effects: Angular effects determine the performance of a fender. The angular performance obtained by multiplying the normal performance (Ø=0°) by the angular correction factor should be equal to or greater than the effective berthing energy. E ≤ Ea = En x ACFE Where,
E En Ea ACFE
: : : :
Effective Berthing Energy Energy Absorption at Normal Compression Energy Absorption at Angular Compression Angular Correction Factor for Energy Absorption
Moreover, the following equation should be utilized when there is any limit in the reaction force to a wharf structure. Rmax ≥ Ra = Rn x ACFR Where,
Rmax Rn Ra ACFR
: : : :
Maximum Allowable Reaction Force Reaction Force at Normal Compression Reaction Force at Angular Compression Angular Correction Factor for Reaction Force
Angular Correction Factor of 10° Compression angle ACFE
0.972
ACFR
1.000
The Fender Selection As Follows: Hyper Cell Fender HC1150H(J4)x1x1 Design Performance (Normal 67.5 % Compression)
Design Performance Compression Angle 10°
989
961
1620
1620
Energy Absorption (kN-m) Reaction Force (kN)
The calculated effective berthing energy will be fully absorbed by the HC1150H(J4)x1x1 under the angular berthing condition of 10 degrees. © Copyright 2011 Bridgestone Corporation
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MARINE FENDER SYSTEMS
MULTIPLE-FENDER CONTACT AND FENDER PITCH For continuous wharves, the quantity of fenders in contact with the vessel hull depends on the fender pitch. Larger-than-required pitches may result in insufficient energy absorption or the vessel hull hitting the wharf structure. On the other hand, smaller-than-required pitches may result in uneconomical marine fender systems being designed. Generally, British Standard: Maritime Structures, BS 6349 is used as a reference to estimate the fender pitch by considering the minimum vessel length. The study of multiple fender contact helps to determine the most optimum fender system and fender pitch by considering the possible berthing scenarios of both maximum and minimum vessels. Two important aspects are taken into consideration in the study of multiple fender contact: • •
Energy absorption of each fender involved Clearance between the vessel hull and the wharf structure.
In the analysis, the Combined Energy Capacity (EAC) based on the performance of multiple fenders in contact with the vessel hull is evaluated. There are two worst-case scenarios of vessels coming into contact with fender systems: • •
2-fender Contact 1-fender Contact
or or
4, 6, 8-fender Contact, if any (even number) 3, 5, 7-fender Contact, if any (odd number)
This is illustrated in figures below respectively.
The berthing energy of the vessel should be fully absorbed by a number of fender systems under the acceptable compression level of fenders.
© Copyright 2011 Bridgestone Corporation
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MARINE FENDER SYSTEMS
4-Fender Contact In a 4-fender contact case, the center vessel hull is at a distance H from the berthing line, when the vessel hull just contacts with the center of both fender systems F1 and F4. At the same time, F2 and F3 are compressed with h deflection. The distance H and h can be related with the total fender pitch S and hull radius R as follows.
⎛ ⎝
⎛ ⎝
H = R ⋅ ⎜ 1 − cos⎜ sin - 1
⎛ ⎝
⎛ ⎝
h = R ⋅ ⎜ cos⎜ sin − 1
S ⎞⎞ ⎟⎟ 2R ⎠ ⎠
For S = 3 x Fender Pitch (P)
P ⎞ ⎛ - 1 S ⎞⎞ ⎟ − cos⎜ sin ⎟⎟ 2R ⎠ 2R ⎠ ⎠ ⎝
When the center vessel hull goes in further by a distance δ, the total displacement becomes H + δ. Fender systems (F1 & F4) are being compressed by δ. Therefore, the Combined Energy Capacity (EAC) when the center vessel hull goes in by a distance H + δ from the berthing line can be calculated as follows.
EAC = (Energy absorption of F1 & F4 at δ) + (Energy absorption of F2 & F3 at h + δ)
3-Fender Contact In a 3-fender contact case, the center vessel hull is at a distance H from berthing line (with the middle fender system G2 being compressed with a distance H), when the vessel hull just contacts with the center of both fender systems G1 and G3. The distance H can be related with the fender pitch S and hull radius R as follows.
