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Marine Fender Catalogue

MARINE FENDER SYSTEMS

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

1. 2. 3.

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

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. 11.

RESEARCH, DEVELOPMENT AND TESTING FACILITIES ...................................................................... 59


FINITE ELEMENTS ANALYSIS (FEA) TESTING FACILITIES

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

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

MARINE FENDER SYSTEMS

BRIDGESTONE MARINE FENDERS: PRODUCT OVERVIEW


Energy Absorption Capacity

Type of Fender

(kN-m)

Typical Applications

Hyper Cell (HC) 22.4 to 1790

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

Super Cell (SUC) 9.80 to 7470

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

Dyna Arch (DA) (DA-A/ DA-B/ DA-S) 15.1 to 343

Container Berth General Cargo Berth Ro-Ro Berth Shipyard

Super Arch (SA) 5.68 to 10.10 Fishing Port Yacht Harbor Barge Berth

Small Craft Fender


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

For Protection

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

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

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

FEA model of Hyper Cell fender

Copyright 2011 Bridgestone Corporation

MARINE FENDER SYSTEMS

HYPER CELL FENDER PERFORMANCE


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
Performance Grade

Fender Size

HC400H

HC600H

HC700H

HC800H

HC900H

HC1000H

HC1150H

HC1300H

HC1400H

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

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

MARINE FENDER SYSTEMS

HYPER CELL FENDER GENERIC PERFORMANCE CURVE

TABLE OF ANGULAR PERFORMANCE


Compression Angle (Degrees) Performance Grades J1, J2 & J3 Center Deflection (%) Reaction Force equivalent to that of 70.0% normal deflection Reaction Force Energy Absorption Performance Grade J4 Center Deflection (%) Reaction Force Energy Absorption 67.5 1.000 1.000 66.9 1.000 0.992 66.4 1.000 0.986 66.2 1.000 0.984 66.0 1.000 0.983 65.1 1.000 0.972 63.2 1.000 0.932 60.4 1.000 0.870 70.00 1.000 1.000 69.59 1.000 0.997 69.21 1.000 0.995 69.06 1.000 0.995 68.71 1.000 0.992 67.26 1.000 0.973 64.77 1.000 0.929 61.73 1.000 0.872 0 3 5 6 7 10 15 20

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

MARINE FENDER SYSTEMS

HYPER CELL FENDER DIMENSIONS

Fender Size

D1

D2

A1

A2

Md1 (performance grade dependent) J1 J2 J3 J4

d2 (performance grade dependent) J1 J2 J3 J4

HC400H HC600H HC700H HC800H HC900H

400 600 700 800 900

340 510 595 680 765 850

640 900 1050 1200 1350 1500

260 390 455 520 585 650 750 845 910

560 810 945 1080 1215 1350 1550 1755 1890

M16 M24 M24 M27 M27 M30 M36 M36 M36 M24 M24 M27 M30 M36 M42 M42 M42 30 30 35 35 38 44 46 46

28 30 30 35 38 44 50 52 52

4 (6)* 6 6 6 6 6 6 8 8

21 27 31.5 36 40.5 45 51.8 58.5 63

21 21 25 27 30 33 36 39 39

HC1000H 1000

HC1150H 1150 977.5 1725 HC1300H 1300 HC1400H 1400


Note: 1. 2.

1105 1190

1950 2100

*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

MARINE FENDER SYSTEMS

HYPER CELL FENDER FIXING BOLT LOCATIONS

Fender Size HC400H HC600H HC700H HC800H HC900H HC1000H HC1150H HC1300H HC1400H

Md (performance grade dependant) J1 J2 M22 M24 M24 M27 M27 M30 M36 M36 M36 M30 M36 M42 M42 M42 J3 J4

N 4 6 6 6 6 6 6 8 8

A 560 810 945 1080 1215 1350 1550 1755 1890

P1 396 405 473 540 608 675 775 672 723

P2 396 701 818 935 1052 1169 1342 1241 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

