Professional Documents
Culture Documents
Contents
CONTENTS ................................................................................................................................................................... .i
1. 2. 3.
INTRODUCTION ........................................................................................................................................... 1
BRIDGESTONE MARINE FENDERS: PRODUCT OVERVIEW
4.
5.
6.
7.
8.
9.
10. 11.
APPENDIX ............................................................................................................................................................ 64
TABLE OF VESSEL DATA UNIT CONVERSION TABLE LIST OF REFERENCE DISCLAIMER
1.
INTRODUCTION
Type of Fender
(kN-m)
Typical Applications
Container Berth Oil and Gas Berth General Cargo Berth Ore Berth Ro-Ro Berth Shipyard
Container Berth Oil and Gas Berth General Cargo Berth Ore Berth Ro-Ro Berth Shipyard
Super Arch (SA) 5.68 to 10.10 Fishing Port Yacht Harbor Barge Berth
For Protection
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.
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.
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.
Note: 1. Fender performance is reduced on angular compression. 2. The table above shows the energy capacity of fenders at different compression angles.
Fender Size
D1
D2
A1
A2
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 21 25 27 30 33 36 39 39
HC1000H 1000
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 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
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
4.
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.
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) 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 -
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
52.5
51.9
51.3
50.8
50.3
48.8
45.5
41.3
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.
11
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
12
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.
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5.
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)
14
P-Type DA-B
I-Type DA-B
F-Type DA-B
15
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
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.
16
17
DYNA ARCH FENDER DIMENSIONS Dyna Arch A Type (DA-A) Fender Dimension
W1
W2
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.
18
W1
W2
Md
Approx. Mass (kg/m) 105 145 240 360 520 885 1350
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
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.
Fender Length, L1 1000 8 1500 12 2000 16 125 250 3 5 7 9 11 13 2500 20 3000 24 3500 28
19
W1
W2
410 187.5 500 162.5 490 670 840 225 300 375 600 800 1000 195 260 325
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.
20
L1=1000 Dyna Arch Fender Md Size 250H 300H 400H 500H 600H 800H 1000H
(performance grade dependant)
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
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 -
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.
21
L1=1000 Dyna Arch Fender Md Size 250H 300H 400H 500H 600H 800H 1000H
(performance grade dependant)
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
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.
22
L1=1000 Dyna Arch Fender Md Size 250H 300H 400H 500H 600H 800H 1000H
(performance grade dependant)
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
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.
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6.
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.
SA150H
SA200H
Note: 1. Fender performance is subject to the tolerance of max 10% for Reaction Force and -10% for Energy Absorption.
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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
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.
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7.
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)
26
27
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
28
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.
29
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.
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L=3000 N = 10 n=4
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
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.
31
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)
32
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
W1
W2
230
600
24
24
30
2000
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
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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
34
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)
35
8.
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)
36
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.
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.
37
Note: 1. The above pad properties are typical in standard product. Non-typical pad properties are available upon request.
38
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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Bolt Size (M) M20 M22 M24 M27 M30 M36 M42 M48 M56 M64
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
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.
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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.
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Fender panel
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
Nut
Pad Fixing Bolt CHAINS Tension Chain Weight Chain Shear Chain SB Shackle Adj. Shackle CHAIN ANCHORS
U-Anchor
S25C / S45C in JIS G 4051 SUS304 / SUS316 in JIS G 4303, 4304 SM490 in JIS G 3106
BS970 Gr. 060A25 BS970 Gr. 060A45 BS970 Gr. 304 BS970 Gr. 316
Bracket
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.
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9.
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
43
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)
44
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
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
Cm = 1 +
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)
45
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 ()
Ce =
K
2
2 2
K +R
R 1+ K
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Hence, generally Ce is assumed to be as follows, unless otherwise specially requested: Berthing Method Berthing Schematic Diagram Ce
0.5
0.7
End Berthing
1.0
47
Cc = 1.0
Cc = 0.9 ~ 1.0
Cc = 0.8 ~ 1.0
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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
The calculated effective berthing energy will be fully absorbed by the HC1150H(J4)x1x1 under the angular berthing condition of 10 degrees.
Copyright 2011 Bridgestone Corporation 49
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)
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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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
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.
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
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.
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52
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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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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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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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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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)
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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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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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
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10.
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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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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Testing Facilities
Model Tester
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11.
Unit
MPa
Requirement
Min. 15.7
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
Max. 30
hours
Abrasion Resistance
cc
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
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
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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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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