⎛ ⎝
⎛ ⎝
H = R ⋅ ⎜ 1 − cos⎜ sin - 1
S ⎞⎞ ⎟⎟ 2R ⎠ ⎠
For S = 2 x Fender Pitch (P)
When the center vessel hull goes in further by a distance δ, the total displacement becomes H + δ. The fender system G2 is compressed by a distance H + δ and the adjacent fender systems (G1 & G3) are being compressed by δ. Therefore, the Combined Energy Capacity (EAC) when the center vessel hull goes in by a distance H + δ from the berthing line is calculated as follows.
EAC = (Energy absorption of G2 at H +δ) + (Energy absorption of G1 & G3 atδ)
Vessel Hull Clearance From The Wharf Structure The Combined Energy Capacity (EAC) shall equal to or exceed the berthing energy of the vessel. The Combined Energy Capacity (EAC) is then used to determine the displacement δ. With the maximum displacement δ, the clearance between the vessel hull and the wharf k and between the frame and the wharf j can be calculated. The both distances shall be kept at a safe distance.
© Copyright 2011 Bridgestone Corporation
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MARINE FENDER SYSTEMS
DESIGN BY BERTH CONSIDERATIONS Allowable Maximum Reaction Force The allowable reaction force varies from berth to berth. Specifically, the pile-constructed wharf and dolphin has a low limit of allowable reaction force, compared to the gravity wharf. The reaction force of a selected fender should be less than the maximum allowable reaction force (Rmax).
Allowable Installation Area When the installation area is limited due to the dimensions of the wharf, the fendering system should have a compact layout while satisfying the required performance. The minimum area for installing Super Cell Fender or Hyper Cell Fender is determined by the flange diameter. For arch-type fenders, the minimum area for installation is governed by the width and length of the fender legs. Apart from the fender body itself, the minimum area of installation is also determined by the locations of the system accessories. As a reference, the distance from the edge of the concrete to the outermost anchor position (Lc) shall be equal to or larger than the length of the embedded anchor bolts (L). Please refer to the below diagram for clarity.
© Copyright 2011 Bridgestone Corporation
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MARINE FENDER SYSTEMS
Allowable Standoff of Fender System There are cases in which the projection of the fendering system should be within the height governed by the accessible distance of the loading arm or gantry crane. In such case, it is recommended the fender system is designed with multiple fenders to overcome the standoff limitation imposed by a single large fender body. On the other hand, it is important to ensure that on rated compression of the fender system, should the vessel be kept in a safe clearance from the protruded section of the wharf structure.
Other Considerations There are times whereby certain information is available or pre-determined. It is important to inform Bridgestone by providing this available information to ensure optimum design output.
© Copyright 2011 Bridgestone Corporation
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MARINE FENDER SYSTEMS
DESIGN BY VESSEL CONSIDERATIONS Allowable Average Face Pressure The average face pressure is calculated by dividing the designed reaction force of the fender by the area of the flat surface of the fender panel. This flat surface excludes chamfers of the fender panel.
Average Face Pressure, P = Where, R A Pa W H We He
R A
≤ Pa
: Design Reaction Force : Flat Area of Fender panel ( A = We x He ) : Allowable Face Pressure : Fender panel Width : Fender panel Height : Effective Width : Effective Height
The allowable face pressure differs with the type and size of the vessels shown as follows: Type of Vessel
Allowable Face Pressure (kN/m2)
Container Vessel 1st & 2nd Generation
< 400
3rd Generation (Panamax)
< 300
4th Generation
< 250
5th & 6th Generation (Superpost Panamax)
< 200
General Cargo ≤ 20,000 DWT
400 - 700
>20,000 DWT
< 400
Oil Tanker ≤ 60,000 DWT
< 300
>60,000 DWT
< 350
VLCC
< 200
Gas Tanker LNG / LPG tanker
< 200
Carriers Bulk & Ore Carrier
< 200
Belted Vessel Ferry
Belted or < 300
Passenger
Belted or < 300
Ro-Ro Vessel
Belted or < 300
© Copyright 2011 Bridgestone Corporation
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MARINE FENDER SYSTEMS
The Curvature of Vessel Hull In general a vessel has curvature in horizontal and vertical directions. Fender compression is largely affected by vessel curvature. Vessel Hull Curvature in Vertical Direction Vessels such as general cargo carriers and oil tankers have nearly straight vertical hull. On the other hand, container vessels have complex hull curvature. it is therefore necessary to design a fender system by taking this curvature into account. In this case, the fender system typically experiences angular compression when it comes into contact with the vessel hull. If the fender system is installed at a low position of the wharf, it is important to ensure the vessel hull is in a safe clearance when the fender system is being compressed up to the designed deflection.