MARINE FENDER SYSTEMS

SUPER CELL FENDER PERFORMANCE


Fender Size
Performance Grade

R1 R0 SUC400H RH RS RE R1 R0 SUC500H RH RS RE R1 R0 SUC630H RH RS RE R1 R0 SUC800H RH RS RE R1 R0 SUC1000H RH RS RE R1 R0 SUC1150H RH RS RE R1 R0 SUC1250H RH RS RE

Reaction Force (kN) 55.9 69.8 90.8 105 118 87.3 109 142 164 184 138 174 226 260 292 224 280 363 419 472 349 437 568 655 738 462 578 750 866 976 545 682 887 1020 1160

Energy Absorption (kN-m) 9.80 12.3 15.9 18.4 20.7 19.2 23.9 31.2 36.0 40.4 38.2 48.1 62.5 71.9 80.8 78.7 98.3 127 147 166 153 192 249 288 324 233 292 379 437 493 299 374 487 560 637

Fender Size

Performance Grade

52.5% (Rated Deflection)

52.5% (Rated Deflection) Reaction Force (kN) 734 918 1200 1370 1550 894 1120 1450 1680 1890 1010 1270 1640 1890 2130 1390 1750 2270 2620 2950 2090 2450 3190 3680 4150 2570 3030 3930 4540 5120 3710 4370 5670 Energy Absorption (kN-m) 467 584 764 872 987 628 787 1020 1180 1330 754 948 1220 1410 1590 1220 1540 1990 2300 2590 2060 2420 3150 3630 4100 2820 3330 4310 4980 5620 4890 5750 7470 -

R1 R0 SUC1450H RH RS RE R1 R0 SUC1600H RH RS RE R1 R0 SUC1700H RH RS RE R1 R0 SUC2000H RH RS RE R1 R0 SUC2250H RH RS RE R1 R0 SUC2500H RH RS RE R1 R0 SUC3000H RH RS RE

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

1.000

1.000

1.000

1.000

1.000

1.000

1.000

1.000

0.977

0.950

0.936

0.922

0.883

0.801

0.652

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

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MARINE FENDER SYSTEMS

SUPER CELL FENDER DIMENSIONS

Fender Size SUC400H SUC500H SUC630H SUC800H SUC1000H SUC1150H SUC1250H SUC1450H SUC1600H SUC1700H SUC2000H SUC2250H SUC2500H SUC3000H

d H D A N
(performance grade dependent)

R1 400 500 630 800 1000 1150 1250 1450 1600 1700 2000 2250 2500 3000 650 650 840 1050 1300 1500 1650 1850 2000 2100 2200 2550 2950 3350 3500 550 550 700 900 1100 1300 1450 1650 1800 1900 2000 2300 2700 3150 3250 4 4 4 6 6 6 6 6 8 8 8 10 10 12

R0 30 28 28 28 35 40 39 47 46 46 53 60 60 70

RH

RS 30 28 30 30 39 44 44 53 53 52 58 66 68 -

RE 17 18 25 30 35 37 40 42 45 50 50 57 75 100 (t = 75)

Approx. Mass (kg) 75 100 210 405 765 1155 1495 2165 2885 3495 4835 7180 10500 17100

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

Copyright 2011 Bridgestone Corporation

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MARINE FENDER SYSTEMS

SUPER CELL FENDER FIXING BOLT LOCATIONS

Fender Size SUC400H SUC500H SUC630H SUC800H SUC1000H SUC1150H SUC1250H SUC1450H SUC1600H SUC1700H SUC2000H SUC2250H SUC2500H SUC3000H

Md N
(performance grade dependent)

P1

P2

P3

P4

P5

R1 4 4 4 6 6 6 6 6 8 8 8 10 10 12

R0 M22 M22 M22 M22 M27 M30 M30 M36 M36 M36 M42 M48 M48 M56

RH

RS

RE 550 550 700 900 1100 1300 1450 1650 1800 1900 2000 2300 2700 3150 3250 389 389 495 450 550 650 725 825 689 727 765 711 834 815 841 779 953 1126 1256 1429 1273 1344 1414 1352 1587 1575 1625 1663 1755 1848 1861 2184 2227 2298 2187 2568 2728 2815 3043 3139

