bridgestone marine fender ver1.9[1]

Marine Fender Catalogue

MARINE FENDER SYSTEMS

i

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

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

2. QUALITY CONTROL .................................................................................................................................... 3 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


© Copyright 2011 Bridgestone Corporation 1

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.



BRIDGESTONE MARINE FENDERS: PRODUCT OVERVIEW

Type of Fender Energy Absorption

Capacity (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)



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



3. 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



HYPER CELL FENDER PERFORMANCE

Fender Size

70.0% (J1, J2 & J3 Deflection) 67.5% (J4 Deflection)

Reaction Force (kN)

Energy Absorption

(kN-m)

HC400H

J1 100 22.4 J2 126 28.0 J3 157 35.0 J4 196 41.6

HC600H

J1 226 75.6 J2 283 94.5 J3 353 118 J4 441 141

HC700H

J1 308 120 J2 385 150 J3 481 188 J4 601 223

HC800H

J1 402 179 J2 502 224 J3 628 280 J4 785 333

HC900H

J1 509 255 J2 636 319 J3 795 399 J4 993 474

HC1000H

J1 628 350 J2 785 438 J3 981 547 J4 1230 651

HC1150H

J1 830 533 J2 1040 666 J3 1300 832 J4 1620 990

HC1300H

J1 1060 769 J2 1330 962 J3 1660 1200 J4 2070 1430

HC1400H

J1 1230 961 J2 1540 1200 J3 1920 1500 J4 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.

Perf

orm

ance

G

rade



HYPER CELL FENDER GENERIC PERFORMANCE CURVE

TABLE OF ANGULAR PERFORMANCE

Compression Angle (Degrees) 0 3 5 6 7 10 15 20

Performance Grades J1, J2 & J3

Reaction Force equivalent to that of 70.0% normal deflection

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

Performance Grade J4



Reaction Force 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000


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



HYPER CELL FENDER DIMENSIONS

Fender Size H D1 D2 A1 A2

Md1 (performance

grade dependent)

d2 (performance

grade dependent) N T t

J1 J2 J3 J4 J1 J2 J3 J4

HC400H 400 340 640 260 560 M16 28 4 (6)* 21 21

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. *HC400H fender has a combination of 4-M22 and 6-M16 for fender fixings and frame fixings respectively. 2. All units in mm unless otherwise stated.

FENDER BODY APPROXIMATE MASS

Fender Size Approximate Mass (kg)

HC400H 72 HC600H 221 HC700H 349 HC800H 520 HC900H 754

HC1000H 1033 HC1150H 1562 HC1300H 2223 HC1400H 2724



HYPER CELL FENDER FIXING BOLT LOCATIONS

Fender Size

Md (performance grade dependant) N A P1 P2

J1 J2 J3 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.



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



SUPER CELL FENDER PERFORMANCE

Fender Size

52.5% (Rated Deflection) Fender

Size

52.5% (Rated Deflection)

Reaction Force (kN)

Energy Absorption

(kN-m)

Reaction Force (kN)

Energy Absorption

(kN-m)

SUC400H

R1 55.9 9.80

SUC1450H

R1 734 467 R0 69.8 12.3 R0 918 584 RH 90.8 15.9 RH 1200 764 RS 105 18.4 RS 1370 872 RE 118 20.7 RE 1550 987

SUC500H

R1 87.3 19.2

SUC1600H

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

SUC630H

R1 138 38.2

SUC1700H

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

SUC800H

R1 224 78.7

SUC2000H

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

SUC1000H

R1 349 153

SUC2250H

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

SUC1150H

R1 462 233

SUC2500H

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

SUC1250H

R1 545 299

SUC3000H

R1 3710 4890 R0 682 374 R0 4370 5750 RH 887 487 RH 5670 7470 RS 1020 560 RS - - RE 1160 637 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.