Vessel Hull Curvature in Horizontal Direction As vessels have nearly straight curvature profile around the contact area with the fender system in the horizontal direction, the vessel curvature consideration is normally not taken into account. However, in some cases, if the curvature profile is not straight about the contact area, as shown in the sketch, it is necessary to determine the spacing of fender systems to prevent the vessel from hitting the wharf.
Where, P = Fender Spacing H = Fender Height θ = Berthing Angle R = Hull Radius of Curvature
P =
© Copyright 2011 Bridgestone Corporation
4 ⋅H⋅R - H
2
55
MARINE FENDER SYSTEMS
Vessel Contact Elevation Low Contact of Vessel Low contact occurs when the freeboard elevation of the berthing vessel at low water level is below the fender centerline elevation. This occurrence causes the fender to elongate. Tension chains are designed to restrict the fender elongation. As the fender is compressed at a certain angle during low contact, the fender energy absorption capacity is reduced. Remark: For low contact, the mooring condition may be more severe than the berthing condition. Mooring analysis shall be considered in the case of open sea with little protection.
Belt Contact For some vessels, the vessel hull comes with metallic, rubber or wooden protrusions for protection. These protruded objects are referred to as belts. Most ferries, passenger vessels & Ro-Ro vessels are designed with belts. The existence of belts affects the design of the fender panel of fender systems. Belt contact results in a two-point contact bending moment on the fender panel. Further, the belt exerts a stress on the faceplate of the fender fender panel. To withstand this stress, the fender panel faceplate is specially reinforced.
© Copyright 2011 Bridgestone Corporation
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MARINE FENDER SYSTEMS
FENDER PANEL DESIGN Frame Size The fender panel size is determined by the allowable face pressure of the vessel. The vessel contact elevation and frame visibility at different tidal levels, in some cases, affect the designed frame size.
Design Strength The fender panel is designed considering the below cases: • • •
Single-Line Load Contact (Angular contact loads) Two-Line Load Contact (For belted vessel contact only) Midpoint Load Contact (For more than two fenders system only)
Minimum Steel Plate Thickness The minimum steel plate thickness for the fender panel construction is as follows. • • •
One-surface exposed plate: Two-surface exposed plate: Internal plate:
9 – 10 mm 12 mm 8 mm
Chamfered Edges When the vessel hull comes with a belt, the fender panel is normally designed with a top and bottom chamfered edge, allowing the belt to slide on. The dimension of the belt is essential to determine the required chamfer size.
© Copyright 2011 Bridgestone Corporation
57
MARINE FENDER SYSTEMS
CHAIN SYSTEM DESIGN Restraint chains may be used in a fender system to control the allowable design limit under its design conditions. The chain is emerged in a fender system in three categories such as tension, weight and shear chain, which has its functions and necessity of existence.
Tension Chain Tension chains are required to restrict the elongation of a fender within its allowable limits during angular compression. It is typical to use upper and/or lower tension chains if limits are exceeded.
Weight Chain When the weight of the accessories supported by the fender are over its allowable limit, weight chains should be installed. In some instances, top tension chains are also necessary to avoid tilting of frame whenever weight chains are fixed to the frame below the fender centerline in the elevation plane.
Shear Chain Bridgestone’s cell-type fender systems (SUC and HC) have high allowable limits of shear performance and superior resistance to shearing. The UHMW-PE low friction pads (μ = 0.2) coupled with this superior shearing performance of the cell fenders enable the cell fenders to perform well even without shear chain. However, if shearing deflection needs to be limited for other reasons, a pair of shear chains should be installed symmetrically. The shear chain may have a share-function with the tension chains and weight chains.
© Copyright 2011 Bridgestone Corporation
58
MARINE FENDER SYSTEMS
FIXINGS AND ANCHORS DESIGN Under the operation conditions, the fixings and anchors of a fender system are subject to • an axial pull out force when fender elongates and • shearing force when fender is compressed and simultaneously sheared downward.
The maximum axial pull-out force and shearing force are used to evaluate the material strength of the fixings and the concrete embedded anchor strength, as summarized below.