M22 M22 M24 M24 M30 M36 M36 M42 M42 M42 M48 M56 M56 -

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 2) With frontal pads and fender panel 3) With frontal pads bonded to the fender (Type A or known as DA-A Fender) (Type B or known as DA-B 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

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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

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MARINE FENDER SYSTEMS

DYNA ARCH FENDER PERFORMANCE Dyna Arch Fender: Type A


Performance Grade

Type B / Type S
Fender Size
Performance Grade

Fender Size

52.5% (Rated Deflection) Reaction Force (kN) 143 169 204 172 202 245 230 270 327 286 337 408 344 405 490 459 540 653 574 675 816 Energy Absorption (kN-m) 15.1 17.8 21.5 21.7 25.5 30.9 38.6 45.4 54.9 60.2 70.9 85.7 86.8 102 124 154 181 220 241 284 343

47.5% (Rated Deflection) Reaction Force (kN) 143 169 204 172 202 245 230 270 327 286 337 408 344 405 490 459 540 653 574 675 816 Energy Absorption (kN-m) 13.4 15.9 19.2 19.4 22.9 27.7 34.5 40.6 49.1 54.0 63.5 76.7 77.6 91.3 111 138 163 196 216 254 307

M3 DA-A250H M2 M1 M3 DA-A300H M2 M1 M3 DA-A400H M2 M1 M3 DA-A500H M2 M1 M3 DA-A600H M2 M1 M3 DA-A800H M2 M1 M3 DA-A1000H M2 M1

DA-B250H DA-S250H

M3 M2 M1 M3 M2 M1 M3 M2 M1 M3 M2 M1 M3 M2 M1 M3 M2 M1 M3 M2 M1

DA-B300H DA-S300H

DA-B400H DA-S400H

DA-B500H DA-S500H

DA-B600H DA-S600H

DA-B800H DA-S800H

DA-B1000H DA-S1000H

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

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MARINE FENDER SYSTEMS

DYNA ARCH FENDER GENERIC PERFORMANCE CURVE

FEM Analysis and Testing Verification for Dyna Arch Fender

Copyright 2011 Bridgestone Corporation

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MARINE FENDER SYSTEMS

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

Fender Size 250H 300H 400H 500H 600H 800H 1000H

W1

W2

k (performance grade dependant) M3 M2 28 31 35 41 41 53 55 M1

Approx. Mass (kg/m) 90 125 215 340 500 895 1430

250 300 400 500 600 800 1000

410 490 670 840 1010 1340 1680

187.5 225 300 375 450 600 750

500 600 800 1000 1200 1600 2000

162.5 195 260 325 390 520 650

90 105 120 140 160 260 300

125 140 165 180 195 270 290

26 28 32 35 35 47 49

27.5 33 40 45 54 72 90

24 26 30 33 36 48 52

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

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MARINE FENDER SYSTEMS

Dyna Arch B Type (DA-B) Fender Dimension

Fender Size 250H 300H 400H 500H 600H 800H 1000H

W1

W2

k (performance grade dependant) M3 M2 28 31 35 41 41 53 55 M1

Md

Approx. Mass (kg/m) 105 145 240 360 520 885 1350

250 300 400 500 600 800

410 187.5 500 162.5 490 670 840 1010 1340 225 300 375 450 600 750 600 800 1000 1200 1600 2000 195 260 325 390 520 650

90 105 120 140 160 260 300

125 140 165 180 195 270 290

26 28 32 35 35 47 49

27.5 33 40 45 54 72 90

24 26 30 33 36 48 52

125 M20 150 M22 180 M24 250 M27 300 M30 440 M36 560 M42

1000 1680

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 c1 p1 n1

Fender Length, L1 1000 8 1500 12 2000 16 125 250 3 5 7 9 11 13 2500 20 3000 24 3500 28