Per

form

ance

G

rade

Perf

orm

ance

G

rade



SUPER CELL FENDER GENERIC PERFORMANCE CURVE

TABLE OF ANGULAR PERFORMANCE

Compression Angle (Degree) 0 3 5 6 7 10 15 20



Reaction Force 1.000 1.000 1.000 1.000 1.000 1.000 1.000 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



SUPER CELL FENDER DIMENSIONS

Fender Size H D A N

d (performance grade dependent) T

Approx.Mass (kg) R1 R0 RH RS RE

SUC400H 400 650 550 4 30 30 17 75

SUC500H 500 650 550 4 28 28 18 100

SUC630H 630 840 700 4 28 30 25 210

SUC800H 800 1050 900 6 28 30 30 405

SUC1000H 1000 1300 1100 6 35 39 35 765

SUC1150H 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

12 70 - 100 (t = 75) 17100

3500 3250

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



SUPER CELL FENDER FIXING BOLT LOCATIONS

Fender Size N

Md (performance grade dependent) A P1 P2 P3 P4 P5 R1 R0 RH RS RE

SUC400H 4 M22 M22 550 389 - - - -

SUC500H 4 M22 M22 550 389 - - - -

SUC630H 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

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.



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



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

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

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 FENDER PERFORMANCE Dyna Arch Fender: Type A Type B / Type S

Fender Size

52.5% (Rated Deflection) Fender

Size


Reaction Force (kN)

Energy Absorption

(kN-m)

Reaction Force (kN)

Energy Absorption

(kN-m)

DA-A250H M3 143 15.1

DA-B250H DA-S250H

M3 143 13.4 M2 169 17.8 M2 169 15.9 M1 204 21.5 M1 204 19.2

DA-A300H M3 172 21.7

DA-B300H DA-S300H

M3 172 19.4 M2 202 25.5 M2 202 22.9 M1 245 30.9 M1 245 27.7

DA-A400H M3 230 38.6

DA-B400H DA-S400H

M3 230 34.5 M2 270 45.4 M2 270 40.6 M1 327 54.9 M1 327 49.1

DA-A500H M3 286 60.2

DA-B500H DA-S500H

M3 286 54.0 M2 337 70.9 M2 337 63.5 M1 408 85.7 M1 408 76.7

DA-A600H M3 344 86.8

DA-B600H DA-S600H

M3 344 77.6 M2 405 102 M2 405 91.3

M1 490 124 M1 490 111

DA-A800H M3 459 154

DA-B800H DA-S800H

M3 459 138 M2 540 181 M2 540 163 M1 653 220 M1 653 196

DA-A1000H M3 574 241

DA-B1000HDA-S1000H

M3 574 216 M2 675 284 M2 675 254

M1 816 343 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.

Perf

orm

ance

G

rade

Perf

orm

ance

G

rade



DYNA ARCH FENDER GENERIC PERFORMANCE CURVE

FEM Analysis and Testing Verification for Dyna Arch Fender



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) T t Approx.

Mass (kg/m)

M3 M2 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.



Dyna Arch B Type (DA-B) Fender Dimension


k (performance grade

dependant) T t S Md Approx.

Mass (kg/m)

M3 M2 M1

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)

Fender Length, L1

1000 1500 2000 2500 3000 3500

N 8 12 16 20 24 28 c1 125 p1 250n1 3 5 7 9 11 13



Dyna Arch S Type (DA-S) Fender Dimension


k (performance grade dependant) T t U

Approx. Mass (kg/m) M3 M2 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.



DYNA ARCH FENDER FIXING BOLT LOCATIONS

Both Ends Tapered

Dyna Arch Fender 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

Size

Md (performance grade

dependant) C P C P C P C P C P C P

M3 M2 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.



One End Tapered


N = 4 n = 1

N = 6 n = 2

N = 8 n = 3

N = 8 n = 3

N = 10 n = 4

N = 12 n = 5

Size



M3 M2 M1

250H M22 M24 131.25 800 131.25 650 131.25 600 - - - - - -

300H M24 M27 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 - - - - - -




Both Ends Straight


N = 4 n = 1

N = 6 n = 2

N = 8 n = 3

N = 8 n = 3

N = 10 n = 4

N = 12 n = 5

Size



M3 M2 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 - - - - - -




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

45.0% (Rated Deflection) Reaction Force

(kN) Energy Absorption

(kN-m)

SA150H R1 127 6.53

R2 110 5.68

SA200H 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



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

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

Size Md C P C P C P C P C P C P (A) Both Ends Tapered

150H M22 110 855 112.5 675 107.5 620 110 785 107.5 715 110 671 200H M24 120 860 120 680 120 620 122.5 785 120 715 120 672

(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 120 810 120 655 117.5 605 120 770 121 702 122.5 661

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

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.



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



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.



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.



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

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

Size Md 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.



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.