Where,
REl
= Axial pull-out force at elongation limit
R n d μ W φ Fc Ac1&2
= Reaction force of fender = Number of fixing bolts per fender = Effective diameter of fixing bolt = Friction coefficient between frontal pad and steel = Weight of fender panel and half weight of fender body = Attenuation coefficient (0.6 ~ 1.0) = Concrete strength = Surface projection area
© Copyright 2011 Bridgestone Corporation
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MARINE FENDER SYSTEMS
10.
RESEARCH, DEVELOPMENT AND TESTING FACILITIES
To ensure the quality of the product, Bridgestone deploys the most sophisticated testing equipment and methods in order to meet the most stringent requirements. Our continuous effort in making sure that all the specifications are up-to-date has placed Bridgestone as the first choice of major port authorities around the world. Housing one of the largest compression testing facilities in the world allows Bridgestone to test its marine fenders in full scale to confirm the fender performance. Bridgestone has always paid special attention to quality control. Our products are developed through proven steps and introduced to the market only after minute examination has been satisfactorily completed. Quality control at Bridgestone does not merely mean statistical control of production. Bridgestone believes every branch of the company should become involved in quality control in a comprehensive manner to improve not only its products, but also the company's business operations itself. Bridgestone calls this approach "Total Quality Control", our Deming Plan.
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FINITE ELEMENTS ANALYSIS (FEA) While the most common way to analyze a product is through laboratory testing, Finite Elements Analysis (FEA) has become one of the most important tools to carry out a detailed analysis of a product. Having its own FEA center, Bridgestone utilizes the most up-to-date facilities in order to ensure the quality of its products from design to manufacturing.
Finite Element Analysis (FEA)
Computer Mooring Simulation
As rubber, which is often used for insulation, is a material difficult to cure, it is often necessary to carry out careful research for obtaining proper performance of thick rubber products like marine fenders. Therefore, long experience with high technology is essential for obtaining the performance required by the operating conditions.
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MARINE FENDER SYSTEMS
Testing Facilities
Environment Ovens – Aging Test
3-Axis Mooring Simulator
Model Tester
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MARINE FENDER SYSTEMS
11.
Marine Fender Verification
PHYSICAL PROPERTY OF RUBBER Property
Standard
Before Aging
After Aging 70º C x 96 hrs aging through air heating
Unit
Requirement
Tensile Strength
MPa
Min. 15.7
Elongation
%
Min. 300
Hardness
deg.
Max. 84
Change in Tensile Strength
%
Not less than 80% of Original value
Change in Elongation
%
Not less than 80% of Original value
deg.
Original value +8deg max.
Hardness
Compression Set 70º C x 22 hrs heat treatment
JIS K 6251, ISO 37 ASTM D412 , BS 903 A.2 DIN 53504, CNS 3553:K 6344 GB/T 528
JIS K 6253 , ISO 7619-1 ASTM D2240 , BS903 A.2 DIN 53505, CNS 3555:K6346 GB/T 531
JIS K 6251, ISO 37 ASTM D412 , BS 903 A.2 DIN 53504, CNS 3553:K 6344 GB/T 528
JIS K 6253 , ISO 7619-1 ASTM D2240 , BS903 A.2 DIN 53505, CNS 3555:K6346 GB/T 531 JIS K 6262, ISO 815 ASTM D395, BS903 A.6A DIN ISO 815, CNS 3560:K6351, GB/T 7759
%
Max. 30
-
No cracking visible to eye
Abrasion Resistance
cc
1.5cc (Max)
JIS K 6264, ISO 4649
Tear Resistance
kN/m
70 (Min)
JIS K 6252, ISO 34-1, ASTM D624, BS ISO 34-1, DIN ISO 34-1, GB/T 529
-
+10% by volume (Max)
JIS K 6258, ISO 1817 ASTM D471, BS ISO 1817 DIN ISO 1817, GB/T 1690
-
10,000 cycles
Ozone Resistance 20% strain, 40°C, 50pphm for 100
hours
Option
Relevant Testing Standard
Seawater Resistance
95°C for 28 days
Dynamic Fatigue†
JIS K 6259, ISO 1431-1 ASTM D1149, BS ISO 1431-1 DIN 53509,GB/T 7762
-
Note: Bridgestone Marine Fender comes with Standard Testing Certification. Option testing for rubber properties would incur additional cost. †
Testing report available for Super Cell Fenders and Hyper Cell Fenders only
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MARINE FENDER SYSTEMS
FENDER PERFORMANCE TEST In Bridgestone, our fenders are tested for performance before they are delivered to the end users. The fenders will be selected at random and compressed by a compression-testing machine up to the rated deflection. The fender performance shall meet the specified values within the tolerance. Performance Tolerance: Test Lots:
Reaction Force +10% Energy Absorption –10% Ten (10) % of each size.