Copyright 2011 Bridgestone Corporation

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MARINE FENDER SYSTEMS

Dyna Arch S Type (DA-S) Fender Dimension

Fender Size 250H 300H 400H 500H

W1

W2

k (performance grade dependant) M3 M2 28 31 35 41 M1

Approx. Mass (kg/m) 85 120 200 305

250 300 400 500

410 187.5 500 162.5 490 670 840 225 300 375 600 800 1000 195 260 325

90 105 120 140

125 140 165 180

26 28 32 35

27.5 33 40 45

24 26 30 33

20 20 30 30

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

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MARINE FENDER SYSTEMS

DYNA ARCH FENDER FIXING BOLT LOCATIONS Both Ends Tapered

L1=1000 Dyna Arch Fender Md Size 250H 300H 400H 500H 600H 800H 1000H
(performance grade dependant)

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 P

N=4 n=1 C 130 140 150 160 170 180 200 P 865 870 900 930 960 1040 1100 C

P 680 685 700 715 730 770 800

M3 M22 M24 M27 M30 M30 M42 M42

M2

M1 132.5 140 150 160 170 180 200 132.5 137.5 147.5 157.5 167.5 180 200 620 625 635 645 655 680 700 140 150 160 170 182.5 790 800 810 820 845 145 150 165 170 180 715 725 730 740 760 140 150 160 170 674 680 686 692 -

M24 M27 M30 M36 M36 M48 M48

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

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MARINE FENDER SYSTEMS

One End Tapered

L1=1000 Dyna Arch Fender Md Size 250H 300H 400H 500H 600H 800H 1000H
(performance grade dependant)

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 137.5 150 162.5 170 P 660 660 660 662 -

N=4 n=1 C P C

C 140 152.5 157.5 170 180 -

P 765 765 770 770 780 -

C 137.5 150 162.5 165 180 -

P 700 700 700 705 710 -

M3 M22 M24 M27 M30 M30 M42 M42

M2 M24 M27 M30 M36 M36 M48 M48

M1 131.25 800 131.25 650 131.25 600 140 150 160 170 180 200 795 800 805 810 840 850 142.5 150 162.5 170 180 200 645 650 650 655 670 675 137.5 150 162.5 167.5 177.5 202.5 600 600 600 605 615 615

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

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MARINE FENDER SYSTEMS

Both Ends Straight

L1=1000 Dyna Arch Fender Md Size 250H 300H 400H 500H 600H 800H 1000H
(performance grade dependant)

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 137.5 150 162.5 170 P 645 640 635 632 -

N=4 n=1 C 130 140 150 160 170 180 200 P 740 720 700 680 660 640 600 C

P 620 610 600 590 580 570 550

C 130 137.5 152.5 160 167.5 182.5 197.5

P 580 575 565 560 555 545 535

C 140 147.5 162.5 170 177.5 -

P 740 735 725 720 715 -

C 140 150 160 170 180 -

P 680 675 670 665 660 -

M3 M22 M24 M27 M30 M30 M42 M42

M2 M24 M27 M30 M36 M36 M48 M48

M1 130 140 150 160 170 180 200

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

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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 Perf. Grade R1 R2 R1 R2 45.0% (Rated Deflection) Reaction Force (kN) 127 110 169 147 Energy Absorption (kN-m) 6.53 5.68 11.60 10.10

SA150H

SA200H

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

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MARINE FENDER SYSTEMS

SUPER ARCH FENDER DIMENSIONS

Fender Size SA150H SA200H

H 150 200

A 240 320

W1 98 131

W2 300 400

F 96 128

e 55 75

f 95 105

k 25 29

T 22.5 30

t 19 21

Approx. Mass (kg/m) 36 62

SUPER ARCH FENDER FIXING BOLT LOCATIONS


Super Arch Fender
Size

L1=1000 N=4 n=1 C P

L1=1500 N=6 n=2 C 112.5 120 P 675 680

L1=2000 N=8 n=3 C 107.5 120 P 620 620

L1=2500 N=8 n=3 C 110 122.5 P 785 785

L1=3000 N = 10 n=4 C 107.5 120 P 715 715

L1=3500 N = 12 n=5 C 110 120 P 671 672

Md

(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 200H M24 120 810 120 110 120 655 640 630 117.5 107.5 122.5 605 595 585 120 110 122 770 760 752 121 110 120 702 695 690 122.5 112.5 122.5 661 655 651 (C) Both Ends Straight 780 150H M22 110 200H M24 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

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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

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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.