Fender Size

Energy Absorption


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


Turtle Fender L=500 L=1000 L=1500 N = 4 n = 1

N = 4 n = 1

N = 6 n = 2

Size Md L1 C P L1 C P L1 C P

T100H M22 / M20 * 400 125 250 910 200 600 1420 300 450

T130H 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.



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


Fender Size

Energy Absorption


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


Seal Fender 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

Size Md 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

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.



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




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.

W

HFixing Bolt

N - Md

A W

n x PL

C C

UUHMW-PE PAD

k

2k

T


Fender Size


H W1 W2 T U L Approx.

Mass (kg/m)

Reaction Force (kN)

Energy Absorption

(kN-m) W230H 107 6.71 230 600 24 24 30 2000 105


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



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




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

DIMENSIONS

Ladder Size Md H W1 W2 S L (m)

SL150H M22 150 650 800 30

0.9 to 3.0 SL200H M24 200 650 850 30

SL250H M27 250 700 950 30 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




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)



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 : 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

(1) ISO 12944- Paints and varnishes — Corrosion protection of steel structures by protective paint systems (2)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.



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

Specific weight 0.93-0.95 Hardness Shore D 60-70

Tensile strength Min. 15 N/mm2 Elongation >50%

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 cross-sectional view of pad fixings for both open and sealed fender panels.



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.



Typical Super Bolt Dimensions

Bolt Size (M)

Bolt Anchor Approx. Mass (kg) H Y G1 i L G2

M20 13 30 65 50 145 50 1.0 M22 14 34 65 50 165 55 1.4 M24 15 36 70 55 175 55 1.7 M27 17 41 75 60 200 60 2.4 M30 18.7 46 75 60 225 60 3.0 M36 22.5 55 85 70 270 70 5.2 M42 26 65 90 75 325 85 7.7 M48 30 75 120 95 360 95 11.1 M56 35 85 125 100 435 105 17.4 M64 40 95 130 105 475 115 24.1

Typical Resin Anchor Bolt and Nut Dimensions

Bolt Size (M)

Nut Anchor Drill Hole Diameter & Depth

Approx. Mass (kg) H Y L1 L2 D L

M20 16 30 10 140 24 140 0.8 M22 20.2 34 10 145 28 145 1.0 M24 22.3 36 10 170 30 170 1.2 M27 24.7 41 10 190 32 190 1.7 M30 26.4 46 10 210 38 210 2.3 M36 31.9 55 10 260 46 260 4.1 M42 34.9 65 10 330 55 330 6.0 M48 38.9 75 10 400 60 400 8.6 M56 45.9 85 10 480 65 480 13.5 M64 52.4 95 10 515 75 515 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.



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.



ACCESSORIES MATERIAL SPECIFICATIONS

ACCESSORIES MATERIALS GRADE ALTERNATIVE STANDARD

EN Grades USA Std British Std

FENDER PANEL

Fender panel Mild Steel

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

Frontal Pad UHMW Polyethylene - - - -

FIXING BOLTS

Supe

r Bol

t

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

Res

in A

ncho

r 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 - - -

Bolt, Nut & Washer Mild Steel SS400 in JIS G 3101 ASTM A36 BS4360-86 Gr.43A 1.0037

Fram

e Fi

xing

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

Pad Fixing Bolt Stainless Steel

SUS304 / SUS316 in JIS G 4303, 4304

AISI 304 AISI 316

BS970 Gr. 304 BS970 Gr. 316

1.4301 1.4401

CHAINS

Tension Chain Weight Chain Shear Chain

Steel Bars for Chains

SBC490 in JIS G 3105 (1) - - -

SB Shackle Adj. Shackle

Carbon Steel S25C in JIS G 4051 ASTM A575

Gr. 1025 BS970 Gr. 060A25 -

CHAIN ANCHORS

U-Anchor

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

Bracket Mild Steel SM490 in JIS G 3106 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.