The fender performance is expressed by the value of the energy absorbed and reaction force thus generated during fender compression at the prescribed deflection. In the fender performance test, the fender shall be compressed axially under the constant-slow velocity of 0.0003-0.0013 m/s (2-8 cm/min) for three (3) times up to the rated deflection. The load and the deflection in each test shall be recorded. The average of 2nd and 3rd cycle performance data shall be adopted to determine the reaction value and energy value of the fender. The energy absorption and reaction force at the standard deflection must be within the tolerance value. If performance results of any fender exceed the tolerance, the fender will be rejected.
DIMENSIONAL TOLERANCES
Tolerance
Fender Height
Pitch Circle Diameter (P.C.D.)
Outer Base Diameter
Bolt Hole
+4% / -2%
±4mm
+4% / -2%
±2 mm
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MARINE FENDER SYSTEMS
APPENDIX TABLE OF VESSEL DATA CONTAINER VESSEL DWT (Metric tones) 7000 10000 15000 20000 25000 30000 40000 50000 60000
DT (Metric tones) 10700 15100 22200 29200 36100 43000 56500 69900 83200
Loa (m) 123 141 166 186 203 218 244 266 286
LPP (m) 115 132 156 175 191 205 231 252 271
W (m) 20.3 22.4 25.0 27.1 28.8 30.2 32.3 32.3 36.5
D (m) 9.8 11.3 13.3 14.9 16.3 17.5 19.6 21.4 23.0
Full Draft (m) 7.2 8.0 9.0 9.9 10.6 11.1 12.2 13.0 13.8
DT (Metric tones) 1690 3250 4750 7690 10600 14800 21600 28400 41600 54500
Loa (m) 67 83 95 111 123 137 156 170 193 211
LPP (m) 62 77 88 104 115 129 147 161 183 200
W (m) 10.8 13.1 14.7 16.9 18.6 20.5 23.0 24.9 27.8 30.2
D (m) 5.8 7.2 8.1 9.4 10.4 11.6 13.1 14.3 16.2 17.6
Full Draft (m) 3.9 4.9 5.6 6.6 7.4 8.3 9.5 10.4 11.9 13.0
DT (Metric tones) 2190 4150 6030 9670 13200 18300 26700 34800 50600
Loa (m) 73 94 109 131 148 169 196 218 252
LPP (m) 66 86 99 120 136 155 180 201 233
W (m) 14.0 16.6 18.3 20.7 22.5 24.6 27.2 29.1 32.2
D (m) 6.2 8.4 10.0 12.5 14.5 17.0 20.3 23.1 27.6
Full Draft (m) 3.5 4.5 5.3 6.4 7.2 8.2 9.6 10.7 12.4
GENERAL CARGO DWT (Metric tones) 1000 2000 3000 5000 7000 10000 15000 20000 30000 40000
RO-RO SHIP DWT (Metric tones) 1000 2000 3000 5000 7000 10000 15000 20000 30000
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BULK CARRIER DWT (Metric tones) 5000 7000 10000 15000 20000 30000 50000 70000 100000 150000 200000 250000
DT (Metric tones) 6920 9520 13300 19600 25700 37700 61100 84000 118000 173000 227000 280000