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MARINE FENDER SYSTEMS

CYLINDRICAL FENDER DIMENSIONS

Fender Size D x d (mm x mm) 150 x 75 200 x 100 250 x 125 300 x 150 350 x 175 400 x 200 450 x 225 500 x 250 550 x 275 600 x 300 650 x 325 700 x 350 750 x 375 800 x 400

Max. Length L (m) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 2.0 2.0 2.0 2.0

Approx. Mass (kg/m) 15 27 42 60 82 107 136 167 202 241 283 328 376 428

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

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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 ST150H ST200H Energy Absorption (kN-m) 6.07 10.8 H 150 200 A 375 500 W1 195 260 W2 435 580 L (m) 1.0 to 3.5 1.0 to 3.0 Approx. Mass (kg/m) 48 86

FIXING BOLT LOCATIONS


Super Turtle Fender
Size

L=1000 N=6 n=2 C1 C2 P

L=1500 N=6 n=2 C1 C2 P

L=2000 N=8 n=3 C1 C2 P

L=2500 N = 10 n=4 C1 C2 P

L=3000 N = 10 n=4 C1 C2 P

L=3500 N = 12 n=5 C1 C2 P

Md

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

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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 T100H T130H Energy Absorption (kN-m) 2.70 4.56 H 100 130 A 235 235 W1 210 180 W2 300 300 L (m) 0.5 to 1.5 0.5 to 1.5 Approx. Mass (kg/m) 27 31

FIXING BOLT LOCATIONS


L=500 Turtle Fender
Size

L=1000 N=4 n=1 P L1 C P L1

L=1500 N=6 n=2 C P

N=4 n=1 L1 C

Md

T100H T130H

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

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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 S100H S130H Energy Absorption (kN-m) 2.70 4.56 H 100 130 A 240 240 W1 180 170 W2 300 300 L (m) 0.5 to 2.0 0.5 to 2.5 Approx. Mass (kg/m) 22 31

FIXING BOLT LOCATIONS


L=500 Seal Fender
Size

L=1000 N=4 n=1

L=1500 N=6 n=2

L=2000 N=8 n=3

L=2500 N=8 n=3

L=3000 N = 10 n=4

N=4 n=1 C 110 110 P 330 330 C

Md

P 830 830

C 110 110

P 665 665

C 110 110

P 610 610

C 111 111

P 776 776

C 111 111

P 707 707

S100H M22 S130H M22

110 110

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

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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 100H 130H 150H 200H 250H 250H Md1 M22 M22 M22 M24 M27 M27 A 240 240 240 320 410 410 H 100 130 150 200 250 250 W1 130 111 98 131 164 164 W2 300 300 300 400 500 500 L 500 500 500 750 750 1000 P 200 200 200 350 350 550 C 75 75 75 100 100 150 k 25 25 25 29 32 32 T 22.5 22.5 22.5 30.0 37.5 37.5 t 16.5 16.5 19.0 21.0 23.0 23.0
Approx. Mass (kg)

40 45 41 100 148 183

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

Copyright 2011 Bridgestone Corporation

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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 Bridgestones 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 k
UHMW-PE PAD

nxP L

Fixing Bolt N - Md

T H

PERFORMANCE AND DIMENSIONS


Fender Size W230H 40.0% (Rated Deflection) Reaction Energy Force Absorption (kN) (kN-m) 107 6.71 Approx. Mass (kg/m) 105

W1

W2

230

600

24

24

30

2000

FIXING BOLT LOCATIONS


Fender Size W230H Md M20 N 6 k 23 A 750 C 200 n 2 P 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

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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 New Construction Existing Concrete
Note: 1. All units in mm unless otherwise stated.

H1 20 20

H2 22 -

W1 100 100

W2 102 102

L (m) 0.5 to 1.8 0.5 to 1.0

Copyright 2011 Bridgestone Corporation

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MARINE FENDER SYSTEMS

SAFETY RUBBER LADDER (SL150H/ SL200H/ SL250H)


Provides an alternative to metal ladders.