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 Between Perpendicular, LppLength measured between aft and fore perpendicular or 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



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

E = ½ · M · v 2

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 = ½ · M · v 2 · Ce · Cm · Cs · Cc

Where: E = Effective berthing energy (kNm) M = Mass of design vessel (displacement in tonnes) v = Approach velocity of vessel perpendicular to the berth (m/s) Ce = Eccentricity factor Cm = Virtual mass factor Cs = Softness factor Cc = 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)



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:

⎟⎠⎞

⎜⎝⎛ ⋅

+⋅⋅⋅=

⋅⋅+⋅⋅=

B

d21dBL

Ld2dBL Volume2

pp

pppp

Thus, Mass coefficient (Cm) can be calculated by the following formula:

B

2d1Cm += for broadside berthing

ppL

2d1Cm += for bow/ stern berthing

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:

B

dCb2

1 Cm ⋅⋅

+=π

for broadside berthing;

ppL

dCb2

1 Cm ⋅⋅

+=π

for bow/stern berthing.

Block coefficient, ρ⋅⋅⋅

=dBL

DT Cb

pp

Where: DT = Displacement tonnage of the vessel (tonnes) Lpp = Length of vessel’s hull between perpendiculars (m) B = Breadth of the vessel (m) d = Draft of vessel (m) ρ = Density of water (1.025 ton/m3 for seawater)



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:

22

222

RK

cosRKCe

+⋅+

=γ

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 = Block coefficient Lpp = Length of vessel’s hull between perpendiculars (m) R = Distance of the point of contact from the center of mass (m) γ = 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

2

K

R1

1

RK

KCe

⎟⎠⎞

⎜⎝⎛+

=+

= 22

2



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.



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.

Type of Vessel 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



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 DWT (ton)

DT (ton)

L (m)

B (m)

D (m)

d (m)

v (m/s)

Berthing Energy(kN-m)

General Cargo 100000 140000 275.0 42.0 25.00 12.50 0.125 872.4

Berthing Conditions:

Berthing Angle: 10 degrees Flare Angle : 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 : Effective Berthing Energy En : Energy Absorption at Normal Compression

Ea : Energy Absorption at Angular Compression ACFE : 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 : Maximum Allowable Reaction Force Rn : Reaction Force at Normal Compression Ra : Reaction Force at Angular Compression ACFR : 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°

Energy Absorption (kN-m) 989 961

Reaction Force (kN) 1620 1620

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



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 or 4, 6, 8-fender Contact, if any (even number) • 1-fender Contact or 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.



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.

⎟⎠⎞

⎜⎝⎛

⎟⎠⎞

⎜⎝⎛−⋅=

2RS1-sincos1R H For S = 3 x Fender Pitch (P)

⎟⎠⎞

⎜⎝⎛

⎟⎠⎞

⎜⎝⎛

⎟⎠⎞

⎜⎝⎛ −−⋅=

2RS1-sincoscR h

RP

os2

1sin

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.

⎟⎠⎞

⎜⎝⎛

⎟⎠⎞

⎜⎝⎛−⋅=

2RS1-sincos1R H 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.



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.



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.



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.

Where, R : Design Reaction Force A : Flat Area of Fender panel

( A = We x He ) Pa : Allowable Face Pressure W : Fender panel Width H : Fender panel Height We : Effective Width He : 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

a PAR

P Pressure, Face Average ≤=



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

2H-RH P ⋅⋅= 4



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.



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: 9 – 10 mm • Two-surface exposed plate: 12 mm • Internal plate: 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.



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.



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,

ElR = Axial pull-out force at elongation limit R = Reaction force of fender n = Number of fixing bolts per fender d = Effective diameter of fixing bolt μ = Friction coefficient between frontal pad and steel W = Weight of fender panel and half weight of fender body φ = Attenuation coefficient (0.6 ~ 1.0) Fc = Concrete strength Ac1&2 = Surface projection area



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.



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.



Testing Facilities

Environment Ovens – Aging Test

3-Axis Mooring Simulator

Model Tester



11. Marine Fender Verification PHYSICAL PROPERTY OF RUBBER

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

Property Unit Requirement Relevant Testing Standard

Stan

dard

Before Aging

Tensile Strength MPa Min. 15.7 JIS K 6251, ISO 37

ASTM D412 , BS 903 A.2 DIN 53504, CNS 3553:K 6344 GB/T 528 Elongation % Min. 300

Hardness deg. Max. 84

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

After Aging 70º C x 96 hrs aging through

air heating

Change in Tensile

Strength %

Not less than 80% of

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

Elongation % Not less than

80% of Original value

Hardness deg. Original value +8deg max.