Loa (m) 109 120 132 149 161 181 209 231 255 287 311 332
LPP (m) 101 111 124 140 152 172 200 221 246 278 303 324
W (m) 15.5 17.2 19.2 21.8 23.8 27.0 32.3 32.3 39.2 44.5 48.7 52.2
D (m) 8.6 9.5 10.6 11.9 13.0 14.7 17.1 18.9 21.1 23.8 25.9 27.7
Full Draft (m) 6.2 6.9 7.7 8.6 9.4 10.6 12.4 13.7 15.2 17.1 18.6 19.9
DT (Metric tones) 1580 3070 4520 7360 10200 14300 21000 27700 40800 66400 91600 129000 190000 250000 368000
Loa (m) 61 76 87 102 114 127 144 158 180 211 235 263 298 327 371
LPP (m) 58 72 82 97 108 121 138 151 173 204 227 254 290 318 363
W (m) 10.2 12.6 14.3 16.8 18.6 20.8 23.6 25.8 29.2 32.3 38.0 42.5 48.1 52.6 59.7
D (m) 4.5 5.7 6.6 7.9 8.9 10.0 11.6 12.8 14.8 17.6 19.9 22.5 25.9 28.7 33.1
Full Draft (m) 4.0 4.9 5.5 6.4 7.1 7.9 8.9 9.6 10.9 12.6 13.9 15.4 17.4 18.9 21.2
DT (Metric tones) 2480 4560 6530 10200 13800 18900 27000 34800 49700 78000 105000 144000
Loa (m) 71 88 100 117 129 144 164 179 203 237 263 294
LPP (m) 66 82 93 109 121 136 154 169 192 226 251 281
W (m) 11.7 14.3 16.1 18.8 20.8 23.1 26.0 28.4 32.0 37.2 41.2 45.8
D (m) 5.7 7.2 8.4 10.0 11.3 12.9 14.9 16.5 19.0 22.8 25.7 29.2
Full Draft (m) 4.6 5.7 6.4 7.4 8.1 9.0 10.1 11.0 12.3 12.3 12.3 12.3
OIL TANKER DWT (Metric tones) 1000 2000 3000 5000 7000 10000 15000 20000 30000 50000 70000 100000 150000 200000 300000
GAS CARRIER DWT (Metric tones) 1000 2000 3000 5000 7000 10000 15000 20000 30000 50000 70000 100000
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FERRY DWT (Metric tones) 1000 2000 3000 5000 7000 10000 15000 20000 30000 40000
DT (Metric tones) 1230 2430 3620 5970 8310 11800 17500 23300 34600 45900
Loa (m) 67 86 99 119 134 153 177 196 227 252
LPP (m) 61 78 91 110 124 142 164 183 212 236
W (m) 14.3 17.0 18.8 21.4 23.2 25.4 28.1 30.2 33.4 35.9
D (m) 5.5 6.8 7.7 9.0 10.0 11.1 12.6 13.8 15.6 17.1
Full Draft (m) 3.4 4.2 4.8 5.5 6.1 6.8 7.6 8.3 9.4 10.2
Loa (m) 64 81 93 112 125 142 163 180 207 248 278
LPP (m) 60 75 86 102 114 128 146 160 183 217 243
W (m) 12.1 14.4 16.0 18.2 19.8 21.6 23.9 25.7 28.4 32.3 35.2
D (m) 4.9 6.3 7.4 9.0 10.2 11.7 13.7 15.3 17.8 21.7 24.6
Full Draft (m) 2.6 3.4 4.0 4.8 5.5 6.4 7.5 8.0 8.0 8.0 8.0
PASSENGER VESSEL DWT (Metric tones) 1000 2000 3000 5000 7000 10000 15000 20000 30000 50000 70000
DT (Metric tones) 1030 1910 2740 4320 5830 8010 11500 14900 21300 33600 45300
Note: -
All the vessel data listed here are taken from PIANC Working Group 33 of Maritime Navigation Commission with confidence limit of 75%. Values shown are for reference only.