DIMENSIONS
Ladder Size SL150H SL200H SL250H Md M22 M24 M27 H 150 200 250 W1 650 650 700 W2 800 850 950 S 30 30 30 0.9 to 3.0 L (m)

FIXING BOLT LOCATIONS


L 900 1200 1500 1800 2100 2400 2700 3000 n 3 4 5 6 7 8 9 10 Mounting Bolt Pitch 300 + 300 + 300 300 + 600 + 300 300 + 600 + 300 + 300 300 + 2x600 + 300 300 + 600 + 300 + 600 + 300 300 + 3x600 + 300 300 + 2x600 +300 +600 + 300 300 + 4x600 + 300 Nx2 2x2 2x2 3x2 3x2 4x2 4x2 5x2 5x2

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

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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
Anchor Bolt Frame Fixing Fender Panel Frontal Pad Shear Chain Tension Chain Weight Chain

Typical Functions
Attaches the fender to the wharf or structure Attaches the fender panel to the fender Protects the vessel hull by regulating the average contact pressure Reduces the friction coefficient to protect the vessel hull Restrains shear deflection of fenders (Optional) Restrains extension of fenders (If necessary) Supports the fender panel weight (If necessary)
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Copyright 2011 Bridgestone Corporation

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):
Surface Preparation Primer Coat Intermediate/ Top Coat Total Dry Film Thickness Colour
(1) (2)

: : : : :

SSPC.SP10 / SIS SA 2.5 Organic Zinc Rich Primer --- 20 ~ 50 micron High Build Solids Epoxy --- Min. 2 Coats Min. 450 micron 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.

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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 Specific weight Hardness Tensile strength Elongation Friction coefficient Izod Impact Strength Values 0.93-0.95 Shore D 60-70 Min. 15 N/mm2 >50% Max. 0.2 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.

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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.

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MARINE FENDER SYSTEMS

Typical Super Bolt Dimensions

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

Bolt H 13 14 15 17 18.7 22.5 26 30 35 40 Y 30 34 36 41 46 55 65 75 85 95 G1 65 65 70 75 75 85 90 120 125 130 i 50 50 55 60 60 70 75 95 100 105

Anchor L 145 165 175 200 225 270 325 360 435 475 G2 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

Nut H 16 20.2 22.3 24.7 26.4 31.9 34.9 38.9 45.9 52.4 Y 30 34 36 41 46 55 65 75 85 95 L1 10 10 10 10 10 10 10 10 10 10

Anchor L2 140 145 170 190 210 260 330 400 480 515

Drill Hole Diameter & Depth D 24 28 30 32 38 46 55 60 65 75 L 140 145 170 190 210 260 330 400 480 515

Approx. Mass (kg) 0.8 1.0 1.2 1.7 2.3 4.1 6.0 8.6 13.5 18.6

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 USA Std FENDER PANEL SS400 in JIS G 3101 SM490 in JIS G 3106 ASTM A36 ASTM A633 Gr.C BS4360-86 Gr.43A BS4360-86 Gr.50A 1.0037 1.0045 British Std EN Grades

Fender panel

Mild Steel UHMW Polyethylene

Frontal Pad FIXING BOLTS Super Bolt Bolt, Washer, Flange, Anchor Plate & Bar Sleeve Bolt & Nut Resin Anchor Washer Resin Capsule

Mild Steel Stainless Steel Stainless Steel Mild Steel Polyester Resin Mild Steel Mild Steel Stainless Steel Stainless Steel

SS400 in JIS G 3101 SUS304 / SUS316 in JIS G 4303, 4304 SUS304 / SUS316 in JIS G 4303, 4304 SS400 in JIS G 3101 SS400 in JIS G 3101 SS400 in JIS G 3101 SUS304 / SUS316 in JIS G 4303, 4304 SUS304 / SUS316 in JIS G 4303, 4304

ASTM A36 AISI 304 AISI 316 AISI 304 AISI 316 ASTM A36 ASTM A36 ASTM A36 AISI 304 AISI 316 AISI 304 AISI 316

BS4360-86 Gr.43A BS970 Gr. 304 BS970 Gr. 316 BS970 Gr. 304 BS970 Gr. 316 BS4360-86 Gr.43A BS4360-86 Gr.43A BS4360-86 Gr.43A BS970 Gr. 304 BS970 Gr. 316 BS970 Gr. 304 BS970 Gr. 316

1.0037 1.4301 1.4401 1.4301 1.4401 1.0037

Bolt, Nut & Washer Frame Fixing Bolt & Washer

1.0037 1.0037 1.4301 1.4401 1.4301 1.4401

Nut

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

Steel Bars for Chains Carbon Steel

SBC490 (1) in JIS G 3105 S25C in JIS G 4051

ASTM A575 Gr. 1025

BS970 Gr. 060A25

U-Anchor

Carbon Steel Stainless Steel Mild Steel

S25C / S45C in JIS G 4051 SUS304 / SUS316 in JIS G 4303, 4304 SM490 in JIS G 3106

ASTM A575 Gr.1025 / Gr.1045 AISI 304 AISI 316

BS970 Gr. 060A25 BS970 Gr. 060A45 BS970 Gr. 304 BS970 Gr. 316

1.4301 1.4401 1.0045

Bracket

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

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 Dead Weight Tonnage, DWT Displacement Tonnage, DT Gross Tonnage, GT Length Overall, Loa Definitions The total mass of cargo, stores, fuels, crew and reserves with which a vessel is laden when submerged to the summer loading time Total mass of the vessel and its contents Gross internal volumetric capacity of the vessel as defined by the rules of registering authority and measured in units of 2.83 m3 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 Molded Depth, D Full Load Draft, d Beam or width of the vessel Total height of the ship 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=

Mv2

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

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)

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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:

Volume = L pp B d + 2 d L pp = L pp B d 1 +

2d B

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

Cm = 1 +

2d L pp

for bow/ stern berthing

Where: Lpp = Length of vessels 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 +

2 Cb B
2 Cb L pp d

for broadside berthing;

Cm = 1 +

for bow/stern berthing.

Block coefficient, Cb = Where: DT Lpp B d

L pp

DT B d

= Displacement tonnage of the vessel (tonnes) = Length of vessels 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 =

+ R 2 cos 2 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 = Block coefficient = Length of vessels 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 = 90, resulting in

Ce =

K
2

2 2

K +R

R 1+ K

Copyright 2011 Bridgestone Corporation

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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 ships 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 ships energy, which is absorbed by the cushioning effect of water trapped between the ships 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 ships 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. Type of Vessel Tanker and Bulk Cargo Container Vessel General Cargo Ro-Ro and Ferries Tugs, Work Boats, etc Size Largest Smallest Largest Smallest Factor of Abnormal Berthing 1.25 1.75 1.5 2.0 1.75 2.0 or higher 2.0

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


Vessel Type General Cargo DWT (ton) 100000 DT (ton) 140000 L (m) 275.0 B (m) 42.0 D (m) 25.00 d (m) 12.50 v (m/s) 0.125 Berthing Energy (kN-m) 872.4

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 (=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 ACFR 0.972 1.000

The Fender Selection As Follows: Hyper Cell Fender HC1150H(J4)x1x1


Design Performance (Normal 67.5 % Compression) Energy Absorption (kN-m) Reaction Force (kN) 989 1620 Design Performance Compression Angle 10 961 1620

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

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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

S 2R

For S = 3 x Fender Pitch (P)

h = R cos sin 1

P - 1 S cos sin 2R 2R

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

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

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

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

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 . With the maximum displacement , 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.

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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.

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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.

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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 Container Vessel 1st & 2nd Generation 3rd Generation (Panamax) 4th Generation 5th & 6th Generation (Superpost Panamax) General Cargo 20,000 DWT >20,000 DWT Oil Tanker 60,000 DWT >60,000 DWT VLCC Gas Tanker LNG / LPG tanker Carriers Bulk & Ore Carrier Belted Vessel Ferry Passenger Ro-Ro Vessel Belted or < 300 Belted or < 300 Belted or < 300 < 200 < 200 < 300 < 350 < 200 400 - 700 < 400 < 400 < 300 < 250 < 200 Allowable Face Pressure (kN/m2)

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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 = Berthing Angle R = Hull Radius of Curvature

P =

4 HR - H

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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.