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

Compression Set 70º C x 22 hrs heat treatment % Max. 30

JIS K 6262, ISO 815 ASTM D395, BS903 A.6A DIN ISO 815, CNS 3560:K6351, GB/T 7759

Opt

ion

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

hours - No cracking

visible to eye

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

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

Seawater Resistance 95°C for 28 days -

+10% by volume (Max)

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

Dynamic Fatigue† - 10,000 cycles -



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: Reaction Force +10% Energy Absorption –10%

Test Lots: 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 Pitch Circle Diameter (P.C.D.)

Outer Base Diameter Bolt Hole

Tolerance +4% / -2% ±4mm +4% / -2% ±2 mm



APPENDIX TABLE OF VESSEL DATA CONTAINER VESSEL

DWT (Metric tones)

DT (Metric tones)

Loa(m)

LPP(m)

W(m)

D (m)

Full Draft(m)

7000 10700 123 115 20.3 9.8 7.210000 15100 141 132 22.4 11.3 8.015000 22200 166 156 25.0 13.3 9.020000 29200 186 175 27.1 14.9 9.925000 36100 203 191 28.8 16.3 10.630000 43000 218 205 30.2 17.5 11.140000 56500 244 231 32.3 19.6 12.250000 69900 266 252 32.3 21.4 13.060000 83200 286 271 36.5 23.0 13.8

GENERAL CARGO

DWT (Metric tones)

DT (Metric tones)

Loa(m)

LPP(m)

W(m)

D (m)

Full Draft(m)

1000 1690 67 62 10.8 5.8 3.92000 3250 83 77 13.1 7.2 4.93000 4750 95 88 14.7 8.1 5.65000 7690 111 104 16.9 9.4 6.67000 10600 123 115 18.6 10.4 7.410000 14800 137 129 20.5 11.6 8.315000 21600 156 147 23.0 13.1 9.520000 28400 170 161 24.9 14.3 10.430000 41600 193 183 27.8 16.2 11.940000 54500 211 200 30.2 17.6 13.0

RO-RO SHIP

DWT (Metric tones)

DT (Metric tones)

Loa(m)

LPP(m)

W(m)

D (m)

Full Draft(m)

1000 2190 73 66 14.0 6.2 3.52000 4150 94 86 16.6 8.4 4.53000 6030 109 99 18.3 10.0 5.35000 9670 131 120 20.7 12.5 6.47000 13200 148 136 22.5 14.5 7.210000 18300 169 155 24.6 17.0 8.215000 26700 196 180 27.2 20.3 9.620000 34800 218 201 29.1 23.1 10.730000 50600 252 233 32.2 27.6 12.4



BULK CARRIER

DWT (Metric tones)

DT (Metric tones)

Loa(m)

LPP(m)

W(m)

D (m)

Full Draft(m)

5000 6920 109 101 15.5 8.6 6.27000 9520 120 111 17.2 9.5 6.9

10000 13300 132 124 19.2 10.6 7.715000 19600 149 140 21.8 11.9 8.620000 25700 161 152 23.8 13.0 9.430000 37700 181 172 27.0 14.7 10.650000 61100 209 200 32.3 17.1 12.470000 84000 231 221 32.3 18.9 13.7

100000 118000 255 246 39.2 21.1 15.2150000 173000 287 278 44.5 23.8 17.1200000 227000 311 303 48.7 25.9 18.6250000 280000 332 324 52.2 27.7 19.9

OIL TANKER

DWT (Metric tones)

DT (Metric tones)

Loa(m)

LPP(m)

W(m)

D (m)

Full Draft(m)

1000 1580 61 58 10.2 4.5 4.02000 3070 76 72 12.6 5.7 4.93000 4520 87 82 14.3 6.6 5.55000 7360 102 97 16.8 7.9 6.47000 10200 114 108 18.6 8.9 7.1

10000 14300 127 121 20.8 10.0 7.915000 21000 144 138 23.6 11.6 8.920000 27700 158 151 25.8 12.8 9.630000 40800 180 173 29.2 14.8 10.950000 66400 211 204 32.3 17.6 12.670000 91600 235 227 38.0 19.9 13.9

100000 129000 263 254 42.5 22.5 15.4150000 190000 298 290 48.1 25.9 17.4200000 250000 327 318 52.6 28.7 18.9300000 368000 371 363 59.7 33.1 21.2

GAS CARRIER

DWT (Metric tones)

DT (Metric tones)

Loa(m)

LPP(m)

W(m)

D (m)

Full Draft(m)