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MARINE FENDER SYSTEMS
UNIT CONVERSION TABLE LENGTH Meter (m) 1 0.3048 0.0254
Foot (ft) 3.2808 1 0.0833
Inch (in) 39.3701 12.0 1
COATING THICKNESS Mils 1
Microns 25.4
AREA Sq. Meter (m2) 1 0.0929 0.645x103
Sq. Feet (ft2) 10.7639 1 6.9444x10-3
Sq. Inch (in2) 1550.0 144.0 1
VELOCITY m/s
ft/s
knot
km/h
mile/h
1 0.3048 0.5144 0.2778 0.4470
3.2808 1 1.6878 0.9113 1.4667
1.9438 0.5925 1 0.5400 0.8690
3.6000 1.0973 1.8520 1 1.6093
2.2369 0.6818 1.1508 0.6214 1
MASS tonne (metric)
Kip
Long ton
Short ton
1
2.2046
0.9842
1.1023
0.4536
1
0.4464
0.5
1.0161
2.24
1
1.12
0.9072
2.0
0.8929
1
kN 1 9.81 4.45
tonne (force) 0.102 1 0.454
kip (force) 0.225 2.2046 1
pound (force) 225 2204.6 1000
FORCE
ENERGY kNm or kJ 1 9.81 1.36
tonne-m 0.102 1 0.138
ft kip 0.774 7.24 1
PRESSURE tonne/m2
kip/ft2
kPa
psi
Kg/cm2
MPa or N/mm2
1 4.88 0.102 0.7024 10 102
0.205 1 0.0209 0.144 2.05 20.91
9.81 47.9 1 6.89 98.1 1000.62
1.4236 6.944 0.1451 1 14.236 145.207
0.1000 0.4880 0.0102 0.0702 1 10.2
0.00981 0.04788 0.00100 0.00689 0.0981 1
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MARINE FENDER SYSTEMS
LIST OF REFERENCE EAU 1996, Empfehlungen des Arbeitsausschusses fur Ufereinfassungen (Recommendations of the Committee for Waterfront Structures Harbours and Waterways EAU 1996, 7th English version) BS 6349: Part 4: 1994, Maritime structures, Code of practice for design of fendering and mooring systems Port Engineering - Volume 1 - Per Bruun KUBO K. (1962):"A New Method for Estimation of Lateral Resistance of Piles", Report of Port and Harbour Research Institute, Vol. 2, No, 3, 37 p 9 (in Japanese) Technical Standards for Port and Harbour Facilities in Japan (1991): The overseas Coastal Development Institute of Japan, pp.156-161 UEDA S, K. TAKAHASHI, S. ISOZAKI, H. SHIMAOKA, S. KIUCHI and H. SHIRATANI (1993), "Design Method of Single Pile Dolphin Made of High Tensile Steel", Proc. Of Pacific Congress on Marine Science and Technology (PACOM '93) 1993.6, pp 446-475 ROM 0.2 - 90, Actions in the Design of Maritime and Harbor Works, April 1990 PIANC WG 24 (1995): Criteria for Movements of Moored Vessels in Harbours - A Practical Guide, supplement to Bulletin No.88, 35p. UEDA S. and SHIRAISHI S. (1992), On the Design of Fenders Based on the Vessel Oscillations Moored in Quay Walls, Technical Note of Port and Harbour Research Institute, 55p (in Japanese) PIANC, Report on the International Commission for Improving the Design of Fender System, Supplement to Bulletin No. 45(1984). PIANC 2002, Guidelines For the Design of Fender Systems: 2002, Report of Working Group 33 THORESEN C.A, Port Design, Guidelines and Recommendation, Tapir Publishers, Trondheim, Norway, 1988. OCIMF, Vessel to vessel transfer guide (Petroleum) 1997 OCIMF, Vessel to vessel transfer guide (Liquefied gases) 1995 SHIGERU UEDA, RYO UMEMURA, SATORU SHIRAISHI, SHUJI YAMAMOTO, YASUHIRO AKAKURA and SEIGI YAMASE, Statistical Design of Fenders, Proceedings of the International Offshore and Polar Engineering Conference, June 2001, pp. 583-588 Technical Standards and Commentaries for Port and Harbour Facilities in Japan, 2002 The Overseas Coastal Area Development Institute of Japan.
DISCLAIMER Information contained in this catalogue is for general reference purposes only. The information is provided by Bridgestone and while we endeavour to keep the information up to date and correct, we make no representations or warranties of any kind, express or implied, about the completeness, accuracy, reliability, suitability or availability with respect to the catalogue or the information, products, services, or related graphics contained on this document for any purpose. Readers are advised to seek Bridgestone’s confirmation on the specification. Bridgestone reserve the rights to modify and change the information with or without prior notice.
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Bridgestone Head Office, Japan Tel: +81-3-5202-6884 Fax: +81-3-5202-6887 Email:
[email protected]
Asian Office Tel: +60-3-89962670 Fax: +60-3-89962690 Email:
[email protected]
North and South American Head Office, Nashville Tel: +1-615-365-0600 Fax: +1-615-365-9946
Western North American Office, Los Angeles Tel: +1(949)709-0929 Fax: +1(949)709-0993 Email:
[email protected]
European Office Tel:+49 (0) 6251 690 396 Fax:+49 (0) 6251 690 397 Email:
[email protected]
Eastern North American Office, New York Tel: +1-212-496-1487 Fax: +1-212-496-1542 Email: marinefenders @bep-usa.com
Australian Office Tel: +61-(0)8-9250-0600 Tel: +61-(0)8-9250-0601 Email:
[email protected]
www.bridgestoneindustrial.com
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