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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.

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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
Bridgestones 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 ( = 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.

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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
R n d W Fc Ac1&2

= Axial pull-out force at elongation limit = Reaction force of fender = Number of fixing bolts per fender = Effective diameter of fixing bolt = Friction coefficient between frontal pad and steel = Weight of fender panel and half weight of fender body = Attenuation coefficient (0.6 ~ 1.0) = Concrete strength = Surface projection area
59

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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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MARINE FENDER SYSTEMS

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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11.

Marine Fender Verification

PHYSICAL PROPERTY OF RUBBER


Property
Tensile Strength

Unit
MPa

Requirement
Min. 15.7

Relevant Testing Standard

Before Aging

Elongation

Min. 300

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

Hardness

deg.

Max. 84

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

Standard

Change in Tensile Strength After Aging 70 C x 96 hrs aging through air heating Change in Elongation

Not less than 80% of Original value Not less than 80% of Original value Original value +8deg max.

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

Hardness

deg.

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

Compression Set 70 C x 22 hrs heat treatment

Max. 30

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

hours

No cracking visible to eye

Abrasion Resistance

cc

1.5cc (Max) 70 (Min) +10% by volume (Max)

JIS K 6264, ISO 4649 JIS K 6252, ISO 34-1, ASTM D624, BS ISO 34-1, DIN ISO 34-1, GB/T 529 JIS K 6258, ISO 1817 ASTM D471, BS ISO 1817 DIN ISO 1817, GB/T 1690

Option

Tear Resistance

kN/m

Seawater Resistance

95C for 28 days

Dynamic Fatigue

10,000 cycles

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

Testing report available for Super Cell Fenders and Hyper Cell Fenders only 63

Copyright 2011 Bridgestone Corporation

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
Fender Height Tolerance +4% / -2% Pitch Circle Diameter (P.C.D.) 4mm Outer Base Diameter +4% / -2% Bolt Hole 2 mm

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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

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

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

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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

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

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

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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

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

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

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

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UNIT CONVERSION TABLE


LENGTH
Meter (m) 1 0.3048 0.0254 Foot (ft) 3.2808 1 0.0833 Inch (in) 39.3701 12.0 1

COATING THICKNESS
Mils 1 Microns 25.4

AREA
Sq. Meter (m2) 1 0.0929 0.645x103 Sq. Feet (ft2) 10.7639 1 6.9444x10-3 Sq. Inch (in2) 1550.0 144.0 1

VELOCITY
m/s 1 0.3048 0.5144 0.2778 0.4470 ft/s 3.2808 1 1.6878 0.9113 1.4667 knot 1.9438 0.5925 1 0.5400 0.8690 km/h 3.6000 1.0973 1.8520 1 1.6093 mile/h 2.2369 0.6818 1.1508 0.6214 1

MASS
tonne (metric) 1 0.4536 1.0161 0.9072 Kip 2.2046 1 2.24 2.0 Long ton 0.9842 0.4464 1 0.8929 Short ton 1.1023 0.5 1.12 1

FORCE
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

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 1 4.88 0.102 0.7024 10 102 kip/ft2 0.205 1 0.0209 0.144 2.05 20.91 kPa 9.81 47.9 1 6.89 98.1 1000.62 psi 1.4236 6.944 0.1451 1 14.236 145.207 Kg/cm2 0.1000 0.4880 0.0102 0.0702 1 10.2 MPa or N/mm2 0.00981 0.04788 0.00100 0.00689 0.0981 1

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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 Bridgestones 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: mf.z-xz@bridgestone.co.jp

Asian Office Tel: +60-3-89962670 Fax: +60-3-89962690 Email: info@bridgestone.com.my

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: marinefenders@bep-usa.com

European Office Tel:+49 (0) 6251 690 396 Fax:+49 (0) 6251 690 397 Email: marine-civil@bridgestone-industial.de

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: info@bsea.com.au

www.bridgestoneindustrial.com

Copyright 2011 Bridgestone Corporation