1000 2480 71 66 11.7 5.7 4.62000 4560 88 82 14.3 7.2 5.73000 6530 100 93 16.1 8.4 6.45000 10200 117 109 18.8 10.0 7.47000 13800 129 121 20.8 11.3 8.1

10000 18900 144 136 23.1 12.9 9.015000 27000 164 154 26.0 14.9 10.120000 34800 179 169 28.4 16.5 11.030000 49700 203 192 32.0 19.0 12.350000 78000 237 226 37.2 22.8 12.370000 105000 263 251 41.2 25.7 12.3

100000 144000 294 281 45.8 29.2 12.3



FERRY

DWT (Metric tones)

DT (Metric tones)

Loa(m)

LPP(m)

W(m)

D (m)

Full Draft(m)

1000 1230 67 61 14.3 5.5 3.42000 2430 86 78 17.0 6.8 4.23000 3620 99 91 18.8 7.7 4.85000 5970 119 110 21.4 9.0 5.57000 8310 134 124 23.2 10.0 6.1

10000 11800 153 142 25.4 11.1 6.815000 17500 177 164 28.1 12.6 7.620000 23300 196 183 30.2 13.8 8.330000 34600 227 212 33.4 15.6 9.440000 45900 252 236 35.9 17.1 10.2

PASSENGER VESSEL

DWT (Metric tones)

DT (Metric tones)

Loa(m)

LPP(m)

W(m)

D (m)

Full Draft(m)

1000 1030 64 60 12.1 4.9 2.62000 1910 81 75 14.4 6.3 3.43000 2740 93 86 16.0 7.4 4.05000 4320 112 102 18.2 9.0 4.87000 5830 125 114 19.8 10.2 5.5

10000 8010 142 128 21.6 11.7 6.415000 11500 163 146 23.9 13.7 7.520000 14900 180 160 25.7 15.3 8.030000 21300 207 183 28.4 17.8 8.050000 33600 248 217 32.3 21.7 8.0 70000 45300 278 243 35.2 24.6 8.0

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.



UNIT CONVERSION TABLE LENGTH

Meter (m) Foot (ft) Inch (in) 1 3.2808 39.3701

0.3048 1 12.0 0.0254 0.0833 1

COATING THICKNESS

Mils Microns 1 25.4

AREA

Sq. Meter (m2) Sq. Feet (ft2) Sq. Inch (in2) 1 10.7639 1550.0

0.0929 1 144.0 0.645x103 6.9444x10-3 1

VELOCITY

m/s ft/s knot km/h mile/h 1 3.2808 1.9438 3.6000 2.2369

0.3048 1 0.5925 1.0973 0.6818 0.5144 1.6878 1 1.8520 1.1508 0.2778 0.9113 0.5400 1 0.6214 0.4470 1.4667 0.8690 1.6093 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 FORCE

kN tonne (force) kip (force) pound (force) 1 0.102 0.225 225

9.81 1 2.2046 2204.6 4.45 0.454 1 1000

ENERGY

kNm or kJ tonne-m ft kip 1 0.102 0.774

9.81 1 7.24 1.36 0.138 1

PRESSURE

tonne/m2 kip/ft2 kPa psi Kg/cm2 MPa or N/mm2 1 0.205 9.81 1.4236 0.1000 0.00981

4.88 1 47.9 6.944 0.4880 0.047880.102 0.0209 1 0.1451 0.0102 0.00100

0.7024 0.144 6.89 1 0.0702 0.0068910 2.05 98.1 14.236 1 0.0981

102 20.91 1000.62 145.207 10.2 1



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.


© Copyright 2011 Bridgestone Corporation

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] Western North American Office, Los Angeles Tel: +1(949)709-0929 Fax: +1(949)709-0993 Email: [email protected] Eastern North American Office, New York Tel: +1-212-496-1487 Fax: +1-212-496-1542 Email: marinefenders @bep-usa.com

North and South American Head Office, Nashville Tel: +1-615-365-0600 Fax: +1-615-365-9946 European Office Tel:+49 (0) 6251 690 396 Fax:+49 (0) 6251 690 397 Email: [email protected] Australian Office Tel: +61-(0)8-9250-0600 Tel: +61-(0)8-9250-0601 Email: [email protected]

www.bridgestoneindustr ial .com

bridgestone marine fender ver1.9[1]

